Delhi Postal Registration No dl-sw-17/4194/16-18

under ‘u’ Number u(sw)-12/2016-2018

At Lodi Road, PSO on dated 28-29.08.2017 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment

september, 2017
dl-sw-17/4194/16-18
Indian Highways published on 28 august, 2017
`20/- september, 2017

sa infrastructure consultants pvt. ltd

(An ISO 9001-2008 Certified Company)

About saicpl
smart innovative infra solutions - working towards better tomorrow

SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
Indian Highways
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design. Volume: 45 Number: 9 Total Pages: 48

Sectors

Highways Bridges Waterways Railways Sewage Treatment Plant

Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development
transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support.

Highways : Including Access Controlled Expressway and upgradation of

existing 2/4 Lanes.
Projects
Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection
Report and Conditional Survey.

Metro-Rail Services : Including design of underground and elevated metro

stations, viaducts, architect design of stations and technical services.

Traffic & Transportation and intelligent Transport System - Including

preparation of Urban and Regional Transportation Plans, Land-use
Transport Modeling for Policy Testing and Traffic Predictions. Traffic
Management Plans, Road Safety Audit, Public Transport Planning and
Management.

Urban Infrastructure Development : Including preparation of Plans,

development of townships, infra corridors, water supply, sanitation and
power supply etc.

Water Resources : Including irrigation Flood Control, Ground water

exploration, Environmental and Social Aspects.

BOT/Annuity : Including project identification, Detailed Survey, Feasibility Mahatma Gandhi Setu, Patna
Study, Detailed Engineering and Design, Economic and Financial Viability
analysis.

Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh India
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - info@sainfra.com

Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Road Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 002. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064
https://www.irc.nic.in
Intercontinental Consultants and Technocrats Private Limited
Innovative, Creative & Technologically Sustainable Infrastructure Solutions
Affiliate
Member
A-8, Green Park, New Delhi - 110 016
Phone: +91-11-40863000, E-mail: business@ictonline.com
Website : www.ictonline.com
M/s. L. N. M. infra projects pvt. ltd (Bhopal)
iso 9001:2008 Certified

We Provide Time and Cost-Effective Infrastructure Survey Solutions Using

Latest Technology in Line with MoRT&H and CPWD Specification. with
Vehicle Mounted LiDAR Survey Equipment
Latest Technology :-
1. Trimble TX 8 Terrestrial LiDAR System
2. Trimble MX2 (Vehicle Mounted) Mobile LiDAR System
3. Satellite Imagery
4. DGPS
5. Drone
Benefits:
• Capture Enhanced Data
• Increased Level of Accuracy
• Huge Saving of Time and Cost
Services Offered
• Structural and earthquake Engineers POSPAC and Trident imaging hub & factory,
• PMC, IE, AE, SQC for Civil Infrastructure work • Highways, Roads corridor mapping.
• Pereparation of DPR for all civil infrastructure • Railways corridor mapping.
work • Cadastral Surveys & Land Plan Surveys using Mobile LiDAR &
• Township and urban Planners DGPS
• Canals and distributaries system surveys
• Highway/Bridges/ROBs
• Volume Calculation for Earthworks & Mining Application
• Water Supply and Sewage Consultancy
• Historical Monuments/ Archeology
• Electrical, Mechanical & HVAC Consultant
• 3D City mapping, Smart City Mapping & Topographic Surveys
• Power Projects. • Master Plan / Development Plan Surveys.
• Surveys for Airport runways and adjacent areas.
LiDAR Work • Land Surveys for Telecommunication industry.
• 3D Point Cloud Data Collection using LiDAR • Water and Gas pipe lines.
MX 2 Survey System and Trident Capture Field • Topographical Survey and Contouring.
Software • Establishing High precision GCP’s (Ground Control Points) by
• Mobile LiDAR data pre-processing using Trident multi-frequency Trimble GNSS receivers.
Capture software and Post-Processing using • Flyover Bridge Surveys
• Utility Surveys: Electrical, Infrastructure, Pipeline
For Services Please Contact Us :-
Head Office :-
T-10, 3rd Floor City Centre Press Complex Zone-I, M P Nagar Bhopal-462011
Mobile. Mr. L. N. Malviya (M.D.) 9977828711, Tel/Fax: +917554295421 E mail-contact@lninfra.com,
Web. www.lninfra.com
Corporate Office :-
Plot No. 31, 2nd Floor Sector-12A, Dwarka, New Delhi 110078, E mail. corp@lninfra.com

 From the Editor's Desk

Indian Highways
`20
Volume : 45 Number : 9 ● September, 2017 ● ISSN 0376-2756
Indian Roads Congress
Founded : On 10th December, 1934

Contents
□ From the Editor's Desk 4-5
□ Important Announcement for Workshop and IRC Session 7-8
Technical Papers
□ Moisture Sensitivity of Asphalt Mixes Based on Surface Chemistry of Aggregates  11-17
and Asphalt Binders
Ayyanna Habal and Dharamveer Singh
□ Development of Concept and General Arrangement for 2nd Bridge Across River Kali on  19-25
NH 66 (Old NH 17), Near Karwar in Karnataka State, India
Dhananjay A Bhide and P.N.S.S. Sastry
□ Characteristics of Traffic Stream Under Composition of Different Types of Vehicles  27-33
and Varying Road Width
K.C. Varmora and P.J. Gundaliya
□ Mort&h Circular 34
□ Other Important Announcements 18, 26, 35-36
□ List of Accredited Products 37-38
□ Tender Notices 39-44
□ Registration Form for IRC Session 45-46
□ Irc Technical Committee Meetings Schedule For September, 2017 17

Publisher & Editor: S.K. Nirmal, Secretary General, IRC

E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
266185273 (Tech. Papers, Indian Highways and Tech. Committees)

No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the
Editor disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the
authors. The opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the
Editor or IRC.

Printed at: M/S India Offset Press, New Delhi-110 064

 From the Editor's Desk

INSPECTION AND MAINTENANCE OF HIGHWAY BRIDGES

Bridges are lifelines of a Nation's road infrastructure and massive investments are being made in the highway
sector every year in India. A bridge is an arrangement made to cross an obstacle in the form of a low ground or a
stream or a river without closing the way beneath. Some of the bridges across the country are over 50 years old
and a significant percentage of them are structurally or functionally deficient, which means they require costly
rehabilitation or replacement. The consequences of a bridge failure can vary from a minor disruption of traffic to
catastrophic collapse with injuries and loss of life. Both owners and users of bridges expect them to have a service
life of 50 to 100 years, with only routine maintenance. But demands on most of our bridges have been increasing
annually because of growing traffic volumes, higher loads, and harsher environments. These conditions, coupled with
the inadequate funding allocated for maintenance, have led to the accelerated aging and extensive deterioration of
these critical structures. This situation indicates the need not only for improved repair and rehabilitation techniques
but also for a comprehensive approach to bridge management.
Bridges, including those on roads are integral elements of our highway systems. Despite their importance,
however, they are often the most neglected components of the infrastructure. Demands on limited resources,
especially competing roadway priorities for increased capacity and improved riding surfaces, too often result
in deferred maintenance for bridges. The consequences are obvious i.e. bridges are deteriorating far faster than
they are being repaired. Without adequate attention, many require replacement or closure long before they are
really obsolete, further adding to the demand for limited funds, impacting safety, and discouraging both users and
transportation providers.
The need for proper inspection and adequate maintenance of our Highway Bridges has yet to be fully appreciated
by the engineers of our country and for highway engineers rehabilitation and maintenance become major issues
when it comes to implement excellent design of modern highway bridge engineering. We often read newspaper
reports of sudden collapse of bridges and of structures being washed away by floods. Such disasters not only
dislocate traffic but many a times take toll of human lives as well. A large number of our bridge existing over the
past few decades are very old and are designed for higher loads than that required by the present day traffic. Over
the past two decades the intensity and volume of traffic is having a tendency to gradually increase, rendering the
old structures all the more obsolete by present standards. However, these structures cannot be discarded overnight
as this will entail colossal investment. Coming to the more recent structures, the modern bridges are designed with
optimum sections and are constructed with the latest sophisticated techniques. The development of new materials,
technologies, Equipment and processes has been fully exploited in these new structures, and their behaviour over
the years needs to be watched with meticulous care. Further refinements can only be possible if the construction
already undertaken is well maintained and the behaviour exhaustively monitored over the years. It is in this context
that thorough inspection and adequate maintenance of bridges assumes great importance. There is simply no place
for unsafe bridges in our highway system, no matter how old or modern they are.
Current bridge inspections have resulted largely from responses to disasters. Many major 20th century collapses
resulted from materials or construction failures might have been identified by periodic inspection and maintenance.
With each failure, new facts were learned and new standards implemented. Inspection is an art requiring the inspecting
officer to be thoroughly conversant with the design and construction features of the bridge so as to correctly locate,
assess and interpret any structural deficiency. The functions and the role of the inspecting officer have thus increased
manifold with the advent of the modern structures employing techniques the maintenance engineer should have a
complete knowledge of the latest instruments to be used in the monitoring the behavior of components of the structure
through age. Often, by use of sophisticated instruments like, NDT equipments deficiencies that are not visible to the
naked eye can be detected and future disaster avoided. Periodic inspection of bridges is an essential pre-requisite
of a comprehensive plan for adequate maintenance. Such inspections not only enable the maintenance engineer to
keep a close watch on any progressive deterioration of bridge components through age, but also help in detecting
any sudden and unforeseen defects developing, which might have gone unnoticed. Inspection of bridges should
be such as to ensure overall safety of the structure and include items such as: evidence of any scouring, adequacy
or otherwise of waterway, high flood marks, condition of masonry, evidence of settlement, excessive deflection,
slippage in end anchorages, cracking in concrete bearings and expansion joints, expansion gap, etc. To be effective,
the inspection frequency, the items to be inspected and the rank of inspecting officers should be laid down; so that

4 INDIAN HIGHWAYS, September 2017

 From the Editor's Desk

no aspects are missed, and proper attention of adequate level is received. Flowing from the inspection of bridges
is the need for maintenance of proper records. These records should provide for the complete history of the bridge
right from inception to completion, the present physical condition, and recommendations for strengthening/repairs,
with concurrent action that has to be taken based on there commendations. Such records in respect of our bridges
hardly exist today. The usefulness of accurate, concise and upto-date reports can be immense.
IRC as an apex body of Highway Engineers and mandated the task of framing Code, Guidelines, etc for Highway
Sector in the county had come with numerous publication w.r.t inspection, maintenance, repair and rehabilitation
of bridges viz, IRC:SP:80 “Guidelines for Corrosion Prevention, Monitoring and Remedial Measures for Concrete
Bridge Structures”; IRC:SP:75 “Guidelines for Retrofitting of Steel Bridges by Prestressing”; IRC:SP:74 “Guidelines
for Repair and Rehabilitation of Steel Bridges”; IRC:SP:18 “Manual for Highway Bridge Maintenance Inspection”;
IRC:SP:35 “Guidelines for Inspection and Maintenance of Bridges”; IRC:SP:37 “Guidelines for Evaluation of
Load Carrying Capacity of Bridges” (First Revision); IRC:SP:40 “Guidelines on Techniques for Strengthening
and Rehabilitation of Bridges”; IRC:SP:51 “Guidelines for Load Testing of Bridges” (First Revision); IRC:SP:52
“Bridge Inspector’s Reference Manual”; IRC:SP:60 “An Approach Document for Assessment of Remaining Life
of Concrete Bridges”, etc. All these code, guidelines are widely used and adopted by engineers from bridge owning
departments, contractors, consultants, etc for up keeping and serviceability of bridges.
Safety and functionality of the structure and the traffic should be the primary consideration, attempts should
immediately be made to classify our existing structures according to the load carrying capacity and limit the loads
plying on them; questionable bridges should be closed rather than risk collapse and immediate steps taken to
strengthen/replace them. The problem in respect of the modern bridges is more of keeping a close watch to ascertain
that they behave in the same manner as contemplated in the design. Equal emphasis needs to be laid on the role
of proper maintenance of highway bridges, both in respect of the old bridges, which are showing visible signs of
distress, and the newer bridges, which are being designed critically with optimum sections. Any defects that come
to light as a result of periodic inspections should be immediately rectified. Structures located in the coastal areas
and steel bridges undergoing constant atmospheric attack should be inspected periodically and suitable remedial
measures taken to keep them in sound condition.
Another important aspect is Bridge Maintenance Management System (BMMS) which consists of various components
viz. Inventory of bridges, Inspection and assessment of condition of bridges, bridge maintenance/ repair schemes,
Assessment of requirement of funds for each bridge and prioritization of rehabilitation/maintenance of bridges on
the basis of safety, cost and socio-economic benefits. Last year in October, 2016 MoRTH had piloted Indian Bridge
Management System (IBMS) study with aim of preparing a database of all bridges on National Highways network
in the country and detailing their structural condition so that timely action can be taken to repair the structures in
a scientific manner or build new ones in their place. In First phase IBMS has completed inspection and inventory
of all types of bridges, which comes about 1,60,000 of these 147 bridges were found to be dilapidated and calls
for immediate attention. The rating is done for each component of the structure like integral and non-integral deck,
superstructure, substructure, bank and channel, structural evaluation, deck geometry, vertical clearance, waterway
efficiency etc. In addition to the structural rating, the bridges are also being assigned socio-economic bridge rating
number, which will decide the importance of the structure in relation to its contribution to daily socio-economic
activity of the area.
The approach to bridge inspection and maintenance is increasingly influenced by emerging management systems
and advanced techniques. Other trends that probably will influence future developments and practices in this
field include increased attention to life-cycle cost analysis and the incorporation of user costs into maintenance
decisions. Bridge maintenance engineers will use an array of increasingly sophisticated instruments, procedures,
and systems to evaluate, repair, and rehabilitate structures. Research into materials also will continue, with an
emphasis on products such as non corroding reinforcements, more impermeable concrete, and superior coatings that
will drastically reduce maintenance requirements when used in new construction.

(S.K. Nirmal)

INDIAN HIGHWAYS, September 2017 5

 

  




  


 

    
 
 
   


  

!"#$%%&&'
()  *&#('&#(

6 INDIAN HIGHWAYS, September 2017

 Important Announcement

INDIAN HIGHWAYS, September 2017 7

 Important Announcement

(Registration Form for IRC Session is given on Last Pages)

Shri Anil Sharma

Section Officer

Mobile +91 9899417608

8 INDIAN HIGHWAYS, September 2017

 From the Editor's Desk

INDIAN HIGHWAYS, September 2017 9

10 INDIAN HIGHWAYS, September 2017
 Technical Paper

Moisture Sensitivity of Asphalt Mixes Based on Surface

Chemistry of Aggregates and Asphalt Binders

Ayyanna Habal1 Dharamveer Singh2

ABSTRACT
In the present study, moisture sensitivity of different aggregates-asphalt binders was evaluated
using Surface Free Energy (SFE) approach. Three different asphalt binders: VG 30, PMB 40 and
CRMB 60, and two types of aggregates: granite and limestone were selected in this study. The SFE
components of the asphalt binders were measured using Wilhelmy plate method, while SFE of
granite and limestone aggregates were adopted from the literature. Thereafter, work of adhesion,
work of cohesion, work of debonding in presence of water, and energy ratio (ER) were calculated
to evaluate moisture sensitivity of asphalt-aggregate system. The results indicate that limestone
aggregate had a higher moisture resistant potential with all types of asphalt binders compared to
those of granite aggregate. Further, PMB 40 showed better bond with selected aggregates followed
by CRMB 60 and VG 30 asphalt binders. It was found that asphalt binder and aggregates types
can have a significant influence on moisture sensitivity of aggregates-asphalt binder system. It is
expected that the present study would be a positive step in direction of mechanistic evaluation of
moisture damage potential of asphalt mixes in India.
1. INTRODUCTION tests are developed to evaluate moisture damage
A flexible pavement is primarily constructed with of asphalt mixes. However; these tests provide a
bituminous mix composed of aggregates and gross estimate of cumulative effects of material
asphalt binders. This kind of pavement suffers and mixture properties on moisture sensitivity
different types of distresses such as stripping, of asphalt mixtures. None of these tests provide
raveling, moisture damage, cracking, rutting a better correlation with field performance of a
and pothole formation. The moisture damage is pavement. In addition, the tests are not adequate to
one of the primary reasons for premature failure explain mechanism which causes moisture damage
of most of flexible pavements. The moisture in asphalt mixes (Imad et al. 2014, Williams et al.
damage in asphalt mixes can be due to loss of 2010).
bond between aggregate and asphalt interface To overcome these shortcomings, recently many
known as adhesive failure or it can be a failure of researchers (Ghabchi et al 2013, Arbani et al. 2011,
bond between asphalt binder or mastic (mixture Bhasin et al. 2007, Little et al. 2007, Wasiuddin
of asphalt binder and aggregate fines passing et al. 2005, Hefer et al. 2005, Cheng et al. 2002,)
75 μm) known as cohesive failure (Little and Jones suggested Surface Free Energy (SFE) concept
2003). The surface chemistry of aggregate and to mechanistically evaluate moisture-induced
asphalt binders plays an important role to produce damage potential of asphalt mixes. The SFE approach
a moisture resistant mix. A number of laboratory is based on surface chemistry of materials, which
tests: Tensile Strength Ratio (TSR), Hamburg can be used to quantify bonding of aggregate-asphalt
Wheel Tracking (HWT), boiling and static water binder system. The SFE components of binders can
1
Ph.D. Student, Deptt of Civil Engg, I.I.T. Bombay, Mumbai-400 076, India E-mail: ayyanna.habal@gmail.com
2
Assistant Professor, Deptt. Civil Engg, I.I.T. Bombay, Mumbai-400 076, India, E-mail: dvsingh@iitb.ac.in

INDIAN HIGHWAYS, September 2017 11

 Technical Paper
be estimated based on contact angle measured using
Wilhelmy plate method. While, for aggregates, SFE
components are determined using Universal sorption
device. Wasiuddin et al. (2005) measured the SFE of
PG 70-28 and PG 64-22 using Wilhelmy plate device
and suggested that SFE concept can be used to
develop new test methods for identifying moisture
damage susceptible mixes during mix design
stage. Similarly, Hefer et al. (2006) studied the SFE
components of asphalt binders using Wilhelmy plate
method and determined compatibility of aggregates
with asphalt binders. It was reported that the SFE
concept can be used to select most compatible asphalt
binder and aggregate combination. In another study,
Arbani et al. (2012) evaluated moisture susceptibility
of warm mix binders using SFE concept. They reported
that warm mix additive reduces the adhesion between
asphalt and aggregate. In recent study Ghabchi
et al. (2013) evaluated the effects of a warm mix-
additive, on the SFE components of PG 64-22 asphalt
binder using Wilhelmy plate method and found that
this increases the SFE of asphalt binder and work
of adhesion of asphalt binder – aggregates system.
In another study, Tian et al. (2013) conducted shear
strength and boiled tests to validate adhesion properties
of asphalt binder and aggregate and suggested that the
SFE theory can be used as a quantitative evaluation
method on asphalt and aggregate adhesion.
Currently, no study has been conducted in India to
utilize the SFE approach for evaluating moisture
susceptibility of asphalt mixes. The literature showed
that same grade of bitumen or same type of aggregates
from different sources may result in different surface
free energy. Therefore, compatibility of aggregate-
asphalt binder may change with source, chemical
composition, and type of aggregate/asphalt binder.
Thus, the present study was undertaken to study
moisture sensitivity of VG 30, PMB 40 and CRMB
60 asphalt binders with different types of aggregates
(granite and limestone) using the SFE concept. The
selected unmodified and modified (polymer and
crumb rubber) binders and limestone and basalt
aggregates are commonly used for construction of
flexible pavements in India. Also, limestone and
basalt aggregates have different surface chemistry and
chemical composition, and hence they were selected
in this study. The moisture sensitivity of six different
combinations of aggregate-asphalt binders (3 asphalt
binders x 2 aggregates) were evaluated in this study
based on the SFE approach. It is expected that the
present study would be a positive step in direction of
mechanistic evaluation of asphalt mixes in India.
12 INDIAN HIGHWAYS, September 2017
2. OBJECTIVES
The objectives of this study were to:
(a) Measure contact angle of VG 30, PMB 40 and
CRMB 60 asphalt binders using Wilhelmy plate
method, and estimate their SFE components.
(b) Evaluate moisture sensitivity of limestone
and granite aggregates in combination with
VG 30, PMB 40 and CRMB 60 asphalt
binders based SFE approach.
3. BACKGROUND ON SURFACE FREE
ENERGY
The SFE of a material is defined as the magnitude of
work required to create a unit area of a new surface
in a vacuum. The SFE is commonly denoted by the
Greek letter ‘γ’. The units of SFE are ergs/cm2 or mJ/
m2 (Oss et al. 1988). According to acid-base theory
(Oss et al. 1988), SFE of any material is divided
into three components namely: Lifshitz-van der
Waals component (γLW), Lewis acid component (γ+),
and Lewis base component (γˉ). These components
are used together to estimate total SFE (γ) as per
Equations 1 and 2.
γ = γ LW+ γAB ... (1)
Where,
γAB =  ... (2)
The work of cohesion (WBB) of asphalt binder can be
calculated using Equation 3.
WBB = 2γB ... (3)
Similarly work of adhesion between asphalt binder
(B) and aggregate (A) is work required to separate
asphalt binder coating from aggregate surface at
their interface in vacuum (Little and Bhasin 2006)
expressed in Equation 4.
WAB =  ... (4)
Where, γLW, γ+, and γˉ are Lifshitz-van der Waals
component, Lewis acid component and Lewis base
components respectively. Subscripts A and B indicates
Aggregate and Asphalt binder respectively.
Water tries to separate asphalt binder coating from
aggregate, due to this action the total SFE of the
system reduces. The reduction of system energy in
presence of water is known as work of debonding
as shown in Equation 5.
 ... (5)
 Technical Paper
Where, γAW, γBW, and γAB are interfacial energy between
aggregate-water, asphalt binder-water and aggregate-
asphalt binder respectively.
Bhasin et al (2006) suggested to estimate energy ratio
(ER) of aggregate-asphalt binder system to evaluate
moisture sensitivity. The ER is defined as ratio of
wettability (WAB-WBB) to the work of debonding
in presence of water as shown in Equation
6. A higher value of ER, implies better moisture
resistant mix and vice versa.
ER =  ... (6)
4. MATERIALS AND TEST METHODOLOGY
In this study three types of asphalt binders: VG 30,
polymer modified binder, PMB 40 and crumb rubber
modified binder, CRMB 60 commonly used in India
for construction of flexible pavements were selected.
In addition, two types of aggregates: limestone and
granite were selected to evaluate their compatibility
with asphalt binders. The SFE components of asphalt
binders were measured using Wilhelmy plate method
with three probe liquids namely: Distilled water,
glycerol and formamide. The SFE components of two
types of aggregates namely: granite, and limestone
were adopted from the literature (Little and Bhasin
2006). Fig. 1 shows experimental plan.
Fig. 1 Experimental Methodology
4.1 SFE of Asphalt Binders Using Wilhelmy Plate
Method
Fig. 2 shows schematic of the Wilhelmy plate
device used in this study. The Wilhelmy plate method
is an indirect method to measure dynamic contact
angle (Hefer et al. 2006). In this method, a glass
plate coated with asphalt binder is immersed into
a probe liquid and weight difference is measured
with help of a high precision micro balance, which
is used to estimate dynamic contact angle (Hefer
et al. 2006). In this study, microscope cover glass
plates of size 24 mm x 50 mm x No-1.5 were used
as substrates for preparing asphalt binder samples.
The glass plate was coated with selected asphalt
binder (Fig. 3). Thickness of asphalt binder coating
over glass plate was measured using digital Vernier
caliper, the average thickness was approximately
0.15 ± 0.02 mm for VG 30 and PMB 40 binders and
it was 0.6 ± 0.02 mm for CRMB 60. Four replicate
of samples for each probe liquids (water, formamide
and glycerol) were prepared and tested. Based on
contact angles measured from three probe liquids, the
SFE components of asphalt binders were estimated
using Equation 7. The results of contact angle and
SFE components of asphalt binders are presented in
results and discussion section.
Fig. 2 Schematic of Wilhelmy Plate Device
 ... (7)
Where, subscript li indicates ith probe liquid and
subscript s refers to the solid surface.
Fig. 3 a) Sample Preparation, b) DCA Test in Progress
INDIAN HIGHWAYS, September 2017 13
 Technical Paper
5. RESULTS AND DISCUSSION
5.1 Contact Angle of Asphalt Binders
The measured dynamic contact angles of VG 30,
PMB 40 and CRMB 60 binders with different
probe liquids are presented in Fig. 4. It can be seen
that the contact angle measured from water were
highest for PMB 40 binder followed by CRMB 60,
and VG 30, however, a different trend was observed
for formamide and glycerol. It is important to note
that the measured contact angle may not give any
idea of coating or spreading of asphalt binders on
aggregates. The measured dynamic contact angles
are used to estimate the SFE components of asphalt
binder using Equation 7.
Fig. 4 Contact angle of Asphalt Binder
5.2 Surface Free Energy Components of Asphalt
Binders
The SFE components of VG 30, PMB 40 and
CRMB 60 asphalt binders were evaluated by
acid-base theory (Oss et al. 1988) and results are
presented in Fig. 5.
Fig. 5 SFE Components of Asphalt Binders
The VG 30 asphalt binder was basic in nature
with γ– component 10.99 mJ/m2 and PMB 40 was
14 INDIAN HIGHWAYS, September 2017
acidic in nature with γ+ component 4.96 mJ/m2.
The CRMB 60 asphalt binder had nearly equal
γ+ (2.20 mJ/m2) and γ– (2.68 mJ/m2) components.
The total SFE of VG 30, CRMB 60 and PMB 40
were 12.71, 11.00 and 9.05 mJ/m2, respectively,
which is lesser than SFE of water (72.8 mJ/m2),
and hence, water may have a high tendency to
replace asphalt binder from aggregate surface.
5.3 Surface Free Energy Components of
Aggregates
Usually, the SFE of aggregates is measured by USD
method using different probe vapors like, water,
n-hexane, and Methyl Propyl Ketone (MPK).
In the present study, the SFE data of two types
of aggregates (limestone and granite) shown in
Table 1, were taken from the literature (Little and
Bhasin 2006). The granite aggregate had higher
γ– component (412.0 mJ/m2) compared limestone
(259.0 mJ/m2) aggregates. Both the aggregates
had negligible γ+ component (0.0 and 2.4 mJ/m2).
Generally the SFE of aggregates is relatively high
compared to asphalt binder.
Table 1 SFE Components of Aggregates
Aggregate Type SFE Components, mJ/m2
γLW γ+ γ– γAB γTotal
Granite 48.8 0.0 412.0 0.0 48.80
Limestone 44.1 2.4 259.0 49.55 93.70
The γ+ and γ– components of aggregates and
asphalt binders have significant influence on
their adhesion and debonding potential. Since
VG 30 asphalt binder had a high basic component
(10.99 mJ/m2), it was expected that it might
have a poor bond with granite aggregates which
also had a high base component. Since PMB 40
had high γ+ (acidic) component compared to
VG 30 and CRMB 60, it might create a better
bond with selected aggregates. It is important to
note that SFE components can give a primary idea
on bonding behaviour; however, it is important to
estimate work of adhesion, debonding, and energy
ratio to estimate a rational parameter to quantify
compatibility and moisture sensitivity of aggregate-
asphalt binder system.
5.4 Work of Adhesion
The work of adhesion indicates bonding between
aggregate and asphalt binder in dry state. A
higher work of adhesion shows a good bond and
 Technical Paper

vice versa. The Fig. 6 presents work of adhesion
between aggregates (limestone and granite)
and different types of asphalt binders (VG 30,
PMB 40, and CRMB 60). The PMB 40 provided the
highest work of adhesion followed by CRMB 60
and VG 30 for both type of aggregates. The results
show that granite aggregate can have a better bond
with PMB 40 and CRMB 60 asphalt binder except
VG 30, compared to those of limestone aggregate.
showed lower work of debonding with selected
asphalt binders compared to granite aggregate,
indicating that limestone aggregate can provide
good moisture resistance. It can be noted that
work of adhesion showed granite as a stronger
aggregates, however, this can be considered as
bond in a dry state of aggregate-asphalt binder
system. The work of debonding shows energy in
presence of water.

Fig. 6 Work of Adhesion Between Aggregates

and Asphalt Binders
5.5 Work of Debonding
The work of debonding indicates decrease in the SFE
of aggregate-asphalt system in presence of water.
A higher absolute value of work of debonding for a
mix shows more sensitive to moisture damage and
vice versa. Fig. 7 presents work of debonding for
combination of aggregate-asphalt binder system.
It can be observed that PMB 40 provided lower
magnitude of work of debonding followed by
CRMB 60 and VG 30 for both type of aggregates.
The results show PMB 40 provides good moisture
resistance followed by CRMB 60 and VG 30 with
the selected aggregates.
While comparing work of debonding for both the
aggregates, it was found that limestone aggregate
Table 2 Energy Parameters for different Combination of Aggregate-Asphalt System
Fig. 7 Work of Debonding for Aggregate-Asphalt
Binder System
5.6 Energy Ratio (ER)
Since work of adhesion and work of debonding
alone may be used to estimate moisture damage
potential of asphalt mixes (Tian et al. 2013),
researchers have suggested to estimate a rational
parameter, Energy Ratio (ER) to consider both
the parameters (work of adhesion and work
of debonding together). A higher value of ER
indicates a better moisture resistant mix and vice
versa (Bhasin et al 2006). Table 2 summarizes
ER for different combinations of asphalt binder
and aggregate system and Fig. 8 gives a graphical
comparison.

Aggregate- Asphalt Binder WAB Energy Ratio Ranking

System (mJ/m2) (mJ/m )2 (ER)
VG 30 - granite 58.64 -133.10 0.25 6
CRMB 60 - granite 94.83 -84.45 0.86 4
PMB 40 - granite 121.19 -56.02 1.84 2
VG 30 - limestone 63.86 -97.75 0.39 5
CRMB 60 - limestone 85.69 -63.45 1.00 3
PMB 40 - limestone 103.85 -43.23 1.98 1

INDIAN HIGHWAYS, September 2017 15

 Technical Paper

through laboratory tests and may also be correlated

with field performance of a pavement.
6. CONCLUSIONS
The present study evaluated moisture sensitivity
of three types of asphalt binders (VG 30, CRMB 60
and PMB 40) with two types of aggregates
(limestone and granite) based on surface free
energy approach. The following conclusions can
be drawn based on the results and discussion
presented above.
1) The surface chemistry of binders can be mea-
sured using SFE method. The results showed
Fig. 8 Energy Ratio for Different Combination of that VG 30 asphalt binder was basic in nature
Aggregate-Asphalt while PMB 40 was acidic in nature.
2) The granite aggregate had higher basic
The ER for limestone aggregate with VG 30,
component compared limestone aggregate. The
CRMB 60 and PMB 40 was found to be 0.39, 1.00
SFE of aggregates is relatively high compared
and 1.98, respectively (Table 2), indicating that to asphalt binder.
limestone aggregate may exhibit a better bonding
3) The work of adhesion indicates that in dry
with PMB 40, followed by CRMB 60 and VG 30.
state, granite can have a stronger bond, how-
Similarly, for granite aggregates, ER was found
ever, it may lose strength in presence of wa-
to be 0.25, 0.86 and 1.84 for VG 30, CRMB 60
ter, and in such situation limestone aggregate
and PMB 40, respectively, showing a strong bond
exhibited a better moisture resistant. Thus, the
of granite aggregates with PMB 40 followed by
work of adhesion and work of debonding alone
CRMB 60 and VG 30 asphalt binder. Overall, order may not indicate a ranking of the aggregate-
of bond between aggregate-asphalt binder systems asphalt binder system and hence it is always
was found to be highest for polymer modified advisable to estimate energy ratio.
binder, PMB 40 asphalt binder, and it was lowest
4) The ER shows that PMB 40 provides better
for unmodified binder, VG 30. A similar thought
bond with limestone and granite aggregate
was drawn based on individual components of the
followed by CRMB 60 and VG 30 asphalt
SFE for aggregates and asphalt binders. The result
binders.
shows that highly basic granite aggregate may
5) The ER ratio indicates that limestone
make a poor bond with basic binder (VG 30). The
aggregate can gives a better bond with all types
limestone aggregate showed a better bond with all
of asphalt binders compared with granite ag-
types of asphalt binders compared to the granite
gregate. The PMB 40- limestone aggregate was
aggregate. Based on ER, the ranking of aggregate-
found to be the highest rank (least moisture
asphalt binder system was found to be as follows:
sensitivity), while VG 30- granite was lowest
PMB 40-limestone > PMB 40-granite > CRMB 60-
in rank (high moisture sensitivity).
limestone > CRMB 60-granite > VG 30-limestone
The study is based on the limited dataset, and
> VG 30-granite. Overall, PMB4 40- limestone
it is recommended that the results presented
aggregate was found to be the highest rank (least
herein be validated through laboratory tests
moisture sensitivity), while VG 30- granite was
and through field performance of a pavement.
lowest in rank (high moisture sensitivity).
REFERENCES
It can be concluded that surface chemistry of
1. Arabani, M., and Hamedi. H., (2011) “Using
aggregate and asphalt binder can have a significant the Surface Free Energy Method to Evaluate the
impact on their bonding potential. The value of Effects of Polymeric Aggregate Treatment on
ER ratio may provide a good input to ensure a Moisture Damage in Hot Mix Asphalt”. Journal
moisture resistant pavement. It is recommended of Materials in Civil Engineering, ASCE, Vol. 23,
that the results presented in this study be validated No. 6, pp. 802-818.

16 INDIAN HIGHWAYS, September 2017

 Technical Paper

2. Arabani, M., Roshani. H., and Hamedi. H., (2012)
“Estimating Moisture Sensitivity of Warm Mix
Asphalt Modified with Zycosoil as an Antistrip
Agent Using Surface Free Energy Method”.
Journal of Materials in Civil Engineering, ASCE,
Vol. 24, No. 7, pp. 889-897.
3. Bhasin. A., and Little, D. N., (2007). "Character-
ization of Aggregate Surface Energy using the
Universal Sorption Device", Journal of
Materials in Civil Engineering, ASCE, Vol. 19,
No.8, pp-634-641.
4. C. Della Volpe & S. Siboni (2000) Acid–Base
Surface Free Energies of Solids and the Definition
of Scales in the Good–Van Oss–Chaudhury Theory,
Journal of Adhesion Science and Technology, 14:2,
235-272.
5. Cheng. D., Little. D. N., Lytton. R. L., and Holste.
J. (2002) “Use of Surface Free Energy Properties of
the Asphalt- Aggregate System to Predict Moisture
Damage Potential”. Journal of the Association of
Asphalt Paving Technologists, AAPT, Vol. 71,
pp. 59-88.
6. Ghabchi. R., Singh. D., Zaman. M, Tian. Q. (2013)
“Laboratory Study of Warm Mix Asphalt for
Moisture Damage Potential Using Surface Free
Energy Method”. Airfield and Highway Pavement
2013: pp. 54-63.
7. Ghabchi. R., Singh. D., Zaman. M, Tian. Q. (2013)
“Mechanistic evaluation of the effect of WMA
Additives on Wettability and Moisture Susceptibil-
ity Properties of Asphalt Mixes”. Journal of Testing
and Evaluation, ASTM Vol. 41, No. 6,
8. Hefer, A.W., Bhasin, A., and Little, D.N., (2006).
"Bitumen Surface Energy Characterization using
a Contact Angle Approach", Journal of Materials
in Civil Engineering, ASCE, Vol. 18, No.6,
pp. 759-767.
9. Imad L. Al-Qadi, Ibrahim M. Abuawad,
Heena Dhasmana, Aaron R. Coenen, and James
S. Trepanier. (2014) “Effects of Various Asphalt
Binder Additives/Modifiers on Moisture-
Susceptible Asphaltic Mixtures”. Research Report
FHWA-ICT-14-004, ISSN: 0197-9191 Illinois
Center for Transportation, Urbana, IL 61801.
10. Little, D. N., and David R. Jones IV. (2003)
“Chemical and Mechanical Processes of Mois-
ture Damage in Hot-Mix Asphalt Pavements.”
Moisture Sensitivity of Asphalt Pavements A
National Seminar, San Diego, California.

IRC TECHNICAL COMMITTEE MEETINGS SCHEDULE FOR SEPTEMBER, 2017

DATE DAY TIME VENUE NAME OF COMMITTEE MEETING
01-09-17 11.00 AM Maintenance and Rehabilitation Committee(B-8)
Fri IRC, R.K.P
01-09-17 10.30 AM Loads and Stresses Committee(B-2)
08-09-17 Fri 11.00 AM IRC, R.K.P Formwork and Temporary Structures Committee(B-7)
Foundation, Sub-Structure, Protective Works and Masonry
09-09-17
Sat 11.00 AM IRC, R.K.P Structures Committee(B-3)
09-09-17 Rigid Pavement Committee (H-3)
09-09-17 Sat 2.30 PM Composite Pavement Committee (H-9)
13-09-17 Wed 10.00 AM IRC, R.K.P Sub-Group B-9.3
15-09-17 10.30 AM Loads and Stresses Committee (B-2)
Fri IRC, R.K.P
15-09-17 03.00 PM Bearings, Joints and Appurtenances Committee (B-6)
16-09-17 10.30 AM Bearings, Joints and Appurtenances Committee (B-6)
Sat IRC, R.K.P
16-09-17 02.30 PM Loads and Stresses Committee(B-2)
22-09-17 11.00 AM Steel and Composite Structures Committee (B-5)
Fri IRC, R.K.P
22-09-17 10.30 AM Loads and Stresses Committee (B-2)
23-09-17 Sat 10.30 AM IRC, R.K.P Urban Roads, Streets and Transport Committee(H-8)
General Design Features (Bridges and Grade Separated
25-09-17 Mon 03.00 IRC, R.K.P
Structures Committee (B-1)

INDIAN HIGHWAYS, September 2017 17

 Important Announcement

GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA - CALL FOR

SUBMISSION OF REPORTS ON ROAD RESEARCH CARRIED OUT DURING
THE YEARS 2014-15, 2015-16 & 2016-17
One of the objectives of the Indian Roads Congress is to disseminate and propagate technical
knowledge and make Civil Engineers aware about National/International research studies. To propagate
importance of research and make available all research related information under single publication,
IRC annually compiles research reports on Road & Bridge Research works being done in India,
from various organisations like, MORTH, NHAI, CPWD, BRO, NRRDA, IITs, NITs, Engineering
Colleges, Contractors, Consultants and Researchers. With the help of Central Road Research Institute,
the compiled data is published by IRC as “General Report on Road Research Work Done in India”
every year.
Organisations concerned with research and development, construction, monitoring and maintenance
of Road & Bridge works, Traffic, Transportation and Geotechnical Engineering, etc are requested to
report the findings of Research & Development Projects carried out during the last three years 2014-
15, 2015-16 and 2016-17 in the relevant Proformae, which will prove beneficial to the members of
the highway profession. The Proformae are available on the Website of IRC ( www.irc.nic.in ) and
can be downloaded from there. The Reports may please be sent to the Secretary General, Indian
Roads Congress, Kama Koti Marg, Sector 6, R.K. Puram, New Delhi – 110 022 by post or e-mail at:
tc.irc@gov.in latest by 10th September, 2017.

CALL FOR TECHNICAL PAPERS

The Indian Roads Congress (IRC) invites Technical Papers for publication in its periodicals i.e. Indian
Highways (monthly), IRC Journal (quarterly), HR Journal (half yearly) and Highway Research Record
(yearly). Authors and Co-authors should be the members of IRC and their Roll Numbers should be
mentioned in the forwarding letter. Even non-members, who are Experts in any relevant field or
who have specialized knowledge on any subject related to highway engineering are also welcome to
contribute Technical Papers. The Authors are requested to send complete paper consisting manuscript,
drawings, tables, figures, photos, etc. through E-mail on papers.irc@gmail.com in Windows MS word
format.
For more details and rules for contribution of Technical Paper please visit IRC Website: www.irc.nic.in.

EMPANELMENT OF REFEREES
Call of Expression of Interest from the experienced Road & Bridge Technocrats for Formulating
a Panel of Experts/Referees to Review the Technical Paper, voluntarily:
In order to align with the globally best practices and promote the excellence in road construction,
the Indian Roads Congress (IRC) is in the process of formulating a Panel of Experts/Referees
who can review the Technical Papers received in IRC from Authors. Road Technocrats who are
already members of the IRC and have experience and expertise in the field of Transport Planning,
Traffic Engineering, Flexible & Rigid Pavements, Rural Roads Development, Mechanization &
Instrumentation, Road Maintenance, Safety & Design, Bridge Design Features, Concrete Structure,
Maintenance &Rehabilitation of Bridges etc. are invited to show their interest for evaluation of
Technical Papers.
The interested technocrats are requested to send their brief resume including their experience in related
field with their IRC Membership Number to IRC on E-mail: secygen.irc@gov.in

18 INDIAN HIGHWAYS, September 2017

 Technical Paper

DEVELOPMENT OF CONCEPT AND GENERAL ARRANGEMENT FOR

2nd BRIDGE ACROSS RIVER KALI ON NH 66 (OLD NH 17),
NEAR KARWAR IN KARNATAKA STATE, INDIA

Mr. Dhananjay A Bhide1 Mr. P.N.S.S. Sastry2

SYNOPSIS
A new bridge across River Kali was required as part of widening of NH 66 to four lane. A new 2 lane
bridge was proposed on downstream side of existing bridge. The bridge length required was 665 m,
same as that of old one. Old bridge had central 4 spans of 122 m. Two spans of 69.5 m and 19.5 m
spans were on either ends. Foundations of old bridge are with single circular caisson foundations.
Construction of old bridge was with in-situ cantilever construction method. Foundations penetrated
through conglomerate stratum. The location had abounded twin circular caisson foundations for
proposal with 48.78 m spans. Standing water depth was about 9 m. The new bridge had to comply
with code specifications as that have changed over years and prevail now. Old bridge has pendulum
hinge bearings for main spans and suspended spans for penultimate spans. These are no longer
allowed. The paper describes how the final arrangement evolved after investigating probable
alternatives with due considerations to foundation and superstructure systems that would enabling
fast construction.

1. INTRODUCTION foundations from Kodibag end, from Ch. 12930’ to

NHAI has started widening of NH 66 (formerly
NH 17) from Panvel to Edapalli to four lanes. As
a part of this, concession for stretch from Goa-
Karnataka Border to Kundapura in Karnataka State
is awarded to IRB Infrastructure Developers Ltd.
Kali Bridge, across river Kali, between villages
Sadashivgad and Kodibag, near Karwar is one
of the Major Bridges in this project stretch. For
widening, a new two lane bridge was proposed,
parallel to existing old bridge.
For old (existing) bridge, initial contract was
awarded for simply supported bridge with
48.768 m (160’) simply supported spans. It was
terminated when few well foundations were in
various stages of construction. These abandoned
wells are between Ch. 12930 ft to 15010ft. Five
13570’ and two foundations on Sadashivgad end,
i.e., at Ch.14530’ & 15010’ were tackled and left
unfinished. These foundations are seen at site. Only
one well foundation on Kodibag end, Ch. 12930’
was used for pier P1 of existing structure.
This contract was foreclosed in early seventies
and a fresh contract for bridge with typical 122 m
(400’) spans, to be constructed with balanced
cantilever method, was awarded. Old bridge is 666 m
long with 4 main spans of 122 m. Conventional
Plunger bearings are provided at center of each
of the main spans. It was completed in early
eighties. Since then specifications and practices
has undergone substantial changes. Major changes
in specifications are neither plunger bearings nor
suspended spans are acceptable anymore.

1
VP (Structure design), Modern Road Makers Pvt. Ltd. (Subsidiary of IRB Infrastructure Developers Ltd.);
E-mail: dhananjay.bhide@irb.co.in ; bhideda@yahoo.co.in
2
Senior Project Consultant (Bridges and Metro Structures), L&T Infrastructure Engineering Ltd.; E-mail: pnss@lntiel.com

INDIAN HIGHWAYS, September 2017 19

 Technical Paper
This called for a completely different structural
form. The paper presents various considerations for
development of concept and general arrangement
of 2nd bridge, in tune with current specifications
and practices.
The design was also done as per the new limit
state Code of Practice for Concrete Road Bridges,
IRC:112-2011, just published at that instance.
This code allowed adopting a radically different
structural form. The paper describes the
development and finalization of the general
arrangement only.
2. OLD (EXISTING) BRIDGE
The old structure (Refer Fig. 1) has 8 spans with
arrangement of 63 ft 8 in. (19.4 m) + 228 ft (69.494 m)
+ 4* 400 ft (4* 121.992 m) + 228 ft (69.494 m)
+ 63 ft 8 in. (19.4 m). Length of the structure is
2183 ft 4 in (665.58 m).The spans A1-P1 & P7-
A2 are simply supported, with 2 RCC girders and
deck slab. Balance spans are with cantilever T arms
from piers P2 to P6, 61 m long in between piers
and 50 m each on outer sides of piers P1 and P6.
The outer cantilevers support 19.49 m long RCC
suspended spans with their other ends resting on
piers P1 & P7. The spans between piers P2 to P6
are connected with plunger bearings at center of
each of the spans. A single circular well foundation
is provided at A1, P2 to P7 locations. At A2 open
foundation is provided. Abutments on both sides
are spill through type.
The general arrangement of old bridge is shown
in Fig. 1.
3. AVAILABLE AND COLLECTED DATA
Concessionaire as well as their consultant checked
for available data of the existing structure from
various authorities but were unable to get any details.
A copy of GAD submitted by the contractor with
their tender was available from them. Topographic
maps were searched with local bodies like Nagar
Parishad, Jillha Parishad, and State PWD and
were collected from them. The state plans for river
transport as well as plans from local port authorities
were collected. Details of river discharge were not
available directly. The discharges from the dams
on U/S side were collected. Various water levels
at the location, considered for existing bridge were
available from the GAD. The design scour level
was also available from GAD. This information
20 INDIAN HIGHWAYS, September 2017
proved to be vital in absence of any drawings or
details from state authorities.
The GAD of existing bridge showed provision
of navigational clearance. However none of the
foundations were designed for any impact from
barges or vessels plying in the river. The local
inquiries indicated that except very small fishing
boats, no navigation exist in channel. The inquiries
with Karnataka Maritime Board, Karnataka PWD
etc. reveled that no plans for developing navigation
through this river exist. The foundations were not
required to be designed for any impact from vessels
plying in the river.
The location of the bridge is sufficiently away
from sea. The tidal variation in water is observed
but area does not have any waves. Wave action is
absent throughout the year. Neither the existing
bridge was designed for any wave forces nor did
new bridge warrant the same.
4. GEOTECHNICAL EXPLORATION
The GAD of the existing bridge indicated the
bed stratum as sand mixed with shells for a depth
of about 15 to 19 m, a layer of stiff clay for a
depth of 2 to 5 m. Soft rock was indicated from
20 m to 22 m depth and hard rock below it. A
program for carrying out boreholes in line with
existing foundation locations was drawn to start
the activity. Bores along main piers P2 to P6 of
existing bridge were planned first. The additional
bores, as required, were planned after finalizing the
proposal. As it turned out the final foundations for
new bridge were in line with foundations A1, P2
to P6 and A2 of existing bridge. As such the bore
holes were taken at these seven locations only.
5. DEVELOPMENT OF THE PROPOSAL
The proposal, structural arrangement and
construction method have to be developed in
tandem for any project. The special features at the
location were (a) standing water depth of around
9 m, (b) typical 122 m span and (c) abandoned
foundations for the proposal with 48.768 m spans.
Obvious options were to provide 122 m spans
with foundations in line with existing foundations
or adopt 48.768 m spans in line with abandoned
foundations. Any proposal with central hinges, as
existing or with suspended spans at center of the
spans was ruled out as halved joints (articulations)
are no longer permitted.
 Technical Paper

Fig. 1 General Arrangement of Existing Bridge

INDIAN HIGHWAYS, September 2017 21

 Technical Paper
First option was to have 48.768 m long spans with
precast girder spans and foundations in line with
those abandoned. The construction of superstructure
would be simple with this option. Resulting span
arrangement would be 19.4 m + 13*48.786 +
19.4 m. The proposal was with 15 foundations
in river and essentially a sequential construction.
With past experience as a guide it was preferred
to reduce the number of foundations as both the
abandoned as well as existing bridge were stuck for
long periods on account of difficulties in sinking
of wells. Any intermediate incomplete foundation
would have brought sequential activities to stand
still. Therefore this option was eliminated.
The second option was with some foundations in
line with existing foundations, namely for
navigation spans and some additional foundations
in line with those of initially proposed but not
constructed. The span arrangement would be
2*59.5 + 92 +2*122 + 92 + 2*59.5 m. The option
was thought with keeping navigational spans same
as those existing, 2*122 m. The construction in
navigation spans essentially had to be by cantilever
construction. The cantilever arms beyond outer
foundations of navigation spans were considered
around 92 m. Resulting central continuous unit
was 428 m. The end continuous unit on either side
would be of 119 m each. This length also
was required to be constructed by cantilever
construction with 59.5 m spans on either side.
Cantilever construction was also required from
8 locations. Precast segments were ruled out as
numbers of spans were relatively small. In-situ
cantilever construction at large locations was
found to be more capital intensive as well as slow.
The proposal did not appear to be conducive to fast
construction.
The third option was to keep foundations same as
existing bridge with cantilever construction from 5
locations. For existing bridge the suspended spans
and end spans were cast in-situ. Ground condition
also confirmed possibility of casting of like length
in-situ, in alignment of new bridge. First trial was
to make bridge of length, same as existing one with
end spans as simply supported and central 627 m
as continuous unit. The end spans of continuous
unit were then only 0.569 times of penultimate/
intermediate spans. This would make end support
to be in tension under live load and end spans would
22 INDIAN HIGHWAYS, September 2017
require stabilizing dead load besides penultimate
foundations and substructure.
Fourth option, a logical extension, was to provide
61 m long cantilever arms from each pier, delete
penultimate foundations in line with existing piers
and construct 27.8 m length from abutments in-situ
resulting in 88.8 m long end spans. The end spans
were 0.73 times penultimate spans, a more desirable
span configuration as with some adjustments in
concrete dimensions, uplift at abutments could be
eliminated.
The final span arrangement was 88.9 + 4*122
+ 88.9 m, with total length of 665.8 m long bridge.
The final arrangement is shown in Fig. 2.
6. CONSTRUCTION METHOD
The foundations were contemplated with pile
foundations, instead of caisson foundations as
the construction is faster and mitigation measures
would be easier, should any inaccuracy or
construction problem require the same. It was
proposed to maintain pile cap bottom at HTL itself.
This has three advantages, (a) the caps are always
accessible for periodic inspection, (b) visible to the
fishing boats plying in the river and (c) pile caps
would be quite construction friendly. Disadvantage
was reduced pier heights and flexibility of structure.
However these were compensated with adjustment
in vertical profile.
The pier heights were still small, from construction
aspects. As such simple in-situ construction for
the same was obvious. The proposal required
cantilever construction from all 5 intermediate
foundations with 61 m long cantilever arms.
Since the number of spans were finite, cast in-
situ construction with cantilever construction
equipment was most economic option. For each
of the end spans, the 27.9 m length towards
abutments was to be bridged after construction of
61 m from penultimate piers. As explained earlier,
cast in –situ construction was simpler option and
was proposed. The concessionaire had three sets
of cantilever construction equipment. As it was
mandatory to keep segment lengths and weight
that were possible with said equipment. The
length of end span, beyond 61 m constructed by
cantilever construction method was contemplated
over staging.
 Technical Paper

Fig. 2 General Arrangement of Proposed Bridge

INDIAN HIGHWAYS, September 2017 23

 Technical Paper
Abutments were proposed as spill through
abutments to optimize the earth pressure effects.
These were in line with earlier bridge.
7. STRUCTURAL ARRANGEMENT,
VERTICAL PROFILING
The box girder was obvious choice for structural
from for 61 m long cantilevers. The soffit of the
box girder was proposed with parabolic profile.
The available cantilever equipment was for section
with vertical webs. As such this was a mandatory
requirement. It was therefore decided to use the
same configuration. The levels of soffit within
navigation zone, between spans P2-P3 and P3-
P4 had to match with those of existing bridge.
Similarly for initial trial it was decided to match
the road levels at abutments as well. With these as
control points and assessed depths along the spans
the vertical profile was established.
For initial trial, fixed support was considered at
pier P3, center of the bridge in longitudinal
direction and free supports in longitudinal
direction at all other locations. Analysis was carried
out with this configuration. As expected, at fixed
support the horizontal forces were very high. This
required very large number of piles with relatively
small vertical load on each pile.
In order to distribute the horizontal force at various
foundations, it was decided to provide fixity in
longitudinal direction at additional pier locations.
Since the seismic force was critical parameter for
optimal design various possibilities to minimize it
were investigated. One of the ways was to provide
flexible substructure as it would result in higher
time period of structure and consequently reduced
seismic forces. A pair of plate piers, monolithic
with super structure was most suitable alternative.
The clear height of plate pier has major effect
on flexibility. The terrain at the location is very
peculiar, a high hill on one side (Sadashivgad
side, S/S) and ground almost at water level on the
other Kodibag side (K/S). The present bridge had
a level difference of 7.40 m between road levels
at abutments. Profile, same as existing bridge was
adopted for first trial. The clear heights of the pier
plates were reasonably good on S/S while those
on K/S were quite small. Providing monolithic
pier at all locations resulted in higher overall
24 INDIAN HIGHWAYS, September 2017
seismic effect as well as very seismic high force
at pier P5. This was due to extremely small height
of pier at the location. As such it was decided to
use free bearing at this location, P5. In order to
introduce symmetry in structure free bearing was
introduced at pier P1 as well. The central three pier
locations i.e. piers P2, P3 and P4 were provided
with monolithic twin plate piers. Analysis with this
showed that horizontal forces at P4 location were
still significantly higher in comparison to same
at P2 and P3. In order to strike a balance in the
horizontal forces at all three fixed pier locations,
height of pier P4 had to be increased. The optimum
height of pier P4 was found to be around 4.5m.
With this and levels at end of the bridge as near to
existing levels as possible a profile was finalized.
The final height of pier P4 was 4.58 m. Levels at
ends of the bridge were 17.5 m and 8.75 m on S/S
and K/S as against existing levels of 16.4 m and
9.09 m, respectively.
8. BEARINGS
Bearings were required at piers P1 & P5 and at
abutments. A bearing, below the junction of web and
diaphragm was provided at each of the locations.
All bearings were free in longitudinal direction and
fixed in transverse direction. Spherical bearings
were adopted as loads at pier locations were high.
9. EXPANSION JOINTS
The bridge as proposed had a continuous length of
665.8 m. The free length on either side of outermost
integral piers was 210.9 m. The movement capacity
of the joints had to cater for this length plus length
between integral piers and creep and shrinkage
effects form full bridge length. A small capacity
was required from likely movement of structure
under seismic condition. Estimated movement was
230 mm for each of the joint. As a conservative
measure 4 seal modular strip seal joint was
proposed.
10. TEMPORARY SUPPORTS AND
RESTRAINTS DURING CONSTRUCTION
The cantilever construction at piers P2 to P4
was possible without any temporary supports
during construction as the twin plate pier and
pier head formed stable structural arrangement.
However at piers P1 and P5 this was not the case
 Technical Paper
as superstructure at the locations was supported
on bearings. Conventional method of supporting
is to tie down the superstructure with pier cap
through vertical prestressing cables. The height of
substructure at P1 was 1.11 m while at P5 it was
7.01 m. Since these were relatively small heights
use temporary columns was feasible, eliminating
pier cap altogether along with need of vertical
prestressing for tying down the superstructure
during construction.
A pair of columns, below webs on either side of pier
was proposed with elastomeric bearing between
column and superstructure. The loads on columns
for various stages of construction were analyzed
and column and bearing details were decided
accordingly. Construction stages with equipment
on one side moved forward as well as casting
of segment on one side only was accounted for
stability of the structure. The columns were located
as near to edge of pile cap as possible to optimize
the load on column. Stability of superstructure
was checked with factored loads as specified in
IRC:6 as well as the load of equipment and live
load during construction.
The construction was contemplated over
permanent bearings. The permanent bearings at
these locations were fixed in transverse direction
but were free in longitudinal direction. The
construction periods as well as loads are high for
any structure with cantilever spans of 61 m. As
such a temporary restraining arrangement during
construction phase would be necessary to hold the
structure against sliding in longitudinal direction.
The same was contemplated to be detailed and
provided during design and construction phase,
respectively.
11. CONCLUSIONS
1. The proposal of new bridge necessarily has to
follow the prevailing norms and various latest
applicable code provisions.
2. Every bridge and its location have individual
features and situations that need to be careful-
ly assessed and addressed in the concept and
detailing.
3. Construction method is a major consideration
for formulating any proposal. Resources and
available or deployable equipment are impor-
tant considerations for any proposal. In present
case segmental, in-situ cantilever construction
was almost dictated by adopted spans.
4. Ease of construction and simple construction
procedure simplifies complexities in any pro-
posal. In present case use of temporary column
supports for cantilever construction was an
important consideration towards it.
5. Safety of the structure, through all construc-
tion stages as well as service is very important
and needs to be in built feature of the proposal
with appropriate measures. Use of temporary
restraint for longitudinally free bearings was
one such requirement for this structure.
6. Visualization of various construction stages,
support conditions, support reactions and
structural configuration will render a smooth
flowing design process with minimum
iterations. It may be observed that various
alternatives of each of the components of
the structure were explored and best suitable
alternative was adopted. This certainly leads to
a trouble free and safe construction as well.
7. Authors hope this illustrates a model procedure
for formulation of most appropriate proposal
for particular bridge.
8. A continuous integral structure should ideally
be designed for fatigue considerations as well.
The present IRC code, IRC:6 provide for loads
and stresses provides for a fatigue vehicle.
However detailed provisions for design for
fatigue are missing in IRC:112. If same were
available, the detailed design would have been
comprehensive, especially for contemplated
integral structure.
INDIAN HIGHWAYS, September 2017 25
 Important Announcement

Withdrawal of IRC:SP:94-2011 “Material Testing Facilities for

Highway Sector in NCR”

The Indian Roads Congress had published IRC:SP:94-2011- “Material Testing Facilities
for Highway Sector in NCR” in year 2011. This document contains list of laboratories and
available testing facilities in NCR.
Recently feedback was received from some user agencies that this document does not
convey correct information, as there are frequent changes in NABL accreditation &also
cancellation of some testing laboratories from the panel of NABL and as such IRC should
withdraw this document as it contains static information only whereas correct updated data
in respect of testing laboratories/facilities is available on NABL website. This was also
generally agreed in General Specifications & Standards Committee meeting of IRC held on
24.06.2017.
All the user agencies/stakeholders in the Highway Sector are requested to send their
comments, if any to IRC latest by 30th September, 2017.

IMPORTANT ANNOUNCEMENT SPECIAL REBATE ON

BULK PURCHASE OF IRC PUBLICATIONS

The Executive Committee of the Indian Roads Congress has approved the discount on IRC
Publications as under. This is applicable w.e.f. 10th of August, 2017.
1 25% discount to all members of IRC on one set of each publications.
2 25% discount to all Associate members of IRC on any number of copies of all books.
3 30% discount to all student member of IRC.
4 25% discount on any number of copies to organizations i.e. IAHE, ING/IABSE, NRRDA,
NHAI & MORT&H.
5 20% discount to book sellers on any number of copies of IRC Publications.
6 (i) On purchase of 25 to 50 copies of any single publication – 10% Discount
(ii) On purchase of 51 to 100 copies of any single publication – 15%Discount
(iii) On purchase of 100 and more copies of any single publication – 20% Discount
For more details please contact on Phone Nos. +91 11-23387759 & +91 11-23387140 or at
E-mail: ircsale1934@gmail.com

26 INDIAN HIGHWAYS, September 2017

 Technical Paper

CHARACTERISTICS OF TRAFFIC STREAM UNDER COMPOSITION

OF DIFFERENT TYPES OF VEHICLES AND VARYING ROAD WIDTH

K.C. VARMORA1 DR. P.J. GUNDALIYA2

ABSTRACT
The growth rate of vehicles in India is about 7.7% per annum as against a population increase
of 3.8% per annum during the last few decades. In urban area the growth of vehicles is quite
more and the roadway width available is also less. So the problems occurred due to this situation
have also become more and more complex. The objective of this research work was to study the
Characteristics of Traffic Stream under composition of different types of vehicles and varying
road width. In this respect a traffic survey was conducted at mid-block sections on selected urban
roads of Ahmedabad city. VISSIM was used for the Simulation of field data. The output from
the Simulation of VISSIM was compared with observed data and validated using statistical test.
Thereafter the parameters such as composition of vehicles and road width were changed and
observed from the output of simulation that the speed values as well as the flow values varied
significantly as the vehicle composition and roadway width were changed. The results are very
useful for the similar urban roads of other cities of India.

1. INTRODUCTION analysis of the characteristics of individual vehicles

During the last few decades, the prosperity and
vehicle ownership of urban population in India has
grown up abruptly which caused sudden increase
in traffic on urban roads. There is also a wide
variation in the income of urban people which
directly affect the ownership of different types of
vehicles. As the traffic has increased rapidly the
problems due to this have also become more and
more complex. The urban roads of India generally
carry the heterogeneous traffic (i.e., Cars, Buses,
Trucks, Motor cycles, Light goods vehicles, Auto
Rickshaws, Pedal Cycles, Hand drawn carts,
Animal drawn carts etc.). These vehicles have
different speeds, sizes, load carrying capacities/
passenger capacities etc. which affect the behaviour
of heterogeneous traffic flow. In present situation,
the heterogeneous traffic flow in Indian cities
makes the use of same road as well as same lane.
Due to this a wide variation in driver behavior is
also observed. A Study of traffic flow involves the
1
Lecturer in Civil Engineering, Government Polytechnic, Ahmedabad. E-mail: kcvarmora@gmail.com
2
Professor in Civil Engineering, L.D. College of Engineering, Ahmedabad E-mail: pjgundaliya@gmail.com
in traffic stream. The important parameters of
particular interest are speed, flow and density. All
these parameters together describe the quality of
service for a particular traffic stream. For analytical
approach the field data is required to be collected on
a large scale. To understand the complexity of the
heterogeneous traffic flow on urban roads, real life
observations will have to be conducted on all types
of roads on a full range of vehicle type composition
in the traffic and a full coverage of traffic volume
and speed. Such a procedure is extremely tedious,
time consuming and expensive. Under this
situation, Computer simulation models can play an
important role in the analysis and assessment of the
urban road transport system and its components.
Also these Models are very useful to predict the
behavior of urban traffic stream while the existing
analytical models cannot be used to predict the flow
behaviour on such roads. As a result the simulation
models are to be considered only after analytical

INDIAN HIGHWAYS, September 2017 27

 Technical Paper

techniques have not been found appropriate. The width on traffic stream behaviour, at mid-block of
simulation reduces the complexity with respect an urban road stretch and tested using VISSIM.
to the vehicular traffic flow. The Simulation tools
2. METHODOLOGY
like VISSIM, CARSIM, HETEROSIM etc. give
better solution to this challenge. Such models run Ahmedabad is the seventh largest city of India
faster on computers and allow both quick testing of having an area of 464 sq.km. The total population
different approaches as well as extensive analysis. of the city is 55.77 lakh as per 2011 census. The
Also these models are simple for the purpose of city is presently suffering from the problems
analytical treatment. caused due to abrupt growth in traffic. The tasks
involved in this study included selection of
Many researchers have carried out the study on study area, survey of traffic flow characteristics
traffic simulation using VISSIM. Fellendorf and and roadway characteristics, Data collection,
Vortisch (2001) presented the possibilities of Development of simulation scenario, calibration
validating the microscopic traffic flow simulation and validation of developed model. The flow chart
model in VISSIM, both on microscopic and of the methodology is shown in Fig. 1.
macroscopic level. They illustrated how the
parameters can be adjusted to reflect different
traffic situations. Park and Schneeberger (2013)
used Latin Hypercube Design Algorithm, a general
calibration procedure based on a linear regression
model and tried to solve for obtaining the travel
time in field and simulation, however they did not
consider the correlations among the parameters
and solved to obtain the travel times in field and
simulation. Kim and Rillet (2003) illustrated a
GA based approach to traffic simulation model
calibration using ITS data. Menenni et. al used
Evolutionary Algorithm (EA) to calibrate VISSIM
based on speed- flow relationship. Park and
QI (2005) proposed a general methodology to
calibrate micro simulation models for isolated
intersections using VISSIM as well as CORSIM
as an example. In their study Latin Hyper cube
method was used to generate and the solution
parameters set was obtained by use of GA. The
same methodology was tested on a large scale
network of coordinated signals by Park and
Schneeberger. Mathew and Radhakrishnan (2010)
carried out Study on calibration of VISSIM with
respect to heterogeneous traffic. Lownes and
Machemehl conducted experiments with six
different combinations of car following parameters
of the Wiedmann 99 model in VISSIM. Manjunath, Fig. 1 Flow Chart Showing the Methodology
P et. al (2013) proposed a methodology for
calibrating a micro simulation model for mixed 2.1 Selection of Study Area
traffic. In that study the calibration parameters The area selected for this study was two lane/three
were obtained by minimizing the error between the lane (one directional) urban road of Ahmedabad
simulated and field delay using a genetic algorithm. city. For this study the Mid-block was selected.
In this study an attempt has been made to find out The selected stretches were: (1) Jaymangal to
effect of traffic composition and varying road Pallav, (2) Naranpura AEC to Sola road, (3) Girish

28 INDIAN HIGHWAYS, September 2017

 Technical Paper
cold drinks Cross road to Jade Blue Cross road
(C.G. road) and (4) State Transport (ST) bus stop
to Jamalpur Cross road. The total width of first
stretch was 9.5 m, while the total width of second,
third and fourth stretches were 6.2 m, 7.1 m and
11.1 m respectively.
2.2 Survey of Traffic Flow Characteristics and
Road Way Characteristics
The survey was divided into two parts as discussed
below:
(A) Traffic Flow Characteristics
As the traffic was of heterogeneous nature
the speed as well as the size of these vehicles
was different. So the speed of each class of
vehicle was measured separately. In this study
the Stop watch and videography methods
were used. The markings on road pavement
were spaced at 30 m apart and the time taken
to pass this distance was used to obtain the
speed values. The vehicles were counted for 5
minute interval and each value was converted
into veh/h.
(B) Roadway Characteristics
The roadway characteristics to be surveyed
were: number of lanes, width of carriageway,
etc. The width of each lane in the candidate
section varied from 3.00 m to 3.50 m.
However the pavement condition was
excellent for all the roads. No gradient was
observed in any of the candidate road sections
considered study coupled with absence of
roadside friction and any encroachment.
3. DATA COLLECTION AND ANALYSIS
The size of different vehicles were taken from the
actual measurements and presented in Table 1:
Table 1 Mean Size of Different Vehicles
Category of Average Length Average Width
Vehicle (m) (m)
Two wheelers 1.90 0.68
Car/SUV 3.70 1.52
Auto Rickshaw 2.80 1.40
Buses/Trucks 9.66 2.5
LCV 4.10 1.72
3.1 Overall Transportation Scenario of Selected
Stretches
The traffic in Ahmedabad is characterized by
significant presence of inter city traffic and its
composition. The city is presently suffering from
several transport problems like traffic congestion,
inadequate parking facility, insufficient road
width, and higher use of personalized mode
of transportation, high delay at signalized
intersection, road accidents and inadequate mass
transit facilities. It was observed that among the
different vehicle types on selected road stretches in
Ahmedabad; the predominant mode of transport on
all the test sections considered was two wheelers;
accounting for 66 % in the traffic stream, which
is followed by four wheelers and three-wheelers
accounting for 21.90% and 6.90% respectively.
Videography survey was carried on each of the road
stretch covering the peak hours in the morning and
evening spanning for 2 ½ hours. After collecting the
data, analysis was carried out for classified volume
counts and speed measurements. The number of
vehicles and their types were extracted at every
5 minute interval. The travel time of different
vehicle during each minute interval was obtained
manually by using digital stop watch. However the
average composition of traffic varied from location
to location.
3.2 Analysis
The relationship among traffic flow variables was
analyzed and then the same was used to apply
for measurement at different flow levels so as to
estimate the value of traffic flow and traffic stream
behaviour under given conditions. The widths and
flow values are given in Table 2.
4 COMPARISON OF SIMULATION
RESULTS WITH OBSERVED DATA
VISSIM was used for different analysis required
for this study. The analysis involved number of
tasks to be performed accurately before achieving
the final simulation results. Data collection and
its analysis were prior requirements before the
VISSIM analysis. While developing a VISSIM
model for existing traffic scenario of selected
road stretches, it involved data input, model
verification, calibration and validation. In VISSIM,
the road network is a combination of links and
connectors. Links are generally straight or follow
INDIAN HIGHWAYS, September 2017 29
 Technical Paper

the curvature of the road. The network in VISSIM
model was constructed by graphical interface.
The study area included 2/3 lane road stretches
(only one direction). By graphical editing of links
and connectors, their properties were modified
according to the field conditions (i.e. no. of lanes,
width of lanes, etc.). Minimum three test runs were
simulated for each stretch and average values were
taken into consideration. The important steps for
performing Simulation in VISSIM are discussed as
below:
● The speed values were assigned to the particu-
lar vehicle class.
● The composition of the vehicles was changed
to actual composition.
● Numbers of lanes and width of each lane were
entered as per the field observations.

Table 2 Road Stretches with Maximum Flow Values

S. No. Name of Road Stretch No. of Lanes Total Width Maximum Flow
(m) Observed (veh/h)
1. Ring Road (Jaymangal to Pallav) 3 9.5 4164
2. Ring Road (Pallav to Jaymangal-Opposite) 3 9.5 3804
3. Naranpura AEC to Sola Road 2 6.2 3504
4. Sola Road to Naranpura AEC (Opposite) 2 6.2 3216
5. C.G. Road (Girish Cold Drink to Jade Blue) 2 7.1 2760
6. C.G. Road (Jade Blue to Girish Cold Drinks-Opposite) 2 7.1 2664
7. S.T. to Jamalpur Road 3 11.10 2772
8. Jamalpur to S.T. Road (Opposite) 3 11.10 2640

● The length and width of the vehicles were
edited as per the actual measurements taken.
● In Weidman-99 (Driver behaviour) the lateral
clearance and space headway were also edited
for obtaining real scenario.
After carrying out the analysis of collected data,
the simulation scenario was examined with T-test
so as to compare the output of simulation with
the observed data. The statistical validation of
Table 3 Comparison of VISSIM Model with Observed Data for Speed Values on Different Stretches
the model for speed values and flow values of all
the stretches is presented in Tables 3 and 4. As
per Table 3, dmean = 1.01, Sd = 2.05 and to =1.39.
As per Table 4 , dmean = 51.63, Sd = 156.10 and to
= 0.93. Hence the data sets were same for both the
tables and the critical value of t statistic for 0.05
level of significance and 7 degrees of freedom,
obtained from standard t-distribution table was
2.365.

S. No. Name of Stretch Observed Avg. Traffic Difference Square

Avg. Traffic Speed as per (Deviation) (Deviation)
Speed km/h Simulation
km/h
1. Jaymangal to Pallav (Ring Road) 35.76 31.67 4.09 16.73
2. Pallav to Jaymangal (Ring Road-Opp.) 34.52 34.32 0.20 0.04
3. S.T. to Jamalpur 27.49 28.37 -0.88 0.77
4. Jamalpur to S.T. (Opp.) 27.60 28.80 -1.20 1.44
5. Naranpura AEC to Sola Road 26.18 24.43 1.75 3.06
6. Sola Road to Naranpura AEC (Opp.) 27.13 24.87 2.26 5.11
7. Girish Cold drink to Jade Blue (C.G. Road) 29.19 28.71 0.48 0.23
8. Jade Blue to Girish Cold drinks (C.G. Road- 28.93 27.50 1.43 2.04
Opp.)

30 INDIAN HIGHWAYS, September 2017

 Technical Paper

Thus, the value of t statistic calculated based

on the observed data (to) was less than the
corresponding Table value. This implies that the
value for simulated speed as well as simulated
flow significantly represent the observed speed and
observed flow values. The composition is shown
in Fig. 3 (for observed and simulated flow values
in veh/h) and Fig. 4 (for observed and simulated
speed values in km/h). Fig. 2 Snap Shot of Simulation (Pallav to Jaymangal)

Table 4 Comparison of VISSIM Model with Observed Data for Flow Values on Different Stretches

S. No. Name of Stretch Observed Flow as per Difference Square

Flow veh/h Simulation (Deviation) (Deviation)
veh/h
1. Jaymangal to Pallav (Ring Road) 4164 4176 -12.00 144.00
2. Pallav to Jaymangal (Ring Road-Opp.) 3804 3942 -138.00 19044.00
3. S.T. to Jamalpur 2772 2812 -40.00 1600.00
4. Jamalpur to S.T. (Opp.) 2640 2472 168.00 28224.00
5. Naranpura AEC to Sola Road 3504 3306 198.00 39204.00
6. Sola to Naranpura AEC (Opp.) 3216 3110 106.00 11236.00
7. Girish Cold drink to Jade Blue (C.G. Road) 2760 2716 44.00 1936.00
8. Jade Blue to Girish Cold drinks (C.G. Road- 2664.00 2582.00 82.00 6724.00
Opp.)
413.00 170569

Fig. 3 Observed and Simulated Flow Values (veh/h) Fig. 4 Observed and Simulated Speed Values (km/h)
on Different Stretches on Different Stretches

INDIAN HIGHWAYS, September 2017 31

 Technical Paper

4.1 Effect of Composition of Different Types of Table 7 Output of Simulation (Composition-2)

Vehicles on Traffic Stream Behaviour Category of Relative Avg. Traffic Flow
After the statistical validation of the model, Vehicle Flow Stream (veh/h)
stretch-1 (Jaymangal to Pallav) was selected due Speed
to higher flow value of traffic. The maximum (km/h)
value of flow for this stretch was 4164 veh/h with Auto Rickshaw 0.05 (i.e.,
corresponding average traffic speed of 35.76 km/h, 5%)
while the simulated flow value was 4176 veh/h Car 0.07 35.41 4260
Truck (incl. LCV) 0.01
having average traffic speed of 31.67 km/h. The
Bus 0.01
results of simulation for both the flow and speed
Bike (Motor 0.86
values are tabulated as per Table 5 to 7. For each
Cycle+Scooter
composition, minimum three simulation runs were
tested. To find out the effect of traffic composition
on traffic stream behaviour, the values of flow and
speed were not changed, while the composition
of different vehicles was changed. The results
obtained from simulation as per field observation
were not varied considerably. Although the average
traffic stream and flow value reduced to 26.58 km/h
from 31.67 km/h and 3690 veh/h from 4176veh/h Fig. 5 Effect of Vehicle Composition on
respectively , while it increased to 35.41 km/h from Traffic Stream Speed
31.67 km/h respectively.
Table 5 Output of Simulation as per Actual
Composition
Category of Relative Avg. Traffic Flow
Vehicle Flow Stream (veh/h)
Speed
(km/h)
Auto Rickshaw 0.069 Fig. 6 Effect of Vehicle Composition on
(i.e., Traffic Flow
6.9%)
Car 0.219 31.67 4176
Truck (incl. LCV) 0.03
Bus 0.022
Bike (Motor 0.660
Cycle+Scooter
Table 6 Output of Simulation (Composition-1)
Category of Relative Avg. Traffic Flow Fig. 7 Effect of Varying Road Width on
Vehicle Flow Stream (veh/h) Traffic Stream Speed
Speed
(km/h)
Auto Rickshaw 0.06 (i.e.,
6%)
Car 0.30 26.58 3690
Truck (incl. LCV) 0.07
Bus 0.11
Bike (Motor 0.460 Fig. 8 Effect of Varying Road Width on
Cycle+Scooter Traffic Flow

32 INDIAN HIGHWAYS, September 2017

 Technical Paper

4.2 Effect of Road Width on Traffic Stream as well as traffic speed registered minor dip only.
Behaviour However in the case of reduced road width 6.50
The width of road stretch is very important as m from 9.50 m the quantum of traffic flow value
it provides the space for the movement of the catered decreased to 39.13 % and the corresponding
vehicles. If the width is more than enough, there is speed value to 26.85 %. The results obtained from
a free movement of all the vehicles. As the width this research work are very useful for similar urban
was minimized the behaviour of traffic stream also roads of other cities of India.
changed abruptly. To study the effect of traffic Table 8 Output of Simulation for
stream behaviour, stretch-1 was considered again Varying Road Widths
as earlier with same flow value and same traffic
Case Varying Road Widh Flow Average
composition but with different road widths. The
No. (veh/h) Traffic
total width of this three lane road stretch was 9.5 m. Stream
For each road width, the value of traffic composition Speed
and flow were kept as constant. For each stretch (km/h)
minimum three simulation runs were created and
1. Case - 1: 4176 31.67
the average value was adopted to minimize the
W = 9.50 (3.25+3.25+3)
errors. The results are presented in Table 8. It was
observed from the above results that flow values for 2. Case - 2: 3856 25.65
Width = 8.50 m
case 1 and 2 showed less variation due to decrease
(decrease of 1.0 m)
in road width of 1.0 m (i.e., 7.66%). However
there was noticeable decrease in average traffic 3. Case - 3: 3652 25.57
stream speed which was decreased to 25.65 km/h Width = 7.50 M
(i.e., 19%). Thus, further decrease in road width (decrease of 2.0 m)
decreased both flow value and traffic stream speed 4. Case - 4: 2542 23.23
value to 3652 veh/ h and 25.57 km/h respectively. Width = 6.50 m
The most noticeable variation was observed in (decrease of 3.0 m)
Case 4, when the road width was changed to 6.50 m 6. ACKNOWLEDGEMENT
from 9.50 m (i.e., total decrease of 3.00 m). When
It is a pleasure to convey our gratitude to all the
compared to Case-1 the flow value was reduced
to 2542 veh/h from 4176 veh/h(i.e., registering a students of M.E. (Transportation Engg.) of L.D.
decrease of 39.13 %)while average traffic stream college of Engineering, Ahmedabad for providing
speed value reduced to 23.23 km/h from 31.67 their valuable time to carry out the traffic survey
km/h (i.e., registering a total overall decrease of work.
26.85 %). REFERENCES
5. CONCLUSION 1. Arasan, V T and Krishnamurthy, K (2008), “Effect
of Traffic Volume and Road Width on PCU Values
This study was carried out to observe Characteristics of Vehicles using Microscopic Simulation” IRC
of Traffic Stream under Varying Road Width and Vol. 69-2 (page 133-149).
Composition of Different Types of Vehicles (i.e., 2. Arasan, V T and Koshy, R (2004) “Simulation of
variation in flow as well as traffic stream speed) Heterogeneous Traffic to Derive Capacity and
under the effect of different types of vehicles and Service Volume Standards for Urban Roads “. IRC
varying road width. As the composition of two paper no-500 (page 219-242).
wheelers was changed both the traffic speed and 3. Fellendorf, M and Vortisch, P (2001)”Validation
flow values were changed accordingly. This was of Microscopic Traffic Flow Model VISSIM in
due to the fact that the two wheelers occupy less Different World Situation”. Conference: Annual
space compared to four wheelers. Also two wheeler Meeting of the TRB, Washington, D.C.
riders tend to drive cutting across lane as compared 4. HCM (2000),”Highway Capacity Manual,”
to large size vehicles like cars present in the traffic Transportation Research Board, Washington, D.C.
stream. By changing the road width from 9.5 m 5. IRC 106-1990, “Guide Lines for Capacity of Urban
to 8.50 m number of vehicles in the traffic stream Roads in Plain Areas”.

INDIAN HIGHWAYS, September 2017 33

 MORT&H Circular

Original Circular & Annex-1 are available on MoRT&H Website www.morth.nic.in

34 INDIAN HIGHWAYS, September 2017

 Announcement

IRC PT. JAWAHARLAL NEHRU BIRTH CENTENARY

AWARD FOR THE YEAR 2016
Nominations are invited in prescribed proforma for the IRC Pt. Jawaharlal Nehru Birth Centenary Award
for the year2016. The last date for receipt of nominations is 7th October, 2017.
For the year 2016the nominee’s age should not be more than 45 years. The particulars about the award
are given below:
1. PREAMBLE
This award has been instituted by the IRC during Pt. Jawaharlal Nehru Birth Centenary Year and will be
made each year for outstanding contribution in the field of Highway Engineering.
2 NATURE OF AWARD
Award will be in the form of medal/Citation certificate and will be made annually for notable and outstanding
contribution, applied or fundamental, in the field of Highway Engineering (including Bridges).
3 PURPOSE
For recognizing outstanding work in engineering technology, utilization, etc. in the highway sector and
encouraging young and upcoming engineers/scientists in the profession.
4 ELIGIBILITY AND SELECTION OF THE AWARD
a. Any Engineer/Scientist or any individual of India who is member/individual associate member of
IRC and is engaged in the field of highway engineering will be eligible for the award.
b. The award will be bestowed on a person who, in the opinion of the Selection Committee
constituted by the Executive Committee, has made conspicuously important and outstanding
contribution to Road Development of the country in the preceding 5 years of the nomination for
the award.
5. The age of nominee shall be less than 45 years on the 31st May of the year in which the nomination is
received.
6. The award will be made on the basis of contributions made primarily by work done in India. The
criteria for selection of the contribution for the award will be the following:
i) Important addition, modification or improvement to the available design criteria.
ii) Important contribution to present day knowledge of physical phenomenon or behaviour of rel-
evance to engineering practice.
iii) New approach or methodology for utilization of development of new technology or new tech-
niques for solving problems in applied engineering technology.
iv) Specific contribution made in the following fields:
(a) Investigation Methods (g) Repairs and Rehabilitation
(b) R&D Management (h) Environment
(c) Standardization (i) Highway Safety
(d) Software Development (j) Construction and Management
(e) Planning (k) Protective Works
(f) Maintenance (l) Traffic Engineering

INDIAN HIGHWAYS, September 2017 35

 Announcement

7. Nominations
a) Names of candidates may be proposed by or through any member of the IRC Council. Each
such nomination shall be on the basis of proforma, accompanied by detailed statement of work
and contribution of the nominee by the sponsor, and a critical assessment report bringing out the
importance of the significant contributions of the nominee made during the preceding five years.
The nominations alongwith copies of work assessment reports will be received by the Secretary
General, IRC on or before 7th October, 2017.
b) A candidate once nominated should be considered for a total period of 3 years, if otherwise
eligible, unless revised nomination is received. Once such nomination has been received, the
Secretary General, IRC may correspond directly with the candidate for supplementary informa-
tion, if necessary.

PROFORMA
IRC-PT. JAWAHARLAL NEHRU BIRTH CENTENARY AWARD
(NOMINATION FOR THE YEAR 2016)
1. Name of the Nominee.
2. Roll. No. as member of IRC and the year since he is member of IRC.
3. Discipline under which to be considered.
4. Date of Birth.
5. Academic qualifications beginning with Bachelor’s Degree.
6. Present employment and post held.
7. (a) Outstanding achievements of the nominee (in about 500 words) during the last 5 years
(Attach separate sheet)
(b) Benefit derived/anticipated or measurable impact of the work/contribution/achievement.
(c) Assessment by the sponsor of the importance of the contribution (not more than 100 words)
8. Whether these achievements/contributions have already been recognized for awards by any other body.
If so, the name of the body, the name of award and the year of award may be given.
9. Other awards/honours already received including fellowships of professional bodies.
10. Papers published, if any (reprints to be enclosed)
11. Names & address of three experts in the area (preferably in India) as possible reference.
(a)
(b)
(c)
Place : ______________________ Signature _______________________
Name & Designation of the Sponsor
(IRC Council Member)

___________________________________________________________________________________
NOTE: Ten copies of the Proforma along with ten copies of the detailed statement of achievement/
contribution neatly typed should be supplied along with reprints of relevant Papers.

36 INDIAN HIGHWAYS, September 2017

 Accredited Products

LIST OF IRC ACCREDITED NEW MATERIALS/TECHNIQUES/

EQUIPMENT/PRODUCTS
(valid as on 31st July, 2017)
The Committee for Accreditation of New Materials and Techniques formed under the aegis of Highway
Research Board of Indian Roads Congress (IRC) gives accreditation to patented or new materials/
technologies/equipment, developed in India/abroad. These new materials are evaluated as per recognized
National/International Specifications. The Committee has so far accredited (valid as on 31st July, 2017)
the following new materials/techniques for being used on trial basis:
S. No. Name of the New Material/ Technology/ Usage
Equipment/Product
1 SoilCrete Technology for design and construction of pavements
2 ZeoCrete Technology for design and construction of pavements
3 Hyperplas Polyester As waterproofing layer in bridges decks
4 ShaliSeal RSTC Tar base emulsion for enhancing road life by water ingress
5 STRESEAL Stress observing membrane interlayer system for use in flexible
pavements
6 Processed Steel Slag Alternate Aggregate for Flexible Pavements
7 Shalipatch EC For crack repairing concrete and bituminous roads
8 APP Double Layer Membrane Bituseal DR For flyover waterproofing and replacement of mastic wearing coat
Bridge Deck
9 GID Pavement Markers Safety device used on roads
10 Super Seal (PS) Used for sealing of expansion joints
11 Super Shield Bridgeprotek Used for sealing of expansion joints
12 Cold Plastic Road Marking Paint- Road marking material
PERMARK 2K
13 Terra firma Soil Stabilizer A cementatious polymer resin based compound(Soil Stabilizer).
14 Median Marker A retro reflective marker offers better visibility and enhances
illumination thereby curbing road accidents frequency
15 Reflective Delineator A retro reflective device offers better visibility and enhances
illumination thereby curbing road accidents frequency
16 Aluminum Backed Flexible Prismatic A retro reflective sheeting offers better visibility and enhances
Sheeting illumination thereby curbing road accidents frequency
17 Raised Pavement Marker with Twin Molded A retro reflective marker offers better visibility and enhances
Shank illumination thereby curbing road accidents frequency
18 Solar Road Stud A solar based stud offers better visibility and enhances illumination
thereby curbing road accidents frequency
19 Flexible Median Marker A retro reflective marker offers better visibility and enhances
illumination thereby curbing road accidents frequency
20 Solar Raised Pavement Marker A solar based marker offers better visibility and enhances illumination
thereby curbing road accidents frequency
21 Twin Molded Shank Raised Pavement A twin molded shank marker offers better visibility and enhances
Marker illumination thereby curbing road accidents frequency
22 Terrazyme Soil Stabilizing material used in construction of roads
23 Envirotac A non hazardous, environmental friendly acrylic –based co-polymer
soil stabilizer
24 EcogreenProbase Road System Soil Stabilized Pavement System Technology
25 Dr. Fixit Concrete Guard WB Anti-carbonation protective substance for concrete structures
26 Dr. Fixit Torchshield AP 3160 Bituminous water-proofing membrane for concrete structures
27 Dr. Fixit Torchshield AP 4160 Bituminous water-proofing membrane for concrete structures
28 Portadeck Heavy Duty Composite Access Mats and Floors/Working Platforms
29 Glass Fibre Reinforced Polymer Composite Corrosion resistant high tensile strength that of steel, electrically,
Rebars thermally non-conductive

INDIAN HIGHWAYS, September 2017 37

 Accredited Products

S. No. Name of the New Material/ Technology/ Usage

Equipment/Product
30 Evocrete Modifier – Hardening Accelerator Bionic binder for rigid concrete modification
for Modified Rigid Pavements
31 FORTA FI High tensile strength synthetic fibre reinforcement for asphalt
pavement / runway
32 Metalite Hitex Group Thermoplastic High Admixture for mixing in bituminous wearing courses to provide skid
Friction Surfacing Material resistance surface
33 Metalite Hitex Group Linear Crack and Admixture for mixing in bituminous wearing courses to provide skid
Joint Repair System resistance surface
34 Metalite Hitex Group Thermoplastic Type-I Admixture for mixing in bituminous wearing courses to provide skid
High Friction Surfacing Material resistance surface
35 High Pressure Water Mist Systems Highly suitable against fire in road/rail tunnels, underground facilities,
cable tunnels etc.
36 CASS Wire Rope Safety Barrier Highly strong to safeguard the vehicles prone to avoidable road
accidents
37 Impact Attenuators/Crash Cushions Highly strong to safeguard the vehicles prone to avoidable road
accidents
38 360 Degree Tempered Glass Road Studs Highly strong to safeguard the vehicles prone to avoidable road
accidents by channelizing the lane driving during night
39 Automark For use in safety of roads, bridges and structures
40 INSSTAPATTCH For road repairs
41 Asphaltoseal On concrete decks for waterproofing purpose in lieu of mastic asphalt
under BC overlay
42 Processed Steel Slag Alternate Aggregate for Flexible Pavements
43 Nanotac Technology New generation reactive silane technology for water resistant
chemically bonded tack coat
44 Penetron Admix®(Crystalline Used for making the concrete permanently sealed against the
Waterproofing Admixture) penetration of water or liquids.
45 Fastrack TM Water Based Road Marking Road Marking Paint
Paint
46 Polyalk CP 293 (Fourth Generation Enhances the service life of the structures significantly and is beneficial
Polydentate Bipolar Concrete Penetrating in corrosion prone zones.
Corrosion Inhibiting Admixture)
47 Asphalt Content Tester (AIM 590) It is used for hot mix asphalt paving mixtures and pavement samples.
48 Trolex NCAT NTO Apparatus to measure Asphalt content by the Ignition method.
49 GUJCON-CRF Nylone 6 Fibre Used as a secondary reinforcement in concrete roads and bridges.
50 i-lite Reflective Pavement Marker It is based on 100% indigenously developed technology whose
properties are in conformity with ASTM D 4280-94.
51 NANOADD C1,C2,C3 & NANOFILL For enhancing the performance for bituminous mixtures for road
C1,C2,C3 construction
52 Waelz Kiln (WK) Slag Used in embankment, sub-base and bituminous/concrete pavement
53 Evocrete®ST Acts as an enhancer for the hydration process and increases water
impermeability and resistance to thermal/salt/acid/frost submitted to
the committee
54 ZycoTherm Warm mix additive
55 Coir Geo Textile Used in construction and maintenance of roads and embankments
56 MMA Resin Based Bridge Deck Waterproofing System
Waterproofing System
57 Techgrid Geogrid System Used in RE walls/RE slopes and Soil stabilization purpose
58 Techglass Geogrids & Techglass Composite Used for rehabilitation & Preservation of pavements
59 TechGeo Nonwoven Geotextiles Used for filtration/separation and Soil stabilization purpose
60 Techfab Steel/Polymer Gabions Used for river training/ coastal and protection retaining walls
61 Techfab Woven Geotextiles Used for filtration/separation and Soil stabilization purpose
62 Techfab Geocomposites Used for soil reinforcement and Sub-grade stabilization
63 TechDrain PVD Used for soil consolidation purpose

38 INDIAN HIGHWAYS, September 2017

 Tender Notice

INDIAN HIGHWAYS, September 2017 39

 Tender Notice

40 INDIAN HIGHWAYS, September 2017

 Tender Notice

INDIAN HIGHWAYS, September 2017 41

 Tender Notice

42 INDIAN HIGHWAYS, September 2017

 Tender Notice

INDIAN HIGHWAYS, September 2017 43

 Tender Notice

44 INDIAN HIGHWAYS, September 2017

 Registration Form

INDIAN HIGHWAYS, September 2017 45

 Registration Form

46 INDIAN HIGHWAYS, September 2017

Intercontinental Consultants and Technocrats Private Limited
Innovative, Creative & Technologically Sustainable Infrastructure Solutions
Affiliate

M/s. L. N. M. infra projects pvt. ltd (Bhopal)

Member
A-8, Green Park, New Delhi - 110 016
Phone: +91-11-40863000, E-mail: business@ictonline.com
Website : www.ictonline.com
iso 9001:2008 Certified

We Provide Time and Cost-Effective Infrastructure Survey Solutions Using

Latest Technology in Line with MoRT&H and CPWD Specification. with
Vehicle Mounted LiDAR Survey Equipment
Latest Technology :-
1. Trimble TX 8 Terrestrial LiDAR System
2. Trimble MX2 (Vehicle Mounted) Mobile LiDAR System
3. Satellite Imagery
4. DGPS
5. Drone
Benefits:
• Capture Enhanced Data
• Increased Level of Accuracy
• Huge Saving of Time and Cost
Services Offered
• Structural and earthquake Engineers POSPAC and Trident imaging hub & factory,
• PMC, IE, AE, SQC for Civil Infrastructure work • Highways, Roads corridor mapping.
• Pereparation of DPR for all civil infrastructure • Railways corridor mapping.
work • Cadastral Surveys & Land Plan Surveys using Mobile LiDAR &
• Township and urban Planners DGPS
• Canals and distributaries system surveys
• Highway/Bridges/ROBs
• Volume Calculation for Earthworks & Mining Application
• Water Supply and Sewage Consultancy
• Historical Monuments/ Archeology
• Electrical, Mechanical & HVAC Consultant
• 3D City mapping, Smart City Mapping & Topographic Surveys
• Power Projects. • Master Plan / Development Plan Surveys.
• Surveys for Airport runways and adjacent areas.
LiDAR Work • Land Surveys for Telecommunication industry.
• 3D Point Cloud Data Collection using LiDAR • Water and Gas pipe lines.
MX 2 Survey System and Trident Capture Field • Topographical Survey and Contouring.
Software • Establishing High precision GCP’s (Ground Control Points) by
• Mobile LiDAR data pre-processing using Trident multi-frequency Trimble GNSS receivers.
Capture software and Post-Processing using • Flyover Bridge Surveys
• Utility Surveys: Electrical, Infrastructure, Pipeline
For Services Please Contact Us :-
Head Office :-
T-10, 3rd Floor City Centre Press Complex Zone-I, M P Nagar Bhopal-462011
Mobile. Mr. L. N. Malviya (M.D.) 9977828711, Tel/Fax: +917554295421 E mail-contact@lninfra.com,
Web. www.lninfra.com
Corporate Office :-
Plot No. 31, 2nd Floor Sector-12A, Dwarka, New Delhi 110078, E mail. corp@lninfra.com

Delhi Postal Registration No dl-sw-17/4194/16-18
under ‘u’ Number u(sw)-12/2016-2018
At Lodi Road, PSO on dated 28-29.08.2017 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment

september, 2017
dl-sw-17/4194/16-18
Indian Highways published on 28 august, 2017
`20/- september, 2017

sa infrastructure consultants pvt. ltd

Indian Highways
(An ISO 9001-2008 Certified Company)

smart innovative infra solutions - working towards better tomorrow

About saicpl
SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design. Volume: 45 Number: 9 Total Pages: 48

Sectors

Highways Bridges Waterways Railways Sewage Treatment Plant

Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development
transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support.

Highways : Including Access Controlled Expressway and upgradation of

existing 2/4 Lanes.
Projects
Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection
Report and Conditional Survey.

Metro-Rail Services : Including design of underground and elevated metro

stations, viaducts, architect design of stations and technical services.

Traffic & Transportation and intelligent Transport System - Including

preparation of Urban and Regional Transportation Plans, Land-use
Transport Modeling for Policy Testing and Traffic Predictions. Traffic
Management Plans, Road Safety Audit, Public Transport Planning and
Management.

Urban Infrastructure Development : Including preparation of Plans,

development of townships, infra corridors, water supply, sanitation and
power supply etc.

Water Resources : Including irrigation Flood Control, Ground water

exploration, Environmental and Social Aspects.

BOT/Annuity : Including project identification, Detailed Survey, Feasibility Mahatma Gandhi Setu, Patna
Study, Detailed Engineering and Design, Economic and Financial Viability
analysis.

Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh India
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - info@sainfra.com

Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Road Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 002. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064
https://www.irc.nic.in