Journal

of the
Indian Roads Congress

Volume : 78 - 1 ● april - June, 2017 ● ISSN 0258 - 0500

Indian Roads Congress

Founded : On 10th December, 1934

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

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 CALL FOR TECHNICAL PAPERS
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periodicals i.e. Indian Highways (monthly), IRC Journal (quarterly) and HR Journal
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engineers. The papers may deal with important case studies, new design concepts/
principles, new construction techniques, modern quality control, modern maintenance
techniques applied in highway projects, besides traffic engineering, transport planning
etc including a paragraph on application of Paper to Highway Profession and updation of
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For more details and rules for contribution of Technical Paper please visit IRC
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EMPANELMENT OF REFEREES
Call of Expression of Interest from the experienced Road & Bridge Technocrats for
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 Paper No. 662

A Critical Review of Practices for Improving Ride

Quality and Periodical Renewal of Bituminous
Pavements in India

Prof. Prithvi Singh Kandhal1 Prof. A. Veeraragavan2

ABSTRACT
Improving ride quality and periodical renewal are the two major components of rehabilitation
of existing bituminous pavements, which are generally practiced across India. The Ministry of
Road Transport and Highways (MORTH) has provided guidelines through circulars on how to
improve ride quality and practices for periodical renewal of bituminous pavements on national
highway stretches. However, these practices are also generally followed on other highways across
India. It has been observed that bituminous mixes/applications currently used in the so-called
Improving Ride Quality Programme (IRQP) and Periodical Renewal (PR) do not generally produce
durable bituminous pavements, which result in unsatisfactory condition of roads especially during
monsoons. This paper gives a critical review of all practices currently used in IRPQ and PR across
India. Detailed guidelines have been given in this paper for selection of acceptable bituminous
mixes/applications based on durability and economics in case of IRQP and PR. Primarily,
recommendations have been made not to use open graded, permeable bituminous mixes and use
only dense graded bituminous mixes. Use of surface dressing in lieu of premix carpet has also been
recommended for low volume traffic roads based on economics and durability.
1. INTRODUCTION brittle resulting in raveling and subsequent
Two major components of rehabilitation of disintegration. Bituminous wearing courses can
bituminous pavements generally practiced across also develop top down cracking under intense
India are: improving ride quality and periodical traffic loads.
renewal. (Unfortunately, recycling has not The Ministry of Road Transport and Highways
made much headway in India as a means for (MORTH) has provided guidelines through
rehabilitating bituminous pavements.) Ride circulars on how to improve ride quality and
quality of bituminous pavements can deteriorate practices for periodical renewal of bituminous
prematurely due to several factors such as uneven pavements on national highway stretches. However,
consolidation of subgrade and/or subbase; these practices are also generally followed on other
substandard granular subbase (GSB) and/or wet highways across India. State highway agencies and
mix macadam (WMM); and stripping, rutting other agencies such as Border Roads Organization
and/or fatigue cracking of bituminous courses. (BRO) have their own practices in addition to those
Periodical renewal of bituminous wearing courses recommended by MORTH.
is required because bitumen being exposed to It has been observed that bituminous mixes/
sun and air gets oxidized with time and becomes applications used in the so-called Improving
1
Associate Director Emeritus, National Center for Asphalt Technology (NCAT), Auburn University, USA
(Currently Jaipur), E-mail: pkandhal@gmail.com
2
Professor of Civil Engineering, Indian Institute of Technology Madras, Chennai, E-mail: av@iitm.ac.in

Journal of the indian Roads Congress, April - June, 2017 3

 Paper No. 662

Ride Quality Programme (IRQP) and Periodical
Renewal (PR) do not generally produce
durable bituminous pavements which result in
unsatisfactory condition of roads especially
during monsoons. This has resulted in general
dissatisfaction of the motoring public at large with
roads in rural and urban India.
2. CURRENT PRACTICES
As mentioned earlier in introduction, MORTH
issued “Revised Guidelines for Selection of
National Highway Stretches for Improving Ride
Quality Programme (IRQP) and Periodic Renewals
Table 1 Various MORTH Options in Improving Ride Quality Programme (IRQP)
(PR)” in September 2002 (1). Although these
guidelines are meant for national highways, other
organizations like state highway agencies, Border
Roads Organization, also use similar guidelines
for other highways across India. Some agencies
also use other variations of bituminous mixes/
applications. So there is a significant proliferation
of practices used in the IRQP and PR of bituminous
pavements across India.
Table 1 gives MORTH guidelines for IRQP in
terms of various unbound and bound pavement
courses/applications depending on the thickness of
existing pavement.

Existing Pavement Thickness Options

Less than 200 mm 225 mm WMM + 20 mm PMC with sand seal coat
Less than 200 mm 225 mm WMM + 20 mm MSS
Between 200 and 250 mm 150 mm WMM + 20 mm PMC with sand seal coat
Between 200 and 250 mm 150 mm WMM + 20 mm MSS
Between 250 and 300 mm 75 mm BUSG + 25 mm SDBC
Between 250 and 300 mm 75 mm BUSG + 25 mm MSS
More than 300 mm 50 mm BM + 25 mm SDBC
More than 300 mm 75 mm BM + 25 mm SDBC

Primarily, six courses/applications are included Table 2 gives MORTH guidelines for PR in terms
in Table 1: Wet Mix Macadam (WMM), of bituminous courses/applications depending on
Bituminous Macadam (BM), Semi Dense daily number of commercial vehicles. Primarily,
Bituminous Concrete (SDBC), Built Up Spray the following courses/applications are included
Grout (BUSG), Mixed Seal Surfacing (MSS), and in this table: Semi Dense Bituminous Concrete
Premix Carpet (PMC). These courses/applications (SDBC), Mixed Seal Surfacing (MSS), and Premix
have been reviewed in the next section of this Carpet (PMC). These are also reviewed in the next
paper. section.
Table 2 MORTH Guidelines for Periodical Renewal (PR)

Number of Commercial Vehicles per Day Option

Less than 1500
Less than 1500
More than 1500
More than 1500
* Only if existing surface is also BC.
3. REVIEW OF BITUMINOUS MIXES/
APPLICATIONS FOR IRQP AND PR
This section gives a critical review of all
bituminous mixes/applications currently used and
proposed to be used for IRQP and PR across India.
20 mm PMC with sand seal coat
20 mm MSS
25 mm SDBC
25 mm BC*
The following have been reviewed: Bituminous
Macadam (BM), Semi Dense Bituminous Concrete
(SDBC), Dense Bituminous Macadam (DBM),
Bituminous Concrete (BC), Premix Carpet (PMC),
Surface Dressing (SD), Mixed Seal Surfacing

4 Journal of the indian Roads Congress, April - June, 2017

 Paper No. 662
(MSS), and Built Up Spray Grout (BUSG).
The fundamental suitability of these mixes/
applications in flexible pavement has been
examined (2,3).
3.1 Bituminous Macadam (BM)
Bituminous Macadam (BM) is an open graded,
permeable, and recipe type mix produced without
any quality control on its volumetrics or strength
(stability). The primary problem with the BM mix is
that being very open graded, it is highly permeable
and therefore will trap moisture or water. BM and
SDBC were developed several years ago, when
conventional hot mix plants were not common. At
that time, hot mixing was done in small portable
plants or concrete mixers in which much fine
aggregate could not be used due to limitations of
the available heating and mixing equipment. Now,
good hot mix plants are normally available almost
all across India.
Figs. 1 and 2 show cross-sections where BM has
been used as a base, binder or Profile Corrective
Course (PCC) with no outlet for water thus creating
a “bath tub” situation within the pavement.
Fig. 1 Flexible Pavement with BM as a
Base Course or PCC
Fig. 2 Flexible Pavement with BM as a
Base/Binder Course
The fundamental question thus boils down to BM
versus DBM. Should open graded BM be deleted
Journal of the indian Roads Congress, April - June, 2017 5
and densely graded DBM used instead in all cases?
To answer that question BM and DBM should
be compared both from the engineering aspect
(primary) and economical aspect (secondary). This
has been done considering the following factors
(2).
Permeability: It has been acknowledged in many
IRC and MORTH publications that BM is a much
more open mix compared to the densely graded
DBM. The MORTH Manual for Construction and
Supervision of Bituminous Works (4) states on
page 52, “Because of the open-graded aggregate
matrix, the voids content (in the BM) can be as
high as 20-25 percent.”
Fig. 3 shows the open texture of compacted BM
Grading 1. When these specimens were placed
under a water tap, the water readily passed through
them indicating very high permeability.
Fig. 3 Open Surface Texture of
Compacted BM Grading 1
So there cannot be any argument about the fact that
the BM is a highly permeable mix compared to the
dense graded DBM. It has been said, three things
are important in highway construction – drainage,
drainage, and drainage. No permeable asphalt layer
is desirable within the pavement structure (unless
it is specifically for drainage with proper outlets)
whether it is a PCC, base course, binder course
or whatever. If this fundamental requirement is
disregarded, the potential for premature pavement
distress is increased. A permeable layer always
attracts and traps water, moisture or moisture
vapour. Water can come from the top, from the
sides, or from the unbound courses underneath
(5,6). This leads to stripping of bitumen in the
permeable layer as well as in the adjacent layers
 Paper No. 662
overlying or underlying it due to traffic action
thereby resulting in premature failure of the road
(Fig. 4).
Fig. 4 Premature Failure of a Road in Eastern India
due to Presence of Water in the BM
Structural Strength: Many highway agencies
across the world give structural value to a BM type
mix (used for drainage with proper outlets) of 50%
of dense graded DBM type mix. IRC Publications
37 and 81 on flexible pavement design state that 7
mm of DBM is equal to 10 mm of BM. In either
case, the DBM is far superior to the BM in terms
of structural strength and fatigue life.
Use as a PCC: It has Been Surmised that BM is a
good material for Profile Corrective Course (PCC)
because it resists reflection cracking. It does not
appear that this conclusion is based on any research.
No other country is using a permeable, water-
trapping type mix for PCC. Only dense graded
mixes such as DBM or BC are used for transverse
or longitudinal profile correction in other countries
(8) in courses called scratch courses, levelling
courses or wedge courses, which are same as
India’s PCC.
Cost Considerations: The use of BM is quite often
made on the premise that BM is cheaper than DBM
and, therefore, it is suitable for use in developing
country like India. That is simply not correct as
discussed below.
Comparative cost analysis of BM and DBM has
been done based on the 2013 Basic Schedule of
Rates (BSR) of BM and DBM obtained from
the Rajasthan PWD Circle in Jaipur. The cost of
BM Grading 2 in place is Rs 5,354 per cu m and
the cost of DBM Grading 2 in place is Rs. 6,851
per cu m. Considering that 100 mm thick BM is
equal to 70 mm thick DBM as per IRC guidelines,
the actual cost of DBM in place comes out to be
6 Journal of the indian Roads Congress, April - June, 2017
Rs. 4,796 per cu m. That is a saving of Rs. 558
per cu m or about 10 percent, when DBM is used
in lieu of BM. That is a lot of savings on a road
project. The preceding cost analyses have clearly
established that DBM is much cheaper than the
BM on equivalency cost basis. This fact should not
be ignored by pavement designers.
Traffic Conditions: According to some highway
engineers, BM is intended for low-traffic roads
only, although it is being used indiscriminately on
national highways and state highways. However,
the fact remains that any layer, which traps water,
should not be used whether it is a low-volume
or high-volume road. The concept of perpetual
pavement or long lasting pavements is relevant
even for less traffic roads.
Even the Central Road Research Institute
(CRRI) has stated in 2008 the following in their
investigational report (7) on premature failure of
NH-91 in Uttar Pradesh: “For ensuring long term
pavement performance, focus now must shift to
the use of dense graded bituminous mixes (such
as DBM and BC) rather than the open graded and
semi dense bituminous mixes (such as BM and
SDBC)…….Bituminous Macadam is a highly
permeable mix which is prone to rutting and water
induced damage. Bituminous Macadam, though is
widely used at present, but needs to be gradually
replaced with DBM in the coming years, because
it is not cost effective in the long run and does not
perform better during the design life of a pavement
subjected to heavy traffic. Similarly, the use of
Semi-Dense Bituminous Concrete is also needed
to be discouraged as it suffers from "pessimism"
voids, which have potential to trap water resulting
into damage due to moisture. It should be substituted
by Bituminous Concrete as it is a better performing
mix and is also cost effective in the long run.”
It is evident from the preceding discussion that BM
should not be used at all in flexible pavement.
3.2 Semi Dense Bituminous Concrete (SDBC)
There is no engineering logic in using a “semi-
dense” mix when only dense, continuously graded
mixes are technically desirable. In most developed
countries (8) either dense mixes (HMA) are
provided or the open graded asphalt friction course
(OGFC) is provided as wearing course. Semi-dense
mixes which are neither dense graded nor open
 Paper No. 662
graded, contain the so-called “pessimum” voids
when constructed. Terrel and Shute (9) advanced
the concept of “pessimum” voids for stripping.
Pessimum represents opposite of optimum. The
objective is to stay out of the “pessimum” void
range. A “semi-dense” mix, which has a potential
for having “pessimum” voids in it, is likely to trap
moisture/water and cause stripping. As mentioned
earlier, this also has been acknowledged by the
CRRI while investigating NH-91 in Uttar Pradesh
(7).
Unfortunately, the use of SDBC has been
advertently promoted to some extent because only
SDBC Grading 2 has been specified by MORTH
for a thin layer of 25 mm. However, the fact
remains that thin 25 mm mat cools rapidly after
lay down and it is not possible to compact it to
the desired level. This results in high permeability
and reduced life. It should also be noted that BC is
only 10 percent more expensive than the SDBC as
is evident from the following prices obtained from
the 2013 Schedule of Rates of Rajasthan PWD,
Jaipur Circle.
Semi-Dense Bituminous Rs. 7,758 per cu m
Concrete (SDBC) Grading 2
Bituminous Concrete (BC) Rs. 8,553 per cu m
Grading 2
Unfortunately across India the extremely undesirable
combination of BM and SDBC continues to be
used even in heavy rain areas like northeast India.
It is simply unacceptable. Rainwater permeates
through the semi dense SDBC (or its cracks) and is
stored in the underlying BM “bath tub”. The water
or moisture vapor from the BM can cause stripping
in the BM as well as in the overlying SDBC,
quite often also causing debonding (scaling) of
the SDBC from the BM. This scaling results in
numerous “shallow potholes” on the road as shown
in Fig. 5. These shallow potholes are sometimes
repaired with premix carpet (PMC) mix which can
perpetuate the problem.
Although MORTH has rightly deleted SDBC in its
revised 2013 Specification (10), no circular was
issued for the information of highway engineers as
to why it was deleted. Unfortunately, it is being
Journal of the indian Roads Congress, April - June, 2017 7
used at the present time because it is still in the
IRC Specification. SDBC should not be used at all
in flexible pavement.
Fig. 5 Shallow Potholes (Scaling) on SDBC on
Highway in South India
3.3 Dense Bituminous Macadam (DBM)
At the present time the dense bituminous macadam
(DBM) is specified for use as a base course and/
or binder course. Two gradations of the DBM
are specified in Section 505 of 2013 MORTH
specifications: Grading 1 has a NMAS (nominal
maximum aggregate size) of 37.5 mm and Grading
2 has a NMAS of 25 mm.
Table 3 gives the existing MORTH composition
of DBM Gradings 1 and 2. The specified
percentage of fine aggregate is the same in both
gradings (28-42 percent), the main difference
is just some large size aggregate particles
(25-45 mm size) are contained in Grading 1. Use
of large stone mix (NMAS of 37.5 mm or larger)
has several disadvantages such as segregation
(Fig. 6) and high permeability (2). These
disadvantages outweigh the “marginal” gain in
stability, if any, over a 25 mm NMAS mix. Since
Grading 1 is highly permeable, it has to be sealed
or overlaid before rainy season otherwise water
will penetrate it and damage the underlying WMM
course. Experienced Indian highway engineers
advise this but the solution is to simply ban the
problematic DBM Grading 1 altogether and use only
the DBM Grading 2. On many national highways
in India deteriorated DBM Grading 1 in the lower
lift of the total DBM, which was disintegrated due
to stripping, could not be retrieved intact by coring.
One case is shown in Fig. 7.
 Paper No. 662

Fig. 7 Deteriorated DBM Grading 1 used in

Fig. 6 Segregation of DBM Grading 1 Lower DBM Lift Could Not Retrieved
(37.5 mm NMAS Mix) Resulting in Honeycombing Intact While Coring
Table 3 Existing Morth Gradations for Dense Bitumen Macadam (Dbm) (Ref. 10)

Grading 1 2
Nominal Aggregate Size 40 mm 25 mm
Lift Thickness 80-100 mm 50-75 mm
Sieve, mm Percent Passing
45 100
37.5 95-100 100
26.5 63-93 90-100
19 - 71-95
13.2 55-75 56-80
9.5 - -
4.75 38-54 38-54
2.36 28-42 28-42
1.18 - -
0.6 - -
0.3 7-21 7-21
0.15 - -
0.075 2-8 2-8
Bitumen Content, % Min. 4.0 Min. 4.5

Based on the preceding discussion, problematic
DBM Grading 1 should not be used in flexible
pavement.
3.4 Bituminous Concrete (BC)
Two gradings of the Bituminous Concrete (BC)
have been specified in Section 507 of the MORTH
Specifications (2013). According to MORTH, BC
can be used for wearing and profile corrective
courses. Grading 1 has a NMAS of 19 mm and
Grading 2 has a NMAS of 13 mm.
As discussed earlier, DBM Grading 2 was selected
as base course. Now, there is a need to select a
binder course and two wearing (surface) course.
BC Grading 1 with a NMAS of 19 mm is suitable
for a binder course because by definition it binds
the base course (NMAS of 25 mm) and the wearing
course (NMAS of 13 mm) with an intermediate
(transition) NMAS of 19 mm. BC Grading 2
with a NMAS of 13 mm is suitable for a wearing
course. Therefore, BC Grading 1 should be
renamed as a binder course and used as such in the

8 Journal of the indian Roads Congress, April - June, 2017

 Paper No. 662

pavement design in lieu of the upper lift of DBM. suitable for thin asphalt lifts and should be
This conforms to general practice in developed preferred over BC Grading 2. This BC gradation
countries. with a NMAS of 9.5 mm is being used
There is a need to add a new BC gradation with successfully across the US even on interstate
a NMAS of 9.5 mm, which can be used for light (national) highways. Such a gradation was
to medium traffic, and in urban areas to provide proposed in the IRC paper by Kandhal, Sinha and
smooth and highly impermeable and durable Veeraragavan (2). All three BC gradations are
bituminous road surface. BC Grading 3 is also shown in Table 4.
Table 4 Aggregate Grading for Bituminous Concrete (Bc) Gradings 1, 2 And 3

Specification Bc Grading Number*

Grading 1 2 3
Nominal maximum 19 mm 13.2 mm 9.5 mm
aggregate size
Layer thickness 50 mm 25/40 mm 25/40 mm
IS Sieve size (mm) Percent passing by weight
26.5 100
19 90-100 100
13.2 59-79 90-100 100
9.5 52-72 70-88 90-100
4.75 35-55 53-71 55-75
2.36 28-44 42-58 40-55
1.18 20-34 34-48 29-44
0.6 15-27 26-38 21-33
0.3 10-20 18-28 14-25
0.15 5-13 12-20 7-15
0.075 2-8 4-10 4-7
Bitumen content (min.) 5.2% 5.4% 5.7%
Note: BC Grading 1 should be used as binder course; BC Gradings 2 and 3 should be used for wearing courses.
Proposed BC Grading 3 should be preferred over BC Grading 2 for thin asphalt lifts and city streets.

3.5 Premix Carpet (PMC)
Before the premix carpet (PMC) is discussed, a
little history is in order. When the first author was
serving as highway engineer in the Rajasthan PWD
during early 1960s, it was very common to use
bituminous surface dressing (SD) or chip sealing
on most types of roads. Surface dressing was very
effective in water-proofing the WBM roads because
of heavy bitumen application rate followed by chip
application. Surface dressing was scheduled once
in 3 or 4 years on all roads. Very potholes dotted the
roads at that time. Traffic volumes were generally
less during that time period. Road construction was
largely manual and hardly mechanized. Bitumen
for surface dressing was applied with perforated
tin cans. Spreading the surface aggregate (chips)
by hand was an art learnt through practice, usually
by swirling the basket containing aggregate.
As is usual with surface dressing, chips were
dislocated and became loose if the treated road
was opened too soon to traffic or slow speeds were
not maintained just after construction. The finished
road surface was not black and therefore not too
appealing to the public.
Too overcome these perceived “problems”, the
Premix Carpet (PMC) was introduced with the
IRC publishing its specification for the first time
in 1962. As mentioned earlier, road construction
was still manual. Single size chips (nominal size

Journal of the indian Roads Congress, April - June, 2017 9

 Paper No. 662
12 mm) were either broken by labourers by hand
or obtained from stone crusher plants (if available
nearby). Hot bitumen was applied as tack coat
through perforated tin cans. The mix containing
almost single size aggregate (11.2 mm to 13.2 mm)
could easily be coated with about 3-3.5% bitumen
either by hand on flat pans placed over wooden
log fire; or small drums rotated by hand; or small
portable mixing plants. Under such circumstances
graded aggregate could not be used.
The mix was taken in hand carts and spread over
tack coated road surface using hand rakes. After
rolling the road surface appeared “shining” black,
no loose stone and impressive to public unlike
surface dressing. It was realized that the PMC was
highly permeable to rainwater due to single size
aggregate being used in the mix. Therefore, the use
of sand seal coat was warranted to seal the surface
of the open graded mix. Sand was mixed with
about 7% bitumen, applied on the open surface,
and rolled.
With the advent of the PMC, surface dressing
started to die across India and is almost non-
existent in many states such as Rajasthan. This
is ironical that surface dressing is still being
used extensively and successfully on low to
medium-trafficked roads in developed countries
such as US, Australia, New Zealand and South
Africa. Some Indian engineers argue that surface
dressing is successful in those countries because
the construction (bitumen application and
chip spreading) is mechanized there. It is not
understood as to what is preventing the Indian
engineers in this day and age to require/mandate
bitumen distributors (already available for tack
coat work) and mechanized chip spreaders (being
manufactured in Gujarat) (11).
The PMC has probably served India well for over
50 years especially during the time mechanization
was almost not there. However, due to significant
increase in vehicular traffic and PMC’s inherent
water-trapping characteristics its service life has
decreased significantly in recent years. Time has
come now to think out of the box and consider
surface dressing in lieu of PMC for low to medium-
trafficked roads because it is highly economical
(as discussed later) as well as highly effective in
water-proofing the road pavement.
10 Journal of the indian Roads Congress, April - June, 2017
The undesirable water-trapping characteristic of
the PMC, which causes potholes due to increased
hydraulic pressure under traffic, is discussed
below.
To keep things in perspective, let’s compare
PMC with Open Graded Asphalt Friction Course
(OGFC), which is used in developed countries
primarily for road safety. Although OGFC is not
used in India, experience with OGFC is applicable
to PMC used in India in certain aspects. Both are
highly water permeable (porous) mixes and are
placed 20 mm thick. The OGFC is placed on dense
bituminous concrete (similar to BC Grading 2) to
provide a skid resistant wearing surface during
rainfall or when the pavement is wet. The rainwater
penetrates the open surface of the OGFC; goes to
its bottom; then flows within 20 mm thick OGFC
towards the shoulders; and then exits from the
exposed edge of the OGFC onto shoulders. Since
there is no rainwater on the surface of OGFC there
is no hydroplaning or skidding of motor vehicles
on its surface. OGFC is highly permeable to water
since it has over 18% air voids (12). The OGFC is
durable despite high air voids because it has about
6% polymer modified bitumen content, which
provides thick bitumen film around the aggregate
particles.
The premix carpet (PMC) on the other hand is
substantially more open graded and more porous
(permeable to water) than the OGFC because
the former uses very coarse aggregate (nominal
size of 11.2 to 13.2 mm). Its air void content is
estimated to be over 25 percent. Although a sand
seal coat is provided on the surface of the PMC,
it is not completely effective in making the PMC
waterproof at the surface. Even if there is a small
patch where the PMC has lost its sand seal, the
surface water on the road can penetrate it at that
spot, flow side wards like in OGFC, and flood
the entire PMC below the sand seal (Fig. 8). The
hydraulic pressure induced by traffic in the water
trapped within the PMC below the seal coat is
likely to cause stripping within the PMC and the
underlying bituminous course. If the underlying
course is WMM or WBM, it would get saturated
and lose its strength especially if it contains some
plastic material.
 Paper No. 662

of 12.5 mm and timer is started. Time taken by

the water to penetrate and disappear from the
road surface is measured in seconds as measure of
relative water permeability.

Fig. 8 Surface Water Entering the Premix Carpet

(PMC) Through an Unsealed Area Saturating it
under the Seal as well, Causing
Stripping within PMC and the Underlying
Bituminous Course when Subjected to Traffic Loads.
Intrusion of water from the unsealed areas of PMC
Fig. 10 Free Water Oozing out of the OGFC
is analogous to porous 20 mm OGFC (PMC in Sandwiched between Two BC Courses.
our case) overlaid by dense BC which has cracks. It was Observed when a Section of the
Surface water can penetrate the OGFC through Road was Cut by Cold Milling
cracks and flood the entire OGFC (Fig. 9). The The first test (Fig. 11) was made on PMC without
first author has observed this phenomenon while any seal coat. It was not even possible to fill the
conducting forensic investigation in Australia ring with water because it was penetrating the
(Fig. 10). It was hard to believe the sight of water PMC as fast as it was poured. On filling rapidly,
oozing out of the OGFC although it had not rained water penetrated fully in about 5 seconds. The
for weeks. That is why; OGFC is always milled off second test (Fig. 12) was made on PMC with
before placing a dense bituminous surfacing. moderate amount of sand seal coat. The measured
field permeability was 105 seconds. The third test
(Fig. 13) was made on PMC with adequate amount
of sand seal coat. The measured field permeability
was 545 seconds. It is not uncommon to see non-
uniform application of sand seal coat on PMC
because it is usually spread manually (Fig. 14).
It is a matter of great concern. During a similar
test on BC wearing course, water remained at 12.5
mm level for hours and therefore the field water
permeability was almost zero (Fig. 15).
Fig. 9 Premix Carpet (or OGFC) Sandwiched
between Two BC Courses can be Saturated
with Surface Water Entering Through the Cracks
in the Top BC Course, Causing Stripping
in the PMC and Adjacent BC Courses
The surface water permeability of an in-service
PMC was determined recently with a grease
ring method. Although it is simple, crude,
falling head water permeability test, it does give
some relative permeability values. A ring about
225 mm in diameter and about 25 mm high is
made on the road surface to be tested using heavy
grease. Putty can also be used in lieu of heavy Fig. 11 Field Permeability of PMC without
grease. The ring is filled with water up to a depth any Sand Seal Coat

Journal of the indian Roads Congress, April - June, 2017 11

 Paper No. 662
Fig. 12 Field Permeability of PMC with
Moderate Sand Seal Coat
Fig. 13 Field Permeability of PMC with Adequate
Sand Seal Coat
Fig. 14 PMC Surface with Non-uniform Application
of Sand Seal Coat
More field permeability test data have been
obtained by students at Rasta, Bangalore; IIT
Guwahati; MNIT, Jaipur; and Kautilya College of
Engineering, Jaipur. A steel ring (Fig. 16) rather
than grease or putty ring was used to expedite
12 Journal of the indian Roads Congress, April - June, 2017
testing. Unlike BC, test data has indicated a very
wide range of water permeability from very high
permeability (60 seconds) to almost none. As
mentioned earlier, it appears to be a function of
variability in sand seal coat application in terms of
its quality, its quantity and its mode of application.
Practically, it is not possible to apply consistent
and adequate amount of sand seal coat throughout
a PMC project.
Fig. 15 Field Permeability of BC Grading 2
Fig. 16 Steel Ring Used for Field Permeability Test
It is quite evident from the preceding field
experiments that generally the PMC with sand seal
coat would easily take in and trap water during
rains in many cases. Once the PMC is saturated
with water, the hydraulic pressure resulting from
traffic above can loosen up the sand seal in other
areas of the PMC. This phenomenon has been
observed on Jaipur streets (Fig. 17). As already
mentioned, the hydraulic pressure also causes
stripping in the PMC as well as in the underlying
bituminous courses. That is why; PMC deteriorates
 Paper No. 662
rather rapidly during monsoons especially in
towns and cities where streets usually get flooded.
The average life of PMC in Jaipur is about 1-2
years. Its bitumen content is about 3.5 percent.
Fig. 17 Failure of Premix Carpet (PMC) during the
First Monsoon within Jaipur City
Obviously, there are cases where PMC with good,
uniform sand seal coat and/or very dry climate has
endured well. However, fundamentally the question
is why to place a highly porous bituminous mix
like PMC in the first place and then try to seal it.
There is no available data as to what depth, if any;
the estimated 6 mm thick sand seal coat really
penetrates the 20 mm thick PMC when rolled.
There are numerous other questions related to
PMC which need to be answered: total air voids in
PMC; absolute volume of sand seal coat; unfilled
voids in PMC; depth of sand seal penetration in
PMC; etc. etc. It is surprising to note as to why no
such research was conducted in India for the last
60 years to answer these legitimate questions. On
the other hand, hundreds of research papers have
been published across the world in case of surface
dressing in terms of its rational design, construction
and performance. How come hardly any research
has been conducted in India where PMC is
used, especially on its structure, volumetrics,
performance and durability? It appears there is
conventional wisdom only that PMC does work
and is “good” for India and therefore there is no
need for any research on it.
No published data on average life of PMC in
India could be found in the literature either. Some
Journal of the indian Roads Congress, April - June, 2017 13
PMGSY engineers revealed its average life to be
2 years without significant distress such as
ravelling and potholes. This is not acceptable. If
the PMC is a panacea for low to medium trafficked
roads in India, why this technology cannot be
used in developed countries in this global world?.
However, that would require fundamental,
sound engineering justification which is almost
nonexistent and hard to come by in case of the
PMC.
Therefore, time has come now to ban the PMC
altogether because its continued use cannot be
justified technically as well as economically
anywhere; be it city streets, low volume roads (such
as PMGSY), or medium to high volume roads.
So what are the alternatives for PMC in India? The
discussion follows.
For low to medium-trafficked roads where PMC
is used right now, use single or double surface
treatment. If ‘black” road surface is desirable for
surface dressing to “impress” motoring public as
well as minimize chip loss, precoated chips can be
used. It should be noted all these alternatives are
much cheaper than the PMC as shown in Table 5.
Note that the cost of single coat surface dressing is
only 1/3 of the cost of PMC. It is not understood
as to why it cannot be used on low volume roads
such as PMGSY; that would save India thousands
of crores of rupees every year. Just imagine
how many thousands of additional kilometres of
PMGSY roads can be built with the savings. Even
if double surface dressing with precoated chips is
used, its cost is only three-fourth (3/4) of the cost
of PMC.
Pandey and his associates have made the following
observation recently, “While a wearing course of
surface dressing has been known for its durability
all over the world on low volume roads, the wearing
course of premix carpet and seal coat is very
common in India though frequent pothole repair
and patching well within five years of construction
are not uncommon. The thick film of bitumen in
the surface dressing oxidises slowly and retains
flexibility for a longer period.” (13).
 Paper No. 662

Table 5 Comparison of Costs for PMC and Recommended Alternates (Base Year 2013)

No. Option Cost per sq m Cost per km

in Rupees lane in Rupees
1 20 mm PMC with sand seal coat 210 7.88 lacs
2 25 mm BC Grading 2 205 7.69 lacs
3 Surface dressing, single application with VG-10, nominal 70 2.62 lacs
chip size 13.2 mm, mechanical means
4 Surface dressing, single application with VG-10, nominal 79 2.96 lacs
chip size 13.2 mm, mechanical means with precoated chips
5 Surface dressing, double application with VG-10, chip size 140 5.24 lacs
13.2 mm, mechanical means
6 Surface dressing, double application with VG-10, chip size 149 5.58 lacs
13.2 mm, mechanical means with precoated chips
7 40 mm BC Grading 2 320 12.00 lacs
Notes: All options except surface dressing include one tack coat. Precoated chips coated with 1% VG-10 costs
Rupees 1,107 per cu m. In case of double surface dressing, only top application used precoated chips.
Lane width = 3.75 m
Section 7.3.3 on Type of Bituminous Surfacing of 1. Excellent sealing of road surface, which does
IRC:SP:72-2007, “Design of Flexible Pavements not allow ingress of rainwater into the lower
for Low Volume Rural Roads” (14) states the layers thus resulting in a durable pavement.
following. “For the low volume rural roads, when 2. Minimizes oxidation of bitumen because it
a bituminous surfacing needs to be provided, two exists in thick film and stone chips provide
alternatives viz, Surface Dressing and 20 mm protection from sun rays.
Premix Carpet are generally available. The recently 3. Higher resistance to skidding which reduces
revised and vastly improved IRC Specifications accident hazards.
for Surface Dressing (15) adopt the concept of
4. Retards reflection cracking because of flex-
Average Least Dimension (ALD) of stone chips
ible behaviour.
and take into account, the factors of traffic, climate
5. Environmental friendly because chips need
and type of chipping. A standardised chart is used
for the determination of design binder content not be heated.
and chipping application rate. The adoption of the Obviously, the highway agencies have to mandate
revised IRC specifications makes Surface Dressing the use of mechanized bitumen distributor and chip
both suitable and economical for low traffic volume spreader, which are already available in India, to
conditions, as borne out by its popularity in several ensure the functional success of surface dressing.
countries abroad.” For medium to heavy-trafficked roads and city
Therefore, now is the time to take this matter roads, use BC Grading 2 in lieu of the PMC.
seriously especially when the explanation that Although it is permissible to lay BC Grading 2
surface dressing is not completely mechanized is in 25-40 mm depth according to IRC:111-2009
no longer valid. The service life of surface dressing (16), it is preferable to use 40 mm depth to ensure
is not considered less than the service life of the adequate compaction during construction (thin
PMC. So there is no excuse now when most of lifts cool rapidly). It is ironical that the cost of
the world is using surface dressing with success 25 mm BC Grading 2 is lower than the cost of
and IRC has a very good standard specification for PMC (Table 5).
surface dressing. Although the initial cost of 40 mm BC Grading 2
Besides significantly lower construction cost, is about 50% more than the cost of 20 mm PMC,
surface dressing offers the following functional BC Grading 2 is actually 24.1% cheaper than the
advantages compared to PMC (11): PMC based on Life Cycle Cost Analysis (LCCA)

14 Journal of the indian Roads Congress, April - June, 2017

 Paper No. 662
given in Annexure. This is a very conservative
analysis in that the remaining service life, salvage
value, maintenance expenses, and user operating
costs were not even considered, which all favour
BC. Therefore, savings will be much more than
24.1 percent. More importantly, BC Grading 2
provides significant structural strength to the road
pavement for future traffic growth whereas PMC
has almost zero structural strength to offer.
Mixed Seal Surfacing (MSS) The Indian Roads
Congress adopted the Mixed Seal Surfacing
(MSS) specification IRC:SP:78-2008 (17)
probably as an alternate to the PMC; both are
applied in 20 mm thickness. Since hot mix asphalt
plants are now widely available across India, it
was considered practical and easy to adopt a hot
mix which would encompass or incorporate both
the PMC and the sand seal in one mix rather than
two different applications. This would also reduce
cost of construction. As shown in Table 6, two
gradations are specified for MSS: one is “closed”
gradation (Type A with NMAS of 9.5 mm) and the
other is “open” gradation (Type B with NMAS of
9.5 mm or 12.5 mm). Since the “closed” graded
mix has NMAS of 9.5 mm it can be placed in
20 mm thick course similar to PMC. Both are
recipe type mixes with no mix design requirements
such as Marshall required for BC.
Table 6 Aggregate Gradings for Mix Seal Surfacing
IS Sieve Size, mm Type A Type B
% Passing % Passing
by Weight by Weight
13.2 --- 100
11.2 100 88-100
5.6 52-88 31-52
2.8 14-38 5-25
0.090 0-5 0-5
Both MSS mixes are not really dense graded
mixes similar to BC Grading 2. The question is:
why not adopt well designed dense graded BC
Grading 3 with NMAS of 9.5 mm proposed earlier
under BC to achieve the same purpose? Gradations
of BC Grading 2 and proposed BC Grading 3 are
included in Table 4 for comparison. That would
ensure an almost impermeable and durable
mix, also designed with the Marshall Method.
Grading 3 is even used as a wearing course on
Journal of the indian Roads Congress, April - June, 2017 15
US interstate (national) highways with satisfactory
performance.
Therefore, there is no need for MSS; rather it
should be deleted from the Indian specifications
and replaced with a more densely graded, more
durable BC Grading 3.
3.6 Built-up Spray Grout (BUSG)
Built-up Spray Grout (BUSG) has been
recommended as a base course for flexible
pavements. It is not a bituminous mix; rather a
two-layer composite construction of compacted,
almost singe sized crushed aggregates with
application of hot bitumen after each layer. Single
sized key aggregate is then applied at the top.
Obviously, this type of bituminous construction
is highly permeable because the sprayed bitumen
does not fill the voids in the coarse aggregate
adequately. Therefore, this type of construction is
considered water trapping. This has been proven
from the fact that potholes repaired with BUSG
technique quite often reappear in a year or two.
Therefore, BUSG should not be used at all in India.
Although BUSG has been rightly deleted from
recently revised 2013 MORTH Specification (10),
no circular has been issued by MORTH as to why
it was deleted and whether or not it should be used
by highway agencies.
4. RECOMMENDATIONS FOR
IMPROVING RIDE QUALITY
PROGRAMME (IRQP)
Improving Ride Quality Programme (IRQP) is
practiced across India for the implied purpose.
As mentioned earlier, MORTH issued revised
guidelines for IRQP for national highway stretches
in September 2002 (1). The guidelines are also
used by the state highway agencies for roads other
than national highways with all kinds of variations
as noted from NITs published in newspapers.
Table 7 gives various options for IRQP along
with costs based on 2013 Rajasthan PWD Basic
Schedule of Rates (BSR). The first seven options
are listed in the MORTH circular of September
2002. Options 8 and 9 have been used by some
states. Option 10 has been proposed in this paper
in lieu of Options 1 through 9 as discussed later.
Based on the preceding detailed technical
discussion, BM, SDBC, PMC, MSS and BUSG
should be deleted from the Indian Specifications
 Paper No. 662

(both MORTH and IRC) and therefore should be of bituminous course because that would mean
excluded from Table 7. Use of WMM (see options abandoning its structural contribution (in terms
1, 2, 3, and 4 in Table 7) is not advised if IRQP of tensile strength) to the rehabilitated pavement
is being conducted on an existing road consisting system.
Table 7 Comparison of Costs for Various Options in Improving Ride Quality Programme (IRQP)

No. Option Cost per sq m in Cost per km-lane

Rupees in Rupees
1 225 mm WMM + 20 mm PMC with sand seal coat 541.34 20.30 lacs
2 225 mm WMM + 20 mm MSS 511.34 19.18 lacs
3 150 mm WMM + 20 mm PMC with sand seal coat 446.22 16.73 lacs
4 150 mm WMM + 20 mm MSS 416.22 15.61 lacs
5 75 mm BUSG + 25 mm SDBC 461.00 17.29 lacs
6 50 mm BM + 25 mm SDBC 521.50 19.56 lacs
7 75 mm BM + 25 mm SDBC 684.25 25.66 lacs
8 50 mm BM + 20 mm MSS 518.50 19.44 lacs
9 50 mm BM + 20 mm PMC with sand seal coat 561.50 21.06 lacs
10 60 mm BC Grading 2 in two applications: 20 mm 525.20 19.70 lacs
(average) Scratch or leveling course + 40 mm wearing
course
Notes: All options except BUSG include two tack coats. Lane width = 3.75 m
Therefore, Option 10 consisting of 60 mm BC MORTH Circular also recommends use of
Grading 2 in two applications: 20 mm (average) CRMB or PMB in bituminous mixes used
scratch or leveling course applied with a paver to for IRQP. Whereas PMB with elastomers is
fill depressions followed by 40 mm uniform thick acceptable and should be used in courses within
wearing course in recommended. In developed 100-150 mm from the road surface; CRMB
countries, dense graded wearing course mix is used should not be used because of its inadequate
for leveling for practical purposes and also for ease specifications and lack of quality control in the
in feathering of mat thickness. It also provides a field (18, 19).
dense wearing course. Both leveling and wearing 5. RECOMMENDATIONS FOR
courses provide highest structural strength to the PERIDICAL RENEWAL (PR)
pavement compared to the first nine options. Periodical Renewal (PR) is also practiced across
Cost of Option 10 is very comparable to the other India for the implied purpose. MORTH also issued
9 options listed in Table 7 even without revised guidelines for PR for national highway
considering life-cycle costs. More importantly, stretches in September 2002 (1). The guidelines
Option 10 is also considered most durable and are also used by the state highway agencies for
would therefore revolutionize the conditions of roads other than national highways with all kinds
roads across India. There are hardly any logical of odd variations as noted from NITs published
technical and economical reasons to use Options in newspapers. Options 1, 2, 3, and 4 in Table 8
1 through 9 in lieu of Option 10. If so warranted are listed in the MORTH guidelines circular along
for the ride quality and/or pavement design, the with costs based on 2013 Rajasthan PWD Basic
thickness of BC Grading 2 scratch or leveling Schedule of Rates (BSR).
course can be increased from 20 mm to 30 mm in Based on the preceding detailed technical
Option 10. discussion, problematic SDBC, PMC, and MSS

16 Journal of the indian Roads Congress, April - June, 2017

 Paper No. 662

should be deleted from the Indian Specifications
(MORTH and IRC) and therefore should not be
used for PR as well.
As mentioned earlier, single or double surface
dressing with or without precoated chips (Options
5, 6, 7, and 8 in Table 8) should be used for low
to medium trafficked roads. Surface dressing
would really waterproof the pavement structure
compared to PMC and MSS. It is unbelievable
to note that the cost of PMC is about three
times the cost of singe surface dressing. Even
double surface dressing with precoated chips is
much cheaper than the PMC. It should be noted
that surface dressing is used world wide with
high degree of success. PMC is used only in
India despite its high costs and unacceptable
durability.
Table 8 Comparison of Various Options for Bituminous Periodical Renewal (PR) with Costs
For medium to heavy trafficked roads, BC Grading
2 listed as Option 9 should be used. Although the
cost of 25 mm BC Grading 2 (NMAS of 12.5 mm) is
comparable to problematic SDBC, PMC and MSS,
it would be better to use BC Grading 3 (NMAS
of 9.5 mm) to facilitate thin lift paving. However,
thin lifts do cool rapidly and it is difficult to obtain
adequate compaction. Therefore, use of 40 mm BC
Grading 2 should also be considered in terms of
constructability, structural strength, longevity, and
lower life cycle costs. Budget constraints are used
as excuse quite often to justify use of undesirable
bituminous mixes/applications.
MORTH Circular also recommends use of CRMB
or PMB in bituminous mixes used for PR. Whereas
PMB with elastomers is acceptable and should
be used; CRMB should not be used as explained
earlier.

No. Option Cost per sq m in Cost per km lane

Rupees in Rupees
1 20 mm PMC with sand seal coat 210 7.88 lacs
2 20 mm MSS 180 6.75 lacs
3 25 mm SDBC 183 6.86 lacs
4 25 mm BC Grading 2 205 7.69 lacs
5 Surface dressing, single application with VG-10, 70 2.62 lacs
nominal chip size 13.2 mm, mechanical means
6 Surface dressing, single application with VG-10, 79 2.96 lacs
nominal chip size 13.2 mm, mechanical means with
precoated chips
7 Surface dressing, double application with VG-10, chip 140 5.24 lacs
size 13.2 mm, mechanical means
8 Surface dressing, double application with VG-10, chip 149 5.58 lacs
size 13.2 mm, mechanical means with precoated chips
9 40 mm BC Grading 2 320 12.00 lacs
Notes: All options except surface dressing include one tack coat. Precoated chips coated with 1% VG-10 costs
Rupees 1,107 per cu m. In case of double surface dressing, only top application used precoated chips.
Lane width = 3.75 m

6. MAIN CONCLUSIONS AND trapping) problematic mixes. Examples:

RECOMMENDATIONS Bituminous Macadam (BM) Gradings 1 and
Of some ten types of bituminous paving mixes 2; Semi Dense Bituminous Concrete (SDBC)
used in India, seven are open graded (water- Gradings 1 and 2; Dense Bituminous Macadam

Journal of the indian Roads Congress, April - June, 2017 17

 Paper No. 662
(DBM) Grading 1; Premix Carpet (PMC); and
Mixed Seal Surfacing (MSS). The Built-Up Spray
Grout (BUSG) is no different. Their use is simply
unacceptable and results in poor performing roads
in India. No technical paper(s) could be found
in the literature justifying the use of these seven
mixes on technical grounds. The remaining three
are dense graded (and therefore desirable) mixes.
These are: Dense Bituminous Macadam (DBM)
Grading 2; Bituminous Concrete (BC) Grading 1;
and Bituminous Concrete (BC) Grading 2.
Therefore, these seven bituminous mixes should
be deleted from the Indian specifications (both
MORTH and IRC) and their use in new flexible
pavement construction, in Improving Ride Quality
Programme (IRQP), and in Periodical Renewal
(PR) programme should not be permitted.
Detailed guidelines have been given in this paper
for selection of acceptable bituminous mixes/
applications based on durability and economics in
case of IRQP and PR. They are given briefly as
follows:
Improving Ride Quality Programme (IRQP).
Do not use PMC, MSS and SDBC as listed in
MORTH Guidelines Circular dated 26 September
2002. Do not use WMM if the existing road
consists of bituminous course(s). Use 60 mm BC
Grading 2 in two applications: 20 mm (average)
scratch or leveling course (with a paver) followed
by a 40 mm wearing course. The thickness of the
scratch or leveling course can be increased from
20 mm to 30 mm if so required. Of all the options
given in MORTH guidelines circular this is not
only economical but would also result in a highly
strong, durable, and smooth road pavement. In
other words, MORTH circular dated 26 September
2002 should be withdrawn and revised as
recommended.
Periodical Renewal. Do not use PMC, MSS and
SDBC as listed in MORTH Guidelines Circular
dated 26 September 2002. Single or double surface
18 Journal of the indian Roads Congress, April - June, 2017
dressing with or without precoated chips should be
used for low to medium trafficked roads. Surface
dressing would really waterproof the pavement
structure compared to PMC and MSS. The cost of
PMC is about three times the cost of single surface
dressing. Even double surface dressing with
precoated chips is much cheaper than the PMC. It
should be noted that surface dressing is used world
wide with high success. PMC is used only in India
despite lack of research on it, its high costs, its
generally high permeability, and its unacceptable
durability.
For medium to heavy trafficked roads and city
streets, BC Grading 2 should be used. Proposed BC
Grading 3 (NMAS of 9.5 mm) can be considered
for thin lift paving. However, thin lifts do cool
rapidly and it is difficult to obtain adequate
compaction. Therefore, use of 40 mm BC
Grading 2 should also be considered in terms of
constructability, structural strength, longevity, and
lower life cycle costs.
The preceding recommendations have the potential
to obtain more durable flexible pavements in rural
and urban India regardless of traffic intensity.
7. ACKNOWLEDGMENTS
Valuable comments/suggestions given by
Dr. Mittar Dhir, former Director of Central Road
Research Institute (CRRI), R.S. Shukla, former
Head, Flexible Pavement Division of CRRI; Prof.
A.N. Arora, Kautilya College of Engineering,
Jaipur; Kirori Mal Modi, Paving Contractor; and
Sanjay Garg, MORTH are acknowledged.
REFERENCES
1. MORTH. Revised Guidelines for Selection
of National Highway Stretches for Improving
Ride Quality Programme (IRQP) and Periodic
Renewals (PR). Circular No. RW/NH-33044
/10/2000-S&R dated 26 September 2002.
2. Kandhal, P.S., V.K. Sinha and A. Veeraragavan.
A Critical Review of Bituminous Mixes Used
in India. Journal of the Indian Roads Congress,
Volume 69-2, July-September 2008.
 Paper No. 662
3. Kandhal, P.S., A. Veeraragavan, and R.K. Jain.
Guidelines for Long Lasting Bituminous
Pavements. Journal of the Indian Roads Congress,
Volume 71-3, 2010.
4. Ministry of Road Transport & Highways.
Manual for Construction and Supervision of
Flexible Pavement Works. Indian Roads
Congress, New Delhi, November 2001.
5. Kandhal, P.S. Moisture Susceptibility of
HMA Mixes: Identification of Problem and
Recommended Solutions. National Asphalt
Pavement Association, Quality Improvement
Publication (QIP) No. 119, December 1992.
6. Kandhal, P.S., C.W. Lubold, and F.L. Roberts.
Water Damage to Asphalt Overlays: Case
Histories. Proceedings, Association of Asphalt
Paving Technologists, Vol. 58, l989.
7. Central Road Research Institute. Investigation
of NH-91 in Uttar Pradesh. Indian Roads
Congress, Report on Road Research in India,
2008.
8. Roberts, F.L., P.S. Kandhal, E.R. Brown, D.Y.
Lee, and T.W. Kennedy. Hot Mix Asphalt
Materials, Mixture Design and Construction.
NCAT Textbook, NAPA Education Foundation,
Lanham, Maryland, Second Edition, 1996.
9. Terrel, R. L. and J. W. Shute. Summary Report on
Water Sensitivity. SHRP Report SHRP-A/IR-89-
003, November 1989.
10. Ministry of Road Transport & Highways.
Specifications for Road and Bridge Works,
Fifth Revision, 2013, Indian Roads Congress,
New Delhi.
Journal of the indian Roads Congress, April - June, 2017 19
11. Government of Gujarat. Roads and
Buildings Department. Surface Dressing: An
Effective But Inexpensive Maintenance Tech-
nique. Accessed at: http://www.scribd.com/
doc/94645292/12-Final-Surface-Dressing-Raw-
al-Gujarat on 23 June 2014.
12. Kandhal, P.S. Design, Construction, and
Maintenance of Open-Graded Asphalt
Friction Courses. National Asphalt
Pavement Association Information Series 115,
May 2002.
13. Saboo, N., M.A. Reddy and B.B. Pandey. Durable
Wearing Course for Bituminous Pavements.
Indian Roads Congress, Indian Highways, May
2014.
14. Indian Roads Congress. Guidelines for the Design
of Flexible Pavements for Low Volume Rural
Roads. IRC:SP:72-2007.
15. Indian Roads Congress. Standard Specifications
and Code of Practice for Design and Construction
of Surface Dressing. IRC: 110 -2005.
16. Indian Roads Congress. Specifications for Dense
Graded Bituminous Mixes. IRC:111-2009.
17. Indian Roads Congress. Specifications for Mixed
Seal Surfacing (MSS). IRC:SP:78-2008.
18. Kandhal, P. S. Quality Control Requirements for
Using Crumb Rubber Modified Bitumen (CRMB).
Journal of the Indian Roads Congress, Volume
67-1, April-June 2006.
19. Kandhal, P.S. and M.P. Dhir. Use of Modified
Binders in India: Current Imperatives. Journal of
the Indian Roads Congress, Volume 72-3,
October-December 2011.
 Paper No. 662

ANNEXURE

Life cycle cost analysis (LCCA) of Premix Carpet (PMC) and Bituminous Concrete (BC) Grading
2 Analysis period = 6 years Assumptions:
● Average life of 20 mm PMC with sand seal coat = 3 years (real 2 years)
● Average life of 40 mm BC Grading 2 = 6 years (real 7-8 years)
[This means 20 mm PMC will be required for rehabilitation of the pavement after 3 years.]
● Cost of 20 mm PMC per km lane = 7.88 lacs
● Cost of 40 mm BC Grading 2 per km lane = 12.00 lacs
● Real discount rate = 4%
● Net present value (NPV) = Initial cost + Rehab cost (1/(1+r)n)
● Salvage value considered equal after the 6 years analysis period (although BC would have a
significantly higher structural strength whereas PMC strength is almost zero)
● Remaining service life after analysis period of 6 years considered equal (although BC would
have more service life because it is dense graded)
● No maintenance activity considered during 6 years period (although PMC is likely to require
some activity)
● User operating costs considered equal (although BC would provide a smoother ride and less
operating costs)
Deterministic Approach was used for LCCA, which is easy and is used traditionally. The Net Present
Value (NPV) was calculated for PMC and BC for the 6-year period as follows:
NPV of PMC = 14.89 lacs
NPV of BC Grading 2 = 12.00 lacs
This means, PMC is 24.1% more expensive than BC Grading 2.
If the remaining service life, salvage value, maintenance costs, and user operating costs are considered
(which all are in favour of BC), PMC would be much more expensive than 24.1 percent, which was
calculated with very conservative assumptions listed above.

20 Journal of the indian Roads Congress, April - June, 2017

 Paper No. 663

An Examination of Structural Safety of Concrete

Pavements with Wider Panels

Swarna Suryateja1 Prof. M. Amaranatha Reddy2 Prof. B. B. Pandey3

ABSTRACT
Construction of concrete pavements has gained momentum in India for reasons of durability,
maintenance free service and lower life cycle cost. Stress computation in the Guidelines for the
Design of Plain Jointed Rigid Pavements for Highways (IRC:58-2011 and IRC:58-2015) is given
for 3.5 m wide pavement with and without tied shoulder while slab widths of 4 m, 4.5 m and 5.0 m
are being adopted with a single longitudinal joint in a 9 m or 8.5 m wide pavement. It is, therefore,
necessary to examine the stresses for bottom-up and top-down cracking for the slab sizes of greater
widths adopted in practice. There is a possibility of Longitudinal Top - Down Cracking (LTDC)
during the night hours due to tandem and tridem axles. The paper presents analyses of pavements
of different widths using Finite Element Approach and it is found that stresses may not cause
bottom up cracking. However, there is a possibility of longitudinal cracking if load transfer across
the longitudinal joints is not ensured. Existing recommendation for lane addition in IRC:58-2015
needs to be amended to ensure load transfer at joints.
1. INTRODUCTION projects, a single longitudinal joint is provided in
Construction of Jointed Plain Concrete Pavements the mid slab with a width of the concrete slab being
(JPCP) has become a priority of the Ministry of 4.5 m on either side of the joint while in some
Road Transport and Highways for major highways others, a single longitudinal joint is provided 4 m
in spite of higher initial cost due to nagging from the median, the outer slab width being 5 m
maintenance problems of bituminous pavements with 1.5 m forming the part of the shoulder. While
and traffic disruption for maintenance. Four the longitudinal joints as per IRC:58-2015 lies on
lane divided carriageway with paved shoulder the lane marking, the widths of pavement slab are
has a pavement width of 9.0 m in each direction found to be 4.00 m, 4.50 m and 5.00 m in many
and transverse joints are provided at every projects as shown in Fig. 1. Wheel paths falling on
4.5 m while the longitudinal joints with tie bars the longitudinal joints may damage the pavements
are usually 3.5 m apart coinciding with the lane early if lane marking do not lie on the joint.
markings as outlined in IRC:58-2015. Tied In Fig. 1(a), two longitudinal joints, one is 1.5 m
concrete shoulder is 1.5 m wide while the total away from the left edge and other is in between
width of the inside concrete slab is 4.0 m including the two lanes. In Fig. 1(b), the width of slab on the
0.5 m of kerb side margin. In a number of 9 m wide left side is 4.5 m while lane marking is done 1.5 m
concrete pavements, the contractors have adopted from the left edge and again at 3.5 m from shoulder
a different pattern of longitudinal joints to reduce marking. It can be seen that distance between the
the cost of one longitudinal joint cutting. In some outer lane marking and the longitudinal joint is
1
Masters Student, E-mail: ssurya.547@gmail.com; Tel: +91-7416801990
Department of Civil Engineering, Indian
2
Associate Professor, E-mail: manreddy@iitkgp.ac.in; Tel: +91-9434737788 Institute of Technology Kharagpur,
3
Advisor, Sponsored Research and Industrial Consultancy and former Professor, West Bengal,
E-mail: bbpandey40@gmail.com; Tel: +91-9434054439

Journal of the indian Roads Congress, April - June, 2017 21

 Paper No. 663

3.0 m and considering that the wheel path may
be about 0.5 to 0.75 m away from the outer lane
marking, most of the inner wheel path of heavy
commercial may fall on the longitudinal joint.
Since the outer lane is assigned to Heavy
Commercial Vehicles (HCV), percent repetitions
of HCV in the outer lane for thickness design can
be much larger than 25% assigned in IRC:58-2015.
In Fig. 1(c), the width of slab on the shoulder
side is 5.0 m while lane marking is done 1.5 m
from the shoulder edge and again at 3.5 m from
shoulder marking which exactly come over the
longitudinal joint. If the single longitudinal joint is
4.0 m from the median, the wheel paths are away
from the longitudinal joints. Wider slabs, however,
must be checked for longitudinal cracks caused
by the combined effect of temperature gradient
and single, tandem and tridem axle loads. A
survey of lateral placement of wheel path of HCV
(Fig. 2) was made on the four lane divided concrete
road,NH-60, between Balasore and Kharagpur and
the results, are shown in Fig. 3. It can be seen
that with a single central longitudinal joint 4.0 m
from the median, the wheel paths do not fall on
the longitudinal joints while for the longitudinal
joints at mid slab, repetitions of wheel path are
large. This paper presents an analysis of stresses
in wider slabs considering the apprehension of the
professionals that stresses in pavements may be
too high leading premature failure of pavements.

Two longitudinal joints, one is 1.5 m away from the Single longitudinal joint in the middle
left edge and other is in between the two lanes

Single longitudinal joint at 4 m from the median

Fig. 1 Lane Marking and Location of Longitudinal Joints in Different Types of Jointed Concrete Pavements

22 Journal of the indian Roads Congress, April - June, 2017

 Paper No. 663

Fig. 2 Markings on the Existing Concrete Pavement for Wheel Path Survey

Fig. 3 No. of Wheels Coming on to the Slab Throughout the Width of the Slab

Curling in day and night hours: While stresses by The FE modelling of the pavement is shown in
axle loads for wider slabs are not much different Fig. 5.
from 3.5 m wide slabs for edge loading during the
day hours during the curled condition shown in
Fig. 4, the night time curling and stresses due to
tandem and tridem axle loads need to be determined
during the curled condition.
2. THREE DIMENSIONAL FINITE
ELEMENT (3D FE) MODELLING
The 3D FE model of the slab was done in ANSYS
15.0, which is used to model the combination of
load and temperature effects on the pavement Fig. 4 Tridem Axle Load Over a Curled Concrete
slabs of dimensions mentioned above dimensions. Pavement during the Night Hours

Journal of the indian Roads Congress, April - June, 2017 23

 Paper No. 663
Fig. 5 Finite Element Model of Concrete Pavement
Unlike IRC:58-2015 method, DLC is considered
as a structural layer because of its high shear
strength. The pavement slab and the DLC
were modelled as 8 noded solid brick elements
(SOLID185) with a plastic sheet at the interface.
A contact element was used to model the plastic
sheet. The granular subbase and subgrade were
modeled as a set of linear discrete elastic springs
(COMBIN14) considered as Winkler foundation
designated by the effective modulus of subgrade
reaction k of value 62 MPa/m.
Finite element analysis was carried out to find
out the effect of increased slab width. As per
IRC:58-2015, a three-layer Pavement system is
considered with a subgrade of 10% CBR, granular
Sub base and DLC thicknesses 150 mm and
150 mm respectively fora 250 mm thick PQC.
Three different panel sizes namely 3.5 m × 4.5 m,
4.5 m × 4.5 m and 5 m × 4.5 m are considered for
the analysis. Properties considered for analysis are
shown in Table 1.
Axle loads were applied to analyze the pavement
system for bottom- up cracking and top-down
cracking as stated in IRC:58. For the location,
Kharagpur, West Bengal, India, the maximum
daytime temperature differential of 15.8ºC
and for night time is 15.8/2 + 5 = 12.9ºC as per
Fig. 6 Loading Positions Considered for Analysis of 3.5 m × 4.5 m Slab
24 Journal of the indian Roads Congress, April - June, 2017
IRC:58-2015. Rectangular tire imprints of size
240 mm x 160 mm corresponding to a single wheel
load with varying pressure were considered for the
stress analysis of the pavement slab. Subsequently,
the contact pressure was made to vary from 0.65
to 1.30 MPa corresponding to axle loads varying
from 10º kN to 20º kN for a given geometry.
Computed values of tensile stresses are presented
in the following.
Table 1 Properties Considered for Analysis
Properties PQC DLC
Modulus of Elasticity (MPa) 30000 13600
Poisson’s Ratio 0.15 0.25
Coefficient of thermal expansion 1x10-5 1x10-5
(/ºC)
Reference Temperature (ºC) 35 35
3
Density (kg/m ) 2400 2000
Three different critical conditions of Transverse
Bottom Up Cracking (TBUC), Transverse Top
Down Cracking (TTDC) and Longitudinal Top
Down Cracking (LTDC) were considered for
analysis. Three different loading cases considered
for analysis are
i) Single axle dual wheel loading at theedge of
the slab shown in Figs 6(a), 7(a) & 8(a).
ii) Front single axle single wheel and rear
single axle dual wheel on both ends of the
slab represented by case 2 as shown in
Figs 6(b), 7(b) & 8(b).
iii) Tridem axle load near the dowelled joint
of slab represented by Case 3 as shown in
Figs 6(c), 7(c) & 8(c). Three slab dimen-
sions are considered with respect to “tied
shoulder” those are 3.5 m × 4.5 m, 4.5 m ×
4.5 m and 5 m × 4.5 m panel sizes.
 Paper No. 663

Fig. 7 Loading Positions Considered for Analysis of 4.5 m × 4.5 m Slab

Fig. 8 Loading Positions Considered for Analysis of 5.0 m × 4.5 m Slab

Results of analysis of a concrete pavement with subgrade CBR = 10 % are given in Table 2. The
250 mm PQC + 150 mm DLC + 150 mm GSB and effective k-value above GSB is 62 MPa/m.
Table 2 Flexural Stresses (MPa) for Different Loadings with Change in Slab Dimension

 Condition Loadings 3.5 m 4.5 m 5.0 m

Day Time Temperature + Load (100kN) 2.42 2.42 2.35
(21°C) Temperature + Load (120kN) 2.63 2.63 2.57
(TBUC) Temperature + Load (160kN) 3.14 3.14 3.08
Case 1 Temperature + Load (200kN) 3.52 3.52 3.46
Night Time Temperature + Load (100kN) 1.77 1.87 1.92
(15°C) Temperature + Load (120kN) 2.17 2.25 2.30
(TTDC) Temperature + Load (160kN) 2.76 2.82 2.86
Case 2 Temperature + Load (200kN) 3.26 3.27 3.26
Night Time Temperature + Load (100kN) 1.55 2.01 2.28
(15°C) Temperature + Load (120kN) 2.01 2.44 2.62
(LTDC) Temperature + Load (160kN) 2.67 2.86 3.00
Case 2 Temperature + Load (200kN) 3.17 3.24 3.34
Night Time Temperature + Load (100kN) 1.69 2.17 2.45
(15°C) Temperature + Load (120kN) 2.23 2.69 2.86
(LTDC) Temperature + Load (160kN) 2.96 3.17 3.32
Case 3 Temperature + Load (200kN) 3.51 3.59 3.70

Journal of the indian Roads Congress, April - June, 2017 25

 Paper No. 663
Fig. 9 Variation of Stress Due to Change in Slab Dimension
3. DISCUSSION OF RESULTS
Results for axle load of 100 kN, 120 kN, 160 kN
and 200 kN with a temperature differential of 21ºC
indicates that when width of the panel is increased
from 3.5 m to 5 m , for an axle load of 200 kN, there
is no increase in stresses for bottom up cracking
while there is a marginal increase in stresses on
the top surface during the night. For lower axle
load (< 200 kN), the increase in flexural stresses in
top surface during the night hours is much higher.
Wider panels may, however, undergo longitudinal
cracking due to non-uniformity of foundation
across the formation width though theoretically,
the pavement is safe. When a lane is added for the
widening of a pavement from two lane to three
lane in each direction, wheel path may fall on the
joint itself and only dowel bar can transfer the load
across the longitudinal joint for a long period of
time.
CONCLUSIONS
From the analyses of pavements of different
widths using Finite Element Approach, following
conclusions are drawn.
 Stress computation in IRC:58-2015 is given
only for 3.5 m wide pavement while slab
widths of 4 m, 4.5 m and 5 m are being
adopted with a single longitudinal joint in a
9 meter wide pavement.
26 Journal of the indian Roads Congress, April - June, 2017
 There is little change in stresses with the
increase in slab width. But wheel path survey
shows that the wheel paths lie on the central
longitudinal joint of the 9 m wide pavement.
 If the longitudinal joint in a 9 m slab is placed
at 5 m from the edge then the pavement could
perform better compared to all other slab
sizes.
 As there is an increase in width of the
pavement slabs, there is an increase of
stresses in the longitudinal direction which
may lead to longitudinal cracking for heavy
loads.
REFERENCES
1. IRC:58-2011., Guidelines for the Design of
Plain Jointed Rigid Pavements for Highways,
The Indian Roads Congress, New Delhi,
India.
2. IRC:58-2015, Guidelines for the Design of
Plain Jointed Rigid Pavements for Highways,
The Indian Roads Congress, New Delhi,
India.
3. Lawrence KL., ANSYS workbench tutorial
release 14. SDC publications; 2012.
4. Ministry of Road Transport and Highways,
Specifications for Road and Bridge Works,
MoRTH, 5th Revision, Indian Roads
Congress, New Delhi, India, 2013.
 Paper No. 664

A COMPARATIVE STUDY OF DENSE AND GAP GRADED MIXES

PREPARED USING MODIFIED BINDERS

Prof. Praveen Kumar1 Nikhil Saboo2 Bhaskar Pratim Das3

ABSTRACT
This study focused on analysing ten type of mixes prepared using the combination of three
aggregate gradation: bituminous concrete (BC), Dense Bituminous Macadam (DBM) and stone
matrix asphalt (SMA) with four binder: two neat binder i.e. VG10, VG30 and two modified
binder i.e. PMB (S) and PMB (E) respectively. This mixes were then subjected to several test like
indirect tensile strength, tensile strength ratio, four point beam bending test, wheel rutting test
etc. at varying conditions to analysis their performance. Outcome from the tests clearly noted
the enhanced performance of mixes with modified binders. Both modified binders were able to
enhance the strength of the mixes significantly. PMB (E) produced more strength in the mixes than
PMB (S) but it showed higher sensitivity to change in strain amplitude. Amongst the mixes, SMA
showed far better fatigue and rutting performance than BC and DBM respectively.

1. INTRODUCTION found that at optimum polymer content the phase

India being a developing country, the growth in
its traffic sector was significant during the past
decade, thereby demanding a superior quality
pavement structure[14]. VG30, a neat binder of
viscous grade is widely used for Indian road
construction, had failed to deliver the expected
performance on certain occasion especially
when there was heavy load and high temperature
involved. So researchers and development
chemists have found a way to reinforce bitumen
by incorporating compatible polymers to enhance
its performance. Two polymer namely, Styrene
Butadiene Styrene (SBS, an elastomer) and
Ethylene Vinylacetate (EVA, a plastomer) was
extensively used for this purpose. Both SBS and
EVA modified binder showed a decrease in its
penetration, ductility and specific gravity while
the softening point temperature and viscosity tend
to increased[1, 5, 12, 13, 14, 15]. From the morphology
study of polymer modified bitumen (PMB) it was
1
Professor & Coordinator, Transportation Engg. Group E-mail: Indiapkaerfce@iitr.ac.in,
2
Research Scholar,
3
M.Tech Student,
inversion process was initiated, i.e. the appearance
of continuous polymer rich phase within dispersed
asphaltene rich bitumen phase.[1]. PMB’s improved
the pavement performance as indicated by higher
values of Marshall stability, indirect tensile
strength, tensile strength ratio, retained stability
and better resistance to permanent deformation.
Benefits of the SBS modifier in the asphalt
mixtures was seen from substantial improvement
in fatigue life and low temperature cracking
resistance[1,5].
2. Research Objective and Scope
This study focused on analysing ten type of mixes
prepared using two neat binder of viscosity grade:
VG10 & VG30 and two modified binder: PMB (E)
and PMB(S); VG10 binder modified using SBS &
EVA, with three aggregate gradation: Bituminous
Concrete (BC), Dense Bituminous Macadam
(DBM) and Stone Mastic Asphalt (SMA). First the
Transportation Engg Group,
Dept. of Civil Engineering,
IIT Roorkee,

Journal of the indian Roads Congress, April - June, 2017 27

 Paper No. 664

physical properties of binders were determined. Table 3 Engineering Properties of Aggregates

Then the performance of the mixes were tested
and their suitability under varying conditions was
studied.
3. Material
3.1 Binder
In this study two viscous grade binder VG10 and
VG30 was used, physical properties of the same
is listed in Table 1. For preparing the modified
binder a plastomer EVA and an elastomer SBS was
used. EVA was blended with the base binder VG10
at a temperature of 180ºC for 40 minute at a shear
rate of 900 rpm and SBS at 180ºC for 60 minute * CA = coarse aggregate; ** FA = fine aggregate
at a shear rate of 1200 rpm respectively. The Table 4 Aggregate Gradation Adopted
optimum modifier content was determined from for this Study
storage stability test as per IRC:53-2010. In this
study the modified binder produced using SBS was
referred as PMB (S) and modified binder produced
using EVA as PMB (E) respectively. Properties of
modified binders is listed in Table 2.
Table 1 Properties of Neat Binder

Table 2 Properties of Modified Binder

3.2 Aggregate
Aggregates used for preparing the mixes were
first tested for their engineering properties and the
results are shown in Table 3. Aggregate gradation
adopted for three mixes i.e. BC, DBM and SMA
was as per MORT&H requirements and is listed
in Table 4. The mid value of the recommended
gradation was used for preparing the mixes.
4. Experimental Program
4.1 Temperature Susceptibility Test
In order to determine the temperature susceptibility
of a particular binder, its Penetration Index (PI)
was determined. PI measures the change in binder
consistency (viscosity) with temperature. PI was
calculated using the equation obtained from Shell
Bitumen Handbook and its value ranged from –3
for highly temperature susceptible binders to +7
for less susceptible bitumen.
1952 − 500 ∗ log(pen 25) − 20 ∗ SP
PI =  ... (1)
50 ∗ log(pen 25) − SP − 120
Where “Pen 25” was the penetration value at 25ºC
and “SP” was the softening point temperature. PI

28 Journal of the indian Roads Congress, April - June, 2017

 Paper No. 664
values of the binders are shown in Table 1 and
Table 2.
4.2 Dynamic Shear Rheometer
Dynamic Shear Rheometer (DSR) was used for
measuring the rheological properties of binders.
In DSR test a parallel plate geometry was used
to measure the linear viscoelastic properties of
the binder over a wide range of temperature and
loading time. In this study a 25 mm diameter plate
with 1 mm gap was employed over a temperature
range of 40ºC to 90ºC in strain control mode to
determine the rheological properties of binder.
Parameters like complex modulus (G*), phase
angle (δ), G*/Sin(δ) and G*.Sin(δ) were measured.
To determining performance grading of the
binders, the parameter G*/Sin(δ) at 10 rad/sec
was determined over a range of temperature. The
temperature at which it attains a values are 1 KPa
for unaged binder was designated as the upper limit
of performance grading in accordance with ASTM
D6373 respectively.
Fig. 1 Dynamic Shear Rheometer
4.3 Storage Stability Test
Storage stability test determines the amount of
polymer content up to which the polymer phase
remains dispersed homogeneously in the asphalt
after mixing. Storage stability test was performed
as per IRC:SP:53-2010. Here an aluminium
tube of 25.4 mm diameter and 136.7 mm height
was filled with hot modified bitumen and kept in
vertical position at 163 ± 5ºC for 48 ± 4 hours.
At the end of this period, tube was immediately
transferred to a freezer having temperature of
6.7 ± 5ºC and left for 4 hours to solidify in the exact
same vertical position. The tube was then cut into
three equal parts and ring and ball softening point
test was conducted on the bitumen sample obtained
from the top and bottom parts. The difference in
Journal of the indian Roads Congress, April - June, 2017 29
softening point temperature should not be more
than 3ºC for the binder under consideration to be
storage stability.
4.4 Preparation of Samples (Marshall Stability
and Flow Test)
First the mixing and compaction temperature
of all the mixes were determined using Brook
field viscometer. The mixing and compacting
temperature corresponded to a viscosity range of
170 ± 20 cP and 280 ± 30 cP respectively and the
respective values were shown in Table 5. Optimum
binder content of the mixes were determined
following the asphalt institute MS 2 procedure.
Three identical samples at each binder content
and five binder contents for all the ten mixes were
prepared. A total of 150 Marshall samples were
tested for this purpose. Bitumen range selected
was based on MoRTH suggestion. BC and DBM
samples were compacted by applying 75 blows on
both faces of the cylindrical specimen while SMA
was compacted by applying 50 blows on each
face.
Table 5 Mixing and Compaction
Temperature of Mixes
Binder Mixing Compaction
Temperature (ºC) Temperature (ºC)
VG-10 151-157 138-144
VG-30 154-160 142-148
PMB-SBS 172-175 151-153
PMB-EVA 172-175 151-155
4.5 Indirect Tensile Strength and Tensile
Strength Ratio Test
The Indirect Tensile Strength test (ITS) was
conducted as per ASTM D6931 to study the
behaviour of the paving mixes at low temperatures
(25ºC). Here a load was applied through a
12.7 mm wide loading strips to a Marshall
specimens along its vertical diametric plane at a
specified rate of deformation (51 mm/min). Peak
load at failure is used to calculate the ITS of the
specimen using the equation 2 as shown below.
Tensile Strength Ratio (TSR) helps to determine
the moisture susceptibility of the mixes. Here the
samples were conditioned for 24 h at 60ºC
followed by 2 h conditioning at 25ºC. Testing
procedure was same as that of ITS and TSR was
calculated using eqn. 3.
 Paper No. 664

A = mass of empty wire basket, g; B = mass of

St =  ... (2)
basket plus sample, g; C = mass of empty catch
Stm plate, g; D = mass of catch plate plus drained
TSR = ×100  ... (3) materials.
Std
Table 6 Test Conditions for Fatigue Testing
St = ITS strength, kPa; P = maximum load, N;
t = specimen height immediately before test,
mm; D = specimen diameter, mm; xt = Horizontal
deformation at peak load, mm; Stm = average tensile
strength of the moisture-conditioned subset, KPa;
Std = average tensile strength of the dry subset,
KPa; TSR = Tensile strength ratio, %.
4.6 Retained Marshall Stability
Retained Marshall Stability test was carried out
to determine the moisture susceptibility of the 4.8 Four-Point Bending Fatigue Tests
paving mixes. For each mix type 6 specimens Behaviour of bituminous mixtures under fatigue
were prepared and divided into two groups of loading was studied using four-point beam
three samples each such that the bulk specific bending test as per BS EN 12697-24:2012. Here
gravity of both groups of specimens were same. a prismatic rectangular beam of size 382 x 50 x
Specimens belonging to group 1 were conditioned 50 mm was subjected to strain controlled sinusoidal
by immersing them in water bath maintained at loading. Two samples per mix was tested and the
60ºC for 24 h and the group 2 specimens were test conditions are shown in Table 6. All the test
tested unconditioned and only immersing in water conditions were controlled using the computer
bath at 60ºC for 30 min. All samples were tested attached to the testing assembly. Fig. 2 shows the
in Marshall stability testing machine until failure testing equipment and operating interface.
by applying load at a constant deformation rate of
51 mm per minute. The average stability value of
each group was calculated and using equation 3
retained Marshall stability was determined.
Stability of group 1 specimen
Retained stability = × 100 ... (4)
Stability of group 2 specimen

4.7 Drain Down Test

Gap graded mixes are susceptible to binder drain
down from the aggregate surface during the storage
and transportation In order to determine the drain
down characteristics of the gap-graded used in
this study (SMA), procedure recommended in
IRC:SP:79-2008 was followed. Here about 1200 ±
200 g of freshly prepared uncompacted bituminous
sample was transferred to pre-weight wire basket
without consolidating the sample. The basket was
then placed over an empty catch plate in an oven at
175ºC for 1 hr. At the end of this period the basket
was removed from the oven and the drain down
into the catch plate was weighed and expressed as
a percent of the original weight of the sample.
D−C
Drain down (%) = × 100 
B−A
(a) (b)
Fig. 2(a) Four Point Bending Beam Test Equipment;
(b) Software Interface
4.9 Wheel Tracking Test
Laboratory wheel-tracking device was used to
measure pavement quality by running simulative
tests on HMA samples. Testing assembly used in
this study is shown in Fig. 3 along with the samples
prepared for the test. Here a small loaded wheel
was rolled repeatedly across a prepared HMA
specimen to determine its rutting resistance.
Result of the test specimen can be correlated to
actual in-service pavement performance. Two
sample of size 300 mm x 300 mm x 50 mm
was prepared for each mixture. A wheel load of
... (5)
700 ± 5 N corresponding to a tyre pressure of about

30 Journal of the indian Roads Congress, April - June, 2017

 Paper No. 664

0.56 MPa was applied on the sample. The loaded Table 7 Test Results of Storage Stability
wheel had a total travel distance of 230 ± 10 mm
Base Binder VG10
with a speed of 42 passes per minute. Each sample
was tested at 60ºC upto10,000 load cycle or Modifier
SBS EVA
25 mm rut depth whichever occurred earlier. LVDT Type
was used to continuously measure the vertical Modifier
1 2 3 4 1 3 5 7
content (%)
displacement of the slab specimen per cycle.
Difference
in Softening 1.3 1.6 2.6 3.5 0.8 2.2 2.5 3.6
point (ºC)
5.3 Dynamic Shear Rheometer
To determine the performance grading, PG of
binders, DSR test was performed as per ASTM
D6373. The temperature at which G*/Sin(δ) attains
(a) (b) (c)
a value of 1 KPa for unaged binder was considered
Fig. 3(a) Wheel Rut Tester; (b) Sample Before Testing; as the upper limit of PG grade. The PG of the
(c) Sample After Testing
binders is shown in Table 8.
5. Test Results and Discussion Table 8 Performance Grade of Binders
5.1 Temperature Susceptibility Test
A higher PI value indicates less temperature
susceptibility of the binder and vice versa. As seen
from Fig. 4, PI values improves upon modification
of binders. Test results showed that PMB (E) was
the least susceptible binder followed by PMB (S),
while VG10 was the most temperature susceptible
binder of all four binder compared.

5.4 Marshall Stability and Flow

Stability and flow test was performed on the mixes
at different binder. Stability-flow values at optimum
binder content of each mix is shown in Table 9
along with their volumetric properties. Among
the mixes, BC with PMB (E) had the highest
stability, followed by DBM with PMB (E). SMA
Fig. 4 Temperature Susceptibility of Binders mixes showed lower stability with both modified
binders. Fig. 5 shows a graphical representation of
5.2 Storage Stability Test the stability-flow values for all mixes.
Storage stability test was performed on the
modified binder to evaluate the compatibility of
the polymers and base binder and to determine the
optimum amount of modifier needed to achieve
the critical intermingled stage between polymer
phase and bitumen phase. Based on the storage
stability values, 3% SBS and 5% EVA was found
to be the optimum amount of polymer required
for modification of VG10 binder. The results are
shown in Table 7. Fig. 5 Marshall Stability and Flow of the Mixes

Journal of the indian Roads Congress, April - June, 2017 31

 Paper No. 664
Table 9 Mix Design Results
5.5 Drain Down Test
Drain down test was only performed on gap graded
mixes. A limiting value of 0.3% was suggested in
IRC:SP:79-2008. For the purpose of this study
used of cellulose fiber for gap graded mix was not
considered. As evident from Table 10, the drain
down of SMA mix with VG30 was more than 0.3%
and so it was discarded. Only modified binders
were used for preparing SMA mix.
Table 10 Drain Down Test Results
5.6 Retained Marshall Stability
The susceptibility of asphalt mixtures to moisture
is another measure of the durability of an asphalt
mixture. The loss of adhesion of bitumen with
aggregates in presence of moisture was studied by
utilising retained stability test. A higher percent
of retained stability indicates lower moisture
susceptibility and vice-versa. Results clearly
showed that mixes prepared using modified
binders had better retain stability than neat binder
implying that mixes prepared using the modified
binders were less susceptible to moisture. Retained
stability values of all the mixes prepared using
neat binders were less than 80%, indicating higher
moisture susceptible.
32 Journal of the indian Roads Congress, April - June, 2017
Fig. 6 Retained Stability of Mixes
5.7 Indirect Tensile Strength and Tensile
Strength Ratio Test
The indirect tensile strength test was used to
determine the tensile strength of the bituminous
mixes which can be further related to the low
temperature cracking resistance of the mixes. A
higher tensile strength implies a stronger resistance
to low temperature cracking and vice-versa. Also
larger tensile strength at failure would imply a
higher capacity to withstanding tensile strains prior
to cracking. As evident from Table 11 and Fig. 7,
mixes prepared using PMB (E) had the highest ITS
value and also showed better TSR results. In case of
BC, the ITS values for both PMB’s are comparable
indicating similar resistant to low temperature
cracking. As per MoRT&H requirement, 80%
TSR was considered the limiting value. Mixes
that failed to meet the minimum 80% TRS criteria
were: DBM mix prepared using VG10 and VG30
and BC mix with VG10, indicating higher moisture
susceptibility. Rest of the mixes were found to be
safe in terms of TSR.
 Paper No. 664

5.9 Wheel Tracking Test

Fig. 7 ITS and TSR Results of all the Mixes
Table 11 Indirect Tensile Strength of Mixes
Wheel tracking test works on the principle that the
susceptibility of a bituminous material to deform
can be assessed by measuring the rut depth formed
by repeated passes of a loaded wheel at a fixed
temperature. To simulate a worst case scenario
samples were tested in a submerged condition by
placing in a water bath maintained at 60ºC for the
entire duration of the test. Amongst the mixes,
SMA had the best rutting resistance, followed
by BC and then DBM for same type of binder.
Amongst binders as expected PMS (E) showed
better rutting resistance than the other three and
was closely followed by PMB (S). Performance of
the mixes is evident in Figs. 9 to 11.

Fig. 9 Rutting Performance of BC Mix

5.8 Asphalt Film Thickness
Several studies had claimed that asphalt mix
durability could be directly related to the film
thickness of the mix. Experimental investigation
suggested a minimum film thickness of 8 µ for
producing a durable pavement mixture. So as to
ascertain that the mixes prepared in this study
satisfy this film thickness requirement, asphalt
film of each type of mix was calculated following
method adopted by khandal et. al. in their
study[10, 11]. Variation of film thickness of the mixes
with change in binder content is shown in Fig. 8. Fig. 10 Rutting Performance of DBM Mix

Fig. 8 Variation of Asphalt Film Thickness (µ)

with Binder Content Fig. 11 Rutting Performance of SMA Mix

Journal of the indian Roads Congress, April - June, 2017 33

 Paper No. 664
Fig. 12 Rut Depth and WTS of the Mixes
Table 12 Wheel Tracking Test Results of the Mixes
In case of BC mix rut resistance of mix prepare
with PMB (E) was 1.26 times of PMB (S), 2.11 times
of VG30 and 2.65 times of VG10. Similarly for DBM
mix rut resistance of mix prepared using PMB (E) was
1.17 times of PMB (S), 1.59 times of VG30 and 2.02
times that of VG10. Overall performance of SMA mix
with both modified binder was better than all the other
mix. Wheel Tracking Slope, WTS was used as an index
to determine rut susceptibility of the asphalt mixtures
while wheel tracking rate, WTR indicated the gradual
deformation of the sample per cycle. Smaller the value of
WTS, less susceptible was the mixture. WTS and WTR
was calculate using EN 12697-22:2003 procedure for
small size devices and the equations used were shown
below. As evident from table 5.12, SMA mix prepared
using PMB (E) was least susceptible and also had the
lowest WTR. In case of BC both PMB (E) and PMB
(S) showed almost similar WTR. While in case of DBM
both unmodified binder showed similar WTR. Although
the WTR of SMA with PMB (S) was more than of BC
with the same binder, final rut depth clears shows that
SMA performed almost twice better than BC.
d10000 − d5000
WTS =  ... (6)
5 flex, resulting in damage, thus causing a decrease in its
34 Journal of the indian Roads Congress, April - June, 2017
TR = 3rn + rn −1 − rn − 2 − 3rn − 2  ... (7)
w
WTR = 104 x TRm x  ... (8)
L
Where,
WTS = Wheel tracking slope, mm/10,000 cycle;
d5000 = Rut depth after 5000 load cycles, mm; d10000 = Rut
depth after 10,000 load cycles, mm; TR = Mean rate of
increase of track depth, µm/cycle; ri = change in vertical
displacement from the initial value, r0 to the i relevant
reading, mm; n = The total number of readings taken
at 100 load cycle interval for up to 1000 load cycles;
TRm = Mean value of the determined TR, µm/cycle; w
= Width of the tyre applying the load, mm; L = load
applied, N; WTR = Wheel tracking rate, µm/cycle.
5.10 Four Point Bending Fatigue Test
A comparative analysis of fatigue life of the mixes was
made and the results obtained from four point bending
beam test is presented in Figs. 13 to 16. All mixes at
200 micro strain exhibited fatigue life higher than 2 x
105 cycles, so the comparison of fatigue life was not
shown. Even at 400 micro strain SMA mixes prepared
using PMB (S) and PMB (E) had a fatigue life higher
than 2 x 105. It was evident that at all strain levels mixes
prepared using polymer modified binders had better
fatigue life than those prepared using conventional
binders. From binder point of view PMB (S) showed
far better fatigue performance especially at higher
strain (≥ 600 μm), followed PMB (E). But as the strain
level increased, the fatigue life of PMB (E) reduced
drastically, and at about 1000 µm it was almost close to
conventional binders. At lower strain (< 600 μm) VG30
showed better performance than VG10 but at higher
strain (> 600 μm) both showed similar performance.
Amongst the mixes, SMA exhibited the best fatigue
performance, especially at higher strain (> 600 μm).
This may be because of the higher binder content of
SMA, a thicker film was produced, thus making it more
durable to the induced strain. Figs. 17 to 19 shows the
change in fatigue life with respect to strain. It can be
seen that the slope of the curve for mixes prepared
using PMB (E) becomes very steep with increase in
strain level indicating high strain susceptibility. At
lower strain level (≤ 400 μm) PMB (E) had fatigue life
similar to PMB (S). But at higher strain (≥ 800 μm),
the fatigue life of PMB (E) was even lower than that
of conventional binders in certain cases. The reason
may lie in the modification process itself. In case of
PMB (E), a crystalline modification was observed
resulting in an increases of its stiffness. So it carried
a larger number of load application at lower strain
level but at higher strain (> 600 μm) it was not able
 Paper No. 664

fatigue life. However in case of PMB (S) the polymers

formed a three dimensional cross linked network with
polystyrene end-blocks imparting strength and
butadiene mid-blocks imparting exceptional elasticity.
This made the binder more flexible and thereby
increasing its threshold to higher strains. Amongst all
the binder, PMB (S) was least susceptible to strain
variation.

Fig. 16 Fatigue Life of Mixes at 1000 µm

Fig. 13 Fatigue Life of Mixes at 400 µm

Fig. 17 Variation of Fatigue Life of BC Mix

with Strain Amplitude

Fig. 14 Fatigue Life of Mixes at 600 µm

Fig. 18 Variation of Fatigue Life of DBM Mix

with Strain Amplitude

Fig. 19 Variation of Fatigue Life of SMA Mix

Fig. 15 Fatigue Life of Mixes at 800 µm with Strain Amplitude

Journal of the indian Roads Congress, April - June, 2017 35

 Paper No. 664
6. Conclusion
The analysis clearly states that the use of modified
binders has resulted in better performance of the mixes.
The main conclusion drawn from this study is presented
as follows:
1. Use of PMB (E) had resulted in more increment
in Marshall stability and indirect tensile strength
values of the mixes than PMB (S). PMB (E) re-
sulted in an increase in stability value of 26% to
34% for BC and 23% to 35% for DBM. While
PMB (S) resulted in an increase in stability val-
ue of 18% to 26% for BC and 12% to 23% for
DBM. In case of SMA use of PBM (E) resulted in
a 17% increment of Marshall stability value w.r.t.
PMB (S). For BC both modified binders showed
almost similar ITS values. For DBM, use of PMB
(E) resulted up to 51% increment in ITS values
while PMB (S) resulted an increment up to 42%
respectively.
2. Moisture susceptibility of the mixes were deter-
mined using RS and TSR test. In terms of RS,
mixes prepared using both neat binder: VG10 and
VG30 failed to meet the minimum 80% require-
ment criteria while mixes prepared using both
PMB were safe. In terms of TSR, mix prepare
using VG10 failed for both BC and DBM while
mixes prepared using VG30 failed only for DBM.
Here too mixes prepared using both PMB were
safe. So, the mix prepared using neat binders
were more susceptible to moisture damage, while
PMB’s showed satisfactory resistance to induces
moisture. For modified binders use of PMB (E)
resulted up to 5.48% more increment in RS and
8.1% more increment in TSR w.r.t. PBM (S).
3. Asphalt film thickness of the mixes were
determined so as to ascertain that all the mixes
studied herein had a minimum film thickness of
8 μ, which was required for the durability of the
mixes. Evidently all the mixes had film thickness
above 8 μ, with BC around 9.6 μ, DBM around
14 μ and SMA around 15 μ respectively.
4. In terms of rutting resistance, wheel tracking test
results clearly showed the superiority of SMA
over BC and DBM. Use of modified binders
resulted in a decrease in rut depth up to 2.65 times
for BC and 1.77 times for DBM. On an average
SMA showed 3.05 times better performance than
BC mix prepared with unmodified binders and
1.45 times for BC prepared with PMB’s. SMA
showed 3.39 times better performance than DBM
mix prepared with unmodified binders and 2.05
times for DBM mix prepared with PMB’s.
5. Fatigue result from four point bending beam test
showed that at lower strain level (< 200 µm)
all mixes had a fatigue life higher than 2x105
cycles. In case of DBM, up to 400 µm strain,
36 Journal of the indian Roads Congress, April - June, 2017
both modified binders showed similar results. At
higher strain level (> 600 µm) performance of
PMB (E) degraded rapidly and was even close to
unmodified binders at about 1000 µm strain. PMB
(S) showed far superior fatigue performance irre-
spective of the mix or strain amplitude. Amongst
mixes SMA showed superior performance than
BC and DBM, which can be attributed to its
higher binder content.
References
1. Airey, G.D. (2003). Rheological Properties of Styrene
Butadiene Styrene Polymer Modified Road Bitumens.
Fuel, Vol. 82, pp. 1709-1719.
2. ASTM D6927. Standard Test Method for Marshall Sta-
bility and Flow of Bituminous Mixtures.
3. ASTM D6931. Standard Test Method for Indirect
Tensile (IDT) Strength of Bituminous Mixtures.
4. BS EN 12697-24:2012.Bituminous Mixtures Test
Methods For Hot Mix Asphalt, Part 24: Resistance to
fatigue.
5. Chen, J.S., P.E., Liao, M.C. and Shiah, M.S. (2002).
Asphalt Modified by Styrene-Butadiene-Styrene Tri-
block Copolymer: Morphology and Model. Journal of
Materials in Civil Engineering, ASCE, May/June, pp.
224-229.
6. EN 12697-22:2003. Bituminous Mixtures Test
Methods for hot Mix Asphalt, Part 22: Wheel
Tracking.
7. IRC:SP:53-2002. Guidelines on Use of Polymer and
Rubber Modified Bitumen in Road Construction. First
Revision, The Indian Roads Congress, New Delhi.
8. IRC:SP:79-2008. Tentative Specifications for Stone
Matrix Asphalt. The Indian Roads Congress, New
Delhi.
9. IS 73:2013. Paving Bitumen - Specification.
10. Kandhal, P.S. and Chakraborty, S. (1996). Evaluation
of Voids in the Mineral Aggregate for HMA Paving
Mixtures. National Center for Asphalt Technology
Report, No. 96-4.
11. Kandhal, P.S., Foo, K.Y. and Mallick, R.B. (1998). A
Critical Review of VMA Requirements in Superpave.
NCAT Report 98-01.
12. Panda, M. and Mazumdar, M. (1999). Engineering
properties of EVA-Modified Bitumen Binder for Paving
Mixes. Journal of Materials in Civil Engineering/May,
pp. 131-137.
13. Read, J. and Whiteoak, D. (2003). The shell Bitumen
Handbook Fifth Edition. Thomas Telford Ltd, London.
14. Saboo, N., Reddy, M.A. and Pandey, B.B. (2014).
Durable Wearing Course For Bituminous Pavements.
Indian Highway, Indian Roads Congress, Vol. 42
No. 5, pp. 15-23.
15. Saoula. S., Mokhtar. K. A., Haddadi. S. and Ghorbel. E.
(2009). Improvement of the Performances of Modified
Bituminous Concrete with EVA and EVA-waste.
Physics Procedia, Vol. 2, pp. 1319-1329.
 Paper No. 665

DEOPANI BRIDGE – GATEWAY TO DIBANG VALLEY IN

ARUNACHAL PRADESH

M. Kishore Kumar1 D. Bhattacharyya2 Lt. Gen. S.K. Shrivastava3

ABSTRACT
Construction of 300 m long bridge on river Deopani (locally known as Eze river) in Eastern
Arunachal Pradesh has been herculean task going by the turbulent history of bridging on this
river gap. As many as half a dozen bridges got washed away at this location and the road leading
to Anini on the Chinese border remained out off, at times for months together. Coupled with the
technical challenges of construction in the bouldery strata on this furious river, the construction
was also riddled with legal hassles due to abandoning of work by previous contractor. The present
paper discusses at length various aspects related to bridge construction and an appropriate case
study for bridge engineers.

1. INTRODUCTION across this river is a testimony to the intensity

Dibang river is a tributary of the mighty of floods experienced in this river as shown at
Brahmaputra river that flows through the Figs. 1 & 2. Further the details on restoration
northeastern states of Arunachal Pradesh and works carried out so far at Table 1 presents the
Assam. The Dibang is also joined by a number of turbulent history of this river.
tributaries such as the Airipani, Ilupani, Imupani,
Ahi, Ashupani, Epipani and Deopani rivers during
its course. Most of these rivers join it in the upper
course in the hills giving it a wide fan shaped
catchment region, thus these rivers experience
flash floods even at slight rains. One has to cross
this turbulent Deopani river to enter into Dibang
Valley. The flow pattern of this perennial river
Deopani is quite fluctuating with 90% of its
discharge confined to mere one or two months of
the year and as a result found quite devastating with Fig. 1 Collapsed Bailey Bridge at Deopani due to
flash floods. The destruction of the bridges erected Flash Floods during Aug 2017

1
Commander 752 BRTF, Pin 930752, C/o 99 APO. E-mail: makam64@gmail.com
2
Chief Engineer (Retd), Border Roads Organisation, Min of Defence, Govt of India.
3
Director General Border Roads, Seema Sadak Bhawan, Ring Road, Delhi Cantt, Delhi - 110010

Journal of the indian Roads Congress, April - June, 2017 37

 Paper No. 665

withst and the fury of Deopani river. However,

Fig. 2 Restoration of Road Communication by
Launching 110 Feet DSR BB at 100 m Downstream
of Collapsed Bridge in Record 3 Days Time
It always remained a challenge to BRO Engineers
to ford across this river due to vast areas of Dibang
Valley at stake across Deopani. Further, the area is
also strategically important owing to its proximity
to international border with the neighboring China.
Thus both civil as well as military establishments
were always pressing for maintaining the 230 odd
km road link from Roing to Anini, and Deopani
river at Roing was a dreadful bottleneck.
2. CONSTRUCTION OF PERMANENT
BRIDGE
It is amply clear after looking at the history of
restoration works as shown at Table 1 that no
temporary or semi permanent solution can
since the bridge on Deopani river is the life line to
Dibang Valley District, it is obligatory to maintain
the connectivity of road from Roing to Anini
via Hunli across Deopani bridge by incurring
expenditure for creating temporary solution
each year, which are of recurring nature due to
devastating nature of the river during monsoons.
In order to provide a long lasting solution, a
bridge scheme of 300 meter long major permanent
bridge of continuous type prestressed concrete
box girder with roller bearing over all piers and
Roing side abutment and rocker bearing on
Hunli side abutment with span arrangement of
50 m + 100 m + 100 m + 50 mwas approved based
on the hydraulic parameters & site conditions. The
final arrangement has been changed to fixed Pier
P2 and Pot PTFE sliding bearings on balance piers
P1 & P3 as well as both abutments. Construction of
300 mtr major Pmt bridge over Deopani river was
sanctioned on 02 Sep 2003 for Rs 105 million under
Job No 803/236 and the work was commenced on
12 July 2004. The construction of said bridge was
proposed to be executed through contract and the
contract was awarded to M/S Banka infrastructure
Pvt Ltd. The salient features of the bridge are
tabulated at Table 2.

Table 1 Restoration Works Carried Out Since 1980 at Deopani River

● Initially 940 feet multi span Bailey Bridge (BB) was constructed over river Deopani during 1981.
The bridge was completely damaged due to washing out of piers during monsoon of 1988.
● Again 940 feet multi span BB was launched during Feb 1990. The BB was de-launched during
Jun 1995 due to tilting of Pier No 3.
● 230 feet bridge was launched on 15 Sep 1995 which was collapsed due to structural failure of BB
parts.
● During March 1999, 400 feet Bailey Suspension Bridge (BSB) was launched which was
de-launched on 8th July 2003 due to damages occurred to the one of the abutments. Subsequently
it was re-launched on same location by constructing new abutment. On 18th July 2004 this BSB was
washed away.
● Further 130 feet BB could be launched over the middle river channel to pass restricted traffic during
fare weather only. This bridge was also de-launched due to damage caused during heavy rains.
● Again 100 feet span BB was launched at this location which was collapsed due to over loaded
vehicle on 24 Dec 2011.
● 120 feet DSRBB was launched at mid stream main channel. Bridge de-launched on 20 Sep 2012
due to collapse of Hunli side abutment.
● To restore line of communication 130 feet DSRBB + 30 feet SSBB launched in Apr 2013.
● 110 feet DSR BB was launched in Aug 2017 at 100 m downstream of collapsed bridge launched in
2013.

38 Journal of the indian Roads Congress, April - June, 2017

 Paper No. 665

Table 2 Salient Features of Deopani Bridge

Project/Task Force/State Udayak/752 BRTF/Arunachal Pradesh

District Lower Dibang Valley

Distance from NRS 118 Km from Tinsukia

Design discharge 1824 Cum/Sec

Design Highest Flood Level (HFL) 438.5 m (442.5 m observed in Aug 2017)

Name of Road and location Km 2.00 on Roing-Hunli road

Name of River Deopani

Length of Bridge 300 m

Span arrangement 02 X 50 m + 2 x 100 m (4 span)

Carriage way width 12.00 m

Soil classification in brief Soil mixed with Boulders

Scour depth considered in the design 9.10 m for Abutment & 14.38 m for Piers

Foundation Well foundation

Both Abutment 9 m and Piers P1 & P3 – 9 m,

Diameter of well Pier P2 – 11 m

A1 & A2 - 16.25 m, Piers P1 - 15.80 m,

Depth of well P2 - 16.28 m & P3 - 17.53 m

Shape/Type of well like circular single/double/ Both Abutment Double D and Piers Circular
double D Single

Type of bearing Longitudinal Guided/PTFE Bearing

Superstructure Balanced Cantilever

Type of expansion joints Rubber seal expansion Joints

Wearing coat RCC

Foot path Provided

M/s Banka Infrastructure (2004 to 2008)

Name of Contractor M/s Poddar Construction (2015 to 2017)

Date of commencement 12 Jul 2004

Date of Completion Sep 2017

Completion Cost Rs. 252 million

Load classification Class 70R

Journal of the indian Roads Congress, April - June, 2017 39

 Paper No. 665
The construction of 300 m long balanced
cantilever pre-stressed concrete bridge over
Deopani river started in 2004 but the contractor
abandoned the work in 2008 due to financial crisis.
It may be seen from the General Arrangement
Drawing (GAD) of the bridge depicting the works
executed by the contractor shown in Fig. 3 that
pier well P1 & P2 remained incomplete. Later
on, BRO has to complete the balance foundations
comprising of tedious process of sinking of wells
& substructure works departmentally which is
Fig. 3 GAD of Deopani Bridge
3. Project Delays
Time over run can be stated to be the foremost
concern in this bridge project. After a detailed
feasibility studies & site selection exercise, it was
decided to go in for 300 m long bridge based on
hydraulic data. Design & construction contract
for construction of this bridge was awarded to
M/s Banka Infrastructure Corporation Ltd. Since
the same contractor was working on Lohit bridge
in the near vicinity i.e., Parasuram Kund, it was
expected that project will progress smoothly. On
the contrary the contracting firm is said to have
experienced some financial hardships causing
abandonment of work by the contractor.
40 Journal of the indian Roads Congress, April - June, 2017
a tough job in this turbulent river noted for flash
floods. The bridge superstructure is constructed
by Delhi based firm M/s Poddar Constructions by
adopting state of art technology using Cantilever
Construction Gantry. This bridge is going to be
opened for traffic by end of September 2017,
almost two months before the scheduled
completion date. The long awaited completion
of Deopani bridge would provide great relief to
the people of Dibang valley region in Arunachal
Pradesh.
The progress of works was just 36% at the time
of cancellation of contract in 2008, with both
abutment & Pier well P3 completed by the
contractor. A decision was taken at the highest
level in BRO for completing the balance portion
of foundation & substructure and there after
concluding a risk & cost contract for superstructure
work since it involved specialized construction
equipment such as cantilever gantry etc. Contract
for superstructure was awarded to M/s Poddar
Constructions, Delhi for an amount of Rs. 176
million with date of commencement of work as
13 Nov 2015 & completion period of 2 years.
Even the departmental bridge construction
company of Border Roads Organisation took about
 Paper No. 665

7 years for completion of balance foundation
& substructure which involved sinking of pier
wells in hard bouldery strata. The sinking work
was hampered since it involved removal of huge
boulders under the cutting edge which sometimes
required even blasting & consequently damaging
the well curb & steining too. The absence of
adequate number of specialised submersible pumps
for dewatering of wells & limited working season
to operate in the river bed prolonged the project
duration. Such was the condition encountered in
11 m diameter Pier well P2 that no sinking was
observed even after dredging the well by more
than 2 m below the cutting edge due to prevalent
skin friction with no activity on the well for the
past 2 years as shown at Figs. 4 & 5.

Fig. 4 Photo of Well Foundation at Pier P2

Fig. 5 Cutting Edge of well in Bouldery Strata

Journal of the indian Roads Congress, April - June, 2017 41

 Paper No. 665

Innovative technique such as water jetting &
ponding was employed for sinking the same.
It required enormous patience to sink the wells
abandoned by the contractor. Sinking of well
remained a time consuming activity due to
encountering of large boulders under the cutting
edge and added to this, very short working season
escalated the efforts of work force employed.
Many a time, all preparatory works for sinking
of well goes in vain due to frequent flooding,
depositing of muck including boulders & damages
to machinery employed midstream owing to flash
floods. The sinking of these pier wells went on
for years sometimes with no results as shown at
Table 3. Pumping of logistics/construction stores
required ferry crossing of loaded vehicles across the
mighty Brahmaputra which again posed problems
for the executives in this remote region. At times,
works got delayed due to funding constraints in a
resource crunch economy like ours.

Table 3 Year Wise Stats on Sinking of Pier Wells P1 & P2

Financial Year Sinking Achieved in ‘m’ Remarks

Pier well P1 Pier well P2 Pier well P1 founding level revised

upward by 5.10 m from RL 418.9 m to
2008-09 - - 424 m.
2009-10 - -

2010-11 4.03 0.08

Pier well P2 founding level revised
2011-12 - - upward by 8.10 m from RL 415.9 m to
424 m.
2012-13 0.04 0.30

2013-14 1.30 0.15

2014-15 - 0.08

2015-16 - 0.55

2016-17 - 0.54

Total 5.37 1.70

4. UPWARD REVISION OF FOUNDING
LEVEL OF PIER P1 & P2
The area experiences heavy rainfall during
monsoons. The river bed is on foot hills and
water flows from the hill with landslides causing
deposition of muck on river bed. Hence the ground
level of river bed has got aggradation tendency.
The lower bed level during the time of hydraulic
data collection was 432.03 m, which has further
aggraded up to 438.39 m during Sep 2013. This
nature of aggradation has also been noticed in the
nearby river i.e. Iphipani. The founding level of
Pier P1 was revised in Jul 2011 from 418.900 m
to 424.00 m. Considering the scouring criteria of
the Pier P2 as worked out at Table 4, it was found
safe to plug the well at RL 424 m thus upward
revision of founding level was carried out in
Jan 2014 from RL 415.9 m to 424 m. The cutting
edge of Pier well P2 was at RL 425.30 mat that
point of time.

42 Journal of the indian Roads Congress, April - June, 2017

 Paper No. 665

Table 4 Calculation for Founding RL of Pier Well P2

Hydraulic Details
(a) Design Discharge - 1824 cum/sec
(b) Effective linear water way - L = 4.80 √Q = 4.80√1824 = 205 m
(c) Silt factor - 4
(d) HFL - 438.50 m (As per approved drawing)

Case-I : Calculation of foundation level considering Design HFL 438.5 m

Discharge per unit width = Db = 1824/205 = 8.90 cum/m
Mean scour depth = dsm = 1.34 (Db2/Ksf)1/3 = 1.34(8.902/4)1/3 = 3.63 m
Maximum scour depth = Df = 2 dsm = 2 x 3.63 = 7.26 m
Founding level = HFL-(Df + 1/3 D/f)
Founding RL = 438.50 - (7.26 + 7.26/3) = 428.82 m

Case-II : Calculation of foundation level considering Observed HFL 440 m

Founding RL = 440 - (7.26+7.26/3) = 430.32 m

The efforts required to sink the Pier well further offering spans up to 400 m can be one of the viable
were increasingly becoming difficult considering options which obviate the requirement of piers
the hard consolidated bouldery strata and very high mid stream. The successful completion of 300 m
rate of seepage. Any further well sinking would long Deopani bridge as shown at Fig. 6 provide
be uneconomical and unnecessary as safe design an uninterrupted all weather road to Dibang Valley
criteria are being met at this level. region of Arunachal Pradesh thus not connecting
the road communication requirement of civil
5. CONCLUSION
administration but also strengthening the country’s
Planning, design & construction of major defences at the border.
permanent bridges of such magnitude required
detailed survey during the initial hydraulic stage
itself so that executives are not caught unawares
during the construction stage as often happened in
the past. Despite elaborate preparations, all major
bridges such as Lohit Bridge at Parasuramkund,
Passighat bridge and Akhnoor bridge over
Chenab river near Jammu have taken decades for
completion and Deopani too falls in this category.
Upward revision of founding levels was one of
the sore factors during the execution stage and
the same needs to be deliberated taking into Fig. 6 View of Completed 300 m
Long Deopani Bridge
account the safe design parameters and ground
conditions, thus fine balance is required while Contract management of specialized structures
making judgment. Sinking of wells in bouldery also needs to be evolved owing to bad experiences
strata has become a trademark expertise with at all the major bridges as mentioned above. The
BRO engineers now. Cable stayed bridges situation becomes complex when contractor

Journal of the indian Roads Congress, April - June, 2017 43

 Paper No. 665
abandons the worksite midway and conclusion
of a risk & cost contract to complete the balance
works is not only time consuming but involves
cost escalation. In the case of Deopani bridge,
the situation was gruelling since Pier well P1 &
P2 in the river midstream were left incomplete
when the contractor abandoned the work. It was
an appropriate decision to complete the balance
foundation & substructure works departmentally
and to go for superstructure through contract.
This has not only saved time but also addressed
the requirement of specialized equipment for
superstructure.
REFERENCES
1. “Dibang River”, From Wikipedia, the Free
Encyclopedia.
44 Journal of the indian Roads Congress, April - June, 2017
2. Kishore Kumar M., “An Overview of Bridging
on National Highway NH-52 in the Upper
Reaches of Brahmaputra”, Indian Highways,
Indian Road Congress (IRC), May 2005.
3. Kishore Kumar M. & Ch Hanumantha Rao.,
“Design and Constructional Aspects of
Various Types of Bridges Constructed by BRO
in Arunachal Pradesh”, Oonchi Sadaken, Vol XVI,
Nov 2005.
4. Kishore Kumar M. & Ch Hanumantha Rao.,
“Economics of Alternative Structural Schemes
of Prestressed Concrete Bridges : Few Case
Studies”, International Journal of Civil &
Structural Engineering, pp 425-439, Vol. I,
No. 3, 2010.
5. Kishore Kumar M., “Construction of Cable
Stayed Bridge on Ravi River in J&K”, Civil Engg
& Construction Review (CE&CR), Vol.28, No.2,
Feb 2015, pp 84-88.
 Paper No. 666

PROCEDURE FOR GREEN HIGHWAYS

RATING SYSTEM IN INDIA (GHRSI)

Tamosi Bhattacharya1 Anuradha Shukla2

ABSTRACT
Green rating system for highways refers to rating of various components of highways in terms
of their concordance to environmental aspects. Green rating system would help in identifying
the degree of greener interventions to be made or made in a road project. The concept of green
encompasses the mechanism of conserving, enhancing and managing the quality and quantity of
natural resources. Getting green in other words is getting conducive to nature. Green highway is the
one which is designed, constructed and maintained with the ultimate aim of conserving, enhancing
and managing the quality and quantity of natural resources. The degree of greener interventions
however may differ from country to country as technologies required depend highly on their
economic feasibility, technical know how and availability of means to make use of a technology.
Even within a nation, the degree may differ based on site specific conditions for projects in different
climatic and bio-geographic regions. India is gradually moving towards greener interventions in
roads and is yet to adopt a comprehensive and Simultaneous Multi- Approach Solution. In such
a condition it is inevitable to have a system that can identify if a road can be termed greener in
terms of its interventions. This will allow the decision makers to incentivize and sensitize the idea
of greening the highways.
In the event of diversity of components and degree of greener interventions, a simple and
comprehensive procedure for green rating needs to be developed. Till date India does not have
a specific nationally accepted procedure for green rating of highways. This paper attempts to
formulate a procedure to carry out green rating of highways.

1. INTRODUCTION for National Highway Authority of India on Green

The idea of green highway rating system Guidelines and Green rating system for Indian
evolved from LEED (Leadership in Energy Highways.
and Environmental Design) standard for green Few existing green rating systems have been
buildings. LEED was introduced in 1998 by the referred that has acted as inspiration in formulating
U.S. Green Building Council (USGBC). The first the present guideline for green rating of highways
one to come-up with such an idea is Green roads. It in Indian perspective. A summary of few existing
has also been dealt in a study done by Nature First green rating systems is given in Table 1.
1
Environmental Planner, ICT Pvt. Ltd., A -8 Green Park, New Delhi, E-mail: tamosi.bhattacharya@ictonline.com
2
Chief Scientist, CRRI, Mathura Road, New Delhi, E-mail: anuradha.crri@gmail.com

Journal of the indian Roads Congress, April - June, 2017 45

 Paper No. 666

Table 1 Comparative Analysis of Existing Green Rating Systems

Rating System Attributes Criteria

Green LITES (Leadership in
Transportation Environmental
Sustainability)
Green Roads
● Developed by the New
York State Department of
Transportation (NYSDOT)
after the LEED system
model.
● Self-evaluation tools with
non-recognized awards
● Follows ‘triple bottom
line’ principle of Economy,
Society and Environment
● Primarily for the internal use
at NYSDOT
● Two types of certification
program- Project Design &
Operation
● Minimum point required for
certification is 33%.
● No mandatory requirements
● Less importance given
for pavement technology
and construction activities
including quality control.
● Developed by the University
of Washington and CH2M
HILL
● A rating system with third
party recognition and
awards
● Based on performance
matrix used to score points
● Follows ‘triple bottom
line’ principle of Economy,
Society and Environment
● Minimum point required for
certification is 27%.
● No provisions provided
to select only the relevant
criteria based on the type of
project
● Can be applied for roadway
design and construction
Project Design-20 criteria
under 5 heads further sub
divided into many sub criteria.
The five heads are Sustainable
sites, Materials and resources,
water quality, energy and
atmosphere and innovation.
Operation - 16 categories
further subdivided into many.
Categories viz. Bridge,
Pavement, Drainage, Signal
and lighting, snow and
ice, facilities, Intelligent
transport system, roadside
environment, guide rails and
fencing, marking, signs, fleet
administration, walls and
rock slopes, communication
technology and emergency
preparedness etc.
11 Project Requirement (PR)
criteria required for a project
to qualify for getting rated viz.
Environmental Review process,
Life Cycle Cost Analysis,
Life cycle Inventory, quality
control plan, noise mitigation
plan, waste management plan,
pollution prevention plan,
Low impact development,
pavement management system,
site maintenance plan and
educational outreach.
6 main and 37 Voluntary credits
(VC) used to score points. 6
main credits are Environment
and Water, Access and equity,
Construction activities,
Materials and Resources,
pavement technologies and
custom credits. Final credit is a
sum of PR &VC.

46 Journal of the indian Roads Congress, April - June, 2017


Rating System
Envision
STEED (Sustainable
Transportation Engineering &
Environmental Design)
I-LAST (Illinois – Livable And ● Developed
Sustainable Transportation Rating
System)
Journal of the indian Roads Congress, April - June, 2017 47
Paper No. 666
Attributes Criteria
● Developed by Institute of 60 sub criteria under 5 sections
Sustainable Infrastructure, - Quality of Life, Leadership,
USA Resource Allocation, Natural
● Self-assessment without World, and Climate.
awards.
● Subjective scoring based
upon levels of achievement
for each criteria
● Includes design, construc-
tion, and maintenance ele-
ments.
● Follows ‘triple bottom
line’ principle of Economy,
Society and Environment
● Developed by H.W Lochner 21 sub categories under
Incorporated, USA Environmental quality, Social
● Self-evaluation tool without quality and economic viability
awards
● Voluntary in nature.
● Follows ‘triple bottom
line’ principle of Economy,
Society and Environment
● Does not provide
certification levels
● Identify and incorporate
sustainable options at four
different stages - planning,
environmental, design and
construction.
● Less importance given to
pavement technology
● Criteria are based on broader
perspective and do not look
into finer details.
by the More than 150 sustainability
Sustainability Group of criteria divided into 9
the Illinois Department of categories- Planning, Design,
Transportation (IDOT), USA Environmental, water quality,
● Self-evaluation tool without transportation, lighting,
awards materials, construction and
● Voluntary in nature innovation.
● Based on point system
● Scoring process has 3 steps.
(1) Determining the
items applicable to a
project;
 Paper No. 666

Rating System Attributes Criteria

(2) evaluating the total
points for the achieved
items; and
(3) scoring by calculat-
ing the percentage of
achieved points to the
total available points.
● Applicable sustainable
practices would vary from
project to project. Flexible in
criteria selection.
Does not provide certifica-
tion levels
IN-VEST (Infrastructure Voluntary ● Developed by the Federal 68 criteria based on
Evaluation Sustainability Tool) Highway Administration, sustainability best practices
U.S Department of
Transportation
● Web based self-evaluation
tool with non-recognized
awards
● Voluntary in nature
● Measurement method similar
to LEED (Shepherd, 2010)
● Prepared referring Green
roads and Green LITES
● Follows ‘triple bottom
line’ principle of Economy,
Society and Environment
● Minimum point required for
certification is 30%
● Can be applied for planning,
operation and maintenance
stages
● No mandatory requirements
● No room for innovation or
unlisted items
LEED (Leadership in Energy and ● Developed by US Green Criteria under 9 broad
Environmental Design) Building Council for rating categories – Integrative
of green buildings Process, Location and
● Third party certification with Transportation, Sustainable
award site, Water efficiency, Energy
● Voluntary in nature and Atmosphere, Materials
● Deals on building design, and Resources, Indoor
construction, operation, Environmental quality,
interior design Innovation in Design and
Regional Parity.
● Adopts checklist approach

48 Journal of the indian Roads Congress, April - June, 2017

 Paper No. 666

Rating System Attributes Criteria

● Mandatory pre-requisite
credits required to achieve
certification at any level
● Points are allocated to
credits according to their
relative social,
environmental and economic
impacts in accordance
with their weighting
methodology
● Minimum point required for
certification is 40%
BE2ST (Building Environmentally ● Developed by Recycled 2 criteria – Mandatory
and Economically Sustainable Material Resource Center screening and Judgment ; 10 sub
Transportation Infrastructure - and University of Wisconsin criteria- Social requirements
Highways) (Lee, 2013) - Madison, USA including regulation and local
● Emphasis on recycling, ordinances, GHG emission,
material use and energy use, waste reduction,
construction recycling, water consumption,
● Life cycle analysis hazardous waste, life cycle
techniques to provide cost, traffic noise, social carbon
quantitative assessment of cost saving (The social cost of
the impacts associated with carbon is the cost to recover
a highway construction damages caused by CO2 release
project to the atmosphere and can be
● Based on quantitative used by an agency to account
metrics with predefined for the social benefits)
targets for each criteria. The
targets were set based on
various literature findings
and practical arbitrary
numbers.
● Rates or scores for each
criteria are determined by
dividing the actual quantity
achieved by the target. Viz.
Total recycled material
content is equal to actual
volume of recycled material
in the project divided by
target volume of recycled
content.
These rating systems (Green LITES, Green roads, process. The rating procedures in these rating
Envision, STEED, I-LAST, and IN-VEST) have systems are not based on standardized metrics and
a common short coming as the LEED system hence the effect of meeting environmental targets
for buildings i.e these credit based systems lack in these rating systems cannot be quantified (Lee,
objectiveness in the criteria selection and weighting 2013). In addition some of these have defined too

Journal of the indian Roads Congress, April - June, 2017 49

 Paper No. 666
many criteria those could have been clubbed into
lesser numbers. BE2ST is the only one that uses a
quantitative approach with predefined targets for
each criterion.
Only Green roads amongst all the above highway
ratings system is award based. The main advantage
of adopting an award based rating system is that
it can be used to demonstrate the sustainable
initiatives of an agency to the general public
(Abdul, 2012).
Presently there are no universal standards set
to assess the green aspects of a road based on a
common platform applicable/amendable to site
specific condition. The use of standards/targets
would however assure reproduction of identical
practices with similar results, so that classifications
can be made with as little bias as possible. On
the other hand it is also realized that applying an
umbrella credit system to all highway projects may
prove counterproductive (Bryce, 2008).
Hence, road way projects shall be evaluated
based on its own project specific conditions. This
green rating guideline for highways has been
developed with an attempt to overcome the major
shortcomings of the present rating systems,
considering existing environmental legislations in
India and overall Indian perspective.
Green rating takes account of environment
friendly, innovative techniques, recycling of
materials, use of renewable resources etc. that
are not very much into practice in the present day
scenario. The system has 15 mandatory Qualifying
Criteria (QC) and 8 Evaluating Criteria (EC) with
33 sub criteria.
2. Defining Principles of the
Green Highways Rating System
In India
The defining principles used for the formulation of
GHRSI are as follows:
● Quantitative assessment of each EC
● Comparison of quantitative value achieved
with that of the ‘existing scenario’ or
‘project road improvement with conventional
intervention scenario’ of the same project
road for a particular criteria. Comparison with
standards or targets are not possible as there
is no existing legislation on greener roads
guidelines for India specifying thresholds
50 Journal of the indian Roads Congress, April - June, 2017
● Unit of percentage has been used to provide a
common and easy base for rating
● EC and their weight ages may change on
project to project basis but will be same for
all the scenarios of a particular project.
3. Procedure for green rating
of Highways
The guideline provides the various stages to be
adopted for green rating of a roadway/highway
based on comparison of improved scenario to that
of existing scenario or conventional interventions
scenario in terms of percentage. The steps are as
follows.
Step-1 Identify the criteria to qualify for
being assessed as a green or greener highway.
A comprehensive list of criteria is given in
Table 2. A project must have all these components
partially or fully for being qualified to be assessed
for green rating.
Step-2 List the criteria of evaluation and describe
each in a project specific context. A standard list
of evaluating criteria is as mentioned in Table 3.
Inclusion or exclusion of criteria would depend
on project specific condition. Weight ages may
be assigned to each criteria and sub criteria in the
pattern given in 3rd column of Table 2. Weight age
for criteria increases from W1 to Wn in such a way
that W1 + W2 + W3 +….. Wn = 100 or 1. Under each
criterion the sub criteria shall also be weighted
increasing from W1 - 1 to W1 - n in such a way that
W1 - 1 + W1 - 2 + W1 - 3 +…..W1 - n = W1.
Step-3 Creation of various scenario of a project
based on proposed conventional or greener
interventions when a particular project is to
be rated. Interventions on each criteria shall be
represented in the form of percentage share of
improvement upon existing condition or total
improvement possible. For examples scarified
bitumen is being used in 25 out of 60 km length of
the road. So the percentage will be 33%.
Step-4 Assign ranks to various criteria based
on percentage. Standard list of ranks against
percentage are as given in Table 4. Percentage
from 0 to 100 has been assigned ranks from 0 to
7. As percentage share of improvement increases,
rank also increases. Ranks shall be assigned
parameter wise.
 Paper No. 666

Step-5 Multiply the weight of a criterion to its
rank and then sumup to obtain total weighted
rank achieved by the particular scenario using
formula-1.
Total weighted rank of one scenario
(TWRS) =  ... (1)
Step-6 Calculation of Maximum total Weighted
Ranking for the Project (MWRP) by assigning the
highest value rank to each criteria and multiplying
them by corresponding weight ages assigned to
them and then summing up using formula No.2.
Maximum weighted rank of project
(MWRP) =  ...(2)
Where, r his the highest rank i.e. 7.
Step-7 Deriving percentage share of weighted
rank achieved by a particular scenario (as
calculated in step-5) out of the maximum weighted
rank of the project (as calculated in step-6) using
formula 3.
% of weighted rank = * 100 ... (3)
Step-8 Rating a particular scenario as Certified,
Silver, Gold or evergreen based on the percentage
calculated in step-7, as given in Table-5.
A flowchart on summary of green rating system is
given in Fig. 1 below.

Fig. 1 Summarized Flowchart Green Rating System

Table 2 Standard Qualifying Criteria (QC) for Roads to be Considered for Green Rating

S. No. Qualifying Criteria Incorporated in Reference to

EIA or Design the Section of
Report (Yes/No) EIA or Design
Report
1. Extensive study with baseline of all environmental
parameters and Strength Weakness Opportunity Threat
(SWOT) analysis of identified issues
2. Storm water management measures
3. Noise attenuation measures
4. Liquid and solid Waste management measures
(solid waste includes all types of waste likely to be
generated)

Journal of the indian Roads Congress, April - June, 2017 51

 Paper No. 666

S. No. Qualifying Criteria Incorporated in Reference to

EIA or Design the Section of
Report (Yes/No) EIA or Design
Report
5. Air pollution mitigation measures
6. Life cycle cost analysis of pavement material
7. Greenhouse gas emission assessment for Construction,
maintenance and Operation period
8. Life cycle inventory of pavement material
9. Use of Recycled material
10. Community awareness and participation plan
11. Formal Contractor Quality Control plan
12. Environment Monitoring plan for pre-construction,
construction and operation stage
13. Plantation plan as per NGHM Policy, 2015 &
IRC:SP:21-2009 and subsequent amendments, if any
14. Environmental management Plan for pre-
construction, construction and operation stage as per
IRC:SP-108 2015 and subsequent amendment, if any
15. Environment Health and Safety Plan for construction
period

Table 3 Standard List of Evaluating Criteria (EC) and Weight Ages for Highways

S. No. Criteria and Sub Criteria Weight Ages Description

1 Sustainable Design (SD) W5
SD-1 Alignment design W5-4 The design of road alignment is existing/
new; any innovative measure taken to curb
the main identified issues of road users
SD-2 Traffic flow improvement W5-2 Reduction in congestion or average speed
expected after improvement; use of weigh
–in- motion technology to avoid congestion;
Use of Intelligent Transportation system
(ITS) for better traffic management
SD-3 Traffic safety W5-3 Reduction in human- vehicle conflict;
vehicle- vehicle conflict; cattle vehicle
conflict; provisions for differently a bled
people; use of weigh –in-motion technology
to reduce overloading of vehicles and thus
ensure safety; use of ITS to ensure safety
SD-4 Long life pavement design W5-7 Life cycle (years); frequency of mandatory
maintenance
SD-5 Public input W5-1 Incorporation of users’ and local stakeholder’s
views and requirement into the design (no.
of interventions recommended out of the
requirements expressed by users)

52 Journal of the indian Roads Congress, April - June, 2017

 Paper No. 666

S. No. Criteria and Sub Criteria Weight Ages Description

SD-6 Habitat fragmentation W5-6 Fragmentation of human or animal habitat
and provisions for wildlife/animal/human
crossings.
SD-7 Cut & Fill W5-5 Kind of topography through which the
alignment is passing; amount of earthwork
required;
2 Materials & Resources W7
(MR) - Specific to
Construction Period
MR-1 Construction waste W7-1 Use of construction and demolition debris
management
MR-2 Reuse of pavement W7-4 Use of scarified bitumen in construction as
sub base
MR-3 Recycled content W7-3 Use of recycled material or industrial by
products / reduction in waste dumps
MR-4 Carbon footprint W7-6 Reduction in carbon emission during
construction (both embodied emission of
materials and direct emission due to fossil
fuel burning)
MR-5 Ambient air pollution W7-5 Reduction in vehicular air pollutants
MR-6 Regionally provided W7-2 Identification of material sources at minimum
material distance from project area
3 Storm Water Management W4
SM-1 Provision for management W4-6 Type of technology used and extent covered
practice
SM-2 Maintenance W4-1 In terms of maintenance requirement and
estimated life of the structure in comparison
with a conventional storm water drain
SM-3 Run off treatment W4-2 Amount of run off to be treated and pollutants
that could be removed
SM-4 Ground water recharge W4-4 Amount of water that could be recharged
SM-5 Permeable area W4-3 Share of permeable area to that of non-
permeable
SM-6 Integrated Storm water W4-5 Integration with landscaping and ground
management water recharge and pre separation from
sewage
4 Energy and Environment W6
EE-1 Cool pavement W6-6 Pavement with higher albedo
EE-2 Lighting efficiency W6-4 Use of renewable energy sources with low
electricity consuming fixtures
EE-3 Quiet pavement W6-5 Reduction in noise level due to on road and
off road interventions

Journal of the indian Roads Congress, April - June, 2017 53

 Paper No. 666

S. No. Criteria and Sub Criteria Weight Ages Description

EE-4 Carbon sequestration/ W6-9 Carbon footprint reduction during operation
reduction in emission
EE-5 Vehicular emission of W6-7 Improvement in ambient air quality during
ambient air pollutant operation due to improvement in pavement/
reduction in congestion leading to less wear
and tear of vehicles and in turn reducing air
pollution
EE-6 Aesthetics W6-1 Material used for rectification/ curtaining/
enhancing of identified eye soars along the
road
EE-7 Site Vegetation W6-8 Share of vegetation cover within the project
area
EE-8 Solid and liquid waste W6-3 Share of solid and liquid waste treatment both
management during construction (in camps) and operation
(in way side amenities and toll plazas) using
bio toilets, packaged sewage treatment
plant, organic waste convertors, recycling of
inorganic waste, oil interceptors etc.
EE-9 Environment, Health and W6-2 Share of provisions covered for hygienic,
safety safe and healthy environment in the EHS
plan with reference to World Bank Groups
EHS guideline.
5 Interventions as W3
Reparation Activities
RA-1 Rain water harvesting W3-2 Enhancement of ponds through improving
through ponds recharge rate and quality of water by
segregating it from liquid/ solid waste.
Evaluation in terms of share of used water
(for construction) compensated per year.
RA-2 Roof top rain water W3-1 Identifying and designing roof top rain
harvesting water harvesting on toll plazas and way side
amenities. Evaluation in terms of share of
used water (for construction) compensated
per year.
6 CSR Activity W2
CSR-1 Corporate social W2-1 Solid and liquid waste management of dhabas
responsibility to promote or infrastructure development of government
healthy/hygienic practices health/educational institutions along the
road etc. Evaluation can be on the basis of
coverage.
7 Project Identification W1 Identification is only 10% of the work
done.
PI-1 Solid waste management of W1-2 Planning for reducing the nuisance along
villages/towns the road. Evaluation can be on the basis of
coverage.

54 Journal of the indian Roads Congress, April - June, 2017

 Paper No. 666

S. No. Criteria and Sub Criteria Weight Ages Description

PI-2 Liquid waste management W1-1 Planning for reducing the nuisance along
for villages/ towns the road. Evaluation can be on the basis of
coverage.
PI-3 Potential Green belt W1-3 Vacant or barren area left along the road
development in patches under local authorities/ private
ownership can be identified for plantation as
per NGHM policies. Evaluation can be on
the basis of coverage.
8 Custom Criteria Any other project specific criteria or
innovations
Table 4 Standard Ranks Against Percentage Periodic monitoring shall be done during
Share of Various Interventions construction (say once a year)& operation period
(once in every 5 years for its design life) by
Percentage share Credits
supervision or project management consultants to
<0 0 ensure that the targets are met by the contractors.
15 1 The assessed values during design period may
15 - 30 2 be termed as targets for that particular project.
30 - 45 3 For example 8.43 lakh Mt out of 34.55 lakh Mt
construction material is recycled material i.e.
45 - 60 4
24.39%. This value shall be termed as target
60 -75 5 value and ensured that the target is met. In case of
75 - 90 6 deviation, justification shall be provided.
> 90 7 The green rating worked out during design period
and monitored during construction and operation
Table 5 Credits Assigned to the Total will be reviewed by the environment department of
Percentage of Weighted Ranks
NHAI or NGHM. If required, environmental experts
Certified If 30 to 40% of total credits achieved may be appointed with specific responsibility of
Silver If 40 to 50 % of total credits evaluating the EIA and monitoring reports for all
achieved projects.
Gold If 50 to 60% of total credits achieved This guideline shall be included in the Terms of
Reference of all highways / road projects under
Evergreen If 60% and above of total credit
the MoRTH, NHAI, IAHE, PWDs, State Highway
achieved
Authorities etc.
4. Continuous Monitoring
5. Award Based Rating System
While performing the green rating exercise during
To inspire consultants and contractors to follow the
design period a consultant will have to perform
green rating system and endeavor to implement it
all the quantitative assessments for each criterion
successfully, performing green rating for projects
and put them in a separate chapter on ‘Green
may be included as mandatory eligibility criteria in
Rating’ in the EIA report. Provisions having spatial
tender or contract documents in time to follow.
attributes like storm water management, rain water
harvesting, pavement configuration etc shall be 6. Conclusion
supported with relevant drawings (cross section, This is a simplified green rating system based on
top plan etc.). Basis of numerical values obtained quantitative assessments that can be applied to any
and equations used shall be mentioned clearly in road project in India. Based on site specific details
the chapter. Authentic literature/ documents can be criteria or sub criteria might get omitted or added
referred with citation. in case to case basis.

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 Paper No. 666
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56 Journal of the indian Roads Congress, April - June, 2017
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