Indian Highway March 2016

Indian Roads Congress
Founded : December 1934
Volume 44
Number 3 March 2016
Contents
Page
From the Editors Desk - Enactment of National Policy
on use of Ayurveda, An Alternative to use of Substance
(Alcohal & Drugs), Leech (Alcohal) & Termite (Drugs)
to The Society
6
From the Presidents Desk - Road Map for Capacity

Building for Road Development In ner and Disturbed

Areas
7-8
Important Announcement - New Membership Fee/Form
9
An Attempt to Pay Tribute to An Outstanding and

Committed Dr. L.R. Kadiyali, An Intellectual of Rarest

Caliber
Advertisements
ICT Pvt. Ltd.
- Inside Front Cover
Sachi Geosynthetics Pvt. Ltd.
- Inside Back Cover
Rodic Consultants Pvt. Ltd.
- Outside Back Cover
10
Strata Geosystems (India) Pvt. Ltd.
18
TechFab India Industries Ltd.
24
Auto Mark Industries (India) Ltd.
36
Arun Soil Lab Pvt. Ltd.
49
Redecon (India) Pvt. Ltd.
53
Jalnidhi Bitumen Specialities Pvt. Ltd.
54
Tender Notice, MORTH, New Delhi
55
56
Spectrum Chemicals
57
58
Casta Engineers Pvt. Ltd.
58
Ooms Polymer Modified Bitumen Pvt. Ltd.
59
60-62 Errata to IRC:6-2014
63
64
Sparsh Engineering Company (P) Ltd.
64
Keshav Industries
65
66
67
Hincol
68
Kraton Polymers
4-5
Satellite Office:
Jamnagar House, Shahjahan Road,
New Delhi - 110 011
Sectt. : (11) 2338 7759, 2338 4543
Fax : +91 (11) 2338 1649,
E-mail: secygen.irc@gov.in, publication.irc@gov.in
Page
11
19
25
Technical Papers
Design and Construction of A Sustainable Composite
Pavement
S.S Porwal
Satander Kumar
An Evaluation of Industrial Waste Materials (Zinc and
Mild Steel) for Sustainable Road Construction - A Case
Study
P.P. Shijith
S.N. Sachdeva
B.G. Sreedevi
A Study on Performance of Bituminous Mixes Using
Falling Weight Deflectometer (FWD)
Praveen Kumar
37
ISSN 0376-7256
G.D. Ransinchung R.N.
Mayank Mehta
Nikhil Saboo
Effect of Surface Texture of Bituminous and Cement
Concrete Surfacing on Skid Resistance Case Study
Sudesh Kumar
R.K. Srivastava
Atar Singh
Athem Gowtham
50-52 MoRT&H Circulars
Headquarter:
Kama Koti Marg, Sector 6, R.K. Puram
New Delhi - 110 022
Tel : Secretary General : +91 (11) 2618 5303
Sectt. : (11) 2617 1548
Fax : +91 (11) 2618 3669
E-mail: secygen.irc@gov.in
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
Edited and Published by Shri S.S. Nahar on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the contents
and the opinions expressed in Indian Highways is exclusively of the author/s concerned. IRC and the Editor disclaim responsibility and
liability for any statement or opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in
the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
From the Editors Desk

ENACTMENT OF NATIONAL POLICY ON USE OF AYURVEDA, AN ALTERNATIVE
TO USE OF SUBSTANCE (ALCOHAL & DRUGS), LEECH (ALCOHAL) &
TERMITE (DRUGS) TO THE SOCIETY
S.S. Nahar
Dear Stakeholders,
world-wide. The prevalence of drugs and alcohol
Geographically, India is located close to the major and its role in rural accidents have been the objects
poppy growing areas of the World, with Golden of research. The study carried out in Postgraduate
Crescent on the North-West and Golden Institute of Medical Education and Research,
Triangle on the North-East. These make India Chandigarh has shown that majority of injured
vulnerable to drug abuse, particularly, in poppy drivers were motor-cyclists, who had not worn
growing areas and along the transit/trafficking helmets and mostly were in early thirties. Over all
routes having target groups such as commercial sex 54% of injured drivers were positive for alcohol
workers, transportation workers and street children and/or drug use. Under Motor Vehicle Act, 1988,
and in the North-Eastern States/border areas the traffic regulatory authorities are penalizing the
and Opium growing regions of the Country. The drunk drivers by the way of roadside breath alcohol
problem is acute in the State of Punjab in North- testing with no protocols for drug screening.
West and Manipur in North-East.
It is inevitable to save avoidable and
The vulnerability of the modern society plays a unaffordable socio-economic loss caused due
catalytic role in promoting the consumption of to road accidents out of which nearly 40% of
substances. The fast changing social milieu is fatal road accidents occur under the influence
mainly contributing to the proliferation of drug of intoxication/tobacco and consumption of
abuse. The problem of alcoholism and drug abuse
alcohol whereas 2/3rd of these casualties occur in
is a social malaise and warranted to be dealt
the age less than 40 years. It is, therefore, warranted
holistically by targeting all spheres of human
to support:
activity.
Under the welfare approach whereas the supply (i) the judgement of Honble High Court of
Punjab and Haryana at Chandigarh in its
reduction is under the purview of the enforcement
Order dated 18th March, 2014 in the matter of
agencies with the Department of Revenue as the
CWP (PIL) No.25777 of 2012 between
Nodal Agency, the demand reduction strategy is
Arrive SAFE Society of Chandigarh, a NGO
under the domain of Social Sector and the Union
and NHAI & others regarding removal of
Ministry of Social Justice & Empowerment.
Unauthorized Liquor Vendors (ULVs) along
Section-71 of the Narcotic Drugs and Psychotropic
NH-1 (Panipat Jalandhar Section), against
Substances Act, 1985 empower the Govt. to
establish centres for identification, treatment
which the appeals have since been filed by
of addicts and supply of narcotic drugs and
the States of Punjab and Haryana separately
psychotropic substances.
in the Honble Supreme Court of India vide
SLPs (C) No. 8267/2014 & 8971/2014
Alcohol and drug use have been identified
respectively.
as important risk factors of road accidents
INDIAN HIGHWAYS, March 2016
EDITORIAL
(ii) The judgement of Honble High Court of
Rajasthan at Jaipur in its Order dated
23rd March, 2015 in the matter of CWP (PIL)
No. 12547 of 2012 and CWP No.2047 of 2014
between Arrive SAFE Society of Chandigarh,
a NGO and Union of India & others regarding
location of Liquor Shops beyond a distance of
150 meter both sides from the center of
National and State Highways passing through
country (non-Urban) as well as Municipal
localities in reference to the Rajasthan
Excise Rules 1956 besides publicity and
advertisement of liquor/beer has been
completely prohibited for avoiding easy
availability and consumption being a matter of
serious public concern.
(iii) The judgement of Honble High Court of
Rajasthan at Jaipur in its Order dated
30th June, 2015 in the matter of CWP (PIL)
No. 4201 of 2015 between Arrive SAFE
Society of Chandigarh, a NGO and Union
of India & others regarding the mandatory
compliance to carry out the execution of the
directives of the Central Govt. which is based
on the recommendations (that the provision
of poppy straw to addicts was not a medical
necessity) of the expert committee comprised
of the Drugs Controller General of India; the
Narcotics Commissioner; Doctors from
AIIMS, Delhi; PGIMER, Chandigarh;
RMLH, Delhi; reps. of the State of UP, MP,
Rajasthan and Punjab constituted to
examine whether providing poppy straw to
addicts can be regarded as medical use in
terms of Section 8 of the Narcotic Drugs and
Psychotropic Substances Act, 1985. The
appeals have since been filed by the States
of Rajasthan and Madhya Pradesh separately
in the Honble Supreme Court of India vide
SLPs (C) No. 24900/2015 & 24901/2015
respectively.
Article 21 read with Article-47 (Under Part-IV

titled Directive Principles of State Policy) of
the Constitution of India which directs the State
to raise the level of nutrition and the standard of
living and to improve public health as among its
primary duties and in particular, to endeavour
to bring about prohibition of consumption
except for medicinal purposes of intoxicating
drinks and drugs, which are injurious to health
and as well as consistent with the Policy of
Central Government and its directions which are
binding on the State Government under Section
74A of the Narcotic Drugs and Psychotropic
Substances Act, 1985, besides in support of the
aforementioned judgements of Honble High Court
of Rajasthan and in confirmation to the Govt.
Policy on Make In India, a flagship program
of the Govt., it is indispensable to enact national
policy on use of ayurveda, an alternative to use
of substance (alcohal & drugs), leech (alcohal) &
termite (drugs) to the Society being a pragmatic
preventive measure rather than extant policy
approach of curative measure as win-win
strategy in replacement of State Excise Policies.
It is therefore proposed that the National Centre for
Drug Abuse Prevention (NC-DAP) under the aegis
of the National Institute of Social Defence, New
Delhi which is mandated as a Centre of Excellence
in collaboration with Patanjali Yogpeeth, a
flagship project of Yog Guru Baba Ramdev
and the sister NGOs/institutions of National/
International repute, like Nehru Yuva Kendra
Sangathan (NYKS); National Sample Survey
Organisation (NSSO); United Nations Office on
Drugs and Crime (UNODC) and International
Labour Organisation (ILO), may take the lead in
the mission to implement policy on use of Ayurveda
as an alternative to use of substance (alcohal &
drugs).

Sajjan Singh Nahar

Secretary General
E-mail: secygen.irc@gov.in
In larger public interest, and to save the citizens,

particularly, young persons, protecting their Place : New Delhi
fundamental right to health guaranteed under Dated : 23rd February, 2016
From the Presidents Desk

ROAD MAP FOR CAPACITY BUILDING FOR ROAD DEVELOPMENT
IN NER AND DISTURBED AREAS
Dear Friends,
The existing road network in many areas of our country is grossly inadequate keeping in view
our strategic infrastructural development requirements and also in disturbed areas due to Maoist
problems. It will take many more years, before the infrastructure in the North East is upgraded to
what is required. During natural disasters and operational emergency situations, road infrastructure
plays a vital role.
Infrastructure development of the Northeast can be regarded as one of those untouched issues which
have now come into the reckoning in a big way. Better connectivity, awareness through advertisements
and education has helped to improve the prior picture of these hinterlands. Every region of the
Northeast being so geographically diverse from the other, does throw up its set of unique problems
that needs immediate attention and change, to unleash the full potential. The efficiency level in
the business ground is surrounded by many issues that have become a matter of concern among
distributors and resellers of the region.
All stakeholders have to sit together and plan and execute time bound capacity building exercise on
the fast track methodology. At present, we have enough technical manpower but its distribution in
many organizations have disconnects leads to majority of such technical manpower either grossly
underemployed or overburdened. The LA, FC, Shifting of utilities, local law and order issues and
the specific local issues needs to be dealt on priority. There is no dearth of construction materials
but its control and regulation with local body, community and State Govt affects the timely required
quality. Limited working seasons is also a major issue, therefore, timely sanctions and decisions are
essential. The gap in required/available numbers of skilled manpower needs to be bridged on highest
priority.
All the issues and concerns for inadequate existing capacity and reasons for delay all are well known
to all us. All the stakeholders need to come together and thrash out these issues/concerns and resolve
these in order to increase the capacity.
Therefore, it is proposed that Govt. of India, State Govts., Local Regulatory Bodies, Revenue, Police,
PMF, Forest, Mining, Contractors, Vendors, Road User Engineers and all Engineering Govt./PSUs
come together with an appropriate institutional mechanism and well defined and executable working
methodology with continuous and timely monitoring by all the stakeholders.
A standing empowered Committee consisting of all stakeholders needs to be constituted in order to
develop the mutually acceptable institutional mechanism.
With Warm Regards,
Dated: 24.02. 2016

6
Yours sincerely,
Dr. S.S. Porwal, VSM
E-mail: ssporwal@yahoo.com

INDIAN ROADS CONGRESS
Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110022 (India)
Phone.: +91(11) 26171548/26185303 Fax: +91(11) 26183669,
E-mail: membership.irc@gov.in
APPLICATION FORM FOR LIFE/INDIVIDUAL ASSOCIATE/STUDENT MEMBERSHIP

1.
2.
3.
4.
5.
6.
7.
8.
9.
(TO BE FILLED IN CAPITAL LETTERS)
NAME:
NATIONALITY:
(Passport No. & Date of Issue, if Foreigner):
DATE OF BIRTH (attach matriculation certificate as proof):
QUALIFICATIONS:
DESIGNATION AND ORGANIZATION:
CONTACT (Mailing) ADDRESS:
(Postal with Pin Code):
Telephone with STD/Mobile:
E-mail:
BRIEF OF EXPERIENCE IN HIGHWAY
SECTOR (Period; Office/post held & Nature of duties performed)
PROFESSIONAL AREA OF SPECIAL INTEREST:
PAYMENT MODE FOR LIFE/INDIVIDUAL ASSOCIATE/STUDENT MEMBERSHIP FEE:
Through Non-Refundable Demand draft/cheque No._____________Dated______________

issued by__________________________drawn in favour of Secretary General, IRC payable at
New Delhi amounting Rs. __________________as Membership fee is enclosed
10.
I hereby request to become Life/Individual Associate/Student Membership (please tick ) of the
IRC and undertake to abide by the bye-laws of IRC and promote the objectives of the Society to
the best of my ability.
Date:
Signature
For Official Use
Receipt No:
Roll No:
Date:
Amt. Received:
Authorized Signatory of IRC
Guidelines for Life/Individual Associate/Student Membership & New Membership Fee Structure
(approved by the IRC Council in its 206th Meeting held at Srinagar, J&K on 25th/26th June, 2015)
For Life Membership: Graduate Engineer or equivalent (AMIE) or Diploma with 10 years experience
or engineers/scientists having experience in relevant field for more than 10 years.
2.
For Individual Associate Membership: All professionals other than eligible for Life Membership
3.
For Student Membership: Any engineering student.
4.
FEE (Inclusive of Service Tax) TO BE PAID ALONGWITH APPLICATION FORM:
India & SAARC Countries
*E-Life Membership
Rs5000/**Non E-Life Membership
Rs10000/- (upto age of 45 years)
Rs7500/- (above age of 45 years)
Foreign Countries
*E-Life Membership
US$ 150
**Non E-Life Membership
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Rs 500/- per annum
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For e-membership periodical materials and correspondence by e-mail only
**
For non e-membership periodical materials and correspondence by post
____________________________________________________________________________________
1.

INDIAN ROADS CONGRESS
Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110022 (India)
Phone.: +91(11) 26171548/26185303 Fax: +91(11) 26183669,
E-mail: membership.irc@gov.in
APPLICATION FORM FOR CORPORATE (ASSOCIATE) ANNUAL MEMBERSHIP

(FOR GOVT. DEPTTS., INSTITUTIONS, CORPORATIONS, COMPANIES, ETC. )
1.
2.
3.
4.
5.
6.
NAME OF ORGANISATION:
(TO BE FILLED IN CAPITAL LETTERS)
CORPORATE ADDRESS (Mailing) (ATTACH REGISTRATION OF THE ORGANIZATION):
(Postal with Pin Code):

Telephone with STD/Mobile:
Email:
Website:
NATURE OF ACTIVITIES (ATTACHED PROFILE OF THE ORGANIZATION):
Categories: (Tick whichever applicable) (a) Machinery (b) Instrumentation Material
Testing & Others (c) Cement/Concrete/Chemicals (d) Consultant (e) Contractor (f)
Asphalt/Bitumen/Material etc. (g) Any other relevant category
ANNUAL TURNOVER (ATTACH DULY AUDITED BALANCE SHEET FOR THE PRECEDING
THREE YEARS)
BRIEF OF EXPERIENCE IN HIGHWAY/ROAD TRANSPORTATION SECTOR:

(Period & Nature of activities performed)
PAYMENT MODE FOR CORPORATE MEMBERSHIP FEE:
Through Non-Refundable Demand draft/cheque No._____________Dated______________

issued by__________________________drawn in favour of Secretary General, IRC payable at
New Delhi amounting Rs. __________________as Annual Corporate Membership fee is enclosed
7.
FOR THE REPRESENTATIVE/NOMINEE:
(i)
Name
(ii)
Designation
(iii)
Qualification
(iv)
Contact No. (Mobile/Email)
8.
I (authorized representative) hereby request for Corporate (Associate) Membership of the IRC for
the __________(Name of Organization) and undertake to abide by the bye-laws of IRC and
promote the objectives of the Society to the best of our ability.
Date:
Authorized Signatory
For Official Use
Receipt No:
Roll No:
Date:
Amt. Received:
Authorized Signatory of IRC
New Fee Structure inclusive of Service Tax (approved by the IRC Council in its 206th Meeting held
at Srinagar, J&K on 25th/26th June, 2015) to be paid alongwith Application Form:
Corporate E-Membership (Annual)
Annual turnover upto Rs.5 Cr.
Rs. 21000/Annual turnover above Rs.5 Cr. and upto Rs.10 Cr.
Rs. 51000/Annual turnover above Rs.10 Cr. and upto Rs.25 Cr.
Rs. 100000/Annual turnover above Rs.25 Cr. and upto Rs.100 Cr
Rs. 500000/Annual turnover above Rs.100 Cr.
Rs. 1000000/US $ 350
Corporate E-Membership (Foreign Countries) (Annual)
OBITUARY
An Attempt to Pay Tribute to an Outstanding and Committed
Dr. L.R. Kadiyali, an Intellectual of Rarest Caliber
Dr. L.R. Kadiyali

With heavy heart it is regretfully informed that our illustrious Stalwart Dr. Laxmipathy Rambhat
Kadiyali, Proprietor, Dr. L.R. Kadiyali & Associates, New Delhi has left for his heavenly abode on
17th February, 2016 at his residence in New Delhi. He graduated in Civil Engineering in 1953 from
University of Bombay standing first and obtaining two Gold Medals, the James Berkley Gold Medal
and G.D. Daftary Gold Medal. Dr. Kadiyali joined the then Ministry of Transport as Assistant
Executive Engineer in 1957 through Combined Engineering Services Examination conducted by
UPSC. After serving the MoT in different capacities, he rose to the rank of Chief Engineer before
taking voluntary retirement in 1986. He also served the IRC as Deputy Secretary for over 3 years.
Dr. Kadiyali obtained his post-graduate degree in Highway and Traffic Engineering from the University
of New Castle-Upon-Tyne (UK) and Doctorate from N.I.T. Warangal in the year 1986. During his 60
years of professional career, he enlightened battery of engineers through number of technical publications,
lectures, workshops in India and abroad. He had number of professional affiliations and awards in his credit
including:
Emirate Member, IRC Governing Body for over two decades in various capacities.
Fellow, Chartered Institute of Transport, U.K.
Study Director for the World Bank Funded Project known as the Road User Cost Study.
Team Leader for the ADB funded Research project on Updating Road User Cost Study.
Chief Architect of the Lucknow Road Development Plan (1981-2001)
Four times awarded IRC Medal instituted for the best paper presented and discussed in the IRC Annual
Sessions.
The recipient of IRC Mitchell Award instituted for exceptionally high merits for his literature work on
Road User Cost Study in India in 1985.
Contributed outstandingly as convener/member in framing over 50 IRC publications including MoRTH
Specifications for Roads and Bridges; Operations Manual for Rural Roads for the PMGSY program,
Codes/Specifications on Road Safety, Rigid Pavement and Transport Planning etc.
Executed number of National Highway Improvement projects as Team Leader.
Pioneer in advocating Cement Concrete Roads as preferred choice over Bituminous Roads.
Awarded Life-Time Achievement Award by Indian Concrete Institute in 2011.
Alumni Professional Achievement Award, 2015, by NIT, Warangal.
Life Time Achievement Award by Association of Consulting Civil Engineers, Mangalore, 2015.
Awarded Life-Time Achievement Award by IRC in December, 2015 in recognition of his
outstanding contribution to the Highway Profession.
Dr. L.R. Kadiyali has authored a number of Papers and Books. IRC fraternity expresses heartfelt condolences
to his family members. May his soul rest in peace.
10
Design and Construction of a Sustainable Composite Pavement

S.S Porwal* & Satander Kumar**
ABSTRACT
Many agencies today are faced with the challenge of being sustainable by using recycled materials and limited source
of quality aggregates.
Thus pavements that combine new asphalt over concrete, and/or 2 lift concrete generally have a long service life with
excellent surface characteristics, structural capacity and the ability to be rapidly renewed. However, the majority of
roads containing these composite pavements resulted from maintenance and rehabilitation activities. Only few roads are
intentionally designed to utilize composite pavements because reliable guidance for designing and using these materials
has been lacking. There is a need to develop, design and construction methodology of the composite pavements which
are sustainable. In BRO from 1999 to 2001 some work including field trials were carried out by both the authors on
very small stretches in order to understand its behavior. The new innovative and out of box ideas needs to be tried out
in present scenario.
INTRODUCTION
Composite pavements are by no

means a recent development.
They have been constructed
since the 1950s using a
cementitious base with an HMA
wearing surface by various
national, state/provincial, and
local highway agencies with low
noise. A structure comprising of
multiple, structurally significant,
layers of different, sometimes
heterogeneous
composition
is considered as composite
pavement, but two layers or
more must employ dissimilar,
manufactured binding agents.
As per SHRP2s, New Composite
Pavement
Systems
(R21,)
provides detailed, performance
data on existing composite,
pavement systems, and offers,
step-by-step guidance on two
promising types of composite
pavements, (Hot-Mix Asphalt
(HMA) over Portland Cement
Concrete (PCC) and PCC, over
PCC [constructed wet on wet])

using procedures consistent
with the, Mechanistic-Empirical
Pavement
Design
Guide
(MEPDG).
Alternatively,
composite
pavements
consist
of
a
relatively thin functional top
layer of high quality asphalt
or concrete bonded to a lower
layer of concrete materials.
These composite pavements
have generally provided long
structural lives through design
aimed at exceptionally low
concrete fatigue damage but
also
with
good
surface
characteristics
(smoothness,
low noise, and high friction).
The surface layer can consist
of a variety of asphalt bound
materials including Hot Mixed
Asphalt (HMA), stone matrix
asphalt (SMA), or rubberasphalt porous friction courses.
The surface characteristics of
the top layer can be rapidly
renewed as needed with no

structural repairs required to the
lower layer.
The lower layer is typically a
sustainable yet structurally
sound
Portland
Cement
Concrete (PCC) layer that
utilizes recycled and/or lower
cost locally available materials,
thus reducing the need to haul
aggregates
and
pavement
materials over long distances.
As per Highway Design Manual
DOT USA under topic 641, the
types of Composite Pavement
are
i) Asphalt Over Concrete as
Composite Pavement
This configuration consists of
an asphalt layer over concrete
surface layer (typically jointed
plain concrete pavement or
continuous reinforced concrete
pavement) where the asphalt
layer is used to protect or
enhance the performance of the
* CE R & D (BRO) Estt. C/O 99APO Pin 931723 & President, IRC
** Consultant D 24, Amar Colony, Lajpat Nagar IV, New Delhi, E-mail: satander50@yahoo.co.in
11
TECHNICAL PAPERS
concrete pavement. (Asphalt

layers over lean concrete
base or cement treated base
are considered to be flexible
pavements for the purposes of
this manual.)
The function of the asphalt
layer is to act as a thermal and
moisture blanket to reduce the
vertical temperature and moisture
gradient within the concrete
surface layer and decrease
the deformation (curling and
warping) of concrete slabs. In
addition, the asphalt layer acts
as a wearing course to reduce
wearing effect of wheel loads
on the concrete surface layer.
Asphalt over concrete composite
pavements are found most often
on older pavements that have
had asphalt overlay such as
hot mix asphalt, open graded
friction course, or rubberized
hot mix asphalt, placed over
previously built Jointed Plain
Concrete Pavement (JPCP)
or Continuously Reinforced
Concrete Pavement (CRCP)
New or Reconstructed composite
pavements with asphalt layer
over JPCP or CRCP typically
have not been built in the past
on State highways because
they have been viewed as
combining the disadvantages of
rigid pavements (higher initial
cost) and flexible pavements
(more frequent maintenance).
Thin flexible layers (i.e.
sacrificial wearing course) have
sometimes been placed over
JPCP or CRCP to improve ride
12
quality or friction of the rigid

layer. Because ride quality and
friction can also be improved by
grooving or diamond grinding
the existing concrete layer, the
Engineer should perform a Life
Cycle Cost Analysis (LCCA)
to determine if diamond
grinding/grooving or an asphalt
nonstructural overlay is more
cost effective before deciding
which option to select. Some
cases in which the asphalt over
concrete composite pavement
option is used include:
To match the existing
pavement structure when
widening;
When adding truck lanes
to an adjacent flexible
pavement;
To provide a nonstructural
surface course to an
existing rigid pavement
that is still structurally
sound but is worn out on
the surface.
Flexible layers placed over
rigid surface layers need to be
engineered and use materials that
will meet the requirements of
reflective cracking , smoothness,
and bonding.
ii) Concrete Over Asphalt
Composite Pavement
Because of the minimum
200 mm thickness requirements
for concrete surface course, all
pavements with concrete surface
course are engineered according
to the standards and procedures
for rigid pavements.
Performance Factors:
As per IRC:SP-76, laying
of cement concrete over
flexible may also be called
composite pavement as per the
definition proposed. Following
specifications on composite
pavements are being adopted
globally:
i) STM D4695 - 03 (2015)
Standard Guide for General
Pavement
(Composite
(AC/PCC)
pavements)
Deflection Measurements.
ii) SHRP-2
Solution:
Guidance
and
Tools
Support Wider Use of
Composite Paving System
Construction.
iii) IRC:58-2015 Guidelines
for the Design of Plain
Jointed Rigid Pavements
for Highways (Fourth
Revision) (CD).
iv) IRC:SP:76-2015 Guidelines for Conventional and
Thin Whitetopping (First
Revision).
v) IRC:SP:17-1977 Recommendations About Overlays on Cement Concrete
Pavements( under revision
by H-3 Committee of IRC).
vi) Design Manual for Roads
and Bridges, 26/6 Ireland
2006.
2
ADVANTGES OF
COMPOSITE PAVEMENTS
Composite
pavements
are
sustainable pavement with
following added advantages:
1. Utilize recycled materials in
the lower layer.
TECHNICAL PAPERS
2. Make use of locally

available materials,
3. Allow for design of the
lower PCC layer with lower
cement content and higher
amounts mineral admixtures.
4. Durability of the aggregates in the lower PCC
layer is less of an issue as
compared to a conventional
PCC pavement because the
ride quality is determined
by the quality of the surface
layer.
5. Are designed to have a
longer-lasting
structural
capability than conventional
pavements, thus minimizing
the lane closures and
environmental impact of
repeated reconstruction.
6. Can be rapidly renewed by
milling and replacing the
surface layer resulting in
less traffic disruption and
congestion.
7. When an existing PCC
or HMA overlay of PCC
exists that requires lane
addition,
a
composite
pavement structure as
shown in Fig. 1) can be
designed easily.
3
following design as shown

in Table 1 and in some other
country, general design is shown

in Fig. 2.
Fig. 1 Typical X Section of Composite Pavement

(Final Contract Report VTRC 09-Cr2)
Table 1 Typical Properties of Rigid Bases Used in Spain
Source: Final Contract Report VTRC 09-Cr2.
DESIGN OF COMPOSITE
PAVEMENTS
For design of composite

pavement,
guidance
from
IRC:SP:76, IRC:SP:89, IRC:37,
IRC:115, IRC:58, IRC:117 may
be taken/For virgin composite
pavement Spain is using
Fig. 2 Comparison of all Designed Composite Pavement Structures
13
TECHNICAL PAPERS
The respective deflection after

loading occurring in different
composite
pavements
indicated in the Table 2.
are
Table 2 Maximum Deflection of Pavement Surface with

Different Base Layer
COMPARTIVE
TECHNOECONOMICs: BEHAVIOUR
OF TRADITIONAL PAVEMENT AND COMPOSITE
PAVEMENTS
Composite pavements, when

compared to traditional flexible
or rigid pavements, have the
potential to become a cost
effective alternative because
they may provide better levels
of
performance,
both
structurally and functionally,
than the traditional flexible
and rigid pavement designs.
Therefore, they can be viable
options for high volume traffic
corridors. Countries, such as the
U.K. and Spain, which have used
composite pavement systems in
their main road networks, have
reported positive experiences
in terms of functional and
structural performance.
Composite pavement structures
can provide long-life pavements
that offer good serviceability
levels and rapid, cost-effective
maintenance operations, which
are highly desired, especially
for high-volume, high-priority
corridors. Composite pavements
14
mitigate various structural and

functional problems that typical
flexible or rigid pavements
tend to present, such as HotMix Asphalt (HMA) fatigue
cracking, subgrade rutting,
Portland Cement Concrete
(PCC) erosion, and PCC loss of
friction, among others. At the
same time, though, composite
systems are potentially more
disposed to other distresses,
such as reflective cracking and
rutting within the HMA layer.
Premium HMA surfaces and/or
reflective cracking mitigation
techniques may be required
to mitigate these potential
problems.
At the economic level, the
results of the deterministic
agency-cost LCCA suggest that
the use of a composite pavement
with a Cement-Treated Base
(CTB) results in a cost-effective
alternative for a typical
interstate
traffic
scenario.
Alternatively, a composite
pavement with a Continuously
Reinforced Concrete Pavement
(CRCP) base may become more
cost-effective for very high

volumes of traffic.
Further, in addition to savings
in agency cost, road user
cost savings could also be
important, especially for the
HMA over CRCP composite
pavement option because it
would not require any lengthy
rehabilitation actions, as is the
case for the typical flexible and
rigid pavements.(1)
5 OVER VIEW OF THE
PERFORMAnCE
EVALUATION
Observations on performance
evaluation
of
composite
pavements in general are:
1. The concrete slab is found
to be undamaged.
2. No fatigue damage or
fatigue cracks generally
exist in the concrete slabs
and thus with proper
design fewer fatigue cracks
are expected to develop
over the design life.
3. No durability - related
distresses or spalling is
found to exist in the
concrete
slabs
thus
minimizing the chances
of localized failures of the
HMA surface.
4. A new concrete slab is
found to have less localized
areas that rock and cause
reflection cracks through
the HMA surface.
5. New
transverse
joints
have much higher load
transfer leading to lower
TECHNICAL PAPERS
deterioration rates for the

functional
thin
HMA
surface.
6
CAUSES AND EFFECT OF

REFLECTION CRACKING
Reflection Cracking:
Many pavements which are
characterized as structurally
sound after the construction of
the overlay, prematurely exhibit
a crack pattern similar to that
which existed in the underlying
pavement. This propagation
of an existing crack pattern,
because of discontinuity into the
old pavement and penetrating
through a new overlay is known
as reflection or sympathetic
cracking.
Cracking in the Overlay:
The cracking in the new overlay
surface is due to the inability
of the overlay to withstand
shear and tensile stresses
generated by movement of the
pavement layers underneath.
This movement may be
caused by traffic loading (Tyre
pressure) or by thermal loading
(expansion and contraction) or

weather/environmental issues
particularly related to lower
layers.
Load associated
(fatigue):
cracking
Load
associated
cracking
occurs when shear and bending
forces due to heavy traffic
loading generate stresses that
exceed the fracture strength
of the bituminous overlay. In
short, this is structural stability
problem. Instability in Asphaltic
Concrete (AC) pavement is
typically
characterized
by
a series of closely spaced
multidirectional fatigue cracks.
The distinctive pattern is often
referred to as alligator cracking
as it resembles the appearance
of reptiles back.
Temperature associated
cracking (thermal fatigue):
Temperature associated cracking or better known as
thermal
cracking,
occurs
when horizontal movement
due to thermal expansion and
contraction and curling of the

base/pavement layers create
tensile stresses in the overlay
that exceeds the tensile strength
of bituminous mix. Temperature
cycling occurs over an extended
period of time. The resultant
horizontal stress loading occurs
at a very slow rate as compared
to traffic loading stress rate.
Under these very slow traffic
loading rates, the stiffness or
the fracture resiliency of the
bituminous materials is quite
low, perhaps 1000 to 10000
times lower than the modulus
exhibited by these materials at
traffic induced loading rates.
Types of reflection cracking
and associated problem:
Flexible overlays placed on
rigid pavements, are particularly
susceptible to thermal cracking
at slab joints. Thermal rate of
expansion and contraction vary
between materials such that
any slab joint spacing almost
always assures premature joint
reflection. The type of reflection
cracks and typical problems are
presented in Table 3.
Table 3 Reflection Cracks and Associated Problems
S. No.
Type of reflection crack
Associated problems
i)
Transverse and longitudinal cracks at slab joints
Thermal and load associated
ii)
Transverse and longitudinal (non-joint) cracks
iii)
Lane widening joint in AC pavements
iv)
Block cracking in AC pavements
v)
Block cracking in AC pavement due to fatigue or

alligator cracks in concrete pavements
Load associated
vi)
Utility cuts and pavement patches
Load associated
15
TECHNICAL PAPERS
7
PREVENTIVE MEASURES
FOR REFLECTION CRACKING
OF
FLEXIBLE
OVERLAY OVER RIGID
PAVEMENTS
Types of Preventive Treatment

for Reflection Cracking :
For prevention of reflection
cracking, several solutions are
available. Notable among them
are:
i) Built-up-spray grout (BUSG)
ii) Open-graded bituminous
macadam or crack relief
layer (CRL).
iii) Modification
of
the
overlay characteristics to
absorb stress/strain.
iv) Placement of a stress
absorbing/strain Alleviating Membrane Interlayer
(SAMI) between the old
and new overlay.
v) Placement of geo-textile/
glass grid system to
accommodate tensile strain
generated at the bottom of
the bituminous overlay.
vi) A combination of the
geo-textile/glass grid and
SAMI Stress Absorbing
Membrane Interlayer).
Cost effectiveness of each
system needs to be examined.
Brief details of each one given
as under: The sequence of
operation is detailed in the
following paragraphs.
i) Removal
of
distressed slabs.
16
highly
ii) Sealing of cracks.

iii) Laying of 75 mm thick
dense bituminous macadam
leveling course if required.
iv) Application
of
stress
absorbing/strain alleviating
membrane interlayer. The
details of stress absorbing
membrane are given as
under:
1. Structurally road in the
present condition shall be
found to be about 80%
OK., then after applying
stress absorbing membrane
Bituminous Layer shall be
laid.
2. Functional Distress or
surface distress of wide
cracks of width more than
6 mm, minor cracks, and
heavy
distress
with
raveling surface etc if
found, the existing surface
shall first be cleaned with
compressed air and then
repaired using specified
method and then with slurry
seal and dust.
3. Pre-initial treatment that
is sealing of cracks of the
existing affected surface
shall be carried out as per
IRC:SP:81
with
slow
setting
emulsion
and
spreading dust passing
2.36 mm thereafter. Over
this dust geotextile sheet is
spread and then modified
emulsion
is
spread.
Thereafter dust is spread
again
covered
with
modified emulsion as per
IRC:SP;81.
4. Consequently, top prepared
portion will be covered
after two days with DBM
Grade II as per IRC:111-2009
Specifications for Dense
Graded Bituminous Mix if
required for heavy traffic
or simply BC can be laid.
For more details Figs. 3-6
may be referred for insitu
laying of
sami layer
and Figs. 7 and 8 shows
prefabricated bituminous
mastic layer without coarse
aggregates
as
crack
arresting layer
(Stress
absorbing membrane) to act
as water proofing layer or
as part of profile correction
course (PCC).
5. Proper time to time
cleaning of the full
carriageway
with
mechanized
vacuum
cleaner/compressed
air
before overlay and after
overlay, at shoulder also
with drainage facility is
required. Extra precautions
shall be taken to have cuts
@ 10 m on the shoulder
wherever required to drain
away rain water quickly
from the top surface to
preserve the bituminous
work
and
to
avoid
TECHNICAL PAPERS
hydroplaning and FOD

(Foreign Object Damage)
problem in case of airfield
pavements or skidding/too
much rough surface in case
of highways.
6. Riding
quality
after
repair shall be between
2000-2500 mm/km during
its use. Following pictures
shows repair methodology
of sealing cracks.
Fig. 3 Sealing of Cracks with

Slurry Seal and Dust Before Laying
SAMI (Stress Absorbing Membrane
Interlayer) Layer
Fig. 5 Placing of Slurry Seal

and Dust Second Time
on Membrane
Fig. 6 Prepared SAMI Layer on

Existing Top Surface Ready for HMA
to be Laid After Two Days
very less quantity of good

quality aggregates which are
rarely available, less sound
pollution (i.e less than 80 dB.),
prolongation of textures with
minimum undulation on the top
surface for best skid resistance or
coefficient of friction especially
during rainy seasons.
Development
and design
analysis, performance data
of
constructed
composite
pavements particularly rigid
pavement/flexible pavements
overlay over stabilized layer or
rigid over flexible pavements or
flexible over rigid pavements
or any combination of these for
new construction, strengthening
or widening in roads and airfield
pavement is needed in future
projects for green and clean
environment.
References
1.
Fig. 7 Applying Tack Coat Over

Cement Concrete Deck
2.
3.
Fig. 8 Laying Pre-Fabricated Mastic

Layer Over CC
Fig. 4 Laying of Geo Synthetic

Membrane with Lap
8 CONCLUSION
Presently, composite pavement
and two lift construction
is in demand due to very
fast construction, use of
4.
5.
6.
Gerardo W. Flintsch et al.

Composite Pavement Systems:,
Synthesis
of
Design
and
Construction
Practices,
Final,
Contract Report, VTRC 09-CR2,
Virginia
Tech
Transportation
Institute, Richmond, VA 23219,
2008.
Shreenath Rao et al, Design and
Construction of a Sustainable
Composite Pavement at Mn ROAD,
Facility Recycled Concrete
Minneapolis, 2011.
Stabilization of Soft Clay subgrade
in Virginia: Phase 1Laboratory
Study, Report on State Project in
USA from Department of Civil &
Environment Engineering.
https://www.fhwa.dot.gov/goshrp2/
Solutions/All/R21/New_Composite_
Pavement_Systems.
http://www.dot.state.mn.us/mnroad/
projects/Composite_Pavement_Systems/Reports/11-4062.pdf.
http://www.dot.ca.gov/hq/oppd/hdm/
pdf/english/chp0640.pdf.
17
18
AN EVALUATION OF INDUSTRIAL WASTE MATERIALS (ZINC AND MILD

STEEL) FOR SUSTAINABLE ROAD CONSTRUCTION - A Case Study
P.P. Shijith*, S.N. Sachdeva** & B.G. Sreedevi***
ABSTRACT
Zinc Waste (ZW) and Mild Steel Slag (MSS) are the industrial wastes produced in zinc and steel factories. The present
study investigates the sub grade characteristics of clayey soil modified by ZW and mild steel slag. Studies were conducted
by blending ZW with soil by 15-45% of the mass of soil and the influence of these mix proportions on compaction and
California Bearing Ratio (CBR) values were studied. Mild Steel Slag (MSS) of 2.5-10 % by mass of soil was introduced
to find the variations of Maximum Dry Density (MDD) and CBR value of soil ZW mixes. Strength parameters were
evaluated using compaction and CBR test. Based on the study it was concluded that the design mix with an optimum
percentage of ZW(35%), soil (55%) and MSS (10 %) can be used in the construction of the sub grade layer thus
presenting a solution to build good roads at low-cost, reducing the use of natural materials by including waste
materials.
INTRODUCTION
Among the major communication systems, road transport

is the most important. This
contributes to the social,
economical,
cultural
and
industrial development of the
nation. In a developing country
like India, undergoing large
scale developments in the road
infrastructure sector, there is
huge demand for construction
materials. Scarcity of road
construction materials is a
serious concern which leads to
increasing costs of pavement
construction.
Alternative methods have to
be adopted so as to minimize
the use of natural resources.
Considerable amount of waste
materials are generated from
various industries in India and
are simply being disposed off
into nature without any value
addition. Use of such waste
material for the construction of

embankment and sub grade of
road pavement not only utilizes
such materials, but also reduces
the construction cost and saves
the use of natural soil.
Presently, the management of

dumped ZW is very critical and
is of high concern in India due
to the large quantities being
produced without having any
use.
Jarosite and mild steel slag are

the waste materials disposed by
Zinc & steel industries. Jarosite
is the primary waste material
produced during the extraction
of zinc ore concentrate by hydrometallurgical process in zinc
industries. ZW is the resulting
stable material obtained when
Jarosite residue is neutralized
and stabilized by hydrated
lime (2%) and cement (10%).
ZW was collected from Binani
Zinc Limited Kochi, Kerala.
According to their report, 5%
of lime and 15% of cement
were added to 80% of Jarosite
to obtain ZW. The annual
production of ZW, is about
90,000 wmt to 34 lakhs wmt.
Limited literature is available

regarding the utility of ZW
material for different civil
engineering
applications.
Sinha et al (2013) studied the
geotechnical
characteristics
of Jarosite waste material for
road construction. They found
that the material can be used
for the embankment and sub
grade layers. It is recommended
that experimental test section
of
limited
length
using
jarosite may be constructed
and the performance of the
constructed embankment need
to be monitored over a period
of at least two monsoon seasons
before recommending for large
scale field applications. Sinha
*M-Tech Scholar, NIT Kurukshetra, Haryana, E-mail: shijith.civil@gmail.com, **Professor, Civil Engineering
Department, NIT Kurukshetra, Haryana, E-mail: snsachdeva@yahoo.co.in, ***Scientist G & Director-National
Transportation Planning and Research Centre (NATPAC), Kerala., E-mail: bgsreedevi@yahoo.com
19
TECHNICAL PAPERS
et al (2012) reported on
the
design,
construction
and evaluation of ZW on
embankment and sub grade
layers. Design and stability
analysis of 2 m high ZW and
ZW-soil embankments were
carried out under different
water and seismic conditions.
Experimental ZW section was
constructed on one side of
the widened portion of State
Highway (SH-9), Chittorgarh
to Udaipur, Rajasthan fora
total length of 300 m. ZW
was collected from Hindustan
Zinc limited, Chittorgarh, in
Rajasthan. It was concluded
that ZW (100%) haspotential
in the construction of road
embankment while a mix of
ZW-soil (50:50) may be used in
the construction of embankment
and sub grade layer of road
pavement. Sinha et al (2011)
performed the feasibility study
of ZW waste material for
road construction. They have
reported the study of physical
and geotechnical characteristics
of ZW, ZW-soil and ZW-bottom
ash mixes. Based on the study
it is concluded that ZW material
may not be economically
feasible
for
subgrade
construction but ZW (100%),
ZW-soil mixes (50-75%) and
ZW-bottom ash mixes (50-75%)
have potential in the construction
of road embankments.
20
Subgrade layers are the lowest

portion of the pavement and
should be prepared properly
and kept drained so as to carry
the load transmitted through
pavement. The study mainly
focused to attain high strength
sub grade layer for urban roads
to bear the high traffic loads.
This paper presents the result
of physical and Geotechnical
characteristics of ZW material,
technical specifications for the
utilization of ZW, ZW-soilMSS mixes for the construction
ofthe sub grade layer and
embankment.
1.1 Need for Utilization of
Zinc Waste
The major quantities of Jarosite
are generated in China, USA,
Spain, Yugoslavia, Holland,
Korea,
Canada,
France,
Australia, Mexico, Norway,
Argentina, Finland, Germany,
Belgium, and Japan. Hindustan
Zinc limited, Rajasthan and
Binani Zinc Limited, Kerala
are the major zinc industries in
India. Production of jarosite in
these industries is of serious
concern due to the uncontrolled
dumping of waste material
which leads to the wastage
of agricultural land and also
become hazardous to the
environment. There is a rising
need of Research work for
the
better
utilization
of
such
material
considering
the disposal, environmental

problem
and
moderately
depleting natural resources like
soil and filler materials.
2 MATERIALS
Locally available soils, ZW,
Mild steel slag are the materials
which were collected for the
study. ZW was collected from
the Binani Zinc Limited in
Kochi, Kerala. It was taken
from an existing dump yard
near the plant area. The waste
material was observed to be
light in weight, fine grained and
resembles soil. A pictorial view
of the ZW Stock yard is shown
in Fig. 1.
Fig. 1 ZW Stock Yard
The soil collected from

Trivandrum district in Kerala
was pulverized to break lumps
and then air dried before
conducting tests. Mild steel
slag was collected from Steel
and Industrial Forgings Ltd,
Thrissur, Kerala. This material
was observed to be non-plastic.
To improve the density value,
about 2.5 to 10 % mild steel
slag was introduced to the soil
ZW mixes. The physical and
Geotechnical characteristics of
soil and ZW are conferred in
Table 1.
TECHNICAL PAPERS
Table 1 Physical Characteristics of ZW and Mild Steel Slag
Properties
Specific gravity
Grain size distribution
Sand %
Silt & clay %
Gravel %
Atterbergs limits
Liquid limit %
Plastic limit %
Plasticity index
Soil classification
Compaction characteristics
Max .dry density g/cc
Optimum moisture content
CBR
3 METHODOLOGY
The dry soil sample as shown
in Fig. 2 was collected from
the site and was pulverized
before conducting the test. In
the case of Mild Steel Slag, the
materials were passed through
a 425 micron sieve to get
homogenous mixes as shown in
Fig. 3. Different combinations
of soil-ZW mixes were used
to determine the variations in
compaction and CBR values.
Various percentages of mild
steel slag were introduced to
improve the compaction as well
as the strength characteristics
of the mixes. The blending
operations were carried out
manually and care was taken to
achieve uniform mixing.
The laboratory studies were
carried out in two phases:
Soil
2.6
Zinc Waste
2.4
41.8
53.6
4.5
2.6
97.4
0
41.4
22.58
18.82
CI
52.65
40.30
12.35
1.78
16.4
9.5
1.37
37
16.7
i) Blending of ZW in soil mass

by varying percentages of
15%, 25%, 35% and 45%
by weight.
ii) Modification of soil ZW
mixes by the addition of
2.5-10% of mild steel slag.
A total of ten trial combinations
were carried out and the
compaction and CBR properties
of
blended
mixes
were
evaluated.
The soil properties such as grain
size distribution, Atterberg
limits (Liquid limit, plastic limit
and Plasticity index), moisture
density relation (IS heavy
compaction) and CBR (soaked)
were evaluated. Laboratory tests
were carried out in accordance
with the relevant Indian
Standard (IS) specifications.
Table 2 shows the combination
of the soil ZW mild steel
slag mixes. The CBR value of

optimum mixture was compared
with the strength of normal
soil.
Fig. 2 Dry Soil Sample
Fig. 3 Mild Steel Slag
RESULTS AND
CONCLUSIONS
4.1 Compaction Characteristics
To assess the compaction

properties, IS heavy compaction
test was carried out in different
mix proportions of soil and ZW
in accordance with the procedure
laid out in IS:2720 (Part VIII) to
find out their moisture-density
relationship.
The moisture-density relation
for the soil, ZW, and their
different proportions along
with MSS were evaluated.
Table 2 shows the mixes and
their designation. Figs. 4 & 5
shows the moisture content
dry density curves for soil and
ZW.
21
TECHNICAL PAPERS
Table 2 The Mixes and their
Designation
Name of
Mix
S
J1
S1J1
S2J2
S3J3
S4J4
S1J1M1
S2J2M1
S3J3M1
S4J4M1
Soil Zinc Waste MSS

(%)
(%)
(%)
100
100
85
15
75
25
65
35
55
45
62.5
35
2.5
60
35
5
57.5
35
7.5
55
35
10
Fig. 4 MDD & OMC of Soil
Fig. 5 MDD & OMC of Zinc Waste
The MDD of ZW and soil

were found to be 1.37 g/cc and
1.78 g/cc respectively.
High water content of ZW
is a result of its fineness.
Fig. 6 represents the variations
in MDD and optimum moisture
content (OMC) of soil and ZW
mixes in blue (Soil); red (15 zw
+ 85 Soil); green (25 zw + 75
Soil); brinjal (35 zw + 65 Soil);
sky blue (45 zw + 55 soil).
22
Fig. 6 Variations in MDD and OMC

of Soil and ZW Mixes
The maximum dry density of

the mixture decreased from
1.78 g/cc to 1.57 g/cc and the
OMC increased from 16.8%
to 25.20% when replacing soil
content with ZW, varying from
15 to 45% by weight of soil.
Fig. 7 shows the variations in
MDD and OMC of soil -ZW
mixes with the addition of
Mild Steel Slag (MSS). Results
indicate that, the addition of
mild steel slag improves the
compaction properties of the
mixture. The mixture of 35%
ZW and 65% soil had MDD
of 1.57 g/cc. With the addition
of MSS, MDD value increased
from 1.57 g/cc to 1.80 g/cc
and the OMC decreased from
22.90% to 18.80%. This increase
in MDD may be explained by
considering the MSS as filler
with higher specific gravity
of 7.4 in the soil-ZW mixesin
sky blue (35 zw + 55 Soil +
10 MSS); brinjal (35 zw +
57.5 Soil +7.5 MSS); green
(35 zw + 60 Soil + 5 MSS); red
(35 zw +62.5 Soil + 2.5 MSS);
blue (35 zw + 65 soil).
Fig. 7 Variations in MDD and OMC

of Soil - ZW Mixes with the Addition
of Mild Steel Slag
4.2 Strength Characteristics

California bearing ratio test
is one of the common tests
for evaluating the subgrade
strength of stabilized soil. Three
samples for each combination
were prepared using the
corresponding MDD and OMC
in the CBR moulds based on IS
heavy compaction results. The
samples were then soaked for
4 days in potable water before
testing. The average value of
the three samples was reported
as the CBR value.
Fig. 8 shows the variation of
CBR values with increased
percentage of ZW in soil.
Fig. 8 Variation of CBR for

ZW-Soil Mixes
ZW has a predominant effect

on soil mixture. Addition of
ZW increases the CBR value.
TECHNICAL PAPERS
High CBR value of ZW is due

to the presence of lime and
cement after the neutralization
of jarosite.
There was some notable
improvement due to the
addition of mild steel slag in
those soil-ZW mixtures. The
maximum value of CBR was
obtained for mild steel slag of
2.5% in the mixture of 62.5%
soil with 35% ZW. The test
results are shown in Table 3.
3.
4.
Table 3 Compaction and CBR

Value of Total Mixes
Type of Mix
(S:J:MSS)
OMC MDD CBR

(%) (g/cc) (%)
S1(0:100:0)
16.8
1.78
9.5
J1(100:0:0)
37
1.37
16.7
SJ1(15:85:0)
17.8
1.76
12.4
SJ2(25:75:0)
20.5
1.70
14.8
SJ3(35:65:0)
22.9
1.65
17.5
SJ4(45:55:0)
25.20
1.57
18.6
SJM1(35:62.5:2.5) 21.35
1.68
22.7
20.60
1.72
22.3
SJM3(35:57.5:7.5) 19.70
1.76
21.8
1.80
20.2
SJM2(35:60:5)
SJM4(35:55:10)
18.80
5.
6.
CONCLUSIONS
ZW waste management can

be carried out economically
by mixing it with sub grade
soil. Based on the above
study following findings are
obtained.
1. ZW was found to be fine
grained material which has
high plasticity.
2. MDD
decreased
and
OMC increased due to the
addition of ZW to the soil.
This can be due to the

predominant
effect
of
fineness and low specific
gravity of ZW. But, MDD
increased with addition of
mild steel slag in different
proportions of soil and ZW.
ZW has high CBR value
due to the presence of
lime and cement after the
neutralization of jarosite.
Mild steel slag when
introduced byabout 2.5% to
10% in the mix proportions
of 35% ZW and 62.5%
of
soil,
CBR
value
decreased.
The mixture of 55% of soil
along with 35% ZW and
10% of mild steel slag are
suggested for the construction of the sub grade layer
for high traffic volume
road.
The mix proportion of 40%
ZW and 60% soil can be
effectively used as a filling
material for embankment
up to 3 m height as per
MORTH specifications.
The study conducted has

led to the following salient
conclusions:
The usage of mild steel slag
and ZW along with soil leads
to improved strength in the
sub-grade and embankment
of the roads. The usage of
ZW in construction mitigates
the
effects
uncontrollable
dumping of ZW and leads to

constructive utilization of the
material. It results in 40%
decrease in the use of natural
soil in embankments and subgrades. The optimum mixtures
have higher CBR value than the
normal soil, which will helpthe
reduction in pavement thickness
as well as construction costthus
paving the way for sustainable
modes of construction.
5.1 Need for Further Study
It is recommended that the
chemical parameters of the
mix be analyzed for pavement
construction.
REFERENCES
1.
A.K. Sinha, V.G. Havanagi, A.

Ranjan, S. Mathur and B.K. Singh
(2013), Geotechnical Characterization of Jarosite Waste Material
for Road Construction, Indian
Geotechnical Conference December
22-14, Roorkee.
2.
IS:1498 (1970): Specifications for

Classification and Identification of
Soil for General Engineering
Purposes,
Bureau
of
Indian
Standards, New Delhi, India
3.
IS:2720 (Part 16) (1987), Indian

Standard Methods of Test for Soils:
Laboratory Determination of CBR,
Published by Bureau of Indian
Standards.
4.
IRC:SP:72-2007, Guidelines for the

Design of Flexible Pavements for
Low Volume Rural Roads. Published
by Indian Roads Congress.
5.
P.P. Shijith, B.G. Sreedevi, and

S.N. Sachdeva (2014), Feasibility
Study of ZW and Mild Steel Slag in
Subgrade
Soil
for
Road
Pavement,
Proc.
ICRTCCE
December 2014, MNNIT Allahabad,
India, pp 10.
23
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24
A STUDY ON PERFORMANCE OF BITUMINOUS MIXES USING FALLING

WEIGHT DEFLECTOMETER (FWD)
Praveen Kumar*, G.D. Ransinchung R.N.**, Mayank Mehta* & Nikhil Saboo****
ABSTRACT
This paper is based on an M Tech. Thesis study on performance of various bituminous mixes using Falling Weight
Deflectometer (FWD) In this study, five different sections have been laid over the common subgrade, GSB and WMM
layers. Five test sections are BC + DBM, SDBC + DBM, PC + DBM, SDBC + BM, PC + BM. Modulus of Elasticity
were found for these layers using FWD and were compared. Apart from this, various test sections on existing roads were
considered. It was tried to find the effect of various parameters including bitumen content and degree of compaction on
modulus of elasticity. Vertical and horizontal strains were also found using IRC software.
1 INTRODUCTION
A Falling Weight Deflectometer
(FWD) is a Non-Destructive
Testing (NDT) Device used by
civil engineers to evaluate the
physical properties of pavement.
It is designed to impart a
load pulse to the pavement
surface
which
simulates
the load produced by a
rolling vehicle wheel. FWD
is a tool used to achieve
rapid and repeatable in-situ
characterization
of
the
pavement
layer
stiffness
and to evaluate pavement
structural condition. It is being
widely used in pavement
engineering as it plays a
crucial role in selecting
optimum pavement maintenance
and rehabilitation strategies.
FWD data is most often used
to calculate stiffness-related
parameters of a pavement
structure. The process of
calculating the elastic moduli
of individual layers in a multilayer system (e.g. asphalt
concrete on top of a base course
on top of the subgrade) based

on surface deflections is known
as back calculation. Instead,
initial moduli are assumed,
surface deflections calculated,
and then the moduli are
adjusted in an iterative fashion
to converge on the measured
deflections.
Over a period of time, research
has rendered FWD capable
of not only predicting Elastic
Modulii of Pavement Layers but
for determination of Residual
Life of Pavement, Designing
of
Overlays,
assignment
of Pavement Classification
Numbers (PCNs) to airfield
pavements, determination of
load transfer characteristics of
joints in Concrete Pavements,
etc.
2
EXPERIMENTAL WORK
2.1 Construction of Test Tracks
The methodology adopted was

to construct Test Pavements
using different bituminous
mixes as per the methods
prescribed in MORT&H (2013)
& IRC:37-2001 & 2012 in

order to study performance of
bituminous mixes by carrying
out structural evaluation of
these pavements using the
deflection data obtained by
testing them by FWD and also
to carry out study of existing
flexible pavements in and
around IITR.
To achieve the above, 4 ft x 8 ft
Test Pavement was constructed
near the pavement testing lab
at Deptt of Civil Engg, IITR.
This size was carefully chosen
so as to provide realistic test
surface for accommodating all
the seven FWD sensors and at
the same time to be economical
in terms of time and effort.
For the purpose of the study,
the subgrade, sub base and the
base layers have been kept same
whereas bituminous layers
above them have been varied.
200 mm GSB was constructed
over the subgrade as a sub base
layer. A second layer of 250 mm
WMM (laid in two parts 150 &
100 mm thick) was laid as base
* Professor and Coordinator, Transportation Engg. Group, E-mail: pkaerfce@iitr.ernet.in, ** Associate Professor,
Transportation Engg. Group, *** M. Tech. Student, **** Research Scholar, Civil Engineering Department, Indian Institute
of Technology, Roorkee
25
TECHNICAL PAPERS
layer over the GSB. Thereafter,

five cases were considered for
surface layers using different
bituminous mixes. These are as
under:
(i) Case 1 : 40 mm BC (Gd 2) +
50 mm DBM (Gd 2)
(ii) Case 2 : 25 mm SDBC
(Gd 2) + 50 mm DBM
(Gd 2)
(iii) Case 3 : 20 mm PC +
50 mm DBM (Gd 2)
(iv) Case 4 : 25 mm SDBC
(Gd 2) + 50 mm BM
(Gd 2)
(v) Case 5 : 20 mm PC +
50 mm BM (Gd 2)
The bituminous mixes for the
above cases were tested in
the laboratory for strength,
gradation, optimum bitumen
content, etc before finalizing
the design mixes. Aggregates
were carefully graded as per
specifications mentioned in
MORT&H (2013).
Test
Pavements
were
constructed using different
bituminous surface layers as
mentioned above. After each
Test Pavement was constructed,
FWD testing was carried out
on the pavement and deflection
data was collected. A total of 5
tests were conducted on each
Test Pavement. The deflection
data for each Test Pavement
was then individually analyzed
using Geotran FWD software
to obtain the E Values for the
different layers. The E Values
26
thus obtained were compared

with values calculated manually
as per guidelines given
in IRC:37-2012. Thereafter,
structural evaluation of the
Test Pavement was carried
out for RSL and overlay
requirements, if any, using E
Values obtained from FWD
analysis and guidelines given in
IRC:37-2012.
Finally, an attempt has been

made to establish a relationship
between load carrying capacity
of bituminous mixes determined
using Marshall Stability Test,
E values and deflection values
obtained from FWD.
2.2 Laboratory Testing
In order to achieve the objectives,
tests as mentioned in succeeding
paragraphs have been done.
Table 1 Results of Tests on Aggregates and Bitumen
S. No.
1.
2.
3.
4.
5.
6.
7.
Test
Experimental Required Value

Value
As per IRC
Specification
Impact value
14.28 %
30 %
Combined
Flaki29.6%
30%
elongation index
Specific Gravity of 2.79 gm/cc
Aggregates
Water Absorption
0.2%
0.6%
Penetration value
85
80-100
Softening Point
40.1 C
40 C for VG 10
Soil Density
1.78 gm/cc
Table 2 OBC Values for

Bituminous Mixes
Mix
DBM
BC
SDBC
OBC (%)
5.0
5.5
5.2
Fig. 2 FWD Testing of Finished
SDBC + DBM Layers
Fig. 1 Laying of BM and

SDBC Layers
Fig. 3 Another View of Pavement

Testing Using FWD
TECHNICAL PAPERS
3
VALIDATION OF THE E
VALUES SO OBTAINED
WITH
METHODS
AS
MENTIONED IN IRC:37-2012
As per guidelines given in

IRC:37-2012
MR = 17.6 x (CBR)0.64 ... (1)
where,
MR = Resilient Modulus of
subgrade soil.
Also,
MR_ gsb = 0.2 x h 0.45 x MR_
subgrade
... (2)
where,
MR_ gsb = Resilient Modulus
of granular layers (base &
sub base);
h = combined thickness of the
layers.
Calculations
(i) CBR Value obtained in the
lab = 13.99 %
(ii) Using Eq 4.1; MR
(subgrade) = 17.6 x
(13.99)0.64 = 95.24 MPa.
(iii) Using Eq 4.2; MR_ gsb
= 0.2 x (200+250)0.45 x
95.24 = 297.71 MPa.
(iv) Using Table 7.1of IRC:372012, For BC+DBM with
VG 10 bitumen;
MR (BC + DBM) = 2300

MPa (at 20C) = 2000 MPa
(at 25C)
Therefore, E-Value as obtained

using FWD;
MR = 2219 MPa (at 24.9C)
as given in Fig. 4. (output) is
within the acceptable range.
Hence, the results obtained
from FWD testing Case 1 Test
Pavement were validated.
Similarly, the results were
validated for Cases 2 to 5 as
well.
Fig. 4 Output File Obtained from FWD after Testing of BC + DBM Layers
27
TECHNICAL PAPERS
Table 3 Results of FWD Testing on Test Pavements
Case No.
1
2
3
4
5
4
Layers
CD (g/cc)
90
75
70
75
70
2.32
2.10
1.824
2.06
1.815
BC (Gd 2) + DBM (Gd 2)

SDBC (Gd 2) + DBM (Gd 2)
PC + DBM (Gd 2)
SDBC (Gd 2) + BM (Gd 2)
PC + BM (Gd 2)
ANALYSIS
OF
DATA
COLLECTED USING FWD
The analysis of performance of

bituminous mixes involves the
assessment of the
structural
condition of the pavement.
Assessment of the remaining
life is one such method. This
can be done by either of the
methods as under:(i) By
estimating
the
traffic loads which the
pavement was initially
designed for and subtracting
traffic loads already been
carried.
(ii) Directly from critical stress
or strain levels in the
present condition without
taking into account the
volume of traffic already
carried.
(iii) By comparing the moduli
of the present layers with
those which they actually
expected to have initially.
The layer moduli obtained from
different bituminous layers
on the Test Pavement back
calculated from FWD deflection
data were used to analyse
28
T (mm)
the pavement for critical

strains which are indicators of
pavement performance in terms
of rutting and fatigue cracking.
The guidelines as given in
IRC:37-2012 were used for this
purpose.
Fatigue model used for 90%
reliability as given in IRC:37,
2012 is as under:Nf = 0.711 x 10-04 x [1/t]3.89
x [1/MR]0.854
... (3)
where,
Nf = Fatigue life in standard
axle load repetitions;
t = Max tensile strain at the
bottom of bituminous layer;
MR = Resilient modulus of
bituminous mix, MPa.
Rutting model used for 90%
reliability as given in IRC:37,
2012 is as under:N = 1.41 x 10-8 x [1/v]
4.5337
... (4)
where,
N = No of cumulative standard
axles;
v =
strain.
Vertical
compressive
E-value
(Bitumen Layer)
2219.0
2193.6
2115.7
2180.8
2004.4
The method adopted is as

under;
(i) Measurement of surface
deflections using FWD and
obtaining the calculated
E-Values
for
different
pavement layers.
(ii) Backcalculations are done
considering pavement to
be a three layered system.
All bituminous layers to be
considered as combined
together. Similarly, granular
base & sub-base layers to be
combined IRC:115-2014.
(iii) Analysis of Test Pavement
using linear elastic theory
with backcalculated moduli
and layer thicknesses. This
includes computation of
critical Horizontal Tensile
Strain at the bottom fiber
of bituminous layer (t)
and Vertical Compressive
Strain on top of subgrade
(v). IITPAVE software
was used for the same.
(iv) If
desired,
estimation
of remaining life of the
pavement
using
the
fatigue in bituminous layer
TECHNICAL PAPERS
and
subgrade
performance
rutting
criteria
adopted in IRC:37-2012
given by equations 3 & 4.
4.1 t & v Values Obtained

Using IITPAVE Software;
Table 4 t & v values calculated for Test Pavements using IITPAVE
Case No.
Layers
1
BC (Gd 2) + DBM (Gd 2)
2
SDBC (Gd 2) + DBM (Gd 2)
3
PC + DBM (Gd 2)
4
SDBC (Gd 2) + BM (Gd 2)
5
PC + BM (Gd 2)
5
TESTING OF CORE SAMPLES

OBTAINED FROM ALREADY
EXISTING PAVEMENTS
Initially, SDBC core sample

was separated out from BM core
sample with the help of cutter in
the laboratory. Subsequently,
t (IITPAVE)
124.7 x 10-6
130.2 x 10-6
136.0 x 10-6
132.4 x 10-6
139.2 x 10-6
Acceptable (Yes/No)
Yes
-do-do-do-do-
v (IITPAVE)
198.1 x 10-6
214.8 x 10-6
227.5 x 10-6
220.1 x 10-6
235.4 x 10-6
thickness of core samples were

measured at different points
using high precision digital
vernier caliper and average of
these measurements was noted
as final layer thickness. Core
thickness, density and bitumen
content of BM & SDBC layers

are presented in Tables 7 & 8.
Acceptance
criteria
for
different tests were adopted
in conformity with MORT&H
specifications as given in
Tables 5 & 6.
Table 5 Acceptance Criteria for Different Tests (BM)
S. No.
1
2
3
Type of Test
Acceptance Limits
44-56
Not less than 95%
3.10 3.70
Thickness (mm)
Degree of compaction for density
Bitumen Content (%)
Table 6 Acceptance Criteria for Different Tests (SDBC)
S. No.
1
2
3
Type of Test
Acceptance Limits
19-31
Not less than 98%
4.80 5.40
Thickness (mm)
Degree of compaction for density
Bitumen Content (%)
Results of laboratory testing of core samples are given below in Table 7 & 8.
Table 7 Thickness, Density & Bitumen Content of BM Core Samples
Locations/ Offset
Land Marks (m)
L-1
5.6
L-2
4.5
L-3
5.8
L-4
4.5
T
(mm)
54
49.8
57.0
CD
(g/cc)
2.281
2.269
2.300
DD
(g/cc)
2.29
2.29
2.29
65.5
2.309
2.29
DC
Bitumen
Remarks
(%) Content (%)
99.6
3.60
ok
99.08
3.10
ok
100.04
3.00
Bitumen content
unreasonably low
108
3.00
Bitumen
content
unreasonably low
29
TECHNICAL PAPERS
Locations/ Offset
Land Marks (m)
T
(mm)
CD
(g/cc)
DD
(g/cc)
DC
(%)
Bitumen
Content (%)
Remarks
L-5
3.0
63.6
2.409
2.29
105
2.5
Bitumen
content
unreasonably low
L-6
1.5
49.7
2.392
2.29
104
3.2
ok
L-7
5.0
51.1
1.965
2.29
85
3.0
Degree of compaction
& bitumen content
unreasonably low
L-8
3.2
L-9
3.5
30
2.151
2.29
93.93
4.2
Thickness & degree

of
compaction
are
not
conforming
to
acceptance
criteria.
Bitumen
content
unreasonably high with
respect to OBC.
L-10
5.5
48
2.305
2.29
100.6
2.8
Bitumen
content
unreasonably low
L-11
2.3
36.7
2.116
2.29
92.4
2.2
Not conforming
acceptance criteria
L-12
3.2
47
2.085
2.29
91.04
2.7
& bitumen content are
unreasonably low
L-13
4.1
41
2.353
2.29
102.7
3.5
Thickness
is
not
conforming
to
the
acceptance criteria
L-14
1.2
58
2.401
2.29
104
4.0
ok
No BM layer found.
to
Note : DC = Degree of compaction; T= thickness; CD= Core density; DD = Design density

Table 8 Thickness, Density & Bitumen Content of SDBC Core Samples
Locations
Offset
(m)
T (mm)
CD
(g/cc)
DD
(g/cc)
DC (%)
Bitumen
Content (%)
Remarks
L-1
5.6
26
2.354
2.30
102
4.10
Bitumen
content
unreasonably low
L-2
4.5
28.2
2.163
2.30
94.04
4.60
Degree of compaction and

bitumen content are not
conforming to acceptance
criteria
30
TECHNICAL PAPERS
Locations
T (mm)
L-3
Offset
(m)
5.8
DD
(g/cc)
2.30
DC (%)
35.2
CD
(g/cc)
2.122
L-4
4.5
34
2.075
2.30
90.21
3.4
unreasonably low
L-5
3.0
29.8
2.125
2.30
92.40
3.9
unreasonably low
L-6
1.5
25.3
2.091
2.30
90.91
5.3
unreasonably low
L-7
5.0
32.2
1.460
2.30
63.47
5.3
unreasonably low
L-8
3.2
32.6
2.119
2.30
92.13
4.3
No BM layer found at
this location. Degree of
compaction and bitumen
content are unreasonably
low
L-9
3.5
23.0
2.197
2.30
95.52
3.0
unreasonably low
L-10
5.5
38.7
2.108
2.30
91.65
4.3
unreasonably low
L-11
2.3
41.9
2.169
2.30
94.30
4.7
unreasonably low
L-12
3.2
29.8
2.216
2.30
96.34
4.6
unreasonably low
L-13
4.1
22.0
2.042
2.30
88.78
4.3
unreasonably low
L-14
1.2
29.0
2.118
2.30
92.08
4.2
unreasonably low
91.82
Bitumen
Remarks
Content (%)
3.70
and bitumen content are
unreasonably low
Note : DC = Degree of compaction; T= thickness; CD = Core density; DD = Design density
31
TECHNICAL PAPERS
6. FWD
TESTING
AND
ANALYSIS OFLOCATIONS
FROM WHERE CORE
SAMPLES
WERE
OBTAINED
FWD testing was carried out
on the pavement at the same

locations from where core
samples were collected. A total
of three tests were conducted at
each location. Analysis of
the measured deflections was
carried out for each location

using the KGPBACK software
provided
with
Geotran
FWD to find out E-values of
various layers (i.e. Bituminous
layer,
Fig. 5 Output Obtained Using KGPBACK Software
Granular layer & Subgrade).

Finally, the role of thickness
of bituminous layer, bitumen
32
content and degree of compaction

was studied for their effects on
the obtained E-values.
Details of the results obtained

from FWD testing are as given
in Table 9.
TECHNICAL PAPERS
Table 9 E-values Obtained by FWD Testing of Core Locations and their Analysis
Locations
Combined
T (mm)
DC
Bitumen
Content
E-Value
(MPa)
Analysis
L-1
Ok (80)
Ok
Low (SDBC)
2354.9
Low bitumen content

reduces the E-value.
L-2
Ok (78)
Low (SDBC)
Low (SDBC)
2340.7
Low degree of compaction

and bitumen content
reduces E-value.
L-3
Ok (92.2)
Low (SDBC)
Low
(SDBC+BM)
2338.2
Low Degree of compaction

and bitumen content
reduce
E-value
but
additional layer thickness
compensates a little.
L-4
Ok (99.5)
Low (SDBC)
Low
(SDBC+BM)
2295.6
Very low Degree of

compaction & bitumen
content
considerably
reduce the E-value despite
high layer thickness.
L-5
Ok (93.4)
Low (SDBC)
Low
(SDBC+BM)
2247.3
Very low Degree of

content
considerably
reduce the E-value despite
high layer thickness.
L-6
Ok (75)
Low (SDBC)
Ok
2363.0

reduces the E-values.
L-7
Ok (83.3)
Low
(SDBC+BM)
Low (BM)
2333.5

and bitumen content
reduce the E-values.
L-8
Unreasonably Low
(32.6)
Low (SDBC)
Low (SDBC)
765.6
No BM layer found at this

location.
L-9
Low (BM)
(53)
Low
(SDBC+BM)
Low (SDBC)
High (BM)
2314.7
Low layer thickness,

Degree of compaction &
incorrect bitumen content
reduce the E-values.
L-10
Ok (86.7)
Low (SDBC)
Low
(SDBC+BM)
2370.9

& bitumen content reduce
the E-values.
Hence, drastically
E-values.
low
33
TECHNICAL PAPERS
Locations
Combined
T (mm)
DC
Bitumen
Content
E-Value
(MPa)
Analysis
L-11
Ok (78.6)
Low
(SDBC+BM)
Low
(SDBC+BM)
2290.9
Very low Degree of

content
considerably
lower the E-values.
L-12
Ok (76.8)
Low (SDBC +
BM)
Low
(SDBC+BM)
2352.3

the E-values.
L-13
Low (BM)
(63)
Low (SDBC)
Low (SDBC)
2358.9
Low layer thickness,

Degree of compaction &
bitumen content reduce
the E-values.
L-14
Ok (87)
Low (SDBC)
Low (SDBC)
2373.2

the E-values.
Note : DC = Degree of compaction
On analysis of results obtained

from FWD testing, it was
observed that the E- values o f
the bituminous layers at these
locations were affected by the
following three factors:(i) Bitumen Content - It
was observed that the
E- values increased with the
bitumen content of the
bituminous layers till the
OBC was reached and
thereafter reduced with
further
increase
in
bitumen content. Similarly,
the strength and the
residual life followed the
same trend.
(ii) Thickness of Bituminous
Layer - It was found that
E-value for bituminous
34
layer
increased
with
increase in its thickness.
(iii) Degree of Compaction - It
was observed that E-values
were directly affected by
the degree of compaction of
the bituminous layer. There
was considerable decrease
in the E-values for poorly
compacted
bituminous
layers.
7
CALCULATION OF HORIZONTAL TENSILE STRAIN AT

BOTTOM OF BITUMINOUS
LAYER (t) & VERTICAL
COMPRESSIVE STRAIN ON
TOP OF SUBGRADE (v) AT
CORE LOCATIONS USING
FWD MEASURED E-VALUES
AND IITPAVE SOFTWARE
In order to assess the condition

of the existing pavement at
the core locations, the back

calculated E-values obtained
from FWD analysis were
used in IITPAVE software,
supplied with IRC:37-2012, to
find out values of horizontal
tensile strain at bottom of
bituminous layer (t) & vertical
compressive strain on top of
subgrade (v).
The obtained values were then
compared to the allowable
strain values as given in
IRC:37-2012, Pg 29 for traffic
of 150 msa (PLATE 8). These
values are 178 x 10-6 for t
and 370 x 10-6 for v. The
results obtained are given in
Table 4.8.
TECHNICAL PAPERS
Table 10 Critical Strain Values at Core Locations
Locations
t (IITPAVE)
v (IITPAVE)
Analysis
L-1
209.0 x 10-6
417.6 x 10-6
L-2
225.1 x 10-6
450.2 x 10-6
L-3
L-4
226.9 x 10-6
253.2 x 10-6
452.1 x 10-6
495.4 x 10-6
L-5
277.9 x 10-6
555.8 x 10-6
L-6
231.5 x 10-6
463.1 x 10-6
L-7
L-8
220.3 x 10-6
722.8 x 10-6
440.7 x 10-6
630.0 x 10-6
L-9
269.2 x 10-6
538.0 x 10-6
L-10
211.9 x 10-6
423.7 x 10-6
L-11
259.4 x 10-6
518.5 x 10-6
L-12
236.1 x 10-6
472.3 x 10-6
Strain values marginally higher than

allowable values.
Strain values higher than allowable
values.
-doStrain values much higher than
allowable values.
Strain values very high than allowable
values.
Strain values higher than allowable
values.
-doStrain values exceptionally higher
than allowable values.
values.
Strain values marginally higher than
allowable values.
values.
Strain values much higher than
allowable values.
L-13
L-14
228.4 x 10-6
222.5 x 10-6
468.2 x 10-6
445.1 x 10-6
Hence, from the above it is seen

that none of the above locations
passes the critical strain test.
It is therefore evident that the
pavements at the above locations
require strengthening in order
for them to last for the design
life and design traffic.
8 CONCLUSIONS
Having conducted laboratory
tests on materials and having
extensively tested the Test
-doStrain values higher than allowable

values.
Pavements and various other

existing pavements, following
conclusions can be drawn:(i) The E-values obtained
from FWD testing of
Test Pavements of BC &
DBM, SDBC & DBM,
PC & DBM, SDBC &
BM, PC & BM are 2219.0,
2193.6, 2115.7, 2180.8
and 2004.4 respectively.
(ii) The comparison of FWD
obtained E-Values with

those
calculated
from
methods as given in
IRC:37-2012, validates the
results obtained through
GEO-TRAN FWD.
(iii) The Test Pavements were
found to have t & v
values (calculated using
E-values
from
FWD
testing) less than the
allowable critical strain
values.
35
TECHNICAL PAPERS
(iv) It was observed that the

E- values increased with
the bitumen content of
the bituminous layers till
the OBC was reached and
thereafter reduced with
further increase in bitumen
content.
(v) It was observed that
E-values were directly
affected by the degree of
compaction of the bituminous layer. There was a
considerable decrease in the
E-values
for
poorly
compacted
bituminous
layers.
(vi) It was found that E-value
for
bituminous
layer
increased with increase in
its thickness.
(vii) t & v values found out
using the FWD obtained
E-Values and the IITPAVE
software
for
existing
pavements were more than
permissible critical strain
values, indicating inferior
pavement condition and
inadequate residual life.
REFERENCES
1.
AASHTO. (1993). Guide for

Design of Pavement Structures,
American Association of State
Highway
and
Transportation
Officials, Washington, D.C.
2.
IRC:37-2012, Tentative Guidelines

For Design of Flexible Pavements.
3.
Ministry of Road Transport &

Highways (MORT&H) - 2013,
Specifications For Road and Bridge
Works (Fifth Revision).
4.
SHRP. (1993), SHRPs Layer

Moduli Backcalculation Procedure.
Report No. SHRP-P-655, Strategic
Highway
Research
Program,
National
Research
Council,
Washington, DC, 1993.
ARUN SOIL LAB PVT.LTD.

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"QUALITY CONSCIOUSNESS IS OUR CORE CONCEPT
36
Effect of Surface Texture of Bituminous and Cement Concrete

Surfacing on Skid Resistance Case Study
Sudesh Kumar*, R.K. Srivastava*, Atar Singh** and Athem Gowtham***
ABSTRACT
One of the major factors of vehicle crash is lack of sufficient friction at the tyre-pavement interface. Road users safety
has become a major critical issue on highways as well as on urban roads in the present scenario due to travel of high
speed and construction of high speeds corridors. Safety is one of the parameters which has always bothered the highway
engineers. Heavy investments are being made in the country towards upgradation, improvements and rehabilitation of
the existing road network to provide safe, faster, easier and economic transportation system. It is the responsibility of
a highway engineer to construct, maintain and ensure the pavement in good condition so as to minimize road related
accidents. Skid resistance is one of the many factors which considerably affect the road users safety. It depends on
pavement surface, vehicle characteristics & speeds, road users behavior and weather conditions. This paper deals mainly
with the outcome of a study undertaken by the Central Road Research Institute (CSIR-CRRI) to study the effect of macro
texture and micro texture on skid resistance. Different pavement surfacing types, old and new for both Bituminous and
Cement Concrete were studied. Micro texture and macro texture were measured using British Portable Skid Resistance
Tester (BPT) and Sand Patch Method respectively. The data so obtained for the various pavement surfaces has been
analyzed and a good correlation is found to exist between British Pendulum Number (BPN) and Mean Texture Depth
(MTD) for both the new and old Bituminous Concrete (BC) surfaces. The study further indicates that skid resistance
values show an increasing trend with increase in texture depth for most of the test locations conforming to the findings
reported by earlier studies.
1 INTRODUCTION
Road transportation system is
a vital life line for transporting
goods and other services in
India which has a significant
impact on our Gross Domestic
Product (GDP). There has been
considerable demand on the
safety and maintenance of these
roads as there is significant
increase in the occurrence of
road accidents in the country,
which often mentioned to be
related to the pavement surface.
The road surface oftenly used
by motorist has some frictional
properties that are relatively
associated with performance
of the road and its safety to
the users. Road user safety is
a very important aspect to be
considered while construction
of a new roads or maintenance
of the existing roads. Skid

Resistance
becomes
all
important for traffic safety when
the pavement is wet. One of the
essential components for the
safe
operations/manoeuvring
of vehicles is the availability
of adequate surface friction at
the tyre - pavement interface
during operation, especially
under adverse climatic and
environmental conditions. There
are serious concerns about road
safety particularly on highways
and expressways which cater
to a large amount of traffic at
considerably high speeds.
Among many overseas country,
USA and UK are the two
pioneering countries which
have done lot of studies on
pavement slipperiness and skid
resistance. But in India, in fact
there is no major scientific study

conducted on a large scale so far
on the frictional properties of the
pavement. This may be because
we have not felt the necessity of
this parameter while designing
and maintaining our highways.
Secondly, this was mainly due to
low traffic speeds even on trunk
routes, poor surface conditions,
mixed traffic conditions, inferior
road construction standards
and rough surface finish,
non-availability of modern
equipments/test facilities and
use of open graded bituminous
premix carpet as surface courses
which helped in maintaining
adequate surface friction levels
for the then existing traffic
speeds. Skid related accidents
are nowadays being caused
in an appreciable manner in
* Senior Principal Scientist, Central Road Research Institute, ** Senior Technical Officer, Pavement Engineering Area
New Delhi, *** M.Tech Student, Sastra University, Thanjavur
37
TECHNICAL PAPERS
India due to upgradation of

our highways and development
of high speed corridors and
expressways, where the traffic
speed is as 100 120 km/hr. In
addition, due to development
and expansion of new and old
airfields, the aspects of skid
resistance are also becoming
important day by day. Thus,
there is a need to take up R&D
studies to assess the frictional
properties of our highways and
their relationships with other
influencing factors etc. This data
will not only help in developing
correlations amongst different
techniques/methods but also
enable formulation of guidelines
for our Indian conditions.
Study carried out elsewhere
reveals that majority of the
studies that were conducted on
the skid resistance involve use
of high speed measuring devices
and other advanced technologies
which are very expensive. The
current study is intended to
overcome this drawback by
the utilisation of most common
and traditional methods of
measuring
skid
resistance
such as British Pendulum
Tester (BPT) and Sand Patch
Method and the correlation
between them considering the
varying traffic conditions. The
present study was planned and
undertaken by the Institute with
the objective to analyze the
influence of the surface texture
of various pavement surfaces on
skid resistance.
38
Factors Governing
Pavement Skid
Resistance
A large number of factors

directly or indirectly govern
the slipperiness of pavements
and their skid resistance
properties. Some of these
factors are type of surfacing,
aggregates type, presence of
water or snow, road geometry,
tyre characteristics, speed,
traffic intensity, mix design/
binder of surfacing material,
construction and maintenance
methods, temperature, brakes
and suspension system/wheel
load of vehicles, presence of oil
etc. Among the factors affecting
friction between the tyre and
the pavement surface, texture is
particularly important and plays
very important role in defining
the extent of skid resistance.
Pavement surface contains both
micro and macro texture. Both
texture components will have

an influence on skid resistance
and the degree of influence
will change depending upon
the speed of the vehicle and
the
pavement
surface
characteristics. If the pavement
has a good macro texture
(roughness) allowing the water
to escape beneath the tyre, then
the friction value will be less
affected by speed. Conversely,
a low macro texture (smooth)
surface will provide a larger
drop in friction when speed
increases.
Micro-texture is the fine texture
felt by running a finger over
a stone surface and is not
readily observable. This texture
will affect adhesion between
pavement surface and tyre. It
is also a function of the stones
potential to get polished. This
characteristic has a greater
influence on skid resistance at
low speeds.
Fig. 2.1 Micro and Macro Texture
Macro-texture is the visual

texture, large irregularities,
observed when examining the
broad stone-binder matrix. This
type of texture provides escape
paths for water under a tire and
controls skid resistance drop
off with increase in speed due
to lack of water egress. This
texture of the road surface is
associated with the hysteresis
component of skid resistance.

Surface friction is primarily
affected by micro and macro
textures which correspond to
the adhesion and hysteresis
friction component respectively.
Pavement surfaces can also
be visualized and categorized
based on their texture depths.
A general classification of
pavement
surface
texture
TECHNICAL PAPERS
is
described
below
in
Table 2.1 which is normally
used in identifying the pavement

surface based on texture type.
Table 2.1 Classifications for Mean Texture Depth
S. No.
1.
2.
3.
3
Texture Depth (mm)

< 0.3
0.3 0.6
> 0.6
Field Study
Field study has been carried

out to study the surface
characteristics of different
types of surfacing. Data on road
sections, each about 0.5 km in
length on different categories of
roads covering different types
of surfacing i.e flexible
pavements
(Bituminous
Concrete,
Semi
Dense
Bituminous Concrete, Stone
Matrix Asphalt (SMA), Micro
surfacing etc) and Cement
Concrete
pavements
with
different
texturing
under
varying traffic conditions have
been taken for the study. Most
of the sites were selected in
Delhi-NCR region as they were
easily accessible while testing
and to carry the test equipment
namely British Portable Skid
Tester (BPT) and Sand Patch
Method apparatus. A few
sections were selected out of
the Delhi state, keeping in view
their easy accessibility. The
identification of sites is one of
the important tasks involved
which forms the basis for a
study. Therefore, the sites were
selected with extra caution in
a way that they represent the
Texture Type
Fine/Smooth
Medium
Coarse/Rough
required condition parameters

namely type of wearing
course, age of surfacing, traffic
conditions etc.
3.1 Evaluation
of
Skid
Resistance of Pavement
Surface by Using Portable
Skid Resistance Tester
Data on Skid resistance of
pavement was undertaken on
the identified test sections for
both dry and wet condition of
pavement by using Portable Skid
Resistance Tester for different
types of surfacing, to assess the
functional quality of pavement
surface in terms of frictional
properties. The equipment
(Photo 3.1) is most widely
used and accepted all over the
world.
Photo 3.1 British Portable Skid

Resistance Tester for Measurement
of Surface Friction
It is a static measuring device

(representing speed <50 Kmph)
which measures the pavement
micro-texture in particular.
The results are reported as
BPNs to emphasize that they
are specific to this tester and
not directly equivalent to those
from other devices. Skid data
measurements using BPT in dry
& wet conditions were carried
out at every 100 metres interval
approximately depending upon
the site & traffic condition.
Other additional data regarding
surface conditions etc. were
recorded based on visual
observations.
3.3 Evaluation of Surface
Texture by Sand Patch
Method
Sand Patch Method is a simple
and routine type of method
used for evaluating of surface
macro texture. Measurements
of texture depth were taken by
Sand Patch Method almost at the
same locations simultaneously
as identified for the surface
friction measurements done by
Portable Skid Resistance Tester
(PSRT). Shown in Photo 3.3
is the set up for measurement
of texture depth by Sand Patch
Method. Under this method, a
known volume of sand particles
of given size is spread over the
surface until all the cavities are
filled. When the known volume
is divided by the area covered,
the mean depth of cavities can
be found. Ennore sand passing
300 micron and retained on
150 micron sieve sizes (ASTM:
E 965 - 96) was used for finding
the texture depth.
39
TECHNICAL PAPERS
4 Skid Resistance and
Surface
Texture
Depth
of Various
Pavement Surfacing
Photo 3.3 Measurement of Surface

Texture Depth Being Taken by Sand
Patch Method
Data on surface friction

measurement and texture depth
were taken at different test
locations. Test results obtained
on surface friction (BPN values)
and Mean Texture Depth

(MTD), measured at different
test locations by British
Portable
Skid
Resistance
Tester and Sand Patch Method
respectively are presented in
Tables 4.1 to 4.7 for various
surfaces under dry and wet
conditions.
Table 4.1 Skid Resistance (BPN Value) and Mean Texture Depth of Test Sections of
New Bituminous Concrete (BC) Surfaces
S. No.
Test Locations
(Change/Direction)
Noida Expressway, Opp Amity

University (Towards Pari Chowk)
82
62
0.65
Surface condition good

with Coarse texture
Noida Expressway Near Km 10

(Towards Pari Chowk)
94
72
1.09
Surface
condition
Very good with Coarse
texture
Noida Expressway Near Km 20

(Towards Delhi)
87
61
0.81

with Coarse texture
Noida Expressway Near Amity

University (Towards Delhi)
89
64
0.75
Surface
condition
Very good with Coarse
texture
Gurgoan-Sohna Road (Near Vatika

Business Park)
79
56
0.49

with medium texture
Sohna-Gurgoan
Road
Bestech Business Tower)
(Near
78
57
0.49

with medium texture
Beawar-Gomati Road (NH 8),

Near Km 136.5- Km 137
91
55
0.36
Surface condition fair

to good with Medium
to fine texture
Beawar-Gomati Road (NH 8), Km

141 - Km 141.5
90
55
0.41
Surface Condition fair

to good with Medium
to fine texture
Halol-Vadodara Km 20 to Km 19.5
(SH 87)
84
50
0.27

with fine texture
10
Halol-Vadodara Km 17 to Km 16
88
50
0.32

with Medium to fine
texture
(SH 87)
40
Average BPN Mean Texture

Values
Depth (MTD)
mm
Dry
Wet
Remarks
TECHNICAL PAPERS
Table 4.2 Skid Resistance (BPN Value) and Mean Texture Depth of
Test Sections for Old Bituminous Concrete (BC) Surfaces
S. No.
1
2
3
4
5
6
7
8
9
10
11
12
Test Locations
(Change/Direction)
Average BPN Mean Texture

Remarks
Values
Depth (MTD)
mm
Dry Wet
Nizamuddin-Ghazipur Flyover,
78
57
0.76
Surface condition good,
Near East Vinod Nagar (NH 24)
Coarse texture
Vasundara-Indirapuram Road
77
56
0.63
(Road No.12), Near Budh Chowk
Coarse texture
Outer Ring road (Towards ITO),
83
52
0.47
Surface condition fair,
Near Nizamuddin Road Bridge
Medium to Coarse texture
Bus Stop
Palwal-Delhi Road (NH 2),
78
59
0.58
Between Km 46 - Km 45
Coarse texture
Palwal-Delhi Road (NH 2),
80
59
0.68
Between Km 43.5 - Km 43
Coarse texture
Delhi-Jaipur (NH 8), Between
80
58
0.57
Km 39 - Km 40
Coarse texture
Jaipur-Delhi (NH 8), Between
78
56
0.55
Km 41- Km 40
Coarse texture
Archbishop Marg, Near Golf
87
62
0.69
Link Gate No. B
Coarse texture
Maulana Azad Marg, (Opp
84
58
0.76
Nirman Bhawan Bus Stand)
Coarse texture
Tees January Marg
92
61
0.60
Coarse texture
86
56
0.56
between Km 123 - Km 124
Coarse texture
89
55
0.52
between Km 129 - Km 130
Coarse texture
13
Vadodara-Halol Road (SH 87),

between Km 10 - Km 10.5
87
46
0.32

Medium to Fine texture
14
Vadodara-Halol Road (SH 87),

between Km 13.5 - Km 14.0
Ahmedabad-Mehsana Road
(SH 41), between
Km 56 - Km 56.5
Ahmedabad-Mehsana Road (SH
41), between Km 59.5 - Km 60.0
84
47
0.36
87
49
0.41

81
53
0.52
15
16

Medium to Coarse texture
41
TECHNICAL PAPERS
Test Sections for Semi Dense Bituminous Concrete (SDBC) Surfaces
S. No.
1
2
3
4
5
6
7
8
Test Locations
(Change/Direction)
Average
Mean Texture
Remarks
BPN Values Depth (MTD)
mm
Dry Wet
Dabur-Vasundara Road
78
56
0.79
medium to coarse texture
Atal Chowk Road, Opp NBT Gate 73
55
0.71
Sir Edmund Hillary Marg
84
56
0.42
medium texture
S P Marg (Service Road)
83
59
0.42
medium texture
San Martin Marg
86
56
0.54
Singapore Embassy (Service 84
58
0.53
Road)
Alexand Duback Marg (Cross 84
57
0.59
Road No. 4)
K Kamraj Lane
87
57
0.45
medium texture
Test Sections for Cement Concrete Surfaces
S. No.
1
i
ii
iii
iv
2
i
ii
iii
iv
42
Test Locations
(Change/Direction)
Average
Mean Texture
BPN values Depth (MTD)
mm
Dry Wet
Outer Ring road (ITO Thermal power - ISBT)
Near ITO Thermal Power
88
52
0.31
85
55
0.29
81
47
0.28
86
53
0.30
Average
85
52
0.30
Outer Ring road (ISBT - ITO Thermal power)
Opp ITO Thermal Power
77
47
0.20
84
46
0.25
79
49
0.19
75
48
0.18
Average
79
48
0.21
Remarks

with fine texture
Surface condition smooth

with fine texture
TECHNICAL PAPERS
S. No.
Test Locations
(Change/Direction)
Average
Mean Texture
BPN values Depth (MTD)
mm
Dry Wet
Delhi-Palwal Road NH 2
Km 42 - Km 43
77
46
0.21
ii
Km 42 - Km 43
75
47
0.16
iii
Km 42 - Km 43
77
47
0.18
iv
Km 42 - Km 43
78
48
0.20
Average
77
47
0.19
Delhi-Palwal Road (NH 2)
Km 46 - Km 47
72
50
0.24
ii
Km 46 - Km 47
75
49
0.28
iii
Km 46 - Km 47
71
41
0.19
iv
Km 46 - Km 47
75
44
0.22
Average
73
46
0.23
Remarks

with fine texture

with fine texture
Test Sections for Cement Concrete Pavement with Transverse Texture
S. No.
Test Locations
(Change/Direction)
Average
Mean Texture
BPN Values Depth (MTD)
mm
Dry
Wet
Yamuna Expressway (Towards Jewar)
Near Km 01
97
82
0.38
ii
Near Km 01
90
77
0.52
Average
93
79
0.45
Yamuna Expressway (Towards Jewar)
Near Km 03
97
85
0.30
ii
Near Km 03
89
79
0.22
Average
93
82
0.26
Yamuna Expressway (Towards Delhi)
Near Km 04
90
80
0.31
ii
Near Km 04
89
81
0.31
Average
89
80
0.31
Remarks

with Transverse texture

with Transverse texture
Surface condition is
good, Transverse texture
43
TECHNICAL PAPERS
Test Sections for Stone Matrix Asphalt (SMA)
S. No.
i
ii
iii
Test Locations
(Change/Direction)
Panchasheel Marg
Panchasheel Marg
Panchasheel Marg
Average
Average
BPN
Dry
Wet
79
81
81
80
51
51
51
51
Mean Texture
Depth (MTD)
mm
Remarks
0.44
0.42
0.47
0.44

to good with medium to
coarse texture
Test Sections for Micro Surfacing
S. No.
Test Locations
(Change/Direction)
Average
BPN Values
Mean Texture
Depth (MTD)
Remarks
mm
Dry
Wet
1
i
ii
iii
iv
Akbar Road
Akbar Road
Akbar Road
Akbar Road
Akbar Road
Average
Ferozshah Road
75
76
79
77
77
52
56
56
56
55
0.26
0.21
0.22
0.22
0.23
Old Surface, surface

condition fair to good,
fine texture
i
ii
iii
iv
Ferozshah Road
Ferozshah Road
Ferozshah Road
Ferozshah Road
Average
81
88
83
84
84
60
65
66
66
64
0.49
0.57
0.66
0.62
0.58
New Surface, surface

condition good with
coarse texture
Data Analysis and

Interpretation of
Results
The data obtained on skid
resistance and texture depth
from the field study was analysed
for two major categories of
surfacing types namely flexible
44
and rigid pavements. Further,

flexible pavements are classified
as Bituminous Concrete (BC),
Semi
Dense
Bituminous
Concrete
(SDBC),
Micro
surfacing and Stone Matrix
Asphalt (SMA). Data of each of
the categories is analyzed and
discussed further in detail under

subsequent sub-sections. Wet
condition is considered to be the
worst case scenario that would
occur on pavement surface, and
hence only wet BPN values are
considered for analysis. For the
ease of analysis, the pavements
TECHNICAL PAPERS
with the age less than or equal

to 2 years were considered as
new surfaces and the pavements
with the age greater than 2 and
upto 5 years were considered as
old surfaces.
5.1 Bituminous Concrete (BC)
The skid resistance data
obtained for new BC surfaces
(Table 4.1) revealed that the
BPN values under dry condition
of the pavement ranged between
78 and 94 with the mean value
of 86. Similarly, the BPN
values under wet condition of
pavement ranged from 50 to 72
with the mean value of 58
which is above the minimum
specified required value of 55.
The average variation of BPN
values from dry to wet condition
of pavement can be observed to
be 33 % approximately. It has
been observed from the data
obtained that surface conditions
on most of the sites are good
and average skid resistance is
adequate. From the data, it has
also been further observed that
out of the ten new wearing surface
sections, two road sections
indicate low skid resistance
(i.e. 55). This may be attributed
to the fact/reason that close
grade of the mix or the mix
that is rich in bitumen content
was probably used during the
overlaying of the section. The
Mean Texture Depth (MTD)
value is also comparatively
low at these sections/locations.
Generally,
the
pavement
surfaces
with
low
skid
resistance values and low

texture depth have problems
with the frictional properties.
Therefore, the affected road
sections need to be investigated
thoroughly in the first instance
before deciding upon the
remedial measures to correct
deficiencies
in
the
skid
resistance. The MTD values
observed is of the order,
0.27 mm to 1.09 mm with the
mean value of 0.56 mm.
Similarly, the data obtained for
old Bituminous Concrete (BC)
surfaces (Table 4.2) indicate
that the BPN values under dry
condition of the pavement
ranged from 77 to 92 with the
mean value of 83. The BPN
values under wet conditions of
pavement ranged from 46 to
62 with the mean value of 55
which is same as the minimum
specified value. Out of the 16
test sections, five test sections
exhibited significantly low
BPN value which indicates that
there is an immediate need to
improve the level of surface
friction at these locations/
test sections. The average
MTD
ranged
between
For overall BC,
For old BC,
For new BC,
BPN = 27.29 (MTD) + 40.92 (R = 0.79)

BPN = 31.37 (MTD) + 37.53 (R = 0.74)
BPN = 25.52 (MTD) + 43.69 (R = 0.94)
It can be seen from the above

Equations (i) to (iii) that new
Bituminous Concrete (BC)
surface indicate the best
correlation between BPN and
MTD among all the three cases,

mean value of 0.50 mm. It can
also be seen from the data that
majority of old BC test sections
performing
satisfactorily
from the consideration of wet
surface friction. The one time
data undertaken under the
scope of study is very limited,
hence to predict the change
in skid resistance with time is
not possible. Therefore, a long
term or periodic performance
evaluation would be required
for arriving at a meaningful
conclusion.
Regression analysis has been
carried out to construct the
relationship between BPN
and MTD, for the three cases
of Bituminous Concrete (BC)
pavements namely overall, old
and
new
BC
surfaces
respectively
and
good
correlations were obtained.
In case of overall Bituminous
Concrete (BC), the combined
data for both the new as well
as old Bituminous Concrete
(BC) surfacings have been
considered.
The relationship derived is as
follows:
(i)
(ii)
(iii)
followed by overall BC and then

old BC surfaces.
5.2 Semi Dense Bituminous
Concrete (SDBC)
The data pertaining to SDBC
surfaces is provided in the
45
TECHNICAL PAPERS
Table 4.3. From the data, it

can be observed that the BPN
values under dry conditions of
87 with mean value of 82. It
can also be seen from the data
obtained that the minimum and
maximum BPN values under
wet conditions of pavements are
55 and 59 with a mean value of
57 which is above the specified
minimum value of 55. The
variation of skid resistance
from dry to wet condition is
found out to be 30%
approximately which is as
equivalent to that of BC
surfaces.
The minimum and maximum
MTD values observed are
0.42 and 0.79 respectively
with a mean value of 0.56.
Thus, SDBC exhibits a very
good
skid
resistance
characteristic
both
with
respect to macro-texture and
micro-texture of the pavement.
The correlation between the
British Pendulum Number
(BPN) value in wet condition
and MTD could not be
established due to insufficient
sample size and also due to the
heterogeneous site conditions.
5.3 Cement Concrete (CC)
Cement Concrete is the most
widely used pavement surface
after bituminous surfacing. A
very limited number of sections
of this type were selected in the
study area due to availability
46
constraint, on which skid data

has been collected and analyzed.
The data obtained is tabulated
in the Table 4.4.
From the data, it can be
observed that the minimum and
maximum British Pendulum
Number values (BPN) in wet
condition are 41 and 55 with
a mean value of 48. It can
also be observed that the BPN
88 with mean value of 79.
The variation of skid resistance
from wet to dry condition of
pavement is observed to be 39%
which is very high. Thus it can
be seen from the data, that the
loss of skid resistance from dry
to wet condition is more in CC
than in BC and SDBC surfaces.
The minimum and maximum
values of MTD are 0.16 mm and
0.31 mm respectively with
a mean of 0.23 mm which
indicate that the surface is
smooth. It can be seen that

the both BPN and MTD
observed values are very low,
indicating poor skid resistance
performance of the pavements
under the study. The reasons
behind poor skid resistance
performance can be attributed to
the lack of provision of proper
texture which could be due to
poor workmanship, inadequate
quality control measures or poor
maintenance strategies.
Regression analysis between
BPN and MTD values has been
carried out for all the sections
identified. A linear relationship
has been established between
the BPN in wet condition and
MTD with an R2 value of 0.40
(Fig. 5.1).
For CC, BPN = 43.12 (MTD) +
38.20 (R = 0.40)
(iv)
The relationships in the form of
scatter charts are shown in the
Fig. 5.1.
Fig. 5.1 Relationship between BPN (wet) to MTD in Cement Concrete Surfaces
More sections of CC pavement

surfaces are required to arrive
at generalised
correlation.
and
reliable
TECHNICAL PAPERS
5.4 Cement Concrete Pavement
with Grooving Transverse
Texture
A few sections of Yamuna

Expressway with transverse
texture (Fig. 5.5) were studied
with varying groove spacing of
5 mm to 9 mm approximately,
whose data is given in the
Table 4.6.
Fig. 5.2 Sand Patch Test on Cement

Concrete Surface with Grooving
Transverse Texture
From the data, it can be

observed that the BPN values in
wet condition of the pavement
ranged between 79 and 85 with
a mean value of 80. It can also
be observed that the BPN
values under dry conditions
of pavement ranged from
89 to 97 with mean value of
92. It can be observed that the
loss of skid resistance from
dry to wet condition of the
pavement is very low i.e. 13%
approximately. This reduction
due to wet condition is very less
when compared to the loss in
other types of surfaces such as
BC, SDBC and CC, indicating
that the CC pavement surface
with
grooving
transverse
texture is good from the
consideration
of
surface
friction. Thus if the CC
pavements are provided with
proper grooved transverse
texture, the loss of skid
resistance due to the presence of
water can be minimised.
The values of BPN observed
indicate a good skid resistance
of the pavement and are
very much higher than the
acceptable level of 55. The
MTD ranged between 0.22 and
0.52 with a mean value of 0.34
which shows that on an average
the surface is medium textured.
The low texture depth values at
few sections may be attributed
to the lesser depth of grooving.
Further, an exhaustive study is
required to exactly understand
its behavior and to derive
conclusions.
5.5 Stone Matrix
(SMA)
Asphalt
Stone Matrix Asphalt has been

used in several countries to
provide better resistance to
rutting. It is a Gap Graded
aggregate-asphalt hot mix that
maximizes the asphalt cement
content and coarse aggregate
fraction which provides a stable
stone-on-stone Skelton that is
held together by rich mixture
of asphalt cement, filler, and
stabilizing additive (Brown and
Manglorkar, 1993). The use of
higher binder content enhances

the durability of SMA. Because
of its higher rut resistance
property and higher durability,
it is most preferred over the
conventional dense graded
asphalt mixes. An old section
of SMA was also studied
to understand its surface
characteristics. Skid resistance
measurements were made on
this pavement surface and the
data collected is provided in the
Table 4.6. BPN values under dry
conditions of pavement ranged
from 79 to 81 with mean value
of 80. It can also be observed
from the data that the average
BPN values in wet condition
of pavement is 51 which is
adequate for the prevailing low
traffic conditions as per TRRL
recommendations for city roads.
The MTD value ranged from
mean value of 0.44 which shows
that the surface is adequate. Also
the reduction in skid resistance
from dry to wet condition is
comparatively high.
5.6 Micro Surfacing (MS)
Micro surfacing is the most
versatile technique for routine
and periodic maintenance of
the roads. It is mainly used to
improve the functional aspects
of the pavement. The technique
involves application of thin
layer (6 to 9.5 mm) cold mix over
47
TECHNICAL PAPERS
flexible or rigid pavements to

correct the micro level problems
which arise during the early
stages of the road operation.
From the data collected
(Table 4.7), it can be observed
that the micro surfacing
exhibited very good skid
resistance characteristics. BPN
88 with mean value of 81. The
BPN values in wet condition
ranged between 52 and 66
with a mean value of 60 which
meets the requirement. The
loss of skid resistance from dry
to wet condition is found out
to be 26%. The average MTD
observed was 0.41 which shows
that the surface is adequate
for the prevailing low traffic
conditions.
6
Conclusions
and
Recommendations
The
skid
resistance
characteristics
of
various
pavement surfaces were studied
and the following salient points
emerged from the study:
1. The study has provided
useful database on skid
resistance for the different
surfacing i.e. Bituminous
and
Cement
Concrete
Pavements. It has been
observed from the study that
some test locations/sections
48
exhibits low skid resistance

as well as low texture
depth, indicating that these
test sections or locations
performed fair from the
consideration of surface
friction. The average skid
resistance value at these
locations was found close to
the specified value and even
in some cases below the
specified value of 55.
Therefore, these locations
would require periodic and
closer evaluation to reduce
skid related risk in future.
A Pavement surface can be
maintained at acceptable
level, if the maintenance
strategies that are planned
and implemented without
any delay.
2. Positive
correlations
between macro texture
depth and micro texture
(BPN value) of the
pavement
have
been
established for Bituminous
Concrete (BC) and Cement
Concrete (CC) surfaces.
From the data, it has also
been observed that Cement
Concrete (CC) Pavement
with grooving transverse
texture exhibited very good
skid resistance followed
by Micro surfacing (MS),
Bituminous Concrete (BC),
Semi Dense Bituminous
Concrete (SDBC), and

normal Cement Concrete
(CC) pavements. Since
the data undertaken for
the study is one time
observation, therefore, it is
very difficult to predict the
change in skid resistance
with time. Time series
data or comprehensive long
term performance study
would be required for
arriving at a meaningful
conclusion.
3. The study indicates that
skid resistance values
show an increasing trend
with increase in texture
depth for most of the test
locations conforming to the
findings reported by earlier
studies.
4. Surface friction property
is becoming an emerging
issue in India too in the
context of road traffic
safety, therefore, long term
performance
evaluation
using
high
speed
measuring equipments is
recommended
both
at
routine/project level and
at net work level to enable
advanced planning for
corrective measures at the
most appropriate time.
5. The study recommends
investigation on more
number and types of
TECHNICAL PAPERS
pavement surfaces with a

view to further understand
the correlation among the
texture depth, pendulum
test and the surface
roughness
of
these
pavement surfaces, which
contributes significantly on
the safety of these roads.
Ex-Scientist CRRI, for his

support and guidance during
the study. Thanks are also due
to Shri P.R. Singh, Technical
Officer for his assistance during
the data collection process
undertaken during the study.
4.
Standard
Test
Method
for
Measuring
Pavement
Macro
Texture Depth Using a Volumetric
Technique: ASTM E 965 96
(Reapproved 2006).
5.
Skid Resistance behaviour of

Bituminous Pavements Case Study
By Athem Gowtham, Sudesh Kumar,
R.K. Srivastava, Dr. R. Prasanna
Kumar, International Journal of
Applied Engineering Research,
2014.
6.
K.B. Raghuram and Venkaiah

Chowdary
2013.
Performance
Evaluation
of
Stone
Matrix
Asphalt (SMA) Using Low Cost
Fibres Journal of the Indian
Roads Congress, Volume 74-2.
References
1.
Special Report, State of the Art:

Pavement Slipperiness and Skid
Resistance, IRC Highway Research
Board, New Delhi, 1976.
2.
National Cooperative Highway

Research
Program
(NCHRP),
Guide for Pavement Friction,
Transportation Research Board,
USA.
3.
Standard
Measuring
ACKNOWLEDGEMENTS
Authors are thankful to
Dr. S. Gangopadhyay, Director,
CRRI for his kind permission to
publish this paper. The authors
also express their sincere
thanks to Shri S.P. Pokhriyal,
Properties
Using
the
British
Pendulum Tester: ASTM E 303 93
(Reapproved 2008).
Test
Method
for
Surface
Frictional
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214.1.2.5
214.1.5
214.1.5
214.1
Clause No.
S.No.
Fig. 214.1.5 (b)
214.1.6 Earth Pressure for Integral Bridges

For calculation of earth pressure on bridge abutments
in integral bridges, the specialist literature shall be
referred
Earth Pressure for Integral Bridges

For calculation of earth pressure on bridge
abutments in internal bridges, the specialist
literature shall be referred
Lateral Earth Pressure

The provisions made under this clause are not
applicable for design of reinforced soil structures,
diaphragm walls and sheet piles etc., for which
specialist literature shall be referred.
Effect of saturation on Lateral Earth Pressure
The value of shall be taken as 1/2 the value of
for dry backfill
To be read as:
Fig. 214.1.5 (b)
As written in the amendment published in

Indian Highways of October 2014:
Lateral Earth Pressure
The provisions made under his clause are not
applicable for design of reinforced soil structures,
diaphragm walls and sheet piles etc., for which
specialist literature shall be referred.
Effect of saturation on Lateral Earth Pressure
The value of shall be taken as the value of for
dry backfill
Errata No.1/IRC:6-2014/July 2015

To
IRC:6-2014 Standard Specifications and Code of Practice for Road Bridges, Section : II, Loads and Stresses
(Revised Edition)
Errata To IRC:6-2014
61
62
63
64
65
66
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Indian Roads Congress

Founded : December 1934

Number 3 March 2016

G.D. Ransinchung R.N.

From the Editors Desk

INDIAN HIGHWAYS, March 2016

Article 21 read with Article-47 (Under Part-IV

Sajjan Singh Nahar

In larger public interest, and to save the citizens,

From the Presidents Desk

Dated: 24.02. 2016

Important Announcement - New Membership Fee/Form

APPLICATION FORM FOR LIFE/INDIVIDUAL ASSOCIATE/STUDENT MEMBERSHIP

(TO BE FILLED IN CAPITAL LETTERS)

Through Non-Refundable Demand draft/cheque No._____________Dated______________

INDIAN HIGHWAYS, March 2016

Important Announcement - New Membership Fee/Form

APPLICATION FORM FOR CORPORATE (ASSOCIATE) ANNUAL MEMBERSHIP

(TO BE FILLED IN CAPITAL LETTERS)

CORPORATE ADDRESS (Mailing) (ATTACH REGISTRATION OF THE ORGANIZATION):

(Postal with Pin Code):

BRIEF OF EXPERIENCE IN HIGHWAY/ROAD TRANSPORTATION SECTOR:

Through Non-Refundable Demand draft/cheque No._____________Dated______________

Corporate E-Membership (Foreign Countries) (Annual)

INDIAN HIGHWAYS, March 2016

Dr. L.R. Kadiyali

INDIAN HIGHWAYS, March 2016

Design and Construction of a Sustainable Composite Pavement

Composite pavements are by no

PCC [constructed wet on wet])

renewed as needed with no

INDIAN HIGHWAYS, March 2016

concrete pavement. (Asphalt

quality or friction of the rigid

INDIAN HIGHWAYS, March 2016

2. Make use of locally

following design as shown

country, general design is shown

Fig. 1 Typical X Section of Composite Pavement

Source: Final Contract Report VTRC 09-Cr2.

For design of composite

Fig. 2 Comparison of all Designed Composite Pavement Structures

The respective deflection after

Table 2 Maximum Deflection of Pavement Surface with

Composite pavements, when

mitigate various structural and

cost-effective for very high

INDIAN HIGHWAYS, March 2016

deterioration rates for the

CAUSES AND EFFECT OF

(expansion and contraction) or

contraction and curling of the

Table 3 Reflection Cracks and Associated Problems

Type of reflection crack

Transverse and longitudinal cracks at slab joints

Thermal and load associated

Transverse and longitudinal (non-joint) cracks

Thermal and load associated

Lane widening joint in AC pavements

Thermal and load associated

Block cracking in AC pavements

Thermal and load associated

Block cracking in AC pavement due to fatigue or

Utility cuts and pavement patches

Dated: 24.02. 2016

Through Non-Refundable Demand draft/cheque No._Dated__

Through Non-Refundable Demand draft/cheque No._Dated__

,1'8675,(6,1',$/7'