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E-mail: secretarygen@irc.org.in/indianhighways@irc.org.in
Volume 42
Number 12
Contents
Page
December 2014
ISSN 0376-7256
Technical Papers
11
Pavement Design for Lalsot-Dausa Section of NH-11 Ext. in the state of Jajasthan - A Case Study
Malaya Mohanty
&
Shabana
Thabassum
17
23
Rajesh Gavvala
&
Apparao G
Influence of Recycled Aggregates on Mechanical & Permeability Properties of Pavement Quality Concrete
(PQC)
Pallavi Prakash
S.D. Meena
abhishek Jindal
&
S. Prashanthi
&
Rajat Rastogi
Performance Evaluation and Design Criteria for Low Volume Flexible Pavement
22
31
32
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
Edited and Published by Shri S.S. Nahar on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the contents
and the opinions expressed in Indian Highways is exclusively of the author/s concerned. IRC and the Editor disclaim responsibility and
liability for any statement or opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in
the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
S.S. Nahar
Dear Readers,
Road network in India is the second largest in the World. It plays a significant role in driving economic
growth of the country, only flexible mode of transportation provide door to door service to passengers and
freight, across the country. The traffic demands are rapidly growing without commensurate upgradation of
road network consistent with modern times.
Presently, Highway Safety Audit is disjointed efforts. It is considered to be inevitable to place a dedicated
battery of officers and staff with right orientation and attitude to discharge the safety related functions to the
desired level of service at each and every level of highway projects right from the conception of the project
to the level of implementation at site and during operation as well.
Safety of road users is becoming over-Arching concern globally and the trend is to statutorily ensure that
safety is accorded highest priority. It is important to note that in the present scenario, it is ill-equipped to
undertake such over-Arching measures for safety unless a clear dedicated line of funding including with
the support of Government exchequer is created upfront, without such a programme, the overall road safety
programme will be non-starter.
It is therefore considered to present a strong case for urgent need for setting up a statutory dedicated Safety
Directorate under the Government independent of Road Development Directorate General with the well
defined objectives and functions having statutory powers keeping in view the goal of zero tolerance of
accidents.
The structure of the contemplated Safety Directorate should have representation at the highest level of all
key functions, special officers having expertise in Highway Safety Audit, persons having distinguished track
record in road safety related research.
The Safety Directorate comprised of Secretary level Director General, proposed three to four eminent road
safety experts zone wise with full-fledged Secretariat at apex level and field units at regional level in line
with Regional Offices of Road Directorate/Forest & Environment Ministry to ensure the site inspection and
identification to road safety and elimination of risk.
Place : New Delhi
Dated : 25th November, 2014
(S.S. Nahar)
Secretary General
E-mail: secgen.rs@gmail.com
1 INTRODUCTION
Road accidents are very common
all over the world and annual global
road crash statistics (Association for
Safe International Road Travel, 2013)
states that:
Nearly 1.3 million people die in
road crashes each year, on average
3,287 deaths a day. An additional
20-50 million are injured or
disabled.
More than half of all road traffic
deaths occur among young adults
ages between 15 to 44.
Road traffic crashes rank as the 9th
leading cause of death and account
for 2.2% of all deaths globally.
Road crashes are the leading cause
of death among young people ages
between 15 to 29, and the second
leading cause of death worldwide
among young people ages between
5 to 14.
Each year nearly 4,00,000 people
under the age of 25 die on the
worlds roads, on average over
1,000 a day.
Over 90% of all road fatalities
occur in low and middle-income
countries, which have less than
half of the worlds vehicles.
Road crashes cost USD $518
billion globally, costing individual
* Former PG Student, Transportation Engineering, Civil Engineering Department, NIT Hamirpur, E-mail: malayamohanty12@gmail.com,
** Assistant Professor, Civil Engineering Department, IIT (BHU) Varanasi, E-mail: anki_ce11@yahoo.co.in
TECHNICAL PAPERS
etc. Road geometric factors include
the type of junction or intersection,
then horizontal slope, curves, etc.
present on the road, due to faults of
which, accidents may occur. At the
end come traffic factors. This mainly
includes the speed, density, traffic flow
parameters that may lead to accidents
(Mohanty and Gupta, 2014).
3 MODELS
FOR
TRAFFIC
SAFETY
Many models have been devised by
the researchers in past for accident
safety, causes of accidents safety,
accident severity crashes, etc. and
also precautionary measures have
been stated. Though the most common
models used are the regression models,
but there are many other techniques
that have been used in the modeling by
the researchers. Some of them are:
1. Genetic mining approach
2. Logit models, both multinomial
and binomial
3. Regression models which includes
various types like linear, non-linear,
logistic regression techniques
4. Bayesian-cohort model, etc.
Most of the researchers use different
regression techniques as it is both
simple and also provide a better
goodness of fit model with correlation
coefficient coming nearly equal
to 1. This paper has divided the traffic
safety models mainly into two parts
under which they will be studied. They
are:1. Accident study in urban roads
2. Accident study in rural roads
4 ACCIDENT STUDY IN URBAN
ROADS
Graham and Glaister (2003)
examined the role of urban scale,
density and land-use mix on the
incidence of road pedestrian casualties.
The study concluded that the incidence
of pedestrian casualties and Killed and
Seriously Injured (KSI) were higher in
residential areas than in business areas.
In addition, urban density was found
TECHNICAL PAPERS
models were strong and predictable
because the coefficient of multiple
determinations was very close to
the adjusted coefficient of multiple
determinations.
The
following
variables were found to be the most
significant contributors to traffic
accidents at hazardous locations:
average running speed, posted speed,
maximum and average degree of
horizontal curves, number of vertical
curves, median width, type of road
surface, lighting (day or night),
number of vehicles per hour, number
of pedestrian crossing facilities and
percentage of trucks.
G. Tiwari et al. (2013), studied the
statistical analysis of pedestrian risk
taking behavior while crossing the
road, before and after the construction
of a grade separator at an intersection
of Delhi. The results indicate that
absence of signals make pedestrians
behave independently, leading to
increased variability in their risk
taking behavior. Variability in the
speeds of all categories of vehicles
has increased after the construction of
grade separators. After the construction
of the grade separator, the waiting
time of pedestrians at the starting
point of crossing has increased and
the correlation between waiting times
and gaps accepted by pedestrians
show that after certain time of waiting,
pedestrians become impatient and
accepts smaller gap size to cross the
road. A Logistic regression model is
fitted by assuming that the probability
of road crossing by pedestrians depends
on the gap size between pedestrian and
conflicting vehicles, sex, age, type of
pedestrians (single or in a group) and
type of conflicting vehicles. The results
of Logistic regression explained that
before the construction of the grade
separator the probability of road
crossing by the pedestrian depends on
only the gap size parameter; however
after the construction of the grade
separator, other parameters become
significant in determining pedestrian
risk taking behavior.
DISCUSSION
The various accident models discussed
here shows that regression models
are most commonly used in the field
of traffic safety by the researchers,
though it should also be marked that
some new models have also been in
the study like the Multinomial Logit
i.e. MNL, Bayesian method and
negative binomial distribution. Almost
all the factors have been studied by
different authors, which seem to affect
the accidents in urban areas. Except
Obaidat and Ramadan (2012), others
have tried to investigate single factor
causing accidents in detail, not taking
all factors at a time. After going through
all the above mentioned models, it
seems that the study by Obaidat and
Ramadan (2012) is the most accurate
as it has considered almost all factors
responsible for accidents. Although
it seems to be the most accurate but
they could have prepared much better
model like logit or logistic regression
for more accuracy though. Similarly
the study conducted on age and gender
factors affecting accidents in Bali
province, Indonesia by Wedagama
and Dissanayake (2010), was a very
narrow model (considered less number
of factors) but in terms of analysis it
was a model which involved much
statistical analysis for a greater
accuracy. The study by Hauque
et al. (2010) was quite common but the
variables taken were new. Overall, it
was a good motorcycle accident survey
and modeling. Graham and Glaister
(2003) did a full-fledged urban study
where the urban density of population,
land use pattern have been taken into
consideration which are believed to be
the important factors in urban areas.
Negative binomial provides result with
good accuracy when the probability
of occurring is very less. Noland and
Quddus (2005) in their study added
a factor of traffic congestion to the
above discussed studies which was
significantly a new fresh addition to
their model, but the study only takes a
TECHNICAL PAPERS
the rural two lane national roads
however; head-on collisions were
responsible for about 40% of the
fatal collisions. They developed
a segmented accident database
based on Traffic Accident Analysis
System (TAAS) produced by Civil
Engineering Research Institute for
Cold Region Hokkaido. Analysis
using Poisson-regression models
showed that road geometry factors
and seasonal factors were important
factors correlated with head-on
collisions.
Hagiwara et al. (2010) estimated
various factors on number of fatal
and injured accidents in highways in
Japan outside cities which are usually
considered as rural roads by using
the data of past 25 years. This study
investigated the effects of changes
in patterns of age, period and cohort
on the number of fatal and injured
accidents quantitatively through the
use of a wide ranging set of statistical
techniques. They used the Bayesiancohort model for their study.
Mustakim and Fujita (2011)
developed an accident predictive
model for rural road way based on
the data collected at rural roadway,
Federal route 50, Malaysia. They
carried out black spot study to develop
accident predictive models. Multiple
non-linear regression method was
used to relate the discrete accident
data with the road and traffic flow
explanatory variable. Their results
showed that the existing number
of major access points, without
traffic light, rise in speed, increasing
number of Annual Average Daily
Traffic (AADT), growing number
of motorcycle and motorcar and
reducing the time gap are the potential
contributors of increment accident
rates on multiple rural roadway.
R.V. Ponnaluri (2012), analysed,
interpreted and provided some
techniques for prevention of rural road
crashes in India taking into account
TECHNICAL PAPERS
7 CONCLUSIONS
1. It can be concluded easily that much of
the study in transportation and traffic
engineering have been in the field of
traffic safety and planning.
2. Statistical methodologies have been
used to model the data and findings
obtained from survey for a better and
easy understanding. The most common
models used are the regression
techniques (linear, logistic, multiple)
and few authors use regression
techniques for finding goodness of
fit and then model the equations and
coefficients into multinomial logit
models.
3. The five leading causes of death among
teenagers are Accidents (unintentional
injuries), homicide, suicide, cancer,
and heart disease. Accidents account
for nearly one-half of all teenage
deaths.
4. In case of accidents in urban roads,
many variables like age of drivers,
gender, running speed, road conditions,
5.
6.
7.
8.
9.
Project Stage
Feasibility Study
social analysis
involuntary resettlement planning
indigenous peoples planning
gender analysis
poverty impact analysis
benefit monitoring and evaluation planning
* Senior Social Safeguards Specialist, Intercontinental Consultants & Technocrats Pvt. Ltd., New Delhi E-mail: ansari@ictouline.com
TECHNICAL PAPERS
Project Stage
Project
Implementation
Monitoring
3 Conducting
a
Social
Assessment
The basic steps for incorporating social
dimensions into a project are:
a) Social analysis;
i) identifying the population
ii) assessing needs
iii) assessing demand
iv) assessing absorptive capacity
v) conducting gender analysis
vii) assessing adverse impacts on
vulnerable groups
- poverty impact assessment
- indigenous peoples
- involuntary resettlement
b) Targeting;
c) Designing participatory development
processes;
d) Formulating delivery mechanisms;
and
e) Benefit monitoring and evaluation.
4 Basic Steps
Social analyses are becoming a
requirement of most assessments
undertaken in developing countries. These
analyses involve three principal steps:
initial issue identification; preliminary
assessment of all issues; and detailed
social analysis of the potential for the
major impacts. Initial issue identification
may be carried out in an adhoc or informal
way, by seeking expert opinion, and by
public involvement. The key to success
is to incorporate a range of perspectives
in the process. Since the widest range of
social, economic, cultural, resource use
and infrastructure effects occur at the
local level, local people generally identify
TECHNICAL PAPERS
Gender responsiveness in project
planning is tightly linked to participatory
development processes and targeting
women and men as separate groups. Gender
considerations can be incorporated into
project planning and design by ensuring
that: (i) gender disaggregated data is
collected and analyzed; (ii) consultations
include women and, depending on the
cultural context, these consultations
may have women facilitators consulting
with women, separate from men; (iii)
participatory development processes are
directed at creating socially acceptable
ways for women to become an integral
part of decision making; (iv) strategies
of participation in the projects, and
management of project impacts is
targeted on both men and women; and
(v) monitoring and evaluation programs
should include specific indicators
relating to women and include women
in the collection and interpretation of
monitoring data.
6 Human Health Impacts
Analysis
Health impact assessment procedures
have evolved independently in several
development sectors, including irrigation,
agriculture, power, roads, highways,
railway, multipurpose reservoirs, water
supply, sewerage, wastewater, solid waste
management and chemical manufacturing
industries. The methods and procedures
are used and the problems encountered
share many similarities. Examples of
potential health impacts associated
with irrigation, industry, fisheries and
aquaculture, watershed development,
forestry, land clearing and rehabilitation,
dams and reservoirs, coastal zone
development, thermal power, mining and
mineral processing, electricity oil and gas
distribution lines, airports, highways and
roads, ports and harbors etc.
7 Vector Borne Diseases
One important group of health risks,
vector borne diseases, has received
considerable attention in development
sectors associated with water resources,
such as irrigation and reservoirs. Such
developments change the distribution
and flow of surface waters, creating a
favorable habitat for vector breeding.
Human exposure to biting mosquitoes and
10
1 INTRODUCTION
India is one of the fastest growing
nations in the world. Indias economy
has grown manifolds in the recent
past and likely to grow further as
per the present trends registered in
the past couple of years. Increase in
the economy has lead to increase of
loading on the infrastructure corridors
available within the country. Surge for
better infrastructure corridor facilities
for sustained growth of economy have
been well realized and recognized
by the Govt. of India in line with the
rising trends of economy.
National Highways Authority of
India (NHAI) is an autonomous
organization under the Ministry of
Road Transport & Highways and was
constituted by an act of Parliament, the
National Highways Authority of India
Act, 1988. NHAI is responsible for
the Development, Maintenance, and
Management of National Highways
and for matters concerned thereto. The
Government of India has launched
major initiatives to upgrade and
strengthen National Highways (NH)
through various phases of National
Highways
Development
Project
(NHDP).
2 PROJECT LOCATION
The section of NH-11A Ext. starts from
Dausa at km. 0.000 and ends at Lalsot
* Associate Professor, Department of Civil Engineering, St. Martins College of Engineering, Hydrabad, E-mail: sabnam@gmail.com,
** Assistant Executive Engineering, Irrigation & CAD Department, APPSC., *** Assistant Professor, Department of Civil
Engineering, GITAM University, Hydrabad
11
TECHNICAL PAPERS
area, the combined cropped area of the
project district was 341406 hectares
4% 0%
31%
Unit
Dausa
1)
Hectare
350789
2)
Hectare
341406
3)
Hectare
222022
4)
Hectare
161315
12
km.
36.500
Passenger Vehicles
4834
2 Axle
317
3 Axle
680
M Axle
352
HEM
27
LCV/LGV
137
Mini LCV
331
395
264
Total Traffic
7365
2W
3W
Car/Jeep (White)
Car/Jeep (Yellow)
Bus
Goods
Non Moor zed
Exempted Vehicles
6 OR I G I N - D EST I N AT I O N
SURVEY AND ANALYSIS
O-D surveys are to assess spatial
patterns (Origin & Destination) of
travel by all types of Passenger and
Goods vehicles currently using the
project road.
Table 3 O - D Sample Size
Vehicle Type
km. 36.500
LCV
28%
2 Axle
24%
3 Axle
30%
M Axle
21%
Mini LCV
24%
TECHNICAL PAPERS
Trucks carry loads much in excess of
legal limits and are largely responsible
for poor road conditions in addition
to the inadequate structural capacity
of pavements and diminishing
allocation of funds year after year for
maintenance and rehabilitation. Very
huge capital investments are now
needed to upgrade and rehabilitate
the existing road network to make it
capable to withstand high stresses
and tyre pressures caused by heavy
wheel loads. There are several input
parameters that are required to design
a pavement structure. One vital
component is an accurate account of
the expected magnitude and frequency
of traffic loads over the design life of
the pavement. Key factors in designing
Axle Type
6.00
6.50
10.20
8.00
2 Axle
9.20
0.58
9.2
18.00
14.80
3 Axle
53.23
0.47
54
22.40
M Axle
54.64
8.39
55
LCV
8.39
0.04
8.5
To Dausa
To Lalsot
2 Axle
21%
23%
3 Axle
31%
21%
M Axle
20%
21%
LCV
26%
33%
Mode
Km 36.500
To Dausa
Adopted
To Lalsot
13
TECHNICAL PAPERS
The pavement design is carried out
for both flexible and rigid option by
using IRC and AASHTO methods.
The overall thickness of both types
has been worked out, the results were
compared, and the optimized solution
based on characteristics of existing
materials, best engineering judgment
and environmental conditions has
been adopted.
8.1 Million Standard Axles (MSA)
Design traffic in terms of Million
Standard Axles has been determined
for the given period using the following
relationship.
N = 365*[(1 + r) n - 1] *A*D*L*F/r
Where,
N: The cumulative number of standard
axles to be catered for in the design
in terms of msa.
A: Initial traffic in the year of
completion of construction in
terms of the number of commercial
vehicles per day
L: Lane Distribution Factor (0.75)
D: Directional Distribution Factor
(0.50)
n: Design Life in years
r: Annual Growth rate of commercial
vehicles.
F: Vehicle Damage Factor
The above said traffic parameters and
VDF for individual vehicles have
been used for the computations of
cumulative million standard axles.
The monsoon brings relief to the sultry
and sun-baked terrain of Rajasthan
during the month of June in the
eastern region and mid- July in the
western arid regions. The temperature
drops from 400 to 350. With the fall in
temperature, humidity increases. The
state receives maximum rainfall during
this period. There is a second phase of
monsoon that continues from July to
September. In view of the above it is
assumed that, the sand quarrying will
be off in rainy season. So, 300 days
in a year is considered for calculation
of msa and the results are given in
Table 7.
14
To (km)
Length (km)
8 Years msa
15 Years msa
20 Years msa
0.000
41.000
41.000
100
210
320
Option-A (Stage)
Option-B (Total)
8 Years
8 Years
NA
15 Years
15 Years
15 Years
NA
15 Years
Wearing Course
100
100*
210
210
NA
390
MSA
Sub-grade CBR
10%
Embankment CBR
7%
* Note: msa of 100 is restricted to make use of the existing road with overlay.
TECHNICAL PAPERS
The designed flexible pavement
composition using above input for
Eff. CBR
MSA
VG
Option-A
10%
100
Option-B
10%
100
DBM
WMM
GSB
Total
VG-40
50
110
250
200
610
VG-40
50
110
250
200
610
New Pavement
Layer
Coefficient
Drainage
Coefficient
Layer
Coefficient
Drainage
Coefficient
BC
0.36
1.00
DBM
0.36
1.00
0.24
1.00
WMM
0.14
0.90
0.14
0.90
GSB
0.11
0.90
0.11
0.90
Wearing and
Binder Course
Thickness (mm)
Total
Thickness
(mm)
SN
GSB
WMM
DBM
200
250
165
50
665
5.07
200
250
110
50
630
3.06
BC
SN15
SN8
SN15 - SN8
BC
DBM
Total
5.07
3.06
2.01
50
80
130
8.4 Strains
in
the
Pavement
Structure
The designed flexible pavement
composition using above input for
15
TECHNICAL PAPERS
Table 13 Pavement Composition
Case
Eff.
Options
Option-A
Option-B
Option-A
Option-B
Option-A
Option-B
2
3
4
MSA
VG
10%
210
VG-40
10%
210
VG-40
10%
210
VG-40
CBR
Total
580
520
530
MSA
Thickness in mm
BC
2
3
4
DBM
AIL
CTB
Total
Ten.
Ten.
Ver.
Ten.
Strain on
Strain
Strain
Strain
SG
Below BT Below CTB
below BT
Ten.
Strain
below CTB
Ver. Strain
on SG
150
210
150
50
50
50
50
70
50
100
100
SAMI
110
110
160
250
250
250
560
580
510
136
120
-
51
46
56
204
188
181
153
140
-
65
63
65
292
271
292
210
150
210
50
50
50
50
50
70
SAMI
170
160 (RAP)
160 (RAP)
250
250
250
520
510
530
136
123
53
-
172
265
242
153
140
63
-
271
292
271
16
CTSB
Item
290
150
GSB, mm
150
36
450
380
16
800
1185
10 Conclusions
The design life msa for 8 years is 100,
15 years is 210 and for 20 years is 320
for the project stretch. IRC:372012
provides flexible pavement design upto
150 msa maximum. So it is concluded
that stage construction technique
should be followed for the design of
1 INTRODUCTION
Use of concrete has been increased
many folds during the last few decades.
This is due to the easy availability
of its basic components (cement,
coarse aggregate, fine aggregate and
water), little maintenance service,
high workability, durability and
economy. This leads to the scarcity
of natural resources like coarse
aggregates necessitating the recycling
of concrete. As sustainability is a
pressing issue all over the world, the
word recycle forms one of the most
important keywords today. Recycling
construction waste and demolition
debris dates back to the time of the
Romans, who often reused stones from
previous roads in rebuilding newer
ones
(www.romanceconcrete.com).
Also, it is difficult to dispose of tons of
masonry and concrete waste generated
daily from demolition activities,
thus adoption of recycled aggregate
from concrete waste becomes a
burning issue. Hence, recycling and
resource saving have been strongly
advocated in the construction industry.
It is estimated that the construction
industry in India generates about
10-12 million tons of waste annually.
Recycling and reusing demolished
concrete waste save a lot of and land
otherwise required for disposing
waste, reduces carbon footprint of
* Associate Professor, E-mail: gdranfce@iitr.ernet.in, ** Professor, E-mail: pkaerfce@iitr.ernet.in, *** Ph.D. Scholar, and
**** B.Tech. Student (Department of Civil Engineering, IIT-Roorkee)
17
TECHNICAL PAPERS
water absorption capacity and causes
improper bonding between aggregate
particle and new mortar. This led
to various researchers around the
world proposing different techniques
to remove adhered mortar from the
aggregate particle, to be known as
beneficiation methods. However, even
after beneficiation concrete produced
using recycled aggregates still have
lower quality in comparison to
concrete manufactured using primary
aggregates.
Even incorporation of optimum
recycled aggregate content in best
moisture state still produces inferior
quality concrete; therefore it is
proposed to improve the performance
of concrete by including some mineral
admixtures in the concrete. Research
from the past shows that mineral
admixtures when used in concrete
tend to improve their performance.
Tehmina Ayub et. al. (2013) discussed
how the durability characteristics of
concrete are affected on incorporations
of mineral admixtures in the study.
They reviewed the applications of
different mineral admixtures such
as Fly Ash (FA), Silica Fume (SF),
Ground Granulated Blast Furnace Slag
(GGBS), metakaolin (MK) and rice
husk ash (RHA). Durability related
properties that were reviewed included
permeability, resistance to sulfate
attack, Alkali-Silica Reaction (ASR),
carbonation, chloride ion penetration,
freezing and thawing, abrasion, fire,
acid, and efflorescence. Weerachart
Tangchirapat et. al.(2013) studied the
effects of fineness and replacement
of fly ash on the fresh and hardened
properties of recycled aggregate
concrete. The results indicate that the
slump loss of the recycled aggregate
concrete with fly ash was reduced
to lower than that of the recycled
aggregate concrete without fly ash
when the fineness of the fly ash was
increased, which increased the slump
loss of the fresh concrete. Fly ash can
be used to increase the compressive
strength of recycled aggregate
concrete, depending on its fineness
18
TECHNICAL PAPERS
20 mm down size aggregate. Similarly,
material passing 12.5 mm sieve but
retained on 4.75 mm IS sieve size
was collected as 10 mm down size
aggregate. River bed sand used was
conforming to grading zone-II when
tested as per IS:383-1970.
2.2.3 Mix Proportions
The referral concrete mix was
395.5
Water
(lit/m3)
Fine
Virgin Aggregate (VA) (kg/m3) Recycled Aggregate (RA) (kg/m3)
Aggregates
20 mm (60%) 10 mm (40%) 20 mm (60%)
10 mm (40%)
(kg/m3)
177.97
572.5
697.14
547.76
SP Dosage
(%) by wt. of
Cement
W/C
0.5
0.45
273.88
0.6
0.45
328.66
0.6
0.45
383.43
1.1
0.45
547.76
1.0
0.45
395.5
177.97
572.5
348.57
273.88
348.57
395.5
177.97
572.5
273.88
219.10
418.28
395.5
177.97
572.5
209.14
164.33
487.99
395.5
177.97
572.5
697.14
Table 2 Test Results of Compressive & Flexural Strength, Permeability of Hardened Concrete and
Slump & Compaction Factor for Fresh Concrete Mix
Sample Proportion
Permeability
(m/s)
3-days
7-days
28-days
3-days
7-days
28-days
28 days
28days
20.32
28.78
44.36
3.00
4.31
4.68
9.83x10-12 m/s
2542.2
35
0.826
18.96
26.07
39.62
2.90
4.03
4.40
1.25x10-10 m/s
2424.2
28
0.812
-9
18.28
25.4
37.93
2.71
3.84
4.31
1.89x10 m/s
2393.0
20
0.796
17.61
24.04
35.89
2.62
3.65
4.12
2359.5
17
0.790
16.59
22.35
33.52
2.25
3.00
3.75
1.51x10-8 m/s
2306.3
15
0.766
19
TECHNICAL PAPERS
2.5 Tests on Fresh Concrete
2.5.1 Slump
Table 2 details the slump taken for
each mix of concrete with 0%, 50%,
60%, 70% and 100% replacement of
RA. Reduction in slump reading is
more pronounced for higher content
of recycled aggregate in the mix.
The percentages reduction of slump
readings were 20, 42.86, 51.43 and
57.14 when recycled aggregates
were incorporated @ 0%, 50%, 60%,
70% and 100% respectively. This
reduction is mainly due to the high
water absorption capacity of recycled
concrete aggregates.
2.5.2 Compaction Factor
As we know that compaction factor
test is also designed to measure the
workability of concrete as in the case
of slump test. But this test being more
precise and sensitive than the slump
test particularly for low workability
concrete mixes, effort was also made
to ascertain the workability of concrete
mixes by employing compaction
factor test and results were compared
with slump readings. Incorporation
of recycled aggregate @ 50%, 60%,
70% and 100% led to reduction in
compaction factor by 1.7%, 3.6%,
4.4% and 7.3% respectively. The
variations in percentage reduction
of compaction factor are relatively
smaller as compared to slump readings
for the same mixes. Hence, these
analyses hinted that compaction factor
test would be the most appropriate
tests for determining consistency of
concrete mixes particularly for low
workability PQC mix.
2.6 Tests on Hardened Concrete
2.6.1 Density
Table 2 clearly suggested that there
is a nominal decrease in hardened
density of concrete when recycled
aggregate was incorporated. About
4.64%, 5.87%, 7.19% and 9.28%
hardened density reductions were
observed for 50%, 60%, 70% and 100%
20
TECHNICAL PAPERS
concrete and compared with the
existing equation given in IS:456.
Fcr = 0.7fck as per IS:456
... 2
Fcr = 0.68fck ( R2 = 0.842)
proposed
... 3
where fck is the characteristic
compressive strength of concrete
in MPa. As it can be seen from the
present analysis, equation (3) gives a
very close coefficient as comparable to
that of equation (2). However, further
study in this regard is suggested as in
Table 3 Rebound Hammer Test Results and Quality Grading of Concrete with or Without
Recycled Aggregates at 7 & 28 Days Moist Curing
Sample
7 days
Rebound
No.
Probable Comp.
Strength (Mpa)
28 days
Dispersion
(Mpa)
Quality
Dispersion
(Mpa)
Quality
33.33
31.5
6.55
Fair
42.93
48.0
7.4
Good
50%NCA+50%RCA
32.46
29.0
6.45
Fair
38.47
40.0
7.0
Fair
40%NCA+60%RCA
32.13
29.0
6.45
Fair
37.26
38.5
6.925
Fair
30%NCA+70% RCA
29.60
25.0
6.25
Average
35.8
36.0
6.8
Fair
0%NCA+100%RCA
28.33
23.0
6.15
Average
34.27
33.0
6.65
Fair
7 days
28 days
Quality
Cube 4
Cube 5
Cube 6
Cube 7
Cube 8
Cube 9
4070
4180
4130
4330
4150
4260
Good
50%NCA+50%RCA
4080
3920
4050
3830
3970
4150
Good
40%NCA+60%RCA
3700
3830
3970
3970
3830
3600
Good
30%NCA+70% RCA
3690
3770
3660
3750
3670
3860
Good
0%NCA+100%RCA
3860
3820
3620
3750
3870
3620
Good
2.6.5 Permeability
Table 2 gives the permeability
characteristics for different proportions
of recycled aggregate concrete.
From the results, it is evident that
permeability of RA concrete is greater
than that of VA concrete. Highest
permeability was offered by 100% RA
concrete followed by 70%RA, 60%
RA, 50% RA and 0% RA concrete
respectively. This higher coefficient
of permeability is mainly attributed
where,
y is permeability * 1012 and x is
percentage of RA.
2.6.6 Surface Morphology Analysis
using SEM Technique
The Scanning Electron Microscope
(SEM) is used to generate highresolution images of shapes of
objects and to show spatial variations
in chemical compositions. SEM
examinations were carried out on the
fracture surfaces of the concretes.
21
TECHNICAL PAPERS
are more pronounced in RA concrete.
Comparatively higher amount of
macro air voids are also seen. As
results of which higher coefficient of
permeability was recorded for recycled
aggregate concretes.
3 Conclusions
The following conclusions have drawn
from the present experimental study:
1. As expected, incorporation of
recycled coarse aggregate results
in 4.6% and 23.33% decrease in
compressive strength at 3 & 28
days moist curing respectively as
compared to conventional concrete.
Higher reduction in compressive
strength was observed than flexural
strength for same concrete mix
under same working condition.
Incorporation of recycled aggregate
beyond 50% compromises the
mechanical properties of concrete
considerably.
2. Relation between compressive
strength and flexural strength
of recycled aggregate concrete
is found to be comparable with
the empirical equation given in
IS:456.
3. Use of recycled coarse aggregate
results in increase in permeability
of the hardened concrete and its
variation with the proportion of
RCA is found to be in the range of
10-8 to 10-12 m/s.
4. Based on rebound hammer test,
the quality of concrete is found
to be fair. Whereas, according to
ultrasonic pulse velocity test results
quality and uniformity of recycled
aggregate concrete is found to be
good.
5. Formations of hydrated compounds
like ettringite, CH and remnant
cement grains are quite prominent in
100% recycled aggregate concrete
in comparison to conventional
concrete.
1 INTRODUCTION
India owns the second largest network
of roads in the world, next to USA.
The total road length in the country
at present is over 3.3 million km,
which gives the spatial road density of
about 1 km/sq. km. of area (MoRTH,
2010), which is highly inadequate in
comparison to many other developing
and developed countries. The pace of
road development has not been of the
required order to meet the increased
demand. As a result, the existing trunk
route system has become structurally
and functionally inadequate to sustain
the high magnitude of stresses imposed
by unanticipated increase in traffic
volumes and axle loads and untimely
failure of the road pavements. The
only option left is to manage the roads
within the available limited resources,
in an optimal manner, by making use
of the scientific pavement management
tools.
3 LITERATURE REVIEW
Pavements in low volume roads have
very similar road structures to those in
other sectors of highway engineering,
except for the thick bitumen bound
layers which usually have high costs
for the asphalt binder. Hence, the
granular layers are traditionally the
* Assistant Professor, Civil Engg. Department IIT, BHU. E-mail: anki_ce11@yahoo.co.in, ** Professor, Transportation Engg. Group,
Civil Engg. Department IIT Roorkee. E-mail: pkaerfce@iitr.ernet.in, ***Associate Professor, Transportation Engg. Group,
Civil Engg. Department IIT Roorkee E-mail: rajatfce@iitr.ernet.in
23
TECHNICAL PAPERS
deformation modes when subject to
cyclic loading: resilient deformation
(which may be elastic or inelastic
that is, hysteretic in nature),
which can be responsible for fatigue
cracking of the granular base layers,
and permanent (plastic) deformation,
responsible for rutting in the wheel
paths. The permanent deformation is a
consequence of the small contribution
caused by each cycle wheel pass.
Although the resilient deformation
(recoverable) is almost invariably
greater than the plastic deformation
(non-recoverable) caused by one
cycle, after many cycles the plastic
component often becomes significant
and may lead to an eventual failure of
the pavement due to excessive rutting.
Despite the importance of rutting
of UGMs, especially in low traffic
pavements, there is nowell-established
method to study the permanent
deformation of UGMs in the laboratory,
and to predict their rutting in the
pavements. Mohanty et al. (1996)
collected pavement performance
data from several sections of village
roads having granular pavements
with thin bituminous surfacing and a
24
TECHNICAL PAPERS
25
TECHNICAL PAPERS
Table 1 Characteristics of Subgrade Soils
S. No. Id No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Passing IS 75
micron Sieve
(%)
LL
(%)
PI (%)
45
48
63
45
56
52
68
40
57
35
31
59
21
65
42
55
55
58
46
60
17.0
16.0
26.3
28.2
29.2
24.2
20.6
21.0
31.4
22.1
24.2
23.1
20.7
24.5
21.2
18.3
21.4
29.1
22.1
22.0
10.4
9.5
14.7
17.0
17.6
13.7
5.3
9.3
17.3
15.2
17.6
10.4
10.7
13.1
6.9
10.3
17.8
24.3
13.6
13.0
UP-1
UP-2
UP-3
UP-4
UP-5
UP-6
UP-7
UP-8
UP-9
UP-10
UP-11
UP-12
UK-1
UK-2
UK-3
UK-4
UK-5
UK-6
UK-7
UK-8
Classification
IS
AASHTO
SC
SC
CL
SC
CL
CL
ML-CL
SC
CL
SC
SC
CL
SC
CL
SM-SC
CL
CL
CL
SC
CL
A-4
A-4
A-6
A-6
A-6
A-6
A-4
A-4
A-6
A-2-6
A-2-6
A-4
A-2-6
A-6
A-4
A-4
A-6
A-6
A-6
A-6
OMC
(%)
FMC
(%)
MDD
(kg/m3)
FDD
(kg/m3)
Degree of
Compaction (%)
12.32
12.76
13.56
13.14
14.23
12.47
14.95
12.58
14.37
14.04
15.21
12.86
14.21
13.21
14.08
11.57
10.18
12.01
11.24
11.12
6.60
7.30
11.58
11.23
11.57
10.55
15.28
11.68
14.05
6.90
8.23
12.67
9.96
11.40
14.25
7.97
3.56
4.835
8.457
8.988
1737
1794
1770
1817
1830
1834
1832
1824
1738
1697
1759
1773
2035
2140
2040
2165
2230
2090
2220
2260
1605
1683
1730
1218
1677
1657
1588
2003
1744
1752
1867
1285
1598
1603
1748
1801
1730
1630
1580
1000
92.0
93.8
97.7
67.0
91.6
90.3
86.7
109.8
100.3
103.2
106.1
72.5
78.5
74.9
85.7
83.2
77.6
78.0
71.2
44.3
Id No.
FMC-FDD Condition
c (KPa) (Degree) CBR
UP-1
8.9
17
2.2
17.7
30
7.39
303.6
-0.63
32.5
114.2
-0.37
97.1
UP-2
11.2
19
2.5
23.4
32
7.73
450.6
-0.71
36.1
101.5
-0.32
88.0
UP-3
24.0
0.5
54.5
1.04
90.6
-0.43
19.6
68.0
-0.31
59.4
UP-4
17.9
18
1.1
32.4
15
3.78
203.9
-0.62
22.4
88.6
-0.47
72.4
UP-5
42.6
0.6
64.2
3.23
92.2
-0.51
15.1
72.5
-0.58
56.3
UP-6
27.5
1.5
57.8
4.41
229.8
-0.64
23.6
71.0
-0.47
58.0
UP-7
23.7
0.5
43.7
2.45
61.4
-0.38
15.7
60.2
-0.68
44.6
UP-8
25.8
20
1.3
32.6
20
1.56
61.6
-0.26
24.6
82.7
-0.46
68.0
UP-9
27.5
1.1
43.3
2.12
384.9
-0.77
24.6
78.0
-0.43
64.8
10
UP-10
24.3
19
1.4
45.1
25
3.51
1592.3
-1.14
27.7
97.9
-0.76
70.1
11
UP-11
27.5
22
1.6
47.9
35
3.84
162.2
-0.48
29.3
77.3
-0.38
65.7
12
UP-12
30.6
2.6
51.6
5.87
102.6
-0.30
35.3
128.0
-0.43
106.9
13
UK-1
23.8
14
1.1
35.7
24
2.76
232.4
-0.64
23.9
79.6
-0.57
61.9
14
UK-2
42.7
2.8
63.6
6.54
1264.9
-0.98
38.3
154.6
-0.63
116.8
15
UK-3
42.4
11
3.1
57.8
15
6.87
453.5
-0.66
43.8
91.9
-0.47
75.0
16
UK-4
45.8
3.6
64.3
5.91
680.4
-0.78
42.6
158.6
-0.59
122.8
17
UK-5
47.1
3.8
71.4
7.89
283.4
-0.53
42.5
128.1
-0.32
111.6
18
UK-6
37.8
6.7
61.6
12.41
205.6
-0.34
78.3
125.2
-0.35
142.0
19
UK-7
45.0
10
2.4
60.3
13
3.84
149.9
-0.43
32.6
132.6
-0.68
98.8
20
UK-8
46.2
4.2
73.8
6.78
116.0
-0.25
47.9
90.5
-0.53
71.6
c: Cohesion
MR: Resilient Modulu
26
OMC-MDD Condition
c (KPa) (Degree)
CBR
FMC-FDD Condition
k
n
MR (MPa)
OMC-MDD Condition
k
n
MR (MPa)
k, n: Material Constants
TECHNICAL PAPERS
5.1 Modeling Nonlinearity in Granular and Subgrade Layer
Modeling the nonlinearity of granular
material and subgrade soil was done
by considering the plastic behavior
of unbound materials by most of the
general purpose finite element software
packages. Zaghloul and White (1993),
Hossain and Wu (2002), Saleh et al.
(2003) and Suleiman and Varma (2007)
used Drucker-Prager (DP) plasticity
model to represent nonlinear behavior
in granular layers and cohesive soils.
k- model is a simple model, which
requires two material constants.
Pandey and Naidu (1994) developed a
relationship between resilient modulus
and bulk stress. This is given by Eq. 1
and was used in the present study.
MR = 3.47()0.7375
... 1
Where,
MR = Resilient modulus in MPa, and
= Bulk stress in KPa
As ANSYS is a general purpose finite
element code, it does not include
specific stress dependent nonlinear
elastic models for granular materials.
Macros were written to assign material
properties for individual elements and
compute the elastic modulus (using
Section Id
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
UP-1
UP-2
UP-3
UP-4
UP-5
UP-6
UP-7
UP-8
UP-9
UP-10
UP-11
UP-12
UK-1
UK-2
UK-3
UK-4
UK-5
UK-6
UK-7
UK-8
27
TECHNICAL PAPERS
28
Criterion -Rutting
1.00E-02
1.00E-03
1.00E-04
1.00E+04
1.00E+05
1.00E+06
1.00E+07
Criterion - Rutting
1.00E-02
1.00E-03
1.00E-04
1.00E+04
1.00E+05
1.00E+06
1.00E+07
TECHNICAL PAPERS
focused to develop the design chart for
finding the thickness of the granular
layer to be laid on low volume roads.
It was done for varying subgrade
modulus and pavement design life.
The subgrade moduli were varied in
the range of 20 MPa to 150 MPa. For
a given pavement design life denoted
by number of standard axle load
repetitions, the limiting subgrade strain
was estimated using Eq. 5. The design
traffic was varied between 104 to 106
cumulative standard axle repetitions.
S. No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
Note:
CBR (%)
MR (MPa)
Design Traffic
(msa)
IRC:SP:20 (2002)
IRC:SP:72 (2007)
Design Chart given in Fig. 7.6
0.1
425
375
270
2
60
0.3
515
475
390
1
595
650
530
0.1
350
325
255
3
69
0.3
415
425
360
1
480
525
485
0.1
275
325
235
4
77
0.3
350
425
335
1
410
525
450
0.1
250
275
215
5
83
0.3
315
325
310
1
360
425
420
0.1
225
275
215
6
89
0.3
275
325
290
1
325
425
390
0.1
210
225
208
7
94
0.3
265
300
275
1
300
375
365
0.1
195
225
200
8
99
0.3
245
300
260
1
275
375
340
0.1
188
225
193
9
103
0.3
230
300
250
1
260
375
325
0.1
180
175
187
10
107
0.3
220
275
240
1
245
350
310
0.1
150
175
170
15
124
0.3
180
275
220
1
200
350
280
Design traffic of 0.1 msa, 0.3 msa and 1 msa represents traffic of 15, 45, 150 CVPD respectively i.e. as per curve A, B, C of IRC:SP:20-2002
for design life of 10 years.
layer was found for design traffic of 1 msa (45150 CVPD i.e. curve C of IRC:SP:20-2002 in
the present code as compared to the thickness
recommended in the design chart developed in
the present study.
When the thicknesses obtained from the present
study was compared with the IRC:SP:72 (2007),
it was found that for all the cases, except for
one case (i.e. for design traffic of 0.1 msa and
10 CBR), the thicknesses of the granular layer
coming from the present study were coming
less.
In the present study most of the selected road
sections were designed for traffic 0.1-0.3 msa.
Based on the comparison it could be inferred
that for design traffic upto 0.3 msa and for lower
CBR ( 5%), lower thickness of granular layer
could have been laid. It was also observed that
sections with high CBR value (mostly hilly
sections) were laid with lower thickness of
granular layer as per the developed design chart
in this study.
As an outcome of the above scenario
a modified thickness design chart was
developed for the three traffic conditions i.e.
0-0.1 msa, 0.1-0.3 msa and 0.3-1 msa. The
prepared modified design chart is shown in
Fig. 13 and original design chart as per
IRC:SP:20 (2002) is shown in Fig. 14 for
comparison.
29
TECHNICAL PAPERS
30
8 CONCLUSIONS
1. Higher values of structural and functional
distresses were observed on roads in hills
compared to roads in plains. The major
cause of the surface distresses could be
attributed to extreme climatic conditions
prevailing in hills.
2. The values of CBR at FMC-FDD were
found to be 55% less than the values of
CBR at OMC-MDD respectively.
3. Resilient modulus of the subgrade soils at
FMC-FDD were found to be 60% less than
the values of resilient modulus at OMCMDD conditions respectively.
4. The vertical strain at the top of the subgrade
was estimated, based on rutting criteria
for the standard axle load repetitions.
The developed criterion provide a mixed
condition of the criteria given by Shell
(1978), TRRL (1987) and Sahoo (2009);
and showed a trend similar to Austroads
(2004).
5. Thickness design charts were developed
based on the subgrade strain criterion
considering nonlinearity in both the layers
for granular pavements with thin surfacing.
These charts are applicable for road sections
designed for traffic upto 1 msa and subgrade
modulus ranging between 20 MPa and 150
31
32
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