Number 8
August 2013
Contents
ISSN 0376-7256
Page
2-3
Advertisement Tariff
14
26
35
Improvement in Properties of Subgrade Soil by Using Pond Ash and Chemical Additive
B.M. Patil and K.A. Patil
42
50
Good Environmental Management Practices : Case Study & Review of Tree Transplantation for Highways Project in India
Arijit Choudhury, Raj Kumar Sing and V.K. Ganju
62
70
Obituary
71-72
73
74
75
76
77
78
79
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EDITORIAL
The contractual conflicts especially related to assessment of performance across the various
parameters of the stakeholders involved in the project, extension of time or imposition of
penalties on any account are some of the areas which requires timely and relevant solutions
to keep the sector in a robust health. It is not out of place to mention that as per the decision
given by Honble Supreme Court in the matter of Today Homes & Infrastructure Limited
Versus Ludhiana Improvement Trust, the arbitration clause will survive even if the main
agreement between the two parties are void. The long duration private sector financed
projects in the road infrastructure sector have some inherent risk factors especially related
to assumption of traffic, input cost, tariff, etc. which are also dependent on overall economic
condition and the prediction about overall economic scenario and economic growth rate for
next 12 to 30 year time frame which is not a very easy affair.
The eventualities arising in such scenario and keeping in view the need of not only asset
creation and asset preservation in the road sector but also for optimizing the resources as
well as creating conducive condition for continuous fund flow may support the need of
setting up an independent road regulator which should be independent of executing and
policy making road owning authorities.
Kindness is the language which the deaf can hear and the blind can see
Mark Twain
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TECHNICAL PAPERS
ABSTRACT
It is true that Death is imminent for any living being. But Death
due to road accident is maximum for human beings in our country.
This is due to lack of awareness among common people and also
lack of government administration as covered in the various
Paragraphs on Primary Cause of accidents on road. There are
various reasons for occurring road accident in the country. If all
the concerned authorities and the people, in general are careful
and sincerely adopt the principles of road safety and abide by it,
then the road accidents can be avoided. Author has taken care
of all most all points considering from various angles and cited
here for control of accidents in reality. He has put forth various
means about safety on road as per actual performances during
his long experience on different types of road projects. The topic
Controlling road accident-Road accident-Over view put forth
by Er Nandanandan Das, was critically discussed and approved
by technical experts of works department of Government of
Odisha during 2001. These have been circulated to all engineering
departments as ideal guide as per the recommendation of the
committee. Lot of methods for prevention of accidents have been
codified by IRC for implementation but author has cited here in
totality, considering the reasons of accidents and suitable remedies
in general. These cover even measure existing IRC codes. These
may be further analyzed and detailed for covering better safety on
road accidents.
INTRODUCTION
Due to defectiveness of
deficiencies in road systems.
road
or
TECHNICAL PAPERS
2
2.1
REASONS
OF
ACCIDENTS
REMEDIES IN DETAIL
AND
2.4
TECHNICAL PAPERS
front vehicle has given indication to pass. When two
vehicles are coming from different directions, the 3rd
vehicle should not try to enter in between the gap.
Many a time if a truck is moving from one side and
bus is coming from other side, scooter or cyclist tries
to pass in between the gap for which accident happens
on the road. This is only because of the impatience
of the driver to go first. Many cycle riders carelessly
during riding, face accidents. To go fast some motor
cycle riders move on the road zigzag way from one
side to other side of the road locating gap in between
the vehicles, create situation of accident. Many a
times some friends move together on the road and they
obstruct the road traffic for which many accidents also
occur. They should move on the footpath at the left
side edge as per the traffic rule. Therefore, the drivers
should follow the traffic rule & indications which are
given on the road side sign board. The sign boards on
the roadside indicate the drivers to move as per the
situation of road.
The drivers of different vehicles, moving on the
road in same direction, should follow some safe
distances in between their vehicles and the vehicles
in front, in order to avoid collision, if front vehicle
applies brake in unavoidable circumstance. This gap
is known as braking distance. This braking distance
depends on different types of vehicles with different
speeds moving of the road. This type of breaking
distance can be indicated on the side of road by the
traffic authorities to grow awareness on the people.
These types of activities will reduce the possibility of
accident.
In Paris and border of Italy there was an accident
of burning of a petrol bunker on 24th March 1999
inside a tunnel (11.6km) in Mont Blanc. Due to this
there were 39 death and 10 cars with 23 lorries were
damaged. Subsequently it was codified to maintain
the safe distance of 100m in between the front and
rear vehicle in side the tunnel.
When both the gates are closed in any railway level
crossing, it is usual practice to cover both side lanes
on both sides of gates by the traffic. These are due to
lack of common sense of drivers. For this unnecessary
8
TECHNICAL PAPERS
all over the country. Some precautionary measures on
road accidents have been adopted in real practice in
the State of Odisha. The same have been cited here in
detail item wise.
PARTICULAR METHODS FOR AVOIDING
ACCDIENT ON ROAD
2.8.1 Where in any town or market area, road and
the road side land are mostly in same level for which
random entry of cross traffic like cyclist, motor cyclist,
running of different persons on road cross wise create
accident on the road. It is suitable to provide grill or
Pedestrians Guard Rail (PGR) to restrict the random
entry of the traffic. Another method for separating
the road from the road side land, provision of V-type
drains are recommended. These will restrict the sudden
entry of cross traffic to the road. This will minimize
the accident on road. A typical section vide Fig.1 -As
road safety measure:-
Fig. 1
TECHNICAL PAPERS
that should be on the cross road. The rumblers should
be extended from edge to edge on connecting road.
No cross traffic should enter the main road with high
speed. Rather these traffic should be cautious while
entering to main road.
Fig. 2
Fig. 3
TECHNICAL PAPERS
standard. Such type of slope should be maintained
in transition part also. Providing the slope in super
elevation depends on type of curve with its radius
of curvature. Due to non provision of proper super
elevation in any curve there is possibility of accident.
Guard posts should be provided in curve and transition
part of the road which will indicate the existence of
curve.
2.8.9 It is desirable to have road side plantation,
therefore it is always advisable to retain one side trees
of the road at the time of widening the road.
2.8.10 If the number of curves are more in closer
interval, the possibility of road accidents increase.
More number of curves increase the length of road.
For which the time period covering the more length of
road increases and also the maintenance expenditure
becomes more. It is seen generally roads are improved
on existing road which are having number of curves to
avoid land acquisition. On the other hand, comparing
the cost, improvement of existing road with more
number of curves to new straight road with land
acquisitions may be more. Therefore, only unavoidable
curves should be allowed during improvement of
road.
2.8.11 It was experienced that the delineators used
in Sambalpur- Rourkela-SH-10 were no doubt very
much welcoming but these were stolen and damaged
due to activities of miscreants later on. The fruitful
purpose of proving delineator was unsuccessful and
more number of accidents occurred. Subsequently
these were replaced by guard posts with reflecting
paint. Therefore, guard posts may be used in place of
delineators as per the situation.
11
TECHNICAL PAPERS
2.8.18 It is seen that there are trees, electric line,
phone line etc. on the road within road formation edge
for which lots of accidents are occurred. Therefore,
such type of any structure should not on road.
2.8.19 In two lane road, having heavy movement of
traffic and if there is availability of sufficient width
of road, then the road should be made four lane
with provision of median as per the design standard.
Since there will be flow of traffic from both of sides
separately, accident can be avoided.
2.8.20 Road side light arrangement should be made
for proper vision at night. Now a days the lighting
arrangement by solar energy system can be used for
illumination at night.
2.8.21 The existing narrow bridges and culverts
should be widened and extra lanes may be provided
to accommodate the present traffic. While proceeding
from wide road to narrow bridges and culverts guard
posts at intervals should be fixed to indicate the narrow
approach toward the bridge. Reflecting paints should
be marked on the guard post, So that this will be
visible at night. Road also be painted with reflecting
marking. These indicate the border of carriage ways.
12
CONCLUSIONs
TECHNICAL PAPERS
vehicles. Therefore, a separate Road safety cell,
consisting of Engineer, Police, Transport, Local
representative, Concerned NGOs, should be created.
The name of the cell may be named as NATIONAL
INTEGRATED ROAD SAFETY CELL (NIRSC).
They should be responsibility for collecting and
analyzing data of all accidents and making specific
recommendations for averting accidents. To reduce
frequency of accidents, the data regarding type of
accidents (i.e. motorized or non-motorized), specific
months and days of accidents, maximum types of
vehicles involved, reason of accident, fatality rate,
difference in occurrence of road accidents before and
after creation of Traffic Aid Post if any, etc. may be
collected from accident prone location. Since, the
geometric design of the highway has a direct effect on
accident rate both in terms of number and severity, the
13
ABSTRACT
Super single tyres are becoming popular in various countries
abroad because of the several advantages offered by such tyres
over dual wheel tyres. However, on the other hand, they have
become a matter of great concern for highway engineers because
of more damaging effect on the pavements by such super single
tyres. Super single tyres induce higher contact stresses on the
pavements and thus reduce the life of the pavements. There have
been many studies worldwide to assess the damaging effects
caused by use of such tyres on the pavements. Many Accelerated
Pavement Testing (APT) programs are using super single tyres in
their research studies. This paper discusses about effects of super
single tyres compared to dual wheel tyres based on the studies
conducted worldwide.
INTRODUCTION
**
14
TECHNICAL PAPERS
Table 1 Specification of Maximum Gross Vehicle Weight and Maximum Safe Axle Weight[1]
Transport Vehicles Category
I. Rigid Vehicles
(i)
(ii)
(iii)
(iv)
Two Axle
Two tyres on front axle
Two tyres on rear axle
12.0
Two Axle
Two tyres on front axle, and
Four tyres on rear axle
16.2
Three Axle
Two tyres on front axle, and
Eight tyres on rear tandem axle
25.0
Four Axle
Four tyres on front axle, and
Eight tyres on rear tandem axle
31.0
(ii)
(iii)
26.4
35.2
40.2
15
TECHNICAL PAPERS
Transport Vehicles Category
(iv)
(v)
35.2
44.0
(ii)
(iii)
16
36.6
45.4
(restricted to 44.0 tonnes)
45.4
(restricted to 44.0 tonnes)
TECHNICAL PAPERS
(iv)
54.2
(restricted to 44.0 tonnes)
(c)
(d)
(e)
80
Radial (D if Diagonal)
15
LT/C =
108/104 =
Speed Symbol
(b)
TECHNICAL PAPERS
area (all having equal area size and vertical contact
stress). Therefore, the distance between the tyres of a
dual assembly (and the absence of such distance for a
wide base single) will also influence the stresses in the
pavement, as this distance widens the area over which
the load is distributed.
Fig. 3 Contact Area for Dual Tyres (a) Actual Area and (b)
Equivalent Area (Huang, 1993)
TECHNICAL PAPERS
pavement loading. The contact area is calculated using
the following equation:
Ac =
= 0.5227L2
TECHNICAL PAPERS
load carried by the tyre remains constant the effect
of increasing inflation pressure is to produce higher
contact stresses due to the reduction in contact area.
As previously mentioned, the effect of these higher
contact stresses is more significant at the surface of
the pavement since they diminish with depth[10]. High
tyre pressures necessitate high-quality materials in
the upper layers of the pavement, but the required
total depth of pavement is not affected appreciably
by tyre pressures. On the other hand, for a constant
tyre pressure, an increase in total load increases the
vertical stress for all depths[11].
Deflection
Studies
under
conventional dual and super
single tyres
20
TECHNICAL PAPERS
8 Studies on damaging effects of
wide base tyres
In 1989, Federal Highway Administration (FHWA)
initiated a research program to assess the impact of
wide base single tyres on flexible pavement response
and performance. The study was conducted at FHWA
Accelerated Pavement Testing Facility. The tyres
used in the study were dual 11R22.5 and a single
425/65R22.5. The results of the research[15] show that
425/65R22.5 wide base single tyre was significantly
more damaging to conventional flexible pavements
than traditional 11R22.5 dual tyres. For the same load
and tyre pressure, the wide base single tyre produced
higher vertical compressive strains in all layers of the
pavement, and higher tensile strains at the bottom of
the asphalt concrete layer. These increased strains
translate into greater rutting (upto 2.4 times more)
and greater fatigue damage (upto 4.3 times more)
for pavements trafficked with the wide base single
tyre. For the pavements included in the experiment,
the wide base single tyre produced ruts which were
approximately twice as deep as those from the dual
tyres, and the fatigue life of pavements trafficked
with the single tyre was approximately 25% of that
obtained under the dual tyre loading.
Another study[16] was conducted by California
Department of Transportation for the analytical
evaluation and comparison of the effects of widebase tyres and conventional dual tyres under realistic
loading conditions using a computer program called
CIRCLY that uses multilayered elastic theory. The
loading cases considered consisted of (a) non-uniform
vertical stresses only and (b) non-uniform vertical
stresses accompanied by non-uniform inward shear
stresses. These inward shear stresses develop from
inward lateral tread movement caused by the sidewall deflection within the contact area. Both loading
cases were assumed to be applied over circular contact
stresses. Three axle configurations were studied with
both wide base tyres and dual tyres. The maximum
legal axle loadings analyzed were : 89 kN for single
INDIAN HIGHWAYS, August 2013
TECHNICAL PAPERS
tyres with majority of rutting in the aggregate base.
Fatigue cracking with wide base tyres is approximately
4.0 times more than dual tyres.
Fi = N18 / Ni
Where,
MR = 28430.6
Where,
TECHNICAL PAPERS
resulting in fatigue cracking equal to or less than 10
percent of the wheelpath :
Log Nf = 15.947 3.219 log (/10-6) 0.854 log
(E*/103)
Where,
Nf = repetitions to failure
Table 2 Traffic Equivalency Factors for Single Axles with Single Tyres,
Asphalt Concrete Pavement, and Structural Number (SN) = 4
Axle
Load
(kN)
44.5
53.4
62.3
71.2
80.1
89.0
97.9
106.8
115.7
124.6
133.4
142.3
151.2
160.1
169.0
177.9
10 inch
0.6309
1.0286
1.5549
2.2243
3.0502
4.0458
5.2237
6.5962
8.1750
9.9718
11.9979
14.2643
16.7818
19.5610
22.6123
25.9458
18 inch
0.24050
0.39210
0.59277
0.84793
1.16279
1.54232
1.99136
2.51455
3.11643
3.80141
4.57379
5.43778
6.39749
7.45695
8.62014
9.89093
TECHNICAL PAPERS
procurement of a Heavy Vehicle Simulator (HVS)
from M/s Dynatest Inc., USA. The HVS Mark IV Plus
was procured by Central Road Research Institute, New
Delhi in 2010 and has been established as a National
Test Facility. The HVS unit was procured with dual
wheels fitted on the Carriage Unit. However, most
of the APT programs worldwide are being run with
super single/wide base tyres because they cause more
damage to the pavements compared to the dual wheels
configuration. Therefore, it is suggested that the Indian
APT program should also include super single tyres
in their research program and compare the damaging
effects of such tyres relative to the conventional dual
tyres for the various types of the pavement sections
used in India.
References
1.
2.
3.
4.
Huang, Y.H., Pavement Analysis and Design, PrenticeHall, Englewood Cliffs, New Jersey, 1993.
5.
6.
7.
8.
9.
10.
11.
Acknowledgements
12.
11
Conclusions
TECHNICAL PAPERS
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
Ponniah, Joseph, Use of New Technology Single WideBase Tyres : Impact on Pavements, Technical Report,
Ontario Ministry of Transportation, Ontario, Canada,
2003.
25
ABSTRACT
Potholes have always been a problem for highway maintenance
organizations because their repair is costly, time-consuming and
do not last long. Potholes always compromise road safety. For
this reason, the agency must repair potholes as soon as it becomes
aware of them. Patching is the common method used to repair
potholes. It is well known that the major cost of patching lies
in preparing and placing the patch rather than the cost of the
patching materials. Therefore, it is desirable that the process of
patching should be simple and use good quality cold mix materials
to make patches last long. For this reason, the repair of heavily
trafficked roads and highway pavements can be done effectively
and efficiently using the ready-to-use patching mixes. The present
paper describes the laboratory testing done on one such ready-mix.
The laboratory testing indicates that the various properties of the
ready-mix such as stability, bond strength, moisture susceptibility
and retained stability have been found satisfactory and meeting
the requirements as per the available specifications, suggesting
that the material may be used for repair of potholes and utility
cuts.
INTRODUCTION
Scientist
**
26
IMPORTANCE
OF
PATCHING MIXES
READY-TO-USE
TECHNICAL PAPERS
and cause minimal disturbance to the traffic. Readyto-use patching materials have various advantages,
such as :
3 LITERATURE REVIEW
As defined by the Federal Highway Administration
(FHWA), a pothole is a bowl-shaped depression in
the pavement surface. Potholes require immediate
attention by maintenance crews to minimize further
pavement damage and reduce the opportunity for
vehicle damage and potential accidents. The two
factors that usually cause potholes are water and
traffic. When a combination of the two occurs, the
integrity of the pavement can be compromised.
The creation of a pothole usually follows a general
pattern wherein water finds a way into the base of the
pavement (usually through a crack). Traffic loading
can cause the base or subgrade to soften and finally
to wash away (pumping). As the fines continue to
be pumped out, the pavement surface loses support
and the asphalt will begin to break up. If the pothole
remains unrepaired, the distressed area can increase
INDIAN HIGHWAYS, August 2013
TECHNICAL PAPERS
specified, and (c) proprietary (Wilson 1993; HITEC
1995; Wilson and Romnie 1999). Everyday or locally
produced cold mixes may include materials that are
prepared with no specifications or quality control.
User agency specified cold mixes are generally
well designed and tested to assure adherence to the
specifications set by the agency. Proprietary pothole
patch materials typically use a brand name and are
produced by the manufacturer to adhere to proprietary
specifications. Proprietary materials are often referred
to as high-performance cold mix (Better Roads
1996).
All the above tests were done on 2-3 samples and the
results presented here represent the average values
obtained for the samples.
5.2.1 Estimation of Volatile Matter
100
100
9.5
100
100
4.75
87.6
85 100
2.36
24.5
10 40
0.300
1.4
0.075
1.1
02
28
TECHNICAL PAPERS
The sieve analysis results indicate that the readymix conforms to the grading which has been used
successfully by a state Department of Transportation
(DOT) in US. It has also been reported by Chatterjee
et. al. and Kandhal that a uniform gradation consisting
of 100 percent passing 9.5mm sieve has the following
advantages :
Table 2 Results of Bulk Density, Stability and Flow of Ready-mix Material (at 25C)
Property
Bulk Specific Gravity
Bulk Density, g/cc
Stability, kN
Flow Value, mm
Note :
Test Result
2.403
2.396
4.8
6.5
(c)
(d)
(e)
(a)
(b)
29
TECHNICAL PAPERS
(f)
(g)
Test Temperature
Initial Weight, g
Final Weight, g
10C
994.3
926.6
6.81
25C
998.5
949.3
4.93
40C
984.2
956.5
2.81
30
TECHNICAL PAPERS
5.2.6.2 Boiling Test on Loose Mix
The boiling test (ASTM D 3625) is a quick and easy
visual indication of chemical incompatibility between
the asphalt binder and aggregate. In this test, a sample
of loose asphalt mixture is placed in boiling water for
10 minutes and then removed. The extent of retained
asphalt coating on the aggregate is then evaluated
relative to a non-conditioned sample. No stripping was
observed in the mix after the test. The condition of the
loose mix after the boiling test is shown in Photo 1.
505
392
Retained
Stability
(%)
Average
Retained
Stability
(%)
Specified
Limits as per
MORT&H,
2001 and MS-14
(Appendix-H)
77.6
77.3
75
485
367
75.7
481
378
78.6
TECHNICAL PAPERS
Old surface
CONCLUSIONS
Based on the laboratory testing carried out, the
following conclusions have been derived :
32
TECHNICAL PAPERS
7.
8.
9.
10.
11.
12.
ACKNOWLEDGEMENTS
The author is thankful to Dr. S. Gangopadhyay,
Director, Central Road Research Institute,
New Delhi for his kind permission to publish this
paper. The assistance rendered by Smt. Uma Devi
Ronagli, Project Assistant, Flexible Pavement
Division, CRRI during the laboratory testing work is
thankfully acknowledged.
13.
14.
15.
16.
REFERENCES
1.
2.
3.
4.
5.
6.
17.
18.
19.
20.
21.
22.
33
TECHNICAL PAPERS
23.
24.
25.
26.
27.
28.
29.
34
31.
32.
33.
ABSTRACT
1.1
INTRODUCTION
Review of Literature
**
35
TECHNICAL PAPERS
provides the pozzolanic reactants, silica and alumina,
lacking in such soils. Joel H. Beeghly[4] carried out the
studies by using lime with coal fly ash in stabilization
of soil subgrade and granular aggregate base course.
Three soil samples of moderate plasticity and high silt
content tested for UCS and CBR penetration test. The
results show that a lime fly ash mixture can achieve
greater strength than lime alone.
1.2
Value
Specific gravity
2.36
Liquid limit %
67.00
Plastic limit %
36.46
Plastic index %
30.54
1.45
2.56
28.65
82.15
10
12.89
11
4.96
3.2
0.298
Pond Ash
Values
Color
Light gray
79
21
Specific Gravity
2.37
Plasticity Index
Non plastic
3 Materials
3.3
3.1 Soil
36
TECHNICAL PAPERS
particles, binds soil particles together into a rigid mass.
It forms a dust free surface and is simple to apply and
harden fast. The physical properties of RBI Grade 81
are given in Table 3.
MDD g/cm3
OMC in %
100:00
1.45
25.80
98:02
1.47
26.16
96:04
1.48
26.67
Property
RBI Grade 81
Odour
Odourless
pH
12.5
Freezing point
None
Self life
12 Months
Storage
Dry storage
Bulk density
700 kg/m3
4 Experimentation Work
The standard Proctor test was carried out as per Bureau
of Indian Standard (IS: 2720- 1980 Part -7) on different
mixes of soil, pond ash and RBI Grade 81 and the
values of MDD and OMC were found out. The CBR
test was carried out as per Bureau of Indian Standard
(IS: 2720 - Part-16 - 1979) on different mixes of soil,
pond ash and RBI Grade 81 for different proportions
and soaked CBR values were found out.
5
MDD g/cm3
OMC in %
100:00
1.45
25.80
90:10
1.47
22.76
80:20
1.48
24.84
70:30
1.44
26.31
37
TECHNICAL PAPERS
MDD g/cm3
OMC in %
100:00:00
1.45
25.80
88:10:02
1.49
21.07
78:20:02
1.46
25.76
86:10:04
1.45
25.10
76:20:04
1.44
26.59
38
Soaked CBR
value in %
Increase in CBR
value in %
100:00
2.56
0.00
98:02
4.89
91.01
96:04
8.79
243.36
94:06
14.76
476.56
TECHNICAL PAPERS
Table 8 Effect of RBI Grade 81 and Pond Ash on
CBR Value of Soil
Soaked CBR
Increase in CBR
Grade 81
value in %
value in %
100
2.56
0.00
90:10
3.40
32.81
80:20
4.56
78.12
88:10:02
4.87
90.23
78:20:02
6.82
166.41
86:10:04
8.68
239.06
76:20:04
12.74
397.65
84:10:06
12.96
406.25
74:20:06
14.82
478.91
i.
ii.
iii.
iv.
39
TECHNICAL PAPERS
v.
vi
For the subgrade soil treated with pond ash and RBI
Grade 81, the CBR value is increased to 6.82% from
2.56% for proportion 78:20:02. For the above example
CV/day
msa
200
300
400
500
600
700
800
900
1000
2
3
5
6
7
8
9
10
11
Thickness
Thickness by
Thickness for
Thickness by
Pavement
for 2.56% IRC-37 for 2.56% 6.82% CBR in IRC-37 for 6.82%
thickness
CBR in mm
CBR in mm
mm
CBR in mm
reduced by mm
660
660
430
425
230
700
750
450
450
300
735
795
510
475
285
760
810
520
480
290
770
820
540
500
280
780
830
560
510
270
790
840
570
520
270
810
850
580
540
270
820
860
600
550
260
Proportion
100:00:00
78:20:02
86:10:04
77:20:03
76:20:04
8
Soaked CBR
value in %
2.56
6.82
8.68
10.48
12.74
Cost of
construction
13, 71, 562
16, 74, 450
25, 72, 537
21, 47, 625
26, 53, 200
Granular material
saved at subgrade
00
78%
86%
77%
76%
Conclusions
2.
40
Granular material
saved at subbase
00
54%
56%
60%
61%
3.
TECHNICAL PAPERS
4.
REFERENCES
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
41
ABSTRACT
Indian Roads Congress as per IRC:SP:20-2002 and Ministry of
Road Transport and Highways Specifications for Road and Bridge
Works as per Clause 402.2.2 specifies that lime of 70% purity
should be used for soil stabilization to get the desired results.
However, it has been observed that lime of such purity is generally
not available. In case lime of such specification is arranged from
specific mine, the cost of the same works out to be even more
than the ordinary Portland cement. It may make the project cost
prohibitively high.
To evaluate the effect of purity of lime on strength and durability
characteristics of different soils, three types of soils generally
available in the country were chosen. The soils considered for the
study are fine grained soils i.e. Silty soil, Black Cotton Soil and
Clayey soil. The study was conducted with Laboratory grade lime
and commercially available limes from different locations. The
purity of Laboratory grade lime was 87% and of commercial lime
1 & 2 was 50% and 17% respectively. To assess the strength
gain and durability of soil-lime- mixes, the laboratory experiments
were planned to compare the effect of lime of different purities on
stabilized soils in terms of unconfined compressive strength and
durability. It was observed that lime of low purities with certain
percentage and curing periods also satisfy the UCS criteria for use
in sub-base/base layer of pavement. However, when the durability
tests were carried out on three type of soils stabilized with limes
of different purities, it was found that silty soil stabilized with
lime of different purities could withstand the durability cycles
with certain percentage of lime but clayey soils and black cotton
soils stabilized with laboratory grade lime and lime of less purity
could not withstand the durability test. The findings of the study
indicate that the criterion of 70% purity of lime can be relaxed for
silty type of soil for the purpose of lime stabilization.
INTRODUCTION
**
Senior Scientist
42
TECHNICAL PAPERS
Institute for Training of Highway Engineers (NITHE),
Noida from November 7-11, 2005. The issues of lime
stabilization like construction machinery, quality
control, period and methods of curing, quality and
purity of lime and economics of lime stabilized roads
etc. were discussed at length. It was opined that in
clayey soil regions and the areas where good quality
aggregates are not available, the techniques of soil
stabilization should be adopted as they prove to be very
cost effective. It was also discussed that the construction
machinery is now available on big projects and if not
available, it could be imported due to the availability
of sufficient project costs. Construction machinery
should no longer be considered as a constraint. The
only bottleneck in the adoption of soil stabilization
techniques, which emerged during the discussion, was
the non availability of lime of required purity at all
places. It was not very clear that if lime of less purity
is used, how adversely it may affect the strength of
mixes and consequently the performance of the road.
In view of the above, it was proposed to take up a
study on the effect of purity of lime on strength and
durability of soil-lime mixes and compare strength
development of soil-lime mixes with locally available
lime and Laboratory grade lime and to study the
durability of the above mixes.
2 Scope and Objective
To evaluate the effect of purity of lime on strength
characteristics and durability in terms of unconfined
compressive strength and wetting & drying cycles of
the soil-lime mixes, three types of soils were chosen.
The soils considered for the study are fine grained
soils i.e. Silty soil, Black Cotton Soil and fine grained
Clayey soil. The study was conducted with Laboratory
grade lime and two commercially available limes
from different locations. The purity of Laboratory
grade lime was 87% and of commercial lime was
50% and 17% respectively. To assess the strength
gain and durability of soil-lime mixes the laboratory
experiments were planned to compare the effect
of lime of different purities on stabilized soils. The
following studies were carried out in this context.
3 Materials
The following materials were selected for laboratory
investigations.
3.1 Soils
Three different type of fine soil were collected
considering the variation in their physical and
engineering properties. The different type of soil
selected include, Delhi silt, B.C. Soil and one more
plastic soil.
3.2 Lime
Three lime samples of different grade as indicated
below were selected.
Laboratory Grade Lime: Purity in terms of Calcium
Hydroxide was 87%.
Commercial Grade Lime 1: Purity in terms of
Calcium Hydroxide was 50%.
Commercial Grade Lime 2: Purity in terms of
Calcium Hydroxide was 17%.
(Purity of lime was determined by Rapid Iodine
method.)
4 Geotechnical Characterization
of Soils
To study the geotechnical characteristics of selected
soils, different laboratory experiments were
carried out which include: (a) Grain size analysis
(b) Atterberg limit tests (c) Compaction test and
(d) Unconfined compressive strength test. The
physical and engineering properties of the soil are
given in Table 1.
43
TECHNICAL PAPERS
Table 1 Physical/Engineering Properties of Soils
Sl. No.
Property
Delhi Silt
B.C. Soil
Clayey Soil
9.4
18.9
16.4
2.06
1.69
1.812
24
53
41
16
28
27
Plastic Index
25
14
Sieve Analysis
0
Sand (%)
20
14
Silt (%)
70
40
61
Clay (%)
10
55
20
ML
CH
CI
760.0
450.0
472.0
Gravel (%)
5 Geotechnical Characterisation
of Stabilised Soils
To study the geotechnical characteristics of stabilized
soils, different laboratory experiments were carried
out which include: (a) Atterbergs limits (b) Modified
Proctor compaction test (c) Unconfined compressive
strength test and (d) Durability tests were also carried
out on stabilized soils to evaluate the long term
performance of the mixes.
Table 2a. Atterbergs Limits of Soils Stabilized with Laboratory Grade Lime
Delhi Silt
LL
%
PI
%
Delhi Silt
24
Silt+2%Lime
30
Silt+4%Lime
LL
%
PI
%
B.C. Soil
53
25
B.C. Soil+2%Lime
52
30
NP
B.C. Soil+4%Lime
Silt+6%Lime
30
NP
Silt+8%Lime
30
Silt+10%Lime
30
44
Clayey Soil
LL
%
PI
%
Clay
41
14
16
Clay+2%Lime
42
10
50
15
Clay+4%Lime
41
B.C. Soil+6%Lime
50
14
Clay+6%Lime
42
NP
NP
B.C. Soil+8%Lime
45
12
Clay+8%Lime
42
NP
NP
B.C. Soil+10%Lime
45
12
Clay+10%Lime
42
NP
TECHNICAL PAPERS
Table 2b Atterbergs Limits of Soil Stabilized with Commercial Grade Lime 1
Delhi Silt
LL
%
PI
%
Delhi Silt
24
Silt+2%Lime
28
Silt+4%Lime
LL
%
PI
%
B.C. Soil
53
25
B.C. Soil+2%Lime
52
30
B.C. Soil+4%Lime
Silt+6%Lime
30
NP
Silt+8%Lime
30
Silt+10%Lime
30
Clayey Soil
LL
%
PI
%
Clay
41
14
18
Clay+2%Lime
43
13
50
18
Clay+4%Lime
44
12
B.C. Soil+6%Lime
50
16
Clay+6%Lime
41
NP
B.C. Soil+8%Lime
48
13
Clay+8%Lime
42
NP
NP
B.C. Soil+10%Lime
47
12
Clay+10%Lime
42
NP
LL
%
PI
%
LL
%
PI
%
Delhi Silt
24
Silt+2%Lime
32
Silt+4%Lime
LL
%
PI
%
B.C. Soil
53
25
Clay
41
14
B.C. Soil+2%Lime
53
17
Clay+2%Lime
42
12
30
NP
B.C. Soil+4%Lime
50
15
Clay+4%Lime
42
10
Silt+6%Lime
29
NP
B.C. Soil+6%Lime
50
14
Clay+6%Lime
42
Silt+8%Lime
29
NP
B.C. Soil+8%Lime
50
14
Clay+8%Lime
43
Silt+10%Lime
29
NP
B.C. Soil+10%Lime
49
14
Clay+10%Lime
43
Clayey Soil
Table 3a MDD and OMC of Soil Stabilized with Laboratory Grade Lime
Soil
MDD
g/cc
OMC
%
Delhi Silt
2.06
9.4
Silt+2%Lime
1.98
Silt+4%Lime
Soil
MDD
g/cc
OMC
%
B.C. Soil
1.69
18.9
10.0
B.C. Soil+2%Lime
1.785
1.97
10.9
B.C. Soil+4%Lime
Silt+6%Lime
1.96
11.6
Silt+8%Lime
1.925
Silt+10%Lime
1.89
MDD
g/cc
OMC
%
Clay
1.812
16.4
16.8
Clay+2%Lime
1.83
16.2
1.755
16.5
Clay+4%Lime
1.85
13.6
B.C. Soil+6%Lime
1.750
18.8
Clay+6%Lime
1.792
16.6
12.0
B.C. Soil+8%Lime
1.72
18.7
Clay+8%Lime
1.78
14.0
13.1
B.C. Soil+10%Lime
1.73
19.0
Clay+10%Lime
1.77
13.5
Soil
45
TECHNICAL PAPERS
Table 3b MDD and OMC of Soil Stabilized with Commercial Grade Lime 1
Soil
MDD
g/cc
OMC
%
Delhi Silt
2.06
9.4
Silt+2%Lime
1.99
Silt+4%Lime
Soil
MDD
g/cc
OMC
%
B.C. Soil
1.69
18.9
11.0
B.C. Soil+2%Lime
1.726
1.985
11.0
B.C. Soil+4%Lime
Silt+6%Lime
1.955
12.3
Silt+8%Lime
1.956
Silt+10%Lime
1.932
Soil
MDD
g/cc
OMC
%
Clay
1.812
16.4
17.6
Clay+2%Lime
1.895
14.2
1.732
17.2
Clay+4%Lime
1.86
14.2
B.C. Soil+6%Lime
1.72
19.2
Clay+6%Lime
1.85
13.2
11.44
B.C. Soil+8%Lime
1.685
19.7
Clay+8%Lime
1.82
14.0
12.2
B.C. Soil+10%Lime
1.688
19.7
Clay+10%Lime
1.792
15.4
Table 3c. MDD and OMC of Soil Stabilized with Commercial Grade Lime 2
Soil
MDD
g/cc
OMC
%
Delhi Silt
2.06
9.4
Silt+2%Lime
2.01
Silt+4%Lime
MDD
g/cc
OMC
%
B.C. Soil
1.69
18.9
11.73
B.C. Soil+2%Lime
1.81
2.02
10.38
B.C. Soil+4%Lime
Silt+6%Lime
1.99
12.24
Silt+8%Lime
1.99
Silt+10%Lime
1.93
5.3
Soil
MDD
g/cc
OMC
%
Clay
1.81
16.4
12.8
Clay+2%Lime
1.86
15.8
1.82
12.6
Clay+4%Lime
1.862
16.3
B.C. Soil+6%Lime
1.82
13.0
Clay+6%Lime
1.85
16.0
11.48
B.C. Soil+8%Lime
1.74
16.3
Clay+8%Lime
1.81
15.8
12.19
B.C. Soil+10%Lime
1.75
16.0
Clay+10%Lime
1.80
15.2
Soil
The selected soil was dried and lime was then added to
it. Both were then mixed thoroughly in dry condition.
After uniform dry mixing, the required quantity of
water (calculated based on OMC determined from
compaction tests of stabilized soils) was then added
46
TECHNICAL PAPERS
Table 4a Unconfined Compressive Strength of Delhi Silt with Lime of Different Purities
Soil - Lime Mix
Plain Local Soil
Silt + Laboratory Graded Lime
Silt+2% Lime
Silt+4% Lime
Silt+6% Lime
Silt+8% Lime
Silt+10% Lime
Soil + Commercial Grade Lime 1
Silt+2% Lime
Silt+4% Lime
Silt+6% Lime
Silt+8% Lime
Silt+10% Lime
Soil + Commercial Grade Lime 2
Silt+2% Lime
Silt+4% Lime
Silt+6% Lime
Silt+8% Lime
Silt+10% Lime
UCS Value
7 days (kN/m2)
760.0
28 days (kN/m2)
760.0
1800.0
2084.0
2050.0
2141.0
2140.0
3090.0
3617.0
3615.0
36 50.0
3670.0
1500.0
2000.0
2000.0
2050.0
2080.0
2500.0
3500.0
3700.0
3620.0
3640.0
1000.0
1440.0
1500.0
1550.0
1560.0
1420.0
2820.0
28 40.0
24 80.0
24 80.0
Table 4b Unconfined Compressive Strength of B.C Soil with Lime of Different Purities
Soil - Lime Mix
Plain B.C Soil
Local Soil + Laboratory grade Lime
B.C. Soil+2% Lime
B.C. Soil+4% Lime
B.C. Soil+6% Lime
B.C. Soil+8% Lime
B.C. Soil+10% Lime
Local Soil + Commercial Grade Lime 1
B.C. Soil+2% Lime
B.C. Soil+4% Lime
B.C. Soil+6% Lime
B.C. Soil+8% Lime
B.C. Soil+10% Lime
Soil + Commercial Grade Lime 2
B.C. Soil+2% Lime
B.C. Soil+4% Lime
B.C. Soil+6% Lime
B.C. Soil+8% Lime
B.C. Soil+10% Lime
UCS Value
7 days (kN/m2)
4 50.0
28 days (kN/m2)
--
900.0
1238.0
1750.0
2273.0
23 20.0
1405.0
1838.0
3088.0
3272.0
3383.0
759.0
1190.0
1559.0
2073.0
2120.0
1027.0
2010.0
2375.0
2634.0
2756.0
4 60.0
510.0
5 73.0
7 85.0
8 97.0
5 10.0
6 18.0
8 85.0
1020.0
1500.0
47
TECHNICAL PAPERS
Table 4c Unconfined Compressive Strength of Clayey Soil with Lime of Different Purities
Soil -Lime mix
UCS value
2
5.4
Durability Test
7 days (kN/m )
472.0
28 days (kN/m2)
472.0
1192.0
213 8.0
24 57.0
12 12.0
10 45.0
13 42.0
36 42.0
46 08.0
15 36.0
14 37.0
10 80.0
16 06.0
19 31.0
9 81.0
9 66.0
12 08.0
31 65.0
36 08.0
14 26.0
12 17.0
5 83.0
13 13.0
17 06.0
7 82.0
6 14.0
6 98.0
25 49.0
30 41.0
28 80.0
26 74.0
TECHNICAL PAPERS
passed the criteria for cement loss as per ASTM code
of practice and also as per Laboratory Manual on
Material Testing of Highway Materials by Khanna
and Justo.
5.4.2 Stabilized B.C. Soil Samples
Stabilized B.C. Soil Samples could not withstand the
Silt+ Laboratory
Grade Lime
Silt+ Commercial
Grade Lime 1
Silt+ Commercial
Grade Lime 2
Classification
as per
AASHTO
Durability Test
Soil- Lime Loss (%)
of Stabilized Samples
Soil
Soil
Soil
+ 4%
+ 6%
+ 8%
Lime
Lime
Lime
2.3
2.0
0.72
A4
Soil
+ 2%
Lime
2.9
A4
3.77
3.11
2.9
1.7
1.7
A4
5.0
4.3
3.2
2.0
2.0
6
Conclusions
Effect of purity of lime on strength and durability of
three selected soils viz silty soil, B.C soil and clayey
soil were evaluated in the laboratory. Laboratory
Grade Lime with 87% purity in terms of calcium
hydroxide, Commercial Grade Lime 1 with 50%
purity and Commercial Grade Lime 2 with 17 %
purity was used in this study. The conclusions of this
study are as follows:
1.
Soil
+ 10%
Lime
0.3
Permissible Soil-Cement
Loss (%)
ASTM D559
Maximum permissible
loss 10%.
Maximum permissible
loss 10%.
Maximum permissible
loss 10%.
Acknowledgement
2.
3.
4.
49
INTRODUCTION
Environmental Expert
**
Environmental Expert
For all the positive impacts that a road may play in the
social and economic development, it also has negative
impacts on the various environmental components.
New roads might significantly alter the fine balance
between community, people and development and the
environment. Much mileage can be accrued if negative
impacts are avoided, mitigated and compensated and
positive impacts are enhanced. For this purpose it is
important to identify potential impacts during the early
planning stage. Constructing sustainable roads needs
for a better, empathetic & changed outlook towards
the environmental component for better planning,
preparation and management of road projects.
Long term costs towards bio physical environment
(pollution control, carbon credits, aesthetics etc.),
socio economic benefits to the communities especially
in relation to the cultural, educational, health
components and biodiversity needs to be considered.
Thus all the potential impacts on the physical, natural,
biological and social component of the environment
*** President
50
TECHNICAL PAPERS
are to be identified & studied & mitigated through
Environmental Impact Assessment (EIA). However,
the measures proposed in the EIA are in most cases are
generic making their implementation by the agencies
a bit difficult.
The Govt. of India has planned to construct around
7000 Km of 4-lane roads including widening and
strengthening of National Highways every year. In a
fair estimate it can be stated that there shall be the
following impacts on:
2.1
Compensatory Afforestation
IMPORTANCE OF TREE
TRANSPLANTATION IN INDIAN
HIGHWAY SCENARIO
It is a common sight along almost all highways to
find trees (some even more than a few decades old)
on both the sides of the carriageway, which increases
51
TECHNICAL PAPERS
the aesthetics of the area and provides shade and a
host of other benefits. The species that are commonly
found all over the country are either trees associated
with timber like Teak (Tectona grandis), Sal (Shorea
robusta), Sisoo (Dalbergia sissoo); fruit, medicinal or
flowering trees like Mango (Magnifera indica), Neem
(Azardirachta indica), Gulmohar (Delonix Regia),
religious species like Banyan (Ficus bengalhensis),
Peepal (Ficus religiosa), or exotic species like
Eucalyptus (Eucalyptus sp.) & Babool (Acacia sp.)
besides a host of other species varying from region
to region.
A fully grown tree plays many roles from the
environmental, social and economical point of view.
Trees are a cheaper and effective option for reducing
pollution besides providing diversity of species &
shelter to faunal species. They also provide shade,
timber, fruits, medicines and aesthetics and their role
in carbon sequestration, temperature control and other
climatic roles are undeniable. These mature trees are
replaced by a young sapling of the same/different/
exotic species, which shall require more than a few
decades to restore the environmental benefits to the
base level. Even though the species planted might
double the number, they shall not be able to provide
the same functions as these saplings are vulnerable
and might die even before reaching maturity.
In todays scenario most of the highway projects are
mainly widening and strengthening of the existing
alignment. Thus the major impact of the widening
projects is on the existing trees within the ROW
that are felled. Normally the authorities give tree
felling permissions with the condition of payment of
double/multiple numbers of trees to be felled on case
to case basis. In order to arrive at the best possible
widening option an alternative analysis mainly driven
by engineering and cost parameters and to a certain
extent land acquisition, forest diversion, clearance
implications is done. However, the parameter of tree
savings/felling is either completely ignored (due to
paucity of data, time constraints or other reasons) or
rudimentary analysis (based on number) is done. In
the absence of a comprehensive data related to age,
species type and number it is very difficult to calculate
whether a long term sustainable option would be
widening of the road along the existing alignment or
52
CASE STUDY
TECHNICAL PAPERS
earmarked for felling. Thus the number of trees to
be cut per Km is 88. If a compensation rate of 1:3 is
taken into consideration then 54576 trees needs to be
planted with an average approx. cost of Rs.1500.00
per tree for a total cost of is Rs.8.19 Cr. or Rs.3.95
lakhs per km. If half the trees be transplanted then
9096 trees can be saved from felling with 27288 being
planted as compensatory afforestation. The total cost
of transplantation is assumed at Rs.10000.00 per
tree in average (Figure varies between Rs.5000.00
to Rs.15000.00 as per data reviewed, though might
be lower in practical scenario). Thus total cost for
transplantation scenario shall be Rs.13.19 crores
or Rs.6.36 lakhs per Km. Thus the difference is
Rs.5 crores or Rs.2.41 lakhs per Km.
5.2
NH2C in Bihar
Trees
Rate
Total (Crore)
Trees
Rate
Total
(Crore)
Only
Compensatory Afforestation
Compensatory @ 1:2
Afforestation
Rate/Km
36384
1500
5.46
9520
1500
1.43
Compensatory Afforestation
@ 1:3
54576
0.03
1500
Rate/Km
Transplantation Transplantation
+
Compensatory Compensatory Afforestation
@ 1:2
Total
8.19
0.02
14280
1500
0.04
2.14
0.04
9096
10000
9.10
2380
10000
2.38
18192
1500
2.73
4760
1500
0.71
11.82
7140
27288
Rate/Km
3.09
0.06
0.05
Transplantation
9096
10000
9.10
2380
10000
2.38
Compensatory Afforestation
@ 1:3
27288
1500
4.09
7140
1500
1.07
Total
36384
11500
13.19
9520
11500
3.45
0.06
0.06
18192
10000
18.19
4760
10000
4.76
0.09
0.08
Rate/Km
Only
Transplantation
Transplantation
Rate/Km
53
TECHNICAL PAPERS
Table 2 Difference in Cost of Two Case Studies in INR Crore
Scenarios
Only
Transplant
Difference
Only
Afforestation
Transplant +
Compensation
Difference
Only
Transplant
Difference
(2-1)
(3-1)
(5-4)
(6-4)
Compensatory
Afforestation
@ 1:2
5.46
7.28
1.82
9.10
3.64
1.43
1.90
0.48
2.38
0.95
Compensatory
Afforestation
@ 1:3
8.19
8.64
0.45
9.10
0.91
2.14
2.26
0.12
2.38
0.24
Total Weight
Scenario
Tree Felled
Transplantation
Environmental Attribute
1
1.1
Impact on Rainfall
1.2
1.3
54
Scoring Criteria
-ve change
No change
+ve change
-ve change
No change
+ve change
-ve change
No change
+ve change
2
0
4
2
0
4
2
0
4
TECHNICAL PAPERS
Sl. No.
1.4
1.5
Scoring Criteria
-ve change
No change
+ve change
-ve change
No change
+ve change
Total Weight
2.2
2.3
2.4
-ve change
No change
+ve change
-ve change
No change
+ve change
-ve change
No change
+ve change
-ve change
No change
+ve change
3.2
3.3
20
10
20
20
14
10
20
10
Social Attribute
3
3.1
Transplantation
Ecological Attribute
2
2.1
Scenario
Tree Felled
Impact Shade
Impact
on
Landscaping
Aesthetics
&
-ve change
No change
+ve change
10
-ve change
No change
+ve change
-ve change
No change
+ve change
55
TECHNICAL PAPERS
Sl. No.
4.2
4.3
10
10
20
10
14
20
10
15
Total Weightage
100
43
73
Economical Attribute
Changes in Timber Value
-ve change
No change
+ve change
10
-ve change
No change
+ve change
-ve change
No change
+ve change
5.2
5.3
5.4
Compensatory Afforestation
Cost for Nursery Plantation
Cost for Transportation
Maintenance
Yes
No
Yes
No
Yes
No
High
Low
Scenario
Transplantation
Total Weight
Tree Felled
4
4.1
Scoring Criteria
7.1
Tree Survey
TECHNICAL PAPERS
Table 4 Proposed Tree Survey Format
Tree
Ref.
No.
(1)
(2)
(3)
Tree
Height
(m)
Age
(Year)
Health
Condition
(Good/Fair/
Poor
Value
(High/
Medium/
Low
Survival
Scope After
Transplanting
(High/Medium/
Low
Remarks
(Justification
for Proposed
Tree Removal/
Ecological/Other
Significance)
Retain/
Transplant/
Fell
(4)
(5)
(6)
(7)
(8)
(9)
(10)
7.2
57
TECHNICAL PAPERS
7.6
Digging
7.8
Planting
7.9
Watering
Mulching
TECHNICAL PAPERS
10 cm deep. Maintain a 10 to 15 cm mulch-free area
adjacent to the woody stems. Occasionally, when soil
is poorly drained, mulch should not be used.
Fertilizer
Pruning
dig the soil away from the root ball, and then wrap
the whole ball in untreated hessian cloth. Synthetic
cloth should not be used since it will not rot away and
eventually restrict the growth of the roots. Special
considerations are necessary when moving large trees.
Depending on the size of the tree and the technique
used, the equipment may include hand carts, winches,
tree spades, or cranes. Ensure that the trunk is heavily
padded if a cable must be secured (only if absolutely
necessary) around it to balance the tree during removal
Large trees should not be transplanted with root balls
smaller than 30 inches in diameter for each 3 inch in
trunk. If multiple trees are being transplanted, all of
the trees may be dug and stored before transporting
them to the new site. Before moving a large tree,
keep in mind that smaller trees of a particular species
typically transplant better and catch up in growth to
larger trees of the same species.
8
TECHNICAL PAPERS
same project proponent. The actual cost might vary
from place to place depending upon the quantum of
species to be transplanted to species types and also
age. No concrete data could be validated to arrive at a
particular cost figure, however based on the review it
can be predicted that the estimate may vary in between
Rs.5000.00-20000.00 (INR Five thousand to twenty
thousand) per tree.
However, the advantages in adopting the process
outweigh the disadvantages scrutinise as per proposed
tree survey given in Table-4. The benefits accrued
shall have a lasting impact on all the attributes except
economical attributes. The benefits shall be found in
the environment and ecology of the project area in
the areas of aesthetics, green tunnels, ecology and
wild life, climate control etc. Financially, the cost for
transplantation shall be offset against the maintenance
of nursery for plantation and then maintaining tree
saplings after planting besides taking into consideration
the cost of compensatory afforestation.
Also it has the potential of painting the project
proponent and the private players (especially the
concessionaires) as an environmental friendly
authority and the mileage derived out of the same
shall help in building the brand image, besides even
earning carbon credits.
9
60
1.
2.
TECHNICAL PAPERS
3.
4.
5.
6.
7.
http://articles.timesofindia.indiatimes.com/2011-02-23/
gurgaon/28625889_1_biodiversity-park-pilkhan-andgullar-trees-of-fichus-family
http://india.gov.in/high_level/documents/4th_report/rd/
RD14T.pdf
10
http://news.oneindia.in/2010/09/05/uttarakhandforestdepartment-initiates-treetransplantation.html
11.
http://www.hindu.com/2009/09/09/
stories/2009090958320300.htm
12.
http://www.citizensforgreendoon.com/transplant.cfm
13.
http://www.msrdc.org/Projects/Mumbai_Pune_Expr.aspx
14.
http://www.indianexpress.com/ie/
daily/19980523/14350434.html
15.
h t t p : / / e n v i s . m a h a r a s h t r a . g o v. i n / e n v i s _
data/?q=enrmcnws_nov10
16.
http://www.sakaaltimes.com/sakaaltimesbeta/20101005/5
385347171155238519.htm
8.
http://www.expressindia.com/latest-news/citys-treetransplantation-operation-successful/320482/
17.
http://www.itnsource.com/jp/shotlist/RTV/2010/09/05/
RTV2243410/?v=1&a=0
9.
http://www.hindustantimes.com/BMC-to-spend-Rs-15-crore-to-transplant-100-grown-trees/Article1-480935.
aspx
18.
http://www.dnaindia.com/mumbai/report_nashikrallies-behind-greens-call-251-trees-get-a-new-lease-oflife_1480120
61
ERRATA TO :
IRC:112-2011 CODE OF PRACTICE FOR CONCRETE ROAD BRIDGES
As approved by Bridges Specifications and Standards (BSS) Committee of IRC in its third meeting held on
29.05.2013 at New Delhi.
These Errata were prepared and recommended by Concrete (Plain, Reinforced and Pre-Stressed) Structures
Committee (B-4) of IRC and placed before the BSS Committee. The BSS Committee in its third meeting held
on 29.05.2013 approved these Errata.
These Errata are also available on IRC Website for wider circulation and benefit of the Highway professionals.
Sl. No.
To be read as :
1.
3.1.3 (Page 8)
Reference Period
2.
3.1.3 (Page 8)
3.
4.
The permissible limits of known harmful elements in The permissible limits of known harmful elements in
acceptable and durable materials are specified in Section acceptable and durable materials are specified in Section 14
18
5.
6.
Table 6.5,
Sr. No. 3
(Page 38)
(pk, fpk)
(uk, fpk)
Conc.
Grade
M65
M70
M75
M80
M85
M90
Conc.
Grade
M65
M70
M75
M80
M85
M90
fctm
(Mpa)
4.1
4.3
4.4
4.5
4.7
4.8
fctm
(Mpa)
4.4
4.5
4.7
4.8
4.9
5.0
7.
Table 6.5,
Sr. No. 11,
(Page 38)
8.
6.4.2.2 (1)
Definition of
term S,
(Page 39)
S = Co-efficient whose value is taken as 0.25 for normal S = Co-efficient whose value is taken as 0.25 for ordinary
Portland and rapid hardening cement. Refer ...
Portland cement. Refer ...
9.
6.4.2.2 (2)
6th line
(Page 39)
...long term in-structure compressive strength is taken as ...long term compressive strength in structure is taken as
0.67 times 28 days cube strength
0.67 times 28 days cube strength
10.
6.4.2.3 (1)
2nd Para
(Page 40)
11.
Eq. 6.9
(Page 42)
= (t, to) =
cc ( t )
ci ( to )
= (t, to) =
cc ( t )
ci ( to )
12.
6.4.2.5 (2)
(Page 43),
1st Para
The shrinkage & creep strains are to be estimated as given The shrinkage & creep strains are to be estimated as given in
in Clauses 6.4.3.6 and 6.4.3.7
Clauses 6.4.2.6 and 6.4.2.7
13.
(slope of line connecting the origin to stress/strain diagram (slope of line connecting the origin to stress/strain diagram
to 0.4 fcm)
to 0.33 fcm)
62
14.
15.
Eq. 6.12
(Page 46)
16.
To be read as :
ca(t) = as(t).cw
ca(t) = as(t).cw
6.4.4.2.7, 3rd line ...In addition to the factors listed in Clause 6.4.3.6(1)
(Page 46)
17.
6.4.2.7 (2)
(Page 47)
New addition after last line "...increased by 10 percent in "...increased by 10 percent in absence of accurate data. In
absence of accurate data."
case the compressive stress exceeds 0.36fck, at loading, nonlinear creep shall be considered."
18.
Eq. 6.21,
(Page 49)
c = f cd 1 1 c
c 2
where
n
c f cd 1 1 c
c 2
where
19.
7.1.7 (4),
5th line
(Page 53)
20.
7.3 (2)
(Page 54)
Where required (e.g. in seismic analysis), plastic method In seismic analysis, plastic method of analysis may be used
of analysis (e.g. plastic hinges for linear members or
provided it... local plastically.
yield line for slabs/walls) may be used provided it ... local
plastically.
21.
7.7.1 (5),
6th line
(Page 59)
22.
Eq. 7.3
Reduction
Coefficient,
(Page 59)
= (l-e)/
= (1-e(-)/
23.
7.9.6
1st Para
(Page 66)
24.
7.9.6 Below
2nd para
(Page 66)
The requirement of minimum concrete strength (fc.str) The requirement of minimum concrete strength behind the
behind the anchorage of post tensioned system, at the time anchorage of post tensioned system, at the time of stressing,
of stressing, shall be specified by the designer ...
for full jacking force, designated as fc.str shall be specified by
the designer
- For 100% tendon force, minimum strength is fc.str
- For 30% tendon force, minimum concrete strength is - For 30% jacking force, minimum concrete strength is
0.5 fc.str
0.5 fc.str
- Between 30% and 100% of tendon force, minimum - Between 30% and 100% of jacking force, minimum concrete
Concrete strength shall be arrived at by linear interpolation strength shall be arrived at by linear interpolation between
between 0.5 fc.str & fc.str
0.5 fc.str & fc.str
Where Vc = 0.13.l.deff.(fck)0.5 (In SI units)
25.
26.
7.10.3, Line 4
Radial Reinft.
(Page 68)
These tensions should be resisted by reinforcement These tensions should be resisted by reinforcement forming
forming full loops or 180 hooks (Fig. 15.2(d) with 180 full loops or 180 hooks (Fig. 15.2(e) with 180 bend) placed
bend) placed in the ...
in the
27.
nutral
28.
8.2.1, (2)
(Page 71)
neutral
For values of deformation charactreristics of concrete such For values of deformation charactreristics of concrete such
as, c2, cu2 refer Table 6.7
as, c2, cu2 refer Table 6.5
63
29.
Clause 8.2.2
Fig. 8.2
(Page 72)
30.
8.2.2 Zone 2,
last line
(Page 73)
31.
8.3.2 (4)
Eq. 8.3
(Page 75)
32.
Fig. 10.1(a)
Page 81
To be read as :
M Edx M Edy
+
M Rdx M Rdy
a
M Edx M Edy
+
M Rdx M Rdy
33.
34.
Clause 10.2.2.1, The horizontal component of this internal compressive The horizontal component of this internal compressive
forces shall be provided by tensile steel in addition to the forces shall be provided by tensile steel in addition to the
3rd para, Last
line (Page 82) steel needed for bending & shear time other curves effect steel needed for bending.
35.
Clause 10.2.2.1
Fig. 10.1 (b)
(Page 82)
36.
64
Clause 10.2.2.1
Fig. 10.1 (c)
(Page 82)
37.
10.3.1
NOtation for
fctk (Page 87)
Characteristic axial tensile strength of concrete at a strain, Characteristic axial tensile strength of concrete (5 percent
5 percent fractile of tensile strength
fractile)
38.
10.3.1
Notation for
1 (Page 87)
1 = As/bw.d 0.02
39.
10.3.1
Notation for
cp(Page 87)
"The value of Scp need not be calculated at a distance less "The value of cp need not be calculated at a distance less
than 0.5d cotq..."
than 0.5d cot ..."
40.
10.3.2 (5)
(Page 89)
41.
10.3.2 (5)
eq. 10.6
(Page 90)
42.
10.3.3.2
Value of Z",
(Page 91)
Z lever arm can be taken as 0.9 for RCC section and to Z lever arm can be taken as 0.9d for RCC section and to be
be calculated for PSC section.
calculated for PSC section.
43.
10.3.3.3 (5)
(Page 92)
Where the web contains grouted ducts with a diameter Where the web contains grouted ducts with a diameter
<bw/8 the shear resistance ...
<bw/8 the shear resistance ...
44.
10.3.3.3 (7)
(Page 93)
'av'
45.
10.3.3.3 (8)
(Page 93)
0.75v
0.75av
46.
10.3.5
Fig. 10.9
(Page 97)
47.
10.3.5 (2)
(Page 98)
VEd fcdsinfcosf
VEd <fcdsinfcosf
48.
10.4.3 (5),
3rd Line,
(Page 103)
Fig. 10.14(b)
Fig. 10.13(b)
49.
50.
Clause 10.5.1
(3)-Last Para
(Page 106)
51
11.3.2.2 (3)
4th line after
Eq. 11.6
(Page 116)
52.
Clause 11.3.4:
Biaxial
Bending
(Page 118)
53.
12.23.1
Last Line
(Page 121)
To be read as :
1 =
Asl
0.02
bw.d
Where uo
Where uo :
It will not normally be unnecessary to consider torsion at It will not be necessary to consider torsion at ultimate limit
ultimate limit state [Fig. 10.14(b)]
state [Fig. 10.14(b)]
l/r is the curvature, see clause 11.3.2.3
Clause 11.3.4
Clause 11.3.3
...need to be controlled by measures given under Clause ...need to be controlled by measures given under Section 14
14
65
To be read as :
54.
12.3.3 (2)
Line below
Eq. 12.3
(Page 124)
Sc is the mean stress of the concrete acting on the part of c is the mean stress of the concrete acting on the part of the
the section under consideration:
section under consideration:
55.
12.3.4 (2)
Definition of
"hc,efff",
(Page 126)
Ac,eff is the effective area of concrete in tension surrounding Ac,eff is the effective area of concrete in tension surrounding
the reinforcement, of depth hc,eff where hc,eff, is the lesser of the reinforcement, of depth hc,eff where hc,eff, is the lesser of
2.5(h-d); (h-x/3); or h/2 (refer Fig. 12.2).
2.5(h-d); (h-x)/3; or h/2 (refer Fig. 12.2).
56.
12.3.4 (3)
Eq. 12.8
(Page 127)
3.4c + 0.425k1k2
.eff
3.4c +
0.425k1k2
.eff
57.
Line below
Eq. 12.12
(Page 128)
Where h is the effective depth and x is depth of neutral axis Where 'h' is the effective depth and 'x' is depth of neutral axis
from the compression face
from the compression face
58.
12.3.6 (5)
Last 3 lines
(Page 130)
For post tensioned concrete, where crack control is Delete this sentence
provided mainly by untensioned reinforcement, the tables
may be used with the stress in this reinforcement calculated
the effect of prestressing force included.
59.
Table 12.3
(Page 130)
60.
12.4.2 (2)
(Page 132)
cs
61.
13.5.1.1 (2)
Heading
(Page 137)
62.
13.5.1.1 (2)
2nd last line
(Page 137)
Alternatively the higher of the two directions can be Alternatively the higher of the two reinforcements can be
provided in both directions
provided in both directions
63.
Clause
15.2.3.1
Fig. 15.1
(Page 149)
Footnote (iii)
For values of m = 1.2. The above values can be increased For values of c = 1.2, the above values can be increased by
below Table 15.3
1.5
1.5
by a factor
= 1.25
a factor
= 1.25
(Page 150)
1.2
1.2
65.
15.2.3.3:
Footnote No.
(2) below
Table 15.4
(Page 151)
66.
15.2.4.2
Fig. 15.2 Footnote
(Page 152)
66
67.
Eq. 15.2
Value of 'a'
(Page 153)
68.
Clause
15.2.5.1
Fig. 15.5
Page (156)
0.7 for bent bars in tension, if the concrete cover a 0.7 for bent bars and loop bars in tension, if the concrete
perpendicular to ..."
cover perpendicular to ..."
To be read as :
Clause
15.2.7.2
Fig. 15.7
Page (161)
Fig. 15.7 Anchorage of Bundles of Bars
Fig. 15.7 Anchorage of Bundles of Bars
70.
15.3.2.2(2) (c)
(Page 167)
The design-value-of the-transmission length should be The design value of the transmission length should be taken
taken as-the less favourable-of the two values, depending depending on the design situation, given in Eq. 15.9 or
15.10.
on the design situation.
lpt1 = 0.8lpt
Eq. 15.9
lpt1 = 0.8lpt
Eq. 15.9
lpt1 = 1.2lpt
Eq. 15.10
lpt2 = 1.2lpt
Eq. 15.10
Note: Normally the lower value is used for verification of Note: The lower value is used for verification of local stresses
local stresses at release, the higher value for ultimate limit at release, the higher value for ultimate limit states (shear,
states (shear, anchorage etc.).
anchorage etc.).
71.
72.
Eq. 15.13
(Page 168)
73.
74.
16.2.3 (5)
Page 173
The tendon forces should be calculated for a cracked The tendon forces should be calculated for a cracked section,
section, including the effect of shear according to Clause including the effect of shear according to Section 10.3.3.3(6)
10.3.3.2 (5)
pm.
At location of laps, the transverse reinforcement shall At location of laps, the transverse reinforcement shall satisfy
satisfy requirements of Clause 15.2.5.1.3.
requirements of Clause 15.2.5.1(3)
67
75.
Clause
16.5.1.2
Fig. 16.1
(Page 175)
76.
16.5.1.3 (6)
Last Line
(Page 176)
77.
Clause
15.5.1.5
Fig. 16.4
(Page 178)
To be read as :
Eq. 16.4
(Page 179)
79.
Clause
16.6.1.1
Fig. 16.5
(Page 182)
w =
ASW
s.bw sin
w =
ASW
s.bw sin
80.
Line below
16.6.2 (4)
(Page 185)
The maximum longitudinal spacing of successive series of (5) The maximum longitudinal spacing of successive series
links is given by:
of links is given by:
81.
16.12,
Last Line
(Page 189)
68
82.
Clause 16.13
Fig. 16.11
(Page 190)
83.
To be read as :
Fig. 16.11 Extent of the Inter-Section Zone (in Plan) for the
Connection of Secondary Beams
Clause
17.2.1.4
Fig. 17.2
(Page 196)
84.
85.
17.2.4 (3),
second line,
(Page 198)
.the ratio hk does not exceed 0.2, there is no need for .the ratio k does not exceed 0.2, there is no need for
verification.
verification.
86.
18.7.4 (7)
(Page 216)
within the range of 0 percent and 0.1 percent of the within the range of -0.5 percent and 5.0 percent of the
original volume. It should not be more than +0.2 percent original volume.
at 28 days.
87.
69
88.
Eq. A2-5
(Page 236)
f
Ecm = 22 cm
12.5
89.
Eq. A2-10
(Page 236)
90 0.8 f ck
= 1.4+23.4
100
90.
ANNEXURE
A-2
CLAUSE A2.5,
Eq. A2-17
(Page 238)
91.
ANNEXURE
A-2
CLAUSE A2.5,
definition of
(to)
(Page 238)
is a factor to allow for the effect of concrete age at loading is a factor to allow for the effect of concrete age at loading on
on the notional creep coefficient (Refer Note No.1)
the notional creep coefficient.
92.
ANNEXURE
A-2
CLAUSE A2.5,
Eq. A2-22
(Page 238)
for fcm 35
93.
ANNEX A-2
CLAUSE A2.5,
Eq. A2-23
(Page 239)
for fcm 35
94.
ANNEX A-2
Clause A2.8
Fig. A2-2
(Page 242)
0.3
To be read as :
f
Ecm = 22 cm
12.5
4
0.3
, Ecm in GPa
90 0.8 f ck
n = 1.4+23.4
100
OBITUARY
The Indian Roads Congress express their profound sorrow on the sad demise of Shri Ramesh Chandra
Jindal, resident of 4/54, Vishal Khand, Gomti Nagar, Lucknow. He was an active member of the
Indian Roads Congress.
May his soul rest in peace.
70
71
72
Sr.
No.
Name of work
1.
2.
3.
Rs.93.83
4.
5.
Upto
upto
07.08.2013 12.08.2013
17:00hours 11:00Hours
6.
7.
8.
12.08.2013
at 15:00
hours
10000/-
12 months
Pre-bid meeting will be held on 23.07.2013 at 11:00 hours in the office of Superintending Engineering, Gurgaon
Circle, PWD B&R, Civil Line, Gurgaon.
Bidding documents may be purchased from the office of Superintending Engineer, PWD B&R Br., Gurgaon
Circle, Civil Line Gurgaon, Phone/Telefax: 0124-2321494, E-mail ID pwd-segurgaon@hry.nic.in or from
DGM-I, HSRDC, Near PWD Rest House Building, Civil Line, Gurgaon upto 07.08.2013 upto 17:00 hours on
all working days for a non-refundable fee of Rs.10,000/- by Demand Draft of any Scheduled bank payable at
Gurgaon in favour of Deputy General Manager-I, Haryana State Roads & Bridges Development Corporation,
Gurgaon. Interested bidders may obtain further information at the same address.
The tender documents are available on website at www:hsrdc.in, www:haryanapwd-bandr.org. &
www:haryanapmgsy.etenders.in. The tender documents can be downloaded from the internet. If downloaded,
the cost of tender documents will be paid along with the bid submission.
For further detail and tendering schedule please visit the above website.
Superintending Engineer,
PWD B&R Br. Gurgaon Circle,
Gurgaon
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