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Volume : 46 Number : 8 Total Pages : 68

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Solar-Power road of 1 km length was laid in the town of
analysis. Tourouvre-an Perche in France’s Normandy district
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Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. 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
Indian Highways
Volume : 46 Number : 8 ● August, 2018 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
Contents
 From the Editor's Desk 4-5
 Advertisements 6-10, 38 & 66
 IRC Technical Committee Meetings Schedule for August, 2018 19
 New/Revised Publications of Irc in 2017 and 2018 20
 Call of Papers 28
Technical Papers
 Numerical Analysis of Short Paneled Concrete Pavement 11
By Swati Roy Maitra, K.S. Reddy, L.S. Ramachandra, and B.B. Pandey
 Comparison of Rutting and Fatigue Performance of Asphalt Mastic Composed of Regular and 21
Nano-Sized Hydrated Lime
By Aditya Kumar Das and Dharamveer Singh
 Plastic Shrinkage and Deep Crack Formation in RCC Structures Owing to Excess Bleeding in 29
Concrete and Remedial Measures Thereof
By Dhruba Jyoti Bhattacharya and Amitabha Datta
 Pedestrian Delay Modelling using Vissim at Mid Block Section and Intersections on Urban Roads 39
By D Gopi Krishna, T Naga Teja and Naveen Kumar C
 Empanelment of Referees 44
 MoRT&H Circular 45-51
 Tender Notices 52-59
 Announcement 60-62
 Membership Form 63-65
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),
26185273 (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
`20
INDIAN HIGHWAYS│August 2018 3

From the Editor's Desk
New Materials and Techniques in Highway Construction
Innovation in road construction offers important benefits for all the stakeholders. Some of the innovative
materials and techniques developed in other countries cannot be used in projects in our country as
specifications for the same by any Indian institution are not readily available. There is a factor of
risk involved in their usage. To encourage usage of new materials and techniques on trial basis,in
ongoing road and bridge works, IRC has an Accreditation Committee which accredits the material
and techniques to be used on trial basis. The new materials and techniques are accredited on the basis
of evaluation report including physical and chemical composition, laboratory test reports from any
Govt. approved research laboratory, project details in which the said new material/technique have
been used in India/abroad and cost comparison. The material/technology is accredited for a period of
2 years. The accreditation is issued with an objective that promotor shall strive to establish permanent
base in India and show long term commitment to the goal of innovative infrastructure development in
the country. On the basis of feedback given by the users, the material/techniques are included in IRC
Code of practice and special publications. IRC has accredited so far 177 materials and techniques.
The accreditation is valid for 2 years and needs to be revalidated on basis of performance reports. At
present, the number of accredited materials are 68. The accredited materials fall in the category of soil
stabilizers, warm mix additives for bituminous mixes, Water proofing membrane for bridge decks etc.
List of accredited material is available on IRC Website i.e. www.irc.nic.in
A range of warm mix technologies, which have potential in production of mixes for Dense Bituminous
Macadam (DBM) and Bituminous Concrete (BC), meeting the quality and performance requirements.
This technology is being used in production of bituminous mixes in USA and a number of European
countries, due to production and laying of hot mix at lower temperature upto 30ºC. By adding certain
additives, in the mix production, the coating of the aggregates by bitumen is greatly enhanced at a
lower temperature of mix. To facilitate adoption of this technology, IRC has prepared a document
IRC:SP:101-2014 entitled “Interim Guidelines for Warm Mix Asphalt”.
Soil Stabilizers convert ground/soil of insufficient bearing capacity into soil that is highly suitable for
placing and compacting. Added lime improves the existing soil, while added cement strengthens it. Soil
stabilizers master a wide range of different applications in soil improvement and soil strengthening of
subgrade soil. The technology makes use of local soil, requiring only small quantities of additives or
binding agents to be added. The soil stabilizers claim that these can be used in all types of soil thereby
eliminating need of replacement of in-situ soil. These materials improve the bearing capacity (CBR),
Unconfined Compressive Strength (UCS), Plasticity and elastic modulus (stiffness), frost resistance,
impermeability and sensitivity to moisture. The advantages of use of soil stabilizers are
● Reduction in raw material requirement by use of in-situ materials
● Less energy consumed in road construction
● Elimination of construction waste dumping landfills.
IRC has accredited 7 soil stabilizers suppliers who can be approached for soil stabilization solutions.
IRC has also recently published a new document “Guidelines for the Design of Stabilized Pavements”
IRC:SP:89 (Part – II) 2018.
IRC has accredited 5 types of waterproofing membrane for bridge decks. Generally, the water proofing
membrane has a central core of a polymer mat which is protected on both sides by a polymeric asphalt
mix. This is again protected by a plastic film on top and bottom. These membranes are quick to lay on
bridge deck and require a protective coating before opening the bridge to traffic.
4 INDIAN HIGHWAYS│August 2018

From the Editor's Desk
Economy in cement and steel consumption by adopting high strength concrete and adopting Limit
State Design procedure. IRC has revised the concrete Code in 2012, which is based on the Limit
State Designs’ concept. This Code permits design and production of very high strength concrete
approaching 100 MPa.
IRC has published a set of Guidelines for the use of Waste plastic in hot bituminous mixes (Dry
Process) in wearing courses (IRC:SP:98-2013). Waste plastic has great compatibility with bituminous
mixes. The only aim is the safe disposal of these non-biodegradable wastes polluting the environment.
The failed and damaged bituminous pavements have valuable aggregates and bitumen in them. It is
desirable to extract values out of the waste bituminous pavements by reclaiming and recycling these
materials and using them in construction instead of dumping it in landfills, which will use up scarce
land resources and avoid contamination of the soil. Use of such materials in a construction layer has
been permitted in the revised pavement Design Guidelines (IRC:37-2012).
In France first solar road has been laid in the small village of Tourouvre-au-perche in Normandy,
France. The 1 km road can generate enough electricity to power the street lights. The solar panels have
been covered in a silicon-based resin that allows them to withstand the weight of passing big rigs,
and if the road performs as expected, French Government wants to see solar panels installed across
1,000 kms of French highway. China has opened a 1-kilometer long solar road in Jinan, the capitol of
Shandong province south of Beijing. The two-lane road covers 5,875 square meters and can generate
upto 1 million kilowatt-hours of power annually – enough to power 800 Chinese homes, according to
Xinhua Net. The electricity will be used to run street lights, billboards, surveillance cameras, and toll
collection plazas. It will also be used to heat the road surface to keep it clear of snow. Any excess will
be fed back into the local utility grid. Only experience with solar roads will tell whether they are worth
the investment or just an expensive wasteful exercise.
In order to accelerate construction of roads in the country, there is a need to adopt new and innovative
materials and techniques in the projects which are faster to lay. Such flexibility in adoption of new
materials is available in PPP projects through enabling provisions in manual of specification and
standards.
(Sanjay Kumar Nirmal)

Secretary General

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Technical Paper
NUMERICAL ANALYSIS OF SHORT PANELED CONCRETE PAVEMENT
Swati Roy Maitra1 K.S. Reddy2 L.S. Ramachandra3 B.B. Pandey4

Abstract
In recent years, concrete pavements are being constructed in several stretches of the highways in India. These
pavements are advantageous in terms of their less maintenance and longer service lives as compared to conventional
bituminous pavements. Jointed plain concrete pavements with standard panel sizes are suitable for highways
catering heavy traffic, whereas short paneled concrete pavements can be effective for low to moderate traffic
volumes. This paper presents a numerical study to investigate the behavior of short paneled concrete pavement.
A three dimensional finite element model has been developed for the analysis of short paneled concrete pavement.
Aggregate interlocked joints, which are formed below the saw-cut in between the adjacent panels, have also been
modeled. The flexural stresses are computed due to wheel loads at critical locations and temperature differentials.
The results are compared with those from a conventional jointed concrete pavement. The effects of slab thickness
and panel size on flexural stresses have been investigated, which showsa promising decrease in slab thickness
requirement due to reduction in panel sizes.
1. INTRODUCTION transverse and longitudinal directions to form panels

Development of road infrastructure is being given of smaller sizes. Dowel bars are generally not provided
significant emphasis by the Government of India and load is transferred through the interlocking action
since the last few decades. Durable and sustainable of the aggregate particles through the joints formed
road infrastructure is necessary for growth and below the saw-cut. Short paneled concrete pavements
development of the nation. In many road projects, can be adopted for roads with moderate to light traffic
concrete pavements are constructed nowadays mainly particularly in urban, semi-urban and built-up areas.
due to their advantages of less maintenance and longer This paper presents the development of a three-
service lives as compared to traditional bituminous dimensional (3D) Finite Element (FE) model for the
pavements. To tackle the drainage problems analysis of short paneled concrete pavement with
particularly in urban areas, concrete pavements are aggregate interlocked joint. The effect of wheel loads
preferred by the city authorities. While thick jointed placed at different critical locations on the pavement
concrete slabs are generally provided for high volume and the variation of temperature is investigated using
traffic, shortening the joint spacing is found to be the FE model. The flexural stresses thus obtained
effective for moderate to low volume traffic. Shorter are compared with those obtained from a standard
joint spacing requires lesser slab thickness as the jointed concrete pavement (IRC:58–2015). The effect
critical flexural stresses are less as compared to those of different pavement parameters on the critical
for the conventional jointed concrete pavement. This flexural stresses is also examined. The results show
pavement can be termed as short paneled concrete a promising decrease in slab flexural stresses due to
pavement, where the joints are saw-cut in both reduction in panel sizes.
1
Assistant Professor, RCG School of Infrastructure Design and Management,
Email: swati@iitkgp.ac.in
2
Professor, Civil Engineering Department, Email: ksreddy@civil.iitkgp.ernet.in Indian Institute of Technology, Kharagpur,
3
Professor, Civil Engineering Department, Email: lsr@civil.iitkgp.ernet.in West Bengal
4
Advisor, Sponsored Research and Industrial Consultancy, and Former Professor,
Email: bbpandey40@gmail.com

Technical Paper
2. Literature Review traffic of 428 commercial vehicles per day along with
In paneled concrete construction, the concrete slab some heavily loaded vehicles. However axle load data
is cast over granular or cement-treated base/subbase was not available for the stretch (Chattaraj and Pandey,
course or over a damaged bituminous pavement after 2014). Panel concrete pavement was constructed over
a proper surface treatment. The base and subbase a 100 mm thick lean concrete base with M40 grade of
layers are selected taking into consideration the Pavement Quality Concrete (PQC) on a 4.5 m wide
design traffic and the drainage requirements. Cement- stretch. The panels were 150 mm thick and 1 m ×
treated bases are appropriate for heavy traffic, while 1 m in size. The pavement is performing well since
for moderate to light traffic, granular subbases last 5 years. Concrete overlay over bituminous
like Water Bound Macadam (WBM) or Wet Mix surfacing, also termed as White topping, and with
Macadam (WMM) can perform effectively. In case short paneled concrete slabs has been constructed
of a deteriorated bituminous pavement, milling of on some road stretches in few cities in India (Jundh
the deteriorated surface may be necessary to provide are et al., 2011). The Indian Roads Congress issued
proper bonding with the paneled concrete. Concrete guidelines (IRC:SP:76–2015) for the design and
slab is cast continuously and the panels are formed by construction of conventional and thin white topping
saw-cutting upto 1/3rd the depth of slab within 18 to over damaged bituminous surfaces. The construction
24 hours of construction. Cracks or joints thus of panel concrete is similar to that of white topping,
form below the saw-cut. Load is transferred across which can be used for new road construction as well.
these cracks/joints by the interlocking action of the This technology can very well be adopted for urban
aggregates. The size of the panels may be in the roads where drainage and waterlogging are serious
range of 1.0 m to 2.5 min either direction. This size is issues.
much smaller than that for the conventional concrete Literature on concrete overlay or white topping
Pavement of dimension 3.5 m × 4.5 m as generally has indicated that several works have been done on
adopted in India (IRC:15–2002). Saw-cut joints need different aspects of the pavement with shorter panel
to be sealed with grouting compounds for proper size to understand its behaviour and performance.
maintenance of the joints. Schematic arrangement of Sheehan et al. (2004) reported that partial bonding
a typical stretch of panel concrete pavement is shown is beneficial for the performance of thin and
in Fig. 1. ultra-thin white topping with a joint spacing of about
2.0 m in both directions. Bordel on (2005) investigated
the application of flow able fibrous concrete for thin
bonded concrete inlays of 50 mm thickness as a
rehabilitation measure for asphalt pavements. Tabbert
(2006) developed a finite element model for composite
pavement with unbonded layers consisting of 175
mm thick PCC slab, 125 mm thick asphalt layer with
90 mm thick white topping. The authors concluded
that bonded concrete overlays experience less stress
as compared to composite white topped pavements.
Hossain and Sultana (2010) developed a finite element
model for thin white topping over asphalt pavement.
Fig. 1 Schematic Arrangement of a Typical Stretch of The panel size considered for the model was 1 m
Short Paneled Concrete Pavement
× 2 m with thicknesses of 125 mm, 150 mm and
Panel concrete pavements have been constructed on 190 mm. The effects of shoulder and bonding
an experimental basis in the state of West Bengal in conditions between the pavement and the existing
a rural area (Chattaraj and Pandey, 2014). The site asphalt layer have been investigated. Roesler et al.
was in Mankar town, Burdwan district, West Bengal. (2011) performed accelerated pavement testing on
The stretch was 600 m long in a built-up area having full scale short paneled concrete pavements with
150 mm thick granular subbase and 150 mm thick varied sizes of plain and Fibre Reinforced Concrete
jhama brick consolidation. The stretch was in (FRC). The authors concluded that aggregate
poor condition with several damages, ditches and interlocked joints in these pavements have significant
depressions causing waterlogging. The road carried load transfer efficiency. Also the addition of fibres

Technical Paper
helped in extending the fatigue life as compared to namely, Plain Cement Concrete (PCC) slab, the
plain concrete pavements. Li and Vandenbossche foundation and the aggregate interlocked joint. The
(2013) developed a finite element model for thin and details of the procedure followed for modeling these
ultra-thin white topping with 1.8 m panel size based components are discussed herein.
on the data collected from distressed pavements in Concrete slab has been modeled as a linear elastic
Minnesota, USA. It was concluded that longitudinal isotropic material supported over foundation. Eight-
cracks, which developed along the wheel path at noded solid brick elements (SOLID45), with three
the bottom of the overlay, were the predominant degrees of freedom per node (translations in the nodal
distresses as compared to transverse or corner cracks. x, y and z directions),are used for the 3-D modeling
Salsilli et al. (2013) performed field tests on short of the PCC layer. Two elastic constants, the Young’s
paneled concrete pavements of varied dimensions modulus (E) and the Poisson’s ratio (υ), represent the
and had similar observations that the main distress material parameters for this layer. The density (γ)
was longitudinal cracking followed by transverse and and coefficient of thermal expansion (α) are the other
corner cracking. Barman et al. (2014) investigated input parameters required for the analysis.
the load transfer behaviour of bonded thin concrete
overlays over distressed asphalt pavement based on The foundation which may be a combination of an
finite element analysis. The panel sizes considered existing bituminous layer, WMM, Granular Sub
were 1.52 m × 1.83 m and 1.22 m ×1.22 m. It was Base (GSB) and compacted subgrade, is modeled as
observed that both the concrete and the asphalt layers Winkler foundation (Westergaard, 1926). In Winkler
contributed in transferring the applied wheel load to foundation, the contact pressure at any point is
the adjacent panel. assumed to be proportional to the deflection of the
soil at that point and independent of the deflections
It has been found from the literature that some at other locations. Modulus of subgrade reaction
investigations have been carried out on pavements (k) is the only parameter required for representing
with shorter panels of different sizes and thicknesses the strength of the Winkler foundation. Winkler
pertaining to the geometry and condition of the road
foundation is assumed to be consisting of a number
under consideration. However,more investigations,
of closely-spaced independent linear springs. Two-
theoretical and field, are needed to understand the
noded linear spring elements (COMBIN14), with
behaviour of the pavement considering its varied
three degrees of freedom (translations in the nodal x,
geometry, load transfer mechanism, long term
y and z directions) at each node, are used to model the
performance etc. for its rational design and also to
Winkler foundation. The effective normal stiffness of
properly adopt this technology. An attempt has been
the spring elements is estimated by multiplying the
made in the present study to investigate the behaviour
modulus of subgrade reaction (k) with the influencing
of short paneled concrete pavement using numerical
area of that element. Sometimes, Dry Lean Concrete
method. A three-dimensional finite element model for
(DLC) base is provided below the panel concrete for
the pavement has been developed for this purpose.
uniform and strong support for the PCC slab. In that
Using the FE model, the flexural stresses due to wheel
case, the DLC layer can be modeled as an elastic
load at different critical locations and temperature
layer, similar to that of PCC slab, with E and υ being
variations are estimated and compared with those
the two material constants required. The combined
obtained from a standard concrete pavement. The
modulus of subgrade reaction can be estimated by
effect of pavement parameters on the critical flexural
performing Plate Load Test or can be computed using
stress is investigated. The load transfer efficiency of
elastic moduli of the underlying layers.
aggregate interlocked joints is also examined.
The joints are the most critical parts of a jointed
3. Finite Element Modeling of concrete pavement. Joints are provided both in
Panel Concrete Pavement transverse and longitudinal directions. The upper 1/3rd
A three-dimensional (3D) Finite Element (FE) model portion of the slab is saw-cut, so that the joints are
has been developed in this work for a typical short formed below it. Load transfer through the joint is due
paneled concrete pavement. The commercial structural to the interlocking action of the aggregate particles.
analysis software ANSYS (ANSYS, 2002) has been Linear spring elements (COMBIN14) are used in this
used for this purpose. Three major components are work to model the aggregate interlocked joints in
considered in modeling the panel concrete pavement, panel concrete pavement (Maitra et al., 2015).In this

Technical Paper
work, two series of linear springs, connected between springs used to represent the Winkler foundation. The
the nodes of the two adjacent slabs,are considered. adjacent slab panels are connected at the bottom 2/3rd
The stiffness of the springs considered for modeling portion of their depth by two layers of spring elements
the aggregate interlocked joint, is estimated as per the representing the aggregate interlocked joint. The top
guidelines proposed by Maitra et al. (2010). In that 1/3rd portion of the slab is not connected due to saw-
work, a new parameter was introduced to represent cut, so no springs are provided at that portion.
the strength characteristics of the cracked face of the 4. Analysis of Panel Concrete
joint which was termed as ‘Modulus of Interlocking Pavement
Joints (Kj)’. The modulus value is a function of
In the present work, a typical short panel concrete
aggregate size and crack/joint width, which are the
pavement has been analyzed by developing a 3D
two most important parameters in transferring the
finite element model. For the present analysis, a panel
applied wheel load across these joints. Kj, a property
concrete pavement of dimension 1.75 m × 2.00 m
of the joint face is expressed by Equation 1 (Maitra et
with 200 mm thickness is considered. The dimension
al., 2010).
of 1.75 m, perpendicular to the traffic direction, has
Kj = 0.4568 × x–0.7493 × exp (0.0643 × IR) ... (1) been chosen so that two such panels can constitute the
Where, width of a single-lane road. Properties of M40 grade
of concrete considered for the analysis are: elastic
x = Crack/Joint width in mm
modulus, E = 32,000 MPa, Poisson’s ratio, υ = 0.15,
IR = Interlocking ratio = agg/x density, γ = 2400 kg/m3 and coefficient of thermal
agg = Maximum nominal size of aggregates in mm expansion, α = 1.1× 10-5/ ºC. The combined modulus
of subgrade reaction is assumed as, k = 150 MPa/m.
The stiffness of each spring (S) is estimated by
multiplying the modulus of interlocking joints (Kj) Concrete slab panels are modeled with brick elements
with the effective bearing area (Ab) of each spring at (SOLID45). The mesh size is adopted as 80 mm ×
the joint face as given in Equation 2. The effective 80 mm × 50 mm, which has been selected after
bearing area of each spring is the area between two a convergence study. The Winkler foundation is
adjacent springs at the joint. Spring stiffness thus modeled using spring elements (COMBIN14), fixed
depends upon the thickness of the slab and the spacing at their bottom. Aggregate interlocked joints are
between the individual springs. assumed to form below the saw-cut for the bottom
2/3rd portion of the concrete slab. Series of linear
S = K j × A b ... (2)
spring elements (COMBIN14) are used to represent
Higher value of modulus of interlocking joints the interlocking action of the joint which are
(Kj) indicates stronger interlocking action of the connected at their corresponding nodes of the adjacent
aggregates, which gives higher load transfer efficiency panels. It is assumed that the maximum nominal size
through the joint. In the field, this modulus can be back of aggregates in the concrete mix is 20 mm and the
calculated from the measured load transfer efficiency maximum crack opening is 0.5 mm at the joint. The
of the joint. modulus of interlocking joints, Kjis thus, estimated
as 10.05 MPa/mm for the aggregate interlocked
joint using equation 1. For the FE analysis, only
two adjacent panels are considered, since the effect
of loads placed on the third transverse panel will be
insignificant on the stresses of the critical edge panel.
Along the longitudinal direction, the effects of the
adjacent slab panels are also considered by providing
appropriate boundary conditions along the edges of
Fig. 2 Finite Element Representation of Panel Concrete the pavement.
Pavement Supported Over Winkler Foundation with 4.1 Wheel Load Details and Locations
Aggregate Interlocked Joint
A single axle of 80 kN with dual wheel loads and
Fig. 2 shows the finite element representation of a contact pressure of 0.52 MPa has been considered
panel concrete pavement. Brick elements are used to for the present analysis. Rectangular tire imprints of
represent the concrete slab supported over a bed of size 234.4 mm × 160 mm corresponding to a single

Technical Paper
wheel load of 20 kN are considered with dual wheel

configuration (Maitra et al., 2010) as shown in Fig. 3.
Four load positions, ‘A’, ‘B’, ‘C’ and ‘D’, as marked in
Fig. 3, are considered. For load position ‘A’, the dual
wheel load is placed with the outer wheel tangential
to the longitudinal edge of the panel. The stress
will be critical below the outer wheel for this load
position. Load positions ‘B’ and ‘C’ are considered
for estimating the interior stress and corner stress
respectively. Load position ‘D’ is selected to estimate
the load transfer efficiency of the joint. The average
centre to centre distance between the two dual wheels
Fig. 4 Temperature Gradients Considered for the Analysis
of typical commercial vehicles is 1.80 m. Therefore,
for the present analysis, the wheel loads are applied 5. Results and Discussions
only on one panel (of width 1.75 m), as the effect of The panel concrete pavement has been analyzed
the other dual wheel, which is on the other panel,is in finite element with various wheel load positions,
insignificant. Though load is transferred through different positive and negative temperature gradients
aggregate interlocking, the effect of this is observed and also with their combinations. Flexural stresses
only at the adjacent joints and not on the far end joints. are estimated at the critical locations due to the wheel
Thus the maximum flexural stress at load position load positions A, B, C and D (load cases 1, 2, 3 & 4).
‘A’ will not be affected by the wheel load placed at Stresses are obtained when the pavement is subjected
position ‘D’. to only positive or negative temperature gradients
with no wheel loads (load cases 5 & 6). Load cases 7
and 8 are due to the combined effects of wheel load
(at A and B respectively) and positive temperature
gradient, while load case 9 is due to the combined
effect of wheel load (at C) and negative temperature
gradient. Self-weight has been considered in the
analysis for all load cases.
The flexural stresses obtained for each of the nine load
cases along with their critical locations on the panel
concrete pavement are presented in Table 1. Among
all these cases, the flexural stress is the maximum
(2.50 MPa) when the wheel load is placed at the edge
Fig. 3 Wheel Load Positions Considered for the Analysis
of the pavement (load position ‘A’) and combined with
4.2 Temperature Profiles positive temperature gradient (load case 7). Stresses
Besides axle loading, concrete slab is subjected to for other combinations (load case 8 & 9) with wheel
variation of daily temperature. During day time, the load at ‘B’ and ‘C’ along with positive and negative
temperature at the top surface of the slab is higher temperature gradients (2.01 MPa and 1.82 MPa) are
than that for the bottom surface (positive temperature less than that for load case 7.
gradient)while during night time the effect is reverse When only wheel loads are considered, the flexural
(negative temperature gradient). Positive temperature stress (0.96 MPa) is found to be the maximum
gradient is nonlinear in nature through the slab depth, (load case 1) when the wheel load is placed at the
while the negative temperature gradient is almost longitudinal edge of the pavement (load position ‘A’)
linear. For the present analysis, a nonlinear positive as compared to the stresses (0.54 MPa, 0.83 MPa &
temperature gradient of 17ºC (Maitra et al., 2013) 0.73 MPa) for other load cases (load cases 2, 3 & 4).
and a linear negative temperature gradient of 9°C Load cases 5 and 6 give the curling stresses due to
are considered for the 200 mm thick PCC slab positive and negative temperature gradients at the slab
(IRC:58–2015). The temperature gradients considered center at bottom and top respectively. It is observed
for the analysis are shown in Fig. 4. that the curling stresses (1.35 MPa & 1.02 MPa) are

Technical Paper
more (as compared to only wheel load stresses) due to no wheel load) are also evaluated and are found to be
the restraints provided by the slab self-weight and the as 0.61 MPa (as per equation V.5 of IRC:58–2015)
joints. Similar observations of higher curling stresses for a positive temperature gradient of 17ºC and
(with no wheel load) as compared to only wheel load 0.88 MPa (as per equation V.13 of IRC:58–2015) for
stresses were also reported by Maitra et al., (2009) for a negative temperature gradient of 9ºC. These stresses
dowel jointed concrete pavement. are however smaller than those for panel concrete
Table 1 Flexural Stresses for Panel and Conventional pavement. It is, thus, observed that, the flexural
Concrete Pavement stresses for conventional concrete pavement are larger
Load Load Flexural Stress (MPa) than those obtained for the panel concrete pavement
Case Details and Max. Panel Conventional for critical load cases.
Combinations Stress Pavement Pavement The Load Transfer Efficiency (LTE) of panel concrete
Location (FE (IRC:58– pavement is estimated as the ratio of the deflections
Analysis) 2015)
of the unloaded panel (δul)to that for the loaded panel
1 Wheel load Bottom 0.96 1.87
at A edge
(δl) as given in Equation 3.
2 Wheel load Bottom 0.54 - ... (3)
at B center
3 Wheel load Top edge 0.83 1.97
at C For load position ‘D’ (load case 4), the responses
4 Wheel load Bottom 0.73 - obtained from the FE analysis are as follows.
at D joint
Deflection of the loaded slab (δl) = 0.1610 mm
5 PTG Bottom 1.35 0.61
center Deflection of the unloaded slab (δul) = 0.1352 mm
6 NTG Top center 1.02 0.88 So, LTE = (0.1352 / 0.1610) × 100 = 84.0 %
7 Load at A + Bottom 2.50 2.64
PTG edge It has been found from literature that the efficiency
8 Load at B + Bottom 2.01 -
of any joint can be considered as satisfactory in all
PTG center respects if its LTE is found to be 75% or more (Rowe
9 Load at C + Top edge 1.82 - et al., 1997).The present analysis shows that the LTE
NTG for an aggregate interlocked joint of a typical panel
Note: PTG: Positive Temperature Gradient concrete pavement is about 84% for the present load
NTG: Negative Temperature Gradient case. The panel concrete pavement can thus effectively
To compare the responses of panel concrete pavement transfer the applied wheel load from one panel to the
with those for the conventional concrete pavement, a adjacent panel even with lower thickness. However,
typical concrete pavement of dimension 3.5 m × 4.5 m increase in traffic, abrasion and attrition of the
with the same 200 mm thickness and similar modulus aggregates coupled with temperature variations may
of subgrade reaction of 150 MPa/mm has been increase the size of the openings at the cracks/joints,
analyzed. Flexural stresses are estimated with similar due to which the effectiveness of this mechanism may
load cases as per the equations given in IRC:58–2015, decrease over time (Ioannides and Korovesis, 1990).
which are developed based on FE analysis. Table 1
shows that the critical stress for conventional concrete 6. Effect of Pavement Parameters:
pavement is higher (2.64 MPa) as compared to that for Panel size and Slab thickness
panel concrete pavement (2.50 MPa). For wheel load A parametric study has been carried out to estimate
at A (load case 1), the edge flexural stress is estimated the effect of panel size and slab thickness on flexural
as 1.87 MPa (as per equation V.5 of IRC:58–2015). It
stresses of panel concrete pavement. Three different
is observed that this stress is nearly double the stress
panel sizes 1.75 m × 2.50 m, 1.75 m × 2.25 m and
obtained for panel concrete pavement. Corner stress
is estimated using Westergaard’s equation, modified 1.75 m × 2.00 m and four different slab thicknesses
by Kelly (IRC:58–2002) which is equal to 1.97 MPa. of 150 mm, 175 mm, 200 mm and 225 mm are
This stress is more than the double to that obtained considered for the parametric study. The properties
for panel concrete pavement. Curling stresses (with of M40 grade of concrete, the subgrade strength and

Technical Paper
the aggregate interlocked joint parameters have been

considered to be the same as those used in the previous
analysis.
Five different axle loads of magnitude 80 kN,
120 kN, 160 kN, 200 kN and 240 kN corresponding
to single wheel loads of 20 kN, 30 kN, 40 kN, 50
kN and 60 kN respectively having rectangular tire
imprints of size 234.4 mm × 160 mm, are selected for
the parametric study. To evaluate the effect of panel
size and slab thickness, load case 1 has been selected Fig. 6 Variation of Flexural Stress with Slab Thickness
when the wheel load is placed at the transverse edge for different Dual Wheel Loads (Panel 1.75 m × 2.25 m,
k = 150 MPa/m)
of the pavement. Since the effect of temperature is
significant, load combinations 5, 6 and 7 are not
considered for the parametric study.
FE models have been developed for each
combination of panel concrete pavement with
different thicknesses and panel sizes. The results of
the parametric study are presented here. Figs. 5, 6
and 7 indicate the variation of flexural stresses with
slab thickness for different wheel loads for the three
panel sizes of 1.75 m × 2.50 m, 1.75 m × 2.25 m and Fig. 7 Variation of Flexural Stress with slab Thickness for
1.75 m × 2.00 m respectively. The figures show different Dual Wheel Loads (Panel 1.75 m × 2.00 m,
that the flexural stress decreases considerably with k = 150 MPa/m)
increase in the slab thickness for all the load levels Fig. 8 shows the variation of flexural stresses due to
from 40 kN to 120 kN. For 1.75 m × 2.50 m panel 100 kN dual wheel load with different transverse joint
with 120 kN dual wheel load (Fig. 5), the flexural spacing (panel sizes)varying from 2.0 m to 2.5 m for
stress decreases by 21.8% when the slab thickness different slab thicknesses of 150 mm, 175 mm, 200 mm
increases from 150 mm to 175 mm, by 37.8% when and 225 mm. The curves indicate that with increase in
the slab thickness increases from 150 mm to 200 mm joint spacing, the flexural stress also increases. For
225 mm slab thickness, the flexural stress increases
and by 49.8% when the slab thickness increases from
by 8.33% when the transverse joint spacing increases
150 mm to 225 mm. Similar trends of reduction in from 2.00 m to 2.25 m, while the stress increases by
flexural stresses are also observed for other panel 16.15% when the joint spacing increases from 2.00
sizes as shown in Figs. 6 and 7. m to 2.50 m. Similar trends of increase in flexural
stresses are also observed for other slab thicknesses
as shown in Fig. 8.
Fig. 5 Variation of Flexural Stress with Slab Thickness Fig. 8 Variation of Flexural Stress with Joint Spacing for
for different Dual Wheel Loads (Panel 1.75 m ×2.50 m, different Slab Thicknesses (k = 150 MPa/m, Dual Wheel
k = 150 MPa/m) Load = 100 kN)

Technical Paper
The results of the parametric study thus indicate that 5. IRC:SP:76-2015. Tentative Guidelines for
the effect of panel size and slab thickness is significant Conventional, Thin and Ultra-Thin White Topping.
in influencing the flexural stresses for panel concrete The Indian Roads Congress, New Delhi.
pavement. 6. Sheehan, M. J., Tarr, S. M. and Tayabji, S. (2004).
Instrumentation and Field Testing of Thin White
7. Conclusions Topping Pavement in Colorado and Revision of the
Short paneled concrete pavement can be considered as Existing Colorado Thin White topping Procedure,
a sustainable solution for roads with moderate to low Final Report No. CDOT-DTD-R-2004-12, Colorado
traffic volumes in India. In this work, panel concrete Department of Transportation Research.
pavement has been modeled using finite element 7. Bordelon, A. C. (2005). Flowable Fibrous Concrete
method. The pavement has been analyzed for wheel for Thin Pavement Inlays, Ph. D. Thesis, University
loads placed at different locations on the pavement, of Illinois at Urbana Champaign, Illinois.
positive and negative temperature gradients and their 8. Tabbert, T. R. (2006). Verification of the Whitetopping
combinations. The results of the study are summarized Thickness Design Procedure for Asphalt Concrete
Overlaid Portland Cement Concrete Pavements, M.S.
here.
Thesis, Iowa State University, Iowa.
● For panel concrete pavement, the flexural stress 9. Hossain, M. and Sultana, S. (2010). Extending
becomes critical due to the combined action Asphalt pavement Life using Thin Whitetopping,
of wheel load placed at the pavement edge Final Report & Technical Briefs from Mid-America
and positive temperature gradient, similar to Transportation Center 25-1121-0001-251.
conventional concrete pavement. 10. Roesler, J. R.Cervantes, V. G. And Amirkhanian,
● The critical flexural stress due to wheel load A. N. (2011). Accelerated Performance Testing of
and positive temperature gradient in panel Concrete Pavement with Short Slabs. International
concrete pavement is less as compared to Journal of Pavement Engineering, Vol. 13(6), pp. 494
that for conventional concrete pavement with – 507.
similar thickness and foundation strength. 11. Li, Z. and Vandenbossche, J. M. (2013). Redefining the
● Flexural stresses due to only wheel loadsat Failure Mode for Thin and Ultra-Thin Whitetopping
with a 1.8 m × 1.8 m Joint Spacing, Annual Meeting,
critical locations (interior, edge & corner)
Transportation Research Board, 2013.
of panel concrete pavement are found to be
significantly less as compared to those obtained 12. Salsilli, R., Wahr, C., Delgadillo, R., Huerta, J. And
Sepulveda, P. (2014). Field Performance of Concrete
for conventional concrete pavement of similar
Pavements with Short Slabs and Design Procedure
parameters. calibrated for Chilean conditions. International
● With increase in slab thickness, flexural stress on Journal of Pavement Engineering, Vol. 16(4),
panel concrete pavement reduces significantly. pp. 363 – 379.
● Flexural stress depends significantly upon 13. Barman, M., Vandenbossche, J, M. and Li, Z.
panel size. The stress decreases with decrease (2014). Characterization of Load Transfer Behavior
in panel size for all slab thicknesses. for Bonded Concrete Overlays on Asphalt, Annual
Meeting, Transportation Research Board.
References
14. ANSYS Users’ Manual, ANSYS Inc., Cannonsburg,
1. IRC:58–2015. “Guidelines for the Design of Plain PA, 2002.
Jointed Rigid Pavements for Highways”, The Indian
15. Westergaard, H.M. (1926). Stresses in Concrete
Roads Congress, New Delhi. Pavements Computed by Theoretical Analysis, Public
2. IRC:15–2002. Standard Specifications and Code of Roads, Vol. 7, pp. 25-35.
Practice for Construction of Concrete Roads, The 16. Maitra, S. R., Reddy, K. S. and Ramachandra, L. S.
Indian Roads Congress, New Delhi. (2015). “A Comprehensive Three-Dimensional Finite
3. Chattaraj, R. and Pandey, B.B. (2014). Short Element Model for the Analysis of Jointed Concrete
Panelled Concrete Pavement in Built-up Area, Indian Pavement.” Journal of the Indian Roads Congress,
Highways, Vol. 42(1), pp. 11-18. Vol. 75(4), pp. 73-81.
17. Maitra, S. R., Reddy, K. S. and Ramachandra, L. S.
4. Jundhare, D. R., Khare, K. C. and Jain, R. K.
(2010). Load Transfer Characteristics of Aggregate
(2011). Edge Stresses and Deflections of Unbonded
Interlocking in Concrete Pavement, Journal of
Conventional White Topping Overlay, The Indian Transportation Engineering, ASCE, Vol. 136 (3), pp.
Concrete Journal, Vol. 3, pp. 35-44. 190-195.

Technical Paper
18. Maitra, S. R., Reddy, K. S. and Ramachandra, L. 20. Rowe, G. M., Chang, K. G. and Tabrizi, K. (1997). Use
S. (2013). Estimation of Critical Stress in Jointed of the Falling Weight Deflectometer in Conjunction
Concrete Pavement, Procedia, Social and Behavioral with the Photographic Survey Methods in Concrete
Sciences, Vol. 104, pp. 208-217. Pavement Restoration Program, Infrastructure
Condition Assessment: Art, Science and Practice, M.
19. Maitra, S. R., Reddy, K. S. and Ramachandra, L. Satio, ed., ASCE, New York.
S. (2009). “Experimental Evaluation of Interface 21. Ioannides, A. M. and Korovesis, G. T. (1990).
Friction and Study of its Influence on Concrete Analysis and Design of Dowelled Slab-on-Grade
Pavement Response.” Journal of Transportation Pavement Systems.” Journal of Transportation
Engineering, ASCE, Vol. 135(8), pp. 563-571. Engineering, ASCE, Vol. 118(6), pp. 745–768.
IRC TECHNICAL COMMITTEE MEETING SCHEDULE FOR AUGUST, 2018

Date Day Time Venue Name of Committee Meetings
Transport Planning, Traffic Engineering
03.08.2018 Friday 11:00 AM IRC, R.K.P.
Committee (H-1)
Road Maintenance and Asset Management
Committee (H-6)
04.08.2018 Saturday 11:00 AM IRC, R.K.P.
General Design Features (Bridges & Grade
Separated Structures) (B-1)
Hill Roads and Tunnels Committee (H-10)
10.08.2018 Friday 11:00 AM IRC, R.K.P. Management, Maintenance and Rehabilitation
Committee (B-8)
Bearings, Joints and Appurtenances Committee
11.08.2018 Saturday 11:00 AM IRC, R.K.P.
(B-6)
Sub-group of B-9 Committee : B-9.4 for
16.08.2018 Thursday 03:00 PM IRC, R.K.P.
Guidelines on Cable Stayed Bridge
Specialized Bridge Structures Including Sea
11:00 AM IRC, R.K.P.
Links Committee (B-9. Committee)
17.08.2018 Friday
Sub-group of B-9 Committee : B-9.3 for
02:00 PM IRC, R.K.P.
Guidelines on Extradosed Bridge
Sub-group of B-1 Committee : Guidelines on
20.08.2018 Monday 11:00 AM IRC, R.K.P.
Scour Calculation & Bouldery Strata
Concrete (Plain, Reinforced and Prestressed)
24.08.2018 Friday 11:00 AM IRC, R.K.P.
Structures (B-4)
25.08.2018 Saturday 11:00 AM IRC, R.K.P. Rigid Pavement Committee (H-3)
Steel and Composite Structures Committee
31.08.2018 Friday 11:00 AM IRC, R.K.P.
(B-5)

New/Revised Publications
NEW/REVISED PUBLICATIONS OF IRC in 2017

The IRC has brought out the following New/Revised Publications. These prestigious publications will be quite useful
to the Highway Professionals.
Title of the Document Price Packing &
Postage
IRC:7-2017 “Recommended Practice for Numbering Culverts, Bridges and Tunnels” 100.00 20.00
(Second Revision)
IRC:15-2017 “Code of Practice for Construction of Jointed Plain Concrete Pavements 1000.00 40.00
(Fifth Revision)
IRC:44-2017 “Guidelines for Cement Concrete Mix Design for Pavements” 500.00 40.00
(Third Revision)
IRC:65-2017 “Planning and Design of Roundabouts” (First Revision) 400.00 40.00
IRC:92-2017 “Guidelines for the Design of Interchanges in Urban Areas” (First Revision) 400.00 40.00
IRC:121-2017 “Guidelines for Use of Construction and Demolition Waste in Road Sector” 300.00 40.00
IRC:122-2017 “Guidelines for Construction of Precast Concrete Segmental Box Culverts” 300.00 40.00
IRC:123-2017 “Guidelines on Geophysical Investigation for Bridges” 600.00 40.00
IRC:124-2017 “Bus Rapid Transit (BRT) Design Guidelines for Indian Cities” 600.00 40.00
IRC:125-2017 “Guidelines on Dozers for Highway Works” 400.00 40.00
IRC:126-2017 “Guidelines on Wet Mix Plant” 400.00 40.00
IRC:SP-93-2017 “Guidelines on Requirements for Environmental Clearance for Road 1200.00 40.00
Projects” (First Revision)
IRC:SP-110-2017 “Application of Intelligent Transport System (ITS) for Urban Roads” 600.00 40.00
IRC:SP:111-2017 “Capacity Building of Road Agencies In Charge of Implementation of 300.00 40.00
Road Projects in Urban Areas”
IRC:SP:112-2017 “Manual for Quality Control in Road and Bridge works” 1500.00 40.00
Copies of these publications can be obtained from IRC Office against cash payment. For more details please contact
+ 91 11 2338 7759 and E-mail: ircsale1934@gmail.com
NEW/REVISED PUBLICATIONS OF IRC in 2018

The IRC has brought out the following New/Revised Publications. These prestigious publications will be quite useful
to the Highway Professionals.
Title of the Document Price Packing & Postage

IRC:SP:65-2018 “Guidelines for Design and Construction of Segmental Bridges” (First 400.00 20.00
Revision)
IRC:SP:71-2018 “Guidelines for Design and Construction of Precast Pre-Tensioned 400.00 20.00
Girders for Bridges” (First Revision)
IRC:SP:89-2018 Part II: “Guidelines for the Design of Stabilized Pavements” 800.00 20.00
IRC:SP:113-2018 “Guidelines on Flood Disaster Mitigation for Highway Engineers” 800.00 40.00
IRC:SP:114-2018 “Guidelines for Seismic Design for Road Bridges” 1000.00 40.00
IRC:SP:115-2018 “Guidelines for Design of Integral Bridges” 500.00 20.00
IRC:SP:116-2018 “Guidelines for Design and Installation of Gabion Structure” 600.00 20.00
IRC:99-2018 “Guidelines for Traffic Calming Measures in Rural and Urban Areas” 1000.00 20.00
(First Revision)
Copies of these publications can be obtained from IRC Office against cash payment. For more details please contact +
91 11 2338 7759 and E-mail: ircsale1934@gmail.com

Technical Paper
Comparison of Rutting and Fatigue Performance of Asphalt

Mastic Composed of Regular and Nano-sized Hydrated Lime
Aditya Kumar Das1 Dharamveer Singh2

Abstract
The present study was undertaken to evaluate effects of Regular Sized Hydrated Lime (RHL) and Nano-Sized
Hydrated Lime (NHL) on rutting, fatigue damage and aging resistance ability of asphalt mastic. VG-30 binder
and different combinations of basalt – RHL, and basalt-NHL fillers were used for the preparation of asphalt mastic
samples. Filler to binder (F/B) ratio was chosen as 0.8 (by mass ratio) for mastic sample preparation. Three different
percentage of RHL and NHL were selected as 0%, 10%, and 20% by weight of asphalt binder and amount of basalt
filler was adjusted accordingly. The high temperature rutting resistance of asphalt mastic was evaluated using
Super pave rutting factor. The fatigue damage resistance potential (number of cycles to fatigue damage) of asphalt
mastic was estimated using Linear Amplitude Sweep (LAS) test. In addition, aging resistance behavior of asphalt
mastic was addressed based on Super pave rutting parameter considering unaged and short term aged condition.
The results indicate that NHL filler have better potential than RHL filler in improving the rutting resistance of
asphalt mastic at high temperature. The NHL filler predominantly enhanced the fatigue life of asphalt mastic as
compared to RHL filler. Aging resistivity results imply that contribution of NHL filler is significant over RHL filler
in improving the oxidative aging resistance of asphalt mastic. Overall asphalt mastic with 20%NHL filler had better
rutting, fatigue life, and aging resistance performance over mastic with other % of RHL or NHL fillers.
1. INTRODUCTION asphalt mastic and mix (A.K. Das et al. 2017, Iwanski
Asphalt mastic is a phase in asphalt mix, composed et al. 2013, Verhasselt et al. 2004). In addition,
of asphalt binder and mineral fillers. Asphalt mastic effectiveness of RHL in asphalt mix can be improved
is expected to contribute to stability of asphalt by reducing its particles size to nano level. Nano
mix structure by reducing air voids and increasing materials possess better mineralogical interaction
stiffness (V. Antunes et al. 2015, F.P. Jimenez et al. that considerably different from those of regular size
2008). Types and elemental composition of asphalt bulk structured materials because of its high specific
and mineral fillers influence the behavior of asphalt surface area (Antonietti et al. 2004). Application of
mastic, thus affecting the overall performance of nano sized hydrated lime (NHL) can improve rutting
asphalt mix (F.P. Jimenez et al. 2008, S. C. Huang et and fatigue resistance performance of asphalt and mix
al. 2007). Mineral fillers are of two types namely inert (Kavussi e al. 2016, Diab et al. 2014). However, very
filler and active filler. Inert filler (in form of stone few studies are available on potential application of
dust) is one of the basic ingredients of asphalt mix, NHL as a filler in comparison with RHL filler for
which is produced from parent source of respective asphalt mastic. In addition, limited investigations
aggregate,for example basalt stone dust, granite were carried out on combined effects of either RHL
stone dust, lime stone dust, etc. Active fillers such as or NHL filler with an inert filler, like Basalt (B).
Regular Sized Hydrated Lime (RHL), fly-ash, cement, Therefore, this investigation was motivated with
etc. are utilized as anti stripping agent or antioxidant the aim of addressing the effects of RHL and NHL
to enhance the performance of asphalt mastic and in combination with B filler, on rutting, fatigue,
mix. Many researchers reported that use of RHL as an and aging resistance performance of asphalt mastic.
active filler has the ability to enhance rutting, fatigue Asphalt mastic samples were prepared at laboratory
oxidative aging, and moisture damage resistance of using AC-30 binder with different B-RHL and B-NHL
1
Ph.D. Student, E-mail: kumaradityanitr@gmail.com Civil Engineering Department, Indian Institute of Technology
2
Associate Professor, E-mail: dvsingh@civil.iitb.ac.in Bombay, Mumbai,

Technical Paper
combinations. High temperature Superpave rutting from ball milling of RHL fillers in a planetary ball mill
factor parameter was evaluated to understand the (10 hrs of milling, ball to powder ratio of 5:1, milling
rutting resistance performance of asphalt mastics using speed 250 rpm). A process control agent (Isopropanol,
Dynamic Shear Rheometer (DSR). Number of cycles recommended in most of the cases)was used to avoid
to fatigue damage of asphalt mastic was evaluated to clogging of RHL particles during milling process (A.
characterize the fatigue resistance performance using Kavussi et al. 2016 and A.K.Das et al. 2018a). All the
Linear Amplitude Sweep (LAS) test at intermediate three fillers used in this study passed through 75µm
temperature. The LAS test is an accelerated test sieve size. Basic properties of fillers are presented in
method for analyzing the fatigue behavior of asphalt Table-2. The particle size of NHL was determined
mastic under controlled strain condition, which is using dynamic light scattering instrument. The
based on Visco-Elastic Continuum Damage (VECD)
particle size distribution curves of all three fillers are
principle (Martono et al. 2008). Further, the aging
shown in Fig. 1. Among all three fillers, NHL has high
resistance performance of asphalt mastic was
addressed based on ratio of the Superpave rutting Specific surface area (SSA=47.17 m2/g) followed by
factor parameter considering before and after short B (9.2 m2/g) and RHL (2.15 m2/g) filler (Table 2). Due
term aging condition. It is expected that the present to high surface area, NHL may have better potential
study would help in developing a better understanding to enhance the performance of asphalt mastic. In
on the influence of NHL filler over RHL filler based addition, PI values of all the fillers were presented in
on high and intermediate temperature performance of Table 2 and satisfied as a criteria of a typical mineral
asphalt mastic. filler in the preparation of asphalt mastic (MoRTH,
1.1 Research Significance 5th Revision, 2013).
The present research study utilizes regular and Nano Table 1 Basic Physical Properties of Asphalt
sized hydrated lime (RHL and NHL) to propose a
Test properties Results Standard
partial replacement of basalt filler (B) by means of
producing different combinations of fillers such as Absolute Viscosity @ 60ºC, 2618 ASTM D2171
Poise
B-RHL and B-NHL. The influence of NHL and RHL
on performance of asphalt mastic is evaluated based Kinematic Viscosity @ 135ºC, 467 ASTM D2070
on rutting, fatigue and aging resistance potential. This cSt
study is expected to help in developing a reduced Penetration 0.1 mm @ 25ºC 46 ASTM D5
size of lime to improve rutting, fatigue and aging Softening Point (ºC) 48 ASTM D36
resistance behavior of asphalt mastic. Ductility @ 25ºC, mm >100 ASTM D113
2. MATERIALS Table 2 Basic Physical Properties of Mineral Fillers
One control grade of asphalt (VG-30, viscosity grade) Mineral SSA (m2/g) SG PI
and three types of mineral fillerswere selected for this fillers
laboratory investigation. Basic physical properties B 9.2 2.78 Non Plastic
of VG-30 are given in Table-1. The mineral fillers RHL 2.15 2.19 <4
selected in this study are basalt stone dust (B), Regular
NHL 47.17 2.15 <4
Sized Hydrated Lime (RHL) and Nano Sized Hydrated
Lime (NHL). B and RHL fillers were collected from (Note; D: Average Particle Diameter. SSA: Specific Surface Area,
locally available sources. While NHL was prepared SG: Specific Gravity, PI = Plasticity Index)
Fig. 1 Particle Size Distribution Curve for (a) Basalt (b) Regular Hydrated Lime (c) Nano Hydrated Lime

Technical Paper
3. EXPERIMENTAL PROGRAM
3.1 Asphalt Mastic Sample Preparation
All combination of asphalt mastic samples were
prepared for a filler to binder ratio of 0.8 (considered
as an average value of F/B range between 0.6-
1.2, MoRTH 5th Revision, 2013). Five different
combinations of B-RHL and B-NHL were used along
with VG-30 binder for asphalt mastic preparation
at laboratory. Dosages of RHL and NHL were
considered as 0%, 10% and 20% by weight of
VG-30 binder. These percentages of RHL and NHL
were chosen based on a fact, which represent an
equivalent percentage of RHL (1% to 2% by weight
of dry aggregate in mix) being used in asphalt mix
as per MoRTH 5th Revision, 2013. The combinations
of asphalt mastics are: VG-30+80%B+0%RHL
(M80-0), VG-30+70%B+10%RHL (M70B-10RHL),
VG-30+60%B+20%RHL (M60B-20RHL), VG- Fig. 2 Flow Chart of Experimental Plan
30+70%B+10%NHL (M70B-10NHL), and VG- 3.2 Rutting Performance
30+60%B+20%NHL (M60B-20NHL). M-xx-yy Superpave rutting factor (G*/Sinδ) is used to
represents type of asphalt mastic, where M stands characterize the rutting resistance ability of asphalt
for asphalt mastic, xx indicates % of B filler (% by binder and mastic. As per this concept, G*/Sinδ is
weight of VG-30), and yy indicates % of RHL or NHL inversely proportional to amount of dissipated energy.
filler (% by weight of VG-30). All these combinations Hence, it can be stated that binder or mastic having
of asphalt mastic were prepared at laboratory, which high value of G*/Sinδ implies relatively better ability
involved following two steps: to resist rutting at high temperature (A. Behl et al.
Step-1: Blending of B-RHL filler and B-NHL filler: 2014, A. K. Das et al. 2017, 2018b). At laboratory,
The blending of B-RHL and B-NHLfiller was G*/Sinδ is being calculated using a Dynamic Shear
Rheometer (DSR) in accordance with ASTM D7175-
executed using the planetary ball mill by maintaining
15. In this study G*/Sinδ of unaged and STA asphalt
100 rpm of speed with a ball to powder ratio of 1:1 for
mastics was evaluated at 58ºC to 82ºC (@6ºC
10 minutes.
increment) with a constant angular frequency of
Step-2: Mixing of blended B-RHL and B-NHL 10 rad/sec using 25 mm & 1 mm parallel plate
filler in VG-30 binder: Oven dried (150°C to reach geometry.
mixing temperature) B-RHL and B-NHL fillerswere 3.3 Fatigue Performance
blended together prior to mixing with VG-30 binder.
LAS test is an accelerated test method to evaluate
The blended mix of B-RHL and B-NHL fillers were
fatigue damage response of asphalt and mastic.
mixedin hotVG-30 binder (binder conditioned for
LAS test is based on viscoelastic continuum damage
30 minutes at 150 ± 5°C to ensure fluidity) using a principle under strain controlled condition. This test
mechanical mixer at a speed of 2500 rpm for 1 hr at is intended to simulate cyclic load induced fatigue
150°C ± 5°C to ensure uniform fillers distribution damage at intermediate temperature. LAS test is
in asphalt and production of a homogenous mastic. performed using Dynamic Shear Rheometer (DSR)
Similar procedure was followed to prepare all five with the standard geometry of 8 mm parallel plates
combination of asphalt mastic. Fig. 2 shows flow and 2 mm thickness gap as per AASHTO-TP-101.
chart for experimental programme. In this study, Calculation of fatigue damage accumulation involve
asphalt mastic samples were subjected to short-term following mathematical expressions as per AASHTO-
aging stage (STA). The STA of asphalt mastic samples TP-101.
was carried out using Thin Film Oven Test (TFOT) in
... (1)
accordance with ASTM D1754.

Technical Paper
stiffness , and rutting factor (G*/Sinδ) (A.K. Das et

Where = integrity parameter; al. 2017 & 2018a, Moraes and Bahia 2015). Binder
or mastic having low AI value (less than 1) signifies
a lower degree of aging susceptibility. In this study
γ0 = applied strain (%); G* = complex shear modulus
AI for asphalt mastic was calculated based on G*/
in MPa; α = 1/m, where m is the slope of logarithmic
Sinδ. It is obvious that the G*/Sinδ value is influenced
plot between storage modulus and applied frequency;
by temperature, thus, AI value was calculated for
t= testing time in second. The relationship between
C(t) and D(t) is developed by curve fitting method four different high temperatures (58°C, 64°C, 70°C,
using power law expressed in Equation 2. and 74°C). The AI of asphalt mastic samples was
calculated using following equation (5).
C(t) = C0 – C1DC2 ... (2)
Where C1 and C2 are coefficients of curve fitting
equations. Further, damage value at failure point ... (5)
is being calculated. The value of D(t) at failure,
Df, is defined as the D(t) which corresponds to the
reduction in initial |G*| at the peak shear stress using Where, (G*/Sinδ) unagedis Superpave rutting
Equation 3. factor value of unaged sample and (G*/Sinδ) STA
is Superpave rutting factor value of short term aged
... (3) (STA) sample.
4. RESULTS AND DISCUSSIONS
And finally, the number of fatigue cycle (Nf) is 4.1 Rutting Response
evaluated using Equation 4.
Fig. 3 (a-d) shows variations of G*/Sinδ over high
... (4) temperatures for unaged and STA asphalt mastic
containing RHL and NHL filler. G*/Sinδ of unaged
Where A and B are regression parameters, and γmax is asphalt mastic containing 20% NHL (M60B-20NHL)
maximum expected binder strain for a given sample. showed the highest value followed by mastic
Nf parameter indicate fatigue damage resistance of
containing 20% RHL (M60B-20RHL), 10% NHL
asphalt. Thus, high value of Nf is recommended for
(M70B-10NHL), 10% RHL (M70B-10RHL) and
an asphalt binder to possess good fatigue damage
0% RHL (M80-0) (Fig. 3a and c). Similar kind of
resistance. LAS test includes 0.1% strain amplitude
for a frequency range of 0.1 to 30 Hz to calculate response was observed for asphalt mastic in case
undamaged material property ‘B’. In addition, of STA condition (Fig. 3b and d). Such improved
parameter ‘A’ is calculated using oscillatory shear value of G*/Sinδ indicating enhancement in high
loading in the strain-controlled mode of 10-Hz temperature rutting resistance performance of asphalt
frequency at an intermediate temperature. The samples mastic. In addition, it can also be observed that both
are subjected to a continuous oscillatory strain sweep. RHL and NHL fillers have potential to improve rutting
Loading is increased gradually from 1% to 30% over resistance, whereas NHL found to be predominant
the sequence of 3,100 loading cycles. Peak shear over RHL irrespective of aging condition (unaged or
stress, strain, δ (degree) and G*(Pa) are measured at STA), especially in case of asphalt mastic containing
every 10 load cycles (1 sec) (AASHTO-TP-101-14). 20% NHL (M60B-20NHL). Such improvement
In this study, the fatigue damage resistance of STA in rut resistance of asphalt mastic may be due to
asphalt mastics was evaluated using DSR at 25ºC. stiffening effect of RHL and interaction between
3.4 Aging Resistivity RHL or NHL and B filler in asphalt matrix (A.K.Das
High temperature aging resistivity is represented et al. 2017, Iswanki et al. 2011). Moreover, asphalt
as Aging Index (AI), which may be defined as a mastic containing NHL was observed to have superior
qualitative measure of aging resistance of asphalt and performance than RHL, which was possibly because
mastic. The AI is usually calculated based upon ratio of of high surface area and potential interaction nature
aged value upon unaged value of different parameters of NHL filler (Little et al. 2006, A. K. Das et al.
such as softening point, penetration value, viscosity, 2018a).

Technical Paper
Fig. 3 Variation of G*/Sinδ for Asphalt Mastics Over Different High Temperatures (a) 10% RHL with 10% NHL
Comparison for Unaged Mastic (b) for 10% RHL with 10% NHL Comparison for STA Mastic (c) 20% RHL with
20%NHL Comparison for Unaged Mastic (d) for 20% RHL with 20% NHL Comparison for STA Mastic
4.2 Fatigue Damage Response containing NHL (slope: 219.8, Fig. 4(a)) as compared
No. of fatigue cycle (Nf) was calculated for all to that of RHL (slope: 65.5, Fig. 4(a)). Similar kind
combinations of asphalt mastic as described in of improvement in fatigue damage resistance was
previous section (Fatigue performance). Variations in also observed for in case of high strain level of 5%
Nf was shown in Fig. 4(a) and (b) for two strain levels (Fig.4(b)). Such resulting values signifying
of 2.5% and 5%. Nf value of asphalt mastic increased effectiveness of both RHL and NHL fillersin improving
with increase in RHL or NHL content irrespective fatigue damage resistance. In addition, NHL filler
of the change in strain level. Such improvement
have better potential than RHL filler in enhancing
in Nf value indicate that both the RHL and NHL
fatigue damage resistance of asphalt mastic. RHL
fillers have ability to enhance the fatigue damage
resistance of asphalt mastic. At 2.5% of strain level, particles play a role of anantioxidant, which has the
it was observed that with increase in RHL content by ability to remove viscosity building components and
10% (M70B-10RHL) and 20% (M60B-20RHL), the thus,help to increase the fatigue damage resistance
Nf value increased by 15% and 60%, respectively (D. Little et al. 2006). Moreover, NHL filler showed
(Fig. 3a). Whereas, asphalt mastic containing NHL better resistance ability to fatigue, which may be
filler showed by more than 50% improvement in Nf due to its high surface area (SSA=47.17m2/g) and
value as compared to that of RHL filler. In addition, rate establishment of a well-developed particle interaction
of increase in Nf value was higher for asphalt mastic with asphalt in presence of B filler.

Technical Paper
Fig. 4 Variation of no. of fatigue cycle for asphalt mastics containing RHL or NHL for (a) 2.5% strain level
(b) 5% strain level
Fig. 5 Variation of AI for Asphalt Mastics Over Different Temperatures (a) for RHL Fillers (b) for NHL Fillers
4.3 Aging Resistivity 20%, led to decrease in AI value by 25% and 37%,
The aging resistivity of asphalt mastic was calculated respectively. Whereas, at 64°C, AI value decreased
as Aging Index (AI) using equation (5) at 58°C, 64°C, by 40% and 52%, with addition of NHL by 10% and
70°C, and 76°C. Results show that the AI decreases 20%, respectively. Such trend in AI value implying
with increase in RHL or NHL content (0%, 10% and predominant behavior of NHL over RHL in improving
20%) (Fig. 5(a) and (b)), which indicating lower aging aging resistivity of asphalt mastic. RHL possessed
susceptibility of asphalt mastic at high temperature.
antiaging property, which might help in improving
From Fig. 4a and b, it can be observed that asphalt
mastic with 20% NHL (M60B-20NHL) showed the aging resistivity of asphalt mastic. Likewise,
superior aging resistivity behavior followed by 20% with high surface area and potential mineralogical
RHL (M60B-20RHL), 10% NHL (M70B-10NHL), interaction properties, NHL exhibit better antiaging
10% RHL (M70B-10RHL) and 0% RHL (M80-0). At behavior than that of RHL filler (A.K. Das et al.
64°C, with the addition of RHL dosages by 10% and 2017).

Technical Paper
5. CONCLUSIONS support and help in collection and preparation of

This laboratory investigation was carried out to materials.
evaluate the influence of NHL over RHL filler on REFERENCES
rutting, fatigue and aging resistivity potential of VG- 1. Antunes, V., Freire, A. C., Quaresma, L., & Micaelo,
30 mastic. The Superpave rutting factor parameter R. (2015). Influence of the Geometrical and
was used to evaluate the rutting and aging resistance Physical Properties of Filler in the Filler–Bitumen
of asphalt mastic containing RHL and NHL fillers in Interaction. Construction and Building Materials, 76,
combination with B filler. LAS test was selected to 322-329.
evaluate fatigue damage response of the asphalt mastic 2. Jimenez, F. P., Recasens, R. M., & Martínez, A.
at intermediate temperature. The Superpave rutting (2008). Effect of Filler Nature and Content on the
factor results implying that incorporation of NHL or Behaviour of Bituminous Mastics. Road Materials
RHL filler resulted in noticeable improvement in the and Pavement Design, 9(sup1), 417-431.
rutting resistance ability of asphalt mastic. Further, 3. Huang, S. C., & Zeng, M. (2007). Characterization of
as the amount of RHL or NHL filler increases, the Aging Effect on Rheological Properties of Asphalt-
Filler Systems. International Journal of Pavement
fatigue resistance increases significantly as compared
Engineering, 8(3), 213-223.
to base asphalt mastic i.e. with 0% RHL (M80B-0). In
4. Behl, A., Chandra, S., Aggarwal, V.K., &
addition, the resulted AI values indicate that there is a
Gangopadhyay, S. (2014). Zero Shear Viscosity
significant improvement in aging resistivity behavior of Bitumen-Filler Mastics of Warm-Mix Binders.
of asphalt mastic with the addition of NHL or RHL Journal of Materials in Civil Engineering, 27(10),
filler. The overall response of the asphalt mastics 04014260-1-6.
signifies that, both the RHL and NHL filler can improve 5. Das, A.K., & Singh, D. (2017). Investigation of
rutting, fatigue, and aging resistance of asphalt Rutting, Fracture and Thermal Cracking Behavior of
mastics. However, NHL found to have better potential Asphalt Mastic Containing Basalt and Hydrated Lime
than RHL which may be due to its mineralogy, high Fillers. Construction and Building Materials, 141,
surface area, potentially a well-developed interaction 442-452.
properties and was possibly because of reduction in 6. Iwanski, M., & Mazurek, G. (2013). Hydrated
particle size of RHL. On contrast, asphalt mastic with Lime as the Anti-Aging Bitumen Agent. Procedia
20% NHL (M60B-20NHL) had the superior rutting Engineering, 57, 424-432.
resistance, fatigue life, and less susceptible to aging. 7. Verhasselt, A., & Puiatti, D. (2004). Effect of
Hydrated Lime on Ageing Behaviour of Bituminous
6. LIMITATIONS AND RECOMMENDATIONS Mastics. In Proceedings of the 3rd Eurasphalt And
This study evaluated combined effects of inert Eurobitume Congress, Foundation Eurasphalt, 1,
and active fillers: basalt (inert) with regular and 746-56.
Nano sized hydrated lime (active) on rheological 8. Antonietti, M., & Ozin, G. A. (2004). Promises and
performance of asphalt mastic. It is a fact that surface Problems of Mesoscale Materials Chemistry or Why
Meso? Chemistry - A European Journal, 10, 28–41.
area, mineralogical, and physical properties of fillers
play an important role on rheological performance 9. Kavussi, A., & Barghabany, P. (2016). Investigating
Fatigue Behavior of Nanoclay and Nano Hydrated
of asphalt mastic. In addition, aging and rheological
Lime Modified Bitumen Using LAS Test. Journal of
performance (rutting and fatigue) of asphalt mastic Materials in Civil Engineering, 28(3), 1–7.
are being carried out using TFO or RTFO method
10. Diab, A., & You, Z. (2014). Rheological
and Superpave test protocol, respectively, though Characteristics of Nano-Sized Hydrated Lime-
they are not developed for asphalt mastic. Thus, it is Modified Foamed Warm Mix Asphalt. In Pavement
recommended that a comprehensive investigation be Materials, Structures, and Performance, 79-89.
conducted to develop dedicated methodology, which 11. Martono, W., & Bahia, H. U. (2008). Developing
will address the aging process and performance of a Surrogate Test for Fatigue of Asphalt Binders
asphalt mastic. (No. 08-1356).
7. ACKNOWLEDGEMENTS 12. Das, A.K., & Singh, D. (2018a). Effects of
Regular and Nano Sized Hydrated Lime Fillers
I would also like to acknowledge Prof. Prashant P. on Fatigue and Bond Strength Behavior of Asphalt
Date, Mr. Kanhu Charan Nayak from Department of Mastic. Transportation Research Record, Journal of
Mechanical Engineering, IIT Bombay and Dr.Vishal Transportation Research Board, 0361198118759064,
R.Thombare, MCGM, Mumbai for their continuous 1-11.

Technical Paper
13. MoRTH, 5th Revision (2013), Specifications for Road 16. AASHTO. (2014). “Standard Method of Test for
and Bridge works, Ministry of Road Transport and Estimating Fatigue Resistance of Asphalt Binders
Highways Indian Roads Congress, New Delhi, India. using the Linear Amplitude Sweep.” AASHTO
14. ASTM. (2014). “Standard Test Method for Effects of TP101-12, Washington, DC.
Heat and Air on Asphaltic Materials (Thin-Film Oven 17. Moraes, R., and Bahia, H. U. (2015). “Effect
Test).” ASTM D1754-14, West Conshohocken, PA. of Mineral Filler on Changes in Molecular Size
15. Das, A.K., & Singh, D. (2018b). Effects of Basalt and Distribution of Asphalts during Oxidative Ageing.”
Hydrated Lime Fillers on Rheological and Fracture Road Mater. Pavement Des., 16(S2), 55–72.
Cracking Behavior of Polymer Modified Asphalt
Mastic. Journal of Materials in Civil Engineering, 18. Little, D. N., Epps, J. A. & P. E. Sebaaly (2006). The
30(3), 04018011. Benefits of Hydrated Lime in Hot Mix Asphalt. In
National Lime Assoiciation-NLA, 1–79.
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Technical Paper
PLASTIC SHRINKAGE AND DEEP CRACK FORMATION IN RCC

STRUCTURES OWING TO EXCESS BLEEDING IN CONCRETE AND
REMEDIAL MEASURES THEREOF
Dhruba Jyoti Bhattacharya1 Amitabha Datta2
Abstract
Cracks in concrete are very common phenomena but it is one of the major causes which deteriorate the quality
of concrete. Concept of this paper shall be limited to formation of deep cracks owing to “Plastic Shrinkage”,
which occurs only prior to hardening of concrete. In general “Plastic Shrinkage” cracks are formed on surface of
concrete due to inadequate curing, adverse weather etc. But our basic discussion in the paper shall be on the same
“Plastic Shrinkage” cracks, but not due to inadequate curing or adverse weather etc. It is due to excess bleeding in
concrete, which results deep cracks, not surface cracks, in concrete. The this aspect is being explained hereinafter
with an example of occurrence at one Bridge Project site with requisite remedial measures. Concept of this paper
is to share the technology with experiences for identification of such type of cracks and properly devise method of
rectifications as well as for taking precautions in future concreting.
1. INTRODUCTION ● Plastic shrinkage due to effect of major

Firstly it is required to define the “Crack in Concrete”. dehydration against over bleeding in concrete
Formation of crack in concrete is the phenomenon (our paper objective).
owing to failure of tensile strength in concrete. Formation of cracks after hardening of concrete
occurs due to mainly –
This failure of tensile strength in concrete and crack
thereof may occur in two cases: ● Physical causes - due to property of aggregate
etc.
Cracks in concrete develop
● Structural/design inadequacy
● Either prior to hardening of concrete or ● Chemical reactions including corrosion in
● After hardening of concrete reinforcement bars &
Formation of cracks prior to hardening of concrete ● Thermal effect
occurs due to mainly – In this paper we shall keep our objective limited to
● Plastic shrinkage due to dehydration against “Plastic Shrinkage and deep crack formation owing to
inadequate curing, adverse weather (wind/ over bleeding in concrete”.
temperature) etc. Commonly plastic shrinkage cracks are limited to the
● Plastic settlement cover (to reinforcements) zones.
● Restrain to movement during hardening stage Deep cracks owing to “Plastic Shrinkage” are very
● Formwork movement uncommon phenomenon. Limit of such cracks are
● Sub-grade movement normally found within the last poured concrete zone.
1
Senior Bridge & Foundation Engineer, E-mail: dhruba48@gmail.com
STUP Consultants Pvt. Ltd., Kolkata
2
Vice President, E-mail: damitabha2005@gmail.com

Technical Paper
The basic reason of such cracks is excess bleeding in

concrete.
Such cracks also do not develop or do not get exposure
in intermediate layers. Bleeding affected zones are
normally exposed on the top, that is, in the last layer
of concrete.
While the technical concept of allowable bleeding in
concrete is not clear to the site engineers, probability
of over bleeding remains, which ultimately may affect
the quality of concrete and ultimately may also result
to severe cracks.
Fig. 1 Pier : P-7
A case study of occurrence of cracks in concrete
owing to over bleeding in a base/starter of a pier shaft Prior to commence the said case study, it is obviously
on pile cap during construction of a major Rail Bridge required initially to discuss on “Bleeding in Concrete”.
on river Meghna at Bangladesh between Bhairab and 3. BLEEDING PHENOMENA IN CONCRETE
Ashuganj is presented hereinafter along with technical
clarifications. Bleeding in concrete is a very common phenomenon
during execution.
2. BRIEF INFORMATION OF THE
Water, having lower specific gravity as compared
STRUCTURE
to other ingredients of concrete, tends to rise up to
Project: Construction of 2nd Bhairab Railway Bridge top owing to capillary effect. This is defined as
along with approach rail lines with all other related
‘Normal Bleeding’. Water cement ratio is one of the
works at Bangladesh.
major factors which control the rate of bleeding.
Contractor: IRCON-AFCONS JV, India Other factors are ratio of coarse aggregates to fine
Consultant: STUP Consultants Pvt. Ltd., Kolkata, aggregates as well as use of finer materials like fly-
India ash and additives like admixtures etc.
Bridge No.26 over river Meghna Bleeding although affects the concrete quality, when
(Spans: 9 x 102.4 m + 3 x 20.1 m) it is in excess, but normal bleeding (while very thin
layer of water comes out like seepage on concrete top
Structure: Base Starter (pedestal) of Pier no. P-7 on surface) after vibration makes the free/excess water
Pile Cap.
out and by optimizing the water/cement (w/c) ratio, it
Drawing references: improves the quality of concrete.
9393/E/DD/BR-26-212 Rev.1, 9393/E/DD/ In this context, it may be noted that this normal bleed
BR-26-212 Rev. 0 water is required to be evaporated. With this floated
Grade of Concrete: M-35. water, if top surface is levelled and finished, w/c ratio
Quantity of concrete (Starter): 44.32 Cum of the top concrete layer will increase and quality of
the top layer of concrete will deteriorate, which may
Date of concrete: 19.12.2015 result to shrinkage cracks on concrete top layer.
Start of concrete pouring: 11-20 hours
Normal bleeding is also defined quantitatively by
End of concrete pouring: 16-10 hours percentage of mixing water. Upto 5% bleeding, it can
Pouring System: By Transit Mixer & Concrete Pumps. be designated as ‘Normal Bleeding’. Refer Table 1A
of IS 9103: 1999.
Shape of starter: Rectangular with two semi-circular
ends. Length (end to end) = 9000 mm; Total width Bleeding, more than 5% is generally defined as “Excess
= 4000 mm (whereas pier shaft width = 3000 mm); Bleeding”. In any case, 10% or more bleeding may
Height = 1361 mm. Starter is projected (horizontally) be considered seriously as it may cause deep cracks
from the face of pier shaft by 500 mm. Refer Fig. 1 as in concrete owing to reduction in water/cement (w/c)
a general picture for Pier P-7. ratio and effects thereof.

Technical Paper
Excess bleeding in concrete occurs mainly due to – Figs. 2 and 3 shows the developed cracks.
● High water/cement ratio.
● Less fine materials in concrete design.
● Higher the layer thickness during concreting
(height of each concrete layer depends on the
initial setting time factor within which the next
layer should be laid to get monolithic concrete).
● Over vibration in concrete.
Vibration in concrete is not a direct cause of
“bleeding”. It accelerates “bleeding”.
But over vibration is obviously a cause of segregation
of concrete, which in turn, may generate excess
Fig. 2 Cracks and Seepage Through Cracks
bleeding, beyond its permissible limit.
Excess bleeding in concreting may cause –
● Lack of homogeneity.
● Segregation in concrete.
● Dehydration of concrete resulting to “plastic
shrinkage crack”.
● Dehydration, owing to reduction in water
subsequently affects the quality of concrete.
● Excess permeability in concrete.
● Water voids (water accumulation/entrapped
water) in concrete deteriorates the bond with
aggregate and cement paste. Fig. 3 Cracks Reached Upto Vertical Main Bars
● Water accumulation under reinforcement ● On concrete vertical face –Vertical cracks&
bars deteriorates the bond with concrete & random scattered cracks converging away from
reinforcement. concrete edge to bottom along vertical surface
3.1 Method of Measurement of Bleeding for a maximum height of 500 mm. Some
Bleeding of concrete is generally measured in scattered horizontal cracks were also found at
percentage of the total mixing water in the sample. vertical face at a depth of about 500 mm from
concrete edge.
Sometimes it also measured as volume of bleed water
● Marks due to seepage of curing water through
of concrete per unit area of concrete top surface.
horizontal cracks are also visible in Fig. 2.
Refer Clause 7 of ASTM: C 232-99. ● On concrete horizontal face – All cracks were
4. OBSERVATION OF CRACKS IN PIER converging from concrete edge to inside the
STARTER P-7 starter along horizontal surface.
Cracks on the starter (pedestal) of Pier P-7 were
observed around 7 (seven) days after concreting.
Owing to curing by wet hessian cloth, identification
of cracks might have been delayed. Initial cracks
probably have occurred within 24 hours of concrete.
Depth of the cracks (at vertical direction) was found
to be limited to around 500 mm and width of the
cracks (at horizontal direction) was limited to the pier
vertical reinforcements’ line, which is 500 mm.
Thickness of the cracks was found maximum 3 mm at
the concrete edge of the starter. Nature of path of the
cracks was found random. Fig. 4 Cracks on Pedestal Top Horizontal Face

Technical Paper
From the test results based on longitudinal pulse

velocity (m/s) at or around the crack portions, 45%
test concludes as poor condition of concrete and 46%
test concludes as very poor condition of concrete at
and around cracked locations.
From these pulse velocity tests, conclusion can be
drawn as – the concrete zone, where cracks were
formed, lost its both tensile and compressive strength.
Fig. 5 Shows Maximum Surface Width of Crack
4.1 Visual Actions to Identify the Nature of Cracks

● By cutting concrete along a couple of major crack
lines in “V” shape, it was observed that depths of
such cracks are not limited within concrete cover
(50 mm) zone. Crack depths were quite inside
the both vertical and horizontal reinforcement
bars.
● On investigation it was confirmed that height
of concrete during concrete pouring was kept
around 500 mm or little more. Fig. 7 UPV Test Locations (At horizontal surfaces)
This 500 mm concrete layer height was made as Test of UPV is shown in Fig. 8.
‘super plasticizer’ was used and initial setting
time was kept quite high (>6 hours) as well as
this concrete was the final layer.
4.2 Actions to Ensure the Effect of Cracks on
Concrete by “Ultrasonic Pulse Velocity Test”
“Ultrasonic Pulse Velocity Tests” were conducted on
the structure on 28.12.2015 to assess uniformity in
the concrete i.e., assessment of concrete quality due
to effect of the cracks. Out of total 55 nos UPV Test
points, 28 nos were kept on concrete vertical surface
all around (approximately within 500 mm depth
below the concrete edge) and 27 nos UPV Test points
were kept on top surface of the starter.
Arrangements of UPV Test locations are shown in the
Figs. 6 & 7.
Fig. 8 UPV Test
4.3 Actions to Ensure the Strength of Concrete by

“Core Test on Hardened Concrete”
Total 16 nos cylindrical (70 mm dia) cores were taken
from the concrete, out of which 12 nos were taken
from concrete vertical surface and 4 nos were taken
from concrete top horizontal surface.
The core concrete were extracted from the crack
affected zones, but avoiding the direct cracks, as far
as possible. That is core points were such selected
Fig. 6 UPV Test Locations (At vertical surfaces) that cracks do not fall into the concrete core directly.

Technical Paper
As well as prior to finalisation of core points, it was ● Cracks developed in P-7 owing to failure in
also examined by scanning at siteto avoid main tensile strength vis-à-vis cohesion in concrete
reinforcements during extraction of the cores. during its plastic condition, i.e., prior to
Cylindrical cores were extracted on 06.01.2016 and hardening of the concrete.
tested on 09.01.2016 i.e., at 21 days of concreting. ● Design crack surface width owing to failure in
Crushing strength was compared proportionately and concrete tensile strength between the bars in
against major of the cores it was found not adequate tension after hardening of concrete, is limited
with respect to the theoretical requirement. to 0.25 mm considering the concrete durability.
Extraction of concrete core is shown in Fig. 9 & Refer Table-1 of BS 5400-4:1990.
sample of core in Fig. 10. ● Besides, as per Clause 35.3.2 of IS 456:2000,
limitation of surface widths of cracks are:
► For the structure, where cracking does
not have any serious adverse effect on
durability of the structure : 0.3 mm
► Cracking in the tensile zone of the
structure: 0.2 mm
► For aggressive environment : 0.1 mm
As the crack in concrete in P-7 starter developed
in plastic stage (not in hardened condition), as well
as considering the site exposure conditions(refer
Table 3 under Clause 8.2.2.1 of IS 456:2000), the
limit of crack surface width is taken as 0.1 mm.
But in P-7 starter, maximum width of gaps of the
Fig. 9 Core Extraction
developed cracks was observed 3 mm and that also at
starter concrete edge (refer cl. 4 of this paper).
● In maximum numbers of cracks the surface gap
widths were found around 1 (one) mm. 2 mm
to 3 mm widths of surface gaps were found at
the concrete edges where vertical and horizontal
surfaces of the starter concrete met.
● From edge of concrete cracks have extended
both horizontal and vertical directions more or
less upto 500 mm.
● General cracks are of random nature, mainly
of converging nature arising from the concrete
edges.
Fig. 10 Sample of Core Extracted ● Cracks of horizontal nature also formed at the
construction joint, around 500 mm below the
4.4 Nature of Cracks – Observed
concrete top surface.
By virtue of the said tests and visual inspections, it ● Depths of cracks were mostly very deep, quite
was concluded that all around the central pier, the inside the reinforcements.
projected starter (pedestal) was totally cracked (except
● In view of the above, identified crack zone was
the pier core portion) for a depth of around 500 mm
confirmed as 500 mm x 500 mm band on starter
and extended horizontally for a width of around
pedestal all around the pier shaft.
500 mm i.e. upto pier vertical reinforcements.
By analysing the above nature of crack formation it
5. Analysis of the Cracks Observed can be concluded that “De-hydration” is the major
and Reason thereof and main factor for developing of such cracks in
On study of the cracksit issummarised as under: concrete.

Technical Paper
► In case of dehydration in concrete while green concrete cannot resists the developed stress.
formation of crack starts, the nature of formation Ultimately crack forms in concrete.
of cracks would be : In summary:
– From top concrete surface to inner ● Excess bleeding in green stage of concrete
concrete. creates dehydration.
– From vertical concrete face to inner ● Dehydration in concrete affects the plasticity i.e.,
concrete. cohesion in concrete. Cohesion force reduces
– As a result maximum gaps in cracks of drastically.
concrete develop at concrete edge (edge ● Excess bleeding means seizing out of water from
of vertical & horizontal faces), because concrete due to less sp. Gr. than other ingredients
this concrete edge is having two outer in concrete, which results segregation.
ends free. ● Segregation in concrete makes movement of the
– It is why the nature of such cracks mass downwards.
become converging from edge. ● As well as due to dehydration, wetness of the
► Dehydration occurred inalmost the total depth concrete reduces and it gets dried to certain extent.
of the last layer of concrete (i.e., around 500 This drying vis-à-vis shrinking phenomenon
mm) poured. That is why horizontal cracks also creates movement in the concrete mass.
were observed at construction joints, not in a ● The weakened tensile strength of the green
continuous manner, but intermittently. concrete, owing to weak cohesion force due
to dehydration, cannot resist the tensile stress
► If dehydration in concrete is owing to
being developed due to the said movement of the
non-curing/in-adequate curing or adverse
concrete.
weathering, then the gaps in cracks would have
been quite less (around 0.1 mm).In such case, ● This phenomenon of failure of tensile strength in
concrete ultimately results to crack.
depth of cracks would have been in general
limited to cover (of reinforcements) depth This type of cracks, formed due to “excess bleeding of
as well as horizontal cracks at 500 mm depth concrete” vis-à-vis “dehydration”, is called as “Plastic
would not have formed. Shrinkage Cracks”.
Plasticity of concrete depends mainly on optimum 6. REASONS/ ACTIVITIES BEHIND SUCH
workability. Workability of concrete depends mainly EXCESS BLEEDING IN CONCRETE
on concrete mix design; type of materials being used It has been discussed hereinbefore that seizing out
in concrete; percentage of finer material used and water from green & plastic concrete is defined as
water/cement (w/c) ratio. “Bleeding of Concrete”.
Concrete, in general,immediately after pouring and Normal bleeding of concrete, as described under
till it sets (final), remains in “plastic / gel” condition. clause 3, hereinabove, may occur even automatically
Concrete, when it is in wet condition, it swells and against standard vibration or tamping in concrete. This
when it dries it shrinks. So, shrinking of concrete normal bleeding is not harmful; contrary, it may even
creates movement in the concrete mass. improve the quality of concrete due to optimisation of
Tensile strength of green concrete, owing to its w/c ratio.
plasticity (i.e., effect of cohesion), is considerably The general reasons for excess bleeding of concrete
less. have been clarified in clause 3, hereinabove; out of
Loss of water in concrete, owing to excess bleeding which the following two reasons are very common at
i.e., dehydration, may reduce cohesion force site.
drastically and in effect segregation occurs which ► High water/cement (w/c) ratio by adding
results to downwards movement of the concrete. requisite plasticizer with water for excess slump.
In such case,tensile strength of this green concrete is ► Over vibration in concrete.
exceeded by the stress developed, due to movement of Sometimes this is done at site to facilitate the concrete
concrete. The weakened tensile strength i.e., cohesion or during the situation when vibration is not possible or
force (due to dehydration, as stated above) of this vibrator gets out of order and/or site people somehow

Technical Paper
at the last stage wants to complete the concrete in Regarding strength of concrete, by extracted core
hurry. Although these are not correct practice (except tests and pulse velocity tests, it was confirmed that –
some special cases like in piling, diaphragm wall ► Strength of concrete of the central pier shaft
etc.), but even it happens occasionally. portion was adequate.
At pier starter P-7 excess bleeding of concrete ► Concrete,at and around the cracked locations
occurred. Bleeding quantity (in %) was not measured. on 500 mm wide pedestal band, got weakened.
In most of the identified locations,crushing
But it is anticipated that bleed water was quite more
strength reduced substantially.
than 5% of the total water added. The basic activities
at site, as detected by investigation, behind such In view of the above, the following methodology for
rectification of the concrete in the cracked zone of the
excess bleeding are as below:
starter (pedestal) of Pier P-7 was adopted at site.
● Here, in this specific case, this concrete layer has
● The total concrete (affected / cracked zones
been made of 500 mm thickness or even more, mainly) of the starter of pier (P-7) having size
which is very high and facilitates bleeding. At 500 mm wide x 500 mm depth concrete band
site, the site people might took this decision, all around the pier shaft, was removed by using
because this was the last layer; as well as due concrete cutter; jack hammer (of low frequency)
to high “initial setting time” (refer clause 4.1 as well as by manual chipping with hand chisel
above),it was possible to pour concrete before it as felt required as per site condition.
gets set. To avoid any harm to the good concrete, the
● As well as excess vibration was made with breaking operation of damaged concrete was
needle vibrators. started quite after 28 days of concreting.
● Besides the high layer thickness and over ● As well as breaking of concrete was performed
vibration, information also was gathered that with low frequency jack hammer with a view to
slump of concrete for this last layer was made avoid any damage to the original good concrete.
very high by adding extra water directly in the ● After chipping off the crack-affected concrete,
the left out base of the concrete of the starter
transit mixer at work site. Thus water/cement
pedestal was kept mostly horizontal, as far as
(w/c) ratio was increased in an uncalculated
possible. As well as all possible actions were
way. taken not to keep the slope of the base towards
Normally the question may arise, why this excess outer face of the pedestal.
bleeding was found restricted to the outer band of the In addition to the above, in some portions the
pier (P-7) starter /pedestal. base slope was kept towards center of the pier
√ This is mainly for the congested reinforcements shaft.
of the pier shaft core portion, which did not have This action on concrete base,by keeping
comfortable access for over vibration. either horizontal or inside slope, was made
with a view to maintain more stability for the
√ Owing to congestion at pier shaft core with
secondary concrete (not monolithic) and to
reinforcement bars, segregation of concrete
avoid any future cracks at the construction
materials did not occur there substantially and joints, particularly for the horizontal joints.
as a result, bleeding effect at the pier core shaft Refer Fig. 11.
portion was negligible/normal.
√ Core portion of pier shaft was left unfinished
i.e., in rough surface condition. So, question of
over vibration did not arise.
7. RECTIFICATION METHODS AND
ACTIONS ADOPTED AT SITE FOR P-7
PIER STARTER
The cracked zone on starter (pedestal) all around the
pier (P-7) shaft for a width of 500 mm and depth of
500 mm was identified based on the visual inspections
and different tests. Fig. 11 Breaking of Damaged Concrete

Technical Paper
permeability of water into the concrete as well

as allowing initial time for chemical reaction
of cement with water. Curing of new concrete
continued as per provision of IS 456: 2000.
● The all-around side shutters were removed only
after 72 hours (3 days) of concreting.
When green concrete solidifies, it gets shrunk
automatically, but gradually. Adverse weather
effect, owing to early removal of shutter, may
cause rapid hardening of concrete, which may
develop cracks at construction joints (between
Fig. 12 Breaking of Damaged Concrete
by Step-Down Method old and new joints).
● While breaking the damaged concrete, Delay in removal of vertical shutter was in view
visualizing the actual damages owing to cracks, of minimization of shrinkage effect vis-à-vis
breaking was done by step down method, where minimization of shrinkage cracks particularly
it was required. Refer Fig. 12. at the horizontal joints of old and new concrete.
● After completion of the concrete breaking, as ● In addition to the above delay in shutter
clarified hereinabove, complete cleaning was removal, top surface of the newly cast concrete
made. was covered with thick hessian cloths duly
immersed in water for well curing as well as to
All loose or semi loose stones or mortars or prevent initial adverse weather effect on new
protruded concrete lumps were totally removed concrete top surface.
from locations.
Very carefully the surfaces of the broken 8. CONCLUSION
concrete were inspected to ensure “no crack” in 8.1 Usefulness of this Paper for Highway
the exposed concrete. Profession
Complete dust on the surface of the broken All the highways are obviously inclusive of different
concrete was then removed or blown out by use RCC structures like Bridges, ROBs, Culverts etc.
of compressed air (without oil). Quality of concrete in the said structures is very
● Bonding agent for joining old concrete to new important and absolute vital for both longevity and
concrete was then applied on old concrete safety.
surface prior to placing of new concrete. Cracks in concrete are very common and normal
New concrete was placed within the specified phenomena but it is one of the major causes for quality
time limit, as stated in the manufacturer’s (of deterioration.
bonding agent) literature.
“Surface Crack” formation in concrete due to Plastic
● As the original concrete in the Pier starter was Shrinkage as a result of inadequate curing; adverse
of M-35 grade, the new concrete was also of weather etc. can easily be identified and remedial
the same M-35 grade, having all other mix measures thereof are also very common and can easily
proportions same like earlier concrete. be executed at site.
● Anti-shrinkage agent (compound) was mixed Whereas, “Deep Crack” formation in concrete due
with the new concrete, as per specifications to Plastic Shrinkage as a result of excess bleeding in
stated in the manufacturer’s literature. concrete is not a normal phenomena. These cracks
● Curing started after 12 hours of completion of require proper identification and also proper remedial
concrete. Final setting time of the concrete was measures are required to be taken up for safety of the
10.5 hours. This is for the purpose to minimize structure.

Technical Paper
This paper is basically for such “Deep Crack” As the IS code SP:25 is basically for building cracks.
identification and subsequently application of Hence formation of cracks in major (mass) concrete is
the proper technology for its suitable remedial not described in this code.
measures. The normal surface crack on concrete top due to
8.2 For Knowledge of the Site Engineers Working plastic shrinkage is described in this IS : 25 code.
for Major Structures But deep crack formation by the effect of plastic
Limitation of acceptance of cracks depends on the shrinkage owing to excess bleeding in concrete is not
area/location of the structure where cracks have described here in this code.
developed as well as nature & measured surface It is felt that effect of over bleeding in concrete and
widths of the cracks. severe dehydration thereof creating plastic shrinkage
If, even, width of the cracks is within permissible resulting to deep crack in concrete is also required to
limit, rectification should not be neglected. Ignoring be incorporated in IS Code.
rectification of such normal surface cracks may cause
harm to the concrete after long time. If cracks remain 9. ACKNOWLEDGEMENT
unattended, the durability of the RCC structure may The author is thankful to Mr. Arindam Nandy, Dy.
be in question. General Manager (Civil) of Ircon International
Generally methods of rectification or rehabilitation of Limited for fruitful discussions and suggestions on
such cracks are developed after identification of the the subject.
basic causes and nature of cracks. REFERENCES
In this paper, a specific case study has been made on 1. ASTM: C232 – 99: Standard Test Methods for
deep crack formation in a major bridge sub-structure Bleeding of Concrete.
(RCC) due to effect of Plastic Shrinkage, occurred
2. BS 5400-4:1990: Design of Concrete Bridges
owing to excess bleeding in concrete.
3. CPWD Specifications 91– 92 (Concrete Works)
All possible causes of such deep crack and method of
rectification have been discussed. 4. IRS Concrete Bridge Code – 1997: Indian Railway
Standard: General Bridge Construction.
Analysis of nature of cracks and basis of identification
of such cracks has also been described in details. 5. IS : 456 –2000: Plain & Reinforced Cement Concrete
Optimisation of “bleeding” vis-à-vis maintaining 6. IS 1199 :1959 ((Reaffirmed 1997): Method of
“bleeding” within permissible limit at site may Sampling & Analysis of Concrete.
minimise formation of cracks in concrete.
7. IS 13311 (Part- I):1992 – UPV Test
8.3 Reflection of Deep Cracks in IS Code
8. IS 2386: (Part- III) –1963: Method of Test for
IS Code (SP:25-1984) has described on cracks in Aggregates for Concrete.
details, both on structural and non-structural.
9. IS:516-1959(Reaffirmed 2004): Methods of Tests for
Principal causes of cracks have been described Strength of Concrete.
in this code like – Moisture movement ; Thermal
10. IS 9103:1999: Concrete Admixtures - Specification.
variation ; Elastic deformation ; Movement due to
creep ; Movement due to chemical reaction ; Base 11. SP:25-1984: Causes and Prevention of Cracks in
soil movement ; Crack due to vegetation etc. As Buildings.
well as diagnosis and repair of the cracks including 12. SP-24 (S&T) 1983 Explanatory Handbook on Indian
all preventions have also been described in the Standard Code of Practice for Plain and Reinforced
code. Concrete (IS : 456 - 1978).

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Technical Paper
PEDESTRIAN DELAY MODELLING USING VISSIM AT MID BLOCK

SECTION AND INTERSECTIONS ON URBAN ROADS
D Gopi Krishna1 T Naga Teja2 Naveen Kumar C3
Abstract
Generally the congestion over un-signalized midblock and at signalized intersections is of high magnitude due to
rigorous movement of vehicles and pedestrians crossing the road. In metro city context, this leads to delays in peak
time, especially due to absence and poor planning of signals. Although at signalized intersections, the congestion is
more because of uncontrolled pedestrian flow.
This project aims at simulating a pedestrian delay model for the un-signalized midblock crossings and signalized
intersections of road segments from the view of the pedestrian’s perception of safety and comfort in Indian crossing
environment. The literature says that the factors regulating the overall level of service at midblock and intersection
crossing of road sections includes two way motor traffic volume, pedestrian volume, road crossing facilities provided
for pedestrians, crossing speed, gender and age of pedestrians. The Mid-block and intersection locations were
selected on urban areas of Hyderabad City (Banjara Hills, Fathenagar, Balkampet, Kukatpally Housing Board).
Video graphic survey was conducted and physical geographical features of the road were also considered.
Using PTV Vissim software, vehicular delays due to pedestrians and pedestrian delays due to vehicular traffic are
figured out from the data at un-signalised midblock locations and signalized intersections. From the data collected,
delays and overall LOS was calculated by the method of HCM-2010 (Highway Capacity Manual). Delay of vehicles
and pedestrians were compared by considering different situations and correspondingly the change in the level of
service was Identical.
1. INTRODUCTION Improperly designed pedestrian crossing facilities

The process of rapid and unplanned urbanization has cause high degree of risk to pedestrians and may even
resulted in an unprecedented growth of motor vehicles threaten their safety as well as being preventive to the
smooth flow of vehicle traffic. Especially the chance
world-wide. In developing countries like India with
of delay for vehicular traffic is more at mid blocks
the increase in economic growth, the growth of urban
due to non-provision of facilities (signals, foot-
traffic increases with urbanization and economic
over-bridge etc.,) at mid blocks, while the chance of
growth, which results in spread out of urban area. accidents to walker is more in context of urban area.
This indeed results in use of public transportation
trips. Usually public transportation trips are linked to The Hyderabad Metropolitan area, extends to
7200 sq. km with a population of 9.57 million (in
walk trips either to both destination and origin or to
the year 2017) and is the fifth largest city in India.
any of one. Need for crossing the road to a pedestrian
According to Traffic Police accident survey analysis
is influenced with a lots of reasons. There is a need for of Hyderabad City, a total 2367 accidents (fatal and
pedestrians to search for an adequately safe vehicular non-fatal) has occurred out of which the pedestrian
gaps for crossing of roads. It is very difficult to get accidents were of the order of 37%. This means that,
adequate gaps under mixed traffic flow conditions at on an average 17 pedestrians are prone to accidents
un-signalized mid-block locations. in every week. The variation of accident pattern for
1
PG Student E-mail: gopikrishna746@gmail.com Dept. of Civil Engineering, VNR Vignana Jyothi
2
Assistant Professor, E-mail: tnteja@gmail.com Institute of Engineering and Technology,
3
Assistant Professor, E-mail: drcnk@gmail.com Hyderabad, Telangana

Technical Paper
Hyderabad city for the year 2017 is shown below in crossing time, crossing length, crossing difficult and
Fig. 1. vehicle characteristics.
Vissim Software was used for analyzing the
pedestrian and vehicular delays, before and after
simulation. Vissim is a microscopic, time step and
behavior-based simulation model. The analysis of
public and private transport operations under varying
vehicle composition, traffic signals, lane configuration,
public transport stops, etc., make it a useful tool for
the evaluation of respective alternatives based on
transportation engineering and planning measures
of effectiveness. Accordingly, pedestrian flows can
also be modeled, either combined or exclusively with
public/private traffic.
Fig. 1 Accident Data According to Modes of Transport at
Hyderabad City 2. DATA COLLECTION
(Source: Survey done by Hyderabad Traffic Police) 2.1 Site Selection
Pedestrian-Vehicle conflict analysis was conducted To analyze pedestrian behavior, four locations were
at four different unprotected locations out of which selected in urban region of Hyderabad city, out of
two are un-signalized mid-block crosswalks and other which, two were uncontrolled mid-block sections
two are signalized intersections in Hyderabad, India. while other two were signalized intersections. All
Video graphic surveys were conducted. Pedestrian the sites selected were densely populated with high
and vehicular traffic volumes were extracted, along volume of pedestrians. The study locations were
with pedestrian-crossing features such as pedestrian shown below in Figs. 2 and 3.
Location 1 (Balkampet) Location 2 (Fathenagar)

Fig. 2 Signalized Intersections
Location 3 (Care Hospital) Location 4 (KPHB)

Fig. 3 Un-Signalized Mid-Block

Technical Paper
Pedestrian behavior is greatly influenced by traffic The Camera was placed at an elevated building
volume and vehicular speed. At all the locations, position at high altitude so as to get the overall
video graphic survey was conducted to analyze the view of the location and the details of road
pedestrian behavior during week days from 9:00 geometric were also collected in the field
am to 11:00 am and from 5:00 pm to 7:00 pm. locations.
Table 1 Detailed Information of Data Collection at Study Area
S. No. Site Identification Location Name Date of Survey Time of Survey Width of Cross
Walk(m)
CHM* Care Hospital 16.4.2016 9:00 am to 11:00 am 21.5
1
CHE* 5:00 pm to 7:00 pm
KPHM* Kukatpally Housing 18.4.2016 9:00 am to 11:00 am 21.5
2 Board
KPHE* 5:00 pm to 7:00 pm
FNM* Fathenagar 23.4.2016 9:00 am to 11:00 am 21.5
3
FNE* 5:00 pm to 7:00 pm
BMM* Balkampet 25.4.2016 9:00 am to 11:00 am 14.5
4
BME* 5:00 pm to 7:00 pm
* CHM: Care hospital morning, KPHM: Kukatpally housing board morning, BMM: Balkampet morning, FNM:
Fathenagar morning, FNE: Fathenagar evening CHE: Care hospital evening, KPHE: Kukatpally housing board
evening, BME: Balkampet Evening.
2.2 Data Extraction the locations along the crosswalk regions for
To analyze the pedestrian behavior, the data every 5 m for calculating the speed of pedestrian
was extracted from videos recorded using KM crossing the road. Similarly the distance travelled
(K-Multimedia Player) player. Data like the speed by the vehicles in the stretch of the mid-block was
of pedestrian crossing the road, waiting time considered as 20 m for the prediction of vehicular
of pedestrian, vehicular speeds, pedestrian and speeds. The variation of vehicular and pedestrian
vehicular volume were extracted for every 15 volumes at each location is presented below in
minutes interval. Radium stickers were marked on Table 2.
Table 2 Details of Data Extracted at Study Locations
S. No. Location Name Crossing Pattern Pedestrian Vehicular
Perpendicular Jaywalker Volume/h Volume/h
Male Female Male Female
1 Care Hospital 8 4 95 37 144 869
Kukatpally Housing 67 16 268 126 477 1412
2
Board
3 Fathenagar 7 4 74 27 112 468
4 Balkampet 136 74 1388 851 2449 953
It has been observed from Table 2 that at all the four crossing the road were earmarked due to the possible
locations where the jay walkers are comparatively occurrence of accidents. The studies of vehicular
more than perpendicular walkers, and affects the speed and pedestrian speed along with their delays
vehicular speeds as well as the speed of pedestrian have been analyzed and tabulated in below Table 3.
Table 3 Average Pedestrian Crossing Speed and Delays
S. No. Location Name Average Pedestrian crossing speed in (m/sec) Average Pedestrian Delays in sec
Male Female Male Female
1 Care hospital 0.99 0.92 22.22 23.37
2 Kukatpally Housing board 1.02 0.97 26.37 28.89
3 Fathenagar 0.87 0.79 9.85 11.53
4 Balkampet 0.99 0.98 5.23 7.56

Technical Paper
From the collected data it was observed that male using VISSIM software a simulation exercise has
pedestrians are more prone to accept the critical gap been conducted which will focus on safe crossing for
while crossing the road and also the average crossing pedestrian movement and increase in vehicular speed
speed of pedestrians at Mid-Block is higher than that by reducing delays. Fig. 4 shows the input data given
of at intersections. In order to improve the speed in VISSIM software and Fig. 5 shows the reduced
of pedestrian crossing at mid-block is by reducing pedestrian delays after simulation. As shown in
the delays, after signals are assumed to be installed Fig. 4.
Fig. 4 Model Developed in VISSIM
Fig. 5 Pedestrian Delays after Simulation
2.3 Results and Discussion the vehicular speed at mid-block locations is higher
It has been observed that at all the four locations the than of the intersections vehicular speed, because the
vehicular and pedestrian speed has been increased vehicle-pedestrian conflict is more and due to which
after simulation. Comparatively after simulation the delays are increased.

Technical Paper
Table 4 Average Vehicular Speeds at Individual Locations before and after Simulation
S. No. Location Name Average Observed Average Vehicular Speeds Before After
Vehicular Speeds (Km/Hr) After Simulation (Km/Hr) Simulation Simulation
Pedestrian Pedestrian
Speed (M/S) Speed (M/S)
Bike Auto Car Bus Bike Auto Car Bus Average Average
1 KPHB 38.26 29.32 31.54 18.43 42.86 32.84 35.33 20.64 0.995 1.28
2 CARE 30.54 24.8 26.68 21.61 33.29 27.03 29.08 23.55 0.955 1.04
3 FATHENAGAR 19.77 13.68 15.98 11.49 20.96 14.5 16.93 12.18 0.83 1.08
4 BALKAM-PET 26.33 20.11 22.73 18.99 27.64 21.12 23.86 19.94 0.985 0.988
2.4 LOS Calculation The pedestrian delay has been consider based on the
There are number of factors (flow, area, volume and below equation for calculating LOS at mid-block
before and after simulation.
score) to find the pedestrian level of service using
HCM-2010, whereas LOS score has been considered As per HCM 2010 the pedestrian delay is calculated
in this study. as follows
The pedestrian LOS score for the intersection Ip,int is (C − g ) 2

Pedestrian Delay, dp = ... (2)
then computed as follows: 2c
Where,
Ip,int = 0.5997 + Fw + Fv + FS + Fdelay ... (1)
C = Cycle time
Where,
dp = Delay of Pedestrian
Ip,int = pedestrian LOS score for intersection
g = Pedestrian Green Phase time
Fw = cross-section adjustment factor
Table 5 Pedestrian LOS score based on HCM 2010
Fv = motorized vehicle volume adjustment factor
LOS LOS Score
FS = motorized vehicle speed adjustment factor
A ≤ 2.00
Fdelay = pedestrian delay adjustment factor B > 2.00–2.75
From the PLOS score (Pedestrian level of service) C > 2.75–3.50
obtained using above formula, PLOS will be D > 3.50–4.25
predicted from the Table 5 which is taken from E > 4.25–5.00
HCM-2010. F > 5.00
Table 6 Pedestrian LOS Score before and after Simulation
S. No. Location Calculated Pedestrian Data Simulated Pedestrian Data

Name HCM LOS Pedestrian LOS Simulation LOS Score Pedestrian LOS
Delay Score Based on LOS Delay Based on LOS
sec Score sec Score
1 Fathenagar 30.82 4.23 D 24.31 2.363 C
2 Balkampet 30.816 4.313 E 22.5 2.36 C
From Table 6, it has been observed that the pedestrian interaction has been decreased. After considering
LOS after simulation has been improved from D to C. signals in vissim software, vehicular speed at mid-
block has been increased by 9% (Care Hospital) and
3. CONCLUSION
12% (Kukatpally Housing Board). And at intersections
Proper planning of vehicular facilities has a the vehicular speed increased by 6% (Fathenagar)
significant effect on pedestrian delay and it’s LOS. and 5% (Balkampet) after simulation. Also there is
After simulation the pedestrian crossing speed has a significance decrease in pedestrian delay which
been significantly improved as the pedestrian vehicle eventually improved the pedestrian LOS.

Technical Paper
REFRENCES 8. Meiping YUNa, Jing Jib, Delay Analysis of Stop

1. Akash Jain, Ankit Gupta, Rajat Rastogi, Pedestrian Sign Intersection and Yield Sign Intersection Based
Crossing Behavior Analysis at Intersections. on VISSIM, 13th COTA International Conference of
Transportation Professionals (CICTP 2013).
International Journal for Traffic and Transport
Engineering, 2014, 4(1): 103 – 116. 9. M. Bhagyaiah, B. Shrinagesh, Traffic Analysis and
Road Accidents: A Case Study of Hyderabad Using
2. Dong LIN, Xiaokuan YANG, Chao GAO, VISSIM-
GIS, 7th IGRSM International Remote Sensing & GIS
Based Simulation Analysis on Road Network of Conference and Exhibition.
CBD in Beijing, China,13th COTA International
10. Onho Suh, Dwayne Henclewood, Aaron
Conference of Transportation Professionals (CICTP
Greenwood, Angshuman Guin, Randall
2013).
Guensler, Michael P Hunter and Richard Fujimoto,
3. Harsh J. Amin, Modelling the Crossing Behavior of Modeling Pedestrian Crossing Activities in an Urban
Pedestrian at Uncontrolled Intersection in Case of Environment Using Microscopic Traffic Simulation,
Mixed Traffic Using Adaptive Neuro Fuzzy Inference Simulation: Transactions of the Society for Modeling
System, Journal of Traffic and Logistics Engineering and Simulation International 89(2).
Vol. 2, No. 4, December 2014. 11. Siddharth S M Pa, Gitakrishnan Ramaduraib,
4. Highway Capacity Manual 2010. Calibration of VISSIM for Indian Heterogeneous
Traffic Conditions, 2nd Conference of Transportation
5. Hyderabad Traffic Police Accident Data Analysis.
Research Group of India (2nd CTRG).
(http://www.htp.gov.in/AccidentAnalysis.htm)
12. Theodore A. Petritsch, Bruce W. Landis, Peyton S.
6. Kamal Singh, Methodologies for Evaluating McLeod, Herman F. Huang, Srikalyan Challa, and
Pedestrian Level of Service. Martin Guttenplan, Level-of-Service Model for
7. Liping Gaoa, Mingjun Liub, Jia Fengc, Delay Pedestrians at Signalized Intersections. Transportation
Modeling of Ped -Veh System Based on Pedestrian Research Record 1939.
Crossing at Signalized Intersection, 8th International 13. Xuan Wang and Zong Tian, Pedestrian Delay at
Conference on Traffic and Transportation Studies Signalized Intersections with a Two-Stage Crossing
Changsha, China, August 1–3, 2012. Design, Transportation Research Record 2173.
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who can review the Technical Papers received in IRC from Authors. Road Technocrats who are
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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

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Announcement
Inviting Comments on the Revision of Ministry’s

Specifications for Road and Bridge Works (Sixth Revision)
Ministry of Road Transport & Highways has assigned the work of revision of current Specifications
for Road and Bridge Works (Fifth Revision) to IRC. Ministry’s Specifications were last revised in the
year 2013. Since then lot of changes have taken place in the materials, techniques/equipments due to
which Specification need review.
State PWDs and other agencies have been preparing estimates for Road and Bridge Projects adopting
the MoRTH Specifications. The sanctioned projects are executed under supervision of their field staff.
From the experience gained during project preparation and implementation of the projects, information
regarding lack of clarity in some of the Specifications may be available with your engineers. Such
feedback from your organization is urgently required for revision of Specifications.
MoRTH has sanctioned a large number of Highway and Bridge Projects based on these Specifications.
For some of these projects, the contractors have evoked arbitrations for settlement of disputes. Some
of the disputes are due to lack of clarity in Specifications or interpretation of Specification in different
ways. From the arbitrators appointed by PWD, information about Arbitration award due to ambiguity
in Specification need to be obtained. IRC will need this information and use the same in the revision
of Specifications.
In the contracts, apart from Ministry’s Specifications for Road and Bridge Works, sometimes
supplementary Specifications are made part of the Contract. We shall be grateful if copy of such
supplementary Specifications are sent to this office for consideration for inclusion in new Specifications.
Feedback on Ministry’s Specifications for Road and Bridge projects due to experience of successfully
handling National Highway Development and Maintenance works is urgently required for revision
of Specifications. Comments on the Specifications may please be sent to Secretary General, IRC in
the following format at dd.irc-morth@gov.in by 15th August, 2018, so that the Specifications could be
revised within stipulated time.
S. No. Section No. Clause No. Page No. Comments/Suggestion Reason/

Justification for
proposed changes
Name & Address: ___________________________________ E-mail: _______________________________

Mobile No.: ___________________________________ Signature: _______________________

Announcement
79th Annual Session to be held AT Nagpur (Maharashtra)

from 23rd November to 26th November 2018
On the invitation of Government of Maharashtra, the 79th Annual Session of the Indian Roads
Congress will be held at Nagpur (Maharashtra) from 23rd November to 26th November 2018.
It is expected that more than 3000 Highway Engineers from all over the country and abroad
will attend the Session. During the Annual Session of IRC, there has been a practice for various
firms/organizations to make Technical Presentations on their products/technologies & case
studies (with innovative construction methods or technologies or having special problems
requiring out of the box thinking and special solutions). The presenters will get an opportunity
to address a large gathering of highway professionals from Private Sector as well as decision
makers in the Govt. Sector. These presentation evoke lively interaction among the participants.
A time slot of about 12-15 minutes is normally allocated for each Technical Presentation. Time
is also given for floor intervention. Audio visual equipment is made available at the venue for
these presentations. During such Technical Presentation Session no other meetings will be held
parallel so as to ensure maximum attendance during the Technical Presentation Session. The
stakeholders are, therefore, requested to participate in the event and book slots at the earliest.
Interested Organizations may write to IRC conveying their willingness for participation and
send the topics of their Technical Presentation by E-mail: ad.irc-morth@gov.in or through
Speed Post alongwith a Demand Draft for Rs.60,000/- (Rupees Sixty Thousand only) drawn in
favour of Secretary General, Indian Roads Congress, New Delhi latest by 18th October, 2018
so that necessary arrangements can be made by IRC.
ATTENTION INVITED
For any enquiry about the 79th Annual Session like Registration, Membership & Technical Presentation
etc. please address to Secretary General, (Kind Attn. Shri D. Sam Singh, Deputy Secretary (i/c)) Indian
Roads Congress Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110022. Phone +91 11 2610
5160/26171548
E-mail: admn.irc-morth@gov.in or contact the following officers:
Registration Membership Technical Presentation

Shri Naveen Tewari Shri S.K. Chadha Ms. Shilp Sree
Section Officer Under Secretary Assistant Director (Tech.)
Phone +91 11 2617 1548 Phone + 91 11 2338 7140 Phone +91 11 2618 5273
Mobile +91-9811099326 Mobile +91-9899299959 E-mail: ad.irc-morth@gov.in
Email: admn.irc-morth@gov.in Email:ircmembership1962@
gmail.com

Announcement
Indian Roads Congress

Organizing
Two Days International Seminar
on
“Construction and Rehabilitation of Rigid Pavement-Current
Practice and Way Forward”
On 18th and 19th January, 2019 at New Delhi (India)
Excellent opportunity to learn the best practices from renowned experts from the country and
across the globe.
All are benefited from better road construction. All the stakeholder are invited to attend the two
days International Seminar to become partner in road construction.
Who should attend: Central/State Government Departments/Agencies, Manufactures,
Consultant, Public Sector Undertakings, Autonomous Organization, Research/Academic
Institutions, Road Sector Project Executing Agencies both from Government and Private Sector
including Concessionaries.
Themes of the Seminar:
Session 1: Design of Rigid Pavement
Session 2: Construction Materials
Session 3: Construction Technology
Session 4: Evaluation and Health Monitoring
Session 5: Repair and Rehabilitation
Session 6: Case Studies
Abstract of the Papers may please be submitted by the 30th September, 2018 to IRC
E-mail: internationalseminar2019@gmail.com
Opportunity available for Advertisers and Exhibitors to Display of Products on first-come-first
serve basis.
For further details and enquiry for getting associated with the International Seminar, please
contact following officers.
For Sponsorship and For Registration For Submission of

Advertisement in Souvenir Technical Papers
Shri Naveen Tewari Shri Ajay Kumar Ms. Shilp Sree

Section Officer Section Officer Assistant Director (Tech.)
Tel. 011-26171548 Tel. 011-2337759 Tel. 011-26185273
E-mail: admn.irc-morth@gov.in E-mail: ircsale1934@gmail.com E-mail: ad.irc-morth@gov.in
For more details please visit the IRC website www.irc.inc.in

Membership Form

Membership Form

Membership Form
Fee for Corporate E-Membership (Annual): ` 35000/-

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Irc Ih August 2018

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

under ‘u’ Number u(sw)-12/2016-2018

smart innovative infra solutions - working towards better tomorrow

Volume : 46 Number : 8 Total Pages : 68

Highways Bridges Waterways Railways Sewage Treatment Plant

Highways : Including Access Controlled Expressway and upgradation of

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

Traffic & Transportation and intelligent Transport System - Including

Urban Infrastructure Development : Including preparation of Plans,

Water Resources : Including irrigation Flood Control, Ground water

BOT/Annuity : Including project identification, Detailed Survey, Feasibility

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

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

INDIAN HIGHWAYS│August 2018 3

New Materials and Techniques in Highway Construction

4 INDIAN HIGHWAYS│August 2018

(Sanjay Kumar Nirmal)

INDIAN HIGHWAYS│August 2018 5

6 INDIAN HIGHWAYS│August 2018

INDIAN HIGHWAYS│August 2018 7

8 INDIAN HIGHWAYS│August 2018

INDIAN HIGHWAYS│August 2018 9

10 INDIAN HIGHWAYS│August 2018

NUMERICAL ANALYSIS OF SHORT PANELED CONCRETE PAVEMENT

Swati Roy Maitra1 K.S. Reddy2 L.S. Ramachandra3 B.B. Pandey4

1. INTRODUCTION transverse and longitudinal directions to form panels

INDIAN HIGHWAYS│August 2018 11

12 INDIAN HIGHWAYS│August 2018

INDIAN HIGHWAYS│August 2018 13

14 INDIAN HIGHWAYS│August 2018

wheel load of 20 kN are considered with dual wheel

INDIAN HIGHWAYS│August 2018 15

16 INDIAN HIGHWAYS│August 2018

the aggregate interlocked joint parameters have been

INDIAN HIGHWAYS│August 2018 17

18 INDIAN HIGHWAYS│August 2018

IRC TECHNICAL COMMITTEE MEETING SCHEDULE FOR AUGUST, 2018

INDIAN HIGHWAYS│August 2018 19

NEW/REVISED PUBLICATIONS OF IRC in 2017

NEW/REVISED PUBLICATIONS OF IRC in 2018

Title of the Document Price Packing & Postage

20 INDIAN HIGHWAYS│August 2018

Comparison of Rutting and Fatigue Performance of Asphalt

Aditya Kumar Das1 Dharamveer Singh2

INDIAN HIGHWAYS│August 2018 21

22 INDIAN HIGHWAYS│August 2018

INDIAN HIGHWAYS│August 2018 23

stiffness , and rutting factor (G*/Sinδ) (A.K. Das et

24 INDIAN HIGHWAYS│August 2018

INDIAN HIGHWAYS│August 2018 25

26 INDIAN HIGHWAYS│August 2018

5. CONCLUSIONS support and help in collection and preparation of

INDIAN HIGHWAYS│August 2018 27

Call for Technical Papers

28 INDIAN HIGHWAYS│August 2018

PLASTIC SHRINKAGE AND DEEP CRACK FORMATION IN RCC

Dhruba Jyoti Bhattacharya1 Amitabha Datta2

1. INTRODUCTION ● Plastic shrinkage due to effect of major

INDIAN HIGHWAYS│August 2018 29

The basic reason of such cracks is excess bleeding in

30 INDIAN HIGHWAYS│August 2018

INDIAN HIGHWAYS│August 2018 31

From the test results based on longitudinal pulse

Fig. 5 Shows Maximum Surface Width of Crack

Name & Address: _____ E-mail: _