Delhi Postal Registration No dl-sw-17/4194/16-18

under ‘u’ Number u(sw)-12/2016-2018

At Lodi Road, PSO on dated 28-29.5.2018 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment

June, 2018
dl-sw-17/4194/16-18
Indian Highways published on 23 May, 2018
`20/- June, 2018

Indian Highways
sa infrastructure consultants pvt. ltd
(An ISO 9001-2008 Certified Company)

smart innovative infra solutions - working towards better tomorrow

About saicpl
SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design.

Volume : 46 Number : 6 Total Pages : 76

Sectors

Highways Bridges Waterways Railways Sewage Treatment Plant

Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development
transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support.

Highways : Including Access Controlled Expressway and upgradation of

existing 2/4 Lanes.
Projects
Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection
Report and Conditional Survey.

Metro-Rail Services : Including design of underground and elevated metro

stations, viaducts, architect design of stations and technical services.

Traffic & Transportation and intelligent Transport System - Including

preparation of Urban and Regional Transportation Plans, Land-use
Transport Modeling for Policy Testing and Traffic Predictions. Traffic
Management Plans, Road Safety Audit, Public Transport Planning and
Management.

Urban Infrastructure Development : Including preparation of Plans,

development of townships, infra corridors, water supply, sanitation and
power supply etc.

Water Resources : Including irrigation Flood Control, Ground water

exploration, Environmental and Social Aspects.

BOT/Annuity : Including project identification, Detailed Survey, Feasibility A View of dais during Inaugural Function of 215th Mid-Term Council Meeting of IRC at Aizawl
Study, Detailed Engineering and Design, Economic and Financial Viability
analysis.

Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh India
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - info@sainfra.com

Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads 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. India Offset Press, New Delhi-110 064 https://www.irc.nic.in
 Indian Highways
Volume : 46 Number : 6 ● June, 2018 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934

Contents
 From the Editor's Desk 4-5
 Advertisements 6-10
 Highlights of the 215th Mid-Term Council Meeting of the Indian Roads Congress  11-17
Held on 4th & 5th May, 2018 at Aizawl (Mizoram)
 CSIR - CRRI Training Programme 18

Technical Papers
 Excavation of Rohtang Tunnel Through Squeezing Ground - A Case Study 19
By Parikshit Mehra
 Complexities in Structural Analysis of Continuous Bridges  25
By S.S. Yadav
 Analysis of Creep and Recovery for Modified Binders  31
By Nikhil Saboo and Praveen Kumar
 Strain Softening in Concrete and Pre-Stressed Concrete Girders – An Important Aspect  39
By G.P. Saha
 IRC Technical Committee Meetings Schedule for June, 2018 38
 Notification No. 9 to 11 & Announcement 42-44
 Tender Notices 45-52
 AITD Training Programme 53
 Book Review of IRC Publication 54-57
 Catalogue of IRC Publication 58-73
 Advertisements Tariff and Empanelment of Referees 74

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

E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.:
+91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)

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

Printed at: M/s India Offset Press, New Delhi-110 064

`20

INDIAN HIGHWAYS│June 2018 3

 From the Editor's Desk

SKILL DEVELOPMENT OF WORKMEN AND TRAINING

OF HIGHWAY PROFESSIONALS

Our country has made significant economic progress in recent years. The rising economy needs skilled
manpower. In our education system, the emphasis on degree rather than skill, is a faltering block in the
way of economic growth. There are a large number of engineering degree holders without a job and
the construction industry is facing shortage of skilled manpower. For our country, skill development
is also critical from economic and demographic point of view. For handling the work of Bharatmala
for upgradtion of National Highways, PMGSY for rural connectivity and other developments in
roads sector a continuous supply of skilled manpower is required for which a highly effective skill
development system is the need of the hour. The National Skill Development Corporation’s (NSDC)
report on Human Resources and Skill requirement published in 2013-14 shows that the workforce in
construction and real estate sector will touch approximately 76 million by 2022. Of these 97 percent
of workers between the age of 15 and 65 are likely to have no training before they start working,
according to National Sample Survey Office’s findings. If our country wishes to be a global player,
it has to adjust its growth with the need of industry that is availability of ready workforce. There is
a new accent on upholding vocational training and skill development in partnership with various
stakeholders and Ministries to rationalize skill development initiative.
The objective of the skill development is to create a work force empowered with the necessary and
continuously upgraded skills, knowledge and an internationally recognized qualification/certification
to gain access to decent employment and to ensure India’s competitiveness in the dynamic global
market.
Unskilled work force has a profound effect on the overall performance and quality of construction
work. The performance of even those in the organized sector remains largely dependent on those in the
unorganized sector. The key focus, therefore, needs to be on building capabilities of the construction
industry to deliver the desired results and to cope with the envisaged work plans and to deliver the
infrastructure project on time and with quality. Lack of this potential would mean additional cost, lack
of quality work and substantial reduction in our competitive position with respect to the international
players.
There is an urgent need to bring the construction sector trades within the Apprenticeship Act 1961,
this ultimately addresses the infrastructure requirements and open up large employment opportunities
for the masses.
Skill India is initiative of the Govt. of India to empower the youth of the country with skill sets which
make them more employable and more productive in the work environment. The skill mission was
launched by the Hon’ble Prime Minister on 15th July, 2015. The objective of the National Policy on
Skill Development and Entrepreneurship, 2015 is to meet the challenge of skilling the workers at
scale with speed and quality. It aims to provide an umbrella framework to all skilling activities being
carried out within the country, to align them to common standards and to link the skilling with demand
centres.
The National Skill Development Corporation (NSDC) is a one of its kind, Public Private Partnership
(PPP) mode in India, under the Ministry of Skill Development and Entrepreneurship (MSDE). It aims
to promote skill development by catalyzing creation of large, quality and not for profit vocational
institutions.

4 INDIAN HIGHWAYS│June 2018

 From the Editor's Desk

The Construction Skill Development Council of India, The Infrastructure Equipment Skill Council,
National Academy of Construction (NAC), Construction Skill Training Institute, CPWD Training
Institute and other institutions are involved in skill development.
Ministry of Road Transport and Highways is one of the first Ministry which is linked up with workers
in road sector, for their skill development and their welfare. Ministry of Road Transport and Highways
has issued a policy Circular dated 18th October, 2016 vide which for civil works of Rs.100 Cr and
above, the skill development/upgradation of workmen in highway construction sector, will be taken
up by the concerned Project Head/Executive Engineer looking after the concerned project through
the authorized training centres of Director General of Training; preference to be given to the institute
located near the project site. The training cost will be met out from the provision of the contingency
fund at a rate of 0.05% of the total estimated project cost. The concerned project head to ensure that
the training of workmen will be as per the National Skills Qualifications Frame Work (NSQF). Now,
it is for the project heads to take the initiative and to start training of highways construction worker at
the projects site. Under this scheme, MoRTH has already trained more than 2000 workmen.
IRC has recently finalized a document entitled “Guidelines on Skill Development of Workmen in
Highway Sector”. This document covers in detail various issues involved in training of construction
workers.
Training of Highway Professionals is another gray area. The graduate engineers from private institutions
can operate computer software but are weak in coordinating design with the field requirements. There
is an urgent need to train the graduate engineers in various fields of highway and bridge engineering
viz. Planning, Design, Construction and Maintenance etc. Highways professionals need to gain
knowledge in many areas which may not be part of their engineering studies, especially law, financial
norms, international funding, policy planning for PPP projects and model contract conditions as per
international practice etc. After the training with the skills so developed, there is bound to be qualitative
and quantitative improvement in delivery of road projects. The broad scheme of training are, induction
training of 6 months at reputed training institutes for fresh graduates, training at middle level needs to
be related to standards &specifications for road and bridge works, Quality Control, Dispute Redressal
Mechanism etc., and training at senior level should be more focused towards funding of projects
and planning of new highways etc. IRC has recently finalized a new document entitled “Training
of Highway Professionals”. This document will be very useful for trainees and trainers involved in
training of professional highway engineers.
Skill development of unskilled workers and training of professionals will ensure speedy implementation
of projects without cost and time overrun which is the need of the hour.

(Sanjay Kumar Nirmal)

Secretary General

INDIAN HIGHWAYS│June 2018 5

 Advertisement

6 INDIAN HIGHWAYS│June 2018

 Advertisement

INDIAN HIGHWAYS│June 2018 7

 Advertisement

8 INDIAN HIGHWAYS│June 2018

 Advertisement

INDIAN HIGHWAYS│June 2018 9

 Advertisement

Geotechnical | Structure | Pavement

C o n s u l t i n g | E q u i p m e n t | Te s t i n g logical solutions for intelligent work

Available for Sale & Rent

Network Survey Vehicle Fully Loaded | Wireless Ground Penetrating Radar | Retro Reflectometer for Roads and Boards
Automatic Vehicle Counting and Classification | CROW Certified Falling Weight Deflectometer | IRI Meter
Laser Profiler with ROW Camara & GPS (Mini NSV) | Light Weight Deflectometer

Intellitest Solu ons Pvt. Ltd. New Delhi

+91-9250059892 / 9250059893 solutions@intellitest.co.in www.intellitest.co.in

10 INDIAN HIGHWAYS│June 2018

 Highlights of 215TH Council Meeting

HIGHLIGHTS OF THE 215TH MID-TERM COUNCIL MEETING OF

THE INDIAN ROADS CONGRESS
HELD ON 4TH & 5TH MAY, 2018 AT AIZAWL (MIZORAM)
On the invitation of PWD, Govt. of Mizoram
215th Mid Term Council Meeting of IRC was
organized from 4th-5th May, 2018 at Aizawl, a
beautiful hill city of Mizoram State. The Council
Meeting was inaugurated on 4th May, 2018 by the
Hon’ble Union Minister of State for Road Transport
& Highways, Shipping, Chemical & Fertilizers,
Government of India Shri Mansukh Mandaviya
by lighting of traditional lamp along with other
dignitaries. Function was presided over by the Hon’ble
Minister, H&FW/I&PR/PWD, Govt. of Mizoram Shri
Lal Thanzara.

Hon’ble Minister of State for Road Transport & Highways, Shipping, Chemicals & Fertilizers, Govt. of India
Shri Mansukh Mandaviya lighting traditional lamp along with other dignitaries

The Dais of the function was also shared by the
Office bearers of IRC, Sh. K.S. Krishna Reddy,
President, IRC; Sh. Manoj Kumar, DG (RD) & SS,
MoRTH; Sh. S.K. Nirmal, Secretary General, IRC;
Shri N.K. Pradhan, immediate Past President IRC;
Vice Presidents of IRC S/Shri C.P. Joshi, U.P.
Paresekar and Neeraj Chadha alongwith the Officers
of Mizoram PWD Sh. Lalram Thanga IFS, Chairman,
Local Organising Committee, 215th Council Meeting
& Principal Secretary; Sh. R. Vanlaltluanga, Working
Chairman, Local Organising Committee, 215th
Council Meeting & Engineer–in-Chief; Sh. K.
Lalsawmvela, Secretary Organising Committee &
Chief Engineer (Highways).

A view of the Dais during the Inaugural Function

INDIAN HIGHWAYS│June 2018 11

 Highlights of 215TH Council Meeting

Welcome of Hon’ble Minister of State for RTH, S, C & F, Welcome of PWD Minister, Mizoram Shri Lal Thanzara
Shri Mansukh Mandaviya by presenting bouquet and shawl by presenting bouquet and shawl

Welcome of Shri K.S. Krishna Reddy, President, IRC Welcome of Shri Manoj Kumar DG (RD) & SS,
by presenting bouquet and shawl MoRT&H by presenting bouquet and shawl

Welcome of Shri S.K. Nirmal Secretary General, IRC Welcome of Shri C.P. Joshi, Vice President, IRC
by presenting bouquet and shawl by presenting bouquet and shawl

Welcome of Shri U.P. Paresekar, Vice-President, IRC Welcome of Shri Neeraj Chadha, Vice-President, IRC
by presenting bouquet and shawl by presenting bouquet and shawl

12 INDIAN HIGHWAYS│June 2018

 Highlights of 215TH Council Meeting
Welcome Address
Shri Lalram Thanga, Principal Secretary, PWD
delivering his Welcome Address
Special Key-note Address
Shri Manoj Kumar, DG (RD) & Special Secretary,
MoRT&H delivering his Key-note Address
Reading Out of Messages
Shri S.K. Nirmal Secretary General, IRC
delivering his Address
Shri Lalram Thanga, Principle Secretary, Govt.
of Mizoram while welcomed the dignitaries. He
drew attention of the audiences about the problems
encountered in hill roads, landslides, non-availability
of good quality of construction material, limited ROW
etc. He hoped that outcome of this discussion would
prove immensely useful for all concerned and would
held to solve the problems in Road Construction in
hilly areas.
Shri Manoj Kumar, Director General (Road
Development) & SS, Ministry of Road Transport &
Highways & Honorary Treasurer, IRC in his Special
Address spoke about the various National Highways
development programs,works executed by MoRTH,
Govt. of India. Particularly, in north-eastern region
140 works having a length of 2675 km amounting
Rs 60,000 crores are being executed. He
raised his concern about number of fatalities
and its consequences to society due to road
accidents and informed that Govt. of India has
and adopted 4 E’s in principle i.e Education,
Enforcement, Engineering and Emergency care to
address the problems of road safety. Recently MoRTH
has observed Road Safety Week this year from 23rd
to 30th April, 2018 focusing on school children and
commercial drivers.
Shri S.K. Nirmal, Secretary General, Indian Roads Congress
elaborated about the history, functioning, objectives &
achievements of IRC since its inception in 1934. Further he
readout a number of messages of high dignitaries conveying
good wishes for the success of 215th Mid-Term Council
Meeting received from the Vice President of India; the
Prime Minister of India; Governor of the State of Mizoram;
Chief Minister of the State of Mizoram; Minister of Road
Transport & Shipping Govt. of India; Minister of Rural
Development, Panchayati Raj & Mines, Govt. of India; Vice
Chairman, NITI Ayog, Minister of State for Road Transport
and Highways, Shipping, Chemicals & Fertilizers, Govt. of
India; Minister of State for Home Affairs, Govt. of India;
Minister of State (I/C) for Housing and Urban Affairs, Govt.
of India; Minister H&FW/I&PR/PWD, Govt. of Mizoram;
Chief Secretary, Govt. of Mizoram; Secretary, Ministry of
Road Transport & Highways, Govt. of India; Chairman,
NHAI; Principle Secretary, PWD, Mizoram.
INDIAN HIGHWAYS│June 2018 13
 Highlights of 215TH Council Meeting
Presidential Address
Shri K.S. Krishna Reddy, President,
IRC delivering his Presidential Address
Shri K.S. Krishna Reddy, President IRC & Managing
Director, Karnataka Road Development Corporation
while delivering the presidential address highlighted
the role of IRC in the preparation of Standards,
Specifications and design codes for the guidance
of highway engineers and bringing the practice
of uniformity in the country. He informed that so
far IRC had prepared & published more than 250
numbers of code, guidelines, and manuals, etc, which
Special Address
Shri Lal Thanzara Minister, H&FW/I&PR/PWD,
Mizoram, delivering his Special Address
In his speech Shri Lal Thanzara, Hon’ble Minister,
PWD expressed his immense joy to warmly welcome
all the delegate of the 215th Mid-Term Council
Meeting of IRC. Further, he said that the Indian Roads
14 INDIAN HIGHWAYS│June 2018
are extensively used by practicing engineers in the
country and also neighboring countries. IRC has also
published ‘Rural Road Development Vision Document
2035 on behalf of Ministry of Rural Development,
which provides journal framework for rural road
development. He told that during last one year
2017- 18 activities of IRC Secretariat has been
increased many folds and with the help of Technical
committees IRC has revised/framed 36 number
of document for adoption & benefit of highway
profession, which is the largest contribution in the
year since its establishment. For this achievement
he appreciated hard & dedicated efforts put forth
by Secretary General, IRC Shri S.K. Nirmal. The
President advocated the need for energy conservation
in terms of construction material and fuel used
in vehicles and he pointed out that this could be
achieved through use of stabilization techniques,
locally available material, and innovation. Further,
he elaborated role of IRC in road research by
setting up Highway Research Board in 1973 and
mechanism of ‘Accreditation’ for prompting usage
of new technology, material, equipment, machinery,
etc in road projects with the help of implementing
agencies.
Congress, the prestigious apex body of Highway
Engineers, has been leaving impressive footprints in
construction and maintenance of roads and highways
in our country ever since its inception in 1934. He
said that the roads are an integral part of the transport
system, they play a significant role in achieving
national development by enhancing mobility, taking
people out of isolation and poverty. He said that
Mizoram is a small and developing State and this
meet will be a boon for Mizoram PWD and the
people of the State. He elaborate that with the
Government of India’s initiative BHARAT MALA, a
real transformation of the country is on the anvil for
which Mizoram will also greatly benefit. Bharatmala
will improve connectivity particularly on economic
corridors. Border areas and far flung areas. In the
end concluding his speech he once again thanked
the Indian Roads Congress for having this meet in
Aizawl.
 Highlights of 215TH Council Meeting

Inaugural Address He mentioned that Prime Minister of India has given

Chief Guest Address by Hon’ble Minister of State for
Road Transport & Highways, Shipping, Chemicals &
Fertilizers, Govt. of India Shri Mansukh Mandaviya
In his speech the Minister of State for Road Transport
& Highways Shri Mansukh Mandaviya appreciated
the role of Indian Roads Congress in the development
Road Sector in the country. He mentioned that
this Govt. has reserved Rs. 7 lakh crore to spent on
Infrastructure Sector and Govt. has targeted to raise
this amount upto Rs.10 lakh crore in the next year.
special attention for the development of the North-
Eastern region of the Country. He further stated that a
package of Rs. 6 thousand crore has been sanctioned
by the Central Govt. to develop 380 km road between
Aizawl to Taipong. Further, he stated that if necessary
that the technology of developed countries can be
adopted. While mentioning the geographical diversity
of the Country he urged engineers to speed up the
work of development by using new technology. He
elaborated that for faster development of the Country
the Centre & State relation should be more cohesive.
Hon’ble Minster said we should have comprehensive
thought to complete the work within the time. He said
that the Central Govt. alone can not make all things
possible but cooperation of those who are involved in
the field of Road Sector is necessary. In the end he
appreciated the Govt. of Mizoram for hosting the 215th
Council Meeting. of the Indian Roads Congress. The
Hon’ble Minister also solicited the cooperation of the
all in the development of the Country.

IRC DOCUMENTS RELEASED DURiNG THE Council Meeting

Release of new/revised IRC Publication during the Inaugural Function of Council Meeting at Aizawl
DOCUMENTS OF IRC RELEASED DUIRNG THE YEAR 2018 AT AIZAWL
1. IRC:99-2018 “Guidelines for Traffic Calming Measures in Rural and Urban Areas” (First Revision)
2. IRC:SP:65-2018 “Guidelines for Design and Construction of Segmental Bridges” (First Revision)
3. IRC:SP:71-2018 “Guidelines for Design and Construction of Precast Pre-Tensioned Girders for Bridges”
(First Revision)
4. IRC:SP:89-2018 Part II: “Guidelines for the Design of Stabilized Pavements”
5. IRC:SP:113-2018 “Guidelines on Flood Disaster Mitigation for Highway Engineers”
6. IRC:SP:114-2018 “Guidelines for Seismic Design for Road Bridges”

INDIAN HIGHWAYS│June 2018 15

 Highlights of 215TH Council Meeting

7. IRC:SP:115-2018 “Guidelines for Design of Integral Bridges”

8. IRC:SP:116-2018 “Guidelines for Design and Installation of Gabion Structure”
9. IRC:83-2018(Part-II) “Standard Specifications and Code of Practice for Road Bridges”,
Section IX – Bearings (Elastomeric Bearings) (Second Revision)
10. IRC:83-2018(Part-III) “Standard Specifications and Code of Practice for Road Bridges”,
Section IX – Bearings, Part III: POT, POT-Cum-PTEE, PIN and Metallic Guide Bearings” (First Revision)

215th Council Meeting of IRC held on 4th May 2018 The Council in its 215th meeting held on 4th May, 2018
transacted the administrative, financial and general
business of the IRC in addition to discussion on
five numbers of documents prepared by various
technical committees of IRC. After detailed
deliberation, Council approved four documents for
their adoption for public benefits. The meeting was
attended by the Council Members, Co-opted Members,
Convenors of Technical Committees of IRC and
Invitees from the Central Government Departments,
NITI Aayog, State PWDs, NHAI, NRRDA, Border
A view of the dais during the 215 Council Meeting
th Roads Organization, IITs, Engineering Colleges,
of IRC at Aizawl Research Institutions and Private Sector.
74 Meeting of Highway Research Board (HRB) Development) & Special Secretary to the Govt. of
th

5th May 2018 India, Ministry of Roads Transport & Highways to

View of dais during HRB Meeting
On 5th May 2018, the 74th Meeting of Highway
Research Board was held under the Chairmanship
of Shri Manoj Kumar, Director General (Road arrangement for success of this Meeting.
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 action plan for year 2018-19.
At the end Council and HRB members appreciated
the painstaking effort put in organizing this Mid-
Term Council Meeting by Public Works Department
Govt. of Mizoram headed by Shri R.T. Vanlatluanga
E-in-C, Mizoram PWD and his dedicated team of
Engineers and IRC Secretariat headed by Shri S.K.
Nirmal, Secretary General and his officers for making

A view of the 215th Council Meeting A view of Audiences during Inaugural Function

16 INDIAN HIGHWAYS│June 2018

 Highlights of 215TH Council Meeting
Cultural Programme
In the evening of 4th May, 2018 Cultural Programme
consisting folk dances and melodious songs, fashion
Glimpes of Cultural programme during 215th Council Meeting at Aizawl
Valedictory Function
The Valedictory Function of the 215th Council
meeting was held on 5th May, 2018 wherein the
Office Bearers of IRC and Council Members
acknowledge the pain stacking efforts for excellent
management and success of Council Meeting
made by the Officers of PWD Mizoram under the
President, IRC presenting memento to
Shri R. Vanlaltluanga, Engineer-in-Chief, PWD Mizoram
show was performed in a very colorful way by the
local artists of Mizoram.
of esteemed guidance of Shri R. Vanlaltlunanga,
Engineer-in-Chief, PWD Mizoram and K.
Lalasawmvela, Chief Engineer (Highways) PWD
Mizoram. As a token of appreciation Mometos were
presented on behalf of IRC to the Officers of PWD
Mizoram.
DG (RD) & SS, MoRT&H presenting memento to
Shri K. Miram Lalsawmvela, Chief Engineer
(Highways), PWD Mizoram
INDIAN HIGHWAYS│June 2018 17
 CSIR-CRRI Training Programme

TITLE OF THE REGULAR PROGRAMMES DATE

PAVEMENT ENGINEERING & MATERIALS
Design, Construction and Quality Control in Flexible Pavements 06-10 Aug. 2018
Design, Construction, Quality Control and Maintenance of Rigid

Rs. 18,000/-Per Participant + 18% gsT

10-14 Sept. 2018
Pavements
Pavement Evaluation Techniques and their applications for Maintenance 29 Oct. - 02 Nov.
and Rehabilitation 2018

Course Fee
GEOTECHNICAL ENGINEERING
Landslide Mitigation and Detailed Project Report (DPR) Preparation 27-29 Aug. 2018
Geotechnical and Landslide Investigations for Highway Projects 07-11 Jan. 2019
BRIDGES ENGINEERING & STRUCTURES
Quality Assurance, Health Assessment and Rehabilitation of Bridges 25-29 June 2018
Design of Bridge Structure and Foundation 08-12 Oct. 2018
TRAFFIC & TRANSPORTATION PLANNING
Planning for Sustainable Transportation System 04-08 Feb. 2019
Traffic Engineering & Road Safety Audit 16-20 July 2018
ROAD DEVELOPMENT PLANNING & MANAGEMENT
26 Nov. - 07 Dec.
International Course on dissemination of HdM-4 2018

Per Participant + 18% gsT

Course Fee Rs. 40,000/-
Highway development and Management, HdM-4 - a Programme Overview :
Pavement maintenance management and Economic evaluation of road projects are disseminated
through this course. above 280 professionals, who have participated before, from India and
abroad have been benefitted from this course.
This course focus on basics of HdM-4 data collection, road deterioration, pavement maintenance
methods simulation models, pavement management, traffic estimation, asset management and
economic evaluation, which are the basic requirements for using HdM-4.
Practical aspect of the programme would be development of operational skill in HdM-4, case
studies through brief presentations, spreadsheet analysis, hands-on, tutorials and one to one
interaction. Model calibration, strategy and program analysis will also be covered. advanced
features in HdM-4 would also be explained and demonstrated during the training programme.

CUSTOMIZED TRAINING PROGRAMMES:

In addition to the above, CSIR-CRRI also organizes customized training programmes as per the
requirements of the Clients. The Institute successfully organised following training programmes
during last year:
Design, Construction and Quality Assurance & Quality Control Aspects for Rigid and Flexible
Pavement under PMGSY
Design, Construction & Maintenance for Flexible Pavements, Quality Control and Quality
Assurance for Roads and Bridges
New Technologies and use of waste plastic and other material for Road Construction
Construction of Cement Concrete Pavements for Low Volume Traffic Roads
Construction and Maintenance of Village Roads under PMGSY
Contract Management and Quality Control Aspects under PMGSY
Bridge Construction and Quality Control Aspects
Road Safety Audit and Other Safety Related Aspects

FOR FURTHER InFORMaTIOn PLEasE COnTaCT :

dr. neelam J. gupta, Principal scientist,

COURSE ORGANISER & HEAD,
Information, Liaison & Training
CSIR - Central Road Research Institute,
P.O. CRRI, Delhi-Mathura Road, New Delhi – 110 025, INDIA
Phone: 91-11-26921939, Fax: 91-11-26845943, 26830480,
E-mail : headilt.crri@gmail.com, headilt.crri@nic.in
http://www.crridom.gov.in/training-events

18 INDIAN HIGHWAYS│June 2018

 Technical Paper
EXCAVATION OF ROHTANG TUNNEL
THROUGH SQUEEZING GROUND - A CASE STUDY
Parikshit Mehra1
1. Genesis
1.1 In 1983, GoI conceived the idea of an all-
weather route from Manali to Leh. However, it was
only in January 1987 that it was decided to go ahead
with an alternate all weather route from Manali to
Leh and Border Roads Organization (BRO) was
tasked to carry out the feasibility study for the same.
In May 1990, BRO engaged Rail India Technical and
Economic Services (RITES) for the feasibility study.
In Dec 1996, RITES suggested a tunnel along road
Manali-Sarchu-Leh route with a tentative length
of 8.80 km starting from Dhundi and connecting
Sissu passing under the Rohtang pass as part of the
realignment. In Nov 2001, post Kargil war, RITES
was asked to prepare a DPR for construction of the
Rohtang tunnel based on their previous study. RITES
submitted the DPR in Dec 2002.
1.2 In Sep 2005, based on the DPR submitted
by the RITES, CCS approval was accorded for
construction of Rohtang Tunnel including approach
roads and ancillary works with planned completion of
the Tunnel in 2013-14.
1.3 As a need was felt to have a detailed and
comprehensive design of tunnel from a qualified
tunnel designer,a design consultant was appointed
by BRO in Feb 2006. The consultant prepared a
detailed design and a tender based on FIDIC norms
based on which tenders were issued for civil works of
the tunnel. The civil work contract was concluded in
Sep, 2009 as per FIDIC norms.
2. Alignment of Tunnel
2.1 The Tunnel is being constructed in the Pir-Panjal
ranges of Himachal Pradesh since Manali-Sarchu-Leh
road remains closed for six months in a year due to
Rohtang Pass being completely snow bound between
Nov and Apr. It will connect Manali to Lahaul & Spiti
1
Lt. Col., Joint Director, (Bridge and Tunnel) Border Roads Organisation New Delhi E-mail: mavarickmehra@gmail.com
Valley throughout the year and will reduce the road
length of Manali-Rohtang Pass-Sarchu-Leh road by
46 kms. Figure below depicts the alignment of the
Rohtang Tunnel juxtaposed with the Manali-Sarchu
road till Lahaul.
3. Geology of Rohtang Tunnel
3.1 Rohtang tunnel project is located within ‘Central
crystalline’ litho-tectonic group of Himalayas. The
regional geological succession at the project site
comprises the Tandi formation, Batal formation,
Salkhala group and the Rohtang Gneiss complex.
The Rohtang tunnel alignment is mainly through
Salkhala group (Precambrian). Main rock types along
the alignment are Phyllites, Quartzites, Mica schist,
Migmatite and Gneiss. Major Geological structures in
the area are Seri Nala fault, Chandra-Kothi structure,
Rohtang Ridge structure, Dhundi structure, Palchan
structure, Palchan fault, Sundar Nagar fault and Main
central thrust fault. The longitudinal cross-section
of the total length of tunnel indicating the main
fault structures with overburden heights is produced
below.
4. Salient Features
4.1 The South Portal of Rohtang Tunnel is located
at a distance of 25 km from Manali at an altitude of
3060 m, while the North Portal of the tunnel is located
near village Teling, Sissu, in Lahaul Valley at an
altitude of 3071 m. Total length of Rohtang Tunnel is
8.802 km. It is horse shoe shaped, single tube bi lane
tunnel with 8.0 m roadway. Drill & Blast technique
for excavation coupled with New Austrian Tunnelling
Method (NATM) philosophy is being used for the
construction of Rohtang Tunnel. On completion, this
would be the longest road tunnel in the world at an
altitude above 3000 m.
INDIAN HIGHWAYS│June 2018 19
 Technical Paper

Fig. 1 Alignment of Rohtang Runnel

Fig. 2 Lognitudinal Cross Section Indicating the Main Fault Structures

Fig. 3 Geo-Reference Model for Rohtang Tunnel

20 INDIAN HIGHWAYS│June 2018

 Technical Paper

5. Uniqueness

Fig. 4 Cross Section : Rohtang Tunnel

5.1 Rohtang tunnel is conceptually unique in of May.
many ways. One of the most unique features is the
8. Encountering Seri Nala Fault
Emergency Egress Tunnel being part of the main tube
Zone
itself thereby adding to the overall cross sectional
area of the opening. This increased cross sectional
area coupled with the young and volatile nature of the
Himalayan geology makes the project a formidable
challenge for a tunnel engineer.
6. Design Outline
6.1 As per the final design submitted by designer
the tunnel alignment consists of seven rock types
based on NGI “Q” system and overburden depths.
Each rock type has a unique support system including
a combination of shotcrete, rock bolts and lattice
girders. Special pre supports in the form of Fore-poling
and Pipe roof Umbrellas have also been proposed for
weaker rock mass.
7. Mobilization & Start of
Excavation
Fig. 5 Alignment of Seri Nallah
7.1 Post a protracted phase of mobilization owing
to requirement of specialized imported machinery, 8.1 After commencement of the work in the second
first blast at South Portal of the Tunnel could be half of 2010, the work from South Portal continued
taken on 29th Aug 2010 and the same at North smoothly till Dec 2011. In Dec 2011 from chain age
Portal was achieved on 4th Oct 2010. The date of 1905 onward quality of rock started deteriorating
completion of civil works was assigned as 1st Feb, leading to a retarded advance rate. Subsequently,
2015 based on anticipated rock type and contractor’s at chain age 1950 the condition at the face became
method statement. The excavation from south portal devoid of any rock and muck along with water started
continues through the year and but the North portal flowing from the face inside the tunnel due to the
is inaccessible for any work between mid Nov to mid weathering caused by Seri Nala under which the

INDIAN HIGHWAYS│June 2018 21

 Technical Paper

tunnel was passing at that time. Heavy inflow of water

at a rate of 60 – 70 liters per seconds was experienced.
This stratum was much worse than the worst rock
class defined in the design statement and hence the
contract.
8.2 As per preliminary studies the Seri Nala
fault was likely to be encountered between Chainage
2200 m to 2800 m. However, the zone was encountered
300 m prior and the geological state was found to be
much worse than predicted.

Fig. 8 Geological Interpretative Section :

CH 1950 M, Seri Nala
8.5 The following years proved to be extremely
challenging as the tunnel experienced numerous muck
and debris flows which included 20 major flows and
numerous cavity formations. The tunnel experienced
severe squeezing with radial convergences reaching
almost a meter at certain instances.

Fig. 6 Fault Encountered at CH 1+905

8.3 At the beginning around the chainage of 1905 m,
the Seri Nala fault zone comprised of a mix Rock
mass of Quartzite Schist on right hand side and faulted
sediments in the form of Angular to Sub Angular
Boulder gravels with pebbles of different rock types
embedded in Silty-Sandy-Clayey material, on the left
hand side.

Fig. 9 Muck Flows & Cavity Formations

Fig. 7 Loose Strata on Full Face at CH 1+950

8.4 However, by the time heading excavation Fig. 10 Excessive Squeezing Leading to
progressed to chainage 1949 m, loose strata along Stoppage of Works
with flowing matter was encountered along the full 8.6 The Contractor, Engineer, Designer and
face of the tunnel. Employer struggled hard to converge to workable

22 INDIAN HIGHWAYS│June 2018

 Technical Paper
solutions to tackle the Seri Nala fault zone. In order
to progress the excavation various techniques were
adopted including Poly-Urethane grouting, Pilot
Tunnels, Side Drift excavations etc.
Fig. 11 Failed Attempts using side Drifts
Fig. 12 Measures Initiated to Progress Excavation
Fig. 13
8.7 Various expert agencies such as, DST, NIRM
Bangalore, CIMFR Nagpur teams visited the tunnel
but, none of the agencies were able to give a viable
proposal for further excavation in the tunnel owing
to the extremely dynamic and progressively poor
geological conditions being experienced.
8.8 In fact, at one instance it was being considered
to realign the Tunnel when a team led by BRO
officials undertook a foot reconnaissance by trekking
on top of the mountain, electronically mapped the
Seri Nala and established that such a diversion would
be counterproductive. This was proven to be a wise
decision later when horizontal drilling confirmed the
findings.
Fig. 14 Reconnaissance Along Seri Nallah on
Top of Mountain
Fig. 15 Horizontal Drilling
Fig. 16 Horizontal Drilling
8.9 In the meantime, the site team kept scientifically
graduating and calibrating the measures being taken.
Finally, after detailed deliberations a workable
methodology was evolved using partial excavation
under a heavy pipe roof umbrella. This was further
reinforced by carefully draining the water from the
face and skillfully diverting the water away from
the excavation area by using horizontally driven
perforated pipes for drainage and intricate grouting
mechanisms.
8.10 Heavy pipe roof umbrellas using 114 mm dia
pipes instead of the initially designed 76 mm dia pipes
were used through a contractual variation. Excavation
sequence was amended with reduced round lengths,
INDIAN HIGHWAYS│June 2018 23
 Technical Paper
1 m x 1 m excavation panels with face support and
a support core maintained behind face. Temporary
inverts were also used to close the support ring and
obviate stress concentrations.
Fig. 17 Partial Excavation with Support Core
Fig. 18 Rock Encountered at CH2 + 462
8.11 Finally, on 3rd Jan 2016 at the chainage of 2462 m
from south portal the heading excavation of Seri Nala fault
zone was successfully tackled after having erected a total of
40 grouted pipe-roof umbrellas of 12-15 m length, most of
which used 114 mm dia pipes. This encompassed a number
of variations from contract provisions and consumed more
than 1200 days as compared to 90 days envisaged in the
contract. This delayed the project duration by almost four
years.
Fig. 19 Progress of Excavation From
8.12 Since 3rd Jan 2016, the excavation at south portal
progressed at a much increased pace. Only in one year more
than 2200 m of heading excavation progress was achieved.
8.13 A graph showing trend of progress of heading
excavation from the south portal duly highlighting the
drop in progress due to the encountered squeezing ground
conditions is produced below.
24 INDIAN HIGHWAYS│June 2018
9. Breakthrough
9.1 After having tackled one of the longest and most
treacherous squeezing ground conditions in the Himalayas,
breakthrough of tunnel was achieved on 15 Oct 2017. The
tunnel is now well out of its challenging phase and poised
for completion.
10. Conclusion
10.1 During the excavation of the tunnel in the Seri
Nala Fault Zone many lessons have been learned. It
has been realized that a fault zone needs to analysed
geomorphologically, mapped in detail, further explored
during construction through horizontal drilling and need to
be approached keeping in mind the science of nuances of
stress development along a deep opening.
10.2 Excavation and support sequence needs to be
managed in a manner that prevents muck flows from the
face and ensures a much reduced convergence around the
tunnel boundary thereby ensuring least development of
yielding/plasticity around the Tunnel openings.
10.3 A few steps which have proven effective in handling
such severely squeezing ground are summarized below:
● Adopting an adequately stiff pre support i.e. a pipe
roof umbrella with grouted pipes.
● Correct excavation sequence with partial excavation
in annular rings with a support core to act as a
buttress.
● Face support with rock bolts.
● Provision of temporary inverts.
● Handling water through perforated pipes inserted
before excavation with the pre-support pipe roof
umbrella.
10.4 In the particular case of Seri Nala, owing to extremely
complex nature of the ground and inadequate design and
contract provisions, the site executives response could
be graduated to the suitable excavation/support approach
relatively slowly with excavation face having to idle
several times. This lead to avoidable delays in the Projects
and finally delaying the Project by more than 3.5 years. It
is suggested that with this documented experience the other
projects in the Himalayas can be best advised to promptly
resort to partial excavation under a pre support system in
case such severe squeezing is envisaged. It is pertinent
that wherever such ground conditions are anticipated the
necessary design and contractual provisions be catered ab
initio.
10.5 This approach based on understanding the mechanics
of a deep underground openings has proven highly effective
for excavation of Rohtang tunnel across one of the most
challenging geology experienced by a highway Tunnel.
Excavation of Rohtang tunnel across the Seri Nallah has
proven that NATM is capable of handling most ground
conditions when coupled with a sound understanding of
rock mechanics.
 Technical Paper

Complexities in Structural Analysis of

Continuous Bridges

S.S. Yadav1

Abstract
The paper deals with complexities of structural analysis which are encountered in continuous bridges. It elaborates
the definition of continuous beam with respect to uplift force, detection and neutralization of uplift force, the force
which is detrimental to performance of continuous bridges. It also describes invisible forces exerted in continuous
bridges with details of their Fixed End Moments needed for analysis of continuous beam under effect of the
invisible forces by Finite Element Methods. It also provides two new strategies to reduce weight of steel bridges,
which can be adopted to bridge the gap, ranging from 60 m to 200 m. Some important general recommendations
have been made which are useful during execution of bridge projects in the field.

1. Introduction Method based analysis and involvement of secondary

In the last century, most of the civil engineers were
busy in construction of simply supported bridges
in order to connect places for accessibility as a
primary need. As the development speed up, there
cropped up a need to create highways to cater to
the industrialization. These highways entailed long
span double lane bridges in challenging terrain
too. In order to restrict expenditure on construction
of bridges, cost of the bridges got the attention of
engineers. Some time bridges ranging in span of
100 m and above are needed to reduce the cost of
high substructure on steep terrain, where flow of river
prohibits the construction of pier within the stream of
river due to high discharge and steep slopes. Under
such circumstances, continuous bridges are adopted
as alternative. The analysis and design of such
continuous bridges are different from that of a simply
supported bridge. Therefore, more guidelines are
needed in IRC codes related to continuous bridges,
like IRC:SP-66. IRC Codes describing guidelines for
design, the word ‘bridges’ has been used in context
of simply supported bridges without any adjective of
word, like simply supported/continuous. Elaborated
guidelines containing flowchart for the analysis and
design for continuous bridges is the need of hour
to reduce complexities in analysis and design of
continuous bridges with respect to Finite Element
forces.
2. Structural Complexities
2.1 Analysis and design of continuous bridges is
different from that of simply supported bridges in
following aspects.
i) Structural Analysis
ii) Loading on Bridges
iii) No of Repetition of Analysis and Design
iv) Effect of Foundation Strata on Super Structure
of Bridge
v) Unusual Roll of Secondary Forces
2.2 Continuous beam is the structural modeling
of a continuous bridge but definition of continuous
beam itself is incomplete. Prevailing notion about
continuous beam is that if the beam is supported
on more than two supports it is a continuous beam.
This knowledge about continuous beam available
in conventional literature of civil engineering is
inadequate. A beam supported on more than two
supports need not to be continuous, as it may
not behave as continuous all the time in real life.
Response of a beam supported on more than two
supports especially on four supports, which is most
frequently adopted configuration for bridges, may
exhibit dual response under different combination of
loadings. It needs to be investigated before adopting

1
SE PWD Uttarakhand, E-mail: contactcsyadav@gmail.com

INDIAN HIGHWAYS│June 2018 25

 Technical Paper
the span arrangement of a continuous bridge.
Continuous bridge can be constructed if beam behave
as continuous beam under all conditions of loading.
Structural parameters, which are needed to decide the
response of beam as continuous or overhang beam,
is reactions due to various combination of loads. The
method which is used to decide the response of beam
as continuous or overhang is named as ‘Negative
Reaction Method’. As per this method, some of the
reactions due to various loads combinations are added
and the sum is adopted as parameter to decide the
behavior of beam. If sum is positive at all supports,
then the beam behaves as continuous beam and if
the sum of reactions due to possible combination of
loads is negative, then it behaves as overhang beam.
Need of sum of reactions for detection of uplift at
supports makes analysis and design of continuous
bridges, as cyclic, which is different from the design
of simply supported bridges. The field engineer must
be familiar with this complexity, so that consultant is
forced to detect and neutralize uplift, before approval
of design, else it may spell trouble for the continuous
bridge in future. Overhang beam’s overhangs can
respond as cantilever beam and cracks may appear
near penultimate supports due to huge cantilever
moments.
2.3 Side span of such bridges are frequently found
small in comparison to mid span at almost all sites
and this natural compulsion aggravates the problem
of uplift and deviate the assumption of beam, as
continuous beam gets converted into overhang
beam, which is dangerous articulation for bridges.
It becomes imperative for designer to neutralize the
uplift under all conditions of loading. It again entails
cyclic analysis and design, in which, heavy segment
of boxes are adopted in side spans to have reaction of
dead load more than negative reaction due to possible
combination of loads specially live load.
2.4 Such conditions occurred in design of Chauras
bridge over river Alaknanda at Srinagar Garhwal
(Uttarakhand) in 2006 , where side spans were fixed
at 40 m each side due to proximity of NH 54 and
mid span was 90 m to avoid the construction of well,
inside huge flow of river Alaknanda, which was prone
to tilt due to boulders and shift due to high flow of
river on steep slope.
2.5 Final designed reactions submitted by
Consultant for design of proposed Chauras bridge
26 INDIAN HIGHWAYS│June 2018
at Srinagar Garhwal (UK), which were accepted are
given below:
Item Abutment Pier Left Pier Right Abutment
Left Right
CH 0m 40 m 130 m 170 m
DL 57.5 T 2171.9 T 2171.9 T 57.7 T
LL -47.9 T -10.4 T -10.4 T -47.9 T
2.6 The above FEM analysis is as per STAAD II
submitted by Consultant in March 2006, for proposed
Srinagar Chauars Bridge. Uplift was detected and
neutralized by deliberately designing heavy box
segments in side spans and ensuring higher Dead
Load reaction 57.5 T against negative reaction due to
Live Load - 47.9 T.
2.7 Preceding table shows that sum of reactions
under adverse combination of loading is positive
hence there is no possibility of dual response of
beam in life time of bridge. This way, detection
and neutralization of uplift is ensured by adopting
Negative Reaction Method.
2.8 In planning stage, rough estimation of moments
& reaction can be made for symmetric 3 span
continuous beam of uniform rigidity, from close form
solutions as given below.
R1 = R4 = w*l*(3 + 6n- n**3)/4*(2 + 3*n)
R 2 = R3 = w*l*(5 + 10*n + 6*n**2 + n**3)/
4*(2 + 3n)
M2 = M3 = w*l**2 *(1 + n**3)/(4*(2 + 3n))
Where,
w = Uniformly Distributed Load
l = Length of equal side span
n = Ratio of Mid Span to Symmetric Side Span
R1 & R4 are side vertical reactions
R2 & R3 are penultimate vertical reactions
M2 & M3 are penultimate bending moments
2.9 This gives rough idea about problem of uplift,
but it is not alternative to actual calculations, as
continuous box girder bridges has variable cross
section and rigidity, whereas, the above solution is
applicable for uniform dead load and uniform flexural
rigidity i.e. EI of beam only.
2.10 The concept is equally applicable to continuous
steel bridges as well. Omission or ignorance of the
structural technique creates a blunder for whole life
and that of irreversible nature, which only keep posing
problem to engineers. In case of steel truss bridges,
 Technical Paper
side deck of RCC is made heavy to have large reactions
due to dead load, to neutralize negative reaction due
to live load to ensure zero uplift at abutments. One
such bridge with uplift exists in Garhwal (UK) over
river Ganga, over which, traffic has been restricted
after doing whatever possible, for strengthening.
3. Invisible Loadings on Continuous
Bridges
3.1 Loading mentioned in IRC is confined to
simply supported bridges. In addition to that, there are
invisible loadings due to Secondary Effect as given
below:
i) Secondary Effect due to Differential Settlements
(DS)
ii) Secondary Effect due to Pre-stressing
iii) Secondary Effect due to Temperature Variation
a) Longitudinal Effect of Temperature
b) Cross Sectional Effect of Temperature
3.2 FEM analysis for loadings mentioned in para. 3.1
has been least discussed in conventional books of
FEM. Effect of Differential Settlement (DS) on super
structure involve assumption of DS at the start and
then assumed value to be cross checked after first
cycle of design, as reactions are available and type of
foundation is decided as per soil conditions of site.
3.3 DS at Each support is used as boundary
condition and it is treated as a separate load case for
analysis. In this way, there would be four load cases
for four supports containing boundary conditions
compatible with DS at different supports. Then the
combinations of severe values of bending moments
(BM) and Shear Forces (SF) are obtained and
considered into design.
Consolidation settlement of foundation is mostly
responsible for differential settlement in continuous
bridges. Consolidation settlement is calculated on the
basis of Compression Index in clays as follows:
Sc = Cc*H*log10 (( Po + Dp)/Po)/(1 + eo)
Where,
Sc = Consolidation Settlement
Cc is compression Index for clay
Estimation of settlement in cohesion less soil may be
made from
S s = H*loge ((Po + DP)/Po)/Cs
Where,
Cs = Constant of Compressibility
Cs = 1.5*Ckd/Po
Ckd = Static Cone Resistance
Po = Initial Pressure
Dp = Change in Pressure due to Foundation Load
eo = Initial Void Ratio
H = Thickness of Cohesive/Cohesionless Soil
The corrected value ‘N’ obtained from SPT test can
also be adopted for calculations of settlement as
per curves provided by IS:8009 (part I), page 17-
clause 9.2.2.1.
3.4 This aspect of settlement of foundation has
impact on design of super structure, which must be
known to field engineers, so that a technically sound
decision can be made with respect to the type of
bridge, which is compatible with soil strata of the
foundation.
3.5 Secondary effect due to pre-stressing needs
special treatment as bending moment diagram of
pre-stress Simply Supported (SS) case, is irregular in
shape, cannot be defined by geometrical curves. First
of all, Fixed End Moments (FEM) to be calculated
by using area and distance of cg of simply supported
pre-stress moments due to pre-stressing for all
elements.
i) Sum of areas of M/EI diagram due to SS BM and
unknown FEMs BM is algebraically summed
and equated to zero and Ist equation is obtained.
ii) Moments of areas of M/EI diagram due SS BM
and unknown FEMs is calculated and equated
to zero and IInd equation is obtained.
This is not needed for loading defined by
geometrical shape, as close form solutions
are already derived from above method and
provided in books of structure engineering.
3.6 On the basis of these two equations Fixed End
Moments due to Pre-stress Loading are calculated.
Details of the procedure are there in ASCE -2000
(a software which provides Automatic Solutions for
Civil Engineering and copyright has been awarded
in name of under signed on 30-11-2017 by Indian
Government for the software).
3.7 Secondary Moments reduce the value of
pre-stress moments hence its analysis in continuous
bridges is essential.
INDIAN HIGHWAYS│June 2018 27
 Technical Paper
3.8 Temperature effect in longitudinal directions
can be obtained from Finite Element Methods, as
fixed end moments available in term of change in
temperature of top and bottom of beam, Coefficient
of expansion of material, depth and EI of beam. Cross
sectional variation in temperature due to large depth
of box girder needs reinforcement near neutral axis
in longitudinal directions, which is otherwise not
needed.
Temperature effect in steel truss bridges is to be
evaluated specially for external continuity due to
support, as it prevent distortion due to temperature in
single curvature.
Ma = – Mb = EI*Dt*Alf/Ht = EI/R
Where,
EI = is Flexural Rigidity of beam
D t = Difference In Temperature
Alf = Coefficient of Thermal Expansion of Material
H t = Depth of Beam
R = Radius of Curvature of Bended Beam Span
As temperature variation is limited to adjoining area
of top and bottom faces of box girder, hence
Theta obtained from temperature analysis is used to
calculate R as below:
R = 2*Theta/L
Where,
Theta is as defined in para 3.9.
L = Length of Span under Consideration
Thus Fixed End Moments due to Temperature stresses
are calculated for all spans/elements and used as input
in longitudinal Analysis and effect of temperature
stresses is calculated in longitudinal direction.
Effect of these temperature stresses have been
incorporated in ASCE -2000.
3.9 Temperature effect in cross direction due to
linear temperature gradient exerts tensile stresses near
neutral axis hence extra longitudinal reinforcement is
calculated to prevent tensile stresses obtained from
cross sectional analysis of stress due to temperature
gradient as specified in related IRC-code.
Algebraic Sum of Forces due to Initial Top fibre strain,
temperature strain and bending strain at any depth of a
section must be zero. Moment of the forces about any
28 INDIAN HIGHWAYS│June 2018
axis along depth also must be zero. Resultant strain is
function of two unknowns initial strain at top and final
bending slope. These two variables can be calculated
for above concept. Reference 3 can be referred for
details.
Mathematically it can be written as:
Sum (A*E*(eo-y*theta-alf*t)) = 0
Sum (A*E*(eo-y*theta-alf*t))*y = 0
Where,
A = Area at depth y from top of cross section
E = Elastic Modulus
y = Depth from top of beam in downward direction
alf = Thermal Expansion Coefficient
t = Temperature at depth y
eo = Intial Top fibre Strain(Unknown)
theta = Final slope of bending of section (Unknown)
Thus stress at any depth y
St = A*E(eo-y*theta-alf*t)
3.10 Temperature exerts axial force in member of
trusses due to temperature residual strain in members,
in all type of trusses, internally determinant or in-
determinant, but axial forces due to temperature are
almost within 10% of axial forces due to Deal Load
+Live Load. Permissible stresses allowed in case of
secondary loads like wind and temperature are 20%
more than permissible stresses in case of permanent
loading, hence its effect needs no additional provision
in design of trusses.
3.11 There is another restrain by which axial forces
due to temperature are induced i.e. External in-
determinacy which prevents the truss to have single
curvature shape, due to presence of more than two
supports. The effect needs to be accounted in design
if steel truss bridge is continuous.
If adoption of Continuous Pre-stress Box Girder
Bridge is not possible, as per complexities discussed
above, then attempt must be made for continuous steel
truss bridge with concrete deck around 35 cm thick on
side spans and steel deck on mid span. If there is site,
suitable for single large span, then Simply Supported
Deck Type Truss bridge with Ribbed Steel Deck is
another alternative to long span double lane bridges,
as weight of RCC deck is reduced by replacing
it with light steel deck, which also strengthen the
compression members by shifting neutral axis towards
top of bridge.
 Technical Paper

3.12 The details of reactions obtained for 40 m weighing 450 kg/m2 are as below.
+ 110 m + 40 m = 190 m K-type steel truss bridge The result are based on automatic analysis and design
by providing 30 cm side RCC deck and steel deck of steel truss bridge by ASCE-2000.
Detail of Truss Load + Other Dead Load Reactions
Support No. Reaction due to Truss Load (T) Reaction due other Deal Loads(T)
1 - 5.02 35.47
2 151.51 332.68
3 133.29 227.85
4 -5.81 38.26
Detail of Live Load Reactions of Wheel & Tracked Loading
Support No. Class A Double Loading (Wh) T Class AA Single Loading (Tr) T
1 -36.84 62.18 - 22.97 61.84
2 - 3.54 187.22 - 3.54 94.79
3 - 3.25 182.69 - 3.25 93.52
4 -34.04 60.63 -21.38 60.59

Support No. Total Reaction Due to DL+ LL Reaction at Four Supports T

1 92.29
2 478.98
3 454.66
4 93.04

3.13 Maximum negative reaction by live load class 4. General Recommendations

A double loading i.e. -36.84 T , which is more than
sum of total deal load reaction 35.47-5.02 = 30.45 T.
Therefore, the thickness of slab can be adopted
40 cm or slab length can be extended beyond bridge,
as approach slab to prevent uplifting of truss.
Three alternative to long span bridges has been shown
in Sheet no. 1, Sheet no. 2 and Sheet no 3.
i) Pre-Stress Continuous Box Girders Bridge
(100 m to 200 m)
ii) Continuous Steel Truss Bridge (Side RCC
Deck + Mid Steel Deck) (100 to 200 m)
iii) Simply Supported Steel Truss with Integrated
Ribbed Steel Deck (around 100 m)
As young's modulus of ropes is around half of that
of steel, which are used in long span cable stayed/
suspension bridges, thus these type of bridges are
economical and appropriate in between span of 60 m
to 200 m.
These are economical optimized solutions which
can be adopted after paying due technical attention.
Solutions can be obtained in ASCE-2000 too.
4.1 Some more guidelines need to be issued
by the IRC for proper technical decision related
to continuous bridges, so that consultant may not
succeed in imposing output of software without its
authentic cross checking.
i) If the soil strata is different at different supports,
then continuous bridges may be avoided and
simply supported truss with ribbed steel deck
can be another solution.
ii) Detection and neutralization of uplift should
be mandatory before approval of design on
the basis of “Negative Reaction Method” as
proposed above. Any other method, if available,
can also be used.
iii) Cross Checking of all assumed parameters in
cyclic design of continuous bridges should
be mandatory in IInd cycle of design so that
possibility of wrong input in analysis & design
can be eliminated.

INDIAN HIGHWAYS│June 2018 29

 Technical Paper
iv) Minimum two cycles of analysis and design of
pre-stress continuous box girder bridges should
be made mandatory.
v) Minimum three cycles of analysis and design
should be there for design of all type of steel
truss bridges, as weight of steel truss is an
assumed value and create significant impact on
overall weight of bridges.
vi) Ground erection of steel truss bridges should
done under video grapy, as it is the reason
for failure of many bridges due to enlarging
holes by gas cutters by contractor during field
erection, in case of lack of fit ,which arose due
to bypassing ground erection and improper
fabrication.
vii) Use of rivets of inappropriate diameter is
another source of error in steel trusses. Hence
it is to be calculated as per thickness of plate to
avoid wastage of area of tension members.
viii) Truss member to be free from all kind of
loading except axial loading as additional load
due to bending may cripple the compression
members.
ix) Keeping industrialization in mind and crisis of
sand and stone, used as construction material,
no bridge for class B should be designed. A
least class A multiple loading for design of
bridges must be adopted, as many bridges failed
in Uttarakhand alone, due to overloaded trucks
carting ballast weighing 20Ts.
x) Filling inside abutments is to be dully specified,
as earth and boulders, as many engineers
recommend plum concrete as filling material
which is sheer wastage of resources.
xi) Bridges span are decided on the basis of
discharge of river, but in case of rivers on steep
slopes, the length of waterway becomes very
important with respect to scouring around piers,
hence all piers and abutments can be connected
with a level wall below river bed flush with
river bed, having more width than piers so that
the designed water way is made available for
flow of discharge and scouring near piers is
avoided. Collapse of Gola bridge in Haldwani
(UK ) constructed by UPSBC due to scouring
30 INDIAN HIGHWAYS│June 2018
caused by concentrated flow of river, is one
of the examples. Mining in reach of 200 m
upstream and downstream of bridge is highly
detrimental to life of bridges.
5. Acknowledgements
5.1 Thanks are due to PWD UK for providing
me opportunity to have first hand information and
experience of field problems demanding technical
solutions in form of technical software, in capacity
of EE and SE in PWD and solution to these
engineering problem have been prepared in form of
a software ASCE-2000, which provides following
solutions.
i. Engineering Drawings like Auto CAD on
independent vector graphics format other than
auto CAD.
ii. Engineering Designs based on graphics like
CPM, Sewer Network, Automatic Contouring,
Automatic Estimation of Buildings, Line of
Transmission Towers etc.
iii. Automatic RCC and Steel design of Sections.
iv. FEM analysis and design of Multistoried
Buildings and Bridges (Pre-stress and Steel
Trusses, Cable stayed, Suspension Bridges),
Trusses, Design of transmission towers
Microwave Towers etc.
v. Automatic accounting like cash book for
public accounting system used in engineering
Departments.
5.2 Thanks are due to Mr. M.P.S. Verma SE PWD
(UK) for providing support to confirm proposed
technical concepts time to time. Thanks are due to Mr.
H.K. Upreti, HOD PWD UK for recognizing problem
in design of bridges.
References
1. Software ASCE-2000 (Automatic Solution for Civil
Engineering).
2. Matrix Analysis of Framed Structures by Weaver and
Gere.
3. Concrete Bridges Practice by Dr. V. K. Raina.
4. Software for interactive Analysis and Design
of Continuous Prestress Box Girder Bridges by
S.S. Yadav. IRC Vol 59-2 Feb 1998.
 Technical Paper

Analysis of CREEP and Recovery for Modified Binders

Nikhil Saboo1 Praveen Kumar2

Abstract
The aim of this work was to characterize the creep and recovery of conventional (VG 10) and polymer
(EVA, SBS) modified binder for different stress levels at a temperature of 60ºC. Creep and recovery test on
binders were conducted using dynamic shear rheometer at five different stress levels, viz. 25, 100, 1000, 10000 and
30000 Pa. The percent creep recovery and non-recoverable creep compliance were analyzed explicitly. Burger’s
four element model was used to fit the creep and recovery data, and the model parameters were studied.
It was found that modified binders performed considerably well than the conventional base binder. Modified
binders showed delayed elastic response which depleted with increase in stress levels. SBS modified binder was
least susceptible to change in stress amplitude, while EVA was found to be highly rut resistant. Burger’s model gave
excellent fit with the creep and recovery data, both in the linear and nonlinear viscoelastic range of stress levels.

1. Introduction Table 1 Specification for maximum Jnr at

different Traffic Level
Surfaced roads in India are predominantly constructed
using bituminous binders[1]. Rutting is one of the Type of Grade Jnr, 3.2 kPa, JnR, diff %, max
major distresses in most of the pavement sections kPa-1 Maximum
in the country. To counteract such problems, use of S 4
modified binders is slowly finding its importance in H 2
pavement construction. Rutting parameter G*/sinδ, 75
V 1
as given in Superpave testing protocol of binders
E 0.5
has been questioned and found inappropriate for
modified binders[2]–[5]. Bitumen in operating condition Note: S-Slow; H-Heavy; V-Very heavy; E-Extremely
heavy
is exposed to large stresses which is mainly out of
the linear viscoelastic regime of the binder[2], [6]. Table 2 Specification for minimum % recovery for
different Jnr
Multiple Stress Creep and Recovery (MSCR) was
introduced further as an actual representation of Jnr, 3.2 kPa, kPa-1 Minimum % Recovery
rutting phenomena and was found to correlate well 2.0-1.01 30
with field performance of the mix[4], [5], [7], [7], [8]. The test 1.0-0.51 35
requires conducting creep and recovery on binders at
0.5-0.251 45
two stress levels, viz. 0.1 and 3.2 kPa (assuming it to
be out of the linear viscoelastic region) and evaluating 0.25-0.125 50
the percent recovery and the non-recoverable creep The linear viscoelastic range for a particular binder is
compliance JnR (γ/σ)[9]. The test temperature depends a function of the type and stiffness of binder and may
on the Superpave high temperature grade of the binder. vary significantly for different binders[10]. Moreover, it
Tables 1 and 2 present the desired specification may be more appropriate to evaluate the performance
values for different traffic conditions as outlined by of the binder depending on the in-service temperature
the Asphalt Institute (AI). most common in the area of interest. The study
1
Research Scholar, Dept., of Civil Engineering, IIT Roorkee, E-mail: niks.iitkgp88@gmail.com
2
Professor & Coordinator, Transportation Engg., Group, Dept., of Civil Engineering, IIT Roorkee, E-mail: pkaerfce@iitr.ac.in

INDIAN HIGHWAYS│June 2018 31

 Technical Paper
appraises the rutting performance of three different
binders (conventional and polymer modified), with
respect to creep and recovery testing at five different
stress levels (25, 100, 1000, 10000, 30000 Pa), at a
temperature of 60ºC (average maximum temperature
in most parts of the country). The linear and nonlinear
viscoelastic range is studied for all the binders and the
rutting performance is being evaluated. Further, the
study aims at judging the suitability of Burger four
element model in fitting the creep and recovery test
data at different stress levels. The parameters of the
models are analyzed explicitly.
2. Materials
Bitumen of viscosity grade 10 (VG10) was used as the
base binder. It was being modified with SBS and EVA at
various percent of modification level. An earlier study
Table 3 Consistency Properties of Binders used in the Study
Binder Penetration Softening Point Storage Stability, Δ Soft.
(dmm) (ºC)
VG 10 82 46
SBS 3% 62 55
EVA 5% 55 63
3. Experimental
3.1 Multiple Stress Creep and Recovery (MSCR)
Test
Multiple Stress Creep and Recovery (MSCR) test was
conducted using Anton Paar dynamic shear rheometer
operated in constant stress mode. The temperature
was chosen to be 60ºC, which is considered to be the
average maximum temperature in Indian highways.
The test was done using 25 mm sample geometry
using 1 mm gap between the spindle and the base
plate. Samples were prepared using silicon mold
method (alternative 2 of AASHTO standard, 1994).
The temperature was allowed to equilibrate for
30 minutes before starting the test.
Creep loading was given for 1 second following
9 second of rest period. Ten cycles were run at
each stress amplitude considered. Stress was varied
from 25 to 30000 Pa, viz. 25, 100, 1000, 10000 and
30000 Pa. 30000 Pa was the maximum stress
amplitude which could be generated by the DSR.
10 data points were recorded for the creep loading
of 1 second, while 20 data points were appropriated
for the recovery phase. Fig. 1 shows the general plot
obtained for a viscoelastic material.
The purpose of choosing different stress amplitude
was to determine the linear viscoelastic region for
32 INDIAN HIGHWAYS│June 2018
done by the authors found that the interlocked phase of
polymer with the base binder could be obtained using
3% SBS and 5% EVA. Higher percentage yielded
binder which were susceptible to phase separation.
Also, using lower percentage was not able to optimize
the properties of the base binder, which resulted in
uneconomical blend. So for comparison only 3% SBS
and 5% EVA was considered in the study.
The authors also studied the optimum blending
requirement for both the polymers. Following the
study, SBS was modified at a temperature of 180ºC,
using a high shear mixture operated at 1500 rpm for
60 minutes. EVA, on the other hand was modified at
190ºC, at a shear rate of 600 rpm for 30 minutes.
Consistency properties of the base and polymer
modified binder is presented in Table 3 below.
Viscosity @ 60 ℃ Penetration
Point, ºC (Pa.s) Index
- 258 -1.07
1.5 2120 0.52
1.3 6120 1.86
all the binders considered. Research have shown that
the strain in bitumen can be about 50 to 100 times
higher than the bulk strain of bituminous mixture[6].
So higher stresses are induced in bitumen in actual
field condition, shifting the behavior of bitumen in
the nonlinear regime. So, judging the performance
in the nonlinear domain could be more accurate
to characterize the performance of the binder in
operating conditions.
Fig. 1 General Representation of Creep and
Recovery Test
3.1.1 Linear viscoelastic domain
A viscoelastic material is said to be linear, if the
strength parameter evaluated is a function of only the
time and temperature and independent of the applied
strain/stress. Non recoverable creep compliance, JnR,
 Technical Paper
is one such strength parameter characterizing creep
and recovery. If the material is to behave in the linear
region, JnR should remain constant with varying
stress amplitude at a constant temperature. Deviation
from this behavior would indicate shift towards
nonlinearity.
The creep data of the studied binders were used to
determine the stress at which the materials behavior
run out of linearity. The creep compliance obtained
was plotted with respect to the stress amplitudes for all
the three binders. For linearity, the creep compliance
should remain identical irrespective of the level of
stress. 5th cycle was chosen for plotting the curve for
all the three binders.
3.1.2 Calculations
The following calculations were made for analyzing
the results obtained from the MSCR test. The
calculations were made corresponding to each creep
and recovery cycle (N = 1 to 10) and for all the binders
considered in the study.
The value of the creep strain at the end of each creep
cycle was recorded, denoted by ε1. The value of the
strain after recovery was also noted down, symbolized
as εc. The percent recovery (εr) for each cycle was
further calculated as:
εr(τi, N) = [(ε1 – εc)/ε1].100 ... (1.1)
Where,
1<i<5
25Pa < τ < 30,000Pa
1 < N < 10
The average percent recovery was calculated at all the
stress levels as:
R(τi) = sum(εr)/10, for N = 1 to 10 ... (1.2)
The non-recoverable creep compliance was also
recorded at each stress amplitude and for 10 loading
and unloading cycles, designated by JnR.
JnR (τi, N) = εc/τ ... (1.3)
The average JnR was further calculated for at each
stress level
JnRavg, (τi) = JnR (τi)/10 ... (1.4)
The percent recovery (R), is an indication of the elastic
response of the binder when subjected to repeated
wheel loads. Higher recovery is desired at higher
stress level and temperature for proper resistance to
rutting induced. Moreover, JnR should be low enough,
as it is a parameter defining the unrecoverable
deformation of the viscoelastic binder after the load
is being removed.
3.2 Burgers Four Element Model
Among the various models used for predicting creep
and recovery behavior of polymers, Burgers four
element model is one of the most efficient way to
represent such processes. Burgers model consist
of four mechanical components as shown below in
Fig. 2. It consists of two basic elements (Maxwell
fluid and Kelvin Solid) arranged in series with each
other.
Fig. 2 Burgers Model
For creep and recovery loading the strain response
can be written as follows:
... (1.5)
for creep phase, and
 ... (1.6)
for recovery phase, considering that the load is
removed at t = τ.
EM, ηM, EK, and ηK are the model parameters. The
creep and recovery of all the three binders were fitted
with the help of this model and the model parameters
obtained, were analyzed.
4. Results and Analysis
4.1 Linear Viscoelastic Range
The value of creep compliance Jnr versus stress was
plotted for all the three binders as can be seen in
Fig. 3. It can be seen from figure below that the value
of Jn remains unaltered till a stress magnitude of
1000 Pa for all the three binders. The curve
deviates further, increasing the magnitude of creep
compliance at higher stress amplitude. So 1000 kPa
can be considered as the limiting threshold for
linear viscoelastic behavior. The change in slope of
the curve is highest for VG 10 and is minimum for
INDIAN HIGHWAYS│June 2018 33
 Technical Paper

SBS 3% PMB. This indicates that the base binder

VG 10 is highly susceptible to change in stress
magnitude followed by EVA 5% and the least for
SBS 3%.

Fig. 4(c)

Fig. 3 Linear Viscoelastic (LVE) Range

4.2 Creep and Recovery

As can be seen from the strain versus time graph
below (Fig. 4, a-i) for all the binders, that SBS 3%
and EVA 5% showed delayed elastic behavior mainly
in the linear region of the stress. For higher amplitude
of stress (>100 Pa), the delayed elastic behavior
minimizes. This phenomena is more prominent for
EVA 5% modified binder. SBS 3%, though showing
higher strain than EVA, still retains some of the Fig. 4(d)
delayed elastic response even in the nonlinear regime
of stress magnitude.

Fig. 4(e)
Fig. 4(a)

Fig. 4(b) Fig. 4(f)

34 INDIAN HIGHWAYS│June 2018

 Technical Paper
Fig. 4(g)
Fig. 4(i)
Fig. 4 Creep and Recovery Plot of 5th Cycle for different Binders
Table 4 represents the values of percent recovery (R),
and the non-recoverable creep compliance (JnR)
values for the 10 cycles of testing protocol for all
the three binders considered in the study. In the
table, the negative values of % recovery obtained
for VG 10, even at lower stress amplitudes indicate
plastic flow of the binder at 60ºC. It undergoes
deformation even after the removal of stress, which
is a typical liquid behavior. For all the binders the %
recovery decreases with increase in loading cycles.
This is attributable to the accumulation of stress at
each loading cycles, which reduces the tendency of
material to rebound. The rest period of 9 seconds may
be too low for the binders (PMB’s) to completely
dissipate the energy after each creep cycle. EVA 5%
showed the highest percent recovery, followed by
SBS. This behavior was more dominant at stresses
below the linear viscoelastic region as discussed
Fig. 4(h)
above. EVA, due to the three dimensional tough
network cannot be strained below a certain limit and
hence has a poor recovery for higher strain levels as
compared to lower strain magnitudes. SBS on the
other hand, could recover more, even at higher stress
levels, due to high elastic network formed by the
elastomer.
Table 5 presents the average value of JnR and percent
recovery for the binders considered. Fig. 5 represents
the average JnR value plotted against different type of
binders. In the abscissa point 1, 2 and 3 represents
VG 10, SBS 3% and EVA 5% respectively. The change
in magnitude of JnR is comparatively stable for SBS,
but EVA showed the least value. Hence EVA could be
highly rut resistant at high temperature areas, whereas
VG 10 will start flowing making the pavement
plastic.
INDIAN HIGHWAYS│June 2018 35
 Technical Paper
Table 4 Non-Recoverable Creep Compliance and Percent Recovery for 10 Cycles

Table 5 Average % Recovery and JnR at different Stress Levels

4.3 Burgers Model Fit

Fig. 5 Variation of JnR for different Binders at three
different Stress Levels
The creep and recovery test data showed excellent fit
with the Burgers four element model, with different
model parameters for each binder and stress levels.
As an example the model fit for EVA 5% is shown
through Fig. 6 (a-b) at two different stress levels. The
model parameters obtained for all the binders at three
stress levels are shown in Table 6. The parameter EM,
which is a replica of the glassy modulus of the binder
was found to be same for all the binders irrespective
of the stress level. The value comes out to be 107 Pa
for all the binders and is in good agreement with the

36 INDIAN HIGHWAYS│June 2018

 Technical Paper

values given by other researchers. The value of ηM,
plays the most crucial role in determining the rutting
resistance of the binder. The value is lowest for
VG 10 and decreases with increase in stress levels
for all the binders. It was found that though the value
ηM was highest for EVA 5% at all the stress levels,
still the reduction in ηM with increase in stress level
was lowest for SBS 3%. Hence, SBS PMB will serve
better with respect to changes in stress levels, which
may be due to the elasticity imparted by the polymer
to the base bitumen. The values of the parameter
EK and ηK, were found to increase with increase in
stress and attains a constant value as the recovery
potential of binder ceases. This can be seen for
PMB’s as the stress levels gradually increases. It was
concluded that Burger model can be used appreciably
for modelling the creep and recovery behavior of
both base and polymer modified bitumen at any stress
levels. Also the parameter ηM serves in agreement
with the unrecoverable creep compliance value, and
can be used to judge the rutting resistance of the
binder.

(a) (b)
Fig 6 Burger Model fill for EVA 5% at Two different Stress Levels

Table 6 Burger model parameters obtained for all the Newtonian liquids at the test temperature of 60ºC.
binders at different stress amplitudes JnR value was found to be lowest for EVA 5%, making
Model Stress Levels (Pa) it the most rut resistant binder as compared to SBS 3%
Binder Parameters and VG 10. The rate of reduction in percent recovery
1000 10000 30000
EM (Pa) 10 7
10 7
107 was found to be lowest for SBS 3%, which indicated
ηM (Pa.s) 350 310 135
its potential for delayed elastic response. SBS 3%
VG 10 was also found to be least susceptible to change in
EK (Pa) 10000 13000 15000
stress values. It could be hence used at locations
ηK (Pa.s) 15000 18000 20000
where high variations of stresses are critical. The
EM (Pa) 10 7
10 7
107
four parameter Burger model showed excellent fit for
ηM (Pa.s) 1700 1500 1100
SBS-3% the creep and recovery data of all the binders and at
EK (Pa) 6000 15000 15000
all the stress levels. It can thus be successfully used
ηK (Pa.s) 10000 23000 20000
for modelling the creep and response of different
EM (Pa) 10 7
10 7
107 types of bitumen in both linear and nonlinear region.
ηM (Pa.s) 7500 6300 1800 The model parameter ηM was found to be in good
EVA-5%
EK (Pa) 12000 17000 30000 agreement with the unrecoverable creep compliance
ηK (Pa.s) 18000 15000 20000 JnR and could be used to characterize the permanent
5. Conclusions deformation behavior of binders.
Behavior of three binders, VG 10, SBS 3% and References
EVA 5% were studied with respect to their creep and 1. P.S. Kandhal and M. Dhir, “Use of Modified
recovery behavior. 1000 Pa was found to be threshold Bituminous Binders in India: Current Imperatives,”
of linear viscoelastic behavior for all the binders. vol. 72–3, 2011.
Percent recovery of all the binders decreased with 2. R. Delgadillo, H. U. Bahia, and R. Lakes, “A
increase in stress level and also with the number Nonlinear Constitutive Relationship for Asphalt
of cycles. For VG 10 the negative percent recovery Binders,” Mater. Struct., vol. 45, no. 3, pp. 457–473,
obtained indicated plastic flow behavior similar to Mar. 2012.

INDIAN HIGHWAYS│June 2018 37

 Technical Paper
3. P. Shirodkar, Y. Mehta, A. Nolan, K. Dahm, R.
Dusseau, and L. McCarthy, “Characterization of
Creep and Recovery Curve of Polymer Modified
Binder,” Constr. Build. Mater., vol. 34, pp. 504–511,
Sep. 2012.
4. C. Wang and J. Zhang, “Evaluation of Rutting
Parameters of Asphalt Binder Based on Rheological
Test,” Int. J. Eng. Technol., vol. 6, no. 1, pp. 30–33,
2014.
5. S.E. Zoorob, J.P. Castro-Gomes, L.A. Pereira
Oliveira, and J. O’Connell, “Investigating the Multiple
Stress Creep Recovery Bitumen Characterisation
Test,” Constr. Build. Mater., vol. 30, pp. 734–745,
May 2012.
6. H.U. Bahia, H. Zhai, K. Bonnetti, and S. Kose,
“Non-Linear Viscoelastic and Fatigue Properties of
Asphalt Binders,” J. Assoc. Asph. Paving Technol.,
vol. 68, pp. 1–34, 1999.
7. Z. Vlachovicova, C. Wekumbura, J. Stastna, and L.
Zanzotto, “Creep Characteristics of Asphalt Modified
by Radial Styrene–Butadiene–Styrene Copolymer,”
Constr. Build. Mater., vol. 21, no. 3, pp. 567–577,
Mar. 2007.
8. M. Elnasri, N. Thom, and G. Airey, “Experimental
Study of Binder-Filler Interaction using the Modified
Multiple Stress–Strain Creep Recovery Test,” Transp.
Res. Arena Paris, 2014.
9. ASTM D7045, 10a, “Test Method for Multiple Stress
Creep and Recovery (MSCR) of Asphalt Binder Using
a Dynamic Shear Rheometer,” ASTM International,
2010.
10. G.D. Airey, B. Rahimzadeh, and A.C. Collop,
“Viscoelastic Linearity Limits for Bituminous
Materials,” Mater. Struct., vol. 36, no. 10,
pp. 643–647, 2003.

IRC Technical Committee Meetings Schedule for June, 2018

Date Day Time Venue Name of Committee Meeting

01-06-18 Friday 11.00 AM IRC, R.K.P IMRA Committee
Road Maintenance and Asset Management
02-06-18 Saturday 3.00 PM IRC, R.K.P
Committee (H-6)
Bearings, Joints and Appurtenances Committee
09-06-18 Saturday 11.00 AM IRC, R.K.P
(B-6)
Specialized Bridge Structures including
16-06-18 Saturday 11.00 AM IRC, R.K.P
Sealinks Committee (B-9)

General Design Features (Bridges and Grade

23-06-18 Saturday 11.00 AM IRC, R.K.P
Separated Structures) Committee (B-1)

Concrete (Plain, Reinforced and Pre-Stressed)

29-06-18 Friday 11.00 AM IRC, R.K.P
Structures Committee (B-4)

38 INDIAN HIGHWAYS│June 2018

 Technical Paper
STRAIN SOFTENING IN CONCRETE AND PRE-STRESSED CONCRETE
GIRDERS – AN IMPORTANT ASPECT
G.P. Saha1
1. Introduction
When the bridge is several decade old the phenomena
of reduction of strength of concrete is noticed in the
tensile zone of bridge girders, this aspect is because
of strain softening. Engineers were found to make
various comments on this reduction. In this paper
such aspects have been dealt with in relation to
concrete bridges. The various ideas of engineers on
this reduction are also dealt with.
1.1 The strain hardening in Compression zone
and Strain Softening in Tension Zone due to
fatigue
The extensive fatigue tests on pre-stressed concrete
beams were carried out at the University of Leeds,
England. The result and finding of this work has been
published in Journal, Magazine of Concrete Research1
of England.
Many text books on Concrete Technology published
from England and America included this work. One
such book is Concrete Technology by D.F. Orchards2.
The journal “The New Scientist” which publishes
only the inventions on any subject in the World also
published an article on this work3.
As reported these fatigue tests were conducted
using the excellent fatigue testing machine “LOSEN
HAUSENWEREG” installed at the George East
Laboratory of the University of Leeds under the
guidance of great Professors, Prof. RH Evans and
Prof. F. Sawko.
After testing of beams subjected to fatigue it was
concluded that the position of neutral axis was raised
indicating that there was a hardening of the concrete
in the compression zone and a softening in the tension
zone. The softening of concrete in the tension zone
1
Executive Director, Construma Consultancy Private Limited, Mumbai, E-mail: gpsaha@construma.in
was demonstrated by testing of beams having two
ducts for pre-stressing wires one near the bottom of
the beam and the other near the top. After fatiguing
of 2 million cycles the pre-stressing wires were put
in the top ducts and the beam reversed so that the
part of the beam previously in the tension zone was
then in the compression zone. It was found that the
beam then failed at a lower load than normal. Despite
this softening in the concrete in the tension zone it
was found that after fatigue the beam was stiffer at
high loads and the ultimate deflections were smaller.
As the range of fluctuating load was increased, the
static ultimate load after fatiguing increased up to just
over ten percent above normal without fatiguing. This
occurred when the maximum load during fatiguing
was about thirty percent of the static ultimate. When
this ratio was increased to over fifty-five percent,
there was a progressive drop in the ultimate strength
of the beam.
2. Strain Hardening
On the basis of extensive tests carried out on pre-
stressed concrete beams and RCC slab bridges it was
developed that:
When a concrete member is subjected to a cyclic load
not greater than 50 to 60% of ultimate stresses, as
maximum with a minimum stress of 5% of ultimate,
both the ultimate load and elasticity of concrete
improved.
3. Strain Softening
Although the property of strain softening in concrete
beams subjected to fatigue loading was made known
50 years back but some engineers interpreted this
substantial reduction of strength of concrete obtained
from core test in their own way.
INDIAN HIGHWAYS│June 2018 39
 Technical Paper
The reduction in the strength of concrete is usually
noticed when concrete cores were taken in the tension
zone of concrete at the time of repair and rehabilitation
of old pre-stressed concrete bridges.
Case studies of some bridges done recently are stated
below:
i) Phagwara Bridge in Punjab
This bridge was constructed in late fifties. The
bridge has 8 spans and each span consists of
seven post-tensioned pre-stressed concrete
girders, pre-cast placed side by side and cross
pre-stressed. Some distress was noticed in the
form of cracks in the pre-stressed girders and
also failure of transverse pre-stress in the deck
slab.
Extensive core tests were carried out of the
concrete in the bottom zone of girder.
After seeing the compressive strength of
concrete of 17 to 20 Mpa by core test some
engineers dealing with the repair project
doubted the correctness of the tests and the
results reported by the NDT contractor. When
the NDT was done at site, it was winter with
biting cold. Their comment was that in such
severe cold the NDT workmen did not take
sample for core test; properly, hence such wrong
results were found. Since this is a pre-stressed
concrete structure, the concrete strength must
have been M35.
ii) Borim Bridge in Goa
In Borim Bridge in Goa the compressive stress
was reported as 20 MPa to 24 Mpa as against
the design compressive strength of concrete of
42.5 Mpa. Here also the engineer dealing with
the project commented that lesser quantity of
cement must had been used during construction
otherwise such a low strength could never
happen in a pre-stressed concrete bridge.
iii) Don Bridge in Karnataka
This bridge has 4 girders in each span post-
tensioned pre-stressed and constructed in early
sixties. The girders were placed side by side
and cross pre-stressed. There was no separate
deck slab on top.
In the bottom part of the girders a lot of cracks
developed.
As a part of the NDT, extensive concrete cores
were taken in the bottom zone of the girders.
Tests showed the strength was nearly half which
as usual confused the concerned engineers. It
40 INDIAN HIGHWAYS│June 2018
therefore becomes evident that strain softening
always takes places in the tension zone due to
the action of fatigue of concrete.
4. EFFECT OF STRAIN SOFTENING IN
VARIOUS TYPES OF BRIDGES
i) Simply Supported Bridge
The three bridges described above are simply
supported bridges.
Strain Softening causes the following effects:
Reduces both the compressive strength and the
tensile strength of concrete in the tensile zone of
the beam/girder. Thus the Modulus of Rupture
of concrete and also the Modulus of Elasticity
of concrete in the tensile zone are reduced. This
effect causes higher loss of pre-stress. Because
of these two effects, cracks develop in the
bottom of girder in a simply supported girder
bridge.
ii) Cantilever construction with Central Hinge:
In a cantilever construction bridge with central
hinge the tensile zone is at the top which is
prevalent in the deck slab and in part of webs.
This tensile area being large compared with
the compression zone, albeit the section is pre-
stressed in the tension zone but due to the action
of dead load and the super-imposed dead load the
top is under tension – Dead load causes constant
tension but super-imposed live load causes
fluctuating effect. The pre-stress is subjected
to loss initially due to shrinkage and creep of
concrete and subsequently progressively due to
strain softening of concrete.
Experimentally during fatigue test of pre-
stressed concrete beams strain softening
was encountered. In a bridge with cantilever
construction in the tensile zone the reduction of
concrete strength was noticed. The increase in
deflection also takes place.
Decrease in Modulus of Elasticity takes place over
large area of AB whereas over CD it is relatively
small. Thus on the whole section there is decrease of
Modulus Elasticity of concrete. Since the Modulus of
Elasticity is depended on the grade of concrete, with
the decrease in the strength of concrete the Modulus
of Elasticity is also decreased.
This causes increase in deflection of a cantilever
beam. The drooping effect on cantilever construction
with central hinge was so bad that many countries
have barred this type of construction.
 Technical Paper

consequences must be understood by the engineers

It may be stated that while designing Varanasi Bridge
this aspect was in mind and designed appropriately
and even after nearly 20 years no drooping has taken
place in Varanasi Bridge and the riding quality is very
smooth.
5. Conclusion
Strain softening is a very important aspect in a pre-
stressed concrete beam and the phenomenon and the
while designing or dealing with the repair and
rehabilitation of a distressed bridge. It reduces the
strength of concrete which consequently reduces the
modulus of rupture and the modulus of elasticity of
concrete in the tension zone. In old simply supported
bridges quite often cracking take places. In a bridge
deck of cantilever construction with central hinge one
of causes of large drooping at the top of cantilever
due to strain softening of concrete in the tension zone
owing to the action of fatigue. The reduction in the
strength of concrete can be easily seen from the core
tests of concrete.
References
1. Sawko, F and Saha, G.P. “Fatigue of Concrete and
its Effect upon Pre-Stressed Concrete Beams” –
Magazine of Concrete Research, Vol. 20, No. 62,
March 1968 , England.
2. Concrete Technology by D.F. Orchard, 4th Edition,
Applied Science Publishers Ltd., London.
3. New Scientist, July 1968 Published from London.

GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA - CALL FOR

SUBMISSION OF REPORTS ON ROAD RESEARCH CARRIED OUT
DURING THE YEAR 2017-18

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 year 2017-18 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 July,
2018.

INDIAN HIGHWAYS│June 2018 41

 Amendment

NOTIFICATION NO. 9
Amendment No. 6/IRC:112/May, 2018 (Effective from the 30th June, 2018)
To
IRC:112-2011 – “Code of Practice for Concrete Road Bridges”
S. No. Clause No. For Read
Page No.
1 11.3.2.3 (1) Curvature Curvature
(Page 116) (1) For members with constant The curvature of any member may be calculated by
symmetrical cross – sections (including using
reinforcement), the following may be
Eq.11.7
used:
Eq.11.7
Where, For simplification it can be assumed that the strain in
kr is a correction factor depending on axial extreme compression fiber εc reaches failure strain and
load, can be taken as εcu2 and in the tension steel strain εy
reaches the yield strain εyd
kφ is a factor for taking account of creep.
Where,

d = is the effective depth given in (2)
d is the effective depth in the plane of bending
kr is a correction factor depending upon axial load as
given in (3)
kφ is a factor for taking account of creep as given in
(4).

2 11.3.2.3(2) (2) If all reinforcement is not concentrated (2) For members with constant symmetrical cross
on opposite sides, but part of it is section (including reinforcement) having reinforcement
(Page 117)
distributed parallel to the plane of bending, on both faces which reach the yield strains and are
d is defined as: separated by lever arm, z = 0.9d, the curvature is given
by εyd and d as defined earlier.
Eq. 11.8
If all reinforcement is not concentrated on opposite
Where is is the radius of gyration of the sides, but part of it is distributed parallel to the plane
total reinforcement area. of bending, d is defined as:
Eq. 11.8
Where is is the radius gyration of the total reinforcement
area

3 11.3.2.3 (3) (3) Kr in Expression (11.7) should be (3) As a simplification kr in expression (11.7) may be
taken as: taken as 1.0 on the conservative side. Alternatively kr
(Page 117)
can be calculated as shown below:
Kr = (nu – n) / (nu – nbal) ≤ 1
kr = (nu – n) / (nu – nbal) ≤ 1 Eq. 11.9
Where Eq. 11.9
Where
relative axial force.
NED = is the design value of axial force.
nu = 1 + ω NED = design value of axial force
nbal is the value of n at maximum moment nu = 1 + ω
resistance; the value 0.4 may be used.

42 INDIAN HIGHWAYS│June 2018

 Amendment

S. No. Clause No. For Read

Page No.
nbal is the value of n calculated using the balanced
axial force corresponding to the maximum moment
As = is the total area of reinforcement. of resistance of section which shall be obtained by
Ac = is the area of concrete cross – section. constructing the Axial Load-Moment interaction
diagram.
For symmetrically reinforced rectangular sections nbal
can be taken as 0.4.

Where
As = is the total area of reinforcement, and,
Ac = is the area of concrete cross – section.

4 12.3.4 (2) Aceff is the effective area of concrete in Aceff For rectangular section it is the effective area of
(Page 126) tension surrounding the reinforcement of concrete in tension surrounding the reinforcement of
depth hcef where hcef is the lesser of 2.5 depth hcef, where hcef is the lesser of 2.5 (h-d); (h-x)/3;
(h-d);(h-x)/3; or or h/2 (refer fig 12.2) or or h/2 (refer fig 12.2)
For circular section a thin slice in the plane of bending
through diameter having width equal to spacing of
reinforcement bars may be taken and analyzed. Ac,eff,
hcef and ρp.eff shall be calculated for this slice taking d
as the effective depth of reinforcement in this width
5 12.3.6 New Note Add Note below table 12.3:
(Page 130) “Table 12.2 and 12.3 are applicable for circular section
also.”
6 Clause In order to avoid edge sliding, uniformly In order to avoid edge sliding, uniformly distributed
16.11.2 (3) distributed reinforcement parallel to the reinforcement parallel to the loaded face should be
(Page 189) loaded face should be provided to the provided to the point at which local compressive
point at which local compressive stresses stresses are dispersed. This point is determined as
are dispersed. This point is determined as follows:
follows: A line inclined at an angle θ (30º) to the direction
A line inclined at an angle θ (30º) to the of load application is drawn from the edge of
direction of load application is drawn from the section to intersect with the opposite edge of
the edge of the section to intersect with the loaded surface, as shown in Fig. 16.10. The
the opposite edge of the loaded surface, reinforcement provided to avoid edge sliding
as shown in Fig. 16.10. The reinforcement (At) shall be calculated using the expression
provided to avoid edge sliding shall be At fyd ≥ FRdu/2 and shall be adequately anchored
adequately anchored. on both sides of the failure plane. Reinforcement
provided for other purposes may also be utilized for
this requirement.

INDIAN HIGHWAYS│June 2018 43

 Amendment/Errata

NOTIFICATION NO. 10
Amendment No. 3/IRC:6/May, 2018 (Effective from the 30th June, 2018)
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 Clause 219 Seismic Force Refer IRC:SP:114 “Guidelines for Seismic Design
of Road Bridges”
(Page 61 to 74)

NOTIFICATION NO. 11
Errata No. 1/2018
To
1. IRC:SP:64-2016 “Guidelines for the Analysis and Design of Cast-in-Place Voided Slab
Superstructure (First Revision)”
2. IRC:SP:66-2016 “Guidelines for Design of Continuous Bridges (First Revision)” and
3. IRC:SP:70-2016 “Guidelines for the use of High Performance Concrete (Including Self Compacting
Concrete in Bridges) (First Revision)”.
S. No. Clause No. For Read
Page No.
1 2.0 Cl No.2.1 Deleted
(Page 2) Cl No. 2.2 Deleted
Cl. No.2.3 2.1

SEMINAR ON “INTRODUCTION TO NEW SEISMIC GUIDELINES ON HIGHWAY BRIDGES

(IRC:SP:114-2018)” ON 23RD JUNE 2018 AT PHD HOUSE, NEW DELHI
Indian Association of Structural Engineers (IAStructE), national apex body of structural engineers in India
is planned to organize half-day Seminar on topic “Introduction to New Seismic Guidelines on Highway
Bridges (IRC:SP:114-2018)” on 23rd June 2018 between 2:30 PM to 05:30 PM at PHD Chamber of
Commerce & Industry, PHD House, 4/2 Shri Institutional Area, August Kranti Marg, New Delhi 110 016.
The participation fee is Rs 1,000/- for non IAStructE members. However, for IRC members 25 % discount is
available. For IAStructE members, there is no participation fee. The Seminar will be followed by high tea. The
aim of seminar is to sensitize the bridge designers, proof checkers, authority engineers and client engineers
about provisions/adoptability of recently published/released IRC’s) new document IRC:SP:114-2018
“Guidelines for Seismic Design for Road Bridges”, (i,e. on May 4th 2018 during IRC council meeting
held at Aizawl) which is replacing existing seismic provisions of IRC:6-2017. The invited speakers in this
seminar are the code makers themselves who were involved in making of this new guideline.
In view of limited available seats, you are requested to quickly send your nomination along with the requisite
fee, as applicable or nominate engineers from your organization/department latest by 5th June, 2018. For
further details and enquiry, you may contact the IAStructE Secretariat: Mr. Vikas Verma, Manager IAStructE,
Tel: 011-45794829, Email: iastructe@gmail.com.

44 INDIAN HIGHWAYS│June 2018

 Tender Notice

INDIAN HIGHWAYS│June 2018 45

 Tender Notice

46 INDIAN HIGHWAYS│June 2018

 Tender Notice

INDIAN HIGHWAYS│June 2018 47

 Tender Notice

48 INDIAN HIGHWAYS│June 2018

 Tender Notice

INDIAN HIGHWAYS│June 2018 49

 Tender Notice

50 INDIAN HIGHWAYS│June 2018

 Tender Notice

INDIAN HIGHWAYS│June 2018 51

 Tender Notice

52 INDIAN HIGHWAYS│June 2018

 AITD Training Programme

The Ministry of Road Transport and Highways (MORTH) in association with the Asian Institute of Transport
Development (AITD) is organizing a series of 5-day training programme on Road Safety at different parts of
the country for practicing Highway engineers of the Government and Private sector.
You may get yourself nominated by sending an e-mail through your concerned department to
khushal2084@yahoo.com with a copy to asianinstitute.ncrs@gmail.com.
Please note that the training course is free of cost for Government Engineers. However, TA/DA shall be borne
by the concerned departments. The training calendar is given below:
Training Calendar

For any further enquiries you may please contact:

Shri Sandeep Kumar,
Manager, Training, Prof. Dr. P K Sarkar
Ph- 09911517560 Director (Transportation),
 Asian Institute of Transport Development

INDIAN HIGHWAYS│June 2018 53

 Book Review

IRC:SP:65-2018
GUIDELINES FOR DESIGN AND
CONSTRUCTION OF SEGMENTAL BRIDGES
Segmental construction is the one where entire span
is not constructed in one go. Instead, parts are either
cast (in-situ) in stages or precast concrete segments
assembled by suitable means and prestressed. These
guidelines cover the specific design, and construction
requirements of precast and cast-in-situ RCC and
prestressed concrete segmental super structure of
bridges. These provisions apply to the following types
of superstructures:
i) Epoxy jointed precast segmental superstructure
with internal bonded tendons as well as external
unbonded tendons
ii) Cantilever construction superstructure (precast
or cast in situ)
iiii) Precast prestressed girder segments assembled
using post tensioning (i.e. spliced girder system)
with cast-in-situ stitch as well as match cast
jointed girder segments.

IRC:SP:71-2018
GUIDELINES FOR DESIGN AND
CONSTRUCTION OF PRECAST PRE-
TENSIONED GIRDERS FOR BRIDGES
(First Revision)
In pre-tensioning, the tendons are prestressed before
concreting and prestress transferred to the concrete,
through bond, when it attains the requisite minimum
strength and maturity. These guidelines cover the
specific design and construction requirements
pertaining to precast pretensioned girders, which may
constitute a superstructure system. Such structural
systems may comprise precast girders in association
with cast-in-situ/precast deck slab and diaphragms,
spliced girder system, precast pre-tensioned open or
closed box sections, precast pretensioned deck slab
and integral bridge, etc. These superstructures may
either be simply supported, continuous or integral.

54 INDIAN HIGHWAYS│June 2018

 Book Review

IRC:SP:89 (Part-II) - 2018

GUIDELINES FOR DESIGN OF
STABILIZED PAVEMENTS
In order to promote stabilizers, this document has
been brought out to deal with various aspects of
Commercial Chemical Stabilizers (CCS)/Conventional
Stabilizers (CS). This document deals with issues
such as mechanism for acceptance of Commercial
Chemical Stabilizers/Conventional Stabilizers, test
requirements, material characterization and design
aspects to be looked into while selecting any CCS/CS
for the purpose of soil/granular material stabilization
and/or construction of cementitious base and
cementitious subbase layer or to improve CBR values
of the subgrade.
The contents of documents are:
i. Mechanization of acceptance for CCS
ii. Material characterization,
iii. Design methodology for stabilized pavements
using CCS/CS
iv. Construction practice
v. Performance behavior

IRC:SP:113-2018
GUIDELINES ON FLOOD DISASTER
MITIGATION FOR HIGHWAY ENGINEERS
The scope of the Guideline is limited to planning,
design, construction and maintenance of roads and
related infrastructure works in flood prone areas. It
provides a general understanding of design led approach
to flood disaster mitigation with understanding of the
associated hazards, vulnerabilities and risks. Pre and
Post disaster – responses and emergency works as
related to the construction and maintenance of roads
infrastructure in flood affected areas are covered. The
guidelines are structured in nine Chapters.
i. Introduction
ii. Flood Hazard Vulnerability and Risk Assessment
iii. Flood Studies and Management
iv. Flood Control Design Guidelines and Structural
Methods
v. Technical Specifications
vi. Installation and Construction.
vii. Maintenance and Monitoring of Flood Mitigation
Systems.

INDIAN HIGHWAYS│June 2018 55

 Book Review
IRC:SP:114-2018
GUIDELINES FOR SEISMIC DESIGN
OF ROAD BRIDGES
In the year 1958, seismic provisions were introduced
for the first time for bridge design in IRC:6, wherein
the country was divided into 4 regions based on the
damage likely to occur. These provisions continued till
1979. Meanwhile; IS:1893 came up with a different
map with five seismic zones which were introduced in
IRC:6 during 1981. Also for computation of seismic
force, horizontal seismic coefficient, importance
factor and a coefficient to account for different soil
and foundation system as given in IS:1893:1970 were
introduced in IRC:6. Introduction of interim seismic
56 INDIAN HIGHWAYS│June 2018
provisions in IRC:6 during 2003 were found essential
pending finalization of a comprehensive guideline
for seismic design of highway bridges. In the interim
provision, a new seismic map showing four seismic
zones (as in IS:1893 Part 1:2002) alongwith zone
factor was introduced. Mandatory provisions were
included to prevent dislodgement of superstructure
and ductile detailing of piers in line with IS:13920
to minimize the damage, especially in seismic Zone
IV and V. Also to mitigate earthquake forces, special
seismic devices such as base isolation bearings, STUs
etc. were recommended. Till the year 2011, the bridges
were being designed based on working stress approach.
Meanwhile there had been rapid developments in state
of the art in the area of seismic resistant design of
bridge, like capacity design approach. Similarly, the
bride design codes in India also witnessed a major
change with the introduction of Limit State Design.
Approach for design in IRC:6, IRC:112, IRC:24 and
IRC:22.
During the year 2010, the need was felt to prepare
a comprehensive “Guidelines for Seismic Design
of Road Bridges” to cater to the requirement of
Limit State Design approach, following the NDMA
guidelines to follow IS:1893.
This Guideline is essentially applicable for seismic
design of bridges with a design service life of 100
years, considering Design Basis Earthquake (DBE). It
has adopted the seismic map and spectral acceleration
graphs (both for elastic acceleration method and
elastic response spectrum method) as specified in IS:
1893-Part-I- 2016. It also adopts the method prescribed
for evaluation of liquefaction potential, as specified in
IS: 1893-Part-I- 2016. For the estimation of seismic
forces, Elastic Seismic Acceleration method, Elastic
Response Spectrum method and Linear Time History
method have been specified. The Guideline describes
the various types of special investigations to be carried
out for skew and curved bridges.
 Book Review
IRC:SP:115-2018
GUIDELINES FOR DESIGN OF
INTEGRAL BRIDGES
IRC:SP:116-2018
GUIDELINES FOR DESIGN AND
INSTALLATION OF GABION STRUCTURES
An Integral Bridge (IB) is a structure where there
are no bearings in the abutments and no expansion
joints in the superstructure. IB’s are characterized
by monolithic connection between the superstructure
and the substructure (piers and abutments), unlike
the traditional bridge construction, where the
superstructure is supported on bearings and transfers
all the forces to the substructure and foundation
through bearings. Provision of expansion joints and
bearings in traditional bridges allow movement and
rotation of bridge deck, without transferring any force
to abutment/pier and foundation due to thermal/creep/
shrinkage induced movements. These guidelines are
applicable to fully Integral Bridges, with structural
deck made of steel, concrete or composite construction,
including precast and prestressed concrete.
Contents of documents are:
i. Planning consideration
ii. Loads and load combination
iii. Analysis
iv. Design and detailing aspects
v. Performance monitoring
Gabion structures are being practiced in India for
more than 30 years. Internationally, these type of
structures have history of more than a century.
The use is increasing day by day on account of its
inherent advantages over conventional earth retaining
structure. However, there was no IRC document on
design, and installation of gabion structures. A new
document giving Guidelines for “Design & Installation
of Gabion Structures” has recently been published as
IRC:SP:116-2018.
A Gabion structure is prepared from pre-assembled
rectangular cages made of double twisted steel woven
wire mesh filled with rocks/boulders. It is a simple
gravity retaining structure, which retains soil with
its weight. These guidelines cover the specification,
design principle and installation methodology for
Gabion and Rivet mattresses for use in highway and
bridge structures.
The document mainly covers:
i. Technical Specification of Gabion/rivet mattress
mesh.
ii. Design principles
iii. Installation methodology.
INDIAN HIGHWAYS│June 2018 57
 Catalogue of IRC Publications

CATALOGUE OF IRC PUBLICATIONS AVAILABLE FOR SALE

Indian Roads Congress
Head Quarter Setellite Office
Kama Koti Marg, IDA Building, Jamnagar House, Shahjahan
Sector-6, R.K. Puran Road, New Delhi-110011
New Delhi-110022 Tel No. 011-23387759, 23387140
Tel No. 011-26171548 E-mail: ircsale1934@gmail.com

58 INDIAN HIGHWAYS│June 2018

 Catalogue of IRC Publications

INDIAN HIGHWAYS│June 2018 59

 Catalogue of IRC Publications

60 INDIAN HIGHWAYS│June 2018

 Catalogue of IRC Publications

INDIAN HIGHWAYS│June 2018 61

 Catalogue of IRC Publications

62 INDIAN HIGHWAYS│June 2018

 Catalogue of IRC Publications

INDIAN HIGHWAYS│June 2018 63

 Catalogue of IRC Publications

64 INDIAN HIGHWAYS│June 2018

 Catalogue of IRC Publications

INDIAN HIGHWAYS│June 2018 65

 Catalogue of IRC Publications

66 INDIAN HIGHWAYS│June 2018

 Catalogue of IRC Publications

INDIAN HIGHWAYS│June 2018 67

 Catalogue of IRC Publications

68 INDIAN HIGHWAYS│June 2018

 Catalogue of IRC Publications

INDIAN HIGHWAYS│June 2018 69

 Catalogue of IRC Publications

70 INDIAN HIGHWAYS│June 2018

 Catalogue of IRC Publications

INDIAN HIGHWAYS│June 2018 71

 Catalogue of IRC Publications

72 INDIAN HIGHWAYS│June 2018

 Catalogue of IRC Publications

INDIAN HIGHWAYS│June 2018 73

 Advertisement Tariff

EMPANELMENT OF REFEREES
Call of Expression of Interest from the experienced Road & Bridge Technocrats for
Formulating a Panel of Experts/Referees to Review the Technical Paper, voluntarily:
In order to align with the globally best practices and promote the excellence in road
construction, the Indian Roads Congress (IRC) is in the process of formulating a Panel of
Experts/Referees who can review the Technical Papers received in IRC from Authors. Road
Technocrats who are already members of the IRC and have experience and expertise in the
field of Transport Planning, Traffic Engineering, Flexible & Rigid Pavements, Rural Roads
Development, Mechanization & Instrumentation, Road Maintenance, Safety & Design,
Bridge Design Features, Concrete Structure, Maintenance &Rehabilitation of Bridges etc.
are invited to show their interest for evaluation of Technical Papers.
The interested technocrats are requested to send their brief resume including their experience
in related field with their IRC Membership Number to IRC on E-mail: secygen.irc@gov.in

74 INDIAN HIGHWAYS│June 2018

Delhi Postal Registration No dl-sw-17/4194/16-18
under ‘u’ Number u(sw)-12/2016-2018
At Lodi Road, PSO on dated 28-29.5.2018 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment

June, 2018
dl-sw-17/4194/16-18
Indian Highways published on 23 May, 2018
`20/- June, 2018

Indian Highways
sa infrastructure consultants pvt. ltd
(An ISO 9001-2008 Certified Company)

smart innovative infra solutions - working towards better tomorrow

About saicpl
SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design.

Volume : 46 Number : 6 Total Pages : 76

Sectors

Highways Bridges Waterways Railways Sewage Treatment Plant

Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development
transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support.

Highways : Including Access Controlled Expressway and upgradation of

existing 2/4 Lanes.
Projects
Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection
Report and Conditional Survey.

Metro-Rail Services : Including design of underground and elevated metro

stations, viaducts, architect design of stations and technical services.

Traffic & Transportation and intelligent Transport System - Including

preparation of Urban and Regional Transportation Plans, Land-use
Transport Modeling for Policy Testing and Traffic Predictions. Traffic
Management Plans, Road Safety Audit, Public Transport Planning and
Management.

Urban Infrastructure Development : Including preparation of Plans,

development of townships, infra corridors, water supply, sanitation and
power supply etc.

Water Resources : Including irrigation Flood Control, Ground water

exploration, Environmental and Social Aspects.

BOT/Annuity : Including project identification, Detailed Survey, Feasibility A View of dais during Inaugural Function of 215th Mid-Term Council Meeting of IRC at Aizawl
Study, Detailed Engineering and Design, Economic and Financial Viability
analysis.

Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh India
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - info@sainfra.com

Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads 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. India Offset Press, New Delhi-110 064 https://www.irc.nic.in