IRC November 2019

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under ‘u’ Number u(sw)-12/2019-2021

At Lodi Road, PSO on dated 28-29.10. 2019 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
published on 29 OCTOBER, 2019 NOVEMBER, 2019
Indian Highways Advance Month, NOVEMBER, 2019
`20/-
Indian Highways
Volume : 47 Number : 11 Total Pages : 60
Bandra-Worli Sea Link, Mumbai
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in
Indian Highways
Volume : 47 Number : 11 ● NOVEMBER, 2019 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
Contents
 From the Editor's Desk 4-5
 From the Desk of Guest Editor 6
 th
Highlights of 218 Council Meeting of the Indian Roads Congress 7-12
 th
Highlights of 26 world road congress, Abu Dhabi 13
 Advertisements 14, 15, 57 & 58
 Irc Technical Committee Meeting Schedule for November, 2019 22
Technical Papers
 Tunnel Lighting: Theng Tunnel-A Case Study 16
By S K Pradhan VSM
 Stress in Unbonded Tendons for Post -Tensioned Concrete Girders -
Evaluation and Suggestion for Incorporation into Irc:112-2011 23
By R. Manisekar
 Well Foundation Resting on Sloping Bed Rock 30
By Sanjib Konar & K P Abraham
 Effects of Different Design Parameters on Dynamic Earth Pressure behind Retaining Walls 38
By Saroj Kundu & Dr. B. C. Chattopadhyay
 Tender Notice 46-51
 Important Notices 52
 th
Registration & Accommodation Form for 80 Annual Session 53-56
FEEDBACK
Suggestion/Observation on editorial and Technical Papers are welcome and may be sent to IRC Secretariat on
Email-indhighways@gmail.com/dd.irc-morth@gov.in
Publisher & Editor: S.K. Nirmal, Secretary General, IRC

E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor
disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors. The
opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
Printed at: M/s Aravali Printers & Publishers Pvt. Ltd., New Delhi-110 020 `20
INDIAN HIGHWAYS NOVEMBER 2019 3
FROM THE EDITOR’S DESK
BRIDGE AESTHETICS
Bridges are the structures having their primary function of bridging the gap. A successful bridge
design must be natural, simple, original and harmonious with its surroundings. Aesthetics and
environmental considerations are increasingly becoming major factors in the selection of the type of
structure, including its substructure to be adopted for a specific site. To achieve aesthetically pleasing
view of bridges, attention should be paid to produce a clean, simple, well-proportioned structured
form, including harmony with the general topography of the site. Optimization in the use of materials,
environmental preservation, level of pollution during construction and service, conservation of flora
and fauna etc. also need attention. Bridges dominate the landscape and play a very important role
in our visual environment. Make the bridge as simple and elegant as possible to complement the
surroundings and thus aesthetically pleasing structures.
In general, aesthetics is about proportion, balance, and harmony. The Italian Renaissance architect
Alberti defined beauty as “a harmony of all the parts.” When we look at an object, we do not go
through any logical derivation to determine whether it is beautiful or not; our reaction is a more
spontaneous one. Although human perception often changes with time, real beauty transcends time
and style. A beautiful bridge can be dramatic and daring, but it can also be graceful and poetic.
Aesthetics of a bridge must be considered both in the conceptual planning stage as well as in the detailed
design stage. Some of the important points which need due consideration at the conceptual planning
stage as well as at design stage of a bridge has been mentioned in IRC:5 “Standard Specification for
Code of Practice for Road Bridge – General Features of Design”.
The basic idea of bridge design is to inspire an emotional response from viewers, and even a kind
of surprise. How we achieve this is can be called an art. The bridge aesthetics are vastly improved
when all the component parts of the bridge like piers, abutments, railings and the superstructure are
designed to work together and complement each other visually. The bridge pier is a major element
in forming the impression of a bridge and the beauty of pier design contributes to the aesthetics of
the whole bridge. Those bridges that are considered to be the best examples of aesthetically-pleasing
bridges are the ones whose primary structural systems represent the basic structural mechanics of how
the structure transfers the applied loads to the foundations or ground. Therefore, a well-designed and
aesthetically pleasing bridge is not one which is based on an abstract physical form, but, rather, the
one which expresses the natural physical properties to which people intuitively relate. Colours and
textures are the other important consideration which enhances to the aesthetics of a bridge structure.
The complexity in the design of a bridge should be minimized, as a simple structure provides an
aesthetically pleasing contrast with the natural textures of the backdrop. Enhancing the primary
elements of a bridge and reducing road furniture to the barest minimum is also important. When the
colour of the surroundings is dark, light colour for bridge primary elements provide a good contrast.
Bridges in a horizontal plane are generally preferable to bridges on a grade over flat simple areas and
significant expanses of water. If this is unable to be achieved due to differing levels on either side of
4 INDIAN HIGHWAYS NOVEMBER 2019

FROM THE EDITOR’S DESK
the water body, then fine tuning the location of the bridge should be considered, or adjusting the levels
along the bridge approaches.
A bridge designed without consideration of aesthetics could also serve its function, but it would be
unattractive and a visual barrier. A well-designed bridge appeals to everyone, not just the engineers
and designers. The design of aesthetically pleasing bridges is not only a science but also an art. The
designer must give due consideration to economy, transmission of forces to the ground, constructability,
durability, environment and the adjacent structures. The design must emphasize on the horizontal
elements of the bridge and strengthen the appearance of the bridge piers while concealing electrical
conduits and drain pipes. Where one or more of these aspects is not sufficient or not fully considered,
the final design would probably be flawed, in some cases with distressing results.
Aesthetic lighting is an art in itself: It not only makes bridges visible, but also gives them vibrancy at
night. However, it is important to differentiate between illumination and aesthetic lighting. Illumination
simply makes a bridge visible; aesthetic lighting makes use of the interaction between light and the
structure to create special effects and impressions.
The cost of aesthetic quality is not always higher than the cost of poor design. In any event, attractive
projects bring much greater long-term benefits to the public by increasing the development potential
of communities. If additional funds are required for aesthetic design, they can usually be justified in
terms of identifiable, long- range, economic benefits. Although few engineers today would dispute the
importance of aesthetics, most of them have a singular lack of understanding of the subject and still
tend to see aesthetic design as a simple extension of engineering design.
We have the expertise and drive to meet the challenges, we have the vision to continuously introduce
innovations, new working methods and new materials/technologies/equipment, but, now it is more
important to take into account the social aspects of transportation. The citizens pay for the systems
and have to live with them; therefore, we must ensure that we design the structures which are lively
and appreciated by the public. We have a duty to create structures which deserve to become part of
our Heritage. Tower Bridge, London, Sydney Harbour Bridge, Australia and Golden Gate Bridge,
Sanfrancisco, USA are some of the world’s iconic and pleasing structures. Bandra-worli sea link and
Vidyasagar Setu (second Hooghly Bridge) are some of the aesthetically pleasing bridge structures
constructed in India.
Although a bridge engineer designs the bridge, the bridge engineer does not own the bridge. The
owner represents the public, and the public has a right to ask for what it wants. A bridge engineer is
there to serve the public with his/her best effort to ensure that a bridge is beautiful, in addition to being
safe, functional, and economical.
(Sanjay Kumar Nirmal)

Secretary General

From the Desk of Guest Editor, DG (RD) & SS, MoRT&H
Challenges to keep Roads in good traffic worthy

conditions during Monsoon
Monsoon has come to an end and rains has also receded in major part of the Country. However, the effect of
rains and floods is being felt everywhere and mostly in urban areas where roads has got damaged and we are
in receipt of public complaints regarding bad condition of roads and maintenance thereof. Monsoon is very
important and good rain leads to agricultural economy which is one of the most important sector of Indian
Economy. However, the damages caused by rains and floods also results in lot of resources to be put in to
restore damages and bring road track to traffic worthy condition. The immediate requirement to make the
roads in traffic worthy condition needs to be fulfilled in short duration which otherwise keep on lingering
till the end of January/ February which bring very bad name to the Engineering department dealing with
the maintenance of these roads and accordingly prompt action has to be taken to restore damages without
further loss of time. The larger question which need to be addressed is to think of permanent restoration
and development of roads keeping into account the drainage condition, soil underneath, adequate crust
composition with impermeable bearing courses which are well maintained before onset of monsoon to
avoid such large recurrence of rain induced damages leading to poor road surface quality. There is a need to
have an organised development in consultation with all other infrastructure developing agencies i.e. water
supply and sanitation, sewerage and other utilities department. There is a need to have a comprehensive
development plan so that a comparatively prominent/ long term sustainable infrastructure is created which
is less prone to such damages during rain and public inconvenience is avoided. A centrally organised body
at each town/ city level is highly desirable to ensure such coordinated development.
In the above background, it would be desirable to all the authorities and practicing Engineers to stress
on a long term solution while planning, designing, execution and operation of the road infrastructure at
the planning and designing stage itself considering drainage conditions & sub soil behaviour has to be
studied. Drainage should be linked to natural outfalls with proper longitudinal gradient for their efficient
functioning. If the existing roads has been constructed on poor subsoil, this may need to rebuilt with
adequate/ appropriate soil stablisation techniques/ raising above natural ground level or on the highest
flood level providing adequate crust composition with comparatively impermeable bearing courses. If
surface is affected due to rains in large part of the year, mastic asphalt/ stone mastic asphalt may be
provided in the top bearing courses, with paved shoulders, connected to drains for effective drainage.
Before monsoon and during monsoon, all drains has to be properly cleaned, repaired if required, pavement
cracks are sealed, if any, and shoulders are dressed in proper grade and camber to ensure efficient draining
out of the road surface water which otherwise stagnate on the shoulders just abetting edges of the pavement
and leads to large scale damages to pavement. All these measures are reiterated every year through various
instructions from Ministry however, has not received adequate attention. I would therefore appeal to all
our Engineering faculties to rise up to the occasion and make their all out efforts to minimise damages to
road infrastructure with due diligence during planning, design, construction and operation of the Highway
Infrastructure. Furthermore, while attending to repairing/ reconstruction of already damaged roads during
this monsoon, aforementioned measures may be taken so that recurring damages could be avoided.
(I.K. Pandey)

HIGHLIGHTS OF 218TH COUNCIL MEETING
HIGHLIGHTS OF THE 218TH MID-TERM COUNCIL MEETING OF THE INDIAN

ROADS CONGRESS HELD ON 9TH & 10TH August, 2019 AT DONA PAULA (GOA)
On the invitation of PWD, Govt. of Goa the 218th Mid Term Council Meeting of IRC was organized from 9th-10th August,
2019 at Goa. The Council Meeting was inaugurated on 9th August, 2019 by the Hon’ble Minister for PWD, Handicrafts,
Textile & Coir and Goa Gazetter, Government of Goa, Shri Deepak Prabhu Pauskar by lighting of traditional Lamp.
Hon’ble Minister of PWD, Govt. of Goa and other dignitaries lighting the traditional lamp
The dais of the function was also shared by Shri Parimal

Rai, IAS, Chief Secretary, Govt. of Goa; Sh. Toli Basar,
President, IRC; Sh. I.K Pandey, DG (RD) & SS, MoRTH;
Sh. S.K. Nirmal, Secretary General, IRC; Dr. K.S. Krishna
Reddy, immediate Past President IRC; Vice Presidents of
IRC S/Shri C.P. Joshi, R.K. Pandey, Krishnamurthy B.
Kulkarni and Raj Malela alongwith Shri U.P. Parsekar,
Chairman of the Local Organizing Committee and other
Officers of PWD A View of the dais during the Inaugural Function

Shri Toli Basar, President, IRC and Chief Engineer, Highway Zone, PWD, Govt. of Arunachal Pradesh
Presenting Memento & Shawl to Hon’ble Minister of PWD, Govt. of Goa, Shri Deepak Prabhu Pauskar
Shri S.K. Nirmal Secretary General, IRC Presenting Shri U.P. Parsekar, Principal Chief Engineer, PWD Govt. of
Memento to Shri Parimal Rai, IAS, Chief Secretary, Goa Presenting Memento to Shri I.K. Pandey, DG (RD) & SS,
Govt. of Goa MoRT&H, Govt. of India
Shri U.P. Parsekar, Principal Chief Engineer, PWD Govt. of Goa Shri Umesh Kulkarni Chief Engineer, (NH) Govt. of Goa
Presenting Memento to Shri Toli Basar, President, IRC Presenting Memento to Shri S.K. Nirmal,
Secretary General, IRC
address welcomed all the delegates and dignitaries on the dais and
off the dais. President, IRC spoken Central & State Government
initiatives for National Highways development programms in
the country, he said that recent improvement in road condition in
India is indeed synonymous with the upward trend in our economy.
He Highlighted the role of IRC in the preparation of Standards,
Specifications and design codes for the guidance of highway
engineers and bringing the practice of uniformity in the country.
President, IRC said that during the year 2018-19, IRC has published
& released 38 nos of documents which is the largest contribution
of IRC during its 85 years old history for highway fraternity. He
Address by Shri Toli Basar, President IRC & Chief Engineer also added that there are 22 documents in the pipeline under the
Highway Zone, PWD, Govt. of Arunachal Pradesh consideration of various Technical Committees for finalization. For
this achievement he congratulated the entire IRC family including
Shri Toli Basar Pressident. Indian Roads Congress and Chief IRC Secretariat, various Committee Members and their Convenors
Engineer, PWD Arunachal Pradesh while delivering the presidential for their untiring efforts for this achievement.

Welcome Address by Chairman, Local Organizing Committee Address by Shri Parimal Rai, IAS, Chief Secretary,
Shri U.P Parsekar, Principal Chief Engineer, PWD Govt. of Goa Govt. of Goa
The Chairman, Local Organizing Committee and Principal Chief Shri Parimal Rai, Chief Secretary to the Government of Goa welcomed
Engineer, Govt. of Goa Shri U.P Parsekar welcomed all the all the delegates and dignities on the dais & off the dais. Addressing
delegates and dignitaries on the dais and off the dais. He said that the delegates he said that we may have some issues relating to roads
Goa is passing through a phase of golden infrastructure building and as an engineer & as an administrator we have to find innovative
and for this he applauded Hon’ble Minister for Road Transport & means to sort it out. He said drainage system is most important and
Highways, Shri Nitin Gadkari. He highlighted that out of 264 km while constructing roads we should take care of drainage and more
length of National Highways more than 50 percent of the work has careful about the soil stabilization. He said that we must be more
already been completed and the remaining work will be completed cautious about the safety on roads. He said that we all have to work
by another two years. together for solving all the issues, in a time bond manner. In the end
he again extended hearty welcome to the delegates.
Address by Shri I. K. Pandey, Director General (Road

Development) & SS, Ministry of Road Transport &Highways &
Honorary Treasurer, IRC
The Director General (Road Development) & Special Secretary,
Ministry of Road Transport and Highways Shri I.K. Pandey
welcomed all the delegates and dignitaries on the dais & off the
dais. He said that under the able guidance of our Hon’ble Union
Minister Shri Nitin Gadkari our Ministry is already taking all
efforts and has taken many new initiatives to give an impetus to the Address by Hon’ble Minister for PWD, Handicrafts, Textile
development of the roads, highways and particularly road sector in & Coir and Goa Gazetter, Government of Goa
India. The Central Government has given massive push to all forms Shri Deepak Prabhu Pauskar
of physical connectivity through prestigious programmes like, NHDP, Hon’ble Minister for PWD, Handicrafts, Textile & Coir and Goa
Bharatmala, SARDP-NE especially North-Eastern States, National Gazetter, Government of Goa Shri Deepak Prabhu Pauskar in his
Highway Grid Programmes, Sagarmala Projects, Setu Bharatam, Char inaugural address welcomed all the delegates and dignitaries on
Dham Mahamarg in Uttarkhand and Mahamarg Vikas Pariyojana.
the dais & off the dais. Hon’ble Minister elaborated that the Central
Government of India has also taken up Pradhan Mantri Gram Sadak
Government has announced a package of Rs.15000 Crore for two
Yojana, Industrial Corridors, Dedicated Freight Corridor, Expressways
to give a proper connectivity for the movement of the people. He aslo National Highways projects NH 17 and NH 4A in the State of Goa.
said that UN has declared 2011-2020 as ‘Decade of Action for Road He focused on use of modern technology for maintaining the quality
Safety’ and in that line Ministry of Road Transport & Highways has of work while construction of roads. In the end, he again welcome all
taken many initiatives to improve the road safety. the delegates and dignitaries.

Following New/Revised Document were released during the
Inaugural Function of Mid-term Council at Goa, Aug, 2019
1. IRC:52-2019 “Guidelines for the Alignment Survey and
Geometric Design of Hill Roads” (Third Revision)
2. I RC:79-2019 “Recommended Practice for Road Delineators”
(First Revision)
3. IRC:SP:16-2019 “Guidelines on Measuring Road Roughness
and Norms” (Second Revision)
4. I RC:SP:17-2019 “Guidelines for Concrete Overlays on Concrete
Pavements” (First Revision)
5. I RC:SP:40-2019 “Guidelines on Repair, Strengthening &
Rehabilitation of Concrete Bridges” (First Revision)
6. I RC:SP:59-2019 “Guidelines for Use of Geosynthetics in Road
Pavements and Associated Works” (First Revision)
Vote of Thanks by the Secretary General, IRC
The Secretary General, Indian Roads Congress Shri S.K. Nirmal 7. Irc:Sp:84-2019 “Manual of Specifications & Standards for
delivered Vote of Thanks and he readout a number of massages of Four Laning of Highways” (Second Revision)
high dignitaries conveying good wishes for the success of 218th Mid-
Term Council Meeting received from the Vice President of India; the 8. Irc:Sp:87-2019 “Manual of Specifications & Standards for Six
Prime Minister of India; Governor of the State of Goa; Chief Minister Laning of Highways” (Second Revision)
of the State of Goa; Union Minister of Road Transport & Highways 9. I RC:SP:88-2019 “Manual on Road Safety Audit” (First
Govt. of India; Minister of Agriculture & Farmers Welfare, Rural Revision)
Development and Panchayati Raj, Govt. of India; Minister of Science
& Technology and Earth Sciences, Govt. of India; Vice Chairman, 10. IRC:SP:122-2019 “Guidelines for Green Rating of Highways”
Minister of State for Road Transport and Highways, Highways,
Govt. of India; Minister of State for Home Affairs, Govt. of India; 11. Pocket Book for Highway Engineers, 2019
Minister of PWD, Handicrafts, Textile & Coir and Goa Gazetter, 12. IRC:128-2019 “Guidelines on Training of Highway
Govt. of Goa; Chief Secretary, Govt. of Goa; Secretary, Ministry of Professionals”
Road Transport & Highways; Chairman, NHAI and Principal Chief
Secretary & Additional Secretary, Govt. of Goa. 13. IRC:112-2019 “Code of Practice for Concrete Road Bridges”
The Chief Guest, Hon’ble Minister for PWD, Handicrafts, Textile & Coir and Goa Gazetter, Government of Goa
Shri Deepak Prabhu Pauskar releasing IRC Codes, Guidelines and Manuals during Inaugural Function of
218th Mid Term Council Meeting

218th Council Meeting of IRC held on 9th&10th August 2019
A View of the dais during 218th Council Meeting at Goa A View of the Council Hall during 218th Council Meeting at Goa
Council Meeting is progress
The Council in its 218th meeting held on 9th & 10th August, 2019 10. Revision of IRC:89-1997 “Guidelines for Design and Construction
transacted the administrative, financial and general business of the of River Training & Control Works for Road Bridges”
IRC in addition to presentation and discussion on 10 documents and
5 amendments prepared by various technical committees of IRC. After Amendments
detailed deliberations, Council approved the following documents and 1. Amendment to IRC:6-2017 “Standard Specifications and
amendments for their adoption for public benefit. Code of Practice for Road Bridges, Section-II Loads and Load
Documents approved by the Council Combinations (Seventh Revision)” – Presentation by Shri Aditya
Sharma, Member-Secretary, B-2 Committee
1. Third Revision of IRC:SP:30 “Manual on Economic Evaluation of
Highway Projects in India” 2. Amendment to IRC:SP:114-2018 “Guidelines for Seismic Design
of Road Bridges” – Presentation by Shri Aditya Sharma, Member-
2. Document on Tentative Specification For Open-Graded Friction
Secretary, B-2 Committee
Course (OGFC)
3. First Revision of IRC:SP:101 “Guidelines for Warm Mix 3. Amendment to IRC:112-2011 “Code of Practice for Concrete
Asphalt” Road Bridges” – Presentation by Prof. Mahesh Tandon, Convenor,
B-4 Committee
4. First Revision of IRC:105 “Specifications for Dense Bituminous
Macadam and Bituminous Concrete for Airfield Pavements” 4. Amendment to IRC:83 (Part III)-2018 “Standard Specifications
and Code of Practice for Road Bridges, Section IX – Bearings,
5. Document on “Guidelines for Construction of Two-Layer Concrete
Part III: POT, PIN, Metallic Guide and Plane Sliding Bearings”
Pavements”
(First Revision) – Presentation by Shri S.K. Puri, Convenor, B-6
6. Document on “Guidelines for the Design and Construction of Low
Volume Roads Using Jute Geotextiles (JGT)” 5. Amendment to IRC:81-1997 “Guidelines for Strengthening of
Flexible Road Pavement using Benkelman Beam Deflection
7. Document on “Model Contract for Annual Maintenance of Technique”
Roads”
The meeting was attended by the Council Members, Co-opted Members,
8. Tentative “Guidelines for Cement Grouted Bituminous Mix Convenors of Technical Committees of IRC and Invitees from the Central
Surfacing for Urban Roads”
Government Departments, State PWDs, NHAI, NRRDA, Border Roads
9. First Revision of IRC:SP:91 “Guidelines for Road Tunnels” Organization, IITs, Engineering Colleges, Research Institutions etc.

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Eminent Speakers delivering their Presentation during Council Meeting
76th Meeting of Highway Research Board (HRB) meeting was held under the Chairmanship of Shri I.K. Pandey, DG(RD)
& SS MoRT&H to review the progress of the NH work across the
On 10th August 2019, the 76th Meeting of Highway Research Country and chalk out action plan for Land Acquisition, NH Construction
On 10th August 2019, the 76th Meeting of Highway Research Board & Maintenance, Environmental Aspects Road Safety , etc.
was held under the Chairmanship of Shri I.K. Pandey, Director General
(Road Development ) & Special Secretary to the Govt. of India, Ministry At the end Council and HRB members appreciated the painstaking effort
of Roads Transport & Highways to work out road map for the road put in organizing this Mid-Term Council Meeting by Public Works
Department Govt. of Goa headed by Sh. U.P. Parsekar, Principal Chief
research, development and cutting edge greener technology initiatives
Engineer & Ex-Officio addl. Secretary to the Govt. of Goa and Chairman,
mechanism to transfer to laboratory research findings into actual ground
Local Organising Committee and his dedicated team of Engineers and
in Highway Sector.
IRC Secretariat headed by Shri S.K. Nirmal, Secretary General and his
Thereafter, Secretaries (PWD)/Engineer-in-Chief/Chief Engineer's officers for making arrangement for success of this Meeting.
Secretaries (PWD)/Engineer-in-Chief/
Chief Engineers
DG (RD) & SS
A view of dais during Secretaries (PWD)/Engineer-in-Chief/ A view of Audiences during Inaugural function of the
Chief Engineers Meeting 218th Council Meeting at Goa

Highlights of 26th World Road Congress held in Abu Dhabi
Highlights of the Visit of IRC delegation to 26th World Road Congress

held in Abu Dhabi (UAE) from 6th to 10th October 2019 and their
meeting with president & Secretary General of PIARC
The 26th World Road Congress was held in Abu Dhabi, United Arab Emirates, from 6th to10th October 2019, under the theme “Connecting Cultures,
Enabling Economies” wherein highway engineers/professionals & globally-recognized dignitaries and prominent scholars across the globe
participated. Delegation from IRC comprising President, IRC Shri Toli Basar; Secretary General, IRC Shri S.K. Nirmal and Vice President, IRC
Shri Raj Mallela attented the World road congress.
During this congress, Secretary General, IRC made a presentation on ‘Mainstreaming of Green Construction Technologies for Roads in India’
under foresight session. On the request of PIARC another presentation was also given by Secretary General, IRC on ‘Road Development in India
Financing and Mode of Procurement’ under strategic direction session.
Subsequently, IRC delegation had a bi-lateral meeting with president, Mr. Claude Van Rooten; Secretary General, Mr. Patrick Mallejacq & Deputy
Secretary General, Mr. Robin Sebille of PIARC to chalk out strategy for technical collaboration, knowledge sharing between both organizations.
As outcome of the meeting an International seminar would be organized jointly by IRC & PIARC in the end of year 2020 on a topic of mutual
interest.
presention by Shri S.K. Nirmal, Secetary General, IRC during IRC delegation with the office bearers of PIARC during
26th World Road Congress held at Abu Dhabi (UAE) 26th World Road Congress
a view the dias during 26th World Road Congress held at Abu Dhabi (UAE)

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TECHNICAL PAPER
TUNNEL LIGHTING: THENG TUNNEL-A Case Study
S K Pradhan VSM1
ABSTRACT
Tunnels have become indispensable in modern road networks in hilly regions. Lighting and ventilation plays a vital role in
efficient traffic management inside the tunnel. With rapid strides in lighting instruments and luminaires and with the advent
of LEDs, the scope of lighting inside tunnel has become very interesting. In most of the modern day tunnels, LEDs are being
preferred over High Pressure Sodium (HPS). However adaptation to new technology is slow in many countries due to high
upfront costs of these luminaires. Besides absence of enabling codal provisions also sometimes plays spoiler. CIE – 88 do
cater to photometric needs of the lighting arrangement inside tunnel, but stops short of exclusively providing for LEDs. It
has been established in many studies that life cycle cost of LEDs and their photometric efficiency make for a strong case
for adoption of LED as preferred luminaires for tunnel lighting. Theng tunnel in North Sikkim has adopted LED lighting
arrangement in keeping with the modern trends and to bring down energy needs. The provisions of the contract agreement
has been amended to make adoption of this new material/practice possible. LED should be used in all future tunnels and
highway lighting in view of significant saving in energy cost and low life cycle cost.
1. INTRODUCTION rainfall conditions, the northern region is exposed to sever

1.1 Tunnels have emerged as the most preferred winter. These typical conditions affect the road network for
communication links in unstable hilly regions due to almost 6-7 months in a year. Landslides are too frequent
its intrinsic benefits such as round the year connectivity in NE while snow accumulation over pass & avalanches
unruffled by landslides in monsoons or snowfall on are common in Northern roads in states of Jammu &
hill slopes in winters, and reduction in length between Kashmir, Himachal Pradesh, Uttarakhand. To obviate
destinations with associated savings in time and cost of such challenges & to instill confidence among road users
operations. In emerging economies, the pace of tunnel it is imperative to provide a hassle-free road network.
construction has picked up momentum with growing Tunnels play a significant role towards this end as it is an
need to push economic activities by clearing obstacles underground passage & is free from surface effects such
in the infrastructure network for an improved logistic as landslides or snow accumulation.
flow. Rapid economic growth demands that our road 1.3 Economic growth coupled with functional/aspirational
networks are efficient & capable of providing the needs of people as well as strategic consideration has
necessary leverage in carrying of goods & passengers propelled construction of tunnels in our country on many
across length & breadth of our country in furtherance of major highways. India has witnessed a spurt in tunnel
economic prosperity. Rising GDP has made it possible construction activities in past decade. Chenani-Nashri
now to invest more on capital asset creation for long Tunnel (9.2 km) and Rohtang tunnel (8.8 km) are shining
term & sustained growth examples of this.
1.2 The terrain & climatic conditions associated with 1.4 While tunnels are very handy in solving geological,
North-Eastern and Northern- Himalayan region of India terrain & climate issues associated with the road
pose many a challenge in maintaining a dependable road network, the operation & maintenance of tunnels throws
network due to young Himalayan Geology & extreme up its share of challenges. Ventilation and lighting are
climatic conditions. While North-East experiences severe two major aspects that greatly influence the safety
1
Dir (Contracts), HQ CE (P) Swastik, Border Roads Organisation, E-mail: sk.pradhan@nic.in

TECHNICAL PAPER
inside tunnel. Tunnels being closed structures & in case

of heavy vehicular traffic, the emission resulting from
such traffic causes great challenge to ventilation and
illumination level (smog reduces visibility) inside tunnel
which increases susceptibility to accidents. There are
numerous road accidents inside tunnels in many parts of
the world due to deficiencies in either of this two. This has
led to constant evolution of new technologies & method
to improve safety standards. Tunnels are now essential
part of major road network and its safety-aspects need
utmost consideration at design, construction & operation
stages.
2. Theng Tunnel
2.1 Theng tunnel is located at km 86 on Gangtok-
Chungthang road which is a sensitive strategic road
located within 100 km of Line of Actual Control(LAC)/
International Boundary (IB) with China. Major induction
of strategic resources takes place along this road and
therefore an all weather dependable communication link
was extremely important. As a s stretch of road between
Gangtok and Chungthang on North Sikkim Highway used
to get landslides due to fragile nature of the rock, there
used to be frequent road blocks leading to disruption in
resource induction, both military and civil, to far flung
border areas and to obviate this difficulty the proposal
for construction of a 578 m long tunnel at Theng was Fig. 2 Location of Theng Tunnel
finalized and construction of same was taken up.
2.3 Design specifications : The tunnel has been designed
for traffic speed of 40 kmph and a design traffic density of
500 vehicles per day. The tunnel passes through a rocky
overburden comprising mainly of gneissic and quartzite
rock. As such the tunnel has been provided with RCC
lining for first 15 m from either portal locations and in the
remaining length the cross section is stabilized with rock
bolts and shotcreting. The tunnel being located in highest
seismic zone i.e zone V, all the structural elements have
been designed accordingly.
2.4 Safety : In keeping with latest safety standards
for such short tunnel, requisite safety audit has been
provided at mid point of the tunnel. A short 30 m recess
has been provided at mid length so that in case of fire
or other emergency traffic can temporarily get relief
in this recess. Being a short tunnel of 578 m long, no
Fig. 1 Location of Theng Tunnel specific ventilation measure is required for normal
2.2 Theng Tunnel is a 578 m long single tube bi directional traffic and hence the air inflow and outflow through inlet
double lane road tunnel. The shape of the cross section of and outlet portal have been considered adequate for
the tunnel is semicircular. The width of the tunnel is 8.5 m ventilation purpose. In so far as fire fighting arrangement
at road level and height is 8 m. It has a cross sectional is considered, fire hydrants have been placed along the
area of 78.1 square metres. The horizontal alignment of tunnel and are capable of discharging water at a pressure
the tunnel is straight for the initial 50 m and the remaining of 3.5 kg cm2. The fire fighting system has been designed
length is in curve with radius of curve of 800 m. based on IRC:SP:84-2014, IS 13039-1991 and IS:

TECHNICAL PAPER
12469-1988 The water storage of 1,45,000 gallons have lighting in the tunnel and his recognition of an obstacle
been catered for this and is placed at inlet portal. The when approaching the tunnel portal. The driver’s capacity
fire hydrants have been placed at every 75m interval of to adapt in the access zone governs the lighting level
tunnel. Both electric driven main fire pump and diesel in the next part of the tunnel. The length of the zone is
driven main fire pump have minimum discharge capacity usually within stopping distance of maximum speed and
of 32.7 lit per second. CIE recommends L20 method to calculate the length of
2.5 Cost : This 578 m long single tube bidirectional this zone, which considers the average illumination from
double lane tunnel has been constructed at a cost of Rs environment, sky and road in a visual cone of 20, centered
45.21 Cr. M/s Airef engineers was the contractor for this on the line of sight of the driver from the beginning of the
work. access zone.
3. Tunnel Lighting : An overview (b) Threshold Zone : This zone is from the portal to a
proper distance inside the tunnel. The length of this zone is
3.1 As tunnels have limited access to natural light at the dependent upon the speed of the traffic and should be equal
ends of the tunnel, a reliable lighting system inside the to the corresponding stopping distance. This is because the
tunnel is pre-requisite of every operational traffic tunnel driver must have enough time to react & stop his vehicle
to ensure that traffic enter, pass through & exist safely. when he sees an obstacle in the road infront of him. In the
The illumination inside the tunnel should be such that the
first part of this zone, the required luminance must remain
driver quickly adjust to the light within and maneuvers its
constant and is linked to the outside luminance (L20) and
way without having to slow down to get adjusted.
traffic conditions. At the end of the zones, the luminance
3.2 CIE Guidelines : The International Commission level provided can be reduced to 40% of the initial value.
on Illumination- also known as the CIE from its French
(c) Transition Zone : Over the distance of the transition
title, the Commission International de I’Eclairage is the
zone, luminance is reduced progressively to reach the
international standardization body on all matters relating
level required in the interior zone. The reduction stages
to the science and art of light and lighting, colour and
must not exceed a ratio of 1:3 as they are linked to the
vision, photobiology and image technology.
capacity of the human eye to adapt to environment and,
CIE guidance (CIE-88: 1990)1 state that the amount of thus, time-related. The end of transition zone is reached
light required within a tunnel is dependent on the level of when the luminance is equal to the 3 times the interior
light outside and on the point inside the tunnel at which level.
visual adaptation of the user must occur.
(d) Interior Zone : This is the length between the
Accordingly CIE has divided tunnel length into five transition zone and exit zone, often the longest stretch of
specific zones in terms illumination requirement. the tunnel. In this zone, lighting levels are linked to the
speed and density & traffic as outlined in the table below.
Table-1: Luminance To Be Maintained In
Interior Zone1
Traffic Luminance
(Candela per square
meter or cd/m2)
1. Extra Urban (Low traffic, low 1.5-3 cd/m2
speed < 70 Kmph)
2. Extra Urban (High Traffic or 2-6 cd/m2
high speed
Fig. 3 Lighting zones inside tunnel 3. Highway 4-10 cd/m2
(a) Access Zone : This is located in the front of the 4. Urban 4-10 cd/m2
tunnel portal. This is the stretch of the road leading
to its entrance. The brightness around the entry point/ c d/m2 is the SI unit of luminance. Candela (cd) is the unit
zone will affect driver’s eyes in adapting to the level of of luminous intesity.

TECHNICAL PAPER
(e) Exit Zone : This is the part of the tunnel between in some cases where contrast is needed in front of the
interior zone and portal. In this zone, during day time the driver, when the exit is not visible or when the exit acts
vision of the driver approaching the exit is influenced by as entrance in case of emergency or maintenance works
brightness outside the tunnel. The human eye can adapt where part of a twin tunnel may be closed.
itself almost instantly from low to high light levels, thus The length of the zone is a maximum 50 m and the
to process mentioned when entering the tunnel are not light level 5 times the interior zone level. The zones
reversed. However, reinforced lighting may be required are pictorially depicted below.
Fig. 4 Zones in a tunnel1

3.2 First approximation of the need : The following fig The above Figure explains the need for daytime lighting
(Fig 4.1 of CIE-88) explains the need of daytime lighting based on the tunnel length, traffic and reflectance criteria
based on the tunnel length and ambient conditions. of tunnel walls. For short tunnels of length less than 25 m,
no daytime lighting is required. For tunnels of length upto
75 m , for light traffic and when exit is fully visible, no
daytime lighting is required and for heavy traffic daytime
lighting equivalent to 50% of threshold zone lighting
would be necessary. For tunnels of length more than
125 m, daytime lighting equivalent to threshold zone
lighting is required to be provided.
For the Theng Tunnel daytime lighting equivalent to
normal threshold zone lighting has been considered, it
being of 571m long.
4. Theng Tunnel Lighting
Fig. 5 Daytime lighting of tunnels for different tunnel Theng tunnel is located at km 86.00 on Gangtok- Chungthang
lengths1 road. The cross section of the tunnel is as shown below.
Note: For tunnel lengths up to 75 m where no daytime lighting is recommended in Fig. 5, it is to be noted that at least one hour before sunset and
one hour after sunrise a lighting level equal to the recommended values for the interior zone of a long tunnel should be achieved . At night only
the recommended value for night-time lighting is needed.

TECHNICAL PAPER
Fig. 6 Cross Section of Theng Tunnel
4.1 Lighting Design of Theng : Given the ambient light 4.2 In the initial design, use of High Pressure Sodium
conditions prevailing in the project area in North Sikkim, (HPS) lighting was approved. The entire tunnel length was
it was calculated to provide 300 Cd per m2 in the threshold proposed to be given a lighting arrangement consisting of
zone and 7 Cd per m2 in interior zone. The following figure following:-
and table bring out the requirement of lighting at various
zones:
Table : 2 Design Requirement of Luminance
Driving Threshold zone Transition Interior Exit
towards (80 m) zone zone zone
(140m)
South 273 cd/ Decrease 109.2-70- 3 cd/m2 3 cd/m2
m2 upto to 109.2 24-8-3 Cd/ to 15 cd/
60m cd/m2 m2 m2
upto next
60m
North 257 cd/ Decrease 102.8-70- 3 cd/m2 3 cd/m2
m2 upto to 102.8 24-8-3 Cd/ to 15 cd/
60m cd/m2 m2 m2
upto next
60m
Proposed in 300 cd/ Decrease 115-70-24- 7 cd/m2 7 cd/m2
Construction m2 upto to 120 8-5 cd/m2 to 25 cd/ Fig. 7 Luminance inside Tunnel from Portal to Interior
40m cd/m2 m2 Zone
upto next
40m (a) SG 320 1 x SON-TF 400W (A) SGR = 234 Nos

TECHNICAL PAPER
(b) TG X 220 2 x TL-D 58W = 131 Nos CRI*: color rendering index - The color rendering index
(c) SGP 401 1x 50N-T 150 W = 12 Nos (CRI) scale is used to compare the effect of a light source
(d) TCW 450 2x 28W = 04 Nos on the color appearance of its surroundings
4.3 Difficulties in HPS: Due to obsolescence of HPS CCT**: Correlated Color Temperature (CCT) - A
lighting system and advent of Light Emitting Diode description of the color appearance of a light source
(LED) system during execution of lighting works, it was is measured in Kelvin. Lamps with a Correlated Color
noticed that earlier approved HPS system is difficult to Temperature (CCT) below 3500K are considered
be implemented as most of the manufactures, including "warm", and are more reddish in color. Lamps above
Philips, had expressed inability to supply HPS lights as 4000K are considered "cool" sources, and more bluish in
they have been phasing out the product. Further even color. In spaces with considerable daylight, lamps with a
if HPS system is adopted at this point in time, it will high color temperature (4100K or higher) will match the
be difficult to find replacement HPS for tunnel during color of the light from the sun.
maintenance phase of the tunnel. The use of LED lighting
(d) Low life cycle cost: The long life of LEDs and low
system had begun to gain prominence.
maintenance cost put those head and shoulder above
4.4 Advantages of LED : The main reasons for use of the HPS lights in terms of their life cycle economy.
LED over HPS are: The benefits are evident as there is 20-25% savings in
(a) Better efficiency:- Ease of adaptation of the energy consumption and lamp replacement periodicity
LED photometry to the tunnels’ geometry ensures increases upto 12 years for LED lights compared to 3
smooth transition to the complete benefit of driver. years of HID (High Intensity Discharge) lights.
(b) Energy Saving: It is now established world over 4.5 Changes in Contract: In view of definitive
that LED lights are extremely energy efficient. advantages of adopting LED system for tunnel
lighting, a decision was taken to adopt the same for the
(c) Long Life: The average life of LEDs are far in excess Theng tunnel although the Contract Agreement didn’t
of HPS. LEDs typically have a life of about 100,000 hours
cater for the same. It required clear understanding of
as against a life of approximately 24000 hrs for HPS lights.
the subject, present trends, need of the project and
The table below summarizes the average life of various
awareness of international best practices to carry
type of lights as ascertained by study of New Jersey Dept
of Transportation (USA)2. on with the revised need. Project Swastik provided
a decisive thrust to adoption of modern trends and
Table : 3 Life of various types of Luminaires technology. The financial implications of changing to
LED system was assessed and a decision was taken to
implement LED system in view of numerous benefits
and current Governmental thrust on adoption of new
technology to cut down on energy needs. The costs of
both systems are tabulated below:
Table 5: Cost of HPS Luminaires for Theng Tunnel
Item Nos Rate Cost

(In Rs) (In Rs)
SGX 320 1XTPP 400 W SGR 234 12865.58 3010545.72
TGX220 2X TL-D58W 131 12150.84 1591760.04
SGP401 1XSON-T 150W 12 7862.3 94347.60
TCW 450 2X28 W 4 4395.74 17582.96
Total 47,14,236

TECHNICAL PAPER
necessary changes in the codes of practices be done at the

Table 6: Cost of LED Luminaires for Theng Tunnel
earliest to enable smooth change over to new system.
Item Nos Rate Cost
(In Rs) (In Rs)
BWP 352 LED 194/NW 68 35273.02 2398565.36
180 W 220-240 DM2MP1
BWP 352 LED 82/NW 63 24068.65 1516324.95
70 W 220-240
DM@MP1
BWP352 LED 257/NW 234 38454.5 8998353
240 W 220-240
DM2MP1
SGP401 1XSPON-T 12 7607.9 91294.8
150W
TCW 4502XTL5 4 4253.52 17014.08
28 W
Total 1,30,21,552 REFERENCES:
i. CIE 88- 1990, Guide for the Lighting of Road Tunnels
5. Conclusion an Underpasses.
There has been significant progress in lighting technology ii. Use of LED or Other New Technology to Replace
for Roads and Tunnels with the introduction of LED Standard Overhead and Sign Lighting(Mercury and/
lights. Most of the developed countries have amended or Sodium), FINAL REPORT, June 2005, New Jersey
Department of Transportation and U.S. Department of
their codes of specifications to allow for incorporation Transportation Federal Highway Administration
of LED lights in public transport network systems given
iii. New Considerations in LED Tunnel Lighting, Michael
the life cycle cost benefits and conspicuous reduction in N. Maltezos, Chairman, IESNA Tunnels Committee
power usage. Besides LED provides better photometry for
iv. CIE No. 30 (TC-4.6) 1976, Calculation and
the users to get quickly adapted to changing needs inside Measurement of Luminance and Illuminance in Road
a tunnel. Adoption of new technology shoul be done as Lighting.
quickly as possible to reap the benefits of new products v. CIE No. 31 (TC-4.6) 1976, Glare and Uniformity in
and align ourselves to the overall philosophy of energy Road Lighting Installations.
management through better products. All tunnels in India vi. IESNA 1993, Lighting Handbook, Reference &
should be equipped with LED system of lighting and Application.
IRC Technical Committees Meeting Schedule for November, 2019

Date Day Time Name of the Committee
01-11-19 Fri 11.00 AM Management, Maintenance and Rehabilitation Committee (B-8)
Urban Roads & Streets Committee (H-8)
02-11-19 Sat 11.00 AM
Concrete (Plain, Reinforced and Pre-Stressed) Structures Committee (B-4)
05-11-19 Tue 02.30 PM Road Maintenance & Asset Management Committee (H-6)
08-11-19 Fri 11.00 AM Road Safety & Design Committee (H-7)
Foundation, Sub-Structure, Protective Works and Masonry Structures Committee (B-3)
11.00 AM
Hill Roads and Tunnels Committee (H-10)
09-11-19 Sat
Sub-Group of Bearings, Joints and Appurtenances Committee (B-6)
02.30 PM Specialized Bridge Structures including Sealinks Committee (B-9)
16-11-19 Sat 11.00 AM Project Preparation, Contract Management, Quality Assurance and Public Private
Partnership Committee (G-1)
30-11-19 Sat 11.00 AM Steel and Composite Structures Committee (B-5) at KOLKATA

TECHNICAL PAPER
Stress in unbonded tendons for post-tensioned concrete girders-

Evaluation and suggestion for incorporation into IRC 112-2011
R. Manisekar1
ABSTRACT
The analysis of concrete members with unbonded post-tensioning tendons is not a section dependent, and it is depending
on the deformation of the whole member. Therefore, to calculate the flexural strength of concrete members with unbonded
tendons, it is necessary to predict the stress in unbonded tendons at ultimate state, fps. Several researchers have developed
equations of fps by empirical or analytical approach. This paper evaluate the equations of fps developed by researchers using
published test data, and discussed. Also, referred the equations of fpsrecommended by international codes. It is suggested that
the equation of stress in unbonded tendons fpsneeds to be incorporated into IRC:112-2011 in the ACI form fps = fpe + ∆fps in
which the parameter ∆fps may either be an empirical or analytical expression.
1. Introduction that the equation of fps needs to be incorporated into

IRC:112-2011
Prestressed concrete girders with bonded tendons could
be analysed using sectional analysis as the tendons 2. Prediction equations used for
have direct bond with concrete. This facilitates to evaluation
implement strain compatibility between tendons and The flexural strength of concrete members with unbonded
surrounding concrete, and therefore the sectional tendons is evaluated by the stress in unbonded tendons
analysis is applicable. However, prestressed concrete at ultimate state. The common approach for evaluating
members with unbonded tendons could not be analysed the stress in unbonded tendons at ultimate state, fps is as
using sectional analysis since the tendons do not have follows:
direct contact with surrounding concrete, and therefore
fps = fpe + ∆fps
the analysis has become a member dependent. This is
true for elastic, inelastic, and ultimate limit state. This fps= ultimate stress in unbonded tendons
phenomenon made the researchers to predict the stress fpe= effective prestress
in unbonded tendons fps in the form: fps = fpe + ∆fps , in ∆fps= stress increase in tendon beyond the effective
which ∆fps is stress-increase in unbonded tendons, which prestress, up to ultimate state.
is a varying parameter since the stress-increase occurs Equation (18-4) and (18-5) of the ACI (2014) is as
only when the members subjected to deformation due
follow:
to external load. Some of the developed equations were
incorporated into international codes namely, ACI 318
(2014), AASHTO LRFD (2004), BS 8110: Part1:1985,
Eurocode 2 EN 1992-1-1:2004 (E), and Canadian code
A23.3-94 (1994). This paper intends to evaluate the
equations of fps using published test data, and suggests
1
Principal Scientist, CSIR-Structural Engineering Research Centre, Chennai, Email: rmanisekar17@yahoo.co.in; mani@serc.res.in

TECHNICAL PAPER
Equations developed by researchers Authors Harajli

Pannell and Kanj
(1969) (1991)
in which fps need not be taken less than

[ fpe+ 0.30γ0 fpu] or the term
∆ecps= change in strain in the concrete at the level
of the prestressing steel;
need not be taken more than 0.23.
Lp= length of the plastic zone occur at ultimate;
Chakra
∆l = concrete elongation at the level of the
barti
prestressing steel that measured within the length
(1995)
of the plastic zone;
Tam and
Pannell
(1976)
(based on cylinder compressive strength) or α=0.68

β1 (based on cube compressive strength); β1= the Li-
stress block reduction factor defined in the ACI Hyung
Lee et al.
Building code. (1999)
Du and Au,
Tao F.T.K
(1985) and
Du, J.S
Harajli (2004)
(1990) Harajli
(2006)
Harajli
& Hijazi
(1991)
Qi-He
and Liu
(2010)
3. Evaluation of Equations
Naaman
and Equations of Tam and Pannell (1976); Pannell (1969);
Alkhairi Du and Tao (1985); Chakrabarti (1995); Harajli and Kanj
(1991)
(1991); Harajli (1991); Harajli and Hijazi (1991); ACI
318-2014; Naaman and Alkhairi (1991); Li-Hyung Lee et
uniform loading; L1 = length of loaded span or sum of
al (1999); Au and Du (2004); Harajli (2006); and Qi He
lengths of loaded spans, influenced by the same tendon;
L2 = length of tendon between end anchorages. and Liu (2010) were taken for evaluation. Published data
of Tam and Pannell (1976); Pannell (1969); Du and Tao

TECHNICAL PAPER
(1985); Chakrabarti (1995); Harajli and Kanj (1991); and

Cooke et al (1981) were used for evaluation.
In the equation of fps, fpe is effective prestress and it is
not a varying parameter. Only ∆fps is the parameter which
varies by increasing stress from effective prestress to
ultimate state. Therefore, the parameter ∆fps is chosen
for evaluating the equations, developed by researchers.
Accordingly, the ∆fps (Exp) vs ∆fps (predicted) are plotted
to compare the data with perfect correlation line of 45
degree. The performance of equation of Tam and Pannell
(1976) is shown in Fig 1, in which the data of Du and Tao
and Chakrabarti are scattered, and it has a negative value.
Fig 2 shows the evaluation of Pannell’s (1969) equation, Fig 3 Prediction of ∆fps by Du and Tao (1985)
which is well correlated with dataset. However, it does not
contain the parameters associated with nonprestressing
steel. The equation of Du and Tao (1985) is away from
four data, which is shown in Fig 3. It has a negative
value since the combined reinforcement index, q0 , is not
within or equal to 0.30, which is a limit of the equation (ie
q0 ≤ 0.30). The equation Chakrabarti (1995) is correlated
with dataset, shown in Fig 4. However, the equation is
proposed on the basis of test results and does not have any
analytical ground.
Fig 4 Prediction of ∆fps by Chakrabarti (1995)

In Fig 5, equation of Naaman and Alkhari (1991) predicts
very high ∆fps values. Prediction of ACI equation (2014)
(Fig 6) does not show negative values, but the graph is
scattered. Moreover, the equation is limited for span
to depth ratio. Equation of Li-Hyung Lee et al. (1999),
is shown in Fig 7. Here, all the data are closer to the
correlation line except showing some negative values,
associated with Chakrabarti’s data. The negative values
are predicted for the specimens, which do not contain non
prestressing steel. Although the prediction has negative
Fig.1 Prediction of ∆fps by Tam and Pannell (1976) values, it contains loading type and span to depth ratio in
the equivalent plastic hinge length, L0. The equation of Au
and Du (2004) is shown in Fig 8, in which two data sets
are away from correlation line. Out of four equations of
Harajli and his coauthors, namely equations of Harajli and
Kanj (1991), Harajli (1990), and Harajli and Hijazi (1991)
and Harajli (2006), the Harajli (2006) perform well, and
therefore only the performance of Harajli (2006) is placed
for discussion (Fig 9). Also, it is comparatively better than
other equations. Fig 10 shows the performance of equation
of Qi-He and Liu (2010), which is nearer to the correlation
line, and exhibit some scattering in the data of Cook et al
(1981) and Harajli and Kanj (1991).
From the evaluation it is observed that the prediction of
Fig 2 Prediction of ∆fps by Pannell (1969) ∆fps by equation of Harajli (2006) and equation Li-Hyung

TECHNICAL PAPER
Lee et al. (1999), found satisfactory. Others have shown

unsatisfactory performance. It seems that the unsatisfactory
performance of equations may be due to the inefficiency
of the equations in predicting the plastic hinge formation.
Manisekar and Senthil (2006) and Harajli (2006) have
suggested that the plastic hinge formation is directly
related to the stress increase in unbonded tendons, ∆fps.
Also, equation of Harajli (2006) and equation Li-Hyung
Lee et al. (1999) contain the equivalent plastic hinge
length as parameter. Therefore, it is possible to believe
that the ∆fps could be predicted accurately, if the plastic
hinge formation and its length of extension in the flexural
region are predicted accurately. For this, the plastic rotation Fig. 8 Prediction of ∆fps by Au and Du (2004)
capacity of the RC member needs to be referred.
Fig. 5 Prediction of ∆fps by Naaman and Alkhairi (1991) Fig. 9 Prediction of ∆fps by Harajli (2006)
Fig. 6 Prediction of ∆fps by ACI 318-14 Fig. 10 Prediction of ∆fps by Qi-He and Liu (2010)
4. Examining the stress in tendons by
experimental investigations
Manisekar and Saravana Kumar (2016) reported that they
tested simply supported post-tensioned beams of rectangular
section of size 150 mm X 270 mm internally post-tensioned
with 2 nos of straight tendons of 12.7 mm dia with
75 mm eccentricity and stressed with 1140 MPa as effective
prestress, ∆fpe, and observed that stress in unbonded tendons
at ultimate reached 1470 MPa (∆fps), and stress-increase in
unbonded tendons was observed as 330 MPa. This reveals
that the stress-increase in unbonded tendons is observed
Fig. 7 Prediction of ∆fps by Li-Hyung Lee et al.(1999) during effective prestressing stage to the ultimate state.

TECHNICAL PAPER
5. International Codes on stress- inelasticity associated with each arrangement of design

increase in unbonded tendons ACI load.
Code (2014)
The Canadian code A23.3-94 (1994) recommends the
The equation of ACI 318 (2014) is taken for calculating equation as follows:
fps from Eqn. (18-4) and Eqn. (18-5) of as follows:
(5.5)

AASHTO LRFD code (2004) recommended the following where

equation for finding fps
(5.3)

Eurocode 2: EN 1992-Part 1.1 (2004) recommended the
following:

fps = fpe + ∆fps MPa (5.6)
For T-section behavior Where ∆fps = 100 MPa
6. Review of IRC codes IRC: 112-2011

Clause 7.9.5 (3) states that ‘In case of unbonded tendons
For Rectangular section behavior
and external tendons, the stress increase in ultimate limit
state of strength may be calculated taking into account the
overall deformation of the member. If no such calculations
c = distance from extreme compression fibre to the N.A. are made, the increase in prestressing tendon shall be taken
assuming the tendon prestressing steel has yielded given as nil, and partial factor γp = 1’.
by Eqns 4 and 5 for T-section behavior and rectangular 7. Discussion regarding incorporation
section behaviour respectively (mm). of fps equation into IRC:112-2011
le = effective tendon length (mm); li = length of tendon In calculating the ultimate flexural strength of the
between anchorages (mm) post-tensioned concrete members, equation of stress
Ns=Number of support hinges crossed by the tendon in unbonded tendons at ultimate state fps, is the key
between anchorages or discretely bonded points parameter, and therefore it is necessary to predict the
fps close to the test data. Invariably, all the equations
fpy= yield strength of prestressing steel (MPa); fpe= which have been chosen for discussion are in the form:
effective prestress in prestressing steel at section under
fps = fpe + ∆fps , where fps is stress in unbonded tendons at
consideration after all losses.
ultimate state, fpe is effective prestress, and ∆fps is stress-
The British Standard Code BS 8110: Part 1: 1985 increase in unbonded tendons at ultimate state. Further,
recommended the following equation: the magnitude of fpe is always constant, and there is
(5.4) no variation since the member does not subject to any
deformation due to external load at effective prestressing
stage. Stress-increase in unbonded tendons starts after
the yielding of the untensioned reinforcement and ends
The equation is derived by taking the length of the zone of
at failure of a member. Therefore only the parameter
inelasticity within the concrete as 10 X.
∆fps is varying. This phenomenon is reflecting in all the
equations, which taken here for discussion, including the
equations of international codes and equations proposed
The length l should be normally taken as the length of by researchers. It is observed that the equation for ∆fps is
tendons between end anchorages. The l may be reduced in developed by either empirical or analytical approach. The
case of continuous multi-span members when as analysis equation developed by analytical approach includes all the
is carried out to determine the minimum no. of zones of parameters of a post-tensioned girder when subjected to

TECHNICAL PAPER
deformation, namely compressive strength of concrete, taken as nil, even if it is not calculated by any expression/
area and yield stress of untensioned steel, area of unbonded formulae.
tendons, ultimate strength of unbonded tendons, span-
In view of all, the equation of stress in unbonded tendons
to-depth ratio, length of tendons between anchorages,
at ultimate state fps needs to be incorporated into IRC:112-
equivalent plastic hinge length, loading factor and other
2011 in the ACI form fps = fpe + ∆fps , in which the parameter
parameters based on the assumptions of the researchers
∆fps may either be a detailed calculation or a constant (for
who developed the equations. The equation is guiding
example: 100 MPa). For a detailed calculation of ∆fps
the engineers in understanding the flexural behavior of
, various equations given in international codes (except
post-tensioned concrete girders in elastic, inelastic, and
Eurocode) or equations proposed by researchers can
ultimate state. Secondly, international codes namely ACI,
be referred. It is suggested that a new clause 7.9.7 may
AASHTO LRFD, Canadian, British, and Eurocode 2 have
be introduced in IRC 112-2011 with a topic ‘stress in
included the equation for fps for designing and practicing.
unbonded post-tensioning tendons at ultimate state, for
It is to mention that the specification of IRC:112-2011 incorporation of the fps. Since the clause 7.9.5, which is
vide clause 7.9.5 (3) is in right direction in considering the named as partial factors for prestressing force, it seems
overall deformation for calculating the stress increase in not suitable. However, this is the discretion of the IRC
unbonded tendons at ultimate state. Because the unbonded committee.
tendons do not have direct contact with concrete, the strain
8. Conclusions
compatibility approach is not applicable, and therefore
analysis by section is ruled out. Also, analysis of any Prediction equations of stress-increase in unbonded
post-tensioned concrete member is member dependent tendons ∆fps could be predicted close to the test results if
by considering the whole deformation of the member. the equivalent plastic hinge length is quantified reasonably
However, next line of the clause 7.9.5 (3) states that ‘if and incorporated. For this, the plastic rotation capacity of
no such calculations are made, the increase in stress in the RC member needs to be referred.
prestressing tendon shall be taken as nil, and the partial It is suggested that the equation of stress in unbonded
factor γp = 1’. It will be better to discuss this issue in line tendons at ultimate state fps needs to be incorporated into
with the clause 5.10.8 (2 and 3) of Eurocode EN 1992-1-1: IRC:112-2011 in the ACI form fps = fpe + ∆fps , in which the
2004 since the specification of IRC:112-2011 seems to be parameter ∆fps may either be a detailed calculation or a
similar to Eurocode. The clause 5.10.8 (2) recommends the constant. For this, a new clause 7.9.7 may be introduced
stress increase in unbonded tendons at ultimate state ie ∆σp, in IRC:112-2011 with a topic ‘stress in unbonded post-
ULS
as 100 MPa (notation used in this paper is ∆fps). In clause tensioning tendons at ultimate state.
5.10.8 (3), the code recommends a partial safety factor for
the deformation state. However, such deformation state is Acknowledgement
not mentioned as ultimate state, and therefore the partial Author is grateful to the Director, CSIR-SERC Chennai
safety factor is not applicable for ultimate state. Secondly, for permitting the paper for publication.
the note of clause 5.10.8 (3) mentions that if it is a linear
analysis with uncracked section, the partial safety factor Notations
is recommended as 1.0. It is mentioned in clause 7.9.5 Aps = area of prestressing steel
(3) of IRC:112-2011, and clause 5.10.8 (2) of Eurocode As = area of nonprestressed tensile steel
EN 1992-1-1: 2004 is ‘stress increase in ultimate limit A's = area of nonprestressed compressive steel
state’. Ultimate state includes only the nonlinear analysis, b = width of the section
which pertains to cracked section. Therefore, only, the
c = depth from concrete extreme compressive fiber to
clause 5.10.8 (2) of Eurocode EN 1992-1-1: 2004 needs
neutral axis
to be referred, and clause 5.10.8 (3) needs to be ignored.
Accordingly, a constant of 100 MPa is recommended by cy = d epth from concrete extreme compressive fiber to
Eurocode for stress increase in unbonded tendons. Secondly, neutral axis calculated using f py
various literature referred in this paper reported that the dp = depth from concrete extreme fiber to centroid of the
stress increase in unbonded tendons occurs at ultimate state prestressing steel
(cracked section). Moreover, the experimental results of ds = depth from concrete extreme compressive fiber to
Manisekar and Saravana Kumar (2018) observed the ∆fps centroid of the nonprestressed tensile steel
as 330 MPa. In view of the explanations above, the stress d's = d epth from concrete extreme compressive fiber to
increase in unbonded tendons at ultimate state ∆fps cannot be centroid of the nonprestressed compressive steel

TECHNICAL PAPER
Eps = modulus of elasticity of the prestressing steel Research, Vol. 56 (1), pp. 1-11, 2004.
f = load factor iv. British Standard Institution (1985), BS 8110, Structural
use of concrete, Section 4/3/7/3, BSI, London.
fpe = effective stress in the prestressing steel
v. CSA (Canadian Standard Association), (1994) A23.3-94,
fps = ultimate stress in the prestressing steel Design of concrete structures, Rexdale, Ontario, Canada.
fpu = ultimate strength of the prestressing steel vi. Chakrabarti, P.R., Ultimate stress for unbonded post-
fpy = yield strength of the prestressing steel tensioning tendons in partially prestressed beams, ACI
Structural Journal, Vol.92 (6), pp. 689-697, 1995.
f'c = concrete compressive strength
vii. Cooke, N., Park, R. and Yong, P., Flexural strength of
fcu = concrete compressive strength taken from cube test prestressed concrete members with unbonded tendons,
fy = yield stress of nonprestressed tensile steel PCI Journal, Vol. 26 (6), pp. 52-80, 1981.
f'y = yield stress of nonprestressed compressive steel viii. Du, G. and Tao, X. Ultimate stress of unbonded tendons
in partially prestressed concrete beams, PCI Journal,
h = height of the section Vol. 30 (6), pp.72-91, 1985.
hf = thickness of the flange ix. Comite Europeen de Normailzation (CEN), 2004.
L = span length between end anchorages ‘Eurocode 2: Design of concrete structures-Part 1.1:
Le = s pan length between end anchorages divided by the General Rules and rules for buildings’
number of plastic hinges x. Harajli, M.H., Effect of span-depth ratio on the ultimate
steel stress in unbonded prestressed concrete members,
L p = width of the plastic zone ACI Structural Journal, Vol. 87(3), pp. 305-312, 1990.
L o = Equivalent plastic hinge length xi. Harajli, M.H. and Hijazi, S.A., Evaluation of the ultimate
b1 = ACI concrete compression block reduction factor steel stress in partially prestressed concrete members,
PCI Journal, Vol. 36(1), pp. 62-82, 1991.
ρp = prestressing steel ratio
xii. Harajli, M.H. and Kanj, M.Y., Ultimate flexural strength
ρs = reinforcing steel ratio of concrete members prestressed with unbonded tendons,
εcu = strain in the concrete at the compressive fiber at ACI Structural Journal, Vol. 88(6), pp. 663-673, 1991.
ultimate xiii. Harajli, M.H., On the stress in unbonded tendons at
ultimate: Critical assessment and proposed changes,
κ = for uniform or two-third ACI Structural Journal, Vol. 103(6), pp. 803-812, 2006.
point loads xiv. IRC: 112-2011, Code of Practice for Concrete Road
κ = for one-point mid span load Bridges, Indian Roads Congress, New Delhi, 2011.
xv. Lee, L.H., Moon, J.H. and Lim, J.H., Proposed
c = neutral axis depth
methodology for computing of unbonded tendon stress
Rs = stress increment reduction factor for considering at flexural failure, ACI Structural Journal, Vol. 96 (6),
the second order effect in external tendons (Rs = 1) pp. 1040-1048, 1999.
L1 / L2 ratio of the length of loaded span or spans (L1) to xvi. Manisekar, R. and Senthil, R., Stress at ultimate
the total length of tendon (L2) between anchorages in unbonded post-tensioning tendons for simply
supported beams-A state-of-the-art review, Advances
in continuous beams in Structural Engineering, Vol.9(3), pp. 321-335, 2006.
La = length of tendon between anchorages xvii. Manisekar, R. and Saravana Kumar, K., Studies on the
Lp = equivalent plastic hinge length behavior of distressed prestressed concrete members
Le = effective tendon length strengthened by external post-tensioning, CSIR-SERC
Research Completion Report No. R&D 04-MLP 18641-
n = length of tendons between the anchorage ends RR-03, March 2018.
no = length of loaded spans xviii. Naaman, A.E. and Alkhairi, F.M., Stress at ultimate in
np = number of plastic hinges unbonded post-tensioning tendons: Part 2 – proposed
φps = stress reduction/calibration factor methodology, ACI Structural Journal, Vol. 88(5), pp.
683-692, 1991.
∆fps = stress increase in unbonded tendon at ultimate state xix. Pannell, F.N., The ultimate moment of resistance of
εpu = effective prestrain in prestressing steel = fpe / Eps unbonded prestressed concrete beams, Magazine of
S / dp = span to depth ratio of the member Concrete Research, Vol. 21(66), pp. 43-54, 1969.
xx. Tam, A. and Pannell, F.N., The ultimate moment of
References resistance of unbonded partially prestressed reinforced
i. ACI Committee 318, Building Code Requirements for concrete beams, Magazine of Concrete Research, Vol.
Reinforced Concrete, 2014 28 (97), pp. 203-208, 1976.
ii. AASHTO (2004), AASHTO LRFD Bridge design xxi. Zhi-Qi He and Zhau Liu., Stress in external and internal
specification, Washington, D.C. unbonded tendons: unified methodology and design
iii. Au, F.T.K. and Du, J.S., Prediction of ultimate stress in equations. Journal of Structural Engineering (ASCE),
unbonded prestressed tendons, Magazine of Concrete Vol.136 (9), pp. 1055-1065.

TECHNICAL PAPER
Well Foundation resting on slopping Bed Rock
Sanjib Konar1 K P Abraham2

ABSTRACT
The design and construction of well foundations for the Signature Bridge, Delhi was a major challenge. At many locations
the well foundations had to be founded on rock strata with a steeply dipping profile. The sloping rock strata affects both the
sinking of the well and its proper seating on the bed rock.
This paper describes the challenges faced during the design and construction of well foundations for the cable-stayed bridge
at Wazirabad, Delhi which is an unsymmetrical Cable Stayed Bridge with inclined bow-shaped steel pylon. Many technical
innovations were adopted in overcoming the challenges in installing and seating the well on a dipping bed rock profile. The
solutions adopted for sinking the well within the permitted tolerance of tilt & shift and for seating the well foundation on the
slopping bed rock strata are described. Micro piles installed through the well steining to avoid tilt during well sinking and
the shear key provided in the bottom plug to prevent lateral movement of well foundation are elaborated
1. Introduction found feasible. Well foundations are provided where the

rock strata is much below the existing ground level and
The Signature Bridge over river Yamuna at Wazirabad,
open excavations are not found feasible. The layout of the
Delhi is meant to be a vital transportation link in addition
foundations of the bridge is shown in Fig 1. Out of a total
to be a landmark and a major tourist destination. The total
of 11 pairs of foundations, 3 pairs (P3, P19 and P20) are
length of the bridge is 675 m with a main span of 251
open foundations and balance are well foundations. Four
meters, which is suspended by 15 pairs of front stay cables
Pairs of well foundations (P1, P2, P21, and P22) are to be
in two planes through a bow shaped inclined pylon. The
founded on bed rock strata that is steeply sloping, affecting
Pylon height is 154.00 m and is counter supported by four
the stability of the well foundation during sinking and in
pairs of back stay cables. The width of deck is 36 meters
service. The details of well foundations for P21 and P22
carrying eight traffic lanes (four in each direction). Front
are elaborated in this paper.
stay cable support the main span at 13.5 m intervals.
The foundation system consists of both Open and Well
foundations with some of the wells resting on steeply
dipping bed rock. The installation and plugging of the well
foundations resting on slopping bed rock has thrown up
many challenges. If sufficient measures were not taken,
the well might tilt and shift far beyond the prescribed
limits, leading to possible abandonment of the well.
The challenges were overcome by installing Micro piles
through well steining and by providing suitable shear key
in the bed rock
2. Foundation System of the Bridge
Both well foundations and open foundations are provided
for the bridge. Open foundations are provided where
the bed rock strata is shallow and open excavations are Fig 1: Foundation Layout & Bed Rock Profile
1
Former Technical Manager, Gammon India Limited, Email: sanjibkonar123@gmail.com
2
Former Chief Engineer, CPWD, Email: abraham.314c@gmail.com

TECHNICAL PAPER
3. Mapping of the Rock Profile The highest and the lowest bed Rock levels at P21 &
P22 locations, based on the borehole probing data are
Boreholes were taken at eight locations along the
given Table 1 and the bed rock profiles are shown in
cutting edge periphery of the well to ascertain the rock Fig 3.
profile. The borehole locations are indicated in Fig 2.
Table: 1
Foundation Existing Highest rock Lowest Rock

Ground level level (m) Level (m)
(m)
P21 U/S 205.63 185.51 182.60
P21 D/S 206.70 187.10 185.80
P22 U/S 206.76 179.93 176.76
P22 D/S 206.84 182.40 179.66

Fig. 2 Lay out of probing Bore holes
a b
c d
Fig. 3 Rock Profile at P21 & P22 Locations
4. Well Foundations in Table 2 and typical configuration of well in
The details of well foundations are indicated Fig 4.

TECHNICAL PAPER
Table: 2
Foundation Outer Diameter Inner Diameter Founding level Well Cap Details Permissible tilt and
(m) (m) (m) shift
P21 U/S 11.00/9.00 7.00 186.000 9.00 meter dia & As per IRC 78- 2014 the
P21 D/S 11.00/9.00 7.00 187.600 2.60 meter depth permissible tilt is 1 in 80
and permissible shift is
P22 U/S 12.50/9.00 7.00 180.400 9.00 meter dia & 150mm
P22 D/S 12.50/9.00 7.00 182.900 2.60 meter depth
5.2 Load Application

Pressurization girders are erected over the supporting
stools placed over the steining and four hydraulic
jacks of suitable capacity are mounted symmetrically
on the pressurization girder and connected to the
soil anchors by means of gripper rods. The general
layout of the Jack down method is shown in Fig 6 and
Photo 1. Jack down forces are applied through jacks
which are controlled by separate control valves.
Fig. 4 Typical Well configuration

5. Well sinking Methodology
Well sinking by conventional method is successful in
uniform soil strata that too for uniform steining thickness.
Because of the varying strata and non-uniform thickness of
Well steining, well sinking using Jack down method was
adopted for controlled sinking.
5.1 Jack down method of sinking
Jack down sinking is carried out by the forces exerted
by the hydraulic jacks taking reaction from soil anchors.
Fig. 6 Plan view showing the pressurization beams
Heavy duty pressurization girders are used to transfer the
and jacks
sinking forces to the well. The schematic sketch of Jack
down system is shown in Fig 5
Fig. 5 Schematic diagram of Jack down system Photo 1: Photograph showing the jack down system

TECHNICAL PAPER
5.3 Sinking procedure below the Curb at pre-determined locations, by divers. This
Soil anchors of suitable load capacity are installed at stools were meant to support the well during the process
predetermined locations along the outer periphery of the of removal of soil from dredge hole and during the bottom
well. Load is applied by jacks anchored to gripper roads, plugging. The suggested scheme of supporting well with
through pressurization girders which are placed on top of Stools of precast concrete blocks is shown in Fig. 8.
each lift of steining. The load to be applied by jacks depends
on the size and depth of well and the subsoil strata.
Sinking is carried out by suitably loading the jacks and
simultaneously grabbing the soil from inside the well by
mechanical grab. Soil friction around the external surface
of the well is reduced by air jetting system and soil below
cutting edge and curb is excavated by water jetting as and
when required. The height of the gripper rod is suitably
adjusted as the sinking progress. This process is repeated
for each lift of well steining, till the curb reaches the
specified founding level.
5.4 Tilt & Shift
The tilt and shift during sinking is checked every day or
500 mm of well sinking and history of sinking is recorded.
Any deviations beyond permissible limits are rectified
by suitably adjusting the Jack pressure and selecting the
grabbing locations inside the well. Fig. 8 Proposed Arrangements of Stool with Pre-cast
concrete blocks
6. Effect of dipping rock profile on
well sinking This methodology for supporting the well was found
Once the cutting edge of the well reaches the highest level to be highly risky as it involved underwater placing
of the bed rock profile, any further load application through of precast concrete blocks below the Curb by divers.
the jack will result in tilt of the well along with possible Moreover there is every possibility that the stool get
shift as illustrated in Fig 7. Accordingly, suitable measures displaced during the removal of soil from the dredge
are required to be taken to avoid the tilt and shift, once the hole, affecting the lateral stability of the well.
well sinking reaches the highest bed rock level.
6.2 Well support using Micro Piles
Since the supporting of well using pre-cast concrete
stools is found impractical, alternate system of
supporting the well with micro piles is considered.
This method consists of providing Micro piles
installed through preformed holes in the well steining.
The micro Piles support the well during the exaction
of the dredge hole for bottom plugging and during the
Fig. 7 Illustration of the tilt & shift over a dipping bed rock
6.1 Initial Scheme to avoid Tilt & Shift
The initial proposal was to provide supporting stools
uniformly along the periphery of the Curb, after the sinking
of the well to the required founding level. Stools built up
with pre-cast concrete blocks are proposed to be placed Fig. 9 Layout of Pre formed holes in the Well steining

TECHNICAL PAPER
concreting of bottom plug. 12 numbers. of preformed

holes are provided in the steining, uniformly distributed
along the center of steining thickness as shown in Fig.
9, during the casting of each lift of steining.
250 mm diameter MS pipes are inserted while casting
the Curb and are extended with each lift of the well. The
insertion of pipes in the well steining at various stages of
construction is shown in Photo 2a, b & c. Well is sunk up
to about 500 mm above the highest bed rock level using
Jack down method. Once the well reached the specified
founding level, micro piles are constructed through the
preformed holes in the steining to support and anchor
the well during the subsequent stages of construction.
The arrangement of micro piles passing through the well
steining is shown in Fig. 10.
Photo 2c: Pipes passing through Curb
Photo. 2a Pipes forming Preformed hole through steining
Fig. 10 Micro pile arrangement through well steining

6.3 Installation of Micro piles
After the well is sunk to the founding level, boring is
carried out through the pre-formed hole in the well steining
into the bed rock using special hydraulic Rig “BAUER”.
200 mm diameter bore hole is made first, with 150mm
deep socketing into the bed rock. Beyond the socketing,
150 mm diameter bore hole is extended to 6.00 M into the
rock. 200 mm diameter sleeve pipe of required length as
per the rock profile is inserted into the bore hole, to be rest
on the socketing provided in the bed rock. Boring rig is
provided with a special symmetry attachment for placing
the sleeve pipe symmetrically within the preformed hole
Photo 2b: Pipes inserted in steining in the well steining. This sleeve pipe is suitably perforated

TECHNICAL PAPER
in its upper portion that lies within the preformed hole to

allow grout materials to fill the annular space between
preformed hole and sleeve pipe. The details of slotted
sleeves are shown in Fig 12.
Fig 12 b: Cross section of Anchor bar Assembly
Fig. 11 a: Details of sleeve Pipe Fig. 11 b: Sleeve Pipe in position

After the sleeve pipe is inserted, anchor bar assembly
consisting of 32 diameter bar as core and 4 nos. 20mm
diameter bars placed symmetrically around the core is
lowered into the bore hole. The details of Anchor bar
assembly are shown in Fig 12.The assembled anchor bar
is shown in Photo3 and Photo 4 shows the anchor bar
assembly being inserted in to the bore hole. Once the
anchor bar assembly is properly seated in the borehole,
entire bore hole is grouted with free flowing cementitious
grout of M 35 grade, using grout pump.
Photo 3: Picture showing Anchor bar assembly
Fig 12 a: Anchor bar assembly Photo 4: Insertion of Anchor assembly into the borehole

TECHNICAL PAPER
After the installation of all micro piles in a particular well,

last stage dredging is carried out inside the well. Soil from
the dredge hole is removed by grabbing. After removing
the soil, cleaning of the dredge hole is done by air pressure
jetting. Bottom plugging is carried out after all the loose
materials are removed from the dredge hole
6.4 Shear Key in the bed rock
Shear key is provided in the bed rock to avoid the slippage
of the well under vertical and lateral loads. To facilitate
the provision of shear key, the bottom plugging is carried
out in two stages. In the first stage, a drop ring is lowered
into the well and placed concentric with the well. Drop
ring details are shown in Fig 13 and Photo 5. Drop ring is Photo 6 First stage of Bottom Plug
properly seated at the bottom of the well and the annular
After the first stage plugging, the well is dewatered
space between the drop ring and well curb is plugged with
completely and the rock is exposed within the annular
under water concerting using Tremmie pipes. To prevent
space of drop ring. The bedrock portion within the space
sliding or displacement of drop ring during concreting, the
of drop ring is excavated to the required depth using Jack
underwater concreting was carried out simultaneously
hammer & Compressor. Excavation inside the drop box is
through two Tremmie pipes placed in diametrically
shown in Fig 14 and Photo 7.
opposite direction outside the drop ring. The bottom plug
after the first stage concreting is shown in Photo 6.
Fig. 14 Schematic sketch showing within the

Fig. 13 Details of Shear Key Excavation within the Drop ring
Photo 7 Picture showing the excavation drop ring

Photo 5 Drop Ring Once the rock excavation within the annular space of

TECHNICAL PAPER
drop ring is completed, second stage concreting is carried

out in dry condition up to the level of the intermediate
slab. Water leakage test was conducted after 7 days of
completion of the second stage plugging. Water level was
checked in every 2 hours up to 24 hours. The water level
rise within the well was found to be within the permissible
limit of 10mm
6.5 Intermediate RCC slab
Sand filling is provided inside the well to provide additional
counter balance against lateral force due to high floods. An
intermediate RCC slab is provided just above the bottom
plug to carry the load of sand filling.
Details of the intermediate slab is shown in Fig 15. After
completion of bottom plug, the construction of RCC
intermediate slab is taken up. Dowels bars left in the
steining recess during the casting of well steining is exposed Photo 9: Well bottom showing Reinforcements of
and straightened. Top and bottom layer reinforcement is intermediate slab
placed and connected with the straightened dowel bars by After the intermediate slab is cast, sand is filled inside
lapping and the intermediate slab is cast in dry condition. the well up to the required level as per the design
requirements.
6.6 Tilt and Shift
The entire well was installed within the permissible tilt
and shift. The final values of tilt and shift are indicated
Table 3.
Table: 3
Permissible Actual Actual Actual Actual
value value value value value
P21 U/S P21 D/S P22 U/S P22 D/S
Tilt 1 in 80 1 in 739 1 in 1272 1 in 467 1 in 368
Shift 150mm 39mm 31mm 65mm 28mm

Fig. 15 intermediate Slab
7. Conclusions
The photograph showing the dowel bars for the intermediate
slab is shown in Photo 8 and reinforcements in Photo 9. Well foundation resting on a slopping bed rock is
constructed by adopting innovative technology of using
micro piles installed through the well steining. Micro piles
support the well against Tilt & Shift after the completion
of well sinking till the bottom plugging is completed. Well
is properly seated on the sloping bed rock by providing
a shear key to prevent the lateral slippage under vertical
and lateral loads. To provide shear key, an innovative
methodology for casting the bottom plug in two stages,
using a drop ring was successfully adopted. The first stage
of plugging was carried out under water and the second
stage was carried out in dry condition. The design of the
well also incorporated the provision of an intermediate
slab to support sand filling required for stabilizing the well
Photo 8 : Well bottom showing the straightened Dowel bars against high flood condition.

TECHNICAL PAPER
EFFECTS OF DIFFERENT DESIGN PARAMETERS ON DYNAMIC EARTH

PRESSURE BEHIND RETAINING WALLS
SAROJ KUNDU1 Dr. B. C. CHATTOPADHYAY2

ABSTRACT
In earthquake-prone regions there is a need to evaluate seismic active earth pressure for proper design of the
retaining walls. Special attentions have to be given to minimize the devastating effect of this natural hazard.
This paper describes a generalized analytical study on the seismic active earth pressure behind a retaining wall
using pseudo-static approach. Behind the retaining wall a planer failure surface has been considered. The effect
of different parameters like angle of shearing resistance of the backfill soil, wall inclination, wall friction angle,
backfill inclination and, horizontal and vertical components of earthquake acceleration on the active earth
pressure have been investigated in this study.
1. INTRODUCTION for prediction of lateral earth pressure under the seismic

conditions.
In present times, the world is more aware of the consequences
of dynamic earth forces due to natural or artificial causes. It is common practice to consider seismic acceleration in
Earthquakes have occurred from time immemorial. Since both horizontal and vertical directions due to earthquake
historical times, earthquakes have resulted in loss of life acting in static form leading pseudo-static forces. Using
and property. At times, tectonic severity had even changed the pseudo-static approach, many investigators have
geographic features. Now a days loss of life and property developed different methods to predict the seismic
is taken seriously and since the past 50 years, there is a active earth pressure on rigid retaining wall due to
better understanding of the mechanism of earthquakes earthquake loading. The pioneering work on earthquake
and methods of quantifying dynamic forces with better induced lateral earth pressure, under active and passive
precision. Governments have created departments for conditions, acting on a retaining wall were reported
disaster mitigation and management to educate people by Okabe1 (1926) and Mononobe and Matsuo2 (1929),
about personal safety and participation in the mitigation commonly known as Monobe-Okabe (M-O) method
process at the time of need. extending the Coulomb’s3 static earth pressure theory.
This is generally used in practice to compute the earth
In seismic regions, it is essential that retaining walls used
pressure for both active and passive case in earthquake
for embankments, flyovers, roads must be so designed and
conditions. Prakash and Saran4 (1966), Saran and
constructed as to withstand destructive effects of possible
Prakash5 (1968) extended this method for estimating
future earthquakes.
active earth pressure in earthquake conditions for c-φ
During earthquake retaining walls are subjected to dynamic soil for horizontal backfill and inclined face of the
inertial forces. As a result, a retaining wall safe enough retaining wall. Recent work of Saran and Gupta6 (2003),
under static conditions may not be so under earthquake Choudhury and Singh7 (2006), Shukla et at.8 (2009),
conditions. Excess seismic forces may cause the retaining Ghosh9 (2010), Ghosh and Saran10 (2010), Jana et
wall to slide or tilt. Loss of ultimate bearing capacity of al.11(2017) and few others also considered pseudo static
the subsoil may cause the failure of such wall. Hence approach to evaluate the seismic active earth pressure
there is need to develop a rational and accurate method behind a retaining wall.
1
M.Tech Student, Department of Civil Engineering, MSIT, Kolkata, Email: kundu.saroj44@gmail.com
2
Former H.O.D & Professor, Civil Engineering Department, B E S U S, Email: ccbikash@yahoo.com

TECHNICAL PAPER
Fig. 1 Configuration of the Retaining Wall Fig. 2 Force Polygon

In this paper a generalized analytical solution to estimate The inertia forces due to earthquake are:
dynamic active thrust on retaining walls, resulting from
c-φ backfill when backfill surface is inclined, back of wall
is not vertical and wall is rough is presented. The dynamic
active earth pressure coefficients obtained from the present
study for different values of horizontal seismic coefficient where, αh and αv are the horizontal and vertical pseudo
and the soil properties has been compared with those from static accelerations, kh and kv are the coefficient of
an available theory reported in literature. horizontal and vertical pseudo static accelerations and W
2. METHOD OF ANALYSIS is the weight of the failure mass.
A retaining wall of height H with back face AB, at an 2.1 Derivation of Formulations During Active State of
inclination α with vertical is considered (Fig. 1). The Equilibrium
backfill is sloped with the horizontal at an inclination β Geometrical parameters and various force components
and has a unit weight γ and shear strength parameters c (fig.1); are
and φ. Angle of friction between the wall and backfill
material is δ. Unit adhesion between the soil and the back
of the wall is ca.
A sliding surface BD is considered, from the heel of the
wall B, making an angle θ, with horizontal and intersecting
the backfill surface at D. The forces acting on the wedge of
unit thickness are shown in the Fig. 1. The horizontal and
vertical components of inertial force due to seismicity, Fh
and Fv act through the centroid of the failure wedge ABD.
Considering that the weight of the failure wedge is W, the
earthquake force Fh(=khW) and Fv(=kvW) act as shown
during earthquake. Where kh and kv are seismic coefficient
in horizontal and vertical direction respectively. Resisting
forces at the failure surface BD, are F and C, where F is
acting at an angle φ with normal to the surface BD and C
acts along BD. Simultaneously adhesive force Ca is act
along the rear of the wall, AB. As a result, seismic active For equilibrium with reference to force polygon, ΣH = 0,
earth pressure Pae acts at an angle of δ to the normal to ΣV = 0.
the back of the wall AB. For limiting equilibrium, all the [8]
forces will form a closed polygon as shown in Fig. 2.

TECHNICAL PAPER
[9] [13]

On simplification of equation [8] and [9], one get Solutions are found for varying φ values from 20° to 40°,
inclination of backfill from 0° to10° and that of back wall,
α from 0° to10° for various kh and kv and wall friction
[10]
angle, δ. The angle of shearing resistance of cohesion less
soil varies with dry density of the soil. As φ was varied
Where, from 20° to 40° corresponding values of dry density was
selected from standard code as per standard code (SN
670010B)12
3. PARAMETERS CONSIDERED IN THE STUDY

The values of Seismic Active Earth Pressure (Pae) depends
upon various parameters; such as Soil Friction Angle (φ),
Angle of Friction between Wall and Backfill (δ) , Angle
From the eqn. 10, then it can be seen that for a particular of Backfill inclination (β), Angle of Wall Inclination with
Vertical (α), Horizontal and Vertical Seismic Coefficient
retaining wall backfill system, only variable is θ. Hence
(kh and kv). Following parameters have been considered to
for optimum value of P must be zero From this
study the influence on coefficient of Seismic Active Earth
condition θ critical was found out. Substituting θ critical for θ in Pressure (Kae) using equation (13).
eqn. 10, Pae is found out. Denoting this critical soil wedge
Angle of Shearing Resistance of Backfill (φ) : 20°, 30°, 40°
angle θ critical or θc , it can be shown,
Angle of Friction with Wall and Backfill (δ) : 0°, 10°, 20°
[11] Angle of Backfill inclination (β) : 0°, 5°, 10°
Angle of Wall Inclination with Vertical (α) : 0°, 5°, 10°
Horizontal Seismic Coefficient (kh) : 0.05, 0.1, 0.2
Where,
Vertical Seismic Coefficient (kv) : 0, 0.05, 0.1
The angle of shearing resistance and its dry density of
backfill soil were varied as shown in Table 1:
Table 1: Variation of γ values with φ values from
(SN 670010B12)
φ values (deg) γ values (kN/m3)

20 18
30 20
40 22
4. RESULT AND DISCUSSIONS
For the real values of 𝜃𝑐𝑟𝑖𝑡𝑖𝑐𝑎𝑙, the expression under the
Results are presented in graphical form for coefficient
radical sign in equation [11] must be positive and the of active earth pressure (Kae) in earthquake conditions
denominator must not be zero. with various parameters. The value has been obtained
in a sequential manner in which height of the wall (H)
initially chosen as 4 m. For this height ,inclination of the
Putting the value of 𝜃𝑐𝑟𝑖𝑡𝑖𝑐𝑎𝑙(𝜃𝑐) in equation (8) Seismic back of wall(α) has been chosen as 0°, also inclination of
Active Earth Pressure, Pae can be found for known H, α, β, the backfill (β) taken as 0° and earth pressure has been
δ, φ, γ, c, ca, kh and kv. determined for kv=0 where kh varies from 0.05 to 0.2.The
process has been repeated for other values of kv, i.e kv =0,
[12] 0.05 and 0.1 respectively. Keeping α constant β was varied
from 0° to 5° and 10° respectively. These procedure has
been thus repeated for α=5° and 10°. By this process Pae

TECHNICAL PAPER
for wall height 4 m was evaluated. Similar process was Kae increases 20.4%. Similar observations are seen when
repeated for wall height 6 m. Effect of different parameters α and β changes from 5° to 10°.
on dynamic active earth pressure is described sequentially
4.2 Effect of Inclination of Backfill (β) on Coefficient
below:
of Dynamic Active Earth Pressure
4.1 Effect of angle of shearing resistance (φ) on
Effect of inclination of backfill (β) on coefficient of
Coefficient of Dynamic Active Earth Pressure
dynamic active earth pressure (Kae) for different values
Influence of angle of shearing resistance (φ) on coefficient seismic condition of kh and kv = 0, α = 0°, δ = 0°, φ = 20°,
of dynamic active earth pressure (Kae) for different values H = 4 m are shown in Fig. 5. Again in Fig. 6, the results
seismic condition of kh and kv = 0, α = 0°, δ = 0°, β = 0°, H are given for h = 6m, keeping others variables are same.
= 4 m are shown in Fig. 3. Again in Fig. 4, the results are
given for h = 6 m, keeping others variables are same.
Fig. 5 Influence of inclination of backfill (β) on

coefficient of dynamic active earth pressure (Kae) for
Fig. 3 Influence of angle of shearing resistance (φ) on various kh with kv = 0, α = 0°, δ = 0°, φ = 20°, H = 4 m.
various kh with kv = 0, α = 0°, δ = 0°, β = 0°, H = 4 m.
Fig. 6 Influence of inclination of backfill (β) on

Fig. 4 Influence of angle of shearing resistance (φ) on various kh with kv = 0, α = 0°, δ = 0°, φ = 20°, H = 6 m.
various kh with kv = 0, α = 0°, δ = 0°, β = 0°, H = 6 m For both cases cohesion value (c) has been kept constant
at 2 kN/m2. It is seen that the variation of Kae with β values
For both cases cohesion value (c) has been kept constant is nonlinear. Kae increases with increase of β value for any
at 2 kN/m2. It is seen that the variation of Kae with φ values particular kh and kv value. It is also seen that, at higher
is almost linear. Kae decreases with increase of φ value for value of kh, Influence of coefficient of dynamic active earth
a kh and kv value. It is also seen that, as higher value of kh pressure (Kae) is also higher for inclination of backfill (β)
influence of coefficient of dynamic active earth pressure value, keeping other values constant. For example, with β
(Kae) is also higher for a soil friction angle (φ) value with = 10° , kv = 0, α = 0°, δ = 0°, φ = 20°, H = 4 m case as kh
keeping other values constant. For example, with φ = 20° increases from 0.05 to 0.1, Kae increases by 11.3% . Again
, kv = 0, α = 0°, δ = 0°, β = 0°, H = 4m case as kh increases when kh increases 0.1 to 0.2, keeping all other parameters
from 0.05 to 0.1, Kae increases 8.9% . Again when kh same, Kae increases by 33.9%. Similar observations are
increases 0.1 to 0.2, keeping all other parameters same, seen for changing in φ value from 30° to 40°.

TECHNICAL PAPER
4.3 Effect of Inclination of Back of Wall (α) on earth pressure coefficient (Kae) for different values seismic
Coefficient of Dynamic Active Earth Pressure condition of kh and kv = 0, β = 0°, α = 0°, φ = 20°, H = 4m
are shown in Fig. 9. Again in Fig. 10, the results are given
Influence of inclination of back of wall (α) on dynamic
for h = 6m, keeping others variables are same.
active earth pressure coefficient (Kae) for different values
seismic condition of kh and kv = 0, β = 0°, δ = 0°, φ = 20°,
H = 4m are shown in Fig. 7. Again in Fig. 8, the results are
given for h = 6 m, keeping others variables same.
Fig. 9 Influence of angle of wall friction (δ) on

various kh with kv = 0, β = 0°, α = 0°, φ = 20°, H = 4 m.
Fig. 7 Influence of inclination of back of wall (α) on

various kh with kv = 0, β = 0°, δ = 0°, φ = 20°, H = 4 m.
Fig. 10 Influence of angle of wall friction (δ) on

various kh with kv = 0, β = 0°, α = 0°, φ = 20°, H = 6 m.
Similarly, both results show that variation of Kae with δ
Fig. 8 Influence of inclination of back of wall (α) on values is nonlinear. Kae decreases with increase of δ value
coefficient of dynamic active earth pressure (Kae) for for a kh and kv value. At higher value of kh, Influence of
various kh with kv = 0, β = 0°, δ = 0°, φ = 20°, H = 6 m. coefficient of dynamic active earth pressure (Kae) is also
higher for angle of wall friction (δ) value with keeping
Both the result show that variation of Kae with α values
other values constant. For example, with δ = 10° , kv = 0, α
is linear. Kae increases with increase of α value for a kh
= 0°, δ = 0°, φ = 20°, H = 4m case as kh increases from 0.05
and kv value. It is also seen that, increase in value of kh,
to 0.1, Kae increases 10% . Again when kh increases 0.1
coefficient of dynamic active earth pressure (Kae) is also
to 0.2, keeping all other parameters same, Kae increases
higher for any inclination of back of wall (α) value with
27.3%. Similar observations are seen where φ changes
keeping other values constant. For example, with α = from 30° to 40°.
10°, kv = 0, β = 0°, δ = 0°, φ = 20°, H = 4m case as kh
increases from 0.05 to 0.1, KAE increases 7.7% . Again 5. COMPARISON OF RESULTS
when kh increases 0.1 to 0.2, keeping all other parameters 5.1 Comparison of coefficient of Seismic Active Earth
same, Kae increases 17.85%. Similar observations are seen Pressure from Present Study with Mononobe-
where φ changes from 30° to 40°. Okabe Method (1929)
4.4 Effect of Angle of Wall Friction (δ) on Coefficient To check the validity of the result by analytical solutions,
of Dynamic Active Earth Pressure comparisons are made between the results obtained
Effect of angle of wall friction (δ) on dynamic active from the present study and the pseudo static approaches

TECHNICAL PAPER
of Mononobe-Okabe (M-O method) (1929) for vertical

seismic coefficient, kv = 0
Table 2: Coefficient of dynamic active earth pressure
(Kae) from solution of Mononobe-Okabe (1929) method
and present analytical study for kv = 0 and H= 6 m
Fig. 12 Variation of coefficient of dynamic active earth

pressure (Kae) with soil friction angle (φ) for α = 0°,
δ=0°, β=5°, kv = 0 and kh = 0.1, H = 6 m
Fig. 13 Variation of coefficient of dynamic active earth

pressure (Kae) with soil friction angle (φ) for α = 0°,
δ=0°, β=10°, kv = 0 and kh = 0.1, H = 6 m.
It is clear from Fig. 11 to 13 that seismic active earth

Comparison of seismic active earth pressure coefficient, pressure coefficient varies linearly. It is also seen that
Kae for different values of soil friction angle (φ) with α = the results obtained from the present analytical study
0°, δ=0°, β=0°, kv = 0 and kh = 0.1 is shown in the Fig. 11. and the M-O method are qualitatively same but not in
Similarly, Fig. 12 and 13 show that the comparisons of quantitatively. The results of M-O method represented
seismic active earth pressure coefficient, Kae for different herein are obtained with the assumption that the unit
values of soil friction angle (φ) with β = 5° and 10° weight, γ of the dry sand backfill remains constant with
respectively, keeping others variable constant. angle of shearing resistance of the sand, which seems
not to be possible. But in the present analysis, values of
γ are taken to increase with the increase to the density of
the sand, as given to Table 1. As a result the value of Kae
for the present theory reflects a relatively lower value of
Kae compared to M-O theory for higher value of angle of
shearing resistance of the soil.
5.2 Comparison of Seismic Active Earth Pressure
Coefficient from Present Study with Graphical
Solution of Jana et al. (2017)
Table. 3 shows the comparison of seismic active earth
pressure coefficient, Kae from present analytical study
Fig. 11 Variation of coefficient of dynamic active earth and a graphical solution for finding out the seismic active
pressure (Kae) with soil friction angle (φ) for kh = 0.1 earth pressure coefficient using pseudo dynamic approach
with kv = 0, β = 0°, δ=0°, α = 0°, φ = 20°, H = 6 m. by Jana et al. (2017)

TECHNICAL PAPER
Table 3: Coefficient of dynamic active earth

pressure from graphical solution of Jana et al. and
present analytical study for δ=0˚, C= 2 kN/m2, ca= 0,
α=0˚ kv = 0 and H= 6m.
Kae
ϒ (kN/
β° φ° kh Jana et al. Present
m3)
graphical study study
0.05 0.50 0.48
18 20 0.1 0.51 0.52
0.2 0.65 0.61
0.05 0.28 0.32
0 20 30 0.1 0.34 0.36
0.2 0.38 0.43 Fig. 15 Variation of coefficient of dynamic active earth
0.05 0.17 0.21 pressure (Kae) with horizontal seismic coefficient (kh)
22 40 0.1 0.19 0.24 for kv = 0, β = 5°, δ=0°, α = 0°, φ = 20°, H = 6 m
0.2 0.23 0.30
0.05 0.51 0.51
18 20 0.1 0.56 0.56
0.2 0.69 0.69
0.05 0.33 0.34
5 20 30 0.1 0.38 0.38
0.2 0.47 0.47 Fig. 15 Variation of coefficient of dynamic active earth
0.05 0.21 0.22 pressure (Kae) with horizontal seismic coefficient (kh) for kv
22 40 0.1 0.24 0.25 = 0, β = 5°, δ=0°, α = 0°, φ = 20°, H = 6m
0.2 0.31 0.32
0.05 0.58 0.56
18 20 0.1 0.65 0.63
0.2 0.81 0.87
0.05 0.36 0.37
10 20 30 0.1 0.41 0.41 Fig. 16 Variation of coefficient of dynamic active earth
0.2 0.53 0.52 pressure (Kae) with horizontal seismic coefficient (kh)
0.05 0.23 0.24 for kv = 0, β = 10°, δ=0°, α = 0°, φ = 20°, H = 6 m
22 40 0.1 0.26 0.27
0.2 0.34 0.34 It is clear from Fig. 14 to 16 the results obtained from the
Comparison of seismic active earth pressure coefficient, Kae present analytical study the seismic active earth pressure
for different values of horizontal seismic coefficient (kh) for coefficients are comparable to those from the graphical
soil friction angle, φ = 20° with α = 0°, δ=0°, β=0°, kv = 0, analysis by Jana et al. (2017). It is also clear from the
H=6m is shown in the Fig. 14. Similarly, Fig. 15 and Fig. 16 Fig. 15 that the results obtained from present study and
the Jana et al. (2017) solution are equal for, β = 5°, δ=0°,
show that the comparisons of seismic active earth pressure
α = 0°, φ = 20°, H = 6m , kv = 0. But in other two figures
coefficient, Kae for different values of soil kh with β = 5° and
the results obtained are more or less same for different
10° respectively, keeping others variables constant.
variation of parameters. The similar results are obtained
when φ increases from 20° through 30° to 40°.
6. CONCLUSIONS
A detailed study for finding seismic active earth pressure
distributions behind the retaining wall by analytical close
form solution has been made. On the basis of the study
following conclusions can be made:
i. A generalized analytical expression for seismic active
earth pressure coefficients for calculating the total
seismic active earth pressure from the slopping c-φ
Fig. 14 Variation of coefficient of dynamic active earth backfill at a back of an inclined rigid retaining wall
pressure (Kae) with horizontal seismic coefficient (kh) considering wall-soil friction angle and adhesion, is
for kv = 0, β = 0°, δ=0°, α = 0°, φ = 20°, H = 6m. presented

TECHNICAL PAPER
ii. For any value of vertical seismic coefficient (kv) the Congress (Vol. 9, pp. 177-185).
dynamic earth pressure coefficient decreases with ii. Okabe, S., 1926. General theory of earth pressure. J.
increase in φ value but for any φ value, dynamic of the Japanese Society of Civil Engineers, Tokyo,
earth pressure coefficient increases with the increase Japan, 12(1).
of value of kh. This is true for any value of inclination iii. Coulomb, C.A., 1973. Essai sur une application des
of backfill (β), inclination of back of wall (α) or any regles de maximis et minimis a quelques problemes de
height of wall. statique relatifs a l'architecture (essay on maximums
and minimums of rules to some static problems relating
iii. When wall inclination angle (α) changes from 0° to architecture).
to higher values, other parameters remaining same, iv. Prakash, S. and Saran, S., 1966, November. Static and
coefficients of dynamic active earth pressure always dynamic earth pressures behind retaining walls.
increases. In Proceedings of the Third Symposium on Earthquake
iv. Similarly when the slope of backfill surface(β) Engineering, University of Roorkee, Roorkee, India (Vol.
increases from 0° to a higher value, other parameters 1, pp. 277-88).
remaining same, dynamic earth pressure coefficients v. Saran, S. and Prakash, S., 1968. Dimensionless parameters
increases but at a slow rate. These variations are seen for static and dynamic earth pressures behind retaining
walls. Indian Geotech J, 7(3), pp.295-310.
for all the values of α ranging from 0° to 10°.
vi. Saran, S. and Gupta, R.P., 2003. Seismic earth
v. When angle of wall friction (δ) increases from 0° to
pressures behind retaining walls. Indian Geotechnical
a higher value, coefficient of dynamic active earth Journal, 33(3), pp.195-213.
pressure decreases with slow rate up to δ = 10°.
vii. Choudhury, D. and Singh, S., 2006. New approach
Further increase of δ values decrement is very slow. for estimation of static and seismic active earth
This is true for any value of kh or kv or height of pressure. Geotechnical & Geological Engineering, 24(1),
wall. pp.117-127.
vi. Similarly when inclination of back of retaining viii. Shukla, S. K., Gupta, S. K., and Sivakugan, N/ (2009).
wall (α) increases from 0° to a higher value, other “ Active earth pressure on retaining wall for c- φ soil
parameters remaining same, dynamic earth pressure backfill inder seismic loading condition.” J. Geotech.
coefficients increases. This variation is seen for all Geoenviron. Eng., 135(5), 690-696.
the values of β ranging from 0° to 10°. ix. Ghosh, S., 2010. Seismic active earth pressure
coefficients on battered retaining wall supporting
vii. Similarly when inclination of back of retaining inclined c-Φ backfill. Indian Geotechnical Journal, 40(1),
wall, α increases from 0° to a higher value, other pp.78-83.
parameters remaining same, dynamic earth pressure x. Ghosh, S. and Saran, S.K., 2010. Graphical method
coefficients increases. This variation is seen for all to obtain dynamic active earth pressure on rigid
the values of β ranging from 0° to 10°. retaining wall supporting c-Φ backfill. Electron. J.
viii. The coefficient of seismic active earth pressure from Geotech. Eng, 15, pp.1-5.
the present analytical solution shows a consistent xi. Jana, D.(2017),”Dynamic Active Earth Pressure on
agreement qualitatively but gives quantitatively Retaining Wall Using Graphical Solution”. A thesis
a lesser value with those from M-O method. This submitted for partial fulfillment of M.Tech in
Geotechnical Engineering at Meghnad Saha Institute of
is due to consideration of actual…. density of the
Technology, Kolkata.
backfill material leads to higher value of angle of
xii. SWISS Standard SN 670 010B (Characteristics
shearing resistance of the backfill.
Coefficient of Soils, Association of SWISS Road and
REFERENCES Traffic Engineer)
i. Mononobe, N., 1929. On determination of earth xiii. Das, B. M. (1993) “ Principles of soil dynamics”, ISBN
pressure during earthquake. In Proc. World Engineering 0-534-93129-4, TA710.5.D27 1992
OBITUARY
The Indian Roads Congress expresses their profound sorrow on the demise of Late Shri Shanmukhappa. K. Angadi
on 17th February, 2019 at Delhi. He was an active member of the Indian Roads Congress.
May his soul rest in peace

TENDER NOTICE
GOVERNMENT OF INDIA
MINISTRY OF ROAD TRANSPORT & HIGHWAYS,
NEW DELHI, NATIONAL HIGHWAYS, KARNATAKA
CHIEF ENGINEER, NATIONAL HIGHWAYS, BANGALORE.
O/o Executive Engineer, National Highways, Bangalore Division,
No.13/4 , 4th Floor CFC Building Nrupathunga Road Bangalore -560001.
Ph No -080-22211207 E- Mail –executive_engi@yahoo.com Fax -080-22211207
Notice Inviting Bid
Bid no: EE/NHDB /AE-2/NH-275K/PR /NIB-06/2019-20 Dated :12.10.2019

RFP for “Periodical Renewal from Km: 0.00 to 10.00 of NH-275K (Mysuru ring road section) under EPC mode
in the State of Karnataka. (Job no: NH-275K-KNT-PR-2019-20/06)”.
The Ministry of Road Transport & Highways through Chief Engineer, National Highways, Bangalore is engaged in
the development of National Highways and as part of this endeavour, it has been decided to undertake Periodical
Renewal from Km: 0.00 to 10.00 of NH-275K (Mysuru ring road section) under EPC mode in the State of
Karnataka. (Job no: NH-275K-KNT-PR-2019-20/06) through an Engineering, Procurement and Construction
(EPC) Contract.
The Executive Engineer, National Highway Division, Bangalore represented by its Chief Engineer, National Highways,
Bangalore now invites bids from eligible contractors for the following project:
State NH No. ICB No. Name of work Estimated Completion Maintenance

Cost in Rs. Cr period period
Karnataka 275K NH-275K- Periodical Renewal from 13.424 06 03 Years

KNT-PR- Km: 0.00 to 10.00 of NH- (inclusive of (Months)
2019-20/06 275K (Mysuru ring road GST)
section) under EPC mode in
the State of Karnataka
The complete BID document can be viewed / downloaded from official portal of the CPPP website https:// eprocure.
gov.in/eprocure/app from 14.10.2019 16.00 Hrs to 14.11.2019 upto 16.30 Hrs Bidder must submit its Financial bid
and Technical Bid at https:// eprocure.gov.in/eprocure/app on or before 14.11.2019 (upto 16.30 hours). Bids received
online shall be opened on 16.11.2019 (at 11.00 hours).
Bid through any other mode shall not be entertained. However, Bid Security, document fee, Power of Attorney and
Joint Bidding Agreement etc. shall be submitted physically by the Bidder on or before 16.11.2019 (upto 11.00 hours),
Please note that the Chief Engineer, National Highways, Bangalore reserves the right to accept or reject all or any of
the BIDs without assigning any reason whatsoever.
Officer In-charge:
Sri. N. Prasad,
Executive Engineer,
National Highway Division
No.13/4 , 4th Floor CFC Building Nrupathunga Road Bangalore -560001
Phone: 080-22211207 Email: executive_engi@yahoo.com
Sd/-
Executive Engineer,
NH Division, Bangalore.

TENDER NOTICE

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IMPORTANT notice
Withdrawal of printing & publishing rights from

m/s jain book agency
It has been noticed that in gross violation of copyright Act, the publication entitled “Specification for Road and Bridge
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Important Notice
80th Annual Session of IRC
Due to some unforeseen circumstances, the 80th Annual Session of IRC scheduled to be held from
12th to 15th December, 2019 has been postponed by one week and now will be held from 19th to 22nd
December, 2019 at Patna (Bihar).
The inconvenience caused is deeply regretted.

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Pt. Nehru Award 2018
The date for submitting nominations for the Pt. Jawaharlal Nehru Birth Centenary Award
2018 is being extended for another 15 days and now the last date for submitting nomination is
9th November, 2019.

ACCOMMODATION
TECHNICAL PAPER
FORM
80th ANNUAL SESSION, patna (BIHAR) from 19TH TO 22Nd december 2019
(Please Return before 25th November 2019)
Shri Umesh Kumar Mobile No. : +91 94318 21539
(Local Organising Secretary, 80th Annual Session) E-mail : 80ircpatna@gmail.com
Managing Director, Website : www.80ircpatna.in
Bihar Rajya Pul Nirman Nigam Ltd.
7, Sardar Patel Marg
Patna-800015 (Bihar)
USE BLOCK LETTERS ONLY. Tick (√) Wherever Applicable
IRC Membership No. __________________

(Mandatory)
Name : _________________________ Whether Official/Non-Official
Designation : _________________________ Equivalent to :
Secy/E-in-C/CE [A]
Address : _________________________
SE [B]
: _________________________ EE [C]
: _________________________ AE [D]
Pin Code : _________________________ Basic Pay (Rs.) :
Age : _________________________ Total Emoluments Rs. :
Telephone Nos. with (STD) Code

Office : _________________________ Residence : ____________________
Fax : _________________________ Mobile : ____________________
E-mail : _________________________
Name of Spouse (If accompanying) Age Veg [V]/Non-veg [N]
Arrival Date Departure Date

Mode Air/Train/Bus/Car Mode Air/Train/Bus/Car
Flight No. Time Date Flight No. Time Date
Airport : Airport :
Train Name Time Date Train Name Time Date

Class Station Class Station
Bus Time: Date: Bus Time: Date:

Car Time: Date: Car Time: Date:
Own Arrangements : Yes [Y] No [N]
Address : __________________________________________________
__________________________________________________
__________________________________________________

ACCOMMODATION
TECHNICAL PAPER
FORM
Accommodation as Govt. Officer: Single [S]/Double[D]
S.No. DESIGNATION For Self For Spouse
1. Secretaries/Engineers-in-Chief Rs.10000 Rs.3500
2. Chief Engineers/Addl.C.Es Rs.9500 Rs.3500
3. Superintending Engineers Rs.8500 Rs.3500
4. Executive Engineers Rs.7000 Rs.3000
5. AEEs/Asst. Engineers/J.Es Rs.6000 Rs.3000
Single Delegates of DE/JE category with availing common

6. Rs.500/Bed --
sharing facility
7. Delegates from Foreign Countries $250 $125

______________________Days from____________________to__________________________
Accommodation for delegates (Paying Full) Single (S)/Double (D)
Hotel Name : _____________________________@ Rs.____________________________
Days from___________________________to___________________December, 2019
For online payment and booking of Accommodation, visit www.80ircpatna.in
Date : ____________________ Signature : ________________________
Note : Draw Demand Draft in favour of "Local Organising Secretary, 80th Annual Session, IRC payable at Patna for
accommodation and tours. Accommodation would be confirmed only on receipt of payment in advance.

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Delhi Postal Registration No dl-sw-17/4194/19-21
under ‘u’ Number u(sw)-12/2019-2021
At Lodi Road, PSO on dated 28-29.10. 2019 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
published on 29 OCTOBER, 2019 NOVEMBER, 2019
Indian Highways Advance Month, NOVEMBER, 2019
`20/-
Indian Highways
Volume : 47 Number : 11 Total Pages : 60
Bandra-Worli Sea Link, Mumbai
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in

IRC November 2019

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IRC November 2019

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Delhi Postal Registration No dl-sw-17/4194/19-21

under ‘u’ Number u(sw)-12/2019-2021

Bandra-Worli Sea Link, Mumbai

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

4 INDIAN HIGHWAYS NOVEMBER 2019

(Sanjay Kumar Nirmal)

INDIAN HIGHWAYS NOVEMBER 2019 5

Challenges to keep Roads in good traffic worthy

6 INDIAN HIGHWAYS NOVEMBER 2019

HIGHLIGHTS OF THE 218TH MID-TERM COUNCIL MEETING OF THE INDIAN

The dais of the function was also shared by Shri Parimal

INDIAN HIGHWAYS NOVEMBER 2019 7

8 INDIAN HIGHWAYS NOVEMBER 2019

Address by Shri I. K. Pandey, Director General (Road

INDIAN HIGHWAYS NOVEMBER 2019 9

10 INDIAN HIGHWAYS NOVEMBER 2019

Council Meeting is progress

INDIAN HIGHWAYS NOVEMBER 2019 11

Eminent Speakers delivering their Presentation during Council Meeting

12 INDIAN HIGHWAYS NOVEMBER 2019

Highlights of the Visit of IRC delegation to 26th World Road Congress

INDIAN HIGHWAYS NOVEMBER 2019 13

AMMANN ARX 91 TANDEM ROLLER

14 INDIAN HIGHWAYS NOVEMBER 2019

INDIAN HIGHWAYS NOVEMBER 2019 15

TUNNEL LIGHTING: THENG TUNNEL-A Case Study

1. INTRODUCTION rainfall conditions, the northern region is exposed to sever

16 INDIAN HIGHWAYS NOVEMBER 2019

inside tunnel. Tunnels being closed structures & in case

INDIAN HIGHWAYS NOVEMBER 2019 17

18 INDIAN HIGHWAYS NOVEMBER 2019

Fig. 4 Zones in a tunnel1

INDIAN HIGHWAYS NOVEMBER 2019 19

Fig. 6 Cross Section of Theng Tunnel

20 INDIAN HIGHWAYS NOVEMBER 2019

Item Nos Rate Cost

SGX 320 1XTPP 400 W SGR 234 12865.58 3010545.72

TGX220 2X TL-D58W 131 12150.84 1591760.04

SGP401 1XSON-T 150W 12 7862.3 94347.60

TCW 450 2X28 W 4 4395.74 17582.96

INDIAN HIGHWAYS NOVEMBER 2019 21

necessary changes in the codes of practices be done at the

IRC Technical Committees Meeting Schedule for November, 2019

22 INDIAN HIGHWAYS NOVEMBER 2019

Stress in unbonded tendons for post-tensioned concrete girders-

1. Introduction that the equation of fps needs to be incorporated into

INDIAN HIGHWAYS NOVEMBER 2019 23

Equations developed by researchers Authors Harajli

in which fps need not be taken less than

(based on cylinder compressive strength) or α=0.68

24 INDIAN HIGHWAYS NOVEMBER 2019

(1985); Chakrabarti (1995); Harajli and Kanj (1991); and

Fig 4 Prediction of ∆fps by Chakrabarti (1995)

INDIAN HIGHWAYS NOVEMBER 2019 25

Lee et al. (1999), found satisfactory. Others have shown

26 INDIAN HIGHWAYS NOVEMBER 2019

5. International Codes on stress- inelasticity associated with each arrangement of design

AASHTO LRFD code (2004) recommended the following where

INDIAN HIGHWAYS NOVEMBER 2019 27

28 INDIAN HIGHWAYS NOVEMBER 2019

INDIAN HIGHWAYS NOVEMBER 2019 29

Well Foundation resting on slopping Bed Rock

Sanjib Konar1 K P Abraham2

1. Introduction found feasible. Well foundations are provided where the

5. International Codes on stress- inelasticity associated with each arrangement of design

Bid no: EE/NHDB /AE-2/NH-275K/PR /NIB-06/2019-20 Dated :12.10.2019