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INDIAN HIGHWAYS
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PUBLISHED ON 27 JULY, 2017
AUGUST, 2017
AUGUST, 2017

INDIAN HIGHWAYS
Volume: 45 Number: 8 Total Pages: 72

A View of 212th Council Meeting of IRC

Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Road Congress, IRC HQ, Sector-6, R.K. Puram, Kama Koti Marg,
New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress at M/s. I G Printers Pvt Ltd, 104, DSIDC Complex,
Okhla Industrial Area, Phase-I, New Delhi-110020
https://www.irc.nic.in
 INDIAN HIGHWAYS
Volume : 45 Number : 8 AUGUST, 2017 ISSN 0376-2756 `20
Indian Roads Congress
Founded : On 10th December 1934

C O N T E N T S
FROM THE EDITORS DESK 4-5

IMPORTANT ANNOUNCEMENT 6

HIGHLIGHTS OF THE 212TH COUNCIL MEETING 7-15

TECHNICAL PAPERS

EVALUATION OF RUTTING ON SEMI DENSE BITUMINOUS CONCRETE BY

USING POLYMER MODIFIED MIX 17-22
Prof. H.S. Goliya & M. Islamuddin Faraz
A CRITICAL REVIEW ON FOAM AND EMULSION BASED COLD RECYCLED
ASPHALT MIXES 23-32
Siksha Swaroopa Kar, Aravind Krishna Swamy, Devesh Tiwari and Dr. P.K. Jain

csir-crri training programmes 33

amendments to irc codes 34-57
moRT&H TECHNICAL CIRCULAR 58
TENDER NOTICES 62-68
IRC MEMBERSHIP FEE 69
CALL FOR R&D DATA AND MEETING SCHEDULE 70

Publisher & Editor : S. K. Nirmal, Secretary General, IRC

Email: secygen.irc@gov.in/publicaiton.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R K Puram, New Delhi-110 022.
Phone No. 
+91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)
No part of this publicaiton may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinoins expressed in Indian Highways is exclusively of the author(s) concerned. IRC and
the Editor disclaim responsiblity and liability for any statements or opinion, originality of contents and of any copyright violations
by the authors. The opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the
views of the Editor or IRC.
Printed at : I G Printers Pvt. Ltd., 104, DSIDC Complex, Okhla Industrial Area, Phase-I, New Delhi-110 020

INDIAN HIGHWAYS, AUGUST 2017 3

 FROM THE EDITORS DESK

Greener Roads: Need of the Hour

Energy Conservation and environmental protection are integral to sustainable road development,
which is much in focus these days. The concept of Greener Roads has entered the public consciousness
because of impending danger of depleting natural resources; worsening atmospheric air condition day
by day, environmental degradation and climate change impacts such as droughts, floods, global warming
landslides, soil erosion, air, noise and dust pollution, etc. There is a growing understanding and awareness
that Sustainable Road Development should meet the needs of the present without compromising the needs of
future generation. The main objective of promoting Greener Road approach is to reduce life cycle cost, energy
use, greenhouse gas emission, pollution emission, waste, and the use of non-renewable resources, innovative
environmental friendly new material/technology and also ground water recharge to sustainable levels.
Our ecosystem is vulnerable and in the long run it is unlikely that it will continue to be a reliable
source of material required for construction of roads. Making our roads Greener matters, and it matters
a lot. We may not realize it, but under that smooth, clean strip of bitumen or concrete we drive on and
the layers of rock and soil further down lies an economic and environmental disaster that has been kept
literally under the carpet for too long. A new road/bridge can reduce the travel time and distance for
transporting people and goods from one place to another. However, for each kilometer of these new but
traditionally constructed roads, thousands of tons of materials such as aggregates, concrete, bitumen and
steel are needed.
The Federal Highway Administration of USA is working to make their Roads Greener by resorting to
watershed driven storm water management, recycle, reuse and renewable materials conservation and
ecosystem management. In theory, the recycling and reuse of waste materials like Construction and
Demolition waste and processed industrial waste by products like steel aggregates, fly ash, marble slurry,
etc into road will conserve valuable natural recourses and makes use of materials frequently considered
as waste. Using recycled and processed waste materials can significantly reduce the amount of virgin
material required in road construction sector. The relative scarcity of natural aggregates in industrialized
and populated regions of the world has driven them towards a more institutionalized approach to use the
recycled material and processed industrial waste byproducts in road building.
Many technologies already exist to reduce the environmental impact of highways, such as the
advanced planning, intelligent construction and efficient maintenance techniques commonly used in
modern highway design. Prelude to this, numerous standard/guidelines are now being prepared in IRC
for green road construction technology viz. IRC:120-2015 Recommended Practice for Recycling of
Bituminous Pavements ; IRC:SP:98-2013 Guidelines for the use of Waste Plastic in Hot Bituminous
Mixes (Dry Process) in Wearing Courses; IRC:SP:107-2015 Guidelines for Gap Graded Wearing Course
with Rubberised Bitumen-Rubber;IRC:SP:100-2014 Use of Cold Mix Technology in Construction
and Maintenance of Roads Using Bitumen Emulsion; IRC:SP:101-2014 Interim Guidelines for Warm
Mix Asphalt; IRC:SP:21-2009 Guidelines on Landscaping and Tree Plantation; IRC:SP-108-2015
Guidelines on Preparation and Implementation of Environment Management Plan; IRC:SP:91-2017
Guidelines on Requirements for Environmental Clearance for Road Projects (Under Print);
IRC:SP:110-2017 Guidelines for Use of Construction and Demolition Waste in Road Sector(Under
Print), etc to contribute toward goal of Greener Roads. All these standards/guidelines are framed to keep
pace with best global practice and also suit our local requirements for maximizing use of recycled and
greener technology for construction of safe & durable roads.
As far as appearance and performance are concerned a Greener Road may not look much different
than a normal highway at first glance, but with closer inspection a driver would notice subtle difference.
More plant life would grow and more tress & shrubs would be planted along the shoulders and median
and more trees are planted as wildlife buffers. In town roads would become more aesthetically pleasing
and in rural areas roads would become more a natural part of the environment. As roads have an important
impact on local economics, an aesthetically appealing road design could draw business into community
and supply local jobs and sources of income.

4 INDIAN HIGHWAYS, AUGUST 2017

 FROM THE EDITORS DESK

Government of India is also very keen for Greener Roads Network and two years back, Ministry of
Road Transport & Highways has framed Green Highways (Plantation, Transplantation, Beautification &
Maintenance) Policy-2015. The vision is to develop eco-friendly National Highways with participation
of the community, farmers, NGOs, private sector, institutions, government agencies and the Forest
Department. Under the Green Highways Project the government has made it mandatory to set aside 1 per
cent of the total project cost of any NH contract to a Green Fund corpus that will be used for plantation
purposes. The afforestation is expected to help in sequestering approximately 12 lakh mt carbon annually.
A National Green Highways Mission Mobile App has also been launched to enable the management to
monitor all the projects with real time data from the fields. The technology will assist in identifying the
bottlenecks quickly and ensure speedy and successful implementations of the projects.
The development of green highways will play an important role in the effort to mitigate man-made
impacts on the natural environment. The market for green construction is being explored and expanded.
The proposed Eastern Peripheral Expressway (EPE) runs from KondliGhaziabad-Palwal connecting
NH-1 and NH-2 from Eastern and Western side of Delhi is the countrys first Green Highway Corridor
example, with landscaping, plantation with nearly 2.5 lakh trees and fully lit by solar energy. On this Green
Highway project provision for rainwater harvesting at short distances for ground water recharge is being
made. The Green Expressway is planned to be equipped with the latest, world class smart technology and
road safety features like intelligent highway traffic management system, video incident detection system
along with roadside amenities like petrol pumps, motels, restaurants etc and a closed tolling system
where the toll will be charged on the distance travelled. However, there is need to propagate and develop
more and more Roads/Highways as Green Highway in the country, as they are vital to the transportation
community and can help facilitate the timely delivery of a quality transportation program
Private Industry is also supporting the Government of Indias and IRCs drive of Greener Highway
Construction by developing number of innovative and eco-friendly products/material/Technology for road
sector. The most promising are soil stabilizers and asphalt binders that provide the equivalent strength
of aggregate base at a fraction of the cost and environmental impact. Many of these show promise in
the green building space as well, proving that green roads innovations can provide benefits across the
sustainability value chain.
Such types of Green Highways not only sustain biodiversity and regenerate natural habitat but also
benefit all stakeholders, from road users to local communities and spur eco-friendly economic growth
and development. Various research, case studies and pilot project conducted globally have confirmed that
green Highways are the effective means of pollution control. Green Highways works as vegetation buffer
around the pollution source and helps in absorption of GHG gases and collection of dust particles. It also
reduces noise pollution and provides much needed shade on glaring hot roads during summer. Plantation
arrests soil erosion at the embankment slopes, prevents glare from the headlight of incoming vehicles
and moderates the effect of wind and incoming radiation. However, there is need to evolve methodology,
procedure for estimation of carbon footprint and also the mitigation strategy for highway sector suiting to
our local condition. In this direction, MoRTH has entrusted a study to TERI for developing a methodology
for undertaking climate vulnerability assessment and strategies/polices to integrate climate resilience
into highway sector in India. The outcome of this study will help engineers to easy estimation of carbon
footprints for national highways and also carrying out mitigation strategies for different phases of highway
development and operations works.
Now is the time for decision makers to embrace a new way of design, plan, built and maintain their
road infrastructure, consistent with Greener Road approach and adopting mandatorily eco-friendly IRC
guidelines, Standards on new technology/materials, landscaping and tree plantation so that country would
be benefited by safeguarding environmental balance.
(S.K. Nirmal)

INDIAN HIGHWAYS, AUGUST 2017 5

 IMPORTANT ANNOUNCEMENT

78th Annual Session to be held AT Bangalore (Karnataka)

from 3rd November to 6th November 2017
On the invitation of Government of Karnataka, the 78th Annual Session of the Indian Roads Congress
will be held at Bangalore (Karnataka) from 3rd November to 6th November 2017. The Invitation Booklet
containing the Tentative Programme, Registration Form, Accommodation Form etc. will be available in
our website www.irc.nic.in. Accommodation is available on first come first serve basis.
It is expected that more than 3000 Highway Engineers from all over the country and abroad will attend
the Session. During the Annual Session of IRC, there has been a practice for various firms/organizations
to make Technical Presentations on their products/technologies & case studies (with innovative
construction methods or technologies or having special problems requiring out of the box thinking
and special solutions). The presenters will get an opportunity to address a large gathering of highway
professionals from Private Sector as well as decision makers in the Govt. Sector. These presentations
evoke lively interaction among the participants.
A time slot of about 15 minutes is normally allocated for each Technical Presentation. Time is also given
for floor intervention. Audio visual equipment is made available at the venue for these presentations.
During such Technical Presentation Session no other meetings will be held parallel so as to ensure
maximum attendance during the Technical Presentation Session. The stakeholders are, therefore,
requested to participate in the event and book slots at the earliest.
Interested Organizations may write to IRC conveying their willingness for participation and send
the topics of their Technical Presentation by E-mail: ircseminar17@gmail.com or through Speed
Post alongwith a Demand Draft for Rs.60,000/- (Rupees Sixty Thousand only) drawn in favour of
Secretary General, Indian Roads Congress, New Delhi latest by 18th September, 2017 so that necessary
arrangements can be made by IRC. Request received after 18th September, 2017 will not be entertained.
Since the time slot available is limited, the interested firms/organizations may reserve the slots at the
earliest instead of waiting for the last date.

ATTENTION INVITED

For any enquiry about the 78th Annual Session like Registration, Membership & Technical
Presentation etc. please address to Secretary General, (Kind Attn. Shri D. Sam Singh, Deputy
Secretary (i/c)) Indian Roads Congress Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110022.
Phone +91 11 2610 5160,
E-mail: dsirc62@gmail.com or contact the following officers:

Registration Membership Technical Presentation

Shri Naveen Tewari
Section Officer
Phone +91 11 2617 1548
Mobile +91-9811099326
Email: ircannualsession@gmail.com
Shri S.K. Chadha
Under Secretary
Phone + 91 11 2338 7140
Mobile +91 9899299959
Email:ircmembership1962@gmail.com
Ms. Shilp Shree
Assistant Director (Tech.)
Phone +91 11 2618 5273
E-mail: ircseminar17@gmail.com

6 INDIAN HIGHWAYS, AUGUST 2017

 HIGHLIGHTS

HIGHLIGHTS OF THE 212TH MID-TERM COUNCIL MEETING OF THE INDIAN

ROADS CONGRESS HELD ON 14TH & 15TH JULY, 2017 AT UDAIPUR (RAJASTHAN)

O n invitation of PWD, Govt. of Rajasthan the 212th Mid-Term Council Meeting of the Indian Roads
Congress was organized from 14th-15th July, 2017 at Udaipur, the City of Lakes. The Council Meeting
was inaugurated on 14th July, 2017 by the Honble Union Minister for Road Transport, Highways and
Shipping, Shri Nitin Jairam Gadkari by lighting of the traditional lamp. Function was presided by the
Honble Home Minister of the Govt. of Rajasthan, Shri Gulab Chand Kataria and Honble PWD Minister,
Govt. of Rajasthan, Shri Yunus Khan along with Office bearers of IRC, Shri N.K. Pradhan, President, IRC;
Shri Manoj Kumar, Director General (Road Development) & Special Secretary, MoRTH; Shri S.K. Nirmal,
Secretary General, IRC; Dr. S.S. Porwal, VSM, Immediate Past President IRC; Vice Presidents of IRC
S/Shri Vinod Kumar, K.S. Krishana Reddy and Pravin Kumar Chharia; Principal Secretary, Govt. of
Rajasthan, Shri Alok alongwith the Officers of PWD, Govt. of Rajasthan; Addl. Secretary, Rajasthan PWD
Shri Shiv Lehari Sharma; Chief Engineer (NH), Rajasthan PWD, Shri Anil Garg and Local Organising
Secretary of the 212th Mid-Term Council Meeting Sh. M.L. Verma shared the dais for the Inaugural
function.
The meeting was attended by the Council Members, Co-opted Members, Convenors of Technical
Committees of IRC and Invitees from the Central Government Departments, State PWDs, NHAI, NRRDA,
Border Roads Organization, IITs, Engineering Colleges, Research Institutions and Private Sector.

Honble Union Minister for Road Transport, Highways and Shipping Shri Nitin Gadkari alongwith
Honble Minister for PWD, Govt. of Rajasthan, Shri Yunus Khan and President IRC, Shri N.K. Pradhan,
Inaugurating the 212th Mid-Term Council Meeting of the Indian Roads Congress

INDIAN HIGHWAYS, AUGUST 2017 7

 HIGHLIGHTS

Shri N .K. Pradhan, President IRC welcoming Honble Union Minister for Road Transport, Highways and
Shipping, Shri Nitin Gadkari by presenting flower bouquet and shawl

Shri Manoj Kumar, DG(RD) & SS, MoRTH and Honorary Treasurer, IRC welcoming Honble Home
Minister Govt. of Rajasthan, Shri Gulab Chand Kataria by presenting flower bouquet and shawl

8 INDIAN HIGHWAYS, AUGUST 2017

 HIGHLIGHTS

Shri Manoj Kumar, DG(RD) & SS, MoRTH and Honorary Treasurer, IRC welcoming Honble PWD
Minister, Shri Yunus Khan by presenting flower bouquet and shawl

Shri Shiv Lehari Sharma, Addl. Secy & Chief Engineer, PWD Rajasthan welcoming Shri Alok, Principal
Secretary, Govt. of Rajasthan by presenting flower bouquet

INDIAN HIGHWAYS, AUGUST 2017 9

 HIGHLIGHTS

Shri Shiv Lehari Sharma, Addl. Secy & Chief Engineer, PWD Rajasthan welcoming Sh. N.K. Pradhan,
President, IRC & Engineer-in-Chief-cum-Secretary, PWD Odisha by presenting flower bouquet

Shri Anil Garg, CE(NH), PWD Rajasthan welcoming Sh. Manoj Kumar, DG(RD) & SS, MoRTH, and
Honorary Treasurer, IRC by presenting flower bouquet

10 INDIAN HIGHWAYS, AUGUST 2017

 HIGHLIGHTS

Shri Anil Garg, CE(NH), PWD Rajasthan welcoming Sh. S.K. Nirmal, Secretary General, IRC by presenting
flower bouquet

View of Audience during Inaugural Function of the 212th Council meeting of IRC

INDIAN HIGHWAYS, AUGUST 2017 11

 HIGHLIGHTS

Address by the Honble Union Minister for Roads Transport, Highways and Shipping
Shri Nitin Gadkari :

Honble Union Minister for Roads, Transport, Highways and Shipping delivering his adderess during
212th Council Meeting of IRC

The Union Minister for Road Transport, Highways and Shipping, Shri Nitin Gadkari in his
address urged engineers to come up with out of box thinking and application of high-tech
methodologies in road construction projects. The minister also stressed on the utilisation of
waste material in road construction and alternate greener fuels for vehicles and urged engineers
to adopt tree transplantation instead of its cuttings for road construction and widening projects.
Minister expressed serious concern over the current trade of road accidents and fatalities in
the country and said that defective DPRs, lack of sufficent crash barriers, proper signage /road
marking and safety measures are the basic reasons for road accidents in India which is higher
than any other country. Further, he said the Ministry of Road Transport and Highways is now
days working to enhance the level of awareness about road safety to reduce the number of
road mishaps. He felt that with the increasing demand of roads services, the engineers and
researchers also require to come up with low cost techniques in construction. He requested
President, IRC to frame road & bridge Code/Standards by adopting best techniques and
standards of developing countries like U.K, America and Germany.

12 INDIAN HIGHWAYS, AUGUST 2017

 HIGHLIGHTS
Welcome Address by Chairman, Local Organising Committee:

Welcome Address by Shri Shiv Lahari Sharma Local Organising Secretary of the 212th Council meeting
Addl Secretary & Chief Engineer, PWD Rajasthan, Shri Shiv Lahari Sharma, Chairman, Local Organizing
Committee for 212th Mid-Term Council Meeting of IRC extended warm welcome to the Honble Union
Minister for Road Transport, Highways and Shipping Shri Nitin Gadkari; Honble Home Minister Govt.
of Rajasthan Shri Gulab Chand Kataria; Honble PWD Minister, Govt. of Rajasthan Shri Yunus Khan;
Principal Secretary Govt. of Rajasthan Sh. Alok and Office bearers of IRC, Sh. N.K. Pradhan, President, IRC;
Sh. Manoj Kumar, DG(RD) & SS, MoRTH; Sh. S.K. Nirmal, Secretary General IRC; Vice Presidents of
IRC and participants of the 212th Council Meeting & delivered Welcome Address.
Vote of Thanks by Shri S.K.Nirmal, Secretary General, IRC:

Shri S.K. Nirmal, Secretary General, IRC Proposing Vote of Thanks

Shri S.K. Nirmal, Secretary General, IRC proposed a Vote of Thanks to the Honble Minister of Road
Transports Highways and Shipping, Shri Nitin Gadkari, Honble Home Minister of the Govt. of Rajasthan
Shri Gulab Chand Kataria and Honble PWD Minister, Govt. of Rajasthan Shri Yunus Khan who had
attended meeting and bless the event. Shri Nirmal also Thanks President, IRC; Director General (Road
Development) & Spl. Secretary, Ministry of Road Transport & Highways; Vice-Presidents of IRC; Council
Members; Convenors & Members of Technical Committees; Local Organizing Chairman & Local
Organizing Secretary of 212th Council Meeting and PWD Rajasthan Officers and distinguish guests who

INDIAN HIGHWAYS, AUGUST 2017 13

 HIGHLIGHTS

had graced the Inaugural Function. He mentioned that road sector in the country will continue to remain
a sunrise sector for coming time not by chance but as a necessity to achieve higher inclusive growth of
Indian economy, therefore, there is a need to have an investment-cum-financing-cum governance strategy
and simultaneously corresponding interlinked deliverance infrastructure for its operationalization in a
meaningful way and the fraternity of Indian Roads Congress is struggling hard to make these endeavors a
grand success. He also thanked the press and media for their wide coverage of this event.

A View of dais during National Anthem

212 Council Meeting of IRC held on 14th & 15th July 2017:
th

A view of dias during 212th Council Meeting of IRC

The Council in its 212th meeting held on 14th & 15th July 2017 transacted the administrative, financial
and general business of the IRC in addition to discussion on 18 nos. of documents prepared by various
technical committees of IRC. After detailed deliberation, Council approved following 15 documents for
their adoption for public benefits.
1. Fifth Revision of IRC:15-2011 Code of Practice for Construction of Concrete Roads
2. Third Revision of IRC:44-2008 "Guidelines for Cement Concrete Mix Design for Pavements"
3. New Document on Guidelines for Use of Construction and Demolition Waste in Road Sector
4. First Revision of IRC:65-1976 Guidelines for Planning and Design of Roundabouts
5. First Revision of IRC:92-1985 Guidelines for Traffic Interchanges
6. First Revision of IRC:70-1977 Regulation and Control of Mixed Traffic in Urban Areas
7. New Document on Application of Intelligent Transport System (ITS) for Urban Roads

14 INDIAN HIGHWAYS, AUGUST 2017

 HIGHLIGHTS

8. New Document on Bus Rapid Transit (BRT) Design Guidelines for Indian Cities
9. New Document on Capacity Building of Road Agencies In Charge of Implementation of Road
Projects in Urban Areas
10. First revision of IRC:7-1971 "Recommended Practice for Numbering Culverts, Bridges"
11. New Draft document on "Guidelines on Geophysical Investigation for Bridges"
12. New Draft document on Manual for Quality Control in Road & Bridge Works
13. First Revision of IRC:SP:93-2011 Guidelines on Requirements for Environmental Clearances
For Road Projects
14. New Draft document on Guidelines on Dozers for Highway Works
15. New Draft document on Guidelines on Wet Mix Plant

72nd Meeting of Highway Research Board (HRB):

A view of the dias during 72nd Meeting of Highway Research Board (HRB)

On 15th July 2017, the 72nd Meeting of Highway Research Board was held under the Chairmanship of
Shri Manoj Kumar, Director General (Road Development ) & Special Secretary to the Govt. of India,
Ministry of Roads Transport & Highways to work out road map for the road research, development and
cutting edge greener technology initiatives mechanism to transfer to laboratory research findings into
actual ground in Highway Sector.
The Board recommended the following action plan for year 2016-17:
i) Need to develop document on Policy on Research, Development & Technology initiatives and
mechanism for their monitoring in addition to transfer of laboratory research findings into field /
actual ground in highway sector
ii) To arrange round table conference of Researchers from Research organizations, IITs, NITs,
engineering Colleges, Private Organizations to understand their working pattern and problems
iii) To Institute Best Performing Road Research Organization/institute Award in India for IITs,
Engineering Colleges, R&D institute in Govt./Private sector to reward their work and encourage
/stimulate others
iv) Initiate networking with international research/ standard setting bodies for technical/ research
data
v) Holding Regional Workshops in association with State PWDs to disseminate latest technical
information and development of IRC Codal provisions amongst state engineers
vi) To restore the publishing of HRB Journal and General Report on Road Research Work done in
India

INDIAN HIGHWAYS, AUGUST 2017 15

 r y M a ng a lo re , I n d i a
M R P L R e n e

ia
In d
tr o,
Me
lhi
De

After Swaging
Swaged coupler for repair applications
Before Swaging

About RepairGrip coupler and Benets

+ Use for Repairing , Retro tting work and ts any cold shear
cut bar end.
+ Especially recommended in situations where there is no bar
end preparation facility to thread the bars.
+ It is an easy and quick solution for in-setu connection
situations in which threading is not possible.
+ Ideal ecient & cost economical replacement of xing
dowel anchors for continuation of rebar.
+ Repairgrip is an on-site splicing system consisting of a
sleeve that is swaged onto the rebars by means of a mobile
hydraulic press.
+ Ex-Stock available for faster mobility, installation and faster
construction.

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india@dextragroup.com Andheri East Mumbai - 400093, India www.dextragroup.com

16 INDIAN HIGHWAYS, AUGUST 2017

 TECHNICAL PAPER

Evaluation of Rutting on Semi Dense Bituminous

Concrete by Using Polymer Modified Mix

Prof. H. S. Goliya1 M. Islamuddin Faraz2

ABSTRACT
In recent past, need of improvement in performance of flexible pavement by use of waste
material has been felt due to increasing intensity of distresses and accumulation of large
amount of plastic wastes. Rutting is one of the distresses in flexible pavement which is
critical because of both its nature and intensity observed all over the places. Surface
courses in flexible pavements are considered most important in tackling with rutting.
IRC 37-2012, proposed that predominantly rutting happen in surface course and this
can be minimized to an exceptionally lesser degree by utilization of PMB or CRMB.
In this research LDPE (Low Density Polyethylene) was used as modifier and added in
three groups of proportion 3%, 6%, and 9% by weight of Binder. Marshall test and rut
test on wheel rut tester were performed on both conventional VG 30 mix and polymer
modified mix. The polymer modified bituminous mix is obtained by adopting wet process
or dry process. It was found that stability is greater in case of modified bituminous mix
as compared with conventional mix when 9% of LDPE by weight of binder was added by
dry process. By adopting wet process in place of dry process further increase in stability
was observed. Adding 9% LDPE by weight of binder through wet process is determined
as most stable modified bituminous mix. Minimum rutting was observed in modified mix
by wet method.

1. INTRODUCTION to the rutting. Rutting as a failure mechanism

Pavement is the actual travel surface made
durable and serviceable to withstand the traffic
load coming upon it. The life of surface course is
mostly affected and its due to its direct exposure
to traffic and environment. Various types of
distresses are observed in flexible pavement in
early age of its life like fatigue, rutting etc. Rutting
is defined as the accumulation of small amounts of
unrecoverable strain resulting from applied loads
to the pavement. In bituminous pavements one of
the most common forms of distress is rutting. In the
flexible pavement structure, permanent vertical
deformation in any of the layers contributes
is critical for service life of the pavement, as
rutting progression leads to other distresses such
as cracking. Permanent deformation, or rutting,
has been and continues to be a problem in the
performance of flexible pavements. Rutting is
defined as the accumulation of small amounts of
unrecoverable strain resulting from applied loads
to the pavement. The solutions to prevent rutting
caused due to heavy channeled traffic, inadequate
compaction of the mix during construction (at the
surface or in the underlying courses), lacking in
the stability of mix to support the traffic which in
turn lead to the plastic movement laterally under

Associate Professor Civil Engg. and Applied Mechanics Deptt., SGSITS Indore. Email.-hsgoliya20@gmail.com
1

Assistant Professor Civil Engg. and Applied Mechanics Deptt., SGSITS Indore. Emai.-mifaraz019@gmail.com
2

INDIAN HIGHWAYS, AUGUST 2017 17

 TECHNICAL PAPER

traffic, inappropriate gradation of aggregates, variation on rut depth by using

insufficient binder content and low-grade type conventional and modified bituminous
of binder. IRC:37-2012 specified to construct mixes. Also percentage increase in rut
surface layer by using high grade viscosity depth with increase in temperature is to
bitumen or by use of modified bitumen as surface
be investigated and comparison among
layer as rut resistance layer.
conventional and modified bituminous
mixes is to be studied.
To study rut depth variation with
increasing number of passes of wheel in
wheel tracker at a particular temperature
for different modified bituminous mix
and conventional bituminous mix using
Fig. 1 Stresses in different layers of Flexible Pavement
VG30 as a binder.
Modification of semi Dense Bituminous Concrete To know best method of modification of
(SDBC), with the synthetic polymer binder can polymer (dry and wet) which will generate
be considered as a solution to overwhelmed least rutting on bituminous mixes.
the problems arising because of the rapid rise 3. EXPERIMENTAL DETAILS
in wheel loads and changes in the climatic
3.1 Selection of type of Surface Course
conditions. Therefore, polymer modification can
be considered as one of the solution to enhance for Experimental Study
the fatigue life, mitigate the rutting and thermal Various types of surface layer are suggested
cracking in the pavement. by MoRT&H, like BC (Bituminous Concrete),
DBM (Dense Bituminous Macadam), SDBC
2. OBJECTIVES
(Semi Dense Bituminous Concrete), SMA (Stone
Following are the objectives of the research work: Mastic Asphalt) etc. In this Research results
 o determine the optimum content
T were evaluated for SDBC type of surface course.
of plastic and to know best method of Guidelines for SDBC are given in MoRT&H
modifying the conventional mix by 2001, 4th revision.
Marshall Method which will generate 3.2 Material Used
least rutting. 3.2.1. Aggregates
To study the effect of variation of plastic Aggregate constitutes the granular part in
content in semi dense bituminous bituminous concrete mixtures which contributes
macadam on Marshall design parameters up to 90-95 % of the mixture weight and
contributes to most of the load bearing & strength
To know the effect of temperature characteristics of the mixture.
Table 1 Physical Properties of Aggregate
Physical Property Tested Test Methods Results Specifications
MoRT & H (2001)(%)
Aggregate Impact Value IS 2386 Part 4 17.53% Max 27%
Flakiness and Elongation Index IS 2386 Part 1 22.33% Max 30%
Los Angeles Abrasion Value IS 2386 Part 4 25.32% Max 35%
Water absorption IS 2386 Part 3 0.813% Max 2%
Specific Gravity of Aggregate IS 2386 Part 3 2.8 -
3.2.2. Grading of Aggregates
Following Grading of aggregate are suggested for SDBC by MoRT & H 2001, 4th revision.

18 INDIAN HIGHWAYS, AUGUST 2017

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Table 2 Grading of Aggregate

Grading 1 2
Nominal aggregate 13 mm 10 mm
size
Layer Thickness 35-40 mm 25-30 mm
IS Sieve (mm) Cumulative % by weight
of total aggregate passing
45 - -
37.5 - -
26.5 - - Fig. 2 Shredded Polythene
19 100 - 3.3 Bituminous Mixes
13.2 90-100 100 Three different types of bituminous mixes were
9.5 70-90 90-100 prepared conventional bituminous mix and
4.75 35-51 35-51 Polymer Modified Bituminous Mix (PMBM).
2.36 24-39 24-39 PMBM Mix was made by adopting two different
1.18 15-30 15-30
0.6 - - process of addition of plastic to the bituminous
0.3 9-19 9-19 mix. They are
0.15 - - 1. Wet Process
0.075 3-8 3-8 2. Dry process
Bitumen % by mass Min 4.5 Min 5.0 In a case of wet process plastic is added to the
of total mix heated bitumen having temperature more than
3.2.2. Bitumen 140oC. Plastic were added in a form of fine small
The following were the results obtained for pieces and distributed evenly over hot bitumen
various tests conducted on bitumen: then the bitumen was stirred for at least 20
Table 3 Test Results of Bitumen minutes in order to get properly mixture of plastic
Property Test Results Specification and bitumen.
Tested Method as per IS Whereas in dry process plastic was added to
Code heated aggregate having temperature more than
Specific IS 1202 1.01 -
Gravity
160oC. Plastic were added in a form of fine small
Penetration IS 1203 58 45(min) pieces and distributed evenly over hot aggregate
(1/10th of mm) and they were mixed for 5 minutes in order to
Softening IS 1205 52 47(min) make proper coating of plastic over aggregate
Point, 0C surface.
Ductility, cm IS 1208 76.4 40(min)
3.4 Tests on Bituminous Mix
3.2.3. Filler Marshall test and rut test on wheel rut tester
performed on different conditions and different
Filler is very fine less than 0.075mm and inert type of mixes.
material that is mixed with graded coarse and fine 4. Result and Analysis of Bituminous
aggregate. Its purpose of addition is to increase Mixes
the density and strength of mixture. Various type 4.1 Marshal Test
of material is now being used as filler like Lime, Laboratory studies were carried out on the possible
use of waste plastics as an additive in bituminous
Cement, Fly ash etc. Here Portland cement of
mixes. Studies were carried out on Semi Dense
Grade 33 is taken as filler having Specific Gravity Bituminous Concrete (SDBC) mixes using VG 30
3.14. grade bitumen having average Marshall Stability
3.2.4. Plastic as a Modifier Values (MSV) of 9.12 kN grading I and 8.78 kN
for grading II at optimum bitumen content of 5.32
Low Density Polyethylene (LDPE) was used as and 5.55 per cent by weight of mix respectively.
a modifier for preparation of the samples. These Waste plastic was added to heated aggregates
polythene packets were taken from market and and mixed just before addition of bitumen giving
shredded into small size. Specific Gravity of rise to a modified bituminous mix by dry process
polythene is 0.905. and Waste plastic was added to heated bitumen

INDIAN HIGHWAYS, AUGUST 2017 19

 TECHNICAL PAPER

and this modified bitumen mixed with aggregate
giving rise to modified bituminous mix by wet
process. Waste plastic was added in different
proportions (6, 9, and 12 per cent by weight of
Bitumen) at different binder content by weight
of mix. It was observed that stability increased
with increase in waste plastic content (per cent).
Hence stability was considered as the criteria for
adopting the optimum modifier content. Table.
4.1 shows the relation between stability and per
cent modifier. From Table.1 it was observed that
the stability increases with increases in waste
plastic content, reaches a peak value at 9 per cent
and then reduces for both grading I & II.

Table 4 Maximum Stability at Different Plastic Content

% Plastic By Weight of Binder Maximum Stability for Grading I Maximum Stability for Grading II
Wet process Dry process Wet process Dry process
0% 9.12 9.12 8.78 8.78
6% 9.81 9.53 9.36 8.94
9% 10.59 9.89 9.42 9.21
12% 9.71 9.64 9.07 9.08
Hence 9 per cent of waste plastic by weight of further study. The rut depth of different mixes at
bitumen was considered as the optimum value for varying temperature is found out.

Table 5 Maximum Stability, Bulk Density and Optimum Bitumen Content for Various Mixes
Type of mix Maximum Maximum Bulk Optimum binder content
Stabilty (kN) density (gm/cc) (per cent by weight of mix)
Grading I
5.32%
Conventional VG 30 9.12 2.464 Bitumen =5.32% by Plastic =0% by
weight of mix weight of binder
5.367%
PMBM (Dry process) 9.89 2.466 Bitumen = 4.88% by Plastic = 9% by
weight of mix weight of binder
5.308%
PMBM (Wet process) 10.59 2.475 Bitumen = 4.83% by Plastic = 9% by
weight of mix weight of binder
Type of Bituminous Maximum Maximum Bulk Optimum binder content
mix Stabilty (kN) density (gm/cc) (per cent by weight of mix)
Grading II
Conventional VG 30 8.78 2.449 5.55% bitumen
5.5% binder
PMBM (Dry process) 9.01 2.459 Bitumen =5.00% by Plastic =9% by
weight of mix weight of binder
5.51%
PMBM (Wet process) 9.42 2.463 Bitumen =5.01% by Plastic =9% by
weight of mix weight of binder

4.2 Wheel Rut Tester
To know the amount of depression on surface of
sample at any wheel load and any condition in
laboratory is easily done by wheel rut tester. Wheel
rut tester consists of wheel rut testing machine
and wheel rut shaper. The wheel tracking device
consists of a loaded wheel and a confined mould
in which 300 mm x 300 mm x 50 mm specimen
of SDBC is rigidly restrained on all sides. A
motor and a reciprocating device give the wheel
to and fro travel of 230 mm. The stress that the
wheel applied on the specimen is 0.7 MPa. These
test conditions (parameters) vary depending upon
the type of wheel-tracking devices. The depth of
impression (or deformation) was recorded by dial
gauge in mm. The slabs are compacted with wheel
shaper compression machine and then tested at
three different temperatures 40oC, 50oC & 60oC
and deformations at 500, 1000, 1500, 2000 and
2500 were noted and shown in below figures.

20 INDIAN HIGHWAYS, AUGUST 2017

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Fig. 3 Wheel Rut Tester

Fig. 7 Rut depth Vs Number of Passes for conven-

tional G1I Mix

Fig. 4 Rut depth Vs Number of Passes for

Conventional G1 Mix

Fig. 8 Rut depth Vs Number of Passes for PMBM

Wet process GII

Fig. 5 Rut depth Vs Number of Passes for PMBM

Wet Process G1

Fig. 9 Rut depth Vs Number of Passes for PMBM

Dry process G1I
5. Results and Discussions
In this study following results were obtained:
Marshall Test results for stability, flow,
density, percentage air voids, VFB, VMA
of conventional SDBC mix lie well within
Fig. 6 Rut depth Vs Number of Passes for PMBM limits as given in MoRT&H, Revision 4,
Dry Process G1 Mix 2001 for both grading.

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 TECHNICAL PAPER
Stability of 9% plastic modified bituminous
mix (Wet process) was found to be increased
by 16% of stability of conventional VG 30 mix
in a case of SDBC grading I, whereas when
blended by dry process it increases by 8.44%.
Stability of 9% plastic modified bituminous
mix (Wet process) was found to be increased
by 7.289% of stability of conventional VG 30
mix in a case of SDBC grading II, whereas
when blended by dry process it increases by
4.897%.
In the mix of grading I, percentage increase
in rut depth is 48.33% of conventional mix
when temperature changes from 400C to
600C, whereas that for 9% plastic modified
mix (Wet process) is 13.913% and for 9%
plastic modified mix (Dry process) this value
is 18.296%.
In the mix of grading II, percentage increase
in rut depth is 55.102% of conventional mix
when temperature changes from 400C to
600C, whereas that for 9% plastic modified
mix (Wet process) is 16.67% and for 9%
plastic modified mix (Dry process) this value
is 22.608%.
In the mix of Grading 1 at 400C, 52.083%
of decrease in rut depth at 2500 cycles is
observed when instead of conventional mix
VG 30, modified mix (wet process) is adopted
and 31.667% of decrease in rut depth is
observed when instead of conventional mix
VG 30, modified mix (dry process) is adopted.
In the mix of Grading 1 at 500C, 53.962%
of decrease in rut depth at 2500 cycles is
observed when instead of conventional
mix VG 30, modified mix (wet process) is
adopted and 33.962% of decrease in rut depth
is observed when instead of conventional
mix VG 30, modified mix (dry process) is
adopted.
In the mix of Grading 1 at 600C, 63.202%
of decrease in rut depth at 2500 cycles is
observed when instead of conventional mix
VG 30, modified mix (wet process) is adopted
and 45.505% of decrease in rut depth is
observed when instead of conventional mix
VG 30, modified mix (dry process) is adopted.
In the mix of Grading 2 at 400C, 38.775%
of decrease in rut depth at 2500 cycles is
observed when instead of conventional
22 INDIAN HIGHWAYS, AUGUST 2017
mix VG 30, modified mix (wet process) is
adopted and 21.768% of decrease in rut depth
is observed when instead of conventional
mix VG 30, modified mix (dry process) is
adopted.
In the mix of Grading 2 at 500C, 44.602%
of decrease in rut depth at 2500 cycles is
observed when instead of conventional mix
VG 30, modified mix (wet process) is adopted
and 29.261% of decrease in rut depth is
observed when instead of conventional mix
VG 30, modified mix (dry process) is adopted.
In the mix of Grading 2 at 600C, 53.947%
of decrease in rut depth at 2500 cycles is
observed when instead of conventional mix
VG 30, modified mix (wet process) is adopted
and 38.157% of decrease in rut depth is
observed when instead of conventional mix
VG 30, modified mix (dry process) is adopted.
6. Conclusions
Analysis of results shows that an optimum
proportion of plastic addition by dry process
improved mix properties significantly,
if modification by wet process adopted
with optimum amount of plastic resulted
in manifold improvement with respect to
conventional mix.
In the areas prone to high rut depth on SDBC
surface course, modified bituminous mix is
more suitable than conventional mix due to
its high rut resistance.
Modified mix are more stable as compared
to conventional bituminous mix up to 16%
stability of conventional mix increased by
using a modified mix (GI)
Only 13.913% increase of rutting was
observed by using PMBM GI (Wet process)
and 16.67% for GII when temperature
increases from 40 to 60C. This shows the
lower temperature susceptibility of mix and
can be used in a place where large variation
of temperature is observed like Rajasthan.
Use of waste plastic in mix modification
is appropriate method of solid waste
management with environmental and
technical benefits.
Thus modified mix with polymer, could be
successfully used to replace conventional mix
for SDBC, with advantage of improvement in
performance and environmental betterment.
 TECHNICAL PAPER

A CRITICAL REVIEW ON FOAM AND EMULSION BASED

COLD RECYCLED ASPHALT MIXES

Siksha Swaroopa Kar1 Aravind Krishna Swamy2 Devesh Tiwari3 Dr. P.K. Jain4
ABSTRACT
Due to the increase of road infrastructure around the world, its impact on the environment and scarcity of
aggregates requires serious attention to construction of sustainable pavement which constitutes towards the
use of cold mix recycled asphalt technology. Cold mix recycled asphalt with bitumen emulsion and Foamed
bitumen is a technique still in development, which has proved to be very promising, both in economic and
environmental terms. This technology saves energy, natural resources, reduces CO2 emissions as recycling is
done at lower temperature and increases the amount of recycled materials. The objective of this review is to
summarize the study on Foam Bitumen and Emulsion incorporating RAP in construction materials, which is
a challenging task due to the heterogeneity of the materials.
Keywords: Cold Mixtures, Pavement Recycling, RAP, Emulsion, Foam Bitumen

1. INTRODUCTION and/or main line. Bituminous pavements are 100%

Conservation of energy and materials is important
practices for achieving sustainability in road
construction. Major road infrastructure activities
currently under taken by different agencies for
the last one decade have shown greater impact on
energy consumption and depletion of aggregates.
The production of huge quantities of Hot Mix
Asphalt (HMA) releases a significant amount of
green house gases. Also, there is a problem of
the scarcity of aggregates and aggregate being
very expensive because of large lead distances,
therefore, a serious attempt has to be made to
develop and adopt alternative technologies for
road construction and maintenance to reduce
consumption of fuel and aggregates. It is also to be
noted that thicknesses of existing pavements are
increasing due to addition of periodic overlays.
The rise of road levels causes serious drainage
problems in the urban areas. In such cases, the
existing bituminous pavement usually consisting
of Dense Bituminous Macadam (DBM) and
Bituminous Concrete (BC) can be milled and the
Reclaimed Asphalt Pavement (RAP) transported
to cold mix plant for recycling on service roads
Scientist, Academy of Scientific and Innovative Research , Pavement Engineering Area , CSIR- Central Road Research Institute, New Delhi
1
recyclable. Milling of existing pavements and
recycling the same after suitable modification will
address problems of drainage and conservation of
materials. Recycling of existing pavements is a
common practice in South Africa, Europe and
United States. Use of either hot or cold in-place/
in-plant technique to rehabilitate the distressed
pavements has been practiced for a long time.
The purpose of this State-of-the-Art is to
summarize the leading studies including scientific
papers, technical reports and theses that have been
conducted on Foam bitumen and Emulsions over
the last decade, and to draw general conclusions
regarding the present state of knowledge of Cold
Recycled Mixes. The findings of this paper are
presented in below sections that begin with
Cold mix technology, binder characterizations,
followed by the laboratory and field performances,
and finally the Life Cycle Assessment (LCA),
fuel saving, and GHG emission reduction of Cold
Mix Asphalt (CMA) mixtures. Fig. 1 illustrates
the flow chart of discussion in this State-of-the-
Art.

2
Assistant Professor, Department of Civil Engineering, Indian Institute of Technology Delhi, Hauz Khas, New Delhi
Prof. & Sr. Principal Scientist, ASIR, Pavement Engineering Area, CSIR-Central Road Research Institute, New Delhi
3

Retd. Prof. & Chief Scientist, ASIR, Pavement Engineering Area, CSIR- Central Road Research Institute, New Delhi
4

INDIAN HIGHWAYS, AUGUST 2017 23

 TECHNICAL PAPER

Introduction

Cold Mix Technology

Bitumen Emulsion Binder Type Selection Foamed Bitumen

Manufacture and Characterization: Expansion Ration

Classification of emulsion and Half life

Factors influencing foam

characteristics

Mix Performance Study

Bituminous Emulsion mixes Foamed Bitumen Mixes

Laboratory performance Laboratory performance
Field performance Field performance

Energy Saving, GHG emissions

reductions and LCA analysis

Future Research

Fig. 1. Flow Chart of Methodology adopted from State of Art Report

2. PAVEMENT RECYCLING
The Asphalt Institute (1978) defines pavement
recycling as the process of reworking of in-place
bituminous surface and base material. In a broader
sense, recycling is reducing reclaimed materials
from the road to a suitable size for processing,
blending the reclaimed materials with virgin
ones and relaying the materials as a base, binder
or surface course. Recycling of existing asphalt
pavement material known as RAP produces new
pavement materials that results in considerable
savings of material cost, and energy. The last
benefit is very important due to the recent urgent
need for reducing greenhouse gases that is,
reducing carbon footprint thereby earning carbon
credits[2]. Since the mid-1970s, tens of millions of
tons of RAP have been used to produce recycled
hot mix asphalt (HMA). In the United States, the
FHWA (2002) reported that 73 of the 91 million
metric tons of asphalt pavement removed each
year. The removed asphalt pavement is reused
as part of new roads, roadbeds, shoulders, and
embankments for resurfacing and widening
projects.
ARRA (2001) categorized recycling into (a) Cold
Planing (CP) (b) Hot Recycling (HR) (c) Hot
In Place Recycling (HIR) (d) Cold Recycling
(CR), and (e) Full Depth Reclamation (FDR).
Hot In-Place Recycling further classified into-
Surface Recycling (Resurfacing), Remixing
and Repaving. Cold Recycling was further
classified into Cold In-Place Recycling (CIR)
and Cold Central Plant Recycling (CCPR),
while Full Depth Reclamation was classified
into, Pulverization, Mechanical Stabilisation,
Bituminous Stabilisation and Chemical
Stabilisation. In order to select the appropriate
option, there is no universal solution to the
problem of recycling. Mittal et al. (2010) stated
that Selection of a recycling technique depends
on the local situations.
I. Technological Point of View: Several

24 INDIAN HIGHWAYS, AUGUST 2017

 TECHNICAL PAPER
factors are to be considered such as type of
pavement, nature of the defects, nature and
homogeneity of the bituminous mixture to
be recycled, size of the project, type and
suitability of the material available for
recycling, environmental aspects etc.
II. Economical Point of View: In-place solutions
are generally less costly than traditional
solutions due to lack of transport costs, no
need for storing RAP and fewer disruptions
to traffic.
The materials being used for the preparation
of cold mixes are very similar to those in hot
mix, the major difference is that the bituminous
binders used in cold mixes are liquefied and
applied at low temperatures compared to that
of hot mix. Achieving these would mean that
the binder is either emulsified or foamed. Since
the use of water is normally involved in these
two processes, hydraulic binders too are usually
applied to facilitate the rapid evaporation of
water in the mix. Thanaya (2003) listed the most
common types of Cold Bituminous Mixtures as:
cold lay Macadam (cutbacks),
grave emulsions (developed in France),
foamed bituminous mixtures,
Cold mixes offers the potential to reduce
construction costs by lowering energy use,
improving quality and efficiency of construction,
improving environmental stewardship through
decreased air emissions and creating a healthier
work environment. These benefits make CMA
technologies appealing to highway agencies
and the bitumen paving industry. Despite of all
these advantages, cold mixes are still generally
classified as inferior to hot mixtures with respect
to performance, although the engineering
equivalence and practical difficulties in adopting
cold mixtures formulations have not yet been
clearly defined.
Cold Bituminous Emulsion Mixtures (CBEMs)
are more universally accepted for low to medium
traffic conditions, for works in remote areas
and for small scale jobs such as reinstatement
works. Further CBEMs with added cement at full
curing can be comparable to conventional hot
bituminous mixtures in terms of indirect tensile
stiffness modulus. Cold Mixes have been used
successfully in France, South Africa, Sweden
and USA among other countries since the 1970s
to meet various needs on the road and thus cold
mixes hold a lot of promise. Cars well (2004)
further stated that, an understanding of these mixes
is improving, and it is sure that they are finding their
ways to the high class, and thus would help gain a
higher market share.
In retrospect, it is worth noting that most of the
previous works have been considering only virgin
materials for cold mixes with the exception of
Zoorob and Thanaya (2002) and Thanaya (2003)
that looked at the incorporation of waste materials
such as PFA, Red Porphyry Sand, Synthetic
Aggregates, Steel Slag and Crumb Rubber into
CBEMs. Most researchers only mentioned the
possibility of using RAP in passing and where
they are used they are just regarded as black
rocks without any regard to the properties of the
residual binder in the RAP.
3. BINDER SELECTION
3.1 Bitumen Emulsion
The use of asphalt emulsions began in the early
part of the 20th century. The United States is the
worlds largest producer of bitumen emulsion[17].
A bitumen emulsion is a dispersion of small
droplets of one liquid in another liquid. It consists
of two phases the dispersed phase and the
continuous phase. oil-in-Water (O/W) emulsions
are those in which the continuous phase is water
and the dispersed (droplet) phase is a water-
insoluble oily liquid. Oil and water may form an
emulsion if mixed but will quickly separate when
mixing is stopped. Stable emulsions contain a
third component, the emulsifier, which prevents
or retards the seperation of the phases. Bitumen
emulsions are of generally the O/W type.The
droplets generally range from 0.1-20 microns in
diameter.
3.1.1 Manufacture and Classification of
Bitumen Emulsions
The three main constituents used for the
manufacture of bitumen emulsions are: bitumen,
water and emulsifier. Bitumen makes up to 50
to 75% of the emulsion and 60-250 penetration
range. On occasions, climatic conditions may
INDIAN HIGHWAYS, AUGUST 2017 25
 TECHNICAL PAPER
require harder or softer base bitumen. In any
case, chemical compatibility of the emulsifying
agent with the bitumen is essential for production
of a stable emulsion. Bitumen emulsion can be
produced either in a batch or an in-line process
plant. Emulsifier adsorbed at the surface of
droplets provides an electrical and steric repulsion
energy barrier which helps prevent coalescence
of bitumen droplet. Even if this energy barrier is
overcome and the droplets flocculate, the film of
emulsifier on the surface still inhibits coalescence.
The different grade of emulsions according
to IS 8887, 2004 classified on the basis of
their reactivity are (a) Rapid set (RS-I, RS-2)
(b) Medium set (MS) (c) Slow set (SS-I, SS-2).
As per IRC; SP 100 (2014), SS2 grade emulsion
is used to prepare mix with aggregates of high
surface area.
Changes in moisture content occur in two distinct
phases in Bitumen Emulsion that is breaking and
curing. Breaking is the separation of the bitumen
from the water phase through flocculation and the
coalescence of the bitumen droplets to produce
films of bitumen on the aggregate. The rate at
which the bitumen globules separate from the
water phase is referred to as the breaking or
setting/settling time. As the bitumen emulsion
breaks, the colour changes from dirty brown to
black. Curing is the displacement of water and
resultant increase in stiffness and tensile strength
of the bitumen. This is important as a mix needs to
acquire sufficient stiffness and cohesion between
particles before carrying traffic.
Some of the factors which influence the breaking
and curing of bitumen emulsions are rate of
absorption of water by the aggregate, moisture
content of the mix, grading of the aggregate
and voids content of the mix, type, grade and
quantity of the bitumen emulsion, mechanical
forces caused by compaction and traffic,
mineral composition of the aggregate, active
filler percentage, the amount of cement or lime,
temperature of aggregate and air (The higher
temperature, the quicker the bitumen emulsion
breaks and cures).
3.2 Foamed Bitumen
Foaming technology was first developed at Iowa
State University in 1956 by Professor Ladis
26 INDIAN HIGHWAYS, AUGUST 2017
Csanyi while researching the viscosity of asphalt
binders and the effects of steam injection on
this property. Further developed by Mobil Oil
Australia by using water at ambient temperature
rather than steam, thus making this process more
practical for field application and acquired the
patent rights in 1968. Later, the system developed
by Wirtgen in the mid-1990s injecting both
air and water into the bitumen in an expansion
chamber, as shown in Fig.2.
Hot bitumen (135160C) turns to foam when
mixed with a small quantity of cold moleculised
water (typically 1.5-3.5 % by mass) in a special-
purpose expansion chamber. The quality of the
foamed asphalt is controlled by the asphalt binder
temperature and the amount of water injected
into the hot asphalt. In the foamed state (a
temporary state of low viscosity), bitumen can be
added to and mixed with aggregates at ambient
temperatures and in-situ moisture contents.
The foaming process with bitumen is dependent
on the water changing state from liquid to vapour,
a process that is accompanied by an expansion
of some 1500 times its original liquid volume
at normal atmospheric pressures. When water
particles come into contact with hot bitumen,
heat energy from the bitumen is transferred to the
water. As soon as the water temperature reaches
the boiling point it changes state and, in doing so,
creates a thin-filmed bitumen bubble filled with
water vapour.
Fig. 2. Foamed bitumen production
The intensity and effectiveness of the foaming
process can most effectively be governed by
controlled operation of the basic physical
conditions, such as pressure and temperature. In
the Wirtgen machines, this process takes place in
individual expansion chambers where the water
 TECHNICAL PAPER
is injected into the hot bitumen, which has a
temperature of approx. 180C and a pressure of
approx. 5 bars. The foamed bitumen, thus produced
in-situ, escapes the expansion chamber through
a nozzle and can then immediately be mixed with
the mineral aggregate to be treated.
Foamed bitumen can be used as binding agent
for different types of minerals, for treating road
aggregates contaminated with other types of
binders, and also for treating roads consisting
of unbound gravel surfaces. This technique
can be used to treat both marginal and recycled
materials and applied as base and subbase layers
in pavements.
3.2.1 
Characteristics of foamed
bitumen
The main parameters to determine the quality of
the final foamed bitumen product are expansion
and half-life. Expansion Ratio is a measure of
the viscosity of the foam and will determine how
well it will disperse in the mix. It is calculated as
the ratio of the maximum volume of foam relative
to its original volume. As a rule, the expansion
of the foamed bitumen is approximately 15 to 20
times the volume of the original bitumen. Half-
Life is a measure of the stability of the foam and
provides an indication of the rate of collapse of the
foam. It is calculated as the time taken in seconds
for the foam to collapse to half of its maximum
volume. The half-life is measured in seconds and
usually lies between 10 and 15 seconds. As a rule,
larger the expansion, then longer the half-life
and better the quality of the foamed bitumen. As
the percentage of added water is increased, the
parameters half-life and expansion develop
in opposite directions.
Some of the factors influencing foam properties
are addition of water, bitumen (type, source
and temperature), additives and water pressure.
All bitumen intended to be used for foaming
should be tested in the laboratory to determine
the foaming characteristics as every bitumen is
different and even different batches of bitumen
from the same source will vary. The objective of
this is to find that combination of water addition
and bitumen temperature at which the optimal
foam (highest Expansion Ratio and Half-Life) is
achieved on site for full-scale foamed bitumen
stabilization.
3.2.2 Acceptable foaming characteristics
According to TG 2 Approach, the average
foamant water contents at which the minimum
expansion ratio and half life occur is considered
as the optimum foamant water content, see
Fig. 3.
Fig. 3. Determination of Optimum Foamant Water
Content
Various minimum recommended combinations
of expansion ratio and half-life time at >25 C
that can be found in literature, viz.:
ER 10 and HL12 seconds (CSIR, 1998);
ER 8 or HL6 seconds (TG-2 of Asphalt
Academy, 2009);
ER10 and HL8 seconds (Wirtgen, 2012).
Experience has shown that adequate foam
dispersion and effective stabilisation is possible
when the expansion ratio is as low as 8 times
and the half-life is only 6 seconds as specified
by TG 2. During the late 1990s, Prof. Jenkins,
during his research into foamed bitumen
developed the concept of a Foam Index to
measure the combination of expansion ratio
and half-life. He defined this Foam Index as
the area under the curve obtained by plotting
Expansion Ratio against Half-life, concluding
that the better the foaming properties, the
greater the Foam Index and the better the
stabilised product achieved. His research went
on to compare the effect of Foam Index with
the temperature of the material at the time of
mixing, concluding that as the temperature of
material increases, a lower Foam Index can be
used to achieve effective stabilisation.
INDIAN HIGHWAYS, AUGUST 2017 27
 TECHNICAL PAPER
3.3 Factors Influencing Foam
Characteristics
The above foam characteristics are influenced
by foamant water content, bitumen temperature,
viscosity, type and composition as well as the
temperature of the vessel in which the foam is
collected. Foams with higher expansion ratios
and longer half life have better dispersion through
granular materials, resulting in greater strength
improvement. The expansion ratio increases with
increasing water contents and temperature, while
the half life decreases. This can be attributed
to more water being made available, and thus
more steam being produced, which leads to the
formation of more bubbles. The Foam Index is
a useful function for the optimisation of foamed
bitumen production taking account of factors
such as binder type and temperature.
When small bubbles are absorbed by large ones,
the bitumen film thickness surrounding the
bubbles reduces causing the bubbles to collapse.
As the viscosity decreases, the surface tension
of the bitumen films decreases, and the steam
pressure within the bubbles exceeds the surface
tension of the bitumen and bubbles collapse. On
the other hand, decreasing viscosity can also lead
to reduction in the surface tension in the lamellae
of the bubbles and thus reduce the plateau border
suction which in turn leads to delay of foam
collapse. However, this may rarely occur since
reduced viscosity will lead to reduced surface
tension for both the lamellae and the Plateau
border.
Bitumens with lower viscosity (soft grade) foams
more readily and has a high value of expansion
ratio and half-lives than those with higher
viscosities (hard grades). However, studies by
He and Wong (2005) on decay properties of two
grades of bitumen showed that the hard bitumen
grades (with higher viscosities) gave higher
maximum expansion ratios compared to those
given by a soft grade (with lower viscosities) at
the same bitumen temperature, air pressure and
water content levels. In case of half life values,
a reverse trend was observed. Half lives were
higher for the soft grade compared to those of
a hard grade. The variation was attributed to
differences in viscosities for the two grades of
bitumen. This is contrary to results reported by
Bissada (1987) and Abel (1978). There seems to
28 INDIAN HIGHWAYS, AUGUST 2017
be other factors that could influence the foaming
characteristics, and bitumen composition could
be one of them.
Studies by Barinov (1990) illustrated that
increasing the Asphaltenes fraction of the
bitumen increased the expansion ratio and half
life. This can be attributed to Asphaltenes acting
as surfactants reducing the surface tension in the
lamellae of the bubbles and therefore reducing
the plateau border suction, this leads to delay of
foam collapse. But from Lesueur et al (2004) and
He and Wongs (2005) work it was deduced that
bitumen composition did not mainly influence
the foam characteristics as compared to bitumen
temperature and water content. Limited literature
exists on the effects of bitumen composition on
the foam characteristics.
Saleh. M.F. (2007), Conducted study on Effect
of rheology on the bitumen foam ability (from
different grades and sources) and mechanical
properties of foam bitumen stabilised mixes.
It was proved that the use of temperature
susceptible binders does not have a direct effect
on the foaming properties. However, the resulting
mixtures are likely to be sensitive to temperature
change. Temperature susceptibility of foamed
stabilised mixes is lower than that of the HMA. A
fracture face image analysis procedure was used
to quantify asphalt dispersion. It was found that
foam ability of asphalt was one of the primary
factors determining the quality of mix.
4.  MIX DESIGN AND PERFORMANCE
OF COLD MIXTURES
Cold in place (CIR) recycling is most efficient
and economic rehabilitation technique that is
practiced all over the world. But still there are
short comings in the design of job mix formula
and some were solved in the past. One of the
problems was that densities obtained from the
laboratory samples are higher than the samples
that are taken from the field. As per Martinez et al.,
(2012), compaction procedure based on dynamic
modulus has been developed, which closely
simulate to the onsite compaction procedure.
CIR materials stabilized with foamed asphalt can
attain higher strength compared to traditional
asphalt emulsion and engineered recycling agents
(field measurement does not support this in wet
climate). For example, CIR-emulsions have a
structural layer coefficient ranging from 0.10 to
 TECHNICAL PAPER
0.30 per inch whereas the layer coefficient of CIR-
foam ranges from 0.13 to 0.36 per inch according
to AASHTO. These values are to be compared to
the layer coefficients of HMA which ranges from
0.2 to 0.44 per inch and that of asphalt concrete
base from 0.2 to 0.38 per inch. The following are
FBM mix design procedure documents available
in literature:
Wirtgen Cold Recycling Manual
Asphalt Academy Technical Guidelines
IRC:120-2015 Recommended Practice for
Recycling of Bituminous Pavement.
As per IRC: 120 (2015), Chennai Tada NH 5
Section total of 12 km under supervision of IIT,
Madras, Ahmedabad Mehsana and Baroda Halol
phase 2 total of 6 km each using foam bitumen
as binder have been constructed using cold
recycling method.
4.1 Performance of cold mixtures using
Emulsion
4.1.1 Laboratory performance of cold
mixtures using Emulsion
Bituminous Cold-Mixes can be successfully
employed as a paving mixture for the construction
of Road bases as well as surfacing courses.
Additive can be used in cold mix to make its
properties comparable to the properties of HMA
that is Curing rate and mechanical properties can
be improved.
Mgani..et.al (2001), has been conducted
research by making trial mixes and evaluating
their strength characteristics using the Marshall
Stability criteria. Test results have shown that
emulsion mixes contain soaked Marshall values
of between 5000 and 10,000 Newtons, after
curing in oven at 400C for 24 hours, followed by
soaking in water for another 24 hours.
Modarres.et.al (2011), performed resilient
modulus and indirect tensile fatigue test at
various temperature and curing times. It has been
found that curing time has no significant effect
on the fatigue behavior of these cold recycled
mixes but with increase in cement content and
decrease in temperature, slope of fatigue line will
be decreased.
The CBEMs are stress-dependent as they all fitted
into the k- model.The results of the analytical
pavement design showed the importance of using
tools such as KENLAYER which account for the
non linearity of CBEMs. The results confirmed
that the virgin aggregate CBEM was inferior in
terms of axle loads to failure compared to the
RAP CBEMs, and the RAP CBEMs were inferior
to HMA. Investigation suggests that the RAP
CBEMs are suitable for low volume traffic roads.
Most of the studies reported in literature on
cold mixes have focused on temperate climates,
though with good results in most cases.
4.1.2 
Field Performance of cold
mixtures using Emulsion
Study on cold mix technology for construction
of structural layers of bituminous road, which
showed cold mix technology a viable option as
recently, because of its environmental benefits.
Wayne Lee. K (2003), conducted laboratory
study on CIR, in which early results indicated
that the CIR mixture is performing well, with no
visible cracking or distresses.
Emulsions are often used as an additive to layers
during the rehabilitation of road pavements.
Jordaan.G.J (2011), conducted study on the
development of a fatigue relationship to be used
for the Mechanistic analyses of an Emulsion
Treated Base (ETB) layer as determined from
Heavy Vehicle Simulator (HVS) testing.The HVS
showed that the rehabilitated road pavement is
capable of carrying relatively high traffic loads
under a condition of relatively high surface
deflection measurements.. This pavement section
was found to be ideal for the detailed analysis of
the fatigue characteristics of the stabilised layers
as it contained relatively poor support in the
existing selected layers. The detailed analyses of
the horizontal strains in depth through the ETB
layer were made possible and it is shown that the
maximum horizontal strain is not always found at
the bottom of the layer. The derived relationship
for the mechanistic analysis of ETB layers to
determine the number of load repetitions to
crack initiation is compared to several previous
fatigue lines. It is shown that the previously
published fatigue relationships are comparatively
conservative. Hence, the newly developed fatigue
relationship has the potential to considerably
assist with the economical motivation for the use
and design of the in-situ emulsion stabilization
INDIAN HIGHWAYS, AUGUST 2017 29
 TECHNICAL PAPER
of existing road pavement layers. Relationships
were also derived for some of the previously
published fatigue lines in order to determine the
influence of the effective modulus of the stabilised
layer on the fatigue characteristics of the layer.
These relationships and correlations between the
methods were used to refine the newly derived
fatigue relationship for the analyses of ETB
(BSM - emulsion) layers. Several roads have over
the last decade been rehabilitated using the newly
derived fatigue relationship for ETB layers.
These roads have the potential to be used for the
practical verification of the derived relationship
using field measurements.
4.2 Performance of cold mixtures using
Foam Bitumen
4.2.1 Laboratory performance of cold
mixtures using Foam Bitumen
Many factors affect the strength and durability of
foamed bitumen treated materials, such as binder
content, active filler type and content, aggregate
composition and gradation, moisture content,
compaction effort, and curing regime.
A number of researchers have studied foam
asphalt mixes for various properties such as ITS,
UCS, resilience modulus, moisture susceptibility.
It has been observed that resilient modulus value
of the foam mix is generally higher than that of
unbound material and lower than those of hot-
mix asphalt. Properties of the mix are moisture
sensitive and soaked samples are found to have
lower moduli with a reduction of 30% to 50%.
However, addition of lime or cement (1 or 2%)
can improve the moisture sensitivity of the mixes.
Researchers have reported that back calculated
modulus obtained from structural evaluation
of pavement after foam bitumen stabilization
using Falling Weight Deflectometer (FWD)
showed improved modulus values than before
rehabilitation.
The permanent deformation behaviour of a
range of cold foamed mixes has shown that a
critical stress ratio under repeated loading up
to 106 cycles. For foamed mixes with up to
4% bitumen and no cement, this critical ratio
is of 55% and should not be exceeded if sound
pavement performance is to be achieved. Further
investigation on the effect of binder content
30 INDIAN HIGHWAYS, AUGUST 2017
failed to demonstrate any consistent trend with
bitumen content variation; however, 4% foamed
bitumen appears an optimum value in some
cases. In fact, Optimum moisture content is
essential for good dispersion of the foam in the
mix. Fines content greatly affects mix strength
and should exceed 5% of the volume of the mix.
In the cold recycling technology with using
foamed bitumen, not all aggregate particles are
coated by binder andare seen as distributed on
the fine particles only. Hence bitumen content
usually lies in the range of 2 5% and needs to be
optimized depending on the fines content. Based
on the analysis of the test results of the recycled
base, increase in foamed bitumen content up to
2.5% improves its Marshall stability; the further
increase causes deterioration in this parameter.
Due to the partially coated nature of the aggregate
in foamed bitumen mixes; moisture susceptibility
is an important consideration. The moisture
presence in pavement layers has been regarded as
the principal cause of failure in pavement layers.
TG2 (2009) further stresses that foamed bitumen
mixes that may be susceptible to stripping need to
be investigated.
4.2.2 
Field Performance of cold
mixtures using Foam Bitumen
In situ recycling of pavements using FB is
an accepted road rehabilitation technique
that reduces the consumption of high-quality
aggregates for construction, energy and fuel.
Research has however shown that curing is
critical in the performance of FB pavements.
Foamed bitumen bound composites are visually
very different from fully coated hot mixtures.
In these mixes, the fine aggregate and filler
are coated by bitumen. But in RAP and coarse
aggregate particles, though bound together, are
not fully coated by bitumen. Mix deformation is
therefore, likely to depend on particle interlock
as well as stiffness of binder. These materials fail
in rutting when subjected to accelerated traffic
load and the resistance to deformation of the
materials is dependent on the mixture proportions
and penetration grade of bitumen generating the
foam and less significant as the magnitude of
applied traffic load increased. The analysis of
results measured from strain gauges reveals that
the modulus of foamed bitumen bound recycled
 TECHNICAL PAPER
materials during early life is comparable or can
be better than of the traditional unbound base
material and, with cement added, can be as high as
that of conventional asphalt base course. Results
from pilot-scale pavement tests are generally
consistent with the findings from element scale
laboratory tests.
Alvaro Gonzlez.et.al (2012), Interpreted the
laboratory and full scale testing of New Zealand
foamed bitumen pavements using finite element
Modeling. In the Canterbury Accelerated Testing
Indoor Facility experiment(CAPTIF), four
sections were stabilised using 1% at different
bitumen contents. The sections were named
B12C10, B14C10, B28C10, B00C10, B00C00
(control section), and B22C00 (bitumen only),
where the first two digits (after B) indicate
the bitumen content, and the last two (after C)
indicate the cement content. The back-calculated
elastic moduli for sections B00C10, B14C10,
and B28C10 were 400, 475 and 1000 Mpa,
respectively, indicating that the addition of 2.8%
of FB more than doubles the elastic modulus of
the base course layer without FB and with 1.0%
cement.The 3D FE model with a monotonic
load showed that the incorporation of FB to a
layer with 1.0% cement reduces the total plastic
deformation of the surface, following the trends
observed in the CAPTIF test.In this 3D model, to
simulate the effect of an overload the load was
increased from 60 to 90 kN. The results showed
that the lowest rutting occurs on the pavement
section with the highest FB content.In the 2D FE
modelling, three sets of 500 load cycles of 40, 50,
and 60kN were applied. The results indicated that
both the initial plastic and permanent deformation
rate are lower for about 50% in section B28C10
than in B00C10. Overall, the 2D and 3D models
were able to predict the trends observed in the
laboratory and the field correctly and explain
the better performance of the pavements with
FB. The analyses provide some insight into
the deformation mechanism, including stress
redistribution (more uniform spread of the load)
and reduction of tensile strains at the bottom of
the base course, as key contributing factors for
the improved performance of FB mixes.
5. ENERGY AND LCA ANALYSIS
In addition to energy consumption, Greenhouse
Gas (GHG) emissions are a critical issue for
developing sustainable pavements. The heating
of bituminous binder and production of huge
quantities of HMA releases a significant amount
of green house gases such as carbon dioxide
and harmful pollutants such as sulphur and
nitrogen oxides. The amount of these emissions
becomes two fold for every 100C increase in
mix production temperature, and increasingly,
higher temperature is actually being used for the
production of HMA with modified binders. One
Australian study concludes that Ozone depletion
is not a problem with emissions from bituminous
binders. Technologies that result in greater
temperature reductions are expected to have
greater emission reductions. One estimate of a
low-energy asphalt process results in a reduction
of carbon dioxide emissions of about 9 kilogram
per ton of aggregate. In the US, this would
translate into a reduction of about 5 million tons
of carbon dioxide annually.
In-situ recycling is widely regarded as the most
energy efficient recycling process as it consumes
less energy due to use of in-place construction
activities compared to other rehabilitation
treatments, as shown in Fig.4. The energy
savings (in production, transport, and placement)
of various treatments compared to conventional
hot mix asphalt overlay is estimated as follows:
Warm mix asphalt-14%, Hot in-place recycling
-16%, Recycled asphalt (20%) in hot mix -21%,
Recycled asphalt (30%) in hot mix -25%, Full
depth reclamation with expanded (foamed)
asphalt (stabilized base)-60%, Cold in-place
recycling -80%. Because of reduced energy usage,
greenhouse gas emissions are also reduced.
Fig.4. Energy Consumption by Various HMA
paving techniques.
INDIAN HIGHWAYS, AUGUST 2017 31
 TECHNICAL PAPER
6. CONCLUSION AND FUTURE
SCOPE
Hot mixed bituminous macadam and bituminous
concrete forms various structural layers of
flexible pavements and construction of these
layers by conventional methods is energy
consuming as well as pollute environment. With
its unique potential of conserving resource and
energy, cold-mix recycling has become one of
the most popular rehabilitation techniques. To
ensure proper performance, the design of cold
mix should be based on considerations of time
and temperature effects on the recycled mix
and slower binder softening rate. Although no
national standard test method is available for
designing cold-recycled mixes, several agencies
and groups have fully developed their own mix
design procedures. There is an increasing trend
in using cold mix design all over the world.
Although some inhibiting factors such as low
stiffness and strength development at early stages,
high air void contents and presence of moisture in
the mix are still preventing such mixtures from
being fully used in some developed countries.
Therefore, the investigation suggests that the
RAP Cold Bituminous Mixes are suitable for low
volume traffic roads. Stiffness, fatigue response,
deformation properties, resilient modulus, and
water susceptibility are good means for assessing
the performance of cold mixes. Most of the
studies reported in literature on cold mixes have
focused on temperate climates with good results
in most cases.
To conclude, it could be stated that the results from
investigation suggest that, Cold recycled asphalt
pavement materials are potential alternative for
use in flexible pavement and results of their
mechanical properties can be successfully
applied to pavement analysis and design. It is
also possible to use the cold recycled asphalt
pavement materials at lower layers of the flexible
pavement even in case of high volume roads such
as four laning and six laning projects However,
cold mixes are very complicated because of
the diversity of the materials that need to be
accounted for. So, to completely understand the
behaviour of cold recycled pavement mixtures
and to predict their performance accurately is a
challenging task. There are still plenty of areas
to be further investigated and some of them are
given below:
1.  Knowledge about the interaction between
virgin binders and aged residual binders
32 INDIAN HIGHWAYS, AUGUST 2017
in cold recycled mixes is still not clear and
needs further exploration. RAPs are still
regarded as black rocks when they are used
in cold recycling.
2. A study is needed on the factors affecting
the properties of cold recycled pavement
materials. There are many parameters that
influence the performance of cold recycled
mixes including, aggregate origins, aggregate
properties, type of binders, binder contents,
moisture content, temperature etc
3.  Before construction at site, on the basis
of satisfactory laboratory test results, a
field trial is recommended to verify the
construction quality of the pavement in a
realistic condition. These field trials also
benefit the understanding of construction
procedure under different traffic, climate,
terrain conditions and quality control for
cold in-place recycled pavements. After
construction, it will be beneficial to have a
time series field performance so as to find
its ability to withstand the existing traffic
condition
Hence there is a need for large scale laboratory
and field trial studies which should be carried
out to develop better understanding on the
performance of cold mixes.
Since the natural resources are depleting as well
as environmental pollution is at high status, the
alternative method for road rehabilitation as
stated in the paper will be quite beneficial for
the highway profession. This technique is still
under development, which has proved to be very
promising, both in economic and environmental
terms. This review paper summarizes the study
on Foam Bitumen and Emulsion incorporating
RAP in construction materials, which will be
helpful for the practicing engineers and other
researchers for further developments. Foaming
characteristics and affecting parameters have
been provided in detail in the present paper.
Hence, in terms of foaming characteristics and
its affecting parameters, IRC:120-2015 could be
further strengthened.
7. Acknowledgments
The authors would like to acknowledge all the
researchers who published the valuable literatures
used in this state of the art. The authors would
also like to acknowledge the Director, Central
Road Research Institute, New Delhi, India,for his
constant support.
 International Course on Dissemination of HDM-4
September 11-22, 2017

CSIR - Central Road Research Institute shall conduct the 20th HDM-4 program at CRRI, which
is already announced in CRRI website (http://crridom.gov.in/training.html).

Highway and Transport Professionals (Engineers, Planners
and Economists) working in Government and Private Sectors
are welcome to attend this course. Participants should be at
least assistant engineers or above with good experience in
MS Excel, Word etc. and associated with Highway
construction and maintenance projects or Traffic & Transport
Demand Estimation or Economic analysis of Highway
projects. Pavement maintenance management and
Economic evaluation of road projects are disseminated
through this course. Above 290 professionals, who have
participated before, from India and abroad have been
benefitted from this course. Foundation lectures on HDM-4
data collection, road deterioration, pavement maintenance
methods simulation models, pavement management, traffic
estimation, asset management and economic evaluation will
be delivered for first two days by the experts, which are the
basic requirements for using HDM-4. Next eight days will be
devoted for the development of operational Skill in HDM-4
and case studies through brief presentations, spreadsheet
analysis, hands-on, tutorials and one to one interaction.
Special topics such as model calibration, strategy and
program analysis will also be covered. Features added in
version 2 of HDM-4 will be explained and demonstrated
during the training programme.
Willing professionals may register by sending an e-mail or
letter to the course organizer to Head, Information, Liaison
& Training Division or course coordinator latest by
1thSeptember, 2017. Admission will be confirmed after
receiving the course fee on first come first basis. Program
schedule will be sent to registered persons.

FEE STRUCTURE

For Students
Course For Indian For Candidates from Other Country (Must be introduced by
Duration Participants SAARC Countries Candidates their Head of Department)

INR Rs. 30,000/-+ USD 750 USD 850 INR 25,000/-

10 Days
18 % GST + 18 % GST + 18 % GST + 18 % GST

Fee include computer facility, internet browsing, course material, Tea and Lunch in working days, technical tour and does not
include the cost of boarding and lodging. Guest House / Hostel facility at CRRI may be booked for the confirmed participants
(if requested in advance) by the organizer on first come first serve basis during course duration and the charges are as per
prevailing rule of CSIR.The course fee may be sent through Demand Drafts drawn in favour of Director, Central Road
Research Institute Payable at New Delhi, India.

Contact address for sending nomination :

Course Organiser and Dr. Devesh Tiwari

Head, Information, Liaison & Training Division HDM-4 Course Coordinator&
CSIR-Central Road Research Institute, Principal Scientist, Pavement Evaluation Division
Delhi-Mathura Road, CSIR-Central Road Research Institute,
New Delhi 110 025, INDIA Delhi-Mathura Road,
 91-11-26921939 New Delhi 110 025, INDIA
/ 91-11-26845943, 26830480 91-11-26911621
email: headilt.crri@gmail.com, headilt.crri@nic.in, Mobile No.: 91- 9810413867
mkmeena.crri@nic.in, neelamjn19@gmail.com /91-11-26845943, 26830480
email:devesht.crri@nic.in
devesh31@rediffmail.com

INDIAN HIGHWAYS, AUGUST 2017 33

 AMENDMENT NO.1/JULY 2017
TO
IRC:6-2017 Standard Specifications and Code of Practice for Road Bridges,
Section-II Loads and Load Combinations
(Seventh Revision)
S. No. Clause No. For Read
Page No.
1 ANNEX-B, New Clause 9. Combination for Design of Bearings
Add new a) The design of the various bearings shall be based on serviceability or ultimate limit
Clause 9 state depending upon the safety classification of the limit state under consideration.
after clause 8
(Page 90) b) For structures with elastic behaviour, all forces and movements should be based on
characteristic values of action. The method of calculation for actions, rotations and

34 INDIAN HIGHWAYS, AUGUST 2017

deformations shall follow principles set out in IRC:112 (for concrete structures),
IRC:24 (for Steel Structures) and IRC:22 (for composite structures). Where
the deformation of the foundation or the piers or the bearings has a significant
influence on the forces on bearings or the movements of bearings, these elements
should be included in the analysis model.
c) The relevant partial factors and combination rules should be applied at serviceability,
ultimate limit states in conformity with the principles set out in Table B.1 to Table
AMENDMENTS

B.4 of this code, unless otherwise stated below.

d) For determining the design values of actions on bearings and their rotations
and movements, the relevant loading combination for the Basic, Accidental and
Seismic load combinations should be taken into account under ULS.
e) Design displacements and rotations due to creep and shrinkage in concrete shall
be considered by multiplying mean values of deformation by a factor of 1.35 under
ULS
2 Table B.1 Thermal effects include restraint associated Thermal effects include restraint associated with expansion / contraction due to type
Foot Note No. 3 with expansion/contraction due to type of construction (Portal Frame, arch and elastomeric bearings), frictional restraint in
(Page 92) of construction (Portal Frame, arch and metallic bearings and thermal gradients.
elastomeric bearings), frictional restraint in
metallic bearings and thermal gradients. This
combination however is not valid for the
design of bearing and expansion joint.
 S. No. Clause No. For Read
Page No.
3 Table B.2 New Note The partial safety factor shown under permanent loads, against adding to the
Add new Foot effect of variable loads in 1.1(a) and 1.2(a) shall be used for loads which are
Note No. 7 causing unfavourable effects on bearing and those shown against 1.1(b) and
(Page 94) 1.2(b) shall be used for loads which are causing favourable effects (e,g. for
checking the minimum contact pressure of 3 Mpa due to permanent loads
under elastomeric bearings) for checking the relevant design condition

4 Table B.3 Thermal effects include restraint associated Thermal effects include restraint associated with expansion/contraction due to type
Foot Note No. 2 with expansion / contraction due to type of construction (Portal Frame, arch and elastomeric bearings), frictional restraint
(Page 95) of construction (Portal Frame, arch and in metallic bearings and thermal gradients.
elastomeric bearings), frictional restraint in
metallic bearings and thermal gradients. This
combination however is not valid for the
design of bearing and expansion joint.

5 219.5 Note:- For structural components like short Note:- For short rigid structural components like short piers and rigid abutments, the
Computation and rigid abutments, the value of Sa/g shall be value of Sa/g shall be taken as 1. The component is considered as rigid in case the
of Seismic taken as 1. Also , the response reduction factor time period is less than 0.03 sec. Also , the response reduction factor R shall be taken
Response R shall be taken as 1.0 for seismic design of as 1.0 for seismic design of such structural component.
AMENDMENTS

Note Fig. such structures.

20 Response
Spectra
(Page 67)

INDIAN HIGHWAYS, AUGUST 2017 35

 AMENDMENTS

36 INDIAN HIGHWAYS, AUGUST 2017

AMENDMENTS

INDIAN HIGHWAYS, AUGUST 2017 37

 AMENDMENTS

38 INDIAN HIGHWAYS, AUGUST 2017

AMENDMENTS

INDIAN HIGHWAYS, AUGUST 2017 39

 AMENDMENTS

40 INDIAN HIGHWAYS, AUGUST 2017


AngularDeviation1to5denotesfollowing:

1 Pivot point is A, where tensile strain u = udin reinforcement. Section is fully in axial tension with some bending. Neutral axis outside the section.
Compressivestraininconcrete,c0 (Negative). Failureoccursduetoyieldingofsteel.
2 PivotpointisA,wheretensilestrainu=udinreinforcement.Sectionisincombinedaxialandbending.Neutralaxiswithinthesection.Compressivestrain
inconcrete,0ccu2.Failureoccursduetoyieldingofsteel.
3 Pivot point is B, where compressive strain c = cu2 in concrete. Section is in combined axial and bending. Neutral axis within the section. Strain in
reinforcement,yd sud.Thefailureofthesectionoccursbyanexcessofplasticstraininconcrete
4 Pivot point is B, where compressive strain c = cu2 in concrete. Section is in combined axial and bending. Neutral axis within the section. Strain in
reinforcement,syd.Thefailureofthesectionoccursbyanexcessofplasticstraininconcrete
5 PivotpointisC,wherecompressivestrain c= c2 inconcrete.Sectionisinaxialcompressionwithsomebending.Neutralaxisoutsidethesection.The
failureofthesectionoccursbyanexcessofaveragestraininconcrete

Fig.8.2asproposed
Sl. Clause No. For Read
No. (Page No.)
3. Table 12.1, Table 12.1 Recommended Values of Wmax Table 12.1 Recommended Values of Wmax
Page 122
Condition of Reinforced Prestressed Condition of Reinforced members Prestressed members
Exposure members and members with Exposure and prestressed with bonded tendons
As per prestressed bonded As per Clause members with un-
Clause members with tendons 14.3.1 bonded tendons
14.3.1 un-bonded Quasi-permanent load Frequent load
tendons combination (mm) combination (mm)
Quasi- Frequent load
AMENDMENTS

permanent combination
Moderate 0.3 0.2
load (mm)
combination Severe 0.3 0.2
(mm) Very Severe 0.3 0.2 and decompression
Moderate 0.3 0.2 Extreme 0.2 0.2 and decompression
Severe 0.3 0.2
Very Severe 0.2 0.2 and
and Extreme decompression
4. Table 14.1, New Addition Add following note below table.
Page 141
Note: Relative Humidity is as defined in note no. (3) below Table 6.9.

INDIAN HIGHWAYS, AUGUST 2017 41

 Sl. Clause No. For Read
No. (Page No.)
5. Notes below New addition Add note (iii) below table.
Table 14.4,
Page 145 Where chloride is encountered along with sulphates in soil, ground water or in
ambient air, ordinary portland cement with C3A content from 5 to 8 percent
shall be desirable to be used in concrete instead of sulphate resisting cement.
6. Annexure RH to the relative humidity of the ambient RH is average of relative humidity (RH) of atmosphere.
A2.5, Page environment in percent.
238
7. Annexure RH to the relative humidity of the ambient RH is average of relative humidity (RH) of atmosphere.
A2.6, Page environment in percent.
240
8. 18.8.5, Page The temperature of the concrete at the time of The temperature of the concrete at the time of placement should be as low as
224 placement should be as low as possible but in no possible but in no case more than 35oC

42 INDIAN HIGHWAYS, AUGUST 2017

case more than 30oC
The metal sheathing shall conform to the requirements specified in
Clause
ANNEXURE-A5 and a test certificate shall be furnished by the manufacturer.
9 13.4.2 (4), New Clause
The joints of all sheathing shall be watertight and conform to provisions
Page # 135
specified in ANNEXURE : A-5
The material for the ducts shall be high density The material for the ducts shall be high density polyethylene with more than
polyethylene with more than 2% carbon black to 2% carbon black to provide resistance to ultraviolet degradation and properties
Clause provide resistance to ultraviolet degradation and of raw materials shall comply with the provisions of ANNEXURE-A5"
AMENDMENTS

10 13.4.3 (1), properties of raw materials shall comply with the

Page # 135 technical report Bulletin-7 published by FIB
"corrugated plastic ducts for internal bonded post
tensioning"
The wall thickness of the duct as manufactured shall The minimumwall thickness of the duct as manufactured shall be 2.0mm,
be 2.0mm, 2.5mm, 3mm, and 4mm for the ducts of 2.5mm, 3mm, and 4mm for the ducts of internaldiameter 50mm, 85mm,
Clause internal diameter up to 50mm, 85mm, 100mm and 100mm and 125mmrespectively.Linear interpolation may be done for any
11 13.4.3 (2), 125mm. The minimum residual wall thickness after intermediate values.
Page # 135 loss (wear resistance) shall not be less than 1.5mm Tolerance for duct diameter is 1% or 1mm, whichever is greater. Tolerance
for ducts up to 85mm in diameter and not less than for wall thickness shall be -0/+0.5mm.
2mm for ducts greater than 85mm in diameter.
For internally bonded tendons, the ducts shall be corrugated on both sides. The
The ducts shall be corrugated on both sides. The
Clause ducts shall transmit full tendon strength from the tendon to the surrounding
ducts shall transmit full tendon strength from the
12 13.4.3 (3), concrete over a length not greater than 40-ducts diameter.
tendon to the surrounding concrete over a length not
Page # 135
greater than 40-ducts diameter.
 Sl. Clause No. For Read
No. (Page No.)
13 Section 1 A-4 Structural Design by Working loads/Allowable A-4 Structural Design by Working loads/Allowable Stresses Method-
Contents, Stresses Method Withdrawn
Normative
Annexures
A-4.
Page(vi)

14 Section 1 New
Contents, A-5 Test on Mild Steel and Corrugated HDPE sheeting ducts.
Normative -
Annexures
A-5.
Page(vi)
15 Section 1 - NEW
Contents, A-6Design considerations for Construction stages
Normative
Annexures
A-6.
Page(vi)

16 18.9 - NEW
Page 229 18.9 Design considerations for construction stages
Refer to Annexure A-6
AMENDMENTS

_______________

INDIAN HIGHWAYS, AUGUST 2017 43

 AMENDMENTS

ANNEXURE A-5
(Refer Clause 13.4.2 and Clause 13.4.3)
TESTS ON MILD STEEL AND CORRUGATED HDPE SHEATHING
DUCTS

1.0 FOR MILD STEEL SHEATHING DUCTS

All tests specified below shall be carried out on the same sample in the order given below. At least 3
samples for one lot of supply (not exceeding 7000 metre length) shall be tested.

1.1 Workability Test

A test sample 1100 mm long is soldered to a fixed base plate with a soft solder (Fig. A5-1).The sample is
then bent to a radius of 1800 mm alternately on either side to complete 3 cycles.

Thereafter, the sealing joints will be visually inspected to verify that no failure or opening has taken place.

Fig. A5-1. Workability Test

1.2 Transverse Load Rating Test

The test ensures that stiffness of the sheathing is sufficient to prevent permanent distortion during site
handling.

The sample is placed on a horizontal support 500 mm long so that the sample is supported at all points of
outward corrugations.

44 INDIAN HIGHWAYS, AUGUST 2017

 AMENDMENTS

A load as specified in Table-A5-1 below is applied gradually at the centre of the supported portion
through a circular contract surface of 12 mm dia. Couplers shall be placed so that the load is applied
approximately at the centre of two corrugations, Fig. A5-2. The load as specified below is applied in
increments.

Fig. A5-2. Transverse Load Rating Test

Table A5-1 : Table showing Duct Diameter-Test Load relationship

Between more than more than more than more than more than more than
Dia: 25 mm 35 mm 45 mm 55 mm 65 mm 75mm 85 mm
to Up to Up to Up to Up to Up to Up to
35 mm 45 mm 55 mm 65 mm 75 mm 85 mm 90 mm

Load: 250 N 400 N 500 N 600 N 700 N 800 N 1000 N

The sample is considered acceptable if the permanent deformation is less than 5 per cent.
1.3 Tension Load Test
The test specimen is subjected to a tensile load. The hollow core is filled with a wooden circular piece
having a diameter of 95 per cent of the inner dia of the sample to ensure circular profile during test
loading, Fig. A5-3.

INDIAN HIGHWAYS, AUGUST 2017 45

 AMENDMENTS

Fig. A5-3 : Tension Load Test

A coupler is screwed on and the sample loaded in increments, till specified load. If no deformation of the
joints nor slippage of couplers is noticed, the test shall be considered satisfactory :
Dia in mm Load
25 upto 35 300 N
More than 35 upto 45 500 N
More than 45 upto 55 800 N
More than 55 upto 65 1100 N
More than 65 upto 75 1400 N
More than 75 upto 85 1600 N
More than 85 upto 90 1800 N
1.4 Water Loss Test
The sample is sealed at one end. The sample is filled with water and after sealing, the end is connected
to a system capable of applying a pressure of 0.05 MPa, Fig. A5-4 and kept constant for 5 minutes, hand
pump and pressure gauge or stand pipe system can be used.

Fig. A5-4 : Water Loss Test

The sample is acceptable if the water loss does not exceed 1.5 per cent of the volume . The volume is
worked out as follows:

Another sample 500 mm long is sealed at one end and the volume of hallow space arrived at by pouring
water from a measuring cylinder.

46 INDIAN HIGHWAYS, AUGUST 2017

 AMENDMENTS

The computation of relative profile volume is worked out as follows:

Va - Premeasured quantity of water in measuring cylinder
Vb - Balance quantity of water left in the cylinder after completely filling of the test sample
Actual Volume Vp = Va -Vb

Relative Profile Volume = Vp - cm3/ cm3

Where l is length of specimen and internal nominal dia. of sheathing.

1.5 Specification for Sheathing Duct Joints

The sheathing ducts shall be of the spiral corrugated type. For major projects, the sheathing ducts should
preferably be manufactured at the project site utilising appropriate machines. With such an arrangement,
long lengths of sheathing ducts may be used with consequent reduction in the number of joints and
couplers.
Where sheathing duct joints are unavoidable, such joints shall be made cement slurry tight by the use of
corrugated threaded sleeve couplers which can be tightly screwed on to the outer side of the sheathing
ducts. A heat-shrink coupler could also be used if suitable.
Typical details of a sleeve coupler is shown in Fig.A5-5. The length of the coupler should not be less
than 150 mm but should be increased upto 200 mm wherever practicable. The joints between the ends
of the coupler and the duct shall be sealed with adhesive sealing tape to prevent penetration of cement
slurry during concreting. The couplers of adjacent ducts should be staggered wherever practicable. As
far as possible, couplers should not be located in curved zones. The corrugated sleeve couplers are being
conveniently manufactured using the sheath making machine with the next higher size of die set.

Fig. A5-5 : Typical details of a sleeve coupler

The hear-shrink coupler Fig.A5-6 is supplied in the form of bandage rolls which can be used for all
diameters of sheathing ducts. The bandage is coated on the underside with a heat sensitive adhesive so
that after heating the bandage material shrinks in to the sheathing and ensures formation of a leak proof
joint, without the need for extra taping or support in the form of corrugated sleeve couplers. The heating
is effected by means of a soft gas flame.

Fig. A5-6 : Typical details of a Shrink coupler

2.0 FOR CORRUGATED HDPE SHEATHING DUCTS
A summary of all the requirements, methods of verification, and acceptance criteria for the polymer duct
system together with the components and material is given in Table A5-2 below. The Table is in line
with the technical report Bulletin 75 published by fib titled Polymer duct systems for internal bonded
post-tensioning.

INDIAN HIGHWAYS, AUGUST 2017 47

 Table A5-2 : Summary of requirements, methods of verification and acceptance criteria for polymer-duct systems -
Recommended specification

Relevant
Clause
No. of
Sr. No. Requirement Method of verification Acceptance criteria Frequency of Test
Bulletin
No. 75,
fib
Material

1 Material 5.2 Table Material certificates based on Material to comply with certificates, specified As specified in footnote of Table 5.2 of
requirements 5.2 testing properties, and declared properties fib75
Test reports Specified
properties Declared material

48 INDIAN HIGHWAYS, AUGUST 2017

properties
Components
2 Dimensional 6.1 Data sheets - Existence of data sheets a) Initially,
requirements Annex Assembly drawings - Existence of assembly drawings b) When there is a change in design
A.1 Fabrication drawings - Existence of fabrication drawings c) For each type of material used
- Dimensions and tolerances of actual
components to comply with specified
AMENDMENTS

dimensions and tolerances

3 Stiffness of 6.2 Stiffness test of duct: -Actual flexural stiffness of duct determined in a) Initially,
duct Annex - at room temperature 23 0C test b) When there is a change in design
A.2 - at high temperature 45 0C -Maximum duct support spacing calculated c) For each type of material used
according to Section 6.2 with actual flexural
stiffness such as to limit duct deflection
between supports under defined load
4 Longitudinal 6.3 Longitudinal load resistance -Prefabricated and on a) Initially,
load resistance Annex test of duct -site fabricated tendon/duct systems to sustain b) When there is a change in design
of duct A.3 - at room temperature 23 0C imposed deformation caused by temperature c) For each type of material used
variation of 40 0C d) When a new connector is proposed
-Prefabricated tendon/duct systems to sustain for use
in addition specified minimum longitudinal
force for coiling
 5 Lateral load 6.4 Lateral load resistance test -No transverse deformation exceeding 35% at a) Initially,
resistance of Annex of duct specified transverse load for immediate duct b) When there is a change in design
duct A.4 -at room temperature 23 0C deformation c) For each type of material used
-at high temperature 45 0C -No transverse deformation exceeding 10% or
5 mm after release of transverse load
6 Flexibility of 6.5 Flexibility test of duct system -No visual damage to duct or connector a) Initially,
duct system Annex -at room temperature 23 0C -No deformation of cross section > 5% b) When there is a change in design
A.5 -at low temperature -15 0C c) For each type of material used
-at high temperature 45 0C d) When a new connector is proposed
for use
7 Leak tightness 6.6 Leak tightness test of duct -Leak tight for tendons (5minutes) a) Initially,
of duct system Annex system b) When there is a change in design
A.6 -at room temperature 230C c) For each type of material used
d) When a new connector is proposed
for use
8 Concrete 6.7 Concrete pressure test on -Deformation of duct cross section when a) Initially,
pressure on Annex duct bent to minimum radius of curvature for field b) When there is a change in design
duct A.7 -at room temperature 23 0C installation 10% under negative pressure c) For each type of material used
of 0.75 bar or 0.25 bar for Class I or Class II,
respectively
9 Wear 6.8 Wear resistance test of duct -Residual wall thickness of duct 1.5 mm for a) Initially,
resistance of Annex -at room temperature 23 0C tendons b) When there is a change in design
duct A.8 -at high temperature 45 0C c) For each type of material used
10 Wear 6.9 Wear of duct under sustained -Residual wall thickness of duct 1.0 mm for a) Initially,
AMENDMENTS

resistance of Annex load tendons b) When there is a change in design

duct under A.9 -at room temperature 23 0C c) For each type of material used
sustained load -at high temperature 45 0C
11 Bond 6.10 Bond behaviour test of duct -Transfer 40% UTS of tendons within a length a) Initially,
behaviour of Annex -at room temperature 23 0C of 16 duct diameter b) When there is a change in design
duct A.10 c) For each type of material used
12 Precast 6.11 Precast segmental duct - Hold 3.5 bar pressure with 10% loss in 5 a) Initially,
segmental duct Annex coupler system test minutes for tendons b) When there is a change in design
coupler system A.11 -at room temperature 23 0C c) For each type of material used

INDIAN HIGHWAYS, AUGUST 2017 49

 13 Fracture 6.12 Fracture resistance test of -No cracking of duct after 2 million cycles of a) A
 pproval-If declared as option of
resistance of Annex duct crack opening between 0.2 - 0.5 mm polymer duct system, this test should
duct (optional A.12 -at room temperature 23 0C be performed as part of the polymer
if performance duct system approval.
is declared b) P
 roject Specific- If not part of system
by system approval, but required for a specific
supplier) project.
System
14 Leak tightness 7.1 Leak tightness test of -Leak tight for tendons (5minutes) a) Initially,
of anchorage- Annex anchorage b) When there is a change in design and/
duct assembly B.1 -duct assembly or manufacturing process of polymer
-at room temperature 23 0C ducts, trumpets or connectors,
anchorage components.
c) For each type of duct material,
trumpet and anchorage components

50 INDIAN HIGHWAYS, AUGUST 2017

used.
d) When a new anchorage or trumpet is
proposed for use.
15 Full scale 7.4 Full scale PT and duct -Duct profile complies with specified profile a) Initially,
duct system Annex system assembly test -no apparent tendon profile kinks or b) When a new duct or connector or a
assembly B.4 -at ambient temperature discontinuities or loss connections new installation method is proposed
-no excessive duct deformations on support or for use.
AMENDMENTS

duct deflections between the supports spaced at

maximum permissible support spacing as per
Section 6.2
16 Leak tightness 7.5 Leak tightness test of -Pressure loss 10% of initial pressure after 5 a) Initially,
of assembled Annex assembled PT and duct minutes for tendons PL2 and PL3 b) W
 hen a new duct or connector or a
duct system B.5 system new installation method is proposed
for use.
 AMENDMENTS

ANNEXURE A-6
DESIGN CONSIDERATIONS FOR CONSTRUCTION STAGES

A6-1 General
(i) For bridges built in stages, the design and detailing shall take into account of the construction
procedure, sequence etc., as appropriate.Some situations are illustrated in the following.:

a) Where forces, other than those produced on the completed structure, occur in any structural
section during the phases of construction (e.g. deck erection by incremental launching, bridges
built by balanced cantilever, change in sections during construction, change of support conditions
during construction etc.).

b) Where redistribution of forces due to Creep, shrinkage and steel relaxation is originated by
changes to the structural arrangement during the construction process (e.g. continuous bridges
built span by span on false work or by cantilever).

c) Where distribution of stresses due to Creep, shrinkage and steel relaxationis originated by changes
to structural sections during the construction process (e.g. decks consisting of precast beams and
an insitu slab).

d) Where the erection or construction sequence may have an influence on: the stability of the
structure / capacity of section during construction, the forces in the completed structure, or the
geometry of the completed structure.

(ii) For structures in which any of the circumstances described in paragraphs (i) a) to d) apply, the
serviceability limit states and ultimate limit states should be verified during various construction
stages.

(iii) For structures in which the circumstances described in paragraphs (i) b) or c) apply, long term values
of forces or stresses should be determined from an analysis of redistribution effects. Step by step or
approximate methods may be used in these calculations.

(iv) For structures in which the circumstances described in paragraph (i) d) apply erection and casting
sequences/procedures should be indicated on drawings or detailed in a construction procedure
document along with assumed construction and equipment loads / configurations etc.

A6-2 Actions & Effects to be considered during construction

For the verifications of equilibrium and limit states during various construction stages following
construction loads and erection effects shall be considered.

A6-2.1 General
(a) Distributed construction live load taken as 50 kg/m2 of deck area for cantilever construction,
sequential/span by span construction etc.

(b) Specialized construction equipment load from launching gantry, from traveler, beam and winch,
movement of precast segments over constructed portion etc.

(c) Dynamic load of equipment may be taken as 10% of the lifting load.

INDIAN HIGHWAYS, AUGUST 2017 51

 AMENDMENTS

(d) Longitudinal forces arising from construction equipment loads according to the type of the
machinery.

(e) Unbalanced load resulting from sequence /construction stage.

(f) Horizontal wind load on structure shall be taken in accordance with the provisions of IRC:6 for
construction stages.

(g) Effects arising from imposed deformations shallbe taken into account. These effects can be of
permanent nature, depending upon the situation. In such situations the strains and stresses shall
be algebraically superimposed as per applicable section at various construction stages.

(h) The support restraints during all construction stages shall be ensured tor stability against sliding
and overturning. The situation may arise when restraint, particularly in longitudinal direction,
may be absent during construction stage. Need of temporary restraint for this situation shall
be either accounted for in suggested sequence & detailing or constructor shall be instructed to
provide appropriate restraint.

A6-2.2 For cantilever construction

(a) Differential Dead Load of 2 % on one side of cantilever on unfavorable side.

(b) For verification of equilibrium under the accidental combination, dynamic response due to
accidental release of precast segment taken as equivalent to additional static load as 100% of the
weight of the precast segment.

A6- 3 Verification criteria

A6-3.1 Verification for static equilibrium
The equilibrium of the structure shall be verified for the combinations as per Table 3.1 of IRC:6.

A6- 3.2 Ultimate limit states

ULS verifications required for design during construction are the same as those given in sections 8,
9, 10 & 11.

A6- 3.3 Serviceability limit states

(a) 
Serviceability criteria for the completed structure need not be applied to intermediate
construction stages, provided that durability and final appearance of the completed structure
are not affected (e.g. crack width and deformations) and comply with applicable provisions of
the Code.

(b) The idea of frequent combination does not exist during construction and also limit states
related to durability are not pertinent for short term-phases as such limiting stresses in concrete
to 0.48 fck(t) and steel to 0.8fyk under rare combination during constructionis adequate.

(c) For bridges or element of bridges in which limit state of decompression is checked on the
completed structure, tensile stresses less than fctm(t) under the quasi permanent combination
during construction is permitted.

(d) Prestressing effects may be taken as rsup= rinf= 1.0 during the construction

52 INDIAN HIGHWAYS, AUGUST 2017

 ERRATA NO.5/JULY 2017
TO
IRC:112-2011 Code of Practice for Concrete Road Bridges

Sl. No. Clause No. For Read

(Page No.)
1. 6.4.2.3 ; (5)(a), cc (t) follows from Eq 6.7 and cc (t) follows from Eq 6.3
Page 41,
below Eq. 6.7
2. 8.2.1 (3), Fig. 8.1 as printed Fig. 8.1 as corrected
Fig. 8.1, (Refer sketch attached below)
Page 71

3. 10.3.4, Indented: a surface with indentations complying with Indented: a surface with indentations complying with
Page 96 Fig. 10.8 Fig. 10.8: = 0.9
ERRATA

4. 6.4.1 (c), Page 36 High performance concrete is similar to standard High performance concrete is similar to standard
concrete but contains additional one or more mineral concrete but contains additional one or more mineral
admixtures providing.. admixtures and super plasticizers providing.

B
A s2 (1- C2/ CU2) h
or
Strain distribution for (1- C3/ CU3) h
section with neutral
d axis within section
h C Strain distribution for section
with zero strain at the least
AP compressed face
p p(0)
Ap
AR
A s1 Strain distribution for section Fig.8.1
in axial compression
Tension Compression
s, p c
ud y c2 cu2
=0.9 uk
0 ( c3) ( cu3)

INDIAN HIGHWAYS, AUGUST 2017 53

 AMENDMENTS

54 INDIAN HIGHWAYS, AUGUST 2017

AMENDMENTS

INDIAN HIGHWAYS, AUGUST 2017 55

 AMENDMENTS

56 INDIAN HIGHWAYS, AUGUST 2017

 Amendment No. 1/July, 2017
To
IRC:SP: 42-2014 Guidelines of Road Drainage
(First Revision)
Clause No.
S.No. For Read
(Page No.)
1 5.2.1.1, ------- Add Para after 6th line i.e. Normally a partially perforated PVC or HDPE pipe is buried near the bottom to collect and
(Page 43) dispose the moisture collected.

The specifications for corrugated pipes (with or without perforations) shall conform to IS: 9271:2004 and/or IS:
16098 (Part-2) - 2013. The specifications for plain PVC/HDPE pipes shall conform to IS: 4984:1995. The type of
pipe to be used shall be decided depending on flow / site conditions, with the approval of the Engineer-in-Charge.

Amendment No. 1/July, 2017

To
IRC:SP: 89-2010 Guidelines for Soil and Granular Material Stabilization
Using Cement, Lime & Fly Ash
(First Published)
S. Clause No. For Read
AMENDMENTS

No. (Page No.)

1 3.1.2, (a), Plasticity Product (PP) expressed as product of PI of soil and Deleted
(Page 12) percentage fraction passing 75 micron sieve should not exceed 60
2 Table 5 Type of Soil Properties Type of Soil Properties
(Page 16) Stabilization More than 25% passing Less than 25% passing the Stabilization More than 25% passing Less than 25% passing
the 0.075 mm sieve 0.075 mm sieve the 0.075 mm sieve the 0.075 mm sieve
PI<10 10<PI<20 PI>20 PI<6 PI<10 PI>10
PI<10 10<PI<20 PI>20 PI<6, PI<10 PI>10
PP<60
Cement Yes Yes * Yes Yes Yes
Cement Yes Yes * Yes Yes Yes
Lime - Yes Yes No * Yes
Lime - Yes Yes No * Yes Lime- Yes - No Yes Yes *
Lime- Yes - No Yes Yes * Pozzolana
Pozzolana

INDIAN HIGHWAYS, AUGUST 2017 57

 CIRCULAR

Government of India
Ministry of Road Transport & Highways
Transport Bhawan
(EAP) Zone
Transport Bhawan
1. Parliament Street
New Delhi-110001
No.RW/NH-37010/4/2010/PIC-EAP(Printing) Date the 27.06.2017

Subject: Amendment to Model document for Request for Proposal (RFP-Single stage two part
bidding) for Road & Bridge Works to be implemented on Engineering, Procurement &
Construction (EPC) mode
Sir,
With reference to Request for Proposal (RFP-Single stage two part bidding) issued vide
circular 16.01.17 for Road & Bridge works to be implemented on Engineering, Procurement &
Construction (EPC) mode, following amendments are being issued:
2. Clause 2.1.16 of the RFP shall now be read as:
while bidding is open to person from any country, the following provision shall apply:
(a) Where, on the date of the Application, not less than 50% (fifty percent) of the
aggregate issued, subscribed and paid up equity share capital in a Bidder or Member
is controlled by persons resident outside India or where a Bidder or its Member is
controlled by persons resident outside India; or
(b) If at any subsequent stage after the Bid due date, there is an acquisition of not
less than 50% (fifty percent) of the aggregate issued, subscribed and paid up equity
share capital or control, by persons resident outside India, in or of the Bidder or its
Member,
then the Eligibility of such Bidder shall be subject to approval of the authority from
national security and public interest perspective, The decision of the Authority in this
behalf shall be final and conclusive and binding on the Bidder.
 The holding or acquisition of equity or control, as above, shall include direct or indirect
holding/acquisition, including by transfer, of the direct or indirect legal or beneficial
ownership or control, by persons acting for themselves or in concert and in determining
such holding or acquisition, the Authority shall be guided by the principle, precedents
and definitions contained in the Securities and Exchange Board of India (Substantial
Acquisition of Shares and Takeovers) Regulation, 1997, or any substitute thereof, as in
force on the date of such acquisition.
 The Bidder shall promptly inform the Authority of any change in the share holding, as
above, and failure to do so shall render the Bidder liable for disqualification from the
Bidding Process.
3. This issues with approval of Competent Authority.
Yours faithfully,
(Khushal Chand)

Superintending Engineer (EAP)

58 INDIAN HIGHWAYS, AUGUST 2017

INDIAN HIGHWAYS, AUGUST 2017 59
60 INDIAN HIGHWAYS, AUGUST 2017
INDIAN HIGHWAYS, AUGUST 2017 61
 TENDER NOTICE

62 INDIAN HIGHWAYS, AUGUST 2017

TENDER NOTICE

INDIAN HIGHWAYS, AUGUST 2017 63

 TENDER NOTICE

64 INDIAN HIGHWAYS, AUGUST 2017

TENDER NOTICE

INDIAN HIGHWAYS, AUGUST 2017 65

 TENDER NOTICE

66 INDIAN HIGHWAYS, AUGUST 2017

TENDER NOTICE

INDIAN HIGHWAYS, AUGUST 2017 67

 TENDER NOTICE

68 INDIAN HIGHWAYS, AUGUST 2017

 IRC MEMBERSHIP FEE

The IRC Membership rates of different category of Membership have been revised with effect from
21st July 2017 including GST and the revised rates are as under:

Annual Membership (India, SAARC & Other Countries)

India Rs.1,500/-
SAARC & Other Countries Rs.2,500/-

(Individual) India & SAARC Countries

E-Life Membership (Upto 45 years) Rs.10,000/-

E-Life Membership (above 45 years) Rs.7,500/-
Non E-Life Membership (Upto 45 years) Rs.15,000/-
Non E-Life Membership (above 45 years) Rs.10,000/-

Foreign Countries

E-Life Membership US$ 300

Non E-Life Membership US$ 500

Student Membership

E-Student Membership
Rs2000/- Lump sum (upto 25 years)

Individual Associate Membership (Annual)

E- Membership Rs.12,000/-
Non E- Membership Rs.16,000/-

Corporate Membership (Annual)

Corporate E-Membership Rs.35,000/-

Membership Certificate Fee

Rs 250/- per Certificate

Latest Publications of IRC are available for Sale

1. IRC:6-2017- Standard Specifications and Code of Practice for Road Bridges, Section-II Loads and
Load Combinations (Seventh Revision)
2. IRC:SP:64-2016 "Guidelines for the Analysis and Design in Cast in Place Voided Slab Superstructure "
3. IRC:SP:66-2016 "Guidelines For Design of Continuous Bridges"
4. Guidelines for the Use of High Performance Concrete (Including Self Compacting Concrete) in
Bridges (First Revision)

INDIAN HIGHWAYS, AUGUST 2017 69

 CALL FOR R&D DATA AND
MEETING SCHEDULE

GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA

CALL FOR SUBMISSION OF REPORTS ON ROAD RESEARCH CARRIED OUT
DURING THE YEARS 2014-15, 2015-16 & 2016-17
One of the objectives of the Indian Roads Congress is to disseminate and propagate technical
knowledge and make Civil Engineers aware about National/International research studies. To propagate
importance of research and make available all research related information under single publication,
IRC annually compiles research reports on Road & Bridge Research works being done in India, from
various organisations like, MORTH, NHAI, CPWD, BRO, NRRDA, IITs, NITs, Engineering Colleges,
Contractors, Consultants and Researchers. With the help of Central Road Research Institute, the compiled
data is published by IRC as General Report on Road Research Work Done in India every year.

Organisations concerned with research and development, construction, monitoring and maintenance
of Road & Bridge works, Traffic, Transportation and Geotechnical Engineering, etc are requested
to report the findings of Research & Development Projects carried out during the last three years
2014-15, 2015-16 and 2016-17 in the relevant Proformae, which will prove beneficial to the members
of the highway profession. The Proformae are available on the Website of IRC ( www.irc.nic.in ) and
can be downloaded from there. The Reports may please be sent to the Secretary General, Indian Roads
Congress, Kama Koti Marg, Sector 6, R.K. Puram, New Delhi 110 022 by post or e-mail at: tc.irc@
gov.in latest by 10th September, 2017

IRC TECHNICAL COMMITTEE MEETINGS SCHEDULE FOR AUGUST, 2017

DATE DAY TIME VENUE NAME OF THE COMMITTEE
02-08-17 Wed 02.00 PM IRC, R.K.P Embankment, Ground Iprovement
and Drainage Committee (H-4)
04-08-17 Fri 11.00 AM IRC, R.K.P Maintenance and Rehabilitation
Committee (B-8)
11.00 AM Bearings, Joints and Appurtenances
05-08-17 Sat Committee (B-6)
IRC, R.K.P Rigid Pavement Committee (H-3)
11-08-17
Fri Concrete (Plain, Reinforced
& 11.00 AM IRC, R.K.P and Pre-Stressed) Structures
Committee (B-4)
12-08-17 Sat

18-08-17 Fri 10.30 AM Urban Roads, Streets and Transport

Committee (H-8)
19-08-17 Sat 10.30 AM IRC, R.K.P Loads and Stresses Committee
(B-2)
26-08-17 Sat 11.00 AM IRC, R.K.P Specialized Bridge Structures
including Sealinks Committee (B-9)
26-08-17 Sat 03.00 PM IRC, R.K.P General Design Fetures Committee
(B-1)

70 INDIAN HIGHWAYS, AUGUST 2017

Delhi Postal Registration No DL-SW-17/4194/16-18
UNDER 'U' NUMBER U(SW)-12/2016-2018
At Lodi Road, PSO on dated 28-29.07.2017 LICENCE TO POST
ISSN 0376-7256 Newspaper Regd. No. 25597/73 WITHOUT PREPAYMENT
DL-SW-17/4194/16-18
INDIAN HIGHWAYS
`20/-
PUBLISHED ON 27 JULY, 2017
AUGUST, 2017
AUGUST, 2017

INDIAN HIGHWAYS
Volume: 45 Number: 8 Total Pages: 72

A View of 212th Council Meeting of IRC

Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Road Congress, IRC HQ, Sector-6, R.K. Puram, Kama Koti Marg,
New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress at M/s. I G Printers Pvt Ltd, 104, DSIDC Complex,
Okhla Industrial Area, Phase-I, New Delhi-110020
https://www.irc.nic.in