ISSN 0376-7256 Newspaper Regd. No.

25597/73

INDIAN HIGHWAYS
Volume: 44 Number: 8 Total Pages: 48 AUGUST, 2016 Price 20

https://www.irc.nic.in
INDIAN HIGHWAYS AUGUST 2016
 From the Editors Desk Indian Roads Congress
PRESERVATION OF ROAD ASSETS,
Founded : December 1934
U.S. EXPERIENCE
It is imperative that if any
society or a nation desires to
march forward on the path of
growth, development and
INDIAN HIGHWAYS
advancement, it should have an Volume: 44 Number: 8 AUGUST 2016 ISSN 0376-2756
efficient road transport system
in place. The neglect of
preemptive maintenance of road
Contents...
assets is self defeating as one 4. News Box Shri Nitin Gadkaris U.S. visit
rupee spent in maintenance saves two to three rupees
6. Unresolved Grievances Bothering You?
in Vehicle Operating Costs (VOC). The hallmark of
maintenance strategy is consistency in order to 7. Errata to IRC:112-2011
ensure safe and convenient travel, preservation of
investment, compatibility with the environment. 8. Important Announcement for Authors & Revised
During his recent US visit, Union Road Transport Advertisement Tariff
& Highways and Shipping Minister Shri Nitin Gadkari 9. Important Announcement New Membership Fee/
took a coastal drive from San Francisco to Los Angeles Form
(800 km hilly terrain) to gain a first-hand experience.
He was informed that most of Californias Technical Papers
highways are more than a half-century old and 11. Execution of Post Tensioning of Tendons for
carry nearly half of the nations goods traffic.
Concrete Structures and Subsequent Cement
Shri Gadkari witnessed widening of hard shoulders Grouting in Sheathing Duct
and installation of drainage, relocation of utility, and
realignment of local road intersections along the route by Dhrubajyoti Bhattacharya
he travelled along with a team of senior officials from
his ministry.The minister was informed that maintenance 27. Estimation of Work Progress on Highway
staff works day and night to keep the highways clear Construction Projects
and safe for all motorists. They do patching pavement, by Atahar Parvez
replacing signs, striping lanes, clearing vegetation,
removing trash and graffiti - with utmost precautions 31. Utility Issues and Use of Sub Surface Utility
for the safety of workers. Engineering for Road Projects
It is, therefore, inexorable to treat the
maintenance as comprehensive plan-activity under
by K.K.Pahuja
PMS (Pavement Management System), a tool to 41. Important Announcement Revision of the
optimize the cost-benefit relationship to confront Subscription Charges from Institutions/
with the ultimate need of safety harmonized with
Organisations towards IRC Periodicals (Indian
surety.
Highways & Quarterly Journal)
***
Cover Photo : The Union Minister for Road Transport & Highways and Shipping, Shri Nitin
Gadkari addressing the US-India Business Council (USIBC), in Washington on July 11, 2016

Publisher & Editor: S S Nahar, Secretary General, IRC

Email: secygen.irc@gov.in / publication.irc@gov.in
Headquarter: Secretary General, Indian Roads Congress, Sector-6, R K Puram, Kama Koti Marg, New Delhi-110 022.
Phone: 91 11 26185303, Fax: 91 11 26183669.
Cover and Typesetting: Darpan Video India.
Printed at: I G Printers Pvt. Ltd., 104, DSIDC Complex, Okhla Industrial Area, Phase-I, New Delhi-110020.
No part of this publication may be reproduced by any means without prior written
permission from the Secretary General, IRC.
The responsibilty of the contents and the opinions expressed in Indian Highways is exclusively of the
author/s concerned. IRC and the Editor disclaim responsibility and liability for any statements or opinion,
originality of contents and of any copyright violations by the authors. The opinions expressed in the papers
and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
 News Box
Shri Nitin Gadkaris US Visit Gives a New Momentum to
Indias Policy Initiative Hassle Free Business, a Step Forward in
Introduction of Pollution Free Transport in India
The Union Minister of Road Transport & Highways flagship port-led development initiatives to bring down
and Shipping Shri Nitin Gadkari concluded his week- logistics cost and boost investment, exports, and jobs.
long official visit to the U.S. on 18.07.2016, successfully Shri Rohit Kumar Singh, Joint Secretary, Highways and
extracting assurances from the infrastructure and Shri AbhayDamle, Joint Secretary, Road Transport, in
investment companies to provide the necessary the Ministry of Road Transport and Highways, in their
technical expertise as well as capital to further boost presentations, told the success story of Indias roads
the robust Indian maritime, roads and highways and highways in the last two years of the government
sectors. Shri Gadkari held a series of productive and highlighted specific investment opportunities in
interactions with investment bankers, fund managers the road, highways and road safety sectors.
and captains of trade and industry in infrastructure Shri Gadkari held official talks with the US
sector at business platforms Transportation Secretary Mr.
in Washington, New York, Anthony Foxx and sought
San Francisco and Los cooperation in sharing the
Angeles, and placed on intelligent traffic systems
record convincing statistics of and transfer of technology in
the rapid growth of this sector road engineering, use of IT
under the dynamic leadership in reducing road accidents,
of Prime Minister Shri centrally controlled traffic
Narendra Modi which the light surveillance systems for
potential US investors found road safety.
highly exciting and The Minister visited
rewarding. Tesla factory near San
Shri Gadkari outlined Francisco and proposed joint
governments policy ventures between the
initiatives and his own vision electric car manufacturers
to strengthen Indias and the Indian automobile
infrastructure sector and companies with a view to
offered lucrative investment introducing pollution free
opportunities in road and road transport in India,
highways construction and especially commercial and
port-led industrialization, public motor vehicles.
listing the incentives to the U.S. industry for joint He invited Tesla to make India their Asia
ventures and collaborations on Public Private manufacturing hub and offered land near major Indian
Partnership (PPP) model. He dispelled apprehensions ports to facilitate export of their vehicles to South and
with regard to bottle necks and red tape in Indias South East Asian countries. He also said India was
administrative set up and assured that Prime Minister committed to encouraging alternate pollution free
Modi has made the countrys infrastructure transport in the country by providing incentives to bio-
development top-most priority of his government. He fuel, CNG, Ethanol and electric vehicles.
asserted that India, under PM Modi, remains committed Shri Nitin Gadkari received an enthusiastic
to improving the countrys road, highways, and port welcome at the Silicon Valley in San Francisco Bay
connectivity in a time-bound, result oriented, where members of the Indian Global Indian Technology
corruption-free and transparent manner through e- Professionals Association (GITPRO) and The Indus
governance and fast-tracking decision-making Entrepreneurs (TiE) , were positive in their response
process. to his call for bringing innovations and technologies
Shri Gadkari also explained about the new to India in key sectors of the economy.The Minister
highways under construction in the difficult terrains highlighted the policy initiatives of Ease of doing
of Jammu, Kashmir &Ladakh, Himalayas, the North- business, Starts up India movement and Make in
Eastern Region and coastal areas and the financing India programme, and invited American Indians to
mechanisms under PPP models, framing of policies join the government in making them a success assuring
for logistics parks and modernization of roads. Shri a hassle free process.
Alok Srivastava, Additional Secretary, Ministry of Shri Gadkari also visited Bloom Energy having
Shipping, through power point presentations, shared corporate headquarters at Sunnyvale, California
details on the Sagarmala Programme the Ministrys engaged in generation of green, highly efficient electric
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Indian Highways, August 2016
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 News Box

energy through solid oxide fuel cell (SOFC), a construction of new berths/terminals in existing ports,
patented innovative technology. He addressed largely coastal economic zones, dredging, ship building, ship
attended meetings in New Jersey, San Francisco and repairing, ship recycling, development of inland
Los Angeles and assured that positive impact of Indian waterways and coastal and cruise shipping. He went
policy initiatives round the Port
in road of Long Beach
transport, and explored
highways and joint venture
shipping sectors opportunities
have given a with Jawaharlal
boost to the Nehru Port
Indian economy. (JNPT) to
The Minister p r o m o t e
went on a transfer of
mission to study technology and
the structure of e n h a n c e
the Mississippi b i l a t e r a l
River inland commerce.
waterways at S h r i
St. Louis Port Gadkari said
and undertook a India and the
tour of worlds United States
most commercially viable inland waterways system have agreed to deepen the scope of cooperation in
of the river which has 40,000 Kms. of navigable water the maritime sector with the American Ports evincing
covering almost the entire North America and assessed keen interest in the comprehensive port-led
the feasibility of similar arrangements in making the development, especially the ambitious Sagarmala
Ganga river waterways navigable in an effective and programme under which 150 projects have the
commercially viable manner. potential of mobilizing USD 50-60 Billion of
Shri Nitin Gadkari, who is currently engaged in infrastructure investment and another USD 100 Billion
constructing national highways in the difficult terrains of promoting industrial growth. The Minister outlined
of Jammu, Kashmir and Ladakh, the North-Eastern the regulatory assistance which the Narendra Modi
Region and government has
H i m a l a y a s - offered to the
Pithoragarh to maritime sector,
Mansarovar and including grant of
from Haridwar to infrastructure status
Gangotri, Yamunotri, to shipyards,
and Badrinath & supportive domestic
Kedarnath, gained a eligibility criteria for
f i r s t - h a n d Indian shipyards for
experience of the assured ship repair
latest techniques in orders, service tax
road engineering, exemption on ship
h i g h w a y repair service for
construction, road foreign going
signage and other vessels, setting up of
effective measures ship repairing
for road safety while b u s i n e s s
undertaking road immediately without
journey along the any approval from
prestigious ocean Director Generals.
route covering 800 kms from San Francisco to Los Shri Gadkari said he was returning home fully
Angeles. satisfied with his visit which has broken new grounds
Shri Nitin Gadkari held wide-ranging discussions in the bilateral ties between India and the US and
with the representatives of Harbor Department of the given the much needed impetus to cooperation in the
City of Long Beach and offered investment field of infrastructure, particularly road transport,
opportunities in building and developing new ports, highways and shipping sectors.
***
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Indian Highways, August 2016 5
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 Unresolved Grievances Bothering You?

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Indian Highways, August 2016
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IRC:112-2011 CODE OF PRACTICE FOR CONCRETE ROAD BRIDGES
ERRATA NO.1/IRC:112-2011/APRIL 2016
TO

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Indian Highways, August 2016 7
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 IMPORTANT ANNOUNCEMENT
for Authors contributing Papers/Articles for IRC Periodicals
(Indian Highways/Journal)
In order to align with the globally best practices and promote the
excellence in road construction, the comparatively thrust areas covering
(a) case studies / field performance of environment friendly
indigenously available new materials / clean technologies; (b)
indigenous clean technologies based research work; (c) skill
development of manpower; (d) case studies on role of human factor
/ vehicle condition / road geometry in road accidents and (e) in the
flesh assessment of stone aggregates, cement, steel & bitumen towards
set goals versus merchandise etc are evidently of prime concern
subject to (i) Author(s) (maximum two to three in number), is / are life
member(s) of IRC (ii) in order to meet the postal terms of size / weight,
IRC is constrained to consider only papers / articles maximum upto ten
pages (for Indian Highways) and up to fourteen pages (for quarterly
Journal) with maximum six to eight references and (iii) authors
photographs alongwith undertaking.
IRC regrets to attend otherwise queries from our long
associated esteemed authors / contributors to periodicals.
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IMPORTANT ANNOUNCEMENT
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Revised Advertisement Tariff effective from September, 2016
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(on first cum first serve basis)
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Size Rate
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Full Page Rs. 30,000/-
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Half Page Rs. 20,000/-
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Central Spread Rs. 45,000/-
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nd rd
2 & 3 Cover Page Rs. 35,000/-
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Back Cover Rs. 40,000/-
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Tender Notice Full Page Rs. 15,000/-
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Rates for various sizes are quoted treating as Colour Pages only.
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All taxes will be charged as per Govt. Rules
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8
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Indian Highways, August 2016
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 Important Announcement New Membership Fee/Form

INDIAN ROADS CONGRESS

Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110022 (India)
Phone.: +91(11) 26171548/26185303 Fax: +91(11) 26183669,
E-mail: membership.irc@gov.in

APPLICATION FORM FOR LIFE/INDIVIDUAL ASSOCIATE/STUDENT MEMBERSHIP

(TO BE FILLED IN CAPITAL LETTERS)
1. NAME:
2. NATIONALITY:
(Passport No. & Date of Issue, if Foreigner):
3. DATE OF BIRTH (attach matriculation certificate as proof):
4. QUALIFICATIONS:
5. DESIGNATION AND ORGANIZATION:
6. CONTACT (Mailing) ADDRESS:
(Postal with Pin Code):
Telephone with STD/Mobile:
Email:
7. BRIEF OF EXPERIENCE IN HIGHWAY
SECTOR (Period; Office/post held & Nature of duties performed)
8. PROFESSIONAL AREA OF SPECIAL INTEREST:
9. PAYMENT MODE FOR LIFE/INDIVIDUAL ASSOCIATE/STUDENT MEMBERSHIP FEE:
Through Non-Refundable Demand draft/cheque No.________________ Dated_________________
issued by_________________________________drawn in favour of Secretary General, IRC payable at
New Delhi amounting Rs. __________________as Membership fee is enclosed
10. I hereby request to become Life/Individual Associate/Student Membership (please tick ) of the
IRC and undertake to abide by the bye-laws of IRC and promote the objectives of the Society to
the best of my ability.
Date: Signature
For Official Use
Receipt No: Roll No:
Date: Amt. Received:
Authorized Signatory of IRC

Guidelines for Life/Individual Associate/Student Membership & New Membership Fee Structure
(approved by the IRC Council in its 206th Meeting held at Srinagar, J&K on 25th/26th June, 2015)

1. For Life Membership: Graduate Engineer or equivalent (AMIE) or Diploma with 10 years experience
or engineers/scientists having experience in relevant field for more than 10 years.
2. For Individual Associate Membership: All professionals other than eligible for Life Membership
3. For Student Membership: Any engineering student.
4. FEE (Inclusive of Service Tax) TO BE PAID ALONGWITH APPLICATION FORM:
India & SAARC Countries
*E-Life Membership Rs5000/-
**Non E-Life Membership Rs10000/- (upto age of 45 years)
Rs7500/- (above age of 45 years)
Foreign Countries
*E-Life Membership US$ 150
**Non E-Life Membership US$ 500
Individual Associate E-Membership
*E-Life Membership Rs5000/-
**Non E-Life Membership Rs15000/-
E-Student Membership
Rs 500/- per annum
* For e-membership periodical materials and correspondence by e-mail only
** For non e-membership periodical materials and correspondence by post
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Indian Highways, August 2016 9
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 Important Announcement New Membership Fee/Form

INDIAN ROADS CONGRESS

Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110022 (India)
Phone.: +91(11) 26171548/26185303 Fax: +91(11) 26183669,
E-mail: membership.irc@gov.in
APPLICATION FORM FOR CORPORATE (ASSOCIATE) ANNUAL MEMBERSHIP
(FOR GOVT. DEPTTS., INSTITUTIONS, CORPORATIONS, COMPANIES, ETC. )
(TO BE FILLED IN CAPITAL LETTERS)
1. NAME OF ORGANISATION:
2. CORPORATE ADDRESS (Mailing) (ATTACH REGISTRATION OF THE ORGANIZATION):
(Postal with Pin Code):
Telephone with STD/Mobile:
Email: Website:
3. NATURE OF ACTIVITIES (ATTACHED PROFILE OF THE ORGANIZATION):
Categories: (Tick whichever applicable) (a) Machinery (b) Instrumentation Material
Testing & Others (c) Cement/Concrete/Chemicals (d) Consultant (e) Contractor (f)
Asphalt/Bitumen/Material etc. (g) Any other relevant category
4. ANNUAL TURNOVER (ATTACH DULY AUDITED BALANCE SHEET FOR THE PRECEDING
THREE YEARS)
5. BRIEF OF EXPERIENCE IN HIGHWAY/ROAD TRANSPORTATION SECTOR:
(Period & Nature of activities performed)
6. PAYMENT MODE FOR CORPORATE MEMBERSHIP FEE:

Through Non-Refundable Demand draft/cheque No._____________Dated______________

issued by__________________________drawn in favour of Secretary General, IRC payable at
New Delhi amounting Rs. __________________as Annual Corporate Membership fee is enclosed

7. FOR THE REPRESENTATIVE/NOMINEE:

(i) Name
(ii) Designation
(iii) Qualification
(iv) Contact No. (Mobile/Email)
8. I (authorized representative) hereby request for Corporate (Associate) Membership of the IRC for
the __________(Name of Organization) and undertake to abide by the bye-laws of IRC and
promote the objectives of the Society to the best of our ability.
Date: Authorized Signatory
For Official Use
Receipt No: Roll No:
Date: Amt. Received:
Authorized Signatory of IRC
New Fee Structure inclusive of Service Tax (approved by the IRC Council in its 206th Meeting held
at Srinagar, J&K on 25th/26th June, 2015) to be paid alongwith Application Form:

Corporate E-Membership (Annual)

Annual turnover upto Rs.5 Cr.
Annual turnover above Rs.5 Cr. and upto Rs.10 Cr. Rs. 25000/-
Annual turnover above Rs.10 Cr. and upto Rs.25 Cr.
Annual turnover above Rs.25 Cr. and upto Rs.100 Cr Rs. 50000/-
Annual turnover above Rs.100 Cr. Rs. 100000/-

Corporate E-Membership (Foreign Countries) (Annual)

US $ 350

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10
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Indian Highways, August 2016
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 12345678901234567890123456789012123456789012345678901234567890121234567890123456789012345678901212345678901234567890123456789012123456789
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Execution of Post Tensioning of Tendons

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for Concrete Structures and Subsequent

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Cement Grouting in Sheathing Duct
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by Dhrubajyoti Bhattacharya (LM 29554)

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ABSTRACT
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Post tensioning and subsequent cement grouting of the tendons in sheathing ducts are very common and
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important technical activities in Civil Engineering practice. In bridgesvery commonly post tensioning of cables is
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executed in concrete girders / structures.
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It has been observed that during stressing of cables (strands) requisite elongations are, sometimes, not
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achieved with respect to the requisite applied load. It results under stressing or over stressing. Both are
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harmful, if applied load and achieved elongations are not maintained within permissible limits. Against the non-
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achieving of requisite elongation of cables with respect to the requisite load, numbers of reasons can be
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demonstrated. But our goal should be, under the reasonable condition of site and reasonable maintenance of
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technical specifications of both materials and equipments, balanced condition should be achieved between
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elongation of the cables and load applied there on. In view of the same, brief methodology of stressing
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operationfor post-tensioning the tendons / cables in bridge girders is described hereinafter in this paper with
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relevant justifications.
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Besides the said post tensioning of cables, it is also very important to grout the tendons in sheathing ducts of
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the cables properly well in timeafter stressing of the cables to avoid corrosion ofstrands and to ensure longevity
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/ durability of the bridge. In view of the same brief methodology for such grouting operation is also described
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in this paper.
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Young Engineers at site may be benefited during execution of bridges, if they find the methodologies of both
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post-tensioning and cement-grouting are stated in this paper methodically and most suitable for implementation
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at site. This paper is an attempt for the same, especially for the young engineers, executing pre-stressed
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bridges at site.
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1. INTRODUCTION:
pre-tensioning or post- consecutive cement grouting in pre-
The tensile strength of concrete is
tensioning. stressed concrete structure.
about 10% of its compressive
strength. As a result, plain concrete In pre-tensioned members the pre- During execution of post tensioning
structures are likely to crack when stressing strands are tensioned of cables and thereafter cement
loaded. Reinforcementsteel can be before the concrete is cast. After grouting in sheathing ductsin bridge
embedded in the concrete the concrete has been cast and girders at site, lots of discrepancies
members to bear the tensile attained sufficient crushing arise, particularly when execution
stresses, which plain concrete strength, the strands are released results/data do not exactly match
cannot resist. and their force is transferred to the with the specifications, mentioned
concrete member. in codes or drawings.
The function of pre-stressing is to
execute the concrete structure Pre-stressing by post-tensioning In any case, in stressing, tendons
under compression in those regions involves installing and stressing HT must not be under stressed or over
where load causes tensile stress. strands / tendons after the stressed. Optimum load applied
In view of making the concrete concrete has been cast and should produce optimum
member stable and safe, the attained a minimum compressive elongation in tendons.
compression, induced by the pre- strength for transfer of force of In general, the load, to be applied
stressing, has to overcome the compression from tendons to on tendons, during post tensioning,
tension caused by the applied concrete. shall be limited to 90% of 0.1%
loads. Our discussion in this paper is proof load (proof stress).
Pre-stressing can be applied to based on post tensioning of HT Both the applied load and
concrete members in two ways, by strands / tendons and its elongation of strands are having
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Indian Highways, August 2016 11
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allowable range from 95% to 105%
of the specified load & elongation.
But, it is preferable to observe the
changes of elongations while loads
on strands are applied in stages.
Hereinafter, achart for execution on
this load & elongation has been
stated for convenience.
In general, it is observed at
different bridge execution sites that
cement grouting, after stressing,
gets less importance, which is very
harmful to the pre-stressed
structure. Vital important aspects
of cement grouting are
Execution of groutingat the
earliest after stressing of tendons.
Cleaning of Sheathing Duct.
No air trapping in the duct after
grouting.
Homogeneous viscosity of the
grout throughout the duct.
Maintenance of temperature of
the grout.
Crushing strength of grout.
In view of the above and keeping
in mind the convenience for the
young engineers, methodologies
for operations along with brief
specifications for both post
tensioning of cables and
consequent cement grouting of
tendonsin sheathing ducts in
bridges have been described in this
paper in a concise way to facilitate
the engineers for proper execution
and to maintain the quality.
2. BRIEF METHODOLOGY
AND SPECIFICATIONS OF
POST-TENSIONING
Along with the methodologies of
post tensioning of concrete
structures (specifically girders of
Pre-Stressed Concrete Bridges),
summarized related specifications
are stated for convenience of site
execution.
2.1 Planning of Execution for
Post-tensioning:
Post Tensioning of Cables for pre-
stressed concrete structures should
be planned for execution as per the
direction, stated in the drawing.
Prior to performing stressing on the
structure, the concrete cube
crushing strength of the structure
should be checked and it must be
equal to or more than the required
value for the particular grade of
concrete used in the structure.
2.1.1 Specifications of HT

Table-1 :Specifications of HT Strands as per IRC : 112-2011 & IS: 14268 1995

Class Nom. Dia. Tolerance Nom. Area Min breaking 0.2 % Proof load (90%) of
of strand mm of strand - strength of strand breaking strength
mm2
KN kg KN kg
11.10 (+/-)0.40 69.7 120.1 12250 108.0 11026
I
12.70 (+/-)0.40 92.9 160.1 16330 144.1 14698
15.20 (+/-)0.40 139.4 240.2 24500 216.2 22052
0.66
11.1 74.2 137.9 14065 124.1 12658
-0.15
0.66
II 12.7 98.7 183.7 18787 165.3 16860
-0.15
0.66 140.2 260.7 26592 234.6 23929
15.2
-0.15

Class Nom. Dia. Min % of Nom. Wt of Relaxation Loss-% Chemical

of strand Elongation strand composition %
GL= 600 mm (Approx)
kg/Km
2.5 max at 70 %
9.50 405
of specified min. S=.04 max
I 11.10 3.5 548
Breaking strength P=.04 max
12.70 730
after 1000 hours
15.20 1094
9.5 432 1.8 max at 70 %
11.1 582 of specified min. S=.04 max
II 3.5
12.7 775 Breaking strength P=.04 max
15.2 1102 after 100 hours
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12
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Strands are stated hereunder
in Table-1:
2.1.2 Nomenclature of
Tendons & accordingly use of
Steel Anchor Headin post
tensioning:
Tendon means a bunch of HT
Strands inserted in sheathing duct.
General nomenclatures of tendons
with respect tothe anchor heads,
in which the strands are locked
withsteel wedges, are stated
hereunder following the standard
norms of practice.
Tendon 19 T 13:
19 Strands of 12.7 mm dia. inserted
in 19 wedge-hole steel anchor
head.
Tendon 15 T 13:
15 Strands of 12.7 mm dia. inserted
in 19 wedge-hole steel anchor
head.
Tendon 12 T 13:
12 Strands of 12.7 mm dia. inserted
in 12 wedge-hole steel anchor
head.
Tendon 10 T 13:
10 Strands of 12.7 mm dia. inserted
in 12 wedge-hole steel anchor
head.
Tendon 6 T 13:
6 Strands of 12.7 mm dia. inserted
in 6 wedge-hole steel anchor head.
Tendon 4 T 13:
4 Strands of 12.7 mm dia. inserted
in 6 wedge-hole steel anchor head.
For standard T / I or
standard Box Girders, anchor
heads (for wedge locking) are
made as below:
Upto 6 nos strands :
Steel anchor headwith 6 nos wedge
holes.
From 7 to 12 nos strands:
Steel anchor head with 12 nos
wedge holes.
From 13 to 19 nos strands:
Steel anchor head with 19 nos
wedge holes.
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Indian Highways, August 2016
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Dhrubajyoti Bhattacharya
Senior Bridge & Foundation Engineer,
STUP Consultants Pvt. Ltd.,
Kolkata
E-mail: dhruba48@gmail.com
2.2 Method & Specifications of
Insertion of Strands in the
Sheathing Duct:
The sheathing ducts shall be placed
in concrete girders as per relevant
drawing. The internal area of the
sheathing ductshall be about three
times the cumulative area of the
tendons. In case of 6T13, 12T13
and 19T13 sizes of tendons
comprising 12.7 mm
(approximately 13mm) dia strands,
the inner diameter of the sheathing
duct shall be not less than 50mm,
75mm and 90mm respectively or
those shown on the drawing,
whichever is greater.
The sheathing duct should be
cleaned and made free from water,
dust and any loose / waste material
before insertion of strands in the
duct. Before insertion of the
strands into the duct, the following
points, in regard of the strands, are
to be checked and noted for record:
i. Nominal diameter of HT Strands.
ii. Class, where applicable.
iii. Coil No of HT Strands.
iv. Name of the manufacturer.
v. Date of Manufacturing of HT
Strands.
Laboratory Test Reports of the
strands (at manufacturers or at
approved recognized Govt.
Laboratory) should be within the
permissible limit, as per relevant
IS Codes. The following tests are
most vital for design criteria.
 Area of Steel (Steel Area actual).
 Modulus of Elasticity (E actual).
 Chemical Compositions.
 Breaking Load of HT steel.
Itshould beequal to or more than
what is shown in the GFC (Good
for Construction) drawing.
Prior to inserting the strands into
the sheathing duct, inbuilt to the
structure, the following must be
ensured:
Tendons / Strands shall be free
from loose rust, oil, grease, tar,
paint, mud or any other deleterious
substance, before its insertion into
the sheathing duct.
Strands shall not also be pitted.
Use of acid or chemicals to clean
the strands is not permitted.
Use of water is also not permitted
for such cleaning. Soft wire brush,
clean cloth / cotton or compressed
air (oil free) may be used for such
cleaning purpose. Hard rubbing on
the strands is also not permitted.
2.3 Jointing of HT Strands:
HT Strands, used in pre-stressed
concrete work, shall be continuous
over the entire length of the tendon.
No splice or joint either by coupling
or by welding shall be permitted
during execution.
2.4 Required Data Collection
from GFC Drawing:
The following points are to be noted
from the GFC drawing for a
particular tendon, to be pre-
stressed from both ends of the
structure:
i. Theoretical Jacking Force in MT
(Force theoretical) on each tendon from
both ends.
ii. Elongation at one end in mm
(Elongation theoretical).
iii. Area of Steel (Steel Area theoretical)
and Modulus of Elasticity (E theoretical).
2.5 Determination of Required
Elongation:
Due to practical change in the steel
cross sectional Area and Modulus
13
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14
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Indian Highways, August 2016
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of Elasticity, the following correction
factor is to be applied to determine
the required Elongation during
stressing.
Correction Factor
= (Steel Area theoretical x E
theoretical
(Steel Area actual x E actual)
Required Elongation
= Correction Factor x Elongation
theoretical
Upper Limit of Elongation
= 1.05 x Required Elongation
Lower Limit of Elongation
= 0.95 x Required Elongation
2.6 Inspection of Pre-stressing
Jack & Determination of
Required Force to be applied on
tendon through jacks:
Normally the force, which is
required to be applied on tendons,
is indicated on relevant drawing. As
this force is applied through jacks,
the question of Jack efficiency
arises. The theoretical jacking force
is, therefore, required to be
modified considering efficiency of
the jack.
The process of actions at site is
described hereunder:
The pre-stressing jack type and
model are to be noted. Validity of
its latest calibration certificate is to
be verified.
Ram diaor ramarea is to be
measured physically and the Jack
Efficiency shall also have to be
determined at site / laboratory.
As normally the efficiency of pre-
stressing jacks are less than 100%,
the actual force, required to be
applied on the tendon, is more than
that shown in the drawing and it is
to be determined in the following
manner.
Actual Jacking Force = Force theoretical
/ Jack Efficiency
Determination of Jacking
Pressure:
Actual Jacking Pressure = Actual
Jacking Force / Ram Area(rounded
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Indian Highways, August 2016
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up to the nearest least count of the based on post tensioning of tendons
gauge). from both ends.
Upper Limit of Pressure = 1.05 x The aim of pre-stressing would be
Actual Jacking Pressure (rounded to apply Actual Jacking Pressure
up to the nearest least count of the (as determined here in before) on
)/ gauge). tendons from both ends in stages
Lower Limit of Pressure = 0.95 x and in smooth manner. It is required
Actual Jacking Pressure (rounded to observe the elongations of the
strands on each end and ensure
up to the nearest least count of the
gauge). whether those are within the
permissible upper and lower limits,
Hence Jacking Force as calculated.
(considered) = Actual Jacking
actual
The pressure is to be applied in
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gradual increments simultaneously
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Tentatively 15% to
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and elongation of tendon is to be
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20% of total load is
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measured separately at both ends
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required to recover
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this initial slackness
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(this % varies
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equipped with whistles or other
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depending on the
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means of communication to
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length of the
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12345678901234567890123456789012123456789012 with respect to loads on jacks.Refer
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strands). But at the
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12345678901234567890123456789012123456789012 Cl. 2.12 hereinafter.
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same time, some
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12345678901234567890123456789012123456789012 Besides the said synchronization,
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amount of elongation
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12345678901234567890123456789012123456789012 during operation of stage post
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will actually occur in
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tensioning, it is also very important
12345678901234567890123456789012123456789012 to tighten each locking wedge
the strands during
12345678901234567890123456789012123456789012
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12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 against each strand on both jack
this initial load which
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cannot be
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12345678901234567890123456789012123456789012 load on tendon. The wedges are
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determined right at
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to be pushed back from both ends,
12345678901234567890123456789012123456789012 if required, for locking (either
this moment.
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12345678901234567890123456789012123456789012 mechanically or manually)prior to
application of next tension on
Pressure (rounded up to the strands. Such operation of stage
nearest least count of the gauge)x lock of each wedge on strandswill
Ram Area. ensure to retain tension onthe
tendon.
2.7 Record of Pre-Stressing:
The site stressing record is required 2.9 Specifications of Pressure
Gauges used with Jacks for
to be maintained at site in standard
format during the process of pre- stressing:
stressing under supervision of All dynamo meters and pressure
experienced technical staffs. gauges including a master gauge
The record is required to be signed shall be calibrated by an approved
by both the executer and laboratory immediately prior to use.
supervisor immediately after Verification of calibration shall be
stressing. done after an elapsed interval not
exceeding 12 months from the
2.8 Pre-stressing (post previous verification. In case of any
tensioning) from both end of doubt in the result, verification of
the structure: calibration may be done at any time.
Our discussions hereunder are Refer clause 10.1.1 & 10.1.3 of IS
15
:14858 : 2000.The true force shall
be determined from the calibration
curve / chart.
Pressure gauges shall be concentric
scale type gauges accurate to
within two per cent of their full
capacity. The minimum nominal
size of gauge shall be 100 mm. The
gauge shall be so selected that
when the tendon is stressed to 75
per cent of its breaking load, the
gauge reading shall remain
between 50 per cent and 80 per
cent of its full capacity. Suitable
safety devices shall be fitted to
protect pressure gauges against
sudden release of pressure.
2.10 Application of Load /
Pressure to overcome initial
slackness of strands:
It may be noted that the strands
inserted in the duct remains in loose
condition and some unknown
quantum of load is required to
overcome this initial slackness.
Tentatively 15% to 20% of total
load is required to recover this
initial slackness (this % varies
depending on the length of the
strands). But at the same time,
some amount of elongation will
actually occur in the strands during
this initial load which cannot be
determined right at this moment.
For this reason, a load equal to 15%
- 20% of total load is applied in the
first installment and the elongation
at both the ends of the structure is
observed and noted in the Stressing
Record, which is then corrected for
initial elongation as detailed
hereinafter.
2.11 Increment of Load:
The load is required to be applied
in small installments. It should be
judged with actual site scenario,
span of structure and site
experience of the professionals.
It may be noted that stressing
would be technically sound if very
little loadinstallments are chosen;
but then the time required to
complete the stressing will become
more.
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16
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On the other hand, if very large delayed and the jack at the lower
load is applied in a single elongated end should be operated
installment, the movement of the first to synchronizethe both-end
tendon may get stuck or hindered, elongations with respect to the
for some time, owing to friction loads on jack. Continuous
between the strands and the inner communication between the gangs
surface of sheathing duct and may working at both ends of the
automatically be released in a single structure is very important to
go or in stagesat any time and the synchronize this loading operation.
pressure reading may fall instantly 2.13 Final Load Vs Elongation
giving erroneous results, which Decision at site during
creates confusion to finalize the stressing:
decision on stressing.
Both the applied load and
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12345678901234567890123456789012123456789012 elongation of tendon are having
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Before arriving at
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allowable range from 95% to 105%
12345678901234567890123456789012123456789012 of the specified load & elongation
any decision as per
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12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
the chart
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12345678901234567890123456789012123456789012
If the elongation, observed at 95%
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mentioned above,
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12345678901234567890123456789012123456789012 to 100% of total elongation, then
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the elongation
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12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 further increment of load may be
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observed at final
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 allowed till the elongation reaches
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load is required to
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100% of total requirement or just
12345678901234567890123456789012123456789012 above the same. But in any case,
be corrected for the
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12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 load is not to be increased if
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initial elongation
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12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 elongation reaches 105%.
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hidden against the
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12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 Generally elongation below 100%
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first load, applied to
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is not preferable and elongation
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overcome the initial
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12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
over 105% is not acceptable.
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slackness of the
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The following charts may be used
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strands.
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12345678901234567890123456789012123456789012
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in determining the final optimum
12345678901234567890123456789012123456789012 load and elongationagainstpost
tensioning.
Hence loads on jacks (in gradual
increment) should be such 2.13.1 Observation & decision
optimum, that stressing operation at 95% load applied (of the
becomes technically sound and requisite load after all
maintains time economy. corrections) are stated in
Table-2:
2.12 Synchronization of stage
elongations of tendon with 2.13.2 Observation & decision
respect to loads on jacks: at 100% load applied (of the
requisite load after all
Whatever installment of load is
corrections) are stated in
chosen for recording of elongation,
Table-3:
it is to be applied very slowly in
stages and if required in further 2.13.3 Observation & decision
smaller sub-installments based on at 105% load applied (of the
least-count of the jack with constant requisite load after all
vigil over the actual elongation at corrections) are stated in
both the ends of the structure. If Table-4:
the elongations, observed, between 2.14 Correction for Initial
the two ends of the structure,varies Elongation of strands during
significantly at any point of stressing:
observation/recording, the jack at
Before arriving at any decision as
the higher elongated end should be
per the chart mentioned above, the
Indian Highways, August 2016
elongation observed at final load is
required to be corrected for the
initial elongation hidden against the
first load, applied to overcome the
initial slackness of the strands. It is
to be done as below:
Initial Load = Fi kg/cm
Final Load = Ff kg/cm
Initial Elongation = Ei mm
Final Elongation = Ef mm
Average Elongation = Eavg.
= (Ef - Ei) / (Ff - Fi) mm per kg/cm
Hence Elongation from 0 to Fi kg/
cm
= Einitial = Eavg.x Fimm
Thus Corrected Final Elongation
= (Ef+ Einitial) mm
Note :
Normally elongation measurements
recording starts at load Fi.
2.15 Measurement of slip of
tendon / strands after 12 / 24
hours of stressing:
After 12& 24 hours of stressing,
slippage of strands at both anchor
ends should be measured and
recorded.
It is preferable that after 24 hours
of stressing, there should be ZERO
/ negligible slippage in strands. But
based on marking system on
strands, we may observe maximum
6mm slippage owing to either
release of stress or loss of
elongation in grip length as well as
due to non-seating of wedges
properly.
If, after 24 hours of stressing,slow
slippage is observed, matter should
be reported to the Engineer
immediately.
2.16 Cutting of HT Strands:
In post-tensioning, the ends of pre-
stressing strands, projecting
beyond theanchorages shall be cut,
keeping a reasonable projection, to
be embedded in the grouting of the
end grout cap.
Cutting and trimming of wires or
strands shall be doneby suitable
mechanical device, only after
confirmation of no slow slippage.
Normally flame cutters are not
allowed.Refer ch. 1800 of MORTH.
2.17 Tests of H.T. Strands:
One standard chart for testing of
12.7 mm dia., 7 ply, Class II,

Table-2: Decision against achievement of optimum elongation against 95% load application.

Load Elongation Decision

95% Increase load to attain minimum 100% elongation
100% Increase load further1% to 2% (or as applicable) to achieve elongation
95% just 100% plus
105% No Further Increment of Load. Stressing is Complete.
>105% Condition should not be allowed to reach.

Table-3: Decision against achievement of optimum elongation against 100% load application.

Load Elongation Decision

95% Preferably Load may be increased limited to 105% to attain around 100% elongation.
100% Ideal Situation. Stressing is Complete.
100%
105% No Further Increment of Load. Stressing is Complete.
>105% Condition should not be allowed to reach.

Table-4: Decision against achievement of optimum elongation against 105% load application.
Load Elongation Decision
95% Stressing just passed / accepted. But this not a desirable condition.
100% Stressing is Complete.
105%
105% Stressing just passed. But this not a desirable condition.
>105% Condition should not be allowed to reach.
Note :
For any short fall, overstressing may have to be continued till parameter with short fall is reached or till other
parameter reaches excess of 5%, whichever occurs earlier.
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Indian Highways, August 2016 17
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 Table-5:Tolerance limit against standard testing of 12.7 mm dia., 7 ply, Class II, uncoated,
stressed relieved, low relaxation (LRPC), high tension steel strands
Sl No Specifications Tests Tolerance Limit
1 Nominal (Overall) dia. of By callipers +0.66mm
Strands = 12.7 mm
2 Dia of core wire (1 no) & outer wires By callipers Must not be of less value.
(6 nos) - Check
Standard dia of core wire = 4.37mm
Standard dia of outer wire= 4.22mm
Dia of the core wire must be higher than
the dia of outer wire by minimum 1.5%.
3 Nominal Area of Strands = 98.7 Sq.mm Determine individual dia of Must not be of less value.
1 no core ply & outer 6 nos
ply and subsequent areas.
Add the areas
4 Nominal weight of Strand = 0.775 kg/m Weighing Must not be of less value.
5 Lay Length = 14 D (14 x 12.7 mm) By pressure & rubbing get 12 D to 16 D
marks / impressions of outer
plies on a paper. Length of 6
plies is the Lay Length
6 Minimum Breaking Strength of By applying tension on a Must not be of less value.
Strands: 183.7 KN (18787 kg). specific length (1.2m piece
length, out of which 600mm
is gauge length) of Strand -
till it breaks.
7 Minimum % of Elongation (on Gauge By standard test Must not be less than
Length = 600mm) = 3.5 % 3.5%.
8 Modulus of Elasticity (M) E = 1.95 x By standard test Must not be of less value.
105kg/cm2
9 Minimum Proof load [90% of Breaking Standard Test. Must not be more than
load = 165.3 KN (16860kg)] 90% of the break load
For 600mm gauge length of (i.e. 165.33 KN).
strand, when 6mm elongation
will occur, tension load applied
on the strand is to be noted.
This load must not be more
than 90% of the break load
(i.e. 165.33 KN).
10 Relaxation Loss - Maximum 1.8 % Appling tension on a strand Must not be more than
with 70% of specified minimum 1.8%.
Breaking load for a duration of
100 hours, maximum relaxation
loss in applied load shall be
limited to 1.8%.
11 Chemical composition - % S = 0.4 % Must not be more than
P = 0.4 % the specified %.
Note :
Dimension (diameter) tolerance of the HT Strands shall be as per clause 6.1, Table-2 of IS 14268 as well as
clause 4.1; 4.2; 4.3; 5.1 & Table-1 & 2of IS 6006.
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18
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Indian Highways, August 2016
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uncoated, stressed relieved, low
relaxation (LRPC), high tension steel
strands is stated hereafter in
Table-5 for convenience.
Samples of the Strand must
conform to IS: 14268-1995 & IS:
6006 - 1983.
Method of testing: as per IS: 1608
1995.
2.18 Sequence of stressing of
tendons in a girder:
Sequence of stressing shall be as
per GFC drawing. If it is not
available in GFC, it needs to be
obtained from the designer.Concept
of the sequence is to maintain
balance of stressing load on the
girder. All the tendons should be
stressed one by one, keeping a time
gap of minimum 12 hours for
observation of the previous one. No
substantial time gap (preferably not
more than 24 hours) should be kept
between stressing of two tendons
in a girder, because that delay of
stressing may cause deformation
of the girder. Although the
deformation, except elastic
deformation, must be within the
limit.
2.19 Final Documentation:
The final Pre-stressing Report as
per MoRT&H format is required to
be filled up and signed by the
concerned officials based on the
Stressing Record submitted with
the concerned RFI (request for
inspection) for final documentation
of records for the project work.
2.20 Relevant Codes &
specifications related to HT
Strands & Pre-stressing:
1. IS: 6006 1983 (Reaffirmed
2008) Uncoated Stress Relieved
Strand for Pre-Stressed Concrete.
2. IS: 1343(Second Revision) -
Code of Practice for Pre-stressed
Concrete.
3. IS: 14268-1995 (Reaffirmed
2003) Uncoated stress relieved
low relaxation seven-ply strand for
pre-stressed concrete
Specification.
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Indian Highways, August 2016
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4. IS: 6461 (XI) 1973 (Reaffirmed Stressed Concrete 7 Wire Stress-
2002) Glossary of Terms relating Relieved Steel Strand for Tendons
to Cement Concrete Pre-stressed in Pre-stressed Concrete.
Concrete. 2.21 Safety Precautions during
5. IS: 3624 1987 Specification Stressing:
for pressure and vacuum gauges. During tensioning, care shall be
6. IS: 1608 2005-Metallic taken to ensure the safety of all
materials -tensile testing at ambient persons in the vicinity.
temperature. Jacks shall be secured.Jacks will
7. IS: 9103Specification for be kept well hold in position.
concrete admixtures. While tensioning-operation will
8. IS: 148582000 - Compression be in progress, no person shall be
Testing Machine used for testing of permitted to stand behind the jacks
concrete and mortar or close to the line of the tendons.
requirements. It is to ensure safety of all corners
9. IS: 1343 2012 Pre-stressed when the operations of the jacks
Concrete Code of Practice. and the measurement of the
12345678901234567890123456789012123456789012 elongations and associated
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 operations are carried out at site.
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
Prior to
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12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 Warning sign shall be displayed
12345678901234567890123456789012123456789012
commencement of
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12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 at both ends of the tendon i.e.,
12345678901234567890123456789012123456789012
cement grouting in
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
behind the jacks, during actual
12345678901234567890123456789012123456789012
seathing ducts, it
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
tensioning operation.
12345678901234567890123456789012123456789012
is required to
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12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
After execution of pre-stressing,
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12345678901234567890123456789012123456789012
ensure that the
12345678901234567890123456789012123456789012 concrete shall neither be drilled nor
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 be cut at any portion nor chipped
following
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 nor disturbed, without prior
12345678901234567890123456789012123456789012
plant,equipment
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 approval of the Engineer.
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and other
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 Welding shall not be permitted
12345678901234567890123456789012123456789012
materials are
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
on or near tendons.Any heat shall
12345678901234567890123456789012123456789012
readily available at
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
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also not be applied to tendons.
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site in good and
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12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
3. BRIEF METHODOLOGY
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workable
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12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 FOR GROUTING OF POST-
condition.
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 TENSIONED TENDONS IN
PRE-STRESSED CONC-
RETE:
10. ASTM - A416 1974 (American
Society of Testing and Materials) Methodology for Grouting, required
for post-tensioned concrete
Uncoated Seven-Wire Stress-
Relieved Strand for Pre-Stressed members, is stated hereunder.
Concrete. Cement grout is chemically alkaline
and provides a passive
11. BS 5896: 1980 (British
Standard) Specification for High environment around the post-
tensioned strands.
Tensile Steel Wire and Strand for
the Pre-Stressing of Concrete. The grout ensures encasement of
strands in an alkaline environment
12. JIS-G-3536: 1999 (Japanese
Standard) Uncoated Stress for protection of corrosion as well
Relieved Steel Wires and Strands as by filling the duct space; it
for Pre-Stressed Concrete. prevents water collection and
freezing.
13. AS-1311: 1987 (Australian
Standard) Steel Tendons for Pre- The void less grout of requisite
19
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Indian Highways, August 2016
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strength serves to bond internal
tendons to the structure.
Appropriate protection of post-
tensioning tendons occurs with
complete filling of the ducts with
high quality grout.
The methodologies of cement
grouting of tendons in sheathing
ducts after stressing of strands /
tendons (specifically for girders of
Pre-Stressed Concrete Bridges),
along with summarized
specifications are stated hereunder
for convenience of site execution.
3.1 List of equipment & other
important materials,required
prior to commence Grouting:
Prior to commencement of cement
grouting in seathing ducts, it is
required to ensure that the
following plant,equipment and
other materials are readily
available at site in good and
workable condition.
 Grout mixer with agitator
complete. 1000 rpm Vane Mixer OR
1500 rpm High speed Turbo Mixer.
The Grout mixer should have
independent power pack with it for
mixing purpose.
 Storage tank attached to the
grout mixer. This storage tank shall
have stirrer / agitator system,
attached to it.
 Grout pump with tested Pr. Gauge
& other accessories.
 Grout screen on grout mixer
 Weighing M/c / Spring Balance
for measuring cement.
 Volume measuring device to
measure volume of water for
grout.
 High pressure Water Pump.
 Compressor (for oil free air
pressure) to clean and to blow out
water inside the duct.
 A Flow Cone of 1700cc capacity
to measure the flowability or
viscosity of grout at both inlet &
outlet of the duct.
 Measuring Cylinder (duly
graduated) of capacity 1 lit for
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measuring viscosity. of maintenance of grout quality.
 Stop watch with 0.2 sec accuracy 3.2.1 Water:
in 60 sec and showing time at 0.1
Potable and clean water must be
sec intervals. used in grouting. No sea or creek
 Thermometer - for measuring water shall be used.
temperature of grout. 3.2.2 Cement:
 Transparent glass / plastic Ordinary Portland Cement shall be
cylinder of 50mm dia & 200 mm used in Cement Grouting.
high with graduations in mm with
a tight fixing lid for determination Pozzolana and Slag Cementis not
of bleeding of grout. allowed for such grouting as per
specification.
 Cube moulds (100mm x 100mm
x 100mm) min. 3 nos per duct. 3.2.3 Sand in Grout:
 Ice - to lower down the Where ID of Sheathing duct
temperature of water, to be used exceeds 150 mm, use of sand may
for grout. be considered.
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12345678901234567890123456789012123456789012 sand in duct,sand in cement grout
Before
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12345678901234567890123456789012123456789012 should preferably be fine. This sand
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commencement of
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should be prepared specially, by
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grouting, a stand
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passing through IS Sieve No. 150.
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by direct feed high
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pressure water
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pump should be
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mass of cement, unless proper
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available at site for
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12345678901234567890123456789012123456789012 addition of suitable plasticizers
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an emergency
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(Refer clause 13.3.1.3 of IS 1343-
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cleaning of
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3.2.4 Admixtures:
sheathing duct.
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12345678901234567890123456789012123456789012 Suitable admixtures conforming to
IS:9103 may be used, to improve
 Slaked lime / quick lime (Not the properties of grout as well as
mandatory). setting time.
 Cement (OPC) of required Admixtures must not contain
quantity. chlorides, nitrates, sulphides,
 Water (potable).
sulphites etc.
3.2.5 Grout Mixer with
 Sand of required grade (if Agitator:
required).
3.2 Specifications of equip-
 Grout must be in homogeneous
state and uniform consistency.
ments and properties of mate-
rials, to be used in grouting of  The Grout mixer shall be of 1000
tendons in sheathing ducts: rpm Vane type Mixer OR 1500 rpm
High speed Turbo Mixer OR of
The basic specifications of
similar type having minimum 1000
materials like cement, water,
rpm.
admixtures etc, which are likely to
be used in grouting, are described  The Grout mixer should have
independent power pack with it for
hereunder for compliance during
execution to ensure the quality of mixing purpose.
grout. As well as, basic standard  The grout mixer also should
specifications of equipments and have 5mm size sieve, fixed at outlet
accessories are also stated in view point.
21
3.2.6 Storage Tank attached
to the grout mixer:
This is an attachment to the mixer
and shall have a stirrer / agitator
attached to it to keep the grout mix
continuously stirred to prevent
sedimentation.
3.2.7 Grout Pump:
 Positive reciprocating type grout
pumps should be used.
 Injection of grout must be in a
continuous operation, not by way
of pulses.
 Pump must be capable to
withstand a continuous pressure of
at least 1MPa (10 kg/cm2).
 The pump shall have a pressure
release valve and pressure gauge
(duly tested and having calibration
certificate not older than 3
months) to show the pumping
pressure.
 The pump shall also be coupled
with a safety device, which
automatically trips when the
pressure reaches 2MPa (20 kg/
cm2).
 Use of compressed air for
pumping of grout is prohibited.
3.2.8 Pressure & speed of
ejection of grout:
Pressure shall be measured by
Pr. Gauge (valid calibration
certificate should be available).
Min. pressure at which the grout sand-cement grout, the sand
should be pumped shall be 0.3MPa
(3kg/cm2).
Maximum pressure of grout
generally shall be restricted to
0.5MPa (5kg/cm2).
The grout pump must have a
relief arrangement to bypass the
grout in case the build up pressure
reaches beyond 1MPa (10 kg/cm2).
Capacity of grout pump should
be such that flow speed of grout
remains within 5 to 10 metres per
minute. Higher speed may cause
voids in grout, and lower speed may
causebleeding &segregation.
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Use of hand pumps is not the outlet point during hot weather,
allowed. temperature of water, for use in
Use of compressed air equipment grout, shall be maintained between
for injection is not allowed. 180C to 200C by using Ice in water,
if required.
3.2.9 Water Pump:
 No grouting operation should
Before commencement of grouting, generally be performed if the
a stand by direct feed high environmental temperature is
pressure water pump should be below 50C. In such case special
available at site for an emergency preparations shall have to be taken.
cleaning of sheathing duct.
 Grout cubes (100mm x 100mm
3.2.10 Grout Screen: x 100mm) shall be taken
The grouting equipment, in case of minimum 3 nos for each sheathing
cement grout, should contain a duct. Cubes shall be properly
screen having a mesh size of 106 cured.
microns (0.106mm sq). In case of  Compressive strength of grout
mix must not be less than 27 MPa
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at 28 days. (Refer clause 13.3.3 of
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After the ducts are
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IS 1343-1980).
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made wet & clean,
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3.3 Basic operation system of
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12345678901234567890123456789012123456789012 cement grouting in sheathing
both end
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12345678901234567890123456789012123456789012 ducts:
anchorages shall
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12345678901234567890123456789012123456789012 The operation system of Cement
be sealed by end
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12345678901234567890123456789012123456789012 Grouting in seathing ducts, along
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caps and fitted
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with its vital checks at site, is
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with grouting
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described below in brief and to the
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point to ease the execution and
connections and
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12345678901234567890123456789012123456789012 control of quality.
vents. Sealing of
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12345678901234567890123456789012123456789012 3.3.1 Commencement time of
anchorages shall
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12345678901234567890123456789012123456789012 Grouting operation:
permit the flow of
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12345678901234567890123456789012123456789012 Grouting shall be carried out as
grout through the
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anchor head.
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12345678901234567890123456789012123456789012 immediately after 24 hours of
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than 2 weeks of stressing the
tendons (Refer clause 13.4.1 of IS
should pass through IS Sieve No. 1343-1980).
150 (Refer clause 13.3.1.3 of IS It is very important to note that the
1343-1980). tendons in a specific girder can be
3.2.11 Properties & strength grouted, only when the entire
of Grout: tendons in that girder have been
stressed.
 The water cement ratio should
not normally exceed 0.45. 3.3.2 Flushing of Sheathing
Duct prior to grouting:
 Temperature of grout mix shall
be around 250C at inlet point and The duct shall be flushed with
potable and clean water for
in any case the temperature shall
not exceed 350C at the outlet point. cleaning & wetting of the inner
At the outlet point, the grout surfaces of the duct walls just
temperature shall not also be less before the grouting starts.
than 100C. In order to maintain the During hot weather, flushing shall
temperature of maximum 350C at be done with cold water only.
Indian Highways, August 2016
 About 1% of slaked / quick lime
may be added in the flushing water
(it is not mandatory) to make the
environment alkaline.
Prior to commencement of
grouting, total water accumulated
inside the duct due to water-
flushing, must be blown out with
oil free compressed air.
3.3.3 Sealing of Anchorages
by end caps, prior to grouting:
After the ducts are made wet &
clean, both end anchorages shall
be sealed by end caps and fitted
with grouting connections and
vents. Sealing of anchorages shall
permit the flow of grout through the
anchor head. Vents on each duct
shall be identified by labeling and
shall be protected against damage
at all times.
3.3.4 Mixing of Grout:
 Cement should be measured by
weight.
 Water should be added to the
mixer by volume and
proportionately cement to be added
through screen.
 Mixing time depends upon the
type of mixer. But time will normally
be between 2 to 3 minutes to
produce a homogeneous grout
mix.
 The grout should be continuously
agitated until it is injected fully.
 Hand mixing of grout is not
permitted.
3.3.5 Injection of grout:
 After mixing, the grout must be
in continuous agitation.
 The connection between the
nozzle of the injection pipe and duct
should be such that air cannot be
sucked in.
 Injection of grout must be
CONTINUOUS & not interrupted.
 Initial grout pressure = 0.3 MPa
(3 kg/cm2).
 Maximum Grout pressure = 0.5
MPa (5 kg/cm2).
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Indian Highways, August 2016
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 The grout should be pumped in Viscosity is measured by stop
to the duct with requisite pressure watch and expressed in seconds.
in an optimum speed. If the grout By opening the lower cone orifice,
is pumped too quickly, air and measure the time taken to the
water may be trapped due to nearest 0.5 Sec to fill the cylinder
turbulent flow in the ducts and of 1 (one) lit. In case, 1700 cc
cause voids in the grout. If pumped capacity Standard Flow Cone
too slowly, blockages and other (Standard Marsh Cone) is not
problems may occur. For very slow available, the outlet orifice (of the
pumping, bleeding and segregation cone) of inner dia. 10mm must be
(in case of sand cement-grout) may maintained.
also occur.  After comparison of viscosity at
 Consistency / Viscosity / inlet & outlet of duct, all vents shall
Flowability at inlet & outlet of the be closed one after another at the
duct should be measured, while outlet in the direction of flow. Before
grout comes out through the outlet closing the injection pipe, full
injection pressure of about 0.5 MPa
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12345678901234567890123456789012123456789012 (5 kg/cm2) shall be maintained for
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When the grout has
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at least 1 minute steadily. The
12345678901234567890123456789012123456789012 injection tubes shall then be sealed
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set (minimum after
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12345678901234567890123456789012123456789012 off under pressure.
24 hours), the end
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012  The grout vent at highest points
caps at anchorages
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12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012
12345678901234567890123456789012123456789012 shall be reopened after about 10
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shall be inspected
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12345678901234567890123456789012123456789012 minutes of completion of grouting,
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and it shall be
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while the grout is still fluid, and if
12345678901234567890123456789012123456789012 any escape of air or water is
demonstrated that
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12345678901234567890123456789012123456789012 recorded, a further pumping of
they are satisfactorily
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12345678901234567890123456789012123456789012 grout may be required at this stage
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filled with grout.
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12345678901234567890123456789012123456789012 to expel bleed water and / or
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Permanently sealed
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entrapped air. This shall be carried
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end caps shall be
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12345678901234567890123456789012123456789012 one at a time sequentially in the
provided over the
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12345678901234567890123456789012123456789012 direction of grouting. Re-grouting
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anchorages to
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12345678901234567890123456789012123456789012 pressure, in any case, shall not
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complete the
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exceed 1 MPa (10 kg/cm2).
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encapsulation to the
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 The filled ducts shall not be
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tendons.
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subjected to shock or vibration
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 Grout, not used within 30
sufficiently. Outlet viscosity shall be minutes, shall be rejected, if
ensured to be equal to or little less plasticizer is not used & initial
than the viscosity, recorded at inlet. setting time is not increased. If
Upto maximum 10% variation at initial setting time of cement is
the outlet point with respect to inlet increased by use of plasticizer,
point may generally be allowed. cement grout can be retained for
Normally such measured viscosity use accordingly.
at inlet remains below 30 seconds
3.3.6 Bleeding of Cement
(not mandatory). Variation of
Grout:
viscosity at the outlet point depends
on the sheathing duct length. Bleeding of cement grout may be
checked once in a day of operation,
Viscosity shall be measured by a
Standard Flow Cone of 1700cc OR once for each lot of material,
capacity fixed with removable OR for each design mix, OR as
sieving mesh of 1.5 mm aperture. instructed by the Engineer. The
23
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24
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Indian Highways, August 2016
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bleeding is the percentage of free
standing height of water (h1) at the
end of 3 hours to the original height
(h) of the grout expressed as a
percentage = (h1/h) x 100 %.
This bleeding shall not exceed 4%
and all water shall have to be
reabsorbed by 24 hours.
Test procedure :
Place the cylinder on a surface, free
from shocks or vibrations. Pour
grout upto height of 150 mm and
seal the cylinder to prevent
evaporation. Note the height to the
top of grout (h). After 3 hrs,
measure the depth of water on top
of the grout (h1). After 24 hrs,
check whether the water has been
reabsorbed. Bleeding is calculated
based on the formulae, stated
above.
3.3.7 Inspection of End Caps
at anchorages after grouting:
When the grout has set (minimum
after 24 hours), the end caps at
anchorages shall be inspected and
it shall be demonstrated that they
are satisfactorily filled with grout.
Permanently sealed end caps shall
be provided over the anchorages
to complete the encapsulation to
the tendons.
4. Conclusion:
In pre-stressed (post tensioning)
concrete structures, it is obviously
very important to note that proper
stressing of tendons and proper
cement grouting of the same in
sheathing ducts in timemakes the
longevity of the structure, as
well,the structure attains proper
quality and strength. Quality of
bothpost tensioning and
consequent cement grouting
depends on quality of construction
materials, correctness of
equipments and its accessories. As
well as methodical, proper &
systematic operation ensures the
quality of the pre-stressed (post
tensioning) structures.
Improper operation of stressing
results either under stressing or
over stressing. Under stressing
may reduce the life of the concrete
girders, as amplitude of the girder
increases owing to slackness of the
tendons / cables andconsequent
increased fatigue may endanger
both the girder and bearings. As
well, over stressing of the tendon /
cable accelerates permanent
elongation / deformation of the
strands, which may also endanger
the bridge.
After stressing of tendons, cement
grouting of the same in seathing
ducts must be executed as early as
possible Otherwise the delay in such
grouting may cause corrosion to the
strands.
Corrosion of tendons / strands may
cause reduction in diameter of
stressing strands. Generally such
corrosion oriented failures are due
to poor / delayed grouting
practices, inferiordesign details,
and inadequate grout
specifications.
Grout is the primary protection for
the post tensioned structure;
therefore, careful attention must be
given to the grouting process.
Cement grout provides an alkaline
environment that passivates the
surface of the steel which inhibits
the corrosion process. The grout
must surround and be bonded with
the stressing strands. The durability
of the structure is directly effected
by the quality of the grouting.
It is essential that an adequate
grout plan be developed and
executed. The grout plan is an
outline of the grouting operation
from start to finish.
In regard of Seathing Ducts (for
the case of post tensioning), as
such no specification has been
stated in this paper. Type &
specifications of seathing ducts will
be decided by the designer based
on relevant codes and
specifications.
In this paper, brief discussions have
been made mainly on operational
system and control of both stressing
and grouting of tendons. Vital
specifications have also been stated
in relation with the operations of
both stressing and grouting.
REFERENCES:
1. Relevant IS Codes, as stated
hereinabove.
2. IS 1343-1980 Pre-stressed
concrete Code of practice.
3. Relevant American, British,
Japanese, and Australian Codes
related to HT Strands and stressing
of concrete. References are stated
hereinabove.
4. MORT&H 2013: Section 1800 :
Ministry of Road Transport &
Highways. Specifications for road and
bridge works (Fifth revised edition
2013).
4. IRC : 112 2011- Code of
practice for Concrete Road Bridges.
5. IRC :22 Standard Specifications
and Code Practice for Road Bridges.
6. Post-Tensioning Tendon
Installation and Grouting Manual (US
Department of Transportation
Federal Highway Administration).
7. Pre-stress Manual A guide for
Field inspection of Cast-in-place Post-
Tensioned Structures. (State of
California Department of
Transportation Engineering
Services).
***

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SAFE DRIVE
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STAY ALIVE
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Estimation of Work Progress

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on Highway Construction Projects

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by Atahar Parvez (LM 24174)

1. INTRODUCTION: is a requirement of estimation of execution of each item of the work

Progress monitoring is one of the
essential parts of project
management and project
monitoring system which enables
the project managers and the
representatives of the client to keep
a watch on the health of the project
in terms of its timely completion
and to take necessary corrective
measures if the progress of the
work deviates significantly
compared to the what was
envisaged (works program). In
case of excess progress, necessary
funding arrangements are to be
made to meet the revised cash flow
and in case of slow progress
necessary actions are required to
be taken to enhance the same. In
most of the highway projects, the
situation observed is the latter one,
where progress lacks to meet the
planned works.
For such progress monitoring there
work progress at different time
intervals (usually on monthly basis)
during the course of construction
period. In this paper, the present
system of progress estimation is
briefly discussed and an attempt is
made to appreciate the
requirement of additional progress
indicator which should be based on
the time factor.
2. WORK PROGRAM AND
PLANNED CASH FLOW:
Progress of the work at any given
time in the course of construction
period is compared with the work
programme. Work program is
contractors planning of works that
gives details of execution of each
item of the works including the
time of execution, duration,
location, quantum, resources,
methodology etc. Typically, bar
chart presentation is adopted to
show the detailed planning of
on time scale with quantum of
works to be executed for each item
month-wise. And a graphical
presentation (S curve) is
presented for the corresponding
expected cash flow of the project
for the entire duration of the
construction period.
Thus, the S Curve or the planned
cash flow is a graphical
presentation of time versus
percentage of contract amount
planned to be expended at various
stages of work. The percentage
of contract amount is derived using
the financial weighting (in the
Contract Bill of Quantities) of items
planned to be executed. This graph
is the base, against which the work
progress during construction is
valued or compared. Typically, on
a highway construction projects,
the planned cash flow S curve
appears as given in Fig. 1.

Fig. 1: Typical Planned Cash Flow Curve (S Curve)

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3. ONGOING PROGRESS
ESTIMATION SYSTEM:
Presently, in majority of highway
construction projects, the progress
is estimated and presented in two
terms namely financial progress
(FP) and physical progress (PP).
The estimation of these two
progresses is widely done as under;
(A+B)
FP = x 100
Total Project Cost
(A+C)
PP = x 100
Total Project Cost
Where A is up-to-date certified
work against which payment is
made to the contractor, B is
advances yet to be recovered and
C is approved work yet to be paid
to the contractor.
The up-to-date payment certified
and the advances yet to be
recovered (mobilization advance,
secured advances etc.) are
obtained from the last certified
Interim Payment Certificates and
the amount of approved work yet
to be certified for payment is
estimated from the approved RFIs
(Request for Inspection) by
multiplying the approved quantities
with corresponding rates in Bill of
Quantities (BOQ) or on pro-rata
basis if the Contract is a Lump Sum
Contract.
4. SIGNIFICANCE OF
FINANCIAL AND PHYSI-
CAL PROGRESS:
With the present mechanism of
progress estimation as detailed
above, the same parameter is used
to work out both physical and
financial progresses. This
parameter is nothing but the
financial weighting of various items
in the contract BOQ. Hence both the
progresses represent percentage
in terms of cost. The only
difference is that, while the financial
progress indicates the total amount
(in percentage of total project cost)
paid to the contractor at a given
time in the course of the works, the
physical progress shows the
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Atahar Parvez
Associate Director,
LEA Associates South Asia Pvt. Ltd.
New Delhi
amount (in percentage of total
project cost) for which the work is
physically completed on site.
Therefore, both the progresses
relate to cost component only. To
put it more appropriately, for better
understanding, the financial
progress and physical progress as
per the ongoing practice are the
Total Financial Progress and
Physical Financial Progress
respectively.
5. DO WE NEED ANOTHER
PROGRESS INDICATOR?
During review of the progress on
highway construction projects, it is
often observed that the percent
physical progress achieved is
compared with the percent time
lapsed. Is it a justified comparison?
No. The time lapsed is to be
compared with planned time (as per
work program) to complete the
completed works.
Secondly, in highway construction
projects, the relation between time
and cost of works to be executed
(collectively for all items of works)
is not linear throughout the
construction period. During initial
stages of construction works, the
cost of executed works is lesser
compared to the works in later
stages for the same effective
working time. This is essentially due
to the fact that the items of works,
executed in initial stages, require
more time for execution with lesser
financial output and vice versa. For
instance, in a two lane highway
project, construction of one
kilometre (Km) of select sub-grade
may take up to 3 working days or
more while construction of one Km
of bituminous concrete can be done
even in a days time. With some
approximation, it can be noted that
a single days work on bituminous
concrete may produce financial
progress of more than four times
compared to a single days work
on sub-grade construction.
Further, some of the activities like
precast items, production of stone
crushed aggregates etc., which
significantly contribute to the
physical progress of the project are
either not considered or are
considered with a random
assumption in present system of
progress assessment. This is
basically due to the reason that
these activities are part of some
BOQ item and not the whole item
themselves; and the present
practice of progress estimation is
based on the quantum of work done
under BOQ items only.
Considering the above, it seems,
there is need of a progress indicator,
which will indicate the physical
progress of the work considering
the time as the factor and also
taking into account those activities
which have bearing on progress of
the work and may not directly be a
BOQ item. This will certainly help
in appreciating the true scenario of
the progress on time scale. It will
be the additional parameter to the
ongoing practices and not as the
replacement of any of them.
Once the need is established, there
could be various opinions of
development of the system giving
this progress which is referred here
as Physical Physical Progress
(PPP) to make a distinction with
other progress terminologies that
are in practice.
6. THE OBVOIUS OPTION
FOR PLANNING AND
ESTIMATION OF
PHYSICAL PHYSICAL
PROGRESS (PPP)
As stated above, there could be
Indian Highways, August 2016
various ways and options that can

factor (E)=100*
the per Unit Qty
based on Time
% weighting of
be suggested for planning and

(C)/(T)
estimation of Physical Physical

E2

E3

En
E1
Progress. However, the most
obvious option for planning and
estimation of PPP is discussed
hereunder;

Time Required % weighting of the

item based on
6.1 Planning of PPP before

Time factor
(D)=100*
actual execution of Works:

(B)/(T)
Planning of PPP has to be done as
a part of work program before
commencement of the works. The
method indicated below is based
on contractors work program. The
Table 1: Planning of Physical Physical Progress (Part of Work Program)

(C)=(B) /(A)
contractors work program

Quantity
per unit
(Days)
detailing duration and quantities of
each item of works is presented in
format similar to the one shown in
Table 1 below. However, there may
be more than BOQ items due to

(T) Days
(Days)
Time
Total

addition of those items which

(T2)

(T3)

(Tn)
(T1)
(B)

contribute to the progress

Tnm is the time required to execute Quantity Qnm of item number n planned in month m.
significantly but are not direct BOQ
items like precast items, production
(Unit)
Total

(Q2)

(Q3)

(Qn)
(Q1)
Qty

(A)

of aggregates for different works

etc.

Qnm
Q1m

Q2m

Q3m

Tnm
T1m

T2m

T3m

Pm
As detailed in Table 1, each BOQ
m

item and additional items (if

Qnm is Quantity of item number n planned to be executed in the month m

required as discussed above) will
Construction Period in Months

..

have to be broken up month-wise

..

in quantity to be executed and the

corresponding time required for
..

the total quantity of that particular

..

item. It is very important to note

that while assigning the time
Qn1 Qn2 Qn3 Qn4
Q14

Q24

Q34

Time (Days) Tn1 Tn2 Tn3 Tn4

T14

T24

T34

P1 P2 P3 P4
4

required to execute certain quantity

of any item, due consideration be
Q13

Q23

Q33
T13

T23

T33
3

given to the unavoidable non-

working time due to seasonal
Q12

Q22

Q32
T12

T22

T32
2

reasons, dependency on other

works items (presiding activities)
Q11

Q21

Q31
T11

T21

T31
1

etc. Though such time may not be

required by that particular item
Time (Days)

Time (Days)

Time (Days)

directly, it has to be considered in

Qty (Unit)

Qty (Unit)

Qty (Unit)

Qty (Unit)

time required for more accurate

assessment of time factors.
As shown, the percentage
No. Item Description

weighting of the per unit quantity

TOTAL

based on the time factor needs to

be worked out for each item using
following formula;
% weighting of the per unit Quantity
Sl. Pay

No.

based on Time factor (En) =

Time reqd. for unit qty.
..

..

n
1

x 100
Cum. time reqd. for all items
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29
Based on above time factor,
planned Physical Physical Progress
of each individual month can be
calculated using;
P1 = (Q11 x E1)+(Q21 x E2)+
.............+(Qn1 x En)
Where
P1 is Planned Physical Physical
Progress for 1st Months
Qn1 is Planned Quantity of Item
number n in 1st month
En is % weighting of the per Unit
Quantity based on Time factor for
Item number n as calculated
above.
Once the Physical Physical Progress
(PPP) for each month is worked out,
a S curve of planned progress
based on the time factor can be
drawn in a similar way as is being
done now with financial progresses.
This will form a base plan for
progress review based on Time
Factor.
6.2 Estimation of actual
PPP during course of
Works.
Similarly Table 2, illustrates
estimation of actual PPP during the
course of the works.
The percentage weighting of the
per Unit Qty based on Time factor
(E) worked out as stated above is
multiplied by the quantity executed
of a particular item in a month to
assess the contribution of that item
to PPP. Addition of all items
quantities executed during a month
with their respective factors (E) will
give the PPP for that particular
month.
7. CONCLUSION:
Project Monitoring Systems, as any
other management tool, goes
through a continuous development
phases based on the needs and
changing circumstances. In this
paper an attempt was made to
emphasise that the ongoing system
of progress estimation on highway
construction project is based on
financial terms only and there is a
requirement of another parameter
to assess the progress based on
the time factor, which will actually
be a Physical Progress in true
sense. As an option, a proposal is
also discussed as to how this
progress is to be estimated based
on time factor, which off course
would need further deliberations.
***

Table 2: Monthly estimation of Physical Physical Progress

% weighting Qty.
of the per executed Corresponding
Sl. Pay Unit Qty during Physical
No. Item Description based on the Physical
No. Time factor month Progress (PPP)
(E) (F) (G)=E x F
1 E1 G1
2 E2 G2
3 E3 G3
4 E4 G4
..
..
..
n En Gn
Total Physical Physical Progress for the month = sum (G1:Gn)

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Utility Issues and Use of

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Sub Surface Utility Engineering for

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Road Projects
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by K.K. Pahuja (LM 33074)

1. Introduction: distinct lack of data regarding people try to avoid going to such
A road or a highway engineer has subsurface utilities and the details areas for business or commercial
to deal with the construction of available with the respective activities.
new roads as well the widening and departments are far from being (vi) Physical and Mental discomfort:
up gradation of existing roads. accurate. This makes the job all the Along with the health issues which
Whereas a new construction more difficult. This paper gives an start affecting physical health,
demands an entire encumbrance overview about the complex prolonged exposure to stressful
free alignment, the widening situation that exists in our country. environment creates mental
projects also require encumbrance There is a greater need of discomfort leading to irritation,
free space on either side or on one coordination between various decrease in productivity, quarrels
side of the existing carriageway agencies involved and there is an etc.
depending on the design even greater need to have the
undertaken. The objects placed correct detailing of sub surface (vii) Project Delays and Cost
within the right of way and those utilities. It is here that various Overruns: This is the biggest
falling outside are required to be methods to accurately locate the negative impact. Utility issues,
shifted depending upon the sub surface utilities are useful. conflicts and change in planning
requirement of width for the resulting thereon culminate in
2. General Problems project delays and under utilization
widening of existing road. This associated with reloca-
activity is essential for the of funds. Delays in completion push
tions: the prices up under the influence
successful and timely completion of
the projects. It has been observed (i) Traffic disruption: The most of inflation resulting in cost over
that a lack of objectivity on this common scenario when the runs. For a project planner and
account disturbs the scheduled construction begins and highway expert it is the biggest
progress. Such objects called simultaneously utility shifting also challenge to handle.
utilities exist over ground as well takes place is the chaos that is 2. Types of Utilities
below the ground. Utilities existing created. It leads to traffic
2.1 Surface Utilities: Surface
over the ground are called surface congestion, confusion and a
utilities exist mainly in the city and
utilities and those lying below the temporary steep reduction in the
town portions of the roads.
ground are called sub surface carrying capacity of the system.
Sometimes larger village
utilities. Mapping of surface utilities (ii) Safety Issues: There are settlements directly falling on a
is not a major challenge but their invariably safety issues of different state highway or major district road
relocation is definitely one. On the magnitude. may also have utilities in the right
other hand sub surface utilities (iii) Delays: The system gets of way. Major surface utilities are:
pose a challenge of correct overstressed and it results in travel (a) The electric poles carrying
mapping as well as relocation delays for the users, resulting in transmission lines.
hassles. There is constant addition loss of man hours and consequent
of new utilities and due to this (b) Poles with overhead lights.
lowering of output.
reason updating the data is (c) The telephone poles.
necessary. In case of surface (iv) Pollution: There is invariable
utilities it is easier to update the increase in the level of pollution in (d) Telephone box units.
data as the features can be the area. This leads to health and (e) The transformer units.
physically verified due to the hygiene issues.
(f) Conduits or pipes which may be
visibility and approach. But in case (v) Business loss: These activities exposed to surface in some
of sub surface utilities this job poses create a temporary stress on the reaches.
greater challenge. There is a system causing business loss as
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While going ahead with the project
various departments which control
and manage these utilities are to
be coordinated by the road
engineer. Electricity department of
the state is responsible for the
maintenance of lines. An estimate
to relocate the poles or transformer
units beyond the construction
corridor is sought from the
department. It has been a common
experience that the said
department makes exorbitant
demand for the relocation in the
first place. The same department
demands advance funds to start
their activity and even then takes a
long time offsetting and
construction schedules. The local
units of these departments also
suffer due to their limited authority
with the practices like centralized
purchases.
2.2 Sub Surface Utilities: Major
sub surface utilities running parallel
to the road alignment or sometimes
crossing the road alignment are the
following:
(a) Optical Fibre Cable.
(b) Water Transmission Lines.
(c) Gas lines.
(d) Sewer Line.
(e) Electricity Conduits.
All the above sub surface utilities
are placed at different depths below
the ground. IRC 98: 2011 gives
guidelines about accommodation of
K.K.Pahuja
Executive Engineer
UPPWD Lucknow
utility services along the urban and
sub urban roads which cover the
surface utilities as well. The sub
surface utilities are under different
agencies and there is a consistent
level of activity in their growth with
time. But even after the repeated
construction and maintenance
activities the as built drawings are
not updated leaving the mapping
data not only insufficient and
inadequate but also highly
inaccurate. This leads to a variety
of problems because this
information is the basic
requirement so that any decision
about relocation can be taken. With
the gaps existing in the data when
highway construction work begins
it is also a beginning for plethora
of problems to be encountered.
3. Problems due to Sub Surface
Utilities: It is to emphasize here
that there is no problem due to sub
surface utilities but is due to the
inaccurate details and lack of
records. Some of the common
problems associated are
generalized below:
(a) The biggest stake is probably
the threat to human lives. Such
accidents of different magnitude do
happen but the awareness is so
less that there is no account of
accidents to show that people
actually get killed or get seriously
injured due to damage to the
utilities like gas lines or high
pressure pipes.
(b) Major projects require various
geotechnical investigations to be
done. This includes sub surface
explorations also. Without having
accurate information utilities do get
damaged.
(c) While construction work or
searching for the utilities scrapes
or scratches to pressure pipes
resulting from digging machines
makes them weak and prone to
premature failure. In one such
incident which happened in the US
in 1994, an entire apartment
building was destroyed by a gas
line explosion.
(d) Sometimes abandoned utilities
or old structures are encountered
during digging for construction. Due
to lack of proper knowledge about
them beforehand there is an
unexpected problem when they
appear and there is no plan to
tackle them.

Table 1: Importance and ranking of utility related delay causes

Causes of Delays Overall Rank
Utilities are unidentified or incorrectly located 1
The standard of practice for designers with regard to communicating utility information 2
on drawings is not clearly defined
Utility location information provided on drawings is not clear particularly for complex 3
intersections
Many smaller utilities have no as-built drawings 4
Delays in the relocation of utilities 5
Utilities not seen as a work of priority 6
Often the as-built drawings are not correct 7
Slow response by utilities to improve their processes 8
As-built location information may not be complete 9
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4. Utilities and delays in road
projects: Some studies conducted
in the United States indicated the
importance of correct identification
and relocation of utilities for
successful and timely completion of
road projects. Unidentified and
incorrect location of utilities was
found to be the most frequent and
most severe cause. This may result
from unavailability of designs and
exact location of maps. Unclear or
unidentified positions of services
networks in drawings can subject
the project to delay because the
schedule gets changed and the
newly discovered pipe or cable is
required to be moved or diverted
temporarily which requires
additional time and money. Causes
related to utilities were ranked in
the order of their importance as
shown in Table:1
Table 2 shows the reasons of
construction delays as the
contractors and the State Highway
Agency attribute it. It can be seen
that both the contractors and State
Highway Agency give a very high
rating to utility relocations and
utility related conflicts as the
reasons of delays in highway
construction thereby showing
importance of proper handling of
utility related issues.
5. Sub Surface Utility
Engineering: It is a branch of
engineering practice that involves
managing certain risks associated
with utility mapping at appropriate
quality levels. They include
elements like utility coordination,
utility relocation design and
coordination, utility condition
assessment, communication of
utility data to concerned parties,
utility relocation cost estimates,
implementation of utility
accommodation policies, and utility
design.
All cities and in particular cities in
the developing countries like India
have a highly complex network of
sub surface utilities. The available
records of such utilities are
inaccurate or nonexistent. The
error in the detection of such
utilities is very costly and full of
other problems. Hence non
destructive detection of such
utilities is extremely important. By
using sub surface utility
engineering the problems can be
avoided by determining exact
location of underground utilities and
plotting them on site plans. This
reduces costs, delays and public
inconvenience. In addition the risk
of utility breakage is taken care of
and the project is both safer for
construction personnel and general
public hence reducing liability
concerns. The process results in
generating a digital map which
identifies utilities within the project
area.
6. Methods deployed in Sub
Surface Utility Engineering:
Various techniques which mainly
use geophysical tools are deployed.
The most common among them
are:
(a) Ground Penetration Radar:
The system is based on comparing
electrical properties of different
materials called dielectric
constants. Where ever there is
change of this constant the
equipments records it as an
interface. The GPR system consists
of an antenna which has a
transmitter and a receiver and a
profiling recorder which processes
the received signal to produce a
graphical display of the data. The
concept is shown in Fig 1.
Electromagnetic signals are
repeatedly transmitted by the
transmitter and the
electromagnetic waves are
received by the interfaces between
the materials. The intensity of the
reflected signal is a function of the
contrast in the dielectric constant
at the interface, the conductivity of
the material which the wave is
travelling through and the
frequency of the signal. Depth of
investigation depends on signal
attenuation i.e. absorption by the
sub surface material. Signal
attenuation is dependent on the
electrical conductivity of the sub
surface material.
The survey with GPR is carried out
by towing an antenna over the
ground under which sub surface
features are to be recorded as
shown in Fig 2. Generally a grid
system is followed and the nodes

Table 2: Most Frequent reasons for delays in Highway Construction

Rank According to Highway Contractors According to State Highway Agency

1 Utility relocations delayed Utility relocations delayed
2 Errors in plans and specifications Differing site conditions ( utility conflicts)
3 Differing site condition ( utility conflicts) Errors in plans and specifications
4 Weather Weather
5 Owner requested delays Permitting issues
6 Differing site conditions( other than utilities) Delays in ROW acquisitions
7 Permitting issues Delays in environmental planning
8 Delays in environmental planning Insufficient work efforts by contractor
9 Delays in design Delay Differing site conditions( other than utilities)
10 Pay items not matching scope of work Poor coordination of work by contractor
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are marked. The location of the achieved. This will indicate the (d) Electromagnetic Surveys:
antenna along transect line is approximate orientation of the These methods are also used to
electronically marked on the cross utility. locate metallic utilities like
section at each grid intersection (c) Magnetic Locators: underground storage tanks, buried
point to allow correlation of the data foundations with structural steel,
to actual ground locations. The Magnetic locators work by
indicating the relative content of piles or pile caps with structural
location of the targets can be steel. This method works by
marked on the ground surface using buried ferrous metal. Although their
application in locating utility lines sending pulses and recording the
paint or survey flags. signal that is transmitted back from
is limited but they are quite useful
(b) Induction Utility Locators: in locating underground storage the sub surface metal.
Induction utility locators work by tanks or buried manholes having (e) Acoustic Location
either locating a background signal fair content of ferrous metal. Methods:
or by locating a signal introduced
in the utility line by a transmitter. A
utility line can act like a radio
antenna transmitting electroma-
gnetic signals that can be picked
by receiver. AC power lines have
50 HZ signal regardless of voltage
which can be picked up by a
receiver to locate them. Or
alternatively a signal can be
indirectly induced onto utility line by
placing the transmitter above the
line. With process of trial and error
the exact above position can be
determined. Another way is to
induce a direct signal using
induction clamp. The induction
clamp induces a signal on specific
utilities. This method is preferred
where possible. This is very useful
for non-metallic conduits. The
signals can be located horizontally
on the surface using a receiver.
The receiver is moved across the
anticipated location of the utility
until the signal strength received is
the maximum. The receiver is then
rotated until minimum strength is Fig 1: Concept Principle of GPR

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 Fig 2: Some pictures showing GPR in operation

Fig 3: Image generated by GPR showing signal penetration depth and features
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 Fig 4: Image showing 4 storage tanks Fig 5: Image showing utility pipes

These methods are generally
applied to locate waterlines. A
highly sensitive acoustic receiver
receives and interprets the
background sound of water flowing
in the pipeline at joints or leaks.
Alternatively sound waves are
introduced in the water main using
a transducer. Acoustics can also be
used to locate the plastic gas lines.
7. Remote Sensing and GIS
for data mapping:
National Remote Sensing Agency
(NRSA) has been using data from
aerial surveys and through satellite.
After sending IRS series and LISS
series data it is constantly providing
improved resolution data which can
be used to get mapping with high
degree of accuracy. Now even the
small features can be easily
identified.
With the use of remote sensing
data GIS is used in mapping.
Technically GIS is a computer based
program capable of assembling,
storing, manipulating and displaying
geographically referenced
information. Features existing on
the ground with their attributes are
mapped and stored systematically.
This makes it possible to perform
following tasks:
Information Retrieval: Any
information required can be
retrieved from the data base by
making simple query operations.
Overlay: Relationship between
various layers (administrative
boundaries, buildings, roads, rail
etc.) can be determined.
Data Input: This is the ability to
generate maps on screen or on
paper to be used for the planners
and decision makers.
The data from the various methods
used in the sub surface utility
locations is finally integrated with
the mapping produced by GIS to get
desired detailing.
8. Speed of Sub Surface
Utility Surveys:
The speed with which the various
methods already detailed can be
performed is also crucial from
practical considerations. Upto 2
hectares of land can be easily
surveyed in a day. Also if the surveys
are carried out longitudinally along
profiles then 5 km length can be
easily covered by different
methods. This makes their use
feasible.
9. Cost of Sub Surface
Utility Surveys:
Various methods are cost effective.
They cost less than a fraction of
traditional investigation costs.
American studies have revealed
that for every $1 spent on
subsurface utility engineering a
saving of about $11 resulted. This
was done after quantifying the
various benefit factors. Also a ratio
of 1.65% was determined as the

Fig 7: Use of Radio waves to

Fig 6: Existence of Multiple utilities indicated underneath locate pipes
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 Fig 7: Exact position of Utilities marked on the Pavement

Fig 8: Plan showing utility detailing through Lines

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cost of SUE to the total project cost.
This shows that sub surface utility
engineering or SUE can provide
accurate utility information with
reasonable cost.
10. Practice of using Sub
Surface Utility Engineer-
ing: Scenario in different
countries
The practice of collecting,
recording and managing sub
surface data has been going on
unregulated as late as year 2000
across different countries of the
world. After experiencing problems
at different levels for the
construction engineers, planners
and designers. In response to the
challenge it was US who took the
lead in defining the practice.
(a) ASCE Standard 38-02
In 2003 The American Society of
Civil Engineers (ASCE) published
Standard 38-02 which was titled
Standard Guideline for Collection
and Depiction of Existing Subsurface
Utility Data. The ASCE standard
presents a system to classify the
quality of existing subsurface utility
data in accordance with following
four quality levels:
Quality Level D: This is the most
basic level of information for utility
locations. It comes solely from
existing utility records or verbal
collections. It is useful primarily for
project planning and route
selection activities.
Quality Level C: This involves
surveying visible above ground
utility facilities such as manholes,
valve boxes etc. and correlating this
information with existing utility
records of Quality Level D.
Quality Level B: This involves the
application of appropriate
geophysical methods to determine
the existence and horizontal
position of virtually all subsurface
utilities within projects limits.
Quality Level A: It is the highest
level having maximum accuracy. It
provides information for the precise
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plan and profile mapping of
underground utilities through the
actual exposure of underground
utilities and also provides the type,
size, condition, material and other
characteristics of underground
features. Exposure is typically
achieved through hand digging or
Hydro-vacuuming.
(b) Malaysia Standard
Guideline for Underground
Utility Mapping:
The Standard Guideline for
Underground Utility Mapping in
Malaysia was launched in 2006 to
create, populate and maintain the
national underground utility
database. The standard addresses
issues such as roles of stake
holders and how the utility
information can be obtained. The
standard similar to ASCE 38-02 with
four quality levels taken as the
basis. It does not classify utility
definition, colours or symbols. The
standard is supported by the
Malaysian government but not
backed by as association or
governing body.
(c) CSA Standard S250:
The Canadian Standard Association
(CSA) released Standard S250
Mapping of Underground Utility
Infrastructure in 2011. The
Standard is described as a
collective framework for best
practices to map, depict and
manage records across Canada.
CSA S250 compliments and extends
ASCE Standard 38-02 by setting out
requirements for generating,
storing, distributing and using
mapping records to ensure that
underground utilities are readily
identifiable and locatable. Accuracy
levels expand upon ASCE 38-02
Quality Level A, Prescribing a finer
level to detail the positional location
of the infrastructure.
(d) Standard Australian
Committee AS 5488-2013:
In June 2013 the Standard
Australian Committee IT-036 on
Subsurface Utility Engineering
Information launched Standard
5488-2013 classification of
Subsurface Utility Engineering
Information to provide utility
owners, operators and locators
with a framework for the consistent
classification of information
concerning subsurface utilities. The
standard also provides guidance on
how subsurface utility information
can be obtained and conveyed to
users.
(e) British Standard Institute
PAS 128:
Starting with an industry
consultation event in January 2012
it was released for public/general
industry review in March 2013. PAS
128 apples to the detection,
verification and location of active,
abandoned redundant or unknown
underground utilities and
associated surface features that
facilitate the location and
identification of underground utility
infrastructure. It sets out the
accuracy to which the data is
captured for specific purposes, the
quality expected of that data and a
means by which to assess and
indicate the confidence that can be
placed in the data.
Thus the basic approach in all the
above frameworks is have a
consistently more and more
reliable information about the
utilities as the project moves from
preliminary planning stages to the
final design stage and then to the
on sight construction activities.
(f) The Indian Scenario:
In India the situation of
underground utilities is extremely
complex in the cities. With new
such utilities being added
continuously it is going to
complicate even further. There are
many agencies and departments
responsible for giving approvals
and for up keeping of the data.
There is total lack of accurate data
and the inter department conflict
of interest is common.
In addition to above we still have
39
no standards or system which can
regulate the practice. It is not that
we lag behind in terms of
technology. The various methods
for identification or location like
GPR, electrical, magnetic etc. are
being used in the field of geology,
resource identification or in the field
of mineral and oil surveys but their
use in utility location studies have
been limited.
The result is there for everybody
to see. When the digging starts
many unknown utilities emerge
resulting in breakage and other
complications, some within legal
framework and some beyond.
11. Utility Issues and
Contract Management:
It has been noticed that road
projects which involve utility
relocations take more time to
complete than other road projects
involving no such relocation.
Relocation prolongs construction
schedules which increase the
possibility of traffic safety problems
during the construction phase both
for the general public and
construction workers. In smaller
projects sometimes looking at the
problems likely to come in relocation
work and due to contractual issues,
relocation is not carried out which
results in compromising the
provisions actually done during the
planning phase.
11.1 The accountability Issue:
Project delays associated with
utility issues can cause severe
congestions and travel delays,
prolonged inconvenience to people
and temporary or even significant
long term loss of business to some.
Here the issue of accountability
becomes important particularly if
the issue is taken to court for
intervention.
11.2 Provision in the
Contracts:
The contracts by highway
departments are between the
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Government and the Contractor
executing highway contract. There
is no direct contractual relationship
contractor and the utility companies
or various agencies controlling
them. In majority of the contracts
the issue of utility shifting or
relocating them is the responsibility
of the client department. In this case
if the project suffers on account of
delay in utility shifting a dispute is
created between the client and the
contractor for compensation of
additional cost due to delay.
On the other hand if the contract
conditions make the contractor
responsible for getting the
relocation done then an accurate
position of utilities is to be provided
to the contractor clearly defining it
in the scope of work. If the
contractor is responsible for both
utility relocation and highway
construction then he is in a better
position to control and coordinate
critical elements of construction
schedule. But this involves a true
status of utilities which is seldom
known. Sometimes the field
situation may present with a
condition of abandoned utility
emerging after the excavation or a
utility without a known owner. A
conflict may arise in such a case if
the contract condition is not able
to address the issue.
The activity of relocation and the
acquisition of land for ROW
sometimes proceed together. In
this situation acquisition of
sufficient ROW is helpful which can
accommodate utilities. But again
the activity of land acquisition is a
time taking process.
This means that the best course is
to have a good coordination
between the highway contractor
and various utility agencies who do
not share a contractual relationship
with each other but need
cooperation of one another.
12. Conclusions and Some
Suggestions:
The issue of utilities and in
particular the sub surface utilities
require more sensitivity on the part
of various utility agencies. This
becomes even more important
because of multiple agencies
working in the field of utilities in
India.
There is need to correctly assess
the presence and scope of utility
locations and shifting involved so
that greater degree of accuracy in
planning can be done.
In case of sub surface utilities
various methods to identify and
locate them should be used.
There is a need to regulate the
practice of utility mapping in our
country by introducing some policy
framework. This is particularly
necessary due to the presence of
many agencies now involved in the
field of road construction.
The contracts and their
management is important so that
delays on account of utility
relocation are minimized.
Project Management approach
is needed to handle utility related
issues.
Greater degree of cooperation
and coordination between utility
agencies and construction
contractor is necessary through the
client department.
Meticulous documentation is
necessary to avoid any litigation.
Generating utility conflict
matrices is very helpful in
objectively solving and managing
utility issues.
Sub Surface Utility Engineering
will help in early detection of
problematic reaches and level of
difficulty thus helping in risk
management and decision making
to go ahead with a road project
involving complex utilities.
References:
Authors own experience in handling
various projects and internet friend
Google.
***
Indian Highways, August 2016
 IMPORTANT ANNOUNCEMENT
REVISION OF THE SUBSCRIPTION CHARGES FROM INSTITUTIONS/
ORGANISATIONS TOWARDS IRC PERIODICALS
(INDIAN HIGHWAYS & QUARTERLY JOURNAL)
IRC, as a matter of policy decision, has resolved to revise the existing subscription
charges @ Rs 800/- per year to Rs 2100/-per year for IRC Periodicals (Indian Highways
& Quarterly Journal). The revised subscription is applicable from the month of August,
2016 onwards. All the stakeholder Institutions/Organisations are requested to subscribe
balance of Rs.542 by cheque drawn in favour of Secretary General, Indian Roads
Congress and address to Kama Koti Marg, R.K. Puram, New Delhi-110 022, latest by
31st August, 2016 positively.

Telangana Academy of Sciences (TAS)

Fellowship conferred to Dr PC Jain,
Scientist G DRDL, Hyderabad

Dr Ch Mohan Rao President Telangana Academy of Sciences conferring the Fellowship in the field of
Engineering Sciences to Dr Prakash Chand Jain Scientist G and Head, Structures in Defence Research and
Development Laboratory (DRDL), Hyderabad for his marvellous contribution in the area of Rocket Structures.
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INDIAN HIGHWAYS AUGUST 2016
Delhi Postal Registration No. DL-SW-17/4194/16-18
UNDER U NUMBER U(SW)-12/2016-2018
At Lodi Road, PSO on dated 28-29.7.2016 LICENCE TO POST
Newspaper Regd. No. 25597/73 WITHOUT PREPAYMENT

INDIAN HIGHWAYS PUBLISHED ON 26 JULY 2016

AUGUST 2016

Edited and Published by Shri S.S. Nahar, Secretary General, Indian Roads Congress, IRC HQ Sector-6, R.K. Puram, Kama Koti
Marg, New Delhi-110 022. Printed by Shri S.S. Nahar on behalf of the Indian Roads Congress at M/s. I G Printers Pvt. Ltd.,104,
DSIDC Complex, Okhla Industrial Area, Phase-I, New Delhi-110020