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The Indian Roads Congress

E-mail: [email protected]/[email protected]

Founded : December 1934

IRC Website: www.irc.org.inJamnagar House, Shahjahan Road,

New Delhi - 110 011

Tel : Secretary General: +91 (11) 2338 6486

Sectt. : (11) 2338 5395, 2338 7140, 2338 4543, 2338 6274

Fax : +91 (11) 2338 1649

Kama Koti Marg, Sector 6, R.K. Puram

New Delhi - 110 022

Tel : Secretary General : +91 (11) 2618 5303

Sectt. : (11) 2618 5273, 2617 1548, 2671 6778,

2618 5315, 2618 5319, Fax : +91 (11) 2618 3669

No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.

Edited and Published by Shri Vishnu Shankar Prasad on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the

contents and the opinions expressed in Indian Highways is exclusively of the author/s concerned. IRC and the Editor disclaim responsibility

and liability for any statement or opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in the

papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.

VOLUME 41 NUMBER 7 JULY 2013

CONTENTS ISSN 0376-7256

INDIAN HIGHWAYSA REVIEW OF ROAD AND ROAD TRANSPORT DEVELOPMENT

Page

2-3 From the Editor’s Desk

4 Glimpses of the Release of Fifth Revision of MoRT&H Specications for Road & Bridge Works

5 IRC Welcome Hon’ble Union Minister for Road Transport and Highways

6 Advertisement Tariff

7 An Automated System for Measuring Pavement Deection Basin Parameters Under Dual Tyres Assembly of A Vehicle

Huidrom Lokeshwor, G.K. Vij and D.C. Sharma

13 Laboratory Study on Mastic Asphalt

Dr Praveen Kumar and Maj P. Anand

21 A Study on Evaluation of Stress Behavior of Rigid Pavement by Concept Shell System Tapas Kumar Roy and Rathin Ghoshal

26 Method for Evaluation of Tilt and Shift of a Well

Dhrubajyoti Bhattacharya

33 Capacity Augmentation of National Highways

K.B. Lal Singal

40 Behavioural Analysis of Pedestrians for Walking on Footpath and on Carriageway in ‘Space-Sharing’ Trafc Scenario

Mukti Advani and Nisha G.

47-87 Circulars Issued by MORT&H

88 Tender Notice of MORTH Lucknow

89 Tender Notice of NH Circle Lucknow

90 Tender Notice of NH Circle Lucknow

91 Tender Notice of Haryana PWD Jhajjar Circle

92 Tender Notice of Haryana PWD Rohtak Circle

93 Tender Notice of NH Circle Bareilly

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2 INDIAN HIGHWAYS, JULY 2013

Dear Readers,

It is a universal truth that if assets once created are not adequately maintained and managed, then the

possibility of erosion in asset values are not only high but the danger of losing the entire asset is also high.

The systematic approach of maintaining the assets on a sustainable basis is generally termed as “Asset

Management System (AMS)”.

The road sector is a highly complex sector and can be termed as a “Strategic Infrastructure Sector” also for a

country/economy/society. Not only it is compared as a life line when we talk about economic sustainability

and growth of a country but because of its uniqueness of providing support as well as linkages to all other

sectors of economy and social activities, it attains a much more important & critical role similar of nerve

veins running across the length and breadth of a living being. Therefore, the importance attached with

maintenance and that too adequate maintenance of this uniquely placed infrastructure sector in timelymanner should be given due weightage and accordingly the funds should be allocated.

What value should be assigned to the total road network asset of the country? Some guess estimates have

been made but the ever increasing length of the road network in the country requires a serious evaluation

exercise. This highly valued asset in the country even though owned by different road owning organizations

requires an Asset Management Strategy & System (AMSS) to overcome the potential dangers of falling

into disuse and eventually disintegration on account of inadequate or poor or untimely maintenance. The

consequential economic and social implications may be colossal.

Considering the huge investment targets during the 12th Five Year Plan and the level of investments already

made during last few decade, the sector requires a Re-rating in the area of funds allocation towards effective

maintenance. It is not that the awareness about importance of maintenance is not known. The conceptsof Routine Maintenance, Periodic Maintenance, Special Repairs, Rehabilitation, Pavement Management

System (PMS), Bridge Maintenance System (BMS) and comprehensive maintenance mechanism under PPP

based “OMT” forms the part of the same. But specic attention of developing appropriate Asset Management

System for Indian road infrastructure sector is need of the hour to enable better distribution of risks, more

efcient & transparent price discovery and to capitalize the real asset value of the sector from commercial

propositions.

Most of the time the Asset Management system is considered only after the asset has been created. However,

road sector is such a complex sector which requires a different approach keeping in view that it gives an

opportunity of introducing the elements of asset management at each of the stages right from the planning

and conceptualization stages starting with the sustainability of the alignment.

The Asset Management System allows enough scope for adoption of the simple methodologies and addresses

the issues of timely removal of deciencies even from project preparation/designing stage to make the road

assets so created more sustainable. The basic essentiality of Asset Management System is the collection of

authentic data in respect of all the constituent components for road sector. The data includes the inventory

of the roads, bridges/structures/culverts/cross drainage works, signage’s, trafc control devices, road side

furniture’s, trafc related details including trafc count, axle load spectrum, condition survey details of the

road/bridges/structures, unit cost for various maintenance activities, vehicle operating cost, developmental

activities taking place abutting the road land, climatic condition variation, etc. However, it needs to be kept

From the Editor’s Desk

ROAD SECTOR ASSET MANAGEMENT

NEEDS DYMYSIFICATION

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EDITORIAL

INDIAN HIGHWAYS, JULY 2013 3

in view that the data collection & revalidation is not a one-time exercise. It needs to be institutionalized.

Because of nature of road infrastructure, it gives a exibility to conceptualize and evolve a centralized Asset

Management System or a decentralized Asset Management System with appropriate linkages and interlink

ages.

How many times a serious thought has been given for timely preventive maintenance in an institutionalizedmanner which may not only preserve the road asset and prolong its life but also contribute towards higher

trafc carrying capacity, less accidents, less maintenance of vehicles and more users’ satisfaction. The cost

benet ratio in this aspect requires critical analysis.

The road sector requires a simple methodology to calculate its asset value and also a methodology to predict

the nancial & other resources needed to preserve and maintain this network as well as similar methodology

to improve this network along with the timely interventions. Simultaneously the Asset Management System

should be such that it should be able to predict the consequences of under-funded maintenance; reluctant/

under compulsion maintenance; and the optimal investment based maintenance.

One may always argue that PPP projects are better placed as the maintenance needs are covered during the

concession period of the project. However if proper monitoring especially in respect of time and intensity ofinterventions needed and provided are not in place, then the same facility may not only come under severe

criticism and scrutiny but the level of qualitative service also deteriorates. The Indian roads requires an

Asset Management System which should be devised and designed for Indian conditions based on real eld

data of Indian roads. It should be simple to use. It should also have component of indexing in respect of road

safety rating, drainage effectiveness, pavement condition, deciency removal/rehabilitation, etc. The data

needs can be rened and evaluated at regular interval to maintain robustness of the system.

The advantages and benets of the Road Asset Management System (RAMS) are immense and many. It would

help in resource & asset allocation optimization; promotes life cycle cost analysis concept, thereby opening

up the avenue for innovative concepts/new methodologies with better risk management including that of

“Forgiving Roads”, “Green Concrete” using municipal water/industrial waste, “Maintenance Free Roads (for

certain time period)”, preventive treatment methodologies for pot free roads, etc. ; reducing the probability

of defect ingress during various stages of project; improves users’ satisfaction and help in bridging the trust

decit among different stakeholders; improves viability of the projects including opportunities to capitalize

the value addition (for PPP projects) thereby helping to bring in fresh capital in road sector; improves project

management efciency; helps in human resource optimization as well as harnessing positivity’s of human

resource capital in the road sector; etc.

Often debate is made in the road sector as to whether the “connectivity” or “mobility” or “sustainability” is

to be given more weightage over the other. RAMS would be able to facilitate the road sector professionals as

well as decision makers to allocate the nancial resources in a realistic manner while addressing the critical

issues of connectivity, mobility and sustainability in an optimized manner. However this requires a dedicated

effort and pooling of resources & expertise of all the stakeholders. It is a much needed effort which needs to be made in a collective manner without any prejudice as the expected returns would benet immensely all.

“The search for truth is one way hard and another way easy for, it is evident that no one can master it fully

or miss it wholly. But each adds a little to our knowledge of nature and from all the facts assembled there

arise a certain grandeur.”

Aristotle, the Philosopher

Place: New Delhi Vishnu Shankar Prasad

Dated: 21st June, 2013 Secretary General

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Glimpses of the Release of the

Fifth Revision of MoRT&H Specications for Road & Bridge Works

by the then Hon’ble Union Minister for Road Transport & Highways Dr. C.P. Joshi

on 30th May, 2013 at Transport Bhavan, New Delhi

Hon’ble Union Minster, RT&H, Dr. C.P. Joshi Released Fifth Revision of MoRT&H Specications for Road and Bridge Works

First copy being received by Shri D.P. Gupta, senior most

Road Expert present during the Event

Another view of the Event

Copy of Release being Presented to Hon’ble Minister by

Shri Vishnu Shankar Prasad, Secretary General, IRC

Introduction by Shri C. Kandasamy, Director General (Road

Development) & Special Secretary, MoRT&H and President, IRC

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Indian Roads Congress (IRC) Welcomes the

Hon’ble Union Minister for Road Transport & Highways Shri Oscar Fernandes

Position held in the past by Shri Oscar Fernandes:-

1972-76 Member, Municipal Council, Udupi; 1980-84 Member, Seventh Lok Sabha; 1983 Joint Secretary,

All India Congress Committee; Member, Committee on Absence of Members from the Sittings of the House;

Dec. 1984-June 1985 Parliamentary Secretary to the Prime Minister of India; 1985 and 1996 onwards

General Secretary, All India Congress Committee; 1985-89 Member, Eighth Lok Sabha; 1986 President,Karnataka Pradesh Congress Committee; 1989-91 Member, Ninth Lok Sabha; 1990 Member, Consultative

Committee for the Ministry of Energy; 1991-96 Member, Tenth Lok Sabha; 1996-97 Member, Eleventh Lok

Sabha; April 1998 Elected to Rajya Sabha; 1998-99 Member, Committee on Human Resource Development;

Member, Consultative Committee for the Ministry of Human Resource Development; Dec. 1999-Feb. 2004

Member, Committee on Agriculture; Jan. 2000-Feb. 2004 Member, Consultative Committee for the Ministry

of Petroleum and Natural Gas; 2000-2004 Convenor, Parliamentary Forum on HIV-AIDS; May 2004 - Jan.

2006 Minister of State (Independent Charge) of the Ministry of Statistics and Programme Implementation;

July 2004 Re-elected to Rajya Sabha; 18 Nov. 2005 - 29 Jan. 2006 Minister of State (Independent Charge)

of the Ministry of Youth Affairs and Sports, Minister of State (Independent Charge) of the Ministry of

Overseas Indian Affairs; 29 Jan. 2006 - 24 Oct. 2006 Minister of State (Independent Charge) Without

Portfolio; 24 Oct. 2006 - 2 March 2009 Minister of State (Independent Charge) of the Ministry of Labourand Employment; July 2009 - Jan. 2012 Member, National Board for Micro, Small and Medium Enterprises;

Aug. 2009-Aug. 2012 Member, Consultative Committee for the Ministry of Health and Family Welfare; Aug.

2009 onwards Chairman, Committee on Human Resource Development; Oct. 2009- Oct. 2010 Member,

General Purposes Committee; July 2010 Re-elected to Rajya Sabha; Aug. 2010-Nov. 2011 Member, Coffee

Board; Aug. 2010 onwards Member, National Monitoring Committee for Minorities’ Education; Oct. 2012

onwards Member, Joint Parliamentary Committee on Installation of Portraits/Statues of National Leaders

and Parliamentarians; Member, Joint Parliamentary Committee on Maintenance of Heritage Character and

Development of Parliament House.

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3. No discount will be allowed for advertisements received directly for less than 12 issues in the case of Indian Highways and 4 issues in case of

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4. Only one voucher copy of the issue will be supplied free to an Advertiser for each advertisement. A copy of the printed advertisement will be

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5. All payments are to be made in advance. This is applicable to advertising agents also. Demand Drafts may be drawn in favour of the

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E-mail: [email protected]

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TECHNICAL PAPERS


AN AUTOMATED SYSTEM FOR MEASURING PAVEMENT

DEFLECTION BASIN PARAMETERS UNDER DUAL

TYRES ASSEMBLY OF A VEHCILE

HUIDROM LOKESHWOR *, G.K. VIJ **, D.C. SHARMA***

* Instrumentation Division, Central Road Research Institute (CSIR-CRRI), New Delhi, Email: [email protected]

** Former Head, Instrumentation Division, Central Road Research Institute (CSIR-CRRI) New Delhi

*** Head, Instrumentation Division, Central Road Research Institute (CSIR-CRRI), New Delhi, Email: [email protected]

ABSTRACT

For structural evaluation of a road surface, accurate measurement

of deection basin parameters of the road surface is one of the

important tasks. The use of Benkelman Beam for measurement

of pavement deection under xed wheel load and tyres pressure

is a common practice in India. However, the pavement deection

measured using Benkelman Beam is single valued and does

not give detailed information about the condition of the road

structure.

This paper presents development of an automated system called

Road Parameter Measurement System (RPMS) for measuring

pavement deection basin parameters under dual tyres assembly

of a truck using some displacement measuring sensors. The

deection basin parameters which can be measured by the

developed system include maximum deection, surface curvature

index, base curvature index, spread-ability, area, shape factors,

base damage index and slope of deection. In the developed

system, deections of the pavement are measured at radial

distances from the centre of the loading point using Linear

Variable Differential Transformers (LVDTs). The developed

system has been implemented in a PXI (Peripheral Components

Interconnect extensions for Instrumentation) platform with the

help of Laboratory Virtual Instrument Engineering Workbench

(LabVIEW).The test results indicates that the developed system

has potential to acquire and analyze the pavement deection basin

parameters automatically.

1 INTRODUCTION

For efcient road maintenance management and

judiciously utilization of its available funds,

performance evaluation of the existing road networks

is required to be done on a regular basis. Today,

the performance evaluation of a pavement is done

based on four categories of roads information viz.(a)

Roughness (b) Surface distress (c) Skid resistance and

(d) Structure. The structural evaluation of a pavement

is done to assess pavement’s structural ability to

receive the loads plying over it. For the structural

evaluation of a pavement, use of Benkelman Beam

for measurement of pavement deection under xed

wheel load and tyres pressure, is a common practice in

India1. Using a Benkelman Beam, pavement deection

is measured by placing the tip of the beam probe at a

test point in between the dual tyres of a loaded vehicle.

As the loaded vehicle moves away from the test point,

rebound or recovery movement of the pavement is

measured by an attached dial gauge. However, the

deection measured using such beam is single valued

and does not give detailed information about the

condition of the road structure. Earlier researcher 2

has shown that for an appropriate assessment of a

pavement structure, one needs to have information

about the complete deection basin i.e. deections at

various radial distances from the loading point. The

complete prole measurement of deection basingives an overall indication about the strength of the

pavement structure. And some deection bowl studies

were also carried out in Indian conditions using a

modied Benkelman Beam tted with LVDTs7.

In this paper, development of an automated system

called Road Parameter Measurement System (RPMS)3

for measuring pavement deection basin parameters

under dual tyres assembly of a loaded vehicle is

presented. The RPMS was developed using a PXI

(Peripheral Components Interconnect extensions for

Instrumentation) platform, LabVIEW (Laboratory

Virtual Instrument Engineering Workbench) and

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TECHNICAL PAPERS


ve numbers of LVDTs (Linear Variable Differential

Transformers). PXI4 is one of the modular based

electronic instrumentation platforms which are used

as a basis for building electronic test equipment,

automation systems, modular laboratory instruments

in science and technology. A PXI platform can take

several forms and it is the combination of exible, user-

dened software and scalable hardware components.

The heart of a PXI based system is its GUI (Graphical

User Interface) based application which is developed

using a graphical design and simulation software such

as Lab VIEW from National Instruments.

2 DEVELOPMENT OF RPMS

The overall objective of this study is to test whether

deection basin parameters of Indian roads can be

measured accurately using economical displacement

transducers such as Linear Variable Displacement

Transformers (LVDT) and compare its performance

with that of other types of displacement, velocity or

vibration based sensors such as laser, geophones, and

accelerometers. With regard to the rst part of this

objective, an automated system called RPMS was

developed using ve numbers of economical LVDTs.

A LVDT5,6 is a device commonly used to measure

linear displacement and it consists of a single primary

winding and two secondary windings.

The architecture of the developed system (Fig.1) is

based on a PXI platform developed for data acquisition

using Ac LVDTs. This platform is chosen to allow us

to accommodate device changes over time. In this

system3, ve numbers of LVDTs are xed at equal

intervals of 30 cm on a supporting beam to measure

the pavement deections at distances of 0, 30, 60,

90 & 120 cm respectively. The supporting beam is

designed in such a way that it can hold the LVDTs with

adjustable knobs at equal distances from each other.

Then, the specialized GUI based application software

is developed using Lab VIEW to acquire and analyze

deection basin parameters automatically with the

help of a laptop, which acts as a remote controller.

The Deection Basin Parameters2 that can be

measured using the developed RPMS includes thefollowing parameters given in Eqs.1 to 8.These

parameters are illustrated in Fig. 2.

Fig.1 Hardware Module of the Developed RPMS

Max. Deection = d0 (1)

Surface Curvature Index, SCI = d0-d1 (2)

Base Curvature Index, BCI = d2-d3 (3)

Spread-ability,

S = {(d0 + d1+ d2 + d3 + d4)/5}100/d0 (4)

Area, A = 6 [1+ 2(d1/d0) + 2(d2/d0) + d3/d0] (5)

Shape Factors, F1 = (d0-d2)/d1; F2 = (d1-d3)/d2 (6)

Base Damage Index, BDI = d1-d2 (7)

Slope of Deection, SLD = tan-1(d0-d2)/610mm (8)

Fig.2 Depiction of Deections and the

Corresponding Parameters

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TECHNICAL PAPERS


The developed system is comprised of two modules.

The rst module is called hardware module

(Section 2.1) while the second one is called software

module (Section 2.2).

2.1 Hardware Module of the Developed RPMS

The hardware module consists of an assembly

and integration of four basic components such as

displacement transducers, chassis, system controller

and peripheral modules. These components

include displacement transducers (ve Ac LVDTs),

PXI chassis, PXI Controllers (One is local PXI

controller and other is a Laptop, remote controller),

DAQ card (multifunction I/O card), Counter card,LVDT signal conditioning card and Thermocouple

signal conditioning card for measuring pavement

temperature. The hardware components which were

used in the development of the RPMS are shown in

Fig.1.

2.2 Software Module of the Developed RPMS

The heart of the RPMS is a graphical user interface

based application software developed using Lab

VIEW. The developed software (Fig.3) is installed in

the remote controller, HP make Laptop with Windows

XP. It is a simple graphical user interface based

application program which allows user to conduct

tests, acquire and analyze the data automatically.

Using the developed application, pavement deection

basin parameters can be acquired by triggering

manually, timely or with counter while the acquired

and calculated parameters can be displayed in the

menu in real-time. In addition, acquired data can be

also stored and analyzed later according to the choice

of the user.

Fig.3 Software Module of the Developed RPMS

3 TEST RESULTS

To test the performance of the developed system, two

tests were performed using the developed RPMS. The

rst test was performed in the laboratory while the

second test was performed in the eld. The preliminary

test results were examined for its accuracy.

3.1 Testing of RPMS in the Laboratory

To evaluate its performance, the developed system

was tested inside the laboratory using ve numbers

of the LVDTs and a set of brass spacers (plates) of

known thicknesses. A set of brass spacers includes ve

numbers of brass spacers of different thicknesses kepton the oor under the corresponding tips of each LVDT

and each spacer thickness were assumed to be the

corresponding pavement deection. Then, thicknesses

of the spacers were computed automatically using

RPMS for three times each and compared with their

true values measured manually using Vernier Caliper.

The test results are shown in Table 1.

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TECHNICAL PAPERS


4 CONCLUSIONS AND FUTURE

DIRECTIONS

In this paper, an automated system for measuring

pavement deection basin parameters under dual tyres

assembly of a vehicle is presented. In the developed

system, pavement deection parameters at loading

point of the vehicle as well as intervals of 30cm from

the loading point are measured using ve numbers of

economical LVDTs in a PXI based platform.

To test its performance, the developed system was

rst tested in the laboratory conditions using three

different sets of brass spacers of known thickness

and the results were found to be reasonably accurate

and precise. Later, the developed system was tested

in the actual eld sites. However, the system needs

to make more compact and robust so that it could be

used extensively without much human intervention in

the eld.

There is a big scope for further improvements in

the presented RPMS. In future, we’ll focus on two

identied areas. The rst one is the use of sensors such

as lasers, geophones and/or accelerometers in place

of existing LVDTs to evaluate the performance of the

sensors in the context of pavement deection basin

measurement. The second one is the replacement

of existing manual based LVDT support beam by a

hydraulic based lifting arrangement system. These

modications will help in converting the existing

RPMS into a more robust and compact system

which isuser friendly and acceptable to the highway

professionals.

5 ACKNOWLEDGEMENTS

The authors are very grateful to the Director,

CSIR-Central Road research Institute, New Delhi

for giving permission to publish this paper. We are

thankful to the Planning Commission, Govt. of India

and Council of Scientic & Industrial Research

(CSIR), New Delhi for providing nancial support for

the present research. The authors extend their deep

thanks to all the persons directly or indirectly related

to this research.

REFERENCES

1. MORT&H (2004), Guidelines for Maintenance

Management of Primary, Secondary, and Urban Roads,

Indian Road Congress, New Delhi, May.

2. Horak E (1987), The use of surface deection basin

measurements in the mechanistic analysis of exible

pavements, Proceedings of the Fifth International

Conference on the Structural design of Asphalt Pavements,

Ann Arbor, Michigan, USA.

3. Automated Measurement of Deection Basin Under Truck

Dual Tyres Assembly - Final Report, March 2007, CSIR-

Central Road Research Institute, New Delhi-110025.

4. http://www.ni.com/, Last view on 15-07-2007

5. C.S. Rangan, G.S. Sarma, V.S.V. Mani (1983),

Instrumentation Devices and Systems, Tata McGraw-Hill

Publications, New Delhi, pp. 38-42.

6. Chester L. Nachtigal (1990), Instrumentation and Control:

Fundamentals and Applications, Wiley-IntersciencePublications, pp.312-318.

7. A. Veeraragavan, J.K. Dattatreya, M. Prabhudeva (1991),

Development of failure criteria for exible overlays

for Indian conditions, Indian Roads Congress Journal,

Vol.52-1, pp. 183-205.

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TECHNICAL PAPERS


LABORATORY STUDY ON MASTIC ASPHALT

DR PRAVEEN K UMAR * AND MAJ P. A NAND**

* Professor & Coordinator, Transportation Engg. Group, Civil Engineering Department, Indian Institute of Technology Roorkee.

E-mail: [email protected]

** Army Sponsored M.Tech. Student, Indian Institute of Technology, Roorkee

ABSTRACT

Mastic asphalt is potentially advantageous paving material due to

high stability, high durability, very low maintenance and good riding

quality. But, in India, due to poor mechanization, skid resistance

and cost considerations, the use of mastic asphalt is very limited

till today. This study includes various specications essential

requisites of mastic asphalt. This investigation was performed

to study the effect of industrial grade bitumen and its blend with

penetration grade bitumen in mastic asphalt preparation. The skid

resistance and rut resistance of mastic asphalt were studied and

compared with other surface courses.

1 INTRODUCTION

The increase in urbanization and concentration of

activities lead to higher demand especially in transport

sector. Thick surfacing materials are not only costly

and time consuming but also fail at times due to

tremendous increase in trafc intensity in axle load. In

India, approximately 98 percent roads are exible types

probably because of economy. Mastic asphalt is laid

on pavements for city streets which carry extremely

heavy trafc, on critical locations such as roundabouts,

intersections, bus stops, bridge decks etc which isrecognized for excellent service for many years.

Mastic asphalt concrete is a mix of ller, bitumen, ne

aggregates and coarse aggregates in suitable proportion

so as to yield a voidless mass which ows like uid

at high temperature, but on cooling down to normal

temperature, it is in solid or semisolid state. It does not

require any compacting effort also.

The continuous and systematic research for a strong

and durable surface to cater heavy trafc volume

with higher axle loads has resulted in development

of mastic asphalt concrete. In India, due to poor

mechanization, skid resistance and cost considerations,

the use of mastic asphalt is very limited till today. But

development of automated equipment, new mixing

techniques and reduced cooking time has brought down

cost to a greater extent. Also improved skidding, less

repairs and more service life indicates an economical

mix in the long run. From a road construction stand

point, the placing of mastic asphalt concrete is less

weather dependent than conventional bituminous

mixes and also having less maintenance problems.

It overcomes the problems of water seepage through

its voidless nature. Mastic asphalt has been found to

satisfy several requirements to an acceptable degree

though improvement is desirable in certain respects.

1.1 Objectives of Study

Mastic asphalt is potentially advantageous paving

material due to high stability, high durability, very low

maintenance and good riding quality. Mastic asphalt

has gained and would further gain wide acceptance

in road construction technique. The objectives of the

present investigation are:-

i) To study the effect of industrial grade bitumen

in mastic asphalt preparation.

ii) To study the effect of blending of industrial

grade bitumen and VG in mastic asphalt

preparation.

iii) To study the skid resistance and rut resistance

of mastic asphalt and carry out its comparison

with other surface courses.

2.1 COMPONENTS AND THEIR

CHARACTERISTICS

Basically coarse aggregate, ne aggregate, ller and

binder are the main components of mastic asphalt

concrete. However, the materials used and their

specications are discussed below:-

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2.1.1 Bitumen

Although, harder grades of bitumen are generally

used but it is found that softer grades of bitumen can

also be used for mastic asphalt preparation. As per

IRC:107-1992, 14 to 17% of binder content is required

by weight without coarse aggregate for wearing course

and it can be straight run bitumen or industrial bitumen

of suitable consistency satisfying the requirements of

physical properties as per IS:702-1961.

2.1.2 Coarse Aggregate

The coarse aggregates shall consist of clean, hard,

durable, crushed rock free of disintegrated pieces,

organic and other deleterious matter and adherent

coatings. They shall be hydrophobic, low porous,and satisfy the physical requirements as set forth in

IRC:107-1992.

2.1.3 Filler Material

The stability and strength to an asphalt mix is imparted

by ller which may be y ash, lime, limestone,

hydrated lime, stone dust, cement etc. The ller

shall be passing 75 micron and shall have a calcium

carbonate content of not less than 80 per cent when

determined in accordance with IS: 1195- 1978.

2.1.4 Fine Aggregate

The ne aggregates shall consist of crushed hard rock

or natural sand or a mixture of both. The grading of

ne aggregates inclusive of ller material passing 75

micron shall be as per IRC:107-1992

2.1.5 Manufacture of Bitumen Mastic

As per IRC:107-1992, the manufacture of bitumen

mastic involves different stages. Initially the lleralone is heated to a temperature of 170°C to 200°C

in a mechanically agitated mastic cooker and half the

required quantity of bitumen heated at 170°C to 180°C

is added. These are mixed and cooked for one hour.

After that the ne aggregates and the balance bitumen

(at 170°C to 180°C) are added to that mixture in the

cooker and heated upto 170°C to 200°C and further

mixed for another one hour. In the nal stage, the

coarse aggregates is added and heating of mix shall

continue for another one hour. Thus a total period of

minimum three hours is needed to prepare the mastic.

During mixing and cooking, care is taken to ensure

that the contents in the cooker are at no time heated toa temperature exceeding 200°C.

2.2 Hardness Number

The hardness number of bitumen mastic shall be

determined at 25°C in accordance with the method

specied in Appendix-D of IS: 1195-1978 as given in

Table-1.

Table 1: Hardness Number Requirement

Type of mastic asphalt Limit of hardness number

at 25°C

Without coarse aggregates

With coarse aggregates

60-80

10-20

3.1 EXPERIMENTAL PROGRAMME AND

RESULT ANANLYSIS

Mastic asphalt is used extensively as surfacing

material for highways and streets subjected to heavy

trafc. Therefore, it should have the basic propertieslike resistance to rutting and deformation under heavy

trafc conditions, good riding quality, better skid

resistance and high durability. It has been found to

satisfy these requirements to an acceptable degree

though improvements are highly desirable in certain

respects such as skid resistance and rut resistance

property. The grading and amount of coarse aggregate

is governed by the thickness at which the mastic

asphalt is laid. Since mastic asphalt is voidless, it is

not mechanically compacted unlike materials such as

rolled asphalt and bituminous macadam, however, inIndia; it is hand spread till today. The binder content

in mastic asphalt concrete is roughly twice of rolled

asphalt. To keep permanent deformation or rutting

within reasonable limits, a much more viscous binder

is normally recommended for mastic asphalt.

The following tests were performed on samples of

mastic asphalt concrete to determine its properties at

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various conditions:-

i) Wilson Hardness Test.

ii) Wheel Tracking Rut Resistant Test.

iii) Portable Skid Resistance.

3.2 Material Selection and Properties

Mastic asphalt is a mix of bitumen, ller, ne aggregate

and coarse aggregate in suitable proportions. The

Indian standards and the Indian Roads Congress

specications are commonly used for design of

mastic asphalt. These specications specify a mix

for most modern roads and bridges that will provide

a compromise between various properties of the

materials, in particular its stability, resistance to rutting

and shoving. However, it may be possible to improve

these properties by varying the ingredients and their

contents as well as introducing various additives such

as polymers, rubber, sulphur etc.

Under the present investigation, following materials

were used to prepare different type of mixes.

Coarse Aggregate - Crushed rock (19mm -2.36mm).

Fine Aggregate - Natural sand.

Filler - Marble dust, cement and slacked

lime stone powder.

Binder - Industrial grade and VG 30.

The rst attempt was made to use VG 30 bituminous

binder by adding varying quantity of lime, marble dust

and cement. Mastic was formed but desired hardness

number could not be achieved.

3.2.1 Coarse Aggregate

Coarse aggregate is added to the mastic to achieve extra

stability, resistance to wear and better skid resistance.

The coarse aggregates shall consist of clean, hard,

durable, crushed rock free of disintegrated pieces,

organic and other deleterious matter and adherent

coatings. The grading of the coarse aggregate used in

this investigation is given in Table 2 and the physical

properties are shown in Table 3.

Table 2: Final Grading of Coarse Aggregates

IS Sieve Percent Passing (by wt)

Adopted As per IRC/MORSTH

19.0 mm

13.2 mm

2.36 mm

100

92.5

4.5

100

88-96

0-5

Table 3: Physical Requirements of

Coarse Aggregates for Mastic Asphalt

Properties Values (in %) Test Method

As per

IRC

Observed

Los AngelesAbrasion Value 30 30.3 IS:2386 (PartIV)

Flakiness Index 35 37 IS:2386 (Part I)

Stripping Value 25 18.2 IS:6241

Soundness (Sodium

Sulphate 5 cycles)

12 7.3 IS:2386

(Part V)

Water absorption 2 1.2 IS:2386

(Part III)

3.2.2 Fine Aggregate and Filler

The ne aggregate shall consist of crushed hard rock

or natural sand or a mixture of both. An essential

requirement needed in ne aggregate is that it

conforms to the grading specied by IRC:107-1992.

For this investigation, natural sand has been used as

ne aggregate and the grading of ne aggregate used

has been given in Table 4. If the ne aggregate is

free from moisture, and is warm, it has an advantage

during the manufacture of the mastic asphalt. In mastic

asphalt, ller content is about four to ve times than

that of conventional bituminous mixes and has more pronounced inuence on strength and rheological

behavior. The ller shall be lime stone powder or

suitable other material passing 75 micron with calcium

carbonate not less than 80 percent when determined in

accordance with IS: 1195-1978. Lime stone powder is

no doubt the best ller, because of its inherent afnity

to bitumen. The ller in the mix has a multiple action

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Table 6: Results of Hardness Test on

Mastic Mortar with VG 30

Filler

type

Filler

%

Mix Type % of Binder Content

14 15 16 17

Marble

Dust

40

50

I

II

165

152

178

165

-

-

-

-

Cement 40

50

I

II

147

126

159

138

-

-

-

-

Lime

Slacked

30

40

50

I

II

III

128

113

*

136

126

98

-

-

-

-

*Mix did not form mastic asphalt.


Mastic Mortar with Industrial Grade

Filler

type

Filler

%


18 19 20

Cement 20

25

I

II

33

21

52

44

66

58

Lime

Slacked

20

25

I

II

29

18

49

38

61

55

Table 8: Results of Hardness Test on Mastic Mortar

with Blend of Industrial Grade and VG 30

Filler

type

Filler

%


18 19 20

Lime

Slacked

20

25

30

I

II

III

52

47

*

59.5

53

*

73

63

*

*Mix did not form mastic asphalt.

Step II: Design of Mastic Asphalt Concrete: At

this step, with selected bitumen content for mastic

mortar of each type of ller and mix type, different

percentages of coarse aggregates needs to be added

and again the Wilson hardness test has to be performed

to obtain hardness number of samples. Thereafter the

percentages of coarse aggregate are to be selected on

the basis of hardness number (10-20). To complete the

study on time, previous study reports were considered

and a single percentage of coarse aggregate was

decided to check the hardness number of mastic

asphalt concrete. Results of hardness test on mastic

asphalt concrete are listed in tables below:

Fig. 1: Test Set Up of Wilson Hardness Test

Fig. 2: Wilson Hardness Test Specimens

Fig. 3: Specimen after Testing

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Mastic Asphalt Concrete

Filler

type

Mix

Type

%

Coarse

aggregate

Hardness

no. with

Industrial

grade

Hardness no.

with blend

of Industrial

grade and VG

30

Cement I 42.5 12 -

Lime

Slacked

I 42.5 11 -

Lime

Slacked

II 42.5 - 10

Based on above results, the proportions of coarse

aggregate, ne aggregate, ller and binder content

have been nally adopted and are as given in

Table 10 below:-

Table 10: Final Percentage of Aggregates and

Bitumen after Hardness Number Verication

Filler

Type

Mix

Type

new

(say)

Binder

Type

% of Ingredients(by wt of total mix)

Coarse

Aggregate

Fine

Aggregate

Filler Binder

Cement A Industrial

grade

42.5 26.7 20 10.8

Lime

Slacked

B Industrial

grade

42.5 26.3 20 11.2

Lime

Slacked

C Blend of

Industrial

Grade

and VG

30

42.5 20.7 25 11.8

With these percentages, three mastic asphalt samples(approximately 8.5 kg in weight) were prepared and

tested for skid resistance and rutting resistance.

3.3.3 Wheel Tracking Device and Testing

After measuring the initial skid resistance, the sample

was placed on the table of the equipment fabricated

in IIT, Roorkee, and xed with the help of nuts and

bolts. The machine was then started and the sample

underwent 5,000 wheel passes of a rubber tyred

wheel. Then the sample was again taken to the British

portable skid resistance tester and both the dry and

wet skid resistance values were measured. The processwas repeated for 10000, 20000, 30000, 40000 and

50000 wheel passes and alongwith skid resistance, the

rut depth was also measured. It has been found from

the investigations that mastic asphalt has a very high

rut resistance. But the results conrm the recoverable

nature of Mastic Asphalt in terms of Rutting.

Fig. 4: Mastic Asphalt Samples for Rutting Machine

Fig. 5: Indigenous Wheel Tracking machine with sample

Fig. 6: Mastic Asphalt Sample under Testing for Rutting

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Fig. 7: Mastic Asphalt Sample after Rut Resistance Test

Table 11: Rut Resistance (mm) Values of Mastic

Asphalt Vs No. of Passes by Rubber Wheel

No. of

Wheel

Passes

Mastic

Asphalt(Mix

Type A)

Mastic

Asphalt (Mix

Type B)

Mastic

Asphalt (Mix

Type C)

5000

10000

20000

30000

40000

50000

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

< 0.5

3.3.4 Skid Resistance Test and Results

The skid resistance values of the samples were tested

by using the British Portable Skid Resistance Tester

(Pendulum Type) and wheel tracking device to verify

the change in skid resistance with increase in number

Fig. 8: Skid Resistance Testing in Progress

of wheel passes. The mastic asphalt samples were

tested and the results are analyzed and presented in

the Table 12.

Table 12: Skid Resistance Values of Mastic Asphalt Vs

No. of Passes by Rubber Wheel

No. of

Wheel

Passes

Mastic

Asphalt (Mix

Type A)

Mastic

Asphalt (Mix

Type B)

Mastic

Asphalt (Mix

Type C)

dry wet dry wet dry wet

0

5000

10000

20000

30000

40000

50000

0.95

0.89

0.80

0.74

0.66

0.58

0.53

0.81

0.74

0.72

0.66

0.64

0.63

0.62

0.98

0.90

0.86

0.84

0.76

0.74

0.70

0.84

0.79

0.74

0.66

0.65

0.61

0.60

0.85

0.82

0.81

0.76

0.71

0.69

0.63

0.77

0.71

0.67

0.62

0.58

-

-

4 CONCLUSIONS

Based on this investigation, following conclusions are

drawn:-

i) The mix designs have been attempted to achieve

a dense mix with industrial grade of bitumen

and also with the blend of industrial grade of

bitumen and VG 30 bitumen.

ii) It is found in the investigation that time taken

for the mastic cooking with industrial grade

bitumen is 3 to 3.5 hours whereas in case of

blending of industrial grade bitumen and VG

30 bitumen, time taken was merely 2.0 to 2.5

hours.

iii) The mastic mix prepared with cement as a ller

requires less bitumen content than the mastic

prepared with slacked lime as the ller. Also,

in the rutting resistance tests both the samples

behaved equally well.

iv) Surface friction of all types of mixes is adequate

(>0.5).

v) Cost of the mastic formed using blended

bitumen will be comparatively lesser, since

softer grades of bitumen are cheaper.

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vi) Rutting resistance of mastic asphalt is almost

negligible and even if small amount exits, it

heals with time.

vii) Mastic asphalt can be prepared with ller

quantity of 20-30% whereas IRC/MoRTH

recommended the use of 30-50% of ller with

harder grades of bitumen.

REFERENCES

Arya, I.R., and Goel, D.C. (1996). “Design and construction of

mastic asphalt for bridge deck.” J. Indian Highway, 24, 15-25.

Azadani, M.N. (1997). “Evaluation of mastic asphalt concrete as

a wearing course.” Ph.D. Thesis, Dept. of Civil Engg., University

of Roorkee, Roorkee, 58-92.

Chandra Nikesh (2008). “Laboratory study of low cost bituminous

wearing courses.” M.Tech. Dissertation, Dept. of Civil Engg.,

Indian Institute of Technology, Roorkee, 45-83.

IRC:107-1992, “Tentative Specications for Bitumen mastic

wearing courses.” Indian Roads Congress, New Delhi.

IS: 1195-1978, “Specication for bitumen mastic for ooring.”

Bureau of Indian Standards, New Delhi.

Partl, M.N., Vinson, T.S., Hicks, R.G. (1994). “Mechanical

properties of stone mastic asphalt infrastructure: new materials

and methods of repair.” Material Conf. 804 , ASCE, 849-858.

Rajbongshi Pabitra (2001). “Investigation on mastic asphalt using

soft bitumen with rubber.” M.E. Dissertation, Dept. of Civil Engg.,

University of Roorkee, Roorkee, 1-46.

Road Research Laboratory (RRL). “Bituminous Materials in Road

Construction.” Ministry of Transport, HMSO, London, 1962.

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A STUDY ON EVALUATION OF STRESS BEHAVIOR OF

RIGID PAVEMENT BY CONCEPT SHELL SYSTEM

TAPAS K UMAR R OY* AND R ATHIN GHOSHAL**

* Assistant Professor (Sr. Grade), Dept. of Civil Engineering, BESU, Shibpur, E-mail: [email protected]

** Project Manager, Consulting Engineering Services (I) Pvt. Ltd., Kolkata

ABSTRACT

Now-a-days the use of rigid pavement has been encouraged by

various agencies throughout the world due to its sustainability, low

life cycle cost, environmental friendly nature etc. Conventionally

such pavement is designed by considering a plate resting on

elastic foundation. However, development of stresses in the plate

is much higher compared to that of shell due to application of

load on top of both the structures. So, the idea to study the nature

of stress occurring in a concrete pavement in the shape of a shell

has been taken in this investigation. This study has been done

with preparation of model with different radius of curvature and

the stress generated is analysed with simplest form of loading to

establish the nature of stress behavior variations with change ofradius of curvature. The analysis have been done by using “nite

element” software and presented in the paper.

1 BACKGROUND

When a beam is employed to transfer a load across

a gap, it does so by developing bending stress. Here

the material of the beam is stressed to its maximum

useful limit only at the top and bottom surfaces and

in most part of its section, the material remains under-

stressed. Thus the local efciency of the beam is onlyfar below 100% for most part of its section.

If a system of beam put side by side to cover a space

is compared with a at slab, it will be seen that a

slab is more efcient than the beams because its two-

dimensional behavior introduces transverse moment

and twisting. Hence a large portion of the slab comes

into action to support a concentrated load. Further,

the at slab deects its middle surface and acts as a

membrane to resist deection under concentrated

load.A cable supported between two points and carrying

given load is subjected to tensile stresses, which

will be uniform on the entire section. Thus the local

efciency is nearly 100%.

Further, in every thin slab, the membrane action

increases and the bending stress become less

prominent. But as a cable cannot carry loads unless

it is having suitable sag, so a slab must be given a

sag or shape to support loads by membrane stresses

alone. The membrane in that case will develop axial

tensile stresses along its curve. If the membrane curve

is inverted, the stresses will be equal in magnitude but

compressive.

Presently, the rigid pavement is designed as a thin

plate resting on elastic foundation. The shape of the

pavement in cross section is considered as a horizontal

rigid plate, which remains plain after bending. For

this bending stress, the slab thickness becomes higher.

On the other hand due to curved shape of the thin

slab, only the membrane stress becomes prominent

compared to that of bending stress. In view of this the

stress behavior of the pavement designed in a shape of

shell has been explored in this study.

2 REVIEW OF LITERATURE

Large number of investigators made their investigations

on different properties e.g. structural response,

abrasion resistance, stress-strain, green strength and

consolidatability, load transfer characteristics of

plain jointed as well as reinforced concrete pavement

[Darestani et al. (2007); Ghafoori and Tays (2007);

Francesco et al. (2008); Thomas et al. (2010); Roy

Maitra et al. (2010)]. Further some researchers studied

the performance of rigid pavement by mixing some

alternative materials [Kumar et al. (2007); Tao et al.

(2008); Issa et al. (2008)]. All the analysis performed

by assuming the pavement structure as a plate. But,

such analysis by changing the basic shape of concrete

pavement in the form of a shell type structure has not

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been undertaken yet. The present study is therefore an

effort with such an idea of shell type for the design of

concrete pavement.

3 OBJECTIVES

The objectives of the study are summarized as under:

• To investigate the stresses in concrete pavement

in a shape of a shell due to application of load

resting on an elastic foundation.

• To compare the developed stresses between plate

and shells.

4 METHODOLOGY

4.1 The Concept

In Fig.1, a conventional a single-lane pavement of

3.5 m width with a 3.5% camber practically feasible

maximum value over a single lane road has been

shown. It is observed from the gure that, for such

specied camber, the road center remains 61.25 mm

above the two edges on either side. Now, if a circle

is drawn through two edge points and the center, a

25 m radius is obtained. This circular top surface can

be used as pavement surface behaves as a shell or archstructure effect on the pavement.

Fig. 1: A Single Lane Shell Shaped Pavement Cross-Section

Further, to study the effect of curvature, two more

such values have been considered as 8.8 m and

2.9 m besides 25.0 m in this study. These values have

been assumed approximately as one third and one-

ninth of 25.0 m. These analyses have been performed

by using STAAD ProV8i, a popular nite element

software (FES), to assess the stress generated in the

structures under consideration. The software models

have been prepared with the above curvature values

in a full width single lane road pavement along with plate models and applied load. Stress generated in

the top and bottom ber of the models is obtained

and compared to study the stress behavior of all the

models.

4.2 Assumptions

The following assumptions have been made to carry

out the analysis to achieve the objectives:

• M 40 concrete has been used.

• Analysis done with static wheel load with one

wheel placed on the slab at a time at centre or

corner or edge.

• Single lane pavement with a length of slab

along trafc ow assumed as 5 m.

• Only wheel load and no other stress generating

parameter have been used.

• Stresses due to temperature have not been

considered.

4.3 Support Conditions

All the models are supported on elastic sub-grade

foundations. Supports are only along global Y axis for

plates, whereas, beside support along Y axis, horizontal

(along X) support is also provided in shell models. The

pavement is expected to get this horizontal support

from the horizontal friction. Modulus of subgrade

reaction for the supporting medium is assumed

as 54.2MN/m3 (200 pci) for the analysis which is

approximately equivalent CBR of 10.

4.4 Loading

The loading is done in three patterns, near the corner,

in the interior of the slab at a considerable distance

from any edge, and near the edge far from any corner.

Details of loads are given as follows:

• Wheel Load: 44.5kN (10000lb)

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• Radius of wheel load area: 150 mm (6 in)

• Area of wheel load: 0.072966 sqm (0.785399

sft)

Fig. 2: Loading in the Interior of the SlabObtained from Model in STAAD

The load is imposed in the model with respect to

local co-ordinate system as per the requirement of the

software used. The entire section is divided in 100

equal divisions comprising small segments of area

0.175 sqm (0.35 m × 0.5 m).

5 RESULTS AND DISCUSSIONS

5.1 Variation of Stresses with Radius of

Curvature

Study has been done on the above concept with

the assumptions, support conditions and loading

mentioned earlier and the results are presented

graphically in the Fig. 3(a) and 3(b) by showing the

variation of stresses both at top and bottom ber of

the shell sections of varying thickness due to change

of radius of curvature.

Fig. 3(a) Evaluated Maximum Top Stresses for

Varying Shell Radius

Fig. 3(b) Evaluated Maximum Bottom Stresses for

Varying Shell Radius

Maximum stresses evaluated by FEM at top ber of

shell sections for varying thickness of slab shown in

Fig. 3 (a) indicated that the increment in the radius of

shell from 2.9 m to 8.8 m, the stress values increases

sharply and remain as 3.667 N/mm2, 2.576 N/mm2,

2.223 N/mm2, 2.141 N/mm2, 2.061 N/mm2, and

1.985 N/mm2 for the thickness of slab 50 mm,

70 mm, 80 mm, 85 mm, 90 mm and 95 mm respectively.

However further increment of radius, this values

increases at a slow rate and the developed stresses for

lower thickness have shown a higher value compared

to that of higher thickness for the same shell radius.

The development of stress at bottom ber of shell

section having various thickness as shown in Fig. 3(b)

also increases gradually with the increment of shellradius and shown by (-) sign as it is tension in nature.

5.2 Variation of Stresses in Plate and Shell of

Varying Thickness

Evaluation of stresses in shell for three different radii

and also in plate has been done for varying thickness

and results are given in the Table 1and also graphically

shown in the Fig. 4(a) and 4(b).

From the graphical representation shown in Fig. 4(a),

it is observed that due to decrease in thickness of thesection of all models obviously increases the amount

of stress gradually in the top ber of all sections. This

may be occurred due to section modulus and strength.

However, the developed stress at the top ber of the

section of shell having radius of curvature (R) 2.9 m

is considerably lower than that of plate as well as all

other R-value of shell sections for all the thickness

considered in the observations. Similarly observations

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are made in Fig. 4(b) for the stress developed in the

bottom ber of all the sections of the model with

opposite phenomenon.

Table 1: Stresses Developed in Shell Sections of

Varying Radius and Plate Section

Stress

(N/mm2)

Thickness (mm)

95 90 85 80 70 50

PlateTop 1.906 1.984 2.066 2.202 2.647 3.795

Bottom -1.906 -1.984 -2.066 -2.202 -2.647 -3.795

Shell

2.9

Top 1.69 1.749 1.812 1.877 2.017 2.614

Bottom -1.648 -1.75 -1.862 0.446 -2.264 -2.984

Shell

8.8

Top 1.985 2.061 2.141 2.223 2.576 3.667

Bottom -1.724 -1.802 -1.948 -2.134 -2.573 -3.713

Shell

25

Top 1.948 2.026 2.107 2.2 2.643 3.78

Bottom -1.851 -1.929 -2.011 -2.193 -2.639 -3.792

To have a clear idea about the amount of stress being

reduced by shell effect compare to that generated in

plate, results are presented in the Table 2. This value

is basically presenting (Absolute value of stress

generated in shell of certain thickness – Absolute

value of stress generated in a plate of same thickness).

(+) value indicates the stress generated in shell is

less by that amount compared to a plate and (-) value

indicates stress generated in shell is more.

Fig. 4(a) Evaluated Stresses in top of Plate & Shell

for Various Thickness

Fig. 4(b) Evaluated Stresses in Bottom of Plate &Shell for Various Thicknesses

Table 2: Net Stresses Developed in Shell Sections of

Varying Radius Compared to that of Plate Section

Thickness (mm) 95 90 85 80 70 50

Stress

Shell

2.9 (N/

mm2)

Top 0.216 0.235 0.254 0.325 0.63 1.181

Bottom 0.258 0.234 0.204 0.218 0.383 0.811

Stress

Shell8.8 (N/

mm2)

Top -0.079 -0.077 -0.075 -0.021 0.071 0.128

Bottom 0.182 0.182 0.118 0.068 0.074 0.082

Stress

Shell

25 (N/

mm2)

Top -0.042 -0.042 -0.041 0.002 0.004 0.015

Bottom 0.055 0.055 0.055 0.009 0.008 0.003

It is observed from the Table 2 that stress reduction is

occurred by a considerable amount in the bottom ber

of shell section of all the varying radius compared

to that of plate section. Ultimately this is the gainin stress of shell section compared to the plate and

such gain increases with the decrease in thickness

of the shell section and maximum gain is achieved

for the shell section having radius 2.9 m. However,

with the increasing radius, this gain decreases with

the decrease of thickness of the shell section. This is

perhaps due to membrane action becomes prominent

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with lesser thickness. As the stresses in bottom ber is

tension in nature and shall rule the design thickness,

this gain can be treated as a signicant one. Top stress

also shows a gain for R=2.9, but for other increasing

R-values of shell sections, showing a loss for higher

thicknesses.

6 CONCLUSIONS

Analysis of rigid pavement by using the concept of

shell section compared to the plate section indicated

a reduction in stresses due to application of load. This

may be achieved due to membrane action of the shell

structure. Further the gradual reduction of stresses is

observed in the bottom ber of shell section decreases

with the decreasing radius of curvature of the same,

which governs the design thickness of the rigid

pavement and ultimately reduces the construction cost

by reducing the thickness of the same.

REFERENCES

1. Darestani, M. Y., Thambiratnam, D. P., Nataatmadja, A.

and Baweja, D. (2007) “Structural Response of Concrete

Pavements under Moving Truck Loads” , Journal ofTransportation Engineering, ASCE, Volume 133, No.12,

pp. 670-676

2. Francesco, B., Lidia, R., Giuseppe, S., and Swamy, R. N.

(2008) “Stress-Strain Behavior of Steel Fiber-Reinforced

Concrete in Compression”, Journal of Materials in Civil

Engineering, ASCE, Volume 20, No.3, pp. 255-263.

3. Ghafoori, N. and Tays, M.W. (2007) “Abrasion Resistance

of Early-Opening-to-Trafc Portland Cement Concrete

Pavements”, Journal of Materials in Civil Engineering,

ASCE, Volume 19, No.11, pp. 925-935.

4. Issa, M. A., Alhassan, M. A. and Shabila, H. (2008)

“High-Performance Plain and Fibrous Latex-Modied

and Microsilica Concrete Overlays”, Journal of Materials

in Civil Engineering, ASCE, Volume 20, No.12, pp. 742-

753.

5. Kumar, B., Tike, G. K. and Nanda, P. K. (2007) “Evaluation

of Properties of High-Volume Fly-Ash Concrete for

Pavements”, Journal of Materials in Civil Engineering,

ASCE, Volume 19, No.10, pp. 906-911

6. Roy Maitra, S., Reddy, K. S., and Ramachandra, L. S.

(2010) “Load Transfer Characteristics of Aggregate

Interlocking in Concrete Pavement” Journal of

Transportation Engineering, ASCE, Volume 136, No.3,

pp.190-195.

7. Tao, M., Zhang, Z. and Zhong Wu. (2008) “Simple

Procedure to Assess Performance and Cost Benets of

Using Recycled Materials in Pavement Construction”,

Journal of Materials in Civil Engineering, ASCE, Volume

20, No.11, pp. 718-725.

8. Thomas, V., Jean-Juste, M., Wang, K., and Shah, S.P.

(2010) “Using Fly Ash, Clay, and Fibers for Simultaneous

Improvement of Concrete Green Strength and

Consolidatability for Slip-Form Pavement”, Journal of

Materials in Civil Engineering, ASCE, Volume 20, No.2,

pp.196-206.

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on the basis of false/wrong tilt may even cause

increase in tilt, which will create a misguidance

at site.

2.1 Method of Measurement for Tilt Tilt is measured at a specic gauge mark on the

well (on outer surface of the steining).

Fig. 1: Sectional View Along U/S – D/S

U/S & D/S denotes ‘Up Stream’ and ‘Down

Stream’ respectively.

L/S & R/S denotes ‘Left Side’ and ‘Right Side’

respectively.

Tilt of the well, as shown in Fig. 1, is ED in AE

length of the well.

(measured on gauge marks at AB plane)

Or, in the other way, tilt of the well is ED’ in A’E

length of the well.

(considered full length of the well on the basis

of A’B’ plane)

So, Tilt = 1 in (AE/ED)

OR 1 in (A’E/ED’)

AE is well length known from gauge mark.

(assumed as 25m)

Considered AA’ distance = 2 mSo, total well length

= 25 m + 2 m = 27 m

ED is shift at base due to tilt, for well length of

25m

Similarly ED’ is shift at base due to tilt, for well

length of 27m

Δ ADE & Δ A’CB’ are similar.

So, AE/ED will be equivalent to A’B’/A’C.

A’B’ = Outer dia (OD) of the well

A’C = Level difference at gauge mark.

So, Tilt can be measured as:

1 in A’B’/A’C (= 1 in AE/ED)

For example:

If the level difference at the particular gauge mark is

400 mm along U/S – D/S and OD of the well is

8000 mm, the ‘Tilt’ is 1 in 8000/400 on U/S – D/S

axis.i.e., 1 in 20.

So, ED = 25000/20 = 1250 mm

ED’ = Shift due to tilt (for the well of length of 27 m)

= (27x1250)/25 =1350 mm

Or, 27000/20 = 1350 mm

At site, for ‘Tilt’, level differences on gauge marks at

a specic plane, are measured on both directions.

• Along U/S – D/S and• Along L/S – R/S

Thus the ‘Tilt’ can be calculated on both the directions

individually.

Example:

OD of Well = 8000 mm

Gauge marks considered at 25 m steining height

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Level difference along U/S – D/S = 400 mm (U/S is

up and D/S is down)

Level difference along L/S – R/S = 200 mm (L/S is up

and R/S is down)

So, Tilt along U/S – D/S

= 1 in (8000/400)

= 1 in 20 (Towards D/S)

Shift at base due to tilt (ref g-1)

= 27000/20 = 1350 mm .…………..(i)

(Considered length of the well from well top to base =

25m +2m = 27m)

Tilt along L/S – R/S= 1 in (8000/200)

= 1 in 40 (Towards R/S)

Shift at base due to tilt (ref g-1)

= 27000/40 = 675 mm …………..(ii)

(Considered length of the well from well top to base =

25 m +2 m = 27 m)

Resultant Tilt direction: Between D/S and R/S

More inclined towards D/S

2.2 Resultant Tilt

Either of the following two methods can be adopted

for calculating the Resultant Tilt and its direction

1st Method to nd out the Resultant Tilt:

The 1st method is based on the level differences along

the axes, but represented in horinzontal direction.

Fig. 2: Resultant Tilt

Refer Fig. 2.

Resultant tilt: (calculated level difference along

resultant direction )

= [(400)2

+ (200)2

]½

= 447.21 mmSo, Resultant Tilt = 1 in 8000/ 447.21 = 1 in 17.89

Resultant Tilt direction:

Between D/S and R/S

Tan θ = 200/400 =0.5

So, θ = 26.57°

Resultant Tilt direction shall be at an angle of 26.57°

from D/S axis.

2nd Method to nd out Resultant Tilt:

The 2nd method is based on the magnitudes of ‘shift

at base due to Tilt’ along the axes. Refer equations (i)

and (ii).

Fig. 3: Resultant Tilt

Refer g-3.

Resultant Shift at base due to tilt

= [(1350)2 + (675)2] ½

= 1509.35 mm……………...…….(iii)

(Considered length of the well from well top to base =25 m +2 m = 27 m)

So,

Resultant Tilt = 1 in 27000/ 1509.35

= 1 in 17.89

(Resultant shift direction at base due to tilt is always

opposite to the resultant tilt direction)

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Resultant Tilt direction:

Between D/S and R/S

Tan θ = 675/1350 = 0.5

So, θ = 26.57°

Resultant Tilt direction shall be at an angle of 26.57°

from D/S axis.

It may be noted that the “Resultant Tilt” shall always

be more than the ‘Tilts’ on individual axis. This

“Resultant Tilt” shall also be more inclined towards

the higher tilt direction.

Allowable Resultant Tilt is 1 in 80.

3 SHIFT OF WELL

In general, lateral shift of well does not occur in

cohesive soil strata. Due to non-homogeneous character

of the soil and non-perfection in sinking procedure,

tilt may occur in cohesive soil. Rectication of the tilt

results in shift of the well.

But in non-cohesive soil, like in sandy strata, lateral

shift of the well may occur even without any tilt. In non-

cohesive soil, if sinking is not done very cautiously, at

the initial stage of sinking, while the well has not been

sunk for a considerable depth, tilt may occur very

easily, which ultimately during rectication, results to

shift of the well.

Shift may occur due to other reasons also.

• due to side earth pressure,

• due to underground water pressure etc.

Shift of a well is considered/measured as –

• Shift on top of the well and

• Shift at base due to tilt of the well and

• Finally combined shift at base of the well

3.1 Shift on Top of the Well

Shift on top of the well is basically combination of –

• Lateral shift of the well and

• Shift at top due to tilt of the well

‘Shift at well top due to tilt’ is not calculated separately.

When fulcrum of rotation of the well is at top axis, no

‘shift at well top due to tilt’ occurs.

When fulcrum of rotation of the well is below the topaxis, shift at top occurs due to tilt about that fulcrum.

But as the fulcrum axis/plane is very uncertain, owing

to soil characteristics, and as the fulcrum axis changes

due to depth of the sinking, the shift at well top due to

tilt, whenever occurs, is not calculated separately.

Shift at well top due to tilt, if any, shall be added to or

subtracted from the Lateral shift of the well based on

the directions of the shifts

The total/net/measured shift, being combined with

both ‘lateral shift’ and ‘shift at well top due to tilt’, isconsidered as “Shift on top of the well”.

3.1.1 Method of Measurement for Shift on Top of the

Well:

Shift of the centre co-ordinate of the well on top level

is measured and it should be recorded axis wise.

Shift of well centre on top may occur in any of the four

quadrants. We have taken only two cases (quadrants)

for sample calculation in the intention to clarify the

shift directions.

Case – 1:

When the resultant shift on well top is in the quadrant

between U/S & L/S

Fig. 4

Considered Shift on top of the well:

To U/S from centre = 2230 mm

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To L/S from centre = 870 mm

Resultant Shift in the quadrant between U/S & L/S

= [(2230)2 + (870)2] ½

= 2393.70 mm

Tan Ø = 870/2230 = 0.39

So, Ø = 21.31°

Case – 2:

When the resultant shift on well top is in the quadrant

between L/S & D/S

Fig. 5

Considered Shift on top of the well:

To D/S from centre = 2230 mm

To L/S from centre = 870 mm

Resultant Shift in the quadrant between D/S & L/S

= [(2230)2 + (870)2] ½

= 2393.70 mm

Tan Ø = 870/2230 = 0.39

So, Ø = 21.31°

3.2 Method of Measurement for Shift at Base Due

to Tilt of the Well

As the “Shift on top of the well” has been considered

to be combined with “Lateral shift” and “Shift of the

well on top due to tilt ”, the “Shift of the well at base

due to tilt ” shall be considered for the full length of

the well as shown in Fig. 6. No fulcrum effect shall be

considered to calculate the “Shift of the well at base

due to tilt ”.

This “Shift of the well at base due to tilt ” is just

opposite to the “tilt” direction. Fig. 3 may be referred

in this context. The axis wise magnitudes of the shifts

at base due to tilt are to be calculated as shown in

equation (i) and (ii).

Fig. 6: Shift at Base Due to Tilt

3.3 Combined Shift at Base

We have already calculated “shift at top” axis wise

(Fig. 4 & Fig. 5) and “shift at base due to tilt” axis

wise (Fig. 6). All calculations are based on the well

of full length.

Direction wise the shifts are to be added or subtracted

to get the combined shift at base. Refer Case-1 (Fig. 7)

and Case-2 (Fig. 8) below.

Case–1:

Fig. 7: Combined Shift at Base

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Refer Fig. 4 and Fig. 6

Combined shift at base towards U/S =

2230 mm + 1350 mm = 3580 mm

Combined shift at base towards L/S = 870 mm +675 mm = 1545 mm

Combined resultant shift at base between U/S & L/S

= 3899 mm

Angle of combined resultant shift with U/S towards

L/S

= tan –1 (1545/3580) = 23.34°

Case–2:

Fig. 8: Combined shift at base

Refer Fig. 5 and Fig. 6

Combined shift at base towards D/S = 2230 mm –

1350 mm = 880 mm

Combined shift at base towards L/S = 870 mm +

675 mm = 1545 mm

Combined resultant shift at base between D/S & L/S

= 1778 mm

Angle of combined resultant shift with D/S towards

L/S

= tan –1 (1545/880) = 60.34°

Similarly, “shift at top” and ”shift at base due to tilt”

may be in other quadrants of the well. The “combined

shift at base on axes” and the “resultant combined

shift” shall be in accordance with the system adopted

herein above under g-7 & g-8 against case-1 &

case-2 respectively.

In this context it may be noted that allowable Resultant

Combined Shift at well base is 150 mm.

4 SUMMARY OF CALCULATIONS FOR

‘TILT’ AND ‘SHIFT’

Tilt:

Level difference measured along

U/S – D/S = 400 mm

(U/S is up and D/S is down)

Level difference measured along

L/S – R/S = 200 mm

(L/S is up and R/S is down)

Resultant Tilt = 1 in 17.89Resultant Tilt direction:

At an angle of 26.57° from D/S axis towards R/S.

Shift:

Case – 1:

A. Shift on top of the well:

Shift measured on top of well along axes:

Towards U/S from centre = 2230 mm

Towards L/S from centre = 870 mm

Magnitude of Resultant Shift on top of well in

the quadrant between U/S & L/S

= 2393.70 mm

Direction of Resultant shift on top of the well:

At an angle of 21.31° from U/S axis towards

L/S.

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B. Shift at base due to tilt of the well (axis wise):



C. Combined resultant shift at base:

Combined resultant shift at base between U/S

& L/S = 3899 mm

Direction of combined resultant shift at base of

the well: At an angle of 23.34 o from U/S axis

towards L/S.

Case – 2:

A. Shift on top of the well:

Shift measured on top of well along axes:

Towards D/S from centre = 2230 mm


Magnitude of Resultant shift on top of well in

the quadrant between D/S & L/S

= 2393.70 mm

Direction of Resultant shift on top of the well:

At an angle of 21.31 o from D/S axis towards

L/S.

B. Shift at base due to tilt of the well (axis wise):



C. Combined resultant shift at base:

Combined resultant shift at base between D/S

& L/S = 1778 mm

Direction of combined resultant shift at base ofthe well: At an angle of 60.34 o from D/S axis

towards L/S.

5 CONCLUSION

Tilt is measured at gauge marks at a specic convenient

sectional plane of the well. Change of consideration

of this sectional plane visa vis-à-vis gauge mark

level, does not affect the magnitude of the measured

“tilt”. So, tilt can be measured on gauge marks at any

convenient sectional plane.

But, the magnitude of the “shift of the well at base

due to tilt” depends on the well length. For such

measurements of “shift at base due to tilt”, always

full length of the well (cast length) is required to be

considered for calculations.

Tilt and shift of a well are required to be measured

at regular interval. After concreting of every lift of

steining, tilt and shift must be measured.

No dug-out material should be dumped close to thewell. Pressure of the dumped materials may cause tilt

to the well.

Immediately on occurrence of tilt to any well,

appropriate measures must be adopted to rectify the

same, otherwise tilt may increase.

It may be noted that rectication of tilt of a well is more

effective, only when the well is in dynamic condition.

In static condition rectication may take long time or

even it may not be rectied. In view of the same, wellin its nal stage, when balance sinking is considerably

less, rectication of tilt may be very difcult.

Generally major tilt and shift occurs to a well prior to

its 50% sinking. So, major rectication to the said tilt

and shift should be done during this 50% sinking only.

Generally rectication of any tilt and shift of a well is

very difcult after the well is sunk 75%.

REFERENCES

1. IRC:78-2000 Standard Specications and Code

of Practice for Road Bridges – Sec.

vii – Foundations and Substructures

(Second Revision)

2. MoRT&H– 2001 Ministry of Road Transport &

Highways. Specications for Road and

Bridge Works (Fourth Edition – 2001).

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CAPACITY AUGMENTATION OF NATIONAL HIGHWAYS

K.B. LAL SINGAL*

* Engineer in Chief (Retd.) B&R, Haryana, PWD, Past Vice President, IRC, E-mail: [email protected]

1 INTRODUCTON

Transportation system is the backbone of economy

of any country. Our country has a vast network of

roads. It is still inadequate to cope with the present

and future requirements on account of increasing

demand of road users. All villages with population

more than 1500 are yet to be connected with black top

roads. Existing road net work is also not being used to

its fullest capacity due to many factors such as poor

maintenance of highways, inadequate shoulder widths,

lane deciencies, poor geometrics, missing bridges,

inadequate carriageway width, narrow bridges, poorly

designed intersections, speed of vehicles and type of

trafc. The present net work of roads as per MORTH

Annual Report 2012-2013 taken from web site is:

National Highways/Expressways 79116 km

State Highways 1,55,716 km

Major District Roads, 44,55,010

Vilage and Other Roads

Total Length 46,89,842 km

National Highways are less than 2% of total road

network but carry 40% of total trafc. Only 2 to 3% of

National Highway Network is four laned and 15% is

single laned. Balance is either intermediate (5.5 meter)

or two lanes. Most of the existing bridges are narrow.

Most of the State Highways are either single lane or

intermediate lane except a few where these are two

lanes. Major district roads are mostly intermediate

lane. Village and other roads are single lane. Major

bridges on rivers are almost missing across these

roads. The fact remains that the existing road network

is not being used to its fullest capacity on account of

many factors being dealt with in subsequent para’s.

2 CAPACITY OF HIGHWAY

This paper intends to suggest various measures for

augmenting the capacity of National Highway system.

Before this one must understand the term capacity of

a highway because it depends on many factors such

as volume of trafc, composition of trafc, speed

of various vehicles, size of various vehicles, type of

road and gradient of road. Capacity refers to trafc

volume, which can pass a given point in a day at a

specied speed. The unit of capacity, and trafc

volume is the same. It is measured in number of

vehicles per day and then converted into passenger

car units by multiplying with vehicle damage factors

depending on the type of vehicle: The VDF (Vehicle

Damage Fac

july 2013 woa

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