HIGHWAY RESEARCH

Copyright ©
Regd. No. DELENG/2008/26432 with the Registrar of Newspapers

JOURNAL
CONTENTS
PAVEMENT eNGINEERING

� Effect of Carbon Black on Ageing of Bitumen 1-13

By Dr. Praveen Kumar, Malvee Singla & Ankit Sharma

� Economic Analysis of Cell Filled Concrete Pavements  14-22

By Dr. Prashant P. Nagrale, Bharati M. Jagdale & Sagar J. Goud

� 
Effective use of Sugarcane Bagasse Ash as A Filler in Hot Mix Asphalt 23-30
By Dr. M.S. Ranadive & Anil C. Bhadre

� 
Use of Recycled Aggregates Blended With Plastic Waste for Sustainable Road
Construction 31-38

By Dr. Indrasen Singh, N. Abhineeth & K.Neela Wardhan

GEOTECHNICAL eNGINEERING Highway Research Board

� Laboratory Investigation of Blended Lateritic Soil for Gravel Roads  39-47
Indian Roads Congress
By Prof. Ravi Shankar A U, Priyanka B A & Goutham Sarang

BRIDGE eNGINEERING

� Alternate Structure for Transportation on Intersections 48-58

By S.S. Yadav Volume 10 No. 2 July - December, 2019

https://www.irc.nic.in
 MEMBERS OF THE HIGHWAY RESEARCH BOARD (2017-2020)

1 Chairman, HRB - Shri I.K. Pandey, Director General (Road Development) & Spl. Secy., MoRT&H, New Delhi
2 Secretary, HRB - Shri S.K. Nirmal, Secretary General, Indian Roads Congress, New Delhi
3 President, IRC - Shri Toli Basar, Chief Engineer Highway Zone PWD, Itanagar (Arunachal Pradesh)

Members

4 Prof. Satish Chandra, Director, CSIR-Central Road Research 29 Prof. Sanjay Gupta, Head, Transport Planning Department
Institute, New Delhi & Registrar, School of Planning & Architecture, New Delhi
5 Shri Y. Bala Krishna, Additional Director General, MoRT&H, 30 Dr. Dharmveer Singh, Associate Professor,
New Delhi Deptt. of Civil Engg., IIT Bombay, Mumbai
6 The Additional Director General-II, MoRT&H, New Delhi 31 Dr. M. Mansoor Ahammed, Head, Deptt. of Civil Engg.,
7 Shri Sanjeev Kumar, Chief Engineer, S, R&T SVNIT, Surat
(Pavement, Bridge, Bridge Design & Road Safety), MoRT&H, 32 The Chief Engineer, Rural Works I, Bhubaneswar (Odisha)
New Delhi 33 The Chief Engineer (Panchayat) & Addl. Secretary,
8 Lt. Gen. Harpal Singh, AVSM, VSM, R&B Deptt., Gandhinagar
Director General Border Roads, New Delhi 34 The Engineer-in-Chief, Panchayati Raj Department,
9 The Member (Technical), Hyderabad
National Highways Authority of India, New Delhi 35 The Chief Engineer (PMGSY), Rural Development & Water
10 Shri B.C. Pradhan, Director (Technical), NRIDA, New Delhi Conservation Department, Mumbai
11 Shri D. Sarangi, Director, 36 The Engineer-in-Chief, Rural Works Deptt., Patna
Indian Academy of Highway Engineers, Noida (U.P.) 37 The Vice-Chairman & Managing Director, Andhra Pradesh
12 Er. Bhuvan Kumar Sharma, Chief Engineer (NH), H.P. State Road Transport Corporation, Vijayawada
P.W.D., Shimla (Himachal Pradesh) 38 Shri R.V. Chakrapani, Managing Director,
13 Shri Hari Om Sharma, Engineer-in-Chief, Uttarakhand, M/s. Aarvee Associates Pvt. Ltd., Hyderabad
PWD., Dehradun 39 Dr. Harshavardhan Subbarao, Chairman & Managing
14 Shri Govind Prasad Katare, Chief Engineer (NH), PWD, Director, Construma Consultancy Pvt. Ltd., Mumbai
Bhopal, Madhya Pradesh 40 Shri Sanjeev Kapoor, Director (Transportation),
15 The Chief Engineer (NH), U.P. P.W.D., Lucknow Ramboll India Pvt. Ltd., Gurgaon
16 The Chief Engineer (NH), PWD, Bangalore 41 Maj. V.C. Verma, Chairman & Managing Director,
17 Shri Ashok Kumar M., Chief Engineer (NH), Works Deptt., Oriental Structural Engineers Pvt. Ltd., New Delhi
Thiruvananthapuram 42 Mr. Vishwas Jain, Managing Director,
18 Shri Soumitra Kumar Maiti, Chief Engineer (NH), PWRD, Consulting Engineers Group, New Delhi
Kolkata 43 Mr. I.P. Tantia, Chairman and Managing Director,
19 Er. N. Balamurugan, Chief Engineer (NH), PWD, Chennai Tantia Constructions Ltd., Kolkata
20 Shri Lalmuankima Henry, Chief Engineer (Highway), PWD 44 Shri D.P. Gupta, Former, DG (RD) & AS, MOST, New Delhi
Mizoram, Aizawl 45 Shri A.V. Sinha, Former DG (RD) & SS, MoRT&H,
21 The Chief Engineer, P.W.D., Manipur, Imphal New Delhi
22 Tmt. R. Geetha, Director, Highways Research Station, 46 Shri P.N. Jain, Former Secretary, R&B Deptt.,
Chennai Govt. of Gujarat, Ahmedabad
23 Prof. Shishir Kr. Sahu, Head, Deptt. of Civil Engg., 47 Shri Chaman Lal, Former, E-in-C Haryana
NIT, Rourkela 48 Dr. Sunil Bose, Former Head, FPC Divn., CRRI, Faridabad
24 Shri V.P. Kapadia, Chief Engineer & Director (Roads), 49 Shri Parimal Rai, Chief Secretary, Govt. of Goa
Gujarat Engg. Research Institute (GERI), Vadodara 50 Prof. K. Sudhakar Reddy, Deptt. of Civil Engineering,
25 The Professor and Head, Deptt. of Civil Engineering, Indian Institute of Technology Kharagpur, Kharagpur
National Institute of Technology Trichy, Tiruchirappalli 51 Shri H.L. Mina, Former Secretary, PWD, Rajasthan, Jaipur
26 The Coordinator, Centre for Transportation Engineering, 52 Shri V. L. Patankar, Former ADG, MoRT&H, New Delhi
Bangalore University, Bangalore
53 Shri U. Jaya Kodi, President, Technical & Arbitration ,
27 Dr. Praveen Kumar, Director, NIT Delhi BSCPL Infrastructure Ltd., Hyderabad
28 Prof. A. Veeraragavan, Deptt. of Civil Engg., IIT Madras,
Chennai
 hIGHWAY RESEARCH
Journal
Volume : 10-2 JULY - DECEMBER, 2019

Indian Roads Congress

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HIGHWAY RESEARCH BOARD

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 EFFECT OF CARBON BLACK ON AGEING OF BITUMEN

Dr. Praveen Kumar1 Malvee Singla2 Ankit Sharma3

ABSTRACT

Asphalt binder becomes stiffer with ageing. With ageing, binder loses its elasticity and flexibility against the traffic-induced
stresses and strains. This leads to the reduced performance of flexible pavements. In this study, Carbon Black (CB) has been
used as an anti ageing asphalt modifier. Viscosity Grade- 30 (VG-30) has been used as base binder and three dosages of CB
i.e. 5, 10 and 15% by weight of asphalt binder have been added for the binder modification. Rheological and conventional
characterization of these modified binders was performed and their results indicate improvement in permanent deformation
resistance on modification with CB. For rutting and fatigue performance, Multiple Stress Creep and Recovery (MSCR) and
Linear Amplitude Sweep (LAS) tests have been performed, respectively. Master curves of complex modulus indicate significant
improvement in stiffness on modification with CB. Traffic ranking is also assigned with respect to non-recoverable creep
compliance (Jnr) criteria at 3.2 kPa stress level and indicated one traffic class improvement over base binder. Based on the
results, optimum content of carbon black is found to be 10% by weight of VG-30 binder.

1. INTRODUCTION (Yamaguchi et al. 2004). Anti-ageing asphalt modifiers

are used to rejuvenate the asphalt at the end of its service
Bitumen ageing is considered as one of the principal
life (Tabaković et al. 2013).
factors causing the deterioration of asphalt pavements.
Ageing causes the bitumen to go stiff due to exposure to Carbon black prevents the conversion of aromatics to
heat, oxygen, and ultraviolet (UV) light during storage, asphaltenes and resins and ultimately suppresses the
mixing, transport and laying down, as well as in service formation of oxygen containing functional groups such as
life. These aging processes lead to decrease of asphalt carbonyl groups. This helps in decreasing the oxidative
properties and shorten the lifetime of pavement. degradation caused by ageing and is considered to be
effective in improving the durability of asphalt binders
Bitumen can be broadly categorized into two main
and hence bituminous pavements. Carbon black consists
chemical groups called asphaltenes and maltenes. Maltenes
of more than 95% pure carbon with minimal quantities
are further subdivided into saturates, aromatics and resins.
of oxygen, hydrogen and nitrogen. Carbon black particles
Asphaltenes are the high molecular weight molecules and
range from 10 nm to approximately 500 nm in size. These
increasing their content increases the viscosity of bitumen
particles fuse into chain like structure which decides the
and hence producing harder bitumen. The mechanism
grade of carbon black. Carbon black is a commercial
of asphalt ageing involves conversion of aromatics into
product of solid carbon, mainly manufactured (more
aspahltenes and resins. This conversion results in the
than world’s 98% production) by Furnace Black Method
formation of oxygen containing functional groups, i.e.
to produce specifically engineered aggregate of carbon
carbonyl compounds and sulfoxides. Due to the increased
particles that vary in particle size, shape, porosity and
conversion of aromatic compound into asphaltenes and
surface chemistry.
resins, bitumen gets stiffer and gets cracked easily under
progressive axle loads on pavement during its service life Many researchers have investigated the use of carbon
1
Director, NIT Delhi and Professor, IIT Roorkee, Email: praveenaeron@gmail.com
2
M Tech Student
Civil Engg Deptt, IIT Roorkee
3
Ph D Student

hIGHWAY RESEARCH Journal, July-December, 2019 5

 Kumar, Singla & Sharma on
Effect of Carbon Black on Ageing of Bitumen
black as a bitumen modifier to enhance its properties
and hence the performance of bituminous pavements.
The first study conducted by Alliotti in the year 1962
indicated that carbon black can be used as a reinforcing
agent in bitumen and it will improve the properties of
bituminous binders (Ali et al. 2013). According to Yao,
M. (1986), Vallerga and Gridley (1980), on addition of
carbon black, rutting resistance at high temperature,
resistance to cracking propagation at low temperature
and durability of asphalt got improved (Chowdhury, A
et al. 2001; Hunter, N. R. 2000). A study conducted by
Yamaguchi et al. (2005) indicates oxidation of asphalt
during its service life in pavement. It was found that
lower asphalt film thickness is subjected to more ageing.
Critical asphalt film thickness is found to be 200 µm,
below which severe oxidation takes place. Spectral
photo degradation wavelength range based on visual
observation and carbonyl index for asphalt was found
to be 300-400 µm. CB blocks light near the surface by
absorbing light and prevents oxidation of asphalt.In cold
regions, snow and ice removal from pavement is essential
to reduce the traffic accidents. Carbon black absorbs
Ultra violet light and converts it into heat so that snow
and ice can be melted away from pavement (Guern et al.
2010; Yang et al. 2007; Airey Gordon D. 2003). Ali et al.
(2013) concluded that carbon black has the potential of
becoming a modifier in hot mix asphalt; it had improved
the elastic behavior and reduced the rutting potential of
the binder.
The present study focuses on the evaluation of the
performance characteristics of the neat and CB modified
binders, before and after ageing. The optimum content of
CB has been determined by analyzing the results obtained
from the two performance tests i.e. Multiple Stress
Creep and Recovery (MSCR) and Linear Amplitude
Sweep (LAS) used for rutting and fatigue performance
respectively. The above tests were performed at short
and long term stages of ageing and helped to compare the
effect of ageing on all the binders. It was seen that carbon
black modified binders displayed an improvement in
their overall performance as compared to the neat binder
VG-30.
Finally optimum content of carbon black has been
determined based on the effect of various parameters
and ageing effect. There are limited studies available on
the rheological performance of short and long term aged
carbon black modified base binder. This study evaluates
the rheological performance of carbon black modified
binder when it gets subjected to ageing process. It also
6 hIGHWAY RESEARCH Journal, July-December, 2019
evaluates rutting and fatigue behavior of carbon black
modified VG-30 by MSCR and LAS tests.Hence, carbon
black modified binders displayed an improvement in their
overall performance as compared to neat binders.
2. Experimental Program
It is an experimental study to examinethe performance
of CB modified asphaltbinders based on its rutting and
fatigue criteria with ageing.Base binder used in this study
is VG-30. Conventional characteristic strength tests have
been performed on VG-30. Base binder was found fit to
be used as per Indian Standard (IS) code IS 73:2013. CB
of grade N-660 has been procured in powder form from
Delhi, India. The dosages of CB for modification are
taken as 5, 10 and 15% by weight of binder and blended at
500 rpm at 150˚C at addition rate of 5g/ for 90 minutes
in high shear laboratory mixer. The nomenclature of base
and CB modified binderused in this study is as given
below:
i. Base asphalt (VG 30) – B
ii. Base asphalt + 5% CB – B + 5CB
iii. Base asphalt + 10% CB – B + 10CB
iv. Base asphalt + 15% CB – B + 15CB
Short-term ageing of the various binders was achieved
using the Rolling Thin Film Oven (RTFO). Long-term
ageing of various binders was simulated by subjecting the
already RTFO aged binders to the Pressure Ageing Vessel
(PAV) test. Base and CB modified asphalt binders were
subjected to various conventional and rheological tests.
Conventional tests consist of determination of specific
gravity, penetration, softening point and ductility. In
addition to these, temperature susceptibility of the various
binders was evaluated in terms of Penetration Index (PI).
The Shell Bitumen Handbook has given the following
equation for the calculation of PI:
1952–500 x log(Pen25)–20 x SP
PI = ,(1)
50 x log(Pen25)–SP–120
where, Pen25 is the penetration (in mm at) 25°C and SP (in
°C) is the softening point value.
Loss in volatile fractions has been determined by
comparing the change in mass of the various binders
before and after RTFO ageing.Viscosity of the base
and CB modified asphalt binders were evaluated by
Brookfield rotationalviscometer at 135 and 150˚C,
as per ASTM D4402. Rheological characterization
of the base and CB modified binders, using Dynamic
Shear Rheometer (DSR), is illustrated in Fig. 1
below:
 Kumar, Singla & Sharma on
Effect of Carbon Black on Ageing of Bitumen

Fig. 1: Rheological Characterization of Base and CB Modified Binders

DSR testing, for performance grading of neat and 3. Results and Discussion
modified binders, was performed at two stages: unaged 3.1 Asphalt and Carbon Black
and aged by RTFO. Unaged and RTFO aged samples
were tested at temperatures starting from 58˚C, with This research work consists of VG-30 as base binder
a 6˚C increment, using 25 mm diameter spindle and and carbon black grade N-660 as the asphalt modifier.
testing gap as 1 mm.The Amplitude Sweep Test (AST) The asphalt binder was found acceptable as per Indian
Standards (IS) as shown in Table 1, and Table 2 gives the
was performed on all the binders in order to determine
properties of carbon black used.
their linear viscoelastic strain range (LVE). Frequency
Sweep Test (FST) template was used to evaluate the Table 1: Properties of the Base Binder (VG-30)
rheological parameters, complex modulus (G*), phase S. Tests Reported Specification as
angle (δ), rutting parameter (G*/sinδ) and fatigue No. per is 73:2013
parameter (G* x sinδ), after determining LVE range of 1 Penetration (25°C, 0.1 Mm), 62 45
the binders. Master curves of complex modulus (G*) min
have been prepared over reduced frequencies. Multiple 2 Softening point (°C), min 51.5 47
Stress Creep and Recovery (MSCR) was conducted
3 Specific gravity 1.008 0.97-1.02
at two stress levels of 0.1 kPa and 3.2 kPa, non-
recoverable creep compliance (Jnr) and percent recovery 4 Ductility (mm), min 100 75
(R) parameters were calculated. 5 Viscosity at 60°C (in poise) 3105 2400-3600
Fatigue resistance was evaluated based on G*Sinδ, which Table 2: Properties of Carbon Black
is based on small strain rheology and does not consider
S. Properties Value (Carbon Standard
damage resistance. To consider performance based No. black N-660)
assessment of binder’s damage resistance for fatigue
1 Ash content (%) 0.2 ASTM D-1506
failure, Linear Amplitude Sweep (LAS) test is used
2 Heating loss (125°C; %) 0.4 ASTM D-1509
(Teymourpour, P. and Bahia, H. 2014). The test was done
at temperatures ranging from 10°C to 70°C with a 10 3 Dibutyl phthalate (DBP) 91 ASTM D-3493
adsorption (ml/100g)
degree increment at a fixed frequency of 10 rad/sec. The
strain varied from 0.01 to 100%. Traffic ranking of various 4 Specific surface area 39 ASTM D-3765
(CTAB) (m2/g)
unmodified and modified binders was determined using Jnr
at 3.2 kPa stress level according to AASTHO MP-19. 5 Pour density (g/cm3) 0.38 ASTM D-1513

hIGHWAY RESEARCH Journal, July-December, 2019 7

 Kumar, Singla & Sharma on
Effect of Carbon Black on Ageing of Bitumen

3.2 Effect of Carbon Black on physical properties of binders were tested by conventional tests and are tabulated
asphalt binder in Table 3.
The physical properties of the neat and CB-modified
Table 3: Fundamental Properties of Base and CB-Modified Binders
Binder Type
S.No. Properties
B B+5CB B+10CB B+15CB
1 Penetration (25°C, 0.1mm) 62 56 49 45
2 Softening point (C) 51.5 55 59 61
3 Ductility (cm) 100+ 100+ 50.5 42
4 Specific gravity 1.008 1.071 1.084 1.115
5 Viscosity (135°C, cP) 3758 3925 3944 4155
6 Viscosity (150°C, cP) 642 750 817 833
7 Penetration Index (PI) -0.32 0.25 0.77 0.96
8 Mass Loss (%) (after RTFO ageing) 0.07 0.01 0.02 0.01
9 Critical High temperature (°C) 70 76 82 82

The penetration and ductility values have decreased on evaluated and low temperature is indicated by unknown
increasing carbon black dosages whereas softening point “Y”. According to the results, the performance grade of
and viscosity valueshave increased. In case of ductility 5% CB-modified binder improved by one grade (6°C) and
values, there is no significant change at 5% carbon black for 10 and 15% CB-modified binders by two grades (12°C)
content but for 10 and 15%, ductility values decreased by with respect to the base binder. Similar findings were
49.5 and 58% with respect to neat binder. Rapid decrease observed by Xiao et al. (2013) in their study on influence
in ductility value at 10% indicates increment in stiffness of carbon nanoparticles on rheological characteristics of
due to change in bitumen structure. Similar findings were short term aged asphalt binders.
observed in studies conducted by Cong et al. (2012).
3.4 Linear Viscoelastic (LVE) Limits
The higher the value of PI, lower is the temperature
The LVE strain limit (in %) for different asphalt binders,
susceptibility of the binder. PI values are found to increase
at varying temperatures and fixed frequency (10 rad/s), is
with the increasing content of carbon black. This is a clear
shown in Fig.2, which compares the values.
indication of the reduced temperature susceptibility of
the CB-modified binders as compared to the neat binder.
The loss in mass helps in judging the effect of ageing
and results as a loss of volatile fractions from the binders
during ageing. As per IRC:SP:53:2002, the loss in mass
should not exceed 1% and therefore the values are within
the permissible limits for all the binders. The CB-modified
binders showed a lower mass loss as compared to the
neat binder and hence are lesser susceptible to ageing as
compared to neat binder.
3.3 High-Temperature Performance Grading
It can be seen from Table 3, that the base binder satisfied
the criteria up to 70°C; hence, its high temperature Fig. 2: LVE strain (%) Limit for Different Asphalt Binders
performance grade is PG 70-Y.CB-modified binders for 5, Generally, the LVE strain limits increase with increase in
10 and 15% carbon black content, satisfied the specification temperature and reduction in frequency, because in these
limits up to 77.3, 82 and 82.2°C respectively, consequently two conditions the asphalt is less stiff and hence higher
their high temperature performance grades being PG 76-Y, strain levels are required so that the binder falls in the non-
PG 82-Y and PG 82-Y respectively.This shows that there linear region. According to the results, the LVE limits for
were 4.46, 10.82 and 11.08% increase in their critical high CB modified binders were found to be lower than for base
temperature as compared to the base binder. asphalt. 15% CB-modified gave the lowest values of LVE
Only high temperature performance grading has been strain due to it being the stiffest of all the binders.

8 hIGHWAY RESEARCH Journal, July-December, 2019

 Kumar, Singla & Sharma on
Effect of Carbon Black on Ageing of Bitumen
3.5 Frequency Sweep Test
The DSR tests were conducted for a wide range of
temperatures and frequency to determine the rheological
properties of neat and CB-modified binders. The maximum
mean pavement temperature in India is around 60°C
(Kandhal et.al.). Hence, the relationship between complex
modulus (G*), phase angle (δ) and G*/sin δ, against
frequency are presented at 60˚C as shown in Fig. 3 to 5 for
unaged and RTFO aged binders, at varying percentages of
Carbon black.
Fig. 3 Complex modulus versus frequency curve for
unaged and aged binders at 60˚C
Fig.4 Phase angle (δ) versus frequency curve for
unaged and aged binders at 60˚C
Fig.5:G*/sinδ versus frequency curve for unaged and
aged binders at 60˚C
hIGHWAY RESEARCH Journal, July-December, 2019
Fig.3 and 4 depict the variation in complex modulus and
phase angle for all the binders, unaged and aged, with the
increasing frequency, at a constant temperature of 60˚C.
With the increase in frequency or loading rate, complex
modulus (G*) has increased and phase angle (δ) has
reduced for all the binders owing to the increased stiffness
of the binders with the increment in loading rate. Initially
with 5% CB addition, the value of G* improved slightly,
however when the dosage increased to 10 and 15% the
increment in G* was considerable; when compared with
neat binder. The increment in G* value from 10 to 15%
CB dosage was not significant. RTFO aged binders have
more complex modulus than unaged binders due to the
conversion of aromatics into asphaltene and resins which
leads to increased stiffness, as discussed earlier.
The lowered phase angles curves on modification with
carbon black indicate an improvement in the elastic
component of the binders. Due to the increased stiffness
with increasing frequency, the phase angle values
decreased. The decrease is significant at 10 and 15%
carbon black contents of modification when compared
with the neat binder.
Fig. 5 shows that there is a significant increase in the
rutting parameter (G*/sinδ) for the carbon black modified
binders, which indicates an increase in the resistance
of binder against permanent deformation. Also, elastic
properties on the binder were improved, thus this will
result in the decrease of permanent deformation. Hence,
it can be said that the carbon black modified binders are
more suitable to be used in areas having high frequency of
loading; as compared to the neat binder.
3.6 Rutting resistance by Multiple Stress Creep and
Recovery (MSCR) test
The rutting performance of base and modified binders was
evaluated using the Multiple Stress Creep and Recovery
(MSCR) test conducted in accordance with the ASTM
D7405. The MSCR test was conducted on unaged and
RTFO aged binders using DSR, with 25 mm diameter
spindle and 1 mm testing gap at temperatures varying
from 40 to 70°C and at two stress levels of 0.1 kPa and
3.2 kPa.
This test method is used for the determination of percent
recovery (R) and non-recoverable creep compliance (Jnr) of
asphalt binders. The percent recovery helps in determining
the presence of elastic response of various asphalt
binders. Non-recoverable creep compliance isrelated
with the resistance of an asphalt binder to permanent
deformation under repeated load. Both R and Jnr values are
high temperature performance indicators for bituminous
9
 Kumar, Singla & Sharma on
Effect of Carbon Black on Ageing of Bitumen
binders. Higher R and lower Jnr values of asphalt binder
are desirable for better pavement performance.
As observed from Fig.6, CB-modified binders showed less
creep strain (at the end of 1-second loading period). The
creep strain was found to be highest for the base binderin
comparison to modified binders, which indicates that CB-
modified binders are stiffer, thus, expected to have better
rutting resistance.
Fig. 6 Creep and recovery curve for base and
modified binders
Fig. 7 Variation of Jnr at 0.1 kPa stress with base and
modified binders at 60˚C with ageing.
Fig.8: Variation of Jnr at 3.2 kPa stress with base and
modified binders at 60˚C with ageing.
10 hIGHWAY RESEARCH Journal, July-December, 2019
Fig.7 and 8 indicate the variation of non-recoverable
creep compliance (Jnr) for unaged and RTFO aged base
and modified binders at 0.1 kPa and 3.2 kPa stress
levels. From results, it is clear that Jnr of aged binder is
less as compared to unaged binders which is due to the
increased stiffness after ageing. Decreased Jnr values for
CB-modified bituminous binders reflect the increase in
resistance towards permanent deformation. In general,
the CB-modified binders outperformed the conventional
binder at all the temperatures and both the stress levels.
Another observation between two stress levelsshowed that
rutting resistance has decreased for 3.2 kPa in comparison
to 0.1 kPa which indicates that permanent deformation
of binder under higher stresses may get influenced by
nonlinear behavior of binder.
Fig. 9 Percent recovery at 60˚C of base and
modified binders at 0.1 kPa stress with ageing.
Fig. 10 Percent recovery at 60˚C of base and modified
binders at 3.2 kPa stress with ageing.
Fig. 9 and 10 show the percent recovery (R) at two
different stress levels for unaged and aged binders at
varying CB dosages. A higher value of R is desirable
to ensure better resistance to rutting by the binder.
It is observed that the average percent recovery is
 Kumar, Singla & Sharma on
Effect of Carbon Black on Ageing of Bitumen

considerably higher for 10 and 15% CB-modified binders
as compared to the conventional binder VG-30. R value
is found to be the highest for 10 and 15% CB-modified
bitumen, a negligible difference being there. The results
are consistent at both the stress levels.
3.7 Traffic Ranking
The asphalt binders were ranked (as per AASHTO MP-
19) based on their Jnr values to identify their applicability
to various field conditions. Asphalt binders can be ranked
Table 4:Traffic Ranking as per AASHTO MP-19
S. No. Traffic level (ESALs) and Load rate Designation
into four categories, namely Extremely high traffic loading
(E), Very high traffic loading (V), High traffic loading
(H) and Standard traffic loading (S). This categorization
is based on traffic level in Equivalent Single Axle Loads
(ESALs), load rate observed in the field and Jnr (at 3.2
kPa stress level) as shown in Table 4. The binder that
shows a lower value of Jnr is suitable for extremely high
traffic loading conditions, and a binder having a higher
value of Jnr may exhibit higher permanent deformation
behavior.
Meaning Recommended Jnr (kPa−1)

1 > 30 million and <20 km/h E Extremely high traffic loading 0.0-0.5
2 > 30 million or < 20 km/h V Very high traffic loading 0.5-1.0
3 10-30 million or 20-70 km/h H High traffic loading 1.0-2.0
4 < 10 million and > 70 km/h S Standard traffic loading 2.0-4.0

Table 5 presents the traffic ranking of all the binders at in accordance with AASHTO TP 101-14. This was
60 and 70°C based on the Jnr values at 3.2 kPa stress done to assess the fatigue performance of the PAV aged
levelas per the specifications given in AASHTO MP-19 binders. A frequency sweep test is conducted followed
(Table 4). by amplitude sweep test. The frequency sweep test is
Table 5: Traffic Ranking as per AASHTO MP-19 done at a frequency ranging from 0.2 to 30 Hz and
constant strain value of 0.1%. During the amplitude
S. No. Binder type Temperature, °C
sweep test, the strain varies linearly from 0 to 30% and
60 70 the frequency is kept constant, i.e. 10 Hz.
1 B V S Using the amplitude sweep test, stress-strain curves are
2 B+5CB V S generated for different binders for an average temperature
range of 10 to 30˚C as shown in Fig. 11. The binder having
3 B+10CB E H
high area under the stress-strain curve designates a better
4 B+15CB E H fatigue performance.
The asphalt binders were given their traffic rankings
as shown in Table 5. VG-30 was graded as ‘V’ i.e.,
suitable for very high traffic loading conditions at 60°C
and ‘S’ at 70°C i.e. suitable for standard traffic loading.
5% CB-modified gave the same traffic loading grade,
whereas 10 and 15% CB- modified binders showed an
improvement in the grade. The traffic loading grade was
found to be ‘E’ and ‘H’ at 60 and 70°C respectively, for
both the binders. Therefore, both the binders showed
one grade improvement at both the temperatures
respectively.
3.8 Fatigue Life
The Linear Amplitude Sweep (LAS) test is used to
evaluate the fatigue properties of neat and modified
binders.The binders used here were obtained by Fig.11: Area under Effective shear stress-strain curve
subjecting the already RTFO aged binders to the for average temperature range of 10 to 30˚C for
Pressure Ageing Vessel (PAV).The test was conducted different binders

hIGHWAY RESEARCH Journal, July-December, 2019 11

 Kumar, Singla & Sharma on
Effect of Carbon Black on Ageing of Bitumen
Table 6: Area under the Effective Shear Stress-Strain
Curve.
Binder type Area under the curve
(*10^6Pa)
B 2.582
B+5CB 2.44
B+10CB 4.1
B+15CB 3.989
Table 6 gives area under the stress-strain curve for all the
binders, the value being highest for 10% CB-modified
binder. The results indicates that the fatigue performance
of 10% and 15% Carbon Black modified binders is better
than the base binder and 5% CB modified binder.
4. Conclusions
The study helps us draw the following conclusions:
a. Based on the high temperature performances, MSCR
performance and LAS test performance, it can be
concluded that a carbon black content of 10% was
found to be the optimum percentage for modifying
VG-30 binder. Thus a critical high temperature of
82˚C can be attained by addition of 10% CB in base
binder VG-30, by weight.
b. Increment in stiffness on addition of carbon black
got demonstrated in this study. This is supported
by decreased penetration & ductility values and
increased softening point & viscosity values, which
is an indicator of improved rutting resistance of CB-
modified binders over neat VG-30 binder.
c. Temperature susceptibility has decreased on adding
CB in base asphalt, VG-30, which indicates lower
thermal cracking of CB-modifiedbinder.
d. Significantly decreased Jnr and increased R values
for 10 and 15% CB-modified binders show their
improved resistance to permanent deformation
under repeated load and better elastic response,
as compared to the base binder VG-30. Hence,
supporting the use of these CB-modified binders at
high temperature areas.
e. The traffic rankingresults clearly exhibit that 10 and
15% CB-modified binders can bear traffic levels
as high as 30 million at 60 and 70˚C. Thus making
them suitable to be used at locations with high
temperatures and high traffic loading.
f. In case of the intermediate temperature range of 10
to 30˚C, 10 and 15% CB-modified binders showed
12 hIGHWAY RESEARCH Journal, July-December, 2019
significant improvement in terms of their fatigue
performance, when compared to base binder VG-
30.
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xii. ASTM International (2016). “Standard Test Method for
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xiii. ASTM International (2018). “Standard Test Methods
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xv. Benešová, L.and Valentin, J. (2017), “Influence of
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in India (2016th ed.). PHI Learning. Retrieved
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xxvi. Navarro F. J. and Moralés Moises gracía, M (2011) “The
use of waste polymers to modify bitumen, Polymer
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13
 ECONOMIC ANALYSIS OF CELL FILLED CONCRETE PAVEMENTS

Dr. Prashant P. Nagrale1 Bharati M. Jagdale2 Sagar J. Goud3

ABSTRACT
The present study carried out to investigate the structural behavior of geocell filled concrete pavements. The main objective of
paper is to investigate the effect of confinement due to geocell on various parameters of concrete. The laboratory investigation
includes determination of 3 days, 7 days and 28 days compressive strength and modulus of elasticity of M20 and M25 grades
of concrete with and without geocell. Also, study extended to understand the effect of replacement of cement with fly ash on
strength characteristics of M20 and M25 grade concrete with and without geocell. The study shows that upto 30 % replacement
of cement with fly ash, the 3 days and 7 days compressive strength of concrete decreases with increase in percentage replacement
of cement with fly ash whereas 28 days compressive strength increases. Hence 30% replacement of cement with fly ash can be
considered as optimum fly ash content for maximum benefits.
The finite element analysis was carried out on geocell filled concrete pavement. The thickness of geocell filled concrete layer
varied from 200 mm to 100 mm at the step of 25 mm and vertical compressive strain captured. The design charts developed
showing the relation between thicknesses of geocell filled concrete layer with cumulative number of standard axle during design
life using rutting as a failure criteria. The economic analysis performed for geocell filled concrete pavement for M20 and M25
concrete grades.

1. INTRODUCTION This concept was investigated by A.T. Visser et.al. (1999,

In pavement design, it has been always a major challenge
to design the economical road with better structural
performance. The incipient concept of cell filled concrete
pavement is utilized in present study. When the geocell is
filled with the concrete and during compaction the walls
of the geocell formwork get deformed. Thus, flexibility
is introduced into the pavement due to interlocking
action. Such pavements are termed as cell filled concrete
pavement. The geocells are generally composed of low
density polyethylene and it provides high tensile strength.
Additionally, utilization of fly ash mixed concrete in base
layer of the pavement may give stronger intermediate layer.
So the thickness of the intermediate layer may be reduced
for a given design traffic. It may result in preserving of
construction cost.
2003). They provided the design catalogue for roads with
service life more than 5 years and observation obtained
that economy can be achieved by using geocell [1,2]. Plessis
B.M. et. al (2001), Ansger Emersleben et.al. (2008),
Rytathiang et. al. (2005, 2006), Subrot Roy (2011) and
Y.A. Singh (2012) also performed the laboratory tests and
pavement modeling for testing the effectiveness of geocell
in load carrying capacity [7, 9, 4, 8],[3, 5]. Researchers observed
that geocell gives the interlocking action which increased
the strength of pavement and induced flexibility. So it is
termed as a flexible concrete pavement[1,3,6,16]. Subrot Roy
and K.K. Pathak (2017) evaluated the structural behavior
of cement concrete cell filled pavement laid over different
type of subbases which gave the high modulus value for
cell filled pavement and achieved the economy [6].

1
Professor, E-mail: p_nagrale@spce.ac.in
Department of Civil Engineering, Sardar Patel College of
2
Ph.D. Research Scholar, E-mail: bharatijagadale@gmail.com
Engineering, Mumbai.
3
M.Tech Scholar

14 hIGHWAY RESEARCH Journal, July-December, 2019

 Nagrale, Jagdale & Goud on
Economic Analysis of Cell Filled Concrete Pavements

The objectives of present study is to investigate the effect of

geocell on 3 days, 7 days and 28 days compressive strength
of M20 and M25 grade concrete. Also, to understand the
effect of geocell on modulus of elasticity of M20 and M25
grade concrete. Further the study extended to evaluate
the life of geocell filled concrete pavement using finite
element method and its economics.

Fig. 2 The shape of geocell [4]

Fig. 1 Deformed geocell wall after compaction [4]
2. EXPERIMENTAL PROGRAMME
2.1 Properties of Material
In present study ordinary Portland cement of grade 53
meeting the requirement of IS 269:2015 is used. The fly
ash of class F conforming to IS 3812 (Part 1), ASTM
C618 is used to replace cement with varying percentage
and geocell of size 150 mm x 150 mm x 150 mm having
wall thickness 200 µ is selected.

Table 1: Physical Properties of OPC 53 Grade Cement and Strength and Shape Properties of Aggregate
Properties Meeting
Material & Test Name IS specified range
Obtained Criteria or not
Cement
Fineness IS:4031(Part 1):1996 Should not exceed 10% 3%
Standard Consistency IS:4031(Part 4):1988 For OPC consistency is around 30% 29% Yes
Yes
Initial setting time IS:4031(Part 5):1988 30 minutes 100 minutes
Final setting time IS:4031(Part 5):1988 10 hours 4 hours
Soundness IS:4031(Part 3):1988 < 10 mm 1 mm
Aggregate
Toughness Test 1) For Wearing Course <30%
2) For Base Course < 45% 11.5%

1) Flakiness Index < 15% 11.2%

Shape Test
2) Elongation Index < 15% 8.14 %
Yes
Strength Test For Surface or wearing course, the crushing value
< 30% 23.21%

Los Angel’s Test For Cement concrete surface course

< 35% 30.1%

Aggregates are the main constituent in the pavement
and the strength of the pavement also depends on the
strength of aggregate. The aggregates of size 8 mm to 10
mm and 18 mm to 20 mm is referred to as metal I and
metal II respectively. The aggregates were tested in the
laboratory. Table 1 shows the Physical properties of OPC
53 grade cement and properties of aggregate. Whereas,
Table 2 shows gradation and physical properties of
coarse and fine aggregate. Sand was obtained from the
river. Gradation and physical properties shown in the
Table 2 indicates that sand corresponds to Zone II of
IS 383:2016.

hIGHWAY RESEARCH Journal, July-December, 2019 15

 Nagrale, Jagdale & Goud on
Economic Analysis of Cell Filled Concrete Pavements

Table 2: Gradation and Physical Properties of Coarse Aggregate and Fine Aggregate
Coarse Aggregate Fine Aggregate
Sieve Size in mm M1 Aggregate M2 Aggregate Sand
% Passing
40 100 % 100 % 100 %
20 100 % 68 % 100 %
10 71.6 % 1.7 % 100 %
4.75 18.35 % 0% 100 %
2.36 0% 0% 91.8 %
1.18 0% 0% 68.4 %
600 microns 0% 0% 40.6 %
300 microns 0% 0% 12.2 %
150 microns 0% 0% 0%
Pan 0% 0% 0%
Fineness Modulus 7.1 7.3 2.87
Bulk Density (gm/cm ) 3 2.18 2.19 2.04
Specific Gravity 2.71 2.71 2.74

2.2 Quantity of Material for Mix Design to be 290 kg/m3 and 305 kg/m3 respectively. The cement is
Mix designs for M20 and M25 were prepared. The cement replaced by fly ash. It varies from 20 to 50 percent at step of
content in concrete mix of the M20 and M25 grade was found 10 percent for constant water content and zero slump value.
Table 3: Quantity of Material for M20, M25 Grades at Zero Slump
Quantity for 1m3
Grade Percentage Fly Cement Fly Ash Water Coarse Aggregate Fine Aggregate
Ash (kg/m3 ) (kg/m3 ) (kg/m3 ) (kg/m3 ) (kg/m3 )
0% 290 0
M20 20% 231.80 40.85 168 1203 811
30% 202.80 61.30
40% 173.90 81.70
50% 144.90 102.10
0% 305 0
M25 20% 244.40 43.06 168 1195 806
30% 213.90 64.60
40% 183.30 86.15
50% 152.80 107.70

Table 3 shows the quantity of material required for M20,
M25 grades of concrete at zero slump and constant water
content. The density of cement and fly ash is 3150 kg/m3
and 2220 kg/m3 respectively. The weight of cement, fly
ash, water, coarse aggregate, fine aggregate as per mix
design of the M20 and M25 are shown in Table 3.
2.3 Compressive Strength after 3, 7 and 28 days
The standard cubes of size 150 mm x 150 mm x 150 mm
were prepared for M20, M25 grade concrete and tested
after 3, 7 and 28 days of curing. Further, the cement
content was replaced with fly ash varies from 20% to 50%
at the step of 10%. The mix is prepared by keeping all
other ingredient constant and tested after 3 days, 7 days
and 28 days of curing. Similarly, geocell of size 150 mm
x 150 mm x 150 mm kept in mould, filled with concrete
and tested after 3 days, 7 days and 28 days of curing. The

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 Nagrale, Jagdale & Goud on
Economic Analysis of Cell Filled Concrete Pavements

study shows that for M20, M25 grade concrete, 3 days and 122.67 kg/cm2 due to replacement of 30% cement
and 7 days compressive strength of concrete without and with fly ash. Also, 7 days compressive strength of M20
with geocell decreases with increasing in replacement of grade concrete without and with geocell found to be
cement with fly ash. For example, 3 days compressive 174.37 kg/cm2 and 205.17 kg/cm2 respectively. These
strength of M20 grade concrete without and with geocell values decrease to 138.78 kg/cm2 and 163.46 kg/cm2 due
was found to be 129.91 kg/cm2 and 154.69 kg/cm2 to replacement of 30% cement with fly ash. The similar
respectively. These values decreases to 103.81 kg/cm2 trend was observed for M25 grade concrete.
Table 4: Variation of Compressive Strength of M20, M25 Grades of Concrete
with and without Geocell
Compressive Strength in kg/cm2
Fly Ash 3 Days 7 Days 28 Days
Grade
Percentage
Without Cell With Cell Without Cell With Cell Without Cell With Cell

0% 129.91 154.69 174.37 205.17 250.65 294.39

20% 109.11 126.75 143.98 169.99 260.44 307.55
M20 30% 103.81 122.67 138.78 163.46 270.23 318.05
40% 81.68 96.26 128.89 152.55 190.79 226.79
50% 65.57 76.89 103.91 122.47 167.64 198.64
0% 159.99 189.57 213.94 252.28 275.22 323.56
20% 130.32 154.08 177.53 209.65 288.38 340.99
M25 30% 126.04 149.29 173.45 204.56 307.85 364.04
40% 96.26 113.80 151.02 177.23 236.88 279.91
50% 82.80 99.12 123.90 146.23 204.15 253.81

Generally strength of concrete measured in terms of 28
days compressive strength. Hence 28 days compressive
strength of M20 and M25 grade concrete without geocell
and with geocell is measured and presented in Table 4.
It is observed that the 28 days compressive strength of
M20 grade concrete without and with geocell found to
be 250.65 kg/cm2 and 294.39 kg/cm2 respectively. These
values increase to 270.23 kg/cm2 and 318.05 kg/cm2
even after 30% replacement of cement with fly ash.
Additionally, beyond 30% replacement of cement with fly
ash, compressive strength of M20 grade concrete without
geocell and with geocell is decreasing. Hence 30%
replacement of cement with fly ash consider as optimum
percentage for maximum benefits.
2.4 Static Modulus of Elasticity
The standard cylinders of size 150 mm diameter and
300 mm height were prepared for M20 and M25 grade
concrete and tested after 28 days curing. Also, the
specimens for M20 and M25 grade concrete prepared by
replacing cement with fly ash varies from 20% to 50 % at
the step of 10% and tested in compression testing machine
after 28 days of curing. During testing dial gauge was
connected to the specimen and variation of stress verses
strain recorded. The stress – strain curve further utilized
for calculation of modulus of elasticity.
Similarly, geocell of size 150 mm diameter and 300 mm
height kept in mould, filled with concrete and tested after
28 days of curing similar to the testing of concrete without
geocell.
Fig. 3 shows the experimental set up during testing and
Fig. 4 shows the stress-strain curve of M20 and M25 grade
concrete without and with geocell for 30% replacement of
cement with fly ash.
The modulus of elasticity of M20 and M25 grade concrete
without and with geocell found to be 258 x103 and 306
x 103 kg/cm2 respectively. These values increase to
273.36 x103 and 324.214 x 103 kg/cm2 respectively when
cement replace with 30% fly ash. Beyond 30% fly ash,
the value of modulus of elasticity decreases hence 30%
fly replacement of cement with fly ash consider as an
optimum for both concrete without geocell and concrete
with geocell. The similar trend was observed for M25
grade concrete. Table 5 shows the variation of modulus of
elasticity with different percentage of fly ash for both M20
and M25 grade concrete.

hIGHWAY RESEARCH Journal, July-December, 2019 17

 Nagrale, Jagdale & Goud on
Economic Analysis of Cell Filled Concrete Pavements

Fig. 3 Set up for Calculating Static Modulus of Elasticity

Fig. 6 Setup for calculation of Dynamic E

First of all the specimen is fitted in the test bench and
the steel ball is hammered in the middle of cross section
of cylindrical concrete specimen which engenders the
resonance frequency and on output display screen the
value of dynamic modulus of elasticity of the specimen is
obtained by system according to equation,
Fig. 4 Stress-Strain Curve for M20 and M25 Grade of E = D × M × n2(1)
Concrete with 30% fly ash Where,
2.5 Dynamic Modulus of Elasticity D is constant
Dynamic modulus of elasticity was resolute in the laboratory (2)
utilizing the instrument Emodumeter. It is a nondestructive
testing machine which consists of a resonant frequency 
tester, test bench for longitudinal resonant measurement of Table 5: Variation of Modulus of Elasticity of M20,
the specimen upto (28” x 6” x 6”), an accelerator is used M25 grade of concrete with and without Geocell
as a receiver, set of 6 hardened steel balls are habituated Grade Fly Ash Modulus of Elasticity in kg/cm2
to engender the vibrations on the specimen by mechanical Percentage Static Modulus Dynamic Modulus
impact on the specimen. The instrument required mass (M), x 103 x 103
length (L) and diameter (d) as an input.
Without With Without With
Cell Cell Cell Cell
0% 258.00 306.00 313.21 371.15
M20 20% 264.27 318.75 320.82 380.50
30% 273.36 324.21 331.31 393.93
40% 228.00 270.30 284.85 337.84
50% 217.60 260.66 264.38 313.82
0% 272.00 323.73 328.84 388.69
M25 20% 285.60 340.00 344.14 407.12
30% 295.07 350.20 357.03 422.01
40% 255.00 306.00 307.78 365.03
50% 240.00 285.60 289.20 342.70
Fig. 5 Setup of Emodumeter

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 Nagrale, Jagdale & Goud on
Economic Analysis of Cell Filled Concrete Pavements

3. 
FINITE ELEMENT MODELING OF CELL
FILLED CONCRETE PAVEMENT
The 2- Dimensional, axisymmetric finite element analysis
was carried out for cell filled concrete pavement using
commercial software ANSYS. The 8 noded structural
solid element was used to define all pavement layers. The
pavement section modeled using Multilinear Isotropic
Elastic Hardening (MISO) available in ANSYS. The cell
filled concrete pavement modeled as a four layer system
such as subgrade, subbase, geocell filled concrete base
layer and bituminous layer.
used as an input parameter in present study. The value of
modulus of elasticity of M20 and M25 grade concrete at
optimum fly ash content found to be 2.73 *105 kg/cm2
and 2.95 * 105 kg/cm2 respectively. Whereas, modulus of
elasticity of M20 and M25 grade of concrete at optimum
fly ash content filled in geocell found to be 3.24 * 105 and
3.50 * 105 kg/cm2 respectively. These values are utilized as
an input parameter in finite element modeling of cell filled
concrete pavement. Table 6 shows the value of modulus of
elasticity and Poisson’s ratio of pavement layers materials
used in finite element analysis.

The uniformly distributed load of 5.75 kg/cm2 applied

over a loaded area of 150 mm which is equal to pressure
corresponding to Equivalent Single Wheel Load (ESWL)
of 4080 kg acting on the pavement. The right hand
boundary was established at a distance of 110 cm from
outer side of loaded area which is more than 7 times
loaded area. At the bottom boundary, roller support were
provided which permit free movement in radial direction
and restrain movement in vertical direction as shown in
Fig. 7.
The finite element analysis of cell filled concrete pavement
carried out by employing multilayer isotropic elastic
hardening model. The properties of different pavement
layers for the analysis are, modulus of elasticity, Poisson’s
ration and stress – strain relationship of pavement.
Fig. 7 Finite Element Discretization of Cell Filled
Chandra et.al. (2008) reported the properties of subgrade, Concrete Pavement Section for M20 and M25 in Base
subbase and base coarse layer utilized in finite element Layer
modeling of reinforced pavement [17]. These properties are
Table 6: Values of Modulus of Elasticity and Poisson’s ratio Pavement Layers Materials
Parameter Properties of Pavement Layers after Chandra (2008) Base Course with Geocell filled concrete
Subgrade Subbase Bituminous Coarse M20 M25
E (kg/cm )
2
77.00 715.00 4114.00 3.24 * 10 5
3.50 * 105
µ 0.35 0.30 0.25 0.20 0.20

3.1 Failure Criteria: (4)

There are two failure criteria suggested in Indian practice
code, IRC:37:2012;
i. Fatigue failure criteria: The fatigue failure
defined as the number of cycles required
to produce a fatigue crack of 20% over the
pavement surface is co-related with horizontal
tensile strain at bottom of bituminous layer and
it can be estimated using equation (3) and (4) at
80% and 90% reliability level.
(3)
 related with vertical compressive strain at top of

Where,
Nf = Number of Cumulative Standard axles for fatigue
life,
εt= Tensile Strain at the top of bituminous layer (micro
strain),
MR = Resilient Modulus of bituminous layer.
ii. Rutting failure criteria: It is defined as, the
number of cycles required to produce a rutting
depth of 20 mm over pavement surface co-

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 Nagrale, Jagdale & Goud on
Economic Analysis of Cell Filled Concrete Pavements

subgrade and it can be estimated using equation
(5) and (6) at 80% and 90% reliability level.
(5)
 varied from 200 mm to 100 mm at the step of 25 mm
(6)

Where,
N = Number of cumulative standard axles,
εv = Vertical compressive strain at the top of subgrade
(micro strain).
In present study rutting is used as failure criteria for
80 percent reliability level. The parametric study were
carried out in which the thickness of subgrade, subbase
and bituminous layer kept constant equal to 500 mm,
250 mm and 25 mm respectively. Whereas, the thickness
of M20 and M25 grade cell filled concrete base layer
and vertical compressive strain developed at the top of
subgrade captured for each run. These values further
used for estimation of number of cycles taken by cell
filled concrete pavement. Table 8 shows the thickness
of cell filled concrete base layer corresponding vertical
compressive strain at top of subgrade and number of cycles
taken by pavement considered rutting as a failure criteria.
Whereas, Fig. 8 shows the variation of cell filled concrete
base with number of cycles taken by cell filled concrete
pavement for both M20 and M25 grade concrete.

Table 7: Variation of Vertical Compressive Strain and Number of Cycles with Cell Filled Concrete Base
Grade of concrete Thickness of cell filled Vertical Compressive No. of cycles to failure
concrete base layer (mm) Strain(Y) at (N ) in msa
Top of Subgrade
200 mm 117.42 x 10-6 27430
175 mm 130.70 x 10-6 16880
150 mm 153.22 x 10 -6
8210
M20
125 mm 194.53 x 10 -6
2780
100 mm 277.88 x 10-6 550
200 mm 115.16 x 10-6
29960
175 mm 127.53 x 10-6 18860
150 mm 148.54 x 10- 6
9450
M25
125 mm 187.21 x 10-6 3310
100 mm 265.72 x 10 -6
680
Constant :- subgrade = 500 mm, subbase = 250 mm and bituminous course = 25 mm

Fig. 8 Variation of Cell Filled Concrete Base with Number of Cycles for M20 Grade Concrete

20 hIGHWAY RESEARCH Journal, July-December, 2019

 Nagrale, Jagdale & Goud on
Economic Analysis of Cell Filled Concrete Pavements

4. 
ECONOMIC ANALYSIS OF CELL FILLED by pavement comes out to be 27,430 msa and 29,960 msa
CONCRETE PAVEMENT which is much more than conventional pavement. If the
thickness of cell filled concrete base is reduced from
The construction cost of cell filled concrete pavement for
200 mm to 100 mm, the cost required for 1 km long
the different thickness of base course is estimated. The
and 7 m wide pavement comes out to be Rs. 80,12,200
routine maintenance cost has not been included as the long
and Rs. 81,49,400 and corresponding number of cycles
term data of cell filled concrete pavement is not available. taken by pavement will 550 and 680. It denotes, even if
The initial construction cost has been worked out for 7 m the thickness of cell filled concrete is 100 mm number of
wide and 1 km long pavement. The construction cost of cycles taken by pavement during design life is much more
various layers estimated as per DSR 2017 – 18. The cost than conventional pavement.
of M20 and M25 grade concrete with optimum quantity of
fly ash emerges to be Rs. 6190 m3 and Rs 6386 m3 and cost Table 8: Construction Cost of Subgrade, Subbase
of geocell is Rs 70 m2. The thickness of other layers and and Bituminous Course for 7 m Wide and 1 km long
corresponding cost required is shown in Table 8. Pavement
Pavement Layer Thickness Volume Cost/m3 Total Cost
Table 9 shows the total cost required for construction in m in m3 in Rs (Rs)
of pavement with varying thickness of cell filled M20 Subgrade 0.500 3500 160 5,60,000 /-
and M25 grade concrete base. It is observed that when
Subbase 0.250 1750 820 14,35,000 /-
thickness of cell filled concrete base is 200 mm, the
Bituminous Course 0.025 175 6824 11,94,200 /-
total cost required for construction with M20 and M25
grade concrete come out to be Rs. 1,23,45,200 and The cost of geocell/km 4,90,000 /-
Rs. 1,26,19,600 and corresponding number of cycles taken Total Cost 36,79,200 /-

Table 9: Total cost of Cell Filled Concrete Pavement for varying Thickness of Concrete Base
Thickness of Volume of Concrete Cost for Concrete Cost of other pavement Total cost of No. of cycles taken
cell filled concrete for 1km long and Base layer in Rs layers pavement in by Pavement in msa
base in mm 7m wide ( m3 ) including geocell in Rs Rs
M20 Grade of Cell Filled Concrete
200 1400 86,66,000 1,23,45,200 27430
175 1225 75,82,750 36,79,200 1,12,61,950 16880
150 1050 64,99,500 1,01,78,700 8210
125 875 54,16,250 90,95,450 2780
100 700 43,33,000 80,12,200 550
M25 Grade of Cell Filled Concrete
200 1400 89,40,400 1,26,19,600 29960
175 1225 78,22,850 36,79,200 1,15,02,050 18860
150 1050 67,05,300 1,03,84,500 9450
125 875 55,87,750 92,66,950 3310
100 700 44,70,200 81,49,400 680

5. CONCLUSION b. 28 days compressive strength, modulus of elasticity

Some important aspect has been investigated in the study,
namely (i) optimum quantity of fly ash for replacement
of cement in the concrete with and without geocell; and
(ii) benefits of Cell filled Concrete in pavement design.
Following conclusions emerged from this study;
c. The static modulus of elasticity for M20 and M25
a. 3 days and 7 days compressive strength of M20 and
M25 grade concrete with and without cell decreases
with increasing in fly ash content.
of M20 and M25 grade concrete with and without
cell increases with increase in fly ash content upto
30% beyond which it start decreasing hence 30%
fly ash content can be consider as optimum fly ash
content for maximum benefits.
concrete grade at 30% replacement of cement with
fly ash without geocell is found to be 2.73 x 105 kg/
cm2, 2.95 x 105 kg/cm2 respectively and it increases

hIGHWAY RESEARCH Journal, July-December, 2019 21

 Nagrale, Jagdale & Goud on
Economic Analysis of Cell Filled Concrete Pavements
to 3.24 x 105 kg/cm2, 3.50 x 105 kg/cm2 due to use of
geocell.
d. The result of finite element analysis shows that for
constant other layers, vertical compressive strain at
the top of subgrade increases with decrease in the
thickness of cell filled concrete base layer for both
M20 and M25 grade concrete.
e. For M20 grade concrete, the cost required for
construction of 1 km long and 7 m wide pavement
having 500 mm thick subgrade, 250 mm thick
subbase and 25 mm thick bituminous course and
200 mm thick geocell concrete base comes out to be
1,23,45,200 Rs. and such pavement can take 27,430
msa during design life, if the thickness of geocell
concrete base layer reduce to 100 mm. The cost
come down to 80,12,200 Rs. and number of cycles
taken by those pavement will be 550 msa. Similar
results are observed when the pavement modeled for
M25 grade cell filled concrete.
6. REFERENCES
i. Visser A T, Hall S (1999), “Flexible Portland cement
concrete pavement for low volume roads”, Transport
Research Record, Transport Research Board, Washington
D.C. 1652:121–127.
ii. Visser A. T., Hall S (2003), “Innovative and cost
effective solutions for roads in rural areas and
difficult terrain”, Transportation Research Record,
Transportation Research Board, Washington D.C. Paper
No.LVR8-1046, 1819A:169–173.
iii. Roy, S., Reddy, K.S., Pandey, B.B. (2011), “An
investigation on cell-filled pavements”, International
Journal of Pavement Engineering, Volume 12 (3), pp.
229-237.
iv. Ryntathiang, T.L., Mazumdar, M. and Pandey, B.B
(2005), “Structural Behaviour of cast in situ concrete
block pavement”, Journal of transportation Engg
ASCE/Sept 2005, 131(9):662-668.
v. Yendrembam Arun kumar Singh, Ryntathiang T.L.,
Singh K.D.(2012), “Distress Evaluation of Plastic Cell
Filled Concrete Block Pavement”, Chinese Society
of Pavement Engineering, International Journal of
Pavement Research Technology 5(4) ,pp.234-244.
vi. Subrot Roy and K.K. Pathak (2017), “Structural
22 hIGHWAY RESEARCH Journal, July-December, 2019
evaluation of cell filled pavement”, energy and
environment, water science and technology library
80, pp. 3-13
vii. Du Plessis B.M. and A.T. Visser (2001), “Rehabilitation
of heavy duty concrete pavement with hyson cell
overlay”, 20th South Africa Transport Conference,
Pretoria July 2001.
viii. Ryntathiang, T.L., Mazumdar, M. and Pandey, B.B.
(2006), “Suitability of cast in situ concrete block
pavement for low volume road”, 8th International
Conference on concrete block paving, November 6-8,
2006, san Francisco, California USA, pp 375-387.
ix. Ansgar Emersleben, Norbert Meyer (2008),”The use of
geocells in road constructions over soft soil: vertical
stress and falling weight deflectomter measurements”,
International Geosynthetics Society, 4th European
Geosynthetics Conference, Edinburgh, paper no132.
x. Y.A.Singh.,Teiborlang Ryntathiang, Konjegbam
Darunkumar Singh(2012), “Structural Performance of
Plastic Cell-filled Concrete Block Pavement for Low
Volume Roads”, 10th International Conference of on
Concrete Block Paving Shangai, People republic of
China, November 24-26,2012.
xi. IS 10262:2009, Bureau of Indian Standard, Concrete
mix proportioning guidelines.
xii. IRC37-2012 “Guideline for Design of Flexible
Pavements”, Indian Road Congress, New Delhi.
xiii. IS 456:2000, Plain and Reinforced Concrete, Code for
Practice.
xiv. James Instruments, “V-E-400 Emodumeter Operator’s
Manual”, Feb 2013.
xv. Y.A.Singh, A study of plastic cell filled concrete block
pavement for low volume rural roads, Ph.D. thesis,
Department of Civil Engineering, IIT Guwahati, 2011.
xvi. B.B. Pandey (2012), “Low cost concrete roads for
villages”, workshop on Non-conventional materials/
Technologies,” central road research institute, Delhi,
pp 39-41.
xvii. Satish Chandra,M.N. Viladkar and Prashant Nagrale
(2008). “Mechanistic approach for fibre-reinforced
flexible pavements”, Journal of transportation
engineering, ASCE.
 EFFECTIVE USE OF SUGARCANE BAGASSE ASH AS A FILLER IN
HOT MIX ASPHALT

Dr. M.S. Ranadive1 Anil C. Bhadre2

ABSTRACT
The effective use of Sugarcane bagasse ash (SCBA), which is a by -product of sugar factories, in bituminous roads results in
valuable advantages such as lowering down construction cost, saving natural resources and waste disposal problems which
ultimately benefits the society at large. Some researchers have used bagasse ash as a filler and Marshall stability tests have
been conducted to know the properties of hot mix asphalt (HMA). However, attempt has not been made on the effect of
addition of bagasse ash on performance of hot mix asphalt under indirect tensile strength test and retained stability test. The
objective of this study is to investigate the effect of addition of SCBA on the performance of asphalt mixtures as a partial
replacement to conventional filler. Herein, conventional filler means stone dust which is approximately 10% by weight of
total mix. In the view of the same, experimental work is carried out to evaluate different samples prepared for control mix,
mix with 2% hydrated lime (HL) and modified mix with reference to above parameters. For modified mix, proportions
of SCBA were varied as 0.5%, 1%, 2% & 3% by weight of filler. The results of indirect tensile strength test and retaining
stability test onhot mix asphalt prepared with different proportions of SCBA are compared with HMA prepared with 2%
lime and control mix or conventional mix. The results indicated that Marshall stability, indirect tensile strength and retained
stability have been enhanced by the addition of SCBA creating positive impact on properties of HMA.

1. Introduction material in HMA. Use of this waste product is cost effective

Sugarcane bagasse is formed after the extraction of all
economical sugar from the sugarcane. It is well known fact
that sugarcane bagasse ash is a by-product of sugar factories
which is formed after burning sugarcane bagasse. After
Brazil, India is the second largest producer of sugarcane in
the world. Every year around 350 lakh tonnes of sugarcane
is produced in India as per report of Indian Sugar Mill
Association 2018. For every 100 tonnes of sugarcane
crushed, a sugar factory produces nearly 30 tonnes of waste
bagasse. As per this, around 105 lakh tonnes of sugarcane
bagasse is produced every year. Sugarcane bagasse when
used as fuel in sugar industry, produces 8 to 10% of ashes.
Disposal of bagasse ash is a big problem world wide as it
pollutes the environment. Sugarcane bagasse contains high
amount of unburnt matters like silicon, aluminium, calcium
oxide, iron and carbon along with other constituents which
are present in Portland cement. In construction industry
bagasse ash is used as a partial replacement for cement in
concrete. Bagasse ash seems to be a good filler replacement
1
Professor and Head, Email: msr.civil@coep.ac.in
Civil Engineering Department, College of Engineering, Pune
2
M.Tech, Email: bhadreanil18@gmail.com
and it is easily available.
Asphalt concrete is a dense graded, premixed bituminous mix
which is well compacted to form a high quality pavement
surface course (MoRTH 2013, Clause 507.1)1. The asphalt
concrete consists of a carefully proportioned mixture of
coarse aggregates, fine aggregates, mineral filler and bitumen.
Hot mix asphaltic concrete is a mixture of aggregate and
asphalt. Approximately 90% to 95% by volume of HMA
contains the mineral aggregate which includes course and
fine aggregates. The properties of aggregates directly affect
the performance of the asphalt pavement. Asphalt concrete
is most commonly used because of its performance towards
the properties like stability, durability and water resistance.
Filler plays a vital role in the design of asphaltic pavement.
Filler fills the voids in fine aggregates, stiffens the binder
and offers permeability.Various waste products have been
used in construction industry for several purposes like
stabilisation of soil; strength and stiffness of subgrade;
replacement of filler or binder material. The waste products

hIGHWAY RESEARCH Journal, January-June, 2019 23

 Ranadive & Bhadre on
Effective use of Sugarcane Bagasse Ash as A Filler in Hot Mix Asphalt
have been used for modifying properties of HMA. This
utilisation is the best way to recycle the waste product
which results environmental and economic benefits.
In general, the study of HMA includes modification by
addition of waste products such as flyash, sugarcane fibre,
rice husk ash, basaltic fibre, coal waste powder, rubber,
etc. Inthe present study, an attempt is made to investigate
the performance of HMA by the addition of bagasse ash as
a partial filler (stone dust) replacement material. Indirect
tensile strength testand retained stability test are conducted
on the hot mix asphalt mixes prepared at optimum binder
content obtained from Marshall mix design. Results of
modified mix were compared with control mix. Control
mix is the one in which stone dust is used as a filler.Stone
dust which is having size less than 75µ is partially replaced
with SCBA in various proportions.
2. LITERATURE REVIEW
K. Ganesan2 et al., (2007), reported the effects of bagasse
ash content as partial replacement of cement on physical
and mechanical properties of hardened concrete.The study
indicated that up to 20% of ordinary Portland cement can
be optimally replaced with well-burnt bagasse ash without
any adverse effect on the desirable properties of concrete.
The specific advantages of such replacement as indicated
by the authors was development of early high strength,
reduction in water permeability and appreciable resistance
to chloride permeation and diffusion.
G.C. Cordeiro3 et al., (2008), investigated the pozzolanic
and filler effects of a residual sugarcane bagasse ash
(SCBA) in mortars.The effect of particle size of SCBA
on the packing density, pozzolanic activity of SCBA
and compressivestrength of mortars was analyzed. The
compressive strength of mortar containing SCBA was
found to be inversely proportional to the particle size.
According to the investigation of the SCBA produced by
vibratory grinding, the finest SCBA provided the highest
packing density of mortar, which generated a higher
compressive strength and pozzolanic activity.
Investigation was carried out by Nihat Morava4 et al.,
(2013),to use rice husk ash (RHA) in HMA as mineral
filler. Test results showed that the mixture in which
conventional filler is replaced by about 50% of RHA had
the best Marshall stability.
Y.R. Loh5 et al., (2013), pointed out reasonable applications
and potential use of sugarcane bagasse (SCB) as
composite material. In the study, it was found that SCB can
act as an effective reinforcement fibre in the manufacture
of polymeric composites. It was further suggested that
it could be applied and utilized for manufacturing of
composite materials and applications in various forms,
24 hIGHWAY RESEARCH Journal, July-December, 2019
such as cellulose fibre, lignin extracted, pith, sugarcane
bagasse ash, sugar cane straw ash and many more.
Amir Modarres6 et al., (2014),reported the effects of coal
waste powder as a filler material in HMA. Results indicated
that when compared to the mix in which limestone powder
was used as a filler, the modified mix with addition of
coal waste powder results in higher stability and resilient
modulus.Moreover, the combination of coal waste powder
and limestone powderin equal proportion resulted in
formation of desirable mix with high water resistance.
As per A. A. Murana7 et al., (2015), the partial replacement
of cement with bagasse ash in HMA indicated that the
optimum bagasse ash content to be partially replaced with
OPC in asphalt concrete mix should be 10%. It was also
observed that all other properties such as percent voids
in mineral aggregate,flow values and percentage air voids
fall within specified limits.The recommended properties
of mineral filler in terms of pozzolanic characteristics and
fineness were met by the bagasse ash.
As per M. Arabania8 et al., (2015), the use of seashell
powder as a replacement of virgin filler in HMA indicated
that the application of seashells as a mineral filler
improved the fatigue life and permanent deformation of
HMA at different temperatures. It was also determined
that the mixtures with seashells show lower moisture
susceptibility than conventional HMA. The study shows
that seashells in the dust form could be used as a filler
material in HMA.
Raja Mistry and Tapas Kumar Roy9 (2016), pointed out
the performance of HMA using fly ash as an alternative
filler.The results indicated that with modified mix, better
strength and lesser deformations were observed as
compared to conventional mix in which hydrated lime was
used as a filler. Also the modified mix shows reduction in
OBC as compared to conventional mix.
2.1 Research Gap
SCBA is also used as a replacement material for cement in
the concrete. The use of waste, instead of virgin materials,
helps to reduce demand for the extraction and landfill,
which causes environmental protection and cost reduction.
Some of the researchers have used bagasse ash as a filler
and Marshall stability test has been conducted to know the
properties of HMA. Therefore, SCBA is a good alternative
as a replacement for filler material in HMA research.
3. RESEARCH METHODOLOGY
The overall methodology for experimental program is as
described below.
a. Materials and material testing
 Ranadive & Bhadre on
Effective use of Sugarcane Bagasse Ash as A Filler in Hot Mix Asphalt

b. Preparation of test samples 3.1.2 Bitumen

c. Testing program and results
Properties of VG30 bitumen are quoted in Table 3 and it
3.1 Materials is observed that all properties are within range as per the
Details of different type of materials and gradation of relevant IS standards.
aggregate used in the present study are as discussed Table 3: Properties of VG30 Binder
below.
Property Evaluated Result Reference
3.1.1 Aggregate gradation and physical properties Penetration @ 25°C, IS 1203- 197813
63
Gradation of aggregates for bituminous concrete mix 100 g, 5 s, 0.1 mm
(Grading 1) for present study is considered as per Softening Point, °C 50 IS 1205- 197814
guidelines provided by Ministry of Road Transport and Ductility at 27°C, cm 90 IS 1208- 197815
Highway (MoRTH 2013)1 (Table 500-17) and is shown in Relative Viscosity, Poises 2885 IS 73- 2013
Table 1.
3.1.3 Hydrated lime
Table 1: Aggregate Gradation for BC (Grading 1)
Hydrated lime used in the present investigation was
Cumulative % weight passing by weight of brought from Ratnadeep Chemicals. Industry located
IS Sieve Size total aggregate in Bhosari Industrial Area, Pune, India. The physical
(mm)
Prescribed Range Adopted Value properties of hydrated lime are given in Table 4.
26.5 - - Table 4: Physical Properties of Hydrated Lime
19 90-100 90.93
13.2 59-79 74.05 Property Result Reference
9.5 52-72 70.33 Available CaO (%) 77.54 ASTM C25-17
(2017)16
4.75 35-55 39.66
Purity of Ca(OH)2 85.60 ASTM C25-17
2.36 28-44 29.37
(2017)16
1.18 20-34 23.04
Specific gravity 2.275 AASHTO T100
0.600 15-27 19.01 (2006)17
0.300 10-20 13.28
3.1.4 Sugarcane bagasse ash
0.150 5-13 10.66
0.075 2-8 8.00 Sugarcane bagasse ash used for experimental study is
<0.075 - - brought from Vikas Co-Operative Sugar Industry Ltd.,
Latur, Maharashtra.The specific gravity of bagasse ash
Basalt type aggregates brought from stone crusher is 1.59. Details of chemical composition of bagasse ash
located in Pune district of Maharashtra State are used in are obtained by Scanning Electron Microscopy (SEM)
this investigation. The physical properties of the coarse analysis carried out in Metallurgy Department of College
aggregates used in the study are given in Table 2. of Engineering, Pune (Table 5). The physical appearance
Table 2: Physical Properties of Aggregates and SEM image of sugarcane bagasse ash is shown in
Fig.1 and Fig.2 respectively.
Limit
Result Reference Table 5: Chemical properties of sugarcane
Aggregate Property as per
obtained
MoRTH, 2013 bagasse ash
Aggregate Impact Max. 24 IS 2386 part Elements Normal wt.(%)
6.62
Value (%) IV (1963)10 Carbon (C) 52.07
Aggregate Crushing Max. 30 IS 2386 part Oxygen (O) 34.53
9.35
Value (%) IV (1963)10 Silicon (Si) 10.07
Max.2 IS 2386 part Calcium (Ca) 0.95
Water absorption (%) 0.4
III (1963)11 Potassium (K) 0.83
Flakiness and Max. 35 IS 2386 part Iron (Fe) 0.62
15.67
Elongation Index (%) I (1963)12 Magnesium (Mg) 0.49
Los Angeles Abrasion 9.03 Max. 30 IS 2386 part Sulphur (S) 0.08
value (%) IV (1963)10 Aluminium (Al) 0.06

hIGHWAY RESEARCH Journal, July-December, 2019 25

 Ranadive & Bhadre on
Effective use of Sugarcane Bagasse Ash as A Filler in Hot Mix Asphalt

Fig.1 Physical appearance of SCBA Fig. 2 SEM image of SCBA

3.2 Preparation of Test Samples Table 6: Details of Mixes
In this study, the Marshall mix design method is used Type of Mix Stone Sugarcane Hydrated
to design the HMA mixes. The laboratory work in this dust (%) bagasse ash (%) lime (%)
study consists of two parts. The first part is to produce Control mix 8.0 0.0 0.0
HMA samples to obtain optimum binder content. The Hydrated lime mix 4.0 0.0 2.0
second part is to produce samples of modified mix using 0.5% SCBA mix 7.5 0.5 0.0
optimum binder content value obtained from part 1. The 1% SCBA mix 7.0 1.0 0.0
standard Marshall specimens are prepared by applying
2% SCBA mix 6.0 2.0 0.0
75 blows on each face. Initially the aggregates are heated
3% SCBA mix 5.0 3.0 0.0
at approximately 160°C. Bitumen is heated up to 150oC.
The mixing and compaction temperature is 150°C as per 3.3 Testing Program and results
guidelines provided in ASTM D6926 (2010)18. Percentage Following tests are conducted in the Transportation
of bitumen used for the study purpose is varying from Engineering laboratory of College of Engineering, Pune
4.5% to 6.5% by total weight of aggregates with an forevaluationof properties of HMA mixes.
increment of 0.5% for control mix containing stone dust
as a filler material. It is compared with 2% hydrated lime 1. Marshall stability test
mix and with modified SCBA mix. For modified mix 4 2. Indirect tensile strength test
3. Retained stability test
percentages of SCBA are considered which are 0.5%, 1%,
2% and 3% by total weight of the aggregates. For each In the following section the above tests and its results are
above mentioned percentage 3 samples are prepared with described in brief:
approximately 1250 g. weight according to proposed mix 3.3.1 Marshall stability test
design and optimum bitumen content is determined from
Marshall properties. At obtained OBC value of each mix The main purpose of Marshall mix design is to determine
further samples are prepared for indirect tensile strength optimum bitumen content (OBC) of various mix
test and retained stability test. If bitumen content in mix proportions. The stability and flow values of different
is more, it adversely affects the functionality of flexible mixes are obtained by applying a compressive load at a
pavement, particularly in summer season. Further, if the rate of 51 mm/min on the specimens immersed in water
specific gravity of aggregates is more and more percentage bath at 60°C for a period of 30 minutes as per guidelines
of bitumen is added, there is separation of bitumen from provided in ASTM D6927 (2010)19.
the mix at higher temperatures. Details of mixes considered As mentioned above Marshall mix design method is used
in the present study are given in Table 6. to determine optimum bitumen content (OBC) of mixes

26 hIGHWAY RESEARCH Journal, July-December, 2019

 Ranadive & Bhadre on
Effective use of Sugarcane Bagasse Ash as A Filler in Hot Mix Asphalt

containing varying proportions of filler (SCBA), control

mix and 2% hydrated lime (HL) mix. Bitumen content
corresponding to 4% air voids is taken as OBC. OBC for
different type of mixes and other properties of mixes are
given in Table 7.
Table 7: Properties of mixes after Marshall stability test
Mix Type OBC Stability Flow VMA VFB
(%) (kN) (mm) (%) (%)
Control mix 4.75 10.08 2.4 14.76 72.8
2 % HL mix 5.4 11.85 3.1 16.08 74.57
0.5% SCBA mix 5.1 10.4 2.6 15.12 73.53
Fig. 3 Stability Vs bitumen content
1% SCBA mix 5.2 11.2 2.95 15.20 73.6
2% SCBA mix 5.5 10.9 3.2 15.56 74.33
3%b SCBA mix 5.9 10.1 3.8 16.16 74.91
From Table 7 it is observed that there is significant
difference in OBC of control mix, 2% HL mixes prepared
with different proportions of sugarcane bagasse ash
(SCBA). It can be seen that there is increase in the bitumen
content with increase in proportion of bagasse ash. Hot
mix asphalt with 2% HL has highest stability value among
all the mixes. The stability value of mix prepared with
addition of 1% of SCBA is higher at OBC than those of
mixes prepared with 0.5% SCBA, 2% SCBA and 3%
SCBA. It can also be seen that all other Marshall stability Fig. 4 Flow value Vs bitumen content
test properties shown in the table are within specified
limits of MoRTH (2013)1 at OBC.
The variation of Marshall properties like stability, flow
value, percent air voids (Vv), voids filled with bitumen
(VFB), voids in mineral aggregate (VMA) with bitumen
content for all mixes are shown in the figures 3 to 7. Fig.
3 shows the relationship between stability and bitumen
content. At OBC Stability value for 2% hydrated lime mix
was observed to be maximum than all other mixes and in
case of modified mix at OBC the stability value is observed
to be maximum for modified mix with 1% bagasse ash.
From Fig.4 it can be seen that flow value increases with Fig. 5 Air voids Vs bitumen content
increase in bitumen content and all the values fall within
specified limit, i.e. 2 mm to 4 mm MoRTH (2013)1. In case
of modified mix it can be observed that flow value increases
with increase in percentage of SCBA, this is due to increased
bitumen content for respective SCBA proportion.
According to design criteria given in MoRTH (2013)1
percent air void decreases with increase in bitumen content
which can be seen in Fig. 5. According to design criteria
given in the MoRTH (2013)1 minimum void in mineral
aggregate is 12%. Here from Fig.6 it is seen that all values
of VMA fall within range. The variation of air voids filled
with bitumen (VFB) and binder content is shown in Fig.7.
It is expected to fill 65-75% air voids with bitumen. Hence Fig. 6 Voids in mineral aggregate Vs bitumen
the limit is satisfied at OBC. content

hIGHWAY RESEARCH Journal, July-December, 2019 27

 Ranadive & Bhadre on
Effective use of Sugarcane Bagasse Ash as A Filler in Hot Mix Asphalt
Fig. 7 Voids filled with bitumen Vs bitumen content
3.3.2 Indirect tensile strength test
The static indirect tensile strength (ITS) of a specimen
is determined using the procedure outlined in ASTM D
6931 (2017)20. A loading rate of 51mm/minute is adopted.
Three specimens are prepared for each mix at optimum
bitumen content as obtained by Marshall Stability test. The
test is conducted on the specimens of 100 mm diameter
and 63±2.5 mm height. The tensile characteristics of
bituminous mixtures are evaluated by loading the Marshall
specimen along a diametric plane with a compressive
load at a constant rate acting parallel to and along the
vertical diametrical plane of the specimen through two
opposite loading strips. This loading configuration
develops a relatively uniform tensile stress perpendicular
to the direction of the applied load and along the vertical
diametrical plane, ultimately causing the specimen tested
to fail by splitting along the vertical diameter. The test is
also otherwise known as the splitting test.
The indirect tensile strength of bituminous mixture
helps to assess the resistance to thermal cracking of
given mixtures. In this study, the effect of SCBA on ITS
is studied at temperature of 25°C.The result of indirect
tensile strength test of each mix is shown in the Fig.8.
Fig.8 Indirect tensile strength
28 hIGHWAY RESEARCH Journal, July-December, 2019
From Fig.8 it can be seen that tensile strength of hot mix
prepared with 2% hydrated lime is higher than that of all
other mixes. Also it can be seen that there is significant
increase in the indirect tensile strength as proportion of
bagasse ash increases. In all cases of modified mix the
tensile strength is higher than that of control mix (CM).
The percentage increase in the indirect tensile strength
when compared with control mix is 5.16%, 6.24%, 7.56%
and 10.44% for mixes with 0.5% SCBA, 1% SCBA, 2%
SCBA and 3% SCBA respectively.
3.3.3 Retained stability test
Retained stability test is conducted to determine the effect
of adverse environmental conditions like temperature
variation, humidity, water susceptibility, etc. on performance
of hot mix asphalt in field. Loss of strength due to impact
of exposure conditions is evaluated by retained stability.
Retained stability is the ratio of stability test conducted
in conditioned and unconditioned state. Stability value in
unconditioned state is the stability value corresponding
to optimum binder content. Conditioned stability is the
stability value obtained by conducting the test on specimen
immersed in a water at 60°C for a period of 24 hours.
For each type of mix specimens are tested for stability
value in conditioned and unconditioned state and
results are shown in Fig. 9.
Fig.9 Stability value of different mixes in conditioned
and unconditioned state.
From Fig.9 it can be seen that stability values of conditioned
hot mixes is lower than unconditioned hot mixes. It is also
observed that the stability value of mix prepared with 2%
hydrated lime is higher than all other mixes. In case of
unconditioned state the stability value of modified mix
prepared with 1% SCBA is higher than other SCBA mixes.
However, after moisture conditioning there is marginal
difference in stability value of modified mix prepared with
2% SCBA and 3% SCBA. This shows that the hot mix
asphalt prepared with 3% SCBA has better resistance to
 Ranadive & Bhadre on
Effective use of Sugarcane Bagasse Ash as A Filler in Hot Mix Asphalt

the moisture damage as compared to the mixes prepared taken for ANOVA. The results of ANOVA are given
with other proportions of SCBA. in table 8, for three tests, Marshall stability, indirect
In Fig.10 retained stability ratio of different mixes is tensile strength and retain stability ratio.
shown. Further it is observed that the retained stability ratio
is highest for bituminous mix prepared with 2% hydrated
lime. For hot mix asphalt with different proportions
of SCBA, the retained stability ratio is increased with
increase in bagasse ash percentage. The retained stability
ratio of mixes prepared with 2% lime and 3% bagasse ash
are comparable with each other.
3.4 Statistical Analysis
In present study, in order to check the influence of
addition of SCBA on each test parameter statistical
analysis is done using analysis of variance (ANOVA).
During the analysis significant level (α)of 0.05 is Fig.10 Retained stability ratio of different mixes
Table 8: Statistical Analysis of Results as Compared to Control Mix (CM)
Test Type of Mix p Value Significant
CM+2.0%HL 2.68x10 -5
Yes
CM+0.5%SCBA 5.45 x10 -2
No
Marshall stability CM+1%SCBA 1.64 x10 -4
Yes
CM+2%SCBA 5.53 x10 -4
Yes
CM+3%SCBA 8.185 x10 -1
No
CM+2.0%HL 4.48x10 -9
Yes
CM+0.5%SCBA 2.34 x10-3 Yes
Indirect tensile strength CM+1%SCBA 5.45 x10-4 Yes
CM+2%SCBA 1.22 x10 -4
Yes
CM+3%SCBA 6.22x10 -5
Yes
CM+2.0%HL 9.41x10 -9
Yes
CM+0.5%SCBA 4.37x10 -7
Yes
Retained stability ratio
CM+1%SCBA 2.05x10 -7
Yes
CM+2%SCBA 9.54x10-8 Yes
CM+3%SCBA 2.62x10-8 Yes

From Table 8 it is seen that for Marshall stability of mix
prepared with 0.5% and 3% SCBA p values are more
than 0.05. So at these percentages of SCBA, there is
no significant variation in the performance of hot mix.
It is further noted that for the mix with 1% SCBA, 2%
SCBA and 2% hydrated lime p values are lower than
0.05 meaning thereby there is significant improvement
in the performance of hot mix by the addition of SCBA
and hydrated lime in respective percentage. Furtherit is
observed that for each mix p value is lower than 0.05.This
indicates that addition of bagasse ash and hydrated lime
resulted in significant improvement in the performance
of hot mix in terms of indirect tensile strength. Fromthe
retained stability ratio it is seen that p value for each mix is
lower than 0.05. Therefore it is concluded that the addition
of SCBA and hydrated lime in above mentioned percentage
resulted significant improvement in the performance of
hot mix in terms of moisture damage.
4. CONCLUSIONS
The potential use of sugarcane bagasse ash, collected from
local sugar industry, in hot mix asphalt is investigated
through Marshall stability test, indirect tensile strength test
and retained stability test. Following important practical
conclusions are drawn based on the results obtained from
bituminous mixes modified with SCBA.
a. According to Marshall stability test parameters, the
optimum bitumen content is increased with increase

hIGHWAY RESEARCH Journal, July-December, 2019 29

 Ranadive & Bhadre on
Effective use of Sugarcane Bagasse Ash as A Filler in Hot Mix Asphalt
in SCBA. Among the mixes with various proportions
of SCBA, the mix prepared with 1% SCBA has
highest stability value in unconditioned state and it is
observed to be increased by 11.11% when compared
with the control mix. Statistical analysis shows that
mix prepared with 1%SCBA, 2%SCBA and 2%
hydrated lime resulted in significant improvement
of hot mix in terms of Marshall stability. Hot mix
asphalt prepared with 2% HL has highest stability
value among all the mixes considered and it is
increased by 17.55% as compared to control mix.
b. Indirect tensile strength and retained stability ratio is
increased with increase in percentage of SCBA. Mix
prepared with 2% hydrated lime has highest tensile
strength and retained stability ratio. The increase
in the indirect tensile strength with increase in
percentage of SCBA is due to its fibrous properties.
c. Hot mix prepared with 3% SCBA has highest indirect
tensile strength and retained stability ratio as compared
to mix prepared with other proportions of SCBA and
is comparable with corresponding values obtained for
the mix prepared with 2% hydrated lime.
d. After moisture conditioning there is marginal
difference in stability values of modified mix prepared
with 3% SCBA. Hence hot mix asphalt prepared with
3% SCBA has better moisture resistance as compared
to mixes prepared with other proportions of SCBA.
e. Statistical analysis done by using ANNOVA shows that
there is significant improvement for all proportions
of SCBA modified mix in terms of indirect tensile
strength and retained stability.
f. The modification of HMA will further help to
maximize the use of waste bagasse ash in the
construction of pavements and will also avoid
difficulties with its disposal. In general, the Marshall
stability value required as per MoRTH is 9 kN for
bituminous concrete, however by addition of SCBA
the Marshall stability achieved is greater in all cases
of modified mix considered.
REFERENCES
i. MoRTH (2013) “Specifications for Road and Bridge
Works,” Fifth Revision, IRC, New Delhi.
ii. K. Ganesan, K.Rajagopal, K. Thangavel (2007), “Evaluation
of bagasse ash as supplementary cementitious material”,
Journal of Cement & Concrete Composites, 29, PP 515–
524.
iii. G.C.Cordeiro, R.D. Toledo Filho, L.M. Tavares, E.M.R.
Fairbairn (2008), “Pozzolanic activity and filler effect
of sugarcane bagasse ash in Portland cement and lime
mortars”, Journal of Cement & Concrete Composites, 30,
PP 410–418.
iv. Sebnem Sargın, Mehmet Saltan, Nihat Morova (2013),
“Evaluation of rice husk ash as filler in hot mix asphalt
30 hIGHWAY RESEARCH Journal, July-December, 2019
concrete”, Journal of Construction and Building Materials,
Vol.48 PP 390–397.
v. Y.R. Loh, D. Sujan, M.E. Rahman, C.A. Das, (2013),
“Sugarcane bagasse-The future composite material: A
literature review”, Journal of Resources, Conservation
and Recycling, Vol. 75, PP 14– 22.
vi. Amir Modarres, Morteza Rahmanzadeh (2014),
“Application of coal waste powder as filler in hot mix
asphalt”. Journal of Construction and Building Materials,
66,PP 476–483.
vii. A. Murana and L. Sani (2015), “Partial replacement of
cement with bagasse ash in hot mix asphalt”, Nigerian
Journal of Technology (NIJOTECH) Vol. 34 No. 4,PP699
– 704.
viii. M. Arabani, S. Babamohammadi & A.R. Azarhoosh
(2015),“Experimental investigation of seashells used
as filler in hot mix asphalt”. International Journal of
Pavement Engineering, 16:6, PP 502-509.
ix. Raja Mistry, Tapas Kumar Roy (2016), “Effect of using fly
ash as alternative filler in hot mix asphalt”. Journal of
construction and building materials Vol.8, PP 307–309.
x. IS: 2386 (Part IV) (1963): Methods of test for aggregates
for concrete–Mechanical properties. Bureau of Indian
Standards, New Delhi, India.
xi. IS: 2386 (Part III) (1963): Methods of test for aggregates
for concrete – Specific gravity, density, voids, absorption
and bulking. Bureau of Indian Standards, New Delhi,
India.
xii. IS: 2386 (Part I) (1963): Methods of test for aggregates
for concrete – Particle size and shape. Bureau of Indian
Standards, New Delhi, India.
xiii. IS: 1203(1978): Indian standards methods for testing tar
and bituminous materials: Determination of Penetration.
Bureau of Indian Standards, New Delhi, India.
xiv. IS: 1205(1978): Indian standards methods for testing tar
and bituminous materials: Determination of Softening
Point. Bureau of Indian Standards, New Delhi, India.
xv. IS: 1208 (1978): Indian standards methods for testing tar
and bituminous materials: Determination of Ductility.
Bureau of Indian Standards, New Delhi, India.
xvi. ASTM C25 (2017): Standard test methods for chemical
analysis of limestone, quicklime, and hydrated lime.
ASTM International, Philadelphia USA.
xvii. ASSTHO T100 (2006): Specific gravity of soils. American
Association of State and Highway Transportation Officials.
xviii. ASTM D6926 (2010): Standard Practice for Preparation of
Bituminous Specimens Using Marshall Apparatus. Annual
book of ASTM standards, West Conshohocken, PA; 2010.
xix. ASTM D6927 (2010): Standard Practice for Marshall
Stability and Flowof Asphalt Mixture. Annual book of
ASTM standards, West Conshohocken, PA; 2010.
xx. ASTM D 6931(2017): Standard Test Method for Indirect
Tensile (IDT) Strength of Asphalt Mixtures. ASTM
International, Philadelphia, PA, USA.
xxi. Indian Sugar Mill Association Report (July, 2018),
Economic Times Market News.
 Use of Recycled Aggregates Blended With Plastic Waste
For Sustainable Road Construction

Dr. Indrasen Singh1 N. Abhineeth2 K.Neela Wardhan3

ABSTRACT
A revolutionary concept using plastic in building the roads with recycled aggregates improves the techniques which are
used in the existent technology such as by replacing the materials will increase toughness and strength of the surface
course, increasing the quality in the laying the roads, cost effective and also be reducing the environmental pollutions.
In the extension to the research happenings on plastic roads, a new substitution method can be used that is replacing
the municipal solid waste with industrial plastic waste and coarse aggregates with recycled aggregates can help to solve
the two major problems i.e., environmental pollution caused by disposal of industrial plastic and shortage of coarse
aggregates respectively.
A recycled aggregate is produced by crushing concrete and sometimes asphalt, the primary market is road base. Recycled
aggregates are usually used in Sub grade and Sub Base of the roads due to coating with plastic it can also be used in Surface
Coarse. This research consists of a study on using industrial plastic waste which is used for blending the normal aggregate
and recycled aggregate with 5% and 10% of plastic to the total weight of the aggregate for the purpose of laying roads in
India and comparing it with the traditional or conventional road methods using laboratory tests. Various laboratory tests are
conducted in this study to prove these type of coated aggregates can be used in laying the roads. These laboratory tests results
helps to know how the coating has enhanced the properties of both normal and recycled aggregates.

1. Introduction at low cost and protects the environment from waste

India over the past decades did not allocate the sufficient
budgets in improving the transportation system but from
1995 a drastic change has occurred in developing a
transportation model, by modernizing the country’s road
infrastructure. Our country must advance in transportation
system to a higher level both in terms of span and quality
and it requires newer ingenious methods which reduce
the threats to the nature and at the same time to enhance
the quality of roads at a lesser cost. Plastic waste help in
significantly improving the binding properties, abrasion
and slip resistance of flexible pavement and obtains
satisfactory values of split tensile strength, when plastic
waste content is between 5% and 10% by weight of
coarse aggregate. The use of plastic waste in coating
with coarse aggregates enhances pavement performance
1
Senior Professor & Dean, Email: indrasensingh022@gmail.com
2
PGP ACM student
3
PGP ACM student
plastic disposal.
Plastic is toxic and non-degradable in nature which has
been found in different forms of waste materials, for
example in municipal solid waste and industrial waste,
in this research industrial waste is used. There are many
advantages of using industrial waste; one such advantage
is that it is easy to collect as there is only one type of
polymer present in the plastic. But in case of municipal
solid waste it requires collection, cleaning and drying of
the waste and there is also chance of different polymers
being present in the plastic. This research consists of a
study on using industrial plastic waste which is used for
coating the aggregate for the purpose of laying roads in
India and comparing it with the traditional or conventional
road methods using laboratory tests. Plastic blended
aggregate is shown in Fig. 1.
National Institute of Construction Management and Research,
Goa Campus

hIGHWAY RESEARCH Journal, July-December, 2019 31

 Singh, Abhineeth & Wardhan on
Use of Recycled Aggregates Blended with Plastic Waste for Sustainable Road Construction

and it has also enhanced the properties of the soil used in

the construction of roads. It is also concluded that the roads
will have increased load bearing capacity. Rajasekaran et.al.
(2013) found in their investigation that use of plastics waste
reduces the need of bitumen by around 10%, increases the
strength and performance of the road, avoids the use of
anti-stripping agents and reduces the cost. Amit Gawande
et.al. (2013) concluded from his experimental study that the
plastic waste coating is easy and the temperature required is
the same as that of normal bituminous road. Vidula Swami
et.al. (2013) have concluded that the adding plastic waste
modifies the properties of bitumen and shows better results
Fig. 1 Plastic Blended Aggregate when compared to standard bitumen. Waste plastic can used
2. OBJECTIVE within the range of 5% to 10% and the total material cost
of the project is also reduced by 7.99%. Justo States that by
The basic objective is to efficiently utilize the waste plastic adding 8.0% by weight of plastic waste in bitumen results
in constructive way so that it can be beneficial for society, in a saving of 0.4% bitumen by weight of the mix or about
however main objectives of current research work are: 9.6kg bitumen per cum of bituminous concrete mix. This
• To utilize the waste plastic as useful binding blend improves the properties of bituminous concrete mix.
material, save the bituminous road 4. MATERIALS
• To coat the aggregate with the waste plastic
materials 4.1 Bitumen
• To check the properties of bituminous mix specimen The physical properties and specifications of bitumen are
with coating of waste plastic materials and compare given in Table 1.
the properties of bituminous mix specimen with the
properties of coated aggregates Table 1 physical properties and specifications of
• To find a suitable alternative over conventional bitumen
materials for improvement in strength and other Properties Bitumen grade 80/100
parameters in flexible pavements Penetration 84
3. LITERATURE REVIEW Specific Gravity 0.99
The concept of using plastic in flexible pavement has been Ductility 68 cm
done sine several years ago in India. The concept of utilization Softening point 450C
of waste plastic in construction of flexible road pavement has 4.2 Aggregate
been done since 2000 in India. A review of existing literature
reveals that researchers have studied and documented various The physical properties and specifications of aggregates
issues associated with plastic waste in pavement construction are given in Table 2.
and its execution in Indian context. Sumit Dhundalwar et.al. Table 2 physical properties and specifications of
(2017) investigated on the performance of plastic road and aggregates
concluded that it is good for heavy traffic because of better
binding properties, greater strength and better surface Properties Observations Specifications
by MORT&H
condition for longer periods of exposure to changes in
climatic conditions. In case of higher percentages of plastic, Specific Gravity 2.62 2.6
the blend disperses and gets separated from bitumen on Flakiness Index(F.I) 2.52 15% (Max)
cooling. This may affect the quality and properties of the Elongation Index(E.I) 0 15% ( Max)
blend and consequently the road. Ajay Dwivedi et.al. (2017)
Combined Index (E.I +F.I) 2.52 30 % (Max)
have found in their investigation that upon adding waste
plastic, the Strength of the road increases. The resistance Impact Value 30.07% 30%
against water & water stagnation is higher. Doffing & Crushing Value 19.45 30%
potholes are avoided by using such blends and there is better Abrasion Value 0.7% 30%
binding & bonding of the mix. Garima Goswami et.al.
Water Absorption 1.9% 2%
(2016) has concluded from their investigation that the plastic
wastes have considerable helped in ground improvement Unit Weight 1518 Kg/m3 Not specified

32 hIGHWAY RESEARCH Journal, July-December, 2019

 Singh, Abhineeth & Wardhan on
Use of Recycled Aggregates Blended with Plastic Waste for Sustainable Road Construction

4.3 Recycled aggregate • Two samples for each percentage of bitumen is

taken.
Recycled Aggregate is a term that describe crushed cement
Recycled aggregates cannot be used directly due to their
concrete or asphalt pavement from construction debris that
poor properties. In this research recycled aggregates have
is reused in other building and road projects. The concrete
been taken and are renovated by coating with the industrial
which is obtained by demolishing the building is thrown
waste plastic and its properties have been tested. Normal
into the jaw crusher.
aggregates are also been coated and their properties have
The physical properties of recycled aggregate is given in been tested.
Table 3.
In the second part of the research bitumen which is 80/100
Table 3 physical properties of recycled aggregate bitumen which is generally not preferable in laying the
Properties Observations Specifications by
roads is taken and blended with the plastic. After blending
MORT&H the bitumen with plastic various testes have been carried
Specific Gravity 2.59 2.6
out. By these above approaches the by products are namely
called as
Flakiness Index 3 15 % (Max)
Elongation Index 0 15 % (Max) i. Plastic coated aggregates - PCA and Plastic coated
Combined Index (E.I + F.I) 3 30 % (Max) recycled aggregates - PCRA
Impact Value 35.9% 30% ii. Plastic blended bitumen – PBB
Crushing value 24.45% 30 % 6. METHODOLOGY
Abrasion Value 2% 30 %
Water Absorption 5.65% 2% Methodology of the normal and recycled aggregates
Unit Weight 1485 kg/m3 Not Specified is shown in Fig. 2.
5. APPROACH
Preparation of Plastic coated aggregates as per IRC:SP:98-
2013:
• Aggregate of desired size according to the test (i.e.,
three samples per each type) are to be taken.
• Plastic of desired percentage i.e., 5% or 10%
weight of coarse aggregate weight which is passing
through 4.75 mm sieve and retained on 2.36 mm
sieve is taken.
• The aggregate on electric stove is up to 160oC is
Fig. 2 Methodology of the normal and recycled
heated. After the aggregate is heated required
aggregates
percentage of plastic is added.
• It is mixed thoroughly with trowel until the Methodology of the Plastic Blended of Bitumen is shown
aggregate is coated with plastic uniformly we get in Fig. 3.
plastic coated coarse aggregate (P.C.A)
• Two samples for each percentage is taken.
• The same process is repeated for recycled aggregate
we get plastic coated recycled coarse aggregate
(P.C.R.A).
The process of the plastic blending with Bitumen (PBB):
• Plastic of desired percentage i.e., 5% and 10%
weight of the bitumen weight which is passing
through 2.36 mm sieve and retained on mm sieve
is taken.
• The bitumen on electric stove up to 160oC is heated. Fig. 3 Methodology of the Plastic Blended of Bitumen
After the bitumen is heated required percentage of
5% and 10% of plastic is added. By this way the Based on the results obtained of aggregates and bitumen,
plastic is blended with the bitumen and aggregates suitable mix design in flexible pavements are suggested
are coated. for the surface course of the road.

hIGHWAY RESEARCH Journal, July-December, 2019 33

 Singh, Abhineeth & Wardhan on
Use of Recycled Aggregates Blended with Plastic Waste for Sustainable Road Construction

7. RESULTS AND DISCUSSION N.A - Normal Aggregates, P.C.A- Plastic Coated

7.1 Test 1: Aggregate Impact Value Aggregates, R.A – Recycled Aggregates,
P.C.R.A –Plastic Coated Aggregates.
The Table 4 shows the results of the impact value of
different aggregates. 5% of Plastic represents 5% of plastic to weight of
aggregates in the same way
Table 4 Aggregates Impact Value Test Results 10% of Plastic represents 10%of plastic to weight of
Type of samples Impact values aggregates.
Normal Aggregate 30.07% Specifications by MORT&H
Recycled Aggregate 35.9% Based on the test results, the toughness property of the
aggregate may be reported as given in Table 5.
P.C.A (5% of plastic) 25.86%
P.C.A (10% of plastic) 19.35% Table 5 Specifications by MORT&H

P.C.R.A (5% of plastic) 29.5% Aggregate impact value, % Toughness property

Less than 10 Exceptionally tough/strong
P.C.R.A (10% of plastic) 27.4%
10 to 20 Very tough/strong
Impact Value results of both normal and recycled 20 to 30 Good for pavement surface course
aggregates are compared in pictorial charts as shown in More than 30 Weak for pavement surface
Fig. 4 and 5 respectively.
Discussion
• Due to coating, the toughness of aggregate is
increasing as the impact value is decreasing.
• Compared to normal aggregate, toughness is more
in the plastic coated aggregate.
• In recycled aggregate also, there is decrease in
the impact value which means there is increase in
toughness.
• There is clear difference in the impact values which
can be seen in the chart.
• P.C.A (10% of Plastic) has the least impact value
compare other aggregates.
• Recycled aggregate without coating has the highest
impact value.
7.2 TEST 2: Crushing Value
Fig. 4 Impact Value (Normal Aggregate)
Results
The Table 6 shows the results of the crushing value of different
aggregates using compression testing machine (CTM).
Table 6 Aggregates Crushing Value Test Results
Type of Samples Crushing Values
Normal aggregate 19.45%
Recycled aggregate 24.5%
P.C.A(5% of plastic) 18.96%
P.C.A(10% of plastic) 14.57%
P.C.R.A (5% of plastic) 21.15%
P.C.R.A(10% of plastic) 18.45%
Crushing Values of both aggregates and recycled
aggregates results compared in Pictorial charts as shown
Fig.5 Impact Value (Recycled Aggregate) in Fig. 6 and 7 respectively..

34 hIGHWAY RESEARCH Journal, July-December, 2019

 Singh, Abhineeth & Wardhan on
Use of Recycled Aggregates Blended with Plastic Waste for Sustainable Road Construction

7.3 Test 3: Water Absorption Test

The Table 7 shows the results of the water absorption
values of different aggregates.
Table 7 Water Absorption Test Results
Type of samples Water Absorption
Normal Aggregate 1.9%
Recycled Aggregate 5.65%
P.C.A (5% of plastic) 1.54%
P.C.A (10% of plastic) 0.68%
P.C.R.A (5% of plastic) 2.25%
P.C.R.A (10% of plastic) 1.54%
Water Absorption Values of both aggregates and recycled
Fig. 6 Crushing Value (Normal Aggregate) aggregates results compared in Pictorial charts as shown
in Fig. 8 and 9 respectively.

Fig. 7 Crushing Value (Recycled Aggregate)

N.A - Normal Aggregates, P.C.A- Plastic Coated
Aggregates, R.A – Recycled Aggregates,
P.C.R.A - Plastic Coated Recycled Aggregates Fig. 8 W.A Value (Normal Aggregate)
5% of Plastic represents 5% of plastic to weight of
aggregates in the same way
10% of Plastic represents 10% of plastic to weight of
aggregates.
Discussion
• Due to coating, the strength of aggregate is
increasing as the crushing value is decreasing.
• Compare to normal aggregate strength is more in
the coated aggregate.
• In recycled aggregate also, there is decrease in the
crushing value which means increase in strength.
• There is clear difference in the crushing values.
• P.C.A (10% of Plastic) has the least crushing value
compare to other aggregates.
• Recycled aggregate without coating has the highest
crushing value. Fig. 9 W.A Value (Recycled Aggregate)

hIGHWAY RESEARCH Journal, July-December, 2019 35

 Singh, Abhineeth & Wardhan on
Use of Recycled Aggregates Blended with Plastic Waste for Sustainable Road Construction

N.A - Normal Aggregates, P.C.A- Plastic Coated penetration test values.

Aggregates, R.A – Recycled Aggregates,
7.5 Test 5: Ductility Test
P.C.R.A - Plastic Coated Recycled Aggregates
Ductility test results are shown in Table 9.
5% of Plastic represents 5% of plastic to weight of
aggregates in the same way Table 9 Ductility Test Results values
10% of Plastic represents 10% of plastic to weight of Type of Bitumen Sample Ductility Values
aggregates.
W.A – Water Absorption Normal Bitumen 68
Discussion: P.B.B(5% of plastic) 55
Due to coating, the absorption values are decreasing in P.B.B(10% of plastic) 45
normal and recycled aggregates.
Ductility Test Values of both normal and plastic blended
According to the standards the aggregates with less than bitumen have been shown in Fig. 11.
2% of water absorption can be used for construction of
pavement. Thus, only P.C.A (5% and 10% of plastic to the
weight of the aggregates) and P.C.R.A (10% of plastic to
the weight of the aggregates) can be used for construction
of pavement.
7.4 Test 4: Penetration Test
Penetration test results are shown in Table 8.
Table 8 Penetration Test Results Values
Type of bitumen sample Penetration Values
Normal Bitumen 84
P.B.B(5% of plastic) 75
P.B.B(10% of plastic) 60
Fig. 11 Ductility Test Values of both normal and plastic
Penetration Test Values of both normal and plastic blended
blended bitumen
bitumen chart have been shown in Fig. 10.
Discussion
The ductility values of bitumen generally vary from 5
to 100 or above for different bitumen grades used in
pavement construction. Plastic blended bitumen with
10% of plastic to the weight of the bitumen cannot be
used as the ductility value is very low. There is a chance
of mix crack.
7.6 Test 6: Softening Point
Softening Point test results are shown in Table 10.
Table 10 Sofetening Point Test Results Values
Type of Bitumen Sample Softening Point
Normal Bitumen 45oC
Fig. 10 Penetration Test Values of both normal and
plastic blended Bitumen P.B.B(5% of plastic) 55oC

Discussion P.B.B(10% of plastic) 60oC

The plastic blended bitumen has more hardness compared Softening Point Test Values of both normal and plastic
to normal bitumen, which is interpreted from the above blended bitumen have been shown in Fig. 12.

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 Singh, Abhineeth & Wardhan on
Use of Recycled Aggregates Blended with Plastic Waste for Sustainable Road Construction

Table 11 Aggregate Test References

Test on Aggregates Refrence Codes
Impact Value Test IS:2386 (Part IV) -1963
Crushing Value Test IS:2386 (Part IV) -1963
Water Absorption Test IS:2386 (Part III) -1963

Bitumen test references according to code are shown in

Table12
Table 12 Bitumen Test References
Test on Bitumen Refrence Codes

Fig. 12 Softening Point Test Values of both normal and Penetration Test IS:1203-1978
plastic blended bitumen Ductility Test IS:1208-1978
Discussion: The softening point values of bitumen Softening Point Test IS:1205-1978
generally vary from 35oC to over 100oC for different
bitumen grades used in pavement construction. 9. 
RECOMMENDATIONS FOR MIX DESIGN
OF WEARING COURSE IN FLEXIBLE
8. TEST REFERENCES PAVEMENTS

Aggregate test references according to code are Based upon the various test results the suggested mix
shown in Table11. design is given in Table 13.
Table 13 Suggested mix designs of wearing course in Flexible pavements
Aggregates Bitumen % of aggregates saving by % of bitumen saving by
weight weight
P.C.A ( 5% of plastic to Normal 0 0
weight of aggregates )
P.C.A (5% of plastic to P.B.B (5% of plastic to the 0 0.25% (or) 6kg/m3
weight of aggregates ) weight of the bitumen)
P.C.A (10% of plastic to P.B.B (5% of plastic to the 0 0.25% (or) 6kg/m3
weight of aggregates ) weight of the bitumen)
P.C.R.A (10% of plastic to P.B.B (5% of plastic to the 0 0.25% (or) 6kg/m3
weight of aggregates ) weight of the bitumen)

10. Usage of these mix designs in the
Highways
Now-a-days, the steady increment in high traffic intensity
in terms of commercial vehicles, and the significant
variation in daily and seasonal temperature put us in a
demanding situation to think of some alternatives for the
improvisation of the pavement characteristics and quality
by applying some necessary modifications like replacing
the normal aggregates with recycled aggregates after the
coating with industrial plastic waste, which shall satisfy
both the strength as well as economic aspects. Plastic
waste help in significantly improving the water absorption
of flexible pavement and obtains satisfactory values of
impact and crushing values , when plastic waste content
is between 5% to 10% by weight of coarse aggregate.
Recycled aggregates cannot be used in wearing courses of
flexible pavements due to their poor properties but when
coated with waste plastic, their properties will be enhanced
and can be used in construction of pavements. The use of
waste plastic for coating the aggregates of the bituminous
mix found to improve its performance characteristics.
Binding property is much better than the normal roads.
The disadvantage of the adopted procedure is the presence
of chlorine may release harmful gases at the time of road
laying. A stretch of road has recently been constructed
using waste plastic on NH-48 near Dhaula Kuan. A portion

hIGHWAY RESEARCH Journal, July-December, 2019 37

 Singh, Abhineeth & Wardhan on
Use of Recycled Aggregates Blended with Plastic Waste for Sustainable Road Construction
of Delhi-Meerut expressway and Gurugram-Sohna road
have also been planned for construction using plastic
waste.
11. CONCLUSIONS
• From the specifications and results the P.C.R.A
(10% OF Plastic) can be used for surfacing of the
roads.
• P.C.A(5% and 10% of plastic to weight of
aggregates) can be used for laying down roads
from impact value results.
• From the crushing values it is clear that P.C.A(5%
of plastic) better for concrete roads than P.C.A(10%
of plastic).
• Recycled aggregate is regaining is strength due
to coating that can be concluded from the impact,
water absorption and crushing values.
• Coating of recycled aggregate is a easy process
with lot of benefits.
• P.B.B has good properties compare to the normal
bitumen some of the properties which are improved
are softening, and ductility but P.B.B (10% of
plastic to the weight of the bitumen) cannot be used
as the ductility value is very low. There is a chance
of mix crack.
• Normal and recycled aggregates are been coated
separately due to which the properties have been
improved and also in blending of bitumen with
plastic there is a better improvement of properties
compared to normal bitumen but due to the blending
there is a lot of wastage of bitumen (i.e., during
the blending process, due to the heat, the bitumen
is getting evaporated). So it is clear that coating
before the mixing of bitumen and aggregates is
more preferrable.
• Preperation of P.B.B is difficult process compare to
coating of aggregate, thus plastic-coated aggregates
is more preferable than plastic blended bitumen.
• Thus, normal aggregates with poor properties and
recycled aggregates when coated with 5% &10%
and 10% of plastic to its weight respectively can be
used for wearing courses in flexible pavements.
12. REFERENCES
i. Sumit G. Dhundalwar, Ashish Moon, Vikas C.
Patle and Saurabh K. Jaiswal, vol. no. - 3, pt. -
38 hIGHWAY RESEARCH Journal, July-December, 2019
35-45, 2017, “Utilization of Waste Plastics Bags
in Bituminous Mix for Improved Performance
of Roads”, International Journal of Research in
Science and Technology,
ii. Ajay Dwivedi, ManikMattoo, Jaideep Prabhu, Atul
Dwivedi, Pankil Jain, Vol. 6, Issue 2, February
2017, 1500-1506, ‘A Survey on Cost Comparison
of Sustainable Plastic Road with Regular Bitumen
Road’, International Journal of Innovative Research
in Science,.
iii. Garima Goswami & Jitendra Panwar, ‘Sustainable
Road And Building Construction Using Waste
Plastic’, Vol.No:5, Issue No: 10, October 2016, pp.
458-463, International Journal of Advance Research
in Science and Engineering,.
iv. S. Rajasekaran, Dr. R. Vasudevan, Dr. Samuvel
Paulraj, Volume-02, Issue-11, 2013, pp-01-13,
‘Reuse of Waste Plastics Coated Aggregates-
Bitumen Mix Composite For Road Application –
Green Method’, American Journal of Engineering
Research (AJER)’,
v. Amit P. Gawande, Sc.: 3(4), September 2013,
pp. 231-242, ‘Economics and Viability of Plastic
Road: A Review’, Journal of Current Chemical &
Pharmaceutical Sciences, J. Curr. Chem. Pharm.
vi. Mercy Joseph Poweth, Solly George, Jessy Paul,
Vol. 2, Issue 3, March 2013, pp. 633-638,‘Study
On Use Of Plastic Waste In Road Construction’,
International Journal of Innovative Research in
Science, Engineering and Technology,
vii. Mrs.Vidula Swami, Abhijeet Jirge, Karan patil,
Suhaspatil, Sushil patil, Karan salokhe, (IJEST),
Vol. 4 No.05 May 2012, pp 2351-2355, ‘Use of
waste plastic in construction of bituminous road’,
International Journal of Engineering Science and
Technology
viii. S. S. Varma, (2008) pp. 43-44, Roads from Plastic
Waste, The Indian Concrete J.
ix. SK Khanna, Ceg Justo, A Veeraragavan, Highway
Engineering, 10th edition, Khanna Publishers
x. N.R.R.D.A, Ministry of Rural Development, GOI,
Guidelines for use of Plastic Waste in Rural Road
Construction (2007).
 LABORATORY INVESTIGATION OF BLENDED LATERITIC SOIL FOR
GRAVEL ROADS

Prof. Ravi Shankar A U1 Priyanka B A2 Goutham Sarang3

ABSTRACT

Gravel roads are the most common unpaved roads in India, constructed using locally available low cost materials. In some
cases, the natural soil may not satisfy the requirements of base and surface courses of gravel roads, since their properties and
strength vary from place to place. In this study, the possibility of naturally available lateritic soils as a gravel road material,
with suitable stabilization method has been investigated. Lateritic soils collected from four different locations were blended
with locally available materials like River Sand, River Rock, Brick Bats and Stone Dust to meet the specified criteria. Also
different aggregate fractions were blended with these soils to prepare soil aggregate mixtures specified by Indian Roads
Congress (IRC). From the laboratory investigation it is observed that, the lateritic soil in its natural form can be blended
with marginal materials and aggregates in suitable proportion to attain the strength and grading requirements of gravel
road mixtures.
1. Introduction India the length of unpaved roads is less than 50% of the
total road length and the ratio of unpaved road length to
A pavement is a stable structure with different layers,
paved road length is 0.74 based on the statistics available
constructed over a natural foundation for the purpose of
in 2005. In India, these roads are commonly known as
supporting and distributing wheel loads coming over its
gravel roads and are generally constructed by dumping
surface. Roads without bituminous or cement concrete
locally available soil in embankment, without considering
surfacing, and generally containing gravel materials are
its suitability or compaction effort, followed by spreading
termed as unpaved roads. They are constructed as low
a layer of any natural material like murrum or gravel.
volume roads to provide service to areas of agricultural,
Heavy trucks and increasing residential traffic can combine
residential and recreational purposes. The performance of
to make very heavy demands on these unsurfaced roads.
these roads is not completely determined by the traditional
The Indian Roads Congress (IRC) has published a manual
factors viz., traffic and sub grade strength, but by the road
for the design, construction and maintenance of gravel
environment. American Association of State Highway and
roads (IRC:SP:77-2008). It suggests grading requirements
Transportation Officials (AASHTO) suggests a maximum
for the base and surface courses of gravel roads. Road
Average Daily Traffic limit of 200 vehicles per day and
making gravel can be defined as a mix of stone, sand and
up to this traffic limit, the maintenance costs for unpaved
fine-sized particles used as sub-base, base or surfacing on
roads with gravel are observed to be lesser than that of
a road. When the requirements of these base and surface
conventional bituminous pavements.
courses can not be met by the easily available and economic
All around the world, the unpaved roads constitute a major materials, IRC recommends using soil-aggregate mixtures
portion of the total pavement length and it is more than the with different sizes. Soil-aggregate mixtures can be in the
paved road length in most of the countries. However, in form of naturally occurring materials like soil-gravel, or soil

Prof., Dept. of Civil Engg., NIT Karnataka, Surathkal, Mangalore, Karnataka, Email: aurshankar@gmail.com
1

Research Scholar, Dept. of Civil Engg., NIT Karnataka, Surathkal, Mangalore, Karnataka, Email: priyankabiluve@gmail.com
2

Assistant Professor (Senior), School of Mechanical and Building Sciences (SMBS), Vellore Institute of Technology University -
3

Chennai Campus, Chennai, Tamil Nadu, India, Email: gouthamsarang@gmail.com

hIGHWAY RESEARCH Journal, July-December, 2019 39

 Shankar, Priyanka & Sarang on
Laboratory Investigation of Blended Lateritic Soil for Gravel Roads

purposely blended with suitable aggregate fractions (Yang et construction and maintenance of gravel roads in protected
al. 2019). In areas where traffic exceeds expected limits, or areas were done by Michael et al. (2017).
heavy rainfall is prevailing, subsequent layers can be added
1.1 Objectives
by providing an overlay of gravel, Water Bound Macadam
or Wet Mix Macadam layer and treating the existing gravel The primary objective of this study is to blend lateritic soils
base as a lower base course or a sub base. collected from different locations with suitable materials
(like sand, river pebbles, brick bats, quarry dust etc.) to meet
In actual practice, the locally available soil may not be the specifications of base and surface courses for gravel
suitable for gravel roads when they do not possess the roads. Also an attempt has been made to prepare the soil-
necessary quality requirements. Suitable stabilization aggregate mixture blended with different size of aggregates
mechanisms can be adopted in these soils to achieve to meet the requirements suggested by IRC:SP:77-2008.
desired properties for the intended purpose (Paige-Green, The blended soil mixtures prepared by trial and error
2009). Improvement of gravels by mechanical or chemical methods, were tested for different soil properties.
means can be a potential solution. Veelen and Visser (2007)
used polymers, enzyme and sulphonated oil to stabilize 2. EXPERIMENTAL INVESTIGATION
unpaved roads in South Africa to study their effect on 2.1 Lateritic Soils
material strength. However, the usage of chemicals should
Locally available lateritic soil procured from four different
be implemented only after ensuring their effectiveness in
locations of Dakshina Kannada District, Karnataka State,
the laboratory and strict supervision is necessary during
India was used for the study, and are named as S1, S2, S3
construction in the field.
and S4. The grain size analysis of these soils was determined
Mechanical stabilization generally includes the blending using Indian Standards (IS) 2720 and the soil properties
or mixing of a weak soil with some good quality materials were also examined as per IS, and are listed in Table 1.
to improve the mixture properties including grading,
strength and plasticity characteristics. Locally available Table-1 Basic Properties of Soil
suitable materials like river sand, river pebble, brick and Properties Samples
tile bats, construction and demolition wastes, aggregates, 1 2 3 4
etc. can be blended with soil to improve its performance.
Grading (%)
Blending of aggregates with weak soils to improve soil
strength is a method adopted from the ancient times. It Gravel 28.3 36.8 41.7 59.2
allows the stones and fines to compact together forming a Sand 50.8 47.6 47.8 32.4
hard, durable surface crust to carry the traffic load (Yoder Silt & Clay 20.9 15.6 10.5 8.4
and Woods, 1956, Miller, 1956). Nwaiwu et al. (2008) IS Soil Classification SC SC SC GC
studied on ironstone lateritic gravel aggregates for gravel
Consistency Limits (%)
roads, and observed that lateritic clayey gravels have good
workability as engineering construction materials and are Liquid Limit (LL) 30 30 34 29
rated fair to good as road aggregates in terms of probable Plastic Limit (PL) 18 15 16 18
in-situ behaviour based on water absorption values. Plasticity Index (PI) 12 15 18 11
Berthelot and Carpentier (2003) described different factors Standard Proctor compaction
influencing the loss of gravel and suggest innovative means MDD (g/cc) 1.84 1.88 1.9 1.95
to preserve the gravel roads. Ionic stabilization improved
OMC (%) 16.2 14.4 13.1 10.7
gravel retention and reduced dust, and reclamation of
shoulders using commercial rock rakes recovered gravel Modified Proctor compaction
from roadside slopes for reapplication in the road surface. MDD (g/cc) 1.96 2.03 2.11 2.18
The performance of a gravel road subjected to HVS (Heavy OMC (%) 13.0 11.5 10.2 8.6
Vehicle Simulator) was studied by Dina (2016). Geogrid in Soaked CBR (%)
gravel roads subjected to repeated loads was investigated
Standard 3 5 5 7
by Azza et al. (2017). The road construction in protected
area should be sustainable in terms of availability of quality Modified 5 7 8 10
materials within economic haulage distance and the entire UCS (kg/cm )
2

construction, operation and maintenance process should Standard 198 224 241 287
have less environmental impact like habitat fragmentation
Modified 321 338 350 405
and dust pollution. The sustainability and challenges of

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 Shankar, Priyanka & Sarang on
Laboratory Investigation of Blended Lateritic Soil for Gravel Roads

2.2 Gravel Base and Surface Courses Table 4 Nomenclature for Gravel Base Blends
IRC:SP:77 suggests three gradings, namely Grade A, B Gravel Base Gravel Surface
and C, for base course and a single grading for surface Soil
Grade A Grade B Grade C Mixture
course. Soils used in the study S1, S2, S3 and S4 cannot be
S1 1-Base A 1-Base B 1-Base C 1- Surface
directly used for the base and surface courses since they
do not meet the grading requirement and also due to their S2 2-Base A 2-Base B 2-Base C 2- Surface
increased plasticity characteristics. In order to meet these S3 3-Base A 3-Base B 3-Base C 3- Surface
criteria, locally available materials like River Sand (RS), S4 4-Base A 4-Base B 4-Base C 4- Surface
River Rocks (RR), Brick Bats (BB) and Stone Dust (SD)
were blended with soil. The gradings of these materials Trial and error method was adopted to fix the proportion
are presented in Table 2. of materials to obtain suitable grading ranges. The selected
blending proportions for different gravel base mixtures are
Table 2 Grading of Materials used for Blending listed in Table 5. The number in the name indicates soil, and
Cum. % Passing the alphabet indicates the base grading type. The usage of
Sieve size River Sand River Brick Bats Stone Dust
RS and SD was intended not only to achieve the required
(RS) Rocks (RR) (BB) (SD) grading but also to improve the plasticity characteristics. For
this purpose 10 to 23% of RS was used in the gravel base
53 mm 100 100 100 100
mixtures. S1 was the finest soil used in the study, and hence
37.5 mm 100 100 100 100 in gravel base blends, its usage was limited to 35 – 40% by
26.5 mm 100 100 100 100 increasing the coarser materials (RR and BB) to about 50%.
19 mm 100 24.8 92.1 100 RR was having the coarser sizes amongst all materials, and
its use was the maximum (28 – 30%) in the coarser base
9.5 mm 100 17.6 47.8 100
grading A and the minimum (10 – 12%) in grading C.
4.75 mm 99.7 -  27.9 73.1
The required gravel surface grading is finer compared to
425 μm 32.2 -  8.9 41.3
the base mixtures, and has a maximum size of 26.5 mm.
75 μm 3.2 -   - 19.5 Hence, in these mixtures higher amount of soil (50 – 62%)
2.2.1 Blending of Gravel Base and Surface Courses was used by avoiding RR, and also SD was used instead
of RS, as presented in Table 5. Since S1 is the finest soil, a
Gradations of gravel base and surface courses as per IRC higher quantity of BB was used with lesser SD.
are presented in Table 3. Blended gravel base materials
with gradings A, B and C, and surface mixture using Table 5 Blending Proportions for Different Gravel
soils S1, S2, S3 and S4 were named as shown in Table 4. Base and Surface Mixtures
They were prepared by blending different materials with Blend 1-Base-A 2-Base-A 3-Base-A 4-Base-A
corresponding soils in suitable proportions. S1 – 37% S2 – 48% S3 – 45% S4 – 50%
Blending RS – 10% RS – 10% RS – 17% RS – 12%
Table 3 Gradations of Gravel Base and Surface
Proportion RR – 30% RR – 30% RR – 28% RR – 28%
Courses as per IRC BB – 23% BB – 12% BB – 10% BB – 10%
Mixture Base Course Surface Blend 1-Base-B 2-Base-B 3-Base-B 4-Base-B
Course S1 – 36% S2 – 45% S3 – 45% S4 – 45%
Grade A Grade B Grade C
Blending RS – 15% RS – 15% RS – 12% RS – 15%
Sieve Size Cumulative % Passing
Proportion RR – 29% RR – 20% RR – 20% RR – 20%
53 mm 100 - -  -  BB – 20% BB – 20% BB– 23% BB – 20%
37.5 mm 97-100 100  - -  Blend 1-Base-C 2-Base-C 3-Base-C 4-Base-C
26.5 mm - 97-100 100 100 S1 – 35% S2 – 42% S3 – 50% S4 – 45%
Blending RS – 15% RS – 15% RS – 15% RS – 23%
19 mm 67-81 - 87-100 97-100 Proportion RR – 10% RR – 10% RR – 10% RR – 12%
9.5 mm - 56-70 67-79 - BB – 40% BB – 33% BB – 25% BB – 20%
4.75 mm 33-47 39-53 47-59 41-71 Blend 1-Surface 2-Surface 3-Surface 4-Surface

425 μm 10-19 12-21 12-21 12-28 S1 – 62% S2 – 50% S3 – 60% S4 – 60%

Blending
BB – 27% BB – 20% BB – 10% BB – 10%
75 μm 04-08 04-08 04-08 09-16 Proportion
SD – 11% SD – 30% SD – 30% SD – 30%

hIGHWAY RESEARCH Journal, July-December, 2019 41

 Shankar, Priyanka & Sarang on
Laboratory Investigation of Blended Lateritic Soil for Gravel Roads

2.2.2 Properties of Gravel Base and Surface Blends
In this study, 12 gravel base blends and four gravel surface
blends were prepared and their engineering properties
were tested as per standards. Atterberg limits, standard
and modified proctor compaction characteristics and
California Bearing Ratio (CBR) values of these mixtures
are presented in Table 6. In all the cases, S4 blends showed
the maximum MDD and the minimum OMC and PI, due
to the blending proportion and the improved properties of
soil. On the other hand, the finer grading of S1 resulted
into the highest OMC and LL for all blends with that soil.

Table 6 Properties of Gravel Base and Gravel Surface Blends

Base A Blends
Soil S1 S2 S3 S4
Test
Blend Name 1-Base-A 2-Base-A 3-Base-A 4-Base-A
LL (%) 24 24 21 22
Atterberg’s limits PL (%) 16 15 13 15
PI (%) 8 9 8 7
MDD (g/cc) 2.023 2.024 2.025 2.049
Standard Proctor OMC (%) 10.90 10.88 10.15 9.18
CBR (%) 21 22 22 24
MDD (g/cc) 2.314 2.315 2.317 2.320
Modified Proctor OMC (%) 9.17 9.11 8.47 7.78
CBR (%) 27 27 28 30
Base B Blends
Soil S1 S2 S3 S4
Test
Blend Name 1-Base-B 2-Base-B 3-Base-B 4-Base-B
LL (%) 23 22 19 20
Atterberg’s limits PL (%) 15 15 14 14
PI (%) 8 7 5 6
MDD (g/cc) 2.017 1.994 2.019 2.026
Standard Proctor OMC (%) 10.86 10.84 10.27 9.19
CBR (%) 21 20 20 22
MDD (g/cc) 2.301 2.287 2.296 2.314
Modified Proctor OMC (%) 9.17 9.08 8.46 7.77
CBR (%) 26 25 25 28
Base C Blends
Soil S1 S2 S3 S4
Test
Blend Name 1-Base-C 2-Base-C 3-Base-C 4-Base-C
LL (%) 22 20 20 18
Atterberg’s limits PL (%) 15 13 12 NP
PI (%) 7 7 8 -
MDD (g/cc) 1.962 1.968 1.968 1.995
Standard Proctor OMC (%) 11.05 10.83 10.65 9.31
CBR (%) 18 19 20 21
MDD (g/cc) 2.249 2.269 2.278 2.298
Modified Proctor OMC (%) 9.2 8.99 8.7 7.89
CBR (%) 23 24 26 26
Surface Blends
Soil S1 S2 S3 S4
Test
Blend Name 1-Surface 2-Surface 3-Surface 4-Surface

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LL (%) 29 22 21 22
Atterberg’s limits PL (%) 19 14 13 14
PI (%) 10 8 8 8
MDD (g/cc) 1.945 2.06 2.06 2.09
Standard Proctor OMC (%) 13.55 12.2 12.01 10.57
CBR (%) 13 13 14 16
MDD (g/cc) 2.290 2.445 2.416 2.458
Modified Proctor OMC (%) 10.99 10.00 9.67 8.71
CBR (%) 17 18 17 19

From the Table 6 it can be seen that, CBR of S4 blends are soils and aggregate fractions were named as listed in Table 9.
high compared to all other mixtures, due to the blending The required grading range was obtained using these
proportion and the improved CBR of S4 soil. The coarser materials by trying different blending combinations, and
grading provided increased CBR for all grade A blends and the the proportions adopted and the corresponding gradings
minimum values were obtained for gravel base C mixtures. achieved are listed in Table 10. The proportion of soil in
Also the finer grading of surface coarse resulted into a lesser SA-80, SA-40, SA-20 and SA-10 blends was 35, 35– 45,
CBR for these mixes compared to the base course blends. 40 – 45 and 25 – 40% respectively. Among all SA mixtures,
2.3 Soil Aggregate Mixture blends with S1 and S2 needed the maximum quantity of
aggregates due to the finer grading of these soils. In order
IRC recommends five gradings for Soil Aggregate (SA) to achieve the grading of the finest SA mixture used in the
mixture with Maximum Aggregate sizes, 80, 40, 20, 10 study (SA-10), the maximum quantity of RS and SD was
and 5 mm, for using in gravel roads. The mixtures with used with only 5 – 10 % of aggregates having 6mm size.
80, 40 and 20 mm can be used in base course, whereas
the others are suggested both in base and surface courses Table 8 Gradations of Soil Aggregate Mixtures as per
based on the site requirements. IRC provides a maximum IRC
limit and a suitable range for LL and PI respectively, for Mixture Soil Aggregate
different climatic conditions, and also it limits PI to 10% 80mm SA 40mm SA 20mm SA 10mm SA
for base course materials. In this study, aggregates are
blended with soils S1, S2, S3 and S4 to prepare 80, 40, 20 Sieve Size Cumulative % Passing
and 10 mm SA mixtures. 5 mm SA mixture was avoided 80 mm 100 - - -
since they were finer than the soils used. Crushed granite 40 mm 80-100 100 - -
aggregates having nominal maximum aggregate sizes 40,
20 mm 60-80 80-100 100 -
20, 10 and 6 mm, with grading listed in Table 7, were used
to prepare SA mixtures. Along with these materials, RS 10 mm 45-65 55-80 80-100 100
and SD were also used to achieve plasticity characteristics 4.75 mm 30-50 40-60 50-75 80-100
and grading, as in the case of base and surface courses. 2.36 mm - 30-50 35-60 50-80
Table 7 Grading of Materials used for Blending 1.18 mm - - - 40-65

Cumulative % Passing 600 μm 10-30 15-30 15-35 -

Sieve Size 40 mm 20 mm 10 mm 6 mm 300 μm - - - 20-40
80 mm 100 - - - 75 μm 12-15 12-15 12-15 10-25
40 mm 96.8 100 - -
20 mm 28.2 92.7 100 - Table 9 Nomenclature for SA Mixture
10 mm 5.8 40.9 93.6 100
Soil Aggregate Mixture
4.75 mm - 12.4 38.8 70.2 Soil
600 μm - - 2.8 31.2 80mm 40mm 20mm 10mm
75 μm - - - 3.5 S1 1-SA-80 1-SA-40 1-SA-20 1-SA-10
2.3.1 Blending of Soil Aggregate Mixture S2 2-SA-80 2- SA-40 2- SA-20 2- SA-10

Gradations of soil aggregate mixtures as per IRC are S3 3-SA-80 3- SA-40 3- SA-20 3- SA-10
presented in Table 8. Blended SA mixtures with different S4 4-SA-80 4- SA-40 4- SA-20 4- SA-10

hIGHWAY RESEARCH Journal, July-December, 2019 43

 Shankar, Priyanka & Sarang on
Laboratory Investigation of Blended Lateritic Soil for Gravel Roads

Table 10 Adopted Blending Proportions for Different SA Mixtures

SA-80
Blend 1-SA-80 2-SA-80 3-SA-80 4-SA-80
S1 – 35% S2 – 35% S3 – 35% S4 – 35%
40mm – 30% 40mm – 30% 40mm– 40 % 40mm – 35%
Blending Proportion 20mm – 15% 20mm – 15% SD – 25% 20mm – 10%
SD – 20 % 10mm – 10% SD – 20 %
SD – 10 %
SA-40
Blend 1-SA-40 2-SA-40 3-SA-40 4-SA-40
S1 – 40% S2 – 40% S3 – 40% S4 – 35%
RS – 10% RS – 10% RS – 10% RS – 15%
Blending Proportion 20mm – 35% 20mm– 35% 20mm – 35% 20mm – 35%
10mm –10 % 10mm – 10% SD – 15 % SD – 15 %
SD – 5 % 6mm – 5 %
SA-20
Blend 1-SA-20 2- SA-20 3- SA-20 4- SA-20
S1 – 45% S2 – 40% S3 – 45% S4 – 40%
RS – 15% RS – 20% RS – 10 % RS – 15 %
Blending Proportion 10mm – 30% 10mm – 30% 10mm – 20% 10mm – 10%
6mm – 10 % 6mm – 10 % 6mm – 10% 6mm – 10 %
SD – 15% SD – 25 %
SA-10
Blend 1-SA-10 2- SA-10 3- SA-10
S1 – 40 % S3 – 25%
S2 – 35%
RS – 30 % RS – 35 %
RS – 35 %
Blending Proportion 6mm – 10 % 6mm – 5 %
6mm – 10 %
SD – 20 % SD – 35 %
SD – 20 %

2.3.2 Properties of Soil Aggregate Blends
The basic engineering properties of 80, 40, 20 and 10 mm
SA mixtures are presented in Table 11. Mixtures 4-SA-
20, 2-SA-10 and 3-SA-10 were non plastic, due to their
increased sand content. Because of the finer grading the
maximum LL and OMC was observed for blends with S1,
whereas S4 mixture showed the minimum OMC. Similarly
mixtures with S4 were having the maximum MDD and S1
showed the minimum.

Table 11 Properties of Different SA Mixtures

SA-80
Test Blend 1-SA-80 2-SA-80 3-SA-80 4-SA-80
LL (%) 27 26 24 25
Atterberg’s limits PL (%) 18 18 15 16
PI (%) 9 8 9 9
MDD (g/cc) 2.219 2.225 2.241 2.253
Standard Proctor OMC (%) 10.27 9.29 9.34 8.30
CBR (%) 47 48 50 54
MDD (g/cc) 2.414 2.428 2.464 2.483
Modified Proctor OMC (%) 8.55 7.73 7.75 6.99
CBR (%) 58 58 61 64

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SA-40
Test Blend 1-SA-40 2-SA-40 3-SA-40 4-SA-40
LL (%) 24 22 22 20
Atterberg’s limits PL (%) 18 15 13 12
PI (%) 6 7 9 8
MDD (g/cc) 2.183 2.214 2.227 2.240
Standard Proctor OMC (%) 10.73 9.89 9.84 8.77
CBR (%) 37 38 50 43
MDD (g/cc) 2.332 2.362 2.4015 2.428
Modified Proctor OMC (%) 8.88 8.15 8.06 7.39
CBR (%) 45 46 49 51
SA-20
Test Blend 1-SA-20 2- SA-20 3- SA-20 4- SA-20
LL (%) 22 18 20 19
Atterberg’s limits PL (%) 15 12 12 NP
PI (%) 7 6 8 -
MDD (g/cc) 2.17 2.19 2.20 2.23
Standard Proctor OMC (%) 11.67 10.56 10.61 9.91
CBR (%) 25 27 30 32
MDD (g/cc) 2.310 2.337 2.365 2.405
Modified Proctor OMC (%) 9.70 8.85 8.82 8.37
CBR (%) 31 33 36 39
SA-10
Test Blend 1-SA-10 2- SA-10 3- SA-10
LL (%) 18 17 15
Atterberg’s limits PL (%) 12 NP NP
PI (%) 6 - -
MDD (g/cc) 2.062 2.08 2.122
Standard Proctor OMC (%) 12.08 11.07 10.53
CBR (%) 17 18 20
MDD (g/cc) 2.244 2.268 2.303
Modified Proctor OMC (%) 10.20 9.43 9.03
CBR (%) 22 25 29

Soaked CBR tests were conducted on all SA mixtures and Karnataka. The cost of the materials as per SOR is
prepared at both standard and modified OMC’s and tabulated in Table 12. The cost analysis of gravel base and
MDD’s, and the results are presented in Table 11. SA-80 surface blends and soil aggregate mixtures is tabulated in
blends had higher CBR values compared to others, due to Tables 13 and 14 respectively.
the presence of higher size aggregates. SA-10 blend which
has the finest grading was not able to achieve using the Table 12 Statement of Costs of Materials
coarser S4 soil. This coarser grading of S4 also resulted Type of Material Rate per m3 (Rupees)
in slightly higher CBR values for all SA mixtures, but this Soil 200
increase was not significant. Brick Bat 600
2.4 Cost Analysis Stone Dust 910
River Sand 1700
Cost analysis has been carried out based on Schedule of
Rates (SOR) 2019, Mangalore Public Works Department, River Rock 570

hIGHWAY RESEARCH Journal, July-December, 2019 45

 Shankar, Priyanka & Sarang on
Laboratory Investigation of Blended Lateritic Soil for Gravel Roads

Table 13 Cost Analysis of Gravel Base and Surface Blends

Proportion and cost 

Type of Total Cost in
Mix ID Cost Cost Cost Cost
Material S (%) RS (%) RR (%) BB (%) m3 (Rupees)
(Rs) (Rs) (Rs) (Rs)
S1-Base-A 37 74 10 170 30 171 23 138 553
S2-Base-A 48 96 10 170 30 171 12 72 509
Gravel Base-A
S3-Base-A 45 90 17 289 28 160 10 60 599
S4-Base-A 50 100 12 204 28 160 10 60 524
S1-Base-B 36 72 15 255 29 165 20 120 612
S2-Base-B 45 90 15 255 20 114 20 120 579
Gravel Base-B
S3-Base-B 45 90 12 204 20 114 23 138 546
S4-Base-B 45 90 15 255 20 114 20 120 579
S1-Base-C 35 70 15 255 10 57 40 240 622
S2-Base-C 42 84 15 255 10 57 33 198 594
Gravel Base-C
S3-Base-C 50 100 15 255 10 57 25 150 562
S4-Base-C 45 90 23 391 12 68 20 120 669
Proportion and cost 
Type of
Mix ID Cost Cost Cost Total Cost in m3
Materials S (%) RS (%) RR (%)
(Rs) (Rs) (Rs)
S1- Surface 62 124 27 162 11 100 386
Gravel Surface S2-Surface 50 100 20 120 30 273 493
Blend S3- Surface 60 120 10 60 30 273 453
S4- Surface 60 120 10 60 30 273 453
Table 14 Cost Analysis of Soil Aggregate Mixtures
Proportion and cost Total Cost
Mix ID S Cost 40mm Cost 20mm Cost 10mm Cost 6mm Cost RS Cost SD Cost in m3 (Ru-
(%) (Rs) (%) (Rs) (%) (Rs) (%) (Rs) (%) (Rs) (%) (Rs) (%) (Rs) pees)

S1-SA-80 35 70 30 420 15 229 - - - - - - 20 182 901

S2-SA-80 35 70 30 420 15 229 10 142 - - - - 10 91 952
S3-SA-80 35 70 40 560 - - - - - - - - 25 227.5 858
S4-SA-80 35 70 35 490 10 153 - - - - - - 20 182 895
S1-SA-40 40 80 - - 35 534 10 142 - - 10 170 5 45.5 971
S2-SA-40 40 80 - - 35 534 10 142 5 71 10 170 - - 997
S3-SA-40 40 80 - - 35 534 - - - - 10 170 15 136.5 920
S4-SA-40 35 70 - - 35 534 - - - - 15 255 15 136.5 995
S1-SA-20 45 90 - - - - 30 426 10 142 15 255 - - 913
S2-SA-20 40 80 - - - - 30 426 10 142 20 340 - - 988
S3-SA-20 45 90 - - - - 20 284 10 142 10 170 15 136.5 823
S4-SA-20 40 80 - - - - 10 142 10 142 15 255 25 227.5 847
S1-SA-10 40 80 - - - - - - 10 142 30 510 20 182 914
S2-SA-10 35 70 - - - - - - 10 142 35 595 20 182 989
S3-SA-10 25 50 - - - - - - 5 71 35 595 35 318.5 1035

46 hIGHWAY RESEARCH Journal, July-December, 2019

 Shankar, Priyanka & Sarang on
Laboratory Investigation of Blended Lateritic Soil for Gravel Roads
3. Discussion and Conclusions
All the natural soils considered in the study were
characterized with high PI in the range of 11 – 18 % and
low strength with very less soaked CBR values (3 – 7
% for standard proctor cases and 5 – 10 % for modified
proctor cases). Hence, in order to use these soils in the
base and surface courses of gravel roads, by reducing the
PI and improving the CBR, locally available materials
were blended with the soils in suitable proportions to
achieve required gradings. River Rocks (RR) and Brick
Bats (BB) were blended to increase the strength and to
meet the grading, whereas River Sand (RS) and Stone
Dust (SD) had an additional benefit of improving the
plasticity characteristics. Different aggregates (40, 20,
10 and 6 mm), RS and SD were blended with natural
soils to prepare SA mixtures with 80, 40, 20 and 10 mm
maximum aggregate size. From the investigation it was
observed that all the gravel base and surface mixtures and
the SA mixtures prepared by blending satisfied the IRC
requirements. The major conclusions drawn are:
a. The blending reduced the PI to 5 – 10 % for gravel
base and surface mixtures and 6 – 9 % for soil
aggregate mixtures respectively.
b. The CBR of soils improved by 2.6 – 7.1 times in
blended gravel base mixtures, and 1.9 – 4.2 times in
blended surface mixtures.
c. Soil aggregate mixtures 80, 40, 20 and 10 mm
showed a higher improvement in CBR, in the range
of 6.4 – 15.6, 5.1 – 12.3, 3.9 – 8.3 and 3.5 – 5.7 times
the natural soil CBR.
d. In gravel base and surface blends the standard
proctor MDD of soils increased from 1.84 – 1.95 g/
cc to 1.94 – 2.09 g/cc and the modified proctor MDD
increased from 1.96 – 2.18 g/cc to 2.25 – 2.32 g/cc.
e. For soil aggregate mixtures, standard and modified
proctor MDD values increased to 2.06 – 2.25 g/cc
and 2.24 – 2.48 g/cc.
f. The cubic meter costs of different types of gravel
base blends, gravel surface blends and soil aggregate
mixtures were in the ranges Rs. 500 – 670, Rs. 380
– 500 and Rs. 820 – 1040 respectively.
The locally available materials like, River Sand, River
Rock, Brick Bats and Stone Dust can be used with natural
soils as gravel base and surface courses as they satisfy the
required specifications and engineering properties. IRC
specified soil aggregate mixtures can also be prepared
with these soils by incorporating necessary aggregate
fractions.
REFERENCES
i. Azza, M.E., Naseer, M.S. and Amany. G.S. (2017).
hIGHWAY RESEARCH Journal, July-December, 2019
“Assessment of geogrids in gravel roads under
cyclic loading.” Alexandria Engineering Journal,
56, 319-326.
ii. Berthelot, C. and Carpentier, A. (2003). “Gravel
loss characterization and innovative preservation
treatments of gravel roads: Saskatchewan,
Canada.” Transportation Research Record: Journal
of the Transportation Research Board, 1819, 180-
184.
iii. Dina, K. (2016). “The performance of a trial
gravel road under accelerated pavement testing.”
Transportation Geotechnics, 9, 161-174.
iv. IRC: SP: 77 (2008). “Manual for Design,
construction and Maintenance of Gravel Roads.”
IRC Publication, Indian Road Congress, New
Delhi.
v. IS: 2720-4 (1985) (Reaffirmed 2006): Methods of
test for soils, Part 4: “Grain size analysis.” Indian
Standards Institution, New Delhi, India.
vi. IS: 2720-5 (1985) (Reaffirmed 2006): Methods of
test for soils, Part 5: “Determination of liquid and
plastic limit.” Indian Standards Institution, New
Delhi, India.
vii. Michael, T., Paulos. W., James, O., Jarda, L and Ola,
L. (2017). “Sustainable roads in Serengeti national
park-gravel roads construction and maintenance.”
Computer Science Procedia, 121, 329-336.
viii. Miller, E.A. (1956) A Laboratory Investigation of
the Properties of Soil-Aggregate Mixtures, MS
Thesis Submitted to Georgia Institute of Technology,
USA.
ix. Nwaiwu, C.M.O., Alkali, I.B.K. and Ahmed, U.A.
(2008), Properties of ironstone lateritic gravels in
relation to gravel road pavement construction,
Geotech. and Geological Engineering, Springer, 24,
283–298.
x. Paige-Green, P. (2009), New Perspectives In
Unsealed Roads In South Africa, Low Volume
Roads Workshop, Nelson, New Zeland.
xi. Veelen, M.V. and Visser, A.T. (2007), The
performance of unpaved road material using soil
stabilisers, Journal of the South African Institution
of Civil Engineering, 49 (4), 2–9.
xii. Yang, C., Liu, N., and Zhang, Y. (2019). “Soil
aggregates regulate the impact of soil bacterial
and fungal communities on soil respiration.”
Geoderma, 337, 444-452.
xiii. Yoder, E.J. and K.B. Woods, (1956) “Compaction
and Strength Characteristics of Soil Aggregate
Mixtures.” Proceedings, Highway Research Board,
26, 511-520.
47
 Alternate Structure for Transportation on Intersections

S.S. Yadav1
ABSTRACT
Arches are very efficient in their structural response when adopted in construction of bridges but could be adopted only in rocky
foundations, where horizontal thrust can be neutralized by resistance of rocks. It can also be adopted in soil strata if a tie can be
designed to resist horizontal thrust. Flyovers, Subways, Under Ground Metro Tunnels can be constructed as parabolic arches
slab with the tie resting on Winkler sub-grade without going deep inside soil to resist the horizontal thrust caused by arch slabs.

1. Introduction spanning above 40 m. Thus, new solution to bridge gaps as

As per the present system, different type of structures are
adopted for different spans of bridges up to 40 m. After
40 m, continuous bridges are adopted to reduce huge
bending moment (BM). There must be an “efficient
structural configuration” which can be adopted for wide
range of spans for bridges in horizontal and sloping elevated
tracks. Ramp of flyover needs articulation other than simply
supported beams to avoid filled up ramps. Filled-up ramps
can neither be constructed inside cities as it spreads dust
pollution nor accepted by public, as these render adjoining
commercial shops valueless and destroy the look of area
acting as obstructions to vision. Adjoining ramps of
flyovers are most unwanted and ugly structures inside the
cities. Subways needs preciseness in analysis of rectangle
portals including bottom slab. Use of portals in underpasses
specially at skew crossing needs alternate solutions.
Skew portals are costly and also very bad in lookt, it can
be replaced with right angle structure of enlarged span,
provided span has no limitation but it is limited to 15 m
in case of portals. There is no suitable solution for bridges
described above is needed. Parabolic Arch Slab with Tie
resting On Sub-grade (ASTOS) is one of the most efficient
alternatives. Box culverts are adopted which are based on
rough analysis assuming foundation as rigid foundations. It
is very essential to have integrated and seamless structure
for subways to prevent water coming inside from all
directions. Proposed solution can be adopted as complete
solution to spans ranging from 3 m to 70 m as viaduct and it
can be adopted as bridge on non perennial river too, where
flow can be diverted and tie slab can be constructed around
3 m below river bed.
2. Theory
Parabolic Arch with Tie resting on sub-grade can be
analyzed by modeling it, as 2D beam element with 3 degree
of freedom including soil structure interaction between
tie and sub-grade. Modulus of sub-grade reaction k can
be adopted as additional soil parameter in the analysis
to incorporate contribution of sub-grade in stiffness of
horizontal tie resting on sub-grade. Modeling of structure
is shown in Fig. 1.

Fig.1 Plan and Elevation of ASTOS Bridge

1
SE PWD Uttarakhand, Email: contactssyadav@gmail.com

48 hIGHWAY RESEARCH Journal, July-December, 2019

 Yadav on Alternate Structure for Transportation on Intersections

Slab arch is more efficient and suitable to design tie resting load matrices are solved and displacements are obtained.
on sub-grade. Dispersion of live load is around 1/6 on slab From these displacements, forces in elements for all load
and it makes possible to provide slab of around 50 cm cases are obtained and Influence Line (IL) are derived from
(M40) for 50 m span arch against 65 cm (M20) slab for element forces (BM, SF, Axial Forces (AF)). Dispersion of
culvert of 8m as specified by IRC standard drawings for wheel load on slab has been calculated by using formula
double lane bridges.
Ew=k.x.(1-x/L)+bw
Ends of tie slab and arch slab needs to be thicken up to
Where K is coefficient for continuous beam condition
some distance from junction both side to resist large BMs.
End projections are needed as to make tie to act as raft for x=Distance of load from support
arch slab and accommodate reinforcement with required bw=Width including dispersion in flexible pavement(soft
bond strength. medium) at 45 degree
In order to include soil contribution, same displacement L=length of arch slab
function of 4 degree polynomial is adopted to define
displacements at any distance along the beam , which Further steps related to design of bridges needs not to
is used to derive stiffness matrix of a beam resting on narrated here.
supports. For detail theoretical treatment, reference 2.2 Load Factors
1(Thesis submitted by author in Dec 1987 for degree of
M. Tech IIT Bombay) can be referred . Table 1 Node Class A(DL) 70R (Wheeled) Class
AA(T) 70R(T)
As mentioned above, skew bridge can be replaced with
enlarged span bridge of length given by formula Node ClassA(DL) 70R(Wheeled) ClassAA(T) 70R(T)
1 0.17 0.26 0.23 0.23
L=w1cosec(theta)+w2cot(theta).
2 0.16 0.20 0.18 0.18
Span of ASTOS in place of skew bridge for lower and 3 0.14 0.16 0.15 0.15
upper roads having widths w1 and w2 crossing at angle 4 0.13 0.14 0.13 0.13
theta can be replaced with span of bridge as given above.
5 0.13 0.13 0.13 0.13
Such skew bridges over canal or underpass can be replaced 6 0.13 0.13 0.13 0.13
with optimized bridge i.e. parabolic arch with tie rested on 7 0.13 0.13 0.13 0.13
sub-grade (ASTOS). 8 0.13 0.13 0.13 0.13
All four structural strategies are adopted to reduce the BM 9 0.13 0.13 0.13 0.13
and Shear Force (SF).These strategies are 10 0.13 0.13 0.13 0.13
a. Continuity. 11 0.13 0.13 0.13 0.13
b. Arch Action. 12 0.13 0.13 0.13 0.13
c. Dispersion of Loads. 13 0.13 0.13 0.13 0.13
14 0.13 0.13 0.13 0.13
d. Flexible Tie Slab resting on Sub-grade.
15 0.13 0.13 0.13 0.13
Due to effective combination of all four it is possible to 16 0.13 0.13 0.13 0.13
design a 70 m double lane bridge of single span which is
17 0.13 0.13 0.13 0.13
radical departure from existing limit of 40m.
18 0.13 0.14 0.13 0.13
2.1 Methodology of Structural Analysis 19 0.14 0.16 0.15 0.15
Structure geometry is automatically decided in ASCE- 20 0.16 0.20 0.18 0.18
2000(D) with its geometrical properties. Load cases 21 0.17 0.26 0.23 0.23
for Influence Lines and Dead load, braking loads are
2.3 Cross Checking of ASCE-2000(D) ‘S Soil Structure
prepared. Stiffness matrices for Arch Slab and Tie slab
Interaction Results
resting on sub-grade is derived and assembled in global
matrix. There are no boundary conditions, as structure is Result of beam resting on sub-grade has been verified from
resting on sub-grade hence Global stiffness matrix and close form solution as per theory proposed by Hetenyi
Load matrices need not to be modified. Now system of available in reference 2 (Advance Theory of Structure by
equations composed of Global stiffness matrix and global V.V. Vajirani page 85 Ex.4.2)

hIGHWAY RESEARCH Journal, July-December, 2019 49


Yadav on Alternate Structure for Transportation on Intersections

Table 2 Table 3 Coordinates

Load Case=1SF1 BM1 SF2 BM2 Node X-Cord Y-Cord
1 0.00 0.00
1 0.00 0.00 2.13 -12.98
2 2.50 0.00
2 -2.13 12.98 -48.70 70.17
3 5.00 0.00
3 -51.30 -70.17 -0.16 -27.99 4 5.00 2.60
4 0.16 27.99 -50.00 69.19 5 7.50 0.00
5 -50.00 -69.19 0.16 -27.99 6 7.50 4.96
6 -0.16 27.99 -51.30 70.17 7 10.00 0.00
7 -48.70 -70.17 -2.13 -12.98 8 10.00 7.07
8 2.13 12.98 0.00 0.00 9 12.50 0.00
10 12.50 8.93
Close form solutions derived by Hetenyi are limited and 11 15.00 0.00
available for few load cases related to beam only. In order 12 15.00 10.54
to get solution for real life problems like ASTOS, Stiffness 13 17.50 0.00
matrix including contribution of Winkler sub-grade is 14 17.50 11.90
needed which was derived by author to solve problem 15 20.00 0.00
for Metal link laid on sub-grade to move Tanks etc . for 16 20.00 13.02
Defense of India Available in reference 1. 17 22.50 0.00
18 22.50 13.88
2.4 Modulus of Sub-grade Reaction 19 25.00 0.00
It is a factor which was not much in use in design of 20 25.00 14.50
engineering structures, except in calculation of cantilever 21 27.50 0.00
BM for pile group and some time in design of raft. 22 27.50 14.88
23 30.00 0.00
Hence it must be decided carefully and all cross check
24 30.00 15.00
to be applied as mentioned in relevant codes. Modulus of
25 32.50 0.00
sub-grade reaction has been taken 5000 T/m3 in example
26 32.50 14.88
design. Consolidation Settlement effect must be taken into 27 35.00 0.00
account in deciding the modulus of sub-grade reaction. 28 35.00 14.50
Such structures must be adopted in construction of flyovers 29 37.50 0.00
etc after analysis and design has been cross checked with 30 37.50 13.88
parallel analysis and design as BM, SF & AF are very 31 40.00 0.00
sensitive to dimension of structure and soil parameters. 32 40.00 13.02
Approximations have no place. 33 42.50 0.00
34 42.50 11.90
2.5 Results of Structural Analysis
35 45.00 0.00
Results of structural analysis have been presented in first 36 45.00 10.54
9 tables. These are discussed below. 37 47.50 0.00
38 47.50 8.93
Input data.
39 50.00 0.00
A. Coordinates of Nodes: This is Ist basic inputs of FEM 40 50.00 7.07
analysis and being produced here in Table 3 as below. 41 52.50 0.00
42 52.50 4.96
Load case= 26 43 55.00 0.00
No of bays= 1 44 55.00 2.60
No of Panels= 24 45 57.50 0.00
No Load Points= 21 46 60.00 0.00
No of Equations= 138
No of Nodes= 46 Beam Elements
No of Elements= 46 1 2 3 4 5 6 7 8 9 10
No of Degree of freedom= 3
11 12 13 14 15 16 17 18 19 20
No of Node in element= 2
Half Band Width= 9 21 22

50 hIGHWAY RESEARCH Journal, July-December, 2019

 Yadav on Alternate Structure for Transportation on Intersections

Tie Elements Elements Node1 Node2 TypeI TypeII

23 24 25 26 27 28 29 30 31 32 No
43 39 41 2 -1
33 34 35 36 37 38 39 40 41 42 44 41 43 2 -1
45 43 45 2 -1
43 44 45 46
46 45 46 2 -1
B. Elements with Nodes: This is IInd basic input of FEM
C. Element wise Geometric Properties: IIIrd Basic Input
analysis and being produced here in Table 4 as below.
is geometric properties. End of Arch Slab and Tie both
Table 4 Details of Elements are doubled and Tripled at ends. End of tie are projected
Elements Node1 Node2 TypeI TypeII so that it can act as raft to sustain load from Arch Slab.
No Geometric properties of elements are shown in Table 5.
1 2 4 1 1
2 4 6 1 1 Table 5 Element wise Geometric Properties
3 6 8 1 1 Ele Node (1&2) Type Length Area(M2) AE(T) EI(TM2)
4 8 10 1 1
1 2 4 1 3.61 1.10 4206044.00 424109.47
5 10 12 1 1
6 12 14 1 1 2 4 6 1 3.43 1.10 4206044.00 424109.47
7 14 16 1 1 3 6 8 1 3.27 0.83 3154533.00 178921.20
8 16 18 1 1 4 8 10 1 3.12 0.55 2103022.00 53013.68
9 18 20 1 1 5 10 12 1 2.97 0.55 2103022.00 53013.68
10 20 22 1 1 6 12 14 1 2.85 0.55 2103022.00 53013.68
11 22 24 1 1 7 14 16 1 2.74 0.55 2103022.00 53013.68
12 24 26 1 1
8 16 18 1 2.65 0.55 2103022.00 53013.68
13 26 28 1 1
9 18 20 1 2.58 0.55 2103022.00 53013.68
14 28 30 1 1
15 30 32 1 1 10 20 22 1 2.53 0.55 2103022.00 53013.68
16 32 34 1 1 11 22 24 1 2.50 0.55 2103022.00 53013.68
17 34 36 1 1 12 24 26 1 2.50 0.55 2103022.00 53013.68
18 36 38 1 1 13 26 28 1 2.53 0.55 2103022.00 53013.68
19 38 40 1 1 14 28 30 1 2.58 0.55 2103022.00 53013.68
20 40 42 1 1 15 30 32 1 2.65 0.55 2103022.00 53013.68
21 42 44 1 1
16 32 34 1 2.74 0.55 2103022.00 53013.68
22 44 45 1 1
23 1 2 2 -1 17 34 36 1 2.85 0.55 2103022.00 53013.68
24 2 3 2 -1 18 36 38 1 2.97 0.55 2103022.00 53013.68
25 3 5 2 -1 19 38 40 1 3.12 0.55 2103022.00 53013.68
26 5 7 2 -1 20 40 42 1 3.27 0.83 3154533.00 178921.20
27 7 9 2 -1 21 42 44 1 3.43 1.10 4206044.00 424109.47
28 9 11 2 -1 22 44 45 1 3.61 1.10 4206044.00 424109.47
29 11 13 2 -1
23 1 2 2 2.50 1.20 4588411.50 550609.44
30 13 15 2 -1
24 2 3 2 2.50 1.20 4588411.50 550609.44
31 15 17 2 -1
32 17 19 2 -1 25 3 5 2 2.50 1.20 4588411.50 550609.44
33 19 21 2 -1 26 5 7 2 2.50 0.40 1529470.50 20392.94
34 21 23 2 -1 27 7 9 2 2.50 0.40 1529470.50 20392.94
35 23 25 2 -1 28 9 11 2 2.50 0.40 1529470.50 20392.94
36 25 27 2 -1 29 11 13 2 2.50 0.40 1529470.50 20392.94
37 27 29 2 -1 30 13 15 2 2.50 0.40 1529470.50 20392.94
38 29 31 2 -1
31 15 17 2 2.50 0.40 1529470.50 20392.94
39 31 33 2 -1
40 33 35 2 -1 32 17 19 2 2.50 0.40 1529470.50 20392.94
41 35 37 2 -1 33 19 21 2 2.50 0.40 1529470.50 20392.94
42 37 39 2 -1 34 21 23 2 2.50 0.40 1529470.50 20392.94

hIGHWAY RESEARCH Journal, July-December, 2019 51

 Yadav on Alternate Structure for Transportation on Intersections

Ele Node (1&2) Type Length Area(M2) AE(T) EI(TM2) c. Last Node of Arch Slab
35 23 25 2 2.50 0.40 1529470.50 20392.94 IL for moments of beam node 47 0.00000000
36 25 27 2 2.50 0.40 1529470.50 20392.94 0.145 0.482 0.958 1.649 2.474 3.242 3.815 4.095 4.028 3.590
37 27 29 2 2.50 0.40 1529470.50 20392.94 2.787 1.656 0.261 -1.301 -2.897 -4.353 -5.446 -5.896 -5.358
38 29 31 2 2.50 0.40 1529470.50 20392.94 -3.965
39 31 33 2 2.50 0.40 1529470.50 20392.94 -2.187
40 33 35 2 2.50 0.40 1529470.50 20392.94 d. IIIrd Last Node of Tie slab at junction with slab
41 35 37 2 2.50 0.40 1529470.50 20392.94
IL for moments of beam node 48 0.00000000
42 37 39 2 2.50 0.40 1529470.50 20392.94
-0.112 -0.375 -0.742 -1.273 -1.898 -2.471 -2.881 -3.055 -2.950
43 39 41 2 2.50 0.40 1529470.50 20392.94
-2.549
44 41 43 2 2.50 1.20 4588411.50 550609.44
-1.859 -0.910 0.247 1.533 2.843 4.036 4.935 5.318 4.908
45 43 45 2 2.50 1.20 4588411.50 550609.44 3.815
46 45 46 2 2.50 1.20 4588411.50 550609.44 2.414
D. Boundary Conditions: As tie rest on sub-grade so there e. IL at Apex of Arch Slab
is no restrain and hence no boundary conditions exist. It can
IL for moments of beam node 27 0.00000000
said that sub-grade acts as alternative to rigid supports.
0.042 0.062 0.077 0.082 0.076 0.064 0.047 0.028 0.009 -0.007
2.6 Loadings -0.021 -0.031 -0.038 -0.040 -0.038 -0.033 -0.025 -0.017 -0.010
-0.005
There are four type of possible loadings
-0.002
a. Dead Load
f. IL at Mid of Tie Slab
i. Deal Load of Elements (Arch slab or Tie)
IL for moments of beam node 35 0.00000000
ii. Spandrel Grid Supports to Slab on Sloping Arch Slab 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
b. Live Loads 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
i. Class A Double Trains 0.000
ii. 0R Wheeled Vehicles Influence Line of axial Forces
iii. 0R Tracked Loadings Arch Slab Elements
c. Braking Loads Element Type and No= 1 1
d. Nodal Loads on Tie in case of subways and metro -0.732 -0.756 -0.790 -0.843 -0.908 -0.973 -1.027 -1.062 -1.073
tunnels -1.057
2.7 Analysis Outputs -1.013 -0.941 -0.843 -0.723 -0.588 -0.446 -0.307 -0.186 -0.100
-0.049
2.7.1 Influence Line for critical Nodes:
-0.015
a. Ist Node of Arch Slab
Element Type and No= 1 22
IL for moments of beam node 1 0.00000000 -0.015 -0.049 -0.100 -0.186 -0.307 -0.446 -0.588 -0.723 -0.843
2.187 3.965 5.358 5.896 5.446 4.353 2.896 1.301 -0.261 -1.656 -0.941
-2.787 -3.590 -4.028 -4.095 -3.814 -3.242 -2.474 -1.648 -0.958 -1.013 -1.057 -1.073 -1.062 -1.027 -0.973 -0.908 -0.843 -0.791
-0.482 -0.756
-0.145 -0.732
b. III Node of Tie slab at junction with slab
rd Element Type and No= 1 11
-0.018 -0.060 -0.121 -0.219 -0.352 -0.496 -0.635 -0.754 -0.844
IL for moments of beam node 24 0.00000000 -0.899
-2.414 -3.815 -4.908 -5.318 -4.935 -4.036 -2.842 -1.533 -0.247 -0.965 -0.941 -0.878 -0.780 -0.654 -0.510 -0.360 -0.224 -0.123
0.910 -0.061
1.859 2.549 2.950 3.055 2.881 2.471 1.898 1.273 0.742 0.375 -0.018
0.112 Element Type and No= 1 12

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 Yadav on Alternate Structure for Transportation on Intersections

-0.018 -0.061 -0.123 -0.224 -0.360 -0.510 -0.654 -0.780 -0.878 Node No Moment Shear in Beam
-0.941 17 -5.51 4.06
-0.965 -0.899 -0.844 -0.754 -0.635 -0.496 -0.352 -0.219 -0.121 18 -8.34 3.06
-0.060 19 -8.07 1.73
-0.018 20 -2.90 -0.21
2.7.2 Tie Slab Elements 21 11.96 -4.08
Element Type and No= 2 24 22 44.59 -10.04
23 0.00 0.00
0.018 0.060 0.122 0.222 0.356 0.503 0.645 0.768 0.862 0.921
24 -146.54 -57.71
0.941 0.921 0.862 0.768 0.645 0.504 0.356 0.222 0.122 0.060
25 -43.79 -26.21
0.018 26 -3.26 -9.07
Element Type and No= 2 25 27 3.78 0.77
0.018 0.060 0.122 0.222 0.356 0.504 0.645 0.768 0.862 0.921 28 0.96 0.89
0.941 0.921 0.862 0.768 0.645 0.504 0.356 0.222 0.122 0.060 29 -0.14 0.10
0.018 30 -0.10 -0.06
31 -0.01 -0.02
Element Type and No= 2 44
32 0.01 0.00
0.018 0.060 0.122 0.222 0.356 0.504 0.645 0.768 0.862 0.921 33 0.00 0.00
0.941 0.921 0.862 0.768 0.645 0.504 0.356 0.222 0.122 0.060 34 0.00 0.00
0.018 35 0.00 0.00
Element Type and No= 2 45 36 0.00 0.00
0.018 0.060 0.122 0.222 0.356 0.503 0.645 0.768 0.862 0.921 37 0.00 0.00
0.941 0.921 0.862 0.768 0.645 0.504 0.356 0.222 0.122 0.061 38 0.01 0.00
39 -0.01 0.02
0.018
40 -0.10 0.06
Influence Line for such structures are not similar to that 41 -0.14 -0.10
of beam but due to involvement of junctions it needs 42 0.96 -0.89
consideration in different manner specially at junctions. 43 3.78 -0.77
Symmetric values are one of the proof of correctness of 44 -3.26 9.07
analysis. 45 -43.79 26.21
BM and SF due to DL are shown in Table 6 below. 46 -45.37 -36.15
Table 6 Element wise BM & SF for DL case 47 -101.17 -21.32
48 146.55 57.71
Node No Moment Shear in Beam
1 101.17 21.32 Axial force due to DL Breaking Force (BF) and vehicle on
2 44.59 14.92 Tie are shown below in th Table 7.
3 11.95 8.88
Table 7 Axial Force due to Non Moving Loads on
4 -2.91 5.04
Arch Slab
5 -8.07 3.24
6 -8.34 2.08 Element No DL TL BF VHI VHII
7 -5.51 1.26 1 -109.67 0.00 0.00 0.00 0.00
8 -1.20 1.12 2 -97.30 0.00 0.00 0.00 0.00
9 3.17 1.29 3 -86.73 0.00 0.00 0.00 0.00
10 6.85 1.72 4 -79.26 0.00 0.00 0.00 0.00
11 9.28 2.32 5 -74.18 0.00 0.00 0.00 0.00
12 10.13 3.00 6 -70.15 0.00 0.00 0.00 0.00
13 9.28 3.64 7 -66.91 0.00 0.00 0.00 0.00
14 6.85 4.15 8 -64.52 0.00 0.00 0.00 0.00
15 3.17 4.42 9 -62.74 0.00 0.00 0.00 0.00
16 -1.20 4.41 10 -61.51 0.00 0.00 0.00 0.00

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 Yadav on Alternate Structure for Transportation on Intersections

Element No DL TL BF VHI VHII

in Table 8 below with total BM at different sections.
11 -60.78 0.00 0.00 0.00 0.00 Table 8 Details of BMs
12 -60.51 0.00 0.00 0.00 0.00 Node No DLBM LL BM (+-) Total BM
13 -60.71 0.00 0.00 0.00 0.00 1 101.17 103.89 -60.93 205.06
14 -61.39 0.00 0.00 0.00 0.00 2 44.59 71.35 -45.02 115.94
15 -62.60 0.00 0.00 0.00 0.00 3 11.95 42.30 -36.55 54.25
16 -64.38 0.00 0.00 0.00 0.00 4 -2.91 21.42 -30.96 -33.87
17 -66.80 0.00 0.00 0.00 0.00 5 -8.07 11.31 -31.33 -39.40
18 -70.11 0.00 0.00 0.00 0.00 6 -8.34 12.50 -36.30 -44.64
19 -74.23 0.00 0.00 0.00 0.00 7 -5.51 15.98 -39.72 -45.23
8 -1.20 18.18 -39.74 -40.95
20 -79.42 0.00 0.00 0.00 0.00
9 3.17 18.14 -37.65 21.31
21 -87.09 0.00 0.00 0.00 0.00
10 6.85 17.07 -34.90 23.92
22 -97.93 0.00 0.00 0.00 0.00
11 9.28 16.20 -32.72 25.48
23 0.00 0.00 3.33 0.00 0.00 12 10.13 15.72 -31.90 25.85
24 60.59 0.00 3.33 0.00 0.00 13 9.28 16.20 -32.72 25.48
25 60.59 0.00 3.33 0.00 0.00 14 6.85 17.07 -34.90 23.92
26 60.59 0.00 3.33 0.00 0.00 15 3.17 17.79 -37.65 20.96
27 60.59 0.00 3.33 0.00 0.00 16 -1.20 17.63 -39.75 -40.95
28 60.59 0.00 3.33 0.00 0.00 17 -5.51 15.70 -39.72 -45.23
29 60.59 0.00 3.33 0.00 0.00 18 -8.34 12.29 -36.30 -44.64
30 60.59 0.00 3.33 0.00 0.00 19 -8.07 11.31 -31.33 -39.40
31 60.59 0.00 3.33 0.00 0.00 20 -2.90 21.42 -30.96 -33.86
32 60.59 0.00 3.33 0.00 0.00 21 11.96 42.30 -36.55 54.26
33 60.59 0.00 3.33 0.00 0.00 22 44.59 71.35 -45.02 115.94
34 60.59 0.00 3.33 0.00 0.00 23 0.00 0.00 0.00 0.00
24 -146.54 45.29 -95.17 -241.71
35 60.59 0.00 3.33 0.00 0.00
25 -43.79 24.47 -41.34 -85.12
36 60.59 0.00 -3.33 0.00 0.00
26 -3.26 6.26 -8.42 -11.67
37 60.59 0.00 -3.33 0.00 0.00
27 3.78 1.48 -0.59 5.26
38 60.59 0.00 -3.33 0.00 0.00 28 0.96 0.95 -0.62 1.91
39 60.59 0.00 -3.33 0.00 0.00 29 -0.14 0.06 -0.07 -0.20
40 60.59 0.00 -3.33 0.00 0.00 30 -0.10 0.04 -0.07 -0.17
41 60.59 0.00 -3.33 0.00 0.00 31 -0.01 0.01 -0.02 -0.02
42 60.59 0.00 -3.33 0.00 0.00 32 0.01 0.00 0.00 0.01
43 60.59 0.00 -3.33 0.00 0.00 33 0.00 0.00 0.00 0.00
44 60.59 0.00 -3.33 0.00 0.00 34 0.00 0.00 0.00 0.00
45 60.59 0.00 -3.33 0.00 0.00 35 0.00 0.00 0.00 0.00
46 0.00 0.00 -3.33 0.00 0.00 36 0.00 0.00 0.00 0.00
47 -109.67 0.00 0.00 0.00 0.00 37 0.00 0.00 0.00 0.00
48 60.59 0.00 -3.33 0.00 0.00 38 0.01 0.00 0.00 0.01
39 -0.01 0.01 -0.02 -0.03
BMs in col VHI and VHII are due to unit load on tie 40 -0.10 0.04 -0.08 -0.18
by vehicle passing at ground level. After multiplying 41 -0.14 0.06 -0.07 -0.20
dispersed load of 2.5T/m2, these values are less and not 42 0.96 1.04 -0.60 2.00
significant need not to be included in design of Tie. 43 3.78 1.69 -0.57 5.47
44 -3.26 6.10 -8.90 -12.16
Critical Effect of three loadings shown below has been put
45 -43.79 23.68 -45.60 -89.39
in table.
46 -45.37 10.10 -19.90 -65.27
A. Class A Double Lane Loading 47 -101.17 58.93 -114.71 -215.88
B. 70R Wheeled Single Lane Loading 48 146.55 107.06 -43.73 253.60
C. 70R Tracked Single Lane Loading Details of axial force due to DL and Live Loads are shown
Details of BM due to Dead laod and Live loads are shown in Table 9.

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 Yadav on Alternate Structure for Transportation on Intersections

Table 9 Final Axial Forces Table 10 Final BM & SF & AF

AF (DL) AF (LL) AF (LL) Total Node BM SF AF
1 -109.67 0.00 -29.41 -139.08 1 205.06 40.72 -139.08
2 -97.30 0.00 -22.93 -120.23 2 115.94 29.96 -120.23
3 -86.73 0.00 -19.29 -106.02 3 54.25 21.86 -106.02
4 -79.26 0.00 -16.64 -95.90 4 -33.87 16.12 -95.90
5 -74.18 0.00 -16.49 -90.67 5 -39.40 12.53 -90.67
6 -70.15 0.00 -16.32 -86.47 6 -44.64 9.89 -86.47
7 -66.91 0.00 -16.07 -82.99 7 -45.23 8.02 -82.99
8 -64.52 0.00 -15.56 -80.08 8 -40.95 7.22 -80.08
9 -62.74 0.00 -14.97 -77.71 9 21.31 7.40 -77.71
10 -61.51 0.00 -14.52 -76.03 10 23.92 7.96 -76.03
11 -60.78 0.00 -14.01 -74.79 11 25.48 8.48 -74.79
12 -60.51 0.00 -13.94 -74.45 12 25.85 9.16 -74.45
13 -60.71 0.00 -14.47 -75.18 13 25.48 9.88 -75.18
14 -61.39 0.00 -15.24 -76.63 14 23.92 10.26 -76.63
15 -62.60 0.00 -15.80 -78.40 15 20.96 10.53 -78.40
16 -64.38 0.00 -16.32 -80.70 16 -40.95 11.16 -80.70
17 -66.80 0.00 -16.60 -83.40 17 -45.23 11.88 -83.40
18 -70.11 0.00 -16.81 -86.93 18 -44.64 12.35 -86.93
19 -74.23 0.00 -17.01 -91.24 19 -39.40 12.80 -91.24
20 -79.42 0.00 -19.29 -98.71 20 -33.86 14.71 -98.71
21 -87.09 0.00 -22.93 -110.02 21 54.26 13.22 -110.02
22 -97.93 0.00 -29.40 -127.33 22 115.94 12.28 -127.33
23 0.00 0.00 0.00 0.00 23 0.00 0.00 0.00
24 60.59 13.89 0.00 74.48 24 -241.71 -30.26 74.48
25 60.59 13.89 0.00 74.48 25 -85.12 -5.53 74.48
26 60.59 13.89 0.00 74.48 26 -11.67 0.41 74.48
27 60.59 13.89 0.00 74.48 27 5.26 1.56 74.48
28 60.59 13.89 0.00 74.48 28 1.91 1.43 74.48
29 60.59 13.89 0.00 74.48 29 -0.20 0.26 74.48
30 60.59 13.89 0.00 74.48 30 -0.17 -0.04 74.48
31 60.59 13.89 0.00 74.48 31 -0.02 0.00 74.48
32 60.59 13.89 0.00 74.48 32 0.01 0.00 74.48
33 60.59 13.89 0.00 74.48 33 0.00 0.00 74.48
34 60.59 13.89 0.00 74.48 34 0.00 0.00 74.48
35 60.59 13.89 0.00 74.48 35 0.00 0.00 74.48
36 60.59 13.89 0.00 74.48 36 0.00 0.00 74.48
37 60.59 13.89 0.00 74.48 37 0.00 0.00 74.48
38 60.59 13.89 0.00 74.48 38 0.01 0.00 74.48
39 60.59 13.89 0.00 74.48 39 -0.03 0.04 74.48
40 60.59 13.89 0.00 74.48 40 -0.18 0.07 74.48
41 60.59 13.89 0.00 74.48 41 -0.20 0.09 74.48
42 60.59 13.89 0.00 74.48 42 2.00 -0.26 74.48
43 60.59 13.89 0.00 74.48 43 5.47 0.14 74.48
44 60.59 13.89 0.00 74.48 44 -12.16 18.10 74.48
45 60.59 13.89 0.00 74.48 45 -89.39 46.41 74.48
46 0.00 0.00 0.00 0.00 46 -65.27 -18.49 0.00
47 -109.67 0.00 -29.40 -139.07 47 -215.88 1.00 -139.07
48 60.59 13.89 0.00 74.48 48 253.60 85.43 74.48

G. Final critical BM, SF and Axial forces are shown in 2.8 RCC Design of Arch Slab & Tie
Table 10 which are based on possible combination of DL Arch Slab is subjected to axial compressive force and
and Live loads. bending moments and tie is subjected to axial tension and

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 Yadav on Alternate Structure for Transportation on Intersections

Moment at ends. Results of RCC design for arch slab and Node Com (con) Ten (Stl) Comp (Stl) Shear
Tie have been presented in Table 11 and 12. 34 -1.62 -9.71 -9.71 0.00
Table 11 Stress in Arch Slab (N/mm2) 35 -1.62 -9.71 -9.71 0.00
36 -1.62 -9.71 -9.71 0.00
Node Com(con) Ten(Stl) Comp(Stl) Shear
37 -1.62 -9.71 -9.71 0.00
1 11.42 135.19 88.19 0.37
38 -1.62 -9.71 -9.71 0.00
2 6.62 61.40 52.37 0.27
39 -1.62 -9.71 -9.71 0.00
3 5.78 38.99 44.85 0.26
40 -1.62 -9.71 -9.71 0.00
4 8.60 60.07 60.63 0.29
41 -1.62 -9.71 -9.71 0.00
5 10.02 84.85 68.43 0.23
42 -1.62 -9.71 -9.71 0.01
6 11.28 107.61 75.22 0.18
43 2.31 13.63 14.89 0.00
7 11.41 112.41 75.52 0.15
44 2.31 76.47 14.89 0.15
8 10.37 98.49 69.24 0.13
45 2.49 79.25 16.27 0.39
9 5.40 27.20 39.63 0.13
46 0.00 0.00 0.00 0.00
10 6.07 37.18 43.62 0.14
48 8.72 180.87 63.27 0.71
11 6.46 43.39 45.84 0.15
12 6.56 45.06 46.42 0.17 Stress Condition along the tie is acceptable. Tensile
13 6.47 43.26 45.93 0.18 Stresses in central portion of the Tie are within permissible
14 6.08 36.88 43.70 0.19 tensile stresses 4.7 N/mm2.Ends are subjected to Tension
15 5.31 25.71 39.13 0.19 and Bending as these act as raft for arch slabs.
16 10.38 98.09 69.35 0.20 2.9 Effect of Ground Vehicular Loading on Tie Resting
17 11.46 112.97 75.89 0.22 on Sub-grade
18 11.26 106.91 75.16 0.22
19 10.03 84.52 68.53 0.23 Tie is kept around 3m below ground level thus it is not
20 3.63 13.00 29.28 0.18 subjected to direct loading. Dispersed loading of intensity
21 3.19 13.23 26.36 0.12 around 2.5T/m2 reach on tie and it is counteracted by sub-
22 6.64 58.95 52.72 0.11 grade reaction and BM and SF are not significant as shown
23 12.01 145.64 92.56 0.01 in table below in table. These loading are significant if tie
is rested at ground level, as in case of subways and metro
Stresses shown in table 9 are within permissible limit of tunnels where vehicle moves on tie or train on rail resting
15N/mm2 for M45 Concrete. Stresses in Steel are less than on tie. Effect of load crossing Tie have been investigated
230N/mm2.Slight reduction in percentage of steel can be for single eccentric and double centric load have been
tried. produced in Table 13 and 14 respectively.
ASCE -2000 has software which can design a RCC member Table 13 Effect of direct unit load by Single Axle on
subjected to bending with compression or bending with Tie Slab
tension adopting working stress method .That has been Ele NO BM SF
used. Guideline are available in some RRC design books 1 0.00 0.00
like Sinha and Roy(Ref.6) Stress in concrete and steel 2 0.00 0.00
inside tie as reinforcement is shown in Table 12. 3 0.00 0.00
Table 12 Stress in Tie Slab in N/mm2 4 0.00 0.00
Node Com (con) Ten (Stl) Comp (Stl) Shear 5 0.00 0.00
6 0.00 0.00
24 8.22 172.59 59.51 0.25
7 0.00 0.00
25 2.31 76.47 14.89 0.05
8 0.00 0.00
26 2.31 13.63 14.89 0.01
9 0.00 0.00
27 2.31 13.63 14.89 0.04
10 0.00 0.00
28 -1.62 -9.71 -9.71 0.04
11 0.00 0.00
29 -1.62 -9.71 -9.71 0.01
12 0.00 0.00
30 -1.62 -9.71 -9.71 0.00
13 0.00 0.00
31 -1.62 -9.71 -9.71 0.00
14 0.00 0.00
32 -1.62 -9.71 -9.71 0.00
15 0.00 0.00
33 -1.62 -9.71 -9.71 0.00

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 Yadav on Alternate Structure for Transportation on Intersections

Ele NO BM SF Ele No BM SF
16 0.00 0.00 15 0.00 0.00
17 0.00 0.00 16 0.00 0.00
18 0.00 0.00 17 0.00 0.00
19 0.00 0.00 18 0.00 0.00
20 0.00 0.00 19 0.00 0.00
21 0.00 0.00 20 0.00 0.00
22 0.00 0.00 21 0.00 0.00
23 0.00 0.00 22 0.00 0.00
24 0.00 0.00 23 0.00 0.00
25 0.00 0.00 24 0.00 0.00
26 0.00 0.00 25 0.00 0.00
27 0.00 0.00 26 0.00 0.00
28 0.00 0.00 27 0.00 0.00
29 0.00 0.00 28 0.00 0.00
30 -0.01 0.00 29 0.00 0.00
31 0.00 -0.01 30 0.00 -0.01
32 0.06 -0.04 31 0.06 -0.04
32 0.15 0.00
33 0.15 0.01
33 -0.35 -0.50
34 -0.41 -0.45
34 -0.26 -0.53
35 -0.41 -0.55
35 -0.26 -0.47
36 0.15 -0.01
36 -0.35 -0.50
37 0.06 0.04
37 0.15 0.00
38 0.00 0.01
38 0.06 0.04
39 -0.01 0.00
39 0.00 0.01
40 0.00 0.00
40 0.00 0.00
41 0.00 0.00
41 0.00 0.00
42 0.00 0.00
42 0.00 0.00
43 0.00 0.00
43 0.00 0.00
44 0.00 0.00 44 0.00 0.00
45 0.00 0.00 45 0.00 0.00
46 0.00 0.00 46 0.00 0.00
47 0.00 0.00 47 0.00 0.00
48 0.00 0.00 48 0.00 0.00
Table 14 Effect of direct unit load by Double Axle 2.10 Economical Aspect of ASTOS
on Tie Slab
Ele No BM SF Feasibility of ASTOS from 3m to up to 70m makes
1 0.00 0.00 it economical in terms of cost of saving in numbers of
2 0.00 0.00 foundations. Raft at shallow depth predominantly for
3 0.00 0.00 vertical loading is economical in comparison to deep
4 0.00 0.00 foundation designed for huge cantilever moment by
5 0.00 0.00 cantilever action of pier on pile cap and pile groups. Half
6 0.00 0.00 of the concrete is casted at ground level without lift, it also
7 0.00 0.00 makes construction easy, quick and cheap.
8 0.00 0.00 There is no wastage of clearance as it happens in case of
9 0.00 0.00 beam or box girder due to large depth. Complete saving
10 0.00 0.00 of pre-stressing wires and accessories is another favorable
11 0.00 0.00 factor. 8m culvert for double lane bridge needs 65 cm
12 0.00 0.00 thick slab, here 60 m span bridge needs 55cm thick slab.
13 0.00 0.00 Technical reasons which result in savings, has already
14 0.00 0.00
been described above. ASTOS utilize continuity relief

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 Yadav on Alternate Structure for Transportation on Intersections
in bending and shear after filtering its detrimental effects
like differential settlements etc. Despite all these, if direct
comparison between ASTOS and Box girder is made then
concrete quantity comes out around 1000 cum for ASTOS
and 1200 cum for box girder including foundations. Lift of
concrete is high, shuttering for box girders are complicated.
Above 60m, simply supported box girders are not possible.
In case of flyover, the depth of box girders reduce clearance
below flyovers and increase overall length of flyovers.
Depth of box girder for 60m span is around 5 m.
2.11 Time of Constructions
Long time of construction of box girders/simply supported
beams with pile foundation are additional factors, which
increase the cost and are totally unwanted by dweller due
to inconvenience to traffics for years. As foundation of
ASTOS is shallow raft foundation, so time of completion
is reduced and work can be started at many alternate arches
on both sides of the crossing. ASTOS based flyover can be
completed within six months which is common fantasy of
every commuter. Thus ASTOS must be adopted as alternate
structure for flyovers to ensure pollution free quick
construction. Savings ensured by adopting ASTOS must be
used to construct ROB to prevent loss of lives in India.
2.12 General Recommendations
ASTOS bridges are economical bridges and most stable,
structurally stout can be adopted in span range of from 3m
to 70 m. Vital points related to bridges needs immediate
attention are given below.
a. Attempt must be made to do construction of bridges
by using maximum concrete and minimum steel as
steel is prone to corrosions and expensive. In order
to ensure good quality of construction, test samples
must be prepared in duplicate and one of that should
be preserved so that tampering of test results is
discouraged.
b. Date of construction and date of demolition must be
engraved on bridge parts as drawings cannot preserved
during life time of bridge. PWDs must create a
register of demolition of bridges and buildings so that
these structure starts attracting attention of engineers
five years before, without waiting for natural alarm in
form of major cracks or collapse.
58 hIGHWAY RESEARCH Journal, July-December, 2019
c. Comprehensive specifications related to modulus of
sub-grade reaction can be issued by IRC in addition
to, which are already available for piles and rafts to
prevent wrong design of ASTOS as it is fifth structure
which needs modulus of sub-grade for design after
Pile , Raft ,Wells and Runways.
3. Conclusions
Arch slab with Tie resting On Sub-grade (ASTOS) is
Alternate Structure for Transportation on Squares (ASTOS).
In addition to this, it can be used to create elegant roofs for
airports, hangers, auditorium, go-downs, railway stations.
Over head metro rails can be passed over ASTOS as it is
cheaper than Pile Pier Simply Supported Box Girder System
and construction is quick as doing construction work inside
crowded cities for years is not desirable. It can also be
adopted for metro tunnels, subways, where vehicular loading
to be considered on tie resting on sub-grade. Plus ASTOS
of large spans are suitable to construct multilayer railway
stations for metro rails .It is also suitable for crossing canals
where piers are unwanted and tie slab can be constructed
easily in less time than piers. It is cheapest of all options in
span range of 3 to 70m for bridging. It is solution to many
type of requirements as described above. It is efficient and
economical alternative to all type of portals for factories
.It is very much suitable at shallow depths where tunnels
approaches to ground level and arching becomes ineffective
and loads of overlying soil needs to considered as Dead
Load here rectangle portals are inefficient and costly.
4. Acknowledgement
Thanks are due to Addl. Chief Secretary, PWD, Uttrakhand
who provided me opportunity to work on the problem of
optimization of bridges in Bridge Cell PWD UK, where
optimized solution of flyover was derived by using ASCE-
2000(D) and ASCE-2000(G).
5. References
i. M. Tech Thesis (IITB 1987) of Author titled “Computer
aided Analysis of Track Extrusion”.
ii. Vazirani & Ratvani, Advanced Theory of Structure by
iii. ASCE-2000 (Automatic Solution for Civil Engineering)
iv. Weaver & Gere, Matrix Analysis of Framed Structure
v. by Dr. Raina V.K., Concrete Bridge Practices Analysis
Design and Economics
vi. Sinha and Roy, Fundamentals of Reinforced Concrete
 MEMBERS OF THE HIGHWAY RESEARCH BOARD (2017-2020)

1 Chairman, HRB - Shri I.K. Pandey, Director General (Road Development) & Spl. Secy., MoRT&H, New Delhi
2 Secretary, HRB - Shri S.K. Nirmal, Secretary General, Indian Roads Congress, New Delhi
3 President, IRC - Shri Toli Basar, Chief Engineer Highway Zone PWD, Itanagar (Arunachal Pradesh)

Members

4 Prof. Satish Chandra, Director, CSIR-Central Road Research 29 Prof. Sanjay Gupta, Head, Transport Planning Department
Institute, New Delhi & Registrar, School of Planning & Architecture, New Delhi
5 Shri Y. Bala Krishna, Additional Director General, MoRT&H, 30 Dr. Dharmveer Singh, Associate Professor,
New Delhi Deptt. of Civil Engg., IIT Bombay, Mumbai
6 The Additional Director General-II, MoRT&H, New Delhi 31 Dr. M. Mansoor Ahammed, Head, Deptt. of Civil Engg.,
7 Shri Sanjeev Kumar, Chief Engineer, S, R&T SVNIT, Surat
(Pavement, Bridge, Bridge Design & Road Safety), MoRT&H, 32 The Chief Engineer, Rural Works I, Bhubaneswar (Odisha)
New Delhi 33 The Chief Engineer (Panchayat) & Addl. Secretary,
8 Lt. Gen. Harpal Singh, AVSM, VSM, R&B Deptt., Gandhinagar
Director General Border Roads, New Delhi 34 The Engineer-in-Chief, Panchayati Raj Department,
9 The Member (Technical), Hyderabad
National Highways Authority of India, New Delhi 35 The Chief Engineer (PMGSY), Rural Development & Water
10 Shri B.C. Pradhan, Director (Technical), NRIDA, New Delhi Conservation Department, Mumbai
11 Shri D. Sarangi, Director, 36 The Engineer-in-Chief, Rural Works Deptt., Patna
Indian Academy of Highway Engineers, Noida (U.P.) 37 The Vice-Chairman & Managing Director, Andhra Pradesh
12 Er. Bhuvan Kumar Sharma, Chief Engineer (NH), H.P. State Road Transport Corporation, Vijayawada
P.W.D., Shimla (Himachal Pradesh) 38 Shri R.V. Chakrapani, Managing Director,
13 Shri Hari Om Sharma, Engineer-in-Chief, Uttarakhand, M/s. Aarvee Associates Pvt. Ltd., Hyderabad
PWD., Dehradun 39 Dr. Harshavardhan Subbarao, Chairman & Managing
14 Shri Govind Prasad Katare, Chief Engineer (NH), PWD, Director, Construma Consultancy Pvt. Ltd., Mumbai
Bhopal, Madhya Pradesh 40 Shri Sanjeev Kapoor, Director (Transportation),
15 The Chief Engineer (NH), U.P. P.W.D., Lucknow Ramboll India Pvt. Ltd., Gurgaon
16 The Chief Engineer (NH), PWD, Bangalore 41 Maj. V.C. Verma, Chairman & Managing Director,
17 Shri Ashok Kumar M., Chief Engineer (NH), Works Deptt., Oriental Structural Engineers Pvt. Ltd., New Delhi
Thiruvananthapuram 42 Mr. Vishwas Jain, Managing Director,
18 Shri Soumitra Kumar Maiti, Chief Engineer (NH), PWRD, Consulting Engineers Group, New Delhi
Kolkata 43 Mr. I.P. Tantia, Chairman and Managing Director,
19 Er. N. Balamurugan, Chief Engineer (NH), PWD, Chennai Tantia Constructions Ltd., Kolkata
20 Shri Lalmuankima Henry, Chief Engineer (Highway), PWD 44 Shri D.P. Gupta, Former, DG (RD) & AS, MOST, New Delhi
Mizoram, Aizawl 45 Shri A.V. Sinha, Former DG (RD) & SS, MoRT&H,
21 The Chief Engineer, P.W.D., Manipur, Imphal New Delhi
22 Tmt. R. Geetha, Director, Highways Research Station, 46 Shri P.N. Jain, Former Secretary, R&B Deptt.,
Chennai Govt. of Gujarat, Ahmedabad
23 Prof. Shishir Kr. Sahu, Head, Deptt. of Civil Engg., 47 Shri Chaman Lal, Former, E-in-C Haryana
NIT, Rourkela 48 Dr. Sunil Bose, Former Head, FPC Divn., CRRI, Faridabad
24 Shri V.P. Kapadia, Chief Engineer & Director (Roads), 49 Shri Parimal Rai, Chief Secretary, Govt. of Goa
Gujarat Engg. Research Institute (GERI), Vadodara 50 Prof. K. Sudhakar Reddy, Deptt. of Civil Engineering,
25 The Professor and Head, Deptt. of Civil Engineering, Indian Institute of Technology Kharagpur, Kharagpur
National Institute of Technology Trichy, Tiruchirappalli 51 Shri H.L. Mina, Former Secretary, PWD, Rajasthan, Jaipur
26 The Coordinator, Centre for Transportation Engineering, 52 Shri V. L. Patankar, Former ADG, MoRT&H, New Delhi
Bangalore University, Bangalore
53 Shri U. Jaya Kodi, President, Technical & Arbitration ,
27 Dr. Praveen Kumar, Director, NIT Delhi BSCPL Infrastructure Ltd., Hyderabad
28 Prof. A. Veeraragavan, Deptt. of Civil Engg., IIT Madras,
Chennai
 HIGHWAY RESEARCH
Copyright ©
Regd. No. DELENG/2008/26432 with the Registrar of Newspapers

JOURNAL
CONTENTS
PAVEMENT eNGINEERING

� Effect of Carbon Black on Ageing of Bitumen 1-13

By Dr. Praveen Kumar, Malvee Singla & Ankit Sharma

� Economic Analysis of Cell Filled Concrete Pavements  14-22

By Dr. Prashant P. Nagrale, Bharati M. Jagdale & Sagar J. Goud

� 
Effective use of Sugarcane Bagasse Ash as A Filler in Hot Mix Asphalt 23-30
By Dr. M.S. Ranadive & Anil C. Bhadre

� 
Use of Recycled Aggregates Blended With Plastic Waste for Sustainable Road
Construction 31-38

By Dr. Indrasen Singh, N. Abhineeth & K.Neela Wardhan

GEOTECHNICAL eNGINEERING Highway Research Board

� Laboratory Investigation of Blended Lateritic Soil for Gravel Roads  39-47
Indian Roads Congress
By Prof. Ravi Shankar A U, Priyanka B A & Goutham Sarang

BRIDGE eNGINEERING

� Alternate Structure for Transportation on Intersections 48-58

By S.S. Yadav Volume 10 No. 2 July - December, 2019

https://www.irc.nic.in