Errata 112

INDIAN HIGHWAYS
A REVIEW OF ROAD AND ROAD TRANSPORT DEVELOPMENT
Volume 41 Number 8 August 2013

Contents ISSN 0376-7256
Page
2-3 From the Editors Desk
4 Advertisement Tariff
5 CSIR-CRRI Training Programmes for the Year 2013-14
6 Engineering Challenges on Controlling Road Accident (Case Study)
Nandanandan Das
14 Damaging Effects of Super Single Tyres : An International Experience
Abhishek Mittal and Sunil Bose
26 Laboratory Performance Evaluation of A Ready-To-Use Patch Mix
Abhishek Mittal, P.K. Jain and Amit Kumar
35 Improvement in Properties of Subgrade Soil by Using Pond Ash and Chemical Additive
B.M. Patil and K.A. Patil
42 Effect of Purity of Lime on Strength and Durability of Soil-Lime Mixes
Uma Arun, V.K. Kanaujia, Alok Ranjan, R.K. Swami and Sudhir Mathur
50 Good Environmental Management Practices : Case Study & Review of Tree Transplantation for Highways Project in India
Arijit Choudhury, Raj Kumar Sing and V.K. Ganju
62 Errata to IRC:112-2011 'Code of Practice for Concrete Road Bridges'
70 Obituary
71-72 Circular Issued by MORT&H
73 Tender Notice of PWD B&R Gurgaon Circle
74 Tender Notice of NH Circle Kanpur
75 Tender Notice of NH Tirunelveli
76 Tender Notice of NH Circle Lucknow
77 Tender Notice of NH Circle Bareilly
The Indian Roads Congress Founded : December 1934

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From the Editors Desk
ROAD SECTOR REGULATOR A NEED
Dear Readers,
In the budget for the current year provides for creation for regulator for the road infrastructure
sector. This is a much needed requirement to accelerate further the developmental efforts in
this crucial infrastructure sector.
The experience of private sector financed projects in the road sector during about last one
and a half decade is a mix bag of success and failures. The issues and aspects involved in the
road sector have their own complexities and the same gets more compounded when for the
same issues multi-organization participation is involved. As of now both school of thoughts
exists i.e. one which supports the creation of regulator for the road infrastructure sector and
the other does not support for the same. However, the need of the hour is to take a more
pragmatic and positive approach for the betterment of this sector.
A number of infrastructure sector have witnessed creation of regulatory organizations
which includes the power sector, telecom sector, port sector, etc. The commonality as a
result of these regulatory authorities has been in the areas of public/consumer satisfaction,
enhanced public confidence and conducive environment for more investment. The biggest
enabling condition which gets created on account of regulator in a sector is the creation of
level playing field between the private and public so that the two become apparently equal
partners in the developmental model.
The need for the regulator in the road infrastructure sector is felt may be because of
managing the policy framework & guidelines as well as implementation/execution of
contractual agreements by the same road owning authorities/organizations. This situation is
more pronounced when the issues related to toll (including policy framework and collection
with monitoring issues), maintenance of level of service, parity of users, safety as well as
satisfaction of road users, technology/techniques choices, use of public money, etc. get
raised.
In private financed road projects, these issues coupled with the issues related to land
management including land acquisition and other related clearances matters in a road project
suggests for a dedicated organization keeping in view that the concession period in such
projects are for long duration ranging from 12 to 30 years.
2 INDIAN HIGHWAYS, August 2013

EDITORIAL
The contractual conflicts especially related to assessment of performance across the various
parameters of the stakeholders involved in the project, extension of time or imposition of
penalties on any account are some of the areas which requires timely and relevant solutions
to keep the sector in a robust health. It is not out of place to mention that as per the decision
given by Honble Supreme Court in the matter of Today Homes & Infrastructure Limited
Versus Ludhiana Improvement Trust, the arbitration clause will survive even if the main
agreement between the two parties are void. The long duration private sector financed
projects in the road infrastructure sector have some inherent risk factors especially related
to assumption of traffic, input cost, tariff, etc. which are also dependent on overall economic
condition and the prediction about overall economic scenario and economic growth rate for
next 12 to 30 year time frame which is not a very easy affair.
The eventualities arising in such scenario and keeping in view the need of not only asset
creation and asset preservation in the road sector but also for optimizing the resources as
well as creating conducive condition for continuous fund flow may support the need of
setting up an independent road regulator which should be independent of executing and
policy making road owning authorities.
Kindness is the language which the deaf can hear and the blind can see
Mark Twain
Place: New Delhi Vishnu Shankar Prasad

Dated: 23rd July, 2013 Secretary General
INDIAN HIGHWAYS, August 2013 3

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CSIR-CRRI TRAINING PROGRAMMES FOR THE YEAR 2013-2014
TITLE OF THE COURSE DURATION COURSE COURSE

WITH DATES FEE COORDINATOR
+ 12.36 % S.T.
A. PAVEMENT ENGINEERING & MATERIALS
Design, Construction and Maintenance of 02-06 Sep., 2013 Rs. 8000/- Dr. P.K. Jain
Flexible Pavements
Rigid Pavements: Design, Construction & 18-22 Nov., 2013 Rs. 8000/- Sh. J.B. Sengupta
Quality Control Aspects
Pavement Evaluation Techniques and their 16-20 Dec. 2013 Rs. 8000/- Sh. K.
applications for Maintenance and Sitaramanjaneyulu
Rehabilitation
B. ROAD DEVELOPMENT PLANNING &

MANAGEMENT
International Course on Dissemination of 16-27 Sep. 2013 Rs.30,000/- Dr. Divesh Tiwari
HDM-4
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for Road and Transportation Sh. A. Mohan Rao
C. GEOTECHNICAL ENGINEERING
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for Highway Projects
D. BRIDGES & STRUCTURES
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E. TRAFFIC & TRANSPORTATION PLANNING
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Environmental Clearance Process for Road
& Highway Projects
Customized Tailor Made Programmes:

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New Delhi 110 025

TECHNICAL PAPERS
ENGINEERING CHALLENGES ON CONTROLLING ROAD
ACCIDENT (Case study)
Nandanandan Das*
ABSTRACT pedestrians etc are allowed to pass on the road.

It is true that Death is imminent for any living being. But Death That means road network system of India should be
due to road accident is maximum for human beings in our country. adopted, considering all these factors of mixed traffics.
This is due to lack of awareness among common people and also Generally road accidents are occurred due to various
lack of government administration as covered in the various
Paragraphs on Primary Cause of accidents on road. There are
reasons. When any accident occurs, people think, it
various reasons for occurring road accident in the country. If all is by chance or desire of God but there is particular
the concerned authorities and the people, in general are careful cause for each and every accident. If cause of each
and sincerely adopt the principles of road safety and abide by it, accident is known then the remedies for these can be
then the road accidents can be avoided. Author has taken care
of all most all points considering from various angles and cited adopted to avoid accidents.
here for control of accidents in reality. He has put forth various It is observed although the speed of vehicle is more
means about safety on road as per actual performances during
his long experience on different types of road projects. The topic than 140 km/hr in most of the developed countries, the
Controlling road accident-Road accident-Over view put forth accidents are less. Whereas, although speed of vehicles
by Er Nandanandan Das, was critically discussed and approved is less in India, the number of accidents are more. Due
by technical experts of works department of Government of
to accident, there is a lot of damage of personal and
Odisha during 2001. These have been circulated to all engineering
departments as ideal guide as per the recommendation of the national property, which also leads to human loss. The
committee. Lot of methods for prevention of accidents have been places where repeated accidents occur, are known as
codified by IRC for implementation but author has cited here in BLACK SPOT areas. If the types of accidents are
totality, considering the reasons of accidents and suitable remedies
in general. These cover even measure existing IRC codes. These
known and remedial measures are taken suitably as
may be further analyzed and detailed for covering better safety on antidote to treatment then, the lot of accidents can be
road accidents. avoided.
1 INTRODUCTION Primary Causes of Accidents on Road
Role of road net work system in the Country is known Due to bad driving.
to every body. Development of road system counts Due to drowsiness of driver.
towards the development of the country. Now a lot of
Due to mechanical trouble of vehicle.
efforts have been taken for improving the road network
system in the country. The speed of the vehicle can be Due to carelessness by the traffic.
maintained on road at 100 km/hr. There are sizeable Due to sudden entry of cattle, goats and
increase of vehicles on transportation system in the other animals.
country after independents.
Due to lack of civic sense of the traffic.
It is noticed either road in bad condition or in good
Due to alcoholic & drug affect by drivers
condition, accidents occur frequently. In our country
and pedestrians.
traffic is mixed type. Different types of vehicles
such as cycles, rickshaws, auto rickshaws, motor Due to defectiveness of road or
bikes, cars, tractors, trucks, buses, long tailors, even deficiencies in road systems.
* Former E-in-C- cum Secretary, Works, Govt. of Odisha

TECHNICAL PAPERS
2 REASONS OF ACCIDENTS AND 2.4 Due to Careless Driving by the Driver

REMEDIES IN DETAIL Many time the drivers drive the vehicles carelessly and
become over confident, for which a lot of accidents
2.1 Due to Bad Driving
are occurred. In our country, Everybody wants to go
Many accidents are occurred due to driving of first. Therefore, when one finds a little gap between
vehicles by the inexperienced drivers. Therefore, it is two vehicles, a driver tries to push in between, for
very much necessary to issue driving licenses, after which most of the accidents are occurred. These types
proper driving tests. In no case driving licenses should of accidents can be avoided only by strict awareness
be issued without proper driving test. In this respect of the drivers. During driving of vehicles, the drivers
both transport authorities and the drivers should should not use mobile phones, If It is very much
maintain awareness because their slight slackness in required to use phone, it is advisable to stop the vehicle
this respect, will create a loss of life & property. In on side for using the mobile phone. In no case the
some countries in Europe the driving is one regular driver should be unmindful, superfluous and careless
during driving. In developed countries, generally the
study like technical course.
one driver gives indication to the other driver to go
2.2 Due to Drowsiness of Driver first. Therefore, although the vehicles in countries like
France, German, America and many other countries
Many a time due to long driving, mostly after taking move very fast, the accidents are very less in compare
food, the driver feels fatigue, relaxed and drowsiness, to our country.
which becomes the cause of accidents. When the driver
feels drowsiness, he should take tea, brittle and should 2.5 Due to Sudden Entry of Cattle, Goats and
take rest for some time, before driving further. Other Animals
On consultation with the police authorities, it has At times when vehicles are moving fast, lot of
been noticed that in some particular time & area, the accidents are occurred due to sudden entry of goats,
repeated accidents are occurred i.e. black spot areas, dogs, cows, cats, bulls with fighting, child, cyclists,
although there is no visibility of technical defects on even other vehicles & running of the person without
road system. These are due to driving after taking food, locating the traffic from the both sides. In developed
countries generally grills, safety barriers, and guard
feeling drowsiness after particular time. Locating
rails etc are provided to check against such type of
such type of spots, the resting places, which should
accidents. In those countries bulls, cows, goats and
be provided on the side of road for taking rest by the
dogs etc do not move on the road like our country.
drivers.
These animals are dealt separately. Sudden entry to
the road is never advisable. For this awareness among
2.3 Due to Mechanical Trouble of Vehicle
the people is very much required.
Generally the vehicles are not checked up or repaired
periodically in our country for which usually accidents 2.6 Due to Lack of Civic Sense of the Traffic
are occurred due to mechanical problems. Therefore, Generally many accidents occur due to lack of civic
acts should be formed for periodical check up for all sense. So civic of road traffic should be introduced
vehicles. Periodical maintenance certificate should from the primary education of the child, to increase
be obtained & produced whenever required by the awareness for use of road. The principles of movement
R.T.O & police authority. It should be ensured that of traffic in India are to keep to the left side of the road.
there should not be any slackness or irregularity while Any fast moving vehicle while overtaking, should
issuing such certificates. move on the right of the front vehicle, provided the

TECHNICAL PAPERS
front vehicle has given indication to pass. When two jam is created after opening of the gates. In developed
vehicles are coming from different directions, the 3rd countries, the drivers follow the traffic rule strictly.
vehicle should not try to enter in between the gap.
In India suppose by chance any vehicle becomes out
Many a time if a truck is moving from one side and
of order and stuck on the road, usually both lanes
bus is coming from other side, scooter or cyclist tries
are covered with both way traffic, for which jam is
to pass in between the gap for which accident happens
created. These are all due to lack of common sense
on the road. This is only because of the impatience
and awareness. In this case the traffic on left side lane
of the driver to go first. Many cycle riders carelessly
should be used and other side should be left vacant for
during riding, face accidents. To go fast some motor
in coming of other side vehicles to avoid jam.
cycle riders move on the road zigzag way from one
side to other side of the road locating gap in between 2.7 Effect of Alcoholic and Drugs on Drivers and
the vehicles, create situation of accident. Many a Also Pedestrians
times some friends move together on the road and they
On principle, none should drive the vehicle after taking
obstruct the road traffic for which many accidents also
alcohol or drug. One must realize any accident occurs
occur. They should move on the footpath at the left
due to ones such activities, it is harmful to individual
side edge as per the traffic rule. Therefore, the drivers
as well as to all. Similarly a drunkard while moving on
should follow the traffic rule & indications which are
the road may loose his sense and meet accident, so the
given on the road side sign board. The sign boards on
pedestrians must not move on the road as drunkard or
the roadside indicate the drivers to move as per the
using drug. Police must be very much active to check
situation of road.
on the matter and take immediate action over it. Driver
The drivers of different vehicles, moving on the should always remember that the life of passengers
road in same direction, should follow some safe and the vehicles depends on his type of driving.
distances in between their vehicles and the vehicles
in front, in order to avoid collision, if front vehicle 2.8 Due to Deficiency or Defectiveness of
applies brake in unavoidable circumstance. This gap Construction of Road System
is known as braking distance. This braking distance Major accident are occurred due to defect of road or
depends on different types of vehicles with different deficiency of road construction system. Generally
speeds moving of the road. This type of breaking about the 60% accidents are occurred due to deficiency
distance can be indicated on the side of road by the in road system. These type accidents happen due
traffic authorities to grow awareness on the people. to technical ignorance or by the negligence of the
These types of activities will reduce the possibility of concerned engineers during execution of road work. If
accident. any accident occurs, general opinion of the common
In Paris and border of Italy there was an accident people are that these happen by chance or it is desire
of burning of a petrol bunker on 24th March 1999 of God.
inside a tunnel (11.6km) in Mont Blanc. Due to this The road network system is different, location wise.
there were 39 death and 10 cars with 23 lorries were The road system of Odisha is not same as Darjeeling,
damaged. Subsequently it was codified to maintain Shimla, even Rajasthan. Such difference on road
the safe distance of 100m in between the front and system depends on longitude, latitude, forest area,
rear vehicle in side the tunnel. hilly area, desert, coastal area, water logging area,
When both the gates are closed in any railway level cyclone and flood affected area etc. Actually the road
crossing, it is usual practice to cover both side lanes policy of Indian Roads Congress is adopted all though
on both sides of gates by the traffic. These are due to the country. The constructional method of road system
lack of common sense of drivers. For this unnecessary should be adopted as per the situation and environment

TECHNICAL PAPERS
all over the country. Some precautionary measures on 2.8.1.1 This type of drain acts as prevention of
road accidents have been adopted in real practice in accidents
the State of Odisha. The same have been cited here in
2.8.1.2 During rainy days due to rise of water table
detail item wise.
inside the ground, generally there is ingress of water
PARTICULAR METHODS FOR AVOIDING from neighboring land to inside of the road and there
ACCDIENT ON ROAD will be vertical action of water pressure under bottom
of road. Provision of Such type of drain acts as cutoff
2.8.1 Where in any town or market area, road and
between road and side land. This has been adopted
the road side land are mostly in same level for which
practically in Sambalpur Rourkela road (SH-10) and
random entry of cross traffic like cyclist, motor cyclist,
found successful.
running of different persons on road cross wise create
accident on the road. It is suitable to provide grill or 2.8.1.3 This drain also carry the storm water from the
Pedestrians Guard Rail (PGR) to restrict the random road and also from road side land. Therefore, road is
entry of the traffic. Another method for separating better maintained.
the road from the road side land, provision of V-type
2.8.2 Mostly in curve and junction of road, the clear
drains are recommended. These will restrict the sudden
sight distance is to be maintained. Therefore, any
entry of cross traffic to the road. This will minimize
structure or plantation of tree should not be there
the accident on road. A typical section vide Fig.1 -As
inside of the curve because these obstruct the sight
road safety measure:-
distance, that means there will not be clear vision
either during running and over turning. The building
and plants may be in outer side of the curve.
2.8.3 Humps of the road create inconvenient for the
flow of traffic. At times the humps are of abnormal size
for which many accidents occur. Humps are provided
for checking the speed of vehicle. These are mostly
Fig. 1 near any road crossing and school area. Generally in
many locations, the humps are provided on road due
The drain should continue from the formation edge to repeated accidents, already occurred. If one tries
of the road. Guard posts should be fixed to identify to find causes of accident, it would be noticed that
the edge of road. Due to such type of drain, accident there must be one cross road connecting the main
also minimize in town, market and village areas. It road. The reasons of accident may due various causes,
restricts the random entry of traffic from the adjacent such as Cross road meet the main road in steep grade,
land or locality to road directly. At restricted places there must be lot of structures, betel shops and trees at
passage should be provided for entry of local traffic. turning places, which obstruct the sight distance. The
The Hume pipe culverts may be provided in suitable traffic coming from the cross road, meet accident on
locations with sufficient width so that the traffic the main road for which generally humps are provided
coming from the outer to inner side of road can see the on the main road to avoid such accident. A typical
traffic from the both ways on the main road. This was road junction as per Fig. 2 is suggested as remedial
adopted in places like Kansbahal, Jalan petrol pump, measure. There should be curve entry from connecting
Rajgangpur, Jharsuguda, Vedabyas etc and found road to main road. There should not be any obstacles
success in Sambalpur - Rourkela road. on the curve side to have proper sight distance. Instead
There are three types of advantages for adopting such of providing humps on main road, rumblers should be
V- type of drain. provided at a distance of 10m as per the standard and

TECHNICAL PAPERS
that should be on the cross road. The rumblers should rather suitable grade can be adopted after maintaining
be extended from edge to edge on connecting road. the leveled approaches for a length of minimum 15m.
No cross traffic should enter the main road with high
Generally it is noticed that the joint of culvert and
speed. Rather these traffic should be cautious while
starting of approach of road is settled, for which
entering to main road.
lots of accidents and inconvenience on movement of
traffic are occurred. This is due to under compaction
of approach near abutment. The earth work from the
first layer and in subsequent layers should be bent
vertically towards abutment so that the compaction by
roller can be made properly on the edge of abutment.
The typical section as per Fig.3, indicates the method
of compaction layer wise.
Fig. 2
Fig. 3
Therefore the level of connecting road should be
maintained as per the level of edge of main road, 2.8.7 During improvement of Rourkela and
providing proper camber on the leveled part of such sambalpur road, lots of road furniture such as sign
road for a length of 15 meters and after which road board, delineators, e.t.c were put on the side of road.
should negotiate with exiting road in grade. To provide These items were very precious, as per international
such type of junction on the road, all the engineering standard. It was observed that after some days the road
departments of government of Odisha have been furniture were stolen and broken by the miscreants.
intimated as an ideal guide to restrict the accident. These furniture were visible at night. But after stolen
Author had given lot of proposals on improvement on of materials, the cheap type of furniture were used for
road to CGM, NHAI during 2005, it is very much well which the position of furniture were not visible during
coming that the very typical method have already been night. Therefore number of accidents increased. These
adopted in small road crossing in the road system. should be insured against theft and damage.
2.8.4 Changing the direction of road in closer interval 2.8.8 Super elevation should be provided as per the
should be avoided to minimize the accident. design of curve. The slope of Super elevation should be
2.8.5 Due to carelessness in providing transition from inner to outer edge of the curve. Super elevation
between the curve and straight edge of the road near on curve part of road, was inner edge of curve to
Sundargad in SH-10, there were a lot of accidents. outer edge of carriage way and outer shoulder was in
Therefore, transition should be as per the proper camber in Sambalpur- Rourkela road. Therefore, there
design and proper super elevation should be provided were lot of accidents, while crossing of third vehicle
in transition portion. Lacking of proper slope in transit on the upper shoulder by chance. This was rectified on
portion has caused lot of accident as experienced. the remedial measure in road accident in the state of
Odisha. Of course providing slope from inner to outer
2.8.6 Direct grade should not be ended on the junction edge in curve part of road has been codified in IRC
of the road and also approaches of bridges and culverts,

TECHNICAL PAPERS
standard. Such type of slope should be maintained 2.8.14 Odisha is one flood and cyclone affected area.
in transition part also. Providing the slope in super During 1999 due to super cyclone and flood, most of
elevation depends on type of curve with its radius the roads were submerged in water and roads were
of curvature. Due to non provision of proper super damaged. Therefore, height of road should always be
elevation in any curve there is possibility of accident. higher than the H.F.L. The bridges and culverts should
Guard posts should be provided in curve and transition have sufficient vantage to accumulate flood discharge.
part of the road which will indicate the existence of This will minimize flood on road. It is experienced
curve. during cyclone of 1999 that the falling of trees on the
2.8.9 It is desirable to have road side plantation, road created problem for transportation of essential
therefore it is always advisable to retain one side trees communities. Even falling of big plants damage the
of the road at the time of widening the road. electric and phone lines. Therefore, plantation of
small verities of trees of maximum height 5m should
2.8.10 If the number of curves are more in closer be planted at 3m away from edge of road formation,
interval, the possibility of road accidents increase. so that the falling of trees by cyclone will not obstruct
More number of curves increase the length of road.
the traffic nor create any hindrance for transportation
For which the time period covering the more length of
of essential commodities. The electric and phone lines
road increases and also the maintenance expenditure
should be always away plantation line.
becomes more. It is seen generally roads are improved
on existing road which are having number of curves to 2.8.15 It is not desirable to plant the fruit bearing trees
avoid land acquisition. On the other hand, comparing near side of the road. Because the people generally
the cost, improvement of existing road with more will be interested to use different means to get fruits
number of curves to new straight road with land for which there will be disturbance of the movement
acquisitions may be more. Therefore, only unavoidable of traffic. Small verities of trees like Akashiya,
curves should be allowed during improvement of Krusnachuda, Baula, Karanja, small verities of Neem
road. and such other similar type of plants of height within
5m should be planted at a distance of 3m from road.
2.8.11 It was experienced that the delineators used
Same variety of plants should not be planted for a
in Sambalpur- Rourkela-SH-10 were no doubt very
longer stretch. Because this may create monotony to
much welcoming but these were stolen and damaged
driver while moving on the road for a longer stretch.
due to activities of miscreants later on. The fruitful
This monotony at time creates accident. Therefore, it
purpose of proving delineator was unsuccessful and
more number of accidents occurred. Subsequently is advisable to plant trees of same variety for a stretch
these were replaced by guard posts with reflecting of three kilometers maximum, by which the monotony
paint. Therefore, guard posts may be used in place of on driving will be minimized.
delineators as per the situation. 2.8.16 Due to lack of proper maintenance of road, in
2.8.12 When the road is passing through congested many places, the shoulders on both sides of carriage
area, grill on both side of road may be provided to way, are washed out which create pot holes and
restrict random entry of cross traffic. If more width undulation on shoulder and creates level difference
of land is available, the main road can be elevated on road. This becomes cause of accident. Therefore,
above 1m height and service road on both sides can care should be taken to level the shoulders with proper
be provided to allow local traffic as grade separator. camber by using earth or morrum and compacting by
This will reduce jam and will be economical. roller properly.
2.8.13 Sudden rise and fall of road vertically creates 2.8.17 The width of road should be maintained same
accident. Step should be taken to avoid it. through out to avoid accident.

TECHNICAL PAPERS
2.8.18 It is seen that there are trees, electric line, the road surface is found. It seems as if road is in very
phone line etc. on the road within road formation edge good condition. Due to smoothness of road there is
for which lots of accidents are occurred. Therefore, less friction effect on vehicle on the road. So at the
such type of any structure should not on road. time of requirement of brake the vehicle slips and at
time meets with accident. When there is slight rain, the
2.8.19 In two lane road, having heavy movement of
moisture contain on the road acts as viscous, therefore
traffic and if there is availability of sufficient width
the vehicle looses friction effect and tends to meet
of road, then the road should be made four lane
accident. Author had experienced of one such type of
with provision of median as per the design standard.
accident in NH-6 near Chhatabar, Odisha in similar
Since there will be flow of traffic from both of sides
principle. Precautionary measures should be taken to
separately, accident can be avoided.
avoid use of excess of bitumen during construction of
2.8.20 Road side light arrangement should be made road.
for proper vision at night. Now a days the lighting
2.8.26 Accidents in hilly areas is usual matter, since
arrangement by solar energy system can be used for
most of the hilly roads are narrow and not as per the
illumination at night.
design standard. Therefore, the hilly roads should
2.8.21 The existing narrow bridges and culverts be properly design to avoid such accident. The well
should be widened and extra lanes may be provided trained drivers should be allowed to move in such
to accommodate the present traffic. While proceeding hilly area.
from wide road to narrow bridges and culverts guard
2.8.27 Besides engineering measures, there is a need
posts at intervals should be fixed to indicate the narrow
for traffic regulation and proper education of the road
approach toward the bridge. Reflecting paints should
users. The driving silence system should be more
be marked on the guard post, So that this will be
rigorous. Facility should be provided for imparted
visible at night. Road also be painted with reflecting
proper training to the drivers. Registration to only
marking. These indicate the border of carriage ways.
road worthy vehicles should only be renewed.
2.8.22 Generally it observed due to parking of different
2.8.28 Traffic regulation should be strictly introduced
vehicles, such as trucks, buses, cars, tractors and motor
in educating the lower age group to develop civics
cycle on the road, traffic congestion is created, which
sense in general.
is also cause of accident. Therefore, suitable parking
places should be provided at interval to avoid such
problems. 3 CONCLUSIONs
2.8.23 In our country there are mixed traffic such as An analysis of accident data indicates that not only
cyclist, rickshaw, motor bike, tempo, tractor, truck, drivers fault but also public carelessness is mainly
bus etc. Therefore, road marking with different responsible for the majority of the accidents and
indications should be made to segregate the different fatalities. Studies undertaken abroad have revealed
traffics. Pedestrians should walk on foot path only. that reduction in accidents to the extent of 20 percent
is possible by taking recourse of proper engineering
2.8.24 Lot of accidents are occurred due to advisement
measures through planning, design, construction and
hoarding in different places of road. This diverts the
maintenance of roads. An accident prone spot i.e.
attention of drivers. Therefore, the hoarding may only
black spot areas may be identified and separate fund
be provided where these will not divert the attention
may be created out of the motor vehicle taxes for
of drivers.
improvement of the accident prone spots.
2.8.25 It is observed in many places the black toping
Proper and detailed data on accidents are not available
part of road is found very smooth. It is due to excessive
in our country. It is being collected by police from
contents of bitumen in bituminous layer. During hot
their view point. The transport department collects
season due to melting of bitumen huge bleeding on
accident statistics involving their transport corporation

TECHNICAL PAPERS
vehicles. Therefore, a separate Road safety cell, design of various road elements like vertical profile,
consisting of Engineer, Police, Transport, Local horizontal alignment, cross sectional features should
representative, Concerned NGOs, should be created. take in to account the road safety measures.
The name of the cell may be named as NATIONAL Author had experienced in working in Daitary to
INTEGRATED ROAD SAFETY CELL (NIRSC). Paradeep port (Express way project) in Odisha
They should be responsibility for collecting and from 1965 to 1975 and in charge of Sambalpur to
analyzing data of all accidents and making specific Rourkela road, ADB project from 1996 to 1999.
recommendations for averting accidents. To reduce The above possible data have been arrived out of
frequency of accidents, the data regarding type of long experience and many are found successful on
accidents (i.e. motorized or non-motorized), specific execution. All possible efforts have been made to
months and days of accidents, maximum types of cover the possibility of accidents. Further detailing
vehicles involved, reason of accident, fatality rate, in many points are required to overcome some type
difference in occurrence of road accidents before and of accidents. Little care during execution can avoid
after creation of Traffic Aid Post if any, etc. may be many accidents. In India the road policy is adopted as
collected from accident prone location. Since, the per guide line of IRC. There are still lots of data yet
geometric design of the highway has a direct effect on to be included in IRC standard, which have not been
accident rate both in terms of number and severity, the reported by experienced engineers.

DAMAGING EFFECTS OF SUPER SINGLE TYRES : AN
INTERNATIONAL EXPERIENCE
Abhishek Mittal* & Dr. Sunil Bose**
ABSTRACT the subgrade layer. Therefore, it becomes necessary

Super single tyres are becoming popular in various countries to evaluate the destructive effect of trucks utilizing
abroad because of the several advantages offered by such tyres this type of tyre with that induced by the conventional
over dual wheel tyres. However, on the other hand, they have
dual wheel configuration. Many studies have been
become a matter of great concern for highway engineers because
of more damaging effect on the pavements by such super single conducted across the world in this regard. This paper
tyres. Super single tyres induce higher contact stresses on the captures all this information and discusses the effects
pavements and thus reduce the life of the pavements. There have of super single tyre compared with the effects caused
been many studies worldwide to assess the damaging effects
by the conventional dual wheel tyres.
caused by use of such tyres on the pavements. Many Accelerated
Pavement Testing (APT) programs are using super single tyres in
their research studies. This paper discusses about effects of super
single tyres compared to dual wheel tyres based on the studies
conducted worldwide.
1 INTRODUCTION
The use of wide base or super single tyres in
lieu of the conventional dual wheel configuration has
become increasing commonplace in USA, Canada,
South Africa and Europe. The reasons provided by
the tyre manufacturers for the increased popularity of
Fig. 1 Examples of Dual Tyre Assembly and
these tyres include lower rolling resistance, reduced Wide Base Single Tyre
dead weight, reduction in fuel consumption, small total
contact area, improved riding qualities, off-the-road 2 Requirements for gross vehicle
weights and axle weights
mobility, and a high-load front axle capacity. Super-
single tyres induce higher contact stresses, which As per the notification of Ministry of Road Transport
might be two times the inflation pressure, resulting and Highways, Government of India, the maximum
in more adverse effects on the pavement structure. gross vehicle weight and maximum safe axle weight for
This high contact stress can cause high stresses in various vehicle categories and axle load combinations
the deep pavement layer, which is likely to damage are given in Table 1.
* Scientist, Flexible Pavement Division

** Scientist & Head (Retd.), Flexible Pavement Division Central Road Research Institute, New Delhi

TECHNICAL PAPERS
Table 1 Specification of Maximum Gross Vehicle Weight and Maximum Safe Axle Weight[1]
Transport Vehicles Category Maximum Gross Vehicle Maximum Safe Axle Weight
Weight
I. Rigid Vehicles
(i) Two Axle 12.0

Two tyres on front axle 6 tonnes on front axle
Two tyres on rear axle 6 tonnes on rear axle
(ii) Two Axle 16.2
Two tyres on front axle, and 6 tonnes on front axle
Four tyres on rear axle 10.2 tonnes on rear axle
(iii) Three Axle 25.0
Two tyres on front axle, and 6 tonnes on front axle
Eight tyres on rear tandem axle 19 tonnes on rear tandem axle
(iv) Four Axle 31.0
Four tyres on front axle, and 12 tonnes on two front axle
Eight tyres on rear tandem axle 19 tonnes on rear tandem axle
II. Semi-Articulated Vehicles
(i) Two Axle Tractor 26.4

Single Axle Trailer
Tractor :
2 tyres on front axle 6 tonnes on front axle
4 tyres on rear axle 10.2 tonnes on rear axle
Trailer :
4 tyres on single axle 10.2 tonnes on single trailer axle
(ii) Two Axle Tractor 35.2
Tandem Axle Trailer
Tractor :
Trailer :
8 tyres on tandem axle 19 tonnes on tandem axle
(iii) Two Axle Tractor 40.2
Three Axle Trailer
Tractor :
Trailer :
12 tyres on 3 axles 24 tonnes on 3 axles

TECHNICAL PAPERS
Weight
(iv) Three Axle Tractor 35.2
Single Axle Trailer
Tractor :
8 tyres on rear axle 19 tonnes on rear axle
Trailer :
8 tyres on single axle 10.2 tonnes on single axle
(v) Three Axle Tractor 44.0
Tandem Axle Trailer
Tractor :
8 tyres on tandem axle 19 tonnes on rear tandem axle
Trailer :
8 tyres on tandem axle 19 tonnes on tandem axle
III. Truck-Trailer Combinations
(i) Two Axle Truck 36.6
Two Axle Trailer
Truck :
Trailer :
4 tyres on front axle 10.2 tonnes on front axle
(ii) Three Axle Truck 45.4
Two Axle Trailer (restricted to 44.0 tonnes)
Truck :
8 tyres on rear tandem axle 19 tonnes on rear tandem axle
Trailer :
(iii) Three Axle Truck 45.4
Three Axle Trailer (restricted to 44.0 tonnes)
Truck :
Trailer :
4 tyres on rear axle 10.2 tonnes on front axle
8 tyres on rear tandem axle 19.0 tonnes on rear tandem axle

TECHNICAL PAPERS
Weight
(iv) Three Axle Truck 54.2
Three Axle Trailer (restricted to 44.0 tonnes)
Truck :
8 tyres on rear tandem axle 19 tonnes on rear tandem axle
Trailer :
8 tyres on rear tandem axle 19.0 tonnes on rear tandem axle
3 Tyre Size Designation (c) Nominal rim diameter code : A number to

Four types of tyre size designation methods have been represent the diameter of the rim on which a
provided in IS:15636-2005[2]. The naming scheme tyre is designed to be mounted.
is standardized and uniform among manufacturers. (d) Load index : One or two numbers (higher
As a result, the classification offers much useful number is for single application and lower
information. number for dual) which indicate the load the
A tyre may be designated as : 208/80 R 15 LT/C tyre can carry in single and dual operation at
108/104 J, Where, the speed corresponding to the associated speed
category and when operated in conformity with
208 = nominal section width code the requirements governing utilization specified
80 = nominal aspect ratio by the manufacturer.
R = Radial (D if Diagonal) (e) Speed symbol : Speeds, indicated by a symbol,

at which the tyre can carry the load indicated by
15 = nominal rim diameter code
the associated load-capacity index or maximum
LT/C = Vehicle Category (Light Truck/ rated load.
Commercial)
The nomenclature of tyre has been presented in
108/104 = Load Index (Single/Dual) Fig.2. It should be noted that the tread width of a
tyre is less than the section width. This fact is
J = Speed Symbol
important, as the impact of the tyre to the pavement is
An explanation of the above terms is given below[2] : generally accepted to be determined by the footprint
(a) Nominal section width code : A number width and not by the nominal section width. For radial
representing linear distance between the outsides tyres, the footprint width of a tyre generally equals
of the sidewalls of an inflated pneumatic tyre, the tread width (except for strongly over-inflated or
excluding elevations due to labelling (marking), under-loaded conditions when the footprint width
decoration or protective bands and ribs. may be less). Similarly, the outer diameter of the tyre
is not only determined by its rim diameter, but also
(b) Nominal aspect ratio : It is hundred times by its sidewall height, indicated by its aspect ratio
the number obtained by dividing the number and width. This too is important, since the outer tyre
expressing the section height by the number diameter is one of the factors influencing the footprint
expressing the nominal section width, both length, together with the wheel load and inflation
dimensions expressed in the same units. pressure[3].

TECHNICAL PAPERS
area (all having equal area size and vertical contact

stress). Therefore, the distance between the tyres of a
dual assembly (and the absence of such distance for a
wide base single) will also influence the stresses in the
pavement, as this distance widens the area over which
the load is distributed.
The size of the contact area depends on the contact
pressure (Huang, 1993). In the multi-layered elastic
theory, the tyre contact area is assumed to be circular.
However, the actual contact area of a truck tyre can
be assumed to be composed of a rectangle and two
semi-circles (Fig.3). The contact area of a super-single
tyre is larger in the transverse direction than in the
Fig. 2 Nomenclature of Tyre[2] longitudinal direction, contrary to what is typically
Different tyre sizes and dimensions can be found on observed for a conventional dual tyre (Kim, 2008).
different axles of trucks and tractors on the one hand Fig. 4 shows the imprints of the contact areas of a
and trailers and semitrailers on the other hand. The Super Single Tyre (SST) and Conventional Dual Tyre
(CDT) (Viljoen, 1982).
various tyre sizes have been provided in[2] for Trucks,
Buses and Trailers. Only single and dual configurations
are currently being used in India. Wide base or
Super single tyres have not yet reached the Indian
market. But looking at the world-wise use of such
wide base tyres and the benefits for the trucks from
such tyres, it is expected that wide base tyres would
soon enter the Indian market.
4 Contact area of tyres Fig. 3 Contact Area for Dual Tyres (a) Actual Area and (b)
Equivalent Area (Huang, 1993)
Contact area is an important consideration from the
point of view of pavement design. It is necessary to
know the contact area between tyre and pavement,
so that the axle load can be assumed to be uniformly
distributed over the contact area. Inputs to mechanistic
models of design require the shape of the loaded area
to be defined, and this is generally assumed to be
circular. More advanced models, capable of accepting
different areas, are now available, but are not yet
Fig. 4 Comparison of Measured Contact Imprints
commonly used in pavement design methods. (Viljoen, 1982)
(SST Super Single Tyre, CDT Conventional Dual Tyres)
Not only the size of the contact area is important, but
also its shape. There will be differences in stresses in Many researchers, in the past, have either assumed
the pavement between e.g. a wide and short contact that the contact area is circular or used the equivalent
area, a square area, a circular area, or a narrow and long contact area shown in Fig.3(b) when analyzing

TECHNICAL PAPERS
pavement loading. The contact area is calculated using The following general equation was proposed to the
the following equation: estimate three components of the contact stresses :
Ac = = 0.5227L2 Contact stress = K1 + K2 (inflation pressure)
where Ac is the equivalent contact area, which can + K3 (load)
be obtained by dividing the load on tyre by the tyre where K1, K2, and K3 are regression coefficients that
pressure. For 425/65R22.5 super single tyre, the are always positive numbers.
contact area is shown by the dotted lines shown in
Fig.3(b), in which the ratio of width to length is According to Myers et al. (1999), in their comparison
1:0.85 (Kim, 2008). of radial tyres with wide base tyres, the vertical and
transverse contact stresses are higher for wide base
tyres because wide base tyres have a higher load per
5 Contact stress of tyres
tyre ratio than any other type of tyres. The distribution
When a tyre load is applied to the pavement surface, of the vertical contact stresses was also not uniform.
three contact stress components are generated: The maximum value was found to occur at the centre
vertical, transverse (or lateral), and longitudinal. of the contact area, with a value approximately equal
Vertical contact stress is a direct function of the tyres
to 2.3 times the inflation pressure[8].
loading and inflation pressure, whereas transverse
and longitudinal shear stresses are associated with
bending of the tyre as it is deformed from its normally 6 Tyre Inflation Pressure
toroidal shape at the tyreroad interface (Kim, 2008). Variations in tyre inflation pressure affect pavement
Multilayered elastic theory assumes a uniform contact damage by changing the size of the contact patch and
stress, equal to the inflation pressure. However, the tyre vertical stiffness. Inflation pressure has only
this is not correct. DeBeer et. al. (1997) indicted a moderate impact on rigid pavement fatigue because
that for thin asphaltic road (<50 mm) used in South it is not very sensitive to the decrease in contact
Africa, the traditional use of circular uniform stress area at high inflation pressures. On the other hand,
distribution equal to tyre inflation pressure results in flexible pavement fatigue is strongly affected by these
overdesigning the pavement. changes. In the single tyre case, damage may increase
An extensive study on tyre contact stresses was done by more than 100 % with a 70 kPa (10 psi) increase
by DeBeer et al. (1997). They measured the stresses in pressure. Rutting also moderately increase with
simultaneously with the Vehicle-Road Surface inflation pressure. Changes in tyre vertical stiffness
Pressure Transducer Array (VRSPTA). The VRSPTA with inflation pressures that will reduce contact
(SIM MKII) was used in the study to investigate the pressures can reduce road damage. This translates
three-dimensional tyre/pavement contact stresses of into use of tyres with the widest available tread and
seven different types of tyres, ranging from bias/cross largest diameters. The competitive pressure for truck
ply, to radials, including three types of wide-base tyres. operators to adopt small, low-aspect tyres in their
These tyres were loaded over wide ranges of load and fleets carries with it the potential for even more road
inflation pressure. It was clearly demonstrated that
damage from trucks in future[9].
most of the time the maximum vertical contact stresses
are indeed higher than the tyre inflation pressure. It can be appreciated that as tyre inflation pressure
Even under the rated load and inflation pressure these increases the size of the contact area decreases, for
contact stresses can be up to twice the tyre inflation modern radial tyres this is primarily as a result of a
pressure[7]. reduction in contact length rather than width. If the

TECHNICAL PAPERS
load carried by the tyre remains constant the effect 425/65R22.5, inflated to 0.896 MPa (130 psi) (cold).
of increasing inflation pressure is to produce higher Deflections at various depths within the pavement
contact stresses due to the reduction in contact area. structure caused by each loading condition under the
As previously mentioned, the effect of these higher two tyre types were recorded at truck speeds ranging
contact stresses is more significant at the surface of from approximately 6.4 to 88.5 kmph (4 to 55 mph).
the pavement since they diminish with depth[10]. High The significant findings of the study are described
tyre pressures necessitate high-quality materials in below :
the upper layers of the pavement, but the required Higher deflections were measured under
total depth of pavement is not affected appreciably the wide base single tyres.
by tyre pressures. On the other hand, for a constant
The maximum deflection under the wide
tyre pressure, an increase in total load increases the
base single tyre generally occurs under
vertical stress for all depths[11].
the tyre centreline, whereas the maximum
De Beer et al. (1997) reported that tyre inflation deflection under dual tyres occur under
pressure predominantly controls the vertical contact either of the tyres.
stresses on the pavement at the tyre centre, whereas the Under similar test conditions, wide base
tyre load controls those at the tyre edges. Their analysis single tyres are 2.8 times more damaging
indicated that during instantaneous overloading/ than dual tyres on Section 1 (thin pavement
underinflated conditions, the maximum Strain Energy section) and 2.5 times more damaging on
of Distortion (SED) in the asphalt surfacing occurs the Section 2 (thick pavement section)
close to tyre edges. Under instantaneous uniform for a speed of 55 mph.
vertical stress conditions, the SED is within the asphalt
The tensile strains in the asphalt layer for
surfacing at the tyre centre[12].
Section 1 under wide base single tyres
are about 1.5 times higher than those for
7 Deflection Studies under dual tyres. This indicates that the wide
conventional dual and super base single tyres produce more surface
single tyres cracking than the standard dual tyres.
A study[13] has been conducted to monitor transient Another study[14] conducted to compare the destructive
relative deflection and permanent deformation in effect of wide base tyres and the standard dual wheel
pavement layers under conventional dual tyres and configuration selected transient pavement deflection
wide base tyres using Multi Depth Deflectometers and surface tensile strain as the two criteria for
(MDD). The deflection measurements were made on evaluating destructive effect. Pavement deflection
two in-service asphaltic concrete pavement sections. measurements were obtained with Benkelman Beam
Section 1 has a HMA thickness of 38.1 mm (1.5 inch) and at three locations, with Linear Variable Differential
and a crushed limestone base course thickness of Transducer (LVDT) gages. It was concluded that
254 mm (10 inch) overlaying a sandy clay subgrade, using maximum pavement deflection as a criterion,
whereas Section 2 has a HMA thickness of 177.8 mm the destructive effect of a wide base tyre with single-
(7 inch), a crushed limestone base course thickness of axle loading of 53.4 kN (12,000 lbs) equals or exceeds
355.6 mm (14 inch) and a 152.4 (6 inch) lime stabilized that of a dual-wheel configuration at an axle loading
subbase overlaying a sandy clay subgrade. The dual of 80 kN (18,000 lbs). This equivalency, however,
tyres used in the study were 11R22.5, inflated to 0.827 is subjected to a certain degree of variation with
MPa (120 psi) (cold) and the wide base singles were pavement temperature.

TECHNICAL PAPERS
8 Studies on damaging effects of axle, 151 kN for tandem axle having 1.22m spacing
wide base tyres between axles and 151 kN for the tridem axle having
1.22m spacing between the axles. The performance
In 1989, Federal Highway Administration (FHWA)
criteria chosen was tensile strains (for fatigue life
initiated a research program to assess the impact of
determination) and strain energies of distortion (failure
wide base single tyres on flexible pavement response
criteria) within the surface layer. The study indicates
and performance. The study was conducted at FHWA
that wide base tyres produce 15 to 40 % higher critical
Accelerated Pavement Testing Facility. The tyres
strain values than dual tyres, and 30 to 115 % higher
used in the study were dual 11R22.5 and a single critical strain energy of distortion values depending
425/65R22.5. The results of the research[15] show that on the axle configuration. It also indicates that when
425/65R22.5 wide base single tyre was significantly inward shear forces are considered in the analysis
more damaging to conventional flexible pavements these percentages shoot up sharply. This indicates that
than traditional 11R22.5 dual tyres. For the same load ignoring the shear stress effects leads to overestimating
and tyre pressure, the wide base single tyre produced the life of the surface layers under actual conditions
higher vertical compressive strains in all layers of the of contact stresses. The study also concludes that a
pavement, and higher tensile strains at the bottom of definitive tyre load limit does not exist that will enable
the asphalt concrete layer. These increased strains one to reliably predict the pavement effects from
translate into greater rutting (upto 2.4 times more) wide-base tyres compared with dual tyres under any
and greater fatigue damage (upto 4.3 times more) axle configuration. However, it also suggests that if a
for pavements trafficked with the wide base single tyre load limit is required for wide-base tyres it should
tyre. For the pavements included in the experiment, be substantially less than values that are typical for
the wide base single tyre produced ruts which were dual tyres. Limits between 60 and 80 N/mm (350 and
approximately twice as deep as those from the dual 450 pounds/inch) are suggested.
tyres, and the fatigue life of pavements trafficked Another Study[17] conducted at the LINTRACK
with the single tyre was approximately 25% of that accelerated load testing facility indicates that the
obtained under the dual tyre loading. rutting was more for standard wide single tyre
Another study[16] was conducted by California 385/65R22.5 when compared with the standard dual
Department of Transportation for the analytical tyre 315/80R22.5. Also the rutting behaviour becomes
evaluation and comparison of the effects of wide- unstable after 20,000 load repetitions for wide single
base tyres and conventional dual tyres under realistic tyre 385/65R22.5, where as for the standard dual
tyre 315/80R22.5, the rutting behaviour was stable
loading conditions using a computer program called
even after 20,000 load repetitions. Similar results
CIRCLY that uses multilayered elastic theory. The
have been reported in[18] with the difference that the
loading cases considered consisted of (a) non-uniform
rutting behaviour under the standard wide single tyre
vertical stresses only and (b) non-uniform vertical
385/65R22.5 have been reported as stable.
stresses accompanied by non-uniform inward shear
stresses. These inward shear stresses develop from Another study[19] conducted at the Australian
inward lateral tread movement caused by the side- Accelerated Loading Facility (ALF) on stabilized
wall deflection within the contact area. Both loading sandstone material reported that rutting under 50 kN
cases were assumed to be applied over circular contact wide single tyre was approximately 2.2 times that
stresses. Three axle configurations were studied with under the 80 kN dual-wheel load.
both wide base tyres and dual tyres. The maximum Hugo[20] reported in his paper that wide-based single
legal axle loadings analyzed were : 89 kN for single tyres resulted in 1.0 to 2.4 times more rutting than dual

TECHNICAL PAPERS
tyres with majority of rutting in the aggregate base. by a factor upto 1.6 and within wide base tyres wider
Fatigue cracking with wide base tyres is approximately tyres are less aggressive.
4.0 times more than dual tyres.
Kim (2008) reported that under elastic-plastic 9 Load Equivalency Factors for
conditions, super-single tyres induce larger permanent Various Widths of Single Tyres
strains in the pavement layers than conventional A study was conducted[24] to develop equivalent wheel
tyres. Rutting damage factors for super-single tyres load factors for dual tyres on single axles and 25.4 cm
compared with dual tyres range from 3.5 to 3.6 and (10 inch), 30.5 cm (12 inch), 35.6 cm (14 inch), 40.6
fatigue damage factor range from 4.9 to 7.6. cm (16 inch) and 45.7 cm (18 inch) wide single tyres
Another study[21] was conducted to study the rutting on single axles for both rigid and flexible pavements.
resistance of different types of binder based on various The following relationship was used to develop the
laboratory tests and experiments on the circular track equivalent wheel-load factors :
of Laboratorie Central des Ponts et Chaussees (LCPC), Fi = N18 / Ni
France. The bitumen types used for the wearing course
Where,
in the study were a straight-run, conventional 50/70
grade bitumen, an SBS-polymer-modified bitumen, Fi = equivalent wheel load factor, 80 kN
the Shell Multigrade bitumen, and a hard asphalt (18-kip) dual tyre, single axles
traditionally used for high-modulus asphalt concrete
N18 = repetitions to a serviceability index of
(EME). The experiment on LCPCs circular track was
2.5 for an 80 kN (18-kip) dual tyre, single
carried out on a pavement consisting of four sectors
axle load; and
constructed with the four different bitumen types.
Both dual and wide single wheels were used in the Ni = repetitions to a serviceability index of 2.5
study. It was concluded that axles with wide single for the axle load being evaluated
wheels are more aggressive than dual wheels. It was
The pavement sections analyzed were 76.2 mm, 152.4
also concluded that the rutting also depends on the
mm and 241.3 mm (3, 6 and 9.5 inch) of asphalt
type of asphalt mix, and the more sensitive the asphalt
concrete pavement on 203.20 mm (8 inch) of crushed
mix is to rutting, the more pronounced the effect
aggregate base. A resilient modulus of 2758 MPa
seems to be.
(400,000 psi) and a Poissons ratio of 0.3 was assumed
Another study[22] conducted at the New Zealands for asphaltic concrete layer. A Poissons ratio value of
CAPTIF also indicates 92% more rutting by wide base 0.4 was assumed for the crushed aggregate base and
single tyres compared to the conventional duals. for the resilient modulus the following relationship
Huhtala et. al.[23] conducted a comparative study developed based on repeated load triaxial testing was
of behaviour of wide base tyres and dual tyres on used.
bituminous pavements. The uneven distribution of MR = 28430.6
load on both the dual tyres was also considered in
the study. The uneven load was simulated by tyre Where,
pressures. It was concluded that wide base tyres are MR = resilient modulus, psi, and
more aggressive than dual tyres by a factor of 2.3
= bulk stress, psi (1 + 23 in the triaxial
4.0 in ideal conditions for dual tyres, whereas wide
base tyres are more aggressive by a factor of 1.2 1.9 test)
if they are compared to the most common dual tyres. The fatigue distress model used in the study is
Within wide base tyres there were differences found given below for predicting the number of repetitions

TECHNICAL PAPERS
resulting in fatigue cracking equal to or less than 10 = maximum tensile strain at the bottom of
percent of the wheelpath : the asphalt bound layer, and
Log Nf = 15.947 3.219 log (/10-6) 0.854 log
E* = resilient modulus, psi
(E*/103)
Where, The load equivalency factors developed for a typical
Nf = repetitions to failure asphalt concrete pavement are given in Table 2.
Table 2 Traffic Equivalency Factors for Single Axles with Single Tyres,
Asphalt Concrete Pavement, and Structural Number (SN) = 4
Axle Equivalent 80 kN Dual Tyre, Single-Axle Loads

Load Single Tyre Width
(kN) 10 inch 12 inch 14 inch 16 inch 18 inch
44.5 0.6309 0.4790 0.3731 0.2969 0.24050
53.4 1.0286 0.7809 0.6082 0.4840 0.39210
62.3 1.5549 1.1805 0.9195 0.7317 0.59277
71.2 2.2243 1.6887 1.3153 1.0466 0.84793
80.1 3.0502 2.3157 1.8038 1.4353 1.16279
89.0 4.0458 3.0715 2.3925 1.9038 1.54232
97.9 5.2237 3.9658 3.0891 2.4580 1.99136
106.8 6.5962 5.0077 3.9007 3.1038 2.51455
115.7 8.1750 6.2064 4.8343 3.8468 3.11643
124.6 9.9718 7.5705 5.8969 4.6923 3.80141
133.4 11.9979 9.1087 7.0951 5.6457 4.57379
142.3 14.2643 10.8293 8.4353 6.7121 5.43778
151.2 16.7818 12.7406 9.9241 7.8968 6.39749
160.1 19.5610 14.8505 11.5675 9.2045 7.45695
169.0 22.6123 17.1670 13.3719 10.6403 8.62014
177.9 25.9458 19.6978 15.3432 12.2089 9.89093
An analysis of the above Table indicates that for The same results have been produced by another
the same axle load, as the width of the single tyre study[25], which states that the damage due to wide
decreases, the equivalency factor increases which tyres under 9000 kg would be 12 - 13 times more
indicates more damage. As the axle load increases, the damaging than the damage caused by dual tyres under
equivalency factor also increases. The data from this similar loading.
study showed that single tyres can be as much as 25
10 The Beginning of Accelerated
times more damaging than dual tyres as the axle load Pavement Testing (APT) program
increases and the tyre width decreases. However, the in India
damaging effect is dampened by the increase in the
India has recently embarked on its Accelerated
width of the single tyres. Pavement Testing (APT) Program with the

TECHNICAL PAPERS
procurement of a Heavy Vehicle Simulator (HVS) References

from M/s Dynatest Inc., USA. The HVS Mark IV Plus 1. Specification of Maximum Gross Vehicle Weight and the
was procured by Central Road Research Institute, New Maximum Safe Axle Weight, Notification S.O. 728 (E)
dated 18th October, 1996, Ministry of Road Transport and
Delhi in 2010 and has been established as a National Highways, Government of India
Test Facility. The HVS unit was procured with dual 2. IS:15636-2005, Automotive Vehicles Pneumatic Tyres
wheels fitted on the Carriage Unit. However, most for Commercial Vehicles Diagonal and Radial Ply
of the APT programs worldwide are being run with Specification, Bureau of Indian Standards, New Delhi,
2007
super single/wide base tyres because they cause more
3. Effects of Wide Single tyres and dual tyres, COST
damage to the pavements compared to the dual wheels 334, Final Report of the Action, European Commission,
configuration. Therefore, it is suggested that the Indian Directorate General Transport, 1999.
APT program should also include super single tyres 4. Huang, Y.H., Pavement Analysis and Design, Prentice-
in their research program and compare the damaging Hall, Englewood Cliffs, New Jersey, 1993.
effects of such tyres relative to the conventional dual 5. Kim, D., Super-single tyre loadings and their impacts on
pavement design, Canadian Journal of Civil Engineering,
tyres for the various types of the pavement sections NRC Canada, pp 119-128, 2008.
used in India. 6. Viljoen, A.W., Pavement behaviour under the super single
tyre, Unpublished Technical Report RP/24/82, National
Institute for Transport and Road Research, CSIR, South
11 Conclusions Africa, June 1982.
The paper describes a brief review of the studies done 7. De Beer, M., Fisher, C., and Jooste, F.J. 1997,
worldwide on the comparison of super single tyres and Determination of pneumatic tyre/pavement interface
contact stresses under moving loads and some effects
dual tyres and their damaging effects on the pavement. on pavements with thin asphalt surfacing layers,
Though super single tyres offer many advantages for Proceedings, 8th International Conference on Asphalt
Pavements, University of Washington, Seattle,
the trucking industry, they are, in fact, more damaging Washington, pp. 179227, 1014 August 1997.
to the pavements. For this reason, it is suggested that
8. Myers, L.A., Roque, R., Ruth, B.E., and Drakos, C.,
the APT program at CRRI should be run with the super Measurement of contact stresses for different truck
single tyres instead of dual tyres. Also, the Equivalency tyre types to evaluate their influence on near-surface
cracking and rutting, Transportation Research Record
factors for the damaging effects of super single tyres 1655, Transportation Research Board, National Research
should be developed for Indian conditions. With the Council, Washington D.C., pp 175184, 1999.
growth in the market share of super single tyres in 9. Gillespie, T.D. and Karamihas, S.M., Heavy truck
trucking applications worldwide and the possible properties significant to pavement damage, Vehicle-Road
Interaction, ASTM STP 1225, B.T. Kulakowski, Ed.,
expectation that such tyres would soon Indian market, American Society for Testing and Materials, Philadelphia,
it is very much needed that a prediction of accurate pp 52-63, 1994.
pavement damage quantification associated with super 10. Blackman, D.I., Halliday, A.R., and Merrill, D.B., Effects
of tyre type, inflation pressure and load on contact area
single tyres be made for Indian conditions through the
and pavement performance, Unpublished Project Report
use of Accelerated Pavement Testing Facility (APTF) PR/IP/66/00, Transport Research Laboratory, June 2000.
available at CRRI. 11. Yoder, E.J., and Witczak, M.W., Principles of Pavement
Design, Second Edition, John Wiley & Sons Inc., 1975.
Acknowledgements 12. Hugo, Frederick, and Martin, Amy Lousie Epps,

Significant Findings from Full-Scale Accelerated Testing
The authors thankfully acknowledge Director, Central A Synthesis of Highway Practice, NCHRP Synthesis
325, National Cooperative Highway Research Program,
Road Research Institute, New Delhi for his kind Transportation Research Board, National Research
permission to publish this paper. Council, Washington D.C., 2004.

TECHNICAL PAPERS
13. Akram, T., Scullion, T., Smith, R.E., and Fernando, E., 23. Huhtala, M., Pihlajamaki, J., and Miettnen, V., The effect
Estimating damage effects of dual versus wide base tyres of wide-based tyres on pavements, Proceedings of Third
with multidepth deflectometers, Transportation Research International Symposium on Heavy Vehicle Weights and
Record, 1355, pp 59-66, 1992. Dimensions, organised by University of Cambridge, pp
211-217, June 28 july 2, 1992.
14. Zube, Ernest and Forsyth, Raymond, An investigation
of the destructive effect of flotation tyres on flexbile 24. Hallin, John P., Sharma, Jatinder, and Mahoney, Joe P.,
pavement, Highway Research Record Number 71, Development of Rigid and Flexible Pavement Load
Highway Research Board, Washington D.C., pp 129-150, Equivalency Factors for Various Widths of Single Tyres,
1965. Transportation Research Record 949, Transportation
Research Board, National Research Council, Washington
15. Bonaquist, Ramon, An Assessment of the Increased
D.C., pp 4-13, 1983.
Damage Potential of Wide Based Single Tyres,
Proceedings, Volume 3, 7th International Conference on 25. Ponniah, Joseph, Use of New Technology Single Wide-
Asphalt Pavements, 1992. Base Tyres : Impact on Pavements, Technical Report,
Ontario Ministry of Transportation, Ontario, Canada,
16. Perdomo, Dario and Nokes, Bill, Theoretical Analysis
2003.
of the Effects of Wide-base tyres on flexible pavements
under CIRCLY, Transportation Research Record 1388,
Transportation Research Board, National Research
Council, Washington D.C., pp 108 119, 1993.
17. Houben, L.J.M., Visser, A.F.H.M., and Dommelen, A.E.
Van, Summary of LINTRACK research into rutting
of Asphalt Concrete Test Pavement 1998/1999, Joint
research program of Delft University if Technology
and Ministry of Transport, Pubic Works and Water
management, September 1999.
18. Houben, L.J.M., Visser, A.F.H.M., and Dommelen, A.E.
Van, Summary of LINTRACK research into rutting
of Asphalt Concrete Test Pavement 1999/2000, Joint
research program of delft University if Technology
and Ministry of Transport, Pubic Works and Water
management, November 1999.
19. Yeo, Richard E.Y. et. al., The performance of in-situ
stabilized marginal sandstone pavements, Proceedings,
International Conference on Accelerated Pavement
Testing, Reno, Nevada, October 18 20, 1999.
20. Hugo, F., Accelerated Pavement Testing Overview
Comfort, Concerns, Constraints and Challenges,
Proceedings, 2nd International Conference on Accelerated
Pavement Testing, Minneapolis, Minnesota, September
26 29, 2004.
21. Corte, Jean Francois, Brosseaud, Yves, Simoncelli, Jean
Pierre, and Caroff, Gilbert, Investigation of Rutting of
Asphalt Surface Layers : Influence of Binder and Axle
Loading Configuration, Transportation Research Record
1436, Transportation Research Board, National Research
Council, Washington D.C., pp 28 37, 1994.
22. Pidwerbesky, Bryan D., Accelerated Dynamic Loading
of Flexible Pavements at the Canterbury Accelerated
Pavement Testing Indoor Facility, Transportation
Research Record 1482, Transportation Research Board,
National Research Council, Washington D.C., pp 79 86,
1995.

Laboratory Performance Evaluation of
a Ready-to-use Patch Mix
Abhishek Mittal*, Dr. P.K. Jain** and Amit Kumar***
ABSTRACT becomes essential. Funding for rehabilitation and

Potholes have always been a problem for highway maintenance overlay of these pavements is not likely to keep up
organizations because their repair is costly, time-consuming and with the demand, requiring more agencies to use the
do not last long. Potholes always compromise road safety. For most cost-effective methods when patching distressed
this reason, the agency must repair potholes as soon as it becomes areas. These patches will also be expected to survive
aware of them. Patching is the common method used to repair
potholes. It is well known that the major cost of patching lies
longer and carry more traffic.
in preparing and placing the patch rather than the cost of the To the road user, pot holes are one of the most
patching materials. Therefore, it is desirable that the process of
visible and annoying forms of bituminous pavement
patching should be simple and use good quality cold mix materials
to make patches last long. For this reason, the repair of heavily deterioration. Potholes have always been a problem for
trafficked roads and highway pavements can be done effectively highway maintenance enormous proportions during
and efficiently using the ready-to-use patching mixes. The present cold, wet periods of the year, when pothole repair is
paper describes the laboratory testing done on one such ready-mix. made more difficult because of adverse weather and
The laboratory testing indicates that the various properties of the
the large number of potholes that seem to appear at
ready-mix such as stability, bond strength, moisture susceptibility
and retained stability have been found satisfactory and meeting one time.
the requirements as per the available specifications, suggesting
It is well known that the major cost of patching lies in
that the material may be used for repair of potholes and utility
cuts.
preparing and placing the patch rather than the cost of
the patching materials. Therefore, it is desirable that
1 INTRODUCTION the process of patching should be simple and use good
quality cold mix materials to make patches last long.
Roads are the permanent assets built at huge capital The cold mixes are composed of liquid bituminous
investment for the safe and efficient movement of binders and aggregates that need not to be heated. The
goods and passenger traffic. However, the intended mixtures are stockpiled until needed and used cold in
purpose of the roads would not be fulfilled if it is not any season.
maintained properly. Poor road conditions not only
invite public criticism but also cause huge loss to the
2 IMPORTANCE OF READY-TO-USE
nation in terms of excessive usage of fuel and time.
PATCHING MIXES
Unfortunately, every time a vehicle has to slow down
or stop and then accelerate again, due to poor road Repair of heavily trafficked roads and highway
conditions, lead to wastage of expensive fuel. Add to pavements is difficult using the conventional materials
this the wear and tear of every vehicle due to such and procedures. This not only causes inconvenience to
poor road conditions and the losses suddenly become the road users, also are generally not very satisfactory.
mind-boggling. Therefore, the timely and routine For such locations, ready-to-use patching materials are
maintenance of roads by the respective agencies essential for the regular maintenance of the pavements
* Scientist
Flexible Pavement Division,
** Chief Scientist and Head
Central Road Research institute, New Delhi
*** Technical Assistant

TECHNICAL PAPERS
and cause minimal disturbance to the traffic. Ready- in size, making repairs more difficult and costly.
to-use patching materials have various advantages, Although less common, potholes are also caused by
such as : fatigue and/or low-temperature cracking. As potholes
usually occur on roads with high traffic volume, the
Quality of mix is consistent and uniform
need for a speedy repair is essential.
Patches are more stable
Potholes are always compromising road safety. For
Ready-to-use patching mixes need very this reason, the agency must repair such hazardous
little time for application at site potholes as soon as it becomes aware of them. Many
Pavement becomes traffic worthy soon pothole repairs cannot wait for optimum patching
after application. No curing period is conditions. Two main elements of quality pothole
required patching are material selection and repair procedures.
Material costs are a small percentage of the total
Preparation of surface for repairs is cost for pothole repair, which implies that newer,
minimal more expensive materials that can provide greater
Repair is possible even in all adverse repair longevity will be cost-effective (Thomas and
climatic conditions Anderson, 1986).
No wastage of materials and the There are four different pothole repair methods that
manpower needed is minimum have been used by many maintenance agencies. These
methods are : (a) throw and roll (b) edge seal (c)
A very common problem of urban areas
semi-permanent and (d) spray injection. The throw
is repair of utility cuts in the pavement.
and roll cold mix patching technique is a standard
These mixes provide quick and efficient
maintenance process preferred during winter pothole
repair with the least interference with
season. (Wilson 1993: Prowell and Franklin 1996).
traffic.
Patching can be described as the filling of deteriorated
3 LITERATURE REVIEW areas on a road to keep traffic moving safely or to
prevent rapid deterioration of an area that could
As defined by the Federal Highway Administration become unsafe. Patching has been defined as portion
(FHWA), a pothole is a bowl-shaped depression in of pavement surface, greater than 0.1m2 area that has
the pavement surface. Potholes require immediate been removed and replaced or additional material
attention by maintenance crews to minimize further applied to the pavement after original construction.
pavement damage and reduce the opportunity for (Miller and Bellinger 2003)
vehicle damage and potential accidents. The two
factors that usually cause potholes are water and Patch longevity is a variable that is crucial to
traffic. When a combination of the two occurs, the determining the cost/benefit of a certain patching
integrity of the pavement can be compromised. operation. Most pothole repairs made during the
The creation of a pothole usually follows a general winter months are short lived. However, by using
pattern wherein water finds a way into the base of the more expensive proprietary cold mixes, a cost benefit
pavement (usually through a crack). Traffic loading can be realized due to increased longevity of pothole
can cause the base or subgrade to soften and finally patches. (Better Roads 1999; Anderson et. al. 1988).
to wash away (pumping). As the fines continue to The increase in performance more than offsets the
be pumped out, the pavement surface loses support additional cost of proprietary mixes (Outcalt 1993).
and the asphalt will begin to break up. If the pothole Cold mix patching materials are typically classified in
remains unrepaired, the distressed area can increase three groups : (a) everyday cold mix (b) user agency

TECHNICAL PAPERS
specified, and (c) proprietary (Wilson 1993; HITEC Gradation of Washed Aggregates
1995; Wilson and Romnie 1999). Everyday or locally Marshall Stability and Flow
produced cold mixes may include materials that are
Rolling Sieve Test
prepared with no specifications or quality control.
User agency specified cold mixes are generally Tests for Moisture Susceptibility
well designed and tested to assure adherence to the Bond Strength by Shear Test (in the
specifications set by the agency. Proprietary pothole Laboratory)
patch materials typically use a brand name and are Percent Retained Stability
produced by the manufacturer to adhere to proprietary
All the above tests were done on 2-3 samples and the
specifications. Proprietary materials are often referred
results presented here represent the average values
to as high-performance cold mix (Better Roads
obtained for the samples.
1996).
5.2.1 Estimation of Volatile Matter
4 ABOUT THE MATERIAL About 1 kilogram of the material was spread
The material used in the present testing is a ready mix in thickness of 25mm in a tray and exposed to
compound formulated using special grade of asphalt, 160C temperature for 4 hours. The loss in weight was
special aggregate and chemical plus pressure sensitive recorded as percent volatile matter present in the mix
polymers forming a thick black coloured sticky mass to provide workability. The volatile matter present
that perfectly sets on roads. The material is to be used is estimated as 1.27% of the mix. No hazardous
in cold conditions (needs no heating) and no tack is fumes were seen and observed during the testing and
required as it is self-bonding. heating.
5.2.2 Estimation of Binder Content
5 LABORATORY EVALUATION OF THE
The binder content of the material was determined
MATERIAL
by cold extraction process using trichloroethylene as
5.1 Material Availability solvent. The binder content was found to be 7.93%
binder by weight of the mix.
The material is available packed in disposable bags
of 50 kg capacity. It is reported that the storage life of 5.2.3 Gradation of Washed Aggregates
the material is about 24 months in sealed condition, if The sieve analysis was conducted on the washed
stored in a cool and dry place. After opening of bags, mineral aggregates as per the procedure prescribed in
the material is usable for 10-15 days. It was observed IS:2386 (Part-1). The grading of washed aggregates is
during the laboratory investigation work that material given in Table 1.
in sealed condition can be used for 10 days after Table 1 Sieve Analysis Results
opening of the seal of the bags as the mix remains in
workable condition. The material does not emit any Sieve Size, % Passing Recommended
mm (as Obtained in the Composition of Stockpile
hazardous fumes during the opening of the bags. Laboratory) Patching Mixture (11)
13.2 100 100
5.2 Laboratory Testing Program
9.5 100 100
The following studies were conducted in the laboratory 4.75 87.6 85 100
for evaluation of the material. 2.36 24.5 10 40
Estimation of Volatile Matter 0.300 1.4
Estimation of Binder Content 0.075 1.1 02

TECHNICAL PAPERS
The sieve analysis results indicate that the ready- 5.2.4 Marshall Stability and Flow
mix conforms to the grading which has been used
The Marshall stability of bituminous mix is the ability
successfully by a state Department of Transportation
of the mix to resist deformation under the action of
(DOT) in US. It has also been reported by Chatterjee
load. For emulsion based cold mixes, the stability
et. al. and Kandhal that a uniform gradation consisting
of 100 percent passing 9.5mm sieve has the following requirements are given for paving only. For cutback
advantages : based cold mixes, the stability requirements are given
for both maintenance and paving. However, since
The mix is pliable and workable.
the ready-mix material is to be used for maintenance
Due to increased surface area that results purpose only, so the requirements corresponding to
from higher voids in mineral aggregate, maintenance for cold mixes are taken for comparison
more binder can be incorporated into the with the results obtained in the laboratory.
mix to improve durability.
The mix remains pliable for a longer Marshall samples were prepared using the material
period of time, continues to densify at ambient temperature using 75 blows on each side.
under traffic and will continue to adapt The samples were demoulded after 24 hours from the
to the changing geometry of the pothole. Marshall moulds. The samples were then tested for
This characteristic enhances its chances bulk density, stability and flow values (at 25C) and
of survival. the results are given in Table 2.
Table 2 Results of Bulk Density, Stability and Flow of Ready-mix Material (at 25C)
Property Test Result Specified Limits as per MS-14

(Appendix H) & MoRT&H, 2001
Bulk Specific Gravity 2.403 -
Bulk Density, g/cc 2.396 -
Stability, kN 4.8 2.2 (for Maintenance)
Flow Value, mm 6.5 2 (Minimum)
Note : Density of water has been taken as 0.99704 g/cc at 25C.
5.2.5 Rolling Sieve Test (c) Extrude and record the weight of the
compacted sample.
The rolling sieve test was developed by the Ontario
Ministry of Transportation to evaluate stockpiled (d) Place the compacted sample into a
patching materials for durability under the abrasive standard sieve with an opening of 25.4
action of traffic. The test was carried out as per the mm (1 inch) and a diameter sieve of 305
procedure given in SHRP-H-353 (Wilson and Romine mm (12 inch) so that both the sieve and
1993). the sample are standing upright. Place
a lid on the sieve so that the sample is
The test procedure adopted for this study consisted of contained with the lid on one side and the
the following steps : mesh on the other.
(a) Fill the standard Marshall mould and (e) Roll the sieve back and forth with the
collar with 1100 g of stockpiled Inssta sample inside. The sieve should roll
Pattch cold mix. approximately 305mm (12 inch) in each
(b) Using a standard Marshall hammer, direction. The rolling continues for 20
compact the material in the mould with passes, at approximately one second per
only three blows of the hammer. pass.

TECHNICAL PAPERS
(f) After rolling, place the sieve horizontally loss of the material for all the three temperatures, viz.,
with the mesh down. There should be 10C, 25C and 40C is less than the recommended
enough space to allow loose material to limit of 35%.
fall through the mesh. After 10 seconds
in this position, the sieve and lid should
be turned over so that the material left in
the sieve falls onto the lid.
(g)
Weigh the material retained on the sieve.
Calculate the percent of material lost as
given below :
Woriginal Wafter
Percent lost = 100
Woriginal
The Ontario report stated that a loss of more than 35
percent was unacceptable. The original laboratory
procedure suggested by Ontario Ministry of
Transportation recommends the test temperature of
10C. However, such extreme cold temperatures are
not experienced in India. So, it was decided to conduct
the test at three different temperatures viz., 10C,
25C and 40C to represent the cold, medium and hot
climatic conditions prevailing in most of the parts of
the country. The test apparatus is shown in Figure 1
and the test results of rolling sieve test are presented
in Table 3. It can be seen from the test results that the Fig. 1 Rolling Sieve Test
Table 3 Rolling Sieve Test Results
Test Temperature Initial Weight, g Final Weight, g Percent Loss (%)

10C 994.3 926.6 6.81
25C 998.5 949.3 4.93
40C 984.2 956.5 2.81
5.2.6 Tests for Moisture Susceptibility bath comes up to at least half the height of the beaker.
To evaluate the loss of adhesion due to effect of water, After the expiry of 24 hours the beaker is taken out,
the following three tests have been carried out. cooled at room temperature and the extent of stripping
is estimated visually while specimen is still under
5.2.6.1 Stripping Test on Loose Mix
water.
This test was conducted as per IS:6241 test method.
The stripping value was calculated as given below :
About 200 gm of the mix was transferred to a 500
ml beaker and filled with distilled water. The beaker Stripping Value (in %) =
Uncovered Area observed visually
Total area of the aggregates
is covered and kept in the water bath maintained at
40C, taking care that the level of water in the water- No stripping was observed in the mix after 24 hours.

TECHNICAL PAPERS
5.2.6.2 Boiling Test on Loose Mix It can be seen from the above table that the average
The boiling test (ASTM D 3625) is a quick and easy retained stability obtained is more than the specified
visual indication of chemical incompatibility between limit of 75% as per MS-14 (Appendix H) and
the asphalt binder and aggregate. In this test, a sample MoRT&H, 2001 specifications.
of loose asphalt mixture is placed in boiling water for 5.2.7 Bond Test
10 minutes and then removed. The extent of retained
asphalt coating on the aggregate is then evaluated Adequate bonding between bound layers is necessary
relative to a non-conditioned sample. No stripping was for pavement performance. The degree of bonding at
observed in the mix after the test. The condition of the the pavement interfaces affects the stress distribution
loose mix after the boiling test is shown in Photo 1. within the materials that constitute a layer. This
stress distribution is predominantly, affected by the
interface bonding condition between upper pavement
layers; the surface course and the underlying base
course. The use of a shear test to check for the bond
strength at the interface has been commonly used and
reported by many authors. (Jain et. al. 1999, Jain et.
al. 2000, Pundhir et. al. 2004, Trevino et. al. 2005 and
Patel 2010).
Naby and Easa (2002) reported the use of shear test
facility to identify the effect of type of mix, relative
temperature and tack coat on the shear bond strength
Photo 1 Condition of the Loose Mix After Boiling Test between two asphalt layers. The average shear bond
strength reported for various samples varied from
5.2.6.3 Test for Retained Stability 0.427 kg/cm2 to 1.450 kg/cm2.
This test measures the stripping resistance of a
In the present study, the test method given by Jain
bituminous mixture. The test is conducted as per
et. al. (15) has been adopted for the determination of
MS-14 (Appendix H) specifications. The standard
Marshall specimens were prepared. The specimens bond strength between the ready-mix material and
were kept in water bath maintained at 25C for 4 days, existing surface. Three Marshall specimens were
i.e. 96 hours, and thereafter tested for stability value. casted using 50% conventional bituminous concrete
The results are reported as the percentage of Marshall and remaining with the material in cold condition
stability determined in normal condition of the test. with 75 blows on the material side of the sample.
The results are presented in Table 4. The shear test was conducted by applying load on the
Table 4 : Results of Retained Stability Test material portion of the specimen, at the joint, with a
S. Marshall Marshall Stability Retained Average Specified
25 mm wide loading strip having curved surface
No. Stability (after soaking in Stability Retained Limits as per inside. The average shear strength of 3 samples was
(at 25C) water for 4 days (%) Stability MORT&H,
at 25C) (%) 2001 and MS-14 found to be 1.7 kg/cm2. This indicates good bond
(Appendix-H)
strength with existing surface for the material. The test
1 505 392 77.6 77.3 75
setup for the bond test is shown in Figure 2. Photos
2 485 367 75.7 2 to 4 show the samples prepared for bond test, test
3 481 378 78.6
setup and sample condition after the test.

TECHNICAL PAPERS
Old surface
Surface of ready-
mix material
Photo 2 A View of the Sample Prepared for Bond Test

Fig. 2 A Typical Set Up for Determination of Bond Strength by
Shear Test Between Two Bituminous Layers
Photo 4 A View of Samples After Bond Test
CONCLUSIONS
Based on the laboratory testing carried out, the
following conclusions have been derived :
The methodology for the laboratory
performance evaluation of ready-mix
has been described in the paper. The
methodology would be effective in
selecting the best ready-mix out of the
various available candidate ready-mixes
for use in actual field conditions.
The ready-mix material tested in the
present study is found suitable as ready-
made mix for repair and maintenance of
Photo 3 Test Set-up for Bond Test
bituminous roads specially for filling of

TECHNICAL PAPERS
potholes and utility cuts, as the various 7. Berlin, Marcus and Hunt, Elizabeth, Asphalt Concrete
properties of the mix such as stability, Patching Material Evaluation, Interim Report SR 548,
Oregon Department of Transportation, Oregon, June
bond strength, moisture susceptibility 2001.
and retained stability have been found 8. Better Roads magazine, How to Solve the Pothole
satisfactory and meeting the requirements Depressions of 1996, pp 17-18, January 1996.
as per the available specifications. 9. Better Roads magazine, Potholes : Cold-Mix can Solve
The ready-mix material can be used Problems, pp. 16, March 1999.
for timely repair of potholes and utility 10. Chatterjee, Samrat, White, Ronald P., Smit, Andre, Prozzi,
Jolanda and Prozzi, Jorge A., Development of Mix Design
cuts on rods, thereby preventing further and Testing Procedures for Cold Patching Mixtures,
damage to roads and savings in huge Report No. FHWA/TX-05/0-4872-1, Texas Department of
recurring repair costs. Transportation, Austin, Texas, January 2006.
The ready-mix material can be applied 11. Kandhal, P.S., A Simple and Effective Method of
Repairing Potholes in India, Paper No. 544, Journal of
for repair of roads using just 1-2 labours Indian Roads Congress, Volume 69-3, 2008.
and in a short time causing minimum 12. HITEC (Highway Innovation Technology Evaluation
disruption to traffic. Centre), Guidelines for Field Evaluations of Pothole
Repairs, Civil Engineering Research Foundation Report,
ACKNOWLEDGEMENTS 1995.
13. IS:2386 (Part 1), Methods of Test for Aggregates for
The author is thankful to Dr. S. Gangopadhyay, Concrete Part 1 Particle Shape and Size, Bureau of
Director, Central Road Research Institute, Indian Standards, New Delhi, 2002.
New Delhi for his kind permission to publish this 14. IS:6241, Method of Test for Determination of Stripping
paper. The assistance rendered by Smt. Uma Devi Value of Road Aggregates, Bureau of Indian Standards,
New Delhi, 2003.
Ronagli, Project Assistant, Flexible Pavement
15. IS:2720 (Part 4), Methods of Test for Soils Grain Size
Division, CRRI during the laboratory testing work is Analysis, Second Revision, Bureau of Indian Standards,
thankfully acknowledged. New Delhi, 2006.
16. Jain, P. K. et. al., Evaluation of Shelmac PR for Instant
REFERENCES Repairs, Report (Unpublished), Central Road Research
1. ASTM D 4867, Standard Test Method for Effect of Institute, New Delhi, March 1999.
Moisture on Asphalt Concrete paving Mixtures, American 17. Jain et. al., Use of Hincol Cationic Bitumen Emulsions
Society for Testing and Materials, Annual Book of ASTM in Tack Coat and Prime Coat Applications, Report
Standards, Volume 04.03, 2004. (Part I) (Unpublished), Central Road Research Institute,
New Delhi, July 2000.
2. ASTM D 2172, Standard Test Methods for Quantitative
Extraction of Bitumen from Bituminous Paving Mixtures, 18. MoRT&H, 2001, Specifications for Road and Bridges
American Society for Testing and Materials, Annual Book Works, Fourth Revision, Ministry of Road Transport and
of ASTM Standards, Volume 04.03, 2004. Highways, Indian Roads Congress, New Delhi, 2001.
19. Maher, Ali, Gucunski, Nenad, Yanko, William and Petsi,
3. ASTM D 3625, Standard Practice for Effect of Water
Fotina, Evaluation of Pothole Patching Materials,
on Bituminous Coated Aggregate Using Boiling Water,
Final Report No. FHWA 2001-02, Federal Highway
American Society for Testing and Materials, Annual Book
Administration, Washington D.C., February 2001.
of ASTM Standards, Volume 04.03, 2004.
20. Miller, J. S. and Bellinger, W. Y., Distress Identification
4. Asphalt Cold Mix Manual, Manual Series 14 (MS-14), Manual for the Long Term Pavement Performance
3rd Edition, Asphalt Institute, USA, 1989. Program, Report No. FHWA-RD-03-031, 4th Revised
5. Anderson, David A., Thomas, H. Randolph, Siddiqui, Edition, Federal Highway Administration, 2003.
Zahurrudin and Krivohlavek, Dennis D., More Effective 21. Munyagi, Anna Abela, Evaluation of Cold Asphalt
Cold Wet-weather Patching Materials for Asphalt Patching Mixes, M Eng. Thesis, University of
Pavements, Report No. FHWA-RD-88-001, Federal Stellenbosch, 2006.
Highway Administration, Washington, D.C., 1988.
22. National Cooperative Highway Research Program
6. Augustin, Horald, Design of Tack Coat, Paper No. (NCHRP), Bituminous Patching Mixtures, Synthesis
4-1B-309, Procedings, Volume 4, Second World Congress of Highway Practice 64, Transportation Research Board,
on Emulsion, France, September 1997. National Research Council, Washington D. C., 1979.

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23. Naby, R.M. Abd El, and Easa, S.M., Evaluation of the 1102, Transportation Research Board, National Research
Bond Characteristics between Asphalt Concrete Layers, Council, Washington D.C., 1986.
Annual Conference of the Canadian Society for Civil
Engineering, Quebec, Canada, June 2002. 30. Wilson, Thomas P., Strategic Highway Research Program
Pothole Repair : Materials and Procedures, TRB 1392,
24. Outcalt, William, Cold Hand Patching Material Transportation Research Board, National Research
Evaluation, Report No. CDOT-DTD-R-93-9, Colorado Council, Washington D.C., August 1993.
Department of Transportation, Colorado, August 1993.
25. Prowell, Brian D. and Franklin, Alan G., Evaluation 31. Wilson, Thomas P. And Romine, A. Russell, Innovative
of Cold Mixes for Winter Pothole Repair, TRB 1529, Materials Development and Testing Volume 2 : Pothole
Transportation Research Board, National Research Repair, Report No. SHRP-H-353, Strategic Highway
Council, Washington D.C., 1996. Research Program, National Research Council,
Washington D.C., 1993.
26. Pundhir, N.K.S. et. al., Evaluation of Carboncor Cold
Mix for Construction and Maintenance of Roads, Report 32. Wilson, Thomas P. And Romine, A. Russell, Materials
(Unpublished), Central Road Research Institute, New and Procedures for Repair of Potholes in Asphalt-Surfaced
Delhi, August 2004. Pavements : Manual of Practice, Report No. FHWA-RD-
27. Pimentel, Jose Maria Fragachan, Accelerated Testing 99-168, Federal Highway Administration, Washington
Methodology for Evaluating Pavement Patching D.C., 1999.
Materials, MS Thesis, Worcester Polytechnic Institute, 33. Trevino, Manuel, Kim Seong Min, Smit, Andre,
US, May 2007.
McCullough, B. Frank, and Yildirim, Yetkin, Asphalt
28. Patel, Nachiketa Bharat, Factors Affecting the Interface Concrete Overlays on Continuously Reinforced Concrete
Shear Strength of Pavement Layers, MS Thesis, Louisiana Pavements: Decision Criteria, Tack Coat Evaluation and
State University, August 2010. Asphalt Concrete Mixture Evaluation, Report No. FHWA/
29. Thomas, H. Randolph and Anderson, David A., Pothole TX-05/0-4398-3, Texas Department of Transportation,
Repair : You Cant Afford Not to Do it Right, TRB Texas, February 2005.

IMPROVEMENT IN PROPERTIES OF SUBGRADE SOIL BY
USING POND ASH AND CHEMICAL ADDITIVE
B.M. Patil* and K.A. Patil**
ABSTRACT 1.1 Review of Literature

The crust thickness of road depends on strength of subgrade soil R.K. Sharma et al.[1] carried out studies on use of
and traffic intensity. The cost of construction of road depends on
sand, rice husk ash and waste plastic fiber for
the crust thickness and available material. The cost of construction
of road increases, if good quality materials are not available in
improving compaction and strength characteristics of
nearby areas of road construction site. This problem can be solved clayey soil for use as subgrade material. The influence
by improving the geotechnical properties of subgrade soil. This of different mix proportions of clays, sand, rice
paper deals with the improvement in properties of subgrade soil husk ash, on compaction and CBR values have been
like Maximum Dry Density (MDD), Optimum Moisture Content
studied. The addition of rice husk ash in the clay and
(OMC) and California Bearing Ratio (CBR) value by addition
of additives. The pond ash is a thermal power plant waste and
sand mix increases the OMC and decreases MDD. The
RBI Grade 81 is a chemical soil stabilizer used to improve the addition of plastic fiber, rice husk ash and sand in the
geotechnical properties of subgrade soil. The geotechnical clay, leads to increase in the CBR value and reduction
properties of subgrade soil are improved significantly due to in permeability. Kolay, P.K. et al.[2] carried out study
addition of pond ash and RBI Grade 81 together. The soaked CBR
by addition of pond ash in soil for stabilization in the
value of subgrade soil is 2.56%. The soaked CBR value of mix
i.e. soil: pond ash: RBI Grade 81 in the proportion of 76:20:4 is
range of 5% to 20%. Based on their experimental
12.74% which is increased by 397% in comparison with untreated study, it is found that the MDD of pond ash modified
soil sample. sample increases, while the optimum moisture content
decreases with increase in the pond ash content. The
1 INTRODUCTION Unconfined Compressive Strength (UCS) test shows
that the compressive strength for peat and pond ash
India is having very diverse topography due to which mixed sample increases. The compressive strength of
it is very difficult to provide efficient road net work. peat-pond ash sample almost doubled in comparison
Similarly the subgrade soil changes from place to with original peat soil with addition of 20% pond
place within few kilometers. The clayey soil is not ash of weight of modified soil. To achieve economy
suitable for subgrade course due to its swelling and in construction of road it is expected to use locally
shrinkage characteristics. To overcome this problem it available materials.
is required to replace clayey soil by suitable granular Aykut Senol et al.[3] based on their experimental
material due to which the cost of construction of work quantified the effect of fly ash stabilization on
road increases considerably. Another solution for this four different types of soft subgrades, encountered
problem is to stabilize clayey soil by using pond ash using locally available fly ash in Wisconsin. For
and RBI Grade 81. If pond ash is used in construction improvement in geotechnical properties of soils, a
of roads nearby area of the power plant, it helps to combination of lime and fly ash is beneficial for lower
solve the problem of its disposal up to certain extent. plasticity and higher silt content soils. The fly ash
* Research Scholar, Dept. of Civil Engineering, Government College of Engineering, Aurangabad

E-mail: bmpatil3335@rediffmail.com
** Associate Professor, Dept. of Civil Engineering, Government College of Engineering, Aurangabad
E-mail: kapatil67@gmail.com

TECHNICAL PAPERS
provides the pozzolanic reactants, silica and alumina, India. The soil in this area is clayey soil. The various
lacking in such soils. Joel H. Beeghly[4] carried out the basic properties of soil are tested in the laboratory and
studies by using lime with coal fly ash in stabilization the results are as given in Table 1.
of soil subgrade and granular aggregate base course. Table 1 Basic Properties of Soil
Three soil samples of moderate plasticity and high silt
content tested for UCS and CBR penetration test. The Sr. No. Properties of Clayey Soil Value
results show that a lime fly ash mixture can achieve 1 Specific gravity 2.36
greater strength than lime alone. 2 Liquid limit % 67.00
3 Plastic limit % 36.46
1.2 Difficulties in Construction of Rural Roads 4 Plastic index % 30.54
3
In case of rural road alignment passing through clayey 5 Dry density g/cm 1.45
soil, it is very difficult to construct and maintain the road 6 California bearing ratio (soaked)% 2.56
due to excessive swelling and shrinkage of subgrade 7 Optimum moisture content % 28.65
soil. The swelling and shrinkage characteristic of 8 Unconfined compressive strength N/mm 2
0.298
clayey soil depends on variation in moisture content. 9 Silt and clay content % (below 0.075) 82.15
The variation in moisture content depends on rainfall, 10 Sand content % (0.075 to 4.75 mm) 12.89
capillary rise, temperature effect and water used for 11 Gravel content % (4.75 to 80.0 mm) 4.96
irrigation. The clayey soil having soaked CBR value
less than 2% is required to be replaced by good 3.2 Pond Ash
quality materials. Sometimes the good quality natural The pond ash sample is collected from the Thermal
materials are not available nearby road construction Power Plant located at Parli, in Beed district of
sites, then large quantity of materials are transported Maharashtra state of India. After burning of coal in
from longer distances, due to which the cost of thermal power plant, about 20% to 30% of ash is
construction of road increases considerably. collected at bottom in the form of slurry. This slurry
is deposited in the pond. After evaporation of water
2 Objectives of the Study from slurry remaining ash in dry form is called as pond
The objectives of study are as given below : ash. The basic properties of pond ash are as given in
Table 2.
To check suitability of subgrade clayey
Table 2 Properties of Pond Ash
soil for construction of road.
To find out MDD, OMC and soaked CBR Sr. No. Physical Parameters Values
value for various proportion of soil, pond 1 Color Light gray
ash and RBI Grade 81. 2 Gravel % (4.75 to 80.0 mm) 0

3 Sand % (0.075 to 4.75 mm) 79
To suggest optimum mix of soil, pond
4 Silt and clay % (below 0.075 mm) 21
ash and RBI Grade 81 for stabilization of
5 Specific Gravity 2.37
subgrade soil.
6 Plasticity Index Non plastic
3 Materials 3.3 Road Building International (RBI Grade 81)
3.1 Soil It is odourless powder, composed of a number of

naturally occurring compounds. It is particularly
The soil sample is collected from Amantpur wadi
effective for silty-clayey soil with low geo-mechanical
road, in Aurangabad district of Maharashtra state of
qualities. The reaction of RBI Grade 81 with soil

TECHNICAL PAPERS
particles, binds soil particles together into a rigid mass. Table 4 Effect of RBI Grade 81 on MDD and
It forms a dust free surface and is simple to apply and OMC of Soil
harden fast. The physical properties of RBI Grade 81 Soil : RBI Grade 81 MDD g/cm3 OMC in %
are given in Table 3.
100:00 1.45 25.80
Table 3 Physical Properties of RBI Grade 81 98:02 1.47 26.16
Sr. No. Property RBI Grade 81 96:04 1.48 26.67
1 Odour Odourless
2 pH 12.5
3 Freezing point None
4 Self life 12 Months
5 Storage Dry storage
6 Bulk density 700 kg/m3
(Source: RBI Grade 81 manual)
4 Experimentation Work
The standard Proctor test was carried out as per Bureau
of Indian Standard (IS: 2720- 1980 Part -7) on different
mixes of soil, pond ash and RBI Grade 81 and the
values of MDD and OMC were found out. The CBR
test was carried out as per Bureau of Indian Standard Fig. 1 Effect of RBI Grade 81 on MDD and OMC of Soil
(IS: 2720 - Part-16 - 1979) on different mixes of soil,
5.2 Effect of Pond Ash on MDD and OMC of
pond ash and RBI Grade 81 for different proportions
Soil
and soaked CBR values were found out.
The values of MDD and OMC for various proportions
of soil and pond ash are as given in Table 5. The
5 Results and Discussions
Fig. 2 shows that the MDD of treated soil with pond
5.1 Effect of RBI Grade 81 on MDD and OMC ash increases as compared to untreated soil. The fine
of Soil particles of pond ash react with soil particles and help
to increase MDD of soil. It is observed that as the
The values of MDD and OMC for various proportions percentage of pond ash increases more than 20%, the
of soil and RBI Grade 81 are as given in table 4. The MDD of soil reduces. The reduction in MDD is due
Fig.1 shows that the MDD of treated soil with RBI to less cohesion between soil and pond ash particles.
Grade 81 increases as compared to untreated soil. The The Fig. 2 also shows that, the OMC of treated soil
increase in MDD is due to reduction in pore space with pond ash increases as the percentage of pond ash
between soil particles by addition of RBI Grade increases due to absorption of water by pond ash.
81. The RBI Grade 81 contains fibers due to which
Table 5 Effect of Pond Ash on MDD and OMC of Soil
there is reduction in MDD as the percentage of RBI
Grade 81 increases in the mix. The Fig.1 also shows Soil : Pond ash MDD g/cm3 OMC in %
that the OMC of treated soil increases as compared 100:00 1.45 25.80
to untreated soil, as the more amount of water is 90:10 1.47 22.76
required for chemical reaction between soil and RBI 80:20 1.48 24.84
Grade 81. 70:30 1.44 26.31

TECHNICAL PAPERS
Fig. 2 Effect of Pond Ash on MDD and OMC of Soil Fig. 3 Effect of RBI Grade 81 and Pond Ash on MDD and
OMC of Soil
5.3 Effect of RBI Grade 81 and Pond Ash on
MDD and OMC of Soil
5.4 Effect of RBI Grade 81 on CBR Value
The soil mixed with RBI Grade 81 and pond ash
of Soil
together in different proportions and the values of
MDD and OMC were found out and are as given The soaked CBR values for mixes of soil: RBI Grade
in the Table 6. The Fig. 3 shows the effect of RBI 81 in various proportions are as given in Table 7. The
Grade 81 and pond ash on MDD and OMC of soil.
Fig. 4 shows the effect of RBI Grade 81 on soaked
The MDD of mixes of soil: pond ash: RBI Grade 81
CBR value of soil for various proportions of soil: RBI
in the proportion of 88:10:02 and 88:20:02 are found
to be 1.49 g/cm3 and 1.46 g/cm3 respectively. The Grade 81. It is observed that the CBR value of soil
MDD for mixes of soil: pond ash: RBI Grade 81 in increases as the percentage of RBI Grade 81 increases
the proportion of 86:10:04 and 76:20:04 are found to in the mix as compared to untreated soil. The RBI
be fairly same as that of untreated soil. The RBI Grade Grade 81 having chemical reaction with soil in the
81 contains fiber due to which MDD of soil reduces. presence of water, which binds soil particles together
The results shows that as the percentage of RBI Grade
and helps to increase compaction properties of soil.
81 and pond ash increases in the mix, there is increase
in OMC of soil. Table 7 Effect of RBI Grade 81 on CBR Value of Soil
Table 6 Effect of RBI Grade 81 and Pond Ash on
MDD and OMC of Soil Soil: RBI Soaked CBR Increase in CBR
Grade 81 value in % value in %
Soil : Pond ash: RBI MDD g/cm3 OMC in %
Grade 81 100:00 2.56 0.00
100:00:00 1.45 25.80
98:02 4.89 91.01
88:10:02 1.49 21.07
78:20:02 1.46 25.76 96:04 8.79 243.36
86:10:04 1.45 25.10
94:06 14.76 476.56
76:20:04 1.44 26.59

TECHNICAL PAPERS
Table 8 Effect of RBI Grade 81 and Pond Ash on

CBR Value of Soil
Soil: Pond ash: RBI Soaked CBR Increase in CBR

Grade 81 value in % value in %
100 2.56 0.00

90:10 3.40 32.81
80:20 4.56 78.12
88:10:02 4.87 90.23
78:20:02 6.82 166.41
86:10:04 8.68 239.06
76:20:04 12.74 397.65
84:10:06 12.96 406.25
Fig. 4 Effect of RBI Grade 81 on CBR Value of Soil
74:20:06 14.82 478.91
5.5 Effect of RBI Grade 81 and Pond Ash on CBR

Value of Soil
The soaked CBR values for mixes of soil: pond ash:
RBI Grade 81 in different proportions are as given in
Table 8. The Fig.5 shows the effect of RBI Grade 81
and pond ash on soaked CBR value of soil. The results
show that the soaked CBR value of treated soil with
pond ash only is slightly increased than untreated soil.
When the soil is treated with RBI Grade 81 and pond
ash together, the increase in soaked CBR value of soil
is significant. From Table 7, the CBR value of soil: Fig. 5 Effect of RBI Grade 81 and Pond Ash on CBR
RBI Grade 81 in proportion 96:04 is 8.79%. Where as Value of Soil
by keeping 4% RBI Grade 81 constant and adding 20%
pond ash in the mix soil: pond ash: RBI Grade 81, the 6 Design of Pavement Thickness
CBR value is increased to 12.74%. The RBI Grade 81 The construction of road by treating subgrade soil with
and pond ash together having chemical reaction with pond ash and RBI Grade 81 is suitable in areas nearby
soil which helps to increase the soaked CBR value of thermal power plant. This is illustrated with design of
soil. It is observed that as the percentage of RBI Grade road as per IRC:372001[12]. The data considered for
design of single lane pavement is given below:
81 and pond ash increases, there is increase in CBR
value of soil. When the pond ash increases above 20% i. Initial traffic in the year of completion of
in the mix, there is less increase in soaked CBR value. construction =A = 200 CV/day
Therefore the results show that the optimum suitable ii. Growth rate per annum = r = 5.5% = 0.05
mix is soil: pond ash: RBI Grade 81 in the proportion
iii. Design life = n = 10 years
78:20:02. As the percentage of RBI Grade 81 increases
there is increase in cost of construction of roads. iv. Vehicle damage factor = F = 2.5

TECHNICAL PAPERS
v. Single lane road = D = 100% = 1 data and CBR 6.82%, the pavement thickness obtained
is 430 mm as per Fig.1 of IRC: 37- 2001 (page 8) and
vi CBR of subgrade = 2.56%
recommended is 430 mm. Therefore, the reduction in
For the subgrade soil treated with pond ash and RBI pavement thickness is 230 mm. Similarly the pavement
Grade 81, the CBR value is increased to 6.82% from thicknesses for different CV/day calculated and are as
2.56% for proportion 78:20:02. For the above example given in Table 9.
Table 9 Effect of Traffic Intensity on Crust Thickness of Road
CV/day msa Thickness Thickness by Thickness for Thickness by Pavement

for 2.56% IRC-37 for 2.56% 6.82% CBR in IRC-37 for 6.82% thickness
CBR in mm CBR in mm mm CBR in mm reduced by mm
200 2 660 660 430 425 230
300 3 700 750 450 450 300
400 5 735 795 510 475 285
500 6 760 810 520 480 290
600 7 770 820 540 500 280
700 8 780 830 560 510 270
800 9 790 840 570 520 270
900 10 810 850 580 540 270
1000 11 820 860 600 550 260
7 Cost analysis for 1 km road length increases as the percentage of RBI Grade 81 increases.
The cost of construction of road for different The cost of pond ash is governed by lead distance.
proportions of soil, pond ash and RBI Grade 81 is The valuable natural granular material is saved as the
as given in table 10. It shows that the cost of road clayey soil is used for subgrade.
Table 10 Cost Analysis for 1 km Road Length for Different Proportions
Proportion Soaked CBR Cost of Granular material Granular material

value in % construction saved at subgrade saved at subbase
100:00:00 2.56 13, 71, 562 00 00
78:20:02 6.82 16, 74, 450 78% 54%
86:10:04 8.68 25, 72, 537 86% 56%
77:20:03 10.48 21, 47, 625 77% 60%
76:20:04 12.74 26, 53, 200 76% 61%
8 Conclusions 78:20:02. If the percentage of RBI Grade 81

Based on the experimental investigations carried out, increases, the cost of construction also increases
different conclusions drawn are as given below: considerably.
1. The geotechnical properties of clayey soil
3. The use of pond ash for subgrade soil
improved significantly due to addition of RBI
stabilization of road near thermal power plant
Grade 81 and pond ash together.
area is more beneficial. It also helps to reduce
2. The optimum mix recommended is soil:
pollution of environment up to certain extent.
pond ash: RBI Grade81 in the proportion of

TECHNICAL PAPERS
4. The locally available clayey soil can be used 6. D S V Prasad, M. Anjan Kumar, G V R Prasad Raju and V.
as subgrade material for road construction and Kondayya A Study on Flexible Pavement Performance
with Reinforced Fly ash Subbase International Journal of
save natural granular material. Earth Sciences of Engineering ISSN 0974-5904,Volume
04. No.06 SPL, October 2011, pp 94-99.
REFERENCES 7. Tara Sen and Umesh Mishra Usage of Industrial Waste
Products in Village Road Construction International
1. R.K. Sharam,Vishal Kumar, Nandika Sharama, and Ajender Journal of Environmental Science and Development, Vol.
Rathore, Compaction and Subgrade Characteristics of 1.No.2, June 2010 ISSN 2010, pp-122-126.
Clay Mixed with Beas Sand, Rice Husk Ash and Waste
Plastic Fibre Indian Higways August 2012, pp-29-36. 8. Raju Sarkar, S.M.Abbas and J.T.Shahu, Geotechnical
Characterization of Pond Ash Available in National Capital
2. Kolay, P.K. Sii, H.Y. and Taib, S.N.L. Tropical Peat Region Delhi International Journal of Earth Sciences of
Soil Stabilization using Class F Pond Ash from Coal Engineering ISSN 0974-5904, Volume 04. No.06 SPL,
Fired Power Plant, International Journal of Civil and October 2011, pp 138-142.
Environmental Engineering 2011, pp- 79-83.
9. Bharathi Ganesh, H.Sharada Bai and R.Nagendra,
3. Aykut Senol, Tuncer B.Edil and Md.Sazzad Bin- Shafique, Effective Utilization of Pond ash for Sustainable
Hector A. Acosta, Soft subgrades stabilization by using Construction need of the Hour International Journal of
various fly ashes, Resources, Conservation and Recycling Earth Sciences of Engineering ISSN 0974-5904, Volume
46 ( 2006) 365-376. 04. No.06 SPL, October 2011, pp 151-154.
4. Joel H. Beeghly Recent Experiences with LimeFly 10. R.P. Indoria, Use of Locally Available Materials in Road
Ash Stabilization of Pavement Subgrade Soils, Base and Construction Indian Highways, May 2009, pp-1-3.
Recycled Asphalt" 2003 International Ash Utilization 11. IRC: SP: 72-2007 Guidelines for the Design of Flexible
Symposium. Centre for Applied Energy Research Pavements for Low Volume Rural Road.
University of Kentucky paper #46 12. IRC:37-2001 Guidelines for the Design of Flexible
5. RBI Grade 81 Pavement Material Soil Stabilizer Manual. Pavements (Second Revision).

Effect of Purity of Lime on Strength and
Durability of Soil-Lime mixes
Uma Arun*, V.K. Kanaujia*, Alok Ranjan** , R.K. Swami*** and Sudhir Mathur****
ABSTRACT substantially improve the bearing capacity/CBR of

Indian Roads Congress as per IRC:SP:20-2002 and Ministry of the sub grade substantially reducing the requirement
Road Transport and Highways Specifications for Road and Bridge of crust thickness. The Stabilization of soil for use in
Works as per Clause 402.2.2 specifies that lime of 70% purity pavement sub base and bases is also an economical
should be used for soil stabilization to get the desired results. substitute to costly pavement materials, and from that
However, it has been observed that lime of such purity is generally
not available. In case lime of such specification is arranged from
point of view, it deserves more attention than it is
specific mine, the cost of the same works out to be even more receiving at present.
than the ordinary Portland cement. It may make the project cost
The techniques of soil stabilization are well known
prohibitively high.
in the country since long. In the late fifties and early
To evaluate the effect of purity of lime on strength and durability sixties, several kilometer of roads in different parts of
characteristics of different soils, three types of soils generally
available in the country were chosen. The soils considered for the
the country were constructed under the pilot scheme
study are fine grained soils i.e. Silty soil, Black Cotton Soil and and projects sponsored by Central Ministry of Road
Clayey soil. The study was conducted with Laboratory grade lime Transport under the overall guidance and supervision of
and commercially available limes from different locations. The CRRI. The performance of these roads was satisfactory
purity of Laboratory grade lime was 87% and of commercial lime in most of the cases. However, the technique of soil
1 & 2 was 50% and 17% respectively. To assess the strength
gain and durability of soil-lime- mixes, the laboratory experiments
stabilization could not become popular among the
were planned to compare the effect of lime of different purities on practicing engineers due to several reasons. The
stabilized soils in terms of unconfined compressive strength and major reasons which could be attributed for the same
durability. It was observed that lime of low purities with certain are lack of machinery for proper pulverization and
percentage and curing periods also satisfy the UCS criteria for use mixing, thereby requiring extensive quality control
in sub-base/base layer of pavement. However, when the durability
tests were carried out on three type of soils stabilized with limes
measures to ensure uniform mixing. Long period of
of different purities, it was found that silty soil stabilized with curing and non availability of good quality lime as per
lime of different purities could withstand the durability cycles the prescribed norms of standards and specifications
with certain percentage of lime but clayey soils and black cotton are another major reasons for lack of adaptability of
soils stabilized with laboratory grade lime and lime of less purity lime soil stabilization in the country.
could not withstand the durability test. The findings of the study
indicate that the criterion of 70% purity of lime can be relaxed for With the advent of NHDP and PMGSY programme,
silty type of soil for the purpose of lime stabilization. there is a big boom in the road construction activities in
the country and therefore large size road construction
1 INTRODUCTION machinery is either being imported or being
manufactured in the country itself. On large projects,
The quality aggregates sources are depleting very fast road construction machinery is available in sufficient
in many regions of the country. At many locations, number to meet the tight and time bound construction
hard metal has to be brought from far off location schedules. In this connection, Govt. of India and
ranging from 100-300 km making the cost of structure Govt. of France organized a Training programme
quite prohibitive. Stabilization of sub grade soil can cum Technical meet on Soil Treatment at National
* Senior Technical Officer

** Senior Scientist
CSIR-Central Road Research Institute, New- Delhi
*** Senior Principal Scientist
**** Chief Scientist

TECHNICAL PAPERS
Institute for Training of Highway Engineers (NITHE), Effect of lime purities on physical
Noida from November 7-11, 2005. The issues of lime characteristics of soils.
stabilization like construction machinery, quality Study of stabilized mixes prepared with
control, period and methods of curing, quality and lime of different purities in terms of
purity of lime and economics of lime stabilized roads unconfined compressive strength and
etc. were discussed at length. It was opined that in Durability etc.
clayey soil regions and the areas where good quality
Study of feasibility of using commercial
aggregates are not available, the techniques of soil
lime as soil stabilizing agent for road
stabilization should be adopted as they prove to be very
construction.
cost effective. It was also discussed that the construction
machinery is now available on big projects and if not
available, it could be imported due to the availability 3 Materials
of sufficient project costs. Construction machinery The following materials were selected for laboratory
should no longer be considered as a constraint. The investigations.
only bottleneck in the adoption of soil stabilization
techniques, which emerged during the discussion, was 3.1 Soils
the non availability of lime of required purity at all Three different type of fine soil were collected
places. It was not very clear that if lime of less purity considering the variation in their physical and
is used, how adversely it may affect the strength of engineering properties. The different type of soil
mixes and consequently the performance of the road. selected include, Delhi silt, B.C. Soil and one more
In view of the above, it was proposed to take up a plastic soil.
study on the effect of purity of lime on strength and
durability of soil-lime mixes and compare strength 3.2 Lime
development of soil-lime mixes with locally available
lime and Laboratory grade lime and to study the Three lime samples of different grade as indicated
below were selected.
durability of the above mixes.
Laboratory Grade Lime: Purity in terms of Calcium
2 Scope and Objective Hydroxide was 87%.
To evaluate the effect of purity of lime on strength Commercial Grade Lime 1: Purity in terms of
characteristics and durability in terms of unconfined Calcium Hydroxide was 50%.
compressive strength and wetting & drying cycles of
the soil-lime mixes, three types of soils were chosen. Commercial Grade Lime 2: Purity in terms of
The soils considered for the study are fine grained Calcium Hydroxide was 17%.
soils i.e. Silty soil, Black Cotton Soil and fine grained (Purity of lime was determined by Rapid Iodine
Clayey soil. The study was conducted with Laboratory method.)
grade lime and two commercially available limes
from different locations. The purity of Laboratory
4 Geotechnical Characterization
grade lime was 87% and of commercial lime was
of Soils
50% and 17% respectively. To assess the strength
gain and durability of soil-lime mixes the laboratory To study the geotechnical characteristics of selected
experiments were planned to compare the effect soils, different laboratory experiments were
of lime of different purities on stabilized soils. The carried out which include: (a) Grain size analysis
following studies were carried out in this context. (b) Atterberg limit tests (c) Compaction test and
Geotechnical characterization of three (d) Unconfined compressive strength test. The
different types of soil i.e. Silt Soil, Black physical and engineering properties of the soil are
Cotton Soil and Clayey Soil given in Table 1.

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Table 1 Physical/Engineering Properties of Soils
Sl. No. Property Delhi Silt B.C. Soil Clayey Soil

1 Optimum Moisture Content (%) 9.4 18.9 16.4
2 Maximum Dry Density, gm/cc 2.06 1.69 1.812
3 Liquid Limit (%) 24 53 41
4 Plastic Limit (%) 16 28 27
5 Plastic Index 8 25 14
6 Sieve Analysis
Gravel (%) 0 0 5
Sand (%) 20 5 14
Silt (%) 70 40 61
Clay (%) 10 55 20
7 Classification of Soil (IS) ML CH CI
8 Unconfined Compressive Strength,kN/m2 760.0 450.0 472.0
5 Geotechnical Characterisation 5.1 Effect of Lime Purity on Atterbergs Limits

of Stabilised Soils The plasticity characteristics were determined as per
To study the geotechnical characteristics of stabilized IS 2720 (Part -5)-1985. Silty soil, B.C soil and clayey
soil were stabilized with lime (laboratory grade lime,
soils, different laboratory experiments were carried
commercial grade lime 1 and commercial grade
out which include: (a) Atterbergs limits (b) Modified
lime 2) in the range of 2-10%. The results are shown
Proctor compaction test (c) Unconfined compressive
in Table- 2a, 2b & 2c respectively. The effect of purity
strength test and (d) Durability tests were also carried of lime on the plasticity characteristics indicate that
out on stabilized soils to evaluate the long term the purity of lime plays a marginal role in modifying
performance of the mixes. the index properties of soils.
Table 2a. Atterbergs Limits of Soils Stabilized with Laboratory Grade Lime
Delhi Silt LL PI Black Cotton Soil LL PI Clayey Soil LL PI

% % % % % %
Delhi Silt 24 8 B.C. Soil 53 25 Clay 41 14
Silt+2%Lime 30 7 B.C. Soil+2%Lime 52 16 Clay+2%Lime 42 10
Silt+4%Lime 30 NP B.C. Soil+4%Lime 50 15 Clay+4%Lime 41 9
Silt+6%Lime 30 NP B.C. Soil+6%Lime 50 14 Clay+6%Lime 42 NP

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Table 2b Atterbergs Limits of Soil Stabilized with Commercial Grade Lime 1

% % % % % %

Table 2c Atterbergs Limits of Soil Stabilized with Commercial Grade Lime 2

% % % % % %
5.2 Proctor Compaction Test Proctor tests for different stabilized soils are shown
Modified Proctor test was carried out as per IS:2720 in Table 3a, 3b & 3c respectively. Results indicated
(Part-8)-1983. Silty soil, B.C. soil and clayey soil that in case of silt there is a decrease in MDD and
were stabilized with lime (laboratory grade lime, increase in optimum moisture content (OMC). In case
commercial grade lime 1 and commercial grade of B.C. soil and clayey soil initially MDD increases
lime 2) in the range of 2-10%. The results of Modified and then decreases.
Table 3a MDD and OMC of Soil Stabilized with Laboratory Grade Lime
Soil MDD OMC Soil MDD OMC Soil MDD OMC

g/cc % g/cc % g/cc %
Delhi Silt 2.06 9.4 B.C. Soil 1.69 18.9 Clay 1.812 16.4
Silt+2%Lime 1.98 10.0 B.C. Soil+2%Lime 1.785 16.8 Clay+2%Lime 1.83 16.2

TECHNICAL PAPERS
Table 3b MDD and OMC of Soil Stabilized with Commercial Grade Lime 1

Table 3c. MDD and OMC of Soil Stabilized with Commercial Grade Lime 2

5.3 Unconfined Compressive Strength Test and the whole sample was again mixed uniformly in
The unconfined compressive strength test was carried the wet condition. The wet sample was then compacted
out on stabilized soil specimens of size 50mm x 100mm at the corresponding Maximum Dry Density and
as per IS:4332 (Part -5)-1970. All the three soil viz Optimum Moisture Content.
Silty soil, B.C soil and Clayey soil were stabilized 5.3.2 Curing and Testing of Samples
with lime in the ranges of 2-10%. and of different
The samples were cured in closed desiccators for 7
purities.
and 28 days. After the curing period, the samples were
5.3.1 Preparation of Samples tested for their unconfined compressive strength.
The selected soil was dried and lime was then added to The results of unconfined compressive strength values
it. Both were then mixed thoroughly in dry condition. obtained for different unstabilised and stabilized
After uniform dry mixing, the required quantity of soils are shown in Table 4a, 4b & 4c. The UCS value
water (calculated based on OMC determined from increases with curing period for all lime contents and
compaction tests of stabilized soils) was then added for all soils.

TECHNICAL PAPERS
Table 4a Unconfined Compressive Strength of Delhi Silt with Lime of Different Purities
Soil - Lime Mix UCS Value
7 days (kN/m2) 28 days (kN/m2)
Plain Local Soil 760.0 760.0
Silt + Laboratory Graded Lime
Silt+2% Lime 1800.0 3090.0
Silt+4% Lime 2084.0 3617.0
Silt+6% Lime 2050.0 3615.0
Silt+8% Lime 2141.0 36 50.0
Silt+10% Lime 2140.0 3670.0
Soil + Commercial Grade Lime 1
Silt+2% Lime 1500.0 2500.0
Silt+4% Lime 2000.0 3500.0
Silt+6% Lime 2000.0 3700.0
Silt+8% Lime 2050.0 3620.0
Silt+10% Lime 2080.0 3640.0
Silt+2% Lime 1000.0 1420.0
Silt+4% Lime 1440.0 2820.0
Silt+6% Lime 1500.0 28 40.0
Silt+8% Lime 1550.0 24 80.0
Silt+10% Lime 1560.0 24 80.0
Table 4b Unconfined Compressive Strength of B.C Soil with Lime of Different Purities
Soil - Lime Mix UCS Value
7 days (kN/m2) 28 days (kN/m2)
Plain B.C Soil 4 50.0 --
Local Soil + Laboratory grade Lime
B.C. Soil+2% Lime 900.0 1405.0
B.C. Soil+4% Lime 1238.0 1838.0
B.C. Soil+6% Lime 1750.0 3088.0
B.C. Soil+8% Lime 2273.0 3272.0
B.C. Soil+10% Lime 23 20.0 3383.0
Local Soil + Commercial Grade Lime 1
B.C. Soil+2% Lime 759.0 1027.0
B.C. Soil+4% Lime 1190.0 2010.0
B.C. Soil+6% Lime 1559.0 2375.0
B.C. Soil+8% Lime 2073.0 2634.0
B.C. Soil+10% Lime 2120.0 2756.0
B.C. Soil+2% Lime 4 60.0 5 10.0
B.C. Soil+4% Lime 510.0 6 18.0
B.C. Soil+6% Lime 5 73.0 8 85.0
B.C. Soil+8% Lime 7 85.0 1020.0
B.C. Soil+10% Lime 8 97.0 1500.0

TECHNICAL PAPERS
Table 4c Unconfined Compressive Strength of Clayey Soil with Lime of Different Purities
Soil -Lime mix UCS value

2
7 days (kN/m ) 28 days (kN/m2)
Plain Clayey soil 472.0 472.0
Local Soil + Laboratory graded Lime
clayey Soil+2% Lime 1192.0 13 42.0
clayey Soil +4% Lime 213 8.0 36 42.0
clayey Soil +6% Lime 24 57.0 46 08.0
clayey Soil +8% Lime 12 12.0 15 36.0
clayey Soil +10% Lime 10 45.0 14 37.0
Soil + Commercial Lime 1
clayey Soil +2% Lime 10 80.0 12 08.0
clayey Soil +4% Lime 16 06.0 31 65.0
clayey Soil +6% Lime 19 31.0 36 08.0
clayey Soil +8% Lime 9 81.0 14 26.0
clayey Soil +10% Lime 9 66.0 12 17.0
Soil + Commercial Lime 2
clayey Soil +4% Lime 13 13.0 25 49.0
clayey Soil +6% Lime 17 06.0 30 41.0
clayey Soil +10% Lime 6 14.0 26 74.0
5.4 Durability Test moisture content and dry weight. This completes one
Durability behavior of lime stabilized samples was cycle of wetting and drying. The specimens were
determined by carrying out wetting and drying tests again submerged in water and the procedure was
as per BIS: 4332 (Part - 4)1978. Seven days cured continued for 12 cycles. After 12 cycles of test, all
samples of size 50x100 mm were used for carrying the specimens were dried to constant weight at 110C
out tests. and weighed to determine the oven dry weight of the
specimens. The oven dry weight at the end of the test
At the end of the curing period the specimens were is especially required for determination of soil-lime
submerged in potable water at room temperature for loss after specified cycles.
a period of 5 hours and then removed. The specimens
were then placed in an oven maintained at temperature Stabilised samples of silty soil with all the three types
70C for 42 hours. After the specified time the samples of lime content passed the criteria for cement loss as
were removed. The samples were then given two firm per ASTM code of practice.
strokes on all areas with the standard wire-scratch After the durability test, the percentage loss of
brush. The brush is held with the long axis of the different stabilized soil samples were estimated and
specimen or parallel to the ends as required covering then compared with the permissible soil +cement loss
all areas of the specimen. These strokes are applied as per ASTM D559 as shown in Table- 5. Observations
to full height and width of the specimen with a firm from test results have been briefly discussed below:
stroke corresponding to approximately 1.4 kgf. To
simulate this pressure, about a total of 18 to 20 vertical 5.4.1 Stabilized Silt Samples
brush strokes are applied with two strokes on the sides Stabilized silt samples passes the durability tests with
of the specimen and four strokes on either ends. The lime content of 2%-10% lime of all the three purities.
specimen was then weighed for determination of its Stabilized samples with lime of all the three purities

TECHNICAL PAPERS
passed the criteria for cement loss as per ASTM code wet and dry cycle (durability) test. All the samples
of practice and also as per Laboratory Manual on failed within two to three cycles.
Material Testing of Highway Materials by Khanna
5.4.3 Stabilized Clayey Soil Samples
and Justo.
Stabilized Clayey Soil Samples could not withstand
5.4.2 Stabilized B.C. Soil Samples
the wet and dry cycle (durability) test. All the samples
Stabilized B.C. Soil Samples could not withstand the failed within two to three cycles.
Table 5 Results of Durability Test of Lime Stabilised Silty Soil
Durability Test
Soil Lime Classification Soil- Lime Loss (%) Permissible Soil-Cement
Mix as per of Stabilized Samples Loss (%)
AASHTO Soil Soil Soil Soil Soil ASTM D559
+ 2% + 4% + 6% + 8% + 10%
Lime Lime Lime Lime Lime
Silt+ Laboratory A4 2.9 2.3 2.0 0.72 0.3 Maximum permissible
Grade Lime loss 10%.
Silt+ Commercial A4 3.77 3.11 2.9 1.7 1.7 Maximum permissible
Grade Lime 1 loss 10%.
Silt+ Commercial A4 5.0 4.3 3.2 2.0 2.0 Maximum permissible
Grade Lime 2 loss 10%.
6 Conclusions criterion after 28 days of curing period for use

Effect of purity of lime on strength and durability of in sub-base layer of the pavement.
three selected soils viz silty soil, B.C soil and clayey 2. Both clayey soil and BC soil stabilized with lime
soil were evaluated in the laboratory. Laboratory of different purities and various percentages of
Grade Lime with 87% purity in terms of calcium lime as indicated in the test results could not
hydroxide, Commercial Grade Lime 1 with 50% withstand the durability cycles. Thus the study
purity and Commercial Grade Lime 2 with 17 % suggests that lime of low purity can be used for
purity was used in this study. The conclusions of this stabilization of silty soil but in case of clayey
study are as follows: soils, it can be used as modifier but not for
1. The 7 days Unconfined compressive strength structural strength improvement.
requirement in case of stabilized sub-base layer
should be 1716 kN/m2 as per IRC:50-1973 7 Acknowledgement
and IRC:SP:20-2002. Indian Roads Congress
and Ministry of Road Transport and Highways Authors are grateful to Dr. S. Gangopadhyay, Director
Specifications for Road and Bridge Works as Central Road Research Institute, New Delhi for his
per Clause 402.2.2 specifies that lime of 70% permission to publish the paper.
purity should be used for soil stabilization to get
References
the desired results. However, it has been found
from these studies that Silty soil stabilized with 1. IRC:50-1973: Recommended Design Criterion for the
use of Cement Modified Soils in Road Construction
laboratory grade lime( 87% purity) as well
2. Road Construction Ministry of Road Transport and
as with commercial grade lime ( 50% purity) Highways Specifications for Road and Bridge Works
satisfies the UCS and durability criterion for use 2001.
in sub-base layer of the pavement. However, 3. IRC:SP:20-2002, Rural Roads Manual.
silty soil stabilized with commercial grade lime 4. IRC:SP:89-2010, Guidelines for Soil and Granular
(17% purity) satisfies the UCS and durability Material Stabilization using Cement, Lime & Fly ash.

GOOD ENVIRONMENTAL MANAGEMENT PRACTICES :
CASE STUDY & REVIEW OF TREE TRANSPLANTATION
FOR HIGHWAYS PROJECT IN INDIA
Arijit Choudhury*, Dr Raj Kumar Singh** and Col V.K. Ganju***
ABSTRACT by the MoRT&H, NHAI and state R&B/PWDs.

Widening and construction of road projects today is seen as an Based on the traffic studies and/or other engineering,
integral precursor to the economic development of the country social, socio economical, defence and political
and disseminating accrued benefits to all sections of the society. reasons it might be decided to augment the highway
However, all developments do come at a price and such widening to a higher standards. Typically the projects include
and construction of roads and highways have had a direct impact
on the old and large trees (sometimes more than a century). These a Feasibility study to take into account the financial,
trees are felled to make way for the widening of the existing economical and technical feasibility, a PPR and or a
alignments and for all new projects. The declaration of linear DPR study based on the feasibility. Where roads are
plantations as Protected Forests in some states to a certain extent proposed to be developed under BOT basis the study
helped in arresting the negative impacts of felling. However,
the loss of old and big trees did have had a lasting impact on
by the consultants/authorities end at PPR stage. The
the environment and ecology of the project area in the areas of PPR/DPR studies include the technical studies
aesthetics, green tunnels, loss of ecology and wild life, rising of in details including cost and BOQ, Social Impact
temperature etc. Assessment & Resettlement Action Plans and an
One way of arresting the negative impacts of such tree felling is Environmental Impact Assessment.
compensatory afforestation as specified by the Forest Departments
but another but not so explored way is to transplant older and
healthier trees in the vicinity with the help of Arboriculture cum 2 ROAD PLANNING AND ENVIRONMENT
engineering measures. Tree transplantation is recommended to For all the positive impacts that a road may play in the
be carried for endangered & ecologically sensitive trees. Such
transplantation normally is a common practice in developed social and economic development, it also has negative
countries. However, no creditable & systematic studies have been impacts on the various environmental components.
carried out in the Indian context in the field of transplantation of New roads might significantly alter the fine balance
large trees along the highways (average age is 40-50 years) from between community, people and development and the
one place to another place.
environment. Much mileage can be accrued if negative
This paper after reviewing articles & case studies on transplantation impacts are avoided, mitigated and compensated and
with a view to suggest development of good environmental practice
positive impacts are enhanced. For this purpose it is
in transplantation of larger trees along the highway projects in
India. The article also reviews and suggests the best available important to identify potential impacts during the early
methodology and comprehensive set of criteria, including life planning stage. Constructing sustainable roads needs
span, maturity, and structure soundness in the Indian context for for a better, empathetic & changed outlook towards
consideration while deciding transplantation of large trees. the environmental component for better planning,
preparation and management of road projects.
1 INTRODUCTION Long term costs towards bio physical environment
In India the planning & construction of roads and (pollution control, carbon credits, aesthetics etc.),
highways are done in a myriad ways which might socio economic benefits to the communities especially
vary from State to State. However, the basic remains in relation to the cultural, educational, health
more or less similar. Existing roads and highways are components and biodiversity needs to be considered.
maintained with funds allocated for the same either Thus all the potential impacts on the physical, natural,
through central of state corpus directly or indirectly biological and social component of the environment
* Environmental Expert
** Environmental Expert Feedback Infrastructure Services Pvt. Ltd., Gurgaon
*** President

TECHNICAL PAPERS
are to be identified & studied & mitigated through 2.1 Compensatory Afforestation
Environmental Impact Assessment (EIA). However, This is mainly done through forest department.
the measures proposed in the EIA are in most cases are Recent studies conducted have shown that the funds
generic making their implementation by the agencies for the compensatory afforestation (CAMPA) havent
a bit difficult. been fully utilised due to ongoing litigations. The
The Govt. of India has planned to construct around afforestation may not be done in the same locality/
7000 Km of 4-lane roads including widening and area where felled as funds for the central government
projects may be utilised in states like Rajasthan,
strengthening of National Highways every year. In a
MP etc. even when the felling might be in the North
fair estimate it can be stated that there shall be the
Eastern or Southern states. Again the actual ecological
following impacts on:
and economical benefits shall be available only when
Aggregate: On an average 0.5m of the tree matures i.e., after minimum of 10 years.
aggregate or 4500 cum is required for Normally a compensation rate of 1:2 i.e., 2 trees to
4 laning of 1 Km thus for the target of be planted for 1 tree is taken for calculation, however,
7000 Km of roads is to be built then rate might go up to 1:20.
approximately 3.15 Cr cum of aggregate
is required per year 2.2 Avenue Plantation/Landscaping
These plantations are over and above the compensatory
Earth Quantity: On an average 2m of
afforestation and might not be implemented stringently
earth or 18000 cum is required for 4 and are not mandatory. This is especially true for PPP
laning 1 Km leading to approx 12.6 Cr projects. Though the Concession Agreements for the
cum per year PPP projects might mention avenue plantation and
Water Quantity: Approx 1.6 lakh KLD is landscaping, CA doesnt detail the number, species
required to achieve the target and above all the locations where these plantations are
to be done. Normally median plantations of shrubs and
Tree: It can be safely & conservatively
/ or small trees are planted in the name of landscaping
assumed that 85 trees (above 30 cm girth and the entire plantation is subject to availability of
size) of various species on an average land for plantation in the ROW.
are felled for widening of 1 Km for a 4
lane stretch. Thus the total trees cut is 2.3 Tree Transplantation
approximately 5.95 per year. Tree transplantation is recommended to be carried out
Hence, the quantum of environmental impacts or in respect of the trees which are ecologically sensitive,
the issues are set to multiply every year if a target of unique and are of endangered species. This is one of
7000 Km of roads is to be realised. The figures above mitigation which is rarely proposed and implemented.
The scope of transplantation of the existing avenue
though may actually vary but provides us with a
plantation that is earmarked for felling is seldom tried
distinct set of mind numbing numbers as to what shall
out and studied in details. The process might save a huge
happen if roads are not planned properly considering
number of trees and significantly reduce the negative
all environmental aspects. One of the important yet impact of the road project on the environment.
least documented impacts of road projects has been
on trees along the highways. Thus from the above it 3 IMPORTANCE OF TREE
is found that an approximate 5.95 lakh trees are to be TRANSPLANTATION IN INDIAN
felled in a year for 7000 Km. Considering that these HIGHWAY SCENARIO
trees are normally very old, the ecological loss is quite It is a common sight along almost all highways to
heavy. To mitigate the loss of trees, there are three find trees (some even more than a few decades old)
main options. on both the sides of the carriageway, which increases

TECHNICAL PAPERS
the aesthetics of the area and provides shade and a a new Greenfield alignment or an eccentric widening
host of other benefits. The species that are commonly against a concentric widening option or transplant
found all over the country are either trees associated species.
with timber like Teak (Tectona grandis), Sal (Shorea
One way of arresting the impacts of tree felling is
robusta), Sisoo (Dalbergia sissoo); fruit, medicinal or
compensatory afforestation as per Forest Departments
flowering trees like Mango (Magnifera indica), Neem
but another and not so explored way is to transplant
(Azardirachta indica), Gulmohar (Delonix Regia),
older and healthier trees in the vicinity with the help
religious species like Banyan (Ficus bengalhensis),
of arboriculture cum engineering measures. This shall
Peepal (Ficus religiosa), or exotic species like
also help in identifying the exact numbers of trees
Eucalyptus (Eucalyptus sp.) & Babool (Acacia sp.)
suitable for transplantation, both species and age
besides a host of other species varying from region
wise but also help the project proponent to earn some
to region.
carbon credits, should he desire so.
A fully grown tree plays many roles from the
environmental, social and economical point of view. 4 LITERATURE REVIEW
Trees are a cheaper and effective option for reducing As part of the study, a number of literature available
pollution besides providing diversity of species & was reviewed both for projects in India and abroad.
shelter to faunal species. They also provide shade, Infrastructure projects in India and abroad with specific
timber, fruits, medicines and aesthetics and their role interests in highway projects reviewed. Though tree
in carbon sequestration, temperature control and other transplantation literature for projects were available,
climatic roles are undeniable. These mature trees are very few were applicable for the transportation sector.
replaced by a young sapling of the same/different/ Most of the data available also were not suitable for the
exotic species, which shall require more than a few massive scale of tree cuttings done for the widening of
decades to restore the environmental benefits to the road projects. Almost no structured & documented data
base level. Even though the species planted might were available for Indian scenarios. Some evidence has
double the number, they shall not be able to provide been found in Reality, Forestry (Gurgaon & Gujarat),
the same functions as these saplings are vulnerable Common Wealth games & Municipality projects in
and might die even before reaching maturity. India. In the transportation sector only Mumbai-Pune
In todays scenario most of the highway projects are Expressway by MSRDC, Pune-Solapur Highway by
mainly widening and strengthening of the existing NHAI & some municipal road projects in Nanded
alignment. Thus the major impact of the widening have implemented transplantation of trees, though the
projects is on the existing trees within the ROW details of the transplantation are not in public domain
that are felled. Normally the authorities give tree and were difficult to obtain.
felling permissions with the condition of payment of 5 CASE STUDY
double/multiple numbers of trees to be felled on case
to case basis. In order to arrive at the best possible Since not much field data on transplantation was
widening option an alternative analysis mainly driven elicited, it was decided to study the impacts of tree
by engineering and cost parameters and to a certain felling and transplantation scenarios mainly on the
extent land acquisition, forest diversion, clearance financial component. For the purpose of the study, two
implications is done. However, the parameter of tree roads were selected. Both the roads have been studied
savings/felling is either completely ignored (due to under World Bank Funded projects and are:
paucity of data, time constraints or other reasons) or
5.1 Hyderabad - Karimnagar - Ramagundam
rudimentary analysis (based on number) is done. In
(HKR) Section of SH-1 in Andhra Pradesh
the absence of a comprehensive data related to age,
species type and number it is very difficult to calculate The road is approximately 207.400 Km long & is
whether a long term sustainable option would be presently under construction for widening to 4 lane
widening of the road along the existing alignment or standards. Approx 18192 tree in HKR have been

TECHNICAL PAPERS
earmarked for felling. Thus the number of trees to 5.2 Akbarpur - Yadunathpur - Jardag Section of
be cut per Km is 88. If a compensation rate of 1:3 is NH-2C in Bihar
taken into consideration then 54576 trees needs to be
The road is approximately 60.000 Km long and is
planted with an average approx. cost of Rs.1500.00
proposed to be widened to 2 lane with paved shoulder
per tree for a total cost of is Rs.8.19 Cr. or Rs.3.95
lakhs per km. If half the trees be transplanted then standards. Presently the road is in planning stage.
9096 trees can be saved from felling with 27288 being Approximately 4760 trees are proposed to be felled
planted as compensatory afforestation. The total cost and thus felling of 79 trees per Km is proposed. For
of transplantation is assumed at Rs.10000.00 per a compensation rate of 1:3, 14280 trees needs to
tree in average (Figure varies between Rs.5000.00 be planted with the total cost being Rs.2.14 Cr. or
to Rs.15000.00 as per data reviewed, though might Rs.3.57 lakhs per Km. If half the no. of trees be
be lower in practical scenario). Thus total cost for transplanted then 2380 trees can be saved while 7140
transplantation scenario shall be Rs.13.19 crores being planted as compensation bringing the total cost
or Rs.6.36 lakhs per Km. Thus the difference is at Rs.3.45 crores or Rs.5.75 lakhs per Km. Thus the
Rs.5 crores or Rs.2.41 lakhs per Km. difference is Rs.5 crores or Rs.2.18 lakhs per Km.
Table 1 Cost of Tree Felling Mitigation Scenario in Two Case Studies
Scenarios HKR (SH1) in Andhra Pradesh NH2C in Bihar

Trees Rate Total (Crore) Trees Rate Total
(Crore)
Only Compensatory Afforestation 36384 1500 5.46 9520 1500 1.43
Compensatory @ 1:2
Afforestation
Rate/Km 0.03 0.02
Compensatory Afforestation 54576 1500 8.19 14280 1500 2.14
@ 1:3
Rate/Km 0.04 0.04
Transplantation Transplantation 9096 10000 9.10 2380 10000 2.38
+
Compensatory Compensatory Afforestation 18192 1500 2.73 4760 1500 0.71
@ 1:2
Total 27288 11.82 7140 3.09
Rate/Km 0.06 0.05
Transplantation 9096 10000 9.10 2380 10000 2.38
Compensatory Afforestation 27288 1500 4.09 7140 1500 1.07
@ 1:3
Total 36384 11500 13.19 9520 11500 3.45
Rate/Km 0.06 0.06
Only Transplantation 18192 10000 18.19 4760 10000 4.76
Transplantation
Rate/Km 0.09 0.08

TECHNICAL PAPERS
Table 2 Difference in Cost of Two Case Studies in INR Crore
Scenarios HKR (SH1) in Andhra Pradesh (207.400 Km) NH2C in Bihar (60 Km)
Only Transplant + Difference Only Difference Only Transplant + Difference Only Difference
Afforestation Compensation Transplant Afforestation Compensation Transplant
1 2 (2-1) 3 (3-1) 4 5 (5-4) 6 (6-4)
Compensatory 5.46 7.28 1.82 9.10 3.64 1.43 1.90 0.48 2.38 0.95
Afforestation
@ 1:2
Compensatory 8.19 8.64 0.45 9.10 0.91 2.14 2.26 0.12 2.38 0.24
Afforestation
@ 1:3
The analysis of the case studies suggests that initial cost 6 WEIGHTAGE AND RANKING SYSTEM
shall be marginally higher for transplantation scenario. ADOPTED
However as evident from Table 1 & 2 if the ratio of Since, absence of field tested data was unavailable
compensatory afforestation increases, the difference for tree transplantation in Indian Highway scenario;
it became a bit difficult to derive the advantages
shall decrease. Also half the trees were assumed to
of transplantation to a logical conclusion. Hence,
be fit for transplantation, which may vary as per site a weightage, ranking & screening system were
conditions. Again the cost of transplantation as per designed for comparison of tree transplantation vis-
literature reviewed varied in the absence of a uniform a-vis tree felling. Numerical values were assigned
for each parameter and then compared for both tree
rate analysis. Moreover ancillary costs for tree felling
felling and transplantation scenarios as per details in
and other costs were not taken into account besides the table below. The attributes that were considered
the benefits that might be accrued on a mature tree are environmental, ecological, social, economical
vis--vis a juvenile plant or saplings. Thus based on and financial & cost parameters. Since there are 5
the financial analysis alone it may be safely assumed major attributes all were provided with a numerical
value of 20 each thus making the total score as 100.
that long term financial benefits of transplantation
These attributes were further subdivided into various
shall be more if all benefits are accounted for. parameters which were also provided with numerical
values.
Table 3 Weightage and Ranking System Adopted
Sl. No. Attributes & Parameter Scoring Criteria Total Weight Scenario
Tree Felled Transplantation
1 Environmental Attribute
1.1 Impact on Rainfall -ve change 2 4 2 4
No change 0
+ve change 4
1.2 Impact on Temperature Increase -ve change 2 4 2 4
No change 0
+ve change 4
1.3 Impact on Global Warming -ve change 2 4 2 4
No change 0
+ve change 4

TECHNICAL PAPERS
1.4 Impact on Air & Noise Pollution -ve change 2 4 2 4
No change 0
+ve change 4
1.5 Impact on Soil Erosion -ve change 2 4 2 4
No change 0
+ve change 4
Total Weightage of Environmental Attribute 20 10 20
2 Ecological Attribute
2.1 Impact on Biodiversity changes -ve change 2 5 2 5
No change 0
+ve change 5
2.2 Impact on Ecosystem Imbalance -ve change 0 5 0 2
No change 2
+ve change 5
2.3 Impact on Habitat Destruction -ve change 0 5 0 2
No change 2
+ve change 5
2.4 Impact on Nutrient Cycle -ve change 2 5 2 5
No change 0
+ve change 5
Total Weightage of Ecological Attribute 20 4 14
3 Social Attribute
3.1 Impact Shade -ve change 5 10 5 5
No change 0
+ve change 10
3.2 Impact on Religious sentiments -ve change 2 5 2 5
No change 0
+ve change 5
3.3 Impact on Aesthetics & -ve change 2 5 2 0
Landscaping
No change 0
+ve change 5
Total Weightage of Social Attribute 20 9 10

TECHNICAL PAPERS
4 Economical Attribute
4.1 Changes in Timber Value -ve change 5 10 5 10
No change 0
+ve change 10
4.2 Changes in Medicinal & Fruits -ve change 0 5 0 2
values No change 2
+ve change 5
4.3 Changes in Other values -ve change 0 5 5 5
No change 2
+ve change 5
Total Weightage of Economical Attribute 20 10 14
5 Financial & Cost Attribute
5.1 Compensatory Afforestation Yes 0 5 0 5
No 5
5.2 Cost for Nursery Plantation Yes 0 5 0 5
No 5
5.3 Cost for Transportation Yes 0 5 5 0
No 5
5.4 Maintenance High 5 5 5 5
Low 0
Total Weightage of Financial & Cost Attribute 20 10 15
Total Weightage 100 43 73
Based on the above table it thus can be strongly 7.1 Tree Survey
suggested that tree transplantation outweighs tree
Tree survey/enumeration should be carried out
felling.
during the planning and early design stages when the
7 METHODOLOGY & BEST PRACTICES alignment is finalised. The survey should be an in-
depth inspection of the existing trees that are proposed
Since the data and literature reviewed didnt highlight
to be felled covering details of each individual tree to
enough to showcase a decision was taken to prepare
a methodology based upon the learning of the be affected. The main purpose of above survey is to
literature reviewed and suggest best practices. Since facilitate the tree felling application process at the later
a lot of research has been undertaken in the subject detail design or construction stage. However, current
& is available in the public domain, the detailed tree surveys only record basic information and can be
methodology along with pictures is not described criticised for not accurately reflecting the structural
here. However, for carrying out transplantations, it is integrity, value and suitability for transplantation of
essential to follow the following steps: trees.

TECHNICAL PAPERS
Table 4 Proposed Tree Survey Format
Tree Tree Species Girth Tree Age Health Value Survival Remarks Retain/
Ref. (Botanical (cm) Height (Year) Condition (High/ Scope After (Justification Transplant/
No. name) (m) (Good/Fair/ Medium/ Transplanting for Proposed Fell
Poor Low (High/Medium/ Tree Removal/
Low Ecological/Other
Significance)
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
For example, age is one of the key parts of information to arid zones. Thus the species found normally in the
deciding whether a tree should be preserved and wild also varies from zone to zone making the task
is currently not included in tree surveys. The of selection of species difficult. However, based on
consideration of usual lifespan and life expectancy of data available it can be safely suggested that species
different tree species will contribute to better decision- from Ficus family notably Banyan & Peepal, Mango,
making and resource allocation for preservation and Neem and xerophytic species like Palms have a better
transplantation of trees. It is suggested that only survival rate when transplanted. However, this list is
trees in good health and structure, and that have long not exclusive and species idealness shall again vary to
lifespan should be considered for transplantation. suit the climatic zones.
7.2 Transplant Success Rate 7.4 Best Season to Transplant
Transplantation of trees causes stresses & may Some species may survive transplanting any time
cause plants to die or to become unattractive. Plants
during the year, but some species are preferably moved
which are already in advanced stages of decline are
before the onset of monsoon and before the buds on
especially likely to succumb to transplantation stress.
the tree or shrub begin to swell. Winter planting should
Often a young plant will resume growth sooner than
take place soon after falling of leaves, providing time
an older transplanted tree and will provide more long-
for new water absorbing roots to develop.
term benefits in the new planting location. Deciduous
trees have a better transplant rate than evergreens. 7.5 Site Selection
Similarly shallow rooted species have better success
rate than deep rooted species, and younger plants There are great differences in the environmental
better than older plants. When deciding whether or requirements for each tree species. Only transplant a
not to transplant a tree or shrub, or to start over with a tree where light, moisture, soil pH, and wind exposure
young plant, consider the species transplant tolerance, are appropriate for the particular species. All plants
condition of the plant, season to transplant, new require space for root and crown development;
planting site conditions, the equipment needed, and therefore, consider mature plant size when planting
follow-up care. trees. Soil characteristics are often limiting factors
for plant survival in a given area. Sometimes the
7.3 Species Ideal for Transplantation in Indian soil is inappropriate for tree growth and will require
Scenario improved drainage or amendments before trees are
The geographical and soil conditions in India are very planted at the given location. A soil test should be
diverse varying from the extreme cold to hot and hot done in areas where soil quality is questionable.

TECHNICAL PAPERS
7.6 Digging 7.8 Planting

Plant roots should never become dry during the Proper planting pits are important in tree survival.
transplanting process. Water all trees two to three days Pits should be two to three times wider than the root
before digging if the soil is dry. Prior to digging, low ball. In dry soils the pits should be pre-watered before
branches should be tied up to prevent injury during planting in. This prevents initial post-plant water
the digging, transporting and planting operations. from migrating away from the root ball. Plant it at the
Marking one side of the trunk will allow a tree to be same depth that the tree or shrub was growing in its
placed in the same orientation at which it grew in its previous location. Damaged roots should be clean-cut
original location. with a sharp blade prior to planting. If any circling or
kinked roots are discovered during the transplanting
A sharp spade should be used when digging trees to
procedure, sever them to prevent future girdling of the
assure root wounds are clean cut. Although leaving
plant. Orientation of the tree towards the sun should
a soil ball attached to the root system will cause
be similar to the previous location.
less root injury, soil is heavy and sometimes it is
more convenient or even necessary to transplant a
tree without a soil ball. Larger plants should only
be dug with soil attached. Bare root transplanting is
prudent only during monsoon and care must be taken
to prevent damage to roots when removing the soil.
The soil ball for trees should be a minimum of 30 cm
for each 3 cm of trunk diameter. Large trees should
have a trench dug deep enough to get below all of the
major roots (usually 40 to 60 cm). The trench should
be dug completely around the tree to be transplanted.
This will provide the angle necessary for the spade to
Fig. 1 Tying of Trees & Replanting of the Tree
undercut roots directly under the soil ball. All roots
around the plant must be severed before any lifting
7.9 Post Planting Care
takes place. Present orientation towards sun to be
marked in the trunk prior to digging up. Watering
The site should be thoroughly watered immediately
7.7 Storing and Transporting
after planting & must be regularly monitored to prevent
Trees that have been dug for transplanting should drying out as improper watering after transplanting is
be planted as soon as possible. Root balls should a major cause of tree loss. If rainfall is inadequate, the
be covered with damp material which will retain soil around the plants roots should be deeply watered
moisture until planting. When a tree is stored, it approximately once every fortnight.
should be protected from direct sunlight, winds, and
Mulching
temperature extremes. If trees cannot be planted for
more than a week, their roots should be covered with Mulches help conserve moisture, moderate soil
mulch or moist soil and the plants should be placed in temperature and control weeds around trees and shrubs.
a shaded area. In all cases, root systems should not be They are placed on the soil surface over the tree or
allowed to dry out as it can severely reduce the success shrub root system. Either organic or inorganic mulches
rate of transplantation. Trees must be protected when may be used. Organic mulches may be composed
transporting to a planting site and covered truck/trailer of bark or wood chips, straw, partially decomposed
are preferred. leaves or other materials. They should be applied 7 to

TECHNICAL PAPERS
10 cm deep. Maintain a 10 to 15 cm mulch-free area dig the soil away from the root ball, and then wrap
adjacent to the woody stems. Occasionally, when soil the whole ball in untreated hessian cloth. Synthetic
is poorly drained, mulch should not be used. cloth should not be used since it will not rot away and
eventually restrict the growth of the roots. Special
Fertilizer
considerations are necessary when moving large trees.
For the first few years, woody plants rarely need Depending on the size of the tree and the technique
nutrients beyond those naturally occurring in the soil. used, the equipment may include hand carts, winches,
No fertilizers or manure should be mixed with the fill tree spades, or cranes. Ensure that the trunk is heavily
soil, as this could cause root damage. If transplants padded if a cable must be secured (only if absolutely
appear to need fertilizer during the first few years, a necessary) around it to balance the tree during removal
totally soluble complete fertilizer should be applied. Large trees should not be transplanted with root balls
Pruning smaller than 30 inches in diameter for each 3 inch in
trunk. If multiple trees are being transplanted, all of
Methods for root pruning vary depending on the age of
the trees may be dug and stored before transporting
the tree. The amount of pruning depends on the size of
them to the new site. Before moving a large tree,
the root ball and plant canopy, health of the plant, and
keep in mind that smaller trees of a particular species
the species transplanted. Additional pruning may be
typically transplant better and catch up in growth to
required to balance the leaf area with the reduced size
larger trees of the same species.
of the root system, but further pruning of deciduous
trees should be postponed for at least one year after
8 ADVANTAGES AND DISADVANTAGES
transplanting. Late season plantings may require
OF TREE TRANSPLANTATION
additional pruning since the plants have less time to
become established before winter than those planted A number of advantages and disadvantages for tree
earlier in the season. transplantation were felt during the review for the paper.
However in the absence of concrete documentations
7.10 Mechanical Support and data in Indian scenario it couldnt be concluded
Mechanical support may be necessary when the tree is that transplantation is actually disadvantageous to a
tall, slow to recover, heavily foliaged, or planted in a highway development project.
sandy site. Most small trees do not require staking or The process of transplantation is a nascent & not
other support and will develop strong trunks faster if amply codified & hence needs more research. In the
allowed to move freely with the wind. For trees that do absence of approved process, methodologies & field
require mechanical support, staking may be used. Any testing data it may be agreed that the project cost might
support provided to a tree should be removed as soon increase in the short term due delays in implementation
as the tree can stand alone. The sooner the support is & surveys. There shall be some confusion while
removed, the faster the tree will become stronger. surveying the age of the trees and might be leading
to erroneous judgment for selecting the species. Since
7.11 Techniques for Transplanting Large Trees
the description and bills for transplantation are not yet
Prior to moving the plant, prepare and dig the pits part of Standard Data Book & Schedule of Rates, it
for the plant in the new location. Also soak the root shall pose difficulties to the estimator in deriving the
ball of the plant before moving so that the soil will cost of transplantation. Also this might lead to non
remain together during the digging process. Carefully uniform costing for projects implemented even by the

TECHNICAL PAPERS
same project proponent. The actual cost might vary Arboriculture / horticulturist and
from place to place depending upon the quantum of ecologists should be consulted prior to
species to be transplanted to species types and also transplantation
age. No concrete data could be validated to arrive at a Special traffic arrangement / exception for
particular cost figure, however based on the review it transplantation to be taken up including
can be predicted that the estimate may vary in between securing approvals from the authorities
Rs.5000.00-20000.00 (INR Five thousand to twenty where applicable
thousand) per tree.
Field data based on age, species and
However, the advantages in adopting the process geographical locations need to be
outweigh the disadvantages scrutinise as per proposed collected for further research in the area
tree survey given in Table-4. The benefits accrued of transplantation in highways. Presently
shall have a lasting impact on all the attributes except these data are unavailable and hence
economical attributes. The benefits shall be found in cannot be conclusively linked in this
the environment and ecology of the project area in paper
the areas of aesthetics, green tunnels, ecology and
wild life, climate control etc. Financially, the cost for The amount of money saved should be
transplantation shall be offset against the maintenance considered in the Economical Analysis of
of nursery for plantation and then maintaining tree the project and showcased to the approval
saplings after planting besides taking into consideration authorities
the cost of compensatory afforestation. It is also suggested that project proponents
Also it has the potential of painting the project gradually start advising the planners
appointed for the project to consider the
proponent and the private players (especially the
process of transplantations in the project
concessionaires) as an environmental friendly
preparations
authority and the mileage derived out of the same
shall help in building the brand image, besides even IRC may embark on developing a proper
earning carbon credits. methodology of transplantation based on
discussions with experts and publish the
9 RECOMMENDATION & CONCLUSION same in the form of a special publication
for the benefits of all associated with road
A robust alternative analysis should be
construction and planning
done to find out the number & species
of trees that shall be affected due to Thus it is concluded that tree transplantation are indeed
the development project. Based on the a sustainable step towards green roads and highways
analysis widening and realignment and can be taken up as part of planning for road and
options along with tree felling and highway development projects.
transplantation to be proposed
10 REFERENCES & BIBLIOGRAPHY
Where transplantation is considered,
1. Florida Highway Landscape Guide, Florida Department
comprehensive set of criterion including of Transportation, 14th April 1985
lifespan, maturity, and structure
2. The Conservancy Association, 16th Dec 2007, press release
soundness should be evaluated http://www.conservancy.org.hk/conser/tree/index.htm)

TECHNICAL PAPERS
3. C.Y. Jim Transplanting November 1995 Two Champion http://india.gov.in/high_level/documents/4th_report/rd/

Specimens of Mature Chinese Banyans, Journal of RD14T.pdf
Arboriculture 21(6)
10 http://news.oneindia.in/2010/09/05/uttarakhandforest-
4. Hamilton, W.D. 1988. Significance of Root Severance department-initiates-treetransplantation.html
on Performance of Established Trees. J. Arboric. 14(12): 11. http://www.hindu.com/2009/09/09/
288-292. stories/2009090958320300.htm
5. Draft EIA report for DPR for Akbarpur Yadunathpur 12. http://www.citizensforgreendoon.com/transplant.cfm
Jardag Section of NH2C in the State of Bihar
13. http://www.msrdc.org/Projects/Mumbai_Pune_Expr.aspx
6. EIA report for Consultancy Services for Preparation of
PPP Techno-Economic Feasibility Study and Transaction 14. http://www.indianexpress.com/ie/
Advisor for Hyderabad - Karimnagar - Ramagundam daily/19980523/14350434.html
(SH1) in the State of Andhra Pradesh (APRDC) 15. h t t p : / / e n v i s . m a h a r a s h t r a . g o v. i n / e n v i s _
7. http://articles.timesofindia.indiatimes.com/2011-02-23/ data/?q=enrmcnws_nov10
gurgaon/28625889_1_biodiversity-park-pilkhan-and- 16. http://www.sakaaltimes.com/sakaaltimesbeta/20101005/5
gullar-trees-of-fichus-family 385347171155238519.htm
8. http://www.expressindia.com/latest-news/citys-tree- 17. http://www.itnsource.com/jp/shotlist/RTV/2010/09/05/
transplantation-operation-successful/320482/ RTV2243410/?v=1&a=0
9. http://www.hindustantimes.com/BMC-to-spend-Rs-1- 18. http://www.dnaindia.com/mumbai/report_nashik-
5-crore-to-transplant-100-grown-trees/Article1-480935. rallies-behind-greens-call-251-trees-get-a-new-lease-of-
aspx life_1480120

ERRATA TO :
IRC:112-2011 CODE OF PRACTICE FOR CONCRETE ROAD BRIDGES
As approved by Bridges Specifications and Standards (BSS) Committee of IRC in its third meeting held on
29.05.2013 at New Delhi.
These Errata were prepared and recommended by Concrete (Plain, Reinforced and Pre-Stressed) Structures
Committee (B-4) of IRC and placed before the BSS Committee. The BSS Committee in its third meeting held
on 29.05.2013 approved these Errata.
These Errata are also available on IRC Website for wider circulation and benefit of the Highway professionals.
Sl. No. Clause No. & As written in the code : To be read as :
Page No.
1. 3.1.3 (Page 8) Reference Period/Return Period Reference Period
2. 3.1.3 (Page 8) Quasi Permanent Value of Variable Action (2Qk) Quasi Permanent Value of Variable Action (2Qk)
Value determined so that the ..using factor 2 1 Value of a variable action as a fraction of characteristic load,
which is present for substantial part of the reference period.
3. 3.2.2 (Page 13) New Addition after z Lever arm of Internal forces n Exponent forstrain in concrete stress block
4. 5.8.4 (Page 26) The permissible limits of known harmful elements in The permissible limits of known harmful elements in
acceptable and durable materials are specified in Section acceptable and durable materials are specified in Section 14
18
5. 6.3.5 2nd line (pk, fpk) (uk, fpk)
from top
(Page 34)
6. Table 6.5,
Conc. M65 M70 M75 M80 M85 M90 Conc. M65 M70 M75 M80 M85 M90
Sr. No. 3
Grade Grade
(Page 38)
fctm 4.1 4.3 4.4 4.5 4.7 4.8 fctm 4.4 4.5 4.7 4.8 4.9 5.0
(Mpa) (Mpa)
7. Table 6.5, n
Sr. No. 11,
(Page 38)
8. 6.4.2.2 (1) S = Co-efficient whose value is taken as 0.25 for normal S = Co-efficient whose value is taken as 0.25 for ordinary
Definition of Portland and rapid hardening cement. Refer ... Portland cement. Refer ...
term S,
(Page 39)
9. 6.4.2.2 (2) ...long term in-structure compressive strength is taken as ...long term compressive strength in structure is taken as
6th line 0.67 times 28 days cube strength 0.67 times 28 days cube strength
(Page 39)
10. 6.4.2.3 (1) The co-relation between mean tensile ... The relation between mean tensile ...
2nd Para
(Page 40)
11. Eq. 6.9 cc ( t ) cc ( t )
(Page 42) = (t, to) = = (t, to) =
ci ( to ) ci ( to )
12. 6.4.2.5 (2) The shrinkage & creep strains are to be estimated as given The shrinkage & creep strains are to be estimated as given in
(Page 43), in Clauses 6.4.3.6 and 6.4.3.7 Clauses 6.4.2.6 and 6.4.2.7
1st Para
13. 6.4.2.5 (4) (i) (slope of line connecting the origin to stress/strain diagram (slope of line connecting the origin to stress/strain diagram
(Page 43), to 0.4 fcm) to 0.33 fcm)
3rd line

Errata To IRC:112-2011 'Code of Practice for Concrete Road Bridges'

Page No.
14. Table 6.8, Title Unrestrained Drying Shrinkage Values (ca 106) Unrestrained Drying Shrinkage Values (cd 106)
(Page 46)
15. Eq. 6.12 ca(t) = as(t).cw ca(t) = as(t).cw

(Page 46)
16. 6.4.4.2.7, 3rd line ...In addition to the factors listed in Clause 6.4.3.6(1) ...In addition to the factors listed in Clause 6.4.2.6(1)
(Page 46)
17. 6.4.2.7 (2) New addition after last line "...increased by 10 percent in "...increased by 10 percent in absence of accurate data. In
(Page 47) absence of accurate data." case the compressive stress exceeds 0.36fck, at loading, non-
linear creep shall be considered."
18. Eq. 6.21,
n

(Page 49) c = f cd 1 1 c c f cd 1 1 c
c 2 c 2
where where
= Exponent as given in Table 6.5 n = Exponent as given in Table 6.5
19. 7.1.7 (4), In the absence of other data, v may be taken as 0.6, In the absence of other data, v may be taken as 0.6,
5th line including an allowance for sustained loading. including an allowance for sustained loading.
(Page 53)
20. 7.3 (2) Where required (e.g. in seismic analysis), plastic method In seismic analysis, plastic method of analysis may be used
(Page 54) of analysis (e.g. plastic hinges for linear members or provided it... local plastically.
yield line for slabs/walls) may be used provided it ... local
plastically.
21. 7.7.1 (5), "...The time dependent laws of shrinkage and creep The time dependent properties of shrinkage and creep
6th line given..." given.
(Page 59)
22. Eq. 7.3 = (l-e)/ = (1-e(-)/
Reduction
Coefficient,
(Page 59)
23. 7.9.6 The requirement of minimum concrete strength (fc.str) The requirement of minimum concrete strength behind the
1st Para behind the anchorage of post tensioned system, at the time anchorage of post tensioned system, at the time of stressing,
(Page 66) of stressing, shall be specified by the designer ... for full jacking force, designated as fc.str shall be specified by
the designer
24. 7.9.6 Below - For 100% tendon force, minimum strength is fc.str - For 100% jacking force, minimum concrete strength is fc.str
2nd para - For 30% tendon force, minimum concrete strength is - For 30% jacking force, minimum concrete strength is
(Page 66) 0.5 fc.str 0.5 fc.str
- Between 30% and 100% of tendon force, minimum - Between 30% and 100% of jacking force, minimum concrete
Concrete strength shall be arrived at by linear interpolation strength shall be arrived at by linear interpolation between
between 0.5 fc.str & fc.str 0.5 fc.str & fc.str
25. 7.10.2, Fig. 7.2 Where Vc = 0.13.l.deff.fck (in SI units) Where Vc = 0.13.l.deff.(fck)0.5 (In SI units)
(Page 67)
26. 7.10.3, Line 4 These tensions should be resisted by reinforcement These tensions should be resisted by reinforcement forming
Radial Reinft. forming full loops or 180 hooks (Fig. 15.2(d) with 180 full loops or 180 hooks (Fig. 15.2(e) with 180 bend) placed
(Page 68) bend) placed in the ... in the
27. 8.2.1, (1) (k), nutral neutral
3rd line
(Page 71)
28. 8.2.1, (2) For values of deformation charactreristics of concrete such For values of deformation charactreristics of concrete such
(Page 71) as, c2, cu2 refer Table 6.7 as, c2, cu2 refer Table 6.5


Page No.
29. Clause 8.2.2
Fig. 8.2
(Page 72)
Fig. 8.2 Domains of Strain Distributions Fig. 8.2 Domains of Strain Distributions
30. 8.2.2 Zone 2, The tensile strain at steel exceeds ud. The tensile strain at steel is at the upper design limit of ud.
last line
(Page 73)
31. 8.3.2 (4) a

M Edx M Edy M Edx M Edy
a
Eq. 8.3 + + 1
(Page 75) M Rdx M Rdy M Rdx M Rdy
32. Fig. 10.1(a) B - Web shear creack zone B - Web shear crack zone
Page 81 C - Flexural shear creack zone C - Flexural shear crack zone
33. Clause 10.2.2.1, 'sup' & ''inf' max & min

3RD para
(Page 81)
34. Clause 10.2.2.1, The horizontal component of this internal compressive The horizontal component of this internal compressive
3rd para, Last forces shall be provided by tensile steel in addition to the forces shall be provided by tensile steel in addition to the
line (Page 82) steel needed for bending & shear time other curves effect steel needed for bending.
35. Clause 10.2.2.1

Fig. 10.1 (b)
(Page 82)
Fig. 10.1(b) Direct support Fig. 10.1(b) Direct Support
36. Clause 10.2.2.1

Fig. 10.1 (c)
(Page 82)
Fig. 10.1 (c) Indirect Support Fig. 10.1 (c) Indirect Support


Page No.
37. 10.3.1 Characteristic axial tensile strength of concrete at a strain, Characteristic axial tensile strength of concrete (5 percent
NOtation for 5 percent fractile of tensile strength fractile)
fctk (Page 87)
38. 10.3.1 1 = As/bw.d 0.02 Asl
Notation for 1 = 0.02
bw.d
1 (Page 87)
39. 10.3.1 "The value of Scp need not be calculated at a distance less "The value of cp need not be calculated at a distance less
Notation for than 0.5d cotq..." than 0.5d cot ..."
cp(Page 87)
40. 10.3.2 (5) The term 'v' in line 1,2,4,7 'av' in line 1,2,4,7
(Page 89)
41. 10.3.2 (5) v = 0.6 x [1-fck/310] fck in Mps v = 0.6 x [1-fck/310], where fck is in Mpa
eq. 10.6
(Page 90)
42. 10.3.3.2 Z lever arm can be taken as 0.9 for RCC section and to Z lever arm can be taken as 0.9d for RCC section and to be
Value of Z", be calculated for PSC section. calculated for PSC section.
(Page 91)
43. 10.3.3.3 (5) Where the web contains grouted ducts with a diameter Where the web contains grouted ducts with a diameter
(Page 92) <bw/8 the shear resistance ... <bw/8 the shear resistance ...
44. 10.3.3.3 (7) The term 'v' in line 2,3 'av'
(Page 93)
45. 10.3.3.3 (8) 0.75v 0.75av
(Page 93)
46. 10.3.5 'Ast', '' and 'St'. 'Asf', 'f' and 'Sf' respectively
Fig. 10.9
(Page 97)
47. 10.3.5 (2) VEd fcdsinfcosf VEd <fcdsinfcosf
(Page 98)
48. 10.4.3 (5), Fig. 10.14(b) Fig. 10.13(b)
3rd Line,
(Page 103)
49. 10.4.6 (3), (a) Where uo Where uo :
(Page 105) - for an inner column = length of column, - for an inner column = length of column,
Periphery in mm. periphery in mm.
- for edge column = (mm) - for edge column = C2+3d C2+2C1(mm)
- for corner column = - for corner column = 3d C1+C2(mm)
50. Clause 10.5.1 It will not normally be unnecessary to consider torsion at It will not be necessary to consider torsion at ultimate limit
(3)-Last Para ultimate limit state [Fig. 10.14(b)] state [Fig. 10.14(b)]
(Page 106)
51 11.3.2.2 (3) l/r is the curvature, see clause 11.3.2.3 l/r is the curvature, see clause 11.3.2.3
4th line after
Eq. 11.6
(Page 116)
52. Clause 11.3.4: Clause 11.3.4 Clause 11.3.3
Biaxial
Bending
(Page 118)
53. 12.23.1 ...need to be controlled by measures given under Clause ...need to be controlled by measures given under Section 14
Last Line 14
(Page 121)


Page No.
54. 12.3.3 (2) Sc is the mean stress of the concrete acting on the part of c is the mean stress of the concrete acting on the part of the
Line below the section under consideration: section under consideration:
Eq. 12.3
(Page 124)
55. 12.3.4 (2) Ac,eff is the effective area of concrete in tension surrounding Ac,eff is the effective area of concrete in tension surrounding
Definition of the reinforcement, of depth hc,eff where hc,eff, is the lesser of the reinforcement, of depth hc,eff where hc,eff, is the lesser of
"hc,efff", 2.5(h-d); (h-x/3); or h/2 (refer Fig. 12.2). 2.5(h-d); (h-x)/3; or h/2 (refer Fig. 12.2).
(Page 126)
56. 12.3.4 (3) 3.4c + 0.425k1k2 0.425k1k2
Eq. 12.8 3.4c +
.eff .eff
(Page 127)
57. Line below Where h is the effective depth and x is depth of neutral axis Where 'h' is the effective depth and 'x' is depth of neutral axis
Eq. 12.12 from the compression face from the compression face
(Page 128)
58. 12.3.6 (5) For post tensioned concrete, where crack control is Delete this sentence
Last 3 lines provided mainly by untensioned reinforcement, the tables
(Page 130) may be used with the stress in this reinforcement calculated
the effect of prestressing force included.
59. Table 12.3 Maximum bar size [mm] Maximum bar spacing [mm]
(Page 130)
60. 12.4.2 (2) cs is the free shrinkage strain (refer clause 6.4.3.6) cs is the free shrinkage strain (refer clause 6.4.2(6))
(Page 132)
61. 13.5.1.1 (2) Rectangular End Block Rectangular End Block (2 Ao x 2 Yo)
Heading
(Page 137)
62. 13.5.1.1 (2) Alternatively the higher of the two directions can be Alternatively the higher of the two reinforcements can be
2nd last line provided in both directions provided in both directions
(Page 137)
63. Clause
15.2.3.1
Fig. 15.1
(Page 149)
Fig., 15.1 Description of Bond Condition Fig., 15.1 Description of Bond Condition
64. Footnote (iii) For values of m = 1.2. The above values can be increased For values of c = 1.2, the above values can be increased by
below Table 15.3 1.5 1.5
(Page 150) by a factor = 1.25 a factor = 1.25
1.2 1.2
65. 15.2.3.3: "For f > 32mm, these lengths should be increased by..." "For > 32mm, these lengths should be increased by..."
Footnote No.
(2) below
Table 15.4
(Page 151)
66. 15.2.4.2 Note: For lb,net values ref. 15.2.4.3 Note: For lb,net values refer clause 15.2.4.3
Fig. 15.2 -
Footnote
(Page 152)


Page No.
67. Eq. 15.2 a 0.7 for bent bars in tension, if the concrete cover a 0.7 for bent bars and loop bars in tension, if the concrete
Value of 'a' perpendicular to ..." cover perpendicular to ..."
(Page 153)
68. Clause
15.2.5.1
Fig. 15.5
Page (156)
Fig. 15.5 Detailing of Transverse Reinforcement at Fig. 15.5 Detailing of Transverse Reinforcement at Lapped-
Lapped-Splices Splices
69. Clause
15.2.7.2
Fig. 15.7
Page (161)
Fig. 15.7 Anchorage of Bundles of Bars
Fig. 15.7 Anchorage of Bundles of Bars
70. 15.3.2.2(2) (c) The design-value-of the-transmission length should be The design value of the transmission length should be taken
(Page 167) taken as-the less favourable-of the two values, depending depending on the design situation, given in Eq. 15.9 or
on the design situation. 15.10.
lpt1 = 0.8lpt Eq. 15.9 lpt1 = 0.8lpt Eq. 15.9
lpt1 = 1.2lpt Eq. 15.10 lpt2 = 1.2lpt Eq. 15.10
Note: Normally the lower value is used for verification of Note: The lower value is used for verification of local stresses
local stresses at release, the higher value for ultimate limit at release, the higher value for ultimate limit states (shear,
states (shear, anchorage etc.). anchorage etc.).
71. 15.3.2.2 (3) (a) The tendon forces should be calculated for a cracked The tendon forces should be calculated for a cracked section,
(Page 168) section, including the effect of shear according to Clause including the effect of shear according to Section 10.3.3.3(6)
10.3.3.2 (5)
72. Eq. 15.13 lbpd = lpt2 + 2(pd-pm,)/fbpd lbpd = lpt2 + 2(pd-pm,)/fbpd

(Page 168)
73. 15.3.2.2 (3) (d) pd is the tendon stress corresponding to the force pd is the tendon stress corresponding to the force
4th & 5th line described in (a) described in (a)
below Eq. pm. is the prestress after all losses. pm. is the prestress after all losses.
15.13
(Page 168)
74. 16.2.3 (5) At location of laps, the transverse reinforcement shall At location of laps, the transverse reinforcement shall satisfy
Page 173 satisfy requirements of Clause 15.2.5.1.3. requirements of Clause 15.2.5.1(3)


Page No.
75. Clause
16.5.1.2
Fig. 16.1
(Page 175)
Fig. 16.1 Internal & External Parts of a T-Beam Fig. 16.1 Internal and external Parts of a T-Beam
76. 16.5.1.3 (6) (Distance X in Fig. 16.1) (distance X1, X2 in Fig. 16.1)
Last Line
(Page 176)
77. Clause
15.5.1.5
Fig. 16.4
(Page 178)
Fig. 16.4 Anchorage at Intermediate Suports
Fig. 16.4 Anchorage at Intermediate Suports
78. Eq. 16.4 ASW ASW

(Page 179) w = w =
s.bw sin s.bw sin
79. Clause
16.6.1.1
Fig. 16.5
(Page 182)
Fig. 16.5 Provision of Reinforcing Bars Fig. 16.5 Provision of Reinforcing Bars
80. Line below The maximum longitudinal spacing of successive series of (5) The maximum longitudinal spacing of successive series
16.6.2 (4) links is given by: of links is given by:
(Page 185)
81. 16.12, Refer Clause 7.11.2 for requirements of curved tendons. Refer Clause 7.10.1 for requirements of curved tendons.
Last Line
(Page 189)


Page No.
82. Clause 16.13
Fig. 16.11
(Page 190)
Fig. 16.11 Extent of the Inter-Section Zone (in Plan) for Fig. 16.11 Extent of the Inter-Section Zone (in Plan) for the
the Connection of Secondary Beams Connection of Secondary Beams
83. Clause
17.2.1.4
Fig. 17.2
(Page 196)
Fig. 17.2 Typical Confinement Detail in Concrete Piers Fig. 17.2 Typical Confinement Detail in Concrete Piers with
with Rectangular Section using Overlapping Rectangular Rectangular Section using Overlapping Rectangular Stirrups
Stirrups and Cross-Ties and Cross-Ties
84. 17.2.2 (2) (a), Bends of 90 are not permitted if k is less than 0.3 Bends of 90 are not permitted if k is greater than 0.3.
5th line
(Page 197)
85. 17.2.4 (3), .the ratio hk does not exceed 0.2, there is no need for .the ratio k does not exceed 0.2, there is no need for
second line, verification. verification.
(Page 198)
86. 18.7.4 (7) within the range of 0 percent and 0.1 percent of the within the range of -0.5 percent and 5.0 percent of the
(Page 216) original volume. It should not be more than +0.2 percent original volume.
at 28 days.
87. Clause A1-4 (2) These are the persistent situations Delete this sentence
(a), 3rd line
(Page 234)


Page No.
88. Eq. A2-5 0.3 0.3
f f
(Page 236) Ecm = 22 cm Ecm = 22 cm , Ecm in GPa
12.5 12.5
89. Eq. A2-10

90 0.8 f ck
4
90 0.8 f ck
4
(Page 236) = 1.4+23.4 n = 1.4+23.4
100 100
90. ANNEXURE for fcm 45 Mpa for fcm> 45 Mpa

A-2
CLAUSE A2.5,
Eq. A2-17
(Page 238)
91. ANNEXURE is a factor to allow for the effect of concrete age at loading is a factor to allow for the effect of concrete age at loading on
A-2 on the notional creep coefficient (Refer Note No.1) the notional creep coefficient.
CLAUSE A2.5,
definition of
(to)
(Page 238)
92. ANNEXURE for fcm 35 for fcm 45 Mpa

A-2
CLAUSE A2.5,
Eq. A2-22
(Page 238)
93. ANNEX A-2 for fcm 35 for fcm> 45 Mpa

CLAUSE A2.5,
Eq. A2-23
(Page 239)
94. ANNEX A-2

Clause A2.8
Fig. A2-2
(Page 242)
Fig. A2-2 Stress-Strain Relationship for Confined Fig. A2-2 Stress-Strain Relationship for Confined Concrete
Concrete
OBITUARY
The Indian Roads Congress express their profound sorrow on the sad demise of Shri Ramesh Chandra
Jindal, resident of 4/54, Vishal Khand, Gomti Nagar, Lucknow. He was an active member of the
Indian Roads Congress.
May his soul rest in peace.

Haryana State Roads and Bridges Development Corporation Ltd.
(A State Government Undertaking)
TENDER NOTICE
INVITATION FOR BIDS FOR ENGAGEMENT OF
SUPERVISION CONSULTANT
For the work of
Sealed offline (manually) bids are hereby invited for engaging Supervision Consultant for construction of
following or kunder National Capital Region Loan Scheme on behalf of Governor of Haryana from reputed
consultants:-
Sr. Name of work Approximate Date & time of Cost of Period of

No. Value of Work document Completion
(Rs. in Crore) Sale of bid Submission Opening of (in Rs.) (in Months)
of bid bids
1. 2. 3. 4. 5. 6. 7. 8.
1 Supervision Consultant for Rs.93.83 Upto upto 12.08.2013 10000/- 12 months

the work of Improvement by 07.08.2013 12.08.2013 at 15:00
Widening and Strengthening 17:00hours 11:00Hours hours
of Gurgaon-Chandu- Badli
Road, section from Badli
to Gurgaon Km 18.200 to
39.00in Gurgaon & Jhajjar
District.
Pre-bid meeting will be held on 23.07.2013 at 11:00 hours in the office of Superintending Engineering, Gurgaon
Circle, PWD B&R, Civil Line, Gurgaon.
Bidding documents may be purchased from the office of Superintending Engineer, PWD B&R Br., Gurgaon
Circle, Civil Line Gurgaon, Phone/Telefax: 0124-2321494, E-mail ID pwd-segurgaon@hry.nic.in or from
DGM-I, HSRDC, Near PWD Rest House Building, Civil Line, Gurgaon upto 07.08.2013 upto 17:00 hours on
all working days for a non-refundable fee of Rs.10,000/- by Demand Draft of any Scheduled bank payable at
Gurgaon in favour of Deputy General Manager-I, Haryana State Roads & Bridges Development Corporation,
Gurgaon. Interested bidders may obtain further information at the same address.
The tender documents are available on website at www:hsrdc.in, www:haryanapwd-bandr.org. &
www:haryanapmgsy.etenders.in. The tender documents can be downloaded from the internet. If downloaded,
the cost of tender documents will be paid along with the bid submission.
For further detail and tendering schedule please visit the above website.
Superintending Engineer,
PWD B&R Br. Gurgaon Circle,
Gurgaon


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INDIAN HIGHWAYS

A REVIEW OF ROAD AND ROAD TRANSPORT DEVELOPMENT

Volume 41 Number 8 August 2013

The Indian Roads Congress Founded : December 1934

ROAD SECTOR REGULATOR A NEED

2 INDIAN HIGHWAYS, August 2013

Place: New Delhi  Vishnu Shankar Prasad

INDIAN HIGHWAYS, August 2013 3

INDIAN ROADS CONGRESS, NEW DELHI

4 INDIAN HIGHWAYS, August 2013

TITLE OF THE COURSE DURATION COURSE COURSE

B. ROAD DEVELOPMENT PLANNING &

D. BRIDGES & STRUCTURES

E. TRAFFIC & TRANSPORTATION PLANNING

Customized Tailor Made Programmes:

FOR FURTHER INFORMATION & SENDING NOMINATION CONTACT:

INDIAN HIGHWAYS, August 2013 5

ABSTRACT pedestrians etc are allowed to pass on the road.

1 INTRODUCTION Primary Causes of Accidents on Road

* Former E-in-C- cum Secretary, Works, Govt. of Odisha

6 INDIAN HIGHWAYS, August 2013

2 REASONS OF ACCIDENTS AND 2.4 Due to Careless Driving by the Driver

INDIAN HIGHWAYS, August 2013 7

8 INDIAN HIGHWAYS, August 2013

INDIAN HIGHWAYS, August 2013 9

10 INDIAN HIGHWAYS, August 2013

INDIAN HIGHWAYS, August 2013 11

12 INDIAN HIGHWAYS, August 2013

INDIAN HIGHWAYS, August 2013 13

ABSTRACT the subgrade layer. Therefore, it becomes necessary

* Scientist, Flexible Pavement Division

14 INDIAN HIGHWAYS, August 2013

(i) Two Axle 12.0

(i) Two Axle Tractor 26.4

INDIAN HIGHWAYS, August 2013 15

16 INDIAN HIGHWAYS, August 2013

3 Tyre Size Designation (c) Nominal rim diameter code : A number to

R = Radial (D if Diagonal) (e) Speed symbol : Speeds, indicated by a symbol,

INDIAN HIGHWAYS, August 2013 17

area (all having equal area size and vertical contact

18 INDIAN HIGHWAYS, August 2013

INDIAN HIGHWAYS, August 2013 19

20 INDIAN HIGHWAYS, August 2013

INDIAN HIGHWAYS, August 2013 21

22 INDIAN HIGHWAYS, August 2013

Axle Equivalent 80 kN Dual Tyre, Single-Axle Loads

INDIAN HIGHWAYS, August 2013 23

procurement of a Heavy Vehicle Simulator (HVS) References

Acknowledgements 12. Hugo, Frederick, and Martin, Amy Lousie Epps,

24 INDIAN HIGHWAYS, August 2013

INDIAN HIGHWAYS, August 2013 25

ABSTRACT becomes essential. Funding for rehabilitation and

26 INDIAN HIGHWAYS, August 2013

INDIAN HIGHWAYS, August 2013 27

Estimation of Binder Content 0.075 1.1 02

28 INDIAN HIGHWAYS, August 2013

Property Test Result Specified Limits as per MS-14

INDIAN HIGHWAYS, August 2013 29

Table 3 Rolling Sieve Test Results

Test Temperature Initial Weight, g Final Weight, g Percent Loss (%)

30 INDIAN HIGHWAYS, August 2013

INDIAN HIGHWAYS, August 2013 31

Photo 2 A View of the Sample Prepared for Bond Test

Photo 4 A View of Samples After Bond Test

Place: New Delhi Vishnu Shankar Prasad