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THE ISSUE IS DEDICATED TO THE 'TRUE SON OF BHARATMATA
PM Modi's Mann ki Baat on 26.07.2015 touched road accidental

death of Vinay Jindal (20) BBA Student in Delhi on July 20, 2015
Edited and Published by Shri S.S. Nahar, Secretary General, Indian Roads Congress, Jamnagar House,
Shahjahan Road, New Delhi on behalf of the Indian Roads Congress. Printed by Shri S.S. Nahar on behalf of
the Indian Roads Congress at India Offset Press, A-1, Mayapuri Industrial Area, New Delhi-110 064. 14000
https://irc.gov.in
The Indian Roads Congress
Founded : December 1934
E-mail: secygen.irc@gov.in, publication.irc@gov.in
Volume 43
Number 8
August 2015
Contents
ISSN 0376-7256
4-5

From the Editors Desk - An Attempt to Pay Tribute to An Intellectual of Rarest Caliber Endeavoured to Make India
A Global Power by 2020, Bharat Ratna Dr Apj Abdul Kalam, The Peoples President
6-15
Highpoints of 206th Council Meeting of IRC
16-21 Jawahar Lal Nehuru Award

22
New Arrivals - New/Revised Publications of IRC
Page
23
Technical Papers
Class-F Pond Ash A Potential Highway Construction Material - A Review
Manju Suthar
33
Praveen Aggarwal
Present Scenario, Cost Effectiveness and Benefits of PPP Projects in the State of Maharashtra (India)
M.N. Dekate
40
Dr. S.P. Pajgade
Analysis of Flexible Pavements for Viscoelastic Response
Girish Kumar
Deepthi Mary Dilip
G.L. Sivakumar Babu
50-55 MoRT&H Circulars
Jamnagar House, Shahjahan Road,

New Delhi - 110 011
Tel : Secretary General: +91 (11) 2338 4543
Sectt. : (11) 2338 7140, 2338 7759
Fax : +91 (11) 2338 1649
Kama Koti Marg, Sector 6, R.K. Puram

New Delhi - 110 022
Tel : Secretary General : +91 (11) 2618 5303
Sectt. : (11) 2618 5273, 2617 1548, 2618 5315,
Fax : +91 (11) 2618 3669
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
Edited and Published by Shri S.S. Nahar on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the contents
and the opinions expressed in Indian Highways is exclusively of the author/s concerned. IRC and the Editor disclaim responsibility and
liability for any statement or opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in
the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
From the Editors Desk
An Attempt to pay Tribute to an Intellectual of

Rarest Caliber endeavoured to make India
a Global Power by 2020, Bharat Ratna
Dr APJ Abdul Kalam, The Peoples President
Dear Readers,

Journey
: 15.10.1931 (Rameswaram, Tamil Nadu) 27.07.2015 (IIM,
Shillong, Meghalaya) named Avul Pakir Jainulabdeen Abdul
Kalam
Edification
Academics/Vocation/ :
Eminent Scientist

: Aeronautical Engineer
Led ISROs indigenous Satellite Launch Vehicle Prog.
(SLVIII) which successfully injected the Rohini Satellite in the
near earth orbit in July, 1980 and made India an exclusive
member of Space Club.
As Chief Executive of IGMDP (Integrated Guided Missile

Development Programme) at DRDO responsible for developing
AGNI and PRITHVI Missiles indigenously.

Scientific Advisor/
: Led mission Pokhran-II nuclear tests which made India
Principal Scientific a nuclear weapon State.
Advisor to Govt.
(1992-1999/2001)
Vision/Dream
:

Faculty
: Having unique honour of receiving honorary doctorates
from 30 universities and institutions
Literary Pursuit
: Household names India 2020 : A Vision for the New
Millennium; Wings of Fire; My Journey and Ignited Minds
Unleashing the Power within India
INDIAN HIGHWAYS, August 2015
Piloted India 2020 : A Vision for the New Millennium a

road map for transforming India into a developed nation by
doubling the growth rate of GDP in integrated action on 5 core
areas namely, agriculture; infrastructure (solar power, the key);
education & health; IT and Strategic Technologies (nuclear/
space/defence) on construed strength of Indias core
competence, natural resources and talented manpower
(youth missioned to igniting young minds by teaching and
meeting, did till last breath).
EDITORIAL

Statesman
:

Dedication for Welfare of Motherland and its people, his

warmth humility, special love for children and youth made him
peoples President, common man image, ever inspiring to
people from all walk of life
Last Wish
True Homage from IRC : In fulfillment of dream of the icon of nationalism read with the
Fraternity to the Role observations of Honble Prime Minister Shri Narendra Modi
Model of Patriotism in his Mann ki Baat Radio programme relayed on 26.07.2015
(Sunday) on Road Safety Scenario whereas Honble PM
referring to remorseful situation of a scooter accident in Delhi
which was left unattended for over 10 minutes, expressed
serious concern over one fatality every four minutes and stated
that Govt in order to provide prompt medical care during
golden hours (first 50 hours) and save the precious lives, a
cashless treatment project with ambulance facility and a toll
free number 1033 round the clock has already been started on
GQ sections besides endeavoring for new Road Transport
and Safety Bill coincidentally declaration of UN and GOI that
the decade (2011-2020) to be observed as Action for Road
Safety and innovations for inclusive growth, respectively,
let us having right spirit pledge in endeavoring to build road
safety capacity at par with developed countries like Japan and
China in turn to save avoidable and unaffordable
socio-economic loss due to road accidents causing huge loss of
GDP (reported @ 4%, actually estimated to be nearly double),
a dubious distinction.
: On his heavenly abode, no holiday rather to start working hard
Place : New Delhi

Dated : 28th July, 2015

Sajjan Singh Nahar

Secretary General
E-mail: secygen.irc@gov.in
HighPoints of the 206th IRC Council Meeting Held at

Srinagar (J&K) on 25th - 26th June, 2015
The 206th IRC Council Meeting was organized
at the Sher-I-Kashmir International Conference
Centre (SKICC), Srinagar (J&K) with the
cooperation of State Govt. of Jammu & Kashmir.
Shri Nitin Gadkari, Honble Union Minister
for Road Transport & Highways and Shipping

inaugurated the meeting by lighting the
traditional lamp.
There after, Saraswathi
Vandana was sung by the Kashmiri kids in
traditional colourful dresses.
A view of the Dais
Shri Nitin Gadkari, Honble Union Minister for Road

Transport & Highways and Shipping Inaugurated the
Meeting by Lighting the Traditional Lamp Along with
Shri Syed Mohammad Altaf Bukhari, Hon'ble Minister
for Public Works, Floriculture, Gardens & Parks, J&K
A view of Singing Saraswathi Vandana

by the Kashmiri Kids in Traditional Colourful Dresses
Shri Sajjan Singh Nahar, Secretary General,

IRC, welcomed the Chief Guest, Honble
Union Minister for Road Transport
and
Highways & Shipping, Shri Nitin Gadkari;
Hon'ble Minister for Public Works, Floriculture,
Gardens & Parks, J&K, Shri Syed Mohammad
Altaf Bukhari; Hon'ble Minister of State
for Public Works (R&B) & Revenue, J&K,
Shri Sunil Kumar Sharma and Dignitaries on
Dais and Delegates. Shri Nahar, highlighting
the breakthrough
in the perception of
highway fraternity briefed about the ensuing
deliberations
on
Innovative/Alternative
Construction Materials & Construction of
Hill Roads; Road Safety under PPP, Role of
Corporates and Skill Development of Workmen
and Training of Technicians in Highway Sector
besides release of Souvenir (Platinum Jubilee
Edition) 2015, a historical document and thirteen
new IRC Codes under the auspicious blessings
of Honble Union Minister for Road Transport
and Highways & Shipping.
for Road Transport and Highways & Shipping,
in his inaugural address praising the efforts of
IRC in setting standards for overall development
in road sector revealed his dream to provide
the best road infrastructure worth Rs 5,00,000
crores in five years which will generate
employment and bring the prosperity of our
farmers. He emphasized upon the role of apt
technology, innovations and entrepreneurship
in development of infrastructure and urged
proactive and development oriented approach.
He advised to concentrate on R&D activities of
applied nature for maximizing the use of locally
available materials for economic, environmentfriendly, durable and speedy construction of
roads, bridges, flyovers and tunnels, conforming
to cutting-edge technologies. He further
advised that IRC should take initiatives towards
skill development and training of unskilled
construction workers and training of technicians/
Shri Sajjan Singh Nahar, Secretary General, IRC

Delivering the Welcome Address
engineers and machine operators. Shri Gadkari,

in view of the benefits of maintenance-free long
life encouraged the preference of cement concrete
roads over the bituminous roads. He assured that
IRC would be given requisite financial support
in her endeavours in promoting the use of clean
technologies in road construction.
Address by Shri Nitin Gadkari, Honble Union Minister

for Road Transport and Highways & Shipping
Shri Syed Mohammad Altaf Bukhari, Hon'ble

Minister for Public Works, Floriculture, Gardens
& Parks, J&K, welcoming the Honble Union
Minister for Road Transport and Highways &
Shipping, Shri Nitin Gadkari and Delegates
stated that an effective communication network is
essential for rapid socio-economic development
and directly responsible for the promotion of
tourism in J&K. He emphasized upon the long
association of J&K with IRC and her endeavours
in improvisation and setting of new standards in
road construction in J&K State, comprised of
harsh terrain and difficult climate. He stated
that the Directorate of Quality and Center of
Excellence, J&K for the value addition in the
field of Engineering Research will continue to
bank upon the continued support and guidance
of IRC.
Dr. Mahesh Kumar, President, IRC in his
introductory address highlighting the profile of
IRC and the commitment to promote the use of
standard specifications for development of roads,
bridges, tunnels, airfields and road transportation
stated that over 500 committed engineers are
working voluntarily without any remuneration in
more than 25 Technical Committees to achieve
set objective and as a result of their tireless
endeavours, so far as IRC could succeed in
publishing 229 IRC Codes including 106 Special
Publications and 37 publications on behalf
of MoRT&H (33 nos.)/NHAI (2 nos.)/MoRD
(2 nos.) besides 23 State-of the-Art Reports of
Highway Research. Elaborating the initiatives
of IRC towards promoting low cost green
technology, Dr. Kumar cautioned the potential
threat to human existence due to GHG emission
causing global worming resulting in melting of
polar snow/submergence of low-laying islands
consequential
human
migration
and
accumulation of debris/waste from construction
industry which is expected to reach 12 to 14
million MT per year. IRC in her endeavours
published 95 documents during last ten years
8
Address by Shri Syed Mohammad Altaf Bukhari, Hon'ble

Minister for Public Works, Floriculture, Gardens &
Parks, J&K
including 65 a record number only in last

five years, he stated. The President, IRC
recommended the apt policy initiatives of the
Government to create the confidence in the road
industry as private sector is asking exorbitant
rates for use of innovative technologies/
materials and introduction of a system of
incentives/disincentives
besides
inclusion
of social and environmental safeguard cost
as integral part of road projects. Dr Mahesh
Kumar acknowledged the hard work of over 300
engineers whose endeavours could make it to
get release 13 valuable documents of IRC by the
Honble Union Minister for Road Transport and
Highways & Shipping.
Address by Dr Mahesh Kumar, President, IRC
A view of Audience during Inaugural Function
Shri Satya Narayan Das, DG (RD) & SS in his

address highlighting the apt policy initiatives
of MoRT&H stated that in view of the benefits
of maintenance-free long life, the preference of
cement concrete roads over the bituminous roads
would be the default mode for construction of
roads which would not only increase the use of
natural resources as raw materials but also help
in reviving the underutilized cement industry.
Shri Das informed that in facilitating the
standardization of rates of cement all over the
country, MoRT&H has designed a Web Portal
to monitor the supply of cement and he was
pleased to share that lowest quotation per 50 kg
bag has been received @ Rs.100/- to Rs 120/- for
OPC33; Rs.150/- for OPC43; Rs.157/- for OPC
53 and Rs.140/- for Portland Pozzolana Cement
(PPC) which is nearly half of the market rates.
Shri Das informed the landmark initiative that
in resolving the environmental issues, provision
for transplantation of trees and maintenance
thereof has been included in the model contract
document. The DG (RD) & SS further informed
the major initiative that a MOU has been signed
with the Ministry of Railways for replacing level
crossings with Rail Over/Under Bridges (ROBs/
RUBs) and simplifying the approval thereof on
a dedicated Web Portal. This would facilitate
the safe movement of heavy machinery all over

the country, he asserted. Shri Das, inviting the
attention towards maintenance of bridges, stated
that the appointment of consultants has been
finalized for inventorization and condition
survey of bridges on NHs and IAHE, Noida
(UP) has been mandated to utilize the data and
suggest action plan.
Address by Shri Satya Narayan Das, DG (RD) & SS, MoRT&H
Shri Rohit Kansal, Secretary & Commissioner,

J&K PWD asserted that the IRC Council
delegates are the brand ambassadors to bring
back the tourists to J&K. He thanked MoRT&H
for generous financial support and technical
9
assistance in their efforts to create quality and

safe road assets. He wished that the outcome
of the deliberations would benefit the State
in mitigation of the specific problem of harsh
terrain and difficult climate.

for Road Transport & Highways and Shipping
released the State-of the-Art Souvenir (Platinum
Jubilee Edition), 2015 and following 13 numbers
of IRC Publication:
Address by Shri Rohit Kansal, Secretary &

Commissioner, J&K PWD
Release of State-of the-Art Souvenir (Platinum Jubilee

Edition), 2015 by Shri Nitin Gadkari, Honble Union
Minister for Road Transport & Highways and Shipping
S. No.
Title of the Document
1. IRC:43-2015 Recommended Practice for Plants, Tools and Equipment Required for
Construction and Maintenance of Concrete Roads (First Revision)
2. IRC:75-2015 Guidelines for the Design of High Embankments (First Revision)
3
IRC:SP:72-2015 Guidelines for the Design of Flexible Pavements for Low Volume Rural
Roads (First Revision)
4
IRC:82-2015 Code of Practice for Maintenance of Bituminous Surface of Roads First
Revision
5. IRC:SP:12-2015 Guidelines for Parking Facilities in Urban Areas (First Revision)
6. IRC:SP:76-2015 Tentative Guidelines for Conventional and Thin White Topping (First
Revision)
7. IRC:58-2015 Guidelines for the Design of Plain Jointed Rigid Pavements for Highways
(Fourth Revision)
8. IRC:SP:107-2015 Guidelines for Gap Graded Wearing Course with Rubberised BitumenRubber
9. IRC:120-2015 Recommended Practice for Recycling of Bituminous Pavements
10. IRC:5-2015 Standard Specifications and Code of Practice for Road Bridges, Section-I
General Features of Design (Eighth Revision)
11. IRC:SP:109-2015 Guidelines for Design and Construction of Small Diameter Piles for
Road Bridges
12. IRC:SP:73-2015 Manual of Specifications & Standards for Two Laning of Highways
(First Revision)
13. IRC:SP:108-2015 Guidelines on Preparation and Implementation of Environment
Management Plan
10
Shri Anil Kumar, Vice-President, IRC proposed

Vote-of-Thanks and Inaugural Session declared
closed with the singing of National Anthem
by the Kashmiri kids in traditional colourful
dresses.
A view of the Dais During Singing of National Anthem
Vote-of-Thanks by Shri Anil Kumar, Vice-President, IRC
The IRC Council in its 206th Meeting held on

25.06.2015 discussed and approved the following
Guidelines for long awaited IRC Lifetime
Award recommended by 3 Member Committee
comprised of Shri Sajjan Singh Nahar, SG, IRC
(Convenor), Shri O.P. Goel, DG (Retd.), CPWD
& Shri R.S. Sharma, Former SG, IRC, with the
amendment of IRC life membership for at least
ten years instead of five years recommended by
the Committee as eligibility criteria:
A view of the dais during 206th Council Meeting of IRC
Item
Guidelines
Purpose of the Award
To recognize life time contribution in highway engineering* made by

eminent persons associated with IRC
Eligibility
A life member of IRC atleast 10 years
Criteria
An eminent Indian citizen who has made outstanding contributions in the

field of highway engineering/engineering research/engineering education/
technology/engineering management related thereof which have been
regarded as landmarks of technological development and brought prestige
to the highway engineering profession.
Number of Awards
Upto maximum two Awards. May be given accompanied by a citation, a

Plaque and Shawl etc. However IRC reserve the right not to recommend
an award in a year
11
Nominations
There will be a Search Committee consisting minimum three members,

appointed by the Executive Committee to suggest names of proposed
Selection for the Award
professionals to be finally considered by the EC, whose decision shall be
final. The nominations shall also include names posthumously.
Value of the Award
Presentation
Awards
of
The award shall consist of a Citation, a Plaque and a Shawl etc.

the The award shall be presented at the Annual Session. The awardees will
be requested to deliver a public lecture on an appropriate subject of
their choice in any field of Highway Engineering/Engineering Research/
Engineering Education/Technology/Engineering Management thereof
about her/his outstanding achievements at the IRC Annual Session. The
text of the Award Lectures will be published in the Annals of IRC
* Includes road/bridge/tunnel and road transportation including related field of R&D, Academic,
consultancy, construction, environmental issue, LA and arbitration thereof etc in highway
engineering
The Council, appreciating the endeavours of
the IRC Secretariat towards green initiatives,
approved the following new affordable structure
of membership fees online only recommended
by Shri Sajjan Singh Nahar, SG, IRC in order

to enlarge the membership base in facilitation
of digital India, the flagship program of the
Government:
New Membership Fee

1
India & SAARC Countries

*E-Life Membership
**Non E-Life Membership

Rs.5000/Rs.10000/- (upto age of 45 years)

Rs.7500/- (above age of 45 years)
Foreign Countries
*E-Life Membership US $ 150
** Non E-Life Membership US $ 500
2
E-Student Membership Rs.500/- per annum
3
Individual Associate E-Membership
(All professionals other than eligible for Membership)
Rs.5000/- (for E-Life Membership)
Rs.15000/- (for non E-Life-membership)
4
Corporate E-Membership
Rs.21000/- (annual turnout upto Rs.5 cr )
Rs.51000/- (annual turnout upto Rs.5 cr and upto Rs10 cr)
Rs.100000/- (annual turnout above Rs.10 crupto 25 cr)
Rs.500000/- (annual turnout above Rs.25 crupto 100 cr)
Rs.1000000/- (annual turnout above Rs.100 cr)
5
Corporate E-Membership (Foreign Countries)
US $ 350
* For e-membership periodical materials and correspondence by e-mail only
** For non e-membership periodical materials and correspondence by post
12
The Council appreciated the offer from

Shri Chandra Prakash Agrawal, Secretary,
PWD, MP to facilitate the Sale Counter of
IRC Publications at Bhopal. In response to
the suggestion put forwarded by Shri Pratap
Singh Raizada, Past Vice-President, IRC for
review the old Guidelines for appointment
of Arbitrators, the Council approved the
proposal of Shri Sajjan Singh Nahar, SG, IRC
for constitution of a three Member Committee
comprised of Dr. Mahesh Kumar, President,
IRC, Shri Satya Narayan Das, DG (RD) & SS
and Shri Sajjan Singh Nahar, SG, IRC to examine
the matter and suggest the way forward.
The first Technical Session held on
25.06.2015 (AN) on Innovative/Alternative
Construction Materials & Construction
of Hill Roads under the Chairmanship of
Shri Satya Narayan Das, DG (RD) & SS. The
Key Speaker Shri A.V. Sinha, DG (RD) &SS
(Retd.) highlighting the mandate of Kyoto
Protocol (1998) advocated the indispensability
of green technology in reduction of Carbon
Footprint (GHG Emissions) and earning carbon
credit by adopting Clean Development
Mechanism (CDM) mandated for developing
countries. The earned carbon credit should
be sold out to the developed countries to earn
money/incentives. Shri Sinha emphasized upon
the apt government policy and institutional
mechanism to ensure the application of clean
technologies. Shri Satander Kumar, Sr. Scientist
(Retd.), CRRI made the presentation
highlighting the initiatives of IRC, emphasized
upon the choice of clean technology in design
of concrete structures including limit state
design and CRCP (Continuously Reinforced
Concrete Pavement) in order to economize
the consumption of two most polluting
manufactured inputs in road/bridge construction
i.e. Cement and Steel. Shri G. Sharan, DG
(RD) & SS (Retd.) citing example of China
where 15 to 20 cable stayed bridges are being
constructed in 2 to 3 years stated that apt policy

support including tax exemption on use of clean
technology is inevitable to boost the confidence
in the road industry. Shri Sharan mentioned
the announcement by the Prime Minister for
development of 100 smart cities based on
green and brown technology which would
provide opportunity to the corporate sector
for construction of skywalk. Shri Pawan
Kumar Singh, Vice-President, IRC showing
concern for 80% people awaiting the benefit
of development appreciated the initiative of
M/s L&T under CSR which has adopted 5 to 7
villages near Panipat (Haryana) and constructed
the toilets. DrIndresh Kumar Pateriya, Director
(Tech.), NRRDA/MoRD made a presentation
highlighting the initiatives taken by MoRD on
use of new/clean technologies/locally available
materials in PMGSY, which was highly
appreciated.
Shri Sajjan Singh Nahar, SG,
IRC requested Dr. Pateriya to prepare the
concept Paper in response to his observations
of overheating/burning of plastic/bitumen in
the mixing process provided in the IRC:SP:98,
for appropriate rectification. Shri Rajnandan
Kumar Singh, CE (Standards & Research),
MoRT&H informed about the constitution of an
expert committee to review the best practices
for construction of roads, bridges, tunnels, etc.
Shri Singh stated that the Committee is headed
by Shri S.R. Tambe, former Secretary, PWD,
Maharashtra to which he is appointed as
Member-Secretary and requested to forward
comments, if any. Shri Naresh Sharma, E-in-C,
Himachal Pradesh PWD highlighting the
difficulties being faced in keeping road through
during heavy snowfalls, shared the experience
that since snow cutting is very costly, the use
of coastal sand and effective sub-surface
drainage besides unilateral surface camber
in thickly built up area are the sustainable
measures. Shri M.S. Thakur, E-in-C (Design
& Quality Control), Himachal Pradesh PWD
13
informed that sodium chloride is one of the other

options to remove the snow and disapproved
the use of bulldozers to avoid tracking formation.
Shri Thakur citing the experience of mitigation
of landslide problems in Chamba (H.P) where
water is being channelized in deep channels
at about twice the length of landslide slip

besides
providing
effective
sub-surface
drainage suggested the similar treatment in
mitigation landslide problems in Srinagar
region under proper instrumentation and
monitoring.
A view of the Dais during 1st

Technical Session
Dr. I.K. Pateriya making Presentation during 1st

Technical Session
The second Technical Session was held on

26.06.2015 (FN) on Road Safety under PPP,
Role of Corporates under the Chairmanship
of Dr. Mahesh Kumar, President, IRC. The
Key Speaker, Shri Sajjan Singh Nahar, SG, IRC
highlighting the Mandate of Corporates under
the Companies Act, 2013 stated that with a net
worth of Rs.500 crores or minimum turnover
of Rs.1000 crores or net profit of
Rs.5 crore
in a year, the company has to spend 2% of the
average profit of the last three years on CSR
(Corporate Social Responsibility). He informed
that since Govt. has decided to allow 100%
tax exemption on contributions towards road
safety, it will boost the potential to mobilize
over 5000 qualified industries covering
auto/tyre/liquor
manufacturers;
insurance/
oil companies; commercial/taxi transporters;
financial institutions besides contractors/
concessionaires, etc. under PPP mode
(as win-win situation) in building capacity in
ensuring road safety/furniture based on clean
technology like, solar operated waterless toilets
in ensuring socio-economic development in
14
empowerment of
section of society.
the
weaker/marginalized
Dr. Mahesh Kumar, President, IRC chairing the 2nd

Technical Session
The third and concluding Technical Session

held on 26.06.2015 (FN) on Skill Development
of Workmen and Training of Technicians in
Highway Sector under the Chairmanship
of Shri A.V. Sinha, DG (RD) & SS (Retd.).
The Key Speaker, Shri Sajjan Singh Nahar,
SG, IRC highlighting the key initiatives of
the Govt. (newly created Ministry for Skill
Development and Entrepreneurship, MSDE)
to make India the skill capital of the world
stated that construction industry is the third
largest employer (over 4.22 crore workers) after
agriculture and manufacturing in India. Even
marginal increase in skill level is expected to
yield improved output and quality of highways
leading to saving initial cost, maintenance cost,
safety and fuel efficiency, he asserted. Skill
less than 2%, he informed. Among the key Govt.

initiatives, through the nodal implementing
agency, NSDC (National Skill Development
Corporation) towards capacity building in close
cooperation of States and investing in skills
through CSR besides the agreements have been
entered into with UK, USA, Australia, France,
Germany and Canada with the purpose of
technology transfer in vocational training.
Shri Sajjan Singh Nahar, Secretary General, IRC

delivering Key Note Address on Road Safety under PPP,
Role of Corporates & Skill Development of Workmen
and Training of Technicians in Highway Sector
A view of the Dais during 3rd Technical Session
development level in UK is 70%; Germany 75%;

Japan 80%; Korea 96% (staggered) and India
The Council meeting declared closed applauding

the concerted efforts of Shri Sajjan Singh Nahar,
SG, IRC and his team in making the event
memorable.
A view of the dais during the Closing Session of 206th Council Meeting
15
Jawahar lal Nehru Award
Nominations (in three hard copies alongwith a soft copy on secygen.irc@gov.in) are invited in the
prescribed proforma (Annex-1) for the IRC Pt. Jawaharlal Nehru Birth Centenary Award for the year
2012. The last date for receipt of nominations is 30.09.2015.
1. PREAMBLE
The award has been instituted by the IRC during Pt. Jawaharlal Nehru Birth Centenary Year to
encourage young (age less than 45 years as on 31.05.2013) and upcoming outstanding professionals
engaged in the field of Road Transportation/Highway/Bridge Engineering and related applied/
fundamental fields thereof (herein after, the said field).
2. NATURE OF AWARD
The Award will be in the form of Medal/Citation certificate and will be made for significant and
outstanding contribution in the said field.
3. ELIGIBILITY AND SELECTION OF THE AWARDEE

(i)
Any young (age less than 45 years as on 31.05.2013) Engineer/Scientist or any

citizen of India engaged in the said field and a Life Member/Ordinary Member/
Student Member/Individual Associate Member/Associate Member of IRC, who
has made conspicuously significant and outstanding contribution in the said field
in India during the preceding 5 years of the nomination for the award i.e. between
31.5.2008 and 31.5.2013.
(ii) The basis of selection criteria will comprise the significant contribution by way
of new innovative approach or methodology for utilization of indigenously
developed new technology/techniques in resolving statutory issues like
environmental related/non-renewable reserve of construction material(s) and or
present day knowledge of physical phenomenon or behaviour of relevance to the
professional approach and or addition, modification or improvement to extant
design made in either of the fields (a) Investigation Methods (b) R&D
Management (c) Standardization (d) Software Development (e) Planning
(f) Maintenance (g) Repairs & Rehabilitation (h) Environment (i) Highway
Safety (j) Construction & Management (k) Protective Works and (l) Traffic
Engineering.
4. NOMINATIONS
Nominations shall be proposed duly filled in the prescribed proforma by either of the IRC Council
Member during the year 2015.
16
ANNEX - 1
PROFORMA FOR PT. NEHRU AWARD
(NOMINATION FOR THE YEAR 2012)
1. Name of the Nominee:
2. Roll. No. as member of IRC and the year since she/he is member of IRC:
3. Discipline under which to be considered:
4. Date of Birth (Attach authenticated Proof):
5. Academic qualifications beginning with Bachelors Degree:
6. Upto date Employment details including positions:
7.
(a)
Outstanding achievements of the nominee (in about 500 words) during the last
5 years (i.e. between 31.5.2008 and 31.5.2013) (Attach separate sheet)
(b) Benefit derived/anticipated or measurable impact of the outstanding work/

contribution/achievement.
(c) Assessment by the sponsor about the importance of the contribution (not more
than 100 words)
(i)
Whether these achievements/contributions have already been recognized

for awards by any other Body. If so, the name of the Body, the name of
award and the year of award may be given.
(ii) Other awards/honours already received including fellowships of

professional bodies.
8. Papers published, if any (reprints to be enclosed)/any work worthy to be mentioned in support of

claimed contribution(s).
9. Names & address of three renowned Indian experts in the areas of contribution:

(a)
(b)
(c)
10. Remarks (critical) of sponsoring Council Member in justification of her/his contribution of the
nominee (in about 100 words)
Date: _____________________
Place : __________________

Signature _____________________
Name & Designation of the Sponsor with Seal
(IRC Council Member during the year 2015)
17
1. PREAMBLE
2. NATURE OF AWARD

(i)

31.5.2009 and 31.5.2014.
(ii) The basis of selection criteria will comprise the significant contribution by way of
new innovative approach or methodology for utilization of indigenously developed
new technology/techniques in resolving statutory issues like environmental related/
non-renewable reserve of construction material(s) and or present day knowledge
of physical phenomenon or behaviour of relevance to the professional approach
and or addition, modification or improvement to extant design made in either of
the fields (a) Investigation Methods (b) R&D Management (c) Standardization
(d) Software Development (e) Planning (f) Maintenance (g) Repairs &
Rehabilitation (h) Environment (i) Highway Safety (j) Construction &
Management (k) Protective Works and (l) Traffic Engineering.
4. NOMINATIONS
18
ANNEX - 1
7.
(a)

than 100 words)
(i)




(a)
(b)
(c)
10. Remarks (critical) of sponsoring Council Member in justification of her/his contribution of the
nominee (in about 100 words)
Date: _____________________
Place : __________________

Signature _____________________
19
1. PREAMBLE
2. NATURE OF AWARD

(i)

31.5.2010 and 31.5.2015.
(ii) The basis of selection criteria will comprise the significant contribution by way of
new innovative approach or methodology for utilization of indigenously developed
new technology/techniques in resolving statutory issues like environmental related/
non-renewable reserve of construction material(s) and or present day knowledge
of physical phenomenon or behaviour of relevance to the professional approach
and or addition, modification or improvement to extant design made in either of
the fields (a) Investigation Methods (b) R&D Management (c) Standardization
(d) Software Development (e) Planning (f) Maintenance (g) Repairs & Rehabilitation
(h) Environment (i) Highway Safety (j) Construction & Management (k) Protective Works and (l) Traffic Engineering.
4. NOMINATIONS
20
ANNEX - 1
7.
(a)

than 100 words)
(i)




(a)
(b)
(c)
10. Remarks (critical) of sponsoring Council

contribution of the nominee (in about 100 words)
Date: _____________________
Place : __________________

Member
in
justification
of
her/his
Signature _____________________
21
New Arrivals
New/Revised Publications of IRC
22
Class-F Pond Ash a Potential Highway Construction

Material - A Review
Manju Suthar* and Praveen Aggarwal**
ABSTRACT
All over the world, Coal based Thermal Power Plants (TPPs) produce huge quantity of ashes as a solid waste which
create environmental problems and occupy very large valuable land areas which can be used otherwise. This review
paper covers the physico-chemical properties of F class pond ash and their engineering properties like Maximum
Dry Density (MDD), Optimum Moisture Content (OMC), California Bearing Ratio (CBR), Unconfined Compressive
Strength (UCS), cyclic triaxial and liquefaction, durability, and leaching in alone or with different admixtures. Improved
engineering properties of pond ash, make it useful material for road/highway construction. Effective utilization of pond
ash in highway construction will not only reduce the problem of ash disposal with a sustainable solution and also ease
out the pressure on natural resources. Efforts have been made, to collect available information, to compile and present
them in such a manner that these are useful for the field engineers and researchers working in the area. Compiled review
shall also be useful for future research in the direction.
1 INTRODUCTION
Huge quantity of fly ash and
bottom ash are generated by
Thermal Power Plants (TPPs) as
a by-product. When these two
types of ash mixed thoroughly
with large quantity of water, are
transported in the form of slurry
and stored in the lagoons, the
deposit is called pond ash. In
India, unutilized million tonnes
of ash are usually disposed
off in ash pond. Due to ever
increasing demand of electricity
by human being and industries,
more number of thermal power
plants are being set up every
year and capacity of existing
plants are increased resulting
in exponential increase in
production of ashes from TPPs.
According to Ghosh (2010) the
volume of pond ash produced
by thermal power plants is very
large compared to that of the
other two ashes viz fly ash and
bottom ash.
In India, TPPs generate nearly

130 MT ash during 2006-07
which is likely to be increased
to 600 MT by 2031-32 as shown
in Fig. 1 (Chatterjee, 2011)
but no effective plan has been
made for its proper disposal/

utilization. This unutilized pond
ash occupies huge precious land
space for their disposal and also
creates environmental problems
like leaching and dusting.
Fig. 1 Generation of Fly Ash in India (Chatterjee, 2011)
Efforts are being made by many

researchers from last several
years to make effective use of
fly ash in bulk quantity in civil
engineering applications as fill
material (Gray and Lin 1972a;
Joshi et al. 1975; Horiuchi et al.
2000), for the manufacture of
clay flooring and terracing tiles

(Bhatnagar et al. 1988; Bou et
al. 2009),as a subbase and base
course layer (Sherwood and
Ryley 1966; Leelavathamma et
al. 2005; Ghosh and Subbarao
2006; Kumar and Singh 2008;),
in soil stabilization (Viskochil
* Research Scholar, E-mail: manju.manni4@gmail.com,

** Professor, E-mail: praveen_agg@hotmail.com,
Department of Civil Engineering, National Institute of Technology, Kurukshetra, Haryana
23
TECHNICAL PAPERS
et al. 1957; Vasquez and Alonso

1981), in lightweight aggregate
(Bin-Shafique et al. 2004;
Gomathi and Sivakumar 2014).
However, there are very
limited number of studies on the
pond ash and/or mixtures of fly
ash and bottom ash (Kim et al.,
2005), particularly pertaining
to their strength characteristics
under
different
loading
conditions.
Bulk utilization of pond ash

in construction, such as
highway embankment and
structural fill, is the solution
of disposal problem. As
per
IRC:SP:58-2001
fly
ashes are acceptable for
embankment
with
typical
values
for
different
geotechnical
properties
as
given in Table 1.
Table 1 Typical Geotechnical Properties of Fly Ash (IRC:SP:58-2001)
Parameter
Range
Specific Gravity
Plasticity
Maximum Dry Density (gm/cc)
Optimum Moisture Content (%)
Cohesion (kN/m2)
Angle of Internal Friction ()
Coefficient of Consolidation CV (cm2/sec)
Compression Index CC
Permeability (cm/sec)
Particle Size Distribution (% of materials)
1.90-2.55
Non- Plastic
0.9-1.6
38.0-18.0
Negligible
30-40
1.75 105 - 2.01 103
0.05 - 0.4
8 106 - 7 104
Clay size friction
1 - 10
Silt size friction
8 - 85
Sand size friction
7 - 90
Gravel size friction

Coefficient of Uniformity, Cu
A review of various studies

carried out in this regard during
last 20 years particularly in
Indian context is presented in
this paper. This paper presents a
review on class F pond ash with
respect to its physico-chemical
and engineering properties.
For successful application of
pond ash in civil engineering
construction,
understanding
of engineering properties is
24
Stanmore, 1999). Therefore, it

is clear that water absorption
is a function of particle size
and ashes containing higher
amounts of fines possess lesser
water absorption capacity.
Kolay and Singh (2001); Mishra
and Das (2010) studied scanning
electron micrographs (SEM) on
pond ash from different thermal
power plants and micrographs
reveal that the pond ash
particles are almost regular
spherical in shape and highly
irregular in shape and porous in
nature shown in Figs. 2 and 3
respectively.
Fig. 2 SEM of Pond Ash Sample

(Kolay and Singh 2001)
0 - 10
3.1 - 10.7
essential to achieve effective

strength in the field.
2
PHYSICO-CHEMICAL
PROPERTIES OF POND
ASH
2.1 Physical Properties

Pond ash samples, which
are comparatively coarser in
particle size than the fly ash
samples possess higher water
holding capacity (Iyer and
Fig. 3 SEM of Pond Ash Sample

(Mishra and Das 2010)
Jakka et al., (2010) observed

that densities of compacted ash
TECHNICAL PAPERS
are lower than natural soil due

to lower specific gravity and
higher intra-particle voids.
Physical properties reported
by some authors regarding

particle size, atterbergs limit
and specific gravity are given in
Table 2. Pond ash color varies
from grey to dark grey and its

specific gravity varies from 2.18
to 2.34.
Table 2 Physical Properties of Indian Class-F Pond Ashes
Physical Property
Gravel size (%)
Sand size (%)
Silt size (%)
Clay size (%)
Cu
Cc
LL and PL
Specific gravity
Pond ash deposits are loosely
stratified and coarser than fly
ash and its permeability is
higher due to high void ratio
Bera et al. (2009)

0.0
19.50-63.50
35.59-78.46
0.91-2.04
4.33-21.25
0.662-0.868
Non- Plastic
2.18-2.34
(Pandian, 2004). Table 3
presents
the
values
of
Permeability (k) for pond
ashes.
Table 3 Values of k for Indian F Class Pond Ash
k(cm/s)
510-5 - 9.6210-4
510-5 - 9.6310-4
Reference
(Pandian, 2004)
Prakash and Sridharan (2009)
Bera et al. (2009)
Note : k = Permeability.
Kolay and Singh (2001) reported

that the crystalline minerals
in pond ashes cenosphere

sample. Fig. 4 shows presence
Fig. 4 X-Ray Diffraction Pattern for the Pond Ash

Cenosphere Sample (Kolay and Singh 2001)
Havanagiet al. (2011)

0.0
67
33
0
12.5
0.72
Non- Plastic
2.29
of alumina, sillimanite, mullite,
and
magnetite.
However,
alumina
is
the
most
predominant mineral present
in the pond ash sample. Kolay
and Singh (2010) studied
crystalline minerals in pond
ash sample and found quartz
and mullite are the most
predominant minerals but a
certain amount of hematite and
calcite are also present shown
in Fig. 5.
Fig. 5 X-Ray Diffraction Pattern of Pond Ash Sample

(Kolay and Singh 2010)
25
TECHNICAL PAPERS
2.2 Chemical Properties

Coal pond ash is mainly
composed of silica, alumina,
and iron with small amounts of
calcium, magnesium, sulfate,
etc. Its chemical composition is
depending on source of the coal.
Typical chemical composition
of Pond ashes from different
sources of coal, reported by
various researchers is given in

Table 4.
Based
on
the
chemical
composition, fly ash has been
classified into two classes,
i.e. Class F produced from
anthracite and bituminous coals
and Class C produced from
lignite and sub-bituminous
coals, as per ASTM C 618.
When the combined amount

of the oxides of silicon,
aluminum and iron in fly
ash is 70% or above (by mass),
it is described as a Class F
fly ash. When this amount
is between 50 and 70%, the
ash is called a Class C fly
ash.
Table 4 Chemical Composition of Indian Class-F Pond Ashes
Composition (%)
SiO2
Al2O3
TiO2
Fe2O3
MnO
MgO
CaO
K 2O
Na2O
P 2O 5
Sulphur
LOI
LOI :
(Pandian, 2004)
Pond Ash (%)
37.7-75.1
11.7-53.3
0.2-1.4
3.5-34.6
bd-0.6
0.1-0.8
0.2-0.6
0.1-0.7
0.05-0.31
0.01-20.9
Singh et al. (1995)

Pond Ash (%)
49.6
22.0
0.8
4.5
0.6
2.2
1.0
0.6
0.5
0.5
17.4
loss on ignition.
Coal ashes with sufficient

amount of reactive silica and
free lime develop considerable
strength without addition of
any lime (due to pozzolanic
reactions with the available
reactive silica). These ashes
find extensive applications
in civil engineering projects.
Fly
ashes
containing
adequate reactive silica and
insufficient free lime develop
considerable strength only upon
addition of certain cementing
26
(Mishra and Das, 2010)

Pond Ash (%)
59.89-61.85
30.48-31.69
2.19-2.66
3.01-3.54
0-0.53
0- 0.35
0.72-0.91
0.76-0.90
0.61-1.47
agents such as cement and lime

(Gray and Lin, 1972b).
Subbarao and Ghosh (1997)
advocated that although pond
ash is less reactive and so least
preferred in cold climates but
it can be put to use for high
strength requirements, when
stabilized with lime and cured at
high atmospheric temperature
prevailing in tropical countries,
such as India.
Page et al. (1978) Coalcontains
every
naturally
occurring
element; so many trace elements

are also found in coal ash.
Reijnders (2005) trace elements
analyzed in the coal ash were
As, Ba, Cr, Hg, Mo, Ni, Pb,
Se, V, Zn and Cu. These were
chosen because they represent
a significant environmental
burden.
3
ENGINEERING PROPERTIES
OF POND ASH
3.1 Proctor Compaction Test

Bera et al., (2007) studied the
TECHNICAL PAPERS
effects of different parameters,

such as molding moisture
content, compaction energy,
mold area, tank size, and specific
gravity on the compaction
characteristics of pond ash.
MDD and OMC of pond ash vary
within the range of 8.40-12.25
kN/m3 and 29-46% respectively
and the degree of saturation at
optimum moisture content of
pond ash has been found to vary
within the range of 63-89%.
With increase in compaction
energy from 71.1 to 2370.0 kJ/
m3, MDD of pond ash increases,
but at the same time OMC
decreases. They concluded that,
specific gravity significantly
affects the dry density of pond
ash. For field compaction
control, the specification may
be formulated based on basis
of specific gravity. In case of
pond ash having specific gravity
within the range of 2.16-2.23,
the OMC occurs within the

range of degree of saturation of
63-89%.
Chand and Subbarao, (2007a)
pond ash was collected from
an ash pond of the Kolaghat
Thermal Power Station (KTPS)
in West Bengal, India. The value
of MDD and OMC obtained
through Standard Proctor of
pond ash alone is 1.187 g/cm3
and 30.2%, respectively. The
value of MDD of the stabilized
pond ash with 10 and 14%
lime is 1.142 and 1.155 g/cm3,
respectively and OMC is 32.8
and 33.3%, respectively.
Ghosh,
(2010)
conducted
proctor compaction tests on
pond ash, collected from
KTPS, West Bengal, India. The
value of MDD and OMC of a
class F pond ash is 11.50 kN/
m3 and 31.14%, respectively,
for standard compaction. For
modified compaction tests

the value is 12.30 kN/m3 and
27.50% respectively. The values
of MDD and OMC of the lime
stabilized pond ash (with 4.0,
6.0, and 10.0% lime), and lime
along with (0.5 and 1.0%)
phosphogypsum (PG) vary
from 11.43 to 11.83 kN/m3 and
33.23 to 29.07%, respectively,
for standard compaction. For
modified compaction tests the
values vary from 12.44 to 13.00
kN/m3 and 26.45 to 22.51%,
respectively
are
presented
in Table 5. Compaction of
stabilized pond ash does not
show any appreciable change
in the nature of the compaction
curve compared to that of unstabilized pond ash. This may
be due to (i) addition of lower
percentages of lime and PG and
(ii) no time lapse for pozzolanic
reaction to take place, was
allowed during compaction
tests.
Table 5 Maximum Dry Density and Optimum Moisture Content of Pond Ash
Lime
PG Contents
(%)
0
4
6
10
4
6
10
4
6
10
0.0
0.0
0.0
0.0
0.5
0.5
0.5
1.0
1.0
1.0
Standard Proctor Compaction

MDD (kN/m3)
OMC (%)
11.50
31.14
11.63
30.67
11.74
30.26
11.43
32.65
11.45
33.23
11.62
30.96
11.83
29.52
11.65
30.09
11.61
31.27
11.65
29.07
Modified Proctor Compaction

MDD (kN/m3)
OMC (%)
12.30
27.50
12.44
26.45
12.73
23.79
12.74
22.70
12.74
23.00
12.95
22.51
12.82
22.81
12.84
22.93
12.82
23.74
13.00
22.65
Note : PG = phosphogypsum; MDD = maximum dry density; and OMC = optimum moisture content
27
TECHNICAL PAPERS
Sreedhar and Kunduru (2011)

collected Pond ash from NTPC,
Ramagundam, Andhra Pradesh.
Modified compaction test is
performed on un-stabilized and
lime stabilized pond ash. The
value of MDD and OMC of
pond ash is 1.17 g/cc and 28.9%
respectively. With increase in
quantity of lime, the values of
MDD of the stabilized pond
ash with lime (2.0, 5.0, 10, and
20.0%) increases from 1.32 to
1.39 g/cc and OMC decreases
from 21.9 to 13.7, respectively.
Singh and Sharan, (2014)
collected class F pond ash sample
from the ash pond of Rourkela
Steel Plant (RSP) and studied the
effect of compaction energies
varying from 357 to 3488 kJ/m3.
The optimum moisture content
and maximum dry densities
corresponding to different
compactive
energies
were
determined using conventional
compaction test apparatus.
MDD vary from 10.90-12.70
kN/m3
corresponding
to
compaction energy from 357
3488 kJ/m3, whereas for the
same compactive efforts OMC
decrease from 38.82-28.09%.
3.2 California Bearing Ratio
Kumar
et
al.,
(1999)
investigated silty sand and pond
ash specimens reinforced with
randomly distributed polyester
fibers. The test results reveal
that the inclusion of fibers in
soils and pond ash increases the
CBR value of the specimens. It
is observed that the optimum
fibers content for both silty sand
28
and pond ash is approximately

0.3 to 0.4% of the dry unit
weight.
Sarkar et al., (2012) collected
pond ashes from the sites of
Badarpur, Dadri and Rajghat
thermal power stations in and
around National Capital Region,
Delhi. CBR tests were performed
on compacted specimens of all
the three pond ashes and pond
ash mixed with 2, 5, 8 and 10%
of lime by weight. The CBR
value for Badarpur, Dadri and
Rajghat pond ashes are 12.2%,
10.4% and 11.2%, respectively.
From the results it is observed
that CBR value increases with
increase in lime content upto
8%. Further increase in lime
content decreases the CBR
value, probably because of
further increase in lime becomes
counter productive thereafter.
Singh and Sharan, (2014)
studied the effect of degree of
saturation on CBR value by
varying the moulding water

content from 3.59 to 43.10%
for samples compacted at the
standard Proctor density (11.08
kN/m2) and from 2.83% to
33.96% for samples compacted
at the modified Proctor density
(12.40 kN/m2). From the results
it is observed that the highest unsoaked CBR value is found 7.5%
and 45% at degree of saturation
of 7% and 8% for samples
compacted at standard Proctor
density and modified Proctor
density respectively, presented
in Fig. 6. Further, the maximum
normalized CBR value is found
to be 3.7 and 3.5 for samples
compacted to standard and
modified proctor density with
a degree of saturation of 7%
and 8% respectively. Both
the degree of saturation and
compacted density play a major
role in the observed values of
strength parameters and authors
concluded that pond ash can be
used in constructions work.
Fig. 6 Variation of CBR Value with Degree of Saturation
Ghosh,
(2010)
performed
laboratory tests on Class F
pond ash alone and stabilized
with varying percentages of

lime (4, 6and 10%) and PG
(0.5 and 1.0) for potential use
TECHNICAL PAPERS
as road-base and subbase. The

soaked bearing ratio increases
from 5.07% (for un-stabilized
pond ash) to 36.36, 85.07
and 99.7% by addition of 4, 6
and 10% lime respectively.
Further addition of small
percentage (0.5 or 1.0%) of
PG to lime-pond ash mixes
enhances the bearing ratio
(after 7 days curing) of the
stabilized pond ash presented
in Fig. 7. Addition of 1.0% PG
increases the un-soaked bearing
ratio of pond ash stabilized
with 4% lime from 69.8

to 112.53% after 7 days of
curing. Similar improvements
are noticed for other mixes
at different curing periods.
Bearing ratio of stabilized pond
ash increases with increase
in lime content up to 10%,
however the improvement is
more pronounced at the lower
percentage (4%) of lime.
Author concluded that pond
ash-lime-PG
mixes
have
potential applications in road
construction.
Swain (2012) collected Pond

ash sample from NSPCL,
Rourkela. Un-soaked CBR
test were carried out on pond
ash alone and stabilized
with varying percentages of
Rrecron-3S fibre (0.2 to 1.0%).
CBR test results at standard
and
modified
proctor
dry density with varying
percentage of fiber are shown
in Fig. 8. Author concluded
that fiber reinforced pond ash
can be used for sub base.
3.3 Unconfined Compressive
Strength
As per DiGioa and Nuzzo,
(1972) coal ashes do not exhibit
any Unconfined Compressive
Strength (UCS) both in dry and
in fully saturated conditions due
to absence of cohesion in dry
coal ash and loss of apparent
cohesion upon total saturation.
Fig. 7 Soaked Bearing Ratio of Stabilized Pond Ash with Varying Lime and
PG Contents, after 7 Days of Curing
Fig. 8 Un-Soaked CBR Values for Different Fiber Contents at Light and
Heavy Compaction MDD and OMC
Chand and Subbarao, (2007a)

reported UCS of pond ash
without any curing as low as
0.033 MPa only, which is taken
as the control value. The UCS
with 10 and 14% lime content,
immediately after preparation
(no curing) show slightly higher
strengths of 0.108 MPa and
0.120 MPa, respectively. Curing
for 180 days increases the UCS
values to 4.801 and 5.826 MPa
respectively. Samples with 14%
lime show greater strength than
that with 10% lime, at all curing
periods.
29
TECHNICAL PAPERS
and modified dry density. It

is observed that increase in
fibre content from 0.2 to 1.0%
increases the UCS value results
are presented in Table 6.
Sharan (2011) studied the effect

of Recron-3S fibre content on
the UCS value. Compacted
reinforced pond ash samples
were prepared at a standard
Table 6 UCS of Reinforced Pond Ash (at Standard and Modified Proctor
Density Varying with Fibre Content)
Fiber
Content (%)
Standard Proctor Density

(11.08 kN/m2)
6 mm
12 mm Fibre
6 mm Fibre
12 mm Fibre
UCS (kn/m2)
UCS (kn/m2)
UCS (kn/m2)
UCS (kn/m2)
0%
2.8
2.8
14.55
14.55
0.2%
3.2
4.5
15
22
0.3%
3.4
5.5
16
23
0.4%
2.6
6.0
17
24
0.5%
3.8
6.5
18
26
0.75%
4.4
7.0
19
29
1.0%
5.4
7.5
21
35
3.4 Cyclic
Behavior
and
Liquefaction
Boominathan
and
Hari
(2002); Horiuchi et al. (2000);
Yoshimoto et al. (2006) stated
that very few researchers have
reported liquefaction resistance
of different types of ash
materials
in
different
applications. As per Datta et
al. (1996) and Bross (1981), no
explicit study has been carried
out on pond ash which behaves
differently from both fly ash and
bottom ash, due to the process
of segregation during ash slurry
deposition into the ash ponds.
Mohanty and Patra (2014)
studied the cyclic behavior
and liquefaction potential of
pond ash as an embankment
fill in seismic zone III and
IV; sample collected from
Talcher, Panki and Panipat ash
30
Modified Proctor Density

(12.40 kN/m2)
embankments in India. Cyclic

triaxial tests were conducted on
reconstituted pond ash samples
at a relative compaction (RD)
varying from 94 to 99%. The
cyclic test results indicate
that liquefaction resistance
increases with decrease in
loading frequencies and cyclic
shear strain amplitudes, and
increase in confining pressures
and relative compactions. Test
results reveal that all compacted

pond ash samples exhibit good
liquefaction resistance, dynamic
properties, and degradation
index.
Authors
concluded
that these pond ashes can
be
effectively
used
for
embankment fill material.
Mohanty et al. (2010) studied
the strength and deformation
behavior of pond ash under
cyclic loading. A series of
stress controlled one-way cyclic
compressive triaxial shear tests
were conducted on reconstituted
samples of pond ash. Tests were
conducted under undrained
conditions
with
different
Cyclic Stress Ratios (CSR)
and relative densities shown in
Fig. 9. Initial effective confining
pressure was kept at 200 kPa.
A uniform cyclic sinusoidal
loading at a frequency of 1.0
Hz was applied during shearing.
Results indicate that there is
an increase in the liquefaction
resistance with increase in
relative density. Failure was
considered at 5% of total axial
strain for all the samples.
Fig. 9 Cyclic Stress Ratios to Cause Failure Versus Number of Uniform

Loading Cycles at a Frequency of 1 Hz for Different Relative Densities
TECHNICAL PAPERS
Jakka et al. (2010) investigated

liquefaction behavior of pond
ash by conducting cyclic triaxial
tests on inflow (coarse ash) and
outflow (fine ash) ash samples
collected from the ash ponds
of two different thermal power
plants in India: Indraprastha and
Badarpur. Both fine ash as well
as coarse ash samples exhibited
the types of liquefaction
phenomenon (i.e. flow type of
liquefaction and cyclic mobility)
under undrained cyclic loading.
The increase in confining
pressure decreases liquefaction
resistance (expressed in terms of
CSR) in all the cases, while the
increase in initial shear stresses
increases liquefaction resistance
in all the cases except for fine
ash in loose state. Though
decrease in density for both the
type of ash materials decreases
their liquefaction resistance
similar to sandy soils, very
drastic reduction in resistance
is observed in case of fine ash
specimens. It is very essential
to
assess
liquefaction
susceptibility of ash samples
before their utilization in
earth work projects, because
their cyclic strengths vary
significantly
within
the
pond from inflow to outflow
point.
Improper/non-uniform
compaction of fine ash can
easily lead liquefaction related
disasters/failures.
3.5 Durability
Goodman (1989) introduced
the concept of Gambles slake
durability classification and

the durability index is denoted
by Id. According to Gambles
slake durability classification,
the samples are classified as
very high durable, high durable,
medium high durable, medium
durable, low durable and very
low durable having the values
of Id(1) in percentage as greater
than 99, and lying within the
range of 9899, 9598, 85
95, 6085, and less than 60,
respectively, whereas the above
classification suggested the
values of Id(2) in percentage
as greater than 98, and lying
within the range of 9598, 85
95, 6085, 3060, and less than
30, respectively.
Chand and Subbarao (2007a)

studied the effect of lime
stabilization on the durability
aspect of a class F pond ash,
collected
from
Kolaghat
Thermal Power Station in West
Bengal, India. The second cycle
slake durability index (SDI),
Id(2), of all samples varies
from 89 to 99%, and are in the
range of medium to very high
durability as per Gambles
slake durability classification.
Pond ash is stabilized with
10 and 14% lime content. It
is observed that SDI, Id(2)
increases with curing duration,
sharply up to first 45 days and
reaching a maximum as high as
98 to 99%, results are shows in
Table 7.
Table 7 SDI Values after First and Second Cycles for the
Lime Stabilized Pond Ash Samples
SDI Values after First SDI Values after Second
Cycle Id(2) (%)
Cycle Id(1) (%)
Cuuring
Period (days)
Percentage of
Lime (%)
28
10
92.27
89.40
28
14
95.07
92.96
45
10
96.26
93.89
45
14
98.08
96.02
90
10
97.25
95.56
90
14
98.75
97.91
180
10
98.83
98.19
180
14
99.21
99.03
3.6 Leachate Behavior

Coal ashes contain toxic and
heavy metals (Sushil and Batra,
2006). Though heavy metals
are found in Indian coal ash,
in detectable quantity but their
concentration is less when
compared to coal ash samples
from other countries.
As per Dermatas and Meng

(2003) stabilization of solid
wastes by adding cementations
binders like lime and cement is
a promising technology through
which toxic constitutes present
in the waste are physically as
well as chemically fixed, thereby
greatly reducing their mobility
31
TECHNICAL PAPERS
and subsequent threats to the

environment.
Chand and Subbarao, (2007b)
applied a technique of inplace stabilization by hydrated
lime columns on large-scale
laboratory models of ash ponds.
The effect of lime stabilization
on the leachate characteristics
of class F pond ash is studied
by considering the combined
effects of hydraulic conductivity
and concentration of metals in
leachate. The technique has also
proved to be useful in reducing
the contamination potential of
the ash leachates, thus mitigating
the adverse environmental
effects of ash deposits.
4 Conclusion
Ever increasing energy demand
put pressure on thermal power
plants resulting in exponential
growth in production of pond
ash
exaggerating
disposal
land
and
environmental
problems.
However,
the
study of physiochemical, and
engineering properties of pond
ash shows that the pond ash
is a potential raw materials
from geotechnical engineering
point of view. Stabilized
pond ash can be utilized in
highway construction projects.
Conclusions drawn from the
research carried out in this
32
direction during last two decades

are summarized as follows:
Pond
ash
particles
predominantly (33 to 78%)
consist of silt size, with
some fraction (20 to 67%)
of sand size and 1 to 2% of
clay size.
No appreciable change
was found incompaction
curve pattern of stabilized pond ash (with lime,
fiber and soil etc.) when
compared with un-stabilized
pond ash.
Pond ash samples are stabilized with 2 to 20% of
lime; however an appreciable gain in strength (CBR>35%) is achieved with
4% of lime after 7 days of
curing. This is good enough
for a material to be used as
subbase course as per IRC
guidelines.
Inclusion of different stabilizing agents (lime, soil and
fibers) in pond ash solely
or incombination generally
increases its bearing ratio,
UCS, and durability along
with reduction in contamination of ground water from
the leachate (freezing heavy
metals partially or fully).
Resistance to liquefaction
increases with increase in
relative density.
References
1.
Bera A.K., Ghosh A and Ghosh A

(2009). Shear Strength Response of
Reinforced Pond Ash Construction
and Building Materials Volume 23,
pp 23862393.
2.
Ghosh, A (2010). Compaction

Characteristics and Bearing Ratio
of Pond Ash Stabilized with Lime
and Phosphogypsum Journal of
Materials in Civil Engineering,
Volume 22, pp 343-351.
3.
Gomathi P and Sivakumar A

(2014). Fly Ash Based Lightweight
Aggregates
Incorporating
Clay
Binders
Indian
Journal
of
Engineering and Materials Sciences,
Volume 2, pp 227-232.
4.
Kolay P.K. and Singh D.N (2010).

Studies of Lagoon Ash from
Sarawak to Assess the Impact on
the Environment Fuel, Volume 89,
pp 346351.
5.
Mishra D.P and Das S.K (2010).

A Study of Physico-Chemical
and Mineralogical Properties of
Talcher Coal Fly Ash for Stowing in
Underground
Coal
Mines
Elsevier, Materials Characterization,
Volume 61, pp 1252 1259.
6.
Mohanty, S., and Patra, N.R (2014).

Cyclic Behavior and Liquefaction
Potential of Indian Pond Ash
Located in Seismic Zones III and
IV Journal of Materials in Civil
Engineering, Volume 26, Issue 7,
06014012.
7.
Sarkar R., Abbas S.M and Shahu J.T

(2012). A Comparative Study of
Geotechnical Behavior of Lime
Stabilized Pond Ashes from Delhi
Region International Journal of
Geomate, Volume 3, No, 1,
pp. 273-279.
Present scenario, cost effectiveness and benefits of PPP

Projects in the State of Maharashtra (India)
M.N. Dekate* and Dr. P.S. Pajgade**
INTRODUCTION
The prosperity of a country

depends on its infrastructure
like modes of transportation,
communication
etc.
But
financial requirement is huge
for the same which cannot be
covered through state budgetary
provisions hence strategy of
road development through
Private Participation (PPP) was
introduced as an alternative
for raising the resources for
accelerated development of
Road infrastructure.
and policy framework also

strengthen.
5) Policy on 27th June 2000 and
subsequently revised it on
09th January 2003 and 30th
July 2009.
Government of Maharashtra Progress in PPP Sector

1) In 1989 GOM declared
Policy for Infrastructure
Development through PPP.
2) In 1992 completed first
project through PPP on
practical basis but couldnt
recover capital cost through
user fee due to Public
unrest. Hence step taken to
strengthen PPP.
3) Model
Concession
document published in 1996
(P-form) and revised in
2006.
4) After learning from past
experience of legal frame
work strengthen through
amendment in the motor
vehicle tax act 1958 sec. 20
6) PPP
Policy-2014
is
latest and comprehensive
considering
all
past
experience of implemented
projects and grievances of
road users.
Fig. 1 Target and Achievement of 3rd & 4th R.D. Plan
Fig. 2 Total Road Length Achieved 243172 Km
Fig. 3 Road Length Achieved Under PPP- 5479 km (2.25%)
* Chief Engineer, Public Works Department, Govt. of Maharashtra, E-mail: mahesh9363@yahoo.in

** Professor in Civil Engineering, Prof. Ram Meghe Institute of Technology & Research, Badnera, Amravati,
E-mail: ppajgade@gmail.com
33
TECHNICAL PAPERS
Fig. 4 No. of Projects (193) & Total Project Cost (54366 Cr)
The Progress in PPP can be

summarized as below from the
above Figs. 1, 2 & 3 Till now
243172 Km road length has
been completed. Out of this
7040 Km is NH, 31558 Km is
SH, 50256 Km is MDR, 47573
Km is ODR and 106745 Km
is VR length. The road length
tackled under PPP is 5479 Km
is only about 2.25% of total
road length in the state of
Maharashtra.
From the above Fig. 4
It can be seen that PWD
implemented-132
projects,
MSRDC-17
projects
and
NHAI-44 projects, comprising
total projects cost of Rs.54366
Crores.
At present out of total 247
Toll, 128 Toll are closed and
119 (PWD-38, MSRDC-43 and
NH-38) Tolls are in progress in
the state of Maharashtra.
At early stage small projects
were undertaken through BOT.
S. No.
Meanwhile, as time passed,

due to substantial increase in
traffic on the same roads, need
for Capacity Augmentation
of existing facilities and
hence larger projects such as
widening to 4-lanes, 6-lanes
etc were implemented under
PPP in the neighborhood of the
existing projects. As a result,
number of toll collection points
increased and it lead to public
unrest and overall opposition to
toll projects.
Other
points
of
public
unrest are lack of facilities
at toll station, delay at toll
stations, rude behavior of toll
collecting staff, neglect in
maintenance of road etc. These
are now addressed in revised toll
policy (PPP Policy-2014) and it
is expected that such operational
issues will get resolved.
Only four laning of roads
through privatization will not
be financially viable projects.
Road user Benefits
Many of the state roads qualify

for development with two
laning with paved shoulders
and four laining in dense
traffic area at certain locations,
considering
the
present
traffic demand. Hence such
combination shall also have to be
considered through PPP with full
width carriage way development
within town portion including
all required structure like ROB,
FOB, service lane etc. prior
to implementation of project
Economic analysis is required
to observe cost benefit of PPP
Project.
Case study of Nagar Karmala is
discussed hereunder to decide
the cost benefit of the project.
Selection of this case has been
done specifically to represent
normally observed situation in
Maharashtra State Highways.
This is a classic case of capacity
augmentation by widening to
4-lanes of existing two lane road
passing through plain terrain.
Benefits
from
improvement
Economic Analysis
highway
through
IRC:SP:30-2009 is used for

economical analysis to decide
cost and benefits of projects of
two lane over four lane road.
Social Benefits
i)
Vehicle operating cost (VOC) savings.
Improvement in administration, law and defense.
ii)
Value of travel time savings.
Improvement in health and education.
iii)
Value of saving in accident costs.
Improvement in agriculture industry, trade and mining.
iv)
Saving in maintenance costs.
Improvement in environmental standard.
v)
Saving in repair costs.
Appreciation in value of land adjacent to roads.
34
TECHNICAL PAPERS
Factor Affecting
S. No.
Roadway Factors
Traffic Factors
Vehicles Factors
i)
Pavement width
Type
Traffic Volume
ii)
Roughness index
Age
Traffic component
iii)
Vertical profile
Engine Horse power
Speed
iv)
Horizontal geometry
Power weight ratio
Congestion
v)
Number of Junction per km.
Majority projects being taken

up on PPP basis are for capacity
augmentation of existing roads.
Hence it is mostly widening of
existing roads & providing
grade separation structures. Due
to problems in land acquisition,
horizontal geometry is restricted
during construction while,
vertical geometry is followed
almost as it is. These constraints
have a reflection on input data.
for example a rise and fall of
existing and proposed facility
Escalation factor
Car size proportion

Fuel type
Roughness
is many times almost same

especially in State Highway.
Hence it Rise and fall is assumed
at zero for both existing
and proposed. Similarly total
length of project in widening
of an existing road also remains
almost same.
Due to imbalanced taxation
rate against subsidies for same
items, the analysis needs to be
carried out with taxes only.
Hence analysis has been done
on Financial costs and Benefits
Value of time
Construction cost
Fuel price rise:
Vehicle maintenance cost
Small 70%, Big 30 %
Cars
Commercial vehicles
Existing 3000
Observations about IRC:SP-30
While referring IRC:SP:30 for

this study, following points
have been observed, which IRC
may consider while revising
IRC:SP:30.
i) Mixed nature of traffic
especially fast and slow
moving vehicles.
ii) Cross movements of cross
road traffic, pedestrians and
cattle.
On the same grounds, instead

of updating cost using WPI,
current market prices are used
for analysis.
For evaluating a project, saving
is mainly due to reduction in
fuel cost. In total VOC, the
contribution of cost of tyre,
engine oil, other oil, grease
etc. is very less/insignificant in
comparison with the fuel cost.
Other assumptions are as under:
5% p.a.
5 % p.a.
2% p.a. Fuel price rise more than this, EIRR will be better.
2% p.a. Due to new technology, rise in maintenance cost is low.
petrol 70%, diesel 30 %
diesel 100%
proposed 2001
iii) Frequent opening in median

against
ease
due
to
grade separated structures.
Similarly advantages gained
due to service roads.
iv) Encroachments along road
side such as hawkers,
parking etc. and subsequent
reduction in speed.
v) In case of traffic jams or
dead speed travel including
signals; time lost and
instead of Economic.
fuel consumption at idle

situation.
Hence to account for this,
speed band stretches have been
introduced while working-out
economic feasibility of project
(cost benefits assessment).
Salient features of Case
study of Nagar Karmala
road (Maharashtra State)
with special reference to
IRC:SP-30-2009.
35
TECHNICAL PAPERS
Input Data for Economic Analysis
Sr. No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
Parameter
Existing road terrain
Proposed road terrain
Existing length
Proposed length
Existing number of lanes
Existing carriageway width
Proposed number of lanes
Proposed carriagaeway width
Existing roughness
Proposed roughness
Rise Fall of project road
Existing rise
Proposed rise
Existing fall
Proposed fall
Design Service Volume-existing
Design Capacity - existing
Design Service Volume-proposed
Design Capacity - proposed
Car size proportion (small & big)
70%
diesel
Avg. occupancy in cars
Avg. travellers on two wheeler
Avg. occupancy in ordinary bus
Avg. occupancy in deluxe bus
Cost of development
Current cost of maintenance
Future cost of maintenance (1%)
Current cost of renewal
Renewal frequency - current
Future cost of renewal (12%)
Renewal frequency - proposed
Yearwise expense
First
Second
Third
34
35
36
37
Civil Work rise

Fuel Price rise
Vehicle Maintenance rise
Time value rise
Value
plain
plain
74
74
2
7
4
8.5
3000
2001
0
0
0
0
0
15000
3000
40000
8600
70%
Unit
km
km
no.
m
no.
m
km/mm
km
m / km
m
m
m
m
PCU per day
PCU/Hr
PCU per day
PUC/Hr
small
4
2
40
40
703.00
3.8
7.03
38
no.
no.
no.
no.
Cr
Cr
Cr
Cr
7-10
84.36
6
Yr
Cr
yr
25%
45%
30%
5%
2%
2%
5%
per annum
per annum
per annum
per annum
Identified Speed band Stretches

38
36
Speed Band & Stretches

Blocked/speed < 30 kmph
blocked
Congested/speed 30 to 50 kmph
congested
Free flow/speed 50 to 80 kmph
free
Undisturbed/speed > 80 kmph
undisturbed
Existing Average Speed of each category
car
20
40
65
90
59.21
lcv
20
25
40
60
39.21
bus
15
20
35
50
32.63
heavy
15
20
35
45
31.05
trailer
10
15
30
40
26.05
Length (km)
12
20
20
24
76
TECHNICAL PAPERS
VOC Comparison for 2L & 4L Road
Sr. No.
Parameter
On 2-Lane
+ HMS
Road
as per
Formula
On 2-Lane
+ HMS
Road as per
Speed Band
Stretches
On 4-Lane
+ PVS
Road
as per
Formula
59.21
78.58
53.25
16.62
5.93
CAR
On 2-Lane
+ HMS
Road
as per
Formula
On 2-Lane
+ HMS
Road as per
Speed Band
Stretches
On 4-Lane On 2-Lane On 2-Lane

+ PVS
+ HMS
+ HMS
Road
Road
Road as per
as per
as per
Speed Band
Formula
Formula
Stretches
BUS
Speed
71.43
Average
17.81
On 4-Lane
+ PVS
Road
as per
Formula
Unit
HCV -2A
32.63
60.32
52.38
5.70
5.59
31.05
55.53
km / hr
5.54
km / lit
Fuel cost
4.60
4.674
4.93
10.62
17.60
11.05
11.28
18.51
11.38
Rs/km
Tyre cost
0.35
1.07
0.32
2.02
4.17
2.04
2.07
4.35
2.03
Rs/km
Engine oil
0.39
0.37
0.41
0.35
0.37
0.36
Rs/km
Other oil
0.10
0.08
0.14
0.09
0.24
0.23
Rs/km
Grease
0.04
0.04
0.11
0.12
0.04
0.03
Rs/km
Spare part cost
0.13
0.00
0.96
0.85
1.19
0.94
Rs/km
Maintenance
Labour
0.07
0.00
0.53
0.47
0.44
0.35
Rs/km
10
Total Distance
related VOC
5.67
5.75
14.79
14.96
15.63
15.32
Rs/km
486.16
834.68
941.76
338.59
354.86
km/day
0.76
1.09
0.96
2.17
5.744
21.770
11
Utilization
441.94
12
Fixed cost
0.84
13
Depreciation
0.16
0.15
0.27
0.24
14
Total Time
related VOC
1.00
0.91
1.36
15
TOTAL VOC
6.67
1.00
6.742
6.65
2 wheeler
16.15
1.36
23.131
2.07
Rs/km
0.53
0.50
Rs/km
1.21
2.69
2.57
Rs/km
16.17
18.32
25.548
17.89
Rs/km
26.05
46.65
km / hr
3.14
km / lit
LCV
Speed
44.86
48.65
56.39
Average
40.01
39.39
7.55
22.854
2.69
MAV
39.21
62.85
44.00
6.81
3.20
Fuel cost
2.05
2.05
2.08
8.34
9.98
9.25
19.71
27.67
20.05
Rs/km
Tyre cost
0.10
0.34
0.09
1.04
2.00
0.91
3.57
5.88
3.12
Rs/km
Engine oil
0.09
0.09
0.23
0.22
0.80
0.65
Rs/km
Other oil
0.00
0.00
0.09
0.09
0.24
0.23
Rs/km
Grease
0.00
0.00
0.02
0.01
0.04
0.03
Rs/km
Spare part cost
0.10
0.00
0.45
0.36
0.90
0.72
Rs/km
Maintenance
Labour
0.05
0.00
0.17
0.13
0.33
0.27
Rs/km
10
Total Distance
related VOC
2.39
2.26
10.34
10.97
25.59
25.06
Rs/km
103.09
151.76
165.85
305.12
319.25
km/day
0.22
3.80
3.47
3.36
11.979
11
Utilization
95.06
12
Fixed cost
0.24
13
Depreciation
0.06
0.05
0.79
0.73
14
Total Time
related VOC
0.30
0.28
4.59
15
TOTAL VOC
2.69
2.54
14.93
0.30
4.59
16.569
33.551
4.33
3.21
Rs/km
0.97
0.93
Rs/km
4.20
4.33
4.14
Rs/km
15.18
29.92
29.20
Rs/km
37.878
Yearly Saving of all Vehicles
Proposed
Year
2014
2015
2016
2017
2018
LMV/car
1.92
2.13
2.36
2.63
2.93
2-Wheeler
1.36
1.49
1.62
1.77
1.93
1.94
2.21
2.49
2.81
3.16
LCV
2.67
3.12
3.62
4.20
4.85
H2A
40.72
43.61
50.83
54.60
58.68
MAV
40.00
45.10
53.89
60.73
68.33
TOTAL
YEARLY
SAVING
88.62
97.64
114.82
126.76
139.90
37
TECHNICAL PAPERS
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
3.28
3.67
4.13
4.65
5.25
5.95
6.77
7.72
8.86
10.22
11.86
13.86
10.47
11.00
11.55
12.13
12.73
13.37
14.09
16.59
19.39
2.12
2.32
2.55
2.81
3.10
3.43
3.80
4.23
4.72
5.29
5.96
6.75
7.69
6.49
6.85
7.21
7.59
7.98
8.40
8.83
9.29
3.70
4.17
4.70
5.32
6.01
6.76
7.65
8.63
9.70
10.95
12.33
13.92
15.68
17.70
19.93
22.39
24.91
27.78
31.02
34.58
38.61
5.62
6.48
7.46
8.58
9.84
11.28
15.22
17.35
19.76
22.50
25.53
28.95
32.52
36.26
40.47
45.19
50.51
56.49
63.22
70.80
79.35
63.10
67.85
72.99
78.54
86.56
96.39
107.44
119.80
133.70
149.30
166.79
186.44
208.43
233.03
260.71
292.01
327.42
367.68
413.43
440.11
488.61
77.01
86.74
97.74
110.10
124.00
138.81
154.49
171.91
191.43
213.27
237.66
265.09
295.80
330.27
368.88
394.02
418.13
443.77
471.14
480.86
503.93
154.82
171.24
189.57
210.00
234.76
262.62
295.37
329.64
368.18
411.53
460.12
515.00
570.59
634.75
708.39
772.94
841.29
917.08
1001.31
1051.78
1139.19
Construction & maintenance of Road - Life cycle cost of Project

Year Year
Count
Yearly
Maintn
Renewal
O&M
Cost
Existing Existing Existing
Constn
Proposed
Yearly Renewal
Maintn
Net
O&M
Future
Future
- exist
Future
SubTotal of
Cost
Infletion Current
Esc
Esc
Index
Costs
Total
Cost
Total
Benefit
Net
Benfit
IRR
Escalated
2014
3.8
3.8
175.7625
175.76
1.05
184.55
184.55
88.62
-95.93
2015
3.8
3.8
316.3725
316.37
1.10
348.80
348.80
97.64
-251.16
#NUM!
2016
3.8
3.8
210.915
210.92
1.16
244.16
244.16
114.82
-129.34
#NUM!
-56%
2017
3.8
3.8
7.03
3.23
10.26
1.22
12.47
12.47
126.76
114.28
2018
3.8
3.8
7.03
3.23
10.26
1.28
13.10
13.10
139.90
126.81
-24%
2019
3.8
3.8
7.03
3.23
10.26
1.34
13.75
13.75
154.82
141.07
-7.07%
2020
3.8
3.8
7.03
3.23
10.26
1.41
14.44
14.44
171.24
156.81
3.54%
2021
3.8
3.8
7.03
3.23
10.26
1.48
15.16
15.16
189.57
174.41
10.44%
2022
3.8
2023
3.8
3.8
7.03
41.8
7.03
10
2024
11
2025
3.8
3.8
3.8
3.8
12
2026
3.8
3.8
13
2027
3.8
14
2028
3.8
15
2029
3.8
16
2030
3.8
17
2031
18
2032
19
38
3.23
10.26
1.55
15.92
15.92
210.00
194.08
15.16%
49.60
140.99
1.63
229.66
229.66
234.76
5.10
15.25%
7.03
3.23
10.26
1.71
17.55
17.55
262.62
245.07
18.44%
7.03
3.23
10.26
1.80
18.43
18.43
295.37
276.94
20.75%
7.03
3.23
10.26
1.89
19.35
19.35
329.64
310.29
22.45%
3.8
7.03
3.23
10.26
1.98
20.32
20.32
368.18
347.86
23.76%
3.8
7.03
3.23
10.26
2.08
21.33
21.33
411.53
390.20
24.77%
3.8
7.03
41.8
7.03
3.8
3.8
3.8
3.8
2033
3.8
3.8
20
2034
3.8
21
2035
22
84.366
3.23
10.26
2.18
22.40
22.40
460.12
437.73
25.56%
49.60
140.99
2.29
323.16
323.16
515.00
191.84
25.82%
7.03
3.23
10.26
2.41
24.69
24.69
570.59
545.90
26.36%
7.03
3.23
10.26
2.53
25.93
25.93
634.75
608.82
26.80%
7.03
3.23
10.26
2.65
27.23
27.23
708.39
681.17
27.16%
3.8
7.03
3.23
10.26
2.79
28.59
28.59
772.94
744.36
27.45%
3.8
3.8
7.03
3.23
10.26
2.93
30.02
30.02
841.29
811.27
27.68%
2036
3.8
3.8
7.03
3.23
10.26
3.07
31.52
31.52
917.08
885.56
27.87%
23
2037
3.8
41.8
7.03
49.60
140.99
3.23
454.72
454.72
1001.31
546.59
27.96%
24
2038
3.8
3.8
7.03
3.23
10.26
3.39
34.75
34.75
1051.78
1017.03
28.08%
25
2039
3.8
3.8
7.03
3.23
10.26
3.56
36.48
36.48
1139.19
1102.70
28.18%
212.8
703.05
161.70
213.40
1331.25
53.67
2228.5
2228.458
11807.91
9579.454
98.8
38
38
38
114.00
84.366
84.366
253.10
TECHNICAL PAPERS
A) Summary of Economic Evaluation of 2 lane upgraded and 4 lane PPP Project (74.00 Km)
Including speed band stretches as per present site conditions and proposed facility.
Sr. No.
1
2
3
4
5
Type of Vehicle
CAR
+ time value saved
BUS
LCV
H2A (2 Axle truck & 3 Axle truck)
MAV
VOC in Rs/km on
2-Lane Road
VOC in Rs/km on
4-Lane Road
6.742
6.650
23.131
16.569
25.548
37.878
16.170
15.180
17.890
29.200
Saving in Rs/km.
0.089
1.326
1.415
6.97
1.39
7.66
8.68
B) EIRR (Economic Internal Rate of Return)

Effective benefit of 4-lane project
1.
2.
3.
4.
Construction and O&M (effective) cost of 4-lane road in next 25 years with
escalation @5% p.a.
2014-2015 TPC-703.05 Cr.
Total benefit due to saving in VOC.
Hence effective benefit
EIRR achieved
Effective benefit after capacity

augmentation from 2 lane to
4 lane road is Rs.9579 crore
and EIRR is 28.18%. Hence
the project is feasible for four
laning.
PPP Benefits
The widely perceived benefits
are as follows:
Privatsation relieves the
Government
from
the
financial and Administrative
burden in relation to the
proposed works.
Privatisation
accelerates
growth in the economy
through the PPP projects and
a ripple effect in the private
sector.
Privatisation
leads
to
increase
in
efficiency
and productivity and the
provision of a better service
to the public.
Increase in traffic speed as
good quality road is

available.
Time saving due to one way
movement on four lane
roads.
Petrol, Diesel saving due
to unobstructed traffic
movement.
Saving
in
vehicle
maintenance due to good
condition of roads.
Decrease in Pollution due
to dynamic movement of
vehicles.
Decrease in Accident due to
central verge and one way
traffic and improvement of
geometry of road.
Concluding Remarks 1) Boost to industrials and
agriculture development, agro
industry due to speedy traffic
movement.
2) Private participation will create
value for money in the existing
Rs.2228.45 Cr
Rs.11807.91 Cr
Rs.9579.46 Cr
28.18%
(far more than 12%)
infrastructure network.
3) Learning
from
field
experience
revision
of
PPP Policy is a continuous
process to strengthen the PPP
scheme.
4) PPP Scheme is one of the
best alternative resources for
Infrastructure
development
of state through private
sector financing.
5) Financial risk, Execution risk
and market risk are transferred
to private sector.
6) User fee shall be levied out
of saving from vehicle
operation cost.
7) Level of service needs to be
necessarily high during the
concession period.
8) Economical evaluation shall
be carried out prior to
implementation of project.
9) General public should know
the benefit of project for which
it is essential to work out the
cost benefit of the project.
39
ANALYSIS OF FLEXIBLE PAVEMENTS FOR VISCOELASTIC RESPONSE

Girish Kumar*, Deepthi Mary Dilip** and G.L. Sivakumar Babu***
ABSTRACT
The theory of viscoelasticity and its application in the modelling of flexible pavement is well documented in
literature. This paper demonstrates the use of Burger model, a constitutive rheological model to investigate the Linear
Visco-Elastic (LVE) behaviour of bituminous layer. The effect of temperature on viscoelastic bituminous layer is also
studied. A simple pavement section as per the guidelines of IRC:37-2012, has been chosen to show the creep deformation
behaviour of bituminous layer. The pavement responses obtained from the computer program, KENLAYER shows three
stages in strain; an instantaneous elastic strain, a delayed elastic strain and viscous creep strain for various temperatures
from 20 to 40C. A comparison of the effect of temperature variation on the horizontal tensile strain at the bottom of the
bituminous layer is done by considering the bituminous layer as elastic and viscoelastic, separately. Results show that
the viscoelastic characterization of this layer yielded high rate of increase in tensile strain with increase in temperature,
when compared to elastic characterization. There is almost 60% decrease in fatigue life with the increase in temperature
from 20 to 40C.
1 INTRODUCTION
A flexible pavement typically
consists of bituminous layer
(AC), granular base (BS),
granular sub-base (SB), and
subgrade (SG). The Bituminous
layer is a mixture of binder
(Bitumen)
and
aggregate
satisfying certain gradation.
Bitumen is regarded as a
viscoelastic
material
and
itexhibits both viscous and
elastic characteristics while
undergoing
deformation
(Christensen 2003). In pavement
analysis and design, it is of
primary importance to acquire
as accurate as possible the
profile of response in order to
prevent the distress in pavement
in terms of fatigue cracking and
rutting. Mechanistic-empirical
(M-E) method is currently being
used for design of bituminous
pavements (AI 1999; Austroads
2004, IRC:37-2012, Shell 1978).
The bituminous layer is often
considered to behave as an
elastic layer in pavement
analysis, but omission of time
dependency of bitumen binder
would lead to inappropriate
analysis of pavement responses
thereby
causing
various
distresses in pavements. Thus,
if it is to determine pavement
structural
responses
more
accurately in terms of stresses,
strains and displacements,
it is important that the
(Linear Visco-Elastic) LVE
nature of bituminous layer is
incorporated in the analysis
engine. The rheological models
are a better tool to characterize
the viscoelastic nature of this
layer. In this study, Burger
model is used to characterize
the bituminous layer as
viscoelastic layer. The creep
compliance values at different
temperatures are fed into the
KENLAYER to obtain the
strains at critical locations.
2 OBJECTIVES OF THE
STUDY
The main objective of this
study is to emphasis on the
importance of incorporating
viscoelastic
behaviour
of
bituminous layer in design
of flexible pavements. This
paper also aims to study the
effect of temperature variations
on horizontal tensile strain
at the bottom of bituminous
layer and thereby the fatigue
life of pavement section,
when bituminous layer is
considered to behave elastic and
viscoelastic
in
nature,
separately.
3 LITERATURE REVIEW
Many researchers have shown
that bitumen has viscoelastic
properties (Goodrich, 1991;
SHRP, 1994; Lee and Kim, 1998).
It is found that at intermediate
temperatures (0C to 60C)
bitumen possesses both elastic
* B.Tech Student, Department of Civil Engineering, National Institute of Technology, Surathkal, Karnataka,
E-mail: girish.karuti@gmail.com, ** Research Scholar, Department of Civil Engineering and Centre for Infrastructure,
Indian Institute of Science, Bangalore, E-mail: deeptidilip3@gmail.com,
*** Professor, Department of
Civil Engineering, Indian Institute of Science, Bangalore, E-mail: glsivakumar@gmail.com
40
TECHNICAL PAPERS
and viscous properties, with

the relative proportion of these
two responses depending on
temperature and loading rate. At
normal pavement temperatures,
the bitumen has properties that
are in the viscoelastic region
(Ducatz and Anderson, 1980).
It is also reported that at these
temperatures
the
bitumen
displays a time dependent
relationship between applied
stress or strain and resultant
strain or stress (Goodrich,
1988). Some studies have
shown that bituminous layer
exhibits nonlinear behaviour
and viscoplastic deformation
even at small strain levels
(Shields
et
al.
1998;
Levenberg 2009). Because
of the complicated nature
of the material behaviour,
linear
viscoelastic
(LVE)
characterization of bitumen is
usually
preferred
for
engineering
applications
(Levenberg 2011). It has been
reported that the dynamic
modulus
and
the
creep
compliance can characterize the
LVE behaviour of bituminous
layer. The absolute value of the
complex modulus is the dynamic
modulus. The dynamic modulus

test can provide complete LVE
information about bitumen
and has been widely used in
the characterization of the
behaviour of the bituminous
layer. KENLAYER is a
computer program developed
(Huang, 2004) for pavement
engineering
applications
which considers LVE nature
of bituminous layer. It is based
on the quasi-elastic solutions
obtained by collocation method
(Huang, 2004; Schapery, 1961).
Nilson et al. (2002) showed
that Burger model can be
used to characterize the LVE
behaviour of bituminous layer.
Further findings in material
characterization of bituminous
mixes and its complex nature
is still under research, and
programs are being developed
to consider this nature to
accurately
determine
the
pavement response in field.
A representation
of
the
viscoelastic
behaviour
of
bitumen is shown in Fig. 1,
where three regions of strain is
observed, namely instantaneous
elastic, delayed elastic and
viscous creep regions.
BURGER MODEL
The viscoelastic behaviour can

be represented by a rheological
model. Primary models like
Maxwell model and Kelvin model
can represent the viscoelastic
behaviour to some extent. The
former model consists of a linear
spring connected in series with a
viscous dashpot; the latter
consists of a linear spring
connected in parallel with
a viscous dashpot. Both the
models individually cannot
predict the creep and the stress
relaxation
of
viscoelastic
material. However, Burger
model is also a rheological
model represented by a
combination of linear springs
and dashpots. Fig. 2(a) shows
the schematic sketch of the
Burger model, wherein a
Maxwell Element (ME) is
connected in series with a
Kelvin-Voigt (KV) element.
For stresses remaining constant
with time, and in the absence of
any initial strain, the strain in the
Burger element at any instant of
time due to a constant stress 0
is expressed as follows:
(1)
Fig. 1 The Viscoelastic behaviour, Showing Creep and Relaxation stages
where, ta is the time period for

which the constant normal stress
is applied, t is the elapsed time,
E1 and E2 are the modulus of
elasticity of the elastic elements,
1 and 2 are the coefficient
of normal viscosity of the
Newtonian viscous elements.
41
TECHNICAL PAPERS
The individual term of given

equation (1) expresses the
relevant
deformational
properties of the element.
The first term expresses the
elastic strain which appears
instantaneously after loading
and vanishes after the removal
of the load. The second term
represents the irreversible creep
strain in the element once it is
subjected to a constant stress.
The third term expresses the
delayed elastic strain which
increases under the applied
stress, and is recovered once
the stress is removed and the
element is kept unloaded for an
indefinite period of time. Given

Fig. 2(b) depicts the stress-time
and the corresponding straintime behaviour of the Burger
model.
Fig. 2(a) Burger Model with

Mechanical Components,
The effect of variation in

temperature on the horizontal
tensile strain at the bottom
of bituminous layer and
the
vertical
compressive
strain at the top of subgrade
is examined by providing
creep compliance values for
bituminous layer at specific
temperatures, 20C and 40C.
KENLAYER can characterize
the bituminous layerbased on
creep compliance curve. The
creep compliance equation for
the Burger model is given by
equation (2). Derivation of the
same has been illustrated in the
APPENDIX,
(2)
where, E1, E2, 1 and 2 are
model parameters.
Fig. 2(b) Stress-Strain Behaviour of Burger Model
5 METHODOLOGY
A simple pavement section as per
the guide lines of IRC:37-2012
is chosen to obtain the response
for given loading conditions,
considering LVE theory. The
bituminous layer is considered
to be viscoelastic in nature.
The material characterization
of bituminous layer is given
in terms of creep compliances
42
at various loading times as

specified by KENLAYER. The
inverse of an elastic modulus is
defined as creep compliance and
it can be denoted as C(t),
where, (t) is the time-dependent

strain under a constant stress
(0).
The collocation method can be

used to obtain the viscoelastic
solutions from the elastic
solutions.
The
collocation
method is an approximate
method to collocate the
computed and actual responses
at a predetermined number of
time durations. Several values
of Ti = i/Ei are arbitrarily
assumed, and the corresponding
values are determined by
solving
a
system
of
simultaneous equations. The
solution so obtained by this
method is quasi-elastic solution.
In KENLAYER, for a static load
response of pavement, creep
compliance values as obtained
from the experiments are given
TECHNICAL PAPERS
at time of 0.01, 0.03, 0.1, 0.3,

1, 3, 10 seconds. A 1000s creep
test with compliances measured
at 11 different time durations
(0.001, 0.003, 0.01, 0.03, 0.1,
0.3, 1, 3, 10, 30 and 100 s) is
recommended (FHWA, 1978)
to cover all possible range of
interest. This range from 0.001
to100s should be able to take
care of moving loads with both
short and long duration as well
as the change in creep
compliances with temperature.
Thus
using
these
creep
compliance values as an input
for
corresponding
elastic
modulus at particular time
intervals,
the
pavement
response is obtained. Detailed
explanation about collocation
method can be found in [6, 14].
5.1 Analysis of a Flexible
Pavement Section
A flexible pavement section of
5 layers is designed with the
subgrade CBR of 5% as per
the guidelines of IRC:37-2012.
The thickness of each layer
as adopted from the plates
in IRC:37-2012 are given in
Table 1 and the input parameters
to calculate the traffic over
design period are given in
Table 2.
Table 1 Input Parameters for the Pavement Section as per IRC:37-2012

S. No.
Layer Type
Layer Thickness
(mm)
Bituminous Concrete (BC)
40
Dense Bitumen Macadam (DBM)
70
Granular Base (WMM)
250
Granular Sub-base
300
Total pavement thickness above subgrade
660
Table 2 Input Parameters used to Calculate the Traffic during the Design
Period
Input Parameters
Initial traffic (P)
169 CVPD
Growth rate (r)
5%
Since this study is a comparative

study between the elastic
and
viscoelastic
response
of a pavement section, the
cumulative standard axles used
is a common entity for both
the responses and it is assumed
to be 10 msa. The 60/70 grade
of bitumen is used in the
bituminous mixes. The elastic
modulus for granular layers
and subgrade are calculated
using equations given in
IRC:37-2012.
The
elastic
modulus value of granular
base
(WMM),
sub-base
and subgrade are 300 MPa,
250 MPa and 50 MPa
respectively.
The
elastic
modulus
of
Bituminous
Concrete (BC) and Dense
Bitumen Macadam (DBM)
together forming the bituminous
layer is given in terms of creep
compliance values obtained
using the creep compliance
equation of Burger model.
Equation (2) is the creep
compliance equation for Burger
model.
Table 3 Creep Compliance Values
at Test Temperatures
Time
(Sec)
Creep Compliance in per kPa

20C (x10-8)
40C (x10-8)
No. of years b/w last count and year of completion (x)
Lane Distribution factor (D)
Design period (n)
20
Vehicle Damage Factor (F)
3.5
Traffic in the year of completion of construction (A),

A = P (1 + r)*x
178 CVPD
85.129
2654
Cumulative standard axles during design period (msa)

N = 365*A*D*F*[{(1 + r)^n} - 1]/r
7.5 msa
10
218.844
8586.21
Traffic in first year (msa)
0.227 msa
0.01
20.351
116.424
0.03
25.108
136.979
0.1
29.562
196.377
0.3
33.553
365.868
46.924
959.088
Table 4 shows the model

parameters of Burger model
43
TECHNICAL PAPERS
at various test temperatures

obtained from complex modulus
tests on 60/70 grade bitumen.
The Poissons ratio of unbound
layers is taken as 0.4.
The burger model parameters
used in this study are from a
validated research work [8].
These model parameters were
obtained by performing dynamic
modulus tests on bitumen
mixture
specimens,
with
sinusoidal stress-strain loading
suitable for linear viscoelastic
material. In this test the
continuously graded bitumen
mixture
specimens
were
subjected to sinusoidal loading
at different test temperatures
and
different
loading
frequencies
suitable
to
describe short-term response.
The standard test procedure

for dynamic modulus of
bitumen mixes was adopted in
determining the same [3].
Further, the model parameters
are calculated by non-linear
least
squares
regression
analysis of a set of measured
complex
modulus
and
corresponding phase angles at
various frequencies and given
temperature. These values of
the parameters are used in the
present work to perform static
load analysis on the pavement
section to know the tensile
strains at the bottom of
bituminous
layer.
The
illustration of the complex
modulus equation for burger
model is provided in the
APPENDIX.
Table 4 Model Parameters and Material Properties of Bituminous Layer

Temperature (C)
E1(MPa)
1(MPa.s)
E2(MPa)
2(MPa.s)
Poissons ratio
20
6202
5235
8548
202
0.35
40
1164
118
3888
20
0.5
Standard single axle dual wheel

configuration is considered for
the analysis work. Only the
outer set of wheels is considered
to evaluate the pavement
responses. The legal single
axle load of 80 kN with dual
tires having centre to centre
spacing of 31 cm is considered
for the study. The tire pressure
is assumed as 0.56 MPa. The
contact radius is calculated for
above load and tire pressure
comes out to be 10.6 cm.
5.2 Method of Analysis
Analysis
is
carried
44
out
considering the bituminous

layer as viscoelastic material.
KENLAYER is used to analyse
the distress in the flexible
pavement layers. Key inputs
for linear viscoelastic analysis
are traffic loading, temperature
and time dependent material
properties. The stresses, strains
and deformations are obtained
at critical locations. The tensile
strains are observed at the
bottom of bituminous layer
after 0.1 second of application
of stress. In the analysis the
tolerance is kept as 0.1%.
The strain produced in a

viscoelastic material varies with
time. It shows characteristic
creep
behaviour
with
instantaneous elastic, a delayed
elastic and viscous strain. Fig.
3 shows that the bituminous
layer behaves viscoelastically
with the three stages of strain as
shown by a viscoelastic material.
The variation of tensile strain
at the bottom of bituminous
layer with time, at different test
temperatures are plotted and
compared.
Fig. 3 Graphs Showing Variation of

Horizontal Tensile Strain at Bottom
of Bituminous Layer with Time
at 20 and 40C
5.3 Comparison
between
Elastic and Viscoelastic
Strains
at
different
Temperatures
Elastic nature of bituminous
layer does not consider the
time dependency of strain.
It grossly under predicts the
strains that are obtained at high
temperatures. With the increase
in temperature, bituminous
layer being viscoelastic shows
more of viscous nature. Thus,
the tensile strains observed are
higher at high temperatures for
viscoelastic bituminous layer.
The horizontal tensile strains at
TECHNICAL PAPERS
the bottom of bituminous layer

at
various
temperatures
are
obtained
considering
bituminous layer behaving
linearly elastic and linearly
viscoelastic separately using
KENLAYER.
The
graphs
for variation of horizontal

tensile strain at the bottom of
bituminous layer is plotted
against temperature for material
behaving
elastically
and
viscoelastically are shown in
Fig. 4.
strain at the top of subgrade

is also compared considering
bituminous layeras viscoelastic.
Fig.6, shows the variation of
these strain values with increase
in temperature.
Fig. 6 Comparison of Tensile Strain

at Bottom of Bituminous Layer with
the Vertical Compressive Strain at
the Top of Subgrade at Different
Temperatures
Fig. 4 Comparison of Elastic and Viscoelastic Strain at the Bottom
of Bituminous Layer with Variation of Temperature
The increase in horizontal

tensile strain at the bottom
of bituminous layer has a
great impact on the fatigue
life of bituminous layer. The
relation between allowable
number of load repetitions
for fatigue (cracking) failure
and horizontal tensile strain
is provided by IRC:37-2012.
Fig. 5 shows the variation
of allowable number of load
repetitions (Nf), before fatigue
cracking obtained from the
equation given for fatigue
model in IRC:37-2012 for 80%
reliability.
Fig. 5 Comparison of Variation of Fatigue Life of Bituminous Layer with

Temperature
The effect of temperature on

horizontal tensile strain at the
bottom of bituminous layer

and the vertical compressive
RESULTS AND FUTURE

SCOPE
The effects of temperature
on strain at critical locations
of
a
flexible
pavement
with bituminous layer as
viscoelastic, has been addressed
in this paper. The following
conclusions are drawn from the
study.
The
horizontal
tensile
strain at the bottom of
bituminous layer is found
to show three stages,
representing the characteristic creep behaviour of a
viscoelastic material. It
shows an instantaneous
elastic response, a delayed
time-dependent strain and a
viscous strain.
The effect of viscoelasticity
has a significant impact on
horizontal tensile strain at
higher temperature of 40C.
45
TECHNICAL PAPERS
Even at 35C which is the

mean temp adopted by IRC,
the increase in strain can be
observed from 254 to 340
micro strains for the chosen
pavement section.
The
fatigue
life
of
bituminous layer decreases
by almost 60% as the
temperature increases from
20 to 40C. The allowable
number of load repetitions
on the pavement section
decreases considerably.
The increase in temperature
has much higher effect on
horizontal tensile strain at
the bottom of bituminous
layer when compared to the
vertical compressive strain
on the top of subgrade.
To determine pavement
structural responses more
accurately in terms of
stresses,
strains
and
displacement, it is important
that LVE nature of HMA

is incorporated into the
analysis program.
Linear viscoelastic analysis
is considered in this
paper.
The
Non-linear
Viscoelastic analysis of
pavements can also be done
at different temperatures.
The validation of LVE
theory can further be done
by
obtaining
creep
compliance curve from the
creep tests on bituminous
mixtures
and
then
comparing it with the creep
compliance obtained by the
mathematical models.
7
REFERENCES
1.
ASTM. (2003), Standard Test

Method for Dynamic Modulus of
Asphalt Mixes, ASTM D3497-79.
Christensen, R.M (2003), Theory of
Viscoelasticity, Dover Publications,
Mineola, NY.
Goodrich, J.L., 1991. Asphaltic
Binder Rheology, Asphalt Concrete
2.
3.
4.
5.
6.
7.
8.
9.
Rheology and Asphalt Concrete

Mix Properties, Journal of the
Association of Asphalt Paving
Technologists, Vol. 60, p. 80-120.
Huang, Y.H, Pavement Analysis
and Design 2nd edition, Pearson
Education Ltd., London, 2004.
IRC:37-2012, Guidelines for the
Design of Flexible Pavements,
Indian Roads Congress.
J.W. Maina, J Anochie-Boateng, K
Matsui, (2011) Application of
Visco-Elastic Models to Flexible
Pavement Analysis, 10th Conference
on Asphalt Pavements for Southern
Africa. Paper No. 51.
Levenberg, E. (2009). Viscoplastic
Response and Modelling of Asphalt
Aggregate Mixes. Mater. Struct.,
42(8), 11391151.
Nilson, R.N., Hopman, P.C., and
Isacsson, U., 2002. Influence of
Different Rheological Models on
Predicted Pavement Responses in
Flexible Pavements. International
Journal of Road Materials and
Pavement Design (RMPD), Vol. 3,
Issue 2.
Schapery R. A (1961), A Simple
Collocation Method for Fitting
Viscoelastic Models to Experimental
Data GALCIT SM 61-23A,
California Institute of Technology,
Pasadena, CA.
8. APPENDIX
8.1 Dynamic Modulus Test
The creep compliance and the dynamic modulus are two fundamental linear viscoelastic properties.
Dynamic sinusoidal tests are more suitable to describe the short-term response. When a viscoelastic
material is subjected to a sinusoidally varying stress, a steady state is eventually reached in which the
resulting strain is also sinusoidal, having the same angular frequency but lagging in phase by an angle
. Phase angle is an indicator of the viscous (or elastic) properties of the viscoelastic material.
For one-dimensional case of a sinusoidal loading, the applied stress and the corresponding strain can
be expressed in a complex form by equations 4.0 and 4.1, respectively

... (4.0)
... (4.1)
where is the applied stress, 0 is the stress amplitude, is the strain response, 0 is the strain amplitude,
is angular frequency of loading, t is time, is the phase angle related to the time the strain lags
behind the stress.
From equations (4.0) and (4.1) the complex modulus, E*(i ), is defined as the complex quantity in
equation (4.3),
46
TECHNICAL PAPERS
... (4.3)
The dynamic modulus, |E*| is the absolute value of the complex modulus given by equation (4.4) as,

... (4.4)
8.2 Complex Modulus Equation for Burger Model

Burger model is a rheological model which can show the viscoelastic nature mathematically. The strain
response for a constant stress applied shows a characteristic curve of viscoelastic material showing
creep deformation in three stages. It involves an instantaneous elastic response, a delayed elastic
response and a viscous creep response with constant rate.
Fig. 6 The Burger Model
The total strain in a Burger model can be written as:

= 1 + 2 + 3
... (4.5)
Further, the stress-strain relationship for each component can be written as:

... (4.6)
From equation (4.5),

3 = 1 2
... (4.7)

... (4.8)
Substituting equation (4.7) in (4.8),

... (4.9)
Differentiating equation (4.9) with respect to time, t

47
TECHNICAL PAPERS
Rearranging the like terms together we get,

Multiplying equation (5.0) with
... (5.0)
we get,

... (5.1)
Equation (5.1) can be written in a simplified general form as:

... (5.2)
Writing equation (5.2) as a function of the differential operator D =
, yields

Giving the complex modulus of Burger model, E(D) as,

... (5.3)
And the coefficients i in equation (5.3) are,

By using the correspondence principle, it is possible to use the static analysis to obtain solutions in
viscoelastic problems. First, the method of Fourier transform is utilized to remove the time variable
from the complex modulus shown in equation (4.8), and thus transforming it into a frequency domain.
Thereafter the experimentally determined complex modulus of the asphalt concrete specimen is
equated with the complex modulus equation in frequency domain, which no longer contains differential
operator. These equations are solved using nonlinear least squares regression algorithm to obtain the
model parameters at various temperatures and for various loading frequencies.
8.3 Creep Compliance Equation for Burger Model
In static load analysis of pavement, the total strain of the Burger element is given by equation (4.5)
as,

3, is the resultant strain of the Kelvin element used in the Burger model. So, equation for 3 is obtained
as follows:
We know that,

48
TECHNICAL PAPERS
Under the application of constant stress,

On rearranging we get,

Integrating with respect to t on both sides we get,

The term
, is called as relaxation time (T). Finally equation (4.5) can be written as,
... (5.4)
Thus, creep compliance equation for Burger model can be written as equation (5.5),

... (5.5)
Obituary
The Indian Roads Congress express their profound sorrow on the sad demise of
Late Shri Kamal Prasad Alloy, BE, MIE, (LM--4206), Resident of Santa Bhawan, Near diesel
Power House, P.O. Gangtok, East Sikkim. Born on 14th March, 1938, Shri Alloy was enrolled as
member of Indian Roads Congress on 21st May, 1968. He was an active member IRC.
May his soul rest in peace.
The Indian Roads Congress express their profound sorrow on the sad demise of Late Shri R. Nagaraja,
BE , M.Tech, (LM-13773), Resident of 162/D, 3rd Cross, JP Nagar, 3rd Phase, Bangalore. Born on
7th January, 1935, Shri Nagraja was enrolled as member of Indian Roads Congress on 19-7-1985. He
was an active member IRC.
May his soul rest in peace.
49
Ministry of Road Transport & Highways Circular
50
Circulars and Annexures are available on Ministerys Website (www.morth.nic.in) and same are also available in Ministerys Library.
51
52
53
54
Obituary
With heavy heart it is regretfully informed that our illustrious colleague Shri C.R. Alimchandani, Chairman,
STUP Consultants Pvt. Ltd., Mumbai has left for his heavenly abode on 12th July, 2015 at his residence in
Mumbai. He graduated in Civil Engineering in 1957 from University of Pune and obtained PG Diploma in
Prestressed Concrete in 1959 from France. He associated with STUP Consultants Pvt. Ltd. since its inception
in 1963 and rose to the level of an institution in Structural Engineering, who enlightened battery of engineers
through his articles, lectures, workshops in national and international conferences and technical publications,
working in India and abroad. He had number of professional affiliations and awards in his credit including:
Member, IRC Council for a very long period
President, IE (India),1985
Fellow INAE, since1987.
VP, FIP for over a decade and Chairman, IMC-fib of IE (India)
Member, TC, IABSE Zurich from 1995 to 2003
Chairman of the Organizing Committee for the fib 2014.
ACTIM Medal by the Government of France in 1967.
FIP Medal in 1986
Gold Medal in 2002 by the Japanese Constn. Industry at the 2002 fib Congress at Osaka.
International Award of Merit in Structural Engineering by IABSE, Zurich in 2002 in recognition of his
lifetime contribution to the development of Prestressed Concrete in 36 countries of Asia, ex-USSR and
Africa.
Silver Medal for the UKIERI for outstanding contributions to Concrete Science, Technology,
Design and Construction.
Award for the tallest Natural Draught Cooling Tower in the World 202 m high.
IRC Fraternity expresses heartfelt condolences to his wife, Smt. Nirmala Alimchandani, his two sons,
Shri Abhin Alimchandani and Shri Souren Alimchandani and their family members. May his soul rest
in peace.
55
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Edited and Published by Shri S.S. Nahar, Secretary General, Indian Roads Congress, Jamnagar House,
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