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Indian Highways
Volume : 48 Number : 8 Total Pages : 60

“Adhering Precautionary Measures Against Covid 19 at a Toll Plaza”

Edited and Published by Shri Sanjay Kumar Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri Sanjay Kumar Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in
 Indian Highways
Volume : 48 Number : 08 ● AUGUST, 2020 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934

Contents
 From the Editor's Desk 4-5
 Advertisements 6-8 & 58
 IRC Technical Committees Meeting Schedule for August, 2020 34
Technical Papers
 Design of Rehabilitation Treatments for Highway Pavements Considering Life Cycle Cost Analysis 9
By G. Rajashekara, Rajib Basu Mallick & Dr. A. Veeraragavan
 Recycling of Foundry Sand Waste Material for Construction of Concrete Road 24
By Dr A K Sinha, R Shankar, B Kumar & Dr V G Havanagi
 Partial Replacement of Waste Materials in Bitumen Pavement :Dense Bituminous Macadam 35
By Jeetendra Ahirwar & Rajat Mohan
 “Pilkhuwa Viaduct” – An Example of Innovation in Design & Construction Technology 44
By Harpreet Singh & Sanjay Shrivastava
 MoRT&H Circulars 52-54
 IRC Accredited New Materials  55-56
 Tender Notices 57

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 No.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)

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

Printed at: M/s Aravali Printers & Publishers Pvt. Ltd., New Delhi-110 020 `20
AUGUST 2020 INDIAN HIGHWAYS 3
 FROM THE EDITOR’S DESK

IMPACT OF COVID-19 ON ROAD SECTOR

India is trying to respond to the challenges of the post COVID-19 reality which has come to define a
new normal for our economy as well as society. The Road Sector which was primarily responsible for
India’s growth story is facing the damaging impact of COVID-19 pandemic.
The COVID-19 pandemic is caused by Severe Acute Respiratory Syndrome Coronavirus 2 (SARS-
CoV-2). The pandemic was first identified in Wuhan, China in December, 2019. The first case of COVID-
19 in India was reported on 30 January 2020. A total number of 19,64,536 cases, 13,28,336 recoveries
and 40,699 deaths have been reported in India as on 6th August, 2020. India currently has the largest
number of confirmed cases in Asia and has the third highest number of confirmed cases in the
world after the United States and Brazil. In order to curb the spread of the CORONA Virus disease,
Nationwide lockdown started for 21 days w.e.f. 25th March, 2020. On 14th April, it was extended till 3rd
May which was followed by two-week extensions and again extended from 17th May till 31st May with
substantial relaxations. Beginning from 1st June, the Government has started unlocking the country
(barring containment zones) in three unlock phases.
Since beginning of March, different countries started lockdowns to save their population from COVID-
19 infection which resulted into global cessation of all economic activities. The economic impact of
COVID-19 is widespread across Govts., public agencies and private sector operators across the road
and transport sector. Toll road concession and operators have been hit hard due to reduction in traffic
during lockdown. Other impacts have been observed on the banking system. Loan disbursements are
projected to decline due to delays in project execution. There is a risk to the private sector financing
for PPP Projects which could delay completion of planned projects.
Govt. has decided to convert this crisis into an opportunity to make India Self reliant and create
globally competitive supply chains. India imports more than 80% of crude oil requirement. India
imported about 227 MMT crude oil during 2019-20 to meet its demand. Global crude oil prices
crashed in the beginning of March, 2020. India created a reserve of 5.33 MMT or 39 million barrel
at an average price of $25 per barrel. India saved about Rs.5,000 crore by purchasing 20% of India’s
annual crude oil demand at cheaper price.
Immediately after declaration of lockdown all traffic volumes continued to see a significant decrease
depending on the restrictive measures on mobility and the closure of non-essential activities not only
in India but in most of the countries abroad which resulted into improvement in air quality, traffic
noise and reduction in the road accidents.
Pandemic has also caused thrust in digitization and contactless transactions which is going to result
into fast pace and transparent financial transactions. In this regard, National Highways Authority of
India has recently announced that they have gone fully digital with the launch of unique cloud based
and Artificial Intelligence powered Big Data Analytics platform – Data Lake and Project Management
Software. All project documentation, contractual decisions and approvals are now being done through
portal only.
Since beginning of lockdown, working from home has increased which may lead to new forms of
organisational management after the pandemic. In the short term, there are operational and human
resource issues around making home working effective and issue of cyber security of personal
computers and networks which need to be addressed through suitable IT solutions. Freight movement

4 INDIAN HIGHWAYS AUGUST 2020

became even more critical in order to maintain economic activity and the integrity of supply chain
including health supplies and foods.
Construction work: Internationally contractors have not suspended work on construction sites but
are continuing in compliance with safety and sanitary regulations from Govts. Some non-essential
works have been postponed in part because of shortage of material or manpower. In some countries,
there have been some workforce problem due to migration of foreign workers. Most of the countries
have eased contractual conditions e.g. reduction in performance guarantee, invoking Force Majeure.
In India, MoRTH has issued policy circular for providing urgent relief for Contractors/developers
of Road Sector under Atmanirbhar Bharat in view of the prevailing situation due to COVID 19 on
03.06.2020. The relief measures include retention money to be released in proportion to the work
already executed and future retention money not to be deducted from the bills of contractor from
the period from 3 months to 6 months, performance guarantee may be released on pro-rata basis for
HAM/BoT projects as per contract, extension of time to contractor/Concessionaire for 3 months to upto
6 months for meeting their obligations, direct payment to approved Sub-contractor through Escrow
account, waiver of penalty for delay in submission of performance security/bank guarantee in new
contracts entered during March, 2020 to September, 2020, to allow extension of time to consultants
i.e. Independent Engineer / Authority Engineer for three months upto 6 months depending on the
site condition. For BoT/ToT Concessionaire, before CoD, the concession period shall be extended
by a period equal in length for the duration of 3 months to 6 months. For all tolling contracts, loss in
collection of fee may be compensated in accordance with the contract.
In order to prevent spread of COVID-19 cases, MoRTH issued direction to ensure sanitation of seats,
handles and bars of all public transport vehicles. Hygiene and sanitation of all bus terminals and
bus stops to be ensured. The validity of fitness, permit (all types), leaner’s license, driving license,
registration or any other concerned document whose extension of validity could not be granted due to
lockdown and which has expired since 1st February, 2020 or will expire till 30th September, 2020, the
same may be treated to be valid till 30th September, 2020.
Pandemic had caused large scale movement of migrant labourers from cities to rural areas. This
situation can be gainfully utilized in rural road construction activities. In this regard, Prime Minister
has recently launched a Rs. 50,000 crore rural job programme, the Pradhan Mantri Garib Kalyan
Rojgar Abhiyan aimed at creating livelihoods for thousands of jobless migrant workers who moved
from cities to their home villages during the lockdown. Under the Scheme, 125 days of employment
is being offered in 116 districts across six states that have witnessed large scale reverse migration of
workers.
COVID-19 is a unique and one of its kind event that has impacted not just road sector but halted all
major businesses linked within the project value chain. Full recovery from this downfall is likely to be
slow for construction sector. Recovery in employment levels and meeting project timelines and budgets
will be critical to the revival of overall economy. A key question from a planning perspective is that
we still don’t know how long the COVID-19 will last and when will normalcy return. Government,
Developers and Contractors will have to collectively play their parts to ensure a revival in the overall
construction ecosystem.

(Sanjay Kumar Nirmal)

Secretary General

AUGUST 2020 INDIAN HIGHWAYS 5

 ADVERTISEMENT

6 INDIAN HIGHWAYS AUGUST 2020

 ADVERTISEMENT

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AUGUST 2020 INDIAN HIGHWAYS 7

 ADVERTISEMENT

8 INDIAN HIGHWAYS AUGUST

AUGUST2020
2020
 TECHNICAL PAPER

DESIGN OF REHABILITATION TREATMENTS

FOR HIGHWAY PAVEMENTS CONSIDERING LIFE CYCLE COST ANALYSIS

G. Rajashekara 1 Rajib Basu Mallick 2 A. Veeraragavan 3

ABSTRACT
The highway pavements are subjected to increased magnitude of traffic load repetitions and they require frequent resurfacing
and rehabilitation treatments during the design life. Falling Weight Deflectometer (FWD) is used for the structural condition
evaluation of pavements. Deflection bowl parameters like Base Layer Index, Middle Layer Index, and Lower Layer Index
can be used to study the contribution of the different pavement layers on the performance. The computed deflection bowl
parameters can be related to the field performance quantified in terms of rutting and cracking. These deflection bowl
parameters are to be bench-marked for Indian conditions based on performance from in-service highway pavements, so
that the pavement sections may be grouped as sound, warning or severe condition and to estimate the remaining service life
and the optimal timing for the resurfacing and rehabilitation treatments. The rehabilitation treatments are conventionally
decided based on initial construction cost. However, cost-effective rehabilitation treatments duly considering Life Cycle Cost
(LCC) is the need of the hour. The present paper is an attempt in this direction on evaluation of a typical National Highway
pavement using FWD bowl data, bench-marking of deflection bowl parameters for Indian conditions and design of cost-
effective alternate maintenance and rehabilitation treatments duly considering the life cycle cost.
1. NEED AND IMPORTANCE OF THE STUDY deflection under a wheel load is an indicator of the strength
of the pavement system and the expected performance of
Due to increased magnitude of traffic load repetitions
the pavement. Higher the rebound deflection values, lower
under varying climate and environmental conditions,
will be the service life of the pavement and pavements
highway pavements require frequent maintenance and
with low rebound deflection value are expected to last
rehabilitation treatments during the design life. Moreover,
long. BBD test is time-consuming and also the deflection
pavement design procedures do not consider pavement
values are affected by the moving traffic in adjacent lanes
preservation maintenance treatments during the design
and the type of load application does not simulate the
life. A well designed highway pavement is expected
actual traffic loading conditions.
to reach the terminal distress level of 20% structural
cracking and/or 20 mm rutting at the end of the design life. Currently, Falling Weight Deflectometer is used for
During the service life, minor rehabilitation as preventive the structural condition evaluation of highway and
maintenance treatments is to be applied. However, they airfield pavements, as per IRC:115-2014. The deflection
can be applied to pavements in good structural condition bowl ordinates are used to back-calculate the moduli
when functional distresses are observed. of the pavement component layers. Using the moduli
and thickness of the different component layers of the
Pavement evaluation studies are carried out periodically
pavement, the stresses and strains in the pavement
to assess the structural and functional condition of
layers can be estimated. The moduli values as obtained
the pavement to decide the appropriate timing for the
are expected to duly account the quality of construction
maintenance treatment. Benkelman Beam Deflection
of the pavement layers as well, which may be different
(BBD) or Falling Weight Deflectometer (FWD) techniques
from the moduli values considered during the design
are adopted for the structural condition evaluation of in-
process. The computed stresses and strain values may be
service pavements. While using the Benkelman beam, a
related to the observed structural distresses and the needed
slow-moving wheel load is applied to a pavement and the
rehabilitation treatment can be designed by Mechanistic-
response of the pavement in terms of maximum rebound
Empirical analysis.
deflection under the standard load is measured. The rebound
1
Former M.Tech Student, IIT Madras, Chennai
2 
Professor, Dept of Civil Engineering, Worcester Polytechnic Institute, USA
3 
Professor, Dept. of Civil Engineering, IIT Madras, Chennai

AUGUST 2020 INDIAN HIGHWAYS 9

 TECHNICAL PAPER

It is also possible to relate the deflection bowl ordinate on individual layer strengths and predict the rehabilitation
parameters to the performance and estimate the needs. This benchmarking methodology enables the
contribution of different layers of the pavement to the determination of the relative structural condition of the
distresses. Such studies on the development of deflection pavement component layers without the requirement of
bowl indices based on pavement evaluation studies a detailed as-built data. A further correlation study with
conducted in India are not reported. Even though such calculated layer moduli and deflection bowl parameters
parameters are available from studies conducted in other was presented in terms of Base Layer index (BLI), Middle
countries of the world, the range or limiting value of Layer Index (MLI), Lower Layer Index (LLI), Curvature
these parameters are not directly transferable to India. Function (CF) and Radius of curvature (ROC).
The quality of construction in India is another significant
BLI indicates the base layer structural condition and is
factor influencing the performance. Conventionally,
calculated as:
the selection of the rehabilitation treatment is based on
structural adequacy of the pavement. The initial cost is the
criteria in the treatment selection process, while selecting MLI gives an indication of Sub-base and prepared Sub-
among the choice of different maintenance treatments. The base condition and is calculated as:
relative performance of alternate/cost-effective treatments
is not considered during the decision-making process. It is
expected that the rehabilitation treatment selection should
LLI is an indication of subgrade condition and s computed
be based on life-cycle cost analysis.
as:
Thus, there is a need to develop indices based on deflection
bowl parameters so that they can be related to the observed
performance, based on the field studies conducted in India. ROC indicates the structural condition of the surfacing
The life cycle cost approach should be adopted in the and base condition and is computed as:
selection of cost-effective rehabilitation treatments. The
present study is an attempt in this direction to evaluate
an in-service highway pavement using Falling Weight
Deflectometer as a case study and develop pavement
strength parameters from the deflection bowl ordinates
CF is an indication of the structural condition of the
and rehabilitation design duly considering the life cycle
surfacing and base and is computed as:
cost.
2. REVIEW OF LITERATURE
2.1 Structural Condition Evaluation of Pavement where, D0, D200, D600, D900 are the deflection bowl ordinate
values at 0, 200, 300, 600 and 900 mm from the centre
Udaykumar et al., (2016) presented a method for
of the loading plate. L is 127 mm in the original Dehlen
prioritization of pavement sections for maintenance. The
curvature meter. (Horak, 2008)
ranking methodology is based on the parameters describing
the present condition of pavements, on a stretch to stretch
basis. Parameters like distresses are measured in terms of
density and severity, and numerical weights are assigned.
Deduct values are assigned based on the severity and
extent of the different distresses.
2.2 Benchmarking of FWD Data and Applications
Horak and Emery (2006) used the cumulative difference
sums method to group homogeneous sub-sections within
a large section of pavements and a semi-mechanistic-
empirical analysis technique has been developed in South
Africa for rehabilitation design. The deflection bowl Fig.1: Deflection Bowl Measurement (Source: IRC 115-2014)
parameters derived from the FWD bowl data are used in a Fig.1.shows the principle of deflection bowl measurement
relative bench-marking methodology in conjunction with a using a Falling Weight Deflectometer. These bowl
standardized visual survey method to serve as a guidance parameters help in the estimation of the contribution of

10 INDIAN HIGHWAYS AUGUST 2020

 TECHNICAL PAPER
the different layers of the pavement to the performance
of the pavement. Multi-layer theory and back-calculation
procedures are used to provide information on the structural
condition of the pavement and rehabilitation design.
2.3 Sample Size Determination
Indian Road Congress (IRC: 115-2014) stipulates different
distance intervals for test points for data collection based
on the conditions of the pavement viz., good, fair and
poor. The data collection process is tedious and time-
consuming. The suggested sampling intervals are 60 m,
130 m and 500 m for a single lane or two -lane two-way
pavement when the condition of the pavement is poor, fair
and good respectively.
Damnjanovic and Zhang (2006) used the Risk-based
method to determine the minimum falling weight
deflectometer (FWD) testing frequency, using the
structural condition index (SCI). The SCI is calculated
as a ratio of the effective and the required pavement
structural number (SN). The variance in SCI at network
level was assessed by randomly selecting a small sample
of pavement sections that are representative of the
whole network. The goodness of fit tests was performed
to accept or reject the hypothesis that the Structural
Condition Index (SCI) values are typically distributed.
The Bootstrap method is a re-sampling method used to
estimate statistics on a population by sampling a dataset
with a replacement. The method is used to obtain the mean
and confidence interval on the mean of the SCI variances
all the network level.
2.4 Homogenisation of Pavement Sections for
Maintenance
Indian Road Congress (IRC: 115-2014) suggests a
statistical technique for identification of the homogeneous
sections. A homogeneous sub-section is defined as a
section where the deflections and so the flexural stiffness
is more or less constant. Cumulative difference approach
is used to homogenize the sections. In this approach, the
sequence of the cumulative sums in a measurement series
is compared with the sums that would have resulted
from adding averages. The difference between these
values is termed as the cumulative difference. The series
of cumulative difference for the measured sequence of
a given variable (example maximum deflection, Surface
curvature Index (SCI), etc.) and the graph of cumulative
difference versus distance (or length of test section) is
plotted. Misra and Das (2004) identified some limitations
associated with the AASHTO Guide for the design of
pavement structures and suggests improved yet simplistic
methodology for identification of homogeneous sections
based on a combined approach of Classification and
Regression Tree (CART) and exhaustive search.
2.5 Back-Calculation of Pavement Layer Moduli
Indian Road Congress (IRC: 115-2014) presents a back-
calculation procedure of pavement layer moduli from the
normalized deflections using KGPBCK back calculation
software. Back-calculation will be done by considering
the pavement to be a three-layer system. All bituminous
layers will be combined as one layer. Similarly, granular
base and subbase layers may be combined. The software
uses the seed modulus of each layer as input. Typical
values of modulus for different layers are chosen as per
IRC: 115-2014.
Indian Road Congress (IRC: 37-2018) presents moduli
values for the different layers of the pavement. The moduli
values of bituminous layer depend on the pavement
temperature. The subgrade modulus values are calculated
from the CBR values and granular layer modulus values
are calculated using empirical equation. The Poisson’s
ratio is taken as 0.35 for the pavement layers considered
in the present study. Resilient Moduli of bituminous layers
are chosen as per the values in IRC: 37-2018.
2.6 Lacuna and Needed Research
There is a need to estimate the minimum sample size for
the Falling Weight Deflectometer measurements and later
use the deflection bowl data to develop deflection bowl
indices for Indian conditions. The developed indices are
to be related to the observed distresses from in-service
highway pavements and validate with the computed
stresses and strains in the pavement layers. Alternate
rehabilitation and maintenance strategies should be
considered in rehabilitation design, duly considering the
life cycle cost analysis for the Indian conditions.
3. OBJECTIVES
The objectives of the present study are to explore the
application of Falling Weight Deflectometer for the
structural condition evaluation of in-service highway
pavement, and design of rehabilitation treatment duly
considering alternate rehabilitation treatment choices and
life cycle cost analysis.
The sub-objectives and methodology are:
i. Analysis of deflection bowl data collected from
an in-service highway pavement using Falling
Weight Deflectometer and evolve deflection bowl
parameters as indicators of the structural condition
of different pavement layers.
ii. Grouping of homogeneous pavement sections
for maintenance considering deflection bowl
parameters and distress
AUGUST 2020 INDIAN HIGHWAYS 11
 TECHNICAL PAPER

iii. Determination of minimum sample size for the
deflection bowl measurements.
iv. Design of bituminous overlay requirements for
the desired service life by mechanistic-empirical
approach.
4.
v. Recommendations on the rehabilitation of the
pavement viz., time and type of treatment and
choice of the rehabilitation strategies, duly
considering Life Cycle Cost Analysis.
The flow chart of the research methodology is shown:

5. DATA COLLECTION road located from Gurlapur to Biligi in Karnataka. The

The structural condition data was collected using FWD length of the road stretch is 130 km. The type, severity,
from a pavement section on a typical National Highway. and extent of the distresses on the pavement sections were
The road stretch considered in the study is a four-lane assessed during inspection.

12 INDIAN HIGHWAYS AUGUST 2020

 TECHNICAL PAPER

5.1 Distress Data parameters for typical sample locations.

Pavement condition survey shall precede the actual Table 1: Different Deflection Bowl Parameters
deflection measurement and consists primarily of visual
Chainage Maximum BLI MLI LLI CF RoC
observations supplemented by measurements for estimation (km) deflection (µm) (µm) (µm) (µm) (m)
of cracking, rutting and other distresses in the pavement. It
172 646 296 248 22 80 294
may be prudent to identify the possible causes of distress
172.5 589 205 242 35 242 212
using a condition survey. The formats should typically
capture the following data about the pavement condition 174.5 802 378 262 30 262 307
besides having information such as pavement chainage, 175 338 133 116 19 116 266
the direction of traffic and pavement surface type: 176 540 245 212 23 212 305
i. Distress type - cracking, rutting, shoving, bleeding, 177 382 171 127 15 127 301
stripping, raveling, potholes, patching, etc. 178 680 321 255 23 255 308
ii. Severity of distress. 179 402 175 135 19 135 318
iii. Extent of distress 180 347 190 126 11 126 314
iv. Location of distress
5.4 Homogenization of Pavement Sections based on
5.2 Processing of Deflection Bowl Data Deflection Bowl Data and Distresses
Analysis of deflection bowl data involves three major steps: Statistical analysis was carried out to group homogeneous
i. Normalization: The target peak load to be applied pavement sub-sections within a larger section. A
on the pavement is 40kN. This load corresponds homogeneous sub-section is defined as a section where
to the load on one set of the dual wheel of 80kN the deflections and so the flexural stiffness is more or less
standard axle load. If the applied peak load is constant. These can be determined using the method of
different from 40 kN, the measured deflections the cumulative sums of deflection bowl parameters (like
are to be normalized to correspond to the standard Maximum deflection, BLI, MLI, LLI). The cumulative
target load of 40 kN. Therefore, deflection values sums of deflection bowl parameters are calculated. First,
are to be normalized considering the standard load
the mean of a variable over the entire section is calculated
of 40kN. It is to be ensured that:
(e.g., the mean of the maximum deflection, LLI, BLI,
ii. Deflection values should decrease with increasing
MLI) and the difference between the actual value of the
distance from the loading plate
variable and the mean is calculated. These differences are
iii. Deflection measurements are not made if the
pavement temperature is more than 45°C. summed and plotted. The points of inflection typically
iv. Deflections values should not be more than the represent changes in sub-section.
capacity of the sensor. 5.5 Homogenization based on Deflection Bowl Parameters
5.3 Computation of Deflection Bowl Ordinate Fig. 2 show the cumulative difference plots considering
Parameters Maximum deflection, Base Layer Index (BLI), Middle
Deflection bowl ordinates like maximum deflection, Layer Index (MLI), Lower Layer Index (LLI), Curvature
Base Layer Index (BLI), Middle Layer Index (MLI), Function (CF) and Radius of Curvature (ROC) for the
Lower Layer Index (LLI), curvature function and radius grouping of the pavement sections based on the deflection
of curvature are calculated using normalized deflection bowl parameters using CDA approach. The range of
values. Table 1 shows the sample deflection bowl deflection bowl parameters are shown in Table 2

AUGUST 2020 INDIAN HIGHWAYS 13

 TECHNICAL PAPER

Fig. 2: Homogenized Sections Based on MLI, LLI, CF, and RoC

Chainage from km 172 to km 190 is grouped as one the entire stretch was divided into seven homogeneous
homogeneous section and from km 190 to km 208 is sections. Fig. 3 shows the homogeneous pavement
grouped as another homogeneous section. Similarly, sections.

Fig. 3: Homogenization of Pavement Sections

14 INDIAN HIGHWAYS AUGUST 2020

 TECHNICAL PAPER

The ranges of values for maximum deflection, BLI, MLI, level and extent were determined by inspection.
LLI for the homogenous section is shown in Table 2. ii. The deduct values were determined as suggested
Table 2: Ranges of Values of Deflection Bowl in ASTM D6433-18.
Parameters for Homogenized Sections iii. A total deduct value (TDV) was computed by
summing all individual deduct values.
Chainage Maximum BLI MLI LLI iv. Once the TDV is computed, the corrected deduct
(km) deflection (µm) (µm) (µm) (µm)
value (CDV) was determined as suggested in
172-190 572-750 261-370 215-263 20-25 ASTM D6433.
190.5-208 668-890 454-630 300-425 18-26 v. When determining the CDV, if any individual
208.5-230 543-750 197-355 157-300 25-35 deduct value was higher than the CDV, the CDV
230.5-248 775-990 380-580 358-468 10--30 was set equal to the highest individual deduct
value.
248.5-271 346-620 110-310 80-220 18-35
271.5-281 365-520 150-280 75-160 15-20 vi. The PCI was computed using the relation PCI =
100 − CDV.
281.5-303 670-870 240-370 150-320 30-50
5.8 Homogenization Pavement Sections based on
5.6 Pavement Condition Index (PCI) calculation Distresses
The Pavement Condition Index (PCI) is a numerical Pavement condition survey was carried out to quantify
indicator of present pavement condition that is directly the distresses present on the pavement. Visual condition
related to the functional condition of the pavement. A survey was carried out to estimate the percentage area of
visual inspection of the pavement surface distresses cracking, rut depth in mm, potholes in number and raveling
can provide valuable information about the pavement in percentage. The magnitude of these parameters of
condition. Visual inspection data can be used to evaluate distresses was measured in terms of density or severity.
the current pavement condition. Following procedure was Pavement sections are grouped as: Good, fair and poor
adopted while calculating the PCI. based on density and severity of distress as per IRC 115-
i. In every project road, the distress type, its severity 2014.

Fig. 4: Pavement Condition Index for the pavement

5.7 Inferences
From the cumulative difference graphs of deflection
bowl parameters and CDV, it was inferred that both plots
follow similar trend. This indicates that the deflection
values will be higher at the locations where the distress
values are high, and vice versa. The PCI provides the
basis for maintenance and rehabilitation needs assessment
of pavements for maintenance. Pavement sections with
higher PCI do not require rehabilitation treatments
whereas pavement sections with lower PCI value require
major rehabilitation.
5.9 Sample Size Determination
The aim of this study is to determine the accuracy of the
different sample size in estimating mean network condition.
For this study, the pavement condition is described in terms

AUGUST 2020 INDIAN HIGHWAYS 15

 TECHNICAL PAPER

of maximum deflection (deflection obtained from sensor
1), Base Layer Index (difference between the sensor at 0
mm and sensor at 300mm, BLI), and Surface Curvature
Index (SCI) viz., difference between the sensor 1 at 0 mm
and sensor 2 at 200 mm..
plot of the standard error divided by the mean.
A close examination of this figure shows that the
variability of the given sample size decreases
rapidly initially and begins to stabilize at about
4 percent.

5.10 Procedure v. The results indicate optimum sample size is

between 3 and 6.5 percent for each homogeneous
The entire road section was classified as good, fair and section, without loss of accuracy in the estimation,
poor based on the pavement condition survey, the analysis which is less than the IRC recommended values
of this data proceeded as follows: (IRC 115- 2014). As per IRC: 115-2014, the
minimum sample size for “good”, “fair” and
i. A stratified random sampling scheme was “poor” sections are 4, 15 and 33.
performed. Different percentages of sample
deflection data points were considered. The
sample mean and standard error was computed.
The sample sizes considered are 1,2,3,4,5,6,7 and
8% of the population data.
ii. Surface curvature index was calculated as the
difference between the deflection at sensor 1 and
sensor 2.

iii. Adjusted structural number (SNPeff) is used to

gather information of the structural integrity of
the pavement system at the network level. It gives
the structural condition of zones of the pavement
layers more effectively. Effective SNP at the time of
measurement based on deflection bowl parameters Fig. 5: Standard Error/mean vs. Sample Size in %
obtained from FWD (SNPeff) is obtained by:
5.11 Back-Calculation of Moduli and Analysis of
Stresses
Where, The measured surface deflection bowl ordinates were
Aupp – Area under pavement profile normalized to a standard load of 40 kN. The elastic moduli
of different layers of the existing pavement were computed
by using back-calculation software KGPBCK. The back-
calculated moduli were used in the analysis of the stresses
BLI – Base Layer Index: and strains in the pavement layers and in the assessment of
the structural condition of the pavement. Table 4 and 5 show
the sample input to KGPBCK software and final moduli
Table 3: Standard Error/mean of Deflection Bowl values obtained from KGPBCK after applying corrections.
Parameters
Table 4: Sample Input to KGPBCK Software
Standard Error/Mean considering
Sample Modulus ranges (MPa) Thickness(mm)
Max Station
size (%) BLI SCI SNPeff ID Bituminous Granular Bituminous Granular
deflection Subgrade
Layer Layer Layer Layer
1 13.34 6.96 4.75 5.25
2 10.47 4.95 2.84 3.24 175.000 400-1500 100-500 49.4-197 50 160
3 5.34 4.22 2.5 2.91 178.000 400-1500 100-500 59-236 65 130
4 3.43 3.34 1.85 2.48 185.000 400-1500 100-500 46.3-185 40 300
5 3.32 2.68 1.13 1.74 192.000 400-1500 100-500 41.45-165 50 200
6 3.12 2.51 1.12 1.67 197.500 400-1500 100-500 38.25-153 75 225
7 2.96 1.94 1.06 1.26 202.600 400-1500 100-500 30.3-121 100 500
8 2.74 1.79 1.02 1.24 207.500 750-1500 100-500 48.7-194 80 125
216.000 750-1500 100-500 61.75-247 75 210
iv. The results from the study in Fig. 5 show the

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Using KGPBCK software, the modulus values of different 5.13 Range of Strains for the Homogenized
layers were back calculated and corrections such as sections
temperature and moisture corrections are applied to the The Vertical Compressive Strain (VCS) on top of the
obtained modulus values as per IRC: 115-2014. subgrade and Radial Tensile Strain (RTS) at the bottom
Table 5: Corrections to the Modulus obtained from of the bituminous layer obtained from IITPAVE for each
KGPBCK homogenized section are shown Table 6.
Modulus from KGPBCK Corrected Modulus Table: 6 Range of Strains Values Obtained for
Chainage (MPa) (MPa)
(km) Homogeneous Pavement Sections
E1 E2 E3
E1 E2 E3 Chainage VCS RTS
(Lay1) (Lay2) (Lay3)
175.000 1496 497 198 1564 369 161 (km) (micro strain) (micro strain)
178.000 1496 121 149 1564 78 119
172-190 550-1050 120-410
185.000 1498 497 185 1716 369 150
192.000 1496 127 75 1714 84 56 190.5-208 310-1030 250-590
197.500 1410 211 153 1693 155 122
208.5-230 410-810 200-550
202.600 1491 492 121 1791 366 95
207.500 1481 129 141 1961 86 112 230.5-248 480-800 190-520
216.000 1490 493 247 1973 366 203 248.5-271 230-960 210-500
5.12 Calculation of stresses and strains values 271.5-281 440-1460 220-680
The stresses/strains in the pavement layers is computed 281.5-303 380-800 260-610
using IITPAVE software which uses input values such as
back calculated (corrected) moduli and layer thicknesses
5.14  Relationship between stresses/strains, distresses
collected from the field. This includes computation of
and deflection bowl parameters
critical strains viz., (a) Horizontal Tensile Strain at the
bottom of the bituminous layer and (b) Vertical Compressive The structural condition of the pavement and the
Strain on top of the subgrade. The loading configuration performance are related. The vertical compressive strain
and the locations of critical strains considered for analysis on the top of the subgrade is related to subgrade related
will be similar to those adopted in IRC: 37-2018. rutting. The horizontal tensile strain at the bottom of the
bituminous layer is related to the fatigue cracking.
The in-service three-layer pavement system has been
analyzed with the above-corrected moduli values. Structural condition rating is obtained from the percentage
Standard dual wheel load of 20 kN on each wheel has been of distresses present on the pavement surface (IRC: 115-
considered for analysis. The contact pressure of 0.56 MPa, 2014). For each structural condition rating, limits were
the spacing between dual wheels of 310 mm, Poisson’s assigned to maximum deflection, BLI, MLI, LLI, RTS and
ratios of 0.35, 0.35 and .35 for the three layers starting VCS for each type of distress. The limits were assigned
from the top are the other inputs used according to the crack area, RTS and deflection bowl
parameters obtained for the road stretch. These values are
shown in Fig. 7 and 8.

Fig. 6: Loading configuration and the critical

locations of critical strains (Source: IRC: 37-2018) Fig. 7: Variation of deflection bowl parameters with

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 TECHNICAL PAPER

Radial Tensile Strain (RTS) are summarized in Table 8

Fig. 8: Variation of deflection bowl parameters with Fig. 10: Variation of deflection bowl parameters with
Crack Area Rutting
These limits have been summarized in Table 7. The limits for rutting, deflection bowl parameters and
vertical compressive strain obtained from Fig. 9 and 10
Table 7: Structural Condition Rating of Cracking
are summarized in Table 8.
with Deflection Bowl and RTS
Table 8: Structural Condition Rating of Rutting with
Structural Max BLI MLI LLI Crack Deflection Bowl and VCS
RTS
condition def
(µm) % (µ strain) Structural Max BLI MLI LLI
rating µm Rutting VCS
condition def
Sound <500 <220 <170 <20 0-10 <400 (µm) (mm) (µ strain)
Rating (µm)
500- 220- 170- 20- Sound <600 <250 <220 <25 0-10 <750
Warning 10-20 400 – 550
650 300 200 25 600- 250- 220- 25-
Warning 10-20 750-1000
750 300 280 35
Severe >650 >300 >200 >25 >20 >550
Severe >750 >300 >280 >35 >20 >1000
Similarly the limits for rutting and vertical compressive 5.15 Estimation of the Remaining life of the Pavement
strain(VCS) were decided for each structural condition
rating. The limits for warning and severe were set at Estimation of the remaining life of the pavement was done
10mm and 20mm rutting respectively. Fig. 9 and 10 show using the fatigue equation for the bituminous layer and
the variation in deflection bowl parameters with vertical subgrade rutting equation. The strain values obtained from
compressive strain and rutting percentage respectively IITPAVE are used to estimate the remaining service lives
from fatigue and rutting equations as shown below. The
remaining life of the pavement is the shortest of the lives
obtained considering fatigue cracking in the bituminous
layer and subgrade rutting.
Fatigue in Bituminous layer: for 90 percent reliability
level is given by:

Fig. 9: Variation of deflection bowl parameters with
Vertical Compressive Strain(VCS
The limits for rutting, deflection bowl parameters and
vertical compressive strain obtained from Fig. 9 and 10
Where,
Nf= fatigue life in standard axle load repetitions.
Et= maximum tensile strain at the bottom of the bituminous
layer.
MR =Modulus of the bituminous mix, MPa
Rutting in subgrade: Rutting model for 90 percent

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 TECHNICAL PAPER
reliability level is given by Equation
Where,
Ev=The vertical compressive strain on the top of the
subgrade
For the above example of strain calculation, the remaining
life of the pavement obtained by substituting strain values
in rutting and fatigue equation is 3.597 and 0.785 msa
respectively.
5.16 Rehabilitation Design
For the rehabilitation design, a trial thickness of overlay of
appropriate material is to be selected for each homogenized
sections by selecting 15th percentile moduli for design, and
the critical strains obtained from the IITPAVE software.
Table 9 Overlay Design for the Grouped Section
The modulus value of the bituminous overlay material is
selected as per the guidelines given in IRC: 37-2018. The
thickness of the rehabilitation treatment can be selected by
trial such that, the computed critical strains are within the
permissible limits given by the performance criteria (rutting
and fatigue) for the design traffic level considered.
The combined existing pavement and rehabilitation
treatment (overlay) layers will be analyzed as a four-
layer system to ensure that fatigue and rutting criteria are
satisfied for the assumed design traffic (20 msa). Trial
thickness of rehabilitation treatments are selected, and
the tensile strain at the bottom of the existing bituminous
layer is computed considering measured thicknesses and
back-calculated moduli values for the various layers as
inputs. The overlay was proposed to be of VG30 grade
of Bitumen. The Table 9 shows the overlay design for the
grouped section for 20 msa design traffic.

Strain, Performance with overlay

Layer modulus, (MPa)
Homogenized Projected (μ strain) (msa) Overlay
section, (km) Traffic, (msa) Fatigue Life, Rutting Life, Thickness, (mm)
E1 E2 E3 VCS RTS
Nf Nr
172-190 1525 132 163 20 130 218 24 74 120
190.5-208 1563 146 89 20 165 220 23 96 110
208.5-230 1489 137 93 20 150 228 20 78 115
230.5-248 1726 114 121 20 130 212 24 117 125
248.5-271 2291 134 118 20 130 205 21 125 105
271.5-281 1347 110 112 20 145 223 24 214 130
281.5-303 1538 62 93 20 155 222 22 61 150

Table 10, 11 and 12 gives the overlay thicknesses for each VG30, Crumb Rubber Modified Binder (CRMB)
and Polymer Modified Binder (PMB) binders in the
traffic level ranging from 5 msa to 40msa considering bituminous layer respectively.

Table 10: Overlay Thicknesses for Each Homogenous Section of VG30

Chainage VG 30 Overlay Thicknesses for different traffic levels(mm)
5 msa 10 msa 15 msa 20 msa 25 msa 30 msa 35 msa 40 msa
172-190 80 100 115 120 130 135 140 145
190.5-208 60 85 100 110 120 125 130 135
208.5-230 65 90 105 115 120 130 135 140
230.5-248 80 105 115 125 135 140 145 150
248.5-271 60 80 95 105 115 120 125 130
271.5-281 85 105 120 130 135 140 150 155
281.5-303 105 125 140 150 155 165 170 175

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 TECHNICAL PAPER

Table 11: Overlay thicknesses for each homogenous section of CRMB

Chainage CRMB Overlay Thicknesses for different traffic levels(mm)
5 msa 10 msa 15 msa 20 msa 25 msa 30 msa 35 msa 40 msa
172-190 75 90 100 110 115 120 125 130
190.5-208 60 80 90 100 110 115 120 125
208.5-230 60 85 95 105 110 115 120 125
230.5-248 75 95 105 115 120 125 130 135
248.5-271 55 75 90 100 105 110 115 120
271.5-281 75 95 110 115 125 130 135 135
281.5-303 95 115 125 135 140 145 150 155
Table 12: Overlay thicknesses for each homogenous section of PMB
Chainage PMB40 Overlay Thicknesses for different traffic levels(mm)
5 msa 10 msa 15 msa 20 msa 25 msa 30 msa 35 msa 40 msa
172-190 70 85 95 100 105 110 115 120
190.5-208 55 75 85 95 100 105 110 115
208.5-230 60 80 90 95 105 110 115 115
230.5-248 70 90 100 105 110 115 120 125
248.5-271 50 70 85 90 100 105 110 110
271.5-281 70 90 100 105 115 120 120 125
281.5-303 90 105 115 125 130 135 140 145
rehabilitation treatments such as Bituminous Concrete
with VG30, Crumb Rubber Modified Binder (CRMB),
and Polymer Modified Binders (PMB) are considered as
different treatment choices.
6.1 Economic Analysis
Economic analysis is a simple procedure to discount all
costs and benefits to their present worth and calculate the
ratio of the benefits to costs. Negative flows are considered
as costs whereas positive flows as benefits.
6.2 Net Present Worth: Net present worth is the present
Fig 11: Overlay thicknesses for different binders at traffic value of a future payment or a series of future payments at
of 20msa the given rate of interest, and it is calculated by
The overlay values obtained are least for PMB40 and
highest for VG30. Intermediate thicknesses were obtained
for CRMB for all traffic levels. It is also necessary to P - Present sum of money
compare the relative performance of different overlay i = interest rate per annum-12%
treatments with different binders to estimate the life cycle n = number of years
costs for each of these binders at different traffic levels. F = sum of money at a future date
This study will help the highway agencies to identify the 6.3. Highway cost
type of binder to be chosen for the desired performance.
The cost of construction of the facility initially and the
6. LIFE CYCLE COST ANALYSIS (LCCA)
periodic cost of maintenance of the facility over its design
Life Cycle Cost Analysis (LCCA) is an effective tool life are known collectively by the term highway cost.
to determine the most cost- effective treatment among which comprise of:
different competing alternatives to assist in the selection of
i. Construction cost.
construction, rehabilitation, and maintenance treatments.
In this approach, to evaluate the life cycle costs of different ii. Maintenance cost.

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Construction Cost: Using the design thickness of cost of construction of the existing highway pavement is
bituminous layer and granular layer, the length of the calculated for a 4 lane road using VG30 grade bitumen
homogenous section and material costs, the cost of and is as shown in the Table 13:
construction of each homogenous section is obtained. The

Table 13: Construction Cost for Different Grouped Sections

Homogenised section Length of Section Bituminous Layer Granular Layer Cost (Rs. In lakhs)
(km) (km) Thickness (mm) Thickness (mm) per km Total
172-190 18 65 300 632 11380
190.5-208 17.5 100 500 731 12786
208.5-230 21.5 80 300 654 14061
230.5-248 17.5 75 300 645 11289
248.5-271 22.5 80 420 684 15399
271.5-281 9.5 90 300 667 6332
281.5-303 21.5 65 300 647 13915
128 Total 85,162

Maintenance cost: maintenance cost includes.
• Routine Maintenance: involves de silting of
drains and culverts, removal of debris, cutting
of vegetation and all other activities that are not
related to traffic every year. The cost of Routine
maintenance is assumed as Rs.1,30,000/km/year.
• Periodic maintenance: involves laying of BC of
required thickness so that the road can sustain the
design traffic for a period of 5years.
6.4 Estimation of Highway costs and LCCA
• The dynamic modulus values of different overlays
(VG 30, CRMB and PMB) are taken corresponding
to pavement temperature 35 °C and for different
seasons (Roy et al. 2013)
• For different binder types and different traffic, the
overlay thicknesses for each homogenous section
are determined and shown in Table 10,11 and 12
for overlays with VG30, CRMB and PMB binders
respectively. The strain values are calculated at the
bottom of the bituminous layer and top of the sub
grade using IITPAVE software.
• The performance of the pavement was calculated
using rutting and fatigue equation. The total
maintenance costs are calculated for different
traffic levels and optimal thicknesses and binder
type are identified.
• The dynamic modulus values of different overlays
corresponding to the 35-degree Celsius is shown in
Table 14.
Table14: Dynamic Modulus Values (Roy 2013) and
Cost for Different Overlay Types
Modulus values
Binder Type Cost Rs/m3
(MPa) @ 35°C
BC with VG30 3226
7554
BC with CRMB 4427
7915
BC with PMB 5688
9499
*These values were considered as IRC:37-2018 adopts constant moduli
for mixes with modified binders
6.5 Net Present Value (NPV) Method: In this method,
the stream of costs/benefits associated with the project
over an extended period is calculated and is discounted
at a selected discounted rate to give the present value.
Benefits are treated as positive and costs as negative
and the summation give the Net Present Value (NPV).
Any project with positive NPV is treated as acceptable.
In comparing more than one project, a project with the
higher NPV should be accepted. The NPV is algebraically
expressed as:
NPV0- Net Present Value in the year 0
Bt - Value of benefits which occur in the year t
Ct - Value of costs which occur in the year t

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 TECHNICAL PAPER

i - discount rate per annum in decimals
n - number of years taken for analysis
6.6 Estimation of Highway costs and LCCA for
Different Overlays
For different binder type and different traffic levels, the
highway costs are estimated. The time for maintenance is
decided as time to 10mm rutting or 10% crack area. The
number of years for 10mm rutting is identified from the
graphs developed by Kumar et al (2010). Maintenance
cycle was therefore decided accordingly. Table 15 shows
the life cycle costs for VG30, CRMB and PMB.

Table 15: Estimation of Highway Costs and LCC for 50 mm for Different Overlays

ICC Routine Periodic Maintenance Costs Total Life Cycle Cost (Rs
YEAR (Rs. Maintenance (Rs. Million) Million)
Million) (Rs. Million) VG30 CRMB PMB VG30 CRMB PMB
2018 8,516 17 8,533 8,533 8,533
2019 18 4,580 4,178 15 15
2020 18 4,493 13 3,726 13
2021 19 4,580 4695 3,452 11 3,538
2022 20 9 9 9
2023 21 4,580 4,493 2,852 2,798 8
2024 22 7 7 7
2025 23 4,580 4695 2,356 6 2,415
2026 24 4,493 5 2,101 5
2027 25 4,580 1,947 5 5
2028 26 4 4 4
2029 27 4,580 4,493 4695 1,609 1,578 1,649
2030 29 3 3 3
2031 30 4,580 1,329 3 3
2032 31 4,493 2 1,185 2
2033 33 4,580 4695 2 2 1,126
26,301 19,985 17,335
ICC=Initial Construction Cost

Table 16: Summary of LCC for Different Pavement

Options
NPV of LCC for 15 years
Pavement Options
(Rs Millions)

VG30 26,301
CRMB 19,985
PMB 17,335

From NPV method of LCC shown in Table 16, it can be

concluded that PMB is the better treatment to be suggested
for the overlay design as it has minimum LCC than other
type of overlays. Fig. 12 shows the life cycle costs for
different binders at different traffic conditions varying
from 5msa to 40msa.
Fig. 12: Life cycle costs for different traffic levels for
VG30, CRMB and PMB
Life cycle cost for VG30 is found to much higher than
that of CRMB and PMB. Even though the cost of PMB is

22 INDIAN HIGHWAYS AUGUST 2020

 TECHNICAL PAPER
higher compared to VG30 and CRMB, the life cycle cost
is minimum for PMB. Thus, suggesting PMB is a better
binder to be used in for high trafficked highways.
7. FINDINGS AND DISCUSSIONS
A minimum sample size of 4% is found to be adequate
for the deflection bowl measurement using Falling Weight
Deflectometer. The minimum sample size ensures that
the predicted error is within the allowable limits. The
suggested sample size is lower than the IRC recommended
values and will reduce the time required for data collection
and will also be economical.
The cumulative difference approach considering Maximum
Deflection, BLI, MLI and LLI can be used to identify
homogeneous pavement sections for maintenance.
The deflection bowl parameters can be used for grouping
the section into sound, warning and severe based on
distresses. The deflection bowl parameters enable the
pavement designer to choose the appropriate rehabilitation
and maintenance treatments.
The remaining life of the pavement section was calculated
using the rutting and fatigue equations and the strain/stress
values computed from the IITPAVE software. The back-
calculated moduli values also indicate the as-built quality
of construction.
Polymer Modified Bitumen(PMB) in bituminous concrete
overlays results in lowest Life cycle cost(LCC) to achieve
the desired performance for the design traffic for the
project road.
REFERENCES
i. Kumar,Anjan, Hazera Tehseen, Rajib B.Mallick,
Veeraragavan, A, “Life Cycle Cost Analysis of
flexible pavements with modified asphalt mixes –
Indian Experience”. 11th International Conference
on Asphalt Pavements, Nagoya, Japan, August
2010
ii. Damnjanovic, I., and Zhang, Z. (2006).
“Determination of Required Falling Weight
Deflectometer Testing Frequency for Pavement
Structural Evaluation at the Network Level.”
132(January), 76–85.
iii. Horak, E., and Emery, S. J. (2006). “Falling
weight deflectometer deflection bowl parameters
as analysis tool for pavement structural
evaluations.” {ARRB} Conference, 2006,
Canberra, Australia, (2006).
iv. IRC:SP: 30-2009. “Manual on Economic
Evaluation of Highway Projects In India.” Indian
Road Congress, New Delhi
v. IRC:115-2014. “Guidelines for Structural
Evaluation and strengthening of Flexible Road
Pavements using Falling Weight Deflectometer
(FWD) Technique.” Indian Road Congress, New
Delhi
vi. IRC: 37-2018. “Guidelines for the Design of
Flexible Pavements.” Indian Road Congress,
New Delhi.
vii. Moo Yeon Kim, Dae Young Kim, and Michael
R. Murphy (2013). “Improved Method for
Evaluating the Pavement Structural Number
with Falling Weight Deflectometer Deflections.
”Journal of the Transportation Research Board.
120–126.
viii. Neethu Roy, J. MuraliKrishnan,and
A. Veeraragavan. (2013) “.Mechanical
Characterisation Of Bituminous Concrete
Mixtures Using Asphalt Mixture Performance
Tester (AMPT).”Indian Institute of Technology
Madras.Chennai.
ix. Rahul Misra., and Animesh Das (2004).
“Identification of Homogeneous Sections from
Road Data”. International Journal of Pavement
Engineering: Journal of the Transportation
Research Board., 229-233
x. Udayakumar L., Dr. Vivian Robert R., Dr.
M.S. Amaranth (2008). “Ranking Technique
for Prioritization of Arterial and Sub Arterial
Roads for Maintenance Management. Bangalore
university. Bangalore.
AUGUST 2020 INDIAN HIGHWAYS 23
 TECHNICAL PAPER

RECYCLING OF FOUNDRY SAND WASTE MATERIAL FOR

CONSTRUCTION OF CONCRETE ROAD

Dr A K Sinha 1 R Shankar 2 B Kumar 3 Dr V G Havanagi 4

ABSTRACT
Foundry sand is a waste material generated from foundry industry where natural sand is used as a molding material
which becomes unsuitable or waste after several cycles of use. It has potential for application in concrete mix for road
construction. To investigate the same, foundry sand was collected from 10 different industries to develop generalized
specifications for recycling in the construction of concrete pavement. Physical characterization of these sands was carried
out by scanning electron microscope, energy dispersive spectrometer and X- ray diffraction. R&D studies were carried out
to recycle foundry sands as a partial replacement of fine aggregate in the preparation of Dry Lean Concrete (DLC) and
Pavement Quality Concrete (PQC) mixes. Dry Lean Concrete (DLC) mixes were prepared by replacing fine aggregates in
the range of 20 – 60 percent, while PQC mixes were prepared with the replacement in the range 10-30 percent. Control
mixes of DLC and PQC were prepared with content of 150 kg/m3 and 400 kg/m3 of ordinary Portland cement respectively.
Dry lean concrete mixes were prepared at maximum density and optimum water content. Compressive strength of DLC
mixes was determined at 7 days while compressive and flexural strengths of PQC mixes were determined at 7 days and 28
days. Foundry sands have closed skeletal, lattice, largely isotropic, very porous microstructure. Pavement quality concrete
mixes with 20 percent foundry sand demonstrated high value of compressive strength (> 40 MPa) and flexural strength (>
4.5 MPa) at 28 days indicating its suitability for the construction in concrete pavement. Dry lean concrete mixes with 40
percent replacement with foundry sand demonstrated high value of compressive strength (> 7 MPa) at 7 days indicating its
suitability for base layer construction.

1 INTRODUCTION can be used in the construction of highway sub base

Natural river sand is used as a molding material in ferrous
and nonferrous metal casting industries. This sand is
typically recycled and reused through many production
cycles. After several cycles, it becomes unsuitable for the
industry and piled up as a waste material, called foundry
sand. Annually, the total production is about 3 million
tons from different foundry industries in the country. It
has potential for application in road construction. Javed
and Well (1994) concluded that foundry sand can be used
in the civil engineering projects. It can be used in the
construction of sub base layer of pavement (Kirk, 1998;
Kleven et al., 2000; Goodhue et al., 2001; Nilton (2019);
Ehsan et al, 2020). Yucel and Ahmet (2005) advocated
that soil-foundry sand mixes blended with cement/lime
1
Principal Scientist, GTE Division, , Email - sinha.crri@nic.in
2
Scientist, Rigid Pavement Division, Email - ravi.shankar251@gmail.com
3
Senior Principal Scientist, Rigid Pavement Division, Email - binod.crri@nic.in
4
Chief Scientist, GTE Division, Email - vasant.crri@nic.in
layer and as a fill material (Gedik et al., 2008). Luis et
al. (2015) used foundry sand blended with clayey soil for
the application in subbase and base layers. Siddique et al.
(2009) determined the strength and modulus of elasticity
of concrete by replacing 10-30 percent fine aggregate
with foundry sand and concluded that this concrete can
be used as a construction material. Khatib and Ellis
(2001) investigated the properties of concrete containing
foundry sand as a partial replacement of fine aggregate
and concluded that strength of concrete decreases with
increase in foundry sand (Guney et al., 2010). Workability
of concrete mix is not affected much when foundry sand
is used as a substitute to the fine aggregate up to 10%.
However, further increase in foundry sand substitution
CSIR-CRRI New Delhi

24 INDIAN HIGHWAYS AUGUST 2020

 TECHNICAL PAPER

reduces the workability of the concrete mix (Prabhu et.
al., 2014). Guney et al. (2010) states that presence of
finer particles especially burnt clay, ashes and impurities
increases the water absorbing tendency which decreases the
fluidity of the mix and increases the water demand. Khatib
et al. (2013) advocated that increase in water absorption
with foundry sand content in the mix, leads to less optimal
compaction and hence larger volume of pores. Merve and
Nuran (2012) studied the effect of foundry sand as a partial
replacement of sand on the mechanical, leaching and
micro-structural characteristics of concrete and concluded
that water absorption increases while density decreases
with the increase of foundry sand. The compressive and
flexural strengths of concrete decrease with increase in
foundry sand replacement (Moon et al., 2005). Marchioni
et al. (2018) states that increase in foundry sand in the
mix, compression resistance decreases while Basar and
Akso (2012) states that split tensile strength decreases.
However, Tarun et al. (1994) advocated that effective use
of admixtures and additives can compensate the loss of
strength and workability due to addition of foundry sand
in the concrete mix. With the proper caution and research
the application of waste foundry sand in concrete can be
used up to recommended threshold of 30% which can
potentially maximize the environmental and economic
benefits (Mavroulidou and Lawrence, 2019). Even though,
the percentage utilization of foundry sand is minimal in
the country and unused material is simply being dumped
nearby the producing plants. Potential application of
foundry sand was investigated in Dry Lean Zoncrete
(DLC) and Pavement Quality Concrete (PQC) mixes
as a partial replacement of fine aggregate (river sand).
Ten foundry sand samples were collected from different
industries and were characterized for recycling in the
different layers of concrete pavement construction. Paper
presents the characterization of DLC and PQC mixes with
foundry sand and their utilization potential in concrete
pavement construction.
2. MATERIALS AND CHARACTERISATION
Foundry sand samples were collected from 10 different
industries. Name of the industries and identification are
given in Table 1. Crushed stones of maximum nominal
size of 20 mm, 10 mm and river sand were collected locally
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 passing from 4.75 mm and
retained on 150 micron is termed as fine aggregate (river
sand). Ordinary Portland cement of 43 Grade conforming
to IS 269 (2016) was used for laboratory work. The quality
of water for the preparation of concrete mixes was taken
as per IS 456 (2007).
Table 1 Name of the Industries and
Identification of Samples
Sl. Name of Name of
No. Industries Identification
1 ATA Engineering Ltd., Ahmadabad, Type A,
Gujarat, Type A Ahmadabad
2 ATA Engineering Ltd., Ahmadabad, Type B,
Gujarat, Type B Ahmadabad
3 Ratan Engineering Pvt. Ltd., Bhiwadi, Ratan,
Rajasthan. Bhiwadi
4 Hinduja foundries Ltd., Chennai, Hinduja,
Tamil Nadu Chennai
5 Southern Alloy Foundries Ltd., SAF, Chennai
Chennai, Tamil Nadu
6 Bradken India Pvt. Ltd., Coimbatore, Bradken,
Tamil Nadu Coimbatore
7 Se Forge Ltd., Coimbatore, Tamil Se Forge,
Nadu Coimbatore
8 Universal Auto foundry Ltd., Jaipur, UAF, Jaipur
Rajasthan
9 Texamaco, Kolkata, West Bengal Texamaco,
Kolkata
10 Brakes India Ltd., Vellore, Tamil Nadu Brakes,
Vellore
2.1 Physical Characterization
The surface morphological and micro texture
characteristics of foundry sand were studied by Scanning
Electron Microscope (SEM) as per standard procedure.
SEM with Emission Dispersive Spectrometer (EDS) was
used to provide detailed imaging information about the
morphology and surface texture of individual particles
of the dried powder foundry sand samples. The spectrum
was obtained at 5/10 μm magnification.
Mineralogical and crystalline nature of foundry sand
samples were determined by X-ray diffraction (XRD)
test. Samples were used as an original or virgin material
without making powder and subjected for XRD analysis.
The samples were loaded on glass strip which is specially
designed for the XRD measurement.
Water absorption test of foundry sand and aggregates
(fine and coarse) were determined as per IS 2386 part III
(2016). River sand was washed and screened to eliminate
deleterious materials and over size particles.
Fineness modulus and silt content of foundry sand
samples were determined by using sieve analysis as per
IS 2386 Part III (2016). Flakiness and elongation index
of the coarse aggregates were carried out as per IS 2386
part I (2016). Other tests were carried out as per standard
procedures viz. Specific gravity (IS 2720 part III, 2016),
grain size analysis (IS 2720 part 4, 2015), aggregate impact
and crushing tests (IS 2386 part IV, 2006).

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Chemical composition of foundry sand samples were partial replacement of fine aggregate by foundry sands in
determined by using emission dispersive spectrometer test different proportions viz. 20 percent, 40 percent and 60
as per standard procedure. percent at different moisture contents viz. 5, 5.5, 6, 6.5 and
2.2 Design of Concrete Mix 7 percent using specified cement content and aggregate
grading. Optimum moisture content was determined by
Cement concrete road for highways often requires one trial and error method. Control mix was prepared with
layer of Dry Lean Concrete (DLC) as a base on which conventional coarse aggregate (20 mm & 10 mm), fine
Pavement Quality Concrete (PQC) slab rests. Details of aggregate (river sand). DLC mixes were prepared as per
sample preparation and testing of DLC and PQC mixes the proportion given in Table 2.
are discussed below.
2.2.2 Pavement Quality Concrete Mix
2.2.1 Dry Lean Concrete Mix
Design mix of PQC was carried out as per IRC:44-2017.
Dry lean concrete mix is a zero slump concrete with a large Control concrete mixes were prepared by using ordinary
ratio of aggregate to cement. It contains less amount of Portland cement content of 400 kg/m3 with coarse (20
cement paste as compared to conventional concrete. DLC mm & 10 mm) and fine aggregate at water/cement ratio
mixes were proportioned with a maximum aggregates of 0.40. Trial mixes of PQC were prepared with partial
to cement ratio of 14:1 as per IRC: SP:49-2014. The replacement of foundry sand in different proportions viz.
minimum cement content in the DLC mixes was kept 150 10 percent, 20 percent and 30 percent. PQC mixes were
kg/m3 of concrete. Trial mixes of DLC were prepared with prepared as per the proportion given in Table 3.
Table 2 DLC Mix Proportion with Different Foundry Sands (kg/m3)
Identification name Percent Water Cement River Foundry Aggregate
replacement sand sand 10mm 20mm
Control mix 0 135 150 840 0 504 756
20 140 150 672 168 504 756
Type A, Ahmadabad 40 146 150 504 336 504 756
60 152 150 336 504 504 756
20 138 150 672 120 504 756
Type B, Ahmadabad 40 140 150 504 240 504 756
60 142 150 336 360 504 756
20 145 150 672 232 504 756
Ratan, Bhiwadi 40 155 150 504 464 504 756
60 165 150 336 697 504 756
20 140 150 672 162 504 756
Hinduja, Chennai 40 145 150 504 324 504 756
60 151 150 336 486 504 756
20 141 150 672 171 504 756
SAF, Chennai 40 147 150 504 341 504 756
60 152 150 336 512 504 756
20 138 150 672 131 504 756
Bradken, Coimbatore 40 141 150 504 262 504 756
60 144 150 336 393 504 756
20 140 150 672 156 504 756
Se Forge, Coimbatore 40 145 150 504 311 504 756
60 149 150 336 467 504 756
20 140 150 672 160 504 756
UAF, Jaipur 40 145 150 504 320 504 756
60 150 150 336 481 504 756
20 140 150 672 165 504 756
Texamaco, Kolkata 40 146 150 504 330 504 756
60 151 150 336 494 504 756
20 140 150 672 163 504 756
Brakes, Vellore 40 146 150 504 326 504 756
60 151 150 336 488 504 756

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Table 3 PQC Mix Proportion with Different Materials (kg/m3)

Identification name Percent Water Cement River Foundry Aggregate
replacement sand sand 10mm 20mm
Control mix 0 160 400 728 0 437 656
10 160 400 656 72 440 660
Type A, Ahmadabad 20 160 400 584 143 440 660
30 160 400 510 214 440 660
10 160 400 656 44 440 660
Type B, Ahmadabad 20 160 400 584 88 440 660
30 160 400 510 132 440 660
10 160 400 656 100 440 660
Ratan, Bhiwadi 20 160 400 584 201 440 660
30 160 400 510 301 440 660
10 160 400 656 72 440 660
Hinduja, Chennai 20 160 400 584 143 440 660
30 160 400 510 214 440 660
10 160 400 656 72 440 660
SAF, Chennai 20 160 400 584 144 440 660
30 160 400 510 216 440 660
10 160 400 656 64 440 660
Bradken, Coimbatore 20 160 400 584 129 440 660
30 160 400 510 193 440 660
10 160 400 656 70 440 660
Se Forge, Coimbatore 20 160 400 584 140 440 660
30 160 400 510 210 440 660
10 160 400 656 72 440 660
UAF, Jaipur 20 160 400 584 144 440 660
30 160 400 510 218 440 660
10 160 400 656 72 440 660
Texamaco, Kolkata 20 160 400 584 144 440 660
30 160 400 510 216 440 660
10 160 400 656 62 440 660
Brakes, Vellore 20 160 400 584 126 440 660
30 160 400 510 188 440 660
2.3 Characterization of Concrete Mixes Then, compressive strength of PQC mix was determined.
Average of three tested cube samples was taken as the
The designed DLC mixes were evaluated by compressive
compressive strength.
strength test while PQC mixes were evaluated by
compaction (workability), compressive strength and 2.3.3 Flexural Strength: The flexural strength of PQC
flexural strength tests. mixes was determined as per IS 516 (1999). It was carried
out on beam samples of size 100 mm x 100 mm x 500 mm
2.3.1 Workability: The workability of PQC freshly mixes
were prepared at designed different PQC mixes. The size
was determined by conducting compaction factor test as
of beam was chosen considering the maximum nominal
per IS1199 (2013) while DLC mixes were designed for
size of aggregate i.e. 19 mm (IS 516, 1999). However,
zero slump.
the desirable flexural beam size is 750 mm x 150 mm x
2.3.2 Compressive Strength: The compressive strength 150 mm as thickness of PQC is likely to be more than 200
of DLC/PQC mixes was determined as per IS 516 (1999). mm. Three beams were casted and tested for evaluating
Designed DLC mix materials were filled up in the cube the flexural strength after curing each sample for 7 and
of size 150 mm and compacted using vibrating hammer 28 days at standard temperature of 27o ± 2o C. Average of
in three layers. Three cubes were casted for each mix and three beam tests was taken as the flexural strength.
cured for 7 days at standard temperature of 27o ± 2o C.
Then, compressive strength of DLC mix was determined. 3. RESULT AND DISCUSSION

Three cubes of designed PQC mixes were casted for each 3.1 Physical and Chemical Characterization
mix. The size of cube was 100 mm and cured for 7 days and Foundry sand is a granular material having gray to black
28 days into water at standard temperature of 27o ± 2o C. colour in appearance.

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From SEM spectrum, it can be inferred that selected foundry
sand has closed skeletal, lattice, largely isotropic, very
porous microstructure except Se Forge, Coimbatore, Tamil
Nadu which has very dense structure. The microstructure
shows that foundry sand has sand size particles. Typical
morphology and microstructure of Bradken Coimbatore and
Texamaco, Kolkata foundry sands are shown in the Fig.1.
It was observed that different foundry sand samples mainly
contain carbon, silicon, iron, aluminum, oxygen and some
other elements in traces viz. sodium, magnesium, lead etc.
Fig. 2 (a & b) shows the elements present in the Bradken
Coimbatore and Texamaco, Kolkata foundry sands.
Phase identification was carried out by diffraction pattern
with comparing data base of Powder Diffraction File (PDF).
From PDF comparing chart, it was observed that foundry
sand consists of mainly minerals like antogorite, clinochlore
and silicate hydroxide in combination with other elements.
Typical XRD pattern and phase constituents of Bradken
Coimbatore and Texamaco, Kolkata foundry sands are
shown in the Fig.3 (a & b). Details of mineral composition
are given in Tables 4 & 5 for Bradken Coimbatore and
Texamaco, Kolkata foundry sand respectively.

Fig. 2a SEM of sample from Bradken, Coimbatore

Fig. 2b SEM of sample from Texamaco, Kolkata

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Fig. 3a X - Ray Diffraction Pattern of Bradken, Coimbatore Samples

Fig. 3b X - Ray Diffraction Pattern of Texamaco, Kolkata Sample

Table 4 Mineral Composition in Bradken, Coimbatore Sample

Peak No Element Formula
5 Andradite, Syn Ca3Fe2(SiO4)3
8 Hydrogen Acetate C2H4O2
12 Andradite, Syn Ca3Fe2(SiO4)3
21 Calcium Cilicide Ca2Si
30 Aluminum Silicate Hydrate Al4Si2O10.H2O
31 Akdalaite (Al2O3)4.H2O

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Table 5 Mineral Composition in Texamaco, are significantly high as compared to the maximum
Kolkata Sample permissible value of 3 percent for use in concrete mixes
Peak (IS 383, 2016).
Element Formula
No Grain size distribution curves of different foundry sands
6 Dickite Al2Si2O5(OH)4 are shown in the Fig. 4. It was observed that majority of
12 Okenite CaSi2O5.2H2O foundry sands are coarse grained materials with sand size
Aluminum Silicate particles, while two samples are observed to be fine grained
13 Al2SiO4(OH)2 materials (type B Ahmadabad and Bradken Coimbatore).
Hydroxide
15 Antigorite-1M Mg3Si2O5(OH)4
16 Afwillite Ca3Si2O7.3H2O
Antigorite, aluminian (Mg,Al)3(Si,Al)2O5
19
6O (OH)4
22 Calcium Hydride CaH2
27 Antigorite Mg3Si2O5(OH)4
Calcium Lead
32 CaPb(OH)6
Hydroxide
The average values of specific gravity of different foundry
sand samples were observed to be in the range of 1.85 to
2.63. The difference in specific gravity is due to variation
in mineral composition in different types of foundry sand.
Most of the samples have lower values of specific gravity
in comparison to conventional river sand (2.68). This is due
to presence of half burnt particles present in foundry sand. Fig. 4 Grain Size Distribution Curves for Foundry Sand
However, Ratan Bhiwadi sample has significantly indicated The obtained average values of Cu (Coefficient of
high value of about 3.58. This is due to high content of uniformity) and Cc (Coefficient of curvature) are varying
silica (25 percent) and oxides (56 percent) compared to
in the range of 1 to 3. Result of grain size analysis of
other foundry sands. Specific gravity of coarser aggregate
conventional aggregates used for preparing the concrete
(20 mm & 10 mm) was observed to be 2.69.
mixes are given in the Table 6. The combined flakiness
Fineness modulus of different foundry sands was observed and elongation index of the coarse aggregates was found
to be in the range of 0.35 to 2.16 which is less compared to be 15 percent. Summary of physical characteristics of
to river sand. It indicates that foundry sands are very fine foundry sand are given in Table 7.
material as compared to river sand for which the value of
fineness modulus is 2.41. Most preferred value of fineness Table 6 Results of Grain Size Analysis
modulus of fine aggregate for its use in cement concrete is Percent finer by weight
generally between 2.2 to 3.0. IS sieve,
mm 20 mm 10 mm River sand
Water absorption of different foundry sands was observed
to be in the range of 0.17 percent to 1.52 percent except 26.5 100 100 --
Type B Ahmadabad samples which has high value of 19 92.5 -- --
about 7.5 percent. High water absorption value of Type 13.2 24 100 --
B Ahmadabad sand may be due to more fine particles 12.5 -- 99.8 --
present in comparison to other foundry sands. However, 10 8.4 88.8 --
water absorption of foundry sand is relatively high when 9.5 -- -- 100
compared to river sand (0.42). Foundry sand samples 4.75 5.5 26.3 99.9
having less water absorption, makes it less porous in 2.36 - 9.2 98.1
nature, leading to suitable material for concrete. 1.18 - 3.0 84.2
Silt content of foundry samples lies in the range of 3.20 0.600 2.1 - 47.7
to 47.6 percent except type B Ahmadabad sand which 0.300 0 0 9.7
has 85.4 percent. The high value of silt content is due to 0.150 - - 2.9
repeated use of foundry sand for casting. These values 0.075 - - .

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Table 7 Physical Characteristics of Foundry Sand 3.3 Compaction Factor

Sl. Identification Specific Water Fineness Silt Compaction factor for control PQC mixes were observed
No. name gravity Absorption, Modulus Content,
percent percent to be about 0.86 while its values with different types
1 Type A, 2.59 0.85 1.50 10.40 of foundry sand (10 percent to 30 percent) to be in the
Ahmadabad range of 0.66 to 0.88. The values reduce with increase in
2 Type B, 1.85 7.53 0.92 85.40 the amount of foundry sand content in the PQC mixes.
Ahmadabad Reduction was observed in the range of 4 percent to 12
3 Ratan, Bhiwadi 3.58 1.38 2.03 4.20
4 Hinduja, 2.50 0.84 1.80 8.80 percent. The reduction in workability is due to more
Chennai fines/ silt content in the concrete which is contributed by
5 SAF, Chennai 2.63 0.67 2.16 3.20
6 Bradken, 2.02 0.33 0.35 47.60 foundry sands. This increases the water demand in the mix
Coimbatore to achieve the required workability
7 Se Forge, 2.40 0.17 1.08 11.00
Coimbatore 3.4 Compressive Strength
8 UAF, Jaipur 2.47 0.33 1.23 7.40
9 Texamaco, 2.54 1.02 1.89 10.80 The compressive strength of PQC mixes was observed to
Kolkata be in the range of 38.5 MPa to 44 MPa at 28 days for 30
10 Brakes, Vellore 2.51 1.52 1.53 20.60 percent partial replacement of fine aggregate with foundry
3.2 Compressive Strength of DLC Mixes sand. PQC mixes have compressive strength more than 40
Compressive strength of control DLC mix was observed MPa at 28 days after 30 percent partial replacement of fine
to be about 9.0 MPa at 7 days cured sample. The aggregate except Texamaco, Kolkata sand which has 38.5
Compressive strength of the majority of the DLC mixes MPa. Reduction in the value may be due to high value of
is more than 7 MPa after replacement of fine aggregate free swelling index (150 percent) of these foundry sands.
(upto 40 percent). Maximum compressive strength Compressive strength of control PQC mix was observed
(13.38 MPa) was obtained for Type B Ahmadabad to be 43.5 MPa and 49.6 MPa at 7 and 28 days curing
while minimum strength (4.40 MPa) was observed for respectively. It was also observed that there is 13 percent
Bradken, Coimbatore foundry sand, at 7 days and 40 increase in compressive strength of PQC mixes with curing
percent replacement of fine aggregate. This may be due period at 28 days in comparison to 7 days cured samples
to less silica content in the Bradken, Coimbatore foundry corresponding to replacement of fine aggregate in the
sand. Variation of compressive strength of different DLC range of 10 percent to 30 percent. Compressive strength
mixes with foundry sand content is shown in the Fig.5. decreases with increase in the amount of foundry sand in
Compressive strength increases with addition of foundry the concrete mixes. For example, compressive strength of
sand in the range of 20-40 percent. The average increase type A, Ahmadabad sample decreases to about 8 percent
in compressive strength of DLC mixes was observed to for 7 days after replacement of 30 percent fine aggregate
be about 22 percent corresponding to 20 percent partial while 15 percent decrease was observed in the case of 28
replacement of fine aggregate. Further increase in foundry days. The decrease in strength is because of high amount
sand to 60 percent in concrete mixes reduces the strength of silt content present in the foundry sand. The variation
by about 40 percent. This is due to higher silt content/fine of compressive strength of PQC mixes with foundry sand
particles filling up of voids in concrete mix. content of different sand samples is shown in Fig.6.

Fig. 5 Variation of Compressive Strength of DLC Mixes Fig. 6 Variation of Compressive Strength of PQC Mixes
with Foundry Samples, 7 days with Foundry Sand, 28 days

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3.5 Flexural Strength observed in the case of 28 days cured PQC mixes. Higher
Flexural strength value of control PQC mix was observed silt content/fine particles contributed to this decrease.
to be about 5.1 MPa and 5.33 MPa at 7 days and 28 days Results of compaction factor; compressive strength and
respectively. There is about 5 percent increase in flexural flexural strength tests of PQC mixes with different types
strength with increase in curing period from 7 days to 28 of foundry sand have been summarized in Table 8.
days. Flexural strength of the most of PQC mixes are more
than 4.5 MPa at 28 days for 20 percent replacement of fine
aggregate with different types of foundry sand except for
Texamaco, Kolkata foundry sand (4.33 MPa). This may
be due to high value of free swelling index and plastic
nature of Texamaco, Kolkata foundry sand. Variation in
flexural strength of PQC mixes with different contents of
foundry sand at 28 days curing is shown in the Fig. 7.
Flexural strength decreases with the increasing amount
of foundry sand in the PQC mixes. Average decrease
in flexural strength is about 13 percent for 10 percent
replacement of fine aggregate while this value decreases
to 25 percent for 30 percent replacement of fine aggregate Fig. 7 Variation in Flexural Strength of PQC Mixes with
at 7 days curing. Reduction in flexural strength was also Foundry Sand, 28 days
Table 8 Compressive and Flexural Strength Values of PQC Mixes
Samples/
7 day Compressive 28 day Compressive 7 day Flexural 28 day Flexural
Percent of Workability
strength (MPa) strength (MPa) strength (MPa) strength (MPa)
foundry sand
0% 10% 20% 30% 0% 10% 20% 30% 0% 10% 20% 30% 0% 10% 20% 30% 0% 10% 20% 30%
Type A,
0.87 0.79 0.77 43.0 41.8 40.0 48.2 46.5 42.3 4.48 4.25 3.97 5.20 5.00 4.48
Ahmadabad
Type B,
0.83 0.81 0.78 40.8 39.7 38.0 47.2 44.0 42.8 4.60 3.80 4.20 5.20 4.47 4.60
Ahmadabad
Ratan, Bhiwadi 0.86 0.84 0.81 39.6 38.0 36.6 47.4 45.2 41.7 4.67 4.13 4.40 5.17 5.00 4.73
Hinduja,
0.87 0.79 0.77 43.0 41.8 40.0 48.2 46.5 42.3 4.27 4.10 4.00 5.10 5.00 4.74
Chennai
SAF, Chennai 0.85 0.84 0.82 41.1 38.6 38.0 48.0 46.0 43.6 4.60 2.93 2.27 5.33 5.20 4.53
Bradken, 0.86 43.5 49.6 5.10 5.33
0.75 0.71 0.66 42.3 40.7 39.9 47.5 45.3 44.0 4.80 3.93 3.80 5.47 5.00 3.87
Coimbatore
SeForge,
0.79 0.78 0.76 40.0 39.3 38.4 48.2 47.6 42.3 4.53 4.27 4.07 5.00 4.67 4.67
Coimbatore
UAF, Jaipur 0.87 0.85 0.82 41.9 39.2 38.0 47.6 45.2 43.5 4.80 4.53 4.11 5.15 5.00 4.78
Texamaco,
0.88 0.83 0.79 38.2 36.8 34.1 42.7 40.3 38.5 3.60 3.67 3.60 4.67 4.33 4.13
Kolkata
Brakes, Vellore 0.84 0.79 0.76 41.6 39.9 37.2 48.0 45.6 43.8 3.87 3.47 3.42 5.13 5.00 4.87
% = Percent
4. POTENTIAL APPLICATION OF FOUNDRY concrete. It is concluded that DLC mixes prepared with
SANDS upto 40 percent foundry sand content can be suitably used
Based on the experimental results, different foundry sand in the DLC base layer. However, DLC mixes prepared by
waste materials were studied for its potential application partial replacement of fine aggregate with SAF, Chennai
in DLC and PQC layers of concrete road. foundry sand may be used upto 60 percent.
4.1 DLC Base Layer 4.2 PQC Layer
The compressive strength of DLC mixes was observed to The compressive strength and flexural strength of majority
be more than 7MPa at 7 days curing of cube specimens of PQC mixes prepared with upto 30 percent foundry
prepared with upto 40 percent foundry sand. As per IRC SP: sand was observed to be more than 40 MPa and 4.5 MPa
49-2014 and MoRTH (2013), the minimum requirement respectively at 28 days curing (Table 7). As per MoRTH
of compressive strength of DLC is 7 MPa at 7 days cured (2013), the minimum requirement of compressive

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strength and flexural strength of PQC mix is 40 MPa
and 4.5 MPa respectively at 28 days curing period. It is
concluded that PQC mixes prepared with upto 30 percent
content of foundry sand (collected from most of the
industries) can be suitably used in the PQC layer. Results
demonstrated that in the case of utilization of foundry
sands viz. Bradken, Coimbatore and Texamaco, Kolkata
in PQC mixes, the content has to be reduced in the range
of 10-20 percent. It is also observed that addition of super
plasticizers significantly improved the workability of
PQC mixes
5. PRECAUTIONS TO BE TAKEN DURING
APPLICATION
Following precautions should be taken during the
application of foundry sand.
i. For application of foundry sand (without cement)
in the construction of embankment and subgrade,
precaution for draining the site to prevent seeps,
pools or springs from contacting the foundry
sand should be followed. Foundry sand should
be encapsulated in layers of clay. However, this
may not be applicable in the case of concrete mix
prepared by using foundry sand.
ii. Proposed mix design should be evaluated for
performance prior to construction. Moisture
must be maintained in the mix to ensure optimal
compaction. The moisture may be added on site
or at the plant.
iii. The waste foundry sand usage in concrete is based
on composition of moulding sand in foundry
industry and it varies case to case. Chemical
properties of waste foundry sand should be
studied in advance.
iv. The replacement of natural aggregate in concrete
road (PQC mix) with the foundry sand shall be
restricted to maximum of 20% considering the
workability, compressive strength and flexural
strength.
v. As foundry sand contains chemical impurities
and fine particles, manpower should wear mask
to reduce the health hazard during the application
of foundry sand.
6. CONCLUSIONS
Foundry sand waste materials were collected from
10 different foundry industries and were investigated
in the laboratory for their recycling in concrete road
construction. Foundry sand was tried as a partial
replacement of fine aggregate in DLC and PQC mixes.
Brief conclusions are given below.
i. Foundry sands have closed skeletal, lattice,
largely isotropic, very porous microstructure.
These sands mainly contain carbon, silicon,
iron, aluminum, oxygen.
ii. Most of the foundry sand samples are coarse
grained having lower values of specific gravity,
fineness modulus and water absorption in
comparison to conventional river sand. Lower
values of water absorption of foundry samples
make it less porous in nature which leads to
suitable material for concrete.
iii. Workability of concrete mixes reduces with
increase in the content of foundry sand due to
their lower fineness modulus.
iv. Compressive strength of DLC mixes increases
with addition of foundry sand in the range of 20-
40 percent. The strength was more than 7MPa
at 7 days curing for the mixes prepared with
upto 40 percent foundry sand, indicating their
suitability in DLC base layer.
v. Compressive strength of PQC mixes decreases
with increase in the content of foundry sand.
The compressive strength and flexural strength
of majority of PQC mixes prepared with upto 30
percent foundry sand was observed to be more
than 40 MPa and 4.5 MPa respectively at 28
days curing indicating their suitability in PQC
top layer.
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Concrete. Construction and Building Materials,
35, 508–515.
xx. MORTH (2013). Specifications for Road and
Bridge Works, Published by Indian Road Congress
New Delhi.
xxi. Rahman, Md. M. and Nahar, T. T. (2015). Effect of
pH on Shear Strength Behavior of Granular Soil.
Global Journal of Researches in Engineering: E
Civil and Structural Engineering, Vol. 15 (1).
xxii. Siddique, R., Schutter, G. D. and Noumowe,
A. (2009). Effect of Used-Foundry Sand on the
Mechanical Properties of Concrete. Construction
and Building Materials, 23(2), 976–980.
xxiii. Yucel, G. and Ahmet, H. A. (2005).
Geoenvironmental Behavior of Foundry sand
Amended Mixtures for Highway Sub Bases. Waste
Management, Vol. 25.

IRC Technical Committees Meeting Schedule for August, 2020

Date Day Time Name of the Committee Venue
06-08-20 Thu 10.30 AM Concrete (Plain, Reinforced and Pre-Stressed) Structures Committee (B-4) Online Platform
Project Preparation, Contract Management, Quality Assurance and Public
07-08-20 Fri 11.00 AM Private Partnership Committee (G-1) Online Platform
Subgroup of Foundation, Sub-Structure, Protective Works and Masonry
07-08-20 Fri 04.00 PM Structures Committee (B-3) Online Platform
08-08-20 Sat 10.30 AM Loads and Load Combinations Committee (B-2) Online Platform
08-08-20 Sat 02.00 PM Subgroup of Hill Roads & Tunnels Committee (H-10) Online Platform
Foundation, Sub-Structure, Protective Works and Masonry Structures
13-08-20 Thu 02.00 PM Committee (B-3) Online Platform
14-08-20 Fri 02.00 PM Road Maintenance and Asset Management Committee (H-6) Online Platform
General Design Features (Bridges and Grade Separated Structures) Committee
18-08-20 Tue 11.00 AM (B-1) Online Platform
21-08-20 Fri 03.00 PM Subgroup of Specialized Bridge Structures including Sealinks Committee (B.9-2) Online Platform
22-08-20 Sat 11.00 AM Specialized Bridge Structures including Sealinks Committee (B-9) Online Platform
29-08-20 Sat 10.30 AM Loads and Load Combinations Committee (B-2) Online Platform
29-08-20 Sat 11.00 AM Steel and Composite Structures Committee (B-5) Online Platform
31-08-20 Mon 11.00 AM Concrete (Plain, Reinforced and Pre-Stressed) Structures Committee (B-4) Hybrid

34 INDIAN HIGHWAYS AUGUST 2020

 TECHNICAL PAPER

Partial Replacement of Waste Materials in Bitumen Pavement:

Dense Bituminous Macadam

Jeetendra Ahirwar1 Rajat Mohan2

ABSTRACT
Due to the increasing number of vehicles in our environment, the waste tyre rubber has becomes animportant environmental
concern. Also, with increasing use of plastic items, like food wrappers, readymade microwave trays and bottle caps have
caused increase in plastic wastes. A huge amount of waste tyres are already in existence in our surroundings and with an
annual generation rate of 15-20% each year, as it is estimated that per capita accumulation of waste tyre ranges from 0.23
to 4.7 kg/year, with a global average of 0.81 kg/year. These tyres wastes are discarded indiscriminately or stockpiled from 4
to 4.5 million of cars and jeep tyre. The used tyres pose a great threat environment and human health, since they are non-
biodegradable. Similarly plastic waste released in municipal solid waste is gradually increasing due to population rise, Thus
disposal of these waste is hazardous and has become a serious problem globally due to its non-biodegradability.The main
purpose of this study was to examine the effect of adding crumb rubberand polypropylene plastic with replacement of bitumen
at different percentage to asphalt mixture, in design mix and the laboratory hot mix asphalt design tests of different crumb
rubber content and plastic content were performed by Marshall Method procedure. As per the obtained result, we found that
crumb rubber has been recommended as an additive in bituminous mix, as all the test results are within the standard limits.
The addition of crumb rubber and plastic was found to increase the strength and quality of asphalt mixture.
1. Introduction The plastic constitutes two major category of plastics
based on physical properties; (i) Thermoplastics and (ii)
As per the recent researches, it is determined that about
Thermoset plastics [14]. The weathered tyres and tethered
45.72 lakh kilometers of road exists all over India. The
plastic can deal a great threat to human health and
road transport almost carries about 90% of passenger
environment, since being non-biodegradable in nature; the
traffic and roughly about 70% of freight transport. As per
waste tyre rubber has found to be a problem of disposal.
the surveys conducted in India and other countries have
found that properties of bituminous mixes can be enhanced 2. OBJECTIVE
to meet requirements of pavement with the incorporation a. The main objective of this project is to detail study
of certain additives. These additives are known as of waste tyres and plastic waste in road construction
“Bitumen Modifiers”. The United States generates almost and pavement construction material.
300 million scrap tyres every year, for about 40% of that
b. The suitability of the waste tyre is checked and can
are used as fuel for the generation of energy, 25% ground
be helpful in replacement of bituminous layer of
into crumb rubber, 12% discarded in the landfills, 5% used
road pavements.
in civil engineering applications [12], as per the report given
by The Spruce. More and more environmental awareness 3. LITERATURE REVIEW
has led people to seek alternative usage of scrap tyres. Prof. Justo et al (2002)[1] has performed different tests
In recent times, India’s consumption of Plastics has grown and compared the properties of the modified bitumen
up to 380 million tonnes by 2015 and is set to be the third with ordinary bitumen. In his research paper, author
largest consumer of plastics in the world [13], as per the has observed that the penetration and ductility values
report given in The Economics Times, 2008. Various of the modified bitumen decreased with the increase in
activities like packing consume almost 50-60% of the total proportion of the tyre additive, up to 12 percent by weight.
plastics manufactured .Plastic offer advantages lightness, Nabin (2014) [2] investigated the modification of bitumen
resilience, resistance to corrosion, color, fastness, with 15% by weight of crumb rubber with varying sizes.
transparency, ease of processing etc. It was observed from the study that stability increases

1
Assistant Engineer, MP Rural Engineering Services, MP Govt., Raisen (M.P.) E-mail: jeetendra.res@gmail.com
2
B.Tech student, Department of Civil Engineering Northern India Engineering College, GGSIPU New Delhi, E-mail: rajatmohan55@gmail.com

AUGUST 2020 INDIAN HIGHWAYS 35

 TECHNICAL PAPER
first and then decreases. OBC was determined at 5.3%.
It was concluded that best size was finer size. Zahra et
al (2010) [3] has conducted a study using powdered PET
in 2%,4%,6%,8%,10% with 80/100 penetration grade. It
was found that viscosity increases by 5% by every 2%
increase of PET. It was observed that penetration shows
considerable decrease with increase in PET content.
Rupesh Sahu et al (2015) [9] has performed various tests
using crumb rubber, the rubber obtained from waste tyres is
used for pavement construction. The author has performed
Marshall Mix design test by changing the bitumen content
with constant rubber content, to determine different mix
design for conventional bitumen of grade VG-30. They
studied that by the use of CRMB; it shows that the Marshall
Stability value has shown a continuous increasing trend
and the maximum values have increased by about 25 %
by the addition of CRMB. The test has provided a more
stable and durable mix for flexible pavements. Mr. Niraj
kumar Gupta et al (2016) [10] studied the waste problem
considered as one of the most crucial problems faced by
the world as a source of environmental pollution. Waste
rubber tyres cause serious environmental problems all
over the world. And author uses the crumb rubber in Pcc,
by using shredded in the size ranges 10 to 20 mm is added
in concrete mix as a substitute of aggregate respectively
in 6%, 12%, 18% proportions. By performing the test,
the authors have observed the overall change in the total
strength of concrete and rubber aggregate mixture. Naveen
Sheoran et al (2017) [11] studied the use of waste tyres in
the form of coarse aggregate in road construction. Basic
mechanical and physical tests have been carried outon
aggregates. The strength and durability characteristics
of concrete mixtures have been computed in the present
work by replacing 0%, 5%, 10%, 15% and 20% of coarse
aggregates with the waste tyre rubber.
Indian Road Congress (IRC) studied about the waste
disposal problem caused by waste plastic, as these wastes
are non-biodegradable. In the IRC: SP: 98:2013 code [14],
the authors have studied about the use of waste plastic in
bituminous construction. The authors found that by using
plastic in 5-10% by weight of bitumen in road construction,
it helps in improving the Marshall Stability, fatigue
life, strength and other desirable properties of bitumen
mix, which helps in providing improved longevity and
pavement performance. In performing the bitumen mix
experiment, the authors used bitumen that comply with IS
73, with plastic content passing through 2.36 mm sieve and
retained at 600 micron value, where various percentages
of plastic was used in bitumen mix. The authors found that
waste plastic of 6-8% by weight of bitumen, can be used
in the bitumen mix design for bituminous construction,
36 INDIAN HIGHWAYS AUGUST 2020
which helps in improving the strength, stability and flow
values. IRC also studied about use of crumb rubber from
discarded tyre, in bituminous construction of gap graded
wearing course. As per the IRC: SP: 107:2015 code [15],
the authors used the crumb rubber of maximum particle
size of 2.36 mm and minimum size of 75 micron, with a
specific gravity between 1.10 and 1.12, base bitumen of
grade VG-30 being blended with crumb rubber and used in
bituminous mix, if it carry a traffic load more than 30 msa,
and bitumen grade of VG-10 is used where traffic load is
less than 30 msa. The authors studied the mix for graded
rubberized bitumen mix at binder contents of 6.5%, 7.5%
and 8.5%, and determined the optimum binder content
at 5% air void. The tests were performed to determine
important characteristics of Rubberized-Bitumen mixes so
as to find out the viscosity and fatigue life of bituminous
construction.
4. MATERIAL USED
The materials used in this research project are given as
follows:
4.1 Bitumen: The bitumen shall be paving bitumen
of Penetration Grade VG-30 as per Indian Standard
Specifications for “Paving Bitumen” IS: 73:2013. In case
of non-availability of bitumen of this grade, VG-10 grade
bitumen may be used with the approval of the Engineer.
Bitumen is having melting point of around 115 degrees
Celsius which is quite enough to be safely used for road
designs and low enough to be heated up.
Bitumen is acting as binding material, which helps to keep
intact with aggregates in the bituminous mixture.
Table No. 1: Observed and Permissible Values of Bitumen
Type of Test Test Value Permissible
performed at Limit As per IS
virgin bitumen 73:2013
Penetration Value 86 >80 (min)
at 250C (1/10 mm)
Ductility Value at 92 >75 (min)
250C (cm)
Softening Point 52 >40 (min)
(0C)
Specific Gravity 1.03 >0.99 (min)
(kg/m2)
4.2 Coarse Aggregates: The coarse aggregates may
consist of crushed stone, gravel or other stones. They
should be clean, durable, of should contain cubical kind
of shape and free from the disintegrated pieces, organic or
other deleterious matter and adherent coating.
4.3 Filler: Filler may comprise of very finely divided mineral
 TECHNICAL PAPER
such as cement, rock dust as approved by the Engineer. The
filler should be free from the organic impurities and have a
Plasticity Index should not more than 4.
4.4 Waste rubber tyres: the tyres are collected from
roads sides, dump sites and waste-buyers. The collected
waste tyres were sorted as per the required sizes for the
aggregate. The waste tyres were cut to form crumbed tyres
which can be use as a replacement of bitumen.
4.5 Plastic (PP): A compound which consist a group
of organic polymers of larger molecular weight, solid
in its finish state and at some state while manufacturing
or processing into finished articles. The thermoplastics
comprise of 75% and thermoset would contain almost
20% of total plastics waste generated.
5. RESEARCH METHODOLOGY
For the purpose of using waste rubber tyre for the
experiment, waste rubber tyres were collected from
various locations like roadside areas, recycling factories
and dump sites. Then, the waste rubber tyres were being
cut into smaller pieces and crumbed for replacing bitumen.
The rubber of tyre usually employed in bituminous mix, in
the form of rubber particles, which are treated with a dual
cycle of magnetic separation mechanism, then screened
into various sizes, and then we get the rubber particles of
specific sizes known as rubber bitumen.
Shredded Polypropylene Plastic is needed to be collected
from various sources, like Bottle caps and closure,
wrappers of detergent, biscuit, microwave trays for meals,
etc. So, we would accumulate the plastic waste and then
we would use the specific sizes of these particles for
experimental purposes.
Different percentage of crumbed tyres is replaced in
bitumen to observed changes in properties of bitumen,
and then optimum percentage is finding out by performing
Marshall Mix Design.
After finding optimum percentage of crumbed tyres,
different percentage of PP plastic is replaced in design
mix with bitumen and crumbed tyre and again Marshall
Mix design is performed to find optimum percentage of
crumbed tyre and PP plastic.
6. EXPERIMENTAL STUDY
6.1 Penetration Test:
Penetration test is being conducted in the laboratories to
examine the consistency of the bituminous sample. In this
test, consistency is measured by examining the distance a
standard vertical needle would penetrate inside the bitumen
sample, under a known amount of loading applied on it.
By applying a standard load on a penetration needle for
a time period of 5 seconds, we could also determine the
hardness and softness of bitumen specimen.
6.2 Ductility Test:
Ductility is the property of bitumen that permits it to
undergo great deformation or elongation. Ductility is
defined as the distance in cm, to which a standard sample
or briquette of the material will be elongated without
breaking. Dimension of the briquette thus formed is
exactly 1 cm square.
6.3 Marshall Stability Test:
6.3.1 Overview: The Marshall Stability test is being
carried out to determinethe optimum bitumen content of
the bituminous mixture.
6.3.2 Marshall Mix design: The Marshall Stability and
flow test helps to find out the performance measure for
the Marshall Mix design. The stability portion of the test
also measures the maximum load supported by the test
specimen at a given loading rate of about 50.8 mm/minute.
Load is applied to the specimen till failure occurs in the
mould, and the maximum load is been said as stability
value. During the loading, a dial gauge would measure the
specimen’s deformation due to the loading on Specimen.
The flow value is recorded in 0.25 mm increments at the
same time when the maximum load is recorded.
6.3.3 Properties of the mix: The properties that are helpful
in determining different properties of the mix include the
theoretical specific gravity, the bulk specific gravity of the
mix Gm, percent air voids Vv, percent volume of bitumen
Vb, percent void in mixed aggregate VMA and percent.
a) Theoretical specific gravity of the mix Gt: The
ratio of the mass of a given volume of void less (Va = 0)
bituminous mix sample at a stated temperature (which is
usually 25 °C) to a mass of an equal volume of gas-free
distilled water at the same temperature. It is known as the
Theoretical Specific Gravity of bituminous mixture.
b) Bulk specific gravity of mix Gm: The ratio of the
mass in air of a unit volume of a permeable material
(including both permeable and impermeable voids normal
to the material) at a stated temperature to the mass in air
(of equal density) of an equal volume of gas-free distilled
water at a stated temperature. This value is used to find out
the Bulk Specific Gravity of a bituminous mixture.
c) Air voids percent Vv: The total volume of the small
pockets of air between the coated aggregate particles
throughout a compacted paving mixture, expressed as
a percent of the bulk volume of the compacted paving
mixture. The amount of air voids in a mixture is extremely
important and closely related to stability and durability.
AUGUST 2020 INDIAN HIGHWAYS 37
 TECHNICAL PAPER

For typical dense graded mix with 12.5 mm (0.5 inch) e) Voids filled with bitumen VFB: The portion of the
nominal maximum aggregate sizes air voids below about 3 voids in the mineral aggregate that contain asphalt binder.
percent result in an unstable mixture while air voids above This represents the volume of the effective asphalt content.
about 8 percent result in a water-permeable mixture. It can also be described as the percent of the volume
of the VMA that is filled with asphalt cement. VFA is
d) Voids in mineral aggregate VMA: The volume of
inversely related to air voids: as air voids decrease, the
intergranular void space between the aggregate particles
VFA increases.
of a compacted paving mixture that includes the air voids
and the effective asphalt content, expressed as a percent of
the total volume of the specimen. When VMA is too low,
there is not enough room in the mixture to add sufficient
asphalt binder to adequately coat the individual aggregate
particles. Also, mixes with a low VMA are more sensitive
to small changes in asphalt binder content. Excessive
VMA will cause unacceptably low mixture stability

Fig. 1: Filling of Bitumen and Aggregate Mix in the Mould

Fig. 4: Permissible Values for the Marshall Stability

Design Mix
6.4 Batching: aggregate used for study is in three
batches whose grading is shown in tables below having
Los Angeles abrasion value 31.92% and Impact value
23.54%.
Table No. 2:Batch 1 (20 mm)
Sieve Weight Cumulative % %
Fig. 2: Tamping of Bitumen Mould for Marshall Stability Test Size Retained Weight Weight Weight
(mm) retained Retained passing
20 0 0 0 100
12 264 264 22 78
Pan 936 1200 100 0
Table No. 3: Batch 2 (10 mm)
Sieve Weight Cumulative % Weight %
Size Retained Weight Retained Weight
(mm) retained passing
12 0 0 0 100
10 396 396 33 67
Fig. 3: Moulds Formed after Curing and Ready for 4.75 350 746 41 59
Marshall Test Pan 454 1200 100 0

38 INDIAN HIGHWAYS AUGUST 2020

 TECHNICAL PAPER

Table No. 4: Batch 3 (6 mm) Table No. 8: Design Values with 0% Rubber
Sieve Weight Cumulative % % Bitumen Stability Flow Bulk Air VMA VFB
Size Retained Weight Weight Weight % value value Density voids (%) (%)
(mm) retained Retained passing (kg) (mm) (gm/cc) %
4.75 684 684 57 43 4.0 857 2.2 2.38 2.86 11.327 74.77
2.36 381.84 1065 74 26 4.2 892 2.6 2.40 1.76 11.240 84.36
0.600 112 1177 83 17 4.4 936 3.1 2.33 2.47 12.531 78.13
Pan 454 1200 100 0 4.6 884 3.3 2.31 2.63 13.872 79.28
6.5 Mix proportion taken for the DBM:
Table No. 5: Mix Proportion for DBM
Materials Sieve Weight in gram
Coarse Aggregate-1 20 – 12 276
Coarse Aggregate-2 12 - 4.75 420
Fine Aggregate Below 4.75 480
Filler materials (Cement) 24
7. OBSERVATION AND RESULT
7.1 Penetration value of Bituminous mix (using varying Fig. 4: Bitumen% vs (i) Stability and (ii)Flow
crumbed rubber content)
Table No. 6:
S. Penetration Percentage of Grade of bitumen
No (grade) rubber used (Average
(%) penetration)
1. 104 0
2. 99 5
3. 91 10
4. 83 15 98
From the above results, the penetration value lies between Fig. 5: Bitumen% vs (i) Bulk density and (ii) Air voids
100-83 which is in permissible limit given in IS 73:2013
but results shows the penetration value decrease with
increase of percentage of crumbed tyre.
7.2 Ductility Value of Bituminous Mix (using Varying
Rubber Content)
Table No. 7:
S. Ductility Percentage of Average
No Value rubber used (%) Ductility Value
1. 108 0 Fig. 6: Bitumen% vs (i) VMA% and (ii)VFB%
2. 91 5 From the above results and graphs, with 0% constant
3. 87 10 92 crumbed rubber content and increasing bitumen content,
4 81 15 the stability value increases initially, reaches maximum
From the above results, the ductility value comes out to value and then decreases.With an increase in bitumen
be more than 75 mm, so it is suitable for using in road content, the stability value increases indicating enhanced
construction. interlocking of aggregates with bitumen. Beyond certain
bitumen content, the stability decreases because excessive
7.3 for varying Bitumen% and addition of crumbed
bitumen content will fill up the gaps completely.
rubber content: (Without Plastic)
A) Mix Design with 0% crumbed rubber content: B) Mix Design with 5% crumbed rubber content:

AUGUST 2020 INDIAN HIGHWAYS 39

 TECHNICAL PAPER

Table No. 9: Design Values with 5% Rubber Table No. 10: Design Values with 10% Rubber

Bitumen Stability Flow Density Air VMA VFB Bitumen Stability Flow Density Air VMA VFB
% value value (gm/cc) voids (%) (%) % value value (gm/cc) voids (%) (%)
(kg) (mm) %
(kg) (mm) %
4.0 963 2.8 2.31 4.54 13.25 65.70
4.0 894 2.8 2.333 4.516 11.12 79.02
4.2 1035 3.2 2.28 5.01 14.02 64.26
4.2 915 3.3 2.371 4.612 11.73 80.28
4.4 1028 3.4 2.33 3.39 13.18 75.28
4.4 989 3.9 2.355 4.067 12.08 81.53
4.6 962 4.0 2.392 3.987 12.36 83.61 4.6 1018 3.7 2.27 3.22 11.82 77.47

Fig. 7: Bitumen% vs (i) Stability and (ii) Flow value Fig. 10: Bitumen% vs (i) Stability and (ii) Flow

Fig. 11: Bitumen% vs (i) Bulk density and (ii)Air Voids

Fig. 8: Bitumen% vs (i) Bulk Density and (ii) Air Voids

Fig. 9: Bitumen% vs (i) VMA% and (ii)VFB%
From the above results and graphs, with 5% crumbed
rubber content in bituminous mixture, the Stability
value is higher in bituminous mixture with 5% crumbed
rubber than the mixture with 0% rubber content, as the
interlocking of bitumen and aggregates with rubber is
strong. Also, Flow value increases steadily, as with higher
bitumen content and rubber aggregates, resistance to
deformation decreases and flexibility increases.
C) Mix Design with 10% crumbedrubber content:
Fig. 12: Bitumen% vs (i) VMA% and (ii) VFB%
From the above results and graphs, with 10% crumbed
rubber content in bituminous mixture, the stability value
in this bituminous mix is less than the mix with 5%
crumbed rubber content, because the crumbed 15% rubber
containing mix has higher percentage of rubber content,
which causes reduction in interlocking effect of the mix.
The Air voids in the mixture increases initially and then
gradually decreases, as when the bitumen is added, the
voids between the aggregates and bitumen increases due

40 INDIAN HIGHWAYS AUGUST 2020

 TECHNICAL PAPER
to presence of rubber content. Then, with further addition
of bitumen, the voids get filled up by bitumen and the Air
voids decreases.
D) Mix Design with 15% crumbed rubber content:
Table No. 11: Design Values with 15% Rubber
Bitumen Stability Flow Density Air VMA VFB
% value value (gm/cc) voids (%) (%)
(kg) (mm) % For 10% tyre, stability value of given sample is maximum
4.0 925 3.0 2.283 5.38 13.92 61.87
4.2 991 3.1 2.291 4.74 13.85 65.68
4.4 1186 3.5 2.262 4.956 13.346 70.26
4.6 1109 3.8 2.245 5.19 12.941 71.29
Fig. 13: Bitumen% vs (i) Stability and (ii)Flow Value
Fig. 14: Bitumen% vs (i) Bulk density and (ii) Air Voids
Fig. 15: Bitumen% vs (i) VMA% and (ii)VFB%
From the above results and graphs, the VMA% decreases
while the VFB% increases continuously. As, with addition
of rubber aggregates in the bituminous mixture, the voids
between aggregates decreases and causes reduction in
VMA value. While, the addition of bitumen content causes
filling up of voids by bitumen in the mix, which causes
increase in VFB value.
7.4 For Optimum Bitumen Content:
Bitumen content corresponding to Maximum stability:
For 0% tyre, stability value of given sample is maximum
at 4.38 percent of bitumen.
For 5% tyre, stability value of given sample is maximum
at 4.41 percent of bitumen.
at 4.31 percent of bitumen.
For 15% tyre, stability value of given sample is maximum
at 4.40 percent of bitumen.
Fig. 16: Bitumen% vs Tyre% for Maximum stability
So, Maximum stability occurs at 4.41 percent of bitumen
in 5% of crumbed rubber aggregate mixture.
7.5 Bitumen content corresponding to Maximum Bulk
Density:
For 0% tyre, Bulk Density of given sample is maximum at
4.31 percent of bitumen.
For 5% tyre, Bulk Density of given sample is maximum at
4.6 percent of bitumen.
For 10% tyre, Bulk Density of given sample is maximum
at 4.4 percent of bitumen.
For 15% tyre, Bulk Density of given sample is maximum
at 4.2 percent of bitumen.
Fig. 17: Bitumen% vs Tyre% for Bulk Density
So, Maximum Bulk Density occurs at 4.6 percent of
bitumen in 5% of rubber aggregate mixture.
7.6 for varying Plastic% and addition of rubber
content: (With PP Plastic):
A) Mix Design with 0% rubber content:
AUGUST 2020 INDIAN HIGHWAYS 41
 TECHNICAL PAPER

Table No. 12: Design Values with 0% Rubber 4 648 2.93 2.328 4.296 14.297 71.157
Plastic Stability Flow Bulk Air VMA VFB 6 601 2.98 2.315 4.277 13.932 72.674
% value value Density voids (%) (%) 8 572 3.12 2.303 4.107 13.885 73.459
(kg) (mm) (gm/cc) % 10 540 3.29 2.294 3.996 13.818 74.438
0 1045 2.25 2.386 3.574 13.428 73.414
0.5 1064 2.29 2.393 3.297 13.436 73.586
1.0 984 2.37 2.414 3.032 13.441 75.457
1.5 906 2.45 2.376 2.981 12.798 76.681
2.0 862 2.61 2.365 2.967 12.717 76.712
3.0 791 2.66 2.362 2.895 12.595 77.138
4.0 772 2.79 2.351 2.861 122.541 77.486
6.0 729 2.85 2.339 2.849 12.489 77.155
8.0 684 3.01 2.332 2.783 12.393 79.249
10.0 668 3.24 2.328 2.767 12.346 80.148

Fig. 20: Stability Value vs Plastic%

Fig. 18: Stability Value vs Plastic%

Fig. 21: Flow Value vs Plastic%

As per the IRC SP: 98-2013 and IRC SP: 107-2015,
the stability value should have a minimum value of 550
kg, and the stability values obtained in the experiment
are varies from 540 kg to 963 kg, indicating that with
increase in plastic content, in the presence of rubber
Fig. 19: Flow Value vs Plastic% content, increases initially and then decreases. This shows
From the above results and graphs, it is observed that the that with increase in plastic content, the voids between
Stability value decreases and the flow value increases with aggregates and bitumen reduces and interlocking becomes
increase in plastic content. As, with an increase plastic strong. Later on, the interlocking decreases with increase
content, there is a decrease in interlocking between the in plastic content, and at 10% plastic content and constant
bitumen binder and aggregates, and excess plastic additive 5% rubber content, the stability value of bituminous mix
occupies the space, that bitumen needs to occupy. While, does not fulfill the criteria having 540 kg value, which
with increasing plastic additives, resistance to deformation is less than the standard stability value of 550kg. So, at
and plasticity of bituminous mix increases, which causes 10% plastic content, the bituminous mixture fails and
increase in the flow value. does not fulfill the stability criteria. The flow value of
the bituminous mixture is under the standard value of
B) Mix Design with 5% rubber content: minimum 2 mm and maximum 4 mm, as per the IRC
Table No. 13: Design values with 5% rubber codes. With increasing flow value in bituminous mix, it
Plastic Stability Flow Bulk Air VMA VFB indicates that the flexibility increases and resistance to
% value value Density voids (%) (%) deformation decreases with increase in plastic content. As
(kg) (mm) (gm/cc) %
per the IRC SP:98-2013, the optimum amount of waste
0 963 2.48 2.347 4.864 14.682 66.871
plastic should be 6-8% by the weight of bitumen, and the
0.5 989 2.56 2.359 4.678 14.751 67.247
bituminous mixture experiment also indicates permissible
1.0 996 2.62 2.378 4.491 14.773 67.981
stability value, flow value and void filled bitumen value,
1.5 902 2.69 2.362 4.423 14.859 68.362
2 828 2.75 2.353 4.385 14.527 69.004
so the plastic content to be used in Bituminous mixture
3 739 2.81 2.340 4.372 14.487 69.891 should be waste plastic of 6-8% by weight of bitumen.

42 INDIAN HIGHWAYS AUGUST 2020

 TECHNICAL PAPER
8. CONCLUSIONS
The objective of the study is to determine the optimum
bitumen content on addition of waste rubber tyre and
plastic. On performing various tests on the same, we
observed that the optimum content of crumbed rubber is
5% by weight in bitumen which gives permissible values
of 91mm penetration value and 75 cm ductility value which
is near proximity to standard values.While performing the
Marshall Stability test, we determine that the best bitumen
content is 4.4 percent, where the maximum stability
occurs. From results, we infer that the permissible value
of PP plastic content is 2% for marshal design mix.
Bitumen Percentage of Percentage Stability Flow
Content Bitumen Replaced of PP Value Value
Crumbed tyre Plastic (Kg) (mm)
4.4% 5% 2% 828 2.75
On replacing 5% of Bitumen Tyres with crumbled tyres
and adding 2% of waste PB plastic we obtained a stability
value of 828 kg which is permissible as per the MoRTH
guidelines.
Hence by replacing bitumen with crumbed tyre and PP
plastic in flexible pavement the disposal problem of these
waste many be resolve by without affecting the quality of
pavement.
This useful for Highway Profession and Updating,forming
IRC Codes and Guidelines.
REFERENCES
i. Justo C.E.G., Veeraragavan A “Utilization of Waste
Plastic Bags in Bituminous Mix for Improved
Performance.”
ii. Nabin Rana Magar,(2014),”A Study
on the Performance of Crumb Rubber
Modified Bitumen” by varying the sizes
Crumbrubber”,Vol.14,Num.2,PP.51-56
iii. Zahra N.K., Abdelaziz M, Mohamed.R.K, (2010)
“Properties of Bituminous Binder Modified with
Waste Polyethylene Terephthalate “, Proceeding of
Malaysian Universities Transportation Research
Forum And Conferences, University Tenagana
National.
iv. M.M. Balaha, A.A. Badawy and M. Hashish.
(2007) “Effect of Using Ground Waste Tyre
Rubber as Fine Aggregate on the Behavior of
Concrete Mixes” Indian Journal of Engineering
and Materials Sciences doi: vol 14, pg. 427-435.
v. Nuha S. Mashaan, Asim Hassan Ali, Mohamed
RehanKarim and MahrezAbdelaziz. (2011)
“Effect of Blending Time and Crumb Rubber
Content on Compacting-Properties of Crumb
Rubber Modified Asphalt Binder” International
Journal of the Physical Sciences doi: vol. 6(9), pp.
2189-2193.
vi. F.A.Aisen, F.K.Hymore and R.O.Ebewele.
(2006) “Application of Ground Tyre Rubbers in
Asphalt Concrete Pavements” Indian Journal of
Engineering and Materials Sciences doi: vol 13,
pg. 333-338.
vii. S Shankar, Prasad C.S.R.K., Evaluation of Rutting
Potential for Crumb Rubber Modified Bitumen in
Asphaltic Mixes, Emirates Journal for Engineering
Research, 14 (2), pg- 91-95, 2009.
viii. S.K.Palit, K.Sudhakar Reddy, B.B.Pandy (2004).
Laboratory Evaluation of Crumb Modified
Asphalt Mixes‟ Journal Of Materials in Civil
Engineering © asce / doi: 10.1061/asce/0899-
1561/2004/16:1/45
ix. Rupesh Sahu, Rajesh Joshi (2015) “Economic
Construction of Bituminous Road by Utilisation of
Waste Tyre Rubber-CRMB” International Journal
of Science Technology & Engineering, volume 1,
issue 12,ISSN: 2349-784X
x. Niraj Kumar Gupta, Prof. Dhananjay Yadhav “Use
of Waste Tire Rubber in A Partial Replacement of
Aggregate in Concrete”, International Journal of
Advance Research and Innovative Ideas in Education
, Vol-2 Issue-1 2016, ISSN(O)-2395-4396
xi. Sheoran. “Use of Waste Plastic and Waste
Rubber Tyres in Flexible Highway Pavements”,
International Journal of Engineering Researches
and Management Studies, 4(8) August, 2017.
ISSN: 2394-7659 IMPACT FACTOR-2.789
xii. Marc Lallanilla (2015) “Tire Recycling: Let’s
Burn some Rubber”,greenliving.about.com,http://
greenliving.about.com/od/recyclingwaste/a/Tire-
Recycling-Tyre-Recycling. htm
xiii. Urmi A Goswami (2018)”An 8.3 bn tonne
problem how to_manage_plastic_waste”,m.
economictimes.com,https://m.economictimes.
com/industry/indl-goods/svs/paper-/wood-/-
glass/-plastic/-marbles/our-plastic-pollution-
problem/articleshow/64420276.cms
xiv. Creig Freudenrih (2015) “How Plastics work”,
science. howstuffworks.com,https://science.
howstuffworks.com/plastic4.htm
xv. IRC:SP:98:2013 “Guidelines for the use of Waste
Plastic in Hot Bituminous Mix (Dry Process) in
Wearing Courses”, Indian Road Congress,
xvi. “Guidelines for Gap Graded Wearing Course with
Rubberised Bitumen”, Indian Road Congress.
AUGUST 2020 INDIAN HIGHWAYS 43
 TECHNICAL PAPER

“PILKHUWA VIADUCT” – An Example of Innovation in Design & Construction

Technology

Harpreet Singh 1 Sanjay Shrivastava2

ABSTRACT
This paper highlights the challenges faced and approaches considered for innovative concept adopted in planning, design
and construction engineering of 4680 m long elevated viaduct, which is a part of package-3 of Delhi-Meerut Expressway
Road Project. The elevated viaduct is passing through a very congested area, Pilkhuwa in Hapur District of Uttar Pradesh,
which carries very heavy traffic 24 x7. The project is scheduled to be constructed in a stipulated time frame of 910 days. The
24.65 m wide and 4680 m long elevated viaduct was to be constructed within available ROW (Right of Way) of 32 m only,
through which existing traffic was also to be allowed safely and uninterruptedly. The problem further increased because of
the highly urbanized area and due to non-availability of an alternate route for traffic diversion. This was a great challenge
and the structural solution emerged comprised of mass pre-casting of girders, segments of pier caps and crash barrier, etc.,
so as to adequately address the issue of fast construction and a minimum hindrance to existing traffic. The structural system
proposed is unique and addresses the aspects of sustainable and safe construction. The project received National Highway
Award for Excellence, 2018 from MoRTH for outstanding performance towards innovation
1. INTRODUCTION without considerable inconvenience to road users.
1.1 General The present system of design and construction can be
Urbanization in India is taking place at a very fast rate. This widely adopted in India. This system is an intelligent
rapid urbanization is demanding more urban space, which design, more efficient during an earthquake, durable,
is actually not available. Any construction operations sustainable and is the best solution for busy highways
inevitably require the workforce to occupy the roadway to where diversion of traffic is a big defy.
perform construction operations, which impacts traveling 1.2 Background
public and many time delays the project. The other major
A section of four-lane highway NH 9 (old NH 24) from
obstructions in the progress of highway construction is
land acquisition. Delhi-UP border to Hapur-Meerut is one of the most
congested highways in India. According to a traffic survey
Scarcity of land in urban areas has compelled the engineers report, the traffic on this highway is almost 200% more
to think innovatively and spread the highways vertically
than its carrying capacity. Similarly, the highway between
instead of horizontally. It not only eliminates the issue of
Ghaziabad to Meerut (NH 58) was also carrying much
land acquisition and displacement of local habitats but
high traffic then its capacity.
also reduces the overall cost of the project. The flyovers
in past were used to be supported by two or multiple piers The contract for construction of India’s widest 96 km long
covering major part underneath and surface-level roads access-controlled expressway was awarded at the end of
were kept outside the flyover width. Now scenario is the year 2015. The eight lanes of an old stretch of NH
changed, flyovers are changed into long elevated viaducts 24 from Nizamuddin to UP Gate is widened to 14 lanes,
and wider decks are proposed over single pier at center, so the road between UP gate to Dasna is also widened to 14
that maximum width beneath the structure is utilized and Lanes from existing 4 lanes. The work was entrusted to
traffic movement is allowed on two tiers. It also helps in National Highway Authority of India (NHAI).
segregating the local and fast-moving highway traffic.
1.3 Salient Features Of Delhi-Meerut Expressway
This highway is located in a major urban corridor and is
an important link between Delhi and UP, serve high traffic NHAI has divided 96 km long stretch of Delhi-Meerut
volumes throughout the day. Thus cannot be shut down Expressway into 4 Packages viz.
1
Sr. Project Manager, B&S, Engineering Consultants Pvt. Ltd., Noida (U.P.), Email: harpreetsingh@bsecpl.in
2
Vice President, Chetak, Enterprises Limited, Delhi, Email:sanjay9shrivastava@gmail.com

44 INDIAN HIGHWAYS AUGUST 2020

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Package 1- Nizamuddin Bridge to Delhi UP Border:
This section is 8.7 km long, 14 Lane i.e. 6 Lane
Expressway, (4+4) 8 Lane NH & 2.5 m bicycle track on
both sides. This package involves a major Bridge over
river Yamuna, 4 Flyovers and 3 vehicular underpasses.
The contract for this phase was awarded to M/s Welspun
Delhi Meerut Expressway Private Limited. This phase of
the expressway is already complete and was inaugurated
by Hon’ble Prime Minister Shri. Narendra Modi on 27th
May 2018.
Package 2- Delhi-UP border to Dasna: This section
is 19.2 km long, 14 Lane i.e. 6 Lane Expressway, (4+4)
8 Lane NH & 2.5 m bicycle track on both sides. This
package involves 15 underpasses, one flyover and one
Rail Over Bridge. The contract for this phase is awarded
to M/s Apco Chetak Expressway Private Limited. The
construction work on this section is going on in full swing
and substational work is completed in this structure.
Package 3- Dasna to Hapur: This section is 22.2 km
long, 6 Lane Highway. The contract for this phase is also
awarded to M/s APCO Chetak Expressway Private Limited.
Project was commissioned on 19th Dec’16. Construction
of elevated viaduct was completed in the month of April
2019 and is open for traffic, which is discussed in detail
below, it also involves construction of 15 underpasses,
1 flyover, and one Major bridge. Construction of this
package is already complete and was inaugurated by
Hon’ble Minister for Road Transport & Highways Shri
Nitin Gadkari on 30th Sept 2019.
Package 4-Dasna to Meerut: This section is 27.74 Km
long, 6 lane expressway. This is a new greenfield alignment
and construction work on this section is in progress. The
contract for this package is awarded to M/S GR Infra.
Construction work on this section is going on in full swing
and is likely to be open for traffic by year 2020.
The location of all packages is shown on Google map in
Fig:1.
Fig. 1: Showing Delhi-Meerut Expressway
2. SALIENT FEATURES OF PILKHUWA
VIADUCT
2.1  Evolution of Innovative Structural Scheme for
Viaduct
New 4680 m long elevated viaduct is part of Delhi Meerut
Expressway, pkg-3. The viaduct is passing through a very
congested and heavy traffic area in Pilkhuwa town (Dist.
Hapur, UP, India). The overall deck width of viaduct is
24.65 m comprising of 2x11.5 m carriageway, 2x0.5 m
edge crash barrier, and 0.65m median. The total maximum
available ROW at this section (of 5.5K m length) is only
32 m, with both sides dense shopping area & habitation.
On study of area and road network it was found that there
was neither service road nor alternative routes, where
traffic can be diverted during construction. Since there
was no option, construction of 24.65 m wide deck has to
be taken up with traffic playing in the market place for a
length of 5500 m. Main concern of all working team was
to develop a feasible scheme, fast in construction, keeping
in mind the utmost importance of safety and efficient flow
of traffic. It was almost clear to everyone that under these
circumstances pre-casting is the only viable solution.
Due to restricted space various structural options studies
were carried out to a high degree of accuracy, at the start
of the project and frequent meetings were held between
construction managers, NHAI and designers for finalizing
the structural arrangement. Final decision was taken
after thorough value engineering studies conducted in
consultation with the contractor. The various variables
considered during the initial study are as under:
a) SUPERSTRUCTURE
i) PSC Segmental Box Girder or PSC Pre-Tensioned
I-girder
After detailed analysis, option of segmental box girder
was ruled out due to the fact that it was not be feasible
to transport and erect 24.65m wide segment in position
due to restricted space. Physically only 10m space was
available (due to encroachment) on both side of central
working space of 8m, which was highly insufficient then
required for movement and turning of trailer to bring
the segment at centerline of piers. Another option was
to have spine beam and cantilever flanges on either side.
It was also ruled out, as was requiring longer traffic halt
time. These options were also requiring huge setup and
investments. After much deliberation, it was finalized to
go for precast pre-tensioned I-girder with cast-in-situ deck
slab as superstructure. It was decided to erect huge number
of precast girders with the help of gantries, to avoid much
disturbance to traffic moving through the construction site.
However, the work was not over as Pre-tensioned girders
AUGUST 2020 INDIAN HIGHWAYS 45
 TECHNICAL PAPER

came up with another issue like casting in-situ deck slab cap to support all girders over pier cap.
(time-consuming job) and casting of long cantilever pier

Fig. 2: General Arrangement

ii) Casting of Deck Slab on Stagging or Shuttering or
RCC Planks or Profile Sheet
Cast-in-situ deck slab is a laborious and time-consuming
job. Maximum time is consumed in fixing staging,
shuttering and de-shuttering after casting of the slab. To
reduce time it was planned to either use pre-cast planks
or profile sheet. Finally, the option of pre-cast plank was
dropped as a profile sheet (Fig. 13) was found economical
and fast over precast plank method.
iii) 7 -Girder with cantilever slab or 8-Girders without
cantilever slab
Two cases were thoroughly studied, one with 7-girder
system with 1.525 m transverse cantilever deck slab on
either side and other with 8-girders with no cantilever deck
slab. Case 1 demands fixing of staging and shuttering for
casting of cantilever deck slab, while in case 2 no staging
shuttering was required. After complete study in relation to
time and economy, 7-girder system (Fig 3) was adopted.
b. PIER CAP
i Precast or Cast-in-situ
Casting of pier cap would have been very easy in
case of segmental construction, as would have require
dlesser length i.e. about 8 meters transversely. However,

Fig. 3: Typical Cross Section of Intermediate Pier

46 INDIAN HIGHWAYS AUGUST 2020

 TECHNICAL PAPER
to support 7 PSC I-girders, length of cap required was
22.8 m. Inverted T shape PSC pier cap was proposed
to support I girders (Fig. 4 & 5). In situ casting was not
possible due moving traffic below, therefore options
for precast were explored. Total weight of pier cap was
around 225 tonnes, so transportation and erection again
tied up hands. In order to reduce weight, it was decided to
divide pier cap into three equal segments each weighing
75t. It was envisaged that traffic may have to be stopped
for a long time until the segments are joined with the help
of post-tensioning. Option was not much convincing to
the working engineers. Finally all the execution agency
and designer came on same page to have part precast and
part cast-in-situ pier cap, which was neither disrupting the
moving traffic and was easy to erect in position. How it
helped in causing least disruption to traffic is discussed in
the section below:
2.2 Final Structural Arrangement
a) Superstructure:- After all permutation and combinations,
finally it is decided and agreed unanimously by all
stakeholders involved, that the structural system will be
precast pre-tensioned I-girders with RCC cast-in-situ deck
slab. 3 spans of 30 m length are made continuous to have a
module of 90 m length. Continuity of spans was achieved
by making superstructure integral with intermediate pier
caps, and at expansion joint ends superstructure was
supported over free Pot-cum-PTFE bearings (Fig 2). Each
span has 7 numbers of pre-tensioned I girders placed 3.6m
center to center transversally. Girders are connected at the
top with 230 mm thick RCC deck slab. At intermediate
pier, girders are connected with 850 thick webs of inverted
Fig. 4: Substructure
T-shaped PSC pier cap and near expansion joint, girders
are connected transversely with 800mm thick RCC cast-in-
situ diaphragm resting on bearings. Monolithic connection
between superstructure and substructure at intermediate
pier reduced the number of vulnerable items i.e. bearings
and expansion joint almost to 1/3rd of what required in
conventional simply supported structure. It also makes the
structure more safe and efficient during any earthquake.
b) Substructure:- Substructure consists of inverted
T-shaped part precast part cast-in-situ post-tensioned pier
cap and RCC rectangular pier. Inverted T shape pier cap is
having bottom flange 3 m width and 0.75 m thickness, web
is of 2 m depth and 0.8 m thickness. 22.8 m long pier cap
was divided into 3 units. Central 7.6 m part of pier cap is
complete cast-in-situ, while 7.6 m long cantilever portion
on either side were made part precast and part cast-in-situ.
Actually, the bottom flange and only 750 mm part of web
at ends (i.e. near anchorages, out of a total 7.6 m length
of web) were made precast while balance portion of the
web was cast-in-situ. Pier cap was supported over RCC
rectangular pier of width 6 m in transverse direction and
1.6 m in the longitudinal direction (Fig 4 & Fig 5).
c) Foundation: The sub-strata observed along the length
of viaduct generally comprises of layers of sand, sandy
silt, fine sand, etc. There was not much variation in the
layer of sand along the corridor. Liquefaction potential
assessment study of area was made considering the fact
that project is in high seismic zone (zone IV). Study reveals
that liquefaction is not likely to occur at the project site.
1000mm dia bored cast-in-situ a pile of length varying
from 24 m to 29 m (depending upon soil profile) was
AUGUST 2020 INDIAN HIGHWAYS 47
 TECHNICAL PAPER
adopted for viaduct. Maximum load on pile was about
390 t. Total 6 piles were provided at expansion joint pier
and 8 piles were provided at intermediate piers. Piles were
connected at top by RCC pile cap of depth 2.1 m (Fig. 8).
Fig. 5: Part Precast PSC Pier Cap
2.3 Design Aspects For Various Components:
Fig. 6: Connection between PSC Cap & PSC Girder
a) Pre-tensioned Girder- Use of precast pre-tensioned
girders has increased many folds in last two decades.
There are many benefits of precast pre-tensioned girders,
especially in long elevated road projects. Weight of a
pre-tensioned girder is significantly less as compared to
post-tensioning, due to reduced web thickness. But it also
requires large infrastructure to develop casting yard for
pre-tensioning of girders, which offset the advantage.
Still, if number of girders are ample (more than 150), it is
economically viable to adopt pre-tensioned girders. The
elimination of sheathing, anchorages, and post stressing
grouting, etc. speed up the progress drastically. The
reduction in losses of pre-stress due to friction and slip is
compensated by higher creep & shrinkage loss as stressing
is done at a much early age of concrete. But the reduced
weight of girder help in reduction of weight-related (i.e.
48 INDIAN HIGHWAYS AUGUST 2020
seismic) forces on substructure and foundation. Since
the system adopted was to make pre-tensioned girders
integral with PSC pier cap at intermediate support. A
sophisticated analysis of entire module i.e. 90 m length
was done with the help of Midas software. A unit of
three spans along with substructure and foundation was
modeled. The pre-stressing force was applied over model
and various stress limits under different load combinations
were satisfied with respect to their codal provisions. The
design was done in accordance with IRC:112-2011. 15.2
mm diameter Class II strands and M-50 grade of concrete
were adopted. The locations of strands in X-section of
girder were pre-fixed. Number of strands (and their de-
bonding length) were decided by a number of trials
(Fig. 7). Girders were provided with different strand profile
(in accordance with their design requirements), depending
on location of girder in module. Number of strands in
girders varies from 33 to 35. Releasing of strands was
proposed after 4 days of casting (subject to achievement
of required strength of concrete).
b) PIER CAP-
Inverted T shaped pier cap was provided to reduce the
overall height of viaduct. For 22.8 m long PSC pier cap
with 8.4 m long cantilever, pre-stressing is the best solution.
It restricts the deflection of cantilever pier cap, make pre-
Fig. 7: Pretension Girder
casting feasible and reduces on-site construction time.
PSC pier cap was easily designed with an overall depth of
2.75 m. 19T15 and 12T15 cables were used in combination
as per design requirement (Fig. 5). Stressing was done in
three stages. In order to reduce loss due to slip, cables were
stressed from one end only (alternate cable from opposite
end). Design was done in accordance with IRC:112-2011.
 TECHNICAL PAPER

15.2 mm dia Class II strands and M-45 grade of concrete day with 4 rigs (Fig. 8a & 8b). It took almost 6.5 months
was adopted. Precast girders were placed on bottom flange to complete piling work at site. Casting of 157 numbers of
of inverted ‘T’ shaped pier cap, after completing first stage pile cap and pier shaft was done in series.
of stressing of pier cap. The second stage stressing was
done after girder erectin but before casting of deck slab
and last stage after casting of deck slab.
2.4 QUANTITIES:
Total quantity of concrete consumed in construction of
115362 sqm deck is 135869 cum. Component wise break
up of quantities is shown in table 1. It can be seen that
quantity of concrete used was 1.18 cum/sqm of deck
area.
Table-1
S. Components Concrete HYSD HTS
No (Cum) (Mt) (Mt)
1 Piles 31685 3390 -
2 Pile Cap 17500 1137 -
3 Pier 10101 1375 -
4 Pier Cap 17643 2147 444
Pretensioned Fig. 8 (b): Pilling in Progress
5 21937 3015 1152
Girders
Deck Slab/ b) Pier Cap: For casting of precast segments of per cap,
6 37003 4424
Diaphragm no separate casting yard was developed, but the space
TOTAL 135869 15488 1596 between two piers on every alternate span (i.e. 30 m length
and 8.5 m construction width) was used. It eliminated
3.0 CONSTRUCTION ASPECT

Fig. 8 (a): Pilling in Progress

The structural scheme developed considered maximum
off-site activities and assembling it in place at site. The
pre-casting of two major elements i.e. I-girder and pier
cap segments has helped in reducing the working width
of road to 8.5m at the road center. The major construction
activities done to complete the project in due time were
as under:
a) Piling, pile caps, and Pier: 4 rigs were deployed for
the casting of 1148 numbers of bored cast in situ piles.
With each rig maximum, 2 piles were completed in one
day, however the average rate of piling was 6 piles per Fig. 9: Construction of Pier Cap

AUGUST 2020 INDIAN HIGHWAYS 49

 TECHNICAL PAPER

the cost involved in transportation of segments and also (600 kg) were also commissioned at casting yard. The
prohibited the impediment to moving traffic. Alternate yard was having staking capacity of 220 nos. and hence
span space between piers was used for other miscellaneous other construction activities were planned accordingly. A
construction activities. A total of 4 segments (i.e. 2 pier steel cutting bending and binding automatic yard of size
caps) were cast in one span. Erection of part precast pier 50 m x 18 m was commissioned to accelerate the progress
cap segment was done with the help of a separate gantry of project. Launching of such a huge number of precast
(in addition to gantry used for girder erection). Precast girder was a major task and challenge for engineers. It is
bottom flanges of inverted T shaped pier cap were erected decided to launch the girders with the help of two gantries
& supported on temporary steel cribs resting on ground, instead of the cranes. The tracks for gantry were placed
one near median and another at the edge of pier cap. After 30m center to center on outer edge of road. Time involved
a few minutes of traffic block (during lifting and placing was reduced substantially by the use of gantry for erection
of precast unit over cribs), restricted traffic was allowed to of girders (Fig. 11 & 12).
ply under this precast unit of pier cap. The already erected
flange of inverted T was used as construction platform
for fixing of reinforcement, supporting shuttering and
casting of cast-in-situ portions of pier cap. Once precast
units were placed in position on both sides of pier, the
central part of pier cap over pier and balance portion of
web in cantilever part was cast. Once the in-situ portion
gains desired strength, pier cap was stressed transversely
and cribs were released from load of pier cap. For pre-
stressing of pier cap, cantilever hanging platforms were
used on either end, no support from ground was taken to
allow moving traffic (Fig. 9) beneath. The average rate
of erection of pier cap segments was 4 segments per day Fig. 11: Erection of Girder in Progress
(i.e. 2 pier caps). It took at least 14 days after erection of Practically it took only 15 to 20 minutes to erect a girder
segments to do first stage stressing. after lifting from trailer, thereby reducing the stoppage
c) Superstructure: There were total 1107 numbers of time for traffic to the minimum possible. With gantry
precast pre-tensioned girders (for entire project), for maximum of 14 girders were erected in a day, however
which 12000 sqm “precast casting yard” was developed average erection of girders was 4 numbers per day.
with 12 beds with 3 girder casting facility at one bed
(Fig. 10). With 10 days cycle, the expected production
was 108 girders per month. Keeping in mind “Every
day Counts” and to shorten the overall project delivery

Fig. 12: Girder Erection in Progress

Fig. 10: View of Pre-tensioning Bed
time, it was estimated that if cycle time is reduced to 7
days, by using early setting admixture or application of
steam curing, the production of girders can be increased
to 180 girders per month. Accordingly, 4 nos. of boilers
At intermediate pier cap, dowels from cap were projecting
out for its integral connection with precast girder. Bars
from pier cap and form I girder was so planned that they
do not hinder each other (Fig. 6). The space over cap
available for casting of stitch portion between girders and
cap was 650mm only and all activities were to be done on
small working area with running traffic below, therefore
a complete mock-up of entire system was done on ground
before starting actual work at site. For casting of deck
slab, sacrificial profiled sheet was used in order to save

50 INDIAN HIGHWAYS AUGUST 2020

 TECHNICAL PAPER
time that would have required for fixing, dismantling and
shifting of staging shuttering of deck slab. However, for
cantilever portion of deck slab staging shuttering was
fixed from already erected girders (Fig. 13). On average,
it took 9 days to complete one deck slab. Numbers of
gangs were increased so as to construct 25 slabs in one
month.
Quality control and safety were important cercern in this
project. Since most of components were precast, full
Fig. 13: Construction of Deck Slab
4.0 CONCLUSIONS
Design and construction scheme adopted here is such that
it ensures safety during construction and caused minimum
hindrances to moving traffic.
Reduction in use of vulnerable elements causing trouble
in procurement, requiring regular maintenance and
maximum use of off-site activities not only helped in
improving quality of construction but also reduced the
construction period.
The present proposal of making superstructure monolithic
at intermediate piers makes it safer and more efficient
during an earthquake.
The combined team effort, initial planning, and close
coordination among Authority, Independent Engineer,
Design Consultant, and EPC contractor played an
important role in successful completion of this fast track
projects.
5. ACKNOWLEDGMENTS:
The author expresses his sincere thanks to all the agencies
quality control was ensured at casting yard. As work was
going on with traffic movement below all measures were
taken to avoid any mishap at site. At the time of erection
of pier cap segment and pre-tensioned girder, traffic below
was not allowed for safety.
Right coordination between Designer, Contractor, Client,
Independent Engineer & optimized use of machinery and
manpower resulted on time and successful completion of
project.
and engineers involved in this project, whose efforts
make the successful completion of project. Special thanks
to Mr. Deepesh Chandra (GM - Structures, M/s Chetak
Enterprises Limited), for providing vital information and
photographs of site activities.
REFERENCES
i. Sanjay Kumar Shrivastava, Dr. B.S. Singla, Dr.
Shalini Yadav: Innovative Measures to Reduce
Road Construction Time – A case study : Dasna
Hapur Road Project – IJEDR 2018, Volume 6
Issue 3, ISSN:2321-9939
ii. Dr. B.S.Singla – Expressways in 500 days,
Chapter no 25.
iii. Standard Specifications and Code of Practice For
Road Bridges:
a. IRC:6-2014 Loads & Load Combinations.
b. IRC:78-2014 Foundations & Substructure
iv. IRC: “Code of Practice for Concrete Road
Bridges.”
AUGUST 2020 INDIAN HIGHWAYS 51
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54 INDIAN HIGHWAYS AUGUST 2020

 IRC Accredited New Materials

LIST OF IRC ACCREDITED NEW MATERIALS/ TECHNIQUES/EQUIPMENT/PRODUCTS

(Valid as on 15th August, 2020)
The Committee for Accreditation of New Materials and Techniques formed under the aegis of Highway
Research Board of Indian Roads Congress (IRC) gives accreditation to patented or new materials/technologies/
equipment, developed in India/ abroad for being used on trial basis. These new materials are evaluated as per
recognized National/International Specifications.
The list of IRC accredited new materials/techniques/equipment/products, valid as on 15th August, 2020 is as
mentioned below:
S. No. Name of the New Material/ Technology/ Usage
Equipment/ Product
1 Kavassu Rainsta Patch Used for repair of potholes
2 Swareflex – Swaro Globe Marker Road Marking Stud (Raised Pavement Marker –
RPM)
3 StabilRoad Used for construction of stabilized pavement
4 Hyperplas Polyester As waterproofing layer in bridges decks
5 Shalipatch EC For crack repairing concrete and bituminous
roads
6 Superthermolay APP Membrane Used for bridge deck waterproofing applications.
7 Ferritic Stainless Steel Rebars - for use as Reinforcement in Civil Structures
enforcement in concrete
8 Tensar TriAx TX-160 Geogrid Subgrade Stabilizer for paved and unpaved road
9 ULTRAPLAST – Atactic Polypropylene Used for new construction and repair work and
Membrane (4mm) also used for waterproofing of foundations.
10 Avery Dennison Flexible Median Marker Used for high visibility of medians/ pavement in
the night or rainy condition
11 EN 2000 – Advanced Micro Surface Coating Used to seal and prevent the oxidation of asphalt
for Rejuvenation of Asphalt Pavements surfaces. It prevents the breakdown of asphalt
surfaces and microscopic cracks.
12 Automatic Asphalt Content Tester Used to measure Bitumen Content in Asphalt
Mix by Ignition Method.
13 HMVG-40 - stiffer/ harder grade binder Use in roads carrying extreme traffic and under
harsh environment to resist spectrum of loading
and traffic.
14 Ecogreen Probase Road System Soil Stabilized Pavement System Technology
15 STRESEAL Stress observing membrane interlayer system for
use in flexible pavements
16 Unbreakable Glare Screen To improve road safety and safeguard lives on
roads

AUGUST 2020 INDIAN HIGHWAYS 55

 IRC Accredited New Materials

S. No. Name of the New Material/ Technology/ Usage

Equipment/ Product
17 VIATOP PLUS FEP For use in modification of bitumen
18 Aqua Patch Used as High performance, quick setting pothole
repair material
19 SUNCRYSTAL MIX Crystalline Admixture for reducing permeability
of concrete
20 Avery Dennison Traffic Jet Print System Digital printing technology for durable traffic
signs
21 ANT Stabilizer Used in road construction
22 ShaliSeal RSTC Tar base emulsion for enhancing road life by
water ingress
23 Polyalk CP 293 Enhances the service life of the structures
significantly and is beneficial in corrosion prone
zones.
24 “SUNEXT 8” – Aliphatic, Acrylic Based, Protection of exposed concrete structures
Anti-carbonation Coating
25 “vSAFE” (Advanced Polymer) New Gen To promote road safety and efficiency of road
Road Signage users
26 “Ultracure” - white pigmented wax based For use in concrete structures
curing compound for concrete
27 RoadCem As stabilizing material
28 Terrazyme Soil stabilizing material used in construction of
roads
29 Corrkil E System For painting of Steel Bridges
30 Fluoro Polymer Based Coating System For painting of Steel Bridges
31 SikaBit T 130 SG Bridge Deck Waterproofing Membrane
32 Primeline Standard Thermoplastic Road Marking Material
33 IMS K100 Concrete Upgrading Admixture for Cementitious
and Rigid Pavement Construction
34 Roller Barrier Used to absorb shock, impact of the plying vehicle
on the road and ultimately minimize accidents/
fatalities
35 Shaliplast LW++ Integral Waterproofing cum binder corrosion
inhibitor for Bridges & Reinforced Concrete
36 HMVG-50 Stiffer/harder grade binder to prevent pavement
failure due to increased loads

56 INDIAN HIGHWAYS AUGUST 2020

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Delhi Postal Registration No dl-sw-17/4194/19-21
under ‘u’ Number u(sw)-12/2019-2021
At Lodi Road, PSO on dated licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
published on 30 JULY, 2020 AUGUST, 2020
Indian Highways Advance Month, AUGUST, 2020
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Indian Highways
Volume : 48 Number : 8 Total Pages : 60

“Adhering Precautionary Measures Against Covid 19 at a Toll Plaza”

Edited and Published by Shri Sanjay Kumar Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri Sanjay Kumar Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in