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under ‘u’ Number u(sw)-12/2019-2021

At Lodi Road, PSO on dated 28-29.12.2019 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
published on 31 december, 2019 JANUARY, 2020
Indian Highways Advance Month, JANUARY, 2020
`20/-

Indian Highways
Volume : 48 Number : 1 Total Pages : 72

Zebra Crossing is for Pedestrians only

Respect
Pedestrians !
Stop before Stop-Line
National Road Safety Week - 11th to 17th January, 2020

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 : 48 Number : 01 ● january, 2020 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934

Contents
 From the Editor's Desk 4-5
 Meet the New Executive Committee of Irc 2019-20 6-9
 Advertisements 10-14, 67-69 & 70
Technical Papers
 Self Explaining and Forgiving Roads to Improve Road Safety 15
By Dr Sunil Kumar Chaudhary
 Erection Method of Steel Plate Girder for Railover Bridge -A Case Study 24
By Rakesh Kumar Mehta
 Use of Small Bridges and Culverts for Stream Gauging 32
By S.K. Mazumder
 Cross Hole Sonic Pile Test Results Analysis with Case Study 39
By Dr Swapan Kr. Bagui, S.K. Puri, B.C. Dinesh & Atasi Das
 Alternate Strategy to Support Road Infrastructure - A Case Study 47
By M.N. Dakate
 Withdrawal of Printing & Publishing Rights from M/s Jain Book Agency 38
 IRC TechnicalCommittees Meeting Schedule for January, 2020 46
 Guidelines for Accreditation of New Materials and Techniques 55
 List of Irc Accredited New Materials/Techniques/Equipment/Products 56-57
 Tender Notices 58-61
 MoRT&H Circular 62-64
 Announcement for Regional Workshop on “Quality Control New Materials and Techniques in Road Sector 65-66
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 JANUARY 2020 3
 FROM
TECHNICAL
THE EDITOR’S
PAPERDESK

NATIONAL ROAD SAFETY WEEK

We are celebrating National Road Safety Week in January every year. The documentation of road safety problem in
India is provided through Road Accident Statistics published by Ministry of Road Transport & Highways. The latest
report on Road Accidents in India, released in 2019 is a compilation of data on various facets of road accidents as
furnished by Police Departments of all States/U.Ts for the calendar year 2018. As per this report, road accidents in the
country have increased by around 0.46% during 2018, with the year seeing 4,67,044 road accidents. Further, fatalities
resulting from these accidents have risen by about 2.4% during the same period. Nearly 1,51,417 persons were killed
in 2018.
Number of injuries of 469,418 reported during this year shows reduction by 0.33% over previous year. However these
numbers are based on police reports which is a poor source of information for non-fatal injury statistics because police
data critically report a small fraction of the non-fatal road traffic injury which is true not only for India but for other
countries also. Generally, under reporting is found to be inversely proportional to the injury severity.
Road accident is one of the leading causes of death and health loss among persons of age group 15-49 years imposing
huge socio-economic costs to our county. Road users on the two wheelers are the most vulnerable constituting 31.4%
of the total persons killed in 2018 and they also have the highest share 35.2% in the total number of road accidents.
The working age group of 18-60 years accounted for a share of 84.7% in the total road accident deaths.
The number of hit and run cases in 2018 accounted for 18.9% of the deaths compared to 17.5% in 2017. Head on
collision followed by hit from the back accounted for 56% of persons killed in 2018. The category registered maximum
increase in 2018 was collision with parked vehicles.
Under the category of traffic rule violation, over-speeding is a major killer accounting for 64.4% of the persons killed
followed by driving on the wrong side of the road which accounted for 5.8% of the accident related deaths. About 29%
of the deaths can be attributed to non-use of helmets and 16% of the deaths can be attributed to non-use of seat belts.
Overloaded vehicles accounted for about 12% deaths.
Statistics shows that traffic junctions are points of conflict and hence, are prone to road accidents. About 37 per cent
of total accidents took place on junctions itself during the calendar year 2018. In addition, they sustain relatively more
serious injuries even at low velocity crashes, unlike car occupants who are protected by impact absorbing metallic
body of the vehicles. Hence, the road planers have to keep all these aspects in consideration while planning of our
roads specially in urban areas.
We know that, road accidents is a negative externality associated with expansion in road network, motorization and
urbanization in the country. Road accidents are multi-causal and an accident is the result of a combination of factors
such as human error, road defects, engineering defects of the vehicle, non-availability of pedestrian facility, cyclist
facility, circumstantial factors such as weather condition, visibility etc. All countries across the globe are showing
concern over the growing number of road injuries and accidents. A large number of people in the prime of their lives,
who could have contributed to the progress of society, are killed in such road accidents. Apart from the immeasurable
individual tragedy, there is a huge national wastage of available manpower. But such quantum of road deaths and
injuries are not inevitable and society has a responsibility to prevent them. Road safety is a community issue and the
strategy includes roles and responsibilities for everyone, whether it is passenger travelling in a public/private transport
or pedestrian who is using road pavement. Most importantly, the community has the responsibility to demand safe
travel on roads.
Highway Engineers and the law enforcing agencies have a never-ending responsibility to ensure the safety of all road
users. One of the most important and most challenging aspects of highway engineering is designing to enhance safety
with the help of Engineering Aspects, Environmental Aspects, Behavioral Aspects and Legal Aspects. Thus, roadside
safety is concerned with treatments to minimize the likelihood of serious injuries when a vehicle runs off the roadway.
The Engineering aspect covers the geometric design and construction of roads, bridges, flyovers, culverts, underpasses,
footpaths, foot over bridges, tunnels and road junctions with proper signaling system, rotaries, roundabouts, proper
lightings, etc in accordance with standards, guidelines, norms set forth by IRC or other authorities.

4 INDIAN HIGHWAYS JANUARY 2020

 FROM
TECHNICAL
THE EDITOR’S
PAPERDESK

Safer roads and roadsides amenities play a significant role in either preventing accidents or minimizing the fatalities
associated with the crashes. Alongside these improvements, assessment of the accident potential of high risk sites
on our roads and periodic safety audits as per IRC:SP:88 of existing roads identify deficiencies and help establish
priorities for upgrading roads. New technologies are continuously considered in the context of developing safe and
responsive traffic management. These initiatives would provide better standards of safety, protection and would result
in changes to existing design and a possible decrease in the fatalities.
These accidental deaths could be prevented by better planning & designs of road and application of evidence-based
measures. Accident reduction and accident prevention are the two main strategies in road safety.
Accident prevention is the application of expertise in safe road design, road geometry, as well as the materials used
in constructing new streets and roads or redesigning the existing roads. The Road Safety Strategy must start with
raising the awareness amongst road user and other stakeholders to gain their support. The road and health sector has
an important role to play in promoting road safety and injury prevention, in particular regarding safe behavior. Data
collection and analysis and dissemination of the results and recommendations are also of utmost importance.
Road Safety should make a distinction between the situation and the management systems necessary to control it
with prevention activities that largely exceed the self-evident fields of the traditional 5 Es i.e. Engineering, Education,
Enforcement, Environment and Encouragement approach. Research and development over the past few decades in the
foreign countries have proved that a range of interventions exists to prevent crashes and injury.
A major initiative of the Ministry this year in the field of Road Safety has been the passing of the Motor Vehicle
Amendment Bill 2019 by Parliament in August, 2019. This bill has now become an Act. The provisions of Motor
Vehicle Amendment Act 2019 which focus on road safety include, inter-alia, stiff hike in penalties for traffic violations
and electronic monitoring of the same, enhanced penalties for juvenile driving, cashless treatment during the golden
hour, computerisation/automation of vehicle fitness and driving tests, recall of defective vehicles, extending the scope
of third party liability and payment of increased compensation for hit and run cases etc.
Ministry has set a target of Road Safety Audit of 40,000 km length of National Highways during next five years
which will require large number of properly trained Road Safety Auditors. for this purpose, IRC has recently finalized
course contents of 15-day Road Safety Auditors Certification Course which will help all reputed Training/Academic
Institutions in providing essential training in Road Safety Audit.
Road safety is a shared responsibility needs to be addressed on a holistic basis. Road traffic injuries can be prevented.
Effective interventions include incorporating road safety features into land-use, urban planning and transport planning;
designing safer roads and requiring independent road safety audits for new construction projects; improving the safety
features of vehicles; promoting public transport; effective speed management by police and through the use of traffic-
calming measures; setting and enforcing internationally harmonized laws requiring the use of seat-belts, helmets and
child restraints; setting and enforcing blood alcohol concentration limits for drivers; and improving post-crash care
for victims of road crashes.
Considering the seriousness of the problem, there is a need for the society at large to join hands with the Government
Organisations and other stakeholders to make road safety a social movement. To give all the stakeholder an opportunity
to take part in concerted action for this cause, National Road Safety Week is observed throughout the country every
year to highlight and emphasise the need for safe roads. This year the 31st Road Safety Week is being observed from
11th to 17th January, 2020. Let us all participate in this Road Safety week wholeheartedly to make an effective and
sincere beginning towards achieving our goals reducing road accident deaths to one half in near future.

(Sanjay Kumar Nirmal)

Secretary General

INDIAN HIGHWAYS JANUARY 2020 5

 MEET THE NEW EXECUTIVE COMMITTEE OF IRC 2019-20
Shri C.P. Joshi, Secretary (Roads) PWD Govt. of Maharashtra has post graduated
from IIT Mumbai in 1985. He has received his Master of Technology in Structural
Engineering and has received the Silver Medal of IIT being 2nd Number. He has joined
the Maharashtra Services of Engineers as Assistant Executive Engineer (Class I) in
July 1985. Since July 1985, he has served in capacity as Executive, Superintending
and Chief Engineer up to February 2016. He has taken over as Secretary P.W.D.
Maharashtra from Feb 2016 and since then working as Secretary of PWD till today.
Shri C. P. Joshi
President, Irc Shri C. P. Joshi continues to be on the board of MSRDC Ltd and will continue as Chief
Technical Examiner of the Nagpur Mumbai Super Communication Expressway till
December 2022.
Shri Joshi, in his carrier spending 34 years has worked in the most difficult and remote areas of Maharashtra
such as Konkan, Border areas of Solapur and in drought prone areas of Marathwada. In his carrier he has
supervised construction of 249 bridges, most of which are located in severe atmosphere of Ratnagiri and
Sindhudurg districts. He has administered contracts and supervised Four laning/ Six laning of 450 km of
State Highways and upgradation of 10,000 kms of State highways to National Highway Standard.
Shri Joshi, has also obtained the L.L.B. degree of the Mumbai University in 2004 and has fought many
Arbitration and High Court cases and has received decisions in favor of the Government.
In his early tenure of Secretary, he has been successful in upgrading and increasing the National Highway
road length in Maharashtra from 6000 km (as on 1/4/2016) to 17501 km and all these roads are now being
provided with rigid pavement. He has been successful in achieving sanction of Asian Development Bank
loan of Rs.5000 Crores through which 1500 kms of State Highways will be upgraded to International
Standards.
From 1990, Shri. C.P. Joshi has been associated with formulation of road development and bridge construction
scheme under the Rural Infrastructure Development Fund of the apex body NABARD, India and been
successful for 24 years to receive loan assistance of Rs.500 Crore every year through which till date 6000
major and minor bridges are completed. He has been elected as President of Indian Roads Congress during
80th Annual Session held at Patna in December 2019.

Shri I.K.Pandey joined Ministry of Road Transport & Highways in September, 1984
as Assistant Executive Engineer and rose to the position of Director General (Road
Development) & Special Secretary who is the apex technical authority in the Government
of India on development of Highway infrastructure in the Country. He graduated in the
year 1982 in Civil Engineering and M. Tech (Foundation Engineering) from MANIT
Bhopal, pursued course in Environment Impact Assessment & Auditing (EIA&A) from
University of Bradford, United Kingdom and a course in Advanced Bridge Engineering
Shri I.K. Pandey
DG (RD) & SS, at TIC (Tokyo International Centre), Japan. He has worked in the Ministry in various
Mort&h and capacities and also in National Highway Authority of India (NHAI) as General Manager
Hony. Treasurer, IRC
(Tech) and Chief General Manager (Tech). During his career spanning over 35 years, he
had successfully got executed number of Highways & Bridge Projects; actively associated in formulations &

6 INDIAN HIGHWAYS JANUARY 2020

 MEET THE NEW EXECUTIVE
ADVERTISEMENT
COMMITTEE OF IRC 2019-20

specification and codal provision of IRC as Convenor/ Member of various IRC Technical Committees. He is
acting as the Chairman of HSS Committee, BSS Committee and GSS Committee of Indian Road Congress
which is the apex body for recommendation of any codal provisions. He is also working as Chairman of ING-
IABSE and steering the work of ING-IABSE for disseminating knowledge in the field of Bridge Engineering
through various workshops and seminars across the Country. He is also a Council Member of Institute of
Engineers (India).

Shri Sanjay Kumar Nirmal, Secretary General , Indian Roads Congress joined Ministry
of Road Transport & Highways in 1986 as an Assistant Executive Engineer through
CES (Roads) and elevated to the post of Chief Engineer.
Shri Nirmal Graduated in 1983 from Malaviya National Institute of Technology,
Jaipur in Civil Engineering with Honours. M.B.A. in 1990 from R.A. Poddar Institute
of Management, Jaipur. Master of Science (MS) in 1998 from Delft University of
Shri S.K. Nirmal Technology/IHE, Delft, the Netherlands and Diploma course in French language from
Secretary General, Irc University of Rajasthan.
Prior to joining Ministry of Road Transport and Highways, Shri Nirmal worked in
Engineers India Limited from 1984 to 1986. After joining Ministry in 1986, he has worked at Ministry’s
Regional office, Jaipur and Guwahati, worked in project zones at headquarter, DPR Cell of IAHE, Bridge
Standard and Research Zone of Ministry, Project Management Unit of Ministry at Arunachal Pradesh in
various capacities. He has also worked in National Highways Authority of India during 2003 to 2009 as
General Manager and 2009 to 2010 as Chief General Manager.
Shri Nirmal is recipient of prestigious Pt. Jawaharlal Nehru Birth Centenary Award for his outstanding
contribution to Highway profession given by IRC in 2003. Shri Nirmal has contributed more than 14
Technical Papers in various IRC Journals, National and International Seminars and Conferences. He received
IRC Medal for the best Paper for 2018 and Commendation Certificate for his Paper published in 2003. He
has also presented two Papers in recently completed World Road Congress (PIARC) 2019. He was also
Corresponding Member of Technical Committee of Flexible and Semi-Rigid Pavement (D.2.b) of World
Rod Association (PIARC), Paris.
He is a fellow member of Institution of Engineers India, Member of International Road Federation (IRF)
and Member of ING-IABSE.
He is closely associated with IRC for last three decades and contributing immensely in various technical
committees for formation of codes/guidelines/manuals. He is active member of IRC Apex technical committees
viz Highway Specification and Standards committee (HSS), General Specification and Standards committee
(GSS); Co-Convener of IRC H2 Committee (Flexible Pavement Committee), and Member-Secretary of G1
committee (Project Preparation, Contract Management, Quality Assurance & Public Private Partnership
Committee). He is also Member Secretary of Highway Research Board.
He is a Guest faculty for various national and international training programmes organized by Indian
Academy of Highway Engineers, Noida, Guest Faculty for Indian Railways Institute for Civil Engineers
(IRICEN), Pune and National CPWD Academy, Ghaziabad.

INDIAN HIGHWAYS JANUARY 2020 7

 MEET THE NEW EXECUTIVE
ADVERTISEMENT
COMMITTEE OF IRC 2019-20

Shri Toli Basar, born on 7th May’1960, joined as a direct recruited, Assistant Engineer,
Public Works Department (the then under cpwd) in the year 1984. Promoted to the post
of Executive Engineer in the year 1988-89. In the year 1993-94 promoted to the post of
superintending engineer, pwd and joined as superintending surveyor of works in the
office of Chief engineer, pwd, as superintending surveyor of works (superintending
engineer, planning) assigned the work of design, planning and annual operating plan of road
and bridge of the department. In the year 1994-95 transferred to superintending engineer
Shri Toli Basar (coordination) cum capital circle, pwd and as superintending engineer, coordination,
Immediate Past Training cum Capital Circle remains in the year 1994-95 to 2000 the in-charge of appointing,
President, Irc
authority/transfer & posting of group c&d (ministerial and technical) staff of pwd cadre.
During period finalize the seniority list of group c&d cadre, conducted recruitment of group c&d cadre staff of
pwd. Executed many important projects- national highways, water supply, Advanced landing ground (alg)
helipad/roads projects important office building were constructed like police head quarter, library building of
govt. Degree College, itanagar, construction of directorate office building of d.P.I, agriculture /horticulture/rcs/
art & culture industries building and state banquet hall itanagar, etc.
At present he is assigned as a chief engineer, highways, pwd, government of arunachal pradesh, w.e.f.
August 2013 completed 10 nos. Highway projects and 2 nos. Bot projects in arunachal pradesh package of
roads and bridges under mort&h. As recognition of outstanding and extra-ordinary achievement in chosen
field of engineering activities, service rendered by him to arunachal pradesh state govt. awarded him the highest
state award, “state gold-medal awarded” in the year 2011-12.

Shri H.R. Raheja has completed his B.Sc.(Engg.) (Civil) in 1985 from erstwhile Regional
Engineering College (now National Institute of Technology) Kurukshetra. He has worked
as Lecturer in Civil Engineering from 1985 to July 1987 and is presently pursuing Ph. D
(Part time) in Transportation Engineering in the same institute.
Shri Raheja joined Haryana Service of Engineers (Class I) in Haryana Public Works Department
(Buildings & Roads) in July 1987 as Assistant Executive Engineer and has served as Executive
Engineer (1992-2003), Superintending Engineer (2003-2006) and as Chief Engineer (2006-
Shri H.R.Raheja
Vice-President, Irc July 2019). He has been promoted as Engineer-in- Chief on 1st August, 2019.
He has worked on structural design on many prestigious government buildings in Haryana.
He handled Six and Eight laning and Operation & Maintenance of NH-1 (new NH-44) while on deputation to
National Highways Authority of India (1999-2003). He got in-depth experience of development of greenfield
Industrial Model Townships and Expressways during his tenure on deputation in HSIIDC. He has authored
number of arbitration awards and has handled important arbitration cases. He was elected as Vice – President
of Indian Roads Congress during 80th Annual Session held at Patna in December 2019.

Shri Kamlesh Kumar Pipri is Chief Engineer in Public Works Department, Chhattisgarh.
Shri Pipri has completed his B.E. (Civil) in the year 1985 from Government Engineering
College Jabalpur (MP) and then M.E. (Structural Engineering) from BIT, Durg (CG).
He joined Madhya Pradesh PWD as Assistant Engineer in 1986 since then he served
as Assistant Engineer & Executive Engineer in the state of Madhya Pradesh till 2003.
Subsequently his services have been transferred to the State of Chhattisgarh in 2003. He
Shri K.K. Pipri
served as Executive Engineer and Superintending Engineer in Chhattisgarh till 2009. He
Vice-President, Irc has been promoted as Chief Engineer in 2010. He was working as Chief Engineer Bridge
Construction Zone from the year 2010 to 2015.
8 INDIAN HIGHWAYS JANUARY 2020
 MEET THE NEW EXECUTIVE
ADVERTISEMENT
COMMITTEE OF IRC 2019-20

Shri Pipri was Responsible for Planning, Designing, Construction & Maintenance of Bridges in the State. More
than 500 bridges and several ROBs have been constructed during 2010-2015 in his tenure. Longest bridge of
Chhattisgarh across Mahanadi River has been constructed under his guidance. Since 2015, he is Chief Engineer
(National Highways Zone) in the State of Chhattisgarh. He is responsible for project preparation, construction
of NH and implementation of various schemes of MORTH on National Highways.
He has been elected as Vice-President of the Indian Roads Congress during 80th Annual Session at Patna in
December 2019.

Shri Umesh Kumar was born on 5th December, 1960 in Bihar. He Passed Diploma in
Civil Engineering In 1979 and took admission for B Sc Engineering. I joined Road
Construction Department as Junior Engineer in 1982. He completed balance study of
B Sc Engineering in Civil in 1985 from Bihar College of Engineering (Now known as
NIT Patna) and rejoined Road Construction Department. He was promoted as Assistant
Engineer in 1987 and posted as Assistant Engineer in Indira Gandhi Institute of Medical
Shri Umesh Kumar
Sciences Patna and supervised Construction of Hospital complex and Residential
Vice-President, Irc Complex. Promoted to the post of Executive Engineer in year 2009. Served as Executive
Engineer in the District Gopalganj, Buxar and Ara. In the year 2016 promoted to the
post of Superintending Engineer and joined as Technical Secretary to Engineer in Chief Road Construction
Department, Government of Bihar. In September 2017 posted as Managing Director, Bihar Rajya Pul
Nirman Nigam Limited, Bihar. In January 2018 promoted as Chief Engineer and assigned the same work
of Managing Director, Bihar Rajya Pul Nirman Nigam Limited, Bihar. As Managing Director, achieved the
target of approx 1600 crore per year for construction of Major and Mega Bridges. Elected as Vice President
of Indian Roads Congress during 80th Annual Session held at Patna in December, 2019.

Shri Jaswant Singh completed his diploma in Civil Engineering in 1993 & graduated
with Degree in 1996. He started his carrier with PWD(NH) Rampur (Bushahar) as
Site Engineer. In 1997, he started his own construction company by the name M/s 3S
(triple ess). He has completed construction of number of roads, bridges, aqueducts,
water-channels and buildings in the state of Himachal Pradesh with the quality & on
time construction. He contributed a lot as a member of Hill Road Committee, Indian
Shri Jaswant Singh Roads Congress.
Vice-President, Irc
Shri Jaswant Singh is a member of Executive Committee of Institution of Engineers
Himachal Pradesh Chapter. He is also a registered valuer under 34A/B of wealth Tax
with Chief Commissionaire of Income Tax Himachal Pradesh. He also operates a Material Testing Laboratory
at Rampur (Bushahar).
Recently, he is appointed by Honourable Chief Justice of High Court, Himachal Pradesh, as a member
of Road Safety Committee. Presently, he is working as a Project Director with Clairvoyant Engineering
Consultants Pvt. Ltd., Delhi handling chemical stabilization & road safety works of Himachal Pradesh.
He is elected as Vice-President of Indian Roads Congress during 80th Annual session held at Patna in
December 2019.

INDIAN HIGHWAYS JANUARY 2020 9

 ADVERTISEMENT

10 INDIAN HIGHWAYS JANUARY 2020

ADVERTISEMENT

INDIAN HIGHWAYS JANUARY 2020 11

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12 INDIAN HIGHWAYS JANUARY 2020

ADVERTISEMENT
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INDIAN HIGHWAYS JANUARY 2020 13

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14 INDIAN HIGHWAYS JANUARY 2020

 TECHNICAL PAPER

SELF EXPLAINING AND FORGIVING ROADS TO IMPROVE ROAD SAFETY

Dr Sunil Kumar Chaudhary1

Abstract
Loss of lives due to Road accident has been a matter of great concern for Disaster professionals, Technocrats and Policy
makers. More than 1.35 million people are killed on the road every year and more than 20 million are injured, according
to a World Health Organisation recent report. Despite the fact that 10% of the total accidents are single vehicle accidents
(typically run-off-road accidents) the rate of these events increase up to 45% when only fatal accidents are considered. Hence
Improving road safety has been the key objective for road authorities worldwide in recent years. Lately, many concepts like
self-explaining roads, low cost measures or forgiving roads were adopted to reduce the number of fatalities, concepts. As new
research findings are published, differing theories evolve and road safety visions change. The way roads are laid out and
designed can reduce the exposure to traffic of vulnerable road users, reduce the probability that crash and injury occur when
these users are exposed and reduce the severity of injury if it occurs. Substantial and sustainable casualty reductions can be
achieved in relatively short time and at relatively short cost by identifying and treating high risk infrastructure sites, creating
safer and forgiving roads. The overall aim of this paper is to improve traffic safety by increasing the awareness of road
authorities, in order for them to implement road safety measures, to use intelligent, intuitive and cost-efficient combinations
of new technologies and traditional infrastructure best practice applications, in order to enhance the forgiving and self-
explanatory nature of roads.

1. INTRODUCTION humans. So all the initiatives have focused on educating the

More than 1.35 million people are killed on the road every
year and more than 20 million are injured, according to a
World Health Organisation recent report. Despite the fact
that 10% of the total accidents are single vehicle accidents
(typically run-off-road accidents) the rate of these
events increase up to 45% when only fatal accidents are
considered. Road traffic crashes cost most countries 3%
of their gross domestic product. More than half of all road
traffic deaths are among vulnerable road users: pedestrians,
cyclists, and motorcyclists.93% of the world's fatalities
on the roads occur in low- and middle-income countries,
even though these countries have approximately 60% of
the world's vehicles. Road traffic injuries are the leading
cause of death for children and young adults aged 5-29
years. [1] One of the key issues of this dramatic increase for
the high rate of this type of accidents is the lack of self-
explaining and forgiving roadsides.
Most of the accidents are caused because of human
mistakes. To err is human seems to come with a baggage
of death and lifelong suffering. Since accidents are caused
by human error, the obvious solution has been to educate
1
Executive Engineer, Road Construction Department, Bihar, Presently, Advisor (Technical), BSDMA, Patna, Email:sunil228@cimp.ac.in
driver (I see people whizzing past huge hoardings saying
Speed thrills but kills), having motors to adhere to tougher
guidelines and finally strict enforcement. However this
approach has not really helped much with no significant
drop in accidents.
Around the turn of the century various countries like
Dutch, Netherland and US got together and started the
European Road Assessment Programme an initiative to
reduce death and serious injuries on Europe's roads. They
understood that making roads wider, straighter and faster
simply does not work on local and commercial roads in
urbanised area. They agreed that sources of crashes are
lack of driver expectancy and confusion from road to road,
sometimes within a segment of road and consequences
of driving errors. There was a biggest conflict between
purpose of roads for the moving people and the value of
road in providing for and access. They began to commit
themselves to a different approach. They adopted a
multimodal approach to safety. From here emerged the
concept of self-explaining and Forgiving Roads. This new
approach led to a reduction in annual fatalities from 44,000

INDIAN HIGHWAYS JANUARY 2020 15

 TECHNICAL PAPER
a year in 1975 to 37,000 a year in US and 3200 to 800 in
Dutch in the year 2008. This is a tribute to the engineering
and planning profession in any country.
The vision of "The self-explaining and forgiving road"
is a new way of thinking in planning and designing road
infrastructure. Design of roads must focus on simplicity
and clearness instead of complexity and ambiguity.
Whatever we do about design - including use of information
technology - with the aim to help the road users to manage
traffic situations in a safe manner - road users will make
mistakes and accidents will occur. The higher the speed
the more serious the consequences will be from making
mistakes in traffic. Self-explaining roads are designed
and constructed to evoke correct expectations from road
users, eliciting proper driving behaviour. Forgiving roads
are designed and constructed to avoid and / or mitigate
negative consequences of driving errors. The overall
concept within which “forgiving” and “self-explanatory”
roads lie, is of sustainable safety, as part of the broader
sense of sustainable development.
2. THE CONCEPT OF SELF-EXPLAINING
ROADS
The beginners of self-explaining roads are Theeuwes,
J & Godthelp, H, who in 1992 published an article
titled “Begrijpelijkheid van de weg”, which means
"understandable roads" in the Dutch language. The authors
used an English term “self –explaining roads” because
they believed that the term “understandable roads” would
not appropriately describe complex mental processes.
The self –explaining roads concept has spread across the
world (The Netherland, Denmark, Germany, Great Britain,
Australia, New Zealand...). Google research showed that
already more than half a million web sites contains the
term "self-explaining roads".
By definition, the self-explaining roads are roads which
only by their form induce traffic safe behaviour of all
participants in traffic.
The characteristic terminology of self-explaining roads
is categorisation, perception and expectation, road
atmosphere, harmonised standardisation, understandable
road designing, readability, psychological traffic calming,
consistency and feasibility.
The key terms in the self-explaining roads concept are
categorisation and perception and consequentially, the
expectations of the traffic participants.
Categorisation is a way of how people try to recognise,
understand and distinguish objects. There are several
theories on how people categorise objects. The
16 INDIAN HIGHWAYS JANUARY 2020
categorisation of road network is based on the theory
of prototypes. The basis of the Prototype theory is an
assertion that road users develop a prototypic detection
of road types in case when the physical appearance of
certain road environment is homogeneous and physically
different from other types of road environment. Improper
categorisation of roads is dangerous because it causes
false expectations of road users. (Prestor, 2014)
Perception is a sensory detection of the world around us
and includes recognition of stimuli from the environment
and also reactions to the impact of these stimuli. Through
the perception process we acquire information about things
from the environment and interpret them. Perception does
not create the world around us, but it also enables us to
function in our environment. (Studio Bračevac, 2010)
The goal of the self-explaining roads is the design of the
road environment, which is aligned with expectations. An
interaction between the appropriate drivers' expectation
and the road environment constitutes traffic atmosphere,
which is a condition for safe behaviour.
The self-explaining roads connect the categorisation
of road network and expectations of road users. The
traffic environment shall induce the right expectation
in the road users, regarding presence and behaviour of
other participants in traffic, as well as regarding their
own behaviour. In order to reach this goal, clearly
separated categories of roads should be implemented,
whereby each road category should clearly define
a special behaviour of all participants in traffic.
Characteristic road categories system should meet
the following conditions:
• Each category should consist of unique road
elements (homogeneous within one category and
different from all other categories);
• Each category should require unique behaviour
for a specific category (homogeneous within one
category and different from all other categories);
• Unique behaviour displayed on roads should be
linked to unique road elements;
• The layout of crossings, road sections, and curves
should be linked uniquely with the particular road
category;
• One should choose road categories that are
behaviourally relevant;
• The same road category should connect the road
section, which is psychologically interpreted as a
whole.
 TECHNICAL PAPER
• There should be no fast transitions going from one
road category to the next
• When there is a transition in road category, the
change should be marked clearly (e.g., with rumble
strips);
• When teaching the different road categories, one
should not only teach the name of, but also the
behaviour required for, that type of road;
• Category-defining properties should be visible at
night as well as in the day-time.
• The road design should reduce speed differences
and differences in direction of movement.
• Road elements, marking, and signing should fulfil
the standard visibility criteria.
• The traffic management systems should be clearly
connected with special road categories.
3. ANALYSIS OF THE EXISTING
CATEGORISATION OF ROADS IN INDIA
On the basis of an SER analysis (self-explaining roads)
categorising the road network in India, it was established
that motorways and expressways are generally built
according to SER principles. Motorways and Expressways
differ from other types of roads mainly in their distinctive
road elements, characteristic behaviour and separate
directions of travel, and as such fulfil the basic condition
of homogeneity within one category and the condition of
heterogeneity among different categories. The SER analysis
of national and local roads established the following:
• Specific behaviour is not determined for individual
categories of national and local roads (homogeneity
within one category and heterogeneity among
different categories)
• The typical behaviour of road users is not related to
typical road elements
• The regulation of crossroads, road crossings, road
sections and road bends is undoubtedly related to
the specific road category
• The categorisation of the road network does not
correspond to the behaviour of road users
• The same road category only partly links road
sections which are psychologically interpreted as
one unit
• There are no quick transitions between different
road categories, transitions between road categories
or road connections are not clearly or distinctly
marked
• In giving notifications and information on different
road categories, the rules on road safety behaviour
for individual categories are not clearly presented
in terms of specifying the road category’s
denomination
• Road elements not typical for an individual road
are also clearly visible at night
• The road design and planning in itself prevents
differences in speed and directions of traffic
• Road elements, traffic equipment and traffic
signalisation meet the criteria of applicable
visibility standards
• Traffic control systems clearly related to individual
road categories do not exist
On the basis of the analysis, it is clear that the basic rule
of homogeneity within one category and heterogeneity
among different categories is not taken into account
in the design of the existing road network (exceptions
being motorways and expressways) and that a system of
credible speed limits according to road categories is also
not established.
On the basis of the SER analysis of the road network in
India, it can be concluded that the national and local road
network in India is not categorised and regulated according
to the SER principles of road planning.
Not taking into account the criterion of road categorisation
by traffic functions, the administrative and political
criterion of road categorisation causes traffic functions to
be mixed leading to multifunctional roads and thus to a
vague road network in general.
4. PROPOSAL FOR INTRODUCING SER IN
INDIA
On the basis of the findings of the SER analysis of the
national and local road network in India, it is clear that
SER principles are violated in the majority of cases, since
the principles are not implemented or taken into account.
Regarding the evaluated status of the road network in India,
where, according to the national road administration, the
majority of municipal roads are in in a poor or even very
poor condition, it can be concluded that India provides
a very poorly maintained road network that needs to by
systematically modified.
Based on International practices, the improvement of the
road network needs to pursue the following steps: (Prestor,
2014)
4.1 Road Categories in the national and local road
networks need to be re-classified according to
SER principles:
On the basis of the analysis of the existing road network,
INDIAN HIGHWAYS JANUARY 2020 17
 TECHNICAL PAPER
three basic traffic functions of national and local motorway
network are proposed for the entire network: through
roads, distributor roads and access roads. (Prestor, 2014)
The fourth remote traffic function encompassing
motorways and expressways remains, since the
implementation of motorways and expressways has been,
or will be, adequately approaching the SER principles.
(Prestor, 2014)
4.2 The traffic mode of the entire road system needs
to be prepared:
The distribution of traffic loads in Indian road network
was changing over the years of motorway construction.
After the construction of the majority of main motorway
network sections, it is reasonable to draw up a traffic
model of the entire road system in India that will serve
as one of the bases for determining the traffic functions
of individual roads. Apart from actual traffic loads, their
structure and distribution, the traffic model needs to
consider construction, technical, traffic, economic and
environmental parameters, and spatial as well as road-
safety conditions. The upgrade of the traffic model and
management of traffic flows in the road network will be
achieved by the implementation of an intelligent transport
system.
4.3 The maximum travel time to the constructed
motorway network for every location needs to
be determined (tp < 60 min)
Travel times in Germany are determined according to
the importance of urban centres. It has to be pointed out
that Germany is a larger and more developed country
in terms of traffic. In the case of India, the criterion of
travel times needs to take into account the fact that remote
roads connecting the largest centres are actually already
constructed. Most of the remaining road network is
connected to the remote connections. For this reason, it is
reasonable to form a travel time criterion related to the time
necessary to access the first or nearest connection of the
existing remote road connection from every local centre.
A maximum travel time – tp ≤ 60 min is proposed.
4.4 It is necessary to determine credible speed
limits for individual road categories:
A general administrative speed limit needs to be
determined for every road category. All road elements
have to be determined and dimensioned according to
the speed limit. Speed limits need to be implemented
consistently throughout the whole road network, which
is a basic condition for the credibility of speed limits of
individual road categories.
18 INDIAN HIGHWAYS JANUARY 2020
On the basis of road categories, the determination of
general administrative speed limits is proposed, i.e. for
through roads 80 km/h, distributor roads 60 km/h and
access roads 40 km/h.
4.5 Typical cross-sections for every road category
need to be determined on the basis of road safety
A typical cross-section is specified for every category.
According to the existing roads and the conditions of their
construction, a typical cross-section with characteristic
elements is created, where the driving lane width is
determined according to the interval, depending on the
traffic model results.
4.6 The typical elements of road categories need to
be determined:
The condition for determining typical road elements
requires these elements to be present in the specific road
category. Only longitudinal road elements can be used for
typical elements of a road category, i.e. the road layout,
longitudinal ground markings and delineators.
4.7 A system for continuous notifications and
information about road safety behaviour
on individual road categories needs to be
established
Attracting the attention of road users is one of the SER
principles; in other words to continuously inform and
educate all road users about road traffic rules. This is
particularly true for all changes to rules in road traffic.
4.8 It is necessary to categorise and standardise SER
measures at crossings, bends, crossroads and road
sections and SER measures in built-up areas
The establishment of a new road network categorisation is
a complex problem. In introducing new categories and thus
new rules of road safety behaviour, roads with multiple
traffic functions (grey roads) are considered a special case.
In addition to the issue of roads with multiple functions
(grey roads), the traffic regulation of individual sections,
which needs to follow SER principles, is regarded as very
important.
In the light of the foregoing reasons, it is necessary
to prepare a set of SER measures for individual road
sections which consists of combinations of individual
measures. SER measures have to be determined on
the basis of road safety criteria. In order for them
to be implemented at sections, crossings, bends and
crossroads, it is very important that these measures
be implemented according to the level of difficulty of
individual traffic situations.
 TECHNICAL PAPER
Through Roads Discributor Roads Acess Road
Fig. 1 Typical Cross-Sections (Prestor, 2014)
4.9 Travel Scheme on the Foreseeable Road Network
in India
The travel scheme on the foreseeable road network in
India shows the final destination of vehicles in the SER
network. Vehicles travel from point A to point B on an
access road with an administrative speed limit of 40 km/h.
Vehicles from point B to point C travel on a distributor
road with an administrative speed limit of 60 km/h.
Vehicles travel from point C to point D on a through road
with an administrative speed limit of 80 km/h. The total
travel time on access, distributor and through road to the
motorway network has to meet the criteria tp ≤ 60 min.
Fig. 2 Travel Scheme on the Foreseeable Road Network in
India
5. THE CONCEPT OF FORGIVING ROADS
Forgiving Road is a concept that designs Road to “forgive”
mistakes made on the Road. It seeks smoothly to redirect
the vehicles that leave Roads and allow wide enough clear
zones to bring vehicles to controlled stops if and when
they leave the Roads. Breakaway supports, burying the
end of guardrails, cleaning the roadside of unneeded
obstacles, and flattening and rounding slopes and ditch
sections became standard design as a part of concept.
A forgiving road is designed and built in such a way as to
interfere with or block the development of driving errors,
but also to avoid or mitigate negative consequences of
driving errors, allowing the driver to regain control and
either stop or return to the travel lane without injury or
damage.[2]
A large number of research studies have been conducted in
the past years, studies which contributed to the development
of the road design standards for improving roadside
design. They suggest[3] that the stages in any strategy for
improving the siting and design of street furniture can be
further developed and extended as follows:
Table-1 Main Principles for forgiving roads
Existing Roads Designed Roads
Eliminating unnecessary Designing roads without any
obstacles dangerous street furniture
problems
Moving obstacles further Designing a clear zone at the
away from the roadside side of the road
Modifying the structure of the Designing street furniture to
obstacles be more forgiving
Isolating certain obstacles Protecting street furniture with
with new and improved types a barrier to absorb some of the
of safety device energy of the impact
To develop a forgiving road environment, certain
characteristics must be included and measures should be
taken, considering standard road safety measures, but also
a practical tool for assessing the effectiveness of a roadside
treatment, as can be seen further in this paper.
6. Standard road safety measures
for forgiving roads
6.1 Roadside clear zones
A very frequent cause of traffic accidents is the
existence of obstacles along the road, obstacles
which don’t forgive drivers mistakes. These walls,
which were inadequate designed and built, modify
the incidence of crashes. Their presence has two
major implications regarding road safety: the danger
of collision and the obstruction of visibility.
INDIAN HIGHWAYS JANUARY 2020 19
 TECHNICAL PAPER

a b
Fig. 3 a-b Unforgiving Roadside Environment[4]

any adjoining lane/road shoulders, verges and batters.

Fig. 4 Roadside Clear Zone Concept
The clear zone is a key safety concept used in road
design. It represents the area that begins at the edge of
each travelled lane and is available for emergency use by
errant vehicles that run off the road. This zone includes
Generally, the width of the required clear zone increases
as the design speed increases.
The Clear Zone should be kept free of fixed, non-frangible
hazards. It is not always possible, but all practical measures
should be taken to provide this. Acceptable alternative
options include safety barriers and physical measures to
reduce travel speed. Less desirable alternatives include the
use of narrower Clear Zones and compensatory measures
such as delineation improvements.
6.2 Safe Drainage Structures
The drainage structures are an essential element of roads.
They are designed to collect the water, but unfortunately
they are very dangerous for road users. Because of the
high water volume, they are designed very deep and with
a high lateral slope of the walls, and in some cases they are
even made of concrete.

a b c
Fig. 5 a-c Unsafe Drainage Structures
The development on new drainage systems which can is a necessary compromise.
cope with the expected amount of rainfall, yet don’t create Increasing the distance between the drain and the road
unsafe conditions for traffic users is not an easy task, but it will reduce the likelihood of a stray vehicle entering the

20 INDIAN HIGHWAYS JANUARY 2020

 TECHNICAL PAPER
drain and will provide room for pedestrians and other
vulnerable road users away from motorised traffic. The
ideal distance depends upon the usage of the road, but a
typical recommended distance is 1.5 metres.
6.3 Safe barrier Systems
A barrier system is represented by a series of posts and
cross beams, usually steel but sometimes concrete or
a b c
Fig. 6 a-c Unsafe Barrier Systems
Safety barrier ends are usually considered hazardous
when the termination is not properly anchored or ramped
down in the ground or when it does not flare away from the
carriageway. Crashes with “unprotected” safety barrier
ends often “unforgiving” can result in a penetration of
the passenger compartment with severe consequences.
Barrier systems should be used in areas where in case of
a run off accident, the consequences of leaving the road
a b c
Fig. 7 a-c Safe Barrier Systems with Proper Ends
The median barriers are designed to avoid front collision
between vehicles travelling from opposite directions,
but also they have an impact on pedestrians, as they
encourage them to use safer areas to cross the road. A
distinction needs to be made between the medians used
to guide directional traffic management and those used
for safety reasons. The second category must have a
more solid construction, since their function is to divert
wood, used to physically prevent vehicles passing a
defined line, typically the edge of a road or the median
line. Although larger vehicles may ride over barriers,
they can be effective against the majority of motorized
and non-motorized vehicles. However, the effectiveness
of a barrier and indeed the danger that it may pose
depend on how well it has been designed, located and
installed.
by a vehicle would be much worse than if it would hit the
parapet.
The main role of the barrier systems is that they diminish
the severity of a run-off road accident when they are good
designed and installed. For this to happen, they must have
the property to absorb the shock of impact and prevent
bouncing a vehicle back on the road just after a collision,
as can be seen in the figure below.
vehicles tending to go over the median axis and absorb
as much of the kinetic energy during the collision.
To prevent the execution of U-turn maneuver on national
roads with intense traffic, plastic barrier systems
should be installed on the median axis, in the colors
red and white, filled with sand. Their presence on the
roadway should be properly marked with signs and road
markings.
INDIAN HIGHWAYS JANUARY 2020 21
 TECHNICAL PAPER

a b c
Fig. 8 a-c Safe median barriers
6.4 Rumble strips cost and extremely effective treatment in reducing single
Shoulder rumble strips have been proven to be a low vehicle run-off-road crashes and their severity.

a b c
Fig. 9 a-c Unsafe Drainage Structures break away from its foundation with minimal impact on
6.5 Frangible Poles the vehicle.

Where it is not feasible to eliminate roadside hazards, it The decision to use slip base poles will depend on the
is possible to make them less injurious by changing their space available and the resultant likelihood that a falling
design as long as this takes account of real world accident pole would cause injury to other users of the roadside area.
data and current vehicle design. For example, a slip base pole will usually be inappropriate
where pedestrian or cyclist traffic is common because a
Frangible poles can be effective in reducing the severity
falling pole would pose an unacceptable risk to those road
of pole related crashes. These types of utility poles are
users.
specifically designed to collapse or break away on impact
and reduce the severity of potential injuries.
Two types of frangible lighting poles are most used are [6]:
i. Slip-base type poles
ii. Deformable poles
6.6 Slip-base tire poles
Slip-base poles are widely used on freeways and other high
speed roads in many countries and they are becoming more
widely used. The slip-base poles consist of a normal pole
stem, catering for mounting heights up to approximately
15m. The base involves two plates clamped together
with three equally spaced bolts. These plates and bolts
are released during an impact, allowing the pole stem to
Fig. 10 Slip-Base Poles[7]

22 INDIAN HIGHWAYS JANUARY 2020

 TECHNICAL PAPER
6.7 Deformable poles
Deformable poles provide a satisfactory degree of crash
worthiness at lower vehicle impact speeds (ex: up to 80
km/h). They are particularly suited to low vehicle speed
and/or high pedestrian activity areas. Impact absorbing
poles differ from slip-base type poles in that in a vehicle
impact they remain attached to the base structure and
absorb any impact energy. The deformation of the pole is
controlled by designed weakening of the pole stem over
the lower 4m to 5m length.
7. CONCLUSIONS
a. Self-explaining and forgiving Roads is a modern
approaches to road and road network planning for
sustainable safety as part of the broader sense of
sustainable development.
b. The SER analysis of the road network in India,
including the proposal for the establishment of
SER roads and SER road networks, follows in the
continuation.
c. The final objective of the proposal for the
establishment of the self-explainable road
network is safe traffic flow, which, as well as road
safety conditions, also establishes the conditions
for more calm and smooth use of, roads which
is also beneficial in terms of environmental
pollution as well as the traffic and economic
criterion.
d. In addition to the consensus of experts, social and
political agreement is necessary to implement
the concept of self-explaining roads, which
significantly affects current road planning,
management and usage.
e. Forgiving road environments constitute a basic
tool in preventing or mitigating an important
percentage of road accidents related to driving
errors.
f. The existence of a forgiving road environment
would prevent accidents that involve driving
errors and/or would reduce the seriousness of the
consequences of such accidents.
g. What is of outmost importance is to select the
appropriate measure for each type of error, in
terms of infrastructure enhancement.
References
i. ‘‘ERA-NET ROAD: Safety at the Heart of
Road Design,’’ Final Report of the ERA-NET
Programme, May 2012.
ii. E. Bekiaris et al.: ‘‘Infrastructure and Safety in a
Collaborative World,’’ 2011.
iii. European Transport Safety Council: Forgiving
roadsides, 1998.
iv. Search Corporation and Universinj:
‘‘Road Safety Manual for the Republic of
Moldova,’’ 2011.
v. SWOV: ‘‘Roadside design in the Netherlands for
enhancing safety,’’ International Conference on
Traffic Safety of two Continents, Lisbon, Portugal,
1997.
vi. NSW Centre for Road Safety: ‘‘Reducing trauma
as a result of crashes involving utility Poles,’’
August 2009.
vii. Department of infrastructure, Energy and
Resources: ‘‘Road Hazard Management Guide,’’
Tasmania.
viii. Matena, S, Weber, R, Louwerse, R, Drolenga,
H, Vaneerdewegh, P & Pokorny, P et al. 2006,
RiPCORD – iSEREST, Internal report D3.1:
‘‘Road categorisation and design of self-
explaining roads,’’ (EC Contract No.: 50 61 84,
6th Framework Programme).
ix. Dostopno na: <http://ripcord.bast.de/pdf/RI-
BASt-WP3-R1-Road_ Categorisation_and_SER.
pdf> [17.3.2010]
x. Prestor, J., (2014). Predvidljive ceste
xi. ‘‘Safety at the Heart of Road, Design’’ Final
Report of the ERA-NET programme, May 2012
xii. Studio Bračevac 2012, Dostopno na: http://www.
studiobracevac.com/sl> [18.11.2010]
xiii. SWOV 2007, SWOV Fact Sheet: ‘‘Recognizable
road design’’. Dostopno na: <http://www.swov.
nl/rapport/Factsheets/UK/FS_Recognizable_
road_design.pdf> [12.6.2010].
xiv. Wegman, F, Aarts, L (red.) 2006, “Advancing
Sustainable Safety;” National Road Safety
Outlook for 2005–2020, SWOV, Leidschendam
INDIAN HIGHWAYS JANUARY 2020 23
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Erection Method of Steel Plate Girder for Rail over Bridge -

A Case Study

Rakesh Kumar Mehta1

Abstract
Erection scheme for superstructure and casting method for deck slab for Rail over Bridges (ROB) requires proper planning
& design of enabling works since the erection is to be done over running rail traffic with live overhead electric wires by
arranging traffic & power blocks. Supervision works for construction of ROB lies under the Railway authority, so concerned
departments of railway authorities are involved in working out the suitable erection method for superstructure. The method
of erection is selected based on site conditions, rail traffic congestion, safety aspect and requirement of minimum possible
power & traffic blocks rather than the economy of the method. Apart from that, the erection methodology (scheme) needs
to be approved by CRS (Chief Rail Safety official), wherein another high level of safety of the proposed erection scheme is
validated. This article discusses the safest erection scheme adopted in ROB for SCLR project and ROB for Pawana bridge
project based on site conditions and under enormous concern by railway authorities. This article also discusses the method
adopted for casting the deck slab over steel plate girders.

1. INTRODUCTION at Kurla and Tilak Nagar in Mumbai suburban area.

1.1 Santacruz – Chembur Link Road Project (SCLR)
The Santacruz – Chembur Link Road (SCLR) is 6.45 km
long and 45.7 meters wide arterial road and has three
flyovers/bridges on its route, namely, CST Road flyover,
Kurla-Kalina flyover (560 m Long) above LBS Marg, and
the double-decker Bridge (combined length of 1.525 km)
crossing over the Central and Harbour Line railway tracks
The SCLR project is executed in two phases, Phase 1
– Connecting the Mithi River to Amar Mahal junction
of EEH (3.45 km) & Phase 2 – Connecting the Mithi
River to WEH (3 km). The Phase 1 was further divided
in three Sections and section-II of phase-1 was awarded
to Gammon India Ltd. General layout of Section-II of
phase-1 is shown in Fig-1.

Fig. 1 General Layout of SCLR Section II, Phase 1

1
 x-GM (Tech.), Gammon Engineers & Contractors (P) Ltd.; General Manager (Construction Engineering & Design), JMC Projects India Ltd.,
E
E-mail : mht_rksh@yhaoo.co.in

24 INDIAN HIGHWAYS JANUARY 2020

 TECHNICAL PAPER

1.2 Pawana Bridge Project is situated in Pimpri under Pimpri-Chinchwad Municipal

The Pawana bridge project is 1.60 km long elevated flyover
connecting Kalewadi Phata to Dehu Alandi road and
passing over Pawana river, Pimpri-Chinchwad link road,
Mumbai-Pune rail line near Chinchwad railway station and
existing 61m wide old Mumbai-Pune highway. This project
Corporation at Pune. The general layout is given in Fig-2.
The entire project is divided into seven components and
the third component comprises of the ROB which has two
separate carriageways of 15.3 m comprising of a composite
Steel Plate Girder arrangement with Pile Foundation.

ROB Portion

Fig. 2 General Layout of Pawana Bridge Project

2. ERECTION SCHEME OF SUPERSTRUCTURE carriageway with 240 mm thk. RCC deck slab. Weight
FOR SCLR AND PAWANA BRIDGE ROB of one PSC I girder was 120 MT. Since casting of this
PSC I girders in span had a similar problem as with
2.1 ROB at Tilak Nagar (Harbor Line of the Central
casting of 50 m PSC box girder, it was proposed that
Railways)
the PSC I girders shall be cast on elevated casting bed in
Secondary arm towards Kurla dairy for double decker adjacent span and rolling it in longitudinal direction on
bridge passes over the Harbor railway line of Central trestle supporting launching arrangement. After reaching
railway near Tilak Nagar station. This ROB crosses over at bearing location, PSC I girders would be lowered on
only two rail lines- Up line & down line, and their center its location by hydraulic jacks. This scheme was rejected
to center distance is 4.9 m (Approx.). Span of ROB is by Railway authorities due to requirement of Power &
40.5 m in both LHS & RHS carriageway and superstructure traffic blocks that were more than 50 in nos. Then it was
is composite steel plate girder with 240 mm thk. RCC proposed to adopt steel plate girders in place of PSC I
deck slab. General Arrangement of ROB at Tilak Nagar is girders due to ease in erection of superstructure.
given in Fig-3. There are 5 nos. steel plate girders in each
carriageways and weight of one steel plate girder is 32 MT
with total steel plate girder depth of 1.8 m. Cross section
details for superstructure of ROB is given in Fig-4. All
steel plate girders were painted with five coats (DFT-200
Microns) of Epoxy, after sand blasting.
In tender stage, span of this ROB was 50 m for both
carriageway and proposed superstructure was PSC
box girders. For construction of 50 m PSC box girders
either in-situ or pre-cast was not possible due to rail
traffic congestion in Up & Dn line of Harbour Mumbai
suburban rail section as well as safety issue and required
lots of rail traffic blocks. In lieu of above, Client had
proposed the PSC I girders by reducing the span from
50 m to 40.5 m by readjustment in span of secondary
Fig. 3 General Arrangement for ROB at Tilak Nagar
arms. There was 5 nos. PSC I girders proposed in each

INDIAN HIGHWAYS JANUARY 2020 25

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Photo 1 Erection of Steel Plate Girder by Crane

After completion of erection of two girders, a safety net
and permanent bracings were attached in between the
steel girders. This procedure was carried out for launching
Fig. 4 Cross-Section details for Superstructure for ROB of all remaining girders. Launching of 5 nos. steel plate
at Tilak Nagar girders for one carriageway was finished in single 5 hours
of traffic & power block.
2.1.1. Erection Method for steel plate girders
2.2 ROB at Kurla (Main Line of the Central
The steel plate girders were assembled adjacent to railway
Railways)
span. Before erecting steel girder on its location, a trial for
lifting the steel plate girders & its movement was carried
out at night time between 1AM to 3 AM by crane in the
presence of the concerned Railway authorities. The steel
plate girder was lifted by 300 MT capacity Kobelco 7300
crane with help of spreader beam. (Refer Photo-1). Weight
of steel plate girder with spreader beam was 39 MT.
The maximum working radius for crane was 22 m with
38 m boom height. A special design locking arrangement
was used for holding the first erected steel plate girders
in its position. Purpose of this locking arrangement was
to prevent toppling of first erected girder, if any collision
takes place during erection of second steel plate girder.
Detail of locking arrangement is given in Fig-5.

Fig. 6 General Arrangement for ROB at Kurla

Fig. 5 Typical Details of Locking Arrangement
The main arm of Double decker portion crosses over the
central railway tracks near Kurla station. ROB at Kurla is
also a single span of 50.9 m in both LHS & RHS carriageway
and superstructure is composite steel plate girder with
240 mm thk. RCC deck slab. General Arrangement of
ROB at Kurla is given in Fig-6. There are 7 nos. steel plate
girders in each carriageway and weight of one steel plate
girder is 68 MT with total steel plate depth of 2.2 m. All
steel plate girders were also painted with five coats (DFT-
200 Microns) of Epoxy, after sand blasting. Cross section
detail for superstructure of ROB is given in Fig-7.
In tender stage client had proposed the 60 m span of PSC
box girder for each carriageway, for 2 spans P4-P5 & P5-
P6. One span of 60 m (P4-P5) passes over main line of

26 INDIAN HIGHWAYS JANUARY 2020

 TECHNICAL PAPER
central line, which has 4 railway tracks for fast and slow
trains, Up & Dn lines, along with 3 railway tracks for local
maintenance shed. Another span of 60m (P5-P6) passes
over the rail track going to existing Kurla shed. In-situ
casting of Box-Girder or erection of precast box girder for
60m span was not possible over the running railway track,
where local train passes in every 5 minutes from 3.30 AM
to 1 AM.
Fig. 7 Cross-Section Details of Superstructure for ROB at Kurla
Then, Railway authorities proposed the new span
arrangement of 35.4 m x 35.8 m x 40.5 m (P4-P5,P5-P6
& P6-P7) with precast PSC I girder superstructure and
introduced the pier P5 between the slow rail track & fast
rail track, where center to center distance of rail track is
9.5 m. For erection of PSC I girders for this span, it was
proposed to adopt the over- head launching truss system. In
this proposal PSC I girders were to be cast behind the ROB
span on overhead casting bed, and casted PSC I beams
were to be erected by 90 m length over-head launching
truss supported over pier cap. Each PSC I girders shall be
side shifted to its location by side shifting trolleys. Now
construction of P5 foundation between the slow & fast
running rail track was most crucial & difficult part of this
ROB. For construction of P5 foundation between two rail
tracks, Railway authority had allowed 3 hours traffic &
power block on alternate days and 4 hours traffic & power
block on every Sunday (in night time between 12.30
AM to 3.30 AM). But this type of traffic & power block
given by Railway authority, construction of P5 foundation
would take 2-3 years. To avoid further delay in project
due to construction of P5 foundation, it was proposed to
shift the foundation outside the railway tracks and named
this foundation P5A. Span arrangement between P4-P5
was changed from 35.8 to 50.9m (P4-P5A), P5-P6 from
33.8 m to 18.3 m (P5A-P6) keeping the remaining span
length same for P6-P7 i.e. 40.5 m. In addition, it was
also proposed to adopt steel plate girders in place of PSC
I girders for due to ease in erection of superstructure as
similar to ROB at Tilak Nagar.
2.2.1 Erection method for steel plate girders
Erection of steel plate girder in span P4-P5A (Span
length-50.9 m) was very critical as weight of one steel
girder being 68 MT and same had to be erected in 2 hours
traffic & power block as required by Railway authority
for not disturbing the traffic of local trains. All the 14 nos.
of steel plate girders, were assembled above the deck of
Span P6-P7 (Refer Photo-2). The span length for P6-P7
was 40.5 m but our girders length was 50 m. The 15 m
extra erection bed was made behind the span P6-P7 for
proper assembling of the steel girders on span P6-P7.
For Steel girders of 50.9 m length for span P4-P5A, it
was planned to erect the combined 2 steel plate girders,
with all permanent cross bracings and end diaphragm in
2 hours of traffic and power block. Combined weight of
the two girders including bracings was around 150 MT.
For this purpose, an 18.04 m temporary under slung
launching truss (Weight-15 MT) between P5A-P6 and
two under slung launching trusses of span 35 m (Weight-
34 MT) and 15.88 m (Weight-13 MT) over span P4-P5A
were used. Temporary launching trusses of span 35 m and
15.88 m were resting on temporary trestle of 2 m x 2 m.
Temporary trestles were erected between the slow & fast
tracks, where spacing between two tracks was 9.5 m. This
temporary trestle and launching truss were erected by
250 MT single crane from P4 and P5A side, in three
separate traffic and power blocks for 1 hour each. After
placing the temporary launching truss, the combined
Photo 2 View Showing Position of the Assembled Girder on
Deck of P6-P7
INDIAN HIGHWAYS JANUARY 2020 27
 TECHNICAL PAPER

girder made of two steel plate girders, was moved in

longitudinal direction, from span P6-P7 to span P4-P5A
over trolley. These trolleys were motorized and speed was
5m/minute. After reaching the desired location on span
P4-P5A, these assembled girders were lifted with the help
of two cranes (250 MT capacity) on either side and placed
over its bearing location or on temporary support. This
entire operation was finished in 1.5 hours of traffic and
power blocks. Similarly, all the steel plate girders between
span P4-P5A were erected. Erection of 14 nos. of steel
girders was finished in 7 nos. traffic and power blocks of
1.5 hours each (Refer Fig-8 & Photo-3).
Photo 4 Completed View of ROB Kurla

(a)
(a)

(b)

(b)
Photo 3 Launching Activities during Traffic and Power
Blocks between P4-P5A.
After finishing the entire erection operation, temporary
launching truss and trestles were de-erected from its
location by crane with each side in separate two no. traffic
and power blocks of each 1.5 hours. Afterwards each steel
plate girders were moved transversely by jacks taking the
support from pedestal and placed on its final locations.
Complete erected view of ROB at Kurla is given in
Photo-4. (c)

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(d) (f)
Fig. 8 (a-f) Stage wise Launching Scheme for Steel Plate
Girders between P4-P5A
2.3 ROB for PAWANA Bridge
ROB (P18-P19) at Empire estate (which is part of elevated
portion passes over main railway line for Mumbai –Pune
section between Pimpri-Chinchwad stations. There are
three rail lines - Up line, down line & one siding line for
Chinchwad station, and their center to center distance is
12.05 m (Approx.). In tender stage, client had proposed a
20 m composite steel girders span for each carriageway,
but proposal for 20 m span was rejected by Railway
authorities due to construction of Pile, Pile cap &
(e)

Fig. 9 General Arrangement for ROB at Empire Estate

INDIAN HIGHWAYS JANUARY 2020 29

 TECHNICAL PAPER

substructure for pier P18 besides required traffic blocks mounted crane for allowing some minor movement during
and speed restriction. Railway authorities then proposed launching operation as well as erect 2 steel plate girders
to increase the ROB span in view of safety of railway together in place of earlier proposal for lifting of single
track, no speed restriction or no traffic blocks allowed girder for reducing the nos. of traffic & power block. Then
during construction of P18 foundation and proper space 300 T capacity crawler crane was used for lifting 2 steel
required for crane for erection of steel plate girders. It plate girders together (Max. total lifting load was 56 MT).
was proposed to increase the span of ROB from 24 m to (Refer Fig-11 & Photo-5).
34.310 m in RHS side and 38.210 m in LHS side. General
Arrangement of ROB is given in Fig-9.Total steel plate
girders are 7 nos. in each carriageway and weight of one
steel plate girder is 21 MT for 34.310 m span and 27 MT
for span 38.210 m with total steel plate girder depth of
1.864 m. Cross section detail for superstructure of ROB
is given in Fig-10.

Fig. 11 Erection of Steel Plate Girder by Crane

Fig. 10 Cross-Section Details of Superstructure for ROB

at Pawana
2.3.1 Erection method for steel plate girders
The steel plate girders were assembled adjacent to railway Photo 5 Erection of Steel Plate Girder by Crane
span (near the P18 pier). Initially it was proposed that the
single steel plate girders be lifted by already available 2.4 Details of Composite Steel Plate Girder for Rob
250MT tyre mounted crane to avoid the extra hiring of Sclr & Pawana Bridge
cost of the new crane for ROB works only. But Railway Cross section & dimension details of steel girders used
authorities rejected the scheme based on requirement of 75 in above each ROB is given in Fig-12 and their total
nos. traffic & power blocks all including from erection to quantities in one span, weight of one steel girder etc. is
deck slab casting. Railway had proposed to use the crawler given in Table-1.
Table 1 Details of quantities for Steel plate girders (Grade-E250) in ROB
Location Span (m) Total Deck Total Quantities of Steel Quantities Max.Weight of steel
Width (m) superstructure (MT) (kg/Sqm) Girder (MT)
ROB at Tilak Nagar 40.5 21.2 335 390.17 32
ROB at Kurla 50.9 30.2 980 637.53 68
ROB for Pawana 35.14/37.38 15.3 365.14 329.08 27

30 INDIAN HIGHWAYS JANUARY 2020

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Fig.12 Cross-Section & Dimension details of steel girder

3. Conclusion For spans greater than 36 m up to 72 m, the Bow string

Any proposal regarding erection scheme for superstructure
works of ROB portion has to be based on site conditions,
rail traffic conditions and as per local Railway authority’s
requirement rather than possible economy in erection
scheme based on available resources. RDSO has already
standardized the superstructure system for ROB portion
i.e. use of composite steel plate girder system for spans up
to 36 m, use of Bow string steel girders system for spans
greater than 36 m and up to 72 m. For spans more than
72 m, use of either steel truss system or any other special
system from economic point of view or possible erection
scheme is to be adopted. Similar to standardization of
superstructure systems by RDSO, the erection schemes
may also be standardized. So, for spans up to 36 m, the
steel girders shall be erected by suitable capacity crane.
girders shall be erected by using under slung launching
system (similar to scheme executed in ROB at Kurla for
SCLR Project). For spans greater than 72 m, selection of
erection scheme for steel truss or any other special span
system will depend on site conditions and shall either be
done by cantilever erection method by providing nosing
truss at the front or by rolling over under slung launching
truss using motorized trolley (or pushing by suitable
capacity of hydraulic jacks).
REFERENCES
i. R.K. Mehta, “Enabling Works for India’s First
Double Decker Bridge “Santacruz Chembur Link
Road”-A Case Study, B & SE/volume 46/Number
1/March 2016, pp. 55-61.

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INDIAN HIGHWAYS JANUARY 2020 31

 TECHNICAL PAPER

USE OF SMALL BRIDGES AND CULVERTS FOR STREAM GAUGING

S.K. Mazumder1
Abstract
There are innumerable small bridges and culverts all over the country. A large number of small bridges and culverts are also
going to be constructed for the new roads proposed by the Govt. of India. Small bridges and culverts can be conveniently
used for stream gauging. In this paper author has discussed the basic hydraulic principles involved in the design of small
bridges and culverts so that they can be used for stream gauging. An example has been worked out at the end.

1. INTRODUCTION The textbook, ‘Weirs and Venturi Flumes’ by Ackers

Bridges having span from 6 m to 30 m are normally
designated as small bridges. Culverts are those having
span less than 6 m. There are innumerable existing
small bridges and culverts and many more are going to
be constructed all over the country. These bridges and
culverts can be conveniently used for stream gauging.
Flow data forms one of the basic requirements for planning
and design of bridges and appurtenant works besides other
developmental activities.
Stream gauging by conventional methods e.g. area-
velocity method are costly since equipment like current
meter, ADV, ADCP etc. requires time, trained personnel
and periodic calibration of the instruments. Use of small
bridges and culverts for stream gauging is a simple and
accurate method since it needs only water level upstream in
case flow is free. In case flow is submerged, both upstream
and downstream water levels are required. However, some
basic understanding of hydraulic principles is essential for
accurate determination of flow.
In this paper, author has made an attempt to explain the
basic hydraulic principles involved in stream gauging by
use of bridges and culverts.
2. DIFFERENT METHODS OF STREAM
GAUGING
Different conventional methods of stream gauging are
available in several text books (Chow, 1973; Rangaraju,
1993; Subramanya, 1985; French, 1986; Mazumder, 2007)
and Handbooks of hydraulics (King,1954; Boss,1976).
1
 ormer AICTE Em. Professor of Civil Engineering, DCE (now DTU), (Former General Manager/Adviser, ICT Pvt. Ltd. New Delhi
F
Email : somendrak64@gmail.com
et. al (1978) is an excellent text book giving detailed
methodology to be adopted for flow measurement by weirs
and flumes. Several conferences on ‘hydrometry’ which
have been held in the past are another important source
of information for stream gauging. Innovative methods of
flow measurement have been published in several Indian
journals (e.g. IE (I), ISH, IWRS IWWA, etc.) and foreign
journals also (e.g. ASCE, IAHR).
3. Hydraulic Principles Involved
For using bridges and culverts for stream gauging, it is
necessary to understand some basic hydraulic principles
which are discussed in the following paragraphs.
3.1 Critical, Sub-Critical and Super- Critical flow
Flow in open channels is classified as sub-critical and
super critical depending on Froude’s number of flow in
the channel (F) defined as
F=V/√(gy) (1)
where,
V is the mean velocity of flow, y is depth of flow and g is
acceleration due to gravity. Flow is critical when F=1, sub-
critical when F<1 and super-critical when F>1. Expressing
V=Q/A, Eq. (1) may be written as
F= Q/A√(gy) (2)
For a rectangular channel, A=By where B is the mean
width of channel, eq. (2) becomes
F= (Q/B)/√g y3/2 =q/√g y3/2 (3)

32 INDIAN HIGHWAYS JANUARY 2020

 TECHNICAL PAPER
where q is flow intensity i.e. discharge per unit width
In critical flow, F=1 and y=yc and from eq.(3)
yc=(q2/g)1/3 (4)
where, yc is the critical depth of flow
In sub-critical flow, F<1 and y>yc. In supercritical flow,
F>1 and y<yc
3.2 Specific Energy Principle-Head Discharge
Relation
Specific energy is the energy of flowing water measured
above river bed i.e. the difference between the total energy
level and bed level at any section. If y is the depth of flow
and V is the mean velocity of flow, specific energy (E) is
given by the relation
E=y+V2/2g= y+Q/2gA2 (5)
In a prismatic channel, A is a function of y only. For
a given Q-value, E is,therefore, a function of y for
any given Q-value. Fig.1 illustrates specific energy
diagram showing relation between E and y for given
Q-values. Differentiating equation (5) with respect
to y, it can be shown that when specific energy is
minimum, F=1 when y=yc i.e. the flow is critical as
seen in Fig.1. For any given E-value, flow may occur
at two alternate depths (y1and y2) y2 greater than yc
and y1 less than yc. At point C where specific energy is
the minimum, y=yc for the given flow Q. y1 and y2 are
the super-critical and sub-critical depths respectively.
For rectangular section of width Bo, it can be shown
from Eq. (5) that
yc= 2/3 Ec=(q2/g)1/3 or q=(8g/27)0.5 (Ec)3/2=1.70 (Ec)3/2 (6)
Replacing q by Q/Bo and Ec by H, equation (6) becomes
Q=1.70 B0H3/2 (in metric unit) (7)
Fig. 1 Specific Energy Diagram
Where, H =Ec i.e. the energy head above crest at critical
(or control) section of rectangular width B0, and q is the
discharge intensity (in cumec per meter) i.e. q=Q/B0.
Fig.2 illustrates a typical proportional type flow meter
(Mazumder et.al, 1999) where the control section C is
developed by simultaneous contraction of channel width
from B1 to Bo and the floor level is raised by an amount
∆ above bed such that the flow is just critical state at the
control section C (Fig.2). It may be seen that H i.e. head
above crest is less than Ec due to loss in head between
approach section of width B1 and the control section C
(i.e. hLi in Fig.2). When there is no loss in head i.e. hLi=0,
equation (7) gives the exact discharge passing through
the channel. However, there is always some head loss
between approach and control section due to friction and
form loss (in case of separation of flow from boundary).
Hence, hLi is not zero and equation (7) can be modified
as
Q=Cd B0H3/2 (8)
where, Cd is the coefficient of discharge. Cd=1.70
m1/2/sec where head loss (hLi) is zero. For a given
E1, more the loss of head (hLi), less will be Ec and
yc resulting in lower discharge and smaller Cd-
value. Cd-value may vary from 1.50 (for a sudden
contraction) to 1.70 (for a venture flume with smooth
inlet transition). Cd-value is more than 1.70 due
to curvature of water surface profile and negative
pressure at control section e.g. ogee type profile in
a spillway where Cd-value may be as high as 2.18
m1/2/sec. (USBR,1968) .
3.3 Free and Submerged Flow
So long flow passes through critical state or yc exists
at the control section, flow is free and equation (8)
can be used for computing discharge. In free flow,
discharge is a unique function of upstream water
level only and is not affected by downstream water
level. When y0 (at Bo) is greater than yc, control
vanishes and the flow is submerged. Here, y0 is the
depth of flow at control section and y0>yc. Once the
flow is submerged Eq.7 is no more applicable. If the
flow is submerged, Cd is affected by both upstream
and downstream water levels. Equation (8) can be
still used for computing flow with reduced Cd-value.
Cd is zero when there is 100% submergence. Cd-
values for free and submerged flow conditions are
available in the text books cited in section-2.
INDIAN HIGHWAYS JANUARY 2020 33
 TECHNICAL PAPER

3.4 Modular Limit /Critical Submergence
Modular limit or critical submergence may be defined as
the limiting value of submergence up to which the flow
is free and Cd remains more or less constant. It helps in
determining whether a given flow is in free or submerged.
Defining submergence as S= y2/y1 and modular limit/
critical submergence as Scr=(y2/y1)cr, flow is free if S<Scr
and submerged if S>Scr. Here y1 and y2 are upstream and
downstream depths of flow as shown in Fig.2. Higher the
modular limit, more efficient is the flow meter. Mazumder
(1981,1966) proved that modular limit depends on the
following parameters (Fig.2):
a proportional type flow meter. It has an advantage over
other classical type flow meters due to the fact that depth-
discharge relation can be maintained at all incoming
flows and there is no backwater and sediment deposition
upstream due to normal flow conditions prevailing at all
discharges. Mazumder and Deb Roy (1999) developed
the unique flow meter by simultaneous fluming in
both horizontal and vertical plain as shown in Fig.2.
It acts always under free flow condition irrespective
of magnitude of incoming flow in the flow range Qmax
and Qmin used for design of flow meter. The equations
developed for finding the width (B0) and corresponding
rise (∆) at control section are:
Bo = [0.7 (Qmax2/3 – Qmin2 /3) / (E1max – E1min)]3/2 (9)
Δ = E1max -3/2 [(Qmax / B0) /g] 
2 1/3
(10)

Fig. 2 Showing Plan and Section of a Proportional Flow

Meter (Mazumder & Deb Roy, 1999)
i. Fluming or constriction ratio in plan: r=B0/B1
ii. Vertical constriction ratio: R=∆/y1
iii. Inlet head loss co-efficient: Ci=hLi/(Vc2/2g-
V12/2g)
iv. Outlet head loss co-efficient: C0=hL0/(Vc2/2g-
V22/2g)
Fig.3 shows the variation of modular limit with Ci , Co and
r for a given R=0.2. It may be noticed that with rise in head
losses (Ci&C0), modular limit decreases. Modular limit is
not significantly affected by r and R. Ci and Co values are
governed by nature of transition at inlet and outlet of flow
meter, especially at low values of Co.
4. Proportional Type Flow meter
A flow meter where there is negligible afflux and
continues to act under free flow condition irrespective
of magnitude of incoming discharge may be termed as
Fig. 3 Showing Variation of Modular Limit (Scr) with Ci,
Co and r
Jaeger (1956) type inlet transition was provided to
minimize head loss at entry (Ci) for smooth flow at
the control section. Outlet loss coefficient (Co) can be
significantly reduced by preventing flow separation with
adverse bed slope (β) corresponding to rate of flaring of
side walls as illustrated in Fig.2. β-value can be found
from equation (11) below (Mazumder-2017, 2012,1994)
β = tan-1[(2yc/B0){(δ2+δ+1)/(2+δ+λ+2λδ)} tanθ (11)
where, δ=yc/y2, λ=B1/B0 and θ =Angle of divergence of
side walls downstream.

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4.1 Experimental Investigation on Proportional Flow
meter
Experiments were performed in the hydraulics
laboratory of Delhi College of Engineering (Now
Delhi Technological University) to find coefficient of
discharge (Cd) and modular limit (Scr) of the proportional
flow meter shown in Fig.2. Jaeger type inlet transition
having average side splay of 2:1 was adopted in all
the experiments. Outlet expansion was straight and the
length varied from 0:1(abrupt type as in case of classical
bridges) to 3:1(Fig.2). In experiment nos. 1 to12 (table-1),
downstream bed was kept level (β=00) and the rest of
experiments were conducted with adversely sloping
bed with β computed from equation 11 with θ-values
corresponding to side splay 1:1, 2:1 and 3:1 as shown in
Fig.2. Hydraulic efficiencies (ηi and ηo ) were computed
in all the cases from measured head losses at inlet (Ci)
and outlet (Co) from the relation
ηi=1/(1+Ci)  (12)
ηo=(1-Co) (13)
Table-1 summarizes the results obtained from the
experiments. It may be noticed that Cd-values are almost
the same as given by eq.7 which is based on the assumption
Ci=0. The flow meter has high modular limit indicating
that the flow is free up to a submergence varying from
90% to 95%. It may also be noticed that with level bed (β
=00), separation of flow occurred downstream resulting
in high degree of non–uniformity of flow downstream as
the value of Corrioli’s coefficient (α2)- as computed from
measured velocity distribution downstream- were very
high. α2 is given by the relation
α2=∑ (u3 dA)/AV3 (14)
where u is local velocity through an elementary area dA,
A is the cross-sectional area of flow downstream and
V is the mean velocity of flow downstream. If the flow
downstream is uniform, i.e. u=V, α2=1 (from equation
14). By providing adverse slope to bed (β) computed
from equation (11), separation could be eliminated and
high degree of uniformity of flow could be achieved as
apparent from low α2-values in table-1. The flow was
found to be stable downstream. Unstable flow is found to
attack stream banks causing erosion which needs costly
protective works.
5. USE OF SMALL BRIDGES AND CULVERTS
AS FLOW METER
Using the theory as discussed under section-4, small
bridges and culverts can be conveniently designed as
a proportional type flow meter for finding flow in the
channel.
5.1 New Bridges
Waterway under the bridge/Culvert (Bo) and the
corresponding bed elevation (∆) should be decided by
use of equation (9) & (10) respectively for the flow range
Qmax and Qmin. While Q max may be taken as design flood
of 50 and 25 year return period for culvert and small
bridges respectively.
Q min can be found from known value of water level in the
stream during lean flow. With above Bo and ∆-values, the
bridge/culvert will act as a proportional flow meter and
it can be used for stream gauging by simply measuring
upstream water level, since discharge is independent
of downstream water level. Jaeger or any other smooth
transition connecting normal channel with constricted
bridge opening may be used to minimize head loss
(Ci). Equation (7) can be used for determining flow
corresponding to any water level upstream. To avoid flow
separation, straight expansive side walls with 2:1 and
corresponding bed slope (β by Eq.11) may be provided.
It is necessary to make the floor rigid with properly
designed wing walls. To illustrate the design procedure,
an example is worked out in annexure-I.
5.2 Existing Bridges/Culverts
All existing bridges and culverts can be used for flow
metering by knowing Cd-values in eq.(8) and the effective
waterway under the bridge/culvert. It is, however,
necessary to find whether the flow under the existing
bridge/culvert is free or submerged. Submergence (S)
may be found from the relation
S=y2/y1  (15)
where y1 and y2 are the depths of flow upstream and
downstream of bridge respectively both measured above
the bed level at bridge section as shown in Fig.2
Modular limit or critical submergence (Scr) for the given
bridge/culvert, depending upon inlet and outlet loss
coefficients (Ci and Co) and the fluming ratio (r=B0/
B1), should be found from Fig.3 (Mazumder and Joshi,
1981). Flow is free if S<Scr and submerged if S>scr. Ci
and Co –values for different entry and exit conditions
are available in text books referred above. USBR (1968)
recommends following values of Ci and Co for design of
canal transitions (Table-2).
INDIAN HIGHWAYS JANUARY 2020 35
 TECHNICAL PAPER
Table-1 Co-efficient of Discharge and Modular Limit
of Proportional Flow Meter
Table-2 Ci and Co – Values for Different Types of Inlet
and Outlet Conditions
IRC:SP:13 (2004) defines critical submergence as
(y1-y2)/y2=0.25
or
Scr = (y2/y1)cr= 0.8 (16)
Although IRC recommendation is not so scientific, still it
may be used to find approximately whether the flow under
the bridge/culvert is free or submerged by comparing
actual submergence (S) with critical submergence (Scr).
In case the flow is free (S<Scr), equation (7) may be used
36 INDIAN HIGHWAYS JANUARY 2020
for computing flow. In case flow is submerged (S>Scr),
equation (8) should be used with reduced Cd-value
depending upon degree of submergence. Coefficient
of discharge under submerged flow condition is given
in Parshall (1950), USBR (1968), Ackers et al (1978),
Ranga Raju (1993) Mazumder (2007), King (1954), Bos
(1975). Tyagi (1980) measured Cd- values under free flow
(Cdf) and submerged flow (Cds) conditions and plotted the
Cds/Cdf -values for different entry and exit conditions and
plotted them against different degree of submergence
(S). Obviously, Cds/Cdf =1 up to modular limit. At 100%
submergence Cds/Cdf=0. Values of Cds/Cdf varied between
1.0 to 0.0 depending upon inlet and outlet conditions.
Knowing the Cdf-value and the degree of submergence,
Cds can be found from these plots. A typical plot of Cds/
Cdf against submergence (S) as observed by Tyagi (1980)
is shown in Fig.4. It may be seen that Cd-values variy
widely under submerged condition. Even a small error
in finding submergence (S) may cause large error in
discharge.
Fig. 4 Showing Variation of Cds/Cdf against
Submergence(S)
REFERENCES:
i. Ackers, P.,White,W.R., Perkins, J.A. and Harrison, A.J.M.
(1978) “Weirs and Flumes for Flow Measurement”, John
Wiley & Sons, New York
ii. Bos, M.G. (Ed) (1976), “Discharge Measurement
Structures”, International Institute for Land Reclamation
and Improvement”, Wagemingen, The Netherlands
iii. Chow, Ven Te “Open Channel Hydraulics” pub. by
McGraw-Hill Int. Book Co.,1973
 TECHNICAL PAPER
iv. French (1986), “Open Channel hydraulics”McGraw-Hill
Book Company, International Students Association New
York, London, Tokyo, New Delhi.
v. IRC:SP:13 (2004) “Guidelines for the design of Small
Bridges and Culverts”, pub. Indian Roads Congress,
Jamnagar house, shajahan Road, New Delhi.
vi. Jaeger, Charlie (1956) “Engineering fluid Mechanics”,
Blackie & Sons, First Edition, PP.78-79.
vii. King, W. H. (1954), “Hand Book of Hydraulics-Revised
by Ernest F. Barter”, Mc-Graw Hill book Co., New York.
viii. Mazumder, S.K.,(1966) “Limit of Submergence in
Critical flow meters” J.. of Inst of Engrs (I), Vol. IXV
No. 7 pt CI March.
ix. Mazumder, S.K. (1981) “Studies of Modular Limit of
Critical Flowmeter”, Proc.of XIX Congress of IAHR,
held at New Delhi.
x. Mazumder, S.K. and L. M. Joshi (1981). “Studies on
critical submergence for flow-meters” Jr. of Irrigation
& Power Vol. 38, No.2, April.
xi. Mazumder, S.K. (1994). “Stlling Basin with Rapidly
Diverging Side Walls for Flumed Hydraulic Structures.”
Proc. Nat. Symp. Recent Trends in DesHydraulic Structures
(NASORT DHS-94) org. by Dept. Civil Eng. Indian Soc.
Hydraulics, Univ. Roorkee (now IIT, Roorkee), March.
xii. Mazumder, S.K., and Deb Roy, Indraneil (1999),
“Improved Design of a Proportional Flow Meter” ISH
A new bridge is to be constructed over a stream with data
given below:
i. Maximum design flood of 50 year return period –
Qmax= Q50=100cumec
ii. Minimum flow in the stream- Qmin=20 cumec
iii. Flood level corresponding to Qmax=23.63 m
iv. Flood level corresponding to Qmin=21.38 m
v. Bed level at the bridge site- 20.00 m
vi. Mean width of stream at normal section=30 m
Determine:
(i) the waterway (B0) to be provided under the bridge
and corresponding height of crest (∆) above bed so that
the bridge acts as proportional type flow meter under all
approaching flow
(ii) Using the above geometries of the bridge, find flow in
the channel when upstream water level is found to be 22.0
m and justify the formula used for flow computation.
Journal of Hydraulic Engg. Vol. 5, No. 1, March .
xiii. Mazumder, S.K. (2007). “Irrigation engineering”,
Galgotia Publications Pvt.Ltd., New Delhi.
xiv. Mazumder, S. K., (2012) "Economic and Innovative
Design of a Canal Drop" paper Pub.in CBIP Journal
‘Water and Energy International’, vol.69, no.12, Dec.
2012.
xv. Mazumder, S.K. (2017) “Economic and Efficient Method
of Design of A Flumed Canal Fall” paper in a special
issue of ISH Journal of Hydraulic Engineering by Taylor
& Franncis, August, 2017.
xvi. Parshall, R.L.(1950), “Measuring Water in Irrigation
channels with Parshall Flumes and Small Weirs”, U.S.
Soil conservation service, Circular-843, Nov.
xvii. RangaRaju, K.G. (1993),”Flow in Open Channels”, Tata
–McGraw Hill Publishing Co. New delhi.
xviii. Subramanya, K.(!985), “Flow in Open Channels”, Tata
McGraw Hill Publishing co. New Delhi.
xix. Tyagi, S.S. (1980), “Coefficient of Discharge, Head
Losses and Submergence of Weirs Having Trapezoidal
and Rectangular Profiles”, M.E. Thesis under guidance of
Prof. S.K.Mazumder, submitted to Deptt. of Civil Engg.,
University of Delhi.
xx. USBR,(1968) “Design of Small Dams” Chapter-VIII on
‘Spillways’ by Hoffman, C.J., Oxford & IBH Publishing
Co., Kolkata-Mumbai-New Delhi.
Annexure-1
Solution: (i)
Corresponding to maximum flow: Qmax=100 cumec
y1max=23.63-20.00=3.63 m, V1max=100/(30x3.63)=0.92
m/s and
E1max= y1+ V12/2g=3.63+0.922/(2x9.8)=3.67 m
Corresponding to minimum flow : Qmin=20 cumec
y1min=21.38-20.00=1.38 m V1min=20/(30x1.38)=0.48 m/
sec and
E1min= y1+ V12/2g=1.38+0.482/(2x9.8)=1.39 m
Using equation (9) and (10) :
B0= [0.7 (Qmax2 – Qmin2 ) / (E1max – E1min)]3/2= [0.7(1002/3-
202/3)/(3.67-1.39)]3/2=9.07 m
Δ = E1max -3/2 [(Qmax / B0)2 /g] 1/3
=3.67- 1.5
[(100/9.07)2/9.8]1/3=3.67-3.47=0.20 m
The bridge will act as a proportional flow meter, if the bed
level under the bridge is raised by 0.2 m i.e a bed level of
INDIAN HIGHWAYS JANUARY 2020 37
 TECHNICAL PAPER

20.2 m under the bridge. Provide upstream inlet transition and other appurtenant works is similar to Fig.2
(either Jaeger or any other smooth type) of axial length
Solution (ii)
2x1/2 (30-9.07)=20.93 say 20m. Since the flow will be
free at all stages and Cd may be taken as 1.70 m0.5/sec. Neglecting velocity of approaching flow in the first trial
(Table-1) E1=22.0-20.0=2.0 m
To avoid flow separation, non-uniform velocity Assuming that the flow in the contracted section is at
distribution at out let and instability of flow downstream, critical state under the bridge
it is recommended that a pair of side walls of axial length
20 m be provided dowstream with advesely sloping floor H=Ec=E1- Δ=2.0-0.2=1.8 m
having an angle β as follows: Hence the discharge in the stream flowing under the
β = tan-1[(2yc/B0){(δ2+δ+1)/(2+δ+λ+2λδ)} tanθ bridge as per eq. (8)

where , Q=1.70 xB0xH3/2 =1.70x9.07x(1.8)3/2=37.3 cumec

yc=2/3 E1max=2/3x3.67=2.45 m, yc/B0=2.45/9.07=0.27 To prove that the flow under the bridge is at critical state
to justify that Cd=1.70
δ =yc/y2=2.45/3.63=0.67, λ=B1/B0=30/9.07=3.30, tanθ
=1/2=0.5 q0=Q/B0=37.3/9.07=4.11 cumec/m

β= tan-1[(2x0.27){ (0.672­+0.67+1)/(2+0.67+3.30+ 2x3.30x yo=(q2/g)1/3= [(4.11)2/9.8]1/3=1.2 m, when flow is critical

0.67)}] 0.5 V0=Q/B0xy0 =37.3/(9.07x1.2) 0.5=3.43 m/s
= tan-1 [0.055]=3.50 Hence Froude’s number of flow under the bridge (F0)
The depression of bed at the bridge exit will be F0= V0/(gy0)0.5=3.43/(9.8x1.2)0.5=1.0
=20 xtan β=1.10 m
Since Fo=1 under the bridge, the flow is under critical
Bed level at exit of bridge =20-1.1=18.9 m, The bridge state and it justified to use Cd=1.70 m1/2/sec

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 Works (Fourth Revision)” and some other IRC publications are being unauthorisedly published and sold to
members of profession by M/s Jain Book Agency. It is pertinent to mention that all publication rights have been
withdrawn from M/s Jain Book Agency in September, 2017 and all printing rights are now with Indian Roads
Congress only. The copies of publication so published by M/s. Jain Book Agency are having inferior quality of paper
and cover and might have omitted some latest amendments.
Through this notice, all stakeholders are hereby requested that all IRC publications may be directly purchased from
IRC office (either at satellite office at Jamnagar House or Hq. Building at R.K. Puram).
This message may also be brought to the notice of  other engineers. The copies of publication can also be obtained
through online & registered post by making advance payment to IRC. The details are available at our website
www.irc.nic.in.
Co-operation from all members are solicited in this regard.

38 INDIAN HIGHWAYS JANUARY 2020

 TECHNICAL PAPER

Cross Hole Sonic Pile Test Results Analysis with Case Study

Dr Swapan Kr Bagui1 S.K. Puri2 B.C. Dinesh3 Atasi Das4

Abstract
Heavy infrastructure development involving buildings, bridges, towers, dams and other massive structures in majority of
the times require deep foundation of piles, which are built using cast in situ techniques predominantly. Sometimes, "necks"
or "bulbs" may be created in the process of concreting in situ piles. These defects may affect the bearing capacity of the
piles considerably. So the structural evaluation and monitoring of both new and existing piles are becoming increasingly
important. This is normally carried out by using cross-hole sonic test.
This paper presents a study on the damage mechanics of typical cast in situ piles of 24 numbers through cross hole sonic pile
integrity test and it is found that good quality of integrity test results are obtained.

1. INTRODUCTION consist of a geophone or accelerometer. The methods differ

Integrity testing of deep foundations is the process in which
the soundness of the constructed object can be inspected
and determined. It has become routine these days with
technological advances and is more than a requirement for
testing the integrity of in-place constructed foundations
(e.g. drilled shafts), which also usually caters for higher
design loads.
Integrity testing for deep foundations refers to the
foundations constructed from concrete/grout, such as
drilled shafts, drilled mini piles and pressure-injected
footings. The testing is required for quality control during
construction to detect flaws in the pile (e.g. necking,
cracking, void, poor quality material, etc.). In some cases,
the determination of the foundation length is required.
Two techniques broadly categorize pile testing: small
and high strain testing. High strain testing is aimed at the
pile capacity evaluation with the ability to determine its
integrity. Small strain testing is aimed at investigating the
pile integrity alone and is based on two principles related
to the measurement of sound/stress waves by either direct
transmission or reflection. Common direct transmission
techniques include: (1) crosshole sonic logging, (2) single
hole sonic logging, and (3) parallel seismic logging.
In these methods, a sonic pulse is produced with one
transducer (transmitter) and the signal is picked up with
another transducer (receiver). The transducers typically
1
 hief General Manager, E-mail: swapan.baguiictonline.com
C
2
President, E-mail: sk_puri2000@yahoo.co.in
3
Senior Bridge Engineer
4
GM GR Infra Projects Ltd, Gurugram, E-mail: atasi.d@gronfra.com
in the location of the transducers and the pulse generation
method. Common surface reflection techniques include
(1) pulse echo (a.k.a. sonic echo), (2) transient dynamic
response (a.k.a. impulse response), and (3) conventional
high strain dynamic testing. In these methods, reflections
of waves generated at the top of the pile are measured.
As both generated and reflected signals are measured at
the same location, more sophisticated instrumentation
(typically accelerometers and strain gages), data
acquisition, and signal processing procedures must be
employed. The major difference among these techniques
relates to whether the generated impact pulse propagates
under high strain or low strain conditions.
Cross-Hole Sonic Logging has been a common method of
assessing the integrity of cast in place concrete foundations
since the 1960’s. It is now used extensively throughout the
world on significant infrastructure projects. Its popularity
can be attributed to two main factors – firstly, there is no
depth limitation to the method and secondly, the apparent
ease of interpreting results, compared with low strain type
integrity tests. Integrity of the concrete between source and
receiver is evaluated on the basis of two test results: signal
velocity and signal strength. Velocity is calculated by V
= (d/t), where V = velocity, d = center to center spacing
between tubes, and t = measured travel time (first arrival
time, or FAT). Signal strength is typically evaluated in terms
Intercontinental Consultants & Technocrats Pvt. Ltd., New Delhi.

INDIAN HIGHWAYS JANUARY 2020 39

 TECHNICAL PAPER

of relative energy, obtained by integrating the absolute µ= Poisson Ratio

value of the signal amplitude for a defined time period, and ρ = mass density of concrete (mass/unit volume)
expressed in units of decibels (dB). Strong anomalies in γ = unit weight of concrete, and
travel time (or velocity), combined with decreased signal g = acceleration due to gravity (9.8 m /sec2)
strength, are interpreted as potential defects (flaws). The
computed velocity of the acoustic signal is compared to As per ASTM D 6760, it is mentioned that pressure wave
the theoretical velocity of a compressional wave through velocity varies from 3600 to 4400 m/s with average values
concrete, given by: of 4000 m/s, the degree to which the measured velocity
deviates from the baseline value can be given in terms of a
 (1) velocity reduction (VR), expressed as a percentage:
(2) (4)
 
(3) in which Vb = baseline velocity (assumed to be
 4000 m/sec). qualitative rating of the concrete condition,
Where: based on VR% and the degree of energy reduction in the
received signal, is given in Table 1a (Likins et. al 2007).
V = theoretical compressional wave velocity in concrete
Table 1a Criteria for Concrete Rating
Velocity Reduction VR (%) Signal Distortion/Strength Concrete Rating Indicated Conditions
0 - 10 non/normal Good (G) Acceptable quality concrete
energy reduction ≤ 6 dB
10 - 20 minor/lower Questionable (Q) Minor contamination, intrusion, or
energy reduction 6.1 to 9 dB quality concrete
> 20 sever/much lower energy Poor/defect (P/D) Contamination, intrusion, and/or
reduction > 9 dB poor quality concrete
No signal None No Nignal (NS) Intrusion or server defect; could also
be caused by tube debonding
≈ 60 sever/much lower Water (W) Water intrusion or water-filled gravel
energy reduction ≤ 12 dB intrusion with few or no fines
ASTM D 6760 further classified based on wave velocity 2. Case Study
and mentioned in Table 1 b.
This paper presents the basic theory and application of the
Table 1b Pulse Velocity Vs. Quality of Concrete
(ASTM D 6760 -2002) more common Non-Destructive Testing (NDT) methods
applied to integrity testing of deep foundations. Non-
Pulse Velocity (m/Sec) Quality of Concrete
>4570 Very Good intrusive techniques are described with a real case study
3660 – 4570 Good and presented. Additional information is to publications
3050 – 3660 Doubtful of Baker et al. (1992), Holeyman (1992), Rausche et al.
2135 - 3050 Poor (1992) and Vyncke and Van Nieuwenburg (1987).
<2135 Very Poor
A case study has been considered and cross hole sonic
I S :13311 Part 1-1992 further classified based on wave
test has been conducted for deep pile foundation of 2.5 m
velocity and mentioned in Table 1c.
diameter and 110 -130 m long drilled piles. Base grouting
Tabe 1c Pulse Velocity VS Quality of Concrete
(IS :13311 Part 1, 1992) was proposed for every pile and 8 pipes of 40 mm inner
diameter were used for base grout. Four pipes out of eight
Pulse Velocity (km/Sec) Quality of Concrete
>4.5 Very Good pipes were proposed for this test. Test was conducted at 7
3.5 – 4.5 Good days of concrete work. Base grouting was executed after
3.0 - 3.5 Medium completion of cross hole sonic test. Typical view of pipes
<3.0 Doubtful is shown Fig.1.

40 INDIAN HIGHWAYS JANUARY 2020

 TECHNICAL PAPER
Fig.1 Pipe Arrangement for Cross Hole Sonic Test and Base Grout
3. Test Method
The principle of cross hole sonic testing has been applied
for quality control of deep excavation. Although the
sensitivity of the sensor is well known and often causes
some difficulties in achieving reasonable results, the lack
of a better solution has led to the method becoming well
accepted and used worldwide where excavations must
be supported by a fluid ( Clean Water or like as water).
In order to improve the actual state-of-the-art, Bauer has
developed the Sonic Meter “RSM-SY8” which, amongst
many other features self-calibrates over depth and thus
gives more reliable results this Sonic meter follow the
code ASTM- D 6760 – 02.
Fig. 2 Setting for Ultrasonic Integrity Testing of a Bored
Pile.
In order to test the ultrasonic integrity test of a completed
bored pile, the ultrasonic signal of compression waves is
analyzed between two parallel pipes, as shown in Fig. 2.
Four Pipes are used to conduct this test.
Pre - Preparation and Execution of Ultrasonic Testing
of Bored Piles:
Special steel pipes (inner Ø40 mm, outer Ø44 mm to
Ø46 mm) were installed on the reinforcement cage
2.5 m diameter of pile. Typically, four pipes are used.
The number and the position of the pipes recorded
on the drawings. In no instance should the pipes be
allowed to reduce the clear distances required for
concrete flow. Since the initiation of the concrete pour
is often critical to the quality of the whole placement
it is recommended to curtail the pipes 500 mm above
the cut of level of pile.
Pipes must be watertight at their base and joints. A reduction
in the inner diameter is avoided, an additional sealing over
the joints may affect the ultrasonic signal. Therefore, the
position of the joints should also be recorded. Steel pipes
with welded caps and crimped connections have proved
effective.
Before concreting the pipes were be closed at their top.
After concreting, and before testing, the following steps
are adopted:
• Cutting the testing pipes 50 mm-100 mm above
the cut of level of pile.
• Measuring and recording of the actual distances
between pipes at the accessible top of the pile.
• Checking the continuity of the pipes by using
a steel bolt.
• Measuring and recording the maximum depth of
each pipe.
INDIAN HIGHWAYS JANUARY 2020 41
 TECHNICAL PAPER
• Filling of the pipes with clean water.
Closing the pipes until testing is commenced
Typical photograph showing the progress of the test
is shown in Fig.3.
Fig. 3 Progress of Cross Hole Sonic Test
The testing commences after lowering both sensor to
the designated lower reference elevation. The sensor
are slowly (0.5 m/s) pulled upwards with a rope system.
The same elevation of the sensor was verified frequently
and any deviations recorded. The technical measurement
regulations should follow the relevant standards (eg
ASTM D6760-02)
In suspicious areas where velocity has been reduced in
poor/very poor pile integrity, repeated or additional
measurements were carried out.
4. Apparatus for Test:
Apparatus for Allowing Internal Inspection (Steel Pipe):
Before concreting, access pipe typically have an internal
diameter from 38 mm to 50 mm.
Apparatus for Determining Physical Test Parameters
• Weighted Measuring Tape
• Magnetic Compass
Apparatus for Obtaining Measurements:
• Sensor (Probes): Probes were allowed a generated or
detected pulse within 100 mm of the bottom of the
Steel pipe. The weight of each probe was in all cases
be sufficient to allow it to sink under its own weight
in the Steel pipe. The probe housing was waterproof
to at least 1.5 times the maximum depth of testing.
• Transmitter Probe—The transmitter probe was
generated an ultrasonic pulse with a minimum
frequency of 30000 Hz.
• Receiver Probe—The receiver probe was a similar
42 INDIAN HIGHWAYS JANUARY 2020
size and compatible design to the transmitter probe
and used to detect the arrival of the ultrasonic pulse
generated by the transmitter probe.
• Signal Transmission Cables—the signal cables
used to deploy the probes and transmit data from
the probes were sufficiently robust to support
the probes’ weight. The cable was to be abrasion
resistant to allow repeated field use and maintain
flexibility in the range of anticipated temperatures.
All cable connectors or splices were watertight
Apparatus of Wave Machine (RSM-SY8) for Processing
Data—The apparatus for processing the data was a digital
computer or microprocessor capable of analyzing all
data to identify at least the first arrival and energy of the
transmitted ultrasonic pulse at the receiver probe for each
depth interval. The data were then be compiled into a
single ultrasonic profile for each duct pair.
Apparatus Wave Machine (RSM-SY8) for Display of
Measured Data—the apparatus was capable of displaying
the raw receiver ultrasonic pulses to confirm data quality
during acquisition. After data acquisition, the apparatus
was capable of displaying the raw data of each ultrasonic
pulse along the entire pile length. The apparatus displayed
the processed ultrasonic profile.
5. Start Test on Selected Pile
Check that the apparatus is functioning correctly prior to
mobilizing to site.
Date of Testing-The tests were performed no sooner than
7 days after casting of concrete.
Preparing Steel pipe for Testing-The steel pipe was
exposed and the protective top caps removed. Use a
weighted measuring tape to measure and record the length
of each pipe to the nearest 10 mm. The pipes were filled to
the top with clean water.
Steel Pipes Documentation-Assign a systematic reference
label to each pipe and prepare a reference sketch of the pipe
layout using the magnetic compass or a site plan diagram.
The as-built details of the pipe layout were recorded
including measuring the center-to-center separations of
the exposed pipes, make sequence number as clock wise
like as 1-2, 2-3. 3-4, 4-1 or 1-2, 2-3, 3-4, 4-1, 1-3, 2-4, and
measuring the pipe length exposed above the concrete.
Typical diagram is shown in Fig.2.
Sensor (Probe) Preparation-to obtain a good acoustic
coupling between the sensors (probes) and the water in
the pipes, the sensors (probes) were clean and free from
all contaminants.
Check that test equipment and sensors (probes) are
functioning correctly prior to actual testing by placing
the sensors (probes) in two adjacent water filled access
ducts of one pile just below the level of the shaft concrete
and verifying that ultrasonic pulses are received in the
 TECHNICAL PAPER
recording apparatus.
Obtaining Measurements with the Apparatus:
Pay due regard to safety and any special instructions or
manufacturer’s procedures pertaining to the particular
apparatus employed.
Document the pair of access ducts being tested. Place the
sensor (probe) cable pulley guides into the pipe. Insert the
transmitter and receiver sensor into these pipes ensuring
that the cables are engaged over the respective cable
pulley guides fixed at the pipes tops.
Zero the depth-measuring device if required by the
recording apparatus.
Carefully lowered the sensor (probes) down the pipes at
a steady rate not exceeding 0.5 m/s, always keeping them
at the same level, until one sensor (probe) reached the
bottom of the pipe. Temporarily secure the cables at that
level with the cables remaining in equal tension.
Sensor cable connect the Wave Machine, then power on
& select program. Input the data such as Pile information
(diameter, length of pipe, concrete grade etc) and steel pipe
(access duct) information (inner diameter, outer diameter,
length of pipe, bottom level, through speed, lift up speed etc).
Adjust the test apparatus, if necessary, selecting the
power settings required for the pipe separation distance
and concrete characteristics encountered such that an
ultrasonic pulse with good amplitude can be consistently
Fig. 4 a Wave Speed VS Sound Speed
obtained in a portion of pile shaft of good quality.
Begin recording the ultrasonic pulses as the sensor
(probes) are raised. Lift all probes by steadily pulling the
sensor (probe) cables simultaneously at a speed of ascent
slow enough to capture one ultrasonic pulse for each depth
interval specified. If an ultrasonic pulse is not obtained for
any depth interval, then the sensor (probes) was lowered
past that depth and the test repeated until all depth intervals
have an associated ultrasonic pulse.
6. Data Quality Checks
After completing data acquisition, view the ultrasonic
profile obtained. Check the ultrasonic profile quality.
Compare the length of the measured ultrasonic profile
with the measured access duct length. In comparing these
measurements a correction should be made to account
for the length between the bottom of the probe assembly
to the exact point of the transmitter and receiver on the
probe. The difference between the corrected measurements
shall not exceed 1 % of the measured length or 0.25 m,
whichever is larger.
Ensure that the captured data is labeled with the pile
identification, identification of the all access ducts for the
data set, date of test, identification of the test operator, and
any further necessary project information such as site and
location details as requested by the specified. Store the
data and information safely.
Fig. 4 b Typical Ultrasonic Profile
INDIAN HIGHWAYS JANUARY 2020 43
 TECHNICAL PAPER

7. Completing the Test minimum, the profile included the calculated relative
If the ultrasonic profile indicates an exception, then the energy and the arrival time or calculated wave speed
suspect exception zone may be further investigated by derived from the arrival time and tube spacing. The left
special test procedures such as fan shaped tests, tests with edge of the traditional “waterfall” diagram also defines the
the sensors (probes) raised at a fixed offset distance, or arrival time. Typical Diagram is shown in Fig.4.
other tomographical techniques. The sensors (probes) shall
be lowered to a depth of at least 1 m below the anomaly 9. Analysis of Test Result
and raised to a depth of at least 1 m above the anomaly.
Cross hole sonic test has been tested for 24 piles. Minimum
8. Analysis of Measurements: and maximum velocity of each pile is determined using
A hard copy of the ultrasonic profiles shall be clearly cross hole sonic test and test results are presented in
presented and interpreted. The ultrasonic profiles were
Table 2. Concrete rating is carried using the basic principle
collated separately for each test pile or structure. As a
mentioned in Table1.
Table 2 Concrete Rating
Pier No Pile No Minimum Velocity (m/Sec) Maximum Velocity (m/Sec) Average Velocity (m/Sec) Variation (%) Concrete Rating
Pier 16 P01 4023.0 4585.0 4304.0 7.6 Good
P02 4001.0 4582.0 4291.5 7.3 Good
P03 4113.0 4456.0 4284.5 7.1 Good
P04 3973.0 4573.0 4273.0 6.8 Good
P05 4015.0 4430.0 4222.5 5.6 Good
P06 4132.0 4531.0 4331.5 8.3 Good
Average 4042.8 4526.2 4284.5 7.1 Good
Pier 19 P01 3947.0 4644.0 4295.5 7.4 Good
P02 3944.0 4543.0 4243.5 6.1 Good
P03 4007.0 4565.0 4286.0 7.1 Good
P04 3997.0 4591.0 4294.0 7.3 Good
P05 3902.0 4590.0 4246.0 6.2 Good
P06 3975.0 4615.0 4295.0 7.4 Good
P07 3969.0 4515.0 4242.0 6.1 Good
P08 4021.0 4541.0 4281.0 7.0 Good
P09 3906.0 4576.0 4241.0 6.0 Good
P10 3944.0 4552.0 4248.0 6.2 Good
P11 3927.0 4533.0 4230.0 5.8 Good
P12 3905.0 4559.0 4232.0 5.8 Good
Average 3953.7 4568.7 4261.2 6.5 Good
Pier 20 P01 4067.0 4689.0 4378.0 9.5 Good
P02 4021.0 4540.0 4280.5 7.0 Good
P03 4037.0 4735.0 4386.0 9.7 Good
P04 4048.0 4693.0 4370.5 9.3 Good
P05 4154.0 4792.0 4473.0 11.8 Good
P06 4086.0 4647.0 4366.5 9.2 Good
Average 4068.8 4682.7 4375.8 9.4 Good
First Arrival Time (FAT) and different concrete rating zones Fig. 5 and Fig . 6. These two figures are useful for rating
are identified based on several document and presented in purposes.

Fig. 5 Co-relation of FAT with Pulse Velocity and Velocity Reduction

44 INDIAN HIGHWAYS JANUARY 2020

 TECHNICAL PAPER
Fig. 6 Concrete Quality Zone Identification
10. Defect and Remedial Measures
Fig. 7 is a flow chart that illustrates an integrated approach
to quality management for drilled shafts. Key elements
in the acceptance process are field observations during
construction (inspection) and evaluations of concrete
integrity through the use of cross-hole sonic logging
(CSL), currently the most widely-used NDT method. This
approach makes it absolutely critical to note and record
any deviations from the plans. Based on construction
observations, a shaft could be rejected or accepted. After
construction, CSL measurements provide a concrete
condition rating based on Table 1. If CSL identifies an
anomaly, look at the inspection records for an explanation.
If the anomalous reading is minor, corresponding to velocity
reductions up to around 20% and energy reductions of 9
dB or less, a significant defect is not indicated unless it
corresponds to an observation during construction that
would also support the possible defect. When CSL velocity
reductions are in the range of “poor/defect” or worse
(VR > 20% and energy reduction
Fig.7 Analysis of Cross Hole Sonic Method
> 9 dB, refer Table 1), with or without a correlation to an
observed problem during construction, there is a need to
characterize the nature of the anomaly further. This may
include coring, use of downhole cameras, excavation to
uncover the shaft to the depth of the anomaly, additional
non-destructive testing, and, in some cases, load testing.
Coring has limitations as noted previously and should be
considered carefully in cases where the suspected defect is
limited to the zone around the rebar cage.
In most cases where a problem exists with a drilled shaft,
the cause of the condition is known because of some
incident that occurred during construction. For instance, a
traffic accident or power outage at the plant might interrupt
concrete delivery for some period of time, leading to
a cold joint under slurry or difficulty with the tremie
operations. It is important that responsible inspection and
construction personnel describe and record the nature and
observations of the incident immediately so as to help
define the nature and possible extent of any imperfection
which might result. Whenever practical, measures should
be taken during installation of the drilled shaft to avoid
forming a defect in the shaft. It is important to consider that
perfection in drilled shaft construction is an unattainable
ideal. Some small imperfections are to be expected and a
robust design should be tolerant of small and unavoidable
flaws which may or may not be detected. An imperfection
in the completed shaft is a deficiency requiring remediation
when the shaft is insufficient or inadequate to meet the
strength and serviceability requirements during the design
life of the structure.
Mitigation of a defect (making it less severe) might be
a sufficient remediation strategy. Even if an anomaly is
detected and determined to represent a defect in the shaft,
no remediation might be required if the flaw is determined
to be in a location or of extent that the foundation is not
deficient.
Considering final test result as mentioned in Table 2, it
is observed that no major defects have been noticed and
hence no remedial measurement is required.
11. Conclusion
Cross-hole sonic logging tests are performed on the
drilled shafts. The data obtained from these tests are used
in assessing the integrity of foundation concrete. The
procedure to analysis the data of the test in assessing the
integrity of foundation concrete was suggested as follow:
• The quality of foundation concrete will be evaluated
by the computed velocity chart. The evaluation of
velocity shall conform to the guidelines established
in table 1 (ASTM 6760-2002)
INDIAN HIGHWAYS JANUARY 2020 45
 TECHNICAL PAPER

• test is more suitable for testing the integrity of the
deep drilled shafts
• tests successfully determined the location and
extent of the built-indefects on experimental model.
The main defects can be detected clearly.
Pile is acceptable as to integrity if the results show
no irregularities such as soil intrusions , low modulus
concrete and voids as mentioned in Table 1a. If such
irregularities are noted, the integrity of piles needs to be
evaluated by the geotechnical engineer/structural designer
for any possible corrective measure. Its popularity can be
attributed to two main factors – firstly, there is no depth
limitation to the method and secondly, the apparent ease
of interpreting results.
First arrival time (FAT) and pulse velocity are important
parameters to identify the defects in pile. FAT in the range
of 57 -76 is considered the defects in pile and value less
than 10 is considered no defect in pile. This is shown in
Figs 5 and 6.
REFERENCES:
i. Baker, C.N., Drumright, E.E., Briaud, J., Mensah-
Dwumah, F. and Parikh, G., (1992), “Drilled
Shafts for Bridge Foundations”, Final Report
Under Contract No. DTFH61-88-Z-00040, Federal
Highway Administration, February.
ii. Holeyman, A.E. (1992), “Technology of Pile
Dynamic Testing”, Proceedings of the 4th
International Conference on the Application of
Stress Wave Theory to Piles, Balkema, Rotterdam,
September, pp. 195-215.
iii. Rausche, F., Likins, G. and Ren King, S., (1992),
“Pile Integrity Testing and Analysis” Application
of Stresswave Theory to Piles, Balkema, Rotterdam,
September, pp. 613-617.
iv. Vyncke, J and VanNieuwenburg, D, (1987) “Theory
of the Dynamic Tests”. Proceeding of the Conference
on “Pile Dynamic Testing: Integrity and Bearing
Capacity”. The Int. Society of Soil Mechanics,
Foundation Engineering, Brussels, Belgium, 1987,
pp. II-1 to II-103.
v. Likins, G. E., Rausche, F., Webster, K. and Klesney,
A. (2007). ‘‘Defect Analysis for CSL Testing’’. Geo-
Denver 2007 New Peaks in Geotechnics: Denver,
CO (CD Rom).
vi. ASTM D 6760-2002: Cross Hole Sonic Logging.
vii. IS: 13311 Part 1, 1992-Non-Destructive Testing of
Concrete - Methods of Test, Part 1 Ultrasonic Pulse
Velocity.

IRC Technical Committees Meeting Schedule for January, 2020

Date Day Time Name of the Committee

10-01-20 Fri 01.30 PM Management, Maintenance and Rehabilitation Committee (B-8)
16-01-20 Thu 02.30 PM Road Maintenance & Asset Management Committee (H-6)
17-01-20 Fri 02.30 PM Subgroup of Specialized Bridge Structures including Sealinks Committee (B-9.4)
Bearings, Joints and Appurtenances Committee (B-6)
11.00 AM Hill Roads and Tunnels Committee (H-10)
18-01-20 Sat
Subgroup of Specialized Bridge Structures including Sealinks Committee (B-9.3)
02.30 PM Specialized Bridge Structures including Sealinks Committee (B-9)
Project Preparation, Contract Management, Quality Assurance and Public Private
25-01-20 Sat 11.00 AM Partnership Committee (G-1)
31-01-20 Fri 10.30 AM Urban Roads and Streets Committee (H-8)

46 INDIAN HIGHWAYS JANUARY 2020

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ALTERNATE STRATEGY TO SUPPORT ROAD INFRASTRUCTURE - A CASE STUDY

M.N. Dakate1
Abstract
This paper deals with a different approach to develop mix mode of transport in the State of Maharashtra. Having realised
that the road network around coastal district and specially around Mumbai is very congested which consumes much more
travelling time and Vehicular Operations Cost (VOC). The author has suggested that the congestion in the road network
could be relieved to some extent by using water transport for public, goods, cargo, etc. Alternative strategy as a mix mode of
transport is useful to support road infrastructure. Once the efficacy of this strategy is proved, it could be extended to national
level, in the due course of time.

1. INTRODUCTION
The state of Maharashtra, with 720 km long coastline, is
situated on the West coast of the Indian peninsula, with
Arabian Sea on the west. There are seven coastal districts,
namely Palghar, Thane, Mumbai, Mumbai Suburban,
Raigad, Ratnagiri and Sindhudurg (from North to South) in
Maharashtra. The coastline under these districts comprises
of (i) Thane and Palghar- 127 km, (ii) Mumbai and Mumbai
Suburban - 114 km, (iii) Raigad- 122 km, (iv) Ratnagiri-
237 km and (v) Sindhudurg- 120 km. The coastal region of
Maharashtra is characterized by many creeks, river deltas,
inlets etc. Some of such prominent inlets are Vasai Creek
near Mumbai, Rajpuri Creek in Raigad district and Jaigad,
Dabhol, and Bankot Creek in Ratnagiri District.
Following figure depicts the view of Beaches and Forts
along and in the Maharashtra coast:

Fig. 1 Beaches (Maharashtra) Fig. 2 Forts (Maharashtra)

1
Chief Engineer, Public Works Deptt. Govt. of Maharashtra, Mumbai, Email: mmbce2018@gmail.com

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The coastline of Maharashtra is dotted with several
beaches which are popular among tourists. Further there
are several island forts, historic temples and various other
tourist locations in close proximity of the coastline.
During the regime of Chhatrapati Shivaji Maharaj, massive
structures like forts were constructed along the coastline of
his kingdom and the waterways were effectively used for
navigation purposes. Vijaydurga, Kolaba, Murud-Janjira,
Sindhudurg, Padmadurg, Vasai, Arnala Fort etc. are some
of the prominent structures.
During British era, public and goods transport was mostly
through sea water. During those days, Mumbai city, which
comprised of various islands, was being well served by
the waterways and was well connected by water transport.
However, after Independence, due to availability of other
modes of transport i.e. Road and Rail, the water transport
became secondary. Considering present condition of
increase in industries, trades, etc., water transport will play
a major role as mixed mode of transportation for public
and goods transport. Water transport is useful not only for
local but for interstate and intercontinental connectivity.
Water Transport reduces travel distance and thus saving in
vehicles operation cost (VOC) and time. It reduces traffic
congestion avoiding long road journey, road accidents
and pollution. It increases tourism and travelling comfort
giving economic benefits to coastal population.
Without disturbing the population, capacity augmentation
is possible which may not be possible in road and rail
transportation for want of additional land width required
for widening. A judicious mix of Road, Rail and water
Table-1: Available water transport facility for passenger ferry service
transport will be of immense help for economic growth of
the state / country.
2. ALTERNATIVE STRATEGY TO AVOID
ROAD TRAFFIC JAMS
The Government of India embarked on road development
plan since 1941. At present (4th Twenty Year Plan), the
Maharashtra State has a target of developing 3.36 Lakh
km. length of roads of different categories like National
Highways (NH), State Highways (SH), Major District
Roads (MDR), Other District Roads (ODR) and Village
Roads (VR). Out of 3.36 lakh km road length; about 2.80
lakh km road length is already achieved. However even
such a huge length of road is not sufficient to cater to the
present traffic movement. In case of Mumbai, which is a
financial capital of India, the existing road and rail network
is of not much avail for smooth and quick transport. Traffic
congestion is a day-to-day phenomenon.
To ease the movement of traffic, water transport may play
an important role in overall scheme. The Maharashtra
Maritime Board (MMB) is emphasizing on sea water
transportation. The navigable waterways are available right
from Palghar to Sindhudurg along coastline of 720 kms.
in the state of Maharashtra. The MMB is also planning
various activities like passenger Jetties, Roll on - Roll off
(RO-RO) services, etc. for movement of passenger and
vehicles.
Presently, there are several passenger ferry services
and Ro-Ro service projects in operation at Mumbai and
at other coastal places in Maharashtra as shown in the
following table:

Sl. Passenger Boat Service Route Type of Navigation No of Passengers

No. From To channel per year
1. New Ferry Warf (Mumbai) Revas (Raigad) Open Sea 125067
2. New Ferry Warf (Mumbai) Mora (Raigad) Open Sea 389737
3. Gateway of India (Mumbai) Mandwa (Raigad) Open Sea 1432170
4. Gateway of India (Mumbai) Elephanta (Raigad) Open Sea 2062506
5. Borivali (Mumbai) Gorai (Mumbai)) Borivali Creek 1407355
6. Marve (Mumbai) Essel World (Mumbai) Borivali Creek 207437
7. Marve (Mumbai) Manori (Mumbai) Open Sea 1282787
8. Versova (Mumbai) Madh (Mumbai) Open Sea 6781690
9. Borivali (Thane) Essel World (Mumbai) Borivali Creek 1311864
10. Murbe (Palghar) Kharekuran (Palghar) Vaitarna Creek 11366
11. Arnala (Palghar) Arnala Fort (Palghar) Open Sea 13962
12. Rajpuri (Raigad) Dighi (Raigad) Rajpuri Creek 6356
13. Karanja (Raigad) Revas (Raigad) Dharamtar creek 374358
14. Rajpuri (Raigad) Janjira Fort (Raigad) Rajpuri Creek 277448

48 INDIAN HIGHWAYS JANUARY 2020

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Table-2 Ro-Ro Service Projects Completed and their Present Status

Sr. Ferry Route Distance by Required Distance by Saving Saving Time
Status
No. Description Road in Km. Time (Hrs.) Water Way (Km.) Distance (Km.) (Hrs.:Min)
1 Agardanda - Dighi 70.00 2:00 3.00 67.00 1:30 Ro-Ro Ferry Started
2 Bagmandala - Veshwi 92.00 2:45 17.4 74.60 1:45 Ro-Ro Ferry Started
3 Dabhol - Dhopawe 138.00 3:30 3.80 134.20 3.13 Ro-Ro Ferry Started
4 Jaigadh - Tavsal 78.00 1:53 6.50 71.50 1:18 Ro-Ro Ferry Started
5 Vasai –Ghodbunder 32 1.30 10.48 21.52 0:45 Work in Progress
6 Narangi- Kharwadeshri 60.00 2:00 1.70 58.30 1.40 Work in Progress
7 Vasai-Bhayender 40.00 1:30 3.50 36.50 1.00 Work in Progress
8 Rewas-Karnja 95.00 2.50 3.50 91.50 2.50 Work in Progress
9 Marve-Manori 37.00 1:30 0.40 36.60 1:20 Work in Progress

In addition to above, the Government of Maharashtra has
decided to start Ro-Ro ferry service from New Ferry Wharf
(Mumbai) to Mandwa Port (Dist. Raigad) as a major water
transport project with a view to possibly solve the perennial
problem of traffic congestion on roads to some extent for
the travellers travelling from Mumbai to Alibag/Wadkhal.
It will also be beneficial for passengers travelling onward
areas towards other areas of Konkan and Goa.
A case study of Mandwa project has been undertaken
considering the alternative water transport route from
Mumbai (Ferry Warf) to Mandwa, Alibag (Raigad).
3. CASE STUDY OF MUMBAI TO MANDWA
RO-RO FERRY SERVICE
3.1 Existing Facility
The existing old jetty at Mandwa was constructed in
1974. Due to direct thrust of waves from the open sea,
the jetty structure deteriorated and was in critically
dilapidated condition. Therefore, a new passenger jetty
was constructed in 2009.
Following figure shows the existing passenger ferry
at Mandwa:
Fig. 3: Existing Passenger Ferry Service
3.2 Various components of Projects
Mandwa project comprises of on-shore and off-shore
structures which include breakwater, approach jetty,
turning platform, linking span, floating pontoon, dolphins,
marshaling yard, passenger terminal building, Navigational
channel, etc. This project is completed and Roll on – Roll
Off service will start soon in near future. The total cost of
the project is Rs. 150 Crores.
3.3 Ro-Ro Pax Services and Breakwater at Mandwa
(Raigad).
Maharashtra Maritime Board desires to introduce a Ro-Ro
service capable of carrying passengers as well vehicles (as
Roll on- Roll off) facility between Ferry Wharf (Mumbai)
and Mandwa (Raigad). This facility (Ferry Wharf to
Mandwa) will enable the passengers to travel along with
vehicles which will save considerable time and fuel due
to reduced distance. This will help both tourists as well
as the local people by ensuring a faster mixed mode of
transportation. This is also expected to improve the Inland
connectivity and boost tourist activities in the Konkan
region. Further the waterway will reduce the congestion
on roads and help in saving of vehicular operation cost.
The details of the various components of this project are
as follows:-
3.4 Breakwater
For this project, detailed model wave study was conducted
by the Central Water & Power Research Station (CWPRS).
The Maharashtra Maritime Board under the guidance of
CWPRS constructed the Breakwater structure which is the
most important marine structure of this project.
The total cost of breakwater is Rs.72.14 Crores.
Due to rough weather conditions during monsoon season,
the operations of vessels was not possible in the past.
To improve the navigability, a breakwater, 360 meter in
length having bottom width of 63 meters, top width of 7

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 TECHNICAL PAPER

meters and with 1:2 side slope and round head island was
constructed on the North West side of Mandwa passenger
jetty. The discernible benefits of this breakwater are:
a. To provide adequate Tranquillity for safe
berthing of vessels and ease for embarkation and
disembarkation of passengers.
b. For safe berthing of Ro-Ro vessel and smooth
movement of vehicles.
c. The cost of the breakwater is Rs.72.14 crores.
3.5 Ro-Ro Jetty and Onshore Structures
It comprises of the following:
a. Approach Jetty (214 mtr x 10 mtr): Approach
jetty on the piles (32 nos.) provides access for the
vehicles from parking area up to turning Platform.
Fig. 4: Panoramic view of Mandwa Ro-Ro Pax Service
b. Turning Platform (30 mtr x 30 mtr): Raised on Facilities
piles (25 nos.) is beneficial for easy movement
of vehicles from approach jetty to the link span 4. TRAFFIC STUDY
pontoon as well as for the ferry buses to pick up 4.1. To arrive at the likely saving in time and vehicular
the passengers operation cost, traffic study on existing road route from
c. Floating Pontoon (20 mtr x 22 mtr x 4 mtr) and Link Mumbai (Ferry Wharf - Bhaucha Dhakka), Vashi (New
Span (40 mtr x 6.50 mtr x 2.5 mtr) assembly: Link Mumbai), Panvel, Pen, Wadkhal, Chondhi, Alibag-
span pontoon for berthing of RO-RO vessel with Wadkhal was undertaken. The following figure shows the
adjustable free board for easy berthing of vessels route map from Mumbai (Bhaucha Dhakka) to Mandwa,
and smooth movement of vehicles and passengers. Vadkhal, Chondhi to Mandwa and Chondhi to Alibag.

d. Dolphins (6 nos. with 24 piles): for mooring and

safe berthing of vessels.
e. Marshalling Yard (159 mtr x 100 mtr): Area
available for parking of about 130 cars and 100 two
wheelers.
f. Passenger Terminal building (760 Sq. mtr): waiting
facilities for the passengers, washrooms, Cafeteria,
Ticket counter, etc.
g. The cost of the Ro-Ro jetty and offshore structure
is Rs.63.15 crores.
3.6 Navigation Channel
The depth of water near Ro-Ro Jetty was 1.5 metre below
Fig. 5 Road and Water Route Map from Mumbai to Alibag
chart datum (at the time of lowest tide). The depth required
for the Ro-Ro vessel is about 3.00 metre. Therefore, Existing road route distance from Mumbai (Bhaucha
to create the required depth for smooth navigation, a Dhakka) to Mandwa is 113 Km , Mumbai (Bhaucha
Navigation Channel was created by dredging. The channel Dhakka) to Alibag is 113 Km; Mandwa to Alibag is 20 Km
and Mandwa to Vadkhal is 32 Km. Waterway Distance
has a length of 1800.00 mtr, width of 150.00 mtr. and
between Mumbai (Bhaucha Dhakka) and Mandwa
depth of 3.50 mtr, The volume of dredged material was
(Raigad) is only 17 Kms. These distances have been
425000 m3. considered to compare and arrive at saving in travelling
The cost of the dredging work is Rs.15.50 Cr. distance, timje and operation cost.

50 INDIAN HIGHWAYS JANUARY 2020

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Fig. 6 Distance Comparison - Road Vs Water Ways

Ro-Ro service will help in cutting down road distance by Kahsid beach, Murud Janjira Fort, Shrivardhan. of Raigad
96 kms. between Ferry Wharf and Mandwa (saving in District and also to Ratnagiri and Sindhudurg Districts of
time – minimum 2.5 hours) Considering present condition Maharashtra and onward to Goa also.
of traffic movement on congested Mumbai – Goa National
Highway, advantages of Ro-Ro services will automatically Distance and time saving information for few locations is
accrued to onward destinations of Konkan region like as shown in following table:-
Table 3. Comparison in saving of distance by using Mandwa RO-RO Service Route
Sr. Route Description Distance by Required Distance by Water Saving in Saving in
No. Road (KM) time (hrs) way & Road (KM) Distance (KM) time (hrs)
1. Mumbai (Bhaucha Dhakka) – Mandwa 113 3.5 17 96 2.5
2. Mumbai(Bhaucha Dhakka) -Alibag 113 3.5 37 76 2.0
3. Mumbai (Bhaucha Dhakka) - Vadkhal 81 2.5 49 32 1.5
5. PASSENGER TRAFFIC FROM GATEWAY Saving in Vehicular operation cost is worked out for the
TO MANDWA reduced distance and time saving (value for time) due to
At present, on an average 15 lakh passengers travel in mixed mode of road and water transportation.
a year excluding monsoon season from Gateway of 7.1 Saving in Vehicle Operation Cost (VOC) And Time
India (Mumbai) to Mandwa (Raigad) using the existing
passenger ferry services. Travelling by water transport 7.1.1 C
 omputation of Vehicle Operation Cost (VOC)
saves time and hence the tourists prefer to use the passenger as per IRC:SP:30-2009.
ferries at the Gateway of India. During monsoons, the Currently, people visit Konkan area in connection
condition of the roads is very bad. Hence Ro-Ro service is with business and tourism. They travel either by their
very much essential as alternative strategy to support road own cars or use public transport. Most of the visitors
infrastructure. This facility will be useful as mixed mode are from Mumbai, Gujarat and some parts of Western
of transportation for public convenience. Maharashtra.
6. TRAFFIC ON VADKHAL-ALIBAG ROAD
For deciding feasibility of the project, it is necessary to
As per traffic studies report of Vadkhal - Alibag road; per compute current Vehicle Operation Cost so that, on its
day vehicular movement was estimated in August 2015. basis further financial analysis will be developed. Visitor
These traffic details have been considered for the purpose count has been taken on Wadkhal - Alibag road and it has
of vehicular operation cost (VOC) according to Manual on been distributed on the basis of probable origin so that,
Economic Evaluation of Highway Projects in India (table
VOC for visitors originating from different zones could be
6, Page no. 19) IRC:SP:30-2009.
computed. Destination is assumed being same as Alibag
7. EFFECT OF MIXED MODE OF TRANSPORT being district and nearby tourist place.

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Table 4: Traffic Count on Wadkhal-Alibag Road

Sr. No Type of Vehicles Traffic at Chainage Average No. of vehicles
1.00 5.30 6.30 16.90
1 2 Wheelers 4912 5241 5510 5623 5322
2 3 Wheelers 600 462 583 619 566
3 Cars 4410 4827 4631 4227 4524
4 Pickup 704 724 594 458 620
5 Mini Bus 113 109 96 95 104
6 Tempo 393 283 383 318 345
7 Bus 438 464 445 523 468
8 2 Axle Truck 395 295 257 205 288
9 3 Axle Truck 437 154 128 81 200
10 4-6 Axle Truck 773 123 74 59 258
11 7+ Axle Truck 12 5 4 3 6

Out of this count, only the traffic from Car, Mini Bus buses and buses on this route are 4524, 104 and 468
and Bus is considered for this study and other classes respectively.
of vehicles are neglected for the sake of computing On basis of Origin - Destination survey conducted during
VOC to arrive at financial viability for mixed mode of Aug-2015, zoning of Passenger cars is observed as shown
transportation. The estimated numbers of cars, mini below:
Table-5 Zoning of total Passenger Cars (percentage)
Sr. No Location Chainage 1.00 Sr. No Location Chainage 16.90
1 Alibag 40.30 1 Alibag 24.86
2 Baramati 0.33 2 Aurangabad 0.29
3 Gujarat 0.66 3 Baramati 0.43
4 Port Traffic 0.33 4 Port Traffic 1.01
5 Khopoli 0.33 5 Kalyan 5.88
6 Kolhapur 0.33 6 Karjat 0.29
7 Latur 1.31 7 Khopoli 0.43
8 Loni 0.66 8 Kihim Chowpaty 1.16
9 Mumbai 14.43 9 Kolhapur 0.14
10 Navi Mumbai 4.92 10 Lonavala 0.79
11 Osmanabad 0.66 11 Pune 15.02
12 Pen 2.30 12 Mandawa Chowpaty 0.87
13 Poynad 0.33 13 Mumbai 9.25
14 Pune 16.72 14 Murud 4.19
15 Sangli 0.98 15 Navi Mumbai 9.10
16 Shahabaj 5.90 16 Pen 7.66
17 Thane 9.51 17 Poynad 1.16
- - 18 Sangli 0.14
- - 19 Shahbaj 0.58
- - 20 Solapur 0.14
- - 21 Talavali 0.14
- - 22 Thane 16.47
TOTAL – 17 Location 100.00 TOTAL– 22 Location 100.00

On basis of Origin Destination survey, above zoning of Local, Mumbai, Navi Mumbai, North Mumbai and Others
Passenger cars has been grouped into 5 categories, viz. - as follows:

52 INDIAN HIGHWAYS JANUARY 2020

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Table 6: Grouping of passenger cars (percentage) Mumbai are considered. This amounts to be 35.11%
(11.84+7.01+16.26). Out of these numbers, 50% cars are
Sr. KM Car Traffic Car traffic Average
No. (Chainage) at 1.00 km at 16.90 km percentage
considered for shift to waterways.
traffic Average Number of Cars per Day = 4524 (say 4500)
1 Local 42.27 43.22 42.745 Percentage of Cars from Mumbai, Navi Mumbai and
North Mumbai regions = 35.11%
2 Mumbai 14.43 9.25 11.84
Therefore, total number of Cars = 4500 x 35.11 / 100 =
3 Navi Mumbai 4.92 9.10 7.01 1580 Cars
North Assuming 50% of the car traffic will prefer water way
4 10.17 22.35 16.26
Mumbai
Hence, number of Cars using proposed waterway = 50%
5 Others 28.21 16.08 22.145 of 1580 = 790 Cars
TOTAL 100 100 100 Similarly, number of Mini Buses using proposed waterway
= 10% of 104 = 11 Mini Bus
7.1.2 Computation of Vehicle Operation Cost (VOC)
And number of Buses using proposed waterway = 10% of
For passenger cars, it is assumed that 50% of existing road 468 = 47 Bus
users will shift over to the proposed waterways. For Mini
Bus and Bus traffic, the shift from road to waterway is The Origin-Destination study was conducted for Passenger
assumed to be 10% of existing traffic. Cars only and hence, the zoning is considered for Cars.
In the absence of availability of such zoning, a reduced
From information shown in table 5 above, only percentage of overall average traffic has been considered
passenger cars from Mumbai, Navi Mumbai and North for Mini Bus and Bus (as mentioned in preceding para).
Table 7: Saving in Vehicle Operation Cost (VOC)
Sr. No. Particular Car Mini Bus Bus Unit
1 Saving in travel distance (113-17) 96 96 96 Km.
2 Average consumption 15 10 7.0 Km/lit
3 Total fuel requirement 6.4 9.6 13.71 Lit
4 Cost of fuel 70 70 70 per lit.
5 Total fuel cost 448 672 959.70 Rs. Per car
6 Add 10 % for vehicle maintenance 44.8 67.2 95.97 Rs. Per car
7 Effective cost of travel 492.8 739.2 1055.67 Rs. Per car

8 Total Vehicles 790 11 47 Per Day

9 Total cost of VOC 389312 8131.20 49616.49 (Rs./day)
10 Saving for 300 days 116793600 2439360 14884947 (Rs./year)
11 Saving in VOC (a) Say 11.67 0.24 1.48 Rs. Cr / year
Total Cost Saving in VOC per year = 13.39 Cr
* Above computation of VOC is based on assumption that out of total days of 365 in a year, Ro-Ro services will be in operation for 300 days.
7.1.3 Computation of cost for saving in time (adjusted to 2019 price levels)
Saving in time per person per hour has been computed for Considering average number of passenger per car = 4.8
Car, Mini Bus, and Bus; in accordance with table 6 (Travel
Time Savings) of “The Manual on Economic Evaluation Total savings in time = 2.5 x 4.8 = 12 man-hours
of Highway Projects in India (Page no.19, 20) IRC SP 30 Total number of Cars considered = 790
(2009)”; adjusted to 2019 price levels based on average
Cost for time saving per day = 790 x 12 x 93.41 =
inflation (wholesale Price Index) .
Rs. 885527/-
Total Time saving = 2.5 hours
Therefore, total cost saving per year =885527x 300 =
i) Car Rs. 265658100/-
For Car, Cost for time saving per person per hour is 93.41/- Say Rs. 26.57 Cr/year (b)

INDIAN HIGHWAYS JANUARY 2020 53

 TECHNICAL PAPER
Hence Total savings considering saving in VOC and
saving in time;
a + b = 11.67 + 26.57 = 38.24 Cr. (VOC + Time)
ii) Mini Bus
For Mini Bus, Cost for time saving per person per hour is
86.83/- (adjusted to 2019 price levels)
Considering average number of passenger per Mini Bus
= 15
Total savings in time = 2.5 x 15 = 37.50 man-hours
Total number of Mini Buses considered = 11
Cost for time saving per day = 11 x 37.50 x 86.83 = Rs.
35817.38/-
Therefore, total cost saving per year = 35817.38 x 300 =
Rs. 10745212.5/-
Say Rs. 1.07 Cr/year (c)
Hence Total savings considering saving in VOC and
saving in time;
a + c = 0.24+ 1.07 = 1.31 Cr. (VOC + Time)
iii Bus
For Bus, Cost for time saving per person per hour is
59.03/- (adjusted to 2019 price levels)
Considering average number of passenger per Bus = 43
Total savings in time = 2.5 x 43 = 107.5 man-hours result in shorter routes and to avail benefits as
Total number of Buses considered = 47
Cost for time saving per day = 47 x 107.5 x 59.03 = Rs.
298249.07/-
Therefore, total cost saving per year = 298249.07 x 300 =
Rs. 89474722.5/-
Say Rs. 8.94 Cr/year (d)
Hence Total savings considering saving in VOC and
saving in time;
a + d = 1.55 + 8.94 = 10.49 Cr. (VOC + Time) prepared considering existing road network and
As is evident from this case study; the waterways
transportation will lead to a substantial savings in terms of
Vehicle Operating Costs and Cost of Time. These savings
are quantified in the calculations above, as about 50 crore
rupees (38.24 + 1.31 + 10.49 Crores) every year. These
saving are obtained by considering very conservative
figures and actual savings may be more than these
calculated figures.
In addition to these monetary savings, the mixed mode
of transport i.e. Road, Rail and water transport will result
in combating the pollution and road congestion. Thus
waterway transportation is an alternate strategy to support
54 INDIAN HIGHWAYS JANUARY 2020
road infrastructure and sustainable solution going forward
for economic growth of the state and country.
8. PRESENT STATUS OF THE CASE STUDY
Presently, the construction of Mandwa Jetty is completed.
Other infrastructure including Breakwater & Pontoon,
linking span, turning platform, approach jetty parking area,
terminal building, electrification work is also completed.
The vessels are expected in the near future and the ferry
will start immediately after arrival of the vessels.
9. CONCLUSION
a. Mix mode of road and water transportation is useful
for congested roads.
b. Vehicular operation cost saving and time saving
will be beneficial to end user and it will also help to
reduce environmental pollution.
c. The water transport fee may be charged according
to the VOC saving and time savings.
d. Water transport may be used for public, goods,
cargo, etc. to avoid congestion on roads.
e. Available 720 km coastline & sea route may be
utilised for water transportation as an alternate
strategy to support road infrastructure.
f. Development through mix mode of transport will
stipulated in para 4.
g. Water Transport development plan should consider
the tourist places, industrial zones, district
headquarters, etc. to connect National Highways,
State Highways, etc.
h. Proper traffic count study need to be undertaken to
decide the high density corridor, medium density
corridor and to take the advantage of road and water
transport modes. And thus, master plan should be
possible water transport network for mix mode of
transportation.
i. Highway authority and Maritime Authority may
decide the Mix Mode of transport routes for the
benefit of larger public interest
References
i. IRC:SP:30-2009 “Manual on Economic
Evaluation of Highway Projects in India”
Second Revsion 2009 Published by IRC,
New Delhi
ii. “Mandwa Project Report”–Case Study.
 GUIDELINES
TECHNICAL
FOR ACCREDITATION
PAPER

GUIDELINES FOR ACCREDITATION OF NEW MATERIALS AND TECHNIQUES

1. Highway Research Board of Indian Roads Congress operates Accreditation of New Materials and Techniques
to manufacturers/promoters covering planning, design, construction and maintenance of Highways and Bridges.
The ‘Committee for Accreditation of New Materials and Techniques’ is composed of road and bridge Experts from
Central Road Research Institute (CRRI); Ministry of Road Transport & Highways (MORTH); National Highways
Authority of India (NHAI); National Rural Infrastructure Development Agency (NRIDA), Central Public Works
Department (CPWD), Border Roads Organization (BRO), Military Engineering Services (MES), State PWDs;
Highways Research Station (HRS), Chennai; Gujarat Engineering Research Institute (GERI), Vadodara, IIT
Delhi, IIT Roorkee, National Highways Builders Association (NHBF) and Consulting Engineering Association of
India (CEAI) and National Highways Infrastructure Development Corporation Limited (NHIDCL).

2. The Committee accords accreditation to new materials or techniques after review of technical details, test details
and other information furnished about the product or technique.

3. The applicant has to pay an advance processing fee of `2,00,000/- (including GST) for each product by Demand
Draft drawn in favour of Secretary General, IRC payable at New Delhi and has to submit the following reports
(one set) relating to the new material/technique:

a) Evaluation Report
b) Physical and Chemical Composition
c) Location and availability in India and abroad
d) Projects where used in India or abroad
e) Product Specifications in line with National/International Specifications
f) Laboratory Test Reports from Central Road Research Institute (CRRI) / Government approved
laboratories/ Indian Institute of Technologies (IITs)*
g) Cost Comparison under Indian Conditions

4. The technical representative of the manufacturer/promoter is required to make a Presentation before the above
said Committee for about 20 minutes. 30 sets of documents at Para 3 above are required on the day of meeting
for circulation amongst the members of the Committee.

5. The Accreditation Certificate is granted to the applicant on trial basis for a period of three years, if the Committee
is satisfied about the cost performance effectiveness of the new material/technique.

6. The manufacturer/promoter has to furnish first detailed performance report of the accredited product from
client/user Department to IRC within one year from the date of issue of Accreditation Certificate. Subsequent
performance reports should be furnished every six months, failing which the accreditation may get cancelled.

7. For renewal of already accredited materials/techniques after three years, the manufacturer/promoter will have to
apply afresh to IRC alongwith all the performance reports available till that date. A processing fee of ` 2,00,000/-
(including GST) for each product by Demand Draft drawn in favour of Secretary General, IRC payable at New
Delhi has to be submitted alongwith the application for renewal of Accreditation Certificate.

8. The Renewal of Accreditation Certificate is granted for a period of two years and such renewals are allowed two
times only. Further renewal may be accepted in respect of material/technology giving good performance and no
Standard/Specification is available in India. The Council of IRC has authorized the Chairman of Accreditation
Committee to approve the third renewal on case-to-case basis.

* In case, test reports / testing facility in Indian condition is not available, reports from Govt. departments of developed country could be
considered by the Committee and accepted.

INDIAN HIGHWAYS JANUARY 2020 55

 LIST OF IRC ACCREDITED NEW MATERIALS

LIST OF IRC ACCREDITED NEW MATERIALS/TECHNIQUES/EQUIPMENT/PRODUCTS

( valid as on 31 December, 2019 )
The Committee for Accreditation of New Materials and Techniques formed under the aegis of Highway Research Board
of Indian Roads Congress (IRC) gives accreditation to patented or new materials / technologies / equipment, developed
in India/ abroad for being used on trial basis. These new materials are evaluated as per recognized National / International
Specifications.
The list of IRC accredited new materials/techniques/equipment/products, valid as on 31 December, 2019 is as mentioned
below:

S. No. Name of the New Material/ Usage

Technology/ Equipment/ Product
1 Unbreakable Glare Screen To improve road safety and safeguard lives on roads
2 VIATOP PLUS FEP For use in modification of bitumen
3 Aqua Patch Used as High performance, quick setting pothole repair material
4 SUNCRYSTAL MIX Crystalline Admixture for reducing permeability of concrete
5 Avery Dennison Traffic Jet Print Digital printing technology for durable traffic signs
System
6 ANT Stabilizer used in road construction
7 ShaliSeal RSTC Tar base emulsion for enhancing road life by water ingress
8 Polyalk CP 293 Enhances the service life of the structures significantly and is
beneficial in corrosion prone zones.
9 “SUNEXT 8” – Aliphatic, Acrylic Protection of exposed concrete structures
Based, Anti-carbonation Coating
10 “vSAFE” (Advanced Polymer) New To promote road safety and efficiency of road users
Gen Road Signage
11 “Ultracure” - white pigmented wax for use in concrete structures
based curing compound for concrete
12 RoadCem As stabilizing material
13 Terrazyme Soil stabilizing material used in construction of roads
14 Corrkil E System For the painting of Steel Bridges
15 Fluoro Polymer Based Coating System For the painting of Steel Bridges
16 SikaBit T 130 SG Bridge Deck Waterproofing Membrane
17 Primeline Standard Thermoplastic Road Marking Material
18 IMS K100 Concrete Upgrading Admixture for Cementitious and Rigid
Pavement Construction
19 Roller Barrier Used to absorb shock, impact of the plying vehicle on the road and
ultimately minimize accidents/fatalities
20 Shaliplast LW++ Integral Waterproofing cum binder corrosion inhibitor for Bridges &
Reinforced Concrete
21 HMVG-50 Stiffer/harder grade binder to prevent pavement failure due to
increased loads
22 Portadeck Heavy Duty Composite Access Mats and Floors/Working Platforms

56 INDIAN HIGHWAYS JANUARY 2020

 LIST OF IRC ACCREDITED NEW MATERIALS

S. No. Name of the New Material/ Usage

Technology/ Equipment/ Product
23 Automark For use in safety of roads, bridges and structures
24 Asphaltoseal On concrete decks for waterproofing purpose in lieu of mastic asphalt
under BC overlay
25 Processed Steel Slag Alternate Aggregate for Flexible Pavements
26 Monopol 456 HB Anti-Carbonation Coating for Bridges and Concrete Structures
27 EPCO KP 200 Bipolar Concrete Penetrating Corrosion Inhibitor
28 Monopol Low Viscous Grout Material
29 RBI Grade-81 Stabilizer used in Road Construction
30 HZL Process Waste, Jarofix Used as filler material in road embankments
31 Imperial Smelting Furnace (ISF) Slag As fine and coarse aggregates & as filler for road embankment
32 Iter PPS 1000 CV Bitumen additive for use in flexible pavement
33 Superplast Bitumen additive for use in flexible pavement
34 Trolex NCAT NTO Apparatus to measure Asphalt content by the Ignition method
35 Asphalt Content Tester (AIM 590) It is used for hot mix asphalt paving mixtures and pavement samples
36 i-lite Reflective Pavement Marker It is based on 100% indigenously developed technology whose
properties are in conformity with ASTM D 4280-94
37 Penetron Admix® (Crystalline Used for making the concrete permanently sealed against the
Waterproofing Admixture) penetration of water or liquids
38 GUJCON-CRF Nylone 6 Fibre Used as a secondary reinforcement in concrete roads and bridges
39 Waelz Kiln (WK) Slag Used in embankment, sub-base and bituminous/concrete pavement
40 Evocrete® ST Acts as an enhancer for the hydration process and increases water
impermeability and resistance to thermal/salt/acid/frost
41 ZycoTherm Warm mix additive
42 Geopolymer Concrete Eco-friendly Concrete which replace cement in concrete
43 Secugrid 30/30Q1 Used for base reinforcement of road loading to longer life or
reduction of thickness of aggregate & bitumen layer in pavement
44 CMR Bitplast Waste plastic impregnated and concentrated bitumen tablets for
laying flexible pavements
45 Asian Paints Smart Care APP Polymer Used as a Waterproofing/ damp proofing membrane in horizontal and
Modified 4mm Membrane vertical both directions
46 Asphalto Mastic Bitumen Membrane Waterproofing for bridge deck
47 Treated Drill Cuttings Used as a filler in construction work
48 Barrier System (Ezy Guard SMART) Used to secure the W-beam rail to the Z-Posts, eliminating the
MASH TL3 requirement for blocking pieces and rail stiffening plates
49 Barrier System (Ezy Guard HC) Used to secure the thrie beam rails to the posts, eliminating the
MASH TL4 requirement for blocking/offset pieces and rail stiffening plates
50 KSI Roller Safety Barrier Used for Traffic Island Toll Entrance, Terminal, Intersections, etc
51 Mazaa AC Pipes Used for sewerage and drainage

INDIAN HIGHWAYS JANUARY 2020 57

 TENDER NOTICE

58 INDIAN HIGHWAYS JANUARY 2020

TENDER NOTICE

INDIAN HIGHWAYS JANUARY 2020 59

 TENDER NOTICE

60 INDIAN HIGHWAYS JANUARY 2020

TENDER NOTICE/MoRT&H CIRCULAR

INDIAN HIGHWAYS JANUARY 2020 61

 MoRT&H CIRCULAR

62 INDIAN HIGHWAYS JANUARY 2020

MoRT&H CIRCULAR

INDIAN HIGHWAYS JANUARY 2020 63

 MoRT&H CIRCULAR

64 INDIAN HIGHWAYS JANUARY 2020

 ANNOUNCEMENT

REGIONAL WORKSHOP ON
“QUALITY CONTROL, NEW MATERIALS AND TECHNIQUES IN
ROAD SECTOR”
TO BE HELD AT IIT ROORKEE ON 7TH & 8TH February, 2020

The Indian Roads Congress (IRC) in association with Indian Institute of Technology, Roorkee is organizing a Regional
Workshop on “Quality Control, New Materials and Techniques in Road Sector” on 7th & 8th February, 2020 for the
benefit of engineers from Northern Region of India at IIT Roorkee (Uttarakhand).
The purpose of organizing this two days Workshop is imparting technical knowledge about latest technology on Quality
Control, New Materials, Techniques, Machinery and modern trend amongst Highways Engineers/Professionals. This
two-day Workshop will be benefitted to the Engineers/professionals from the State of Uttarakhand, and its adjacent
states; Uttar Pradesh, Punjab, Haryana, Himachal Pradesh, J&K, Delhi and officers from MoRT&H, NHAI, NRIDA,
including local bodies and representatives of contractors & consulting firms.
The main themes to be covered in the Technical Sessions of this two days Workshop are: Rheology of Bitumen,
Soil Stabilization (Modern Techniques), Bitumen Modifiers, Warm Mix Asphalt, Cold Mix, RAP Materials, Flexible
& Rigid Pavements and Materials, Cement Treated Base, Quality control, New Pavement Material and Techniques.
Venue:
The Venue for the Workshop is Dr. O.P. Jain Auditorium, Department of Civil Engineering, IIT Roorkee,
Limited Accommodation available at guest houses at IIT Roorkee on payment basis.
Registration:
The registration fee for the Workshop per delegate:
For IRC Members: Rs.6000/-
For Non Members: Rs.7000/-
For Students: Rs.3000/-
Payment for Registration fee can be made through Cash at IRC Delhi office or by Demand Draft/Cheque drawn in favour of Secretary
General, Indian Roads Congress, payable at New Delhi or also online mode , NEET/RTGS payments as per details given below:
Account Holder Name: Indian Roads Congress;
Bank: Syndicate Bank, ,R.K. Puram, branch New Delhi;
Bank A/c No.90092140000352; IFSC Code: SYNB0009009;
Members of IRC from the concerned States may pursue with their authorities for nomination for participating in this
Workshop.
For further information in this regard, please contact:

At New Delhi At Roorkee:

Shri Rahul V. Patil Dr. G.D. Ransinchung R.N.,
Deputy Director (Tech.) Associate Professor & Faculty Adviser (SSO)
Indian Roads Congress, & Students Club,
IRC Bhawan, Kama Koti Marg, O.C.M. Tech., Transportation Engineering
Sector-6, R.K. Puram, Group,
New Delhi – 110 022 Civil Engineering Department
Mobile: 093128 49826 IIT Roorkee, Roorkee, (Uttrakhand)
e-mail:irchrb@gmail.com Mobile: 94589 47088
e-mail : gdranfce@iitr.ernet.in

INDIAN HIGHWAYS JANUARY 2020 65

 MoRT&H CIRCULAR
REGISTRATION FORM
Regional Workshop on
“Quality Control New Materials and
Techniques in Road Sector”

Date: 7TH & 8TH February, 2020

Indian Roads Congress (Friday and Saturday)
IIT, Roorkee

Please return before 20th January, 2020

The Secretary General  Venue: Dr. O.P. Jain Auditorium,

 IIT Roorkee, Uttarakhand
Indian Roads Congress
Kama Koti Marg, Sector 6,
R.K. Puram, New Delhi-110 02 
Tel. (011) 2618 5273
e-mail: irchrb@gmail.com; secygen.irc@gov.in

1. IRC Membership No. ________________________

2. Name: __________________________________________________________________________________
3. Designation: _____________________________________________________________________________
4. Mailing Address: _________________________________________________________________________
________________________________________________________________________________________
5. Telephone: STD Code: _______ Office: _____________ Residence: _________________________
Mobile: ___________________ e-mail ID: _______________________________________
6. Nominated/Sponsored by: ___________________________________________________________________
7. Registration Fee (without accommodation facility)
For IRC Members: Rs.6000/-
For Non Members: Rs.7000/-
For Students: Rs.3000/-
Mode of Payment

(a) Demand Draft No. __________________ Date _______________ for Rs. ____________
(b) Online Transaction No. ______________ Date________________ for Rs.____________
Signature

Account Holder Name: Indian Roads Congress;

Bank: Syndicate Bank, ,R.K. Puram, branch New Delhi;
Bank A/c No.90092140000352; IFSC Code: SYNB0009009;

Note : Demand Draft is to be drawn in favour of the Secretary General, Indian Roads Congress, payable at New
Delhi.

66 INDIAN HIGHWAYS JANUARY 2020

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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 28-29.12.2019 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
published on 31 december, 2019 JANUARY, 2020
Indian Highways Advance Month, JANUARY, 2020
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Indian Highways
Volume : 48 Number : 1 Total Pages : 72

Zebra Crossing is for Pedestrians only

Respect
Pedestrians !
Stop before Stop-Line
National Road Safety Week - 11th to 17th January, 2020

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