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B
801.812
<i^Ji^.
^^RAfS^'
idian Roads Congrl Journal Volume 41-1
u MOUiC
TENTATIVE PROGRAMME OF THE
41st ANNUAL SESSION
OF THE INDIAN ROADS CONGRESS
TO BE HELD AT PATNA FROM THE 27th
DECEMBER, 1980 TO 2iid JANUARY, |981
December, 1980 Saturday, the 27th
Sunday, the 28th
Monday, the 29th 09.30-.10.00
10.30-13.00
10.30-13.00
14.00-16.30
16.30
Tuesday, the 30th
Wednesday, the 31st
January^ 1981 Thursday, the 1st
Friday, the 2nd
08.00-1 3.00 R^stration 10.00-13.00 Meetings of Committees 1 1.30-1 3.00 Meeting of the Highway
Research Board 14.00-16.00 100th Council Meeting 16.00-17.00 Meeting of the Managmg Conmiittee of the Indian National Group of the lABSE
09.30-11.00 Inauguration
11.30-13.00 Papers
1 1 . 30- 1 3.00 Meetings of Committees
14.00-17.00 Papers
17.15 Group Photo
Annual General Meeting of the
Indian National Group of the
lABSE
Papers
Meetings of Committees
Papers
Meeting of the New Managing
Committee of the ING/IABSE
09.30-11.30 Papers
11.30-13.00 General Report on Road
Research 14.00-17.00 General Report on Road
Research
10.00-13.00 Panel Discussion 14.00-16.00 Business Meeting 16.30 New Council Meeting
1 0.00-1 3.00 Chief Engineers' meeting 1 4.00- 1 7.00 Chief Engineers' meeting
Local visits for other delegates — Inspection tour.
INDIAN ROADS CONGRESS JOURNAL VOLUME 41-1
Published by the Indian Roads Congrtss
Copies can be had by V. P, P. from the Secretary^ Indian Roads Congress, Jamnagar House, Shahjahan Road New Delhi 110 011
NEW DELHI 19ia Price: Rs. 7-5D Foreien: 9 1..50
83^ 306fiflS ^0J3* SVi ^^^^
TENTATIVE PROGRAMME OF THE
41st ANNUAL SESSION
OF THE INDIAN ROADS CONGRESS
It) BE HELD AT PATNA FROM THE 27th
DECEMBER, 1980 TO 2nd JANUARY,-;981
December, 1980 Saturday, the 27th
Sunday, the 28th
Monday, the 29th 09.30-10.00
10,30-1 3,00
10.30-13.00
14.00-16.30
16.30
Tuesday, the 30th
Wednesday, the 31st
January^ 1981 Thursday, the 1st
Friday, the 2nd
08.00-1 3.00 Registration 10.00-13.00 Meetings of Committees 11.30-13.00 Meeting of the Highway
Research Board 14.00-16.00 100th Council Meetmg 16.00-17.00 Meeting of the Managmg Committee of the Indian National Group of the lABSE
09. 30- 1 1 .00 Inauguration
11.30-13.00 Papers
1 1 . 30- 1 3.00 Meetings of Committees
14.00-17.00 Papers
17.15 Group Photo
Annual General Meeting of the
Indian National Group of the
lABSE
Papers
Meetings of Committees
Papers
Meeting of the New Managing
Committee of the ING/IABSE
09.30-11.30 Papers
11.30-13.00 General Report on Road
Research 14.00-17.00 General Report on Road
Research
10.00-13.00 Panel Discussion 14.00-16.00 Business Meeting 16.30 New Council Meeting
1 0.00-1 3.00 Chief Engineers* meeting 14.00-17.00 Chief Engineers* meeting
Local visits for other delegates ~ Inspection tour,
INDUN ROADS CONGRESS JOURNAL VOLUME 41-1
/
# ^ Or
A/ 14. ^ i^ Q^
Published by the Indian Roads Congrtss
Copies can be had by V, P. P. from the Secretary, Indian Roads Congress, Jamnagar House, Shahjahan Road New Delhi 110 011
NEW DELHI 19ia Price: Rs. 7-5D Foreign: 9 1*50
L*^
83^ 308RRS Sv-s' ^>^ ^^^""^
{The Rights of PMicatUm and TnmsUokm are reserved)
The Indian Roads Congress as a body does not hold itself responsible for statements made, or for opinions expressed in the Papers published in this Volume.
Printed at New Century Printers, 41-B, Sidco Estate, Ambattj Madras-600 098. Edited, Printed and Published by P. C. Bhad Secretary, Indian Roads Congress, Jamnagar House, Shahjahan, Rol New Delhi-110 011 under the authority of the Indian Roads CongrM 5,750— September, 1980.
INDIAN ROADS CONGRESS
istablished: 1934 Registered: 1937
OFFICE-BEARERS AND COUNCIL 19S0-81
President:
Shri M. D. Patel,
Secretary to the Government of Gujarat,
B & C Department,
Block No.5 (1st Floor),
Sachivalaya,
GANDHINAGAR - 382021.
Vice-Presidents :
Prof. C. G. Swaminathan, Director,
Central Road Research Institute, P.O. C.R.R.I., Okhla, NEW DELHI- 110 020.
Lt. Gen. S. N. Sharma,
Engineer-in-Chief, Army Headquarters, D.H.Q. P.O., NEW DELHI- 110 011.
Shri K. K. Sarin,
Chief Engineer-cum-Additional Secretary, Rajasthan P.W.D., B & R., JAIPUR -302 006
Shri P. S. Gokhale,
Chief Executive,
The Freyssinet Prestresscd Concrete Co. Ltd.,
6th Floor, Sterling Centre,
Dr. Annie Besant Road, Worli,
BOMBAY -400 01 8.
Ofrce-Bearers and Council
Honorary Treasurer: Shri J. S. Marya,
Director General (Road Development) & Additional Secretary to the Government of Ii Ministry of Shipping & Transport (Roads Wi Transport Bhawan', NEW DELHI -110 001.
Honorary Secretary:
Shri P. C. Bhasin,
Chief Engineer (Bridges),
Ministry of Shipping & Transport, (Roads Wing),
Transport Bhawan',
NEW DELHI- 110 001.
|
Members of the Council: |
|||
|
1. |
Qazi Mohd. Afzal |
25. |
P.S. Mazumdar |
|
2. |
Brig. S.S. Ahluwalia |
26. |
Y.K. Mehta |
|
3. |
K. Tong Pang Ao |
27. |
B.M. Mukherjee |
|
4. |
K.S. Bansal |
28. |
S.K. Mukherjee |
|
5. |
H. Barua |
29. |
K.P. Nair |
|
6. |
Lt. Gen. J.S. Bawa |
30. |
A.C. Padhi |
|
7. |
D.N. Bhobc |
31. |
S.S. Panda |
|
8. |
K.K. Biswas |
32. |
Dr. V.K. Raina |
|
9. |
L.B. Chhetri |
33. |
A.R. Rao |
|
10. |
S. Dasgupta |
34. |
N.S.L. Rao |
|
11. |
J. Deivasigamany |
35. |
C. Rama Rao |
|
12. |
S.C. Dikshit |
36. |
S.A. Reddi |
|
13. |
Achyut Ghosh |
37. |
K.C. Rcddy |
|
14. |
B.S. Grewal |
38. |
R.V. Reddy |
|
15. |
I.e. Gupta |
39. |
B. Sarangi |
|
16. |
Jose F.F. de Albuquerque |
40. |
D. Ajitha Simha |
|
17. |
Dr. C.E.G. Justo |
41. |
Col. Avtar Singh |
|
18. |
E. Krishnan |
42. |
N.K. Sinha |
|
19. |
F. Kharkongor |
43. |
N.G. Sitaram |
|
20. |
Rokima Lianhna |
44. |
Dr. N.S. Srinivasan |
|
21. |
K.S. Logavinayagam |
45. |
S.R. Tambe |
|
22. |
H.C. Malhotra |
46. |
Dr. D.J. Victor |
|
23. |
O.P. Malhotra |
47. |
K. Yegnanarayana |
|
24. |
B.L. Mathur |
48. |
A Rep. of Govt, of Maharashtra |
PERSONNEL OF THE TECHNICAL COMMITTEES
1. BITUMINOUS PAVEMENTS COMMITTEE
Prof.C.G. Swaminathan N. Sivaguru
Convenor Member-Secretary
Brig. S.S. AMuwalia
V.K.Arora
Col. Avtar Singh
Dr. Aruo Kumar
Prof. S.P. Bindra
R.R.Bendre
MXChatteiiee
B.M.Das
Y.CGokhalc
Gulzar Singh
Sailapati Gupta
AY. Guptc
D.P.Jain
M.B. Jayawant
R.S. Jindal
LR. Kadiyali
K.L. Kapoor
D.N. Khurana
N.H. Keshwani
SB. Kullcami
P-K. Lauria
M.R. Malya
PJ. Mehta B.S. Mathur S.S. Mongia P.M. Nadgauda K.P. Nair T.H. Peshori Mahabir Prasad Satish Prasad K.C. Reddy A. Sankaran R.P. Sikka S.N. Sinha G.M. Shonthu K. Yagnanarayana Rep. ofE-in-C, A.H.Q. Director, Highways Research Station, Madras (S. Natarajan)
Rep. of Kerala Highway Research Institute
2. BRIDGES COMMITTEE
Addl. Director General (Bridges)
AD. Narain
^r- Ramji Agrawal
^R. Alimchandani
I>r.AS.Arya
Anitava Banerjee
J*.C.Bhasin
Convenor
Member-Secretary
T.K. Basu
Dr. P. Ray Chaudhury
K.L. Kapoor
A.K. Lai
N.V. Merani
The Director General (Road Development) and Addl. Secretary to the ^ovt. of India is Ex-officio member of all Committees, Sub-committees, ^^kinf Groups and Panels of the LR,C.
PtRSONNEL OF THE TECHNICAL COMMITIEES
C B. Malhur
P.V. Naik
J.R.K. Prasad
A.C. Padhi
Kartik Prasad
Dr. V.K. Raina
B. Balwant Rao
V. Rama Rao
A.R. Rao
M.P. Gajapathy Rao
Dr. K. Sreenivasa Rao
T.N. Subba Rao
A. Sankaran
S. Seetharaman
Shitala Sharan
D. Ajitha Simha
Dr. M.G. Tamhankar
P.K. Thomas
B.T. Unwalla
Director, Hydrology-Small
Catchment Prof, of Structural Engineering,
College of Engineering,
Madras (Dr. G. Jayaraman) Rep. of R.D.S.O. Rep. of D.G.B.R. (S.S. Dhanjal) Rep. of Cement Research Insthu
of India
(Structural Department)
3. CEMENT CONCRETE ROAD SURFACE^G COMMITTEE
K.K. Nambiar Dr. R.K. Ghosh
Brig. S.S. Ahluwalia Col. Avtar Singh Dr. K.L. Bhanot H.S. Bhatia D.C. Chaturvedi M.G. Dandavate Dr. M.P. Dhir P.K. Issac P.J. Jagus
Maj. Gen. R.K. Kalra Dr. S.K. Khanna D.N. Khurana P.J. Mehta Y.K. Mehta
4. EDUCATION COMMITTEE
M.D. Kale Dr. O.S. Sahgal
Brig. Gobindar Singh I.e. Gupta Y.C. Gokhaie Dr. A.V. Jalota Dr. C.E.G. Juste Dr. R.K. Katti Dr. S.K. Khanna P.J. Mehta I.D. Mirchandani
Convenor Member-Secretary
N.V. Merani
Y.R. Phull
G.S. Rao
M.M.D. Seth
Amarjit Singh
N. Sivaguru
P.V. Somashekhar
S.D. Vidyarthi
Director General, Cement
Research Instt. of India City Engineer.
Municipal Corporation of
Bombay Rep. of I.S.I.
Convenor Member-Secretary
Dr. S.K. Mukherjee
A.C. Padhi
Prof. M.V. Ranganath
K.C. Reddy
K.K. Sarin
Prof. C.G. Swaminathan
Dr. D.J. Victor
Rep. of Ministry of Education
[(Deputy liducational Advfser(
Personnel of the Technical Committees 5
5. HIGHWAY CONSTRUCTION AND MECHANTZATION COMMITTEE
P.K. Thakur . . Convenor
G. Viswanathan . . Member-Secretary
R.J. Bhakni H.A. Shahdadpuri
Brig. Gobindar Singh P.K. Sen
S.K. Gupta Amaijit Singh
S.K. Kelavkar Satinder Singh
S.B. Kulkami G.P. Sharma
M.R. Malya D. Ajitha Simha
J.F.R. Moses H.N. Singh
P.M. Nadgauda Prof. C.G. Swaminathan
K.K. Nambiar A. Rep. of C.W.C.
S.S. Panda A Rep. of Ministry of Industrial
K.R Patel Development
5. Ramanatha PiJlai A Rep. of D.G3.R. H.S. Rastogi (A.K. Mukherjee)
Rep. of E-in-C, A.H.Q., A Rep. of Bharat Eartfi Movera
(Brig. M.R. Sikka) Ltd.
6. HIGHWAY ENVIRONMENT AND POLLUTION COMMmEE
K.K. Nambiar Convenor
Prof. M.S.V. Rao . . Member-Secretary
Jose F.F. de Albuquerque L.R. Kadiyali
Y.N. Bahl H.N. Kumar
B.K. Bansal N. Ranganathan
M.K. Bhalla K.C. Reddy
Prof. H.U. Bijlani K.K. Sarin
Prof. J.M. Dave Dr. A.C. Sama
LC. Gupta R.P. Sikka
R.S. Jindal R. Thillainayagam
C.E., P.W.D., Kerala
7. LANDSCAPING OF ROADS COMMTTTEE
I.e. Gupta . . Convenor
Y.N. Bahl .. Member-Secretary
V.K. Arora R.C. Jain
J.M. Benjamin K.L. Kapoor
M.K. BhaUa H.K. Mewada
D.K. Bhattacharya I. K. Modi
K.K. Biswas J.B. Pradhan
F.K. Davar B.N. Rahalkar
Jose F.F. de Albuquerque Prof. M.S.V. Rao
S.C. Gupta K.K. Sarin
J.D. Goyal R.P. Sikka
Personnel of the Technical Committees
L. Shivalingaiah Amarjit Singh Sayed S. Shafi ' M. Mathew Varghese
Director, Higways Reteaich Station, Madras (S. Natarajan) CE(N.H.)A.P.
8. METROFOLrrAN ROADS COMMITTEE
M.K. Chatterjce S.K. Chanda
Y.N. Bahl P. Banerjee Prof. H. U. Bijlani M. Dinakaran Dr. R.K. Ghosh J.D. Goya! I.e. Gupta S. Sen Gupta R.C. Jain P.K. Lauria P.S. Mazumdar PJ. Mehta B.C. Mitra
9. PAPERS COMMTFTEE Director Gen. (Road Devclopnient)
Secretary, I.R.C.
Lt. Gen. J.S. Bawa K.K. Nambiar AC. Padhi
Convenor Member'Secretary
K.K. Nambiar
S.M. P&rulkar
Dr. A.C. Sarna
L. Shivalingaiah
R.P. Sikka
Dr. N.S. Srinivasan
Prof. C.G. Swaminathan
S.S. Virdhi
Rep. of P.W.D., B & R., A.P.,
(J.V. Prasad) S.E. (Traffic Engineering
Managennent Cell), Madras City Engineer, Madras C.E., P.W.D., Kerala
Convenor
. Member-Secretary
N.S.L. Rao
Addl. Director General (Bridge Brig. Gobindar Singh Prof. C.G. Swaminathan
10. PREVENTION OF RIBBON DEVELOPMENT COMMITTEE
Dr. N.S. Srinivasan
Deputy Secretary (R), I.R.C.
Prof. G.M. Andavan
Dr. F.P. Antia
Y.N. Bahl
P.C. Bhasin
K.S. Bansal
J. Datl
Brig. Gobindar Singh
O.P. Gupta
L.R. Kadiyali
N.H. Keswani
Convenor Member-Secretary
O.P. Malhotra
MJ>. Patel
Prof. M.S.V. Rao
K.C. Reddy
R.K. Sharma
Sayed S. Shah
G.P. Sharma
R.P. Sikka
Prof. C.G. Swaminathan
R. Thillainayagam
Personnel of the Technical Committees
C.E. (N.H.), Kerala
(K.C. Alexander) C^., P.W.D., West Bengal E-in-C., U.P. P.W.D., B & R
(S.C. Dikshit)
Director, Gujarat Engg. Research
Institute (CD. Thatte) Director, Maharashtra Engg.
Research Institute
(P.K. Nagarkar)
11. ROAD TRANSPORT COST COMMITTEE
S. M. Sinha
Lt. Gen. J.S. Bawa
D.P. Gupta
Dr. P.P. Antia
M.G. Dandavate
I.e. Gupta
A.Y. Gupte
LR. Kadiyali
S.B. Kulkami
A. Krishna Murthy
Mil. Malya
Lt Gen. T.B. Nanda
K.K. Nambiar
M.D. Patel
R. Prabhakar Rao
Convenor
Co-Convenor ^
Member-Secretary
Prof. M.S.V. Rao Dr. A.C. Sarna H.C. Sethi Add!. Director General (Roads),
(Brig. Gobindar Singh) Director, Transport Research, Ministry of Shipping&Transport
[Dr. (Mrs.) I.K. Barthakar] Director, Highways Research
Station, Madras (S. Natanuan) A Rep. of Planning Commission
D.G.B.R.
II RO.\D TRANSPORT DEVELOPMENT COMMITTEE
Dr. F P. Antia S.K. Ghorai
Prof. M.Q. Dalvi
J. Datt
S.K. Ganguly
Brig. Gobindar Singh
D.P. Gupta
Mrs. Mridula Krishna
i.K. Modi
KK. Nambiar
Lt Gen. T.B. Nanda
R. Prabhakar Rao
V.S. Rane
S.K. Samaddar
K.K. Sarin
H.C. Sethi
K.K. Sharma
Dr. N.S. Srinivasan
Convenor Member-Secretary
Prof. C.G. Swaminathan
R. Thillainayagam
V.R. Vengurlekar
Y. Verma
Rep. of the Transport Wing,
Ministry of Shipping &
Transport
(B.R. Chavan) Director, Transport Research,
Ministry of Shipping &
Transport
[Dr. (Mrs.) I.K. Barthakar] A Rep. of Automobile
Manufacturers' Association
M.S. Wazc A Rep. of I.R.T.D.A., Bombay.
10
Personnel of the Technical Committees
Jagman Singh
P.K. Thakur
Rep. of Directorate General of
Technical Development
(T. Ramasubraroanian)
17. TEST TRACK COMMFTTEE
The £ngineer-in-Chief& Secretary to
the Govt, of West Bengal
K.K. fiisv^as Director, R & B Research
Institute, West Bengal (C.N. Bote) H. Barua R.R. Bendre Dr. S.P. Brahma M.K. Chatterjee Dr. M.P. Dhir T.A.E.D'sa S. Dasgupta Prof. S.C. Das I.e. Gupta S.N. Gupta Dr. B.K. Kaul F. Kharkongor A.R. Rao
Addl. Director General (Roads) (Brig. Gobindar Sin^)
Director (P. & M.) CW.C (C.R. Chopra)
A Rep. ofD.G.B.R.
Convenor
Member-Secretary
Prof. S. Koteswara Rao
C. Rama Rao
N. Sen
N. Sivaguru
Prof. C.G. Swaminathan
H.S. Varma
Addl. Director General (Roads),
(Brig. Gobindar Singh) Rep. of Maharashtra Engineering
Research Institute
(V.T. Kulkami) R«p. of Calcutta Tramways Co.,
Ltd. (A.N. Bhaduri)
18. TRAFFIC ENGINEERING COMMFTTEE
H.C. Malhotra
Dr. N.S. Srinivasan
Prof. G.M. Andavan
Dr. M.G. Arora
A.K. Bandopadhyaya
P.S. Bawa
A.K. Bhattacharya
Prof. H.U. Bulani
M.K. Chatteijee
P. Das
T. Ghosh
I.e. Gupta
D.P. Gupta
Dr. C.E.G. Justo
L.R. Kadiyali
B.C. Mitra
I.K. Modi
G. Nandagopal
S.M. Paruikar
P. Patnaik
Dr. K.S. Pillai
Convenor
Member-Secretary
S. Ramanatha Pillai
Dr. S. Raghava Chari
N. Ranganathan
Prof. M.S.V. Rao
K.C. Reddy
Dr. O.S. Sahgal
K.K. Sarin
Dr. A.C. Sarna
H.C. Sethi
R.P. Sikka
J.S. Sodhi
R. Thillainayagam
K. Yegnanarayana
P.R. Wagh
Director, Transport Research,
Ministry of Shipping &
Transport
[Dr. (Mrs.) I.K. Barthakar]
Personnel of the Technical Committees
11
Svipermteiidiiig Engineer, TraflBc Engineering Management CeU, Madras
Member-Secretary, Transport & Communications Board, B.M.R.D.A.
19. PERSONNEL OF THE COMMITTEE TO SUGGEST IMPROVEMENT IN THE WORKING OF THE HIGHWAY CONTRACTING INDUSTRY IN THE COUNTRY
Resident, Indian Roads Congress (M.D. Patel)
Members :
Lt Gen. J.S. Bawa
H.S. Bhatia
S. Dasgupta
A.C. Padhi
T.H. Ptahori
N.S.L. Rao
V.R. Vaish
D.G. (RD) (J.S. Marya)
Secretary, IRC (P.C. Bhasin)
Convenor
Secretary to the Govt, of
Maharashtra
P.W. & Housing Department Preaidait, Central Builders',
Association, Delhi-(Hazari Lai
Marwah) President, Builders* Association
of India, Bombay-(Harbans Lai
Arara) Chftlrman-cum-Managing
Director, N.B.C.C.
PERSONNEL OF THE TECHNICAL SUBCOMMITTEES
SUBCOMMITTEE FOR REVISION OF BRII>GE CODE— SECTION II
P.C. Bhasin Ninan Koshi
C.R. Alimchandani
Amitava Banerjce
A.S. Bishnoi
Dr. P. Ray Chaudhury
B.J. Dave
S.B. Joshi
H.N. Kumar
V.M. Madge
N.V. Merani
Dr. R. Nagaraja
J.R.K. Prasad
Convenor Member-Secretary
Prof. D.R. Pathak Dr. V.K. Raina Dr. C.K. Ramesh M.C. Sharma Dr. K. Sreenivasa Rao T.N. Subba Rao Shitala Sharan Dr. M.G. Tamhankar V.R. Vengurlekar Rep. of R.D.S.O.
SUBCOMMITTEE FOR REVISION OF BRIDGE CODE— SECTION IH
P.C. Bhasin S.P. Chakrabarti
Amitava Banerjee
C.V. Kand
H.N. Kumar
V.M. Madge
N.V. Merani
Dr. A.K. Mullick
Dr. V.P. Narayanaswamy
Kartik Prasad
N.S. Ramaswami
K.S. Rakshit
3. SUBCOMMITTEE FOR REVISION OF BRIDGE CODE— SECTION V (STEEL BRIDGES)
Convenor Member-Secretary
Dr. K. Sreenivasa Rao Dr. P. Srinivasa Rao T.N. Subba Rao Satinder Singh M.C. Sharma Shitala Sharan D. Ajitha Simha S. Venkataramani Rep. of R.D.S.O.
S. Seetharaman
N.K. Sinha
Mrs. Shakuntala A. Bhagat
P.C. Bhasin
A. Ghosh
Rep. of B.B.J. (N.E.V. Raghavan)
Convenor Member-Secretary Rep. of Binny & Co. (S. Sridhara) Rep.of R.D.S.O.(Dr. H.S.S.Prasad) Rep. of I.S.I. (D. Ajitha Simha) Rep. of Structural Engg.
Research Centre, Roorkee
(D.S. Prakash Rao)
Personnel of the Technical Subcommittees 13
Rep. of EngineecB India Ltd. Rep. of Triveni Sinictural,
(T.K.D. Munsi) Lucknow
Rep. of Roorkee University AddJ. Director General
(Dr. Prem Krishna) (Bridges)
Rep. of I.I.T., Delhi (M. Raghupati) Rep. of H.C.L.
4. SUBCOMMITTEE FOR REVISION OF BRIDGE CODE- SECTION VI (COMPOSITE CONSTRUCTION)
Amitava Banerjee . . Convenor
K.S. Rakshit . . Member-Secretary
S.S. Danjal K.B. Sarcar
(kniranga Ganguly G. Venkatasulu
A. Ghosal Rep. of Gammon India Ltd. S.K. Ghosh (S.R. Pinheiro)
P.V. Naik Rep. of STUP (Consulunt) Ltd.
M.S. Kapila (M.C. Tandon)
U.T. Khcmani Rep. of R.D.S.O. (M.S. Ekbote)
Dr. K. Sreenivasa Rao Rep. of I.S.L (D. Ajitha Simha) Dr. V.K. Raina
5. SUBCOMMITTEE FOR FRAMING A CODE OF PRACTICE FOR THE DESIGN OF BRIDGE SUB-STRUCTURES—
SECTION vn
B. Balwant Rao . . Convenor
5. Seetharaman . . Member^Secretary Amitava Banerjee Dr. K.S. Sankaran P.C. Bhasin Shitala Sharan Dr. P. Ray Chaudhury S.B.P. Sinha
V.M. Madge Rep. of D.G.B.R. (S.S. Dhanjal)
Dr. K. Sreenivasa Rao A Rep. of R.D.S.O.
T.N. Subba Rao
6. SUBCOMMTTTEE FOR EVALUATING THE PASSIVE RESIS- TANCE OF SOIL BELOW THE MAXIMUM SCOUR LEVEL IN THE DESIGN OF WELL FOUNDATIONS
P.C. Bhasin . . Convenor
D.V. Sikka . . Member-Secretary
Dr. A.S. Arya Shitala Sharan
Dr. R.K. Katti Dr. S.C. Sharda
M.K. Mukherjee C.E., Pamban Bridge Project
P.V. Naik (E.C. Chandrasekharan)
N. S. Ramaswami A Rep. of R.D.S.O.
Dr. K.S. Sankaran A Rep. of C.B.R.I., Roorkee
14 Personnel of the Technical Subcommittees
7. SUBCOMMITTEE FOR PREPARING STANDARDS FOR MIDGE BEARINGS AND EXPANSION JOINTS
T.N. Subba Rao . . Convenor
A.D. Narain . . Member-Smretan'
J.N. Chhaudda N.S. Ramaswami
B.J. Dave A.P. Remedios
Achyut Ghosh M.C. Sukharamwala
P.S. Gokhalc P.K. Thomas
S.Y. Khan Dr. D. Johnson Victor
V.M. Madge A Rep. of R.D.S.O.
M.K. Navaney A Rep. of Kirloskar Oil Enginos
Dr. V.K. Raina Ltd. (Bearing Division)
8. SUBCOMMITTEE FOR PREPARATION OF GUIDELINES FOR DESIGN AND CONSTRUCTION OF RIVER TRAINING AND PROTECTIVE WORKS FOR ROAD BRIDGES
M.K. Navaney . . Convenor
R.L. Kaul Member-Secretory
Rep. of C.W. & P.R.S. Poona " Rep. of P.W.D., U.P.
(M.L. Godbolc) (M.L. Shukla)
Rep. of P.W.D., West Bengal, Satinder Singh
(D. Ghosh) N. Sivaguru
Rep. of P.W.D., Gujarat Director,
(M.S. Jalundhwala) (Barrage Design) C.W.C.
Rep. of R.D.S.O. (U.S. Pandey) (K.N. Raju)
Rep. of C.B. I. & P. P.K. Thomas
(S.P. Kaushish)
9. SUBCOMMITTEE FOR PREPARATION OF GUIDELINES FOR THE DESIGN AND ERECTION OF FORMWORK & CENTERING FOR ROAD BRIDGES
G. Venkatasulu . . Convenor
S.C. Motwani . . Member-Secretary
K.D. Bali Rep. of M/s. Gammon (India) T.S. Chandrasckhar Ltd. (S.R. Sivaswamy)
G.S. Jyer Rep. of U.P.S.B.C. Ltd. D.N. Khurana (Brijendra Singh)
G.C. Mathur Rep. of M/s. Indian Plywood N.V. Merani Manufacturing Co., Ltd.,
A.D. Narain Bombay (Lt.Col.G.B. Singh)
K. Suryanarayana Rao Rep. of N.B.C.C. (A.I. Ibrahim)
P.S. Sandhawalia Rep. of C.A.I.(T.M.Mcnon) J.S. Sodhi
Personnel of the Technical Subcommittees 15
10. SUBCOMMTTIEE TO FRAME A CODE OF PRACTICE ON ROAD DRAINAGE FOR INDIAN CONDITIONS
H.C. Malhotra . . Convenor
K,\P. Sikka Member-Secretary
M.K. Bhalla Rep. of D.G.CA. & C.P.W.D.
D.C Chaturvedi (M.P. Patkar)
O.P. Gupta Rep. of International Airports
J.B. Mathur Authority of India
B.C. Padhi (H.S. Bhatia)
M.K. Saxena T.K. Natarajan
Rep. of E-in-C, A.H.Q. S. Patnaik
(B.R. Govind) Gulzar Singh
11. SUBCOMMTTTEE FOR SURFACE CHARACTERISTICS OF PAVEMENTS
Mahabir Prasad . . Convenor
Dr. M.P. Dhir . . Member-Secretary
K. Arunachalam B.C. I%dhi
Prof. G.M. Andavan M.K. Saxena
Dr. K.L. Bhanot R.P. Sikka
OJ*. Gupta Gulzar Singh
Dr. S.P. Jain Rep. of D.G.B.R.
L.R.Kadiyali (E.V. Narayanan)
N.H. Keshwani Director, Highways Research
Station, Madras (S. Natar^an)
12. SUBCOMMITTEE FOR TRAFFIC SURVEY R. Thillainayagam . . Convenor The Director, Institute of Road
Transport, Madras . . Member - Secretary
O.P. Gupta Dr. N.S. Srinivasan
L.R. Kadiyali G.P. Sharma
N.H. Keshwani Superintending Engineer
L.M. Patra (H.&.R.W.) Traffic Engg.
R. Prabhakar Rao Management Ctll, Tamil Nadu
B.N. Sahay Director, Transport Research,
R Sarangi Ministry of Shipping &
Dr. A.C. Sama Transport
R.P. Sikka Pr. (Mrs.) T.K. Barthakar]
13. SUBCOMMITTEE FOR SHORT TRAFFIC COUNTS
R. Thillainayagam . . Convenor
The Director, Institute of Road . . Member-Secretary
Transport, Madras Dr. A.C. Sarna
K.K. Bhatia G.P. Sharma
Karam Chand R.P Sikka
J.B. Mathur Superintending Engineer
Dr. K.S. POlai (H.& R.W.) Traffic Engg.
B. Sarangi Management Cell, Tamil Nadu IRC— 41-1— 2
16 Personnel of the Technical Subcommittees
14. SUBCOMMTITEE TO STUDY THE PROBLEM OF URBAN TRANSPORT— URBAN ROADS SYSTEM
P. Banerjee B. Sarangi
Narain Das R.P. Sikka
Dr. A.C. Sama Dr. O.S. Sahgal
H.C. Sethi Prof. C.G. Swaminathan
B.N. Sahay
15. SUBCOMMITTEE FOR COST-BENEFTT ANALYSIS
R. ThiUainayagam . . Convenor
The Director, Institute of Road . . Member-Secretary
Transport, Madras B. Sarangi
Prof. G.M. Andavan Dr. A.C. Sama
A.K. Bhattacharya Dr. N.S. Srinivasan
Narain Das Director, Transport Research,
D. P. Gupta Ministry of Shipping &
L.M. Patra Transport
R. Prabhakar Rao Pr. (Mrs.) I.K. Barthakar]
16. SUBCOMMITTEE FOR GRADE SEPARATION
K. Anmachalam L.R. Kadiyali
A.G. Boricar G. Nandagopal
A.K. Bandopadhyaya S.M. Parulkar
A.K. Bhattacharya R.P. Sikka
M.K. Chatterjee Dr. N.S. Srinivasan
17. SUBCOMMITTEE FOR TRAFFIC SIGNAL STANDARDS
A. K. Bhattacharya Dr. N.S. Srinivasan
A.G. Borkar S.M. Parulkar
18. SUBCOMMITTEE FOR SPEED VOLUME STUDIES & PARKING STUDIES
P. Banerjee A Rep. of Highways Research Dr. A. C. Sama Station, Madras
Dr. N.S. Srinivasan A Rep. of Traffic Engineering Cell, S.K.B. Narayan Andhra Pradesh
19. SUBCOMMHTEE for GEOMETRIC STANDARDS FOR ROAD INTERSECTIONS
Dr. N.S. Srinivasan Dr. A.C. Sarna
C. Ramdas N. Ranganathan
20. SUBCOMMTTTEE OF THE HIGHWAY CONSTRUCTION AND MECHANIZATION COMMirTEE FOR FIXING ECONOMICAL SIZES OF BRIDGE CONSTRUCTION EQUIPMENTS
P.K. Thakur . . Convenor
G. Viswanathan . . Member-Secretary
Personnel of the Technical Subcommittees 17
S.Y. Bopardikar Mohan Singh
^.S. Goitonde K.D. Sharaia
Dinesh Mohan Gupta B.V. Shirodkar
VX. Kanitkar The Chairman & Managing ^S. Merani Director, National Projects
MJLS. Ra^avan Construction Corpn.
G. Raman A Rep. of Hindustan Moton
Ltd., Calcutta
21. SUBCOMMITTEE FOR GEOMETRIC STANDARDS FOR URBAN ROADS
EABindra R.P. Sikka
Dr. N.S. Srinivasan
22. SUBCOMMTETEE TO FINALISE THE DRAFF STANDARDS FOR SPEED BREAKERS
EA. Bindra R.P. Sikka
Dr. A.C. Sama Dr. N.S. Srinivasan
23. SUBCOMMITTEE FOR COLLECTION OF BASIC DATA ON TRAVEL CHARACTERISTICS ASA PART OF THE GENERAL CENSUS
EA. Bindra N. Ranganathan
B.C. Padhi Prof. M.S.V. Rao
Dr. A.C. Sama
24. SUBCOMMITTEE FOR ROAD ACCIDENT FORMS Al AND 4
Dr. (Mrs.) I.K. Barthakar H.A. Bindra
Dr. N.S. Srinivasan
25. SUBCOMMTITEE FOR REST AND TERMINAL AREAS
^f. S.K. Roy Dr. N.S. Srinivasan
^P. Sikka Rep. of Ministry of Works &
Housing (N.Ranganathan)
^^. SUBCOMMITTEE ON HILL ROADS
Gobindar Sin^ . . Convenor
^•S. Sodhi . . Member-Secretary
^jor K. Barua Rep. of CRRI (T.K. Natarajan)
^. Chaudhury Rep. of Mahrashtra P.W.D. (V.M . Bcdsc)
^^. Gupta Rep. of Tamil Nadu P. W D.(A. Annamalai)
^^r. M.P. Dbir Rqp. of H.P. P. W.D.'^ (R. A. Chaudhry)
I>r. NJB. Lai Rep. of Kerala P.W.D. (M.V. Ittycheria)
G- R. Laharwal Rep. of Nagaland P.W.D. (S.Chakraborty) Y.N. Zutshi
18
Personnel of the Technical Subcommittees
Rep. of Tripura P.W.D.
(N.K. Sinha) Rep. of Mizoram P.W.D.
(Robula) Rep. of Karnataka P.W.D.
(S. Rudraiah) Rep. of West Bengal P.W.D. (A.K. Sen) Rep. of Mcghalaya P.W.D. (BrowntoD Kharmalki)
Rep of Mani pur P.W.D.
(B.M. Mukheijee) Rep. of Arunachal Pradesh
P.W.D. (Ravinder Lai) Rep. of Geological Survey of
India (S.N. Chaturvedi) Rep. of D.G.B.R. (The Deputy
Director, Technical Planning)
27. SUBCOMMITTEE FOR PREPARING GUIDELINES AND NORMS FOR FIXING PRIORITIES FOR SELECTION OF RURAL ROADS AGAINST LIMITED FUNDS AVAILABLE FOR CONSTRUCnON/ IMPROVEMENT
S.C. Dikshit D.P. Gupta
S. Adaviyappa Dr. NJB. Lai K.S. Bansal
Convenor Coordinator
H.C. Malhotra I.K. Modi P.V. Somasekher
K.K. Sarin
28. MONITORING COMMITTEE FOR THE NINE DISTRICT LEVEL STUDIES AND RURAL ROAD DEVELOPMENT
S. Adaviyappa
Dr. N.B. UI
A. Choudhury
Prof. M.Q. Dalvi
S.C. Dikshit
Brig. Gobindar Singh
D.P. Gupta
LC. Gupta
K.S. Logavinayagam
Convenor
Member-Secretary
O.P. Malhtora
M.D. Patel
V.S. Rane
K.K. Sarin
Prof. C.G. Swaminathan
C.E. (C&B Karnataka)
P.V. Somasekhar
PERSONNEL OF THE WORKING GROUPS AND PANELS
1. WORKING GROUP FOR PREPARING PRESTRESSED CONCRETE CODE
JJUL Prasad . . Convenor
CR. Alimchandani N.S. Ramaswami
SJ. Joshi P.K. Thomas
B. fialwaot Rao Dr. M.G. Tamhankar
T.N. Subba Rao A Rep. of D.G.B.R.
1 PANEL TO CONSIDER AND APPROVE DRAFT EXPLANATORY NOTES ON I.R.C BRIDGE CODE--«ECnON I— GENERAL FEATURES OF DESIGN
Addl. Director General (Bridges) . . Convenor
Deputy Secretaiy (Bridges) » I.R.C. . . Member-Secretary T.N. Subba Rao A Rep. of C. W.C ,
Shitala Sharan A Rep. of R.D.S.O.
A Rep. of Irrigation Researdi Institute, Roorkee
3. PANEL TO GO INTO THE REVISION OF THE PRESENT LR.C. LIVE LOADS
^JL Thomas . . Convenor SJ>. Chakrabarti V.R. Vengurlekar
J'KK, Prasad Rep. of E-in-C, A.H.Q.
^r. K. Sreenivasa Rao (P.C. Jain)
"^-K. Subba Rao A Rep. of R.D.S.O.
^r. M.G. Tamhankar
^- SPECIAL PANEL DEFINING THE SCOPE FOR DIFFERENT SECTIONS OF BRIDGE CODES
^ddl. Director General (Bridges) . . Convenor
-'•ILK. Prasad . . Member-Secretary *^r. A.S. Arya Dr. V.K. Raina
"^Jiiitava Banerjee B. Balwant Rao
(Convenor of Section VI) (Convenor of Section VII)
^-C. Bhasin S. Scetharaman (Convenor of
(Convenor of Sections II A HI) Section V)
5. PANEL FOR THE PREPARATION OF ENVIRONMENTAL IMPACT STATEMENT FOR URBAN AREAS
^JC. Bansal Prof. P.B. Bhagv^at
20
Peks'.uv'nIi. zm Tffi Wgkonc Gatnrw a>o Foel*
J»raf.J.M Dbi^ I>r. SP DrshpnTiOf
€. PANO. ON NOVI.«a.%> A.ND POUXTKIN
AX. SbBXQL±ani Dr. SP. Dcshntndf
lYrf I4.S. V Rfco
7. PANEL TO OCINSnMEX UK
OBGAMSATIONS ABOtT UK C0^6TRLCIED WTTli KILT-TP
Prof. CG. S^-amingAan L.R. K&dn-ftlj
ILP
AT I>A»OM
3- VCi
Dr. Xii STi»»»i
IJLC
ANTE OF ■QAD^ AT GBOiT
Pn»e Pkil:
8. WOUONG GSOIT TO SnJDT DATA REaUHHNG ^UXW CX>MPAIUTT\T AXALiaS FOR UK 1IC\NL AL AND MECHAMC.\L METHODS OF COVSmLCTiON
D5.N. A>->-ar AJL Bhattad\iL«>ii
G. \ls«i
L.R.KadT««lt iihm
WORKING GROtP FOR MANT.AL FOR BRIDGE STTTNG SURETY AND IN'\TSTiaAT1WS AND PREPAR.AT10N OF BRIDCZ PROJECTS
AddL Director GeoenI (Bridsesi DS. (B). IRC
B. Balvbant Rao P.C Bha^ir.
J.R.IC Pnsid J^SodU
10. WORKING GROUP ON SOaO-ECONOMIC ASPECTS OF RLILAL ROAD DE>TLOPMENT AND THE DESIRED PATTERN OF URBANISATION
CF. (H. & Rural Works) Tarril Nadu
J.S. Man-a Direcior. C.R.R.
Eh-. M.P. Dhir
11. WORKING GROUP TO CONSIDER THE DR.\Fr RECOMMENDED PRACTK E FOR ROADWAY DELLNEATORS
A.K. Bhattacharya
R.P. Sikka Dr. N. S. Srinivasan
Personnel of the Working Groups and Panels 2 1
\X EXPERT GROUP— USE OF PORTLAND POZZOL.ANA CEMENT IN STRUCTURAL CONCRETE ON BRIDGES
I.R.C.-cuni-I.S.I. . . Convenor
AJ>. Narain - . Member-Secretary
R.S. Melliole Rep. of Central Building Research
Dr. Iqbal Ali Institute (£>r.R.K. Datta)
Rep. of R.D.S.O. (A. Chellam) Rep. of Cement Manufacturers,
Rep. of C.P.W.D. (S.C. Gupta) Association (Laxman Swaroop)
Rep. of N.B.O. (A.V.R. Rao) Rep. of Roads Wing, Ministry of
R^. of £ngineer-in-Chief Branch, Shipping & Transport
A.H.Q. (S.O.I. Pig. DirectofBte (B. Balwant Rao)
of Designs/E2 Pig.) Rep. of Concrete Assodatioo of
Rep. of D.G.B.R. (S.S. Dhanjal) India (Y.K.Mehta or T.M.
A Rep. of D.G.T. Menon or B.T. Unwalla) Rq>. of C.ILR.I. (Dr. R.K. Ghosh) Rep, of Cenient Research Institute of India (Dr. A.K. Mullick)
13. WORKING GROUP ON DEVELOPMENT OF BENKELMAN BEAM DEFLECTION TECHNIQUE FOR DESIGN OF FLEXIBLE PAVEMENTS
Prof. C.G. Swaminathan . . Convenor
D.G. Phadnavis . . Member-Secretary EC. Chandrasekharan N. Sen
Dr. M.P. Dhir R.P. Sikka
Mahabir Prasad
14. WORKING GROUP FOR MANUAL ON MAINTENANCE ASPECTS OF VARIOUS ITEMS OF ROAD MAKING MAClIINFi>
CoL Avtar Singh D.M. Prasad
TJ). Bijlani S.S. Rup
G. Viswanathan
15. WORKING GROUP TO STUDY FEASIBILITY OF MANUFACTURE OF PROPER MACHINERY AND ALSO OTHER TECHNICAL REQUIREMENTS OF LAYING WET MIX MACADAM ETC
^f. C.G. Swaminathan . . Convenor IU>. Sikka Rep. of Manufacturers of Road
Rep. of Maharashtra P.W.D. Making Machinery
(N.G. Thattc)
Id. WORKING GROUP FOR AIRFIELD PAVEMENTS
Dr. Anin Kumar N. Sivaguru
CoL Avtar Singh Rep. of I.A.A.I. (U.K. Kulshrestha)
J. Mchta Rep. of C.P.W.D. (M.P. Patkar)
22 Personnel of the Working Groups and Panels
17. WORKING GROUP FOR INVOLVING THE USE OFCATIONIC EMULSION FOR TRIAL ON ROADS
Dr. Arun Kumar N. Sivaguni
M.B. Jayawant A Rep. from the laboratory of
State where trials are
carried out
18. WORKING GROUP ON MALNTENANCES OF BITUMINOUS SURFACES
V.K. Arora R.P. Sikka
Dr. Arun Kumar N. Sivaguru
K.P. Nair
19. PANEL ON FIXING THICKNESS OF STEINING OF WELL FOUNDATIONS
P.C. Bhasin . . Convenor
D.V. Sikka . . Member-Secretary
C.R. Alimchandani A.D. Narain
A. Banerjee S.A. Reddy
K.J.N. Kutty Shitaia Sharan
V.M. Madge
20. WORKING GROUP TO DISCUSS MOTOR VEHICLES RULES Dr. (Mrs.) I.K. 'Barthakar R.P. Sikka
Dr. S.K. Khamia Dr. A.C. Sama
S.M. Parulkar
PERSONNEL OF THE TECHNICAL COMMITTEES OF HIGHWAY RESEARCH BOARD
COMMITrEE TO IDENTIFY AREAS OF HIGHWAY RESEARCH, RECOMMENDING PROGRAMMES OF RESE.\RCH INCLUDING PRIORITIES
I.S.Marya t)S(R),I.R.C.
VtqS. cm. Andavan
CKBosc
EC Chandrasekharan
M.G. Dandavate
Br^ Gobindar Singh
Dr. R.K. Ghosh
PJ.Jagus
Mahabir Prasad
M.R. Malya
PK. Nagarkar
T.K. Natarajan
Addl. Director General (Bridges)
Dr. C.K. Ramesh
T.N. Subba Rao
N.Sen
Convenor Member-Secertary
Dr. O.S. Sahgal
M.M.D. Seth
R.P. Sikka
D.G.B.R.
Prof. C.G. Swaminathan
CD. Thatte
Director General Cement
Research Institute of India
Director, R & B Research
Institute (Chandigarh) A Rep. of National Committee on
Science and Technology Secretary, TRC Highway Research
Board (P.C. Bhasin)
COMMITTEE TO EVALUATE, MONITOR, INTERPRET AND DEAL WITH FEED-BACK DATA OF RESEARCH FINDINGS ON ROADS AND ROAD TRANSPORT INCLUDING TRAFFIC ENGINEERING
Pfof. C.G. Swaminathan y.C. Gokhale
Dr. K.L. Bhanot Brig. Gobindar Sin^ B.R. Govind I.C. Gupta S. Ramakrishna Iyer M.B. Jayawant H.C. Malhotia M.D. Pbtel P.S. Sandhawalia Dr. A.C. Sama R.C. Sharma R.P. Sikka D.G.B.R.
Conyenor Member-Secretar v
Dr. N.S. Srinivasan
A representative of C.P.W.D.
A representative of Structural
Engg. Research Centre, Roorkec Dr. M.G. Tamhankar Chairman IRC Highway
Research Board, (J.S. Marya) Secretary IRC Highway
Research Board,
(P.C. Bhasin) The Director, Highways
Research Station, Madras
(S. Natarajan)
24 Personnel of the Technical Committees of H.R.B.
3. COMMrriEE TO EA^ALUATE, MONITOR, INTERPRET AND
WITH FEEDBACK DATA OF RESEARCH FINDINGS ON BRIDGl STRUCTURES
Addl. Director Genenl (Bridges) J.R.K. Prasad C.R. Alimchandani Dr. A.S. Arya Dr. P.Ray Chaudhuri Dr. S.P.Gupto R.S. Melkote Dr. V.K. Raina B.V. Ranganathan Dr. K. Sreenivasa Rao Dr. P. Srinivasa Rao T.N. Subba Rao S.K. Samaddar Shitla Sharan Dr. M.G. Tamhankar ChairmaD, IRC Highway Research Board, (J.S. Marya)
Convenor
Member-Secretary
Secretary, IRC Highway Researf=:
Board (P.C. Bhasin)
Deputy Secretary (Bridges) ,I.R.^^
Director, Central Water & Power Research Station, Pune
A representative of R.D.S.O.
A rep. of Border Roads Organi- sation (S.S. Daojal)
A rq>. of Irrigation Research Institute, Roorkee
A rep. of National Committee on Science & Technology
Director of Engineering (Geology), G.S.L
4. COMMITTEE TO COLLECT INFORMATION ON LATEST TECHNO- LOGICAL DEVELOPMENTS, RESEARCH FINDINGS IN OUR OWN COUNTRY AND ABROAD AND DISSEMINATE INFORMATION (THE COMMnTEE DEALING WITH THIS SUBJECT WILL ALSO TAKE CARE OF THE PUBLICATION POLICY AND PROGRAMME OF THE HIGHWAY RESEARCH BOARD)
S.N. Sinha
Deputy Secretary, (R) IRC
(H.A. Bindra)
Brig. S.S. Ahluwalia
C.R. Alimchandani
Dr. K.L. Bhanot
M.G. Dandavate
Dr. M.P. Dhir
Brig. Gobindar Singh
Y.C. Gokhale
S. Ramakrishna Iyer
Prof. B.1C Kaul
Dr. S.K. Khanna
D.R. Kohli
J.R.K. Prasad
Satish Prasad
Addl. Director General (Bridges)
Prof. M.S.V. Rao
N.Sen
Convenor
Member-Secretary R.P. Sikka
Prof. C.G. Swaminathan Dr. M.G. Tamhankar Director General,
Cement Research Institute of
India Chairman IRC Highway
Research Board, (J.S. Marya),
D.G. (R.D.), M.O.S. & T. Secretay IRC Highway Researdi
Board (PC. Bhasin) A Rep. of National Committee
on Science & Technology Director,
Highways Research Station, Madras (S. Natarajan)
Personnel of the Technical Committees of H.R.B.
25
5. COMMIITEE ON APPUCATTON OF HNDINGS OF RESEARCH A FOLLOW-UP ACTION
Brig. Gobindar Singh N. Sivaguru
Dr. Anin Kumar
Prof. H.U. Bijlani
E.C. Chandrasekharan
I.C Gupta
Dr.N.B. La!
EC. Malhotra
A.CPadhi
MD.Patel
JJLK. Prasad
Naod Kishore Prasad
Sitish Prasad
S. Seetharaman
ILP.Sikka
Convenor Member-Secretary Prof. CO. Swaminathan B.T. Unwalla Managing Director,
U.P. Bridge Construction
Corporation (D.C. Chaturvedi) ChairmanJRC Highway Rewaich
Board, (J.S. Marya) Secretary, IRC Highway Research
Board (P.C. Bhasin) Arep. ofCP.W.D A rep. of National Conunittee
on Science and Technology Addl. Director General (Bridges) Director General, Border Roads
PERSONNEL OF THE EXPERT GROUPS FOR PREPARATION OF STATE OF THE ART REPORTS
1. EXPERT GROUP FOR PREPARING A PAPER ON THE FEASIBILITY OF HIGHER AXLE LOADS
Prof. C.G. Swaminathan . . Convenor
D.P. Gupta . . Member-Secretary
C.E. (R) Stds., Roads Wing Rep. of Engmccr-in-Chiefs
Director, Highways Research Branch, A.H.Q.
Station, Madras (S. Natarajan) Secretary, Indian Roads Congrats
2. EXPERT GROUP FOR THE PREPARATION OF STATE-OF-ART
REPORT ON URBAN TRAVEL CHARACTERISTICS
Prof. CM. Andavan R.P. Sikka
A.K. Bandopadhyaya Dr. N.S. Srinivasan
Dr. K.S. Pillai P.R. Wagh
Prof. M.S.V. Rao W.R. Wakankar
Dr. A.C. Sama
3. EXPERT GROUP FOR PREPARATION OF STATE-OF-THE
ART REPORT ON «THIN BITUMINOUS CARPETS AND SURFACE DRESSING'
Prof. CO. Swaminathan . . Convenor
L.R. Kadiyali
Rep. of Indian Oil Corporation A Rep. of Highway Research
(Satish Prasad) Station, Madras
A Rep. of E-in-Cs Branch Secretary, Highway Research Board
4. EXPERT GROUP FOR PREPARATION OF THE STATE-OF THE-ART REPORT ON 'FUNDAMENTALS OF HIGHWAY MINERALS AND ROCK AGGREGATES'
CD. Thatte . . Convenor
A.K. Bhattacharya . . Member Secretary
Dr. B.K.Kaul R.P. Sikka
Rep. of C.R.R.I. (Y.C. Gokhle) Rep. of G.S.I. (Zamir Ashraf )
„ „ Roorkee University Director, Highways Research
(Teaching Eng. Geology) Station, Madras (S. Natarajan)
5. EXPERT GROUP FOR PREPARATION OF STATE-OF-THE ART REPORT ON 'WEARING COAT ON BRIDGE DECKS*
J.R.K. Prasad Shitla Sharan
Amitava Banerjee M.C. Tandon
Dr. R.K. Ghosh Secretary, I.R.C.
Personnel of the Expert Grol'ps for Prfparation of 27 State of the Art Reports
6. EXPERT GROUP TO PREPARE STATE-OF-ART REPORT ON •VIBRATION PROBLEM IN BRIDGES*
Dr. C.K. Ramesh Dr. M.G. Tamhankar
Dr. K. Sreenivasa Rao J.R.K. Prasad
S.R. Pinheiro Secretary, IRC D.S.(B),IRC
7. PANEL ON 'ESTABLISHING CORRELATION BETWEEN IN-SITU STRENGTH OF CONCRETE Vis-A-Vis CYLINDER OR CUBE STRENGTH'
Rep. of Cement Research Institute of India (Dr. A.K. Mullick)
» „ Central Road Research Institute (Dr. R.K. Ghosh)
n „ Maharashtra Engg. Research Instt. (L.S. Dottihal)
M mR'D. S.!0. (M.S.Su]aiman)
Member Secretary, IRC Bridges Committee (A.D. Narain)
INDIAN ROADS CONGRESS NOTICES AND ANNOUNCEMENTS
I. CONTRIBUTION OF PAPERS FOR THE FORTY- FIRST SESSION OF THE INDIAN ROADS CONGRESS
The next Annual Session of the Indian Roads Congress will be held at Patna, from 27th December, 1980 to 2nd January, 1981. The detailed programme of the Session will be intimated in due course. Members are requested to contribute Papers on any subject connected with Highways, Bridges or Traffic Engineering for discussion at that Session.
2. Past experience has shown that most of the Members send in their contributions at the last moment, when the Congress Office is busy with the work connected with arrangements for the Annual Session and, therefore. Papers cannot be given due attention and are sometimes left out or carried over to the next year. As it takes a long time to edit the Papers, put the same in order and get them printed in the Journal, Members are requested to make an effort to send their contributions as early as possible and not wait for the last date. The complete Paper for the 41st Session should be submitted as early as possible but not later than the 30th September , 1980.
3. The younger engineers are particularly requested to con- tribute Papers. The Indian Roads Congress Office will gladly assist them by way of suitably editing the Paper and putting it in proper form before publication.
4. Rules and Regulations for the contribution of Technical Papers and the Award of Medals are given at pages 29 to 34.
n. RULES AND REGULATIONS FOR 1HE CONTRIBUTION OF TECHNICAL PAPERS AND THE AWARD OF MEDALS
1. The following Medals are available for award:
(i) The MitdieU Medal:
This is a bronze medal to be awarded annually for exceptionally good Papers contributed to the Indian Roads Congress in any year. This has been instituted to perpetuate Sir Kenneth Mitchell's connection with the Indian Roads Congress.
(/7)T1ie Indian Roads Congress Medal:
This is also a bronze medal to be awarded annually for Papers considered by the Council of the Indian Roads Congress to be of a decidedly more than average merit.
2. RULES FOR THE CONTRIBUTION OF TECHNICAL
PAPERS
2.1. The Standing Rules for guidance when contributing Papers, are reprinted below. It is requested that Members read these rules and observe them when submitting Papers to the Congress.
2.2. Members intending to contribute Papers to the Indian Roads Congress on any subject connected with Highway Engineer- ing are requested to send their contributions to the Secretary as and when these are ready without waiting for a special invitation.
2.3. Final accept;^nce of the Papers rests with the Council. In order, however, to avoid disappointment through the Council having to reject Papers owing to an excessive number being written on any one subject or for any other reason, it is requested that any Member intending to write a Paper should intimate to the Secre- tary the subject on which he wishes to write and enclose a short synopsis of the proposed Paper. He will then be informed whether his offer can be accepted.
30 Rules And Regulations For
2.4. The Council reserve the right to publish any Paper in the form of an abstract. When a Paper is published in abstract form the manuscript copy of the Paper as sent by the Author will be added to the Indian Roads Congress Library and made avail- able for inspection by interested Members.
2.5. The Council have decided that Papers from non-Members who are experts or who have specialized knowledge will be welcome and acceptance of the Paper will carry honorary membership for the Author for the year provided there are good reasons that the contributor cannot join the Congress as an ordinary member.
2.6. The Council have expressed the opinion that members, when choosing subjects for contributing Papers should bear in mind the fact that there is often a good deal more to be learnt from failures than from success.
2.7. All Authors of Papers which are accepted for publication in the Journal of the Indian Roads Congress will be supplied twenty-five complimentary reprints of their Paper besides a copy of the Journal of the Indian Roads Congress in which it is published.
3. SCRIPT
3. 1 . The following instructions are for the guidance of Authors of Papers:
(a) All contributions should be drafted in the third
person and metric units should invariably be given in all contributions.
(b) Papers should be typed on one side of good stout paper of foolscap size, double spacing being used and an ample margin (not less than 5 cms) should be left on the left hand side. At least diree copies of the typescript matter should be sent
(c) The Author's full name, designation and correct postal address should be given below the title of the Paper.
4. ILLUSTRATIONS
4.1. Illustrations fall into two classes, viz.,
(a) Line drawings.
(b) Half-tones.
CONTIUBUnON OF TECHNICAL PAPERS 31
4.2. Une drawings should be made in black Indian ink on superior white drawing paper or tracing cloth. Blue prints are of no use for reproduction and black line prints are also unsatis- factory.
Line drawings are goierally classified into two cat^ories:
(a) Diagrams which go into the body of the Paper, and
(b) Hates which are generally on separate large size sheets.
4.3. Diagrams: The matter for the Journal is printed in 10 pt o» type (nearly 1.5 nmi in height); therefore the written matter iQ^diagrams should be so made that the size of the letter when reduced for reproduction should be about l.S mm. The printed area of a page measures 170 mm deep and 108 nmi wide. There- fore» the ultimate size of such drawings will not generally be more than 127 nmi x 100 mm. Thus if a diagram is to be reduced to one quarter of the size submitted by the Author, the lettering on it should not be less than 6 nun height.
4.4. Plates: Plates should preferably be prepared in widths that are multiples of 190 nun. The size of letters used in the plate should be so chosen that after reduction no letter would be less than l.S nmi size. Thus if theTwidth is 380 mm the minimum size of the letter should be 3 mm. The thickness of the letter should also stand corresponding reduction. The title should be in the right hand bottom comer in letters of such size that when reduced the size will be at least 3 nmi.
4.5. Scale should be drawn in the plate below the title to admit of reduction of drawings without altering the correct relation of the scale to the drawing. Mere mention of the scale thus *'Scale of 1/100 (1cm =lm)" should be avoided as this would be incorrect when size of the plate is reduced photographically.
4.6. Coloured inks should not be used. When it is'desired to distinguish lines, dotted or chain dotted lines should be used instead of colours.
4.7. In drawing diagrams or graphs,{^the following point deserve the consideration of Authors.
IRC— 41-1— 3
32 Ru.ES And Regulation^ For
4.7.1. From the standpoint of pleasing appearance, a rect- angular graph or drawing with proportions between 3 by 5 and 3 by 4 is to be preferred to a square one.
4.7.2. The appearance and eflFectiveness of a graph depend in a large measure on the relative thickness of lines used in its component parts. The thickest line should be used for the principal curve. If several curves are presented on the same graph, the line width used for curves should be less than that used when a single curve is presented. Co-ordinate rulings should be the narrowest in thickness. Principal reference lines such as the axes should be wider than other rulings but narrower than curves. For the size of reduction that is usually adopted for the IRC Journals it is con sidered that the thickest line when finally reduced should not be more than 2} points, i.e., 1 mm in width.
4.8. Finished illustrations should not be folded for purposes of despatch. When mailed flat, they should be stiflFened by using cardboards or rolled with the drawing outside to prevent cracking of the Indian ink lines and securely packed.
4.9. ^* Half-tones^' are ordinary photographs and it is necessary to see that prints are clear, slightly over-printed and preferably glazed. Photographs which are dim or out of focus do not come out distinctly in reproduction and make a bad **half-tone." Negatives should accompany the photographs whenever possible, and will, if desired, be returned when done with. Captions should be written on the back of prints in soft pencil.
BRIDGE DETAILS
5. 1 . Members contributing Papers on any bridge work actually carried out are requested to give inter-alia the following details:
(a) A site plan showing the road and river for two miles on either side of the bridge site;
(b) A dimensioned cross-section of the roadway;
(c) The loading on which the design is based;
(d) The cost per square metre of elevation area comprising the formation level and the bottom of the foundations; and
Contribution of Technical Papers 33
(e) The ratio of the total cost of the substructure to the cost of those parts of the superstructure as are subject to variation with variation of span.
6. UNITS
6.1. S.I. metric units shall only be used. Technical or other metric units shall not be used. Decimal multiples or submultiples other than those mentioned in Appendix-II of IRC:71-1977 '*Reconmiended Practice for Preparation of Notations" shall also not generally be used. All units are to be denoted by symbols only as reconmiended in Appendix-ll of IRC:71-1977.
7. FORMULAE
7.1. Mathematical formulae should be drawn carefully by hand and not set out with the typewriter.
8. NOTATION
8.1. Notation used shall be prepared to conform to IRC: 71-1977 "Reconmiended Practice for Preparation of Notations."
9. ITAUCS AND EMPHASIS
9.1. Only those words and phrases which are to be printed in italics should be underlined.
10. PARAGRAPHING
10.1. When divisions and sub-divisions are designated by numbers and letters, the following symbols may be used in the arrangements indicated:
I II
1. 2.
(a) (*)
(0 00
34 Rules And Regulations for Contribution of
TJBCHNiCAL Papers
11. ACKNOWLEDGEMENTS
11.1. Sources of quotations appearing in the Papers should be stated and acknowledgement should be made for all infor- mation culled from books, periodicals, and proceedmgs of sister Societies, etc
m. PROCEDURE REGARDING TEIE DISCUSSION OF
PAPERS AT THE ANNUAL SESSIONS OF THE
INDIAN ROADS CONGRESS
1. The order in which Papers will be taken up for discussion will be decided by the Council and intimated to members attend- ing the Session.
2. The Chairman will introduce the Author and will call upon him to present his Paper for discussion. The Paper will be tidcen as read. Introductory remarks by the Author should not normally take more than 10 minutes except when the Author has something new to say which came to his notice since the submission of his Paper. The introduction should be limited to 250 words. After the introduction, the Paper will be open to discussion.
3. To facilitate the conduct of business and the fixation of time for various sittings and individual Papers, those desirous of raising questions or offering comments at the meeting should inform the Secretary well in advance at least 24 hours before the meeting about the Pftp^s on which they would like to speak and the time they would take. Those who have not given advance intimation to the Secretary may, at the discretion of the Chairman, be allowed to take part in the discussion if time permits after those who had given advance information have spoken.
4. It is desirable that a copy of comments which a member intends to make should be sent in advance to the Author of the Paper. A copy should also be endorsed to the Secretary, Indian Roads Congress.
5. If the comments are likely to take more than ten minutes or if they involve lengthy mathematical matter or diagrams, it would be desirable to send a copy of these to the Secretary at least 2 weeks before the date of the meeting so as to enable him to have them printed and circulated to all members attending the meeting before the discussion on the Paper takes place. These comments may, at the discretion of the Chairman,^be taken as read and the member making them will thus only be required to explain generally
36 Procedure for Discussion of Papers
the nature of his comments. The Author will, if possible, reply at the meeting as if the conmients had been made orally.
6. Members who do not want to speak but want clarification of any issues arising out of the discussion or the introductory remarks of the Author should write out their queries on **Comment Slips" which will be provided for the purpose while the discussions are in progress. Volunteers will be depute to distribute and collect these slips at frequent intervals. The slips will be sorted out by the Secretary and at the end of the talk by the speaker or the speakers, the Chairman will read out the queries and the speaker or the Author will give reply.
7. Members who are unable to attend the Session and who desire to conmient on any Paper should send one copy of a note of their comments to the Authors of the Paper and two type script copies to the Secretary. A gist of the comments together with the Authors' reply thereto will appear in the Proceedings.
8. After all members wishing to do so have spoken on a Paper, or when the Chairman considers that because of lack of time the discussion must be brought to a close, the Author will be called upon to reply.
9. If the Author of a Paper is unable to be present, he should depute another member to introduce his Paper and to reply to the discussion and should inform the Secretary accordingly.
IV. LIBRARY
Information and books on loan from the libraries of the Director General (Road Development) and the Indian Roads Congress are available to Members of the Indian Roads Congress and can, on application, be had from the Secretary, Indian Roads Congress New Delhi, under the following arrangements:
(a) For Members of the fndiim RMds Congress who are fai the serrioe of the Central or State Govern-
Specifically named books or literature in response to enquiries on technical subjects will be sent to oflScers of the rank of Executive Engineer and above. Others should apply through their Executive Engineers or officers of equivalent rank.
(b) For Members of the Indian Roads Congress who are not fai the ser?ice of the Central or State Governments.
Applications for specifically named books as well as enquiries for literature on technical subjects should clearly state the member's roll number, his correct postal address, and the title and author of the book*
2. The library is intended primarily for reference. It is the source of information from which the Secretary, Indian Roads Congress, is enabled to answer enquiries addressed to him.
3. Books are loaned for reference only and not for oon- tfamous nse: The library cannot be expected to relieve officers of the necessity of purchasing books required constantly or for long periods of time.
4. Ordinarily not more than two books will be issued at a time, but in special cases a large number may be issued at the discretion of the Secretary.
38 Library Rules
S. The following rules will be strictly enforced:
(a) Books are issued for one month in the first instance.
If a book is required for a longer period, an inti- mation should be sent to the Secretary, Indian Roads Congress for renewal before the due date of return. The book may then be re-issued for another month at a time at the discretion of the Secretary but in no case will any book be issued for a total period exceeding three months.
(b) Ifa member does not return library books when the
period of loan has expired or in any case within three months of the date of issue and thus deprives other members of their use he will be liable for a fine at the rate of 10 paise a day for every day of retention upto three months and 20 paise a day thereafter upto six months. The Secretary will also have no power to issue any more books to the member until all the books aheady issued are returned. If all books are not returned within six months, twice the cost of books will be debited to the borrower in addition to the fine referred to above.
(c) Current issues of Journals cannot be issued to members outside the Director-General's (Road Development) OfGk^ but back issues of certain Journals may be sent on loan for a limited period.
(d) Books are issued strictly subject to the condition, in all cases, that they will be returned promptly if actually reqmred and called for by the Secretary, Indian Roads Congress. Retention of a book after it had been recalled will render the member liable to the same penalties as if he had retained a book beyond the period of original loan.
(e) Borrowers are requested to take every care of books, while in their possession, and particularly not mark, underline, or note on the pages.
(f) If, during the period of issue to a borrower, any book is lost or so damaged as to be unserviceable
Library Rules 39
for future use, the Secretary shall recover from the borrower a sum equal to cost of obtaining another copy of the book.
6.
(a) No acknowledgement is required other than the
postal acknowledgement card.
(b) While returning books, care should be taken to get them adequately packed to prevent damage in transit They should be sent ^'Registered and
7. General
(a) Rare or specially valuable books and certain books of reference will not be sent out of the librarv.
(b) Any book may, however, be consulted in the library during office hours.
(c) Members who retain books for longer than a month after they have been called back or for longer than six months from the date of original issue and thus selfishly deprive other members of the use of the books, will be fined and/or charged subject to the penalties stated in these rules and deprived of all the privileges of member- ship until the dues are paid.
NEW ADMISSIONS
LIST OF MEMBERS OF THE INDIAN ROADS CONGRESS ENROLLED FROM THE 1st SEPTEMBER 1979 TO THE 31it JULY 1900
S.No. Roll. No.
Name of Member
Address
ORDINARY MEMBERS 1. 8720 S. Gangopadhyay
2. 8721 ILK. Sharda
3. 8722 S.V. Rao
4. 8723 V.K. Palamsamy
5. 8724 A.P. Ooswami
8725 H.P. Shamia
8726 D.K. Nandi
8727 S.L. Mahipal
9. 8728 J.S. Rana
Scientitt, CRRI» G-161, Nanakpura, NEW DELHI- 110021.
D-56, Mod Bagh-I, NEW DELHI -110021.
Assistant Engiiieer (R&B), N.H. Sub Dn. NAIDUPET-524126 District Ncllorc(A.P.)
Assistant Divisional Engineer (H&RW),
TUnCX)RlN-628003 (Tamil Nadu).
Assistant Engineer, P.WJ>.»
B & R, Quality Control Sub Dn.No J, BIKANER - 334 001 (Riu'.).
Executive Engineer, atyDn.,P.W.D.,B&R. BIKANER . 334 001 (Rbj.).
Assistant Engineer, P.WJ>., Bank Road, Gol^r, GORAKHPUR (U.P.)
Assistant Engineer, P.W.D..B&R,SubDn.n, SRIGANGANGAR (Raj.).
Assistant Engineer, P.W.D., KC 54/12, Kavi Nagar, GHAZJABAD (U.P.).
New Admissions
41
SJ^o.RoUNo,
Name of Member
Address
la 8729 N. Dhannaiajan
11. 8730 T.R. Krishnamoorthy
12. 8731 K. Karmegam
13. 8732 VJL Mundasad
14. 8733 C. Reogaswamy Pandian
15. 8734 S. Robert EUennu
Assiataiit Engineer (H), Soils Laboratory, Highways Research Statioa» Guindy,MADRAS - 600 025.
Assistant Engineer (H), Plot No. 85, IHulmavathy Nagar, Selaiyur, MADRAS- 600 073.
Assistant Engineer, Highways Research Station, Guindy, MADRAS - 600 025.
Assistant Engineer, P.W J>., Sub Dn., YELBURGA.583 236. (Kamataka)
Assistant Engineer (H),
Atfaikkattuvilai,
P.O. M.K. POTTAL -629051 .
District Kanyakumari
(Tamil Nadu).
Assistant Divisional
Engineer (H), 665, K.K. Nagar, ITRUCHY. 620021.
16. 8735 H.G. Mustafa
Executive Engineer, R&B Dn., LEH(Ladakh).
17. 8736 Sudarshan S. Rana
P.O. Box 6457, HAWALLI (Kuwait).
18. 8737 V.R. Veerappan
Assistant Engineer (H), 50/5,Housing Board Quarters, Kajamalai Colony, TIRUCHY-620020.
19. 8738 N. Animugam
Assistant Engmetr (H), TraflPc Engg. Cell., TIRUCHY 620 020.
42
New Admissions
SJio.RoiiNo.
Name of Member
Address
20. 8739 V. Kuppusamy
21. 8740 P.N. Ramaswamy
11. 8741 VJ>. Sharma
23. 8742 M. Subramanian
24. 8743 A.L. Pttiyannan
25. 8774 M.S. Ramamijam
26. 8745 H. Abdul Bakki
27. 8746 P. Packiam
28. 8747 K. Mohamed AU
29. 8748 M. Kalaiappan
30. 8749 C. Arumugam
Assistant Engineer (H), C-21. IV Cross, Western
Extn., Thillainagar TIRUCHY-620018.
Assistant Divisional Engineer (H), TrafiSc Engg. Cell, Subramaniapuram, TIRUCHY-620020.
Assistant Engineer, KL-156, Old Kavi Nagar, GHAZIABAD-201001. v
Divisional Engineer,
H&RW,
TUTICORIN-628002.
Assistant Divisional Engineer (H),
'raiRUCHENDUR-62821 5 District ITRUNELVELI,
(Tamil Nadu),
Asstt. Engineer (Hi^ways), Mechanical, TUT1CORIN.628 002. Asstt. Divisional Engineer, H&RW,
KOILPATTI (Tamil Nadu). Assistant Engineer (H), KOILPATTI (Tamil Nadu).
Asstt Divisional Engineer, H&RW, VILATHIKULAM (Tamil Nadu). Asstt. Engineer, (H & RW), VILATHIKULAM (Tamil Nadu).
Assistant Divisional Engineer (H),
PALAYAMKOTTAI.627002 (Tamil Nadu).
New Admissions
43
SJfo. Eott No. Name of Member
AddresM
31. 87S0 A. Rigagopalan
3Z 8751 M. Mobamed Mohideeo
33. 8752 G J>. Vaithialii
34. 8753 V. VaiathaRuan
35. 8754 M. Ramaswamy
36. 8755 S. J^araman
37. 8756 Suijeet Sin^
38. 8757 Krushna Chandra Sahoo
39. 8758 K. Sisupalan
Assistant Divisional Engineer, H&R W,
KUZHITHURAI -629 163. (Tamil Nadu).
Asstt Divisional Engineer, H&RW,
THUCKALAY-629175 CTamil Nadu).
Asstt. Engineer (HX PERT, C/o.S£.,H&RW, imUNELVEU - 627 0Q2 CTamil Nadu).
Assistant Engineer (H)
Technical, C/o.S^.,H&RW, ITRUNELVEU . 627 002 (Tamil Nadu).
Assistant Divisional Engineer (H), Special Sub-Dn., MoovallumugamBridgeWorks, KUZHITHURAI-629 123 District K.K. (Tamil Nadu)
Asstt. Divisional Engineer, Highways, PARAMAKKUDI (Tamil Nadu).
Executive Engineer, Constn. Dn. m. Capital Project Admn., BHOPAL-462016.
Executive Engineer, Subamarekha Bridge Dn., At P.O. RAJGHAT-756 030, District Balasore (Orissa).
Assistant Executive Engfaieer,
P.W.D..N.H.SubDn.,
HARIPAD,
Distt. Allepp^ (Kerala).
44
New Admissions
S.No. Roll No.
Name of Member
Address
40. 8759
Satish Kumar Sharma
41. 8760 T.P. Kala
42. 8761
Harbhajan Singh
43. 8762 S. Antony Cruz
44. 8763 S.C. Aggarwal
45. 8764 M. Xavier
46. 8765 M. Thiraviam
47. 8766 Y. Srinivasan
48. 8767 DcvilalJPatcl
49. 8768 S. Seecfaaraman
Assistant Executive Engineer^ CP.W.D.. 2687/199, Tri Nagar, DELHI- 110035. Assistant Engineer, Provl. Dn., P.W.D., TEHRl-249001 (U.P.). Assistant Engineer, P.WJ>.» B&R,
R.CP. Works Sub. Dn« n, P.O. SiU VUEYNAGAR. District Sriganganagar (Riy.) Assistant Engineer (H), Piandiayat Union, THENTHIRUPERAI, via Alwarthirunagari, Distt Thirunetveli (Tanul Nadu).
Senior Engineer,
Bridge Constn. Unit,
U.P. State Bridge Corpn. Ltd.,
KASGANJ.207 123,
Etah (U J*.).
Asstt. Divisional Engineer »
H&RW,
DEVAKOTTAI-623 302,
(Tamil Nadu).
Astt. Divisional Engineer, H&RW,
AMBASAMUDRAM 627 401, (Tamil Nadu). AssttDivisional Engineer(H)» MUDUKULATHUR-623704 Distt Ramnad(TamflNadu). Asstt. Engineer, P.W.D., Mohan Colony, Behind T.B. Clinic, BANSWARA-327 001 (R^.). AssttDivisional Engineer(H), Sugarcane
Road Development, MADURAI-625 020.
New Admissions
45
SJ^o. Rali No. Name of Member
Address
50. 8769 P. Govindany
51. 8770 J. Vasudcvan
52. 8771 AmiitiDder Singh
53. 8772 S. Gnaoasundaram
54. 8773 A.M. Umarani
55. 8774 Ramesh Kumar
56. 8775 D. Thinmavukkarasu
57. 8776 N.K. Sarkar
58. 8777 NJ5. Subnunanian
59. 8778 R. Jaya Singb
eo. 8779 Jagdish Prasad
Asstt. Engineer (H), Sugarcane Road Develop- ment Scheme, UDAMALPET-642 126, DisttCoimbatore (Tamil Nadu).
Asstt. Engineer (H),
AL 118, Anna Nagar West,
MADRAS-600 040.
Sub-Divisional Engineer, Municipal Corporation, LUDHIANA (Puiuab).
Periyar Nagar,Madippakkam» MADRAS-600091.
Asstt. Engineer, No. 2, N.H. Sub-Dn.. Hindwadi, BELGAUM-590 011
(Kamataka).
Asstt. Director, C.W.C., A-8B, DDA Flats, Munirka, NEWDELHI-110067.
Asstt. Enghieer (H), E-73, Todhunter Nagar, Saidapet, MADRAS-600010.
Asstt. Engineer, P.W.D., Kamakhyaguri Constn. Sub-Dn.,
P.O. KAMAKHYAGURI
-736202,
Distt. Jalpaiguri (W.B.).
No. 4, Moopparappan Street,
T. Nagar,MADRAS-600 017.
Asstt. Divisional Engineer,
National Highways Sub Dn .,
KARUR-639002.
Distt. Tiruchy (Tamil Nadu).
Resident Engineer, P.W J>., DHAMPUR-246 761, Distt Bunor (U.P.).
46
New ADifissiONS
SJio. Moll No. Name of Member
Address
61.
6Z
63.
87g0 SoUiash Gbander Chhabra
64.
8781
Suresh Chand Gaig
8782 VJ>. Borkar
8783 M. Motfao
65. 8784 M. Mayandi
Antt Engineer, KV^jyjMcR Kaura Cokmy, Rani Bazar, Hospital Road, BIKANER-334001 (Rig.).
Junior Engineer, P.W J>., FaiBagii, BHARATPUR-321 001 (Rid)
Executive Engineer, P.W J>., Bungalow No. 7/2, Kopri Colony, P.O. THANE (East)-400 603 Distt Thana (Maharashtra).
Superintending Engineer, Highways & Rural Works, Subramaniapuram, TIRUCHY-620020, (Tamil Nadu).
Assistant Divisional Engineer, H&RW, Subramaniapuram, ToUgate, TIRUCHY-620 020.
66. 8785 K. Thangarasu
Asstt Divisional Engineer, Highways, Floods, 17, Madurai Road, NfANAPPARAI-621 306, Distt Tirudiy CTamil Nadu).
67. 8786 T. Kalimuthu
Asstt Engineer (Highways),
Subramaniapuram,
TIRUCHY-620020.
68.
8787 T. Thirunarayanan
Asstt Engineer, C/o. S.E. (H&RW), TIRUCHY-620020.
69.
8788 R. Venkatesan
Asstt.Divisional Engineer(H), Sugarcane Road Develop- ment Scheme, TIRUCHY-620 OOU
New Admissions
47
SJfo, BaiiNo,
Name of Member
7a 8789 N.P. Valson
71. 8790 D.P. Ghalonvirtfay
71 8791 R. Murugesan
73. 8792 G. Ramalingam
Address
74. 8793 A. Nasnilla
75. 8794 M. Sugumar
76. 8795 M. Subramaniam
77. 8796 N. Thinippathiraju
78. 8797 N. Rigamani
IRC^l-1— 4
Divisional Eogiiieer, Highways, Rural Roadi, DHARM APURl-636 702, (Tamil Nadu).
Asstt Divisional Engineer, (H), Rural Roads Sub-Dn., HARUR-636903, (Tamil Nadu).
Asstt Divisional Engineer (H), Rural Roads, HOSUR-635 125, (Tamil Nadu).
Junior Engineer (HighwaysX Rural Roads Section, P,0, PENNAGARAM
-636 810, DistL Dharmapuri, (Tamil Nadu).
Asstt Engineer (Highways), Rural Roads, KRJSHNAGIRI, (Tamil Nadu),
Asstt Engineer (H), Rural Roads, DHARM APURI-636 701 , (Tamil Nadu).
Junior Engineer (H), Rural Roads IT, HARUR.636903, {TamU Nadu).
Asstt. Engineer (H), Rural Roads Section I, DENKANIKOTTA-635 107, Dlstt Dharmapun, (Tamil Nadu).
Junior Engineer (H), Rural Roads, HARUR-636903, Distt Dharmapuri, (Tamil Nadu).
48
New AronssiQNS
SJ/o. Roll No. Name cf Member
^/Urf»9
79. 8798 S. Sbanmugam
80. 8799 S. Sowriaathan
81. 8800 Om Prakash Sanfilii
82. 8801 S.Rm. Kannappan
83. 8802 N. Manimozhi
84. 8803 S.C. Maitra
85. 8804 B. Madhava Rao
86. 8805 D.S. Fadale
87. 8806 F.A. Khan
Junior Engineer (H), Rural Roads, UTHANGARAI-635 207, Distt Dharmapuri, (Tamil Nadu).
Divisional Engineer (H &RW), TlRUCHI-620020.
Asstt Engineer, P.W.D., Quarter No. R-287, New Colony, JHUNJHUNU OUm.).
Asstt Divisional Engineer (HX Special Flood Works*
TIRUCHENDUR-628 215. Distt. Tirunetvdi, CTamil Nadu).
Asst Divisional Engineer(H), World Bank Project for Road Development Sub-Dn.VI, No. 32, Santhome High Road, Mylapore, MADRAS-600 004.
Asstt. Engineer, P.W.D., Torsa Bridge Constn. Sub-Dn. No. n, P.O. MADARIHAT, Distt Jalpaiguri (W.B.),
Junior Engineer (R A'B), IS-30, Imim Manzil Colony. HYDERABAD-500 004.
Executive Engineer, M.CB., 18/50-51, Nityanadnagar-2, Swami Nityanand Marg, Andheri (East), BOMBAY.400069. Asstt. Engineer, P.W.D.,R&B Sub-Dn., Anandpur,
P.O. SALPADA-758 020. Distt. Keonjhar (Orissa).
New Admissions
49
S.No, Roll No. Name of Member
Address
8807 PJL C3iakraborty
8808 P. Talukdar
90. 8809 Ram Awadh Singb
91. 8810 OJ». Shaima
92. 8811 DA. Bhkk
93. 8812 S.C Batala
94. 8813 D.T. Namdiu
9S. 8814 G. RAJu
96. 8815 J. Panda
97. 8816 Sheikh Husain
Asstt. Engineer, P.W.D., C/o. Chief Engineer, P.WJ>.
(Roads), Chandmari, GAUHATI-781 003.
Superintending Engineer, P.WJ>. (Roads), Chandra Kumar Agarwalla Road, Uzan Bazar, GAUHATI.781 001.
Director,
Road Research Laboratory,
GAUHATI.781 009.
Superintending Engineer, HaryanaP.W.D.,B&R. National Highway Circle FARIDABAD.
C/o. Gammon India Ltd., Gammon House, Prabhadevi, BOMBAY.540002.
25/123, Dr. Masheri Road, Shiv Mahal, 4th Floor, BOMBAY-400009.
Asstt. Engineer, (Bldgs.) West, Sikkim P.W.D., GAYZING.737111, West Sikkim.
Asstt Divisional Engineer, Highways & Rural Works, SANKARANKOIL, Distt. TiruneWeli. Tamil Nadu
Asstt Engineer, P.W.D., Gangpur (R&B) Sub-Dn., Distt Sundargarh (Qrissajk
Deputy Engineer, Pandiayat Samiti, JAlJHAR-401 603, Distt Thana (Maharashtra).
50
New Admissions
S. No, Roll No. Name of Member
Address
98. 8817 H.S. Sandhu
99. 8818 C. Ramamoortlii
100. 8819 J.G. Subramanian
101. 8820 P. Thirumalai
Site Engineer, D.CL (SecdoQ 1-4), P.O. Box 25582, Safat, KUWAIT (A.G.).
Asstt Divisional Engineer,
H&RW,
THIRUPATHUR,
Distt Ramnad (Tamil Nadu;
Asstt Divisional Engineer, H&RW,
RAMANATHAPURAM, (Tamil Nadu).
Asst. Divisional Engineer, H&RW, PARAMAKUDI-623 707.
102. 8821 Narain Das
103. 8822 S. Ramanathan
104. 8823 Miu*. S. Jayanathan
105. 8824 M.A. Quieshi
106. 8825 K.L. Sethia
107. 8826 B.S. Dhole
Transport Project Analyst, Bombay Metropolitan Regie
Development Authority, Griha Nirman Bhawan, Bandra (East), BOMBAY-400051.
Divisional Engineer, Highways & Rural Works, SALEM-636007.
113, Engineer Regiment, C/o. 56 A.P.O.
Asstt Engineer (Civil), All India Radio, Shantinagar Ward, Railway Station Road, JAGDALPUR-494 001, (M.P.).
Executive Engineer, P.W.D., S&J Dn., BIKANER-334 001.
Junior Engineer, P.W. Dn., BHANDARA.441 904.
New Admissions
51
SJfo.EoUN<K
i\ame of Member
Address
108. 8827 BJ>. Garg
109. 8828 G.K. Gupta
110. 8829 V.D. Gautam
111. 8830 P. Lai Chhunga
IIZ 8831 H.N. Sachdeva
113. 8832 Janardan Ray
114. 8833 J.S. Knshwah
115. 8834 R.K. Biswas
116. 8835 Sukumar Ghosh
117. 8836 B.V. Adaikalamkathan
118. 8837 Y.R. Balaji
269, Kurukshetra Hostel* Pum'ab Engmeering College^ CHANDIGARH-160 OIZ
Asst. RtigfncCT',
SCF 156, Grain Market,
CHANDIGARH.
SA Ode 1, C/o. CWE, Gauhati M.E.S., Santipur, GAUHATI 781 009.
Executive Engiiieer. P.W J>.,
MamitDn.,
SAIRANG (Mizoram).
Superintending Engineer,
CP.W.D.,
Kothi No. 23, Sector 3-A,
CHANDIGARH.
Asstt Engineer, R&B Sub Dn. No.II, KEONJHAR-758001.
Asstt Engineer, P.W.D., Qr. No. F-16, Thatipur Colony, Morar, GWAUOR-474 006.
Asstt Engineer (OviO, VilLft P.O. JAGADISHPUR HAT Distt. Howrah (W.B.).
Asstt. Engineer (Civil), 32/12, *«L** Road, Belgachia, HOWRAH.711 108.
Divisional Engineer (H), 24/5, Vannayampathi Street, R.K. Nagar, MADRAS-600 028.
Asstt Engineer (H), MIG Block 93-D, Flat-D, Ashok Pillar Road, K.K. Nagar, MADRAS-600 078.
52
New Admissions
S,No. Roll No. Name of Member
AUkms
119. 8838 S.R. Raja Ram
No. 78, SabnmaiQfa Swamy KoflSttcet, Saidi^ MADRAS-^X) 015.
120. 8839 S. Ganesan
121. 8840 R.C Gupta
122. 8841 R.T. Sushama
123. 8842 T.S. Chandra Sekhara Rao
124. 8843 I. Anmadialam
Asstt Eogiiieer (H), 89, Old M.LJL Hostd, MADRAS-6000Q2.
Asstt. PngifiBCf, P.WJ>. Sub-DiL, DALHOUSIE-176 304 (H.P.)
Scoior PngifiBCf,
UP. State Bridge Corpn.
Ltd.. IQ/SOl-B, Khalasi Line, KANPUR (UJP.).
Room Na 140^ VS Hall, Indian Institute of Tedmo- lo8yJCHARAGPUR-721 302.
Divisional Engineer (H), Weak Stroctoies Dn., No. 1, Second Street, New Colony, Mannarpuram, TIRUCHY-620 020.
125. 8844 Dilip Miuumdar
Executive Engineer (Pig.), Barrick Compound, SHILLONG-793 001.
126. 8845 D.P. Sharma
127. 8846 Basudeb Dhar
Asstt. Engineer, H.I.T., C/o. Shri Mukul Maitra, Santragadii, Ramngatala, HOWRAH.711 104. (W.B.)
Asstt. Engineer (Q, Design, 2, Bhawani Datt Lane, CALCUTTA.700073.
128. 8847 N.N. Sinha
Asstt. Engineer (Civil), 121, Ramknshnapur Lane, HOWRAH-711 102 (W.B.).
New Admissions
53
SJfo. Roil No, Name of Member
Addreu
129. 8848 DS. Dliaraiaseelan
130. 8849 Mnityuiuay Pftttanaik
131. 8850 K. Sridhar Rao
132. 8851 Chander Farkash Gupta
133. 8852 Sukhamay Ray
134. 8853 HaribilaiRay
135. 8854 M.K. Ifinforani
136. 8855 P.K. Kulahrtstha
137. 8856 A.H. Abassi
138. 8857 Munindra Chandra Oaur
Atstt Dtvisional
H&RW,
52, VeUala Street,
Ayyanavaram,
MADRAS-600023.
Asstt. Engiiieer,
Kaiaivia (R&B) Sab-Dn.,
KARANJIA,
Dbtt Mayurbhai^ (Orissa).
Aflstt Diviuonal Rnginecr^ Highways & Rural Works, TINDIVANAM, 604001. (Tamil Nadu),
Asstt JEngineer, P.W.D., B&R **Madhubun", 42 C/C, Gandhi Nagar, JAMMU (Tawi)-180 004.
S.D.O. (TQ, C/o. Chief Engineer, Nagaland P.W.D., KOHlMA-790001.
15, Iswar Chandra Vidya-
sagar Road, CALCUTTA-700 077.
Executive Engineer (F.CLX Masnet-34, Shanker Nagar» RAIPUR-492001(MJP.).
Asstt. Director,
Hydel Civil Design, n. Central Water Commission^ West Block-I, R.K. Puram, NEW DELHI-110022.
Executive Engineer, P.WJD., SB-50, Subhash Nagar, JAIPUR OM.)
Asstt. Engineer, Provl. Dn., P.W.D., LAUTPUR (U.P.).
54
New Admissions
S,No. Roll No. Name of Member
Address
139. 8858 S^.S. Tuladhar
140. 8859 J.K. Dutta
141. 8860 P.C Btttnaik
14Z 8861 A.N.C Okonkwo
143. 8862 C. Vaithilingam
144. 8863 Chittaraiuan M^jee
145. 8864 Amamath Arora
146. 8865 S.P. Gupta
147. 8866 N.G. Nair
148. 8867 Poonam Chand Agarwal
Deim. of Civil Engiiieerios* University Vlsveswaiaya
College of Engg., Bangalore University, Jnana Bharathi, BANGALORB-560 056.
Nandan Niwas, K.M. Tank, LAHERIASARAI-846 dbl, (Bihar).
Asstt. Engineer, Sub-Dn. No.n, Capital Constn. Dn. No.l, BHUBANESWAR-751 001.
Ajaokuta Steel Co., Ltd., P.M3. 12015, LAGOS (Nigeria).
Asstt Divisional Engineer, Highways & Rural Works, DINDIGUL^24001.
Asstt. Engineer, P.W.D.,
Kandi Sub-Dn.,
P.O. KANDI,
Distt. Murshidabad (W3.).
Asstt Engineer, P.W.D^ B &R,
C-112,RamgaliNo. 5, Adarshnagar, JAJPUR-302004.
Asstt Engineer, P.W.D.,
B & R,
3-GA/50, Housing Board
Colony, Shastriya Nagar, JAIPUR-302 012.
Executive Engineer, P.W.D., Vineetha,0-14, Jawahamagar , TRIVANDRUM-695 003.
S.D.O., P.W.D., BAR,
BURHANPUR,
Distt. East Nimar (M.P.)
New Admissions
55
SM Boll No.
Name of Member
Address
149. 8868 Suresh Chandra Jain
150. 8869 C Venkataswamy Naidii
151. 8870 B.N. Fradhan
Afistt. Engineer, P.W.D., H.Q. Sub-Dn , GUNA-473 001 (MJ>.).
Junior Engineer, Bangalore City Corpn., No. 476, 1st Floor, 40th
Cross, 9th Nfain, 5th Block, Jayanagar, BANOALORE-560 041.
Divisional Engi jeer, Sikkim P.W.D., GANGTOK-737 101.
151 8871 H.R. Sharma
153. 8872 V.K. Nigam
154. 8873 Ganesh Datt Sharma
155. 8874 Om Prakash Sharma
156. 8875 K. Packiaraman
157. 8876 R.V. Raghavan
1 58. 8877 R. Sundara Moorthy
Divisional Engineer, Sikkim P.W.D., GANGTOK-737 101.
S.D.O., P.W.D., B&R, No.2, SEONI (M.P.).
Asstt. Engineer, Provincial Dn., P.WJD., JHANSI (U.P.).
Asstt. Engineer, P.W J>., B&R Near Hathi Ram Ka Oda, Inside Parakh Bhawan, JODHPUR-340 001. QBLai.)
Asstt. Executive Engineer, Corporation of Madurai MADURAI (Tamil Nadu).
P-9, P.G. Quarters, Engineer- ing College Staff Quarters, MADRAS-600 025.
Asstt Transportation Planner,
Transport & Communications Board,
Bombay Metropolitan Region Development Authority, Bandra (East),
BOMBAY-400 051.
56
New Admissions
S,No, Roll No. Name of Member
Address
159. 8878 B.N. Patra
160. 8879 Kumar Pramodray Dave
161. 8880 C.V.R. Murthy
162. 8881 H.P. Jamdar
163. 8882 A.K. Shanbhag
164. 8883 RJ>. Varade
165. 8884 O.P. Tripathi
166. 8885 Bhabatosh Sikdar
167. 8886 G. Viswanathan
Asstt. Engineer, R.E. Sub-DivisioD, Bhanjanagar, at P.O.-
BHANJA NAGAR,
Distt. Ganjam (Orissa).
Junior Engineer, GERI, 15, Parekh Nivas, Alkapuri, VADODARA-390 005.
Executive Engineer-I, Hyderabad Urban Develop* ment Authority, 3-4-376/5, Ungampally, HYDERABAD-500 027.
Dy. Secretary,
Bldgs. & Communication
Deptt., Sachivalaya,
GANDHINAGAR-382 010.
(Gujarat).
Junior Engineer,
N.H. Sub-Division No.2,
BELGAUM-590 011.
Deputy Engineer,
P.W. South Sub-Division,
NASIK-422 002.
Executive Engineer. Tempy. Division, P.WJ>., MAINPURI.205 001 (U.P.)
Asstt. Engineer, Project Sub-Dn. n, KillaFort, CUTTACK-753 001.
Superintending Engineer
(Mech.), Ministry of Shipping &
Transport (Roads Wing), Transport Bhawan, NEWDEUflllOO-Ol.
New Admissions
57
SMf. RoONo.
Name (^Member
Address
168. 8887 A3. Agnwal
169. 8888 PJL Rawmghani
17a 8889 L.P. Srivastava
171. 8890 Y.S.R. Aivan^yulu,
172. 8891 BJB. Bhoomannavar
173. 8892 H.D. Shanna
174. 8893 M.L. Das
175. 8894 J.K. Saikia
176. 8895 N. Palantswamy
Dqmty EngiiMer,
PA. to the Chief Engioeer,
(B & C)., Joint Secretary to
GovcnuDent of Gi:uarat» Saduvatya, GANDHlNAGAR-382 Oia
Junior Engineer, BMRDA, Flat No. 417, Sector m, C.G.S. Quarters, AntophUl, BOMBAY-400 037.
Executive Engineer, Construction DivisioQ No. VI, CJ».W J).. IJ>. Bhawan, NEWDELHI-110 0Q2.
Executive Engineer, J.N.K.V.V., JABALPUR-480 0Q2.
Asstt Engineer, N.H. Sub-Division No.2, Hindu Wadi, BELGAUM-590 011.
Superintending Engineer, D.D.A., No. 10, D.D.A^ Officers' Flats, 7, Bhagwan Dass Road, NEWDELHI-110 001.
Chief Engineer,
R.E.O..
BHUBANESWHAR-751 001.
SX).0., P.WJ>.,
New Amolapathy, TEZPUR-784 001. Distt. Darrang (Assam).
Asstt. Divisional Engineer, National Highways Sub- Division, P.T.C Work Shop Buildings, Kottapattu, TIRUCHI-620 020, (Tamil Nadu).
58
New Admissions
SJ^o. Boll No.
Name of Member
Address
177. 8896 P.S. Krishna swamy R^a,
178. 8897 R.P. Joshi
179. 8898 B.S.
180. 8899 N.K. Mulgund
181. 8900 A.V. Ohanguide
Superinteiidiiig Engioeer, National Higjiways, Adayar, MADRAS-600 020.
Executive Engineer, Bombay Metropolitan Region Development Aathority» HURE Board, Oriha
Nirman Bhavan, 5th Floor, Bandra (E), BOMBAY-400 051.
Resident]
M /s. Mangat Patd and
Partners Limited, Consulting Engineers, P.O. Box 1084, DAR-ES-SALAAM, (Tanzania, East Afrfca).
Junior Engineer, National Highway Sub- Division, HUBLI, Distt Dharwar.
Asstt Engineer (Traflfic), Transport & Communi- cations Board, BMRDA, Griha Nirman
Bhavan, Bandra (East), BOMBAY-400 051.
18Z 8901 A.C. Maini
183. 8902 Vinodesh Chhabra
184. 8903 E. Viswanathan
S.D.E., P.W.D., B & R, Provl. Sub-Dn. No.4, PALWAL, Distt. Faridabad, (Haryana).
2, Sarai Phatak, Ganesh Ganj\ LUCKNOW (U.P.).
Senior Transportation Engineer, RUGS, Central Road Research Institute,
NEWDELHM10 020.
New Admissions
59
SJ<fo. Roll No. Name of Member
Address
185. 8904 ILP. Shanna
186. 8905 D.M. Savur
Asstt Eogioeeer, D.D A^ 567, Nimri Colony, DELHI-110 05Z
AddL Chief Engineer (QvflX The Hindustan Construction
Company Limited, Construction House, Wakhand Hirachand Marg; BOMBAY-400 038.
187. 8906 JJ. Shah
188. 8907 S.V. Deo
The Hindustan Construction
Company Limited, C/o. The Indian Hume Pipe
Company Limited, Budwarpeth, Karamba Road, SHOLAPUR-413 002. (Maharashtra).
Design Engineer,
The Hindustan Construction Co. Ltd., Construction House, Ballard Estate,
BOMBAY-400 038.
189. 8908 H.N. Ravishankar
Design Engineer,
The Hindustan Construction Co. Ltd., Construction House, Ballard Estate,
BOMBAY-400038.
190. 8909 P.N. Sivarama PiUai
Executive Engineer, National Highways Division, CANNANORE.670 002.
191. 8910 Avtar Singh
191 8911 K.R. Sheth
AEE(Q,
75, Road Construction Coy.,
(GREF), C/o. 99 APO.
Sectional Oflkcr, A.M.C., 2/33, Sunder Nagar, Naranpura Charrasta, AnkurRoad, AHMEDABAD-380 013.
60
New Admissions
S.No. Roll. No. Name of Member
Address
193. 8912 B. Lakshminarasaiah
194. 8913 L.M. Sadhwani
195. 8914 K. P^utfaasarathy
196. 8915 BalUr Singh
197. 8916 fi. Sankaralingam
198. 8917 C.B. Lai
199. 8918 Jaladhar Behm
200. 8919 J.K. Bhatt
201. 8920 V.O. Bhadange
Junior Engineer (RAB), Office of the Sperinleoding
Engineer (RABX HANAMKONDA-506 001 , Distt. Warangal (A JP.).
Executive Engineer, G.LD.C., Fatehgaiu, Opp. Methodist Chuidi, BARODA (Giuarat).
Executive Engineer, 19 B.R.T.F. (GREF). C/o.99,A.P.O.
Superintending Surveyor of Works, P.W.D., Delhi Admn., 12th Floor, M.S.O. Building, NEWDELHI-110 002.
Asstt. Engineer, Divisional Engineer's Office, National Highways, banning 37, South Car Street, Palayamkottai, TIRUNELVEU-627 002, (Tamil Nadu).
Executive Engineer, Ajmer Central Dn., C.P.W.D., AJMER (Raj.).
Superintending Engineer, Eastern Circle, R&B, BALASORE-756 001.
Deputy Engineer (Civil), B&C, Sector 30, Block No. 43/6 (CH). Near Primary School, GANDHINAGAR-382 030.
Asstt. Engineer (U), P.W. Sub-Dn., PALGHAR, Distt Thane, (Maharashtra).
New Admissions
61
S.No, RoU No.
Name of Member
Address
201 8921 Riuesh BaMdsaiui Laddha
203. 8922 TJ. Jain
204. 8923 Thmt It Sulochana
Asstt Fugmrw, P.W. Sub-Dn., CHALISGAON-414 201.
D^uty Engineer, P.W. Sub-Dn., SAILU-431 503. Distt Parbhani (Maharashtra).
Asstt Executive Engineer, (Qvil), Office of the Superin- tending Engineer, Projects, Ovil-Hydel. IV Floor. M ulti Storeyed Building, Tamil Nadu Elecy. Board, AnnaSalai, MADRAS-600 002.
205. 8924 D.O. Marathe
206. 8925 Kamlesh Kumar
Executive Engineer,
P.W. Dn.,
SEED (Maharashtra).
Asstt. Executive Engineer, (Civil), Ministry of Shipping & Transport (Roads Wing), D-38-A, Ashok Marg, C-Schcme. JAIPUR.
207. 8926 S.C Shanna
Executive Engineer, Ministry of Shipping &
Transport (Roads Wing), D-38-A, Ashok Marg, •CSdicme, JAIPUR.
208. 8927 Aseem Sharma
209. 8928 S.C Mathur
Junior Engineer, P.W.D. (BAR), Circle m, JAIPUR (lUJ.).
Junior Engineer, P.W.D., 2215, Man Kyastha Ka
Chowk, Chand Pole, JAIPUR (Riu.).
62
New Admissions
S.No. Boll No. Name of Member
Address
2ia 8929 N.K. Mahetfawari
211. 8930 K.L.Bairwa
21Z 8931 G^ianaiid Shanna
213. 8932 R.K. Bagda
214. 8933 L.S. Mathur
215. 8934 S.C. Shanna
Junior Engineer, P. W J>.» 2032, Pitlion Ka Chowk, Johari Bazar, JAIPUR-302003.
Engineer, *Neel Kamal,' Shiviui Nagar, Civil Lines, (Behind office of G.S. Mills), JAIPUR-302 006.
House No. 1331. Kishan Marg, Barkat Nagar, JAIPUR-302 004.
Junior Engineer, P.W.D., 1806, Bagda Bhawan, Choura-Rasta, JAIPUR (R^.).
Asstt Engineer, P.W.D., 3306, Bhindo Ka Rasta, ChandPole, JAIPUR (Riu.).
Lecturer in Civfl Engg., B-134, Riuendra Marg, Bapunagar, JAIPUR-302 004.
216. 8935 Damodar Agrawal
Asstt. Engineer, P.W.D., SB-57, Subash Nagar, JAIPUR-302 006.
217. 8936 H.S. Gandhi
218. 8937 R.C. Mishra
Junior Engineer, P.W.D., Plot No. 4, "Baikunth" New Saogaher Road, Sodala, JAIPUR-302 006.
Asstt. Engineer, M.C., 2336, Wright Town, JABALPUR (M.P.).
219. 8938 Shekhar Pradhan
Distt. Engineer, Z.P., 49, Convent Road, DARJEELING (West Bengal).
New AiMOSSiONS
63
S. No, Roll No. Name of Member
Address
220. 8939 D.K. Basak
221. 8940 U.S. Sen Oupta
222. 8941 aL. Roy
223. 8942 G.H. Mir
224. 8943 T. Saku Aier
225. 8944 S.H. Deshmukh
226. 8945 N.G. Thatte
227. 8946 N.R. Mathur
228. 8947 J.P. Singh
229. 8948 N.P. Tiwari
230. 8949 R.K. Saniuaoba Singh
Asstt Engiiieer, Corp. of
Calcutta, 331. Rahiiidra Sarani, CALCUTTA-700 006.
17, Babu Bagan Lane, CALCUTTA-700 031.
Executive Engineer (Design), OflSce of the Chief Engineer, Nagaland P.W.D., KOHIMA
Executive Engineer, Pand Rathan, P.O. Pantha Chowk, Srinagar (Kashmir).
S.D.O., P.W.D., Nagaland,
Tsumenyu,
P.O. TSUMENYU-797 109.
Dl/81/805, M.I.G. Colony, Gandhi Nagar, Bandra (East) BOMBAY-400051.
Superintenduig Engineer, Designs Circle Konkan Bhawan, 4th Floor, NEW BONfBAY-400 614.
Executive Engineer, P.W.D., Man Kayasth Ki Gali, Qiand Pole Bazar, JAIPUR-302 001.
Asstt. Engineer, P.W.D. (BAR), PHULERA (Jaipur).
Asstt. Manager, M.P. Bridge Corporation, 334, Katiu Nagar Distt. RATLAM (M.P.)
Executive Engineer, Jiribam Dn., JIRIBAM, (Manipur).
IRC 41-1—5
64
SJio.RoaNo.
231. S9S0
232. «9S1 SiibirDis
233. 89S2 Oinbari Ul
234. 8953 RJC. BhMi
rDivkkxi, CHURACIiANDPUR. 79512|,(MaDipiirX
r. F.WJD.. 53/3»GBDladR(MKl, JadsfDor, CALOimA-lOOOSl.
Sub^XvkkmalJ Ctautnictioii SiMMvirior.
Na],F.WJ>.,BMU HOSmARFUR (PiiiQia>).
AatL Eoghmr, F.W J>., l^T.FhxitierCdloqy,
JAIPUR-3020(M.
235. 8954 Tahir Muned Nir
23d. 8955 P.N. Mathur
AatLJ Kanm] SRINAGAR dUdmir).
Atttt]
F.WJ>., (BARX Oly Sob-
DiviBioiiXI. JAIPUR-30200d.
237 8956 Mukul Raiyan Chatteijee
Sdentkt, Oentnl Road Rcseavdi IntliUiie^
NEWDELHi-iioaaa.
238. 8957 Br^ Kbhore Mdita
239. 8958 R.L. Purohit
240. 8959 R.R. JakaH
Project]
Bihar Rw<i Pol Niniian
Nigam Limited. DANDNAGAR-824 113, Dittt Aurangabad (Bihar)
C-58, Sivar Area, Babunagar, JAIPUR (Rig.)
Divisioiial Engiiieer, Dandeli Division, Mysore Power Coiporatioiv DANDEU-581 325.
New Admissions
65
S.No. RoUNo,
Name of Member
Address
241. 8960 S.C. Sin^
24Z 8%1 R.K. Singh Kushwaha
243. 8962 S.N. Shrivastava
Sub-Divisioiial fiogmeer, Psanipat Provincial Sub- Division No.111, Haryana P.W.D., B&R, PANIPAT (Haryana).
Executive Engineer, LSGD, Parkota Ward, SAUGOR-470 002.
Planning Engineer, Bihar Riuya Pul Nirman
Nigam Limited, 7, Mangles Road, PATNA-800 015.
244. 8%3 C Chaub^
Prcject Engineer, Bihar R^ya Pul Nirman Nigam Ltd., NARKATIAGANJ, West Champaran (Bihar).
245. 8964 J.L. Agrawal
Executive Engineer, R.E.O. Agriculture Market
Works Division, MUZAFFARPUR, (Bihar).
246. 8965 Dhanaiu'oy Das
S.D.O. (TC), S.E.'s OflSce, P.W.D., Kohima Circle I, KOHIMA (Nagaland).
247. 8966 M.TJoseph
S.D.O. (TQ. Oiief Engineer's OflBcc (P.W.D.), KOHIMA-797 00U (Nagaland).
248. 8967 S.N. Dixit
Asstt. Engineer, P.W.D., A-43, Sikar House Scheme, Outside Chand Pole Gate, JAIPUR-302 006.
249. 8968 S.D. Maheshwari
1 197, Pbrtanion Ka Rasta, Johari Bazar, JAIPUR-302 003.
66
New Admekions
S,No. Roll No. Name of Member
Address
250. 8969 D.K. Sanyal
251. 8970 P.Y. Maiyurc
252. 8971 S.K. fihattacharya
253. 8972 Bhagwan Oeriani
254. 8973 B.C. Sarmah
District Engiiieer, Cofpn. of Calcutta, 4, Old Nimta Road, P.O. Nimta,
CALCUTTA-700 049.
C/o The Freyssinet Prcs-
tressed Concrete Co. Ltd., 6B, Sterling Centre, Dr. Annie Besant Road, WorU, BOMBAY-400 018.
Asstt. Engineer, P.W.D., 21 7» Subhashnagar Byelane, CALCUTTA- 700 065.
Executive Engineer, Municipal Council, UDAIPUR (Raj.).
S.D.O., P.W.D., R&B. Hafkmg *C Sub-Dn., P.O. HAFLONG, Distt. N.C. HOI (Assam).
255. 8974 A.K. Choudhury
256. 8975 Manoraiyan Kar
Asstt. Engineer, Chief Engineer's oflSce, P.W.D., Assam, OAUHATI.
Asstt Engineer (L.R.), Office of the Chief Engineer, R.fi.O., at P.O. BHUBA- NESHWAR (Orissa).
257. 8976 M.L. Nfandal
Superintending Engineer, Ministry of Shipping &
Transport (Roads Wing), NEWDELHI-110 001.
258. 8977 S.P. Arya
259. 8978 K.S. Mittal
Executive Engineer, P.W.D. B-214, Janta Colony, JAIPUR (Raj.).
Junior Engineer, P.W.D., Ramdoot Bhawan, Naharaarh Road.
Nbw AmmsiONS
67
S,No. Roll No. Name of Member
Address
260. 8979 A.K. Sanghi
261. 8980 H.L. Mina
262. 8981 S. DatU
263. 8982 Manai\|ay Saba
264. 8983 Rameshwar Pal
^^5. 89S4 Ddbibrata Ouha
266. 8985 A.K. Niyogi
267. 8986 S.C. Gupta
268. 8987 MG.S.Ooel
269. 8988 J.R. Jain
Asstt. Engiiieer, Quality Central Sub- Dtvision I, P.W.D., AJNfER.
Asstt Engiiieer, P.W.D., BAR, SIKAR (R^.).
Asstt Engineer, Higjiway Design Division No J, P.W. (RoadsXDeptt., Bhabani Bhaban, CALCUTTA-700 027.
Asstt. Engineer, Plassey Sub Division, P.W.D., P.O. PLASSEY-741 156, Distt Nadia (West Bengal).
Executive Engineo-,
Berhampore Division No. n,
P.W.D.,
at P.O. BERHAMPORE,
Distt. M urshidabad,
(West Bengal).
Deputy Director, H.R.B.C., 32, Broad Street, CALCUTTA-700 019.
Asstt. Project Manager,
H.R.B.C.,
34C, Rai Bahadur Road,
Calcutta-700 034.
Asstt. Engineer, Maintenance Division No.3, P. W.D.,LUCKNOW-226001 .
Executive Engineer, Maintenance Division No.3» P.W.D., LUCKNOW-226001
Superintending Engineer, 41, Circle P.W., 198, Tuckker Road, AGRA CANTT. (U.P.)
68
New Admsbkins
S,No. Roll No. Name of Member
Addreu
270. 8989 I. Rathinaiamy
271. 8990 N.N.Boghani
272. 8991 C.N. NaUmuan
273.
274.
8992 . J. Pfeti
8993 P.C. Puti
275.
276.
277.
278.
8994 M. Zahiruddin
8995 S.C. Mishra
8996 OP. Purohit
8997 Dudheshwar Ram
Asm. jBngiiieer, HARW, 837, Poonamalke
High Road. Kilpauk, MADkA$-500 010.
Deputy EogiDeer, C/o Superintending
EngLKer*8 Office, Riykot
B&CCiide, Dr. Ri^axlra Prasad Road, RAJKOT-1 (Gujarat).
Executive Engineer, P^u^dip Port Trust, P.O. PARADIP PORT-754 142, Distt. CuttarV (Orissa).
Chief Engineer, Paradip Port Trust, P.O. PARADIP PORT, ORISSA-754 142.
Asstt. Engineer, Paradip Port Trust at C&B Division, P.O. PARADIP PORT 754 142, Distt. Cuttack (Orissa).
Planning Engineer, Bihar Riuya Pul Ninnan Nigam Ltd.,ShaheedCliowk,
RANCHI^34 001. .
Asstt Engineer, Capita] Maintenance
Sub-Division No.111, BHUBANESHWAR,
(Orissa)
Executive Engineer, P.W.D., (B&R), Quality Control Division, BIKANER (Raj.)
Executive Engineer, P.W.D., M.I.G., 3J0, Lohia Nagar, PATNA-800 030.
New Admissions
69
SJ^o, Roll No. Name of Member
Address
279. 899S H.C. Gupta
A»tt. Engineer, P.WJ^., Plot A7, Behind Adarah
Nagar Thana Adjacent to
Tancga Block, JAIPUR-302 001.
280. 8999 N.S. Das
281 . 9000 Jagadish Kai^ilal
282. 9001 G.S. Kulkarni
283. 9002 Jag Pravesh
Superintending Engineer, P.W.D., Northern Circle, P.O & Distt JALPAIGURl-735 101, (West Bengal).
Executive Engineo', P.W.D., 18, Banamali Sarkar St., CALCUTTA-700 005.
Group Engineer, Mysore
Power CorpcM^tion Ltd., KUMBHARWADA (N.K.), (Kamataka).
Executive Engineer, P.W.D., B-2, Shastri Nagar, JAIPUR-302 006.
284. 9003 A.K. Paul
Superintending Engineer,
C.P.W.D.,
Assam Central Circle,
GAUHATI-781 021.
285. 9004 I. Koti Padmakar
Asstt Manager (Asphalt), Indian Oil Corporation Ltd., 254 C, Dr. Annie Besant Road, BOMBAY-400 025.
286. 9005 S.K. Moorthy
AssU. Manager (Asphalt), Indian Oil Corporation, 150-A, Mount Road, MADRAS -600 002.
287. 9006 J. Sridhar
Saks Engineer (Asphalt), Indian Oil Corporation Ltd., Khivnu Mansion, Mount Road, MADRAS-600 002.
70
New AjomaBioM
S.No.RoHNo. Name of Member
Addreu
288. 9007 IndnuitSeo
289. 9008 A.C. Baoeijee
290. 9009 fi.B. Sharan
291. 9010 K.C. Alexander
292. 9011 KishorJoshi
293. 9012 Anirudh Singh
294. 9013 Parvcz Qufcshi
295. 9014 fialmiki Prasad
296. 9015 N.K. Sinha
AMOciate Design Eogineer, CMDA, Block No.23. Flat No.8, Regent Plaik, Govt Housing Estate, ToUygunge, CALCUTTA-700040.
Asstt Engineer (DesignX CMDA,93A/l-A,Suien
Sarkar Road, CALCUTTA-TOOOIO.
Executive Engineer, Bridges. Eastern Railway, 17, Netiui Subash Road, CALCUTTA-700 004.
Chief Engineer,
National Hifijiways, P.W.D.,
TRIVANDRUM-690 001.
Asstt. Engineer, M.P. Riyya
Setu Nirroan Nigam, E-5, Mahavir Nagar, BHOPAL-462 016.
Executive Engineer, Design & Quality Control Division No. 2, National Highways, P.W.D., PATNA-800001.
Asstt. Engineer, P.W.D., (R&B), 30-B, Gandhinagar, Govt. Quarters, JAMMU (J&K).
Executive Engineer, P.W.D., Planning & Investigation
Division, MUZAFFARPUR (Bihar).
Asstt. Engineer, (P.W.D.), Prcm Mandir, P.O. Kadam Kuan, Anugroh Narain Road, PATNA-800 003.
New AiHOSSiONS
71
S.No.RoiiNo. Name of Member
Address
297. 9016 S.D. Maodal
298. 9017 A.L. Sancbeti
299. 9018 U.J. ShuUa
300. 9019 Dr. J.P. Shrivastava
301. 9020 K.K. Smsh
302. 9021 S.C. Chauhan
303. 9022 G.K. P^nde
304. 9023 P.K.Dcb
305. 9024 J. Pduna
j06. 9025 A.K. Sanghl
307. 9026 U. Salio B..C:hynnang
306. 9027 P.C. Mohapatra
Aflstt. Engiiieer, Bric^ Design Division No. 1, Advance Planning, P.W.D., Boring Canal Road. PATNA-800 001.
S.D.O., P.W.D.. No. 1, MANDSAUR (M.P.).
188, Phoolbag, LUCKNOW-226 001.
Prof, in Applied Meduuiics, Shri G.S. Institute of Tedi. Science, INDORE-452 003.
51, Qay Square, LUCKNOW (U.P.).
Asstt Engineer, U.P. State Bridge
Corporation, GORAKHPUR (U.P.).
Gopal Sadan, Ramadhin Singfa Road, Daliganj, LUCKNOW (U.P.).
182/2, M.B. Road, CALCUTTA.700 049.
Asstt. Engineer, P.W.D., Sunny Hill, SHILLONG-793 002.
Junior Engineer, P.W.D., C-46, Siwar Area,
Babu Nagar, JAIPUR-302 004.
longpialu Jowai, P.O. JOWAI 793 150, Jaintia Hilb District (Me^laya).
Asstt. Engineer, R.E. Sub-Division, ANANDPUR (Orissa).
72
New Adudbkihs
SJfo. Roil No.
Ndtnt ofhiwmitf '
AtKB^tSt
309. 9028 N. Stehoo
310. 9029 B.
311. 9030 CRMatheo
312. 9031 P.B. Sengupta
313. 9032 S.L. Shanna
314. 9033 A.K.Plir6liit
315. 9034 C.K. Matty
316. 9035 A.L.D<Mhi
317. 9036 S.Deo9kar
318. 9037 A.P. Dalvi
ILE. Sub-DiviMOii, KEONIHAR ((AISSA).
Esoeciitive Engineer
(Vahiatioii), LT. Dq^t, 5th Floor, K.G.M. Ayurvedic Ho^Ntal
BUg., Neuji Subhai Road* BOMBAY-4000Q2.
Aflstt Engineer, Munidpal Council, Chhindwara (M.P.).
Esoecutive Engineer, CMD A, S2-D/l^ Babu Bagin Lane, CALCUTrA-700031.
Junior Engineer, P.W J>., 749, Chaubey Ptta, KARAUU-322 241, Distt Sawai Madbopur (RiU)..
Junior Engineer, P.W.D., C-55-A, Priya Danhi Marg, Tilak Nagar, JAIPUR-3e2004.
Asstt Engineer J».W. (Roads), Deptt Higbway Survey
DivitioQ No.111, Bbawani Bbawan, CALCinTA-700027.
Esoecutive Engineer, P.W.D., (B&RX Ganganagar
Sugur Mills Ltd., SRIGANOANAOAR (Rij.). Executive Entineer, P.W.D., GulabBhawan, 4, Pratap Marg, UDAlPUR-313 001.
Executive Engineer, Bridge 11, P.W.D., B^A, JAIPUR-302006.
New ADMtisiONS
73
S,No. Foil No. Name of Member
Address
319. 9038 S.R.
320. 9039 K. M^^lakw
321. 9040 Y.R. BUgi
321 9041 fi.Son)9iiath
323. - 9042 J.^fahOO
324. 9043 B. Behera
325. 9044 N.K. Sinha
326. 9045 J.N. Rawa
327. 9046 G.M,L. Mathur
328. 9047 P.IC Gukti
Addl. EsGecutivtJ aty Division. (P.W.D.). Writer's Bmldings, CALCUTTA-TOOOOI.
Asstt. Engineer,
Jhalda Highway Sub-Divi- sion, P.W. (Roads) Dq>tt,
P.O. PURULIA, Distt. Pnrulia, West Bengal.
Asstt. Engineer, No. 11, West of Chord Road, II Stage, BANGALORE-560 010.
Asstt. Executive Enginea-, No. 3^ Snb-Division (South), Bangalore Develofmient Authority,Kuniara ParkWest. BANGALORE-560 020.
Asstt. Efigineer, Keonjhar N.H. Division, At/P.O. KEONJHAR, Distt., Keonjhar (Orissa).
Antt. Engineer, N.H. Sub- Division No. I, At P.O. BALASORE, Distt. Balasore (Orissa).
Asstt. Executive Engineer, CP.W.D., D/26, Subhash Marg, *C Scheme, JAIPUR (Raj.).
Junior Engineer, P.W.D,, H-36, Tagore Path, Bani Park, JAIPUR.
Asstt. Engineer, P.W.D., Barkat Colony, Tonk Phatak, 1059, Udai Bbawan, JAIPUR-302004.
Junior Engines, P.W.D., Plot No. 352, Adarash Nagar ,JAIPUR-302 004.
74
New AmonoNS
S, No. RoU No. Name of Member
AddretM
329. 9048 Shankor Ul Sharma
330. 9049 A.K. Jain
331 . 9050 Sukh Dev Siogh Soin
332. 9051 S.K. Chatterjee
333. 9052 B.B. Mathur
334. 9053 A.K. Sen
335. 9054 S. Pilbag
336. 9055 D,M. Tcjwani
337. 9056 Ratncsh Kumar
AaMt Engioeer, P.W J>^ B-22, Anita Coiooy, Bwi Nacar, JAIPUR.
Junior Engineer, P.W.D., 846-A, Sin^vi Sadan, Anandpuri, Adrash Nagar, JAIPUR (Riu.).
Asstt. Engineer, P.W J>.,
lUy-VUla,
Fmciismi Marg,
^ jcneme, JAIPUR (Raj.)
Asstt Engineer, CMDA, 47/4, BC-Block, Salt Lake Qty, Sector I, CALCUTTA-700064.
Junior Engineer, P,W.D., D-96, Tuki Ma^ BahiPftrk, JAIPUR dUJ.).
Chief Engineer, National Highways, P.W.
(Roads) Deptt., Writers* Buikling, CALCUTTA-700 001.
Asstt. Engineer, P.WJ>., 65/66-B, Rani Harshamukhi Road, Rental Housing
Estate, Blodc-'B', Flat-1, CALCUTTA-700002.
Asstt. Engineer, P.W.D., 2650, Phuta Khura, Ram Ganj Bazar, JATPUR-302 002.
Executive Engineer, Riyasthan State Agriculture Marketing Board, UDAIPUR (R^.).
New ADMBSKms
75
S.No. RoU No. Name of Member
Adtkeu
338. »)57 KJ. Singh Bhmder
339. 9058 P.K. Dhawan
340. 9059 H.C Ooel
341. 9060 A.V. Ddhinglcar
342. 9061 A.P. MaAur
343. 9062 A.K. Gupta
3 14. 9063 S.V.Oiiina
345. 9064 C.S. Sarin
346. 9065 ILG.Afrawal
347. 9066 P.V. Prabhakara Rao
348. 9067 S.R. Das Roy
Sub-Divisioiial Eagfaaeer, Housing Const Sub-Divisioo. No. 1, Punjab P.W.D., BAR, BR, Kothi No.89, Sector-2, CHANDIGARH.
Scientist, Extension Division,
C.R.R.I.,
NEW DELHI-110 020.
Scientist, Central Road Research Institute, NEW DELHM10 020.
Executive Engineer, P.W. Division, CHIPALUN, Distt Ratnagiri.
Asstt Engmeer, P.W.D., Shiv Sadan, Jobner Ba^, Ptuedc College Road, JAIPUR-302 006.
L-1, Krishna Marg, ^ oCDeme^ JAIPUR (Raj).
Asstt. Engineer, 65, Gopal Wari, JAIPUR.302 001.
C/o. Dr. R.G. S'irin, Anand Niketan, Hospital Marg, JAIPUR.302 001.
Asstt. Engineer, P.WX)., C/o. Dr.C. S. Agrawal 1 Gha 12, Jawahar Nagar, JAIPUR-302 004.
Chief Engineer, A.P. Housing Board, HYDFRABAD-500 001. S.D.O., P.W.D., (R&B). P.O., NONOSTCMN, Distt. West Khazi Hills (Meghalaya).
76
New ADMnHONs
S.No. Foil No. Name of Member
AUreu
349. 9068 G.R. Mahala
iM). 9069 K.K. Gupta
351. 9070 R.GopAJan
352. 9071 R.M. Jain
353. 9072 M.N. Sharma
354. 9073 D.K. Kunar
355. 9074 B.S. Godbole
356. 9075 S.P. Khidlar
357. 9076 O.P. Bohra
358. 9077 V.K. Singhvi
r, F.W.D., VJ>.O..PALSANA. Dtftt Sllcar(RiU.).
Executive Engineer, P.WJ>., (BAR), Disa. Division I, JAIPUR (Raj.).
Executive Engineer (Civil),
International Airports Authority of India, Yashwant Place,
Chanakya Puri,
NEW DELHm0 021.
Junior Engineer, P.WJ>., 18-A, Bichun Bag Sansar, Chandra Road, JAIPUR-302 001.
Executive Engineer, P.W.D.. L/7, Krishna Marg, C^ Scoeme, JAIPUR (RiU).
Manager, The Hindustan Construction (To., Ltd., Cliambal Bridge Works, DHOLPUR-328 001 (Rij.).
Divisional Engineer,
The Hindustan Corstruction
Co., Ltd., Construction House, Ballard Estate, Fort, BOMBAY-400 038.
Superintending Engineer, Exchange Road, Green Court, JAMMU TAWI-180 001, (J&K).
Site Engineer, R.H.B., C/o 451, Inside Bohr an KiPoI,JODHPUR(R^.).
Asstt. Engineer, I.T., D-644, Gandhi Nagar, JAIPUR-302 004.
New AnaMONS
77
S^o. RaU No. Name of Member
Address
359. 9078 Nazir AhmMl
3€0. 9079 SLT. Detai
^1. 9060 V.K.Garg
m 9081 Chandra Kumar Baftia
363. 9082 P.K. Hingorani
364. 9083 S.C. Shanna
36S. 9084 ILP. Khaddwal
366. 9085 S.K. Oaiy
367. 9086 K.C Gupta
Divisional Engineer (HX Tribal Area Devetopment
Works, No.16, Narayanan
Street, Extension, SALEM-636 007.
21-A, DhuUacot, Opp. N.C.C. Camp, Ellis Bridge, AHNfEDABAD-380 006.
Asstt. Engineer, P.W.D., R-12, Shadev Maig, *C Scheme, JAIPUR.
Asstt Engineer, P.W.D., 102-'A*, 'Bafoa Niwas*, Chittnu\jan Lane, "C Scheme, JAIPUR-302 001,
Junior Engineer, P.W.D., C/o. Prof. J.S. Haijani, 26, Sindhi Colony, Ban! Park, JAIPUR-302006.
Junior Engineer, P»W.D., C/a Sh. BX. Sharma, Advocate, Old City, DHOLPUR-328 001.
Asstt Engineer, P.W.D., C/o. Sh. H.C. Gupta, A-7, Adjacent to Tancja
Block, Behind Adrash
NagarThana, JAIPUR.302 004.
Junior Engineer, P.W.D., 42, Gyan Lok, Hapur, GHAZIABAD-245101 (U.P.)
Junior Engineer, P.W.D., Kailash ttiawan. Road No.2, ALWAR-301 001.
78
New.
S.No. Roll No. Name cfMenAar
368. 9087 P.N. Roy
369. 9088 O.P. Shanna
370. 9089 S.P. Punhani'
371. 9090 D.K. Lalla
372. 9091 S.N. Mishra
373. 9092 J.N. Bahl
374. 9093 Mohinder Khanna
375. 9094 R.A. Krishna
376. 9095 S.N.P. SHnha
377. 9096 P.C. Shrivastav
378. 9097 J.R. Karnad
F.WJ>..
U J^., LUCICNOW.
Aatt Engineer, P.W.D^ (BftRXAJM£R(RiM.).
Super intending Fnginpcr, Hfanachal Pradesh P.W.D., 5thCiccle, DHARMSALA (H.P.).
Junior Engineer, P.W.D., 420, Daya Cottage, Near Oeeta Bhawan, Adrash Nagar, JAIPUR-302 004.
Asstt. Engineer,
Ty. Division No. 3, P.W.D.,
AZAMGARH (U.P.).
Executive Engineer, Medianical Division, RP., P.W.D., DHARMSALA (H.P.).
Asstt. Engineer, 5th Cirde, H.P., P.W.D., DHARMSALA (RP.)
Deputy Chief Engineer, (avil), M.P. Electricity Board, JABALPUR-482 008.
Superintending Engineer, U.P. P.W.D., Azamagarh XV Circle, AZAMGARH-276 70L
Deputy Chief Engineer, (Civil), M.P. Electricity
Board, JABALPUR (M.P.).
Chief Engioeei (Civil), M.P. Electricity Board, Vidyutnagar, JABALPUR-482 008.
New AmasaoNS
79
SMf. Raii No. Name of Member
Address
379. 9096 G.L. Shaima
38a 9099 Dr. G J". Saba
381. 9100 M. KmniEir
38Z 9101 S.L. Vialmoi
383. 9102 S.P. Bakshi
384. 9103 CP. Bnhmawar
385. 9104 R.N. Kumaway
386. 9105 SJ". PkuKloh
387. 9106 R.H. Pfttd
388. 9107 B.D. P&td
Asstt Engioeer, UXT., 8, MissioD Compound, Aimer Road, JAlPUR-302 006.
Aflstt Technical Manager, Gammon India Ltd., Gammon House, Prabhadevi, BOMBAY-400025.
Assn. Engfaieer, P.W J>., Building Sub-Division, MUZAFFARPUR-842 001.
Asstt Engfaieer, P.W J>., (BAR), aty Sub-Division 5, JAIPUR dUJ.).
Executive Engineer, Near Shaw Brothers Sl MJEJ&. Office, Shivpora (Bativara), SRINAOAR Kashmn'.190 004.
Executive Engineer, P.W.D., BAR. TONK (Rnj.)
Kumaway Mohalla, P.O. CHOMU, Distt Jaipur (Rig.)
Asstt. Engnieer, National Hi^way Bye-Pass Division, JAMMU (J&K).
Executive Engineer, H/7, Dash Bungla, Gulbari Tekra, AHMEDABAD-380 015.
Dq>uty Engine^*, P.WJ>., A/4., Ram Narayan Nivas, Karmachari Nagar, Naranpura-Ankur, Ghatlodia Road, AHNfEDABAD-380 061.
IRC 41-1— 6
80
NewAbtesNyte
S.No, RoU No. Name of Member
AUum
389. 9108 M.M. OmMa
390. 9109 U.N. Saieoa
391. 9110 S.S. PfttwanlhaD
392. 9111 U.P.Misni
393. 9112 M.K. Shaima
394. 9113 N.L.Fueek
395. 9114 R.S. Gupta
396.
9115 K.D.Lahkar
397. 9116 V.K. Oadhoke
398. 9117 M.N. Karoliwal
399. 9118 M^\LM. Ahmed
Junior rnginrcf , D-19-A, Meera Marg BaniPftrk, JAIPUR-3Q2006.
Executive EngiDeer, P.WJ3., 7JIIA 36, Jawahar Colony, JAIPUR (RiU.).
Executive Fnginficr (DeBigo)^ MJP. Rjuya Setu I^Qnnaii
Nigam Ltd., BHOPAL-462016.
Aatt EogiDeer, Capital CoottnictioD
DivisioQ Nal, BHUBANESHWAR-751 001
Sub-Eogiiieer, P.WJ>., Takra, Distt Bundi (R^i-).
Sub Engineer, P.W.D., 163, Barkat Colony, TonkPhatak, JAIPUR-3Q2004.
Executive Engineer (CSvil), RSRTC, SB-54, Nand Nfarg; Subash Nagar, JAIPUR OUJ.).
Managing Director, Assam Government Constn. Corpn., Rupnagar, GAUHATI-781 005.
Executive Engineer, P.W.D., C-27, Bbagwan Das Road, 'C Schemc,JAIPUR (Raj.).
Assft. Engineer, Rai Ji Ka Ghar, Chandi Kitaksar, JAIPUR (R^.).
Room No. 56, AA Hostel, University of Roorkee, ROORKEE (U.P.).
New ADliissiONS
81
Roil No. Name of Member
Address
9119 U. Mohd.
9120 R.LJ. Mathur
9121 L.L. Chhabra
9122 S. Sunder
9123 Rame Gowda
9124 S3.K. Sin^
9125 M.A. Bodi
9126 MX. Oarg
9127 SJC. Shartna
9128 Girish Chandra Gupta
9129 P. Panda
S-24, Azad Bhawan, University of Roorloee, ROORKEE (U.P.).
Asstt Engineer, P.W.D., 7, Everest Colony, Behind Shanti Niketan Sdiool, LalKothi, JAIPUR (R^.).
Asstt. Engineer, P.WJ>., 2161/20, Rasta Manibaran, Gudwalan Ki Haveli, JAlPUR-302 003.
Asstt Engineer, P.W.D.,
G-19, Krishna Marg,
'C Sdieme, JAIPUR-302001.
Asstt Executive Engineer, Bangalore City Corp<n^tion, BANGALORE-560 002.
Superintending Engineer, P.W.D., Moirangkhom, IMPHAL-795 001.
Asstt. Engineo', BieinNishat, SRINAGAR-191 121, iKashmir).
Asstt. Engineer, P.W.D., 11, Mohan Vilas, Vivekanand Marg, 'C ScfaeoQe, JAIPUR (R^.).
Junior Engineer, B-89, BiyiU Nagar, JAIPUR -302 004.
Superintending Engineo", P.WJD.. 12/476, Macrobert- gaiu, KANPUR (U.P.).
Asstt. Engineer, OflSce of
the Chief Engineer, R.E.O., BHUBANESHWAR(Orissa)
82
New Admissions
SJ4o.RoUNo. Home of Member
AtKB^tSt
411. 9130 M. Tariang
41Z 9131 B.R. Gupta
413. 9132 P.V. George
414. 9133 S.C Sharma
415. 9134 A.K. Gupta
416. 9135 A.N. Sharma
417. 9136 M^\ N.R. Mathur
418. 9137 D.N. Dwivedi
419. 9138 V.D. Sharma
420. 9139 R.N. Mathur
421. 9140 G.P. Mathur
Asstt Eogiiieer, P.WJ>., longpiah, Jowai P.O., MEGIIAIAYA-793 150.
Junior Engiiieer, P.WJ>., C-90, Babunagar, JAIPUR-3Q2004.
Deputy TraiiH>ort Coomoisii-
oner, Gentiid Zone, Emakiilam, CX)CHIN»16, (Kerala).
Junior Engineer, P.W.D.,
(B&R), Sub-Division H,
BA YANA, Distt BhanUpur
(RiU.).
C/o. Sh.T.C OtqMa,
V.P.O. AUND MEENA,
ViaKherla,
Distt. SAWAI MADHOPUR
322 240 (R^.).
Executive Engineer, P.W.D., SB-56, N&nd Marg; Subhash Nagar, JAIPUR (Rig.),
Executive Engineer, P.WJ>., Jeewan Bhawan, Azad Marg, Ashok Nagar, JAIPUR-302010. Executive Engineer, 110/37.F, 1464Qrs., Sliiviyinagar, BHOPAL(M.P.).
Sub-Engineer, P.W.D., B-198, Janta Colooy, JAIPUR.302 004.
Sub-Engineer, P.W.D., E-73-A, Shastri Nagar, JAIPUR-302 002.
Asstt Engineer, P.W.D., m/m Type Quarter, Near Tdisfl Building, Shiv Marg, Bani Park, JAIPUR (R^-.).
New Admissions
83
RoU No. Name of Member
Address
9141 R.C TVagi
9142 SJL Shanna
9143 S.V. Ratoam
9144 B.S^ Murthy
9145 SJS. Jain
9146 MJS. Karanawat
9147 Liyaquat Husain
9148 G. Singh
9149 S.B. Mittal
9150 R.K. Goyal
9151 JJP. Mandhana
Asstt Engineer, P.W J>., C/56, Amba-Badi, JAIPUR (Riu).
Junior Engineer, P.W J>., SD 214, Shanti Nagar, JAlPUR-302 006.
Scientist, Central Road Research Institute, NEW DELUI-110Q20.
Superintending Engineer Gtoads), Mhiistry of Shipping of Transport (Roads Wing), Tranqx>rt Bhawan, No.l, Parliament Street, NEWDEUn-llOOOl.
C/o Sh. Sukhmal Chand Jain, Riuul General Store, 8, Civil Lines, (New Hardwar Road), ROORKEE-247 667,
Asstt Engineer, P.WJ)., Vyay Bhawan, Opp. Old Kotwali, JAIPUR-3Q2 003.
Executive Engineer, P.W.D., 163, Shastri Nagar, AJMER (Riu-)- Asstt Engineer, P.WJ)., BAR, BHADRA-335 501. Distt Sriganganagar(Riu.)*
Sub-Engineer, P.W.D., G-42, Maj. Shatan Shigh Colony, JAIPUR-302 012.
Sub-Engineer, P.W.D.,
26-A, Laxmi Nagar,
N.B.C. Road, JAIPUR (Ri^.
Junior Engineer, P.W.D., B-17-B, Chomu House, JAIPUR-302 001.
84
New Admosions
S.No. RoU No. Name of Member
433. 9152 S.B. Agtfwal
434. 9153 Bhaowar Singh Jaio
435. 9154 N.1L Pfttd
436. 9155 iLP. P&liwal
437. 9156 S.K. Gupto
438. 9157 R.iL Gupta
439. 9158 O.C Mathur
440. 9159 S.R. Bansal
441. 9160 J.C. Sharma
442. 9161 S.K. Bansal
443. 9162 Poonam Chand
r, P.W.D., Sfagram >Qvas, Thaoft Bazar, ALMORA.263 601 (U.P.).
Sub^Eogmeer, P.WJ>^ Hook No.2152. Maniharoo
KaRasta, JAIPUR-302 001. Executive Pjigineer (BridgesX T^(R)to CE., Rnj., P.W.D., 28, Sai^am Cokny. JAIPUR (Rig.).
Sub-Engineer, P.WJ>.,
F-14, Jai Bhawan,
Todar Mai Maig, Bani Park,
JAIPUR (Riu).
Junior Engineer, P.WJ>.,
102, Ndiru B^iar,
Rastogi Steel Furniture,
JAIPUR.
Junior Engineer, P.WJ>., B-322, Janta Colony, JAIPUR (R^.).
Junior Engineer, P.W.D., C/o Shri P.C Mathur, Advocate,
PARBATSAR-341 512, QisttNagaur(RiU.).
Sub-Engineer, P.W.D., B-99, Janta Colony, JAIPUR-302 004. Sub-Engineer, P.W.D., E/2S, JamunaNagar, Ajmer Road, JAIPUR-302 006.
Junior Engineer, P.W.D.,
34, Keshav Nagar,
avil Line, JAIPUR (Raj.).
Junior Engineer, P.W.D., Bal Kishan Ji Ka Temple, Ashop-House, Juni Mandi, JODHPUR (Raj.).
New Admissions
85
SJfo. Roll No. Name of Member
Address
444. 9163 D.P. God
445. 9164 U.P. Mishra
446. 9165 N.N. Shanna
447. 9166 RJS. Yerma
448. 9167 Ram Singh
449. 9168 R.T. Patd
450. 9169 V.P. Dedipande
451. 9170 L.C. Chandil
Opp. Vikram Cold Storage.
Jhotwara^
JAIPUR (R^.).
Asstt. Eogiiieer, Provincial Division, P.W.D., NA1N1TAL.263 002 (U.P.).
Junior]
F-150, Gandhi Nagar,
JAIPUR-302 004.
Junior Engineer, P.W.D., B-252, Janta Colony, JAIPUR-302 004.
Executive Engineer, Madhopur Central Div., C.P.W.D., MADHOPUR-145 024.
Executive Engineer, BSlC Division, P.W J5., PanchFanas, BHARUCH-392 001.
Nfanager, Bearing Dn^ M/S. Kirloskar Ofl Engines Ltd., Laxman Rao Kirloikar Road,Khadki, PUNE411003
Asstt. Engineer, P.WJ)., N.H., Sub-Division, BINAGANJ^73 115.
451 9171 M.M. Maheshwari
453. 9172 T.R. Natarajan
454w 9173 V. Sundaresan
Chief Eexcutive, Indian Splicing (Mechnical) & Accessories Ltd.,
Tatisilwai,
RANCm-835 103 (Bihar).
Asstt. Divbional Engineer, (H&RW), SATTUR.626203.
Asstt Engineer, Highways, SATTUR-626 203. Ramnad Distt. (TamilJNadu)
86
New
SJh. RoU No. Name of Member
455. 9174 N. Subnunamam
456. 9175 P3. PMfl
457. 9176 lUmoh Oumaola] Shih
458. 9177 B.C Dabhade
459. 9178 S.V. Rxmogi
460. 9179 M.R. Sbanna
461. 9180 K.K. Riuu
462. 9181 M.S. Sian
463. 9182 L.R. Singh
464. 9183 B.K. Mukheijee
465. 9184 D. Singade
AHtt]
24, Avanun patty. Sailor North Street, RAJAPALAYAM.«26 117.
Deputy Bnginwi, Pld)lic Works Deptt, Mantralaya, BOMBAY-40D03X
EiBCullve] Oiuaiat Industrial
Devdopmeot Corpontkxi, *VrindaYan1>arbar Oopaldas Road, Near Bhakfhiagar
Chde, RAJKOT.
Asstt GUefEngiiieer, P.WJ>. Bageshri, Ajabnagar AURANOABAIM31 001, (Maharashtra). Asstt Engineer, P.WJ>., 68, Tyagi Road, DEHRA DUN (U J.). Junior Engineer, RP. P.WJ).
Health Sub-Division. SALOONI, Distt Ghamba (RP.).
Asstt. Engineer, (R&BX PEDDAPURAM, East Godavari Distt., (A.P.). Asstt Engineer, Qipital Project Civfl Sub-Division
No. 3/n, ITANAGAR.791 111. Asstt Surveyor of Works, Leisangthem Leikai, Smgjamei,
IMPHAL-795 001 (Manipur). Superintending Engineer, Plot NO.-67, Abhyankar Nagar, NAGPUR-440 010. Asstt. Engineer, National
Highways Sub-Division, SURYAPET,
Distt Nalgonda (A. P.) 508 213.
New Adihssions
87
S.No. Boil No. Name of Member
Address
466. 9185 S.O. Sada Shiva
467. 9186 J.B. Agarwal
468. 9187 S.C Shin^bal
469. 9188 OJCPhUip
470. 9189 B.K. Thammaiah
471. 9190 Anirudha Swain
472. 9191 O. Sukumar
473. 9192 K.K. Appukuttan
474. 9193 M.A. N. Mohammad
475. 9194 Brig. M.R. Siklca
Executive Engiiieer, P.WJ>., ConstructioD Division I, SUNABEDA-763 001, Distt-Koraput (Orissa).
Executive Engineer,
Xy. Division No. 1, P.WJ3.,
BAHRAICH (U.P.).
Asstt Executive Engineer, 77, Road Constroctioo Co., C/o. 99 APO.
Asstt Engineer, P.WJ)., Idupadlckal Oraof , Vappala, CHEPPARA P.O. 691 512. KOTTARAKARRA, Quilon (Kerala).
Superintending Engineer, P.W.L).. BeDary Circle, BELLARY.583 101, (Kamataka).
Executive Engineer, Qr.No. 3B/5, M.e.S. Barrack, P.O. S.C.fi.Medkal Collie, CUTTACK (Orissa).
Asstt. Executive Engineer, National Highways Sub- Division, CANNANORE-670 002.
Pttsonal Asstt to Executive Engineer, National Highway
Division, CANNANORE.670 002.
Sub-Divisional Engineer, Public Woiks Sub-Division, DHARNI-414 702, (Maharashtra).
Engineer-in-Chiefs Branch, Army Headquarters, Kashmir House, NEWDELHI-110 011.
38
New Admissions
S,No, Roll No, Name of Member
Address
476. 9195 M.K. Choudhury
477. 9196 Nand fCishore Birmiwa]
478. 9197 S.S. Thomas
479. 9198 S.L.. Kaninakaran
480. 9199 Dr. S. DWakaran
481. 9200 P. Singh
482. 9201 J.P.N. Mishra
483. 9202 N.M. Dastane
484. 9203 Dr. .Pran Nath Kachroo
485. 9204 J.K. Gupta
486. 9205 G.R. Chandrasekharaiah
SJD.C, P.W.D.. (BAR),
GossaigaonL .B.Sub-Divisioii,
P.O. GOSSAIGAON
Distt Goalpara (Assam).
Consultant A Contractor,
Opp. Canara Bank,
A. T. Road,
TINSUKIA-786125, (Assam)
Divisional Engineer (H),
No. 19, United India Colony,
3rd Main Road,
KODAMBAKKAM, Madnu
Executive Engineer (Valua- tion), Income T^x Depart- ment,Bank of Baioda Bidg.
State Bank Road,
CX)IMBATORE^l 018.
Professor & Head of
Structural Engineering,
M3.M. Engg. College,
JODHPUR-342 001.
Executive Engineer,
iH.No. 840, Sector 16-D,
CHANDIGARH-160 017.
Asstt Engineer,
3, Officers' Colony.
LALITPUR,
Distt. Lalitpur (U.P.).
Divisional Nfanager,
Hindustan Construction
Co., Ltd., Slal Hydro
Electric Project, P.O.
PAVANPURAM-182 314,
(Via-Jammu) (JAR).
Professor,
Deptt. of C^ivil Engg.,
Regional Engg. Colle{»,
Hazrat Bal, SRINAGAR,
(Kashmir)-190 006.
A.E., Proincial Division,
P.W.D., UNNAO (U.P.).
Junior Engineer, No. 2,
C.H.B. Layout. 8th Main,
V^ayanagar,
BANGA LORE-560 040.
New Apmissions
89
SJro. RottNo.
Name of Member
Address
487. 9206 S.K. Gupta
488. 9207 S. J9in
489. 9208 K. Moliamed
490. 9209 Y J4. Sharma
^91. 9210 R.1L Sioflji iCharbanda
^92. 9211 Dibyendu Sinha ^93. 9212 K. Subramanian
494* 9213 S. AlagsiHian
495. 9214 T.N. MaluQan
496. 9215 G.V. Subba Reddy
497. 9216 K.V. Neelakantaii
498. 9217 J.D. Gupta
Asstt Engineer, P.W.D., Inspection House, G.T. Road, GHAZIABAD-201 001.
B^/92, Aahok Mhar, Phase II,OELHI-l 10 052.
Asstt. Engineer, P.W.D., Building Section H CALICUT^73 020.
Executive Engineer, R&B Divn.. P.W.D., fCATHUA (J&K).
S.D.E., P.W.D.,
10, Ashok Nagar, JULLUNDUR OTY-n.
27, Free School Street,
CALCUrTA-700 016.
Superintending Engineer (Roads), National Youth Service, Oflke of the Presidoity C/o. Permanent Secretary, P.O. Box No. 30510, NAIROBI, (Kenya).
Divisional Engineer,
(Highways & Rural Works),
Special Flood Division,
VILLUPURAM
(Tamil Nadu).
Lecturer, Civil Engg.
(Class-D. Govt. Polytechnic
HAMIRPUR-177 030,
(Himachal Pradesh).
Junior Engineer, (R&B),
YERRAGUNTLA,
Distt Cuddappah (A.P.).
Asstt Engineer (N.H.),
No.8, 18th Avenue,
Ashok Nagar,
MADRAS-600 083.
Executive Engineer,
Tcmpy. Division, P.W.D.,
KALSl, Dchra Dun (U.P.).
90
New Admissions
S.No. Roll No. Name of Member
Address
499. 9218 O.C. Atftfwal
500. 9219 YJC. Jain
501. 9220 K.M. Shaima
502. 9221 B.L. Jain
503. 9222 A.B. Kanveer
504. 9223 V. Nainaol
505. 9224 V.P. Gupta
506. 9225 C.K. Vcrma
507. 9226 A.K. Mebla
508. 9227 S.R. PatU
509. 9228 K. Srinath
510. 9229 B.V.S. Nandan
Aastt ^Dvaaa. P.WJ>^ Tcmpy. Diviaion, KALSI, DEHRA DUN (U JP.)
Asatt Eogioeer, Tempy. Project Dn., U^. Jal Nigam,99/3, DhannPura* DEHRA DUN (UJP.)
Asstt JEngiDeer, P.W J)., BAR, P.O. OULABPURA Distt Bhflwara, (RiU).
Junior Eogiiieer, P.W.D., (BAR), Bhihwaia West Sub-DivitioD. AHILWARA (Riu). Anlt Eogioeer, QDOO, 1^1/8, Brindanui Society, lHak Nagar, Chembur, BOMBAY-400089.
Executive Engineer, Food Storage Division, CPWD, Gandhi Chowk, RAIPUR-492 001 (MJP.).
Asstt. Engine^*, Pwvl. Dn., P.W.D., PAURI Garhwal (U.P.). 246 001.
S.D.O., P.W.D., HQ.-3, Civil Lines, JABALPUR (MJ>.).
Asstt. Engineer, P.W.D., (B & R). Sub-Division-2, SAGAR (M.P.)
Engineers & Contractors, Jayashree Building!, Shanti Colony, (HUBLI)-580 021.
Room No. 9, School of Planning & Architecture Hostel, LP. Estate, NEWDELHI-110 002.
D-n/35, Kidwai Nagar East, NEW DHLHI-nO 023.
New Admessions
91
SMf. Roll No. Name of Member
Address
511. 9230 A. Arora
512. 9231 P. Mabaian
513. 9232 B.K. Shukla
514. 9233 OJ". Bhatia
515. 9234 M.K. Dave
516. 9235 SX. Mittal
517. 9236 OJP. Gupta
518. 9237 P.K. Singhi
519. 9238 P. Balakrithnan
520. 9239 S.G. Anandikar
521. 9240 M.A. Abdul Rasheed
Asstt Engiiieer,
Tempy. DivisiQii, P.WJ).,
NAINTTALCUJ^).
S/O. Sh. Pritam Chand
Mahigaii, Ootfi Mefdiaiit» Main Bazar, KANGRA Kaiigra-176 00] (RP.).
Asstt Engioeer, 133/84, 'O' Block, KidwaiNagar, KANPUR(U.P.).
Junior Engiiieer, P.WJ>., S&I Division. BARMER (R^.).-344 001.
Junior Engineer, P.W J>., S/o. Sh. Laxmi Kant Dave, Near Chora Chowk, Nagarwara, BANSWARA-327 001,
Asstt Engineer, P.WJ)., fi-2<'), OflBcers' Colony, D.M. Compound, MATHURA (U.P.)
S.D.E.,
P.W.D., BAR, Provl. Sub Dn. No.3, GURGAON (Haiyana)
16, Babar Lane,
NEW DELHI MIO 001.
Technical Asstt to C E., (National Highways), Chepauk, MADRAS-600 005.
Asstt Superintending Eng. P. W. Circle OfiQce, AMRAYAH (Maharashtra).
Asstt Engineer, P.W.D., K.N. House» BEKAL-670 318 (Kerala)
92
New
SJio. MMHo.
522. 9241 OJt.
523. 9242 A.IL
524. 9243 AJLJ
525. 9244 LV. Rju
526. 9245 Qui BMldr Ahmed
527. 9246 LA. ShiddMiavi
528. 9247 D J". Nayak
529. 9248 R.N. Puiohtt
530. 9249 S.K. Nanda
531. 9250 A.K. Chattojee 531 9251 P.P. Matbur
ftovL
GUHLA.
Na < P.WJ>, BDLASPUR (li^.X S.D.O^ P.W J>^ NJLSobDo. No. II, SEONMS0661 (ICP.X
Asm. EnpMcr, P.W J>^ Imppayil HoiMe, P.O. KUTnFPURAM-679 571,
UBIt. MaiUNBOnill.
(KoalaX
S/a Late Qazi Yabym Shah, Qa Qazi Gh. Nabi, Imam Ma9edJCISHTWAR.i82 204 DitttDodadftlO.
Asitt]
No. LN.R Sub. DiL,
BELGAUM(Fdrt)
(Kamataka).
Jooior Eoatneer,
At P.O. CHHATIA-754 023,
Distt Cuttactf (Orissa).
Junior Engiiieer, P.WJ)., B&R Sub-DiL, MERTA CITY-345 510^ (M)
Asstt. Engioeer, O/a PtincQMd Engiiieer, Andaman P.W J>., PORT BLAIR-744 101.
A-23/183, Lodhi Colony, NEWDELHI-110 003.
Asstt. Engineer, N.H. Sub- Divn., P.W J>., B&R, KHERWARA, Distt Udaipur (lUu.).
New Admissions
93
SJ^o. Roll No. Name of Member
Address
533. 9252 k.R. Jain
534. 9253 B.P. SingH
535. 9254 DJL Ohaipuie
536. 9255 J.N. Kulkattii
537. 9256 Ham Chand
538. 9257 RJP. Bhatia
539. 9258 D JL Mehan
540. 9259 P.C. Agarwal
541. 9260 R.C. Chojar
542. 9261 V. Kumar
543. 9262 MR. Udayashankar
Asstt. Engiiieer, U.P. State
Bridge Corporation Ltd., 108, Civil Lines, BARE1LLY.243 001.
Senior Engineer, Bridge Constn. Unit-I, U.P.State Bridge Corpn.Ltd., /Visn Bagh, Lucknow (\J.P.).
C/o. The Hindustan Onistn.
Co. Ltd., Post, PALWAL-121 102, Distt. Faridabad (Haryana). Town Planner, Town Planning & Valuation
DQ)artn]ent, Branch Office, Sangli, Market Yard, SANGLI, (Maharashtra).
Asstt. Engineer III, Provincial Division, P.W.D., NAINITAL (U.P.).
Scientist, Central Road Research Institute, P.O. CRRI. Okhla, NEWDELHI-110 020.
Project Engineer, P3. 7030, BAGHDAD araq).
Executive Engineer,
Ty. Dn., P.W.D., KHURJA
(Bulandshahr) (U.P.)
B-9, MIG Flats, Prasad Nagar, NEW DELHI. Consulting Sogineer, B-63, N.D.S.E. Part I, NEWDELHI-110 049.
Asstt. Engineer, K.H.B., New No. 24, Block XU, Behind B.D.A., Kumara Park West, BANGALORE-560 020.
94
New Aembsunb
SJfo. EoU No. Name cf Member
544. 9263 S. Socot
545. 9264 KuDdMrift P. I«ac
546. 9265 PJSL Bhati
547. 9266 B.a Vema
548. 9267 P. Aggarwal
549. 9268 C J>. Kulkami
550. 9269 Suijit Singh BhaUa
551. 9270 Shaikh Fazhir Rahman
552. 9271 Sanat Kumar Chattojee
553. 9272 Ajoy Kumar Hazra
SJ>£^ P.WJ>.. BAR. Frovfaidal Snb-Dn., KOSU Diitt Rohtak (Baiyana).
LcctuiBi,
Deptt of Ovfl Eott.»
Govt Eqb. CoOoiB^
TRICHUR.680009.
(KcnOa).
Junior Engineer, P.WJ)., F-5, Gandhi Nagur, JAIFUR-3Q2004.
Aaitt Engineer,
Soil InveMigation Division,
Khabra Bhawan,
Roosa^pur aianee^
ChadcarRoad,
MUZAFFARPUR-842 001,
(Bihar).
r,N.TJ.C.
71, Ram Nagar, NEWDELHI-110055.
Dqmly Eieciitive Engineer, P.W. Dn., FuSamiNira, Aurangabad-431 001.
Superintending ^^g'^flT,
Munictpal Cocpocation, AMRTTSAR-U
Dq;>uly Chief Engineer, Roads & Highways Dcptt^ Sarak Bhaban, Ramna, DACX:A (Bangladesh).
Asstt Engineer, P&nposh (K&B) Sub-Dn., ROURKELA-769004, Distt. Sundaigaih (Orhsa),
Resident EngiDeer, Bridge & Roof Co. a) Ltd., 427/1, G.T.Road, HOWRAH-711 101.
New Admissions
95
SMo. Moil No. Name of Member
Name of Representative
ASSOCIATE MEMBERS (GOVERNMENT DEPARTMENTS/INSITrUTIONS/FIRMS)
261
263
265
266
267
The Chief Eiigiiieer-€um-Housing| Shri J.M. Malhotra, Conunissioiier, Chief Ecgineer-cum-
Riuasthan Housing Board, Housing Commissioner
C-38, Bhagwan Dass Road, JAIPUR-3Q2 001.
M /s. Gokuu Brothers, Civil Engineers & Contractors, 303, Dakunal Chambers, 29, New Marine Lines, BOMBA Y-400 020.
M/s. Atlanta^Constniction Co.,
D-2/22, Bharat Nagar,
Grant Road, BOMBAY-400 007.
Shri N J>. Gdani, Managing Partner
Shri Ri^dra A. Barot
M/s. Elastomet Bearings Pvt Ltd., Shri Mukul Roy, 37/1, Nirmal Chunder Street, Director
3rd Floor, CALCUTTA-700 013.
M/s. Steehnet Bridge Bearings
Pvt. Ltd., 235/2, Bepin Behari Ganguly
Street, 5th Floor, CALCUrTA-700 012.
Shri Subrata Datta, Director
ASSOOATE MEMBERS (INDIVIDUALS)
262 Shri Amaijit Singh
264 Shri G.H. Ajwani
M/s4Kishai4S]ngh & Co. 3037, Sector 28-D, CHANDIGARH-160 002.
438, Sind Co-op. Housing Society, Aundh, PUNE-411007.
IRC 41-1—7
96
Deaths
SMo.EoUNo.
Ntunt cfMetnbfr
AdUnsu
DEATHS
L 53Q5 Mai. S.B. Bawe
3275 S.S. Bhattacbaiya
1496 K.P. Chattopadhymy
4. 7721 L.S. Oaig
5. 2489 S.R. Gupta
6. 4127 K.L. Sastiy
7. 6765 U.K Sinha
8. H.M. S.N.:Siiiha
son(Pig.x
HQ CE» Pme ZoiiB» PUNB411001.
RAIOARH-496001.
R/F-2» Govt Hdwiof Estate^ Old Dog Race Cdone, Bdbala, CALCUTTA-700 038.
Execative Engiiieer, A-3, Rhfcr Bank Gbkxqr, OHAZIPUR-233 001.
Chief Engioeer, NJL,
aV*lr* JraWvJiJay
HiiOPAL-462 003.
Siqwrintendiiig Engloeer, H.NO. 15^17, Bapivinagar, KOWUR-534 350, DisttWeatGodavari (AJ^.)
SLD.O., P.W.D.. Road Sub-DiL, HAZARIBAGH (Bihar).
49-B, Srikrishiiapiici PATNA (Bihar)
Paper No. 333
""ESTIMATING SUBGRADE MOISTURE FOR PAVEMENT DESIGN -A SIMPLE METHOD*'!
By
S. R. BiNDRA*
A
Dr. N. B. Lal**
CONTENTS
Page
1. Introduction .. 98
2. Field and Laboratory Investigations . . 100
3. Development of a Method for the Determination
of Critical Subgrade Moisture . . 103
4. Brief Discussion on the Recommended Method . . 113
5. Conclusion .. US
SYNOPSIS
Determination of the subgrade strength under soaked condition in terms of soaked CBR value, as is mostly bdng practised in India, results in grossly undo'-estimating the subgrade strength and consequently the design pavement thickness works out to be highly uneconomical. For a realistic evaluation of subgrade strength Jt is very essential to determine it under equilibrium moisture conditions anticipated in the subgrade during the design life of the pavement Towards this end, a mathematical escpression for the determination of equili- brium subgrade moisture, involving only simple parameters like particle size distribution, plastkily index, dry density, ground water table depth and rainfoU, was evolved and is presented in this Paper. The development of this expression was based on an analysis of field and laboratory data obtained from 206 road sections spread over eight States of the country, covering a wide spectrum of variables whidi influence the critical subgrade moisture such as different types of road surfaces, subgrade soU types, ground water conditions, rainfall and other climatic conditions.
t Written comments on this Paper are invited and will be received upto 50th November, 1980.
* Scientist & ^ Central Road Research Instituiei
** Head, Bxteosion DiviaioQ, C New Delhi-1 10 020.
98 BiNDRA & Dr. Lal on
1. INTRODUCTION
1.1. "Subgrade Strength" may be said to be by far the most significant pavement design parameter around which pivots the determination of the pavement thickness and composition require- ments. For a meaningful evaluation of subgrade soil strength, however, it is^essential to determine the worst moisture condition of the subgrade anticipated during the design life. Since the subgrade strength values are very significantly influenced by its water content besides other^factorsVlike soil type — its engineering characteristics, level of densification etc., it is of vital importance that critical or equilibrium moisture content be estimated with a fair degree of precision.
An in-depth study of the very wide variety of factors that influence the "critical" or the worst moisture content that may be expected during the design life of the pavement and at which the pavement thickness should be evaluated, shows that the problem is indeed complex. Unfortunately, the determination of such a critical moisture content has not received the attention that it deserves. In spite of the fact that the conventional practice of determining the subgrade strength under soaked conditions results in grossly over-designed pavements for the site conditions that do not warrant full saturation or soaking, the conventional practice of determining subgrade CBR after four days' soaking still continues. Road designers often argue that basing pavement thickness requirements on soaked CBR values is resorted to, mainly because it is considered a safe expediency measure in the absence of any more scientific and yet simple-to-use procedure. Taking a clue from these often repeated arguments of pavement designers, it was considered absolutely necessary to work out a scientific and rational but simple approach of determining critical subgrade moisture content which can find ready acceptance by road designers.
1.2. A review of available literature on the subject of predicting critical moisture or equilibrium moisture content indicates that research work in this area can very broadly be divided into two categories. Work in the first category involves sophisticated testing based on theoretical considerations of soil suction charac- teristics !"■■, which although rational, are quite cumbersome and time^onsuming and, therefore, have a rather limited practical application. Work in the second category involves the use of
Estimating Subgrade Moisture for Pavement Design 99
simple expressions relating to the critical or equilibrium moisture content involving one or the other parameters like liquid limit, plastic Umit, per cent fines etc., based on actual observations of a large number of subgrades of road and airfield pavements •"^•.
Considering the importance of subgrade moisture in the design of pavements, an all-India study was undertaken by the C.R.R.1. 1^1*, in the 1950s when the whole country was mapped into different moisture saturation zones. These zones weie us^ul for getting only a general idea about the subgrade moisture varia- tions, but within the zone, the degiee of variation in the subgrade moisture, due to variations in topography, water-table, rainfall, soil-type etc. was so high that only limited use could be made of the findings of this study. Apart from this study carried out in India, fairly comprehensive studies have been reported by the Economic Co-operation and Development Organization, published in 1973*». Due to the complexity of the problem, this OECD report has only provided different empirical methods in vogue and a rational method based on suction property of soil. As a^result of the study carried out by the O.E.C.D. and other similar studies based on field observations, the following empirical relationships between the probable moisture content of subgrade (Wn) and the plastic limit (LP) and other index properties, appear to emerge:
|
(0 |
W^ ^ LP |
|
(H) |
Wn - 1.16LP-7.4 |
|
(iii) |
ffn = LP + 2 |
|
(iv) |
0.8LP < W^< 1.2 LP |
|
(V) |
Wn = 1.17 LP — 4 |
(vi) The average value of the water content/Liquid Limit ratio was found between 0.38 and 0.49 with a standard deviation of the series rangmg between 0.07 to 0.17.
(vii*) The average value of the ratio water content : Particle content passing 75 micron was found between 0.33 to 0.60 with a standard deviation of the series ranghig from 0.08 to 0.29.
(viii) 0.87 LP < Wn < lH ^
None of the above relationships, however, offer a workable method for the predktion of subgrade moisture content within acceptable degrees of accuracy.
100 BiNDRA & Dr. LALon
1.3. Recognising the immediate need for evolving a simpio and workable, yet rational approach for evaluating the critical moisture content of subgrades for pavement design purposes, the CRRI undertook a comprehensive study on a large number of existing 3-S years old roads covering a wide spectrum of the different influ- encing variables. This Paper contains field and laboratory data collected during the studies on existing roads and presents a simi^ regression analysis of data resulting in a simple expression for evaluating the critical moisture content. Considering that the multi-correlation co-efiicient of the fitted expression is 0.83, it is reasonable to assume that the different variables appearing in this expression have been meaningflilly identified and the aocura^ of prediction is considered acceptable for all practical purposes. It is to be hoped that the approach proposed in this Pftper will find ready use by road designers and that it abwould help hnog about very substantial economies in construction costs by cutting down the avoidable expenditure associated with over-designedpavements.
2. FIELD AND LABORATORY INVESTIGATIONS
2.1. Towards evolving a simple but effective method for the determination of critical subgrade moisture content, a simple approach was adopted, essentially consisting in observations of subgrade moisture contents for a large number of existing road-sections constructed at least three to five years ago, with different specifications in different types of terrain, ground water and climatic conditions. These observations were taken on 206 road-sections spread over 8 States of the country namely, Haiyana, Rajasthan, Maharashtra, Gujarat, Tripura, Uttar Prad^, Madhya Pradesh and Himachal Pradesh. The wide spectrum of variables reflected in these studies included different soil types ranging from highly clayey black cotton soils to granular moorums and sands of various regions, climatic conditions including high, medium and low rainfall, ground water depth and fluctuations varying from waterlogged conditions to very deep water-table in deserts and hilly areas, different types of terrain from plain to mountainous and different types of road surfaces varying from unsurfaced gravel roads to metal roads, provided with bitimiinous carpetting. Photographs representing four typical road types like the ones in waterlogged areas, hilly and high rainfall areas and in deserts are shown in Photos 1 to 4.
Photo 2. Hilly Road in high rainfall area
lia
MmHm Ir %mA in (^imMX umi with low rainfall and low water-tabk
Phoio 4. Another Rood in desert aii?a m\\\ hntv^jiorlntion vehicle (camel curl)
Estimating Subgrade Moisture for Pavement Design 103
2.2. The field observations for each of the 206 road sections included the determination of in situ density and moisture content of the subgrade and the depth of ground water-table. The sub- gnde flioisture content observations were taken at the time of recession of the rainy season for purposes of collecting data on the subgrade moisture at a time when the ground water-table is at its shallowest and the subgrade moisture at its highest. Detailed information was also collected in respect of the average annual rainfall in the area, fluctuatioiis of the GWT, natural drainage conditions, terrain type, pavement composition and thickness, profile and condition of roadside shoulders and other relevant envinMUiieiital conditions.
Representative samples of subgrade soil were collected from each of the road-sections incorporated in the study. These sami^ ^^^^ subjected to the fcdlowing laboratory tests :-
Q) P&rticle size distribation using a standard (set of Indian
Staodard Sieves. 00 Liquid Limit and Plastic Limit tests, and (jM) Standard Proctor Compaction test
The results of the various field and laboratory investigations as outlined above, are tabulated at Tables 1 and 2. The data at TaUe 1 pertains to 152 road-sections and were used to evolve the mathematical expression relating the observed subgrade mois- ture content to parameters like index properties of soil, ground water-taUe depth and rainfall etc. The corresponding data on 52 test-sections given at Table 2 was used for purposes of comparing the actually observed subgrade moisture content values with the fitted critical moisture content values using the expression evolved on the basis of data from 152 test-sections given in Table 1.
3. DEVELOPMENT OF A METHOD FOR DETERMINATION OF aUTICAL SUBGRADE MOISTURE
3.1. As mentioned earlier, there are a number of empirical methods available for estimating critical subgrade moisture content. These methods are essentially based on one or the other physical properties of subgrade soil like the plastic limit, liquid limit,per cent fines, optimum moisture content, etc. In practically all such methods available for estimating critical subgrade moisture content, the very significant parameters of in situ density, water- able and rainfall have been ignored.
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The rehrionshiiw betweoa the critiad moistiiie amteot and simple index properties like Liquid Liiiiit» Plasticity Index, per cent fines, optimum moistme oootent, etc have only limited applications specially oonsideriiig the fiict that the data used for evolvii^ these rdationshqis was ooDected only from a few selected locations/regions which covered onl|y a limiled laqgD of sofl types, climatic conditions, efc.
3.2. For evolving a simpb linear relationship, the following parameters were considered of stgnificanoe:
(0 Per cent oottne faction in tnfagnKfe soil as icfloded by the per cent
ielaiaDdonlSS2J6nM. GO Per cent faction ptmam ISS 2J6 mm and ratuned on ISS 7S
Qa) Percent fines as icOeded by the perjoent faction ptmam ISS 75
Qv) Plasticity Index of soil
(v) In sita dcydeoiilyor sirivnKfesoiLandJ
(vO Average amuial ralnfalL
The parameters mentioned above, were comhmed in a linear fashion and a statistical, expression fitted in the following form:
Critical mositure content (CMQ — AXi + BX^ + CX^ + DX^
^ EX, + FX.+GX, + H
where Xi a Percent retained on ISS 2.36 mm sieve JT, = Per cent fraction passing ISS 2.36 mm sieve
and retained on ISS 75 micron JT, » Per cent fraction passii^ ISS 75 micron X4 - ♦Plasticity Index
1
r.
X. -
In situ dry density (gm/oc)
1
shallowest water-table (in metres) Xf a Average annual rainfall in cms. and A, B, C, D, £, F, G, /Tare constants.
It may be noted in the above expression that inverse values of the parameters of in situ dry density and water-table have been incorporated^considering the fact that the critical moisture content
♦ For oon-Plastic soils, assumed PI = 3«
Estimating Subgrade Mcmsture for Pavement Design 113
of the subgrade would decrease with an mcrease in dry density and depth of water-table. Simple linear regression analysis was resorted to for analysing the data from 152 road-sections as given at Table 1. Such an analysis gave rise to the following values of the constants or co-efficients A^ B^ C, A £> ^> G^ & H:
|
A = |
0.023 |
|
B =. |
0.011 |
|
C = |
0.045 |
|
D = |
0.31 |
|
E = |
10.70 |
|
F = |
3.37 |
|
G - |
0.02 |
H =--4.76
It may be seen from the values of these co-efficients that the in situ dry density and the depth of the water-table are the most significant parameters for evaluating the critical subgrade moisture content. A plot of the observed values of subgrade moisture and the values fitted by using the above statistical expression is shown in Fig. 1.
4. BRIEF DISCUSSION ON THE RECOMMENDED METHOD
4.1. It is well-known that the critical subgrade moisture con- tent of a road or airfield pavement depends on a large number of factors like the particle size distribution; the specific area and mi- neralogical composition of the subgrade soil; level of densification mthe subgrade; degree of water proofnessofthe pavement; edge effects particularly at the roadside shoulders; ground water depth; and climatic conditions, etc. All these factors were broadly taken into consideration while selecting the roads for subgrade moisture content observations based on which the statistical "^pression as outlined in Section 3 of the Paper was developed.
It may be pointed out here that due to several practical cons- traints, it was possible to incorporate in the evolved expression, only the combined efiect of variables like the type of road surface, terrain, natural drainage conditions, condition of shoulders, temperature variations etc. and not the individual effects of each of these variables.
IRC 41-1— «
114
EiNDitA & Dr. Lal on
i3e
20
S10 o
•*•.:;
m 10 to 2i
ACTUAL SUIGRADC- MOISTUK CONTCNT I KftCCNT )
Fig. 1. Relationship between actual subgrade moisture content and fited critical moisture content
4.2. In order to check the precision with which the critical subgrade moisture content can be determined by the use of the mathematical expression evolved, data from 54 road-sections was used. A comparison of the actually observed subgrade moisture values on these 54 road-sections with the corresponding values fitted by the expression evolved is given at Table 2. It may be seen from this Table that the difference between the observed and fitted critical moisture content values is generally of the order of 2 per cent or so only. Approximately 90 per cent of the fitted values show a variation of less than 3 per cent in the subgrade moisture content. This smaU variation between the actual and fitted values can be considered acceptable for all practical purposes.
4.3. As pointed out earlier in the Paper, eva luation of subgrade strength at critical moisture content for pavement design pur- poses can go a long way in working out highly economical pave-
Estimating Subgrade Moistuiie for Pavement Design US
ment designs in comparison to the designs obtained by subgrade strengths evaluated by soaked CBR values. The rcconrnr ended procedure involving the use of this expression based on actual ob- servations is expected to fill a long-felt gap in paveirent design practices all over the country. The expression involves only such data as can easily be made available to the paveirent designeif and carefully avoids any elaborate sophisticated testing. For ins- tance, just the knowledge of index properties of subgrade soil, level of densification expected to be achieved, ground water depth and rainfall is all that is needed for working out the critical subgrade moistiire content. All such data are generally collected as part of routine preliminary surveys and investigations for any road or airfield project.
5. CONCLUSION
Based on the studies conducted on 206 road-sections spread over eight States of the countryjt has been found possible to develop a simple expression for the evaluation of critical subgrade moisture content. This expression involves the use of simple index properties of the subgrade soil like gradation and the plasticity index, density of the subgrade, ground water depth and rainfall. The precision with which the subgrade strength can be predicted by the use of this expression can be considered acceptable for all practical purposes of design of foad^and airfield pavements.
ACKNOV^LEDGEMENT
The Paper is published with the kind permission of Prof. C. G. Swaminathan, Director, Central Road Research Institute, New Delhi.
REFERENCES
1. Black, W.P.M., Croney, D.C, and Jacobs, J.C, Field Studies of the Movement of SoU Moisture, Road Research Tech. Paper No. 41, H.M.S.O., London (1958).
2. Russam, K, Hflie Distribution of Moisture in Soils at Overseas Airfield**, H.M.S.O., London (1962).
116 BlNMU ft Dl« LAL on ESTDfATINO SUBOEAM MOBTURB
FOR Pavement Design
3. Cotoman, J J>^ and Rumni. K» ^TIm Eflbct of GHimtic F&Btan on Subgrade Moiituie C4¥iditioni^ Oootadmkpio II, Maichp 1964^ pp. 22^, The Institute of Civfl fiofineen, London.
4. Road Reiearch Laboiatocy, **Bitimatioo of Subfrade MoiHofe Gootem", Leaflet LF098, CrowdKMme (1967).
5. Spangjer. MO. and MkUe, J.L., **Aciniimn1ation of Moittiife in Soil Under an Impervious Suifiue**» Final Reportp Fraject 309-S, University of IOWA, Ames, Iowa (1961).
6. Swanberg, J.R., Hansen, CC, "Water Content >f Hignway Sobgrade**. Highway Research Board, Proceedings 26, 4t-57, H.R.B., Washington, D.C. (1946).
7. Kersten, M.S.; "Survey ofSubgrade Moistore Conditions**, Hi^way, Research Board, Proceedingi 24, 497-512, RR.B.; Washington, D.C, (1944).
8. Kersten, M .S., "Subgrade Moisture Conditionsbeneath Airport Favements**' Highway Research Board, Froceedings 25, 450-463: RR.B., Washington D.C, 1945.
9. Woolterton, P.L.D., "Moisture Content and the CBR Method of Design"*, Highway Research Board, Special R^KMt No.40, 268-29^, RR.B., Washhig- ton, D.C. 1958.
la Waterways Bxperiment Station, "Field Moisture Content-^Investigation Report No.2/* Technical Memorandum Na4014 (April, 1955),U.S. Amqr Corps of Bngineen, Washington , D.C, 1955.
11. Uppal, H.L., "A Study on Moisture Movement in Alluvial Soil under Road Surface for Economical Design of Favemeat**, Thira Conference of Australian Road Research Board, held at Sydney, 1966.
12. Uppal, H.L., "Field Study on the Movement of Moisture In Blade Cotton Soil under Road Favements**, Symposium on "Moisture Equilibrium and Moisture Changes in Soils beneath covered Areas*', convenedby Common- wealth Scientific and Industrial Research Organisation, Australia in Collaboration with NBRI, C5IR, .>outh Africa, 1965.
13. "Prediction of Moisture Content of Road Subgrades'*, Organisation for Economics Co-operation and Development, Paris, 1973.
INFOBMATION SECTION
1. "CATHODIC PROTECTION FROM CORROSION IN CONCRETE BRIDGE DECKS**
2. «AN APPROACH TO THE PROVISION OF HINGED BASES FOR LARGE-SPAN STEEL TRUSSED PORTALS USING STEEL ^IRE ROPES**
3. "TABULAR VALUES FOR DETERMINING THE ECONOMICAL GRIP LENGTH AND DIAMETER OF CIRCULAR WELLS AS PER IRC: 4S-72**
4. "CONCEPTS OF URBAN ROADWAY SYSTEM PLANNING"
^CATHODIC PROTECTION FROM CORROSION IN CONCRETE BRIDGE DECKS'*
By Dr. p. Ray Chaudhuri*
ft M. V. Bhaskara Rao**
CWITENTB
|
1. |
Introduction |
• • |
Paeg 120 |
|
1 |
Mechanism of Corrosion |
• • |
120 |
|
3. |
Cathodic Protection |
•>• |
121 |
|
4. |
Discussion of Cathodic Protection Meteod |
126 |
|
|
5. |
Condusioas |
• • |
127 |
SYNOPSIS
A number of reiiif oroed and prestnssed concrete bridges in India experi ence spalling and craddng of concrete due to corrosion of steel. In q»te of the annual maintenance of such bridges, no wortfiwhik solution to combat corrosion is being tried in India at present Cathodic protection of steel has been successfully employed in some foreign countries to check the deterio- ration of concrete bridges due to corrosion. This Paper deals with the preven- tive measures and its advantages in adopting this tedmique to concrete bridges located in the coastal regions of India.
^Head, Bridges Division, \ Central Road Research Institute, ** Scientist, J New Delhi -110 020.
120 Dr. Ray Chaudhuri & Rao on
1. INTRODUCTION
1.1. Corrosion of steel in reinforced and prestressed con- crete bridges is one of the problems that confronts the mainte- nance engineers, particularly in the coastal r^ons of India. While the causes of corrosion are many, it is aggravated in hot and marine environment. In cold coimtries, the prime cause can be attributed to the deicing operations with salts during winter months of the year.
1.2. Corrosion in bridge structures results in spalling and delamination of concrete. Repairs are to be carried out to keep the structure serviceable. Normally such repairs involve chipping of the concrete cover, sand blasting the surface and finally shot- cretmg with or without epoxy resin grouting in cracks. In spite of such repairs, it has been observed that corrosion is a recurring phenomenon in the same structure, as the forces that cause corrosion are not combated, but only by-passed. Again, attention is drawn to the problem only when the effects of corrosion have become acute. Although the repairs costs for bridges in India are not readily available, in all probability it is a large amount.
1.3. In order to avoid high maintenance costs, it is impera- tive that"^ a preventive measure should be carried out, if possible, during the construction stage.
1.4. One such method is cathodic protection technique which has been successfully implemented in Western countries. This method can be adopted in India. This Paper highlights the feasi- bility of the technique and precautions that are to be taken during the construction stages. This protection can also be provided to existing bridges which are showing distress due to corrosion. Some appurtenant works will be necessary to provide cathodic protection.
2. MECHANISM OF CORROSION
2.1. There are ten^ forms of corrosion which occur due to electro-chemical means and result m the deterioration of concrete, causing spalling, cracking, etc. The deterioration m concrete may occur due to chemical reactions sudi as alkali aggregate reaction, sulphate attack, etc. for which standard methods of prevention are available. In this Paper the phenomenon of corrosion is confined to the interaction of concrete, steel and moisture in bridge structures.
Cathodic Protection from Corrosion in Concrete
Bridge Decks 121
2.2. The corrosion in reinforced and prestressed concrete bridges occurs due to electro-chemical reaction of steel, concrete and water which results in the formation of 'cells' capable of gene- rating electricity. These cells tend to revert back the steel to its native compound by using electricity as the basic source of energy. The electro-chemical cells contain the four basic components viz, electrolyte (which is water in the pores), cathode (concrete) anode (steel hsLTS or tendons) and the conductor (moist air). It may be mentioned that corrosion occurs only on steel due to oxidation reaction due to the formation of ions and release of electrons. These electrons are accepted by the cathode resulting in reduction reaction; hence no corrosions occurs in concrete due to the electro- chemical reactions. However, the formation of corrosion products on the steel results in built-up stresses in concrete. These stresses are the main causes of spalling and deterioration of concrete.
2.3. As the corrosion cell is basically dectrical in nature obeying Ohm's law, the amount of corrosion is directly proportional to the potential difference between steel and concrete and the ability of electrolyte to react and the amount of resistance in the exter- nal air circuit. The flow of electricity through an electrolyte depends on ion concentration. Presence of oxygen in atmosphere and the high^ambient temperature accelerate the process of corro- sion in bridge structures.
2A The physics and chemistry of corrosion is well under- stood andjhavd been explained in detail by various investigators*'*.
2.S. In order to contain corrosion, it is imperative that a potential difference, opposed to the one that is generated electro- chemically in the steel-concretc-electrolyte interaction, is to be applied, so that^the electro-motive forces that initiate the process are neutralized fully.
3. CATHODIC PROTECTION
3.1. Cathodic protection is basically a method of corrosion mitigation. This is accomplished by applying a negative D.C. potential to the reinforcements/tendons by means of suitable anodes, external D.C. power source etc.
3.2. Cathodic protection has been successfully used for some time to inhibit corrosion of buried pipelines, concrete water
122 Dr. Ray Chaudhuri ft Rao on
tanks and ship hulls, where the.oonductinf medium is eithar soil or saline water.
3.3. This method was first used by Stratfull^ in 1960s when he applied it to the reinforced concrete beams of San Mateo bridgo over San Francisco Bay. Encouraged by the results, this technique was adopted by others on three bridges in Canada*. Subsequent investigations revealed that the technique of cathodic protection is quite reliable and cheap.
3.4. For concrete bridge decks although the humid air acts as the conductor, it is quite inadequate to fimction as a conducting medium, for cathodic protection. Hence in order to control corrosion, it is necessary to provide an additional conductive layer, preferably in the construction stage of thej^bridge deck. Stratfull^ provided a conductive layer consisting of coke breeze-asphalt mixture, which was energized by graphite or Duriron anodes spaced at regular intervals for even distribution of potential. The power can be supplied either through a rectifier um't or a storage battery. It is necessary to provide a conventional wearing course over the conductive layer for the movement of trafiSc.
3.5. It may be mentioned that the conductive layer is to be insulated from any other steel component or expansion joints so as to prevent a direct short circuit^with the deck reinforcements. If some steel bars are exposed even they should be insulated from the conductive layer which is to be laid. In prestressed concrete bridges cable ducts guard rails and stirrups should be checked for dectrical continuity so that no part of the steel remains electri- cally isolated and thus in danger of exposed to corrosion due to localised cdls and currents.
3.6. In the following paragraphs the salient features of cathodic protection, together with the precautions that are to be taken in its implementation have been described.
3.7. The basic circuit diagram of cathodic protection is shown in Fig. 1, while its details have been shown in Fig. 2. Storage battery/rectifier unit and other equipment are generally kept on an abutment under the bridge.
3.8. As the very name cathodic protection suggests, the reinforcing steel is to be connected to the cathode of a D.C. source. In a reinforced concrete bridge as the steel bars are all inter-connec-
Cathodic Proiectiqn fk(m Corrosion in Concreiz 123 Bridge Decks
ted, there would be in general a perfect electrical continuity. Hence a few bars atong the safety kerbs may be chosen and 3 mm diameter holes drilled, for fixing steel lugs. These steel lugs are the terminals, for connecting insulated copper wires which are taken along ducts in kerbs to the controlling panel at the abutment This precaution is meant to eliminate a possible contact resistance, if the wire is loosely wound round a steel bar.
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Fig. 1. Basic circuit diagram of cathodic protection
S3
Sz
Si
\<
No — S5
<5)-
S2
-^^T^ i~~® I
Ri
Rz
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.R3
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A 1 ANOOC
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Q EARTHING OF STkCL
Fig. 2. Details of cathodic protection
3.9. For prestressed concrete tendons, depending on the extent of continuity, it may be necessary to connect tendon to the cathode, through the insulated copper wires as described before. For identification the electrical leads may be numbered.
3.10. At this stage, the technique of cathodic protection as applied to an existing bridge is to be distinguished from that
124 Di« Ray Chaudhuii ft Rao on
of a bridge under constroctioiL In the case of an existing bridge, the extent of corrosion is to be first estimated by using a Co — CuSo^ half-cel] (CSE) by connecting a voltmeter to the reinfoidng steel and to the copper anode of the half-cdl, the porous bottom of which is to be placed on concrete. Corrosion is indicated when the pola- rized voltage drops bdow -0.30V by the measurement of half-cell. Then it is necessary to determine the current reqmrements for cathodic protection of the bridge.
3.11. When the concrete has badly deteriorated due to corrosion, the reinforcements are to be exposed by chipping and sand blasting and a few steel bars randomly chosen are to be oon- verted as 'Cathodes'^as explained earlier. Then the reinforcements are coated with epoxy resin and covered by concrete. But the problem lies in providing the 'conductive layer* over the bridge deck. For doing so, the entire wearing course is to be removed first and the top surface thoroughly cleaned so that the conductive layer can be properly laid.
3. 12. In the case of ajbridge under construction, all the opera- tions can be well planned in advance and implemented without affecting the aesthetics of the bridge.
3.13. For laying the coke-breeze asphalt mix together with fixing of graphite/Duriron anodes, there is no distinction bet- ween a new bridge under construction and an old bridge whose wearing course has been removed.
3.14. It was found that the best anode configuration is in the cross. Each arm of graphite anode measuring about 300 mm length and 30 mmp Is to be bonded to the top of the concrete deck with epoxy resin so as to prevent displacement during construction and service. It may be mentioned that since the resistance of graphite anodes is less han the Duriron anodes, Duriron anode size would be slightly larger. Such anode configurations are placed in two stag- gered rows, longitudinally at approximately 1 5 m intervals, for uni- form distribution of potential. The electrical copper leads of the anodes are to be heavily insulated so as to resist the high laying temperature (150®C) of the coke-asphalt layer. The insulation also protects the copper wires from getting 'consumed' while in opera- tion. The electrical leads are taken out of the deck system to the abutments, preferably through ducts in safety kerbs. After making sure about the electrical connections, the coke-mix is to be poured and compacted to attain a thickness of at least S cm.
Cathodic Protection from Corrosion in
Concrete Bridge Decks 12S
3.15. Coke Mix: Although 'cathodic protection* was in vogue in preventing corrosion of ship-hulls and buried conduits, it could not be applied to reinforced concrete bridges, for want of a suitable 'conductive medium' which is cheap and durable. It is found that only coke breeze asphalt layer can serve the purpose at the moment.
3.16. From the experiments of Stratfull^ it is found that the coke breeze is to be blended with 85 to 100 penetration grade asphalt, with 20 per cent of asphalt by weight. Such a mix shall have a density of 1.17 gm/cm* with a resistivity of 0.0143Qm. This mixture has been found to have sufficient strength to withstand the impact of traffic and proper resistivity for their conditions. It may be necessary to change the grade of bitumen in our country due to higher ambient temperature.
3.17. Before laying the coke asphalt mix the position of the anodes and voltage probes (described later) is to be checked. The mix is poured at a temperature of 150*C and compacted to a thickness of at least 5 cm, so that the anodes and probes are buried well within the layer. It may be added that to prevent any damage to the cables and anodes the mix is preferably hand spread.
3.18. Over the conductive layer, usual wearing course of 3-4 cm asphaltic concrete is provided for smooth movement of traffic.
3.19. Voltage Probes: The function of a voltage probe is to assess the extent of corrosion of steel and monitor the progress or retardation of corrosion by measuring the e.m.f. in active and retarded states. Voltage probes made of carbon are to be placed on the concrete deck and buried in the coke mix, like the anodes, except with their bottom insulated from concrete surface. The voltage probes measure about 15 X 2.5 cm and connected through a thicker insulated cables. The potential difference is measured between the concrete and the reinforcing steel by means of a high-impedance solid state volt- meter. The difference between the technique of using CSE half- cell and the voltage probe is that for half-cell it is necessary to keep the porous bottom of odl on the **exposed concrete**, and the volt- age between steel and copper electrode is measured. While in voltage probe the back EMF due to corrosion is directly moni-
126 Dr. Ray Chaudhihu ARaoqn
torod without stripping off the oonductive modimn (ooke layer) and exposing concrete. Tests conducted by Stratfull have confirmed that tto polarised voltage (due to corrosion) as monitored by volt- age probes correlate very wdl with that measured by CSE half cdl, by exposing concrete and sted bars.
3.20. Electrical CSrcoit: The electrical circuits could be so designed that current control may be eflfocted at dififorent anodes with the help of rheostats. A switching arrangement as shown in Fig. 2 would bring the panel ammeter into the dicuit so that current flow to individual anodes could be measured.
3.21. As mentioned earlier, the power could be supplied through storage batteries kept under the deck. But where the weather is not favourable, alternating current as available to the public is to be rectified and used in place of a D.C. source. The rectifier unit must be of the constant current type. Generally the voltage requirement is about 1.6 to 1.8 V.
4. DISCUSSION OF CAIHOIHCPROlECnON METHOD
4.1. The selection of anodes depend on the amount of current required for protection, cost of anodes in terms of current output per kg of anode and the desired life of anode. In spite of the wide range of anode materials such as Magnesium, 2^ etc. only Duriron and Graphite anodes are found to be durable and cheap.
4.2. The majority of the anodes used abroad are made of high silicon-iron alloy (Duriron) which is slightly costly. This alloy is very resistant to corrosion and the loss of its weight in corrosion is quite low (about 0.18 kg per ampere year). This aspect may be compared to the rate of corrosion of steel which is 9.1 kg per ampere year. If the Duriron anodes are not available one may choose graphite anodes which are not sacrifidal as the anode reaction is some chemical reaction other than the oxidation of electro-positive material to form ions.
4.3. Of all the conductive layers that can be thought of,, only coke breeze-asphalt mixture has sufficient strength to with- stand the impact of traffic, without deterioration. The presence of coke powder (Breeze) not only makes the asphalt mix (which
Cathobic Protection from Corrosion n 127
CoNCRFFE Bridge Decks is insulator) conductive, but also makes it dense and less porous. Hence such a layer can find its application in heavy rainfall regions of Eastern India.
4.4. In long span bridges, extra long electrical leads are to be employed, and in order to keep the circuit resistance low, atleast 10-12 gauge copper wires are to be used. To make such a wire insulated only best quality insulating materials are to be used as they have to withstand a temperature of 150* C which is the laying temperature of coke-asphalt mixture.
4.5. If A.C. supply is available at the bridge, a constant current rectifier unit with rheostat connected to the A.C. mains may most profitably be used for supplying the required energy. There are some diflSculties with the usage of constant current type of rectifiers, but they can be overcome by adjustment of rheostats in the initial stages.
4.6. As the amount of power required is negligible and it could be supplied by solar cells in conjunction with storage batteries. The maximum power consumption for a major bridge would be about SW while the current flow per square meter of deck would be around S mA. Proper protection of storage batteries from extreme *^cold weather is to be provided. These units are also to be guarded against all types of vagaries.
4.7. As mentioned earlier, the consumption of energy is very low and standard storage batteries can supply the requisite energy. Moreover, such cells are to be emb^ded in concrete or placed under the abutment seatings for ease of installation. But they get damaged in extreme cold weather or in very humid atmosphere.
4.8. Before embarking on a project of this nature it is neces- sary to go into the economics of the proposition as the designer is very much limited in his choice of materials of anodes, electrical wires, insulation sheets and the source of energy.
5. CONCLUSIONS
(1) Cathodic protection of bridge decks is ideally suited for marine environment.
(2) Voltage probes buried in the conductive layer could monitor the applied as well as the polarized voltage.
128 Dr. RAYCHAUI»URlftRAOON
Cathodic Pkoibchos from ComosiQN IN Concrete Bridge Decks
(3) The method is suitable for both prestfesied oonciete as well as reinfoioed concrete bridge.
(4) The conductive layer of coke-asphalt mix is dense and less porous. It is also impact resistant
(5) The power required for negating the corrosion is quite low.
(6) Inspite of the initial cost of installation the method proves to be cheaper over a period of time.
(7) Sacrificial anodes are to be replaced once in five/ten years depending on the degree of corrosion.
ACXSOWLEDCSMESt
The Authors sincerely thank Prof. C. G. Swaminathan, Director, Central Road Research Institute, New Delhi for gran- ting permission to publish this Paper.
BIBUOGRAPHY
1 . R.P. Brown and RJ. Kessler, 'Fundamentals of Corrosion*, TRB-TRR 604.
2. J. Plahn & H. Cordes, 'Conosion of Reinforcing and Prestressiug Steels in Concrete*.! Seminar on Problems of Prestressimg, Madrast 1970. Organised by ING-IABSE.
3. B.Tremper, J.L.Beatom and R.F. Stratfull, 'Causes and Rqwir. of deterioration to a California Bridge Due to Corrosion of Rein- forcing Steel in a Marine Environment*, HRB BuL, 182, 1958.
4. R.F. StratAill, 'Ejqperimental Cathodic Protection of a Bridge DedcS TRB-TRR, 500.
5. H.J. Fromm & O.P. Wilson, 'Cathodic Protection of Bridge Decks*, Study of three Ontario Bridges, TRB-TRR, 604.
6. R.F. Stratfull, *Half Cell Potentials [and the Corrosion of Steel in Concrete', HRB-HRR, 433.
«*AN APPROACH TO THE PROVISION OF HINGED BASES FOR LARGE-SPAN STEEL TRUSSED PORTALS USING STEEL WIRE ROPE TIES"
By
Major S. G. Vombatkere
CONTENTS
1. Introduction
2. Design Pftiameters
3. Support Conditions of the Main Portals
4. Computer Analysis of the Portals
5. The Base Hinge and Steel Wire Rope Ties
6. Erection of the Portals
7. Conclusion
Page
129 130 132 135 136 138 138
SYNOPSIS
Large-span portals are often provided with ties to withstand the outward motion of the 1^ under vertical loads. Ties are usually of rigid steel and are used with clevises and tumbuckles. In the construction described, steel wire rope ties were used. The method of hinges provided at the base of the 52.8 m span portal using mild steel hinge pins is also unusual for large spans. The Paper is descriptive m nature and should be of interest to practismg engi- neers who may wish to consider similar i^ovisions.
1. INTRODUCTION
The ONGC required the design and construction of an aircraft hangar of size 76.2 metres x S2.8 metres with a maximum height of 10.6 metre with the following special requirements:
(a) the hangar should be capable of being dismantled and re-erected at another location.
(b) the compcments should be easily transportable. * Corps of Engineers.
I.R.C— 9
1 30 Maj. VOMBATKERE ON
The requirements further allowed a very short period for the completion of the design, preparation of the drawings and execution of the work and resulted in an unconventional solution. The hangar was designed and completed by the Military Engineer Services of the Corps of Engineers in the first half of 1976 and now stands at Juhu, Bombay, where it is in use.
In this Paper, the reasons for the engineering solution even- tually adopted and the details are given as it may be of interest and use to practising engineers faced with similar situations.
2. DESIGN PARAMETERS
The requirements of dismantling and re-erection at another location* and the transportability led to two main conclusions :
(a) the cost of foundations should be kept to the barest miniinum to minimise the recurring cost; and
(b) the nature of the foundation soil at a new location is not known and required that the loads to the foundation should be as low as possible.
The sizes and weights of the members were also to be kept within the limits conducive to easy transportability. The portal as finally designed, comprises 11 pre-fabricated welded sections which are bolted together at their interfaces at erection time. The maximum length of a section is 7.5 metre and the maximum weight is 2.0 tonnes. Fig. 1.
The choice of steel as the material, needs no justification; the obvious form of trussed portal followed from considerations of weight and transportability. Fig. 1 shows the form of the portal of S2.8 metres span with other ruling dimensions and the 11 prdab- ricated sections. The portals were at a centre to centre distance of 5.86 metres with bracing at rafter level, at the knee and in the vertical plane.
The hangar sliding doors (in 6 segments, 3 sliding away to each side to a trestle) were 7.5 metres high and, together with the gable end cladding, presented an area of about 480 sq. metres, reflecting a large wind load at the level of the top of the doors. A wind girder at each end of the hangar was provided at the level of the top of the doors and also formed the top guide rails for the doors; the wind girder was 4.0 metres in depth (while the distance of the portals was 5.86 metres c/c) and the inner(or tension)
thiovLsioN OF Hinged Bases for Large Span Steel Trussed Portals
131
.1 • ^
ok
132
Maj. VOMBATKEREON
boom was hung from the purlins to keep the wind girder horizonid. The wind girder was designed as a true truss with true huiged joints. Fig. 2, so that bending moments were diminated from most of the members.
PLAH O* NORIZOMTAL VlND SMOeil
0C7UL 11 c
wanmsfM
«ecrfQII4rH •£CnOK47M motion 4T ^
Fig. 2. Wind girder & connections 3. SUPPORT CX)NDITIONS OF THE MAIN PORTALS
The fixity against rotation that may be required to itsist moments in a foundation and which may be assumed in deiigii» is almost never achieved unless foimdations are massive or founda- tion is on rock close to the ground level. The time and oost con- siderations consequently ruled out fixed bases, and hinged supports were assumed.
In the case of large spans, the assumption of hinged bases with base ties eliminates the heavy moments and horizontal
Photo 2. Showing ihe arrangement of the SWR hase lies
r hoto 3. Election of a portal in progress
f
JL.^ #* . t
E<M!ti
i^hoto 4. Insi4^ view of the ha agar showing the bracing a act the wmd girda
Provision of Hinged Bases for Large Span Steel Trussed Pcwtals
135
reactions associated with fixed bases, as hinged bases have a base tie which takes up the horizontal reactions and the foundation, accordingly has to withstand only vertical loads.
Initial computer runs for analysis of the portal were made with fixed and with hinged b^ses. It was seen that the variation of stresses in the members of the portal legs was more near the base and not very appreciable near the knee while the variation in the roof portion was negligible. Thus it was confirmed that no great superstnictural advantage would accrue from assuming fixed bases and therefore hinged bases were provided. In the location of first erection of the hangar, the soil consisted of expansive black cotton strata (3,000 mm thick) overlying soft moorum and achiev- ing base fixity in practice would be impossible or prohibitively e?^)ensive and time-consuming.
4. COMPUTER ANALYSIS OF THE PORTALS
The portal was analysed as a plane truss by the stiffness method using a computer programme run on a ICL 1904 computer system. Fig. 1 shows the members and nodes. The support reactions with the critical loading conditions are shown in Fig. 3. It will be seen that under conditions of no-wind, the base tie tension
wito Qoo He/tn^
S*.7
DRAO L04D + VmO LOAD
AL0M6 9H0RTAX16
Fig. 3. Support reactions with criticol kxid combinations
136
Maj. VOMBATKHUB ON
is about 21 tons with a vertical load of about 27 tons while the full effect of wind at 200 kg/sq metre reversed both horizontal and vertical reactions. At the maximum wind load, the inward horizontal thrust at the base was 21 tons and this is borne by the concrete which encases the SWR ties. At partial wind conditions, the loads would be much smaller. As expected, the knees and crown of the portal were most heavily stressed. The portaf was given a camber of 2.0 cms based upon the computed mid-span de- flection.
5. THE BASE HINGE AND STEXX. WIRE ROPE TIES
The support reactions are withstood totally by the hinge-pin in the base support. Fig. 4 shows the details of the base hinge-pin
mLm\$m >09U^
* '"\ I
5«Avf 40«lvi&Ly
Fig. 4. Details of base hinge
Provision op Hinged Bases for Large Span Steel Trussed Pchitals
137
I
8
1
i
138 Maj. VOMBATKERE ON
with its trunnions and tie-plate. A 90 mm diameter greased mild steel pin served as hinge-pin, with enough spare material as a buffer against corrosion. The load is transferred by the portal leg through the hinge-pin to the trunnions, as a vertical and horizon- tal load. The horizontal load is to be borne by the tie. The design load on the hinge pins was 27 tons. It was foimd that with the pin support arrangements assumed, bending ruled over bearing and shear. The hinge joint is in an accessible well below the jBoor level for inspection and lubrication.
The practice in the USA and other countries in the provi- sion of base ties is to use steel bars with clevises and tumbuckles. The bar is upset to a larger diameter at the ends and threaded internally to take clevises and tumbuckles. Due to difficulties of ready availability of such facilities for a 52 metre long tie, it was decided to use SWR as ties. Since the primary task of the ties is to withstand tension, SWRs' are well suited to the task. The SWR was passed around fixed semi-circular sheave plates of 500 nun diameter, tensioned and secured with bull-dog grips at time of erection. The tie was then encased in M-200 concrete, which however had no bond with the SWR due to the SWR having been greased earlier, the concrete being meant mainly for pro- tection of the SWR. Figs. 4 & 5 indicate details of the method of reeving the SWR. The SWR used was in two continuous loops, one above and one below the tie plate, and was of 26 mm diameter IWRC with a minimum breaking load of 36.0 tons as per IS: 2266.
6. ERECTION OF THE PORTALS
The portals can be erected section-wise or in several sections at a time depending upon the erection equipment available. The portals were erected by first positioning the base sections (Sections No. 1) and the remaining sections were bolted together, hoisted as one assembly and bolted into place on the base sections. Bracing members at the interface of sections are provided and these are fitted as the portal is erected.
7. CONCLUSION
Expediency often dictates the practical solution to engineering problems. The use of hinge-pins for the base support of a 52.8 metre span portal coupled with steel wire rope ties is one such
ntovisioN OF Hinged Bases for Large Span Steel 139 Trussed Portals
solution. The use of hinge-pins in the wind girder as well, show that such arrangements are not difficult to fabricate and give very distinct advantages in some situations. ACKNOWLEDGEMENTS
The Author wishes to thank the Engineer-in-Chief, Army Headquarters and the Director of Designs, E-in-Cs Branch, Army Headquarters, New Delhi. The credit for providing the motive force in the design efifort goes to Shri D. B. Naik, Supdtg. Engineer and to the many persons on the construction site goes the credit for making the job possible in the face of many constraints.
REFERENCES
L Koa, M.P., "Steel Rigid Frame Manual - Desiga and Constnictien Pub: J. W. Edwards Inc., Ann Arbor, 1953.
2. Lothers, J. E., "Design in Structural Steel."
"TABULAR VALUES FOR DETERMINING ECONOMICAL GRIP LENGTH AND DIAMETER OF CIRCULAR WELLS AS PER ntC: 4S-7r'
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Bagish* |
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U. P. Verma* |
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CX>NTENTS |
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Introduction |
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2. |
Description of Method |
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Illustrative Example |
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Ambiguities in IRC: 45-72 |
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Conclusion |
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SYNOPSIS
Computation of the stability of wdl at per IRC: 45-72 is lengthy. In order to DEicilitate quick design of well tables for different grip length/outer diameter ratio have been developed for varying values of 0. Design of well with the aid of these tables as wdl as determination of economical size of well has been described in detail.
1. INTRODUCnON
1.1. The procedure of design of well foundation of bridges resting on non-cohesive soil like sand and surrounded by same soil below maximum scour level has been outlined in IRC:4S-72. This Publication recommends to calculate base pressure by elastic theory with the use of sub-grade moduli and ultimate soil resistance with appropriate factor of safety.
* Executive Engineer, P.W.D., P&tna, Bihar.
142 Dr. Bagish & Verma on
1 .2. The computation of the stability of well as per IRC:45-T2 is lengthy. In order to facilitate design of wdls as per IRC:45-72, tables for different grip length/outer diameter ratio have been developed for 0 varymg from 20® to 40® to enable quick determi- nation of parameters enumerated in Elastic Theory as well as tl Ultimate Resistance Method, Appendix-^h
2. DESCRIPTION OF METHOD
2.1. The notations and symbols used in the following part have been kept same as given in IRC: 45-72 except the foUowings:
B.L - Buoyancy load at base. B.L.M - Moment at base due to buoyancy load CI - Coefficient as given in Appendix-Z
C3 :- Coefficient as given in i4/7/ie/tt/ix-3 C4 - Coefficient as given in AppendixA C5 - Coefficient as given in Appendix-S C6 « Coefficient as given in Appendix-^ D.L - Dead load at base D.L.M - Moment at base due to dead load / - factor
L,L - Live load at base
L.L.M « Moment at base due to live load
A/t-8 - Moment at base due to tilt and shift
A/u - Ultimate moment
iS.A/dl - Moment at base due to seismic force on dead load
S.Mll - Moment at base due to seismic force on Live load
Wc - Force due to water current
WcM - Moment at base due to water current force
Wu - Ultimate load
El =
and Ea =
0.075
2.2. Details of calculations for determining coefficieots
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18 |
»»' |
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12 |
IT |
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El |
TABtn.A]t Valub von Deivrmining Economical Grip Lingth AND Diameter op Circular Wells as per IRC: 43-72 143
2.2.1. Coefficients Ka and A? have been calculated from the following formulae as given in Ref. 2 :
Sin* ( oti + 0 ) cos 5
«:a=
Sin« Sinf« /jJlo. /Sin(0 + a)Sin(0-ig;)'|2 Sm «, Sin («!-« ) [1 + ^ Sin ( a,^8 ) Sin (a, 4- fii)\
... (1)
Af^
Sin* ( «!— 0 ) Cos a
1 V i-r / 1^1 ^ Sin(a^ + « Sin(ai + yjj) J
... (2)
In case of well foundation ai= 90" and Pi =0», Therefore Ka an<i ATp reduce to the form given below.
ATa ~
K,=
Cos 0
y Sin ( 0 + 8) Si 1 4-*/ Cos 8
Cos 0
Sia0
.J-
Sin(0 -f 8) Sin 0
Cos 8
(4)
(4)
In calculating the values of Xa and K,, 3 has been takenequal to 2/3 0 but limited to a value of 22-1/2* as specified in Ref.l.
For ready reference values of <», »*', Sin 8, (l + n^'), d^p^'), Xp. Ka, (ifp - ^a) and (ifp - Aa) Sin 3 have been calculated for 0 varying from 20' to 40* and are given in Appendix— I.
2.2.2. From step 2 of Elastic Theory of Ref. 1,
/ = /b + w /v (1 + 2 »»'«)
Therefore, for circular wells and assuming m = l.
tL* 0.9 LP* /I + 21^'L
64 "'"
9L0*/) 12 V
tL* ^ 0.9Li)* ^
64
12
■wD) I
\.%P'L*D* 12ir
144 Dr. Baobh k Vbum on
-wL* L 0.9J:»L* ^ l.git'JPl,* -;.^-._ D --6r + \i + 12x .Siace^--^
= (0.04909 + 0.075a:* + EiK*) L\ where E^ = ^j*^'
= CJ.* ... (5)
Value of £i for 0 varying from 20" to 40* areas given befew:
|
0 |
£i |
0 |
El |
0 |
^ |
|
20 |
0.01132 |
25 |
0.01429 |
30 |
0.01738 |
|
21 |
0.01190 |
26 |
0.01490 |
31 |
0.01801 |
|
22 |
0.01250 |
27 |
0.01551 |
32 |
0J01865 |
|
23 |
0.01309 |
28 |
0.01613 |
33 |
0.01929 |
|
24 |
0.01369 |
29 |
0.01675 |
34^40 |
0.01978 |
Values of C, are given in Appendix-2 for 0 varying ftom 20* to 40* at an interval of one degree and K varying from 0.S to 2.5 at an interval of 0.1.
2.2.3. From step 3 of Elastic Theory of Ref. 1, Therefore, for circular wells and assuming mssl.
0.9 *:•!,« . _ D
.since jr=-
12 '""^ "~ L = 0.075 K*L* From Eq (5), / = ( 0.04909 + 0.075A:* + EiK* ) £*
Therefore. . = ,.5KL ( 004909 ^^075^^ + ^. A:" ) - °-^ r + 6.615 A* * 0075/
Tabular Values vor Determining Economical Grip Length AND Diameter OF Circular Wells as per IRC: 45-72 145
^0.5(K+ 5^^^+ E, ) L, where £,= -^^i^j -
=^C^L ... (6)
Value of £9 for 0 varying from 20* to 40* are as given below:
|
0 |
E. |
0 |
E. |
0 |
E. |
|
20 |
0.15093 |
25 |
0.19053 |
30 |
0.23173 |
|
21 |
0.15867 |
26 |
0.19867 |
31 |
0.24013 |
|
22 |
0.16667 |
27 |
0.20680 |
32 |
0.24867 |
|
23 |
0.17453 |
28 |
0.21507 |
33 |
0.25720 |
|
24 |
0.18253 |
29 |
0.22333 |
34-40 |
0.26373 |
value of C3 are given in Appendix-S for 0 varying from 20^ to 40* at an interval of one degree and K varying from 0.5 to 2.5 at an interval of 0.1.
2.2.4. From step 2 of Ultimate Resistance Method of Ref. 1
Aft = QWuB tan 0
A shape factor of 0.6 is to be multiplied for circular walls and value of constant g is to be taken from Appendix-l of Ref. 1
Therefore, 3/b Q W^ (0.6L) tan 0, since ^ = L for circular well.
= (0.6 e tan 0 )W^L
Values of constant Q for values of -j-( ^ K) from 0.5 to
2.5 at an interval of 0.1 are taken from Appendbc-X of Ref. 1 and are reproduced below with intermediate values linearly interpolated.
|
K |
Q |
K |
Q |
K |
Q |
|
0.5 |
0.410 |
1.2 |
0.470 |
1.9 |
0.548 |
|
0.6 |
0.418 |
1.3 |
0.480 |
2.0 |
0.560 |
|
0.7 |
0.426 |
1.4 |
0.490 |
2.1 |
0.576 |
|
0.8 |
0.434 |
1.5 |
0.500 |
2.2 |
0.592 |
|
0.9 |
0.442 |
1.6 |
0.512 |
2.3 |
0.608 |
|
1.0 |
0.450 |
1.7 |
0.524 |
2.4 |
0.624 |
|
1.1 |
0.460 |
1.8 |
0.536 |
2.5 |
0.640 |
146 Dtu Bmobh 4 \mMK m
valw of C4 are incn IB i4p«^r-4lbr 0 wiyii« fh»m 2(r
at aa interval of ow degree and K wyiqg flrom O.S to 2.5 at an
iaierval of 0.1.
Z2.S From step 2 of Ukinate Resistanoe Method of Ref. 1.
Afo s 0.10r D^ (JC^— JTa )L For circular wcib»
Ms = OAOtP £• ( JTr-ifA ) (0.9£). smce ^ =-j-
= C5y£*
Values of CS are given in 4^qpmdfar-S for 0 varying from 20* to 40* at an intnrval of one degree and K varying fh>m 0.5 to 2.5 at an interval of 0.L
2.2.6. From step 3 of Ultimate Resistanoe Method of Ref. 1> for circular well
M[f^OAlriKr — KA)M*It^uah
» 0.11 r (JTp — J^A ) I.* />* Sin », since B=L for
drcokrwdl
= 0.11 y(Ji:r-^A)i* («L)* sin I, since Ji:= ^ - [0.11(Ji:p-#:A)sin8iC»lyL4
= C6 y L* (9^
Values of C6 are given in Appendix-i for 0 varying fix)m 20* ta 40^ at an interval of one d^roe and K varying from 0.5 to 2.5 at an interval of 0.1.
2.3. Computational Procedure
2.3.1. From step 4 of Elastic Theory given in Ref.l.
Therefore, for ideal case
fnM
—f—^ y (JTp — ATa)
Replacing JIf =Mo+/f.Z)+3f/.j and assuming m«l.
Tabular Values for DETERMihaNG Economical Grip Length
AND DL^METER of CIRCULAR WELLS AS PER IRC: 45-72 147
Mo + HkL-\-Mt.s ^, ^ ^^ cTT^^ = y(^P — ^a)
OT Mo+ HkL +Mt.s- r(K^ — KA)Cj,L'^ ... (10)
Eq. (10) includes moment due to tilt and shift but since grip length is not known, its value at present cannot be arrived at.
Generally it is seen that when seismic condition [ j is governing
the design, the value of moment due to tilt and shift is maximum upto 20 per cent of the moment at S.L, Also in case when seismic
Condition ( ~\ot wind condition is governing, its value is maximum
V20/ upto 30 per cent of the moment at SL and when non-seismic condi- tion is governing, its value is maximum upto 40 per cent of the moment at S.L. Therefore, introducing a factor to account for moment due to tilt and shift Eq. (10) can be written as
{l+f)Mo + HkL^y(Kf — KA)C^L' ... (11)
For known values of/. Mo, H^y { K^-Ka ) and diameter of well, grip length close to the exact value can be calculated as a first approximation from Eq. (11). Therefore, stability of the well has to be checked according to the steps mentioned in Ref 1 with the aid of AppendicesA to 6.
2.3.2. When wells of different diameters are to be analysed for comparative study of cost, values of Mo and /f are to be calcu- lated for the respective diameter and grip length in each case deter- mined from Eq. (1 1) and stability of the wells has to be checked. 3. ILLUSTRATIVE EXAMPLE
3.1. A numerical example illustrating the use of Appendices \ to 6 \s given below.
3.1.1. A pier well of a bridge in North Bihar has to be designed for following loads and moments:
External diameter of well (assumed)
(i) Above 5.L. ... = 7.061 m
(ii) Below 5.L. ... = 7.366 m
Diameter of dredge hole = 5.435 m
Live load reaction = 91.947 tonne
LR.C-10
148
Dr. BAOBBft VkUfAON
ftaldiig Force
Moment at SJL due to Bimkiqg Force
Water Force on pier in trnflk
direction Water Force on wdl in tnflBc
direction Water Force on pier in cuneot
direction Water Force on well in cuneot
direction Resultant Water Force at S.L. Moment at S.L. due to Water Force
in traflSc direction Moment due to Water Force in
current direction Resultant Moment at S.L. due to
water Force Moment at SX. due to ecoentcicity
of Live Load in traflk direction Moment at S.L. due to eccentricity of
Live Load in current direction Resultant Moment at S.L. dm to Live
Load (including Braking Force) Total Resultant Moment at S.L. Total Resultant Force at S.L. Seismic Force on Live load at S.L. Seismic Force on Dead load at S.L. Moment at S.L, due to Seismic Force
on Live Load Moment at S.L. due to Seismic
Force on Dead Load Design Moment at S.L. (Seismic G/10 governing), Mo Design Horizontal force at S.L.^ H Scour Level, in metre Level of top of well cap, in metre Angle of internal friction of soil, 0 Submerged density of soil>
= 70J022 tonne
= 4Q3.719 t-m
s 3.882 tonne
= L374 tonne
= 2.068 tonne
= 3.129 tonne
= 7.392 tonne
= 72.473 trm
= S8.20S t-m
= 92.952 t-m
=s 77.287 t-m
= 104.386 tm
= 492J202 tm
= 576.866 t-m
= 25.807 tonne
= 2.862 tonne
:= 142.812 tonne
= 69.951 t-m
= 1800.234 t-m
= 2447.051 t-m
= 171.481 tonne
= R.L. 46.543
= R.L. 58.796
= 30^
= 0.90 tonne/m»
Tabular Values for Determining Economical Grip Length AND Diameter of Circular Wells as per IRC: 45-72 149
|
3.1^ From AppaiOx-l for 0 30*, the value of different |
|
|
rameters are as given |
below; |
|
i |
20" |
|
!>■ = |
0.57735 |
|
*»' |
0.36397 |
|
! + <»*»' |
1.21014 |
|
1— *»^' |
0.78986 |
|
r^p-j^A) = |
5.45778 |
|
(A^P— *a) Sin i = |
1.86667 |
3.1.3. Putting values of/, Af., H.L. y and (Ap— Aa) inEq. (1 1), we have
1.2x2447.051 + 171.481x7.366 ifc=0.900x5.458x7.3664C,
or, 2936.46 + 1263.13 fc= 14461.15
From AppendiX'2 value of k and lvalue of Cg corresponding to this k has to be chosen in such a way thati the above equation is almost satisfied*
Choosing k = 1 .475, value of C, from Table No. 2 =0.3282275, putting these values in the above equation,
L.H.S. 4799.58 t-m
R.H.S. 4746.55 t-m
Therefore, L.H.S. is R.H.S.
3.1.4. Grip length D=z kL
= 1.475x7.366 = 10.865 m For above grip length, design weight at base,fF = 1504.346 tonne Normal weight at base . . . =2248.897 tonne
Buoyancy weight at base . . . =744.551 tonne
Moment at base excluding moment due to tilt and shift . . . =4310.882 t-m
A^oment due to tUt (1/80) \for dead load =388.887 t-m and shift (0.5 ft.), J for Live load = 40.590 t-m
Design moment at base . . . =4740.359 t-m
Area at base, ^ = -^ (7.366) • =42.614 m*
Bearing pressure at base . . . =52.085 tonne/m *
150 Dr. Bagbh A Vbrma on
3. 1 .5. From step 2 of Elastic Theoiy,
=0.3282275 X (7.366)*
=966.277 m* From step 3 of Elastic Theory
r=C,L From Appendtx-3 for it= 1.475, C,s 1.00420
r = 1.00420x7.366 =7.397 m
^ (1 + ^^')—^w
4740 359 = %^9T^ 1.21014 - 0.57735 X 1504.346
= —93.017 toraie < 171.481 tomie M
(I — (»0 + ^^
4740.359 = y 3yy X 0.78996+0.57735x1504.346
= 1374.715 tomie > 171.481 tonne From step 4 of Elastic Theory,
mM 4740.359 .Qn,o . • "7~~ 966277 =^-'"'°' assuring »i=l
y (Kp — A^)=0.900 x 5.45778
=4.9120 > 4.9058 (O.K.)
From step 5 of Elastic Theory, oi\ _ W— p' P ^MB
<r, J A ^n
W— P' M ML
^yr- , since 5=L for circular well 4740.359
1504.346—0.36397 7.397 ^ 4740.359 x 7.366 42.614 2x966.277
= (29.828*18.068) tonne/m»
BULAR Values for Determining Economical Grip Length iND Diameter of Circular Wells as per IRC: 45-72 151
Therefore,^!, = 47.896 tonne/m* 1.25x52.085 tonne/m* and 0*,, = 11.76 tonne/m* (no tension) (O.K.) 3.1.6. Check by Ultimate resistance method moment at int of rotation due to water force.
= 92.952+7.392X 10.865x0.8 = 157.203 t-m Moment at point of rotation due to Live Load (including Braking Force)
=492.202+20.022 x 10.865 x 0.8 = 666.233 t-m Moment at point ot rotation due tos eismic force on Dead Load =1800.234+ 142.812 x 10.865x0.8
= 3041.556 t-m Moment at point of rotation due to seismic force on Live Load =69.951 +2.862 x 10.865x0.8
= 94.828 t-m Moment of Dead Load at point of rotation due to
tUt and shift =361.047 t-m
Moment of Live Load at point of rotation due to tilt and shift =38.096 t-m
Ultimate Load at base: (i) 1.1 D.£. = 1.1x2248.897 =2473.787 tonne
(u) 1.1 DX.+AL. + 1.4JFc =1.1x2248.897-744.551
= 1729.236 tonne
(iii) 1.1 Z).L+1.6L.L=1. 1x2248.897+1.6x91.947
=2620.902 tonne
(iv) 1.1 D.L.+B.L. + IA(L.L+Wc)
= 1.1x2248.897-744.551 + 1.4 (91.947+0)
= 1857.962 tonne (v) 1.1 Z).L.+AL+ 1.25 (L.L+Wc)
= 1.1x2248.897-744.551 + 1.25 (91.947+0)
= 1844.169 tonne
Critical Ultimate load at base, Wu =2620.902 tonne Ultimate moment at base (i) 1.1 />.L.M. = 1.1x361.047 =397.152 t-m
(ii) 1.1 D.L.M.+B.L.A(.+ IA (WcM+SMdl) = 1.1x361.047-0 + 1.4 (157.203+3041.556)
=4875.414 t-m
1 52 Dr. Bagish & Verma on
(ui) 1.1 D.L.M.+\.6L.L.M.
= 1.1x361.047+1.6(38.096+666.233) =1524.078 t-m (iv) 1.1 D.L.M.+B.L.M.+IA (L.L.M. + WM.) = 1.1 X 361.047-0+ 1.4(38.096+666.233+ 157.203)
= 1603.293 t-m (v) 1.1 D.L.M.+ B.L.M. +\.25
(L.L.Af.+ WM.+SMDh+S.Mu. =1.1 X 361.047-0+1.25(38.096+666.233+ 157.203+3041.556+94.828)=5394.547 t-m Critical Ultimate moment at base, Mg =5394.547 t-m From step 1 of Ultimate Resistance Method,
Ff„ 2620.902 ^, «,, » , , —r= 42 614 ~ 61.503 tonne/m"
ff allowable =2.5 x 6 allowable
=2.5 X 52.085
=130.213 tonne/m*
^° - 65.1065 tonne/m* >61. 503 tonne/m"
From step 2 of Ultimate Resistance Method, Mb = QWnB tan 0
From Appendix No. 4, for k= 1.475, C4=0.17240
Mb = 0.17240x2620.902x7.366
= 3328.279 t-m
M, = 0.10 VD* (Kv-Ka)L
From Appmdix-S for *= 1.475, C,= 1.58700
M, = 1 .58700 X 0.900 X (7.366)* =4204.809 t-m From step 3 of ultimate Resistance Method, M{ = 0.ny (Kit-Ka) B*D* Sin 9
= C,rL* From Appendix 6 for A: = 1 .475,C, =0.47475 A/r=0.47475 X 0.900 X (7.366)*
= 1257.866 t-m From stq> 4 of Ultimate Resistance Method, M, = 0.7(Mb + 3/, + 3/f)
Tabular Values for Determining Econchmical Grip Length AND Diameter of Circular Wells as per IRC: 45-72 153
= 0.7(3328.279+4204.809+ 1257.866) = 6153.668 t-m > 5394.547 t-m (O.K.)
In second trial it was found that the minimum grip length for this diameter is 10.790 metre.
3.2. Determination of diameter and grip length of wdls from economic consideration.
3.2.1. To investigate the most economical size of wdl, three more cases of wells were computed whose details aie given below:
Outer dia. of well above S.L. 7.671 m 7.366 m 7.061m Outer dia. of wells below S.L. 7.975 m 7.671 m 7.061 m Diameter of dredge hole 5.944 m 5.690 m 5.182 m
3.2.2. The stability of wells of 7.975 m, 7.671 m and 7.061 m diameters at scour level with computed grip lengths of 10.173 m 10.485 m and 11.018 m respectively was checked from Elastic Theory as well as Ultimate Resistance Method and the quantities of different items were estimated. From comparative chart showing cost of wells at Appendix-l, it is evident that amongst the four weUs considered, the well of 7.366 m diameter is the cheapest* The rates are based on latest Schedule of Rates of North Bihar on prevalent market rate of the area.
3.3. For academic interest numerical example as given in para 3.1 was examined for a non.seismic-zone with common para- meters.
3.3.1. Two type of wells with three velocity of water current were examined. The entire calculation is summarised in the Table 1.
154
Dft. Bagbh St Vebma cm Tabu 1
|
Itemf ■ |
Velocity |
Vciodlj |
•6.1iq/!Hc |
||
|
Outer dia. of well above S.L. (m) |
7MI |
7J061 |
7J061 |
JAM |
7MI |
|
Outer dia. ofweU below S.L. (m) |
7J66 |
7.061 |
7J66 |
7MI |
7MI |
|
DIa. of dredge hole (m) |
5.44 |
5.18 |
5.44 |
5.18 |
5.18 |
|
Moment at S.L. (tm) |
578.21 |
578J21 |
726J0 |
726.30 |
1214^ |
|
Antidpaled M due to t & s (t-m) |
231.28 |
231.28 |
29052 |
29052 |
485.70 |
|
Grip length at computed (m) |
4 |
4.58 |
5.18 |
6.1 |
8.06 |
|
Min. Grip length as per code (m) |
6J1 |
6.27 |
6.27 |
6l27 |
6.27 |
|
Actual M due to t A 8 (t-m) |
330J8 |
318J2 |
33038 |
318.32 |
330.09 |
|
Actual Moment at base (M) (t-m) 1056.38 |
1044.62 |
1056.38 |
1044.62 |
1544.34 |
|
|
Weight at baae(W) (t) 1298.18 |
1189.55 |
1298.18 |
1189.55 |
1235.46 |
|
|
Horizontal Foice (H) (t) |
25.87 |
25.87 |
38.59 |
38J9 |
64.77 |
|
Ultimate Moment at base (Mu) (t-m) ) |
1386.50 |
1389.41 |
1386.50 |
1389.41 |
2436.65 |
|
Ultimate weight at base (Wu) (t-m) 1428.19 |
1308.64 |
1428.19 |
1308.64 |
1359.10 |
|
|
mM/I |
3.35 |
i.li |
3.89 |
4.» |
Ui |
|
~-(l + /^/^>/^W(t) 573.64 |
502.73 |
549.55 |
460.00 |
32.82 |
|
|
^(1.^0+'^W(t) 864.09 |
807.27 |
879.55 |
835.00 |
925.00 |
|
|
Maximum Compression (t/mi) |
41.57 |
42.06 |
43.03 |
44.50 |
44.21 |
|
Minimum compression (t/m«) |
^NO TENSIOh |
I |
|||
|
Available bearing pressure (t/m*) |
47.2 |
47.2 |
47.2 |
47.2 |
52.03 |
|
Available Ultimate bearing pressure (t/m«) 41.86 |
41.76 |
41.86 |
41.76 |
43.38 |
|
|
0.7 Mt (t-m) |
1980.88 |
1793.79 |
1980.88 |
1793.79 |
2663.87 |
|
Ultimate compression (t/m«) |
33.50 |
33.70 |
33.50 |
33.70 |
34.67 |
|
Factor of Mt & s to Ms. L. |
0.342 |
0.365 |
0.342 |
0.365 |
0.365 |
Tabular Values for Determinino Economical Grip Length
AND DLU^ETER GP CIRCULAR WELLS AS PER IRC: 45-72 155
3.3.2. From the above calculation it is evident that in non- seismic zones, the well is safe at much higher level than the well in seismic zones indicating that seismic force plays a vital role in determining the size and grip length of well. From this calcu- lation, the effect of variation in water-force on size and grip length of well is also quite apparent. The factor /to account for moment due to tilt shift as 40 per cent of Moment at S.L. is fairly reasonable for calculatmg initial grip length.
4. AMBIGUITIES IN IRC: 45-72
4.1. IRC:45-72 is not clear on certain points and designers find difficulties while designing different wells. Some of these points are given in brief below.
4.1.1. The cutting edge and well curb are generally kept 25 nun to 50 mm projected from the outer face of well steining to facilitate sinking of well. Due to this mcrease, the area and moment of inertia at base are greater than those calculated with well dia~ meter just above the well curb. Hence the friction at base and skin resistance on sides of well should also change.
4.1.2. For the reasons mentioned above some multiplying factor for step 5 of Elastic theory and Step 1 of Ultimate Resis- tance Method be introduced.
5. CONCLUSION
5.1. From the example given in para 3, it will be seen that time and labour involved are very much reduced when compared to normal computational process. The possible human error that may occur in computation is also minimised to a great extent.
5.2. The most economical type of well diameter and grip length can be found out with the help of Appendices without much extra labour.
5.3. The Authors hope that the Appendices 1 to 6 would be of great use to design engineers.
ACKNOWLEDGEMENTS
The Authors are thankful to Public Works Department, Government of Bihar for permission to pubUsh this Paper.
Dr. Bagish & Verma on Tabular Values for Determining Economical Grip Length 156 AND Diameter of Circular Wells as per IRC: 45-72
The Authors are thankful to Shri D. C. Jha, Superintending Engineer, P.W.D., Bihar for his valuable guidance in preparation of the Paper and to Shri A. K. Bhagat, Executive Engineer, P.W.D., Bihar for checking the calculations.
REFERENCES
1. IRC : 45-1972: Recommendatioiis for estimating the resistance of soil below the maximum scour level in the design of well foundation of bridges, Indian Roads Congress, New DelhL
2. Theoretical Soil Mechanics by Karl Terzaghi, Pages 80 & 107, November, 1965, John Wiley and Sons, Inc., New York.
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M^=zC4lVuL Appendix— A (Contd.)
Value of C4 for 0 given below 35* 36** 37^ 38'' 39^ 40*
0.5 0.17225 0.17873 0.18537 0.19220 0.19921 0.20642
0.6 0.17561 0.18222 0.18899 0.19595 0.20309 0.21045
0.7 0.17897 0.18570 0.19261 0.19970 0.20698 0.21447
0.8 0.18233 0.18919 0.19622 0.20345 0.21087 0.21850
0.9 0.18570 0.19268 0.19984 0.20720 0.21475 0.22253
1.0 0.18906 0.19617 0.20346 0.21095 0.21864 0.22656
1.1 0.19326 0.20053 0.20798 0.21564 0.22350 0.23159
1.2 0.19746 0.20488 0.21250 0.22032 0.22836 0.23663
1.3 0.20166 0.20924 0.21702 0.22501 0.23322 0.24166
1.4 0.20586 0.21360 0.22154 0.22970 0.23808 0.24670
1.5 0.21006 0.21796 0.22607 0.23439 0.24293 0.25173
1.6 0.21510 0.22319 0.23149 a24001 0.24876 0.25777
1.7 0.22015 0.22842 0.23692 0.24564 0.25459 0.26381
1.8 0.22519 0.23366 0.24234 0.25126 0.26043 0.26985
1.9 0.23023 0.23889 0.24777 0.25689 0.26626 0.27590
2.0 0.23527 0.24412 0.25319 0.26251 0.27209 0.28194
2.1 0.24199 0.25109 0.26043 0.27001 0.27986 0.28999
2.2 0.24871 0.25807 0.26766 0.27751 0.28763 0.29805 23 0.25544 0.26504 0.27490 0.28501 0.29541 0.30610
2.4 0.26216 0.27202 0.28213 0.29251 0.30318 0.31416
2.5 0.26888 0.27899 0.28936 0.30002 0.31096 0.32221
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Af,=C,yL* Appendix— 5 (Conid.)
Value of C. for 0 given below 35^ 36^ 37^ 38^ 39^ 40^ k
0.5 0.09627 0.10362 0.11171 0.12064 0.13053 0.14152
0.6 0.16636 0.17906 0.19303 0.20846 0.22555 0.24455
0.7 0.26418 0.28434 0.30653 0.33103 0.35816 0.38834
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1.0 0.77020 0.82899 0.89367 0.96509 1.04420 1.13217
1.1 1.02513 1.10338 1.18948 1.28453 1.38983 1.50692
1.2 1.33090 1.43249 1.54427 1.66767 1.80438 1.95639 13 1.69213 1.82128 1.96340 2.12030 2.29411 2.48738
1.4 2.11342 2.27474 2.45224 2.64820 2.86529 3.10668
1.5 2.59942 2.79783 3.01615 3.25718 3.52419 3.82108
1.7 3.78398 4.07281 4.39062 4.74148 5.13017 5.56236
1.8 4.49180 4.83465 5.21191 5.62840 6.08979 6.60283
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Aff=C^yL* Appendix-e (Contd.)
Value of Cg for 0 given below
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0.7 0.17652 0.18999 a20482 0.22118 0.23931 0.25947
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0.9 0.29179 0.31406 0.33857 0.36563 0.39560 0.42893
10 0.36024 0.38773 0.41799 0.45139 0.48839 0.52954 ' 1.1 0.43589 0.46916 0.50577 0.54618 0.59096 0.64074
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1.5 0.81053 0.87240 0.94048 1.01563 1.09889 1.19147
1.6 0.92221 0.99260 1.07005 1.15556 1.25029 1.35562
1.7 1.04108 1.12055 1.20799 1.30452 1.41146 1.53037 U 1.16717 1.25626 1.35429 1.46251 1.58240 1.71571 19 1J0045 1.39972 1.50894 1.62952 1.76310 1.91164 2.0 1.44095 1.55093 1.67196 1.80557 1.95358 2.11816
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2.2 1.74355 1.87663 2.02307 2.18474 2.36383 2.56297
2.3 1.90565 2.05111 2.21117 2.38786 2.58361 2.80127 14 2.07496 2.23334 2.40762 2.60002 2.81315 3.05015 ^ 2.25148 2.42333 2.61244 2.82120 3.05247 3.30963
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"CONCEPTS OF URBAN ROADWAY SYSTEM PLANNING"
|
By |
||
|
Arun Chatterjee* |
||
|
CONTENTS |
Page |
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|
1. |
Introduction |
169 |
|
2. |
Sketch Planning |
172 |
|
3. |
Detailed Planning of Internal System Components |
174 |
|
4. |
Circulation for Small Spatial Units |
176 |
|
5. |
Develop Area-wide Arterial Ssrstem Configuration |
187 |
|
6. |
Integration of System Components |
192 |
|
7. |
Summary and Comments 1. INTRODUCTION |
195 |
Long-range transportation planning techniques in recent years have become complex and to some extent mecbaiiical in riature. For a large portion of the planning process, transportation planners go through routine procedures of data collection, data processing and developing mathematical models of travel demand. The underlying purpose of these analytical procedures is twofold: (1) to identify existing [Hroblems and opportunities, and (2) evaluate future alter- natives quantitatively; both of these undoubtedly are critical tasks* Another equally important task of the planning process is the identi- fication or development of transportation alternatives to be evalua- ted. This task usually is performed on a conceptual basis after a traffic assignment of the future travel on the '^existing plus commit- ted'' network is made and a capacity deficiency analysis is comple- ted. A few alternatives are developed based on judgement to eliminate the predicted capacity deficiencies and these alternatives
^ Associate Professor, Deptt. of Qvil ^ Engineering, The University of Tennessee, KnoxviUe, Teoneasee 37916
170 Arun Chatteree on
are tested by assigning future traffic on the respective networks. Usually one of the alternatives is chosen after two or three net- works are tested.
The conceptual approach of developing alternative transpor- tation systems for testing is basically sound. Conceptual analysis actually is a powerful tool for planning as it permits the synthesis of many considerations and creative ideas which is difficult, if not impossible, to accomplish by mathematical techniques. However, in many cases this key task of developing alternative plans for testing is not given adequate attention, and planners spend a great deal of effort in developing tools, wiuch are utib'zed to evaluate quickly developed and poorly conceived alternatives. The truth of this allegation has be^i established in the United States where many cities found some of the elements of their highway plans to be impossible to implement because they were not compatible with the local environment.
The Author believes that many urban transportation planners are too concerned with the goal of eliminating capacity deficiencies to pay adequate attention to the basic principles and concepts of conununity planning and roadway system design. Many engmeers indeed are not adequately tramed in the art of community and envir- onmental design. There is a need for bringing together the knowledge that already exists in these areas and develop a comprdi- ensive framework for roadway planning which wouki enable fdanners to design sound alternatives compatible with the environmoit and acceptable to the citizens.
1.1. Transportation PlanDing for Soudl Urban Areas
Roadway planning procedures based on idealistic concepts and principles would have special application in small urban aieasTrans- portation problems and issues in these areas usually are not very complicated and the feasibility of idealistk long-range plans is rda- tively high through advance acquisition of right-of-way and appro- priate land use controls. It is interesting to note that in large urban areas, proposals for roadway improvements often involve widening of existmg roads which require the removal of existing structures and development. In such cases, public opposition is likdy to arise and a conceptual analysis based on judgement may not be sufficient to justify the projects and convince the public. Thus a thorough
Concepts of Urban Roadway System Planning 171
travd analysis using models and computers would be required In the case of small urban areas, a simple procedure based on basic concepts and princifrfes, if adopted, would provide rdief from the increasing complexities and resource requirements of the modelling oriented traditional planning process.
1^ O^ecthes •Tthe Paper
To meet the goal of providing a simplified and at the same time a sound procedure of roadway system planning, some of the basic concepts and principles of community planning and roadway design are presented within a broad framework of system planning. The entire procedure would be applicable for developing area-wide road networks. Procedures for testing these system plans or networks would vaiy from case to case. In small urban areas, the use of travd models and traffic assignments may not be necessary, whereas in some cases these techniques may be used for further refinement of the network. The individual concepts and principles discussed in the Paper would be useful for a variety of purposes including neigh- bourhood and sub-division design and planning of route segments.
It should be pointed out that there is no imiversal definition of small urban areas. In the United States of America the upper limit of the popukition of these areas usually is 250,000. In other countries with denser urban development, the population would be larger.
1.3. Framework of the Systems Planoing Process
A sound plan cannot be developed without a logical and compro> hensive thinking process. A planner must not decide on the detafls of the plan before outlining the broader aspects clearly. To provide a meaningful and methodical transition from the broad to the more specific considerations of a transportation plan, a procedure consisting of three phases: (1) sketch planning, (2) detailed plannmg of internal system components, and (3) integration of system components — is proposed. Ilie different tasks related to each of these phases and their relationships are shown in the flow chart of Fig. 1. The scope of each phase and its tasks are discussed in the following sections of the Paper. It may be noted that the process presented in this Paper focuses on only a portion of the overall comprehensive planning process which would include many other tasks such as citizen partici- pation, evaluation and implementation.
172
Arun Chatterjee on
ltegien«l Analrsls
Goals Establishaent
bitaiMl Sk«tcli riamiiAf
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Fig 1. CoDceptmd transpoctatioD systcmi pUnning process
2, SKETCH PLANNING
The phase of sketch planmng is intended to develop a broad perspective and framework within which detailed planning is to be done. The broad framework must be based on a clear under- standing of the goals related to transportation planning. It is also important to examine the regional setting of the urban area and
Concepts of Urban Roadway System Planning 173
to have a clear picture of the desired internal urban structure. The diflFerent tasks comprising the sketch planning phase are discussed below :
2.1. Goab EstabUshmeiit
The process of establishing goals and objectives of trans- portation plannmg is complex and often controversial. However, it is a necessary task that must be performed in order to provide a clear direction to the planners. The task of determining goals and objectives usually is carried out in a step-wise manner be- ginning with statements of broad goals each of which leads to the identification of more specific objectives. At the next step each objective is analyzed to develop quantitative standards or criteria, which can be used as guidelines for design or the basis for evaluation of an alternative system. When the conceptual systems planning procedure is to be used without the aid of travel models and network assignments, the goals establishment process does not have to te carried out beyond the step of identifying the objectives. The quantitative*; standards or criteria would not be needed in this case because the conceptual procedure is not capable of generating detailed quantitative measures of performance or eflTectiveness of transportation alternatives. The broad goals and objectives would be adequate for a qualitative evaluation of a roadway system plan.
2. 2. RegioDal Analysis
The regional setting of an urban area should be examined from all angles relevant to transportation.* The economic base of the urban area and its present and fbture role in regional development should be analyzed to have a feel for the growth in external freight and passenger travel. The patterns of external movements of passengers and goods — ^the through and external-internal travel — also should be examined so that the adequacy of the facilities for these movements can be assessed. It should be pointed out that these analyses can be very complex if they are to be carried out at a refined level. However, for the purpose of sketch planning, a coarse analysis would be adequate. One of the underlying pur- poses of this task is to identify the need for by-pass facilities for through traffic. The need for passenger and freight transportation terminals and Une-haul facilities to handle inter-city passenger and
174 ArUN CHATmiBB ON
ftei^t movemeots in and out of an urban ana abo diould be addressed.
2.3. Iirteraal Sketch nanriag
The internal analysis at the sketch planning levri shouU e¥aluate alternative urban devetopment patterns and suitable tranqportation systems to matdi eadi urban form. Riamples of aheraative urban forms to be considered are corridor patterns, multicentered devefep- ment, concentric form with a strong centre ud so oil The details of the transportation (dan cannot be outlined at this stage of the planning process. However, the transportatkm implicatkms <^ alternative development patterns are to be examined in selecting an appropriate urban form.
This macro analysis is extremdy important for tong-range idanning. Although the experience with the imfdementation of long-range land-use {dans often has been frustrating, the significance of land use planning to achieve eflSciency in urban transportation must not be overlooked. Small urban areas in particular should have dearly defined long-range land-use plans to guide ftiture devdopment
After the desired development pattern is identified, the next task is to outline broad polides and strategies to be followed in developing the transportation plan in the subsequent steps. A few examples of questions that should be addressed in order to identify specific strategies are given below:
(1) How mudi emphasis should be placed on freeway devekipmeotf
(2) How much emphasis should be placed on public transportationT
(3) What types of public transportation modes wouki be mon appropriate for the desired urban form?
(4) Should the line-haul public transit system be limited to radial corridors?
(5) What configuration of the roadway network would be most appropriate for the desired urban form?
(6) What are the primary modes of freight transportation in the area and where should the m^or freight terminals be located?
3. DETAILED PLANNING OF INTERNAL SYSTEM COMPONENTS
At the completion of the tasks of the sketch planning, the planner would have a broad framework and guidelines to develop the details of the transportation system. As mentioned earlier*
Concepts of Urban Roadway System Planning 175
this Paper will focus on developing a roadway system and the de- tailed planning for this purpose includes two major tasks: (l)develop- ing internal circulation of small spatial units, and (2) devetoping the area-wide system configuration. The work of these two tasks should be co-ordinated and ultimately integrated as proposed during the next phase of the systems planning process. The basic princi- ples of system design that should be recognized during this phase of the planning process as well as others are examined first followed by the discussion of the two major tasks of this phase.
3.1. Bask Concerts of System Design
A system consists of inter-related components that function in a co-ordinated manner to perform specific objectives. The two basic concepts that should be recognized when designing the com- ponents and integrating them into a system are: (1) hierarchy and (2) scale. These two concepts are inter-related and scale is reflected in the hierarchy of the system components and vice versa.
The concept of hierarchy recognizes an ordered ranking of system components. A system has to perform different tasks and usually it is not desirable to have all the components of a system designed to perform all these functions because such a group of undifferentiated components would lead to an imbalanced utili- zation of the individual components and result in an overall in- efficiency. The components should be specialized according to specific tasks to be performed and combined to form an ordered relationship so that they can jointly meet the objectives in the most efficient manner. The specialization, however, should not be too rigid and it should admit some degree of commonality and overlap for the sake of flexibility and co-ordination.
The concept of scale is inherent in the development of human settlements. With the advancement of tecfinology the range of the scale of human activities and the transportation modes has increased tremendously. If the human characteristics of urban conmiunities have to be preserved and at the same time the advan- tages of new technologies be utilized to the full extent, the variety of transportation modes ranging from walking to high speed auto- mobiles have to be utilized in an integrated manner without up- setting the environment. For this purpose it is not only necessary that the service characteristics of a transportation mode meet the requirements of travel but also that the scale of the transportation
176 Arun Chatterjee on
mode matches that of the enviromnent where it is located. For example, a freeway is desirable for long distance travel but it should not pass through a neighbourhood, which does not match with its scale. Similariy, a narrow and winding roadway with numerous street intersections may be appropriate for a residential sub-division, but it would not be suitable for accommodating long trips along a major travel corridor. It should be noted that neither a freeway nor a narrow winding road are undesirable under all circumstan- ces. On the other hand, each has a specific role to play and each can be very effective when used for its intended purpose in a suitable environment. A freeway located in a major travel corridor and secluded from neighbourhoods can be an asset for a transportation system especially for accommodating long trips. Similarly, a narrow winding road when used as a local street can be aesthetic and also effective in discouraging through traffic in a neighbourhood.
4. CIRCULATION FOR SMALL SPATIAL UNITS
An urban area is an agglomeration of many small units of development. Actually urban designers recognize a hierarchy of spatial levels and activity centres. These activity centres interact with each other and generate travel which is to be accom- modated by the roadway system. A substantial portion of all travel in an urban area is contained entirely within the smaller spatial ^units and these also contain the terminal segments of longer trips. Thus the circulation facilities of these |units are important components of the overall transportation system. A systematic approach or process for developing the circulation systems for the smaller spatial units is depicted in Fig. 2 and the different tasks are discussed below.
4.1. Analyze Hierarchy and Scale of Spatial Units and Activity Centres
Urban planners and designers have recognized a hierarchy of spatial levels beginning with the smallest level of an individual household or a business establishment.^ Although the terminology varies, the various levels identified in different sources are similar to those shown in Table 1. The area sizes of these spatial levels would vary depending on the density of development.
Concepts of Urban Roadway System Planning
177
Analyze Hierarchy and Scale of Spatial Units and Activity Centers
Analyze Hierarchy and Scale of Roadways
Analyze Hierarchy
of Internal Travel Patterns
Assenble Systen Conponcnts --
Activity Centers, Spatial Units,
and Roadways
Fig 2. Process of developing drculation systems for small spatial um'ts
One of the most signif icant spatial levels or areal unit is the neighbourhood, which is almost universally recognized as the '*cell" of the urban structure. It may be pointed out that the expression ''neighbourhood" usually implies a residential area, but for the purpose of this discussion it also means developments of other land uses, such as commercial or industrial. The expression ''environmental area** may be preferred as a substitute of neighbour- hood in this context. It is also widely accepted that a neighbour- hood should be designed at the human scale and its layout should have an "inward" orientation. One of the early tasks is to identify the boundaries of each neighbourhood and other larger spatial
178
Arun Chatterjee on
Table 1. Hierarchy of Acnvmr Centres WITHIN AN Urban Area
|
Spatial Unit |
Site* |
AcclvUn Outers |
||
|
Household (or lusinMS Establishnent) |
||||
|
Clutttr |
bMllljif (kiit« or ftusiness EscablislvMiiitt |
|||
|
viroruaontai Ar««s ,, (R«sid«ntial or Coaw ■ercial) |
Clusc«r of DMlliRf (kiits. Neighborhood scoro. SMll park. •iMMCary school |
|||
|
h- |
^ 0.4 ka CO 0.8 lui |
|||
|
Area Pop. |
- 0.8(co l.6)ka.x 0.8(to 1.6) k» • l.SOO to SOOO |
|||
|
Coimunity |
'1.6 CO , 3.2 kft |
SbmII shopping conter. Junior High school . Mdicsl clinics |
||
|
Ar«a Pop. |
.3.2(to 6.4)ka 6.4) ka . 10.000 to 2S.C |
K 3.2C^o roo |
||
|
Sector (or Town) |
Area'lO.CKto 13.0ka xl0.6(to 13.0 ) la Pop. 8 SO. 000 to 100.000 |
Major shopping cencar. High School, thaacar cowplex. large park, basic eMploraent can- ters. |
||
|
Urbanized or Metro- politan Ar«a |
Variable |
Basic eaploynent cen- ters, CBD. regional shopping centers, coo. college/univcrslCx. ■useua. etc. |
||
|
Region |
Variable |
•The size in terns of area as wall as population m»y vary depending on the density of developeent.
units, and develop an understanding of their relationship. All major activity centres also should be identified.
4.2e Analyze Hierarchy of Intemal Travel Patterns
The interaction between the spatial units generate trips which are to be accommodated by a transportation system. These trips are made for a variety of purposes and their lengths and spatial orientation also are varied. A hierarchical pattern can be re-
Concepts of Urban Roadway System Planning 179
cognized among the individual trips as listed below :
(1) Local Circolatioo Tri|i9 : These include trips made vrithin a residential neighbourhood or a large activity centre. The trip length usually is less than 3.0 km. These trips can be further categorized according to their location: (a) trips within low density areas, e.g., suburban neighbourhoods, and (b) trips within high density areas, e.g., a central business district (CBD).
(2) Commanity Trips : These include trips between activity centres within the same community or between those of two different communities located close to each other. The trip length usually is between 3.0 to 8.0 km in a sprawling area and 3.0 to 5.0 km in a compact area. These trips can be further stratified based on the land use characteristics at their origins
I and destinations: (a) trips between low density areas to high density areas, e.g., suburb to shopping centre; (b) trips between low den- sity areas, e.g., suburb to suburb; and (c) trips between high den- sity areas, e.g., a shopping centre to a medical compleji.
(3) Sector Level Trips: These include trips between activity centres within the same sector or between those of two different sectors located close to each other. The trip length usually is between 8.0 to 16.0 km and S.O to 8.0 km in sprawling and compact areas respectively. These trips can be further stratified based on the land use characteristics at their origins and destinations in a way similar to the community trips.
(4) Metropolitan Trips: These include trips between activity centres of different sectors. The trip length usually is between 16.0 to 32.0 km and 8.0 to 20.0 km in sprawling and compact cities, respectively. These trips can be further stratified based on the land use characteristics at their origins and destinations in a way similar to the community trips.
The above jclassification of internal trips is not rigid by any means and one may develop a more detailed hierarchical scheme, if necessary. Also, the rangis of trip lengths may be adjusted to fit the development pattern of a specific urban area.
An individual trip itself, especially a long trip, can be broken up into several components, which reveal a hierarchy of stages as listed in the following page:
LR.C— 12
180
Arun CHATmm cm
(1) Aow (Golleolkm/DlMribaiioo)
Ct) TranHioo (Feeder)
(1) MovBtiieiit QJa^-MmOi
(4) Trmnsttion (Feeder)
(5) AooeM (CoUectkm/Distrihiitioa)
Tht above components of a trip are illustrated in Fig. which traces the path ofa typical home to work trip. If isinteresti
HOME
4
ACCESS
(CUL-DE-SAC)
ACCESS (local)
r TRANSITION
/ (collector)
MOVEMENT (aKTEMIAL)
<
TRAMS I HON (COLLECTOR)
/
ACCESS (local)
IFFICE
^
MOVEMENT (FREEMAY)
MOVEMENT ( ARTERIAL)
t
Fig 3. Hierarchy of Trip Components and Roadways for a Typical Home-to-Woric Trip
to note that the individual stages of a longer trip have some sim larities with the lower hierarchies of complete trips with regai
Concepts of Urban Roadway System Planning 181
to their spatial orientation. For example, the access and transi- tion portions of the trip illustrated in Fig. 3 are similar in many respects to local circulation or intra-neighbourhood trips. This implies that a long trip has to utilise several types of roadway facilities each suitable for a specific stage or component of the trip.
The conceptual procedure does not require a refined quantifi- cation and classification of all internal trips. The planner, however, should have an understanding of the various categories of travel as presented above and also develop a qualitative *'fed" for tht magnitude of travel in different locations within the urban area.
4.3. Analyze Hierarchy and Scale of Roadways
Transportation planners recognize a hierarchy or classification of roadways based on their basic functions which are, (a) movement (or mobility), and (b) access to adjacent land. Most of the roadway facilities perform both functions, which usually are in conflict with each other. A roadway facility ordinarily cannot provide a high level of one function adequately unless the level of the other function is lowered. This implies that ''specialization" is needed to increase the efiiciency of a specific function. The basic func- tional classes of roadways are: (a) arterial, (b) collector, and (c) local. The general characteristics of these classes with respect to the two basic functions are shown in Table 2. The arterials primarily cater to the "movement" function, whereas the main function of local roads is to provide access to adjacent land. The collector roads provide a transition between local and arterial facilities and cater to both movement and access functions to a moderate extent. The extreme cases of specialized facilities — ^freeways (arterials) and cul'de-sacs (local) — are also included in Table 2. It should be noted that the non-freeway arterials and the collectors can be further classified into more refined categories. The hierarchical linkage between the various categories of roadways in the spatial sense is depicted n Fig. 3. The functional classification of existing roadways is an essential step toward the development of the future network and also for setting appropriate design standards for various road segments.
182 Arun Chatterjee on
TABLE 2 FUNCTIONAL CLASSIFICATION OF ROADWAYS
|
Roadway Qassification |
Intensity of Function |
|
|
Movement |
Access to Adjacent Land |
|
|
Freeway (Arterial) Non-freeway Arterial^ CoUector* Local Cul-de-Sac (Local) |
Very High High Moderate Low None |
None Low Moderate High Very High |
^ Non-freeway Arterials can be classified into Principal and minor categories.
Collectors can be classified into Major and Minor categories.
A note of explanation may be appropriate to avoid a possible misinterpretation. The meaning of providing "access to adjacent land" which is also referred to as "land access" or simply "access", should not be confused with "accessibility". Whereas "land access" specifically implies the provision of driveways between a roadway and adjacent properties, the expression "accessibility" often is used to express the ease or ability of reaching a general area. Using the broad meaning of "accessibility", freeways, which provide no "land access" by definition, enhance the accessibility of an area significantly.
4.4. Assemble System Components— Activity Centres, Spatial Units and Roadwajrs
After the analysis of the hierarchy of spatial units, travel pat- terns, and roadways respectively, a transportation planner would be adequately prepared to examine their relationship with each other and begin the assembly of system components. For this task, the concept of scale implicit in the hierarchies of spatial units and roadways plays an important role as the planner begins to identify or propose specific roadway components for serving individual spatial units and activity centres. It should be pointed out that the scale to be adopted for different spatial units may not be the same for all urban areas. Thus, the goals and objectives of the concerned urban area should be analyzed to identify the desired
Concepts of Urban Roadway System Planning 183
scales. The commonly accepted scales may be defined in broad terms as follows:
Spatial Units Scale
Neighbourhoods Human; and low Speed
Vehicles, e.g.. Bicycles
Communities Low Speed Vehicles, e.g..
Bicycles and Medium Speed Vehicles, eg.. Cars and Buses on Non-freeway Arteriab
Sector Medium Speed Vehicles;
e.g.. Cars and Buses, on Non-freeway Arterials
Metropolitan High to medium Speed
Area Vehicles, e.g.. Cars
and Buses on Freeways
Region High Speed Transportation,
e.g.. Rapid Transit (Bus or Rail)
In addition to the general guidelines as to the need for recog- nizing the scale of various spatial units, a few specific guidelines are available for matching roadway system components with the activity centres and spatial units. It may be pointed out that with regard to the matching of scales, a planner may have to achieve a compromise between the conflicting circulation objectives of different interest groups — ^motorists and residents. Whereas a motorist would want to reach a high speed facility quickly in order to minimize his travel time, the residents of a neighbourhood would like to locate high speed facilities away from their area for the purpose of minimizing noise and air pollution. A planner has to recognize all objectives and develop a balanced approach.
4.4.1 . Guidelines for locatiiig activity centres: The specific location of an activity centre in relation to the roadway system has significant influence on the traffic flow and the general environment in the vicinity. It is believed that one of the common causes of local traflSc problems in an urban area is the mis match of the hierarchy and scale of activity centres with those of the roadways serving the de\ elopments*. For example, a large shopping centre would give rise to a serious trafiSc situation if it is located on a collector road. Usually a higher order activity centre should be located on a higher order facility and a lower order centre on a lower order facility. It should be pointed out that the location
184 Arun Chatterjee on
of an activity centre alone may not be sufficient for avoiding or causing traffic and environmental problems and that other factors including the features of entrances and exits also affect the traffic situation.
4.4.2. GvideliMS for selectnig romtwrnyn for asambUiff spatial
It was discussed earlier that multiple units of a lower order spatial unit constitute a single higher order spatial unit. Roadway facilities play an important role in assembling spatial units, and each facility actually plays a dual role as a separator and integrator of spatial units. The following guidelines presented by Marks' would be useful in selecting appropriate types of facilities for the various spatial units :
Roie with respect to Spatial Units Type of Roadway Separates Integrates
Local DwelUng Units (D. U.) A Ouster of D. U.'s
Collector QuMn of D. U.'s A Nd^bourfaood
Minor Arterial Ndajtiboiirlioods A Community
Principal Arterial Communities A Sector
Freeway Sectors Urbanized or
Metro Area
The roles of different types of roadways in assembling spatial units are schematically illustrated in Figs. 4 and S. It may be noted that the principle or concept of scale has been recognizeil in selecting the roles of each type of a roadway facility and the above described roles of the different types of roadways is compatible with the scales specified for the different spatial units in an earlier section.
4.4.3. Guidelines for residential neighbourhood roads: Generally it is the goal of most communities to preserve "human scale" in the lower spatial units, especially neighbourhoods. To accomplish this goal several strategies can be used, but a detailed account of them is beyond the scope of this Paper. However, a few principles pertaining to residential development are discussed below:
(1) Local streets may be made discontinuous with the use of cui-de-sacs and **T* intersections in order to discourage through traffic.
(2) The collector road system in a neighbourhood must have continuity and directness to permit easy access to the inner portions of a neigh- bourhood. For large neighbourhoods two classes of collectors may be used, tbenuyor collectors having continuous and direct alignment, and minor oollectors being somewhat discoatinuous.
Concepts of Urban Roadway System Planning 185
(3) Arteriaf roads should not pass through a ndghbourhood. They should run along the boundary of a neighbourhood.
(4) Driveway access on arterial road> should be mnzmpnid in order to reduce conflict and i>rotect the traffic-carrying capacity of arterial facilities. Back-lotting may be used along the boundary of a neighbourhood in order to provide frontage on an internal local road instead of the arterial facifa'ty.
4.4.4. Sfttdag of roadways: One of the practical decisions to be made while actually developing a roadway system is related to the spacings of different types of roads. No rigid guidelines can be provided in tliis matter because the actual location and
A LOCAL ROAD (SEPARATING INDIVIDUAL DU'S AND INTEGRATING A CLUSTER OF DU'S
A COLLECTOR (SEf>ARATIN« CLUSTERS OF DU's)
(a) assembly of CLUSTERS OF DU'S
COLLECTOR ROADS (iNTESaATING A NEIGHBORHOOD)
-^ AN ARTERIAL (SEPARATING NEIGHBORHOODS)
A DISCONTINUOUS MINOR COLLECTOR
A CONTINUOUS MAJOR COLLECTOR
(B) ASSEMBLY OF A NEIGHBOIWOCD
Fig. 4. Roles of local, collector and arteriak in serving a neighbourhood
186
Arun Chatterjee on
pacing would depend on the density of development Howevere, to provide some *'feer' for spacing, typical values rei»esentativo of low density development are shown in Figs. 4 and S. These values are as follows: 0.4 kilometre for collectors, 1.6 kilometre for non-freeway arterials and 6.4 kilometre for freeways.
ARTERIALS (SEPARATING NEIGHBORHOODS AND / INTEGRATING A COMMUNITY)
FREEWAYS (SEPARATING COMMUNITIES)
A COMMUNITY CONSISTING OF SEVERAL NEIGHBORHOODS
Fig. 5. Roles of arterials and freeway in serving communities and sectors
Concepts of Urban Roadway System Planning 187
5. DEVELOP area-wide ARTERIAL SYSTEM CONFIGURATION
One of the major and perhaps the most visible aspect of a roadway system is the area-wide arterial network. The arterials cany a high proportion, usually between 65 to 75 per cent, of the vehicle miles of travel in an urban area and the impact of their deficiencies generally are not localized and have area-wide con- sequences. Thus it is imperative that the arterial system of an urban area be planned and designed with utmost care.
There are several different configurations that may be adopted for an arterial road network. Each configuration has unique advan- tages and disadvantages and the pattern chosen for an area must be compatible with the desired urban form and the area-wide com- posite travel pattern. The findings and conclusions of intehial sketch planning performed at an earlier step should be examined and taken into consideration in developing an appropriate roadway configu- ration.
5.1. Area-wide Composite Internal Travel Pattern
In an earlier section of this Paper, the characteristics of trips
generated by the small spatial units in an urban area were examined
^d a hierarchy of trips was developed. Of these categories, the
local circulation and community trips are mostly acconmiodated
*ttd contained within the different local, collector and minor arterial
r^ad sub-systems in the various parts of an urban area. The sector
level and metropolitan trips, on the other hand, rely primarily on
tl^e area-wide principal arterial system. These longer trips generated
^ different spatial units pass through the local and collector roads
of individual areas and merge onto the principal arterials. Thus
it is necessary to develop and examine the aggregate or composite
travel patterns that emerge by superimposing the sector level
and the metropolitan trips. The major components of aggregate
internal travel patterns are illustrated in Fig. 6. The planner must
identify the concentrations of sector level and metropolitan trips
forming travel corridors with radial, circumferential or other
spatial orientation, which would require arterial facilities of adequate
capacity.
188
Arun Chatterjee on
LOCAL CIRCULATION
RADIAL MOVEMEUT
CIRCUMFERENTIAL MOVEMENT
Fig. 6. Aggregate internal travel patterns in urban areas
The aggregate pattern of area-wide travel depends largely on the urban form or the land use pattern of an urban area. It is interesting to note how the composite travel pattern in urban areas have changed over the years as new transportation modes brought about changes in the urban form. One of the major consequences of the increased usage of personal automobiles in the United States was the urban sprawl and the diffused travel desires. The radially oriented highways and the radial lines of public transportation modes are not capable of accommodating the new travel pattern espedally the circumferential trips.
The desired urban form and the anticipated location of major activity centres should be analyzed carefully to develop a clear picture of the future area-wide aggregate or composite travel desires. This analysis can be performed conceptually without resorting to quantitative models. A sound understanding of existing and
Concepts of Urban Roadway System Planning 189
future travel desires is essential for identifying the appropriate configuration of the arterial highway network. It should be pointed out that traffic volumes on existing roads do not always reflect the travel desire. When using the conceptual approach the planner should attempt to visualize the travel desires without being influenced by the actual location and availabihty of existing facilities.
5.2. AltematiTe Configoratioiis for Arterial Highways
There are many regular and irregular network configurations that can possibly be adopted for a roadway system. Some of these, such as the triangulp.r or hexagonal patterns, are more appropriate for an inter-city highway network. For the typical urban forms that are commonly found, the choice is limited to only a few regular configurations. The primary advantages and disadvantages of three predominant patterns are discussed below:
5.2.1. Rectangular (rid iMtteni: The grid pattern of roadways is one of the earliest and most common configuration of roads. The use of this pattern is most predominant at the level of local and collector roads. However, it is equally applicable to arterial roads. Fig. 5.
There are many advantages of a grid system including its simpli- city for understanding and layout. Perhaps the greatest advantage is its ability to ''spread out" the traffic as opposed to funnelling it Onto a few major routes. This ability of traffic distribution is attributable to the fact that a grid network offers several alter- native routings of nearly equal distance between a pair of origin ^nd destination.
An engineering oriented disadvantage of a grid pattern is the
^fficulty of adapting it to a hilly terrain. A more generally appli-
^^ble and more serious disadvantage of the pattern is the lack of
^ocus on a central location, and thus a grid network of arterial
i^oads may not be appropriate if the goal is to develop an urban form
>^th a strong central area. In a few cases, diagonal roads were
superimposed on a grid pattern in order to provide direct routes
to a central location. However, the superimposed diagonals tend
to cause serious problems by creating odd shaped plots and irregular
iiitersections.
190 Arun Chatterjee on
5.2.2. Radial pattern: A pure radial oonfiguation of arterial roads converging on a focal area is compatible with oonidor orrented urban forms with a strong central business district. This pattern is appropriate for bus or rail rapid transit systems which usually are intended to provide direct access to the central area. However, for other urban forms that generate non-radial travel desires, the radial pattern is not satisfactory.
5.2.3. Radial-drcumferential pattern: Perhaps the most popular configuration for urban arterials, especially the freeways, is the radial-circumferential pattern. This configuration is compa- tible with concentric as well as multi-centre urban forms with a strong central area.
The radial-circumferential pattern (Fig. 7) retains the primary advantage of a purely radial pattern, which provides a focus and direct access to the central area from several directions. It also eliminates the inability of a radial system to acconmiodate circum- ferential travel desires by superimposing the loop or ring roads. One of the disadvantages of a ladial-circumferential pattern is the tendency of the radials to converge near the central area, which creates a high concentration of traffic*. The convergence and discontinuity of radials must be avoided with careful design strate- gies, an example of which is shown in Fig. 7.
B) radial-circumferential F»mTTERN avoiding DISCONTI^ A) TYPICAL RADIAL-CIRCUMFERENTIAL OF RADIALS
PATTERN
Fig. 7. Radial-circumferential patterns of roadways
Concepts of Urban Roadway System Planning 191
S3. Configmtion €t Freeway Systems
Freeways are essentially a type of principal arterial roads. An urban roadway system has to have principal arterials, but it does not necessarily have to include freeways. A community which does not want to encourage high speed automotive travel may deliberately exclude freeways. However, in urban areas where the transportation system is oriented primarily to private auto- mobiles, freeways are considered an indispensable means for high speed travel.
* In the case that a freeway system is to be developed for an urban area, the tremendous attraction of these facilities for the sector level and metropolitan trips should be recognized fully, and the configuration of the system must be developed very carefully. The conmients regarding arterial roadway configurations presented above are generally applicable to freeway networks also. A few guidelines especially applicable to freeways are presented below:
(1) Convergence of two freeways to form a Y-type junction or interchange should be avoided. In case this type of situa- tion cannot be avoided, adequate capacity must be provided along the down-stream section of two merging flows of trafiic.
(2) Abrupt interruption or discontinuation of a freeway alignment resulting in a T-type interchange, or an 'offset', i.e., jog, should be avoided. In case this type of situation cannot be avoided,the inter-changes should be designed to allow uninterrupted flow of through traffic.
(3) A grid configuration of the freeway system would avoid concentration of CBD oriented travel in the central area. However, if a radial-circumferential configuration is pereferred in order to provide a better focus on the central area and also the right-of-way for radial bus or rail rapid transit lines, the inner loop should be designed carefully considering the following points:
(a) The inner loop shouki not be too small, /.e., tight.
(b) An outer loop, and if necessary an intermediate loop, should be provided to prevent the external through traffic and interna cross-town traffic from using the inner loop.
(c) The inter-face of radials with the inner loop must be designed very carefully to avoid T-type interchanges and lack of continuity. A conceptual strategy of avoiding the discontinuity of radials is shown in Fig. 7 (b).
192 Arun Chattbrjee on
(d) 71m radial freeways should not be extended beyond Uie inner loop and the inter-faoe of the inner loop with the aon-freeway arteriab also should be phumed carefully to avoid undue tfalTic concen- tration.
6. INTEGRATION OF SYSTEM COMPONENTS
The components of a system must be integrated properly so that they can function in a co-ordinated manner. In the case of an urban roadway system the integration must be achieved at two levels: (1) co-ordination between ntemal components, and (2) co-ordination between the internal and regional networks |
6.1. Integration of Internal System Components
An urban area consists of multiple units of neighbourhoods, communities and sectors and, therefore,incIudes several sub-systems of roadways of lower hierarchy for circulation within the small spatial units. The highest hierarchy of roadways, fiz., freeways and principal arterials, however, constitute a single system covering the entire urban area. The different units of lower order systems must be fitted together in a common overall framework which usually is formed by the higher order facilities.
There are two general approaches that can be used for assem- bling the different circulation systems for the small spatial units. One of the approaches utilizes a strict hierarchical or branching system that estabUshes clearly defined routes composed of a sequence of links of different hierarchy, as shown in Fig. 8. The connection between adjacent spatial units, e.g., neighbourhoods and communi- ties, in this case is provided via higher order roadways and there is alack of continuity of the lower order roadways*. The other approach is to develop an open-ended system as shown in Fig. 8. In this case each category of roadway forms a continuous sub- system and the hierarchy of roadways also is maintained. The composite network is formed by superimposing one sub-system upon another. The open-ended system offers flexibility of move- ment and choice of alternative routes between an origin and a destination*.
It should be pointed out that the hierarchical and open-ended systems can be used in combination. The hierarchical system is appropriate for neighbourhood circulation where the discontinuity of local and mmor collector roads would be desirable to discourage
Concepts of Urban Roadway System Planning 193
|
- |
|||||||
|
- |
' |
||||||
|
1 |
1 |
||||||
|
1 |
1 |
a) heirarchical roadhax system^
|
II |
|
|
1 |
|
|
Jl |
|
|
1 |
|
|
1 |
1* |
h OPEN-ENDED ROADWAY SYSTEM"^ ^ SEE REFERENCE 4
Rg, 8. Hierarchical and open-ended roadway systems
194 Arun Chatterjee on
through traffic. However, the major collector roads and especially the arterials must have continuity and, therefore, the open-ended system is ideally suited for these higher order fadUties.
It should also be noted that the configuration or the geometric pattern of the lower order roadways may vary in the various small spatial units — ^the neighbourhoods or environmental areas. For ins- tance, residential neighbourhoods may have a curvilinear roadway pattern for local and collector roads whereas for the central business district or an industrial park a rectangular grid pattern may be preferred for these lower order faciUties. Beginning with minor arterials and higher categories of roadways, a uniform pattern should be adopted for the entire urban area. The freeway network configuration, however, may be dififerent from that of the non- freeway arterials. For instance, a radial-circumferential confi- guration may be desired for the freeway system although the non- freeway arterials have a grid pattern. These two dififerent confi- gurations can be integrated by carefully superimposing one on the other. The actual alignments of the loop and radial freeways in such a case must be selected with utmost care and adequate atten- tion must be paid to the geometric details especially in the central area. It should be pointed out that the superimposition of radials on a grid pattern at the levels of minor arterial, collector, and local roads usually should be avoided since it creates odd shaped parcels of land and complicated intersections.
6.2. Integration of Internal and Regional Networks
The external traffic may have considerable impact on the internal transportation system of an urban area. Therefore, the regional transportation system has to be linked with the internal network carefully, and adequate capacity should be provided for accommo- dating the through and external-internal trips. The findings of the regional analysis performed as part of sketch planning would provide valuable inputs for identifying the needs of external traffic
6.2.1. Through traffic: A by-pass highway must be provided for the through traffic and it is imperative that the location of the facility be selected with due consideration given to its probable impact on the urban development. The outer loop of a radial- circumferential or a grid pattern principal arterial system is generally utilized by through traffic for by-passing an urban area. If the
Concepts of Urban Roadway System Planning 195
magnitude of the through traffic is substantial, the feasibility of a by-pass location far removed from an urban area should be given due consideration to minimize adverse impacts.
6.2.2. Extermd-intemal traffic: An urban area generates external-internal trips made by non-residents as well as residents for which continuous facilities should be provided between the central area of a city and the surrounding region. The radial princi- pal arterials are ideally suited for external-internal travel and they should continue beyond the urbanized area and join the inter-city highways. The radial freeways in particular must be integrated with the regional freeways to permit continuous movement to and from an urban area.
7. SUMMARY AND COMMENTS
Urban transportation planners should pay adequate attention to developing a sound and versatile roadway network system, which is essential for both private and public passenger transporta- tion as well as urban goods movement. To be skilful in this task, transportation planners must draw from several different disciplines including community planning and environmental design. To provide some help in this direction the Author has assembled from different sources the basic concepts and principles of roadway systems planning and presented these within a comprehensive framework.
The guidelines presented in this Paper are general in scope and are not meant to be used rigidly. Each area must develop clearly its own goals and objectives with regard to its roadway system and these objectives should be utilized in adjusting and refi- ning these guidelines as necessary. Transportation planners should pay particular attention to the objectives related to the scale and density of development since these should dictate the nature of transportation modes and facilities to be used as well as their spacing. For example, an lurban area committed to the preserva- tion of the human scale may not choose to develop any freeways. However, it still would have a system of principal arterials with geometric features suitable for slow-moving vehicles. Thus, the basic functional approach and aspects of the guidelines presented in this Paper would be valid in most cases although some of the guidelines with regard to certain specific issues and faciUties may not be relevant in all cases.
LR.G-13
196 Arun Chatterjeb on
Concepts of Urban Roadway System Planning
The overall process presented m the Paper would be useAd for all areas and is especially relevant to small urban areas. Consi- dering the potential for pUm implementation in small urban areas through land use controls and the reservation or acquisition of right- of-way in advance, the opportunities for developing idealized roadway networks in these areas should not be forsaken.
To avoid possible misunderstanding it shoukl be pointed out that the conceptual approach presented in this Paper does not entirely eliminate or negate the need or role of detailed travd demand analysis or modellmg. Although the conceptual approadi can be used without detailed demand modelling, it does requiro a sound understanding of the existing and future travel pattern in the urban area. The selected roadway configuration must be suitable for anticipated travel pattern. Therefore, a detailed travd analysis and forecasting, if available, would definitely increase the effectiveness of the conceptual approach. Moreover, a detailed travel analysis and forecasting would be essential if there is a need to evaluate alternative roadway proposals or justify a specific proposal in a quantitative manner.
REFERENCES
1. Canty, Eugene T., ^'Transportation and Urban Scaled* Oenera Motors Research Laboratory; Warien, Michigan, 1969.
2. Marks, Harold, '^Protection of Highway Utility**, National Co-op erative Research Program Report 121, Highway Researdi Board, National Research Council, Washington, D. C, 1971.
3. Levinson, H. S. and Roberts, K. R., ^Syston Configuratioiii in Urban Transportation Planning**, Highway Research Record^ Number 64, Highway Research Board, National Researcfa Council, Washington, D. C, 196S, PM. 71-^3.
4. Marks, Harold, 'Traffic Circoladon for Communities** Gruen Associates, Los Angeles, California, under commission from Motor Vehicle Manufacturers, Association, Inc., Detroit Michigan, 1974.
ST OF INDIAN ROADS CONGRESS SPfidnCAIIONS, STANDARDS, DESIGN, CODES, SPECIAL PUBUCAHONS AND BOUND VOLUMES OF JOURNAL OF INDIAN ROADS CONGRESS
PRICE per copy (Postage A paddng extra)
Rs. P.
Route Marker Signs for National Highways (in Metric Units) (First Revision) 3 00
Type Designs for Furlong and Boundary Stones 1 00
Standard Specifications & Code of Practice for Road Bridges, Section I— General Features of Design (in Metric Units) C^th Revision) Under print
Standard Specifications St, Code of Practice for Road Bridges, Section 11— Loads and Stresses (in Metric Units) (Third Revision) 10 00
Recommended Practice for Numbering Bridges and Culverts (First Revision) 5 00
Type Designs for Highway Kilometre Stones (First Revision) Under print
TraflSc Census on Non-Urban Roads (First Revision) 3 00
Recommended Practice for Borrowpits for Road Embank- ments Consttiicted by Manual Operation (Second Reprint) 3 00
Recommended Practice for the Design and Layout of Cycle Tracks (Second Reprint) 3 00
Recommended Practice for Location and Layout of Road- side Motor-Fuel Filling-cum-Service Stations (First Revision) 2 00
Recommended Practice for Location and Layout of Road- side Motor-Fuel Filling Stations (First Revision) Under print Recommended Practice for 2 cm Thick Bitumen and Tar Carpets (Third Revision) 5 00 Standard Specifications & Code of Practice for Construction of Concrete Roads (First Revision) Under print Tentative Specification for Priming of Base Course with Bituminous Primers 3 00 Tentative Specification for Single Coat Bituminous Surface Dressing 2 00 Design Criteria for Prestressed Concrete Road Bridges (Post-Tensioned Concrete) (First Revision) 8 00 Standard Specifications and Code of Practice for Water Bound Macadam (Second Revision) 8 00 Reconunended Practke for Bituminous Penetration Macadam (Full Grout) (First Reprint) 5 00 Standard Specifications and Code of Practice for Road Bridges, Section 111— Cement Concrete (Plain and Rein- forced) (First Revision) 10 00
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20. IRC: 22-1966 Standard Specifications and Code of Practioe for Road
Bridges, Section VI— Composite Construction for Road Bridges (Third Reprint) 7 00
21. IRC: 23-1966 Tentative Specification for Two Coat Bituimnoiis Surfooe
Dressing 5 00
22. IRC: 24-1967 Standard Specifications and Code of Practioe for Road
Bridges, Section V— Steel Road Bridges 9 00
23. IRC: 25-1967 Type Designs for Boundary Stones (in Metric Units) 2- 00
24. IRC: 26-1967 Type Designs for 200-Metre Stones 5 00
25. IRC: 27-1967 Tentative Specification for Bituminous Macadam (Base &
Binder Course) 5 00
26. IRC: 28-1967 Tentative Specification for the Construction of Stabilized
Soil Roads with Soft Aggregate in Areas of Moderate and HighRainfaU 2 00
27. IRC : 29-1968 Tentative Specification for 4 cm (1 1 in.) Asphaltic Concrete
Surface Course 5 (X)
28. IRC: 30-1968 Standard Letters and Numerals of Different Hetgfits for
Use on Highway Signs (in Metric Units) 2 00
29. IRC: 31-1969 Route Marker Signs for State Routes (in Metric Units) 3 00
30. IRC: 32-1969 Standard for Vertical and Horizontal ClearaiKes of Overhead
Electric Power and Telecommunication Lines as Rdated to
Roads (in Metric Units) 3 00
31. IRC: 33-1969 Standard Procedure for Evaluation and Condition Surv^s
of Stabilised Soil Roads 5 00
32. IRC: 34-1970 Recommendations for Road Construction in Water-logged
Areas
33. IRC: 35-1970 Code of Practice for Road Markings (with Paints)
34. IRC: 36-1970 Recommended Practice for the Construction of Earth
Embankments for Road Works
35. IRC: 37-1970 Guidelines for the Design of Flexible Pavements
36. IRC: 38-1970 Design Tables for Horizontal Curves for Highways Under prim
37. IRC: 39-1970 Standards for Road-Rail Level Crossings 3 00
38. 1R( : 40-1970 Standard Specifications and Code of Practice for Road
Bridges, Section IV — (Brick, Stone and Block Masonry) 6 00
39. IRC: 41-1972 Type Designs for Check Barriers Under print
40. IRC: 42-1972 Proforma for Record of Test Values of LocaUy Available
Pavement Construction Materials 3 00
41. IRC: 43-1972 Recommended Practice for Tools, Equipment and Appliances
for Concrete Pavement Construction 5 (X)
42. IRC: 44-1976 Tentative Guidelines for Cement Concrete Mix Design for
Road Pavements (for non-air entrained and continuously
graded concrete) (First Revision) 8 00
43. IRC: 45-1972 Recommendations for Estimating the Resistance of Soil
below the Maximum Scour Level in the Design of Well Foundations of Bridges 5 00
44. IRC: 46-1972 A Policy on Roadside Advertisements (First Revision) 5 00
45. IRC: 47-1972 Tentative Specification for Built-up Spray Grout 5 00
46. IRC: 48-1972 Tentative Specification for Bituminous Surface Dressing
using Precoated Aggregates 5 (X)
47. IRC: 49-1973 Recommended Practice for the Pulverization of Black
Cotton Soils for Lime Stabilization 5 (X)
48. IRC : 50-1 973 Recommended Design Criteria for the Use of Cement Modi-
fied Soil in Road Construction 5 (X)
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Mixes in Road CoostnictiOP 5 00
5)LIRC: 52-1973 Recommendations about the Alignment Survey and
Geometric Design of HiU Roads Under prin
51. IRC: 53-1973 Road Accident Foims A-land4 3 00
51 IRC: 54-1974 Lateral and Vertical dearanoe at Underpasses for Vehicu- lar TraflSc 3 00
53. IRC: 55-1974 Recommended Practice for Sand-Bitumen Base Courses 3 00
54. IRC: 56-1974 Recommended Practioe f<^ Treatment of Embankment Slopes for Erosion Control 3 00
55. IRC: 57-1974 Recommended Practioe for Sealing of Joints in Concrete Pavements 3 00
56. IRC: 58-1974 GuiddinesfOT the Design of Rigid Pavements for Highways 5 00
57. IRC: 59-1976 Tentative Guidelines fdr Design of Gap Graded Cemmt Concrete Mixes for Road Pavements 5 00
58. IRC: 60-1976 Tentative Guiddines for the Use of lime-flyash Concrete
as Pftvement Base or Sub-base 5 00
59. IRC: 61-1976 Tentative Guiddines for the Construction of Cement Con-
crete Pftvements in Hot-Weather €0. IRC: 62-1976 Guidelines for Control of Access on Hi^ways
61. IRC: 63-1976 Tentative Guidelines f<K the use of Low Grade Aggr^ates
and Sofl Aggregate Mixtures in Road Pftvcment Construction 5
62. IRC: 64-1976 Tentative Guidelines on Capacity of Roads in Rural Areas
63. IRC: 65-1976 Recommended Practioe for Traflfc Rotaries
64. IRC: 66-1976 Recommended Practioe for Sight Distance on Rural
Highways
65. IRC: 68-1976 Tentathw Guiddines on Cement Flyash Concrete for Rigid
Pavement Constniction
66. IRC: 69-1977 Space Standards for Roads in Urban Areas I 67. IRC: 70-1977 Guidelines on Regulation and Control of Mixed Traffic in
Urban Areas
68. IRC: 71-1977 Recommended Practice for Preparation of Notations
69. IRC: 72-1978 Recommended Practice for use and Upkeep of Equipment
Tools and Appliances for Bituminous Pavement Construc- tion 10 00
70. IRC: 73-1980 Geometric Design Standards for Rural
(Non-urban) Hi^\^ays 20 00
71. IRC: 74-1979 Tentative Guiddines for Lean-cement concrete and Lean
Cement-Fly Ash concrete as a Pavement Base or Sub-base 8 00
72. IRC: 75-1979 Guidelines for the Design of High Embankments 20 00
73. IRC: 76-1979 Tentative Guidelines for Structural Strength Evaluation of
Rigid Airfield Pavements 10 00
74. IRC: 77-1979 Tentative Guidelines for Repair of Concrete pavemrats
using Synthetic Resin ] 5 00
75. IRC: 78-1979 Standard Specifications and Code of Practice for Road
Bridges - Section VII- Foundations A Substructure Part I: Genera] Features of Design 16 00
76L IRC: Foldo* for Keeping Standards 10 00
n. SPECLO. PUBLICATIONS
1. Special Publication-M971 Bridging India's Rivers, Vol. 1 10 00
2. Special Publication-4-1966 Bridge Loadings Around the World 3 00
(3)
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3. S|iecidI^iblicatioii-5-19CTBMidIkiinMBPncli0HAfiiaiidteltadd 3 M
5. SpedalPublicatkm-9^1972IUtinforBridiBi < 00
6. Speda] PublicatkKi —10-1972 Bridgiiig Indit'i Rimi, VoL n 15 00
7. Speda] Publicttion —1 1-1977 Handbook of QuaHtr Control for Goortm-
tkm of Roads and Ruiiwa3ft(FfailR0vUon) 15 00
8. Spedal Publication —12-1973 Tentative Reconmendatkn on te Fkovi-
rion of Finidng Spaces for IManAnai 2 00
9. Spedal PublicatioD —13-1973 Guidelines for the DeslgD of SmaH BddfBS
&CQlwts 15 00
10. Spedal IHiblication —14-1973 A Manual forte Appikartion of te^ _ ^
cal Fitfi Method of Higtnvay Projects in India 12 00
11. Special Publication —15-1974 Ribbon Devdopment along Httfiways and
its Prevention 10 00
12. Special Publication —16-1977 Surface Evenness of Hi^iway Fsranents 7 00
13. Special Publicadon —17-1977 Recommendations about Overlays on
Cement Concrete Pavements 15 00
14. Special Publication —18-1978 Manual for Highway Bridge Mafrtsnanoe
Inspection 15 00
15. Spedal Publication —19-1977 Manual for Survey, Investigstion and
Preparation of Road Projects 15 00
16. Spedal Publication —20-1979 Manual on Route Location, Design. Con-
struction and Maintenance of Rural Roads (Otiier
District Roads A Village Roads) 20 00
17. Spedal Publication —21-1979 Manual on Landscaping of Roads 30 00
18. Special Publication —22-1980 Recoamaendations for the siaes for each
type of Road making macfaineor to cater to the general demand of Road Works 5 00
19. Environmental Considerations in Planning A Design of
Highways in India (1979) 15 00
20. Paper on Panel discussion —Limit State of Crack-Width by
P.C Bhasin & S.P. Chakrabarti 10 00
21. Ministry of Shipping & Transport (Roads Wing)— Standard Plans
for Highway Bridges, Volume II— Concrete
Slab Bridges 35 00
22. Ministry of Shipping & Transport (Roads Wing) Specification for
Road and Bridge Works (First Revision) 30 00
23. Paper No. 238— Considerations in the Design and Sinking of Well
Foundations for Bridge Piers by B. Balwant Rao
and C Muthuswamy 5 00
24. Paper No. 257— Construction of a Ohat Road from Bodinayakanur
to Bodimettu by E.C Cliandrasekharan 4 00
25. Paper No. 278— The Use of Restrained-Neoprene Bearings in Civil
Engineering by J.W. Sk>ttje AP.S. Gokhale 2 00
26. Paper Na 317— Experience in the Improvement and Modernization
of Roads in Tamil Nadu by E.C Chandrasekharan 4 50
27. Papers for Panel Discussion on Intermediate technology in Highway
Construction and Discussion thereon presented at the 37th
Annual Session, Bhopal, December, 1976 10 00
28. Highway Research Bulletin No.l, 1975— Traffic Engineering 5 00
29. Highway Research Bulletin No.2, 1975— Flexible Pavements 5 00
30. Highway Research Bulletin No.3, 1976— Rigid Pavements 5 00
(4)
00 00 00 00 00 00
12 00
31. Highway Research Bulletin Ko.5, 1977— Rigid P&vemeDts 5
32. Highway Research Bulletiii No.6, 1977— Flexible Pavements 5
33. Highway Researdi Bulletin No.8, 1978— Traffic Engineering 5
34. Highway Reseaich Bulletin No.9, 1978— Flexible Pavements 5
35. Highway Reseaich Bulletin No.lO» 1979— Soil Engineering 5
36. Highway Researdi Bulletm No.ll, 1979— Rigid Pavements 5
37. Highway Reseaich Board Special Report No.l, 1976-'State of the Art:
Lime Scnl Stabihsation*
38. Highway Reseaich Board Special Rqxxrt No.2, 1976-'State of the Art:
Pavements, Slipperiness and Skid Resistance* 12 00
39. Highway Research Board Special Rqxxrt No.3, 1978-'State of the Art:
Compaction of Earthwork and Subgrades* 15 00
40. Highway Reseaich Record No.l, 'General Report on Road Research Work
done in India during 1973-74* 5 00
41. Highway Research Record No.2, 'Oen^^l Report on Road Research Work
done m India during 1974-75' 5 00
42. Hi^way Reseaich Record NaS^ ^General Report on Road Research Work
done in India during 1975-76* 5 00
43. Highway Reseaich Record No.5, 'General Report on Road Researdi Work
done in India during 1977-78' 5 00
44. Highway Researdi Record No.6, 'General Report on Road Researdi Work
done in India during 1978-79* 5 00
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Total authority in Construction Equipment
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Indian Roads Cong^ress Journal Volume 41-2
^ncf^ili.
^jjfvjf N.J 334 •'Appfj^cfi lor Dcvelupmg fKi-guren Immediate Action Proposals for Re Transport In Mot/opolitan CUy^Cas^ Study of Ahmedabaa** Prof. M.S.V Rao & A*K. Sharf
ZZa Paper No. 335 ''A Field Stud/ on the St/engtlienlng of Thin Cement Concrolo Pavements with Flexible Overlays" Of. MP, Dhlf & J. Miliar
335 PariL •rtion— Thenie Paper ''HIghWd
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INFORMATION SECTION
•*Prodlctron ol But Depth In Rexible Pavomenif Or, Surendrs Prakash Jd'n
^Structural Thlcknassos of PflVcnr»oiUt (or
Bullock Carta"
Dr. M.S. Rao & C.S. Sahu
389 "Dtitortional Am^tvs's of Slnata CbU Prlflrhallc Box Girder: Or. InOi N. Raidyopdid.t & B^K^ Raisgopaiaa
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DECEMBER T980 NEW DELHI
nMTAUVE ROGIAMME OF TOE
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INDIAN ROADS CONGRESS JOURNAL VOLUME 41-2
PublitlMd by the Indian Roads Congress
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Printed at New Century Printers, 41-B, Sidco Estate, Ambattur, Madras-600 098. Edited, Printed and Published by P. C. Bhasln, Secretary, Indian Roads Congress, Jamnagar House, Shahjahan Road, New Delhi-110 Oil under the authority of the Indian Roads Congress— 5,750— November, 1980.
Paper No. 334t
"APPROACH FOR DEVELOPING INTEGRATED IMMEDIATE ACTION PROPOSALS FOR ROAD TRANSPORT IN METROPOLITAN CITY— CASE STUDY OF AHMEDABAD''
By
Prof. M. S. V. Rao*
&
A. K. Sharma**
Page CONTENTS
1. Growth of Ahmedabad .. 198
2. Travel Characteristics . . 200
3. Agencies and their Development Programmes . . 202
4. PoUcy and Objectives of Study . . 204
5. Growth of Passenger Traffic .. 204
6. Fleet Characteristics and Bus Replacement Cycles . . 208
7. Supporting Facilities ..213
8. Road Development Programme . . 213
9. Investments— AMC and AMTC .. 220 10. Economic Evaluation . . 221
SYNOPSIS
A sectoral approach has been presently adopted to solve the city's ^ansport problems. Lack of integration within and between the Sectors) pas resulted in low priority treatment to public transport operations, resulting !& increasing traflSc congestion on roads and the rapid growth of other modes >nttiedty.
The study aims at achieving an integrated road and road transport <«veIopment programme for Ahmedabad by route" rationalisations on Dfatc- jioii-cam-Destination oriented system, and unprovement to operation charac- 5istics of the bus service by the quality improvement of the fleet and rephai- ing the development priorities for road construction.
An investment of 27 crores between 1978-79 and 1982-83 by Ahmedabad Municipal Corporation and Ahmedabad Municipal Service is envisaged. The ^leoaientation of the project will ensure reducing the avonge fleet age from 10.5 years existing at 1977 to 3.5 years in 1982, fleet utilization from 78 to 85 percent vehicle utilization from 190 to 210 kms/day. Witii the 2^>rovement in operation diaracteristics the A.M.T.S. will be able to satisfy mefature demand at an average growth rate of 8 per cent per annum.
tWritten Conmients on this Paper are invited and will be received nptolOdi December, 1980.
*Dean of Studies, School of Planning and Architecture, New Delhi -110 002.
^^Assistant Professor of Transport Planmng, School of Planning and Ardiitecture, New Delhi - 1 10 002.
198 PMF. Rao a Shaima on
1. GSO^TH OF AHMEDABAD
The city of Ahmedabtd has experienoed a rapid and varying trends of groij^lh during different decades. The origin of this city lies in the citadel of Bhadia, which later became the centre of the fortified settlement of the present walled dty. Construction of bridges across the ri\'er led to the e^umsion of urban growth in Western direction,such as the emergence of multi-storey buildings along Ashram Road, establishment of Gujarat University and sprawl of C. B. D activities.
Ahmcdabad is the sixth largest dty in the country and is the second fastest growing city ranking next to Delhi.
Since 1911, the population of the city is continuously on the increase and is now estimated to be around 1S.9 lakhs (1971). The city in reaching this population size has recorded different groijkth trends. However, the growth trends have now stabilised and the dty is growing at the rate of 4 percent per annum.
Ahmedabad dty can be classified as a major industrial, com- merdal and service centre of the State. Nearly 90 per cent of the total working force, i.e. 4.5 lakhs is engaged in the above categories. Significant changes have occurred in the occupational structure of the industrial, trade and commerce and transport and communi- cation sectors of employment. These changes reflect that the dty*s economic base is slowly changing from uni-functional to a multi- functional. The emergence of a balanced occupational structure is a healthy change and conforms to the requirements of a metro. poUtan dty.
Inconsistencies in socio-economic and area-wise growth trends, coupled with urban sprawl have affected the city structure in varied ways. The overall population density of the dty has in- creased from 11,276 to 17,053 persons per sq. km during 1941- 71. Imbalances in ward-wise densities have not only distorted the Jand-use system of the city but have also posed problems for pro- vision of social infrastructure.
On account of high accessibility offered by the regional transport system Le. road and rail, the city has physically grown in a concentric shape and the process of urban sprawl in the absence
Ikteorated Road Transport in Ahmeoabad
199
of perspective plan has aided the city in achieving the present form and structure, (Figs. 1 and 2).
CJty Area 1330 City Area^O Carpofatiw Arti
LfgrHid
g^ CJty Area VM
^■t City Ar#* tg|0
Fig. 1 Growth of Ahmedabad City— 1900-1960 (Source: Structural Metropolitan Plan, Ahmedabad, 1978)
Area-wise concentration of activities has posed serious problems for the provision of an adequate urban transport system in the area. Apart form the locational distortions which are likely to affect the travel characteristics, the present land-use system also suffers from a number of imbalances affecting the movement pattern.
200
Pbop. Rao a Shamia on
Fig. 2. Growth of Ahmedabad Qty— 1960-1971 (Source: Structural Metropolitan Plan, Ahmedabad, 1978)
The most oonspicuous features of the existing landuse system are the total inadequacy of the area devoted to roads and streets in Ahmedabad. Only 12.9 per cent of the total area is devoted to roads and streets in Ahmedabad. The total road lengths in Ahmedabad have experienced a marginal increase of 10 per cent (63.4 km) over the 1961 figures of 777.4 km.
2. TRAVEL CHARACTERISTICS
A phenomenal increase in the number of vehicles has been observed in Ahmedabad city since 1966-67. The vehicular popul-
Integrated Road Transpchit in Ahmedabad 201
ation in a decade has nearly doubled. At present, there are more than 100,000 registered private vehicles in the city. The growth in vehicles by mode indicates a sharp rise in the number of two. wheeler scooters amongst the private vehicles and auto-rickshaws in the public vehicles. The actual number of these vehicles has increased from 33,189 in 1966-67 to 61,679 in 1973-74 registering an average growth of 10 per cent per annum. It is estimated that there are 12,000 auto-rickshaws at present.
An interesting feature of travel characteristics is the area^ wise use of vehicles. The auto-rickshaws and two-wheeler scooters are extensively used for movements within the walled city area where the roads are narrow and density of population is hi^ In such conditions, it is usually recommended that bus/rail systems should be given high priority. Distortions in the use of modes in walled city have crept in, due to the poor accessibility offered by the public transport system. Limitations to diversify the bus fleet to suit the network characteristics have made auto-richshaws and scooters preferential modes of transport in the walled city on account of their manoeuvrability and availability.
Roadway congestions in the walled city need a special mention. Travel speed study conducted in 1971 estimated average travel speed over the city as 29 kmph. Recent studies have indicated that average speed has declined by IS to 20 per cent. Variations in travel speed are significant in Ahmedabad on an area-wise basis. In comparison to the average speed of 29 kmph of the city, speed along Gandhi Road and Relief Road in the walled city area has been estimated to be S.O kmph. It is difficult to justify econo. mical operation of buses at such low speeds.
Optimal utilisation of road space assumes great importance in areas with low road space. Application of conventional methods of traffic management in heterogeneous flows have not improved the road space utilisations. Bus priority measures adopted so far have also failed to improve the level of service as management of roads still provide preferential treatment to private transport. The problems of management in the city are aggravated on account of large-scale use of bicycles for passenger trips and manually and animal-drawn vehicles for goods movement in the city.
The intensive use of private modes such as cars and scooters in core and congested areas of the city has aggravated the parking
202 PnoF. Rao 3t Sharma on
IH'ohlems. Increasing gap between supply and demand of parking facilities has led to parking of vriiides in unaothorised places and already congested footpaths. This in turn has resulted in increasing congestion and unsafe travd conditions along roads.
Use of cycles for intra-city trips is continuously on the in- crease in most of the urban areas and Ahmedabad is no exception. At present, there are about S lakh cycles in Ahmedabad. Conti- nued increase in the use of cycles though [referable from the economics and environmental view-points, however, poses serious problems for optimising the use of available road space in the central areas.
Analysis of accident records has reflected that the number of accidents has increased from 623 in 1962 to 1023 in 1973; recording an increase of 65 percent. During the period, the fatal accidents have recorded a three-fold increase. The accident details and trends are given in Table 1.
Area-wise variations in land-use and socio-economic charac- teristics have resulted in the formation of strong travel corridors. Inadequacies in circumferential road systems coupled with concen- trated activity developments in the city have led to uni-directional flows. At present more than 20 per cent through traffic is obser- ved along important radial routes within the walled city.
The emerging situation of urban travel indicates that private mobility in the city is becoming increasingly important, though the existing/forecasted situations warrant the need for improving the total population mobility. Inconsistencies in prevailing and desi- rable trends can be substantially removed if the bus services are sufficiently strengthened.
3. AGENCIES AND THEIR DEVELOPMENT PROGRAMMES
Though a well-defined urban transport policy for the country is yet to emerge, there is a general agreement at centre* state and local levels to promote the public transport systems vis- a-vis private transport. Considering the socio-economic dispari- ties in urban living and specially the needs of economically weaker sections of the society, the importance and priority for developing public transport system is even greater in our cities. However, in
INTEGRAIED ROAD TRANSPORT IN AhMEDABAD 203
Table 1. TkENM in Fatal and Non-Fatal Accidents in Ahmedabad
|
1>pcof Acddcnts |
||||
|
Year |
||||
|
Total |
Fatal |
Serious |
Ordinary |
|
|
1962 |
623 |
35 |
43 |
545 |
|
1963 |
728 |
50 |
55 |
623 |
|
1964 |
742 |
43 |
33 |
696 |
|
1965 |
780 |
40 |
33 |
707 |
|
1966 |
708 |
53 |
30 |
625 |
|
1967 |
739 |
68 |
38 |
633 |
|
1968 |
871 |
68 |
33 |
770 |
|
1969 |
835 |
78 |
40 |
717 |
|
1970 |
1029 |
81 |
53 |
895 |
|
1971 |
866 |
73 |
42 |
751 |
|
1972 |
922 |
59 |
62 |
801 |
|
1973 |
1158 |
86 |
58 |
1014 |
|
1974 |
1021 |
105 |
29 |
837 |
SOURCE: A.M.C - Draft Revised Development Plan--1975-85.
working out future development programmes, social concern and improved road space utilisation have been receiving low^ priority treatments. Moreover, lack of integrated approach, multipli- city in functions and varying systems are other major reasons which contribute to the widening of gap between supply and demand- The above weaknesses, specially in transport sector programmes* find an important place in sectoral policy paper of World Bank on "Urban Transport."*
A systematic approach to urban transport problems warrants a detailed study of external and internal factors. External factors largely comprise of components such as roads, terminals, depots, prevailing environmental conditions and assessment of local agencies and the internal factors are concerned with the soft- ware components such as equipments, operation and user characteristics, etc. It is interesting to note that considerable efforts in the past have been made in Ahmedabad to improve both the soft and hard-ware components of the system. However, in devising the solutions, the concerned agencies lacked in developing integrated solutions. Moreover, the capital intensive nature of envisaged programmes and distortions in plan phasing limited the implementation of the envisaged projects only to a piece-meal improvements.
204 Prof. Rao ft Sharma on
A number of agencies are, at present, engaged in solving the city's trafSc and transport problems. Notable amongst these are the Municipal Corporation, Ahmedabad Municipd Transpor; Services, Town Planning and Valuation Department, Traffic Police and recently constituted Ahmedabad Urban Development Authority.
4. POUCY AND OBJECTIVES OF STUDY
Having the background of the two reports on urban transport projects for Bombay and Madras submitted for World Bank assistance, the study has been undertaken with the following objectives:
(a) Assessment of travel demand for Five Years Period by bus transport system on the basis of growth trends and likely structural changes in the dty.
(b) Critical assessment of the route and operational characteristics of AMTS including maintenance of depots and workshops to develop meaningful replacement pyde of buses and requirements of bus fleet during Five-years Plan period.
(c) Re-phasing of road construction programme to promote public transport.
The project design aimed at largely meeting its data require- ments from secondary sources such as Ahmedabad Municipal Transport Services, Municipal Corporation, Town Planning and Valuation Department, Government of Gujarat etc., on various aspects of the problem. Limited field surveys were also envi- saged to study the bus passenger and utilisation characteristics. The analytical phase of the study aimed at determining the bus replacement cycle and assessing the Ukely improvements in its existing route design, workshop and other infrastructural faci- lities and their financial implications.
5. GROWTH OF PASSENGER TRAFFIC
Comprehensive traflSc and transportation studies for Ahmedabad are still to be completed to establish a scientific base for assessing the future travel demand. Collection of available data sets for land-use, socio-economic and passenger travel charac- teristics in time profile reveal that gaps and shortftills in the existing
Integrated Road Transpchit in Ahmedabad 205
data prohibit the use of sophisticaed technique for travel projec- tions. The travel projections for the present framework of study is confined to five-year period (1978 to 1983). The approaches used in determining the travel demand for five year period are based on the inter-relationships observed between the trends of growth of population, user and system characteristics. Due weightage has been given to the area-wise variations prevailing in the city before accepting a projected figure. Future projections for travel have also been cross-compared with the prevailing trip generation and modal choice characteristics observed in other metropolitan cities of the country.
Population forecasts for the city and its influence area have been made in the structural plan for the region." As per the plan, the Ahmedabad Urban Area is likely to hold a population of 36 lakhs by 1991 at the growth rate of 4 percent per annum. This trend of growth for the population is generally accepted. It is estimated that by 1983, the city (within Corporation boundaries) would hold a population of about 25 lakhs.
The city is facing a serious problem of peripheral growth. It is expected that peripheral population would depend mainly upon municipal transport services for their travel needs. Detailed study of peripheral villages are made in collaboration with Bureau of Economics and Statistics, Government of Gujarat. It is ascertai- ned from the study that another 3.0 lakhs population would have to be catered to by the AMTS Services. On the basis of this, it is estimated that the total population that has to be catered to would be of the order of 28.0 lakhs by 1983.
Municipal Transport Services were started in Ahmedabad just at the time of Independence. Since then, a steady increase in the number of passengers has been observed till 1971 . Between 1971 - 76, the passenger growths have registered a fall in passenger demand. This is largely attributed to the declining level of services offered by the mimidpal transport service. In order to overcome the inconsi- stencies in growth trends, it was considered desirable to delete the growth trends beyond 1971 for assessing future travel demand. The period of 1951-71 which reflects certain consistencies in growth trends is considered appropriate for predicting the fut- ure travel demand. The number of passengers availing the city
206 Prof. Rao ft StaARiiA on
services has increased from 1.S3 lakhs in 19S1 to S.43 lakhs in 1971 recording an increase of 3.90 lakhs passengers in two decades of operation. Annual average growth of passenger tmfBc in the last two decades (1951-71) is estimated at 12.6 per cent.
A characteristic feature of the projection methodology is the determination of passenger km. likely to be generated in future years. This is important to determine the future system require- ments for the city. Study of average passenger trip length has indicated that there is no significant variation. Since major changes in the physical expansion of the city are not being envi- saged, it is expected that there will be no significant variations in trip length. For estimation of futiure bus passenger km the current trip length of 4.5 km is accepted.
The population of the city has increased from 7.78 lakhs to 15.85 lakhs during 1951-71, Table 2 recording an average growth rate of 5.2 per cent per annum. During the same period the growth rate of passenger trafGic has been estimated at 12.6 per cent per annum. The ratio of growth rates of population and passenger traffic are in a proportion of 1 : 2.4. However, considering the population and passenger trends upto 1975-76 the ratio work up to 1 : 2. The envisaged rate of growth of population is 4 per cent. On the basis of the above ratio it is assessed that the future passenger traffic is likely to grow at 8 per cent per annum. The operational experiences of other transport undertaking justify the adoption of this growth rate. On the basis of this growth rate it is expected that the future passenger traffic would be of the order of 9.00 lakhs. This traffic would generate 40.25 lakhs of bus passenger km by the end of the projected period.
Assessment of future bus passenger traffic has also been made on the basis of number of passenger per thousand population. The number of passengers per thousand population increased from 197 to 290 in the decade 1951-61; recording an overall increase in trip making by 58 per cent. In the next decade i.e, 1961-71 a marginal increase of 17 percent has been observed. This increase has raised the number of trips per thousand population to 341 , Table 3. Operational experiences in other metropolitan cities reflect that bus passenger trips per thousand population range
Intboratbd Road Transport in Ahmedabad 207
Tablb 2. Tbxsdb m Growth w PAfiDKUR and Pcvulation IN Ahmedabad (1951-76)
|
Year |
Population (Lakhs) |
No.of Passoh {Lakhs) |
Decadal Changes % |
Annual Growth Rates |
||
|
Passenger |
Popuh- tton |
Passenger |
Popu- lation |
|||
|
1951 |
7.88 |
1.53 |
^^ |
__ |
_„ |
^^ |
|
1961 |
11.49 |
333 |
118.2 |
45.8 |
11.8 |
4.5 |
|
1971 |
15.91 |
5.41 |
62.0 |
37.9 |
6.2 |
3.8 |
|
1976 |
18.78 |
5.34 |
1.2 |
15.9 |
0.2 |
3.2 |
|
Average (1951-71) |
_ |
12.68 |
5.2 |
|||
|
(1951-76) |
— |
— |
— |
10.08 |
5.6 |
SOURCE: (1) Census oflndia- 1951-71 (2) A.M.T.S.
Table 3. Trends m Numbbr of Passbnqbrs Pbr 1000 Population
|
Population |
Passengers |
No, ofPassengersI |
|
|
Year |
{Lakhs) |
{Lakhs) |
1000 Population |
|
1951 |
i.n |
1.53 |
197 |
|
1961 |
11.49 |
3.33 |
290 |
|
1971 |
15.85 |
5.41 |
341 |
|
Average |
|||
|
(1951-71) |
• |
• |
276 |
SOURCE: (1) Census of India -1951-71 (2) A.M.T.S. Statistics
between 350 to 5(X). The figures for Ahmedabad is close to the lower limits. On the assumption that improvement in bus trans- port system would at least result in stabilising the ratio at 350 during the projected period, it is estimated that the likely travel would be of the order of 9.80 passengers and 43 passengers km per day.
Provision of an integrated public transport system for Ahmedabad metropolitan area is feasible in a long-range perspe- ctive. Thus keeping in view the form and structure of the city and limitation of single transport system operation, it is expected
208 Prop. Rao ft Sharma on
that bus transport system with renewed fleet and route rationali- sation will be in a position to cater to a maximum of 45 per cent of the total travel demand.
Comprehensive traffic and transportation studies in Indian cities have highlighted that per capita trip generation is 0.7 trip/ person. Considering that Ahmedabad represent a typical metropo- litan city of the country as regards its growth, structure and net- work, the above figure should largely be accepted. Assessment of future passenger travel on this basis reveals that the future trave would be of the order of 9.0 lakhs passengers and 40.0 lakhs passenger km (1983).
Comparative analysis of the result obtained from above methods. Table 4 has been used to determine the future travel demand. The result obtained from the various methods differ marginally. A conservative approach has been adopted to select the final figures and the lowest of the three values have finally been selected. From the above it is concluded that the travel by 1982- 83 would be of the order of 9.00 lakhs passengers or 40.00 lakhs passengers km respectively.
Disaggregation of future travel demand on an area-wise basis has been by considering the future population distribution in the city and adjoining settlements. Keeping in view the feasibility of operating mini buses in the walled city, area-wise passenger km with and without mini bus operations has been detailed out in Tables 5 & 6, respectively.
6. FLEET CHARACTERISTICS AND BUS REPLACEMENT CYCLES
The review of user travel characteristics has revealed that distortions and inadequacies in public transport system have given impetus to private mobility. Increased waiting, transfer times and passenger accumulation trends warrant the review of internal factors. Fleet and its utilisation trends form an important compo- nent of internal factors, in the adopted approach.
The present AMTS scrapping policy is to scrap the bus after eight years of service life. This policy is based upon the Under- taking's experience of operating the indigenous buses in the city. The main criterion for replacement is the condition of vehicle after
Intboratbd Road Transport in Ahmedabad
209
a spedfiod service life. Ho^^ever, considering the present mix of fleet, the scrapping policy is largdy non-operational on account of fiscal constraint.
Table 4. Comparativb Analysis of Futurb Travel Esumaies
SI. No.
Method
Forecasting Raiioltrend
Future £stiinate8
Passenger {Lakhs)
Passenger Kms {Lakhs)
1. Growth Trend Ratio 8% 9.00
2. F&ssengerinPopula- 350/1000 9.80 tion Ratio Populaticm
3. Optimisaticm of 45% modal 9.00 Existing System split
40.25 43.00
40.00
Table 5. Growth of Daily Passenger Trips for the PERIOD 1977-1978 TO 1982-1983 (Without mini-bus operation in walled dty area)
Area/year
Central
(Walled dty)
North
South
East
West
Passenger km per day
1977-78 1978-79 1979-80 1980-81 1981-82 1982-83 90046 98263 106482 114699 122918 131135
457543 474701 491858 509016
250219 262230 274240 286250
797399 659476 921554 983631
1120783 1279755 1438727 1438727
526174 543332
298262 310272
1045708 1107786
1756671 1915642
Total 2715990 2974425 3232861 3491295 3749733 4008167
Table 6. Growth of Daily Passenger Trips for the Perkh> 1977-1978 to 198M983 (With mini-bus operation in walled dty area)
Area/Year
Central
(Walled dty)
North
South
East
West
Passenger km per day
1977-78 1978-79 1979-80 1980-81 1981-82 1982^3
90046 148263 161482 174699 187918 201135
457543 474701 491858 509016 526174 543332
250219 262230 274240 286250 298262 310272
797399 859476 921554 983631 1045708 1107786
1120783 1279755 1438727 1597699 1756671 1915642
Total- 2715990 3024425 3287861 3551295 3814733 4078167
210 PROT. Rao & Sharma on
At present the total fleet strength of AMTS is 595 buses. Of these SS7 are smgle deckers and the remaining 38 account for conventional and articulated double decker buses. The average seating capacity of the single decker is SO^and the double decker is 90. The study of the fleet by make revealed that the existing fleet is made of two types— Inland and Tata buses. Review of fleet augmentation trends have revealed that the organisation prefers to maintain a single mix fleet for improving the operating eff'ici- ency. On account of familiarity with maintenance practices, availability of spares and low maintenance cost, the organisation has preferred Leyland buses for their fleet.
The study of external factors and the analysis of operating characteristics in walled city area have revealed that significant improvements in both operations and level of service can be achieved, if the present emphasis on fleet augmentation by procuring large buses is replaced by introduction of smaller vehicles such as mini-buses in an organised manner. Introduction of mini- buses in the walled city has also been recommended by other agencies. Experimental studies undertaken in the walled city to assess the manoeuvrability of mini-buses vis-chvis convmtionai bus has further confirmed that introduction of smaller vehicles in core and congested areas can help in improving the level of service and operating characteristics.
The analysis of the fleet with respect to growth and replace- ment of buses revealed that only marginal improvements in the fleet have been achieved since 1967. The overall fleet strength has only increased from 481 to 595 diuring the last ten years. The study of scrapped buses reflected that nearly 246 buses have been replaced during the same period. Cumulatively only 350 new buses have been added to the fleet services of 1967. This means that on an average 36 buses have been added to the fleet and nearly seventy percent of these are for replacement of scrapped buses. The limitations in maintaining a viable fleet have directly affected the bus operations. Inconsistencies have crept in the growth rate of passengers which recorded a marginal increase of only 10 per cent during the last ten years.
Details of scrapped buses reveal that nearly all the scrapped buses were more than 10 years old and had completed nearly 5
Integrated Road 'Vransport in Ahmedabad ill
lakhs km of operation. £>etails of scrapped buses when read in conjunction with the stipulated policy reflect that scrapping of buses has been largely related to the availability of new buses.
Non-adherence to scrapping policy has resulted in the gradual increase of fleet age from 4.27 years in 1961-62 to 10.27 years in 1977-78; reflecting an overall increase of 120 per cent in the fleet age. As against the recommended economic mix of the fleet of 3.S to 4.0 years the present fleet age is 10.27 years.
Before determining the fleet requirements of the buses for the next five years and the replacement cycle, it would be desirable to review the existing fleet characteristics and identify the improve- ments required for maximum output from the buses now in use.
The scheduled fleet utilisation of the municipal transport services has gradually dropped from 85 per cent to 78 per cent in the last decade. Comparisons with well-developed public transport system reflect that the existing fleet utilisation is low and needs to be suflSciently improved. The obvious reason for the decline is the increasing age of the fleet. Considering the present age, only marginal improvements in the fleet utilisation can be expected with improvemmt in workshop and maintenance practices and sub- stantial improvements can only be achieved by proper replacement of buses.
The vehicle utilisation during 1977-78 is estimated to be 180 km/day. Significant variations in vehicle utilisation exist on area-wise basis ranging from 121 km/day in walled city area to 190 km/day in southern parts of the city. Considering the present traffic and vehicle utilisation, they are considerably low and needs to be improved. It is expected that improvements in route charac- teristics, such as reduction in parallel route operation, reduction in journey times etc.,and reduction of overall age of the fleet would improve the vehicle utilisation by 20 per cent. This in turn will raise the overall vehicle utilisation to about 210 km.
Increase in age of buses has a pronounced efiect upon the rate of breakdowns. An inter-relationship developed between the fleet age and number of breakdowns per day by fitting a second degree curve between the two indicators with a co-efficient corre- lation of 0.97 and standard error of 2.10 is given in Annexurel. The
IRC-41-2— 15
ill PRW. lUo ft Sharma ON
ettimated values reflect a high degree of agreemoit with the presoot value of IS to 16 breakdowns/day and the gmeially adopted standard value of 2 to 3 breakdowns/days for various ages. At the standard value, the curve indicates an average fleet age of 3.5 to 4 years. This agrees favourably with the age d^ennined from the economic view-point.
Considering the existing fleet and operating diaracteristics cumulatively, it is concluded that a number of improvements can be directly achieved by reducing the average fleet age. Reduction of age necessarily needs a bus replacement cycle and policy. Re- placement policy stipulated primarily aims at revitalising the existing fleet of the municipal bus services within a span of five years. Adoption of this cycle beyond the project period would ensure a stable fleet.
It is estimated that the AMTS would require an overall fleet of 704 buses by the end of the projected period. The recommen- ded system includes operation of mini-buses in the walled city area to improve the level of service and current accessibility standards. An increase of 25 per cent is anticipated in vehicle utilisation over the present coverage of 120 km with mini-bus operation on account of its flexibility in operation. Considering the travel demand, seating capacity and operating cost, fleet utilisation and load factor for mini-bus operation has been fixed at 90 per cent. The number of mini-buses required for meeting the walled city demand has also been estimated. It is observed that 75 mini-buses would be needed to cater to the likely travel demand.
It is expected that improvement in fleet will directly affect the economics of operations. At present, a sizeable gap exists between the prevailing load factor (51 per cent) and the break- oven load factor (62 per cent). Projected improvements in fleet age will result in improved vehicle utilisation and the break-even load factor is expected to occur at 58 per cent.
The adoption of proposed replacement cycle for determining the fleet requirements of the city reflects that nearly 551 new buses and 75 mini-buses would be needed for replacement and new addi- tions in the next five years. Yearly breakdown of the total bus requirements indicates that higher number of buses would be required in the early periods to clear the existing backlogs. It is
IhTTEORATED ROAD TRANSPORT IN AhMEDABAD 213
envisaged that beyond the projected period the organisation would require even number of buses to maintain the recommended fleet age of less than four years. Details of the bus replacemmt/ augmentation and projected operation characteristics are given in Tables 7, 8, 9 and 10.
7. SUPPORTING FACILITIES
AMTS Central Workshop located in Jamalpur was built in 19SS-S6. The workshop is designed for an optimiun capacity of 1000 vehicles. However, it can adequately cater for 700 vehi- cles. AMTS at present is served by only one depot adjoining the workshop. The depot has all the faciUties for repairing for and docking for buses. There is acute shortage of parking space for stabling the buses. The present depot can stable 441 buses. SO buses at Vadaj bus terminus and 90 buses at Lai Darwaja are stabled during the night where minor repairing and daily attention jobs are carried out on the vehicles.
There is a need for rationalising routes on destination-cum- diredion-oriented system. This would be requiring the decent- ralisation of routes from the existing two terminals, Lai Darwaja and Kalupur to two additional terminals located near Delhi Gate and State Transport Terminal and strengthening of the existing terminals at Pdadi and Navarangpura, Fig. 3.
With the rapid growth of the city, careful planning of depots and terminals have become essential, as they will play a vital role in ensuring optimum fleet and vehicle utilisation. With this in view, AMTS have already initiated the following progranune for devdoping the depot and terminals. All the schemes are included in the sectoral outlay in the AMC Revised Development Plan^ 1975-1985. Location of proposed depots are shown in Fig. 4, Each depot is so located that buses attached to the depot can go out for service in its close vicinity thereby the dead kilometeragp oan be kept down to 1 per cent of the total scheduled kilometerage.
g. ROAD DEVELOPMENT PROGRAMME
The other works of systems improvement which can facili- tate the movement of bus services are removal of bottlenecks; improvement in engineering, regulation and control measures of
214
Prof. Rao & Sharma ok
I. e g e n d ^^ Bus Ttrminals ^ Pick up Points
' iRmito Thrpugh S.T.T«rmina1
izxi^uRouv Through K B Terminal
Rout* Through Otihi Gate Terminat ^ Route Through L al DarwajaTermtnat
Fig. 3. Proposed Minibus routes in central area
eusting roads to achieve better level of service. These are to be undertaken by other agencies such as Municipal Corporation and TrafBc Police. The road development programmes including Installation of trafSc signals are undertaken by Municipal Cor- poration. Traffic regulation and control is, however, the responsi- bility of the traffic police.
The earlier sections of this report have largely explained the problems and variation of road network on an area-wise basis. The study of routes has also highlighted that vehide utilisation and bus travel speeds arc considerably affected due to the above varia- tions e.g. bus operations are severely affected due to level crossings
iKraoRAin) Road Transport in Ahmedabad
215
I
\
DC (
Ig
Ugtnd
Routes
c=aRing
Ei3Propos«d Outef Link
cm M'niBtB Routes
Vmmils Stanons $ Exist^n^ Bis lemiiftal "l Proposed Bus Tefminal « Pick Up Stai^ofis ^ Bus Depots
Fig. 4. Route latiooalisation— Concept Plan and congostions on bridges across Sabarmati in the Western parts of the city. Similarly, operations in the Eastern and walled city areas are affected by the absence of a well-developed arterial net- work and low road space allocations.
A ten-year road devdopment programme for improvement of roads within the municipal limits has been developed by the municipal corporation on the basis of the Five- Year Road
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||
|
?5 |
s |
*-< 00 |
S |
00 |
|
i |
OS |
1 i |
00 |
Intbgrated Road Transport in Ahmedabad 217
Table 8. PRomcno Qperatun GHARAcraumcs— Vehiclb Utilisation (km)— kni thb Fbrud 1977-78 to 1982-83
|
Area/Year |
1977-78 |
1978-79 |
1979^ |
1980-81 |
1981-82 |
1982^3 |
|
(Antral |
121 |
123 |
125 |
130 |
135 |
140 |
|
(Walled dty) |
||||||
|
NcMlh |
190 |
192 |
198 |
198 |
203 |
210 |
|
South |
190 |
192 |
198 |
198 |
203 |
210 |
|
East |
172 |
181 |
187 |
192 |
198 |
198 |
|
West |
184 |
187 |
192 |
198 |
203 |
210 |
|
Central |
||||||
|
Mini-Bases |
- |
150 |
150 |
150 |
150 |
150 |
Table 9. FmamcnD Operational Characteristics— Fleet Utilisation (%)— for the Period 1977-78 to 1982-83
|
Area/Year |
1977-78 |
1978-79 |
1979-80 |
1980-81 |
1981-82 |
1982^3 |
|
Central |
78 |
80 |
82 |
84 |
85 |
85 |
|
(WaDeddty) |
||||||
|
Nortli |
78 |
80 |
82 |
84 |
85 |
85 |
|
South |
78 |
80 |
82 |
84 |
85 |
85 |
|
East |
78 |
80 |
82 |
84 |
85 |
85 |
|
West |
78 |
80 |
82 |
84 |
85 |
85 |
|
Central |
||||||
|
Mini-Buses |
- |
90 |
90 |
90 |
90 |
90 |
Table 10. Projecied Operational Characteristics — Load Factor(%>— for the Period 1977-78 to 1982-83
|
Area/Year |
1977-78 |
1978-79 |
1979-80 |
1980-81 |
1981-82 |
1982-83 |
Capa- dty |
|
Central |
45 |
46 |
47 |
48 |
49 |
50 |
61.15 |
|
(Walled dty) |
|||||||
|
Nordi |
46 |
46 |
49 |
51 |
53 |
55 |
61.15 |
|
Soudi |
49 |
50 |
52 |
54 |
56 |
58 |
61.15 |
|
East |
54 |
54 |
55 |
56 |
57 |
58 |
61.15 |
|
West |
53 |
54 |
55 |
56 |
57 |
58 |
61.15 |
|
Centra] |
|||||||
|
Mini-Buses |
— |
90 |
90 |
90 |
90 |
90 |
22.00 |
118 Pkop. Rao A Sharma on
Development Programme ^, * and Traflfe Operations Plan* prepared by the Town Planning Department and Valuation Department of theGovemment of Gujarat. Expenditures on road development in previous years have largely been made for improving the general traflBc conditions in the dty. This approach has not made any appreciable impact on bus operations in the city.
In order to fully optimise the road investments, it is necessary to mtegrate the road devdopment prognunmes with route ration- alisation programme for bus operations.
The revised bus operation programme is based upon deve- loping a directional-cum-destination-oriented system. The envi- saged conceptual framework (Fig. 4) aims at operating buses along radial and circumferential routes. The ten-year road development programme of AMC has been studied in relation to the above route concept. Devdopment programmes which significantly affect the bus mobility and are hkdy to be completed within the envisaged projected /.e. five-year have been recommended for implementation.
Under ideal conditions, selection of road schemes from the ten-year road development plan should have been done on the basis of scientific studies which quantify the likely improvements in bus operations. Since, future travel demand estimates and their refinements have still to be completed, it has become difi'icult to exactly quantify the benefits. Under these conditions, the road development programmes drawn by the municipal corporation have been largely accepted for selecting the schemes for the bus trans- port project.
The selected road development projects aim at solving the predominant problems faced in bus operation on an area-wise basis. The major characteristics of the programme areas follows: —
(!) The bus movem^ts in the Western area are considerably afiected by the existing road-rail level crossinfls along the radial routes. The programme aims at the removal of these bottlenecks by construction of grade separated facilities.
(ii) Congestion on bridges across Sabarmati river is considerably eff- ecting the bus travel speeds. Construction of new bridges and repl- acement of existing bridges across Sabarmati has also been recom- mended. Construction of these bridges would help in improving the bus travel speeds and inter-area accessibility.
^ Intboraivd Road Transport in Ahmedabad 21 9
Qii) The watted dty aimisdiarTtwised by narrow and obsolete network. Widening of roads Ukely to be used for routing mini-bus service in tliis area has been incocporated. This would substantially help in improving the existing vdikle utilisation and popularity of the bus tranqxirt systrai.
Qv) The radial and ctrcumfoential routes in the eastern parts of the dty need to be considerabty inqvoved. At present these roads are consi- derably congested and operate at a low level of service. Widening and improvements of existing roads along the desired corridors has been recommended. This would help in improving the current level of bus tranqxxrt service.
(v) Area improvemmt sdiemes require special priorities for improving the bus operations in the walled dty, such improvements on a prio- rity basis are being reoommeoded for Kalupur-Sarangpur area— oppodte existing rail tenninaL At present, bus operations in this area are seriously affected on account of poor integration between road and rail terminals, traffic congestions and frequent ill-designed intefsections. Bus delay studies conducted in this area revealed that nearly 129 hours in bus operations are lost every day. Preliminary Cost Studies in line with the approadi adopted by B.E.S.T. for system improvemmts, revealed that a total benefit of 53.00 lakhs/year is likely to accrue if grade separated fadlities are envisaged for this area/. Of this, the bus operations are likely to be benefitted by 18.6 lakhsf year. It is estimated that the initial investment for construction of grade sq)arated facility and improving the terminal fadlity can be recovered within a span of six years on the basis of the above benefits.
(vO Apart from the area-wise improvement suggested for improving the bus mobility, marginal improvement has also been suggested in the network on overall basis to improve the overall level of service in the dty.
The financial implication of the selected schemes for road development has been studied. Against the total expenditure of ^s 21.92 crores envisaged by the municipal corporation in the Revised development plan/ the outlay for the selected schemes iB only Rs 12.00 crores.
Management of roads in Ahmedabad is characterised by adoption of conventional approaches which have marginally aided \>us operations. It is accepted that considerable scope for intro- <luction of bus priority measures exists in the city which can signi- tomdy help in bus operations. Devising management solutions and assessing their financial estimates requires detalied studies
220 nuw. Rao ft Shauu ON
at micro levri. Since such ttudiot have not been undertaken, detailed financial estimates have not been made. However, lump sum provision of Rs 1.33 crores is made vvfaich includes construction of two pedestrian subways. The finandal allocations for management includes improvement to intersections and to their signalisation, construction of guard rails, installation or traflSc signs, pavement marking and control equipments.
9. INVBGnMENTB— AMC AND AMTS
The implementation of the proposed project require financial involvement of Ahmedabad Municipal Corporation and Muni- cipal Bus Services. The Municipal Corporation would be basi- cally involved towards improving the external Ibctors le. roads and their management and the munidpal bus services for bus trans- port systems. Financial outlay for these organisations has been determined on both cumulative and individual basis..
The financial requirements of the Municipal transport services have been determined separatdy for buses and improve- ments to depots and workshops facilities. Separate provision has also l^een kept for future studies whidi are essential in the ligiht of the present findings.
The municipal transport services outlay for the project would be Rs 14.93 crores spread over the S-year's period. The annual aggre- gated outlay is given in Table 11.
The investments that have to be made by the municipal cor- poration would cover the expenditure for grade separated facili- ties at road and rail crossings, road widening schemes and traffic management works in collaboration with Police departments.
The estimated costs for the various items are based upon the estimates prepared by the municipal corporation. Outlay for road improvement works is given in Table 12. The investment schedule for the above works has been uniformly distributed over the projected period.
It is estimated that a total investment of Rs 26.93 crores is required by AMC and AMTS within the projected span to improve the public transport system in the city.
Intbqratbd Road TkANSPonT in Ahmedabad 221
Table 11. Agoreoais Annual Outlay for Ddferint Items op AMTS
Rain Lakhs
|
Items |
1978-79 |
1979-80 |
1980-81 |
1981-82 |
1982-83 |
Total |
|
Buses Siqyporting works Studies/Plaiining and Management |
296.00 106.00 10.00 |
182.50 67.00 10.00 |
200.00 65.00 10.00 |
205.25 65.00 10.00 |
193.00 64.00 10.00 |
1076.75 367.00 50.00 |
|
Total |
412.00 |
259.50 |
275.00 |
280.25 |
267.00 |
1493.75 |
|
Table 12. Agokeoate Annual Outlay for Difffrrnt Items - Rsin |
AMC Lakhs |
|||||
|
Items |
Years |
|||||
|
1978-79 1979-80 1980-81 |
1981-82 |
1982-83 |
1 Total |
|||
|
Bridges Roads Mestrian Subways TraflSc Management Area Improvement*^ Kahipur-Sarangpur area |
84.0 89.4 11.6 15.0 40.0 |
84.0 89.4 11.6 15.0 40.0 |
84.0 89.4 11.6 15.0 40.0 |
84.0 89.4 11.6 15.0 40.0 |
84.0 89.4 11.6 15.0 40.0 |
420.00 447.00 58.00 75.00 200.00 |
|
Total |
240.0 |
240.0 |
240.0 |
240.0 |
240.0 |
1200.00 |
SOURCE: (1) A.M.C. -Draft Revised Development Plan, 1975-85. 10. ECONOMIC EVALUATION
The economic evaluation of the investment in Road Transport Project is made. This is based on calculations of m- cremental costs and benefits associated with three distinct com- ponents of the project shown below:
Component Major Quantifiable Benefits
A. Replacement of overage —Reduced costs of operating new
buses
— Increased bus passenger travel utilising additional service oofpot available from new buses.
222 Pkop. Rao ft ^arma on
B. Augmentatioii ofbus — bcreased bus passenger travel fleet and supporting utilising additional service output ftdlities available from additional buses.
C. Improvement of road — ^Reduced costs of operating traflSc circulation on high- buses and of passenger travd frequency bus routes. on existing services.
-^Increased bus passenger travel utilising additional service output made available from existing buses.
— Reduced costs of operating other vdiiclesand of passenger travd by other vehicles.
To quantify the costs and ben^ts, two situations were con sidered. In the first, it is considered that the status-quo would be maintained. The operational efficiency of the bus service would remain at the level as in the year 1977-78 and that all frustrated travel demand for the future would be lost altogether. The bus replacement would take phice between 20 and 2S years of its Life when it would become impossible to exceed the life by main- tenance, cannibilization and other processes.
In the second, it is considered that the replacement of over- age buses, augmentation of bus fleet and supporting facilities and improvement of road traffic circulation would be carried out as per the programme stipulated in this project. The AMTS would adhere to the scrapping policy as stipulated by them, Le. at the end of eight years or have done not less than S lakhs kms. The level of service would gradually improve.
The major assumptions made for assessing the economic feasibility of the envisaged work programme are listed in Table 13.
Integrated koAD TitAKSPOitt in Ahmedabad
223
Item
Table13. PAiLUMrivtSAMdCoffrAflsuiiPTiONB for Economic Evaluation With and WimouT Improvement Cases
AatumptioDs
With
Without
Capital Cost
Cost including physical contingencies excluding interest.
Economic Life New buses: 8 years of Assets Roads: 25 years'
Supporting 25 years
facilities
Residual value
Vehicle Opera- ting cost
Growth
Vdiicle Utilisation
Fleet utilisation
Bus chassis: 15% of purchase cost at the end of ecomomic life.
Bus body: 35% of the puidusecostatthe end of economic life.
Other Assets: Zero at the end of the economic life.
All vehicle operating cost comprise of fixed and variable costs and are subject to varia- tions according to operating characteristics.
P&ssenger traflfic would increase at 8 per cent per annum
Vehicle utilisation would gradually increase from exiting 180 km to 210 km as a result of integrated road and road transport programmes envisaged in this project.
Bus augmentation and replacement would raise the fleet utilisation from 78 peroeotto85 per oent
Cost including physical contingencies excluding interest.
Maximum Age: 25 years
Scrap value at maximum age Rs 10,000.
Bus body: Zero at the maximum age.
Other Assets : Zero at the end of economic life.
Vehicle operating cost would remain static at present level.
Status-quo would be maintained.
No increase in vehicle utilisation is envisaged.
The fleet utilisation would remain static at the exis- ting level.
224 Prof. Rao 8l Sharma on
Note 1. Social benefits accruing from the project siidi as increased
«cr convenience and time-saving have not been considered in this analysis.
2. The non-recurring investment cost of replaced buses in—with and without project case— are computed at the unit cost bans and disposal value of the replaced buses.
3. It is assumed that reductions in operating costs would stabilize at the end of the project period and would remain stable if the replacement policy and route rationalisation programme b strictly adhered.
4. The benefits associated with increased bus passenger travel utili- sing additional service output available from new buses is based upon the assumptions that additional km output would be effectively utilised in scheduled services.
5. The cost for the economic evaluation would include the
nonrecurring investment and operating costs.
6. The benefit of increased passenger travel utilising increased service output available is equivalent to the total fare receipts.
7. The benefit cost assessment is the ratio of the difference between the benefit and costs of with and without prcjecti
As envisaged in the above assumptions, the following benefit cost methodology have been adopted for assessment.
The 'without case' repres^its the status-quo conditions, wherein the operating costs and benefits would record a little or no variations over the existing values on account of unstable growth and overage fleet. The costs and benefits in this case therefore represent existing values over the project period. These values are used for determining the actual benefits and costs over the project period in the 'with case' analysis.
The capital costs in 'with case' comprise of captial and operating costs. The capital cost comprises of non-recurring investemmts i. e. bus replacement, fleet augmentation and suppor- ting facility costs without interests. The financial outlay for five years have been determined on the basis of traffic growth, adopted bus replacement and scrapping policy. The total duration during which the investment is likely to generate additional service km is 13 years. This is based upon the assumptions that buses procured during the project pmod would be scrapped after eight
Inhorated Road 'DtANSPORT in Ahmedabad 225
years of operatioiL The c^>ital cost of bus leplaoement and aug* mentation^ Table 14 is derived after deducting the residual values of the existing scrapped buses and acquired buses during the pro- ject period. The bracketed figures in Table 14 give the investment that has to be incurred beyond the project period for maintaining an effective fleet
Table 1 4. Costs ahd Beneftts SntEAM of Bus Replacement and Augmentation and Supporting FAOunEs for the Period FROM 1978- 1979 to 1962-83
(1977 Prices)
|
C6sts(Rs. laklM) |
Benefits (Rs.lakhs) |
||
|
Y^ |
— Trttfflr RflUiMiiie |
||
|
M «MU |
CapitRl |
OperatiDg |
~-" IIBIUU XVwT«Uli^ |
|
1^78-79 |
355.80 |
3.97 |
14.73 |
|
1979-80 |
201.00 |
11.88 |
38.20 |
|
1980-81 |
211.30 |
25.73 |
67.03 |
|
1981-82 |
210.50 |
45.85 |
223.47 |
|
1982-83 |
198.00 |
69.29 |
294.86 |
|
1983-84 |
(73.50) |
89.43 |
444.10 |
|
1984-85 |
(126.25) |
133.04 |
511.44 |
|
1985-86 |
(197.08) |
173.43 |
553.50 |
|
1986-87 |
(364.77) |
148.89 |
417.71 |
|
1987-88 |
(270.38) |
132.91 |
339.60 |
|
1988-89 |
(272.51) |
98.54 |
236.34 |
|
1989-90 |
(162.92) |
47.73 |
114.48 |
|
1990-91 |
(153.20) |
0.00 |
0.00 |
Benefit -Cost Ratio- 1.5090.
The operating cost in 'with case' have been determined excluding depreciation and interests. With bus replacement and augmentation the operating cost is expected to decline by 29 paise per km from Rs 2.04 to Rs 1.75 per km. No further reductions in this cost is anticipated beyond the project period. However, due to increase km output and growth of passenger traffic the total operating costs would register an increase over the prevailing cost. Proportionate share of these costs in relation to replaced buses have been taken in the cost-benefit analysis.
The benefits have been quantified on the additional traffic receipts over the existing collections. Proportionate share, as esti- mated for operating costs, have been taken to ascertain the total
226 Prof. tUo A SharIia ON
benefits. The benefits include revision of each slab of the existing fare structure by S Faise from 1981 onwards.
The costs /. e. capital, operating the revenues i. e. fare receipts are given in Table 14. As defined earlier in assumptions, the benefit-cost ratio is then determined. It is expected that the benefit-cost ratio would be 1.509.
ACKNOWLEDGEMENT
The study was conducted by the Authors as Consultants to Ahmedabad Municipal Transport Services A.M.T.S. were associated in various stages of the study. The Authors acknowledge the help and assistance received from Ahmedabad Municipal Corporation, Traffic Police, Ahmedabad Urban Development Authority and Bureau of Economics and Statistics.
EmUOGRAPHY
1 . Urban Transport Sector Policy Paper, 1975, World Bank.
2. Structural Metropolitan Plan, Ahmedabad, 197M991, Town Plan- ning and Valuation Department, Otuarat.
3. Policy and Rqplaoement of Buses, 1977, Central Institute of Road Transport, Poena.
4. Revised Development Plan — 1975-1985, Ahmedabad Municipal Corporation.
5. Outline Proposals for Development of Transport Facilities in Ahmedabad Metropolitan area during Fifth Five-Year Plan period— 1974-75 to 1978-79— November, 1972, Town Planning and Valuation Department, Oigarat.
6. Traffic Operations Plan, Walled Qty, Ahmedabad, January, 1971 (Study Group for Transportation Plan for Ahmedabad Metropolitan Area), Town Planning and Valuation Department, Gujarat.
/.
Policy on Replacement of Buses— Central Institute of RoadTransport, Poona.
Intbgrated Road Transpcat in Ahmbdabad 227
Annexurt 1
CORRELATION BETWEEN AVERAGE FLEET AGE AND BREAKDOWNS
For the years 1966-1977, average age of the fleet in years was plotted against number of breakdowns per 10,000 km.
A second degree curve was fitted to the observed data. Statistical model used is: EQUATION:
r= 0.1223 Jf"
|
r= |
No. of Breakdowiis/10,000kms. |
|||
|
X= |
Average |
age of the fleet in years. |
||
|
For this statistical model |
||||
|
Co^Cndent of Coordation |
- 0.97 |
|||
|
Standard |
error |
- 2.10 |
||
|
Average age of the fleet |
Estimated number of Breakdowns |
|||
|
in years (JO |
per 10,000 kms (7) |
|||
|
1 |
0.12 |
|||
|
2 |
0.48 |
|||
|
3 |
1.10 |
|||
|
4 |
1.94 |
|||
|
5 |
3.03 |
|||
|
« |
3.32 |
|||
|
7 |
5.94 |
|||
|
8 |
7.7< |
|||
|
9 |
9.82 |
|||
|
10 |
12.13 |
|||
|
11 |
14.68 |
|||
|
12 |
-16 |
17.47 |
||
|
IR041-2 |
Paper No. 335t
**A FIELD STUDY ON THE STRENGTHENING OF THIN CEMENT CONCKETE PAVEMENTS WITH FLEXIBLE OVERLAYS **
By Dr. M. P. DmR*
A J. Mirraii**
CGNIKNTS
|
Page |
||
|
1. |
Introduction |
230 |
|
2. |
The Test Track |
231 |
|
3. |
Study of Performance of Experimental Overlays |
244 |
|
4. |
Concluding Remarks |
262 |
SYNOPSIS
The Geotnl Rotd ReMuch Irndtote, in oo-operation with the PaUie Works Depertmeot (Buildiiigi and Jloadt) of Uttar Pradesh, coottructed a Test Tnck in 1965 on a lection of the Grand Trunk Road near Aligarh for studying io-aervioe performance of about fifty different flexible overlays consisting of mnalar layers, bituminous layers, and their combinations of varying total (Uckness. The old cement concfele pavement had a thickness of 7.5 cm with difaent degrees of structural integrity. The road was carrying a traflBc of about (,000 tonnes in 1965 wfakh had increased to about 20,000 tonnes by 1979.
The performance of the various overlay designs was observed during the 14-year traffiddng period throu^ 6-monthly observations of surface deflection, cncking and other performance features. Brought out in the Paper are the aspects of design, eonstruetion and performance of the various overlays tried. The aspect of relative initial and total costs has also been covered for a foller picture of imperatives of stnogtliening thin concrete pavements with flexible overli^.
- -^ - - _
t Written comments on this Paper are invited and will be received upto 10th December, 1980
/ Domty Director ft He84 Koads Division ) Central Road Kesi^^ ^* SAndti, Rotdg DMsion j New DeM— WO (nO
230 Dr. Dhir & MmER on
1. INTRODUCTION 1.1. GeneralJ
l.l.L During nineteen forties and fifties, relatively sizeable road lengths came to be provided with cement concrete pavements in the country. In most cases, thickness of the concrete slab was in the range of 7.S to 12.5 cm. With the all round build-up of traffic, the structural inadequacies in these pavements started showing up, in a significant way, by the early nineteen sixties. Identification and institution of suitable measures for strengthening of these pavements became a matter of considerable concern at thai nme. There was a Panel Discussion on the subject in the Indian Roads Congress (I.R.C.) during 1962-63, based on a P^per prepared by the Central Road Research Institute ^,*. In 1963, an Ad-hoc Committee was set up by the I.R.C. for preparing recommendations on overlays for such pavements*.
1.1.2. Whereas the need for strengthening of existing pave- ments has been felt world-wide, our thin cement concrete pavements for roads have constituted a special category of their own, largmy due to aspects of pavement composition and high degree of structural inadequacy, environmental conditions, design of joints, and local economics of the various alternatives. It came to be realised quite early that supplementary studies are required for Jevolving more appropriate design and construction practices for overlaying such pavements in the ccountry. The heightened interest in this problem during the sixties had spurred a number of laboratory and field studies ^'^^*. The I.R.C. brought out on the subject an interim report of a Working Group in 1971^* and a set of recommendations for overlaying in a special publication in 1977^^.
1.1.3. As part of research work in this subject area, the CR.R.I. constructed in 1965 a test track for studying the perfomiaiioe and relative performance of a range of experimental flexible over- lays. This test track has been under trafficking and observation since then. A Paper was published in 1971^^ by way of an interim report This was based on performance data availaUe after 5 years of service. With the experimental overlays getting 13-] 4 years old and manifestation of certain amount of distress on
Strengthening of thin C. C. Pavements with
Flexible Overlays 231
a number of test sections, it was decided to conclude the experi- ment. This Paper is based on data now available from this test track and covers the various aspects of design, construction, traflSck- ing, maintenance, analysis of performance data, and findings.
2. THE TEST TRACK
2.1. LocatiM and the OU Cemeat Concrete PaTement
2.1.1. The test track is located on km 115-116 (from Delhi) of the Delhi-Aligarh Road, a State Highway, Fig. 1. The reach is generally in low embankmmt (upto 0.6 m height) and is in shallow cutting at a few places. The annual rainfall is about 90 cm and the depth of the ground water table fluctuates between 2.S and 4.S m during the year. The annual temperature cyde ranges generally between 43^ and 5^. Thereach is well drained.
2.1^. Small test pits were made at 4 well-spread locations (3 locations in transition slabs and one location in an extensively cracked slab) for sub-surfiuse observations and tests. The sub- snr&oe conditions met with on these points were found to be fairly Uniform. The subgrade soil is of CL-ML type with P.I. of about S and sand content of 25 to 30 per cent (fine sand). The subgrade Was in a well-compacted state and samples remoulded at field density yidded soaked CBR of 6 to 7 per cent. The subgrade is overlaid wi|th kankar sub-base, ranging in thickness from 30 to 4S cm, the average thickness being about 37 cm. Plate bearing tests were done on tbb top of kankar sub-base and on the subgrade. It was found that the modulus of reaction over the subgrade was about 6.10 kg/cm. cube (220 pd). The same on the top of the kankar sub-base was found to be about 12.48 kg/cm. cube (450 pci). At the time of these plate tests, the field moisture content of the sub- grade was 13 per cent (against the saturation moisture of 17.5 percent).
2.1.3. The concrete slab is 76 mm thick and is laid directly •n the kankar sub-base. The width of the concrete pavement is 3.66 metre (12 feet) and there are transverse jomts of plain butt type at 10.06 metre (33 feet) spacing. Nominal mix of 1 : 2 : 4 by volume it understood to have been used for concrete. ThA ^N^toso^
232
Dk DuK A Matn, OH
I
of V
S
St
z
?
9
M
t t
s.
s
9
9
8t
§:<
8t
<
< -
MOl'9 Me^-^ MOi'«
Strengtihenino op thin C. C. Pavements with
FkJDaUE OfviLAYS 23s
was oonstructed in 194MS. As the concrdD slab was onfy 7i mm thick and with a rough underface, direct strength determination could not be effected satisfactorily for this concrete with 40 mm and down aggr^ate. For concrete laid similarly and of similar age, fleximt strengthiias been reported to be in the range of 42-70 l|g/ cm.sq. (600-1000 psi)*.
2.1.4. In 1965, when the experimental overlay construction work was to be taken up, tho3.66 m (12 feet) wide concrete eairii^e- way had brick-on-edge shoulders of 0.91 m (3 feet) width on either side. In 1968, when carriageway widening became necessary, the brick shoulders were replaced by regular flexible pavement by «be Utte Pradesh P.W.D. so as to have S-49 m (18 feet) wide carriageway (Photo S, Fig. 1).
2.1.5. It is to be noted that the thin concrete pavement had been carrying traffic fbr s^tit 20 years by the time it was to be overlaid in 1965. A few of the slabs in the 1 km long test section were still in apparently sound condition with little or no visible distress. On the other hand» several of the slabs had devek)ped ^sdy spaced cracking all ovet^ with notaUe dsfoanalioBs (settkaMSis) ift afcw oaset. Thsn Ihcce ware other daba with ^€gttt of craddng^iistress aojrwherein between these two extremes. In a few cases» the cracked concrete slabs (with cracking at ends ^ahy wera nKkKfiad to nncracbed slabs (of shorter kngtb) by sawing off the cracked portions. Four typical levels of cracking in slabs obeonfodattfttftfano of overlaying are shown in Fig. 2.
It goes without saying that in each of the above 4 levels of cracknig, there wflf be snb-ranges, espedaDy In the bst three cate- gories. For the fairly imifonn sttbgrade conditions, ttds differential in degree of cracking of concrete slabs under the same traffic raises a ^ueslioii. The foHowing may be consulered as possible e^da- nations t*"**
(a) Thon may be sfgnMnsnt variatioos in the quality of conaets and ia
slabtfaickncM.
(b) tlaceneralsiMi already fotigisotf fa semeonesto a signiffcantex^ and the appaieotly unpacked slabs/slab portiom may havs micro- CFBddng aod it may be only a matter of months to all the slabs to develop significant cracking. Ihb was actually observed in a similar
234
Little to I Cracking
oetNi
Dl« Dhir ft MnTBR ON
Low Degree of Graddng
Otl.NI
Medium Degree of CndBom
DCLNI
Ekleoshrely Cracked
OELHI
ALieARH
AtieAIlN
AiieARH
ALieARH
SLAB N0.S4 SLAB NO. Se SLAB NO. S SLAB NO. 22
Fig. 2. Showing four typical degrees of Initial Chicking •f Concrete Slabe
SLAB No. 54. Little to no cnddng (typkal dab 54): 0 to Im length, of cncks per 10 sq. m. of slab area.
SLAB Na 88 : Low degree of cracking i.e. cracking confined to end portions (typicid slab 88): 1 to 2.5m length of cracks per 10 sqjn. of slab area.
SLAB No. 5: Medium degree of cracking i.e. sizeable cracking but short of large-scale coverage of slab area, (typical slab 5): 5 to 25m length of cracks per 10 sq.m. of slab area.
SLAB No. 22: Extensively cracked i.e. cracking extending to most oi the slab area (typical slab No. 22): more than 25m length of cracks per 10 sq.m. of slab area.
2.1.6. Before commencing overlay construotion, the structural state (cracking and deformation) of each slab was carefully mapped, Plate 1-A to G. A few plate bearing tests were carried out on the interior locations of slabs with different degrees of cracking. The pressure intensities required on IS on (6 in.) diameter plate for producing displacement of O.S mm (0.02 in.) were found to be as Under : —
Sarface CoBditkHi
(0 Uncrackcd
(li) With single crack and plate placed over this crack (ill) With extensive cracking ..
Pressure Intensity
24.61 kg/cm sq. (350 psi)
19.33 kg/cm sq. (275 psi) 10.55 kg/cm sq. (150 psi)
Strengthenino Of THIN C. C. Pavements with
FlBxiBLB Overlays 23S
2.2,
2.2.1. TraflBc counts (24 hr.) were taken at the time of over- laying and also subsequently at 6-12 month intervals. Table 1 presents the data on daily traffic using the road section in 1965, 1971, 1975 and 1979. It is to be noted that the number of heavy vdiides per day has grown from about 600 in 1965 to about 1,600 in 1979. The daily tonnage of traffic increased from about 7,700 to 18,800 during this period.
TaKB l^bmHRTY AND GOMPOSnnON OP TRAVnC
|
Year |
1965 |
1971 |
1975 |
1979 |
|
|
L |
478 |
711 |
682 |
1140 |
|
|
Tmcks (Na) |
E |
10 |
90 |
45 |
76 |
|
T |
488 |
801 |
727 |
1216 |
|
|
Buses (No.) |
L |
137 |
170 |
241 |
344 |
|
B |
— |
— |
— |
28 |
|
|
T |
137 |
170 |
241 |
372 |
|
|
Light Motor Vehicles (No.) |
128 |
213 |
205 |
290 |
|
|
Taiicu& Carts (No.) |
66 |
97 |
151 |
125 |
|
|
Total Daily TomiacB (approK.) |
7,700 |
11,600 |
11.600 |
18,800 |
I^— Loaded. B-Bmpty. T— Total.
2.2.2. Observations were also taken for the lateral placement of vdiicles on the carriageway. It was found that whereas one side rear wheels were on the central 3.66 m (12 ft wide old concrete pavement) of the carriageway for all the heavy vehicles, only about 70 per cent of them had both sets of rear wheds on this part of the carriageway. About 90 per cent of light vehicles and nearly 100 per cent of carts were found to be travelling wholly on the central 3.66 m width.
23. Overiay Sequfarenieats and Design of the ExperimeBt
2.3.1. The overlay requirements for the old thin concrete pavement were assessed as per the following prooedutt^ '.—
236 Dk. DHDt A Mimnt ON
CO Tbe VS. Cdrpt of ri^iiinn •qptttion for tte
(0
offloiUe
kf m 7L5 (F.A^-d^.,
F - fiMtcvwlriGfakaABCliooorialniilyorioidii«aiid iiiodiilatorai^bgnd»iMCtioo(ttevali» would be in tiw nmte of Oa^-OJ in lUi caM) ;
A^ m dwigttthirin— ofaonoiltfdctlibifitwereto be kddoatlieaHBeeab-taieaS-aOcaiintUiMM) ;
C « fnctor for tlw stmctonl ooodliioQ of tlw exitilng ooocMb ptvement at tte time of 0¥ErlayiDg (-1.0 for ancndDed liabi •nd-0.75 for cndoed slabs);
00 The
4^ « uuomeM 01 enNuK I
(n ovcriay lOQuired ii determined from die flcjubie
2.3.2. As per (i) above, U. Eq. Ip the thieknesi of fkzibk overlay required for different cases works out as in Table 2.
Taki 2
|
M^ — Ucm |
A« — 20Ga |
||||
|
t |
-IX) |
C-0.75 |
C-1.0 |
C-0.75 |
|
|
0¥erlay thir.lriiftis roQuired in cm |
|||||
|
0.8 |
17.2 |
21.9 |
2U |
26.2 |
|
|
03 |
21J |
26J |
2s.e |
31.0 |
2.3.3. As regards the procedure (ii), the total thickness of flexiUe pavement required may be worked out for Curves E & Fand for subgrade CBR values of 6 & 7, assuming that saturation or near saturation conditions may prevail. Also, there is a thick (34 cm) kankar sub-base. The overlay requirement needs to be ascertained also from the kankar CBR (about 25). Counting the thickness
SntBNOTHBNINO OP THIN C. C PAVEMENTS WITH
PtExiBLB Overlays 237
of the old concrete slab cm for cm of flexible pavement the overlay requirements work out in Table 3.
Tablb 3
DneE D«iBiOv?eF
Dedgn Tocil Overlay Total Overlay
FiYcmeot Thidaiesi Pivement Thickness
CBR ThJckneM Required Thickness Required
Requlfed Required
(cm.) (cm.) (cm.) (cm.)
|
Subgrade |
6 |
37.5 |
m |
42J |
• |
|
7 |
34i) |
m |
37.5 |
• |
|
|
Kankar |
25 |
15Jd |
7.5* |
17.0 |
9.5* |
|
^The requircnieots of appropriate base and surface 1 |
courses 1 |
to be met |
2.3.4. In the light of the above, it was decided to have flexible overlays ranging in thickness from 50 mm (2 in.) to about 240 mm (9.S in.). Also, it was decided to have all-granular, all-bituminous and composite overlays in this rango. The overlay compositions decided on are given in Appendix 1 together with the parti- culars of slabs they were laid on. Distribution in regard to concrete cracking and type and thiolaiess of overlay is as shown in Table 4. It would be noted that out of 93 test slabs, 7 were uncracked (little to no cracking or made uncracked by sawmg off cracked ends), 14 were with low cracking, 35 with medium cracking and 37 with extensive cracking. The overlay thickness ranged from 90 to 240 mm (3.5 to 9.S in.) for all-granular overlays, \\5 to 240 mm (4.S to 9.5 in.) for composite overlays, and 50 to 190 mm (2 to 7.5 in.) for all-bituminous overlays. The overlay thickness for uncracked slab was limited to 165 mm (6.5 in.).
2.3.5. Each overlay specification was to be laid by and large* over two slabs i.e. for a length of 20 metres approxhnately (66 feet). The various overlay specifications were located on about 1 km long stretch with the following considerations : —
238 Dr. Dhir ft MrriER on
(0 Matching of the overteycompotttion with te ttnictiinl of the skb (craddiig).
(iO As far as possible, overlays of same total thidmess may come next to each other so that there are less changes in ovoky thickness.
(iii) Upto 12-13 mm difference in tUdmess of overlays on adijaoen t skbs was taken care of through a sloping patch of about 1 metre length centred at the common point For laiger differeooes in thickness, one slab length was left as a transitioiialab. Theover- Uiy on the transition slab was either of WBM or of die same material as on the adjacent shdKs). Transition skbs had also to be pro- vided at and near die culverts. On account of difficulties of diversion of traffic oo culverts, a sort of buOt-iq) qxray grout Hwdfi- cation was used for overhying these spots. Not counting the transitions at the two ends of test track, there were 11 transitioo slabs.
2.3.6. With 93 slabs under experimental overlays {Appendix 1 and Table 4) and 11 transition slabs, the test track involved 104 slabs, making a total length of about 1,046 metre (3,432 feet) U* slightly over 1 km.
2.4. CoBStractioii of the Overlay Test T^radL
2.4.1. The overlay test track was constructed in 196S, depart* mentally. For road construction at and around the location of the track, hard stone and coarse sand are generally taken from quarrieg near Delhi. For this departmental construction, therefore, almost all the materials, equipment and operators were tidcen from Delhi*
2.4.2. No preparatory work was carried out by way of sub- grade treatment or repair/sealing of cracks and joints. Construction of W.B.M., two-coat surface dressing, and the seal coated premix surfacing was as per the then I.R.C. specifications. The cleaned surface of cement concrete was given a tack coat of heated 80-100 bitumen sprayed at the rate of 7.32-9.76 kg. per lOsq. metre (15-20 lb per 100 sq. ft.). The higher value was used when the WBM was to be the layer next to concrete and the lower value when the latter was to be a bituminous layer.
2.4.3. WBM construction was carried out with 40 mm and down aggregate, using a non-plastic coarse sand (Badarpur sand
STRBNOTHEhONO Of THIN C C. PAVEMENTSWriH FLBXIBLB OVEMAYt
239
^1
I
I
^7 Q
^ 9
-•IS
I
8 f 51 3
=1
3! 8 o
0\ 1 00 ^
^ So
-8.
PC
8 1 f Sf f
S*|| Sol P^ol
o-ZS f^gS K82
•^eS "z3 "*z>A
^^g ^^ ^g
I
I
240 Dr. IXdr ft Miim OH
«$ filler. It was found potdbk to oonstnict WBM tatiifactorily on the tack-coated concrete surface. WBM, when a surfleioe course, was covered with 2-coat surfiice dressmg. When WBM was to bo overlaid with a bituminous layer tack coat was andied at the rate of9.76-1120 kg. per 10 sq.m (20-25 lb per lOOsq. ft.)
2.4.4. For bituminous macadam, the coarse aggregate used was 25 mm and down. Stone-dust was used as fins aggregate. TUdng into account the sub-gradations avaSaMe, the snb-finaotions were suitably combined to obtain a grading according to the Mix He of the Asphalt Institute (U.S.A.) as in Table 5.
Tasli 5
liniiti ef Gnidiiig of die
Mix n e combined 1 St silo
|
AJS.T.M. |
LS. |
||
|
UllZin. |
[40 mud |
100 |
100 |
|
lin. |
[25 mm] |
70-100 |
70 |
|
3/4in. |
[20 mm] |
5M0 |
98 |
|
l/2in. |
[1Z5 mm] |
• . |
32 |
|
No.4 |
[4.75 mm] |
10-30 |
22 |
|
No. 8 |
[2.36 mm] |
S-20 |
11 |
|
No.30 |
[300 micron] |
•• |
3 |
2.4.5. The bitumen content for bituminous macsdam mix was kept at 4 per cent by weight of aggregate. Bituminous macadam^ when a surface course, was covered with seal coated 2-cm premix surfacing.
2.4.6. For asphaltic concrete mix, sub-fractions of the aggre- gate were suitably comlmied to obtain a grading corresponding
/d/ireM;rA1>oftheAspbaltInstitutie(^3.SA.>a&mT«^^^ 6.
SnENGTHEFONO Of THIN C. C PAVEMENTS WITH
FLEXIBLE Overlays Tau6
241
Faoentage by weight pttdng
LimitB of OnuUng of the combtned MixIV-b METOgAteatsite
^&T.M.
IS.
^0.8 ^0.30 >^o.50 >^o.lOO No. 200
[25 mm]
[20 mod
[12Jmm]
[10 mm]
[4.75 mm]
[Z36mm]
[dOOmkroo]
[300microfi]
(150microD]
[75microD]
100
80-100
70-90
50-70
35-50
18-29
13-23
8-16
4-10
100 98 81 80 65 46 30 15 9 5
2.4.7. Whoreas the fine aggregiate in case of A.C. was also stone dust, the filler was hydrated lime (constitoting 7 per cent of the aggregate by weight). The bttumen content was 7 per cent by weight of aggregate.
2 AS. In the case of a bituminous layer coming over another bituminous layer* tack ooat was not applied at the interface whenever it could be possiUe to lay them witlK)ut any significant time gap. In other cases, a light tack ooat was applied depending upon the condition of the receiving surface. The bituminous mixes were prepared in a smaO-size mobile hot-mix plant with batch*type operation. Photo 1. It could handle only upto 25 mm aggregate and even with that size there was fiur amount of breakage of paddles of the pug-mill. As the plant had only two hoppers, the sub- fractions of the ooarse aggregate were ]>re-mixed. Bitumen was heated in a sepaiale boiler and both the binder asdlYA lUkic iits^ juidod directly into the pug-mill. An oil-fixed bxxmttc \LtaX»^ ^^
242 Dr. Dhir ft Mrrm oir
aggregate in the drier. The mix was expeditiously taken manually, m platform trolleys, to the laying site. It was manually spread and compacted with a smooth wheel 8-10 tonne sted roller.
2.4.9. The Expanded metal, where uaed^ was first flattened under the roller and was then nailed down as required before covering it with the bituminous mix, Photo 2.
2.4.10. Quality of the various constructions was continually checked and controlled through a fidd laboratory, as well as through testing at CRRI. In addition to the testing of constituent materials and control of processes, the following tests were carried out for B.M. 4 A.C. :
BJMU
(1) Field density
(2) Binder oontent
A.C.
(1) Density
(2) Binder coQteot
(3) Voidi
(4) StabiUtyvalue
(5) Flow value
2.4.11. Information with rpgard to the number of tests con-^ ducted and the range and average of test values on the above saicL tests for B.M. & A.C. is given in Table 7. For the equipment and thcr methods used, the quality of bituminous work may be termed a$ satisfactory. The average binder content for B.M. turned out to b^ slightly less than the design value. On the other hand, the average binder content of A.C. samples turned out to boslightly higher than, the design value which was akeady at the upper limit indicated for such mixes. The values of field density ud stability were quite satisfactory; but some values of flow and per cent voids exceeded the respective upper limits.
2.4.12. Even though the overlay surface on individual slabs was well finished from the point of surface evenness, the riding quality of the test section as a whole was not so good because of differmocs in the top level of overlap si^fications which generally
Strengthenino of thin C. C. Pavements with
Flexible Overlays 243
Tablb 7. Summarised Test Data on quality ccmrROL
OP BfFUMINOUS MACADAM AND ASPHALTIC CONCRETE CONSTRUCTIONS
|
FtofMrty |
B.M. (21 samples) |
A.C. (18 samples) |
HemAflcs |
|
|
Range |
Average |
Range Average |
||
|
I. XHomty Gab. compac- — - tioa) |
— |
2.18-2.36 |
2.24 |
|
|
2. Field density (gm/cc) 1.98-2.13 |
2.07 |
2.06-2.24 |
2.16 |
|
|
3. BjiHl^ content 3.4-4.4 |
3.89 |
6.8-7.5 |
7.14 |
|
|
4. StabiKty value Ob) — |
— |
944-1660 |
U60 |
|
|
5. Flow value — |
— |
12-18 |
14.6 |
|
|
6. Voids (per cent) — |
— |
2.6-8.6 |
5.8 |
varied at 10-20 metre intervals. Photos 3 to 5 show three general views of tUeoomplet^ overlay tesit track.
2^. Mi|iiiteDa|K:e of the Test Track
2.5-1. During the first summer after overlay construction (1966), ficlmess was observed on A.C. surface at some locations. With qvinkling of sand during the first 2-3 sunmiers, the problem was aUevi^led at a few of the locations. At a few other locations, the richness was of higher order, leading to low stability and flow under traffic, PtiQto 19. CuttiAg/m^lLin^ up of the surface coyrse had to be carried out at such spots.
2.5.2. In the case of the thinner WBM overlays, and to a Umit^ ftxteQt in tl\e c^se of thin B.M. overlays, pot-holes tended to develpp wjtb time and between renewals of the surfacing (second QQfkX surface dressing for WBM and seal coat for premix surfacing over B.M.). These pot-holes were attended to during the six- monthly visits. In one case, a relatively wide reflection crack had iqptpqund over a transversa joint. This crack was sealed with
LR.C— 41-2.17
244 Dr. Dhir ft Mitter on
sand-bitumen mixture. The details of the above work of routine maintenance are given in Appendix 1 (Col. 12).
2.5.3. Renewal coats for bituminous surfacing? weve pro- vided during 1965-79 as under :
(i) Renewals of second coat of surface dressing over tmo-eomX surboe dressing during June, 1968 and October, 1973.
(ii) Renewal of seal coat over premix suifKmgin October, 1973.
2.5.4. Appendix 1 shows that the requirements of routine maintenance (essentially pot-hole repair) varied with the overlay composition and the degree of cracking of the concrete slabs. As is to be expected, pot-holing started earlier and was more extensive in the case of the thiimer WBM overlays over cracked concrete. This problem was there with the BM overlays (covered with prcniiz)^ also but the pot-holes were shallower in depth and smaller in area.
3. STUDY OF PERFORMANCE OF EXPERIMENTAL OVERLAYS
3*1* Oeoeral
3.1.1. As ahready mentioned in para 2.1.6, observations the structural state of each concrete slab were recorded just befor commencing overlay construction. Observations on the performanoe^ of overlaid slabs were started just after the completion of construc- tion in December, 1965 and continued till February, 1979. Thes^ observations were taken generally at 6-month intervals (summer and. winter) and a total of 22 sets of observations were taken during thi» period.
3.1.2. The performance observations included the following :— ^
(i) Observation and record of deforaiations and surfoce cmddn^ and record of repairs and renewals carried out
(ii) Surface deflection measurements at the marked edge and interior loading locations. Additional measurements were made at certain selected locations to assess the progression of cracking in concrete slabs. For this, small test pits were also made in WJBlM, overlays of upto 150 mm thickness.
3.1.3. Cracking was plotted for each slab for the purposes of comparison with the initial state from the point of reflection cracking
245
Photo 1. Construction of the Overlay Test Track in progress (1965). The hot-mix plant used is on the left.
Photo 2. Laying of B. M. overlay with a layer of expanded nnetal (1965).
Photo 3. A view of the compieted test track from the Delhi end (1966).
Photo 4. Another view of the comp- leted test track with initial summer deflection measurement in progress (1966).
Photo 5, Another view of the test track in 1968 when the carriageway had been wid- ened (Para 2.1.4). The white paint crosses were for marking test locations for deflection measurements (1968).
Photos 3 to 5: Three views of the completed overUv X^%X X^^cV.
246
Photo 6. Condition of overlay of 75 mm BM & PSC on slab with low degree of crac- king after about 14 years of trafficking (1979).
Photo 7. Condition of overlay of 115 mm BM & PSC on slab with low degree of cracking after about 14 years of trafficking (1979).
Photo 8. Condition of overlay of 115 mm BM&PSCon slab with medium degree of cracking after about 14 years of trafficking (1979).
Photo 9. Condition of overlay of 150 mm BM & PSC on slab with medium degree of cracking after about 14 years of trafficking (1979).
Photo 10. Reflection cracking and general condition of over- )a> composed of 75mm W.BM. and 115 mm B.M. with PSC on slab with medium degree of crack- inu after about 14 years of tranicking(l979).
247
[Photo il.
Appearance of reflection cracking after about four years of trafficking in ihc overlay of 75mni BM & PSC on extensively cra- cked slab (1^69).
Photo 12. Extensive reflection cra- cking m overlay of 75 mm WBM & 2SD on exten- sively cracked slab after about 12 years of traffic- king (1977).
Photo 13. Altci jomui i^ ,>cars of Pm«.mm 1-4. After about 14 years of
trafficking without expan- trafficking with expanded
ded metal ( 1977), metal ( 1 979).
Photos 13 & 14. Reflection cracking in overlay of 115 mm BM
& PSC on extensively cracked (slates.
Photo 15. Condition of overlay com^ posed of 75 mm W B.M. -1-40 mm A,C on exten- sively cracked slab after about IZ v^a^cs oC tt^?&6-
Photo 16. Condition of overlay of 100 mm A.C. on exten- sively cracked slab after about 12 years of traflfic- king (1977).
Photo 18. Reflection cracking and ge- neral condition of overlay of] 50 mm WBM-f75mm
BM -t PSC on extensively cracked slab after about 12 years of trafficking (1977).
Photo 17^ Condition of overlay of 75 mm WBM 4-75 mm BM 4-PSC on extensively cra- cked slab after about 12 years of trafiicking (1977^
Photo 19. Condition of overlay of 100 mm A.C. on slab with low degree of cracking after about 12 years of trafficking. Some flow of binder/ A.C. due to rich- ness is also to be observed (1977).
Ignore) 20. The condition of 115 mm thick BM overlay with prcmix surfacing on a slab with low degree of crack- \y\^ ;xUcv aVov\V svx ^^a.rs of
sniengthenino of thin c. c. pavements with
Flexible Overlays 249
and ftirther distress to the slab below. Plate 1 (A to G) presents the slab-wise information on cracking and deformations in the concrete slab in 1965 before overlaying and on the condition (cracking, deformations^ etc.) of the overlaid surface in 1979. This also shows slabs being grouped according to the commonness of overlay materials. As already indicated in para 2.S.2., the information on maintenance measures for different slabs during the period 1965-79 is given in Appendix 1 (Col. 12).
3.1.4. Rebound surface deflections were measured with the Benkelman Beam for edge (eastern) and interior loading locations along a transverse line at or near the mid-length of slabs, Photo 4, The measurements were made with a truck with rear axle loaded to 8, 1 82 kg. (1 8,000 lb) and tyre pressure at 5.6 kg. per cm. sq. (80 psi). The truck was positioned so that its outer rear wheel was tangent to the eastern edge (right hand side when facing towards Delhi) of the concrete carriageway. With the truck in this position, the centre of the outer duals gave the position for measuring deflection under edge loading and the centre of the inner dual gave the corresponding position for interior loading. The probe point of the beam was initially placed about 46 cm (1 ft 6 in.) ahead of the tyre contact (in the direction of motion) and initial reading taken. As the truck moved at creep speed, the maximum reading was noted and also the final reading was taken when the rear axle had crossed over to the next slab and the dial gauge reading had stabilised. Repeat observations were taken till three consistent readings were obtained-
3.1.5. Additional useful information would have become available if it were possible to observe the condition of the old concrete slab at the end of the study period. Problems of diversion, of heavy traflSc and other considerations came in the way of removal of overlays for this purpose. Thought was then given to assess- ment of progression of cracking in concrete from measurements, with surface wave propagation technique. This had also not been possible. Under the circumstances, assessment of progression of cracking was made at selected locations (33s labs with no significant, light or medium cracking) through measurement of deflections on top of the overlay and successivdy shifting the point of loading. Additionally, all-WBM overlays of upto 15 cm thickness were re-
250 Dr. Dhir & Mitter on
moved at selected spots to obtain direct infonnation on the condition of the concrete slab there. One incidental observation made was about thc^condition of the tack coat. Generally, the tack coat was not found to be intact.
3.1.6. Appendix 1 presents the foUowmg information for each slab :
(i) Degree of initial cracking of concrete, composition of overlay.
(ii) Initial and terminal deflections at edge and interior locations for summer and winta*, deflection trends.
(iil) Reflection cracking.
(iv) Indications as to progression of cracking in the concrete slab, (v) Maintenance inputs, deformations and riding quality.
3 J. Deflectioii Data
3.2.1. The surface deflection under a given loading of an overlaid cement concrete pavement, though determined largely by the stiffness of the slab (quality of concrete, slab thickness and structural state of concrete slab), is also afifected by the quality of foundation (modulus of reaction) and the thickness and properties of overlays. Also, the provision of flexible overlays can even lead to increased surface deflections in certain situations*. The case of cement concrete pavement with a flexible overlay is thus more complicated than a normal flexible pavement from the point of establishing criteria of structural adequacy in terms of surface deflections.
3.2.2. The main purpose of deflection measurements on the test track was to monitor structural changes in concrete slab as reflected through changes in surface deflections at edge and interior locations in the mid-slab portions, and to study the deflection response over period of time for dificrent slab-overlay com- binations. It may be recalled here that the surface deflection histo- ries of overlaid sections would also be affected by the following :
(i) Progressive seating and densification through r»-ori0otation of particles in overlay layers. This would be relativdy pronounced in the case of thicker and granular overiays.
Strengthening of thin C. C. Pavements with
Flexible Overlays 251
(ii) Non-cOAStatit conditions of temperature and moisture during the difllbrent sets (winter and sumrn^' separately) of observations.
(iiO Seating and reteating of cracked/l»t>ken pieces of tlie concrete slabs, lying close to the edge and interior loading positions (marked with paint on the overlay surface), or sporadic cracking at those locations due to non-uniformities in the construction of concrete slab.
3.2.3. On account of the said variations, the deflection histories ^X"e to be expected to have some apparently erratic short-term *^^ends. Plotted in Plate 2 are 24 typical deflection history plots c^overing a range of conditions with regard to state of concrete ^lab before overlaying^ overlay composition^ and level of overlay t>^rformance.
3.2.4. From the deflection data given in Appendix 1 and Plate 2» the following indications are available :
(9 In the case of slabs with little to no cracking initially, deflections continued to be low with 15-16 cm thick overlays (granular, bitu- minous and composite).
(il) In the case of slabs with low degree of cracking initially, deflections registered considerable increase with thinner overlays (5 cm A.C> 7.5-8 cm B.M./W.B.M., etc). The position improved with im- provement in thickness/composition of overlay and deflections become nearly comparable with the case (i) when overlays were 10 cm A.C., 7.5ctoB.M. + 4cm A.C., 11.5cmB.M.,«c.
(iiO In the case of slabs with medium degree of cracking initially, tiie position differed witii tiiat of Uie case (ii). Deflections increased considerably with 7.5—8 cm overlays of all types. This increase was less marked in the case of 11-12 cm thick bituminous/compo- site or 15 cm thick granular overlays. Bituminous/composite overlays of 19 cm or more thickness and granular overlays of 24 cm thickness yielded deflections comparable with those of the case (0. Whether the mid-slab area was cracked or not initially was an important factor governing deflection response.
(iv) In the case of slabs with extensive cracking initially, deflections continued to be high with 8 — 16 cm thick granular overlays, 7.5-10 cm thick A.C. overlays, 9 — 16 cm thick B.M. overlays and upto 16 cm thick composite overlays (W.B.M.+ B.M.). Though the deflection vahies could not be brought to levels comparable with those of the case (iX sizeable fanprovement could be eflbcted with thicker overlays, viz, of 19—24 cm thickness.
252 DsL DassL ft Mrmit on
(v) Altliou^theoc3weniaBtotheawofiriiifaraeaMOtiiiedi(eq»^^ metaO te lindled, the availabfe data indicUBi dM of the ineih the deflection vabm (tfaoiiiiiUilifirin^^ upon the teating of the medi oo the concwle dab) are aamewfaat loifcr than thoiote the caie of flieoottfaiHWidmgofcriayi without thei
(vO Thidmen for thidmcn^ the three ovcdaj malerials nnk in die reducing order of efficacy from the point of deflection as A.C, B.M* and W.B.M*
<vii) Even with lUily thicic flenUi overlayiy die ftrnctnnl ilale of the concrete dab remain! a dominam fKtor from the point of suiftoe
(viii) Significant faicreare in deflection vabm with time it to be takeo to be indicative of tedierdelefioradon of ooocretoilab.
X3. ReflectfoB Qnckbv
3.3.1. Joints^and cracks in oonerete pavement involve hi^ei horizontal and vertical movements which can cause the corres- ponding ruptures in the overlay in the form of reflection cracks Apart from unsightliness, the reflection cracks provide ready means for accentuated effects of water and other natural dements, leading to progressive erosion of durability. The cracking can also lead to loss of surface profile and thus the serviceability level.
3.3.2. The two importantjvariables in the present case are : the structural state of concrete slab and thickness and composition of the overlay. It may be recalled here that, in the case of uncracked slabs, horizontal movements are more (at the edges) and vertical movements are less than those in the cracked slabs. The character- istics of the overlay materials viz. W.B.M., 2 S.D., B.M., P.S.C. and A.C. have already been described in sub-para 2.4. It is to be parti- cularly recalled that the asphaltic concrete mix had somewhat higher binder content and exhibited general richness and even instability at some spots.
3.3.3. Plotted in Plate 1 (A to O) are the surface condition data of each concrete slab just before overlaying in 1965 and as observed in February, 1979. The six-monthly observations enable the study ( in the case of each slab) of cracking as to when it first started and how it progressed with time 4p/'^'|^ I- The following are the indications from observations on reflection cracking:
SlUENGTEIENINO OF THIN C. C. PAVEMENTS WITH
Flexible Overlays 253
(0 For thb caae of thick kankar sub-base and thin concrete slab, no profile distortioiis woe to be observed by and large at the cracks in the overlay surface. Digging at a few typical locations showed that in afl cases the cracks extended to full depth and were not just superficial.
Oi) The reflection cracking is indicative of additional cracking of ooocrate in several cases.
OiO In the case of slabs with little to no cracking initially, 15-16 cm thkk overlays of WBM and BM tried may be said to have been quite satiifiBctory from the standpoint of reflection cracking. The cracking, during 13-14 year period has been generally very limited.
(iv) In the case of slabs with low-degree of cracking initially, the thinnest overlay namdy 5 cm A.C. had no reflection cracking for about 10 years but had devel(^)ed sizeable cracking by 1979. On the other hand, the 8-9 cm thick overlays of WBM and BM had devek>ped much more reflection cracking by 1979, Photo 6. In the WBM overlay, crackmg started appearing within 3-4 years. The thicker B.M. overlay (12 cm) had, by 1979, reflection cracking comparable to that in 5 cm thick A.C. overlay. Photo 7. The thicker overlays with A.C. surface course remained free from cracking. These were (10 cm A.C.), (7.5 cm. B.M. +4 cm A.C), (7.3 cm WBM + 4 cm A.C.) etc.
(v) In the case oi slabs with medium degree of cracking initially :
(a) The 8-9 cm thick granular overlay had developed extensive reflection cracking vdiich started within 3 years of overlay construction. The position v^as same with 16 cm thick WBM overlay exo^t that the terminal reflection cracking was less. The 24 cm thick granular overlay was also susc^tible but reflection cracking has been of only limited extent.
(b) B.M. overlays (^cq>to 16-17 cm thickness have not been immune to reflection cracking although the intensity has been somewhat less than in WBM overlay of the same thickness. Photos 8 and 9.
(c) As regards A.C. overlays, 10 cm thickness has been free from cracking whereas 7.5 cm thickness has suffered from little to appreciable cracking.
(d) Combinations of WBM and BM of upto 24 cm thickness have not been immune to reflection cracking. Photo 10.
(e) However, combinations of WBM/BM and A.C. have per- formed much better. Whereas 4 cm A.C. over 7.5 cm WBM/ B.M. did develop some reflection cracking, overlays of 4 cm A.C. over 15 cm or more of WBM/B.M. or WBM+BM have beoi free from reflection (a!adcing.
254 Dr. DiiiR & Mitter on
(vi) In the caae of slabs with extensive cracking initially, the position has been essentially similar to that at (v) above (Photos 11 to 16). One notoble difference is that the specification of 11.5 cm B.M.+4 cm A.C. (not tried on slabs with medium degree of cracking) has also been free from reflection cracking. Abo, the various overlays of WBM and BM (and their combinations) developed relativdy more cracking. Photos 17 and 18.
(vii) For the limited trials with the use of expanded metal, it b to be observed that provision of the mesh meant either no difference in itflection cracking or sh^tly reduced nsdectton craddng.
3.4. Progmsion of Craddog te CtacWte
3.4.1. Although provision of flexible overlays over concrete pavements means impartation of characteristics of flexible pavements in so far as surface characteristics, maintenance, etc. are concerned, one important objective bdiind this measure can be to bring about stress refieffor the concrete pavement*. It goes without saying that the latter aspect is the most relevant for concrete pavement in sound state and the least relevant for pavement with extensively cracked concrete.
3.4.2. Whereas a trend of significantly increasing deflections can be a direct indication of deterioration of structural state of the concrete slab, it is to be recalled that the deflections measured at the edge and interior locations along mid-slab transverse line cannot indicate adequately the varying extent of structural degradation of the various slabs with different degrees of structural soundness initially and with different overlays. Under the related constraints (para 3.1.5), additional information was obtained through successive deflection measurements in selected cases. The deflections were measured successively at 2 — 4ft (0.6 — 1.3 m) intervals along the length of the slab for edge and/or interior loading. The following slabs were covered :
Slab Nos. 2, 4, 5, 10, 11, 13, 16, 17, 50, 52, 54, 55, 56, 57, 59, 61, 62, 65, 66, 67, 70, 72, 73, 79, 81, 85, 86, 88, 90, 92, 101.
3.4.3. The information given in Appendix 1 on progression of cracking in different slabs is based on the data from regular deflec- tions, reflection cracking, and successive deflection measurements. A foy^ typical plots of successive deflections are presented in Plate 3.
Strenothenino of thin C. C. Pavements with
Flexible Overlays 255
3.4.4. In the background of inromiation referred to in para 3.4.3, the indications available with regard to the progression of cracking in concrete are generally as under :
G) In the case of slabs with Uttk to no cracking, initially, there are iiidicatioiis of additiotial distress to concrete with the 16-17 cm thick overlays (^WBM abd BM. At the same time, the rate of further distress has been slow enough not to cause any serious breakup over 13-14 year period and the deflections continue to be fairly low.
(ii) In the case of slabs with low degree of cracking, noneofthe over- lays tried (r&hgltig In thickness from 5 cm to 15.5 cm) could pre- vent further distres. Of cdUne, the reUcf is more with richer (thick or quality) overlays.
Cm) Jntbc case of slabs with medium to extensive cracking inidally, also, there are indications of further distress with overlays of upto 24 cm thickness. However, the relief is significantly more with increasing thickness and with superior overlay material.
3.4.5. In the practical range of thicknesses and compositions ^f flejuble overlays, it is therefore to be assessed that the purpose of Such overlays is not so much to check further distress to the concrete ))avenient as is to slow down the rate of further distress. In other "words, it is to be expected that with time (depending upon factors such as quality of foundation, initial state and degree of structural inadequacy of the concrete slab, and thickness and composition of the overlay) the concrete slab will become less and less rigid and eventually pass on to a more or less flexible state. In the meantime also, the various characteristics (user aspects, construction, main- tenance) would be that of flexible pavements except that the surface deflections would be lower.
3.5. Deformatioin, Riding Qnlity aad MainteDauce
3.5.1. In addition to cracking (already discussed in sub-paras 3.3 and 3.4), other blemishes noted in some cases were (Col. 12» Appendix 1) : general roughness, deformations in asphaltic concrete due to richness, pot-holing in surface-dressed WBM overlays and to some extent in BM surface courses, settlements, abraded sur- faces, and tendency for ravelling.
256 DsL Dhol ft MiTTEit on
3.S.2. In the case of WBM overlays, the general surface roughness was quite ourked in 8-9 cm tfakdc overlay constructions. On the other hand 24 cm thick overlays retained a more even surfiioe. The same also i4)plied to pot-holing except that the structural state of the concrete pavement also influenced the intensity of pot-holing— the more cracked the concrete, the more were the pot-holes, by and large. The intensity of pot-holing in different cases was quantified on an arbitrary scale of 0 to 4. The resulting picture is broadly as in Table 8.
Tamje 8
Relative Intcnrify of pot-hofiog for debt wim omenoi oearaes or crarmna ioitiaDy for die fbOowing Levid of crKking in ooDCiele nunben of 7.5 cm dildc W.B.ML
slab lay» widi 2-cott msdacc
|
^5 |
.. |
— |
|
2.7 |
1.8 |
0.3 |
|
3.3 |
Z5 |
0.6 |
(1) (2) (3)
^ Litdetonocraddng — 0.6 —
^ Low degree (^ cnddng
^ Medium degree of craddng . .
* Extensive crackiiig
Note : ^Dashes as entries mean that tfaeie were no overiays tried for the req)ective cases.
3.5.3. Pot-holing was suffered to some extent by BM surface courses also. The pot-holes in this case were relatively small sized and shallow. The general picture is similar to that of WBM overlays:
Q) In the case of slabs with little to no cracking initially, there were no pot-holes in the 16-17 cm thick overlay, including die one with the lower half part made up of WBM.
GO In the case of slabs with low degreeof cracking, there were 2-3 pot- holes with 7.5 cm B.M. and no pot-hole with 1 1 .25 cm B.M.
(iii) In the case of slabs with medium degree of cracking, there was hardly any crackmg with 11.25 cm B.M.
(iv) In the case of slabs with extensive cracking, the number of pot- holes varied with the thickness of B.M. overlays: over 20 with 7.5 cm, 10 with 11.25 cm, 1.5 with 15 cm, and 0-1 with 22.5 cm (W.B.M. and B.M.)
Strengthening op teon C. C. Pavements with
Flexible Overlays 257
3.5.4. During the 13-14 year period, there had been no pot- holing in overlays with A.C. surface courses. The asphaltic con- crete mix used was on the rich side (para 3.3.2) which led to fat spots and even instability and flow at a few locations (Photo 19 and Appendix 1, Col. 12). Aside from this, the A.C. surface courses remained quite healthy and did not appear to be in need of renewal even in the near future. Excepting the unstable spots, there was no loss of riding quality over the long trafficking period.
3.5.5. The traffic on the test track may be considered to be rather heavy for topping with 2-coat surface dressing over W.B.M. Two renewals of the second coat were given in 1968 and 1973. Just before these renewals, there were signs that the bituminous surfacing was getting abraded. This blemish was to a considerably reduced scale with the seal-coated premix carpet (laid over BM ) which was given a seal-coat renewal only once, i.e. in 1973, Photo 20.
3.5.6. In some of the cracked slabs, settlements had taken place before overlaying in 1965 (Plate 1 slab Nos. 30, 31, 37, 38, etc.). In a few other cases some spots with multiple cracking had also become prone to settlements under traffic. Slight settlements were to be observed at those locations, especially under the wheel paths. This happened even with thick overlays although the occurrence and intensity were less with such overlays. The broken- away comers, where the support conditions are also likely to be deficient, were particularly susceptible to lateral and vertical move- ments.
3.6. Orer-all Performance tad Costs
3.6.1. In the foregoing sections the performance of the different overlay-slab combinations was discussed in respect of : deflections and deflection trends ; reflection cracking ; progression of crackmg in concrete ; and deformations, riding quality, and maintenance required. The relative significance of deflections and deflection trends, and progression of cracking in 'concrete was discussed in paras 3.4.2 and 3.4.4. An attempt was further made to relatively rate the various overlay-slab combinations from the considerations of serviceability level, maintenance required and'reflection cracking. The resulting over-all picture is given in Plate 4.
258 Dr. DmR & MtitBR OH
3.6.2. A number of considerations are involved in arriving at rational cost comparisons. There has been v^ considerable escalation in costs since the overlays \vere constructed in 1%S. It was decided to base all cost considerations on rates prevailing at Ddhi in the middle of 1979. The related unit cosU of various itons of overlay construction involved are given in Appendix 2. The basic rates adopted for materials, labour, etc. are given in Appendix 3.
3.6.3. One way of making cost comparisons is on the basis of mitial cost of construction. Keeping the cost of IS cm thick WBM overlay (with two coat surface dressing) as unity the relative initial costs of construction of the various overlays were worked out (indicated as factor C^in Hate 4).
3.6.4. Another way of making cost comparisons is to consider the initial cost of construction^ ix>st of routine maintenance, cost of periodic renewals, user costs and salvage value. It was decided to also make comparison of this net total cost (only for overlays which gave satisfactory performance) by using the present -worth method, making appropriate assumptions (Cost Factor C^). Unfortu- nately, data is not available on the relative user costs. Other assumptions were also required to be made from engineering judge- ment. The renewals and renewal cycles were decided to be kept diflferent from those actually adopted on the test track for the following considerations :
(i) The test track data relate to a construction which was carried out as a research project and therefore differences in quality control etc^ are likely to be present vis-a-vis routine overlay construction.
(ii) In the absence of data on relative user costs, renewals and theinK frequency were so kept that the differences in user costs will g&'i reduced.
(iii) It is to be expected that overlay performance and therefore renewal needs will be affected by the total thickness and composition oi the flexible overlay, as well as by the structural state of the concre-T^ slab below. However, less-varying renewals have been considett^^l in cost comparison because of simplicity and also because of ttK' fact that in this cost comparisons are being considered ott^Y those overlays which gave satisfactory performance.
Strengthening of thin C. C. Pavements with
Flexible Overlays 259
3.6.5. The various other assumptions made for comparing he present worths of the net total costs of the diflTerent overlay slab combinations are as under :
(1) The period for cost comparisons b taken as 15 years.
(2) The charge on mon^ Is kept at 10 per cent per anpum.
(3) For W3.M., the salvafe value after 15 years is taken to be IQQ perc^t.
(4) The two-coat suriaoe dressing (over WQM) to be renewedevciy
3 years.
(5) For BM., the salvage value after 15 years is taken to be 35 per cent when under piemix carpet and 50 per cent when under asphaltic concrete.
(6) The seal-coated premix carpet (over B.M.) to be renewed every
4 years.
(7) For asphaltic concrete :
—4 cm thick over WBM to be renewed every 12 years, the salvage value at the repewal time being 25 per cent ' — 4 cm thick over g.M. to be renewed every }5 years, the
salvage value at that time being 30 per cent
—7.5 to 10 cm thick all-AC overlay to be renewed every 15 years, the salvage value at that time being 30'per cent.
(8) Differences in user costs with different overlays are not taken into consideration.
3.6.6. Based on the above assumptions, the net-worths of the various ' satisfactory and above' overlays were worked out. Then the values of the relative cost factor (present worth) C^ were arrived at, keeping the present worth of ISO mm WBM-f-2SD overlay as unity.
3.6.7. The values of the relative cost factors C^ and C, as above are given in Plate 4. It is to be observed that the relative picture as per Ci is quite different from that as per C,. With factor Ci (initial cost only) as the criterion, use of BM and AC con- structions appear to be rather costly. The relative costs per unit thickiiess for WBM, BM and AC work out respectively tojl, 3.6 and 6 approximately. Against Ci=:1.0 for ISO mm WBM +2 SD over- lay, the all-bituminous overlays tried have factor C^ as high as 3.0. The lowest value of factor C^ is 0.72 for the thinnest granular overlay of (7S mm WBM+2SD). The overlays with below satisfactory performance have factor C, values ranging from0.1lVol«S^«
260
IMl Dhir ft Mmnt on
3.6.8. As the criterion is switched from initial cost to the net total present worth, the picture is changed significantlyt largely because of long life between renewals of AC and salvage value con- siderations. The range in C^ values for the satisfactory and above overlays is from 0.83 to 2.2S. As the diffefcnce in contributions to overlay performance by WBM and BM is oonsideraUy less than that in their costs, use of WBM emerges as more cost effective. Again use of AC comes out as very advantageous due to superior performance (reflection cracking, deformations, etc.) and long life. Overlays of WBM+AC therefore emerge as the more desirable from the point of performance as well as cost As the provision of expanded metal did not contribute significantly to performance and involves substantial extra cost, the few specifications tried with the use ofexpanded metal are not included in Plate 4.
3.6.9. The satisfactory and above overlays with low cost emerge as in Table 9.
Tama 9
|
Degfeeof initial cnddng 01 coficiclc slsb |
Oenena Levd^oT PcfformanoB |
Overiay CompositioQ |
Factor |
|
(1) Uttk to DO cracking |
Good |
75WBM+75BM+PSC |
1.55 |
|
Fair |
150WBM+2SD |
1.00 |
|
|
(2) Low degree |
Good |
75WBM+40AC 75 BM4.4OAC 100 AC |
0.83 1.12 1J4 |
|
Fair |
115 BM+PSC |
1.64 |
(3) Medium degree (^Cracking
150 WBM +40 AC 0.97
Good 75 WBM+75 BM+40 AC 1.20
100 AC 1.34
|
Fair |
75WBM+40AC 75 BM+40AC 225WBM4.2 SD |
a83 1.12 1.13 |
|
(4) Extensive craddng Good |
150WBM+40AC 75 WBM +75 BM+40 AC 100 AC |
a97 1.20 1.34 |
|
Fair |
75WBM+40AC 225WBM+2SD |
0.83 1.13 |
Tbe thidmesses are in miUimetres.
Strengthening of thin C. C Pavements with
Flexible Ovrlays 261
3.6.10. It is observed that the overlay performance is essen- tially the same for ' medium ' cracking and * extensive ' cracking of concrete initially.
3.6.11. Further, it would be informative to compare the indications given in Table 9 (para 3, 6, 10) and in Plate 1, with the recommendations of I.R.C. Ad-hoc Overlay Conmiittee and I.R.C. Special Publication 17 : 1977. For this comparison, gists of the two latter sets of reoonmiendations for overlaying are given below :
A* LR.C Ad-hoc Overlay Committee
—Overlay of 75 BM +40 AC for traflSc of more than 3,000 tonnes per day when the concrete slab Is not badly broken.
Overlay of 75 WBM (or bituminous construction) + 75 BM 40 AC when the concrete slab Is badly broken. — Also, overlay oi 150 WBM +2 SD as stage construction when the trafiic b less than 3,000 tonnes per day .
B. LILC. Special PoUicatioB : 17-1977
(a) Annual rainfell oi npto 1250 mm and favourable conditions of sobgrade and drainage :
—Overlay of 75 BM +40 AC or 150 WBM (or 75 WBM +75 BUSG) +40 AC for daily traffic of more than 1 »500 commercial vehicles .
— Overlay (^ 75 BM +PSC or 75BUSO+PSC or 150WBM+PSC or 75 WBM +40 AC for daily traflSc of 151 to 1»500 commerdal vehicles.
3.6.12. Even though the indications from this overlay test track and the I.R.C. recommendations in force are in conformity to a certain degree, the test track data and the related cost analysis do provide additional information in regard to the following aspects :
(D Effects of the degree oi initial structural damage to concrete on overlay performance.
00 Relative efltocy of a variety of overlay compositions. QiO Progression (^cracking in concrete after oveclayiDft.
262 Dft. DmR ft Mmm on
(iv) The relative cfficn^ of diffienot maleriali and fhii^lrnBMfa in oon- troUing ivflectian oickiiif.
(v) The rdative ooit alhcfiww of dtfhidrt avvriaya in different areas.
4. CONCLUDING RSafA|KK9
4.1. The Paper describes the data and analysis about the cmiUtions and 14-year porformanoe of experimental iexiUe overlays provided on an old concrete pavement (with varying degree of distress then) of a heavily trafficked arterial road at a site not very far from Delhi. It goes without saying that the results are essen- tially valid only for the conditions of this test track. All the same there seem to be eipergi|ig a aumberQf useful fiodipgs as under :
(1) Construction of walv-bound maradam directly on a«ed concrete surfiioe 4oe9 involve proUoqs frgm tiie pqint of OQppaction and keying in of the opaifi ^prolate. FMfty jftjiftctoiy results were Qt)tatiied by tbi mc of a iMtuminpus |9d(-ooat (atthe rate (^9.76 kg/10 sqjn.). Qowpvqf; 4e ta^-cgat get damaged during wet consdidation. The cparw aggregate was Delhi Quartzite and the flikr was non-plastic. lUek WBM overiays 4id cshibil «cinie nuasiiie of gqmmil nmgbnns under trafficking, there was little degndatigq of ngfrtgr** during construction and afterwards.
(2) The bituminous macadam, #s used (25 mm and down aggregate with 4 per cent binder), performed well but not significantly better than WBM.
(3) All WBM surface courses of overlays were covered witii two-coat bituminous surface dressing. During the 14-year service, the surface could be kept traflio-worthy ivith only two renewals and those also merely with the second coat. The BM surface courses were covered with seal-coated prenux and only one. renewal (of seal-coat only) was provided during the 14-year period. It would seem that the thin surfacings in these experimental constructions did pecform somewhat beyond e?q;>ect9tions.'
(4) The mix used for aq;dialtic concrete may be tcra^ as special. It had relatively hi^ Under and filler contents (at 7 per cent each). The asphaltic concrete performed exceptionally well in many ways. It is believed that this performance may in no small measure be due to the hi^ binder content
(5) A few trials were made with the provision of expanded metal (hud directly on cement conocete) in bituminous overiays. In relation to the cost involved, the contribution of the expanded metal to overlay performance was not sigyuficant
Strengthening of thin C. C. Pavements with
Flexible Overlays 263
(6) The important observations (and criteria for overlay performanoe) included : deflections and deflection trends ; reflection cracking ;
progression of cracking in concrete: deformations, riding quality and maintenance. The detailed findings in regard to them are discussed in Fua 3. A few broad* findings are however given below:
Q) Initial structural stale of concrete was a dominant factor oootrolling deflectiofis. Depending upon quality and thickness, overiaying did mean some compensation for the structural state of concrete. Thickness for thick- ness the three materials from the point of rehitive eflfcacy in the descending order woe AC, BM and WBM.
00 As regards reflectioo crackmg, use of asphaltic concrete has been the most effective measure. The initial struc- tural state of concrete influenced reflection cracking also.
(iiO It is to be observed that none of the overlays tried (ranging in thickness from 5 cm to 24 cm) was comple- tely effective in checking further distress to concrete. Of course, the rate of further distress was found to be dependent on quality and thickness of the overlay.
(iv) Barring some ridmess due to site variations in binder content, the asphalt concrete remained essentially main- tenance free. The thin WBM overlays underwent the most deformations and the other overlays performed in between.
(7) Sutject to the conditions of the case and the stated assumptions, the relative performance and the cost effectiveness of various over- lay compositions are indicated in Plate 4 and Sub-para 3.6. From tbe considerations of performance as well as net total cost Qn tnms (^ present worth), overlays composed of WBM and AC stand out.
(8) It would seem that, for the case of concrete pavements with fairly thick base and sub-base courses the overlay requirements may be arrived at from considerations of [flexible pavement design reasonable control of reflection cracking and serviceability leve^ desired.
ACKNOWLEDGEMENTS
The Paper is published with the permission of the Director, Central Road Research Institute. The test track was conceived and constructed when Prof. S. R. Mehra was the Director, most of the tnfficking and performance observations were completed during
264 Diu Dam * IfniBi on
Dr. Bh. Subbarvu** Directonhipb and oondntion of the test track IstaUngidfloewithPjrDr.CO. Swifldiiittlittast^ Tho
Authors aregrateAil to them for their gaidanoe and kmd interest hi the study. The Authors aie thankfbl to tho Beads of Fknbk Bavemeat Division (Ptof. C G. Swaminatiuu thm) and Rigid Pavement Division (Dr. R. K. CHiosh) for thdr kifld oo-openttion in the pkuming stages of thb prajoct Shri Y. R. Phnll (then Scientist* Roads Division) and Shri K. L. Sethi (Scientist, Rigid BaveflMnt Division) partidpalfld hi fliis niitial phase of work.
Almoit the entire staff of the Roads Division was invohred m one way or the other with the oonstmctioit of the test track. While acknoirtedging their assistanee^ special mention is made of Sarvashri A. K. Bhat (Bx-SdentistX O. S. Bhatnagar (Scientist^ R. S. Mdifa (Ute Scientist), P. C Vefgihese (SdentistX Munshi, Ram (S.S.A.X Roop Chand (Ex-SLA) and C L. Handa (Construction Foreman). The aaslsfafice Mildeied by Dr. O. R. Bahri (Ex-Scientist) and Sarvadiri V. K. Jaitly (ScientistX N. D. Vermani (Sdoitist) and D. C God (S.S. A.X all of FteiUe Pavement Division.towardsmixdesignandqualityoontrolof BM and AC is also thankfully acknowledged. They all worked under the guidance of Prof. C. G. Swaminathan. Thanks are also due to the Institute's Workshop for operation of machmery. Photo Section for periodic photo coverage and Drawing Section for crack mapping, etc.
Grateful thanks are also due to the Public Works Department (Buildings and Roads), Govt, of Uttar Pradesh for making available the test stretch and for the excellent co-operation throughout.
1. CtoinALRoADREBAaeHlNSTmjn. Fuiel discossionon Strengthen- ing of Bxistiog Thin Oemeot Concrete Pavements, Journal of Indian Roads Congress, Vol 27, No. 2, Oct, 1962.
2. Central Road Research iNnrruiB. In coUaboraticMi with Con- crete Association ot India. Strengthening of Cement Concrete Pavements. Unpublished Report, 1962.
3. Indian Roads Congress. Overiays on Cement Concrete PkvementSy Uiuniblished rqxMt of Ad-hoc Committee of Indian Roads Congress, 1963.
Strenothenino of thin C. C. Pavements with
Flexible Overlays 265
4. Obosh, R.K., Shear dtsign of floodble WAM. overlay over badly cmdoed Oooaete Pftvementt. Qvil Engiiieeriiig and Public Works Review, No. 1401, Nov., 1963.
5. Dhir, M.P., Investigatioiis of noant of the design aspects related to the stTBngfhsnhigof OmcptOoiigeie Pavements with flfexibleand rigid overlays, Poi^ UniveKiity, Ph. D. Thesis, Oct, 1968.
6. Mahabir Prasad, Tyagi, S.C, A Jain, R.K., Overlays on faOed thin cement concrete pavements, Indian Roads Congress, National Seminar on 20 yean (tf Design and ConstmctioQ of Roads and Bridges Bombay, 1968.
7. C^turvidi, D.C, & MaIhur, RJL, Use of built-up 4>ray grout method for flenble overlay over rigkl and flc3iit>le pavements on the O. T. Road in Uttar Pradesh. Indian Roads Congress, Vol 31, No. 3, 1968.
8. SwAMiNATHAN, CO., & Nair, ILP., Eaqwrimental flexible over- lays on Cement Concrete cm National Highway No. 7, near Hyderabad Indian Roads Congress, Road Researdi Bulletin No. 17, 1970.
9. Ghosh, R.K., Puri, M.L., Phull, Y.R., Sethi, K.L., & Bhatia, M.L., Construction and performance of ten years old bonded Rigid Overlay Test Track on N.H. 24, Indian Roads Congress Seminar on Strengthening ofExisting Road Pavements, Srinagar, Aug.-Sept., 1971»
10. Ghosh, R.K., Dinakaran, M., and Krishnamachari, R., Effect oi flexible overlays on temperature and load stress variation in Cement Concrete Pavement and their Economics, Indian Roads Congress, Seminar on Strengthening of Existing Road Pavements, Srinagar, Aug.-Sept., 1971.
11. Sathe, p. v., and Merani N.V., Strengthening of pavement on Bombay-Poona Road, Indian Roads Congress, Seminar on Streng- thenmg of Existing Road Pavements, Srinagar, Aug.-Sept., 1971.
12. Mahabir Prasad, Sharma, V.P.S., and Jain, R.K., Performance of overlays on failed Thin Cement Concrete Pavement in Uttar Pradesh, Indian Roads Congress, Seminar on Strengthening of Existing Road Pavements, Srinagar, Aug.-Sept., 1971.
13. Iyengar, CL.N., and Patel, N.L., Strengthening of existing Road Pavements in Bombay City by Overlaying Methods, Indian Roads Ccmgress, Seminar on strengthening of existing Road Pavements, Srinagar, Aug.-Sept., 1971.
266 Dtu DHDt A Mrrm on SnENonDrnmo op nm C C Pavembnib wiih FLbxbu Ovbulats
of TUn Gemeot Cottcwle Filiiiwli widi Ftadbio 0««liys» Indiaii Roadi Coogreii, Semiiiir oo iln«|i0i8BiQg of PkvemeoH, Srinafv, Aqi.-Scpt, 1971.
15. Dhib,MJP., SmdlsroftoiBeaipeetiof iln«|i0i8BiQgofTliin Geomt CooaelD Fifenienit with Fkadfate Omtey, Tte IliM laleniatioiial CootoeDoe oo tfiB Stractonl DmIpi of Afpiwilt FiRveuieiifSy Loodoiiy 1972.
16. buxAN RoADt GdNOMM. imecim npott of te Indten Roads CoQgroH Worldng Qtoop oo owci'liys ifviog pcfWHimnop ttscatment of 0¥eriay» oo Cdpcpt Cone Jdo Rotd Ptvcoxott io differeot puts oftfaeoounCiyaiidits imooinmmrtrtioos oo OveriaySy liidkui Roads CoogKiSy Scflnioar oo slioimilMDinK of osirtios Road Favcmeots, Srinafv, Aug.- Sqit, 1971.
17. Indian Roads Oonohrbb. RucommBiidatioos about overlays oo GeoHot CoBcrals Fin^eaieDts^ IndiaD Roads Ooogress* Special PiiUicatioo 17» 1977.
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316 ' Dr. Dhir & Mitter oh
Appendix 1 (Cootd.)
Notes: 1. The abbreviatioiis used are as under : —
T —Tackooat on oonoete surface
T — Tadc coat on WBM surface
WBM —Water bound "yifflilflni
2SD —Two coat surfiioe dressing
BM — Bituminous macadam
PSC —20 mm tliickpremix carpet with seal coat
AC ^Asphaltic concrete
AV —Average
BUSG —Built-up Bpcay grout
Z All layer thicknesses given are in mm and refer to final com- pacted thicknesses.
3. When the overlay construction was planned and executed layer thicknesses were fixed in indies. Denotion of thick nesses above in mm has been done as under : —
mm
|
i |
20 |
|
1 |
25 |
|
4 |
40 |
|
2 |
50 |
|
3 |
75 |
|
4 |
100 |
|
H |
115 |
|
6 |
150 |
|
9 |
225 |
Strengthening or twn C. C. Pavements with
Flexible Overlays 317
Appendix 2
UNIT COST OF VARIOUS OVERLAY CONSTRUCTIONS
Seria] Item Unit Cost
No.
RsP
1. Tack coat on cement concrete pave- ment for W.B.M. overlay . . Sq.m. 2.30
2. Tack coat on cement concrete pavement for bituminous overlay
3. Tack coat on WBM for bituminous overlay
4. 75 mm thick water bound macadam
5. Two coat surface dressing
6. 20 mm premix carpet with seal coat for laying on fresh bitimiinous macadam
7. Bituminous seal coat for premix carpet
8. Second coat surface dressing renewal
9. 75 mm thick bituminous macadam
10. 40 mm thick asphaltic concrete
11. Expanded metal at 5 kg./sq.m.
Note : The above unit costs are based on the rates for materials, labour and machinery as given in Appendix 3.
|
Sq.m. |
1.75 |
|
Sq.m. |
Z90 |
|
Sq.m. |
7.70 |
|
Sq.m. |
9.80 |
|
Sq.m. |
13.20 |
|
Sq.m. |
3.10 |
|
Sq.m. |
3.85 |
|
Sq.m. |
28.10 |
|
Sq.m. |
24.50 |
|
Sq.m. |
18.45 |
318
Dr. DHIR & MnTER on STRENGTHEhONG OF THIN C. C.
Pavements with Flexible Overlays
Appendix 3
BASIC RATES USED FOR COSTING OVERLAY SPEOFICATIONS
1 . 63-40 mm size stone aggregate
2. 1Z5 mm size stone aggregate
3. 10 mm size stone aggregate
4. 6 mm size stone aggregate
5. Graded aggregate (25 mm-6 mm)
6. Graded aggregate (12.5 mm-6mm)
7. Coarse sand/crusher stone dust
8. Moorum/gravel
9. Lime stone dust
10. Bitumen 80/100 in drums
11. Diesel
12. Expanded metal at 5 kg. per sq.m.
13. Beldar-coolie
14. Chowkidar
15. Mate
16. Sprayman
17. Bhishti
18. Mistry
19. Hire charges of road roller excluding fuel
20. Hire charges of H.M.P. excluding fuel
21 . Hire charges of paver finisher
22. Hire charges of tipper
23. Hire charges of loader (small)
24. Hire charges of loader (big)
25. Hire charges of bitumen boiler
26. Hire charges of bitumen spraying unit
27. Hire charges of bituminous mixer for premix chipping carpet
Rs
49/-pcr cu.m.
55/-per cu.m.
58/-pcr cu.m.
60/-pcr cu.HL
55/-pcr cu.m,
58/-pcr cu.m.
39/-pcr cu.m.
25/-pcrcu.m.
200/-per tonne
1900/-per tonne
1 .45 per litre
3.25 per kg.
6.45 per day
10.50 per day
6.84 per day
10.55 per day
6.84 per day
13.00 per day
129.37 per day
987.75 per day
234.50 per day
130.75 per day
117.25 per day
186.00 per day
15.00 per day
20.00 per day
233.00 per day
Dr. Dhir & Mn Plate 1
CONCRETE SL ANC
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I. R. C. PANEL DISCUSSION
HIGHWAY CONTRACTING INDUSTRY (Present Status and Meaanres for Growth)
THEME PAPER By P. C. Bhasin
f
1. Over the successive 5-year Plans, substantially heavy invest- ments have been made both in the Central and the State sector for the development of roads to meet the ever-increasing demands for a better road-transport system. Heavier and faster traffic calls for highways built with sophisticated designs and specifications using advanced construction-techniques under strict quality control at all stages of construction. This is all the more important for our stage development processes being pursued in phases at present on account of our restricted financial resources. Unfortunately the Highway contracting industry, through which the bulk of road construction in the country is got carried out, has not developed to any worth-while standards to handle efiiciently the work-load and quality requirements in the road-sector of development. Most of the contracting firms are of small or medium size, woefully lacking in technical competence, management expertise and requisite resources in terms of finance, machinery and testing facilities essential for quality control etc. There has been prac- tically no concerted effort for overcoming these deficiencies in the highway construction industry. As a matter of fact, there seems to be lack of proper quality-consciousness amongst not only the contracting industry but also amongst the Highway Construction Departments.
2. At present most of contracts are being split up both hori- zontally and vertically to suit the capacity of small and medium size contractors. This unavoidable fragmentation results in time over-runs, poor quality control and unsatisfactory finished-road- surface due to lack of co-ordination and the absence of undivided responsibility of one contractor. There is an urgent need for letting out composite contracts in sufiiciently large project sizes to experienced and well-organised contracting firms having adequate resources in terms of qualified experienced men, plant and equip- ment, finance, etc. However, for such quality performance, contract bids and therefore construction costs are bound to go up. Thus, immediate necessary measures are needed to improve and encourage growth of the healthy road construction contracting industry. The Ministry of Shipping and Transport and the State Chief Engineers have been jointly giving serious thought to this problem and have tried to identify areas of deficiencies in the present
336 Panel Discussion €»i
set-up of the contractiiig system for road construction and suitable measures for improvement. The Ministry of ShijqHiig k Transport (Roads Wing) set up a Committee under the Chairman- ship of the Director General (Road Development) with membcn from the Central Road Research Institute, Planning Commission National Committee on Science & Technology, Director Geoflol (Border Roads) and some senior State Chief Engineers for reportim on the subject of '*More efficient and economical constmctiot and maintenance of roads". In their Report brought out in 1974 the Committee devoted full one chapter to the Contracting Indostiy wherein the present inadequacy and inefficiency of the system mi clearly identified after sufficiently detailed study of the promt working system for road construction in diJOTerent States. Lack of financial resources, difficulty of raising finance at reasonabh rates of interest, somewhat stringent and meagre advances availabb under terms of the existing contract system and uncertainty about continuity of an optimum economically viable work load, systoa of awarding work to the lowest contractor in spite of his othenriw apparent lack of proper resources for inputs needed for effiaat performance and delivering quality specifications are some of tb deterrents to the development of road-making contracting industij. The Committee observed that imfortunately, construction was not recognised as an industry by banking institutions and as suck contractors, even if they wanted to develop their capacity and expertise, could not do so for want of liquid funds raised at reaso- nable rates of interest and had to resort to private market borro- wings at exorbitantly high rates. Again, for want of assured continuity of work, speciality built-up for road-making work obviously has to be dispersed to other types of works.
The Committee recommended that department should give advances for mobilisation, for purchase of machinery, advances against materials of construction, ensure prompt payments and take steps to reduce earnest moneys and security deposits and accept bank guarantees for the same so as to avoid tying up of the scarce financial resources of the contractor.
The Committee strongly recommended judicious registration of contractors, their pre-qualification for jobs and floating of composite contracts of sufficient size rather than splitting up of
Highway Contracting Industry (Present Status and
Measures for Growth) 337
work into various items as at present. Furthermore, employment of qualified engineers in their management for supervision of work should be insisted upon for registration and for award of work.
3. Earlier, the Planning Commission (Construction Division) bad also set up a Panel for advising on ways and means of effecting **Economies in Construction Costs". In their report submitted in 1968, while discussing the business of construction, the Panel pointed out the fact about banks not recognising construction as an industry and hence denying the construction-contractors' borrowings at reasonable lending rates and thus forcing them to raise finances from private parties at exorbitant rates of interest. This was inhibiting the growth of construction industry as con- tractors were always short of liquid funds for taking on new con- tracts, for financing those in hand and for purchase of new plant and machinery.
For encouraging growth and modernising the industry, financial assistance from the Govt, was considered essential by the Panel- It suggested setting up of a " Construction Finance Corporation", grant of advances for mobilisation and purchases of machinery, advance against materials, acceptance of bank guarantees or fidelity bonds of Insurance Companies as earnest money and security deposit. The Panel also suggested selective tendering (i.e., pre-qualification), introduction of a National Register of Qualified Contractors, some changes in the contract forms so as to make conditions equitable as far as possible.
4. The Indian Roads Congress, which is the premier organi sation of highway engineers in the country and provides forum (for pragmatic and useful discussions on all problems relating to design and construction of roads and bridges) to the representatives of all the Govt, departments, dealing with roads and those from the highway construction industry has also been emphasising the need for organising the road construction industry so that it employs modem techniques, engages properly quaUfied staff, equips itself with adequate plant and machinery for increased productivity and quality work. The Congress has constituted ^.'^otMciXXsifc v^ look into the shortcomings and needs of the Hi^Vvwa^ CcyDXx^olvR%
338 Panel Discussion on
industry and suggest improvements. This Committee has members from the industry, besides those from the Public Worb Department, Border Roads, M.E.S., E-in-C's Branch, etc.
During deliberations of the Committee (which are still to continue) the representatives of the contractors have highlighted the need for :
(a) Controlled Enlistment and Registration based on
resources in terms of men, materials, plant, machinery and |«| performance, pre-qualification and selective tendering.
(b) Financial assistance in the form of advances for mol»l]8atioii,p»' diase of machinery, etc., l^ reducing quantum of earnest and security deposits and accepting bank guarantees.
(c) Tendering in two parts v/r.,— Part *A' containing design and specifications with all technical and financial tioDS etc. and Part *B' containing price bid to be opened alkr A , conditions have been settled and financially assessed.
(d) Escalation Clauses in the contract which should be easily ip» kable and should cover increase in labour wages, increaie k cost of materiate to be arranged by contractor, petrd, oil aii lubricants since in the context of present-day unpredictable and constantly rising inflation, contractors cannot fairly assess price rise effect on completion costs of contracts and makes them gamble or leave works incomplete or skimp on spedficatioos to avoid loss.
(e) An efiicient system to settle disputes early and capable of ins- piring confidence about fair treatment to both parties.
(/) Assured continuity of work so that investments made by coo- tractors do not become unproductive.
(g) Completeness of N.I.T. with reliable data.
It was jointly appreciated that there is certainly an urgent need for the industry to arrange for :
(a) Quality control wtib contractors* own site laboratory to enable fail supervising staff to test and control material-quality and oots* truction processes. (E>epartmental supervision and diecking will be there always.)
(b) Assured performance of contracts and delivering roads capabk of giving defccl-ttte sciN\cfc loi ^ %\5ffic\ent period fcf defect-liability.
IiGHWAY Contracting Industry (Present Status and
Measures for Growth) 339
(c) Timely completion ofprojects as perjointly agreed time schedules within the time-frame of the contract with requirements of inter- mediate progress levels.
>. Roads Wing of the Ministry of Shipping & Transport is conscious of this 'inadequately organised' status of the road acting industry and the resulting lack of requisite quality ol, time over-runs and cost over-runs on projects. It has having detailed in-depth discussions with all the State Chief leers, at every possible forum, (IRC Annual Sessions, All- meetings of Chief Engineers, Technical Symposiums or [larson Highway Construction Techniques and Quality Control rejects). For achieving quality, speed and economy on road cts, joint efforts of engineers in-charge of the project and the actors are absolutely essential. The Contracting Industry Road Project Engineers have jointly to appreciate their res- ibility to ensure quality work and to complete the same within me-frame of the contract and for that purpose the contractors Id equip themselves with —
(a) Experienced, qualified personnel at management and field level
(6) Necessary plant and machinery in good running condition with proper arrangement for repairs and maintenance ;
(c) Their own systematic and responsible tedinical quality check of materials of construction and of the construction processes as well as of the finished inx)duct ;
(d) A small field laboratory of their own for large projects to be handled by adequately trained experienced staff.
For making such a set-up economically viable and profitable e contractors the departments should let out composite con- ( of sufficiently large size and arrange works so as to ensure, r as possible, continuity of a certain level of work-load to !e the contractors to recover investments on inputs. The n of spUtting road work horizontally into different small size . should be stopped and the small size contractors d be asked to join into co-operatives for handling large >osite road works. In the context of all the above, an able rise in contract bids and therefore pToied cosVs \s tlqX ? grudged but accepted.
340 Panel Discussion on
For improving quality, in addition to the nonnal checking of materials and construction processes an ad independent set-up under the direct control of the Chief for performing random checking on materials, field coi processes and on finished samples has also been to be instituted. But any worth-while results can be only if all concerned jointly realise their responsibility to sincerely and deliver goods of requisite quality as designel
6. For alleviating the complaints of the contractors restrictive and unequitable provisions of the present forms, to afford adequate financial assistance and to hdp the contractor for increase in labour wages, material price price of P.O.L., a Committee of Chief Engineers has evoM "Model N.I.T. and Contract Documents" which by and would meet the requirements considered necessary for the of the contracting industry as suggested by contractors tl This model NIT has also tried to introduce the requireiml phased intermediate progress level on works at different of time during the construction period. Steps arc befaig to finalise this document.
As regards the provision of escalation clauses in the Modi Contract Documents, it is now being realised alround that fl the continuing inflation and the unprecedented increase in pri» witnessed during the last few years, very few contractors arc position to absorb the increase in prices in their original tendotl cost and it has also become very difficult for them to makeflf correct assessment of the likely increase in the prices of matoidi^ labour wages, machinery and POL etc. and provide for the in their tender. Over the past few years, big contractors hi*' been invariably stipulating their own conditions regarding co* pensation for escalation in the prices of materials, increase labour wages and other social benefits to the labour, increase ill the prices of POL etc. These conditions are varying in difftrt*] tenders and are sometines very difficult to assess for their financiili implications at the tender stage. There is thus an urgent vf^i for a critical review of the situation as it exists today and evolving a standard proceAui^ ^ox xcsayAxv% ^\SRfc ^^^^vsveats the contracts for sucVv v^inaWoTvs, >w\v\Okv ^Vo\\Vs. \ifc ^«sJ^x^^
Highway Contracting Industry (Present Status and
Measures for Growth) 341
equitable both to the Contractors and the Government. Such an exercise is now being attempted by evolving suitable escalation dauses to be introduced in the above mentioned Model Contract Documents. It has, however, been observed in some cases that presence of an escalation clause in a contract, ha3 led to a tendency towards delaying the completion of work without much justifiable reasons. To avoid this tendency or any such feeling in the clients it will have to be ejuunined that any adjustment in the tender price by way of payments/refunds arising out of variations in the cost of materials, POL and labour wages etc. is limited to the stipu- lated contract completion period except when there is an increase lA the original scope of the work requiring extension in .conti- miation of the stipulated date of completion in the accepted con- tract. In other words, for extension of time granted for any other reason whatsoever, adjustment in the contract price may not be admissible on account of variation in the prices of materials, POL and labour wages. Another method may be to fix an overall ceiling/limit for payments on account of increase in the prices of materials, labour wages and POL each separately. It has, however, been argued by the representatives of the Contracting Agency that in the present context of inflationary trends in the economy it would not be fair to suggest any such limit/ceiling. All these points need to be considered in depth so as to evolve an equitable formula for taking care of the esoEdation in the prices of materials and labotnr wages etc
7. Earlier, to encourage purchase of equipment and machi- nery by contractors, loans were advanced to a few contractors but OTperienoe in a few cases has not been good and recovery has been ftsrimd to be difficult besides the contractors not using these on Govt works. It is, therefore, considered advisable that advances be given only in terms of contracts, proportionate to the value of the contract and against proper safeguards — duly executed bank guarantees and with hypothecation of machinery (as has been proposed in the Model NTT).
8. Another important aspect that is causing concern both to the Contracting Industry and the Departments is the existing arbitration system. The contractors have been complaining about long delays in the arbitration proceedings and in implementation
I.R.C. 41-2-22
342 Panel DDCUSSKm on
of the awards. The Departments have felt that being non-speaking awards, they have not been able to fully convince the finance about full justification of the award against different items of disputfli This matter has been recently discussed in detail by a group of senior State Chief Engineers and the representatives of Transpoit Ministry and after examining the existing systems in different States the Group suggested the setting up of full time Arbitration Tribunal. This Tribunal can hold arbitration proceedings al different stations in the States concerned most convenient for the parties involved for early settlement of the claims.
This Group of Chief Engineers also considered the otto alternative which at present is in vogue in the State of Maha* rashtra. There a Committee of Secretaries has been set up with-*
Secretary, Irrigation A Power Department
Secretary, Fioance Dqwrtment/Joint Secretaiy, FfoanoD
Department Secretary, Buildings & Communications Department
One Chief Engineer/Addl. Chief Engineer torn the LrrigtfiOB
A Power Department. One Chief Engineer/Addl. Chief Engineer from the Buildingi A
Communications Dcpt., as members.
The Chairman of the Conmiittee is the senior-most Secretai; and the Chief Engineers/Addl. Chief Engineers are those who aie not connected with the work in question directly. This Standing Committee have full powers to decide the claims in respect of disputes under the contract and their decision, if unanimous, is final as far as the Govt, is concerned. In case of non-unanimous decisions, the claims are referred to the Cabinet for final orders. However, the contractors have still got the right to go to the Court of Law if they are not satisfied with the decision of the Govt. For claims being referred to the Standing Committee the accepted value of the contract should be more than Rs S lakhs and claim should be for an amount of Rs 50,000.
Anyhow, this matter of Arbitration or settlement of claims through a high powered Committee is proposed to be discussed further at the meeting of the All-India State Chief Engineers m order to devise ways and means of ensuring early settlement of
Highway Contrachno Industry (Pusbnt Status and
Mbasuus RMt GlU>WTri) 343
ciaims in a manner fair to both the parties and making implemen- tation without mireasonable delays.
9. It may also be mentioned that taking note of this present inadequate devdoped status of the Contracting Industry in the fidd of road construction and the absence of any concerted effort in the private sector to devdop the road construction techniques and improve quality. Road Construction Corporations in the Public Sector may also have to be considered. These can be managed by wdl-qualified experienced persons and can acquire necessary plant and equipment for carrying out road construction Jobs economically, expeditiously and with proper quality control^ Such Corporations may also serve as healthy competitors to the inivate road buikling contracting industry and help in developing the same to the required standards.
10. It would certainly be worthwhile having a complete exidiango of ideas between the Engineers in-charge of execution of road works and the members of the Highway Contracting Agen^. The requirements for executing road works with speed and of requisite quality can be discussed openly and necessary measures can be identified jointly by the Profession and the Highway Contractors for taking further immediate steps to initiate and encourage proper growth of Highway Contracting Agency capable of discharging their responsibility as expected of them by the Nation.
Some of the points calling for discussions are suggested here- under:
(/) Fragmentation of road-work contracts— horizontaUy A vertl« cally versus composite contracts.
(If ) Registration and pre-qualification of contractors for road works — minimum qualifications therefor.
(///) Deterrents for development and efficient performance of the highway construction contracting Industry.
Panel Docussion on Highway CoNntAciuio Indusiey 344 (Present Status and Measures for Growth)
(/f)How to eoture meatuict and achieve (luality cootnl construction in the fidd and giving performance guanmtee.
(y) Measures for eliminating time ovtr-runs.
(vl) Ffnandal Assistance to the Contracting Industry— General as! | under the contract
(vtf) Madunery forear)y settlement of claims and for aibitiitiQa (riii) Escalation Clanses.
INFORMATION SECTION
1. ''PREDICTION OF RUT DEPTH IN FLEXIBLE PAVEMENTS**
2. ^'STRUCTURAL THICKNESSES OF PAVEVIENTS FOR BULLOCK CARTS'*
3. "DISTORTIONAL ANALYSIS OF SINGLE CELL PRISMATIC BOX GIRDERS"
"PREDICTION OF RUT DEPTH IN FLEXIBLE PAVEMENTS**
By
Dr. SURENDRA PRAKASH JaIN*
GCmXENTS
L Introduction
2. Distress Index Modd
3. Rut Depth Model
4. Load Deformation Curves
5. Models to Characterize the ''Repeated Load-Deformation*' Characteristics
6. Characterization of Subgrade 'Tine-Grained Cohesive Soils"
7. Permanent Strain in a particular Month
8. Procedure to Compute the Rut Depth
9. Computer Programme 10. Conclusions
Fat9
348
348
351
353
356
358 362
364
364
367
SYNOPSIS
A pavement should be designed and evahiated in terms of the level of service or performance it can provide. CQncq)tual distress in a pavement can be measured in terms of fracture, distortion and disintegration. In the view of hl^way users, the distortion part of distress can be corrdated In terms of rut depth. In Uiis Paper, a model for predicting the rut depth Is presented wfaidi can be rq)resented as a permanent portion ci the total deformation In a pavement structure due to rq)etition of loads. A cooq>uter programme Is developed for computatioos.
Executive Engineer, El/A2,lUverBankCokmy«lAidisinw^ \^S«
348 Dr. Jain on
1. iNntoDucncm
The design of flexible pavements requires knowledge of complei structural systems. Many variables are involved, including the behaviour of soils and paving materials, combinations of static and dynamic loading, and different environmental and climatic oondi- tions. Early design procedures for flexible pavements were primarily rule-of-thumb. In time, many empirical and semi-empirical methods of design were developed. The empirical nature of the methods is due in part to limited knowledge of the behaviour of materials and of actual failure mechanisms and in part to the limitations of analy- tical techniques in handling the complex mathematjcal fimctions required.
The inability to predict pavement performance under certain conditions with any existing design method has been due to the manner in which design procedures were developed; a particalar development was applicable only within certain limited geognqiliic boundaries and suitable only for the characteristics of available materials, environmental conditions, and traflSc loads withm these boundaries.
The term failure as applied in the design of many engineering structures cannot be ured fe r pavement systems. For example, a pavement cculd be ccnridered to have failed according to structural design standards, such as appearance of cracks, but may still be capable of performing at a reduced level. A pavement should be designed and evalr ated in terms of the level of service or performance it can provide*. Distress mechanisms have been defined* as responses which lead to some form of distress when carried to a ex- treme limit. When the distress index exceeds some acceptable level, the pavement system is considered to have failed.
2. DISTRESS INDEX MODEL
A conceptual distress index can be expressed as follows*.
DI(X^t)^FJC(xs\S(x^l D(x,s)xt] (1)
■^ffF- ^^
Rut Depih in Fuxau Pavembots 349
where
I stme;
X Kpo8iti(m vector of a point referred to a
OD-oidiiiate system;
PI (x, 0 Hidistiess indei, a matrix function of space and time;
C ix,t) »measoreof fracture, a matrix function ofspaoe and time;
jS (x, t) ismeasure of distortion, a matrix func- tion ofspaoe and time;
D (x, t) ^measure of disint^ration, a matrix function of space and time.
The distress index is a function of the history of the variable lown from time zero to current time r. In a system's framework, \c parameters in Eq. 1 must be quantified from the input para- leto^. The three modes of distress may be e34)ressed as a function r load, evironment, construction, maintenance, and structural iriables in space and time. For fracture:
C^ (x, t) is a function of load, environment, const- ruction, maintenance, and structural vari- ables, space and time; (2)
For distortion:
S ix, t) is a function of load, environment, cons- truction, maintenance, and structural variables, space and time;
For disintegration: (3)
D (x, t) is a function of load, environment, cons- truction, maintenance, and structural vari- ables, space and time. (4)
The substitution of Eqs. 2, 3, and 4 for fracture, distortion and ^integration into Eq. 1 gives a measure of a distress index, •^ed on the riding quality, economics, and safety as required in rticular circumstances, acceptable limits to the distress index can assigned. These limits define the failure of the pavement, Of siviag M criterion for pavement design.
350 Dit. Jain ON
Development of an ideal distress index moddisa oonqJa problem; however, the AASHO Road test concept of present service, ability index is recognised as the best effort to date in this direction. The present serviceability index equation developed in the AASHO Road Test^ is a widely accepted statistically derived regression equation which relates the distress manifestations to the present level of service. It has been found that in the view of highway users, the distress index can be very well explained and correlated in terms of
(1) slope variance SV. ^Mdi can be related to disimpsntko and distortion;
(2) rut depdi RD, wUdi can be related to distortiofi;
(3) area of craddng C per thousand square feet, wliicfa ii related to fiwctue; and
(4) area of patdiingP per thousand square feet, ^pdddi If rekled to iicacture, disint«gratk» and dislortioQ.
At the AASHO Road test, these four factors were measured and the distress index or PSI of the sections was calculated and defined according to the following equation for flexible pavements (Ret 4^ Appendix F).
P5/=5.0-.1.9fo^(l+5F)-1.375^Z)*-0.01 \/CTF (5)
The pavement design models were developed statistically correlating PSI with axle load, repetitions of load, and the design variables (depths of various layers). A distress index curve is shown in Fig 1. An increase in load repetitions will increase the distress in the pavement. The form of distress development is shown by curves for distress indices for cra- cking (Z)/ci)> nit depth (Z)/rd) and roughness or slope variance (DIsw). The cracking index curve shows that although there is crac- king at the beginning of Stage in, theoretically actual distress in the pavement due to cracking starts at the beginning of Stage II. Once the visible cracking starts at Stage III, this effect tends to pro- gress rapidly.The pavement has some roughness due to imperfect construction even in the beginning, and the roughness increases further with the number of load repetitions, as shown. The rut depth distress due to permanent deformation in pavement layers will progress at a decteasvaftYaXft. DI XQ\a\\^^^\s^\a\tf&si.
kuT Depth in Flbxdlb Pavements
351
DIasI>btTe88 Indn due to Cnuddng. DIu>=I>i*ti€S8 bd« due to Rut Depth. DIsv=Distre88 Index due to Roughness or Slope Variance. DIioTAL^Total Distress Index.
i*oi
B
iS
z
99
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5
(DUE TO imperfect]
C ON 9TRUCTI ON) ^^ -
>
J>jc!,.
''-'^'_Pi5?— y^
VISIBLE CRACKING
19^
NUMBER OF LOAD REPETITIONS, N
Fif. 1. Distreti Index Curves for Flexible Pavements
In this Pftper, a model for predicting the rut depth is presented. The rut depth may be represented as a permanent portion of the total deformation in a pavement structure due to repetition of loads.
3. RUT DEPTH MODEL
Fig. 2 outlines the procedure developed to compute rut depth in a pavement structure. The rut depth is calculated in terms of permanent deformation in different layers due to repeated loading The vertical deformation in an asphaltic concrete layer is very small rdative to other layers and thus is not considered. The total deformation consists of the sum of the deformations in all the layers below the 5iir&ceia>'er. Mathematically, rut dq^Wi\SL\!b& ^Ntnsvfiai
3S2
Dr. Jain on
S&» /{applied load* £j,/i|,REPEATED LO>tf> V/S OeFOAMATfON CUSVe]
OUTPUT
|
START 1 |
||||
|
INPUTS |
CRITERIA |
|||
|
AXLE LOAD, Ei,TrRE PR£9SURE,JUi6rDi |
LATERED ANAUVSI8 COMPUTER PROGRAM |
|||
|
" |
> |
|||
|
( |
Ol AND Cfl
TRAFRC DATA n/Ef^Vi ^STRESS RELATIONSHIP
REPEATED U>AO V/8 DEFORMATION CURVE
PERMANENT STRAIN ti
D]
RDs CD; CI
nM3
Fig. Z Flow Chart for Quantification of Rut Depth Index is represented as :
Rut depthia>it% =f[^^(Of(^nh^ii^)\
Where
iKO -/ [MtlHOfDiit), IF,];
(6)
0
(t) — ftinction of time;
ay = vertical and confining stresses in the i^ layer due to
applied load fFj» inpsi; itj » number of load applications of level J; Pi = Poisson's ratio of the i^ layer; £i m elastio modulw c^ tYiib t^ \K!j«t/tfiL p^\
Rut Depth in FLexiblb Pavements 3S3
A = depths of the i^ layer^ in inches; (e.ii)i = repeated load deformation curve for the i^ layer; ei s permanent vertical strain in the ^ layer.
4. LOAD DEVCWMATION CURVES
In triaxial loading, the permanent deformation of a parti- cular layer depends upon the number of load repetitions and vertical and confining stresses. Load deformation curves and regression equations developed from these curves, required to calculate the permanent deformation in various layers, are discussed below. These curves and regression equations give an estimate of the per- manent strain and deformation in each layer in terms of vertical stress, confining stress, and number of stress repetitions.
Base and Sob-Base Gramlar Materiab
The behaviour of granular materials under repeated loading is highly dependent on the degree of confinement. Haynes and Yoder* presented the results of undrained repeated-load triaxial compression tests on gravel and crushed stone used as base course at the AASHO Road Test. In these tests, a lateral pressure of IS psi and a deviator stress of 55 psi were used. For the present analysis, curves representing the actual developed stresses in the pavement section were requked. A literature review revealed that the results ofa study performed at Texas A & M University* on nine types of granular materials could be used to obtain this information. To
LOCUS OF MINIMUM VALUES
200 100 50 30
Fig. 3. OnuSng Curve toe Sa\>-\Mib
16 ft 4 3/g 3/^ \^/2
SIEVE NUMBER
?54
£>R. Jain on
JIOO
Q ^ 80
> tf 60
ttj
z
s:
,.40
Z ttJ
S(ao
LOCUS OF MAXIMUM VALUES M£AN OF ALL LABORATORIES -
A&M ANGULAR MEDIUM CRUSHED LIMESTONE %
LOCUS OP MINIMUM VALUES
4-
4-
200 100 50
90
16
•V
•a'
• v;
Fig. 4. Grading Curve for Base NOTES: (1) Dotted and firm lines show the result ofAASHORoMl Test Materials. *
(2) Chain Line shows the Result of A & M materials (Ref. 2, Figs. 3.5 and 3.6)
ascertain the possibility of using this information to characterize the properties of the granular materials used at the AASHO Road Test, a comparison of various properties of the two materials was made. This comparison (Table 1) shows that the angular medium aggregate used for the A & M University test is similar to the AASHO base material and the rounded fine aggregate is similar to the AASHO sub-base material.
Table 2 compares the repeated load test results given by Hay- nes and Yoder* for the AASHO Road Test base material with those given in the A & M University study for angular medium aggre- gate. The comparison is made for the total strain at an axial pres- sure of 70 psi and a confining pressure of 1 5 psL The values of total strain in the two cases are approximately the same at 10,000 re- petitions. A relatively large difference exists at 100,000 repetitions, which is not likely to influence the average results since the samples were near the failure point at these levels of strains and number of applications. There are many reasons for the difference between the total strain values. A part of the difference can be assigned to the difference in frequency and time of loading during the test in the two cases. Higher straiix values v^ouVi uox \^n^ \^ft\!L obkWsLod for
|
Tabu 1. Oomfauonop AASHOBas andSub-«ab MATntuLwmiA&M |
||||
|
TypiCAL AooaBOAn |
||||
|
'jTOpCftlCS |
Base Material |
Sub-base Material |
||
|
AASHO |
A&M |
AASHO |
» AAM |
|
|
Qnulatioo |
See Figures |
3and4 |
||
|
Optiiiiiimmotttiireoofitait,peroat 7.6 |
7.0 |
7.7 |
7.3 |
|
|
Maximum unit weight |
137.9 |
136.0 |
133.1 |
134.0 |
|
Texas triaxial class |
1 |
1 |
3.7 |
3.0 |
|
Plasticity (a) Uquidlimit — |
17.8 |
^_ |
21.3 |
|
|
(b) Plasticity index NJ'.-4.3 |
Z3 N.P.— 3.4 |
7.4 |
||
|
(c) Linear shrinkage — |
14 |
-~ |
5.6 |
|
|
Los Aogales abnsioo |
||||
|
(500 revohitions) |
23.9-28.3 |
25-3 |
25-35.4 |
137 |
|
178 |
163 |
169 ^3—7 |
164 |
|
|
Penneability (ft/day) |
.006-140 |
0.003 |
20x10 |
0.006 Rounded fine lime |
|
Angular |
stone mixed |
|||
|
Brief description |
Crushed medium |
with sand |
||
|
limestone crushed |
Natural |
and other |
||
|
lime- |
calcium |
|||
|
stone |
gravel |
carbonate |
||
|
Tablb Z Comparbon |
OF Total Strain i>or . |
\ASHO |
Road Test and |
|
|
Texas A & M U^avERsr^Y Test KfATEHiALS |
||||
|
Total strain for |
||||
|
Number of |
Total strain for AASHO angular medium |
|||
|
Applkations |
Road Test materials. |
aggregate at A & M |
||
|
per cent |
University test, per cent |
|||
|
m |
021 |
ai5 |
||
|
1,000 |
0.41 |
0.6 |
||
|
10,000 |
1.08 |
1.0 |
||
|
100,000 |
4.4 |
1.3 |
the AASHO Road Test material if the time and frequency of loading were the same as those for the A & M test materials. For the reasons outlined above and since better data were not available, it is considered appropriate to characterize the fatigue characteristics of the AASHO Road Test base and sub-base materials respectively by the angular medium and rounded fine aggregates used at the A & M Universi^ test
3S6 Dr. Jain on
5. MODEI^TOCHARACTElUZETHEniEPEATED LOAD- DEFORMATimr CHARACTEIUSIICS
The values of permanent strain and corresponding load repetitions are presented in Tables 3 and 4 for various combinations of vertical and confining pressures. The range of values for stresses is selected to be comparable with the expected values in the pavement structures imder normal traffic loads.
So that the data given in Tables 3 and 4 could be convenieatfy used for the present analysis, a regression analysis was performed to predict the total strain value as function of the number of load repetitions, vertical stress, and confining stress.* Tte regressioit equations are given below:
Base Material:
Correlation co-efl5cient /?■ = 0.9938 Standard error of residuals a= 0.074S e^ 0.57852-O.20640a.+0.07854#^-0.01464#^g JVL -.0.00121critog iV-0.00408cricr,+0.03846(/£»iV)" -0.00093a'i-0.00062 log iVa%-0.00292(&« N)^ +0.00204cr/+0.000Icr\-0.004a/ei+0.00006#V, +0.00046cricr, logN (8)
Sub-base Material:-
Correlation co-efficient /?■= 0.9772 Standard error of residuals ^^0.1442 ^=-0.75465+0.256051 log N +0.n0O9ai-0.l4433 log Na^ ~.^MXO1187-/i^jy#x4-0-001^3a^^4^aO4>947#/^n,01132»*| +0.03340 log ^cr,•+0.00113% JVa/-0.01885#^f ; +0.00025ai* +0.00367a/ai-0.00072 cr^V, ^-O.OlOlia la Jog N (9)
Where
ag= radial or confining stress, psi; e=per cent permanent strain; iV= number of stress application; ai= vertical stress, /7ji.
Each of the above equations is based on 100 observations. For an actual design problem, the designer will replace these equations with the actual properties oblam^ ?ot \feft materials to be used.
"'"sr^'
Rut Depth in Flexible Pavements
357
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358 Dr. Jain on
6u CHAHACTERI£ATIONCV6UBGRAI»''nNE CaUINED CQHEBIVB SOnjr
DcforauitkNi Plrq^crtics ■rior tbgfnM Lofldhv
The procedure developed in this Paper requires Btres^-strdn {dots for various axial and oonfhnqg piessure oomlmiations. The AASHO Road Test subgrade soil was lestedin fhe rqieated Load Test^* at a confinmg pressure of 3.5 pst for various axial sticssos- The test was made at a moisture content of 15J ptf cent A vaii- atk>n in permanent deformation characteristic is observed due to variation in moisture content, but at the tow stress levels encountemi in the pavements this variation wiU be very smaU. . For practical apidication of the method, repetitive load tests at various moisture contents expected in the field can be obtained Ibr inmeased accuracy.
For AASHO Road Test subgrade soil, the repetitive load test curves are available on^ for 3.5 jm/ confining pressure. For As analysis, similar data are required for various oonfining pressures in the range expected in the ana^s. To make use of the avail- able information, it has been assumed that the total axis! deformation is the same for the same deviator stress. Knowmg the deviator stress (a'l— a'^) in the actual pavement, total strsin corresponding to a'l— 3.5can be obtained from the curves developed for a confining pressure of 3.5 pst. Equivalent vertical stress a' I will be computed as foOows:
a\-3.5=a/-cr% (10)
Where
a'i—a%= Deviator stress in actual pavement
a'x=^ equivalent vertical stress.
Table 5 shows the values of the permanent strains vs. strois applications for various axial stresses at a constant confining pressure of 3.5 psi.
Regression Model to Characterize Deformatioii—Repeated Lesl Characteristics
To utilize the available information a r^ression ana^ was performed on iVie data sY^o^mti m Table S^ and tbD
Rut Depth in Flexible Pavements 359
Table 5. REPnrnvE Load and Deformation Data of AASHO Road Tot Suboradb Material
Confining pressure <f^ - 3.5 psi Moisture content - 15.3 per cent.
|
Axial stress |
Number of stress |
Total strain |
|
^1 |
repetitions N |
per cent e |
|
0.0 |
1 |
0.0 |
|
0.0 |
10 |
0.0 |
|
0.0 |
100 |
0.0 |
|
0.0 |
1000 |
0.0 |
|
0.0 |
10,000 |
0.0 |
|
0.0 |
100,000 |
0.0 |
|
0.0 |
1,000,000 |
0.0 |
|
6.6 |
1 |
0.1 |
|
6.6 |
10 |
0.2 |
|
6.6 |
100 |
0.3 |
|
6.6 |
1,000 |
0.4 |
|
6.6 |
10,000 |
0.6 |
|
6.6 |
100,000 |
0.8 |
|
6.6 |
1,000,000 |
1.0 |
|
9.7 |
1 |
0.2 |
|
9.7 |
10 |
0.4 |
|
9.7 |
100 |
0.6 |
|
9.7 |
1,000 |
0.8 |
|
9.7 |
10,000 |
1.0 |
|
9.7 |
100,000 |
1.2 |
|
9.7 |
1,000,000 |
1.5 |
|
16.0 |
1 |
0.6 |
|
16.0 |
10 |
1.8 |
|
16.0 |
100 |
3.0 |
|
16.0 |
1,000 |
4.3 |
|
16.0 |
10,000 |
5.7 |
|
16.0 |
100,000 |
7.0 |
following regression model was obtained:
for a, =3.5 psi in compressioiL
The correlation co-efficient i{*=0.99, and standard error of residimls=0.16=0.0016 in/in.
^=0.35461^1-0.04064 a xhg N ^0.06511 a i* +0.00283^1* +0.00744 cri* log N (11)
where symbols are as previously defined.
360
Dr. Jain on
In the case of actual design problems, the user may replace this regression equation by the data obtained from the tests on actual subgrade material.
Vertical and confining stresses
Vertical and confining stresses are considered in two categories:
(1) Those due to wheel load, for which stresses are calculated from the layered programme. The means of the stress at the bottom and of those at the top of each layer represent the vertical and confining stresses due to wheel load.
(2) Those due to over-burden, for which stresses in each layer are calculated as follows:
EflFective Height of Layer Over-burden Ai,
inches
EflFective Weight of over-burden ynu pci
Base
^i+/>>/" —Tf {Ykc X Z)i + ^8X0.5/),)
hi
/.I
Sub-base Z>i+/>s+^8/*-gf (yAcxZ)i+yBXZ),+ysBx0.5x/),> Subgrade />!+/>,+/>• -^ (^ac x Z)i + y b x Z), + ^sb x A)
^IROB = ydi*Ai*-
l-At,
(12) (13)
Where
Vkc* ?'b= unit weight of asphalt concrete, base, etc., pci
^iROB ~ radial stresses due to over-burden in the /'*» Layer,
psi ^izoB = Vertical stresses due to over-burden in thei^ layetr
psi
t^i =Poisson's ratio of the i^^ layer
^di =eflFective weight of overburden pci.
Final stresses to compute the deformation in each layer, ar' obtained from the following equations:
©"ir =^IZOB+^IRL (14)
^iz =^IZOB+^IZL (15)
Where
o-jr = Total radial stress in the i^ layer, psi^
ai^ = Total vertical sttess *m l\va \^^\^:j^\. psi.
Rut Defth in Flexible Pavements 361
airi =meaii radial stress in the i^ layer due to wheel
load psU ^izi sMeaii vertical stress in the i^ layer due to wheel
load, psi^ Elastic ModiihB Elastic modulus for each layer is considered monthly; Le.,
Eiif) ^flE^Ei^ £iii,£iiJ (16)
Where
Eix =average modulus value of the /^ layer for January, £i, = average modulus value of the V^ layer for February,
etc.
Applied Wheel Load
For various load groups, equivalent repetitions in terms of one single load group can be calculated as portrayed in Fig. S^ Chan* found a linear relationship for total strain versus the log of the number of repetitions for several sands and gravel. There- fore, a straight-line relationship between the cumulative permanent strain e and the logarithm of the number of load repetitions log ^ for materials of various pavement layers, other than the surface asphaltic concrete layer, is assumed. However, similar compu- tations can be made if the straight Une relation is different from the assumed one. The equivalent repetitions are calculated in ^s of the heaviest load group to give the least error in this computation. It is also assumed that load group h is the heaviest load group. For equivalent permanent strain, Fig 5.
l0gNi_ lognh ,jyx
Ni -10.0 Total equivalent repetitions in terms of the load group, say ^fct is given by
N^t=^N^+N^+ +Nt^lNi (19)
Combining equations 18 and 19
N.=l 10.0 {^^^^) (20)
362
Dr. Jain on
/ lO<5 fii.
LOG N (load repetition)-
Note: The number on the Curves represents the Load Group
Fig. 5. Development of Equivalent Load Repetitioiis for one load group io terms of other load group
Where
i^i = equivalent number of load repetitions of load group of level i in terms of heaviest load group A, Hi = actual load repetitions of load group of level /, Mit = total equivalent load repetitions in terms of heaviest
load group, e\ = total permanent strain corresponding to load group iff.
7. PERMANENT STRAIN IN A PARTICULAR MONTH
Due to monthly variation in the material properties, the same load group creates different stress conditions in each layer each
Rut Depth in Fleuble Pavements 363
month. To find the cumulative deformation in each layer in a parti- cular month, the net permanent strain caused by a particular load group in that month is required. This permanent strain in each layer, in per cent inches per inch, is obtained from the difference of the permanent strain correq[N>nding to the number of load repe- titions at the beginning and at the end of that moth.
^|p(0=^IE(0-^iB(0 (21)
Where
^ip (/) =neC permanent strain in the i^ layer for the /^
month, fiB (/) = permanent strain in the i^ layer for the t^ month
and at the beginning of that month. eiB (/) =same as e^ (0, but at the end of the month.
The permanent deformation for each month in the pavement is calculated as :
A/(0 =^ip (O.'^i. lin (22)
A(/) =SA'i(0 (23)
i=rl where
Ai(0 = Permanent deformation in the i^ layer and
t^ month, ^(/) = Permanent deformation in the whole pavement structure in the t^ month, in inches, / =number of layers.
CanmlatiTe Deformation or Rot Depth
The rut depth in a particular month is represented by the Cumulative deformation of the pavement structure from the l^ginning of the pavement facility to the end of that month. Kfathematically, the rut depth is given by :
RD (0 =s,tA (0 (24)
Therefore, knowing the monthly deformations (/), the rut 4epth is calculated by Eq 24.
364 Dr. Jain on
8. PROCEDURE TO GOMPUTB TOE RUT DEPTH
The stq>s in the calcuhtion of nit depth, shown in Fig. 2, are:
(1) Fromtlieaxfek»d»modiihaofclatticilarQf VBxiow
tyre presniie, Poiiion*t nlio^ and thirWwii of l^fca^ conqNile the vertical and nuiial ^^^**^"g itienes at tiie top and bottom of cadi layer.
(2) Compute the total radial and vertica] stresses in eadi layer due to over-burden and wheel load from Eqs. 14 and 15.
(3) Input of the. repealed load defocmatfcm curves obtained from the field f<x eadi layer except for the asphaltic con- crete suifrux layer. Regressioo equatioos used in die computer programme are devdoped fronr the repealed load dcfonnation data (Eqs; 8, 9 and 11).
Compute permanent strain corresponding to stress oondi- tions and number of load repetitions atthe beginningand end of each month for eadi Igad group-
(4) Calculate the equivalent repetitions in terms of \ heaviest load group, using Eq. 18.
(5) Again compute the permanent strain from the equations at the b^inning and end of eadi month (as in item 3), but only for the heaviest load group for the equi- valent number of repetitions calculated in item 4.
(6) For each month, the permanent strain in each layer is calculated from the difference of the strain values oonea- ponding to the number of load repetitions at the beginning and end of that month from Eq. 21 .
(7) From the permanent strain in each layer for each month, the total permanent deformation in the individual layeis and for the whole pavement for each month is calculated with Eqs. 22 and 23.
(8) Finally, cumulative deformation for each month, repre- senting the rut depth in the pavement is calculated by Eq. 24.
9. COMPUTER PROGRAMME
The whole procedure for computing the expected rut depth is too lengthy to handle by hand calculations. Therefore, a computer programme has been written which solves all the above-mentioned steps and computes the values of the expected rut depth.
Rut Depth in Flexible Pavements 365
START
Read
Ry unit weight of material.
DRQ radial pressure for which deformation characteristics of the material are given.
Calculate
RD, composite weight of layers. H, composite thickness of layers.
Determine and Print
for each layer and for each month of design period. Strain to beginning of month; and strain through month by use of regression equations with cumulative applications and design vertical stress for highest design load group.
Calculate and Print
for each month and each layer except subgrade deformation due to strain to beginning of month and deformation due to strain through month.
Deformation = strain + thickness of layer/100.
366 Dr. Jain oh
Calculate and Print
for subgrade
D = (STR ♦ V. DISP *JS)KV. stmt
-2* Nu ♦ R. stress) Where
D — Doformation
STR — Strain from rpgressioii equations V.DISP— Vertical disfdaoemeat at sub- grade due to design load group (LAYER ) E —elastic modidus of subgrade N — Poisson's ratio of subgrade R. stress — radial stress at subgrade due to design load group V. stress — Vertical stress at subgrade due to design load group.
Determine and Print
Deformation for each month as the
difference in deformation to the
beginning of month and deformation
through that month,
cumulative deformation for each layer
at each month.
Rut Depth — cumulative deformation for
all layers of each month.
GO TO START
Fig 6. FlOY/ Chart oC Cocnputec Programme
Rut Depth in Flexible Pavements 367
10. CXmCLUSIONS
The model explained and developed in this Paper can be used to compute the rut depth in the design of flexible pavements. A com- friete perfonnanoe equation, including fatigue and stochastic concepts, for the pavement design is discussed in] Ref . 8 by the Author, and a designer, for a oonqriete design to include otherper- formance indices also, may have to refer the Ref. 8.
The data and the developments in this Paper are based upon the research work done in U.S.A. Thus, the actual procedure laid down uses the information as were made available in U. S. A. How- ever, the procedure is applicable for Pavements in our country also and the model may be used with similar procedure based on Indian conditions, materials, available information and data here. Load deformation curves and regression equations ot the actual material to be used may be developed and employed to determine the actual rut depth for the pavement to be designed.
Actual field observations of the rut depth were available from the AASHO Road Tcst^ and these were utilized for verification and validation of the model results with actual field observations for the same loadings etc., in both cases. It was found that the res- ults compared very well to place confidence in the use of the model for the design of flexible pavements. A satisfactory model should give residual error that average about the same as the deviations of replicate observations from their own mean. The rut depth difference between observed and computed values were within this criteria proving the adaptability of the model.* For the ease of the use, a computer programme has been developed which may be seen in reference* for complete details.
REFERENCES
1. Chen L.S., *'An Investigation of stress-strain and strength characteri- stics of cohesionless Soils,** Proceedings, Second International Con- ference on Soil Medianics A Foundation Engineering, Rotterdam Vol V, 1948.
2. Dunkp, A. Wayne, "Deformation characteristics of Granular Materials subjected to Rapid, Repetitive Loading/* Research Report No.27-4, Texas Transportation Institute, Texas A & M University College, Station Texas, No. V, 1966.
368 Dr« Jain on
3. riaynes, J.H. and Yoder E. J.. ** Effects of Rqieated loading cm Gia- vtl and Crushed stone Base Course materials used in the AASHO Load Test** High;i^iy R^ssirch Rtsord No. 39^ HRB, 1964, pp82-96.
4. Highway Reseaidi Board, '*The AASHO Road Test: Report 5, Pave- ment Research**, Special Report. 6IE9 1962.
5. Hi^wayReseaidi Board, *«AASHO Road Test Tecfanica] Staff Papers,*' AASHO Road Test Tscfanical Staff,Special Report, 66,1961.
6. Hudson, W.R.JP.N.Finn, B.F.McCulk»gh, K.Nair, and B.A.Va]lecga. **SystBms Apinroadi to Pavement Design,** Interim Report, NCHRP Project 1-10, Submitted to National Co-operativB Hisbway Reseaicfa Programme, Highway Research Board, March, 1968.
7. Hudson, W.R., B.F. McCnUougfa, FJELScrivner, mid James L Aown, *'A Systems Approach Applied to Pavement Design and Research,** Reseuch RQXMt 123-1, C^tre to Hi^iway Research, the Univecstly of Texas at Austin, March, 1970.
8. Jain, Si*., **Flexible Pavement Sfystems-Seooiid Generation Inooi^ porating Fatigue and Stodiastic CooocplB/* Ph.D. Dissertation, the University of Texas at Austm, Dec, 1971.
9. McCullough, BJF., CJ.Valkfga, and R.O.HickB, ''Evaluation of* AASHO Interim Guide for Design of Pavement Structure,** NCHRP Project 1-11, submitted to National Co-operative Highway Reseaidi Programme, Highway Research Board, December, 1968.
10. Scrivner, F.H., and Chester H.Mischalak, '^Flexible Pavement Ftt- formanoe Related to Deflections, Axle Applications, Temperature and Foundation Movement** Research Report 32-13, Texas Trasnporta- tion Institute, Texas A & M University College, Station Texas, 1969.
11. Scrivner, F.H., W.M., Moore, andO.R. Carey, "A Systems Approadi to the Flexible pavement Design Problem,** Research RQX>rt 32^11, Texas Transportation Institute, Texas A & M University College, Station Texas, 1968.
12. Sesd, H.B., C.ICKhin, & C.E.'lee. "Resilience Characteristics of Subgrade Soils and their Relation to Fatigue failure in Asphalt Pave-ments,*' Proceedings, International Conference on the Stru- ctural Design of Asphalt Pavement, Braun-Brumfield, Inc., Ann Arbor, Michigan, 1963, pp. 611-636.
13. Barksdale, R.D., and A.H.Leonards, ''Predicting Performance o^ Bituminous Surface Pavements** Proceedings, Second Internationa'^ Conference on the Structural Design of Asphalt Pavements, Augus^^ 1967, Braun-Brumfield, Inc., Ann Arbor, Michigan, 1968, pp 321-340^-^
-ifK^v^""- -*r"^ . 4 '^ ■^<i^pg''^-"=-^
Rut Depth in Flexible Pavements 369
14. Boussinesq, J., "Applkation deespotentials a Petude de F equelibre etde mouvement des solids elastiqiiite**, Gauthier Villars, Paris, 1885.
15. Buniiister» D.M.» **The Ilieory of Stresses and Displaoeinent Layered Systems and Application to the Design of Airport Runways,** Proceeding Vol. 23, Highway Researdi Board, 1943.
16. Carey, W.N., Jr., and PJE. Irick, *The Pavement Serviceability Poformance Concept**, Bulletin 250, Highway Research Board, January, 1960.
17. Highway Research Board, ''Structural Design of Asphalt Concrete Pavement System,** Proceedings of Workshop held 7-10, December, 1970, Austin, Texas.
18. Highway Research Board, "AASHO interim Guide for Design of Flexible Pavement Structure,** AASHO Committee on Design, April 1962.
19. Highway Research Board, "AASHO Interim Guide for Design Fle- xible Pavement,** AASHO Committee on Design, October, 1961.
20. Hudon, W.R., and B.F. McCullough,"An Extension of Rigid Pave- ment Design Methods,** Highway Research Record No. 60, Highway Research Board, 1963.
21. Hutchinson, B.G., and R.CG.Haas, "A system Analysis of the Pavement Design Process,** Highway Research Record No. 239, Highway Research Board, 1968.
22. Jain, S.P., '^Significance of Different Variables in FPS-7,** Research Report, Centre for Highway Research, the University of Texas at Austin, m progress.
23. Jain, S.P., "Application of TraflSc Data of Texas Highway Depart- ment to Determine the Load Distribution Factor,** Technical Memorandum, 123-01, Centre for Highway Research, The University of Texas at Austin, November, 1969.
24. Jain, S.P., ^'Effect on Value of the Modulus of the Subgrade Reaction (K), Due to Variation in Soil Support or Erodability,** Technical Memorandum 123-04, Centre for Highway Research, The University of Texas at Austin, April, 1970.
25. Jain, S.P., "Rating of the Variables in FPS-2," Technical Memo- randum 123-07, Centre for Highway Research, The University of Texas at Austin, July, 1970.
26. Jain, S.P., "Sensitivity Analysis on FPS-6 (AASHO Model)", Technical Memorandum 123-08, Centre for Highway Research, The University of Texas at Austin, July, 1970.
370 DiL Jain on
Rut Derh in FLsxnu Pavbubnts
27. Jain« SJ"., *«An Bxtnnsioii of AASHO FladUe Dcrign Mediod,*' TtdwMi Mcnorandmii 121-11, GeDtre for HUnnqr Itaeaitli, Hie Uoivmity of Tent at AnMiii, Nomnter, 1970.
28. McCuUoush, B.F., *'A Pftvemeot Overlay Dengn ^ysteoi. oonskkring Whed Loads, tTemperature ChaoiBB, and tatomaiioe,** PhJ). Diater tatlon, Umvctifty of Criifoniia at Beritetey, Joly, 1969.
29. Vesic Akkniider S., ^^ffiam H. Ferioff. and Cari L. Mooimfth. Bdhon, **fimkm or.fiKMng Thooriei and Mediodt of Fawmeot Derign,** Chcalar Ninnber 112, Highway Rcteaidi Board, Oct.,1970.
30. Yoder, EJ., Princ^iln of Favmeat Deilsii. Jolm WHey and Sooi, Inc., New York. 19S9.
^'STBUCrURAL THICKNESSES OF PAVEMENTS FOR BULLOCK CABTS *'
By
Dr. M. S. Rao*
ft C. S. Sahu**
CONTENTS Page
1. Introduction
2. Types of BuUock Carts & Loads considered
3. Road Crusts considered
4. Contact Areas and Stresses
5. Subgrade variations
6. Design of Structural Thickness
7. Discussion on the Data and the Results—
371 372 372 373 373 373 383
Contact Areas & Stresses 8. Conclusions •• S85
1. INTRODUCTION
Bullock carts constitute the bulk of traffic on our village ads, the district roads (O.D.R.) and to a certain extent on the ajor district roads also. A nation-wide consciousness prevails to the need for improving our bullock cart design, for ensuring )t only an efficient running condition for the cart as well as the lUocks, but also to reduce the damaging effect of the wheel on e road surfacing. Different types of wheel designs exist in Cerent States. Even though attempts are being made to evolve suitable common cart model, it will be a long course to attain and in fact, it may need a sort of a revolutionary work and change. tr present bullock cart will continue definitely for a few more
Reader in OvilEngiDeerine, iSSSSSii^^JSS^
Lectu^io Civil BogmecSg. ]^^^%^y
372 Dr. Rao & Sahu on
decades and our roads have to take the chaUepge of the bullock- cart. It will be but proper that steps are taken to segregate the bullock carts and run them on roads or tracks which may be buih separately for this traffic or laid alongside the existing roads. The crusts of such roads are to be designed for the loads and inten- sities of the existing bullock carts. Although the gross loads may not be high, the small contact areas leading to high contact stresses influence the design.
In this Paper an attempt is nmde to determine suitable structural thicknesses of road crusts, directly laid on the subgrade. Typical crusts of flexible, semi-rigU and rigid types have been considered. Hree types of bullock carts under three separate loading conditions are included. Five variations in subgrade strength have been assumed, ranging from day to compact moorum. Only the static loading conditions have been taken up in this study.
2. TYPES OF BULLOCK CARTS A LOADS CONSIDERED
Three types of bullock carts, which were considered by Gokhale and Mehta^ are included in this study. Two of tbon have iron tyres of difTerent widths and the third one has pneu- matic tyres.
They are:
(a) 122 cm diameter x 38 mm wide iron tyre
(b) 114 cm diameter x 88 mm wide iron tyre and (c) 6.00 x 19 ADV Dunlop imeumatic tyre.
Three magnitudes of wheel loads, considered on each of the above cart wheels are, (i) 410 kg. (ii) 615 kg. and (iii) 820 kg.
Thus total of nine loading variables are included.
3. ROAD CRLSTS CONSIDERED
Two types of flexible Ciusts, namely the water bound macadam, and the bituminous concrete type are included. To represent the semi-rigid and rigid types, soil-cement pavement and lean
Structural Thicknesses of Pavements ran Bullock Carts 373
cement concrete pavement, are chosen respectively. The full depth of the pavement is selected to be one of the above mater- ials, directly laid on the subgrade. As such, the pavement and the subgrade could be taken as a two-layer system.
4. CONTACT areas AND STRESSES
The contact areas of the bullock cart wheels vary with the type of the wheel i.e iron or rubber and also depending on width of the rim. Also, the contact of the wheel rim may vary with the type of the surfacing on which it runs. The contact areas for wheels with very heavy loads such as heavy trucks or aircraft, may be either elliptical or rectangles with rounded comers. How- ever, for the ranges of loads from bullock carts, the contact areas which are very small can be assumed as circular, without much error. For the three typical bullock cart wheels and the three loading conditions, contact areas over the four types of surfacings were experimentally determined by Gokhale and Mehta^ These contact areas 'A' in sq. cm and the average contact stress (p in kg./ cm*) and also the radii ('a' in cm) of the equivalent circular areas of contact are shown in Table 1. From this table, the varia- tions of the contact areas and stresses, with respect to the wheel, type of the load and also the contact surfaces are evident.
5. SUBGRADE VARIATIONS
In order to determine the effect of strength of the subgrade in the design of the flexible, semi-rigid and rigid pavements consi- dered, five subgrades are chosen. They are clay, sandy-clay, sand-moorum mix, loose moorum and compact moorum, whose CBR values ranged from 3 to 20. The equivalent values of modulii of subgrade reactions (K) varied from 2.77 to 6.92 kg./cm». The elastic modulii values adopted for these subgrade soils are the averages of ranges given by Leonard* . These properties (CBR, * and E^) of the subgrade and the modular ratios EJEi for each set of subgrade and pavement combination are reported iu Table 2.
6. DESIGN OF STRUCTURAL THICKNESS
Since the pavements considered include flexible semi-rigid and rigid types, appropriate design methods which are available for these, are sq)arately adopted.
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376 Dr. Rao ft Sahu on
They are outlined below. 6.1. FiexibkCraHs
For the thickness design of the water bound nwcadHfn and the bituminous types, two methods were considered.
(A) In the U. S. Corps of Engineers' equation using theCB.R. values of the subgrade, the thickness of pavement is given by
- r_L75 1 1^
*^^ ^ '^^ L CBR "Ip* J^
where Pawheel load in kg.
pes intensity of wheel load or contact stress kg./cm*.
For the different pavement-subgrade combinations and loads, using the relevant CBR, P and p values, the crust thidmeases aie determined for both water bouiul macadam and Bituminous types and are given in Table 3.
(B) Hie deflection equation by the two-layer theory of DIM. Burmister was used in second method. From the equation the
W=lliL x^ Fw
deflection co-efficients *Fw' are evaluated using these deflecti<m co-efiicients and the relevant modular ratio (£s/£x)values,and usmg standard Bunnister*s curves, the values of h/a and therefrom tho thickness values *A* of the pavements are evaluated. The design, values for water bound macadam type are given in Table 4-A and. those for Bituminous crust are given in Table 4-B. It may be noted, that the thickness values have been recorded in those cases of sub— grade-load-combinations for whom the deflection co-eflSdents ar^ less than one. Also the thickness values are evaluated for four" levels of permissible deflection values(0.12S, 0.2S, 0.375 and O.Scm.;^
6.2. Semi-rigid (Soil-cement) pavements
There is no standard method available for the desiyi of theses types. Neither the treatment as purely flexible pavement nor a» a rigid-pavement hold good. However, the non-dimensional eq^ nation given by Naussbaum and adopted by Usheta and^ WBtanabo^ and the equation bv Justo and Khanna,^
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380 Dr. Rao A Sahu on
oorrelating the deflection (w), the sul^rade reactkm (k) and the loading intensity (p) have been used to study their comparative nature.
(A) Naussbaum's equation as for deflection Of soil cement bases is:
W = 0.058 (A/a"** ■■ X p/a from which the pavement thickness
r 0058 p n 1 •*• can be evaluated as A = 1 ^ ^ f^ I X
a
Thickness values evaluated from this equation are given in Table 5-A.
(B) From their studies on soil cement slabs on tyincal (A^ soil-subgradc, Justo and Khanna proposed a non-dimensiona equation for deflection as:
wz^plk [0.1634 a/A— 0.08861
Although, this was suggested for the particular soil-cement mix and the subgrade used by them, this equation was also used for comparison and the thicknesses are evaluated as:
0.1634 a
h =
whip 4- 0.0886
The calculated thickness values by this equation are given in Table 5-B. In both cases, three levels of deflection (»F= 0.025, 0.05 and 0.075 cm.) were adopted.
6.3. Lean Cement Concrete Crust
This layer is treated as rigid type and elastic modulus value (£x) 14.1 X 10* kg./cm* was adopted. The thicknesses are deters mined, by adopting the equation of H.M.Westergaaid as modified by Kelly for comer stresses.* The comer stress is given as:
ip
thickness can be determined as:
* = 74['-(f) ]
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Structural Thicknesses of Pavements for Bullock Carts 383
Where j^ =^J2a
P=z wheel load.
ac= allowable stress or modulus of rupture of concrete*
a^ = distance of the centre of contact area from the slab corner.
/ e= radius of relative stiffness
fj 12(l-0*
Thicknesses of the Lean Cement Concrete (L.C.C.) pavement were calculated for modulus of rupture value of 16 kg./cm*. To study the influence of subgrade reaction value '/:', if any, in the design of thickness, calculations are made for the subgradcs of clay, and compact Moorum, whose */:' values are 2.77, and 6.92 and CBR values arc 3 and 20 respectively. The results arc given in Table 6. The intermediate values of */:' arc not considered, as the thickness values for *^' equal to 3 and 20 arc th<:msclves very close or almost equal.
Table 6. Thickness Values of Lean Cement Concrete for Different Wheels and Loadings
|
Cartwheel |
Wheel load P in Kg. |
Thickness of L.C.C. Pavement in Cm. |
||
|
At -2.77 |
it -6.92 |
|||
|
38 nun wide Iron tyre (A) |
416 615 820 |
8.6 10.6 12.2 |
8.5 10.5 12.1 |
|
|
88 mm wide Iron tyre (B) |
410 615 820 |
8.5 10.5 12.1 |
8^ 10.4 12.0 |
|
|
ADV Dunlop Pneu- matic tyre (C) |
410 615 820 |
8.4 10.4 11.9 |
8.3 10.3 11.8 |
7. DISCUSSION ON THE DATA AND THE RESULTS- CONTACT AREAS & STRESSES
The contact areas and stresses for the wheels considered are presented in Table 1, and they show the typical nature of the tradi- tional Bullock Carts (iron tyre) compared to the pneumatic wheels. The influence of tyre width on the contact areas is most pronounced on the water ix)und macadam atvA X\vt VwjsX ^w ^^
384 Dr. Rao St Sahu on
lean cement concrete surfaces, especially for the low and medhm loading condition. At the heavy load, the infloenoe seems to be rather uniform. From the narrow iron type to the pneamatic tyre, the reduction in contact stresses arc in the ranges of 1/3 to i while the reductions from the wide iron tyre to pneumatic tyiei are around 2/3 to ^. In case of bituminous surface, the contact stress values for wide iron tyre varied only marginally. The absolute values of the contact areas and stresses, in gonenl, seem to be governed by the rebtive hardness of the wheds and the flexibility of the road surface.
7.1. Thickncas of FlexIHe orvla
In the CBR method of design, usually the load and the subgiade strength form the basis. The thickness for water bound rnrntmAmm and bituminous surfacings do not vary. In the absence of suitaUe design curve for the range of loading for the bullock carts, tb U. S. Corps of Engineers equation was used, whi^ involves tte contact pressure y also. In Table No. 3, the sHgiht variation m thickness for water bound macadam and Mtumhious road for the given subgrade and loading conditions are due to the variation in the contact areas and pressures on these two surfaces. The thick- ness values for the water bound macadam and bituminous crusts, for wide iron tyre (B) and pneumatic rubber tyres (C) are close to each other for identical subgrades, whereas the variation of values between the narrow iron wheel and either the wide iron tyre or pneumatic tyre is marked. This may be due to the wide variation in the contact pressures developed by these wheels.
7.2. The design thickness values for water bound marjiHinn and bituminous types, calculated from Burmister's two layer theory, are observed (Ref. Table 4-A, 4-B) to be always less than the values obtained from the CBR equation. The reason may be due to the conservative nature of the CBR method, which does not take into account the action of the overlying layers, as is done in the Burmister method. It may be noted that even by the two layer method, the thickness values for bituminous crusts are less than half the values for the water bound macadam crusts, thus projecting the effect of the strengtfi of the layer. At mU deflection levels, the dtsig^ \Yv\c\ji^sol>\i^5^inc^(^ft>Bq^
Structural Thicknesses of Pavements for Bullock Carts 385
not appear to be much infhienoed by the type of bullock cart wheel but it varies with total load only.
7 J. SoO CeMBt (SoBi-riiM) Crists
Although the thiclcness values of soil cement crusts, calculated by the two methods and given in TaUes S-A and S-B, indicate a trend of reduction of thickness with increase in deflection levels and subgrade strength, the reductions are not to the extent as observed in the case of flexible layers. The thickness values by Naussbaum*s equation do not follow a specific trend. This may be due to the combined influence of the various factors, instead of any single one. The values of thickness from Table S-B are by far, less than the values obtained in Table S-A. Also the thickness values in the former Table do not seem to be affected by the strength of the subgrade to the same extent as in the latter. This contrast may be due to the differences in the original mixes assumed in arriving at the respective equations. Naussbaum's equation gives high values of thickness at low deflection level of 0.02S cm. The soil cement mix considered by him seems to tend towards a flexible pavement.
7.4. Rigid (Lean Cement CoBcrete) Crusts
The thickness values of Lean Cement Concrete, shown in Table 6, are seen to depend entirely on the total load only. Neither the variation in contact stress nor subgrade strength has any influ- ence. For the selected lean cement concrete mix, with an elastic modulus (El) of 14.1 x 10^ Kg./cm* and modulus of rupture (^c) of 16 Kg./cm", the thickness values are lower than the corres- ponding thicknesses of soil cement crusts calculated by Naussbaum's equation. However, they are higher than the thickness values obtained from Justo-Khanna equation. This is perhaps due to the rich mix of soil cement and a high subgrade strength involved in framing the later equation. The evaluation of thicknesses in Table 6 has been done for the static wheel loads only. Temperature stresses are not considered.
8. CONCLUSIONS
(i) The thickness obtained for Lean Cement Concrete, only on the basis of strength of pavement may not be economical
386 Dr. Rao & Sahu on
initially, compared to the other types. However, its adoption may be advocated from the point of view of better wearing properties and longer life.
(ii) The use of Justo-Khanna equation for design of soil cement crusts may be limited to rich soil-cement mixes only. Naussbaum's equation may be suitable for lean mixes laid on stronger subgrades. The later equation gives high values of thicknesses at low deflection levels.
(iii) The thicknesses of water bound macadam, soil cement and lean cement concrete for a regular roadway, even under the lowest traffic or load intensities, are likely to be twice or at least 50% more than their thicknesses needed under the heaviest of the bullock cart wheek. It is therefore better to have separate car tracks with suitable design thicknesses than to combine the bullock carts with other fast traffic and designing the road crusts.
(iv) The thickness values reported in the Tables are appli- cable only for the materials and variables considered in the study and also for static loading conditions only. Suitable corrections will have to be applied to obtain design thicknesses for dynamic effects and repeated application of the bullock cart loads.
( ) Although the thicknesses in reported Tables are the actual calculated values, it should be taken that while adopting in construction, values rounded up to the nearest half or full centimetre values should be adopted.
ACKNO WLEDGEM ENTS
Acknowledgements are due to the Authors of the various references quoted, from which certain datas have been used in this study.
REFERENCES
1. Y. C. GoKHALE and R. S. Mehta— "Contact stress between Bullock Cart Tyre and Road Surface'*, Journal of the Institution of Engineers (India), Civil Engineering Division, July, 1965.
2. Leonard— "Foundation Engineering".
KucTURAL Thicknesses of Pavements for Bullock Carts 387
£. J. YoDER— "Principles of Pavement Design,** John Wiley A Sons^ Inc. 1959.
K. UsHETA and Watanabe— "Deflection Studies in Pavemeuu/* 2nd Internationa] Conference on Structural Design of Asphalt Pavements, Michigan, 1966.
C. E. G. JusTO and S. K. Khanna— "Design of Soil Cement PavemenU,** Symposium on Modem Trends in Civil Engineering, University of Roorkec, 1972.
Indian Roads CoNCRESs~"Guidelines for the Design of Rigid Pavements for Highways". IRC Code— 58. 1974.
*
<«DiSrQRTIONAL ANALYSIS OF SINGLE CELL PRISMATIC BOX GIRDERS^
By
Dr. Ino. N. Rajagopalan*
&
B. K. Rajagopalan**
CONTENTS ?ag€
1. Introduction .. 389
2. Distortion and BEF analogy . . 390
3. Effect of Supports on the Behaviour of Diaphragms . . 395
4. Case Studies and Discussion of Results . . 398
5. Conclusions . . 406
INTRODUCTION
Box girder bridge decks are found to be the best suited for long span bridges owing to the advantages of better load distribution, high torsional rigidity, better detailing of reinforcement and gre- ater economy. Due to high torsional rigidity of the box section, the longitudinal flexure plays a major role in dimensioning the cross- scction.However,investigations have shown that the box girder sub- jected to eccentric loading suffers deformation of the cross-section which introduces stresses in the longitudinal and the transverse direction. Such a distortion reduces the torsional rigidity of the sections and hence needs attention in ^the analysis of the box girder bridge sections.
While classical methods are available for studying all the structural effects of a box girder section, the distortional effect of the box girder alone has to be studied by some special methods since classical methods fail to give reasonable results. Beam on elastic foundation analogy is most commonly adopted for studying the distortional behaviour of the box girder. This method is very
* Assistant Professor of Civil Engineering, ') Indian Institute
( of Technology, ** Research Sdiolar, Department of Civil Engineering, ) Madras 600 036.
I.R.C. 41-2-25
390 Dr. N. Rajagopalan and B. K. Rajagopalan on
popular because of its simplicity and adaptability for hand calcu- lations. This Paper brings in an improvement on the BEF analogy to analyst the box girder bridge decks for distortional effect.
2. DISTORTION AND BEF ANALOGY
2.1. Distortioiial Behayiov
Even though the box section has sufficient stifihess against torsion, the individual elements of which the section is made are not very stiff and hence are subjected to transverse flexure which leads to distortion of the section under eccentric loading. Any eccentric load appUed to a box section can be divided into symme- trical and anti-symmetrical components as shown in Fig. 1. The symmetrical component causes longitudinal bending while the anti -symmetrical component causes torsion and distortion. Shear stresses are developed in the section to resist the torsional and distortional effects. The distortional deformations of the cross-section varies from a maximum at the point of application of the torsional moment to zero at a point away from it, resembling the bending behaviour of a beam on elastic founda,tion. The analogy between the distortion of the box section and bending behaviour of a beam on elastic foundation was noticed by Vlassov^ but was later developed by investigators like Wright, Abdel Samad and Robinson.* This method accounts for the distortional behaviour of the box section and also takes care of the diaphragm placed anywhere on the span. The aim of this Paper is to bring about the difference in distortional behaviour of a box section due to a diaphragm placed over and cast monolithically with the support and a diaphragm placed anywhere on the span, using the beam on elastic foundation analogy.
2.2. Distortional Warping and the Concept of Bbnomeat
Fig. 2 shows the distortion of a box girder section under anti- symmetrical loading. W is the distortion of the cross-section and it varies from section to section as stated earlier. The variation of W along the span introduces longitudinal stresses called distortional warping stresses. It can be proved by detailed analytical tre- atment that such a warping strees system does not cause any re- sutant force or moment. Hence, it can be represented by an equi- valent system of 4 forces as shown in Fig. 3-a. It is convenient
DisTOKiioNAL Analysis of Single Cell Prismatic Box Girders
Qi
Pi
Pj
391
^-^
'I
Pi
Pi
Pi- Pi
P.-P2
P1-P2 Pi- Pi P1-P2 o Pi-Pi o
-z — -I — —i—'-^-n-'-*^
c d <,
Fig. 1. Treatment of reactions due to live loads on deck
f F
Torsiond lood
distortion stress from transverse flexure
Oefonmotion of cross section
Worping stress pattern
Fig. 2. Response of box girder with deformable cross-section to torsional load
to represent these 4 forces by a pair of equal and opposite moments acting in two parallel planes as shown in Figs. 3-b and c. The moment can be taken about a vertical or a horizontal axis as desired. Such a pair of moment is called Bimoment and the measure is a product of the magnitude of moment and the distance between the parallel planes. This gives a simple physical representation of longitudinal warping stress system. The specific property of bimoment is that it is in equilibrium by itself and cannot be evolved
392 Dr. N. Rajagopalan and B. K. Raiagopalan on
Worping force group(four Positive bimoment Positive forces equol m mognrtude) (Shown using horlzo b^momari
''*°* °**^ (ShcM^ using
verticd axis)
3.0 3b. .3 c
Fig. 3. Wanring force and bimoment by means of equilibrium equations. Hence the system is inter- nally indeterminate. Only when the deformational components like the angle of twist, the distortional deflection and their second derivative with respect to longitudinal co-ordinates are known, the bimoment due to distortion can be evaluated.
2.3. Description of BEF Analogy
The analogy between the behaviour of beam of elastic founda- tion and that of the box beam subjected to eccentric loading (dis- tortion) is dealt in detail in the article by Wright et al* The resistance to torsional loading and the corresponding distortion is provided by the frame action of the cross-section and it is analogous to the structural action of a beam on elastic foundation. The different terms of analogy can be expressed on the following lines:
(1) The angle if distortion 0¥) [Fig.21 of the box section is analogous to the deflection of the BEF and hence the distortional defor- mation.
(2) The transverse bending moment due to distortion is propor- tional to the deflection of the BEF.
(3) The first derivative of the bimoment on the box beam with res- pect to the longitudinal co-ordinate corresponds to the shear force on the BEF.
(4) The bimoment at any section on the box girder is represented by the bending moment at that section on the analogous BEF.
(5) The distortional warping stiffness of the girder is represented by the flexural rigidity of the analogous BEF.
DiSTORTIONAL ANALYSIS OF SiNGLE CeLL
Prismatic Box Girders 393
(6) The stiffness of the cross-section against the distortional defor mation is represented by the foundation modulus of the analo. gous BEF.
(7) Concentrated torsional moments on the box girder are equi- valent to point loads of the same magnitude and distributed torsional moments are equivalent to distributed loads on BEF.
Using the above analogy, Wright et al ■ derived expression for foundation modulus and moment of inertia of the analogous BEF in terms of the dimensions of the box section. For evaluating the foundation modulus, the box section of unit width is considered and it is analysed as a frame using any one of the traditional app- roaches such as consistent deformation method as could be seen from Fig 4. The shear force V and the distortional deformation W are given by the expressions.
|. ^h
■I. "' >|
Fig. 4. Dimensional Parameters of analogous BEF — ^ [(2a+6) aftc) +-4i- *a*
■'C
(n^hV «• , 2c{a'-\.ab+b') b*
(a+b). -^- + ^^ + -^]
where a, fr, c, are dimensions of the flange and web members anp Da, X>b, X>c, are flexural rigidity of top, bottom flanges and web members.
394 Dr. N. Rajacjopalan and B. K. Rajacjopalan on
The moment of inertia of the beam on elastic foundation can also be derived using the analogy and it is found that the moment of inertia of BEF is approximately equal to l/4th the moment of inertia of the box section about its centroidal axis. Further, using the principle of bimoment, i.e. moment about the vertical centro- idal axes of the box girder due to warping stresses is self-equili- brating, it can be proved that the ratio between the warping stresses at the top and the bottom of the web is given by
fc«/b + C(2fl-f-*) /c
^ " (a+dy (3)
yT') U+C{2b+a)tc
2.4. Effect of Diaphragms
Transverse diaphragms or cross bracings placed at any section arrest the distortional deformation of the section. Hence they are considered analogous to simple supports on the BEF model. A diaphragm which is infinitely rigid in its own plane and comple- tely flexible for out-of-plane displacement can arrest the distortion, but allow the section to warp. Hence such a diaphragm can be represented by a simple non-deflecting support on BEF. A dia- phragm which is rigid both for in-plaue and for out-of-plane displacements correspond to a fixed support on the BEF. Simi" larly, a diaphragm which is fully flexible for out-of-plane displa- cement and has a definite stiffness against in-plane displacement is represented by elastic support on the analogous beam. Thus formulating the analogous beam on elastic foundation, and analy- sing the same, result in the deflection of the beam and bending moment which correspond to distortional deformation and warping stress in the box section.
Transverse B.M.at the top of the web = -^| -tt— v 1 k.y
Transverse B.M. at the bottom of the web= -=— k.y
m
M
Warping stress at top of the web =-= • y^^p
J^ (5)
Warping stress at the bottom of the v/eb = ^ .yy^
}
DiSTCMmoNAL Analysis of Single Cell
Prismatic Box Girders 395
where M is bending moment on BEF at the section, yxop» ^bot are the distances of top and bottom fibres from
the axis of zero warping stress y = the deflection of BEF at the section In terms of the ratio p the values of yu^p >w are given by p . A .
ytop = -rqp^ ^, JKbot = -j^ d
3. EFFECT OF SUPPORTS ON THE BEHAVIOUR OF DIAPHARAGMS
All diaphragms on the box girders are considered analogous to simple supports on the BEF irrespective of the location of the diaphragms along the length of the box girder. If two such dia- phragms of infinite rigidity for in-plane displacement and completely flexible for out-of-plane displacements are considered, one being placed over the support and the other anywhere on the span, the latter is free to warp as a section as a whole and assume any shape while the former is restrained from warping at the bottom face full as it is connected to the support, Fig. 5. The restraint may be partial or full, depending on whether the box beam rests over a smooth bearing or cast monolithic with support as in the case of bridge decks constructed using cantilever method of construction. This restraint introduces extra stresses at the support, the efiect of which on the beam is to be determined.
Fig. 5 shows the warping behaviour of a beam at support diaphragm point and that at an intermediate diaphragm point* The warping restraint created at the bottom of the support to annul
Fixed diaphragm Diaphragm over support
i n tcrmcdiatc diaphrogm
Fig. 5. WanMnig behaviour of support and inlarDftdaaXJt
396
Dr. N. Rajagopalan and B. K. Rajagopalan on
the warping displacement that would have occurred otherwise, introduces a stress distribution as shown in Fig 6-a. Here 'P' is the value of the stress intensity at the bottom face of tk diaphragm and it reduces to zero at the top face. This type of stress pattern is resolved into two individual stress patterns as shown in Figs. 6-b and 6-c.
Fig. 6. Resolution of support restraint
From equation 3, it could be seen that a warping stress pattern of intensity 'P' at bottom and ^BF at top corresponds to complete warping restraint at the support. The warping stress pattern and warping displacement are represented by bending moment and slope in the corresponding BEF respectively. Hence such a stress system corresponds to a fixed support moment on BEF which annuls the slope at the support due to applied load. So a partial restraint on the BEF causing a stress system with *xp' at bottom and ^xp at top as shown in Fig. 6-c is equivalent to nuBi- fying the slope caused by applied load partially. This stress system along with a lateral bending stress pattern as shown in Fig.6-b, leads to the required stress pattern as shown in Fig.6-a- The value of 'x' in Fig.6-c. can be determined from the condition that the resultant stress at tVve bottom V& *p* w^^^xWv^x^^v^-Kxioi
Destortional Analysis of Single Cell
Prismatic Box Girders 397
1
JC=
From the discusison above, it is evident that the stress system shown in Fig. 6-c, represents a bending moment on the analogous
BEF which annuls only . . ^ times the rotation occurring at the
support due to applied load. By analysing the analogous BEF for unit support moment, the value of the bending moment required for the above can be obtained as
A/e = —(slope at the support due to applied load/slope at the support due to unit support moment) x 1/1 +)! (6)
Kotesx
(i) The negative sign indicates that M^, creates a slope in a direction opposite to that of slope due to applied loads.
(ii) This expression also solves indirectly the value of stress (P) in Fig. 6-a. As stated earlier, it may be noted that the bimoment being statically indeterminate qantity, can be evaluated only by using the deformation criterion.)
The effect of A/b on the BEF is now readily obtained by multiplying the deflection, bending moment, etc. due to unit moment by A/e. These results can be superposed over those obtained for applied load and the net results can be converted into transverse bending moment and warping stresses on the box beam using equations 4 & 5 . This would give the solution for the problem shown in Fig. 6 c. The other component of the restraint shown in Fig. 6-b obviously represents a bending moment at the support section of the box beam about the vertical centroidal axis. This does not cause any transverse bending stresses. The longitudinal stresses at any section caused by the lateral bending can be eval- uated using simple theory of bending and added algebraically to the warping stresses, already calculated using BEF analogy, repre- senting the support diaphragm also as a simple support on the BEF. Having obtained a method for analysing a box girder subjected to distortion taking into account the warping restraint created at supports, this method has been applied to soVve \Yatft ^\^^\%s^
398 Dr. N. Rajagopalan and B. K. Rajagcmpalan on cases of diaphragm arrangements as given below:
(i) Simply supported box girder of span 70 m widi only end suppor, diapbragms.
(ii) Simply supported box beam of 70 m q;>an widi suf^ort diaphragii and two intermediate diaphnims at 15 m frooi the ends.
(ili) Simply supported box beam of centre span of 40 m with equal* over- hangs of 15 m on either side, with diaphragms over the supports and at the cantilevering ends.
The analogous beam on dastic foundation is solved using Newmark's numerical procedure as explained by Tandon*. The BEF is solved for applied load and for unit restraining support moment. The value of support moment is evaluated using the equation 6. The effect of applied load and the restraining moment are superposed to get warping stresses and transverse flexuial stresses. The effect of lateral bending is then added to warping stresses to get the final warping stress pattern. The analogous BEF in the first case remains a simply supported beam while in other cases the BEF becomes a continuous beam. The Newmark's procedure is extended to solve such beams also. In case of simply supported beam on elastic foundation the shear and slope at the left support are taken as unknowns and are solved using the boundary conditions at the right hand end. In case of continuous beams, in addition to shear and slope at the left end, the reactions at intermediate supports are also taken as unknowns and solved simultaneously. The additional number of equations are obtained by applying deflection compatibility at the intermediate supports. This approach has been explained in reference*. The warping component due to warping restraint on BEF, is applied at that particular support of the BEF which corresponds to the support of diaphragm of the box girder. Similarly, while adding the effect of bending component of warping restraint as shown in Fig. 6-b, for box girder with overhangs, only the simply supported span portion is considered and not the overhanging portion as lateral bending effect will not cause any stress on the overhang portion.
4. CASE STUDIES AND DISCUSSION OF RESULTS
4.1. Typical Cases
The method explained above is used to analyse a box beam of 70 m length. The different types of diaphragm arrangements consi- dered are given earlier. In eac\v o^ x\v^^ c.^&^s, v«<^ ^^sible
distcmttional analyses of single cell
Prismatic Box Girders 399
loadings are considered: (i) An eccentric load causing torsional moment at the centre of the span, (ii) An eccentric load causing torsional moment at 20 m from the end of the beam. The trans- verse bending moment and warping stresses at the top and the bottom of the web are calculated for various sections and plotted along the length of the beam. The analysis is done with and without the effect of bottom restraint for the diaphragm over the support, and the two corresponding values are compared.
4.2. DiscissiM of Resrils
From the results it is noted that the fixity at the bottom of the diaphragm at the support affects the transverse bending moment and warping stresses along the length of the beams more in the case of beams with non-central torsional moment than in the case of beam with central torsional moment. This is due to the fact that distor- tional effect dies down with distance from the point of application of torsional moment. In large spans the distortion introduced at the centre has negligible deformation effect at the support point and hence any fixity at the bottom of the diaphragm over support does not introduce any change in stresses due to distortion. But in case of loading, the nearer the supports, the possible deformation effect due to distortion is very high and any restraint at support produces changes in warping stresses and transverse moment. This effect is more prominent as the torsional moment moves nearer the support. Hence a comparison of warping stresses and transverse bending moment at the bottom and the top of the web along the span for non-central torsional moment only are given in Figs. 7 to 12, for the cases of analysis with and without the restraint at the bottom of the support diaphragm.
Secondly, the effect of the bottom restraint of support dia- phragm is more in case of overhanging beams or beams with con- tinuity at supports than in the case of simply supported beams either with end diaphragms only or with intermediate diaphragms also. The continuity over t he support in case of overhanging beams introduces warping restraint and stresses along the length of the beam. To this, an extra warping restraint at the bottom of the support diaphragm is added which increases the warping stresses along the length. The increase in warping sltess *vs ^.s \i\^ ^ \^
400
Dr. N. Rajaoopalan and B. K. Rajaoopalan on
DiSTOitTiOKAL Analysis of SiNca^ Cell Prismatic Box GntoERS
401
•J»M« SMJUOI Ul |U*«MOMi
N. RAiAOQPAtAN AND B. IC RAJACOTALAN ON
.S
.s
I
•s "5
•8
«»/•« Ul M«i|S
DisitHtnoNAL Analysis op Single Cell
Prismatic Box Girders 403
O 0 o
•j)«Ai sauuoi ui lUMioui 6ufpu«g
404 Dr. N. Raiagotalan and B. K. Rajaootalan on
a
&
M
§
a
a
1
*l
•a
K
00
^uf9/6i| u> «SAjis
^i^BWTP'"^
Dbiomiokal AHALvisov SmouC^u. .
FuMAXic Box GntDOUl 409
V
a 41-2-26
406 Dtu H^MMMMM III AHyj^^pL BlMflW^MIIgOW
per (Deal at the support section wbereUo bofiom fixity of the dift- phragm is oonsidered as GUI be seeo in Fig. 11.
The tnmsve.sebendiiig moment is not very much aflEbctod by the bottom fixi^ of the suppCMrt diaphmgn in all the cssa But even here, in case of overhaogiQg beams transvHse beoding momeal shows ome deviation if bottom fixity of the sappoti diqduagm is considered. The tnmsverse bendpng moment red- uces in geiMa' akng the Ingth of the beam and also changes tk mtfnre in the overhangiiig portion which is near the loadiog. Fig. IX
SL
(1) It is observad that in msinijboen box ghder bridge dedc there is a difiemce in structural action between a diiqdinigm jdaoed over a sUj^rt and a diaphragm pbced anywhere in the span wfaik dislortioiial eflfects are considered. The base support creates t restraint to warping at that section. This effiDCt is to be oonsideied speiciaUy in beams where support etatinuitjr tffo involved (ncliisivo of overhanging beams).
(2) Since the distortional response of a box girder is analogous to flejoiral deformation of beam on' elastic foundation the efiect of distortion is felt only over a certain distance from the point of application of torsional moment. Only if the support is within this zone of influence, the bottom fixity of support diaphragm will have any efiect in the distortional behaviour. In any practical case the possibility of distprtional moment occurring near the support section cannot be ruled out a^d^tiegce analysis has to be done taking into efiect the bottom reslx^t of Hie support dia- phragm At least in spans where beam-is CDfitinuous over a support
(3) The magnitude of change of warping stresses and transverse bending moment due to bottom fixity for support diaphragm is small and can be neglected in simply supported span.
(4) In case of overhanging beams and beams 0(^nlmuaus over a support, the change in warping stresses and tramyerse'1)ending moment due to bottom restraint at support diaphragm is large. Warp ng stress can increase by 100 per cent and transverse bending moment decreases and also changes sign in the over* baoging portion.
DiSTOItnONAL ANALYSB OB SiNOLB CELL
PiOSMATIC Box GiRDBRS 407
(5) Hence analysis for distortion in case of overhanging earns or beams where support continuity is present, has to be one considering the bottom fixity of the support diaphragm, [ere the modified beam on dastic foundation as presented in this aper can be made use of.
ACKNOWLEDGEMENT
This work is carried out as partial fulfilment for the degree f M . Tech in Civil Engineering by the second Author under the uidance of the first Author.
REFERENCES
VlatMV, VX, «Thln-walled Battle B68m•^ Natiooal Scknce Founda- tioo,1961.
Witfit, R.N., AlxU-Samad, SiL and Robioaoo. A.R., 'BEF Ana* logy for Ana]ysiiofBox.strden»*Ptoc. ASCE, VoLH No.ST7» Juty 1968, PP.171M743.
Tandco, M.C., 'Box Oirden iul^ected to TorsioD-I,* Indian Concrete Journal, Feb. 1976, pp.47-51.
B. K. Ri^iagopalaji, 'Distortion of Box Girder Bridge Declcs under EoocDtrie Loading*, Thesis submitted for the award of M.Tech Degree in Qvil Engineering, Indian Institute of Technology, Madras, 1979.
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42. IRC: 44-1976 Tentative Guidelines for Cement Concrete Mix Design for
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43. IRC: 45-1972 Recommendations for Estimating the Resistance of Soil
below the Maximum Scour Level in the Design of Wdl Foundations of Bridges 5 00
44. IRC: 46-1972 A Policy on Roadside Advertisements (First RevidoD) 5 00
45. IRC: 47-1972 Tentative Specification for Built-up Spray Grout 5 00
46. IRC: 48-1972 Tentative Specification for Bitimiinous Surface Dressing
using Precoated Aggregates 5 00
47. IRC: 49-1973 Recommended Practice for the Pulverization of Black
Cotton Soils for Lime Stabilization 5 00
48. IRC: 50-1973 Recommended Design Criteria for the Use of Oement Modi-
fied Soil in Road Construction 5 00
O)
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« « 5 00 |
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49. mC: 51-1973 Hooommeoded Dctign Criteria for the Use of Sofl Lime
Mixes in RosdCoostnictioii 5 00
SOL IRC: 52-1973 Recommendatioiis about the Alig;Diiient Surv^ and
Geometric Design of Uili Roads Under prka
51. nC: 53-1973 Road Accident Foims A-land4 3 00
52. IRC: 54-1974 Lateral and Vertical Oearance at Underpasses for Vehiai-
krTraffic 3 00
53. IRC: 55-1974 Recommended Pcactioe for Sand-Bitumen Base Courses 3 00
54. IRC: 56-1974 Recommended Pnctice for Treatment of Embankment
Slopes for Erosion Control 3 00
55. IRC: 57-1974 Recommended Prsctice for Sealing of Joints in Concrete
Pavements 3 00
56. IRC: 58-1974 Guidelines for the Design of Rigid Pavements for Highways 5 00
57. IRC: 59-1976 Tentative Guidelines for Design of Gap Graded Cement
Concrete Mixes for Road Pavements 5 00
58. IRC: 60-1976 Tentative Goideimes for tlie Use of Lime-flyash Concrete
as Pavement Base or Sub-base 5 00
99. BC: 61-1976 Tentative Guidelines for tlie Construction of Cement Con- cme Pavements in Hot- Weather
60. IRC: 62-1976 Guidelines for Control of Access on Hi^ways
61. IRC: 63-1976 Tentative Guidelines for the use of Low Grade Aggregates
and Soil Aggregate Mixtures in Road Pavement Construction 5 Q. IRC: 64-1976 Tentative Guidelines on Capacity of Roads in Rural Areas
63. IRC: 65-1976 Recommended Practice for TraflSc Rotaries
64. IRC: 66-1976 Recommended Practice for Sight Distance on Rural
Highways ^. IRC: 68-1976 Tentative Guiddines cm Cement Flyash Concrete toft Rigid Pavement Construction
66. IRC: 69-1977 Space Standards for Roads in Urban Areas
67. IRC: 70-1977 Guidelines on Regulation and Control of Mixed TrafiBc in
Urban Areas C8. IRC: 71-1977 Recommended Practice for Preparation of Notations 9. IRC: 72-1978 Recommended Practice for use and Upkeep of Equipment
Tools and Appliances for Bituminous Pavement Construc- ^ tion 10 00
70. IRC: 73-1980 Geometric Design Standards for Rural
(Non-urban) Uigh^^ays 20 00
71. IRC: 74-1979 Tentative Guidelines for Lean-cement concrete and Lean
Cement-Fly Ash concrete as a Pavement Base or Sub-base 8 00
71 IRC: 75-1979 Guidelines for the Design of High Embankments 20 00
73. ntC: 76-1979 Tentative Guidelines for Structural Strength Evaluation of
Rigid Airfield Pavements 10 00
74. IRC: 77-1979 Tentative Guidelines for Repair of Concrete pavements
using Synthetic Resin 1 5 00
75. IRC: 78-1979 Standard Specifications and Code of Practice for Road
Bridges - Section Vll- Foundations & Substructure Part I: General Features of Design 16 00
7&IRC Folder for Keeping Standards 10 00
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IL SPECIAL PUBUCATIONS
1. Special Publication-1-1971 Bridging India's Rivers, Vol. I
29 Special Publication-4-1966 Bridge Loadings Around the World
(3)
10 00 3 00
3. Spedal Publication --5-1967 Road Draimige PrectkM Ar^ 3 00
4. Special PubUcadon ^8-1972 Methodology of Flexible Pavement Derign
Around the World Out of &
5. Special Publication —9-1972 Rating of Bridges 8 00
6. Special Publication —10-1972 Bridging India's Rivers, VoL II 15 00
7. Special Publication —1 1-1977 Handbook of Quality Control for Cdnstnio-
tion of Roads and Runways (First Revision) 15 00
8. Special Publication —12-1973 Tentative Recommendation on the nrovi-
sion of Parking Spaces tat Urban Areas 2 00
9. Special Publication —13-1973 Guidelines for the Design of Small Bridges
& Culverts 15 00
10. Special Publication —14-1973 A Manual for the Application of the Criti-
cal Path Method of Highway Projects in India 12 00
11. Special Publication — 15-1974 Ribbon Devdopment along Highways and
its Prevention 10 00
12. Special Publication — 16-1977 Surface Evenness of Hi^wayPavemenCt 7 00
13. Special Publication — 17-1977 Recommendations about Overlays on
Cement Concrete Pavements 15 '00
14. Special Publication -18-1978 Manual for Highway Bridge Maintenance
Inspection 15 00
15. Special Publication —19-1977 Manual for Survey, Investigation and
Preparation of Road Projects 15 00
16. Special Publication —20-1979 Manual on Route Location, Design, Con-
struction and Maintenance of Rural Roads (Other
District Roads & Village Roads) 20 00
17. Special Publication —21-1979 Manual on Landscaping of Roads 30 00
18. Special Publication — 22-1980 Recommendations for the sizes for eadi
type of Road making machinery to cater to the general demand of Road Works 5 : 00
19. Environmental Considerations in Planning & Design of
Highways in India (1979) 15 00
20. Paper on Panel discussion — Limit State of Crack-Width by
P.C. Bhasin & S.P. Chakrabarti 10 00
21. Ministry of Shipping & Transport (Roads Wing) — Standard Plans
for Highway Bridges, Volume 11— Concrete
Slab Bridges 35 00
22. Ministry of Shipping & Transport (Roads Wing]| Specification for
Road and Bridge Works (First Revision) 30 00
23. Paper No. 238 — Considerations in the Design and Sinking of Well
Foundations for Bridge Piers by B. Balwant Rao
and C. Muthuswamy 5 qq
24. Paper No. 257 — Construction of a Ghat Road from Bodinayakanor
to Bodimettu by E.C. Chandrasekharan 4 00
25. Paper No. 278 — The Use of Restrained-Neoprene Bearings in Civfl
Engineering by J.W. Slottje&P.S. Gokhale 2 00
26. Paper No. 317— Experience in the Improvement and Modenuzation
of Roads in Tamil Nadu by E.C Chandrasekharan 4 50
27. Papers for Panel Discussion on Intermediate technology in Hig;hway.
Construction and Discussion thereon presented at the 37th Annual Session, Bhopal, December, 1976
28. Highway Research Bulletin No.l, 1975— TraflSc Engineering
29. Highway Research Bulletin No.2, 1975— Flexible Pavements
30. Highway Research Bulletin No.3, 1976— Rigid Pavements
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31. Hi^way Reseaicfa Bulletin NaS, 1977— Rigid PftvcmcDts
32. Highway Reseaicfa Bulletin No.6» 1977— Flexible Pftvements
33. Hi^way Reseaicfa Bulletin No.8, 197&— Trafiic Engineering
34. Highway Reseaidi Bulletin No^. 197S— Flexible Pavements
35. Highway Research Bulletin No.10, 1979— SoO Engineering
36. Highway Research Bulletin No.ll, 1979— Rigid Pavements
37. Highway Research Bulletin Nal2, 1980— Traffic Engineering*
38. Highway Research Bulletin No.l3, 1980— Rigid & Flexible Pavements
39. Highway Reseaidi Board Special Report Nal, ]976-*StatB of tiie Art:
limeSoOStabiluation*
40. Highway Research Board Special Report No.2, 1976-*State of Uie Art:
Pavements, Slipperiness and Skid Resistance*
41. Highway Research Board Special Report No.3, 1978-*State of tiie Art:
Compacticm of Earthwork and Subgrades*
42. Highway Research Record No.l, 'General Report on Road Research Work
done m India during 1973-74*
43. Highway Research Record NoJt, 'General Report on Road Research Work
done in India during 1974-75*
44. Highway Research Record No.3, 'General Report on Road Research Work
done in India during 1975-76* 5
45. Hi^way Reseaidi Record No.5, 'General Report otk Road Research Work
done m India during 1977-78* 5
46. Highway Research Record No.6» 'General Report on Road Research Work
done in India during 1978-79* 5
lU. BOUND VOLUMES OF THE JOURNAL OF THE INDIAN ROADS CONGRESS
Original Price Rs. P.
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15 00
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Round Vol. XUI |
Parts 1 to 2 |
(1948-49) |
5 |
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lto4 |
(1952-53) |
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10 |
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Bound Vol XXII |
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(1957-58) |
13 |
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Bound Vol. XXUI |
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(1958-59) |
15 |
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, 50% |
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52. |
Bound Vol. XXVII |
Parts 1 to 5 |
(1962-63) |
20 |
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' concsssion |
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53. |
Bound Vol. XXXI |
Parte 1 to 4 |
(1967-68) |
20 |
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54. |
Bound Vol. XXXIl |
9* |
(1969-70) |
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55. |
Bound Vol. XXXIII |
>9 |
(1970-71) |
20 |
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Bound Vol. XXXIV |
Parte 1 io5 |
(1971-73) |
30 |
00, |
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57. |
Bound Vol. XXXV |
Parte 1 to 3 |
(1973-75) |
15 |
00^1 |
25 per cent |
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58. |
Bound Vol. XXXVI |
Parte 1 to 4 |
(1975-76) |
25 |
00 1 |
concession |
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59. |
Bound Vol. XXXVII |
Parte 1 to4 |
(1976-77) |
30 |
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' is allowed |
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60. |
Bound Vol. XXXVIII |
Parte 1 to 4 |
(1977-78) |
30 |
00 |
10 IRC member |
Postage ft Packing is charged extra on all the pobilcations
Copies of the publications will be sent by V.P.P., on receipt of orders addressed to 1 Secretary, Indian Roads Congress, Jamnagar House, Sha^jahan Road, New Delhl-llOQ
(5)
'.iil
■M
.t,:i
Buittby Cammon
Rashyap Bridge at Sikkim.
■■■%'0.^
206 m long prestressed concrete bridge, fully designed and built by us.
Consists of 2 spans, 96 m each and 3 floating/ suspended spans of 5 m each. The bridge provides a 7.5 m wide rondway with 1 .5 m wide footpath on either side.
It's just one of the 800 bridges constructed by us all over India.
GAMMON INDIA LIMITED
Construction Engineers and Contractors
Gammon House, Veer Savarkat ^Aa\^,^OTC\>Q«s ^^^^'iSi.
Grams: "GAMMON" Bombav-Oadax ^00^\^.
Phone: 454261 (6 lines). Te\ex-. OAMISSI, ^\M^^^^
\
Total authority in Construction Equipment
KiUicks
11
'A
Wadilo^ly ovn* Budtjii BombBy ^ Conuicior* Mi'ttJn^vinMl Co<t»Mwction Co»po»«tior» ,
WHEN YOU THINK OF ANY MAJOR CONSTRUCTION PROJECT A BRIDGE OR A BUILDING- THE FIRST THOUGHT IS KILLICKS
A range of the finest precision engineered products constancy l)eing developed, expanded and diversified to sun any of your changing requiremenls. Our design and site assistance department is always at your service.
For h;rthfir dela»ls. please contact
KilUCK NIXON LTD.
Construction Equipment Division 31. Murzban Road, Bombay 400001
Branches at Ahmedabad. Bangalore, Calcutta,
Madras, & New Delhi, Depots at: Cochin. Kanpur & Secunderabad.
rv rg
O
LU I
u
THE MILLARS HIGHVVAY MIXER MAKES OLD ROADS NEW
The problem today with rising cost of Bitumen and Fuel, is how best bitumen consumption can be curtailed, and how the minimum amount of bitumen can be utilised.
A saving of 50 to 80 per cent in bitumen can be effected, besides a saving of aggregates, by utilising old materials (aggregates) containing bitumen, reclaimed and dug up from rutted and deteriorated road surfaces.
Thus, deteriorated roads are rehabilitated, old materials namely Asphalt and aggregates, reclaimed end relaid after "recycling". Recycling is hot processing of these old materials, blended with a little bitumen to revitalise the mix. The ratio of new materials to reclaimed materials depends on a number of factors, but it will be in the range of 20 to 80 percent.
The entire recycling can be done at site in a "Millars Highway" unit or by using a battery of these mobile machines as required which efficiently does the he&ting, mixing and blending process for relaying the resultant mix.
The foremost practical consideration for recycling is one of economics which is the need of the day, and there is no better way to make less expensive and quality hot mix than in the "Millars Highway" Mixer - ideally suited for producing a blended bituminous mixture for renewing old road surfaces.
Millars
Construction Machinery Division THE ACME MANUFACTURING CO., LTD.
\ ictoi la House, Victoria Road, Hombay-400 027 Telephone: 372103 * Gram: Jarrah * Telex: 01-4237
One day the surging flood waters of Yamuna pushed and tilted a pier ...
and the bridge at Kairana became unserviceable
It meant Panipat and Meerut lost a lifeline.
knv«stm«nt and d«l*v rn rmnJontig itm tjfe tine. Evfln fof H8ip*fs, (he m«gnimd« of worti wu cotouAt
ill Ijtngth of the bridge
Btf«iaed 170 mfftres. b) Height thfijugh wWch Ittn
brfdge had rs Cw lih«<l
1 3M^r« cl WBighj to b» liftad 900
Tonnw.
AiWfld to that, ihe wofk Heft
Thought thsf this « i Ui order As usual "Frvvtiinst*' undert(>Qk the challlioneB and completed the vvoffc in the scfwduled time. Actual lifftng commericed or* iQth May l^ao, «hd thtt bodga wea rfrstored for iraffic on 8lt^ June 1980.
Thfl life line between Par^pit ^nd Mmrui wat restored beTor« the n?*! floods/'
The Freyssinet Pre- stressed Concrete Company Limited
'.vnftLi, iifj'^5'^* *'Jcij'Ji M««f»ii 'MT-,' rr rriCfONAL Df ritt:, t.*i i:i."r"A. di i hi
fiy-^i. FHtY^^i eO«^,iV
VI
I S C O N S
(Indersons Construction (P) LTD.)
BRIDGE BUILDERS TO THE NATION
89. Kharvcla Naf;ar, Bhuhamswai-1 5\ 001.
Telephone: 50496-50522-53944. Cable 'ISCONS".
Telex: 0675 233.
vii
NATIONAL BUILDINGS CONSTRUCTION CORPORATION LIMITED
(A Fast-Growing Public Sector Enterprise)
NBCC Stands for Constaictive National Growth and Expansion of Construction activities Abroad
* Through its multifarious construction activities over the past two decades, the NBCC has estabh'shed itself as a premier construction company in the country and a pioneer in International Contracting.
* The NBCC has, over the years, specialised in all types of industrial structures, bridges and flyovers, airports, large housing projects and all types of public buildings including hostels, hotels, hospitals, market centres, recreational facilities, railway stations, tube railways and other utility services such as roads, water supply and sewerage schemes (including treatment plants), marine works, etc.
>• The NBCC in equipped to undertake jobs on turn-key basis right from planning and design stage to execution and completion stage through its 39 units in India and 7 units abroad, employing up-to-date techniques and management concepts.
* The NBCC has successfully executed works of more than Rs. 2,000 million for Central and State Governments, Public Sector Undertaking Autonomous Bodies, Co-operative Societies, etc., The present order book is of the order of Rs. 3,500 million including an export element of over Rs. 2,500 million.
«c
The NBCC is equipped with well-qualified and experienced personnel for planning, designing, supervision and execution of all types of civil engineering projects.
Please address your enquiries to:- National Buildings Constiuction Corporation Limited
(A Fast Growing Public Sector Enterprise^
95, Vishal Bhawan, Nehru Place, New Dclhi-l 10 019. Phones: 681297, 682685, 681367, 681502, 681543, 682326, 682706, 683137, 682014, 682015.
Telex: ND'4155 Cabk: ENM.C\C\, ^^^ W^VVCS.
viu
NEW LOOK FOR HOMES... NEW BEAUTY...
wih Sllvierete ACD WHITE CEMENT
Readitv available from the nearest Cement Msrketind Division of THE ASSOCIATED CEMENT COMPANIES LIMITED
Construction House, Walchand Hirachand Marg, BaNard Estau |6ombay 400 038. India. Tel: 268091 . Telex; 01 1 -2780 WALB - \t\
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OF THK ^^1 |
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Available far sale |
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^V i. |
Boiaia Vol, XIII |
Pam 1 & 2 194M9 |
5 50H |
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Boone |
1952-53 |
9 00 ^^ |
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10 00 ^J |
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13 00^1 |
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1ii^0,<0 |
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Botma voi. xxvn |
30 00^1 |
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IkHiiid Vol XXXI |
1 'r'l --'iS |
30 00 ^H |
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Bound Voi XXXII |
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•numkalioot IU%ieiv/liMliifi |
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^76, 1977 A 1979 |
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5 ^^^M pet issue ^f |
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JAM^UU |
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Indian Roads Cong^ress Journal Volume 41-3
Pag«
409 Paper No Chamt>«< Rjijasihar J. M. M«ihoua< R S. Bitittt H,
INFORMATION SP^-^^"
497 'Tyn Mr
L.R. Kad,.
S (US.) 1-60.
Dcrn inar.
TENTATIVE PROGRAMME OF THE
4l8t ANNUAL SESSION
OF THE INDIAN ROADS CONGRESS
TO BE HELD AT PATNA FROM 1HE 27tfi
DECEMBER, 1980 TO Tnd JANUARY, 1981
December, 1980 Saturday, the 27th
Sunday, the 28th
Monday, the 29th 09.30-10.00
10.30-13.00
10.30-13.00
14.00-16.30
16.30
Tuesday, the 30th
Wednesday, the 31st
January, 1981 Thursday, the 1st
Friday, the 2nd
08.00-1 3.00 Registration 10.00-13.00 Meetings of Committees 1 1.30-1 3.00 Meeting of the Highway
Research Board 14.00-16.00 100th Council Meeting 16.00-17.00 Meeting of the Managing • Conmiittee of the Indian National Group of the lABSE
09.30-11.00 Inauguration
11.30-13.00 Papers
1 1 . 30- 1 3.00 Meetings of Committees
14.00-17.00 Papers
17.15 Group Photo
Annual General Meeting of the
Indian National Group of the
lABSE
Papers
Meetings of Committees
Papers
Meeting of the New Managing
Committee of the ING/IABSE
09.30-11.30 Papers
11.30-13.00 General Report on Road
Research 14.00-17.00 General Report on Road
Research
10.00-13.00 Panel Discussion 14.00-16.00 Business Meeting 16.30 New Council Meeting
1 0.00-1 3.00 Chief Engineers' meetmg 1 4.00- 1 7 .00 Chief Engineers' meeting
V-OC8\n\%\V& lot Q^^^X "
INDIAN ROADS CONGRESS JOURNAL VOLUME 41-3
Published by the Indian Roads Congress
Copies can be had by V. P. P, from the Secretary^ Indian Roads Congress^ Jamnagar House, Shahfahan Road, New Delhi 110 011.
NEW DELHI 19M Price: Rt. 7-50 Foreiri: % \-9b
(Ike Ktkts nf RMkaikm mid Thwihtftow mt nBemi)
Tho Indian Roads Coogms as • body does aoC hold ilseir reqwnsibk tot statwicats made^ or for opinions capressad in the B^ws pablished in ttiis Volume.
Printed at New Century Printers, 41-B, Sidco Estate. Amhatfsi Madra»-600 09S. Edited, Printed and Published by P. C. Bhasii Secretary, Indian Roads Congress, Jamnag ar House, Shaliialian Road New Ddhi-llO Oil under the authority of die Indian Roads Congresa- 6,000--Deoeaiber, 19S0.
|
Pkpor No. 336 |
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<*GROUI1NG OF FOUNDATIONS— CHAMBAL |
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BBIDGE ON N. H. N«. 3, NEAR DHOLPUR, |
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RAJASTIIAN"t |
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My |
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J. M. Malhotra* |
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R. S. B|UTi»* |
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M. P. Jain»»* |
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CONTENTS |
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Page |
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1. Introduction.. |
411 |
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2. Salient features of the Bridge |
411 |
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2.1 Existing span arrangements A Foundations.. |
411 |
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2.2 Hydraulic dau |
412 |
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2.3 Layout of new foundations |
413 |
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3. Geology at Bridge site St sub-strata |
413 |
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3.1 Observed surface geology of the site |
413 |
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3.2 Distribution of bed rock and cap rock |
414 |
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3.3 Characteristics of bed-rock, cap-rock |
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and over-burden |
414 |
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3.4 Foundation Exploration |
416 |
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3.5 Need for grouting |
417 |
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4. Grouting of existing foundations under |
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Piers No. 1 to 13 |
417 |
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4.1 Design requirements & Criteria . . |
417 |
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4.2 Experimental grouting at Pier No. 6 |
418 |
t Written oommentt on this Pliper are invited and wiJl be received Dpto 20ch December. 1980
*J. M. Malhotra - Chairman A Managing Director,
Rajasthan State Bridge A Construction
Corporation Ltd., Jaipur. **R. S. Bhati - Superintending Engineer,
PWD (BAR), Circle-Ill, Jaipur. •••M. P. Jain - Assistant Engineer,
PWD (B&R), Dholpur.
410 J.M. Malhotra, R.S. Bhati & M.P. Jain on
Contents (Contd.)
. . 4,2,1. Method of execution . ^^ . . .^^^^ 4
, j 4.2.2. Experunentatipn . • % ' ;" . , \- > . 4!
4.2.3. Engineoriug ^pi^pi^l ' .. 4:
4.2.4. Recommendations .. .. 4-
4.3 Grout Mixes & its prbperties . . . . 4
4.4 Grouting Technique . ^ y . . 4^
4.5 Formulation of grouting' scl^me for piers
No. 1 to 13 ^ ^.. , .,.. .. .. 4
4.6 Observations & records of drilling & grouting 4
5. Grouting of strata under hew foundations Piers
No. 14N to 20N and 22 old .. .. 4
5. 1 Design criteria & requirements . . ' ' ' ' '' . . ' 4
5.2 Experimental grouting at piet to 19N'! i,4 : 4:
5.3 Mptbpd of execution 4
5.4 Experimentation ......... .4 . 4
5.5 Formulation of detailed scheme forjfoundation
No. 14N to 20N and 22 oid . . * . . 4(
5.6 Operational Sequences *>? .. .>.* 4(
5.7 Observations and record of drilling and
grouting . . . . . . 4(
6. Grout Consumption & Cost
Analysis . . . . 4'
7. Drilling and Grouting equipment .. .. 4'
8. Conclusions . . . . . . .• . 4'
SYNOPSIS
Grouting of foundations for bridges has rarely bee^i attempted. T bridge over river Chambal on N. H. No, 3, Agni-Bombay route near Dholr in Rajasthan was damaged in April, 1973, due to settlement preceded by exi ssive scour under one of the piers. The bridge has since been rehabilitated reconstruction of eight new spans supported on seven new well foundatioi The existing and new foundations have been treated by grouting to prot< the treacherous clay shale or clay seams inter-bedded with thin layers of saj stone, lime stone and -or silt stone underneath the foundations against sdutic cum-erosional effect of artesian water. The post-grouting water peroolati tests under limiting pressures have shown renuu-kable results indkati successful grouting of the strata.
The Authors highlight the geology of the strata,need for grouting desi criteria, construction details based on experimental studies, quality coDtrol a ^xhniquc of grouting.
Groutin© OF^Fob4!>AlK)NS *? ChambM:: BklDGE 411
•,.\}j;4NTROPUCXION . : r /
y I.l. TTie existing Chambil Bridge near Dholpur' on K ft. No. 3, Agra-GwaliorjSectioQ^^ bridge,742 mQ,43|^ft.)
long desigaed for a (tischarge of 45^000 cii m/sec. (i;6 milijon'Cu. ft/ Sice.) The t^irjcig^ Wjas conistrupted in a period of five.yetos 'from 1955^59 by the Central Public Works Department! the Bridge is located on the apex of a curve in perennial river channel, where the depth 6f w^er even during the dry seasoii remains Aiore than 6 metres. TTie ihitxiniiim depth of water column at -the highest fldod level is ndarly 35;85 xn from average river bcdi
1.2. Unfortunately, four.jspans each 43.3m between abut- mont piers No^ 16 to 2Q collapsed on the 3rd April, 1973 subsequent to settlement of Ker No. 17 iiotioed m February, 1973. This pier showed.and suffered settlement prior to failure. The boreiholo samples indicated that the day matrix conglomerate, has been altered to amass of one metre thick residual clay with gravel sand boulders. This waa found immediately below the cutting edge. The fitulure of .th& Pier might be also due to the settlement as> the well under Pier 17 could not withstand the load of 10 kg/Cm*, hence shearing of the residual day. Further, it appears to have been preceded by excessive scour of the over-burdom material around the pier effecting the bearing capadty of the strata.
1.3. The bridge has been reconstructed between piers No. 13 & 22 by proyidii^. new^ well foundations and superstructure having eight spans of prestress concrete box-girders. The old existing foundations between piers No. 1 to 13 and new foundations pier No. 14 to 20 and old foundation No. 22 have been strengthened by providing curtam and consolidation grouting and same is dis- cussed in this Paper for information and professional interest.
2.. SAIJK^a' REATIIRES OF THE BRIDGE
2.1. Existing span arrangements & foondations : The old
bridge comprised three distinct segments. From Dholpur end, there are 12 spans (Pier No. 1-13) varying from 14.02 to 16.46 m (46 ft to 54 ft), of R.C.C. rigid portal frame structure with open foundations resting on rock in the shallow portion of the river. Prior to damage, the foundation had pucca floor, and now further strengthening hais been completed by providing curtain walls
412 SM. MALHOttA, ILS. Bhah k M.P« Jain on
and floKiUd apron on up-stMun and down-ftMUn wick out in li oenmit ooncrete blocks I.S2)( 1.52x0.60 m. The second segmc comprised Piers No. 13 to 22 having nine qians varying from 33.: to 43.59 m. bridging the deeper channel of over by ILC.C. arch springing from masonry piers (No. 14-22) uliich in turn are suppio ted on woU foundations. Pier Nos. 13, 16, 20 Jk 22 wDte abuteie piers.
The thifd segment con^wises another 14 qians vaiying firo 13.72 to 16.46 m on Owalior side. These spans also consist < R.C.C. portal frame simifaur to IMiolpur end and footings a resting <m sandy strata at shallow depths, duly protected by puo floor and curtain walls upstream and downstream and with loo ipron of 8 m in width and one metre thidc beyond curtain wi on downstream side. As alrcMly mentioned in para 1.1 th the bridge is located on the apex of the curve and Gwalior sa being saltingend, the foundations for pier Not. 23 to 36 have n been taken to rock leveL A boU design indeed. As inch, tl bridge had total 36 spans before damage and now after reoon^ru tion consists of only 34 spans having eight new spans support! on newly constructed wdl foundations. Phte 1 shows arrangement of old submersible bridge across Chambal near Dholpur.
2.2. Hydraulic Data:
(a) Design discharge : 45,000 cum./sec.
(16,00,000cu ft/sec.) (jb) Observed velocity : 4.54 m/sec.
(15 ft/sec.)
(c) Highest iSood level : R.L. : 149.05 m
(R.L. 489.00 ft)
(d) Observed maximum R.L. 143.80 m flood in recent years : (R.L. 471.66 ft)
(e) Dry season water level : R. L. 120.00 m
(R.L. 394.00 ft)
(/) Lpwest bed level : R.L. 113.20 m
(R.L. 371.29 ft) (g) Deck level :
(f) Dholpur end : R.L. 141.12 m
(R.L. 462.87 ft)
OioifnMo or Foundatiow of Cbambal Budob 413
(0) Owalior tod : R*I. 140.S1 m
(R.L. 461.00 ft)
(*) Length of ttebridsB: 742m
(2,436 ft)
13. iMfmftttmm t&mkfOmm : The new foundfttions con- sists ofthrae numbers of twin dumb-well at a distance of 11.42 m apart and four numbers sfaigie dumb-well of varying sizes. The locations for new foundations are des^nated as 14N, ISN, IjSN (upstreamX 16N (downstreamX 17N (upstream), 17N (downstieamV 19N and 20H between M foundations No. from 13 to 22. It was desirable and necessary to construct two separate wells at each new locations vir., 16N, 17N and 18N up-stream and down- stream of the fallen arches, as the fallen arches and arch debris in the rrver bed between pier Nos. 16 to 19 was not economically feasible to be removed or to sink the weOs through it.
The upstream and downstream wells were connected by a common ILC.C. tie monolithic with the well caps of the upstream and downstream wells. 'A' frame R.C.C. piers were raised to support the superstructure. Plate 2 shows general arrangements of new spans and hiyout of new foundations No. 14N to 20N Chambal bridge near Dholpur.
3. GBOixxnrAT mix» 8rrE*8UB«nATA
3.1. Obnnti wmbet geology ef the site : The area around the bridge site is mostly covered by alluvium deposits, except for limited exposures of Bhander lime-stone on the left bank of the river, which form the ultimate bedrock foundation in the area. It is observed that the bed rock is overbid by 0.9 to 1.6 m. (3 to 3 ft) thick bed of subrecent, predominantly cakareous conglo- merate which, although removed, probably by excavation close to the Bridge piers Nos. 1 to 12 are seen both downstream and upstream of the bridge site, capping the bed rock below.
The bed rock in the river section and on the right bank is nowhere exposed, and lies buried under thick cover of alluvium, which consists of an older and an younger unit. The older unit occurs in the form of a thick siit/cbty bed, which is well exposed on both the banks of the river. The younger alluvium, blankets the bed rock in the river section from pier No. 13 onwards to pier No. 22. The alluvium deposit depth ranging
414 axt MALHontA^ R.& ftuwn •& M.R Jam • oN'C: )
from 0.2 to 4.8 m from pin'. Not. 14 to : IS aodvS (o 13.Si from pier Nos.^ 1'^ to 2i occurs, but from pier No. i and onwards upto pier No. 22 'the i^atid'Vlaj^er is imderiakil t another unit of recent ' athiVium consisting of clay mixed wit roimdpd ^gr^y^i^ and pebUes wIMpM^r^P/? •^ t)ijck j^.jiier Np. 1 and increase^ to.S^.4 p at pierlocatipaNo. 22^';,^f^tom*tk^ iiq 22 to 36k tjiere is a thic)c.pile of rivj^ sand being silting eiyi^.., •■'• '■■ ■■ ■"• •;;. "- "■ ...- — • -t '.■■:■: r.. ' '. •.. ••:* -'Tti!.-.
3.2. IHstijbiition of bed rock and cap ro6k : The 6ed Vodl fomfng the original rocky 1y6d of the river, pfbbiabiy ait thi^'b^ iting'of the pteistocehe period so^mi^ two million yearis' ago is te^^ to view from pfer Nos. 1 to 12 on the left bank (Dhdlpui^ tenM These exposures of the Bharider fime-stone occur over the vertita interval between elevation 120 m atid 130 m (R.L.' 394.W aii R.L. 426.5 ft). The^ overlying cap-rock as exposed liere, dbffsls of predominately cakarebus conglomerates about ,2 to 3 iii:thic ondie ieft tide of the peccnnial channel of the river. The capNK by implication, includes material .which caps the bedrock of Ik area*' This cap rock is not entirely of therquahty as expose on the left bank and consists of tite harder Qiemtber at the bottol and a softer member on the top. Only the Jianler member c the cap rock zonjp seeips to haye been preserved on the left ban which is 0.9 to 1.6 m thick, and has an irregular configuration o its contact with the bed rock, on account of its deposition on th erosiona! surface of Bhander formation.
3.3. Characteristics of bed-rock, cap-rock and over-bordeii
3.3.1. The Bhander lime-st^ne is generally sandy in nitdn fine grained in texture, compact and fairly hard. It is grey c yellowish in colour and in thiii section reveals pellets of shal and occasional grains of quartzite, limonite and haematite set in matrix of calcium carbonate. The lime stone bed constitiitih the left bank of the river at the convex bend, is subject to cohstar river attack and periodic submergence and hence is weatherei in the upper layers. Besides, there are cavities in the lime-ston partly of solution but mostly of erosional origin which ranges froii a few centimetres to 30 cm in width. These cavities occastorialii extend to a depth of One metre evidenced in some of the deep cuC exposing the bed rock around I § m downstream of pier No^ 1 3
GROUtlNitr OF I^OONt^ATW^S OF CkAMBAt BRIDGE 415
3.3.2. The lime stone is thinly bbddtod and is fibYizohtal to sul>honz<Hitai, i^ disposition, .but occasionally, shows ai. well- define4 .strike of NE-S>Y and a dip of 8 to 10 degrees towaijd^ ihq NW,. Ipcally^^he strike appears veer, to NNE-SSW. The predoini-^ nant .joint systems seen iathie hed rqck are. as follows : .
0> .Bedding joints; sptfoed $-15. Cnft. apart, GO AppNxxinU^tt^ dip joints, treDdfnaNNW-SSW
aod dippiiia vertically*'at spapngtof )^25 Cms, -. : (iii) Appf oximatciy strike Jointii, ttciiding NNE»SSW * ', 4 and dipping vMicall^ctspMiogef 10-30 cms. .
3.33. Soluffdii^^uih-crosionar effects Have beetif facffitartett by the presence of above-inentibhed three sets of joints in thij bed rock and the iteulting features are expected to "be either open joints or extended at depth as cavities and may be either with filled clay or devoid of the same. The cap rock zone as exposed, on the left bank shows up as a highly lateritised, calcareous conglomerate, in Which about 10-20 per cent of the sofler matrix material wherein, occurring as pockets, have, uppn erosion, given rise to the tortuous cavities noticed therelp. Jhe rem^^ing mass, however, is foiihd to be quite resistant to the river erbsjon and to be capable of taking cohsidei^ble imposed loads. The calcareous conglo- merates overlying the bed roek is designated as -caprock. . Jt consists of altered, angular to rounded fragments of calcareous sand stonet genei^y ranging in size from 5. mm to 10 mm witb occasional blocks upto 30 cm and pellets of shale^ sandy lime stQne and lamonite. All of these, have probably been derived frpm thp break-doiwn of the bedrock, that must have been exposed in the adjacent areas during the pleistocene period. The cap rock also has occasioiial fragments pf chert (flint-like form of quartz) and chalcedony, probably derived from beccan-trap, together with angular to sub-rounded sand-sized grains of quartz, set in a matrix of caknum carbonate and limonite clay. . The cap rock has been considered into two units viz.^ (a) soft day matrix conglo- merate, and {b) hard lime matrix conglomerate. The thickness of conglomerate zone is O.S m to 1.6 m close to the bridge pier Nos. \ to 12. At locations of pier Nos. 14N to 20M, the data revealed the existence of l.S to 4m thick caprock zone. The bedrock mainly consists of thinly bedded sand stone, lime stone and, sik stone with clay seams and/or shale pockets occasionally.
416 J.M. MALHorntA, KS. Bhah St U.P. Jaim on 3.4. P«
3.4.1. For geo*iecliiiieal iiiv«t«fitioiit» wmtiy 30 Nos. i ttqiloi»tory bore holes 10 to 30 m deep were drilled between pi Not, 1 to 22, after tbe fiuhne of the ttmeture. The bore-holi were located closer to end in some cases through the <rid piers < the Bridge. The e3q)loratory bore results also estaUisbed two fo mation units of conglomerates vb., (a) daynnatrix and (fr) Km matrix congtomerates having 60 to 7S per csntaggiegates in bo* units. The percentage of day matrix in unit (a) and lime matr in unit (6) vary from 40 to 2S per cent respectively. The nvenij •oie recovery in the caprock ooq^merate having ct matrix ranges from 0 to 85 per cent and improves to 44 to I per cent in conglomerate of lime matrix origin in relatively h%h strength.
3.4.2. The bed rock consisting of sand stone, lime stone ai sik stone have shown values of imoonihied compression strem ranging from 33 to 575 kg/Cm*. The laboratory results confii hi^ber strength of the bed rock oonsistiiig of sand stone^ hi stone and sik stone as compared to theoveriying layers of cmi^ merate, and are considered adequate for receiving imposed Iom
Flite^3(t) thews die eeotoeical section across Chsnibsl river near Dbo^ 000 metro downstream of centre lino of brides for pien Ncl tc
Flite-3(b) thews the feologica] section across Cluumbalriver near IMioli
one metro downstream of centre line of Bridae for piers M
to 13. PIate-4(t) shews the geologica] section across Chsmbsl river near Dbdi
one metre downstream oCoentie line of brides fbrpiosNcMV
16N.
Plate-4(b) shews the geologica] section across Chsmbsl river near Dbd] one metre down-stresm of centre line of bridge for pi No. 17N to 18N.
Ptete^c) shows tfie geologica] section across Chambal river near Dho| one metre downstream of centre line of bridge for piers No. 1 to20N.
3.4.3. In almost all the bore-hoies, artesian water was i countered after drilling through the caprock and readimg bottom of the hole in the bedrock. This is due to open join nature of bedrock. The ground water contains sulphates rang from 1,400 to 2,099 p.p.m.
OkOUTIMG op FtoUNDAnONS OF Cbambal Bmdob 417
3.5.
The surfaoe goological site oonditioiis and confinned by txplky- ralory results, hidictte that piers No. 1 to 12 on the left bank have probably been taken down into the bed rock asone having open or day filled joints and cavities devek>ped atong the joint systems. The presence of such features would dictate that remedial measures like consolidation grouting wouU be necessary and desirable to ensure hompgeneous mechanical response of the foundation to impose leads.
The exploration has also revealed completely the constituent sub-units of the bed rock zone which is made up of silt stone, sand stone and lime stone beyond the tentative foundation levels. The thickness of individual sub-unit varies from a few centimetres to about a metre. The compressive strength values of the sub-unit of the bed rock zone are all very high and rock units are just com- petent, both from the point of view of strength as well as eroda- bility. Hence the new foundations were preferred to rest into the bedrock with sufficient embedment varying from 1.5 to 4 m. Since bed rock exhibits thin hiyers of sand stone, lime stone or silt stone inter-bedded with day or clay shale seams, open jointed nature of bed rock resulting in confined water conditions and high permeability, consolidation grouting of the foundations under new piers, and of rock upto a depth of 9 m below the cutting edge levels and adjoining area within a radial distance of 9 m all around the periphery of the wells has been provided to ensure impermea- bilization and improve load reception of the rock mass as a whole.
4. GEOUTING OF EXISTING FOUNDATIONS UNDER PIERS
NO. 1 TO U
4.1. Deate recndreneat and criteria
Rock grouting is normally carried out to fill the discontinuity, cavities or voids in rock mass by suitable materials, to improve load reception capacity and to minimise erodability. Under the present circumstances, pier location Nos. 1 to 13 is supporting R.C.C. rigid frame portal superstructure. The portal frame is resting on open foundations. These foundations are resting on lime stone, sand stone and clay layers. Cavernous lime stone is
41« ' I.M. MfbMmA, R.S: IMait & 'M.V. Jaot >oN'::
cavity ridden and joints, filled with d«yi Thi bMeSprtoniie iuid< these foundations is limited to (3 tons/sq. fk) 30 ton8/sq.m in tl ddsigii. the 'pressufic btdb' develops wHUki 4.572 m"(l5 ft) < th6 strata, KenSethe zorie to be groiited is considered <o^a iSi^ of 4:572 m (Mh) horn the fbiindatkm'Ievd and 3.048 m'tBi f iedl around the foundations. Besides^' f6r the ebnitApment* oif tl iday .Stems MbW'foti^ df pi6rs Ko. t to 13, andflfedth
^orciirtain is, tberelbin^'desiftd;Th^ idea \kimi tfak ts to ptcvA po^ie Wbsion of day^^Mrft'wIu&lhay weaken tlie fbiindatlofli The criteria adopted to evaluate and assess the efflbcdvicfiesflf x tbf grouting IS to.xaduoe thi^ pe^meabiUty.of the,arca>af))er-pos gcoytbg and.obmpaie the samewifh. theresubte.of pre-groutiiij Iberefore,i.the efficacy of grouting may be tested by.iyater peiGpl^ tibn tcs^t tp ^taui^ the^ value. of 1-2 Jitres per iqctie per miniH.e: limiting piessura^ Genorally«.hoW .w^^ wi|^ at the iqM
bolqw, 3 litres, per minute per .stage of J Jtp 2 miDtie at .. hs^j^ grout, preMpie, are not grouial^e. ... . .... ' : ,\-^
.4.2. jSs^aAmfo^^
•I •
.i'. •
' Th6 bbject 6f test ^rout |)lot was to detdrtiiiiftl the jiroiiCikb Bty of thib strata Under the existing foundations iind to; detertti&l the various parameters such as all6wable grout pressures, pattrt and spacing of the holes, type and grout mixes etc. Tbt wbr was completed during the month of April/ 1976 by M/s. Rod! Hazarat, the expert firm dealing in foundation problems. 'Accoi dfhgly, foundation location under Pier No. 6 was selected for tib grouting.
4.2.1. Method of execution: The exposed rock out-cro showed that the strata consists of layers of sand stom shale and lime stone which is of . a cavei7\ous nature Also foundation exploration confirmed ' the presence o Cavernous lime stone. The core recovery in this 'striata varied bel ween 20 to 60 per cent. It was considered necessary to <:arry ou consolidation git>uting to a width of about 10 ft. all around th existing pier foundation. The work was carried out by tisin 48 nun size percussive pneumatic equipment. ■ The depth of ^h grout holes was 6.706 m (22 ft) and the strata was to be groute from 2.134 m (7 ft.) below at whiqh level the existing foundation
GRQimWr :. op .FQyi^AT!lpN3 OF ^CfUMB/Os BRIDGE 41$
aro.^ iocated^ Thp- qiethoil . . of exe9ution is, .. described,: in brk^r as uncles • ' -"v'^" •.• • ■ * »-. ■<:•■■•; -^
-0) tending o^48 ^m dii. ftote^ to k depth d^ 4.572 m (IS ft) ttstng ilbii- - * '^' boriiiglneiiiittte^4U|MiieMkiid water- lesth^ l»f tlwholal
by fixing packer at a dq^ of 2.134 m (7 ft)^
(]a) Grouting of this stage by using neat cement mixes to specified refusal
PIUHUCB.
!•>.,: '. .it.s •• *. ••: t'. :• ■ •..' , • •■■'.;■•..
(ill) Re-drillmg of first Stage from 2.134 to 4.572 m (7 to IS ft) and further ^ .dijUlns. uptQ^ 6^706 m (22ilQ depth.
Therefore, the stage between 4.572 to 6.706 m (15 to^ fl> w«l washed, water tested and grouted in the same manner indicated above.
4.2.2. E^erinifiitstioB. ^
42.2. 1. StagNbrilHiig: Grouting was taken up in twd* stages, the first ttage cdnsisted of 2.438 m (8 ft) froni R.L. 12435 to 121.92 m (R.L. 408.00 to 400.00 ft) and second stage of 2.134 m (7 ft) fromR.L. 121.92 to 119.78 m (R.L. 400.00 to 393.00 ft average). Thus, this provided a total depth of 4.572 m (15 ft ) of sub-strata* bdow foundation level to bt grouted. Descending method of stage grouting was adopted. After con4)letion of first stage, the second stage was done in the same, nianner. :
E>nlling and grouting; can either be done by ascending or descending stage depending on site conditions. In ascending stage method, the hole is drilled to a full depth initially and grouting is done in stages with use of packer. The advantages in this method are:
6) The pfOoess pf drilling and grouting is quicker and cheaper as redril-> liQ^ is not required;
(ir) W«rkcansimukaneously proceeded at various locations in the area; and (iii) Economical for 5-6 m depths of holes.
But it has many disadvantages, some of them are:
(0 The chances of side collapse in holes and blocking the entire depth causing hindrances.
(ii) The fissures, joints and cavities in the surroundings of the hole get blocked, due to upward travel of grout and in that case when grouting is done hi upper stagey there are chances of grout not going inside the strata. Thus, may lead to poor grouting of the area, undetected.
420 J.M. Malhotiu, R.S. Bhah A M.P. Jain on
In C186 of dosoeoding stage method, eadi ttage is drilled an grouted starting from top. Full depth of the stage is drilled, deanet water tested and grouted. After lapse of 4-6 days re-drilling done in the 1st stage to reach the 2nd stage and process is repeattt The advantages are that :
(i) Oroittiiif b perfect and resuld ait better. This is because froi tiavelt oBly in the desired directions and
(ii) Len chances of side coUapse and blocking of hole, as the depth < fliouttng is limited to 3-5 n).
4.2.2.2. Patton Adepth of holes: Accordingly, the grout hok were drilled to a depth of 4.572 m (IS ft.) in two stag( plus the depth of overburden. Attempts were made to dri holes in trianguhttion system to establish inter-connections s as to ensure flow of grout in all directions.
4.2.2.3. SpHt-apadag: In the beginning a sequence of eigl primary vertical holes of 48 mm diameter in the smes < FY I to PYg on the outer periphery at 6.55 m (21 ft. 6 in.) apa approximately and PX^ to PX^ series on the inner row were driUc as shown in Fig. 1 so as to form triangles.
The average R.L. of floor from where the drilling commence was R.L. 126.79 m (416.00 ft). The average foundation lev( was R.L. 124.35 m (R.L. 408.00 ft) Once the drilling of li stage was complete, percolation tests were conducted. In som of the holes, water loss was 2.0 to 2.3 litres/minute/metre at pressure of 2.5 kg/cm*. It was also observed that inter-connec tions were not established at these spacings of holes. Therefori some more holes were drilled in between so as to reduce the spacin to 3 m (10 ft) in the series of PY,, PY^o, PY^ & PYj. an PXy, PXg & PX,. But the inter-connections could not be achieve even after washing and air jetting alternately for 20-30 minutei Finally, it was decided to reduce further spacing to 2.15 m (7 ft 2 it centre to centre to form triangular grid. It was observed that i most of the holes, inter-connections were established after washin the holes by alternate cycles of air and water at this spacing^
OsounNG OP Foundahom of Chambal Bmdgb 421
4,2.2.4, If ■IhlliB if ivhMfal gmgn: Two upheavil gauges were installed one on either faces of the pier (towards Dholpur and Gwalior end) in order to find out the pressure at whidi the rode is likdy to e^iperienoe upheaval* In case of first stage* grouting upheaval was indicated at a pressure
»5S
^7
OWALiOR END
1. itiiTi^L uocaft* _
2. ^miAi. HOLaft. ^
3. Ti.%T Moua% . O "^^ *•
^. UP MCAVEL A^i AG^ ^^SQ 5. GRID FIMALIXKD ^
^v.^x aania.^.
L A^ OUT OF GROUT HOLES FOR EXPERtMEKTAL GROUTIUG AT PiERHO.g>.CMAMBALE>RIPGE DHOLPUR>
422 . Jf^M. Mai»HQTRa^ )R.S. BnATivA M^P. Jain on*
pfrmorp than 0.7S JKg/om\ Whereas in tbexttseof th&2iid^ta; HO; upheaval w^s observed or notioed upto pressure of 2 kg/cn Accordingly, a; maximum) pressure of 0.75. kg/cm*. for grouti of Ji€t siage.and? kg/Cm* for vthe 2nd stege was found to bes .table, from, upheaval considerations* . The ootitrol .of. pressi was necessary, otherwise it would damage the portal frame sup structure or cause fracture in- the rock mass itself.
Since in the^ beginning of the experiment, upheaval gauj wete not available, the same oould not be provided. As'^d in^fl^ initial stages, pressure at HWiich W&shiiig and ah- jetting v done at 2.5 kg/Cm*. At. this pressure, it was observed! that the surface of the flgor, air etscaping, from the ground was sefcn *the form of bubbled of watei" with slight noise. This was due high pressure and subsequently it «¥as reduced.
Detaib of installation '
" '/ ■ * .
For installation of upheaval gauge, three hole$ were drill at A, B & C. The holes A and B having 38 mm dia. are drill nearly 1.22 m (4 ft) inside the grout zone wh^eas hole ^C i33 mm dia. is drilled 3 m (l6 ft.) below the zone to be groutt In holes A and B, 37 mm dia. (1.5 inches) G.I. pipe class *B' inserted upto founding level i.e. covering .the overburden zoi Thereafter, another pipe 32 mm (1.25 inches) dia. G.I. pi upto 1.22 m (4 ft) inside the grput zone and bottom 1.22 is firmly fixed by grouting and tops are connected with proj elbow-joints and horizontal pipe to connect A & B pipes as sho^ in Fig. 2. In hole *C outer, casing of 33 mm dia. (1.25 inch is inserted covering upto the grout zone and then inside 12 mm d pipe (0.5 inch) is inserted reaching :3 m beyond grout zone a this 3 m depth in the rock is grouted With cement to hold it fim in the strata below grout zone. The cement grout is allowed set for 60 hours. Thereafter, a dial gauge with least count 0.002 inch, is fixed as shown at the top of 12 mm. dia. pipe a connected to upper 33 mm dia. horizontal pipe. Thus, i assembly of upheaval gauge is complete. After installation of i upheaval gauge as above, single packer or double packer is fixed the grout hole and subjected to water pressure under percolati test or grout is injected in various stages at various pressui and pressures^ at wh\c\\ lYv^ A\a\ ^\x^ \«fc^^ ^x^xi-^ mov]
Grouting of Foundations of Chambal Bridge 423
DETERMtNATlQUi OF LIMITING GROUTING PBESSUREtUPHEAWL GAU86^
}f * ^ 4' ^
5^
TTIT 0
_0'A cr HOlEYtxont
*-T'
DIAL 0AU6C
LEAST COUMT
002 IHCM
2'
OVERBUIIOCN ZONE
Jtmin OIA MOLf
-HOLEllff OIA
CEMENT V* CROUT
OHOUT ZONr IS
..i....
1/2 00 I'a* CLASS ptn. -
CEMENT CROUT ,
lV( • I VCLASt FiRg
®
to'
©
Fig. 2. Details of Upheaval Gauge
showing the upheavals are recorded. These pressures are the limiting grout pressures for various depths. In case of not deter- niming the limiting pressures correctly, may lead to deflection of superstructure and damage the same and/or also fracture of the rock mass due to excessive pressure. On the other hand, grouting at low pressure may result in ineffective grouting of the strata. Hence, determination of limiting pressure correctly is of great importance.
4.2.2^. Pressure gaoge: Pressure gauges to read minimum of 0.01 kg/cm* were installed for reading water, air or grout pressures. The assembly comprising in-let valve return wall and pressure gauge provided on the top of grout hole is called 'Manifold* or 'Header'.
4JL2.6. Washing of holes with water & Ahr: Cleaning or washing of holes was carried out to the extent to clean the holes from rock cuttings, deposited as a result of drilling. And also to clean the clay seams by alternate cycles of Water and air jetting at appropriate pressures. Durmg drilling of grout botes, the rock cuttings with yellow lelum dt\X!L ^^X^\ \xv^v5a\»^
IR.C. 41—3—28
424 J.M. Malhotra, R.S. Bhah^A M.P. Jain on
tbe presence of clay mixed with gravel size fragments of lime stone at a depth of 2.13 to 2.43 m (7 to 8 ft) visual examination of the material indicated highly plastic nature of clay deposits.
4^2.7. Percolation test and we of Padken
(i) A simple percolation test involves isolating a segment of the hole, generally 3-S m in length by means of a single or double packer and pumping in water at a uni- form rate at constant pressure for a period of 5-10 minutes. Tests carried out in longer lengths do not give any indication of the existence of fissures. But, for areas above water table sufficient time should be allowed for saturation of the rock mass in the inunediate vicinity of the hole. Here, percolation means continuous loss of water through joints, fissures and/or filling up of the cavities present in the rock mass. The resulting water loss is expressed in litres per metre per minute at limi- ting pressure. When test conducted at pressure of 10 kg/cm*, the result may be expressed in lugeon units. The water loss in litres per metre per minute at pressure of 10 kg/cm* as measured from percolation test is called ''Lugeon Co-efficient'\ In homogeneous porous rock, a lugeon co-efiicient of 1.0 equals approximately a permeability of lO^'cm/sec.
(ii) The test is conducted immediately after drilling the hole, indicating the percolation in the rock mass before grouting. Once the grouting is complete, another hole is made nearby and percolation test conducted to know the efiicacy of the grouting. Low results are indications of presence of thin joints in the strata and thus thin mixes are used. On the othw hand, high results indicate presence of wide joints, fissures etc., in the rock mass requiring high consumption of grout with varying consistencies and even requires additives like sand, bentonite, etc.
(iii) Details of Installation
Fig. 3 shows the details of double packer assembly for conducting percolation test. Section marked *A* is
Grouting of Foundations of Chambal Bridge 425
DOUBLE PACKER ASSEMBLY FOR CONDUCTING WATER TEST
/T| 0-10 Kg/Cm' ^^^^ ADJUSTAaLC
PERFORATED \/2 6
a I b'cl ASS pjPE 5' Oft 10'
PCRFORATEO l^-^* ^ " *b'clASS PlPeW»TH COLLARS WELDED AT BOTH ENDS
COLLAR WtLOfD TO 1/f G I B* CLASS PIPE
PLUe
BORE HOLE
Fig 3. InstaUatioD of Double Packer
426 J.M. Malhotra, R.S. Bhah A M.P. Jain on
a unit of double packer. It consists of two peiforated G.I. pipes 1.52 m or 3 m in lengths 33mm (1.25 in.) dia., outer pipe and 12 mm (0.5 in.) dia., inner pipe which is extended upto the top. The bottom end is plugged. At the ends, two rubber packers 46 mm dia., with central hole 12.5 mm dia., are fixed. The lower packer rests on collar welded to 12 mm dia.» innw pipe. The packer assembly is lowered inside the hole to the required depth or stage where test is to be conducted. It should be ensured that the hole is absolutdy ctean of mud, rock chipping, etc. To fix the assembly at the required depth, the tightening bolt, provided with lever havmg threads is operated, whfch pulls the 12 mm dia. inner pipe upward, simultaneously pushing the outer 33 mm dia. pipe downwards causing compression in the rubber packer. Thus, the rubber packers get fixed tightly in the hole. Once the packer is fixed, water flow is put on and required pressure is developed with the operation of valve. Initially water is allowed to flow for sometime in order to saturate the side walls of the hole and then test is performed.
(iv) Details of test
By operating the valve and regulating the discharge, the limiting pressure for that stage or depth is achieved and then discharge readings are recorded at an interval of five minutes using stop watch. When three to five similar readings are obtained consecutively, the discharge is represented in litres/metre/minute for that test section.
(v) On completion of 1st stage driUing, percolation tests were conducted in each hole at water pressure of 2 to 2.5 kg/cm* when upheaval gauges were not installed and once upheaval gauge were installed and limiting pressure known, further percolation tests were conduc- ted at water pressure of 0.50 to 0.75 kg/cm* for the 1st stage and 2 kg/cm* for the 2nd stage. The results show percolation in the range of 0.49 to 17.60 litres/
Grouting of Foundations of Chambal Bridge 427
metre/minute and 0 to 19.30 litrcs/metrc/minute for 1st stage and 2nd stage respectively.
4J2JL%. Grovthig method : The work was carried out by drilling and grouting of the holes at about 6 m interval initially in the outer periphery as shown in Fig.l. Inner row grouting was taken up only after completion of outer row holes. The spacing of the holes was gradually reduced so as to determine as to what spacing inter- connection takes place. The grout consistency was initially kept a^ 1 : 20 (cement : water) and flow of grout was allowed for 45 minutes. During this period about 20 batches (50 litres of grout in each batch) were consumed. The pressure gauge showed only a reading of 0.5 kg/cm*. Then grout consistency was increased to 1 : 10 which developed a pressure of 0.75 kg/cm* and also resulted in upheaval of the mass in the order of 0.007 inch. The grouting was continued till the grout consumption was less than 2 litre/ minute, at limiting pressure of 0.75 kg/cm*.
This was continued for at least 30 minutes before disconnecting the grout injection. After achieving the 'REFUSAL' the top was kept plugged for at least 30 minutes so that at the time of taking out packer, no grout mix comes out of the grout hole due to back pressure. The grout was allowed to set for 60 hours before redrilling was taken in hand for 2nd stage. The second stage drilling and grouting was carried out after completion of the 1st stage. Subsequently, additional holes were carried out near the holes which had indicated relatively more water loss. Three check holes were also executed for final confirmation. Data giving the extent of water loss during water test and grout consump- tion in various grout holes as well as percolation test data of check holes is given in Tables 1 to 4. The water loss in the first stage at a pressure of 2 Kg/cm* varied between 0.37 litre to about 16.4 litres and for the second stage for a pressure of 1.25 Kg/cm* between nil to 6.5 litres. The corresponding grout varied bet- ween 4 to 25 Kg. and between nil to 65 Kg. However, in majority of the cases, the water loss per stage was quite low i.e. below 5 litres and the total grout consumption was about 735 Kg. which corres- ponds to less than 150 Kg/ft. or less than 5 Kg/metre. Plate 5 shows cement grout consumption in various holes for experi- mental grouting at pier No. 6
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GhROUTiNO w Foundahons op Chambal Bridge 437
4JL3. EagiMeriiig Appraisal: Based on the experimental data available, various grouting parameters are discussed as under:
(a) l^dBgoriiokt
After successive drilling of holes at closer intervals, it was observed that inter-connections could be established with a hole spacing of 2 metres. The wash water was found to be free of any clay particles. Judging from the low perco- lation test resuhs and grout consumption data, 2 metre spacing is considered to be too close. Hence it was suggested to restrict spacing of 2.5 metre unless otherwise some holes indicated excessive water loss in which case, in such areas additional holes may be made.
(b) Grout prcMora
The limiting pressures may be kept at 0.75 Kg/cm" for first stage and 1.5 to 2 Kg/cm* for second stage grouting with appropriate pressure correction factors.
(c) brter-cooDectioiit
No efforts be made for establishing inter-connections if inter-connection is not established for a minimum distance of 3 m. No clay washing by higher pressure need be adopted. This is, because, clay washing would create voids, cavities and make open the joints and seams, inter-bedded in lime stone or sand stone which may cause settlement of the super- structure causing damage to rigid frame.
(d) Grout Mix
Grout mix of 1 :20 may be adopted in the beginning which may be thickened to 1:10 or more according to develop- ment of pressure and grout intake.
(e) EflScacy test
The efficacy of grouting may be tested by water perco- lation test to attain a value of 1 to 2 litres per metre per minute at limiting pressures.
(f) No inclined holes be drilled as this may damage the existing foundations as envisaged earlier by geologistsr.
438 J.M. MALHontA, R.S. Bh41I & NLP. Jain on
(1) Vertical grout boles of 48 mm diameter be drilled 2.S to 3 metre spacings. Groutmg should be can out til! the acceptance of grout is between 2 to 3 Mtr/Minute at limiting grout pressure.
(2) Since it is not desirable to dislodge the entrap clay for determining the qiadng of the holes, the criti of inter-connection between two boles is not considc suitable. Grouting should, therefore, be carried in principle on the basis of results of percolation ti after completion of each set of hole, Le. first of primary holes at 6 m centre to centre to be complc and later on secondary holes at 3 m. centre to centre
(3) Grouting pressures of 0.75 Kg/cm* and 2 Kg/c for first and second stage are considered to be suits as this would not lead to any up heavals of the surrou ing rock mass.
(4) Considering the low water loss, basically neat cem mix starting with a consistency of 1:20 would be suita and depending upon the rate of consumption, ext of water loss etc., the mix can be gradually thicken
(5) Grouting is to be done in all holes irrespective of per lation results.
(6) Descending method of stage grouting is to be followed avoid side collapse in the holes, and jamming of packt
(7) Efficacy of grout shall be checked by drilling additio holes in the zone where percolation is more and grout consumption is less.
(8) After completion of grouting, holes shall be plugj by filling up to the top with cement sand mortar 1:3 ratio with water sufficient to make workable m
4.3. Grout mix & its properties
4.3.1. The various grout mixes of cement used had t
Grouting of Foundations of Chambal Bridge 439 following properties:
|
Grout |
Viacodty in |
Density |
Bleed |
Orushing |
|
COQSIS- |
seconds |
gms/cc |
% |
strength |
|
toipy |
||||
|
1:20 |
24 to 27 |
1.01 |
89 |
Test not conducted |
|
1:10 |
25 to 28 |
1.05 |
85 |
.. |
|
1:5 |
27 to 30 |
1.12 |
67 |
... |
|
1:2 |
30 to 33 |
1.25 |
41 |
^~m |
|
1:2 |
30 to 33 |
1.25 |
41 |
_ |
|
1:1 |
35 to 38 |
1.48 |
23 |
|
The results of water tests have indicated generally low water loss indicating the presence of fine fissures. These can only be filled with neat cement grout of thin consistency. Accordingly, starting mix of cement to water in the ratio of 1 :20 was found to give satisfactory results. In case of higher intakes, the consis- tency of the mix can be suitably thickened depending on the rate of intake, and in case of excessive consumption, filler mix contai- ning cement and sand may be used. In some cases, it may also be necessary to add 2 to 3 per cent of bentonite to facilitate injec- tion of the grout and also to provide a stable mix. But, however, bentonite or any other admixtures were not used at Chambal bridge for grouting.
4.3.2. Methods for deteraodMlioB of gro«t prapertifls For proper control on the grout mixes of various consis- tencies, time to time tests were conducted to ensure good quality mix being injected into the grout hole. As such following tests were conducted in site laboratory.
43J.1. Deasity: The density of a grout mix is|determined with the help of a equipment known as MUD-BALANCE. It consists of fluid container with lid mounted on one end of long graduated lever arm, supported on adjustable fulcrum. The lever arm carries one counter weight fitted with spirit level on top. In conducting the test, the balance is levelled truly horizontal, by filling water in the container and keeping the adjustable counter- weight at scale reading of 1.00 on longer arm (Deasity of water 1.00. gm/cc.)
This is brought in horizontal position by operation of screws of fulcrum and bringing the bubble of spirit level in centre fitted
I.R.C-41-3-29
440 J.M. MALHontA, R.S. Bhati A M.P. Jain on
on the top of the counter. Once adjustments are made and tr horizontal position is achieved, the fluid, the cement grout which density is required to be determined is poured in to t container upto the ^brim and adjustable counter-weight is mov along the scale in such a way that the bubble of the spirit le oomes to centre making the arm horizontal, at this stage the leadi on the scale gives directly the density of grout. Frequent te conducted at site will have control on the consistency of the m It may happen at site that the grout being injected does not poss< ^he required density because of less or more quantity of cem< poured in the mixing tank. Therefore, by comparing the dens of standard mix to that of field mix, it can very weU be control! that what is the consistency of the grout mix which is being pump and correction can be made on the spot. If it is not prope controlled and thicker or thinner mix is injected, it will lead choking of fine pores in case of thicker mix or consume m< time by using thinner mixes as the case may be.
4^3.2.2. Bleed Test: The test apparatus consists of cylindrical graduated glass jar of 1000 c.c. The grout nun filled in upto 1000 c.c. mark and allowed to settle for 24 ho and cement set is observed, say, 'x', c.c.
Bleeding is expressed in percentage,
1000— X ^'^- 1000 ^^Q^ (Results shown in table at para 4.3.1.)
The test results are significant in calculating the depth re-drilling through partially set cement grout. The depth grouting stage is say 3 m. and the grout mix was 2:1, the con ponding bleed is 41 per cent (refer table in para 4.3.1). Th fore, the cement deposit depth is calculated 100—41 1=59 per c< So the depth of partially set grout shall be 59 per cent of 3 m wh is 1.77 m. For precise calculation, the grout held in vertical p or hole should also be taken into account.
43.2.3. Flow test: Flow test indicates the flowability of gr mix. The test is simple and is conducted in a standard metal a known as 'MARSH-CONE'. The cone is held in hand having < finger at the bottom keeping the hole closed. Grout mix is pourec
Grouting cm^ Foundations of Chambal Bridge 441
the cone and filled upto the mark. Once the cone is filled upto the mark, finger held at bottom is removed and grout mix is allowed to flow. The time taken in seconds to run down the grout from the cone is known as flow time in seconds, and is an indicator o^ consistency of mix. Fig. 4 shows the apparatus used for determi- nation of density, bleed and flow tests of grout.
LIO
MUD BALANCE
ADJUSTABLE FULCRUM
Qr— SCALE GRaGUATEO IN DENSITY OFSTEEL ^ — n -COUNTER WEIGHT FITTED WITH SPRIT LEVEL (5 AT TOP
^L-rWQD*^
MEASURING JAR MARSH CONIF
Fig 4. Apparatus for determination of Density, Flow A Bleed of grout
4.4. Grootiiig Technique
4.4.1. By thumb rule, grout pressure at any particular packer position may be calculated by the following empirical rule:
0.17 Kg/Cm» Metre of overburden 0.23 Kg/Cm«/Mctrc of rock
In case of mix with sand, double of the above pressures are assumed. Fig. 5 gives a Guide for grouting pressures
442 J.M. MALHomtA, R.S. Bhati A M.P. Jam oh
4$
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APPROXIMATE PRESSURUREM Kg/Cn?AT GIVEN OEPT H Fig. 5. Guide for OroiitiQg FraMiue
4A2. Typeofnixis
(D: NEAT CEMENT MIXES:
Water
|
6^ kg. |
50Utres |
1:8 |
|
|
12.50 „ |
50 „ |
1:4 |
|
|
25.00 „ |
SO „ |
\X |
|
|
50.00 .. |
» „ |
1:1 |
|
|
00 STANf CaiOUT MIXES: |
|||
|
Tnt CoMit |
Bwtodte |
SiliMte |
Wata |
|
CB-1 50 Kg. |
5kg. |
0.25 Ut |
50 ih. |
|
C8-2 50Kg. |
10 kg. |
0.25,, |
50 „ |
|
Gii) CEMENT SAND MDDB8 |
|||
|
Type CtaMrt |
Bitoalto |
Sarf |
Wata |
|
CSB-1 50 Kg. |
IKg. |
25 Kg. |
50 lit |
|
CSB-2 50 „ |
2,. |
50 „ |
50„ |
|
CSB.3 50 .. |
3,. |
75,. |
50„ |
|
CSB-4 50., |
2., |
50„ |
50„ |
|
CSB-< 50,. |
3h |
75 „ |
50„ |
|
CSM 50., |
2„ |
100 „ |
SO- |
|
CSB-12 SO „ |
3,. |
75,. |
50„ |
Grouting of Foundations of Chambal Bridge 443
4,43. Tips OB GroQtiiig tedmiqiie: Let the refusal pressure observed at experimental grout and calculated as per 4.4.1 be called T\ Initially, after placing the packer in position at desired stage, water is injected by grout pump running at about 16 strokes per minute. Let this pressure of water be called T^'.
|
Ftcflsure |
Mix |
Type |
Batch |
Pump strokes per minute • |
|
-l/2p |
1:8 |
Neat cement |
10 |
40 |
|
Otol/2^ |
1:4 |
i> |
10 |
40 |
|
Otol/2p |
1:2 |
»> |
10 |
40 |
|
Otol/^ |
1:1 |
ft |
10 |
40 |
|
Otol/2p |
CB-l |
Stable |
20 |
50 |
|
Otol/^ |
CB-2 |
fft |
20 |
50 |
|
Otolllp |
CSB-1 |
Cement A sand |
20 |
60 |
|
Otolllp |
CSB-2 |
»» |
20 |
60 |
|
Otol/^ |
CSB.3 |
Iff |
20 |
60 |
|
Oto]/2p |
CSIM |
*t |
20 |
60 |
|
Oto]/2p |
CSB^ |
>* |
20 |
60 |
|
Otol/2p |
CSB-8 |
»t |
20 |
60 |
|
Otol/2p |
CSB-1 2 |
** |
20 |
60 |
Notes: (Q If P^ • Oor— I'Pstart with 1:4 mix and then in progression for development of pressure, if pressure develops to half, reverse the order of mix. At Pi 2/3p change to neat cement mixes only. If P^ is l/2p start with 1:8 mix and in this case use only neat cement mixes.
(ii) In cascLof cavity, start with 1 :4 mix and straight to CSB-1 mix.
4.4.4. It is observed in some cases, pressure does not develop even with CSB-12 mix, allow ''rest'' of 12 hours and then resume. If there is continuous in-take at same pressure (for example near refusal) change to higher mix after 40 batches of neat mix. Only thing to be noted is that between 2/3 P to P stable and sand grout mixes should never be used. If 40 batches of 1:1 mix also do not increase the pressure to refusal, grout upto half a ton limit, same mix -and then stop. In case of grouting with sand, after every 5 bags of cement grouted, a mix of 1 :4 will be sent along with one kik>gram of bentonite in order to clean the line and hn so that choking does not oocur.
444 J.M. MALHontA, ILS. Bha^ ft M.P. Jain oh
43. Fmiriattai of pMll« MtawtePkr Ntiil to 12
Btted on nperimental ob$ervatioiis mide at pier lootfio N6.6^ the various parameters were flnaOy decided in oonsultatio with the Director* Geological Survey of India and Ministiy c Tranqx>rt <Roads Wing), New Delhi, the gnmtmg finally formulated as under for pier Nos.i to 13.
4J.1. Sbe Ml depth ef hekt (fcrtkd) mI The grout holes should be 48 mm in diameter 4.572 m. dee (two stages of 2.134 ft 2.438 m respectivdy) befew fonndalloa kvds, of the individual fuer for vertical holes. InieHned hoi at 25^ firom vertical (depth 9.449 m) 4 Nos. (two on either wk of pier) parallel to the flow of wato* may be driOediVad wnie tested. Inter-eonnection through the indmed holes shookl not b attempted. The holes should be cleaned by alternate qfdes of ai and water at limiting pressures for at least 30 minutes.
4S2. Sparing: The vertical grout holes of *x* aond y aierie be initially drilled at 6 m centres and washed thoroughly b; water jetting only. If the inter-connection at 6 m spadng di not develop, the spacing can be further reduced to 3 m am inter-connections should be tried by water only.
Further reduction of spacing of holes is not necessary if inter connections do not develop at 3 m spacings.
4.5.3. Water test : Water percolation tests are to be performec on each hole and record should be maintained. The wate pressure for first stage should be 0.75 kg/cm* to 1 kg/cm* am for second stage it should be 1.25 kg/cm* to 2 kg/cm*.
4.5.4. Groat mix: The grout mix should be 1 :20 (Cement Water) initially and the consistency should be increased in viev of individual holes requirements in the ratio and sequence 1 :1C 1 :S, 1 :2 and 1:1 as per instructions of the site Engineer.
4.5.5. Groat Pressure: The grout pressure ranging fron 0.75 kg/cm' for first stage of 2.134 m and 1.25 kg/cm* for seoonc stage of 2.438 m shall be maintained by providing a pressun release valve. The grout causing excess pressure should retun to the grout mixer.
Groutinq of Foundations of Chambal Bmdce 44S
4&6. GfMtfaig: Prior to start of fixing packer for grouting* the grout hole shall be checked for depth and should ba perfectly clean. There should not be any rock chippings left in the bole. Then packer should be proptfly fixed and seated at foundation levol for grouting the first stage of 2.134 m bdow foundation level, there should be no leakage of grout by the sides of the packer. The grouting shaft contmue till the grout consumption is less than 0.20 Lit/Min/ Metre at limiting pressure. This should be seen for at least 30 minutes before disconnecting the grout injection and hole shouM be kept plugged at top for 30 minutes so that at the time of taking out of packer no grout mix comes out of the grout hole. The grout shaU be allowed to set for 60 hours before re-drifling is taken in hand. After 60 hours of groutmg, the depth of hole shaU be diecked and it is confirmed that fuU grouted zone i^ filled of eement and then only re-drilling shall be carried out for second stage. The exercise is to be repeated in the same manner lor second stage.
4^.7. Check holes: For testing efficacy two check holes are to be drilled in each stage as suggested by the Engineer- in-charge or representative of G.S.I. and water test is to be co^ttcted. If water loss is more than one litre/min/stage at liositing pressure, further grouting shall be carried out by driUing more holes at the places indicated by Engineer-in-diargfr or Geologist.
4SS. Phiggfaig of Grout holes: After 60 to 80 hours of groutmg fof the second stage, the depth of holes should be checked and it should be ensured that grouted zone is filled of cement and then only the hole is to be plugged by insertmg sand cement mortar 1:3 upto top.
4.5^. Reporthig of reanlts: The daily progress report indicating water tests, grout consumption and efficacy test results, shall be maintained at site of work. Plate 6-a shows the detailed sG^Mne of driUing and grouting at pier Nos. 1 to 4. Plate 6-b shows the detailed scheme of drilling and grouting at pier Nos.S to 9*
446 J.M. MAUiOTRA, R.S. Bhah A M.P. Jain on
Plate 6-c shows the detailed scheme of drilling and grouting at pier Nos. 10 to 13.
N<rte: Initially it was suggested and envisafed by geologist to provide inclined holes, for grouting tlie strata underneath the foun- dations. But it was feared that drilling of faidined holes tOKi cause vibrations as weH as disturb the strata whidi is alresdy . in compression resulting in . settkment of deflectiop of the framed structure. Hepce, driDiiig of tpdioed hoki was abandoned.
4.6. ObsermtioDB ft record of drillfaig ft gnMtiiig
4.6.1. Day to day record of drillmg in stages, water percola- tion test results and grout consumption were kept properly at .^ite of work in proper formats i.e. in the form of registers. Specimen of formats are given as Appendices 1, 2 & 3 for daily drilling report, daily percolation test report and daily grouting report respectively. Separate registers were maintained foreadi pier location. Besides, day to day recording as work progressed, some of the grout tests viz.. Bleed test, Density test and Flow test etc., as discussed in para 4.3.2 were conducted so as to ensure proper quality control.
4.6.2. As a specimen, the abstracts of observations viz., record of water percolation test results and grout consumption at pier location Nos. 6 and 9 arc given in Table 1 to 4 and 5 to 6 respectively. Table 7 gives an abstract of overall position of drilling and grouting for pier Nos. 1 to 13. It will be observed from Table 7 that quite a good quantity of cement was consumed in surface preparation for pier location Nos. 8 to 13. This shows that the strata below the pucca floor was very much porous and cavity ridden. The maximum quantity of cement to the time of 10,957 kg. was consumed at pier No. 8. The quantity of cement consumed at the same location for 1st and 2nd sta^ was to the tune of 4,544 kg and 3,297 kg. respectively. This was quite low as compared to the quantities of 15,494 kg and 12,092 kg. consumed for 1st and 2nd stage respectively for pier No. 9. This indicates that some of the quantity of cement grout consumed in surface preparation at pier No. 8 might have travelled down to foundation strata and provided partial grouting of 1st & 2nd stage during surface preparation.
Grouting of Foundations op Chambal BpuDCB 447
4.6.3. The jHe-groutiiig perodation results at pier location Nos. 8 and 9 were very high to the tune of 98.SQ aiid 52.48 litr/ Met/Minute.
The post - grout check holes have indicated water percolation to the tune of nil to 0.16 lit/met/Minute at limiting pressures at pier location Nos.8 and 9. This is an indication that satisfactory grouting has been completed providing an effective curtain and thus consolidation grouting achieved .
5. GROUTING OF STRATA UNDER NEW FOUNDAHONS—PIER NO. 14N TO 20N AND 22 OLD
Before commencing the grouting of foundations, it was felt necessary to conduct e)q>erimental grouting and arrive at various design parameters as done at pier location No. 6 to formulate detailed scheme for execution. Accordingly, pier location No.l9N was selected for trial grouting.
5.1 Design criteria and its reqidrements
As discussed earlier, the object of grouting the new foundation is:
(a) To inqvove bearing capacity of the founding strata. The 8trat» is gmenUly thinly bedded sand stone, Ihne stone and sflt stone with clay shale seams vaiying in thidcness from few centimetres to about two metres.
(b) To reduce permeability and solubility and reduce the possibility of day shale getting eroded and also, to fill up the cavities, fissures etc ., in caver- neous Kme or sand stone strata.
Assuming a simple stress distribution at 45*, the intensity of pressure at various depths bdow the founding level (Design for 6 ton/sq.ft) shaU be as under :
Just at foundation level 64.58 Ton/sq m (6 Ton/s ft)
|
at 0.30 m (1ft) bdow F.L |
57.48 |
f» |
(5.34^) |
|
at 0.60 m (2 ft) Below F.L. |
51.99 |
*ff |
(4.83J |
|
at 0.91m (3 ft) - |
47.25 |
9ff |
(4.39,,) |
|
at 1.21m (4 ft) " |
43.05 |
9* |
(4.00,.) |
|
at 1.52 m (5 ft) " |
39.50 |
t» |
{3.670 |
|
at 3.05 m (10 ft) „ |
27.12 |
»f |
(2.52„) |
|
at 6.09 m (20 ft) ., |
15.28 |
99 |
(1.42..) |
|
at 9.10 m (30 ft) „ |
9.25 |
99 |
(0.86.,) |
TIk actual pressure bulb shall cause even faster reduction of pressure. The grouting if achieved successfully, does not improve bearing capacity more*
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Grouting of Foundations of Chambal Bridge 4S3
than 20 to 25 per cent as such the bearing capacity could be improved to the extent of 80.73 tons/sq m. (7.5 tons/sq.lt). The.pressure as evaluated above is quite safe for sand stone/silt stone. The improvement in bearing capacity would result in added safety alto. Since in our country* static and dynamic methods of finding modulus of '£* of rock befoce and after grouting are not available, we had accepted water percolation test as the only check of eff kacy. As such, water km not exceeding 2 Itr/mtr/min at limiting pressure for water tests in respective stages shall be considered as satisfactory criteria.
SJL ExperimeBtal grootiiv at PierNoJ9N
5.2.1. The test plot was selected on the upstream side of the well foundation No.l9N as shown in Fig. 6. The present test which was commenced in May, 1976 could be completed only after the monsoon in December, 1976. The inferences drawn on the basis of the work executed are discussed below.
5.2.2. The test plot which is located on the up-stream side of the proposed well foundation 19N as shown in plan consists of 6 holes spaced 3.048 m. (10 ft) centre to centre on outer periphery and 2 check holes Nos. 7 & 8 within the enclosed area. One up- heaval gauge was also installed in the centre of the plot for which 3 holes Gl, G2 and G3 were drilled. The strata was to be treated by consolidation grouting to a depth of 9.144 m (30 ft) below the proposed founding level of the wells.
53. Method ofExecotkni
(a) The grouting was to be taken in three stag?s each of 3.048 m. Each stage was to be completed in descen- ding order.
(b) Installation of upheaval gauge and determination of limiting pressures for each stage.
(c) Drilling of 48 mm. dia. holesTusing non-coring pneu- matic equipment. Washing of holes by alternate cycles of air and water at limiting pressures.
(d) Percolation test at limiting pressures.
(e) Washing of holes with 2 per cent solution of sodium Hexametaphosphate in water for 40 to 60 minutes.
(f) Grouting in stages using neat cement mixes to speci- fied 'refusal' at limiting pressure.
454 J.M. M ALHOTRA, R.S. Bhati & M.P. Jain on
GteouTiNO OF Foundations of Chaiibal Bridge 4SS
(g) Re-drining of the first stage and further drilling upto 6.09 m. Thereafter, the stage between 3.048 to 6.09 m was water tested, washed and grouted in the same manner as above.
(h) ReHlrilling of the 2nd stage upto 6.09 m and further drilling upto 9.144 m depth. The stage between 6.09 m to 9.14 m was washed, water tested and grouted in the same manner as indicated above.
(0 Making of two test holes and conducting percolation tests to observe post-grout loss of water in litres per metre/ minute at limiting pressure.
5^ ExpcrfaBffltatiM
5.4.1. DrlDiag: Initially standard-rotary-cum-percussive rig with drilling mud and/or casings was used to pass through over- burden oonsistmg of about 10.66 m sand layer and about 7.31 m (24 ft) thick clay layer below. As soon as the bedrock was encountered, further drilling in the same was done by using 48 nun, size pneumatic percussive non-coring drilling equipment using water flush method. General ground level was about R.L.121.9S m(400'.00 ft) and the tentative founding level of the well was at R.L. of 100.69 m (330.29 ft).
SAX Waskiiv ft Water TestiBg
After completing drilling to the required depth, the holes were washed by lowering 25 mm. dia. pipes upto bottom and passing alternate water and air jets for about 30 minutes. There- after, water Tests were conducted in the holes in stages of 3.048 m. starting from top-most stage by using double and single mechanical packer. Maximum pressure applied was 4 kg/cm* and the results of water loss for different stages are given in Table 8. Minimum and maximum water loss at 4 kg/cm* was found to be 10 lit/mtr/min. and 19 lit/mtr/min. respectively for the top-most stage and minimum and maximum water loss at the same pressure for bottom-most stage i.e. between R.L. 91.55 m(300.29 ft) to 94.60 m (R.L. 310.29ft) was observed to be 4.26 lit/mtr/min., and 13.86 lit/mtr/min. Since the holes originally drilled got partially choked, they had to be cleaned after monsoon. Water tests were accordingly repeated as mentioned above. The results of the same are persented in Table 9 and the same were found to be comparable with Table 8.
LR.C. 41-3-30
'^'i^lH. MALHcmtA, R.S.BttAll ft MP. Jain ON ^
Take 8. Watoi Ttarr Rttotii
JExpnuMEtrtAL Gbouiino at Pier No. 19N
Presstire Waicr loss Water \os&
i From To in Kg/Cm" in Lit/5 Min, in Ltr/Mtr/Min.
at4Ks-/Cma 2 3 4 5 6
|
, |
100.59 m |
97.56 m |
I |
U6 |
||
|
!■ |
ti |
2 |
147 |
|||
|
1 |
»» |
»» |
1 |
i72 |
||
|
If |
*• |
4 |
195 |
13,00 |
||
|
2 |
100,69 m |
97 J6 m |
I 2 |
131 155 |
||
|
>f |
t< |
3 |
IBl |
|||
|
*• |
ik |
II |
4 |
196 |
13.06 |
|
|
^' |
||||||
|
! |
100,69 m |
97.56 m |
2 |
165 |
||
|
1 |
ti |
f* |
2.25 |
210 |
19.00 |
Extrapola- ted valve |
|
100 69 m |
97.56 m |
I |
126 |
4 |
||
|
-r |
f) |
M |
2 |
166 |
||
|
»■* |
*l |
3 |
303 |
16.06 |
Extr&poU- ted valvcL |
|
|
5 |
100.69 m |
97.56 m |
1 |
82 |
||
|
»♦ |
,, |
2 . |
106 |
|||
|
»9 |
»* |
3 |
131 |
|||
|
»» |
f> |
4 |
150 |
10.00 |
||
|
6 |
100.69 m |
97.56 m |
1 |
120 |
2 149
3 141
4 200 13.33
97.56 m 94.60 m I 100 2 135
3 179
4 175 11.66
97.56 m 94.60 m 1 116
2 151
3 225 .. „ 4 176
5 176 11.73
Grouting of Foundations of Chambal Bridge 457
TMt 8 (Contd.)
97.56 m 94.60 m
97.56 m 94.60 m
97.56 m 94.60 m
97.56 m 94.60 m
94.60 m 91.55 m
94.60 m 91.55 m
94.60 m 91.55 m
94.60 m 91.55 m
94.60 m 91.55 m
94.60 m 91.55 m
|
154 |
|||
|
190 |
|||
|
214 |
14.26 |
||
|
115 |
|||
|
154 |
|||
|
199 |
16.06 |
Extrapola- ted valve |
|
|
96 |
|||
|
117 |
|||
|
165 |
|||
|
180 46 |
IZOO |
||
|
74 |
|||
|
107 |
|||
|
140 |
9.33 |
||
|
80 |
|||
|
99 |
|||
|
116 |
|||
|
135 62 |
9.00 |
||
|
80 |
|||
|
97 |
|||
|
87 |
|||
|
139 |
|||
|
156 |
|||
|
208 |
13.86 |
||
|
121 |
|||
|
1.5 |
161 93 |
22.06 |
Extrapola- ted. |
|
133 |
|||
|
150 |
|||
|
171 30 |
11.40 |
||
|
43 |
|||
|
42 |
|||
|
64 |
4.26 |
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593 |
515 |
III |
5!S |
12.30 15.73 18.00 |
|
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s«» |
«SS |
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|
5|§ |
10.00 : 12.00 2 13.73 * |
9.00 ] 10.53 2 13J0 1 |
SSS |
||
|
228 |
pgs |
||||
|
7.73 12.00 16.25 |
00 o^d |
8S?P ooo^o |
P8P |
Sil |
9.00 10.87 13.70 |
|
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NO |
CLOUTING OF JFOUNDATIONS OF ChAMBAL ftODGE 459
S.4.3. Spedal WmUmg
After conducting water Pressure Tests, Water Injection was continued in respective stages for about an hour to find out if inter- connections could be developed with other holes. Inter-connections were observed in the following cases:
(f) PiM:kcr]n3rdStafei.e.beCweeiiItX. 94.60 m. to 91.55 in.(R.L.310.29 ft and 300.29 ft). Borehole Nos.1 connected with Bofeb<rfe No. 5.
(ii) PiM:ker in 2iid stage i.e. between ILL. 97J6 to 94.60 m(lLLJ20J9 ft and310.29ft). Borehole No. 1 comiBcted with borehole Nos. 5 A 6.
m PiMdKar in 2nd stage i.e. between ILL.97.56 to 94.60 m (R.L.320.29 and 310.29 ft) Borehole No. 3 connected with Borehole No. 4.
(iv) Packer in 2nd Stage i.e.. between ILL. 97.56 to 94.60 m (R.L.320.29 and 310.29 ft) Bordiole No. 4 connected with Boreh<rfe No. 5.
(V) Packer in 1st stage Le. between R.L.100.69 m. to 97.56 m.(R.L.330.29 and 320. 29 ft) Borehole No.4 connected with Borehole No. 5.
2 per cent solution of Sodium Hexametaphosphate in water was also iiyected on trial basis in Borehole No.5 and no inter-connection could be established even upto S kg/cm*, and hence, this exercise was not continued further. About 31 kg. of chemical was injected during this triaL
S.44. iBBtaliatioii of Uphearal gaige
Upheaval gauge was installed as mentioned earlier in the centre of the plot. The central datum hole was taken to a depth of 3.04 m below the deepest depth to be grouted. Whereas for observing movements in the grouted zone two holes were drilled to a depth of 1.219 m in top zone of the strata to be grouted. A careful watch was kept during water test and grouting operation. Upheaval gauge indicated minor movements while grouting in Boreholes Nos. 2 and 5 only at the following pressures:
(i) 3rd stage (le. between R, L. 94.60 m. and 91.55 m.) at grouting pressure of 7 Kg/cm*.
(ii) 2nd stage (i.e. between ILL^7.56 m and 94.50m) at gnmtiogpre^ SBore of 6.5 Kg/cm*.
(iii) 1st stags (i.e. between ILL. 100.69ni. and 97J6m.) at grouting »or61Cg/cm«.
460 J.M. Malhotra, R.S. Bhati & M.P. Jain on 5.4.S. Grouting
Grouting of the boreholes was done in ascending stages i.e. grouting 3fxl stage between R.L. 94.60 m. and R.L. 9.55 m first and so on. Initially, the comer holes were grouted in order of borehole Nos. I 3, 4, & 6 for the 3rd stage and the same sequence was repeated for grouting in 2nd stage and 1st stage respectively. The grouting pressures were restricted to 5 kg/cm*.
Grouting of boreholes No. 2 and 5 was carried out in the same sequence as given above. The grouting consumption are shown in Table 10. From the same it will be noted that minimum and maximum cement consumption varied between 1.67 kg/mtr.^ in case of boreholes No.5 between stage R.L. 100.69 to 97.56 m and 166.67 kg/mtr., in borehole No. 6 for stage between R.L. 94.60 m 91.55 m respectively.
5.4.6. iBter-CoimecdoBB
The following inter-connections were observed during grouting of 1st, 2nd and 3rd stages :
0) Grouting 3rd stage between R.L. 94.60 m to 91.55 m of borehole
Nal6- Interconnection with borehole No. 5. (ii) Grouting 3rd stage at the same depth as above of borehole No.l-
inter-connections with borehole Nos. 5 & 6.
(ill) Grouting 3rd stage at the same depth as above of Borehole No. 3— inter-connection with borehole No. 4.
5.4.7 Check Holes
On completion of the grouting as mentioned above, two check holes No. 7 & 8 were executed. The details of water Tests con- ducted in these holes are given in Table 11. From the same it will be noted that the water loss does not exceed in any stage by more than 2 Itr/mtr/min.
5.4.8. Conclusions and Recommendations
Based on the above data, the following conclusions could be arrived :
(a) Spacing of borehole at 3.048 m centre to centre as indicated by various inter-connections and results of subsequent check holes is considered adequate. The grouting should be carried
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425.00 207.50 |
410.00 580.00 062.50 835.00 |
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Groutino gp Foundations op Chambal BtiDOB 463
out till rate of aodeptanoe reaches between 2 to 3 lit/mtr/min., at appropriate grouting pressures.
(b) Considering the presence of substantial over-burden and on the basis of upheaval observations the following limited grou- ting pressures can be adopted.
(0 For 3rd stage (between R.L.94.60m and 91.55 iii)7ki/cm. A (tt) For 2nd state (between R.L. 97.56 m and 94.60 m) 6.5 kg/cm. • (liO For 1st state (between R.L.100.69 m and 97.56 m) 6 kg/cm. •
The above criteria nuty be adopted provided depth of the over- burden is 21.33 m. This criteria may suitably be modified at site in case of significant variations in thickness of over-burden.
(c) The details of grout consumption indicates that the overall cement consumption is about 140 kg/mtr. (i.e. approx. 40 kg/ft) which is considered to be moderate. In case the cement con- sumption eiceed, in any particular stage, by more than 250 to 3(X) kg/mtr« It may be necessary to use coarse filler mix con- sisting of cement, sand and smaU quantity of bentonite.
(d) In view of the fact that inter-connections have been obser- ved without resortmg to the use of chemicol i.e. Sodium- Hexameta-Phosphate, it is not considered necessary to go in for any special chemical washing and washing with water alone would be adequate.
5.5 Fdiwrfidot of Scheme
S.S.I. Based on' conclusions drawn after completion of experi- mental grouting at pier Location No.l9N, the detail scheme was formulated as shown in Plate 7 for pier locations Np.l4N, ISN, 16N, 17N, 18N, I9N, 20N, A 22 old. Assuming that the grout travels minimum of 1 .52 m in a horizontal direction, the holes have been arranged within 7.62 m (25 ft) radius from periphery of the well. This shall provide an effective grouted area upto a distance of 9.144 m all around the well. According to this plan, some of the holes fall on the existing well caps, such hole shall be drilled through the wdl cap and if difficulty is experienced during execution, the location of such holes shall be re-arranged in the vicinity. In case of foundation location No. 18 new, where the cutting edge of up- stream well is about 0.91 m higher, than the cutting edge of down-
464 J.M. Malhotra, R.S. Bhati & M.P. Jain on
stream well, the grouting in the area between these two wells shall be taken up as shown in the drawing and first stage shall be of 3.962 m instead of 3.048 m.
S.5.2. Based on the layout as explained above, the number of holes for each location were as under :
No. of holes
Well No. 22 N 79
Wdl No. 20 N 74
Well No. 19 N 111
Well No. 18 N 110
Well No. 17 N 104
Well No. 16 N 103
Well No. 15 N 71
Well No. 14 N 70
Total : 722
5.5.3. Final design adopted in execution of grouting scheme at various pier locations is given below :
(i) Diameter of grout hole 48 mm.
(ii) Spacing 3.048 m (about 10 ft 0 in).
(ill) Three stages of 3.048 m each below founding level.
(iv) Limiting Grouting Pressure :-
(a) 1st Stage depth 3.048 m. 6.00 kg/Cm>.
(b) 2nd Stage depth 3.048 m to 6.09 m 6.50 kg/cm*.
(c) 3rd Stage depth 6.09 to 9.14 m 7.00 kg/cm«.
(v) Inter-connections of holes at each stage or in desired stage to be tried upto 45 minutes by alternate cycles of water and air jets at limiting grout pressures.
(vi) Washing to be done till clear water comes out from inter-connected holes.
(vii) No chemical washing is to be done.
Grouting of Foundations of Chambal Bridge 465
(viu) Bentonite to be used for drilling through overburden that too, upto 5 ft above the foundation level.
(ix) Grouting of the bole is to be taken when washing of the adjacent holes is completed.
(x) Sequence of grout mixes :
|
Ccmnt: Water |
No. of Mizct (batch of 50 Utm) |
|
1:10 |
20 |
|
1:5 |
20 |
|
1:2 |
20 |
<xi) "Refusal cntdrion** when grout consumption is equal to or less than one Itr/mtr/min. at respective limiting grout pressures. The final refusal is considered when grout consumptioo of next thinner mix is less than or equal to 1 Itr/mtr/min.
(xii) Descending order of drilling and grouting shall be followed for 1st stage and remaining two stages shall be done by ascending order.
(xili) The grout holes shall be finally sealed by cement mortar 1:3.
(xiv) Check holes : After completion of grouting for any pier, two holes in areas of maximum and minimum grout consumption are drilled as check holes. Water percolation tesu are conducted hi these holes and if water intake is less than 3 lit/metre /min., at limiting pressure than grouting of that pier is considered as satisfactory.
5.6. OperationI Sef eoew
5.6. 1 . The layout plan as approved in hexagonal pattern is marked on the ground.
5.6.2. The work shall commence with the principles of working from '*WHOLE TO THE PART' i.e. holes falling on outer perir phery on the plan shall be tackled first. The whole layout plan is considered in four segments. The first segment is taken up first for drilling of holes. Drilling in overburden is executed by stand- ard rotary cum percussion drilling rig using drilling mud and casing wherever required. In doing so initially 100 mm dia, pipe is driven into a maximum depth with the help of monkey hammer weighing 365 lbs., to penetrate into sandy strata.
5.6.3. Once the 100 mm casing refuses to penetrate, the casing is cleaned by water and further drilling is done by using NX size T.C. bit and drilling mud (bentonite slurry) upto a level 1.52 m above founding level.
466 J.M. MALHontA, R.S. Bhati A M.P. Jaw oh
5.6.4. Once 63 mm casing is lowered upto the overburden drilled depth and 100 mm. casing is removed.
5.6. S. Rock drilling beyond this level is continued by wagon drill (using cross T.C. bits) 48 mm. dia, having bottom discharge to a depth of 3.048 m constituting first stage.
5.6.6. The central hole of the extreme hexagon is* selected for water test and its prc^grouting permeability is recorded in lit/mtr/ min.
5.6.7. All holes are washed by simple water for 20 to 30 minutes till clear water returns.
5.6.8. A single packer is fixed at top of Ist stage and inter-con- nection is attempted by alternate cycles of water and air at limiting grouting pressures.
5.6.9. After establishing of inter-connedions in the neigh- bouring holes, the hple where packer is Sxod is again dcaned after removing the packer and it is refixed for grouting process to be commenced.
5.6.10. Grouting of the hole whose adjacent holes are washed and tried for inter-oonnections is taken up by fixing packer at the top of 1st stage. Initially the cement grout of consistency 1 :10 is injected and it is watched whether pressure starts developing or not. If i>ressure starts building up within 15 mixes then same consistency mix is continued. And if pressure does not start building up, then consistency of grout mix is switched over to 1 :5 after injecting 15 batches (each of 50 lit.) similarly. If by this mix also pressure does not start building up, then next consistency of 1 :2 is switched over after 15 batches. Finally 1 :1 consistency mix is injected till refusal at specified limiting grout consumption is 1 Itr/mtr/min. or less. The final refusal is tried with the next thinner mix at the end. If the consumption of grout reaches 1(X) kg. of cement, then grouting is stopped for 24 hours and regrouted after 24 hours and final con- sumption is recorded.
5.6.11. All the adjacent holes are washed by simple water after grouting is completed.
5.6.12. When grouting of all the six hole^ of the hexagon is completed, the centre hole is tested for permeability (i.e.efficacy of grouting) after 3 to 6 days and finally grouted.
ChtouTiNG OF Foundations of Chambal Bridge 467
5.6.13. The drilling in descending order for 2nd and 3rd stage (6.09 m below 1st stage of 3.04 m) is started in the first quadrant when grouting of all the holes in 1st and 2nd quadrant is completed in 1st stage.
S.6.14.The packer is fixed at the top of 3rd stage and the same op^ations repeated as stated in preceding paras mentioned above.
S.6.1S. The packer is fixed at the top of 2nd stage and the same operations are repeated as stated above.
5.6. 16. After completing groutmg in all the holes, the holes are sealed upto founding level by cement sand mortar 1:3.
5.6.17.TWO check holes are selected as suggested by the resi- dent geologist posted at site for checking efficacy of grouting by conducting water tests.
5.6.18. If the percolation result is below 2 ltr/mtr/min.^the area is considered satisfactory grouting. If permeability exceeds 2 Itr/ mtr/min, more holes are to be drilled in the vicinity and grouted again to achieve required permeability.
Plate 8 shows general sequences of drilling and washing of holes and grouting operations.
5.7. ObscrvatioB aad Record of DrilUog & Groadng
5.7.1. Similar to discussions in para 4.6, record of drilling and grouting were kept for each pier location while execution of grou- tmg scheme. After completion of work at each location, a com- ptetion drawing was prepared indicating the number of holes, the pr&^outing and post-grouting water percolation test results and details of cement consumed in each grout hole. For the interest of readers a specimen completion drawing for drilling and grouting at pier location No. 14N is shown in Plate 9.
5.7.2.AS a specimen, abstracts of record of water test results, and grout consumption in each hole for pier No. 14 is given in Tables 12 and 13 respectively. It will be seen from these tables that the minimum and maximum grout consumption was 24 to 2082 kg., respectively in grout holes No.43 and 35 considering all the three stages. The prc-grout and post-grout water percolation results indicated remarkable reduction from 20 to 2 lit/mtr/min. It will
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Grouting of Foundations of Chambal Bridge 471
also be observed from Table 12 that in general the grout consu- mption in the second stage is comparable less than 1st and 3rd stages. This may be due to the fact that grouting for 2nd and 3rd stages was done by ascending stage method. Under these circum- stances, while grouting of 3rd stage, the grout might have travelled upward in 2nd stage zone through fissures, joints etc. and partial grouting achieved before actual grouting in 2nd stage was done.
6. GROUT CX>NSUMPnON AND COST ANALYSIS
6.1. Grout CoDsnmpdon
The drilling and grouting was carried at pier location No.l tol3 under the existing structure and also at new pier locations No.l4N to 20N and 22 old. The site conditions were different at these two locations. As such, they are separatdy discussed.
6.1.1. Case (i): FoondatioB locatioiis ander pier Nos. 1 to 13
As discussed in^Table 7 the total cement consumed in grouting of pier No. 1 to 13 was 88.57 M.T. This quantity of cement wa used in 380 holes with an approximate 2,856 m lengths in rock mass to be grouted. The depth of each hole was 4.57 m. In other words, the total volume of rock-mass zone grouted was 2,830 cu m. This works out to (average) 31 kg of cement per metre depth each hole or 31.3.kg per Cu m of rockmass.
6.1.2. Case (ii): Foundation No. 14N to 20N & 22 Old In this case tba total cemoat used for pouting ^mounts to 334 M. Tons as given in Table 14. This quantity of cement was used in 722 holes drilled through 6,606 m. lengths. On an average each hole was 9.15 m in depth in rockmass and the total quantity of rockmass giouted under various foundation is 52,544 cu m. This works out to an average of 50.50 kg. of cement per metre depth of rockmass grouted or 6.35 kg. per Cu m. of rockmass.
6.2. CostAulysis
The Qost analysis is given as under > ULC 41-3-31
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GSQUTI^ OF fOUNDATiaHS QP CHAMRAL BitlDGE 473
6.2.1. CaseXi): F(
pier Nos. 1 to 13 :
|
Hw eatpendlture detaib |
are as under: |
Rs. |
|
|
«) |
Rock drilling |
2856.86 m. 9Rs.106.68 |
327967.00 |
|
OndjidingdriUngfor |
P.Mtr. |
||
|
diedc Ik^ iqriiea- |
|||
|
val gauge etc.) |
|||
|
&> |
Resbflling in |
596 m. @Rs 60.96 |
39056.00 |
|
partial^ tet holes |
P.Mtr. |
||
|
m |
iQiecting cement |
88.57 ®Rs TOO/. M.T P.MT. |
61699.00 |
|
0») |
CDOdtlCtlllS |
757 Noa. 9Rs 55/- |
37850.00 |
|
water tests |
each |
||
|
(V) |
Driningm |
197.25 M @Rs 167.64 |
35858.00 |
|
overburden |
P.Mtr. |
||
|
(vO |
Fixing of up- |
2Nos @Rs2i3- |
506.00 |
|
heaval gauges |
each |
||
|
502936.00 |
Rs 5,02,936/- was for total 380 holes having average rock drilling depth of 4,57 m in each hole in rockmass to be grouted. This works out to Rs 290 per metre approximately in grouted zone.
6.2.2. Case (H) Foandatioo locadon No. 14N to 20N & 22 oM: There were total 722 Nos. of holes each 9.1 S m in depth in I'ockmass to be grouted. This has effectively grouted approximately 52, 544 cum. of rockmass having an average overburden of 19 m. For grouting these foundations, an expenditure of Rs 23,17,138 was incurred. As such, the cost of drilling and grouting works out to Rs 350.75 or say Rs 351.00 per metre or Rs 44 par cu m. of rockmass having overburden of 19 m. These cost datas are based on prices of cement ® Rs 4S0 per M. Ton in the year 1976-77.
Note: The site eonditions in case (ii) were quite difficult, viz.,
(a) There was an average over burden drilling of 19 m in sand, day and boulden.
(b)
in case of foundations No. 14N, 15N, 16N & 17N drilUng and grouting was difficult iu there was velocity of flow as much as 3 to4Mtr/Sec.,withaveni^4to6Mtr. depth ofwater in river channel. S^wdalievirfving platforms were fiibricated and installed for working of drilling and groutfaig machines. This involved ejttra expenditure to Uw tune of Rs 3.00 lakhs.
474 J.M. MALHOnA, R^. BKAlt ft: M.F.Jiiiif Oft
7.1. In general, the following equipment and macfaiaeri& are necessary for drilling and grouting work. Particulars in brief are given for reader's interest and guidances
7.2. DrilliBg eqdiMeM
The equipment should be capable of drilling holes of req- uired sizes and depths. It should also be capaUe of providing continuous water or air flush of adequate capacity.
7.2.2. The two types of drillmg equipment used are:
(i) Percussive standard drifter or wagon drill working on compressed air. These drifters are suitable for all types of rock drilling. It can be used with greater speed and economy. It is suitable for drilling even for inclined boles, also.
(ii) Rotary drilling equipment with suitable drive hydra- ulic, electric or diesel or compressed air. We had five numbers Rotary drilling equipment commercially named 'Suniska* (Manu- factured by M/S Rodio Hazarat) each 25 H. P. capacity diesel engine. This machine was used even for driving casing and most suitable for overburden drilling with bentonite. The^e machines proved quite cccicniical ccnsvmiig cnly 2 litres of diesel per hour.
7.2.3. Accessories: The following accessories were required for smooth working of the drilling equipment.
(a) Drilling rods: Approximately 200 m. length of hard steel casting round threaded both ends are required.
Size O.D l.D. Wt.Kg.pcr Thread per
3.048 Mtr. inch.
|
B 48.4 |
35.7 |
19.0 |
5 |
|
N 60.3 |
50.8 |
22.6 |
4 |
|
BW 53.9 |
44.4 |
19.5 |
3 |
|
NW 66.6 |
57.1 |
24.6 |
3 |
(^tOimNO OF FoUN^ATfONS OF CHABfBAL BRIDGE 475
b) Casings;
|
Size OD mm |
I.D mm |
Wt.Kg.pcr 3.048 Mtr. |
Thread per inch |
||
|
EX 46.0 |
38.1 |
12.5 |
8 |
||
|
AX 57.1 |
5a8 |
12.7 |
8 |
||
|
BX 73.0 |
62.7 |
25.8 |
8 |
||
|
NX 88.9 |
77.7 |
34.4 |
8 |
||
|
c) Coring His; |
|||||
|
Size EX |
AX |
BX |
NX |
||
|
Cora mm 22.2 Hole mm 38.1 |
28.5 49.2 |
41.2 60.3 |
53.9 76.2 |
||
|
d) G.I. Pressure |
pipes: |
||||
|
Size |
1/2" |
3/4" |
V |
'V |
|
|
Outer dia. mm. loner dia. tnm^ |
21.25 15.75 |
26.75 21.25 |
33.50 27.00 |
42.25 35.75 |
e) Rubber pressure bose pfpe of Tarioos diameters
7.2.4. Air Convressor: Two air-compressors were required (make ^consoltdation pneumatic' each 80 H.P. capacity 350 cuft. per minuto at 100 p.s.i.). The fuel consumption was nearly 4 litre/hour.
7.2.5. Afar receiyer— One.
7i2.6. Wattr pmnps : Two water pumps 12 to 25 H.P. 1500 r.p.m. diesel or electricity operated were used.
7.3. Grout pmips or injectors: A pump suitable for grouting should permit close control of pressures, allow a flexible rate of injection and minimise clogging of valves. There are three types of grout pumps liz: piston, screw and centrifugal. Two Air* driven dujplegi. double acting pumps each 120 cu.ft. @ 1000p.s.i. were used.
476 J.M. MALHontA, ILS. Bhati ft M.P. Jain cm
7.4. Grout mixer
Mixers are generally -cyUndrical in shape with the axis either horizontal or vertical and equipped with a system of power-driven paddles -for mixing. Some mixiers use a high speed centrifugal pump for mixing. Vertical, barrd-type mixers were used and they proved satisfactory. This type of mixer consists essentially of vertical barrel having a shaft with blades for mixing* driven 1^ a motor monnterl on ttetop of the mixer above the barrel.
7.5. Other eqidpnieiits ftaeeessorics:
(i) Single or double packer 2 Nos
(ii) Water Meters 5 Nos
(iii) Pressure Valves 10 kg/cm* 5 Nos
(iv) Manifold— It is a *T arrangement of pipe and various fittings, such as coupling, nipples, union, tees, valves and a pressure gauge, all attached to the collar of the grout hole.
8. CONCLUSIONS
8. 1. The treatment of rock foundation by pressure grouting in the field of bridge engineering has not been commonly applied. The technique of applying the knowledge of geology and certain basic principles, covering grout penetration and travel, to the specific requirements of a job, can be made use in treating the foundation strata. It may be possible to lay the foundations at much higher levels resulting in considerable economy both in time and money.
8.2. Water percolation test is a satisfactory design criteria to know the efficacy of grouting.
8.3. The foundation strata under various piers at Chambal bridge near Dholpur was generally, thinly bedded comprising lime stone, sand stone and silt stone interbedded with clay seams and/ or clay shale layers and pockets varying in thickness from few centimetres to a metre. Such. stnLta ti;bib\t^ ^oot core recoveiy and high water percolation. TYi^ s\i«Xa \& \xfiaj3bwKfa&%2D^^'w^\stt
Groutino of Foundations of Chambal Bridge 477
to think twice to take a decision to have the foundations under these conditions.
One of the answers to safeguard the foundations is to take the weHs, two to three metre in the strata to provide a sufficient embedment. And also, to provide a curtain and consolidation grou- ting of the strata below foundations. After completion of j(he groutfng work at Chambal bridge, it is experienced that the per- meability of rockmass has been drasticalfy reduced. This indi- cates that the strata is now more homogeneous, quite safe against scour and solution-cum-erosional effects, resulting in improved bearing capacity of rockmass. In the present case, no post- grouting tests for determination of bearing capacity or modulus of elasticity of strata were carried out. It will be worthwhile to conduct the test now and in future at intervals of few years to evaluate actual improvements in load reception of the strata. This will help to lay down broad guidelines for future works. The increase in bearing capacity if made use of, can certainly lower the cost of construction of bridges considerably.
ACKNOi;VL£DG£MENlS
The Authors thank Shri K. K. Sarin, Chief Engineer, PWD (BAR), Rajasthan, Jaipur for kindly permitting the publication of-tUs Paper. Grateful acknowledgement is made of personal interest taken by Shri P. C. Bhasin, Chief Engineer (Bridges), Ministry of Shipping & Transport (Roads wing). New Delhi and the encouragement given by him during execution of work and in writing this Paper. The Authors would express their sincere thanks. ta^ShriP. Dayal, Executive Engineer, PWD (B&R) Dirision,— Kiolpur- for-his unsparmg* help and co-operation white- preparation -of the -Paper; Thaiikff arealso^ due to" TJf/S Hindustan Construction Company Ltd., and M/S Rodio Hazarat, Bombay for execution of work and providing needful infor- mation from time to time.
REFERENCES
U Chambal Bridge Conunitte (1974), Report of Uie Chambal Bridge Enquiiy Cbnunittee, Ministry of Shipping & Transport (Roads Wing), New Delhi.
2. MathurS.K. and Debnath B. "Failure and Rehabilitation of Chamba] Bridge** Geo-Con India, I.G.S. Conference on Geo-technical Engineerina. Dec 20-22, 1978. ^^
3. Indian Standard 5066 • 1971. ''Recommendations for Pressure Grouting of Rock Foundations in River Vall^r Projects". Indian Standard Insti- tme^NewDdhl.
478 J. M. Malhotra, R. S. Bhati A M. P. Jain on
APPENWX.l
DAILY ORILUMC REI^ftT>
CONTRACTOR A^.
Site.
joaiio.-
RCPorma.
OATftf.
|
^^ |
TlMt |
DtA. OF |
n |
DRLLLfNfS. |
- |
1 |
||||
|
KOLl KO. |
F«©« |
TO |
STEEL OR DJAMORP |
FROM |
TO |
TOUL |
(TTPtOFftO<lR WATER LOSifj^ Etc.) |
|||
|
TOTALMETftAGE ORn.i.iHG i |
||||||||||
|
HO* OF |
ROCK |
COhCHETE |
||||||||
|
HOUS |
DU„, |
5U..,. |
WA,„ |
b)A ,. c |
hA. e |
M |
||||
|
TMlttSUiFl |
r, |
|||||||||
|
TO PAT i. |
contractor's REPRtStNTATlVE
CNOlNCeR-INCMAmt
Groutino op Foundations <xb Chambal Bridgb 479
Appendix 2
QAIIY f ERCOLATIOM TEST 8E.P0RT
SITE JOS HO
DATE K£POftTNO«i
|
COUnrRACTOTI H |
f" |
|||||||||
|
aoRE MOLB HO. |
STAGE |
PREftS^ Uf^ElM |
'Vi'mc |
MMincs |
RCADIMa .1 |
OlSCM- AMCM LITRK |
EfiMiUUCft. |
|||
|
PMM |
To |
IMTIAL |
PlHAL |
|||||||
|
• |
||||||||||
|
TOTAL |
||||||||||
|
TMSMfT |
||||||||||
|
ll9»ATft |
||||||||||
|
COM |
iriACTO |
R'S RCPI |
RESIMTA" |
nvE |
CN&IN |
CCR-IN |
CHMIGC |
478 J. M. Malhotra, R. S. Bhati A M. P. Jain on
APPfNWX.l
DAILY OPlUUHg ttEPOftT>
CONTRACTOR A^B.
>^>-
JOAMO*
RePORTNa. OAT&f.
|
^^ |
TlMt |
DIA. OF |
"1 |
ORlLLrM<S. |
" ^'" |
^^^^ |
1 |
|||
|
bOAC MO, |
FAM |
TO |
STEEL OR |
FROM |
TO |
TOTAL |
HEM AUKS (tifPtOf ROCK WATfcft uoiats etc) |
|||
|
' |
||||||||||
|
TOTALMETRAGE QRi*.i.*He | |
||||||||||
|
MO, or |
ROCK |
COKCHiTE |
1 |
|||||||
|
HOtrS |
ou„. |
PtA.... |
o*A... |
OiA... C |
HA . 6 |
i* , |
||||
|
TH ISSHIFI |
r |
|||||||||
|
TODATE |
contractor's REPRtStNTATlVE
ENOiNi^eR-iNCMAfrae
Groutino or Foundations w Chambal Bridqb 479
Appendix 2
QAIIY f ERCOLATIOM T£ST gfePORT
siTe
JOiSHO
DATE REPORT NO«i
|
COunrRACTOR m |
/» |
|||||||||
|
s.- net |
ftORE MOLR NO. |
STAG!. |
PRESSA |
'VImc |
UMVTES |
RtAOtMa 1 |
mscN- |
..-^ |
||
|
PROM |
To |
IMTIAL |
PlMAL |
|||||||
|
• |
||||||||||
|
• |
||||||||||
|
lOTAU |
||||||||||
|
TmsmfT |
||||||||||
|
10»ATR |
||||||||||
|
COM |
irtACTO |
R'S RtPI |
RESEMTK |
nvr |
EN»IN |
CER-«N( |
CMMIGC |
J. M. Malhotra, R. S. Bhati A M. P. Jain on 480 Grouting of Foundations of Chambal BRnxa
AppendU 3
JO»NO
Rt^OIIVllOi^
|
DATI^ |
» |
||||||||||||||
|
lUlC- teR |
MOLE MO |
TiMt \H |
DtPTMJilMtTfttI |
«Tt,OVMATf.RU |
KJrswJ |
au4A- |
|||||||||
|
FftOM |
TO |
PHOII |
TO |
TDWL |
CEM- |
Samd |
SIMT |
tHD |
|||||||
|
TOTAUTO*PAt - |
|||||||||||||||
|
ToTAU UP TO OATC |
contractor's RtPRESENTATWE
CNGINEER-IMCHARGE
Photo 1. The position of grout holes of PY & PX series at experimental grout plot at pier No. 6
Photo 2. The gaui^e and
upheaval grout holes
at cxpcrin entiil grout
plot at pier No. ^.
"r-/*
Pnoio 3. Drilling by wagon drill. Experimental grout plot at pier No. 6.
Photo 4. Grout mixer & I injector workii pier No. 6 for < mental grouting.
Photo 5. Experimental grouting at pier No. 19N. Rotary drilling eqi'ip- ment 'Suniska*
Photo 6 Water Percolatior at experimental ting pier No. 19
Photo 7. Washing of hole
PHOTO 8. Thinly bedded strata at R. L. 99.75 m. . comprising of lime- stone, sand stone and silt-stone with clay _ seams and shale pockets in well No. 19N.
.\
ȴf -
PnoTo 9. Percussive standard drifter- wagon drill.
Phofo 10. Air driven dup double acting ]
Photo 11. Grout-mixer
electrically operated
Photo 12. T. C. bit with b< discharge and n is packer.
.CC£M&
<^k^^^"N!:ri:6
I
Photo
I:
I
INFORMATION SECTION
TYRE MANAGEMENT IN ROAD TRANSPORT
I.R.G-41-3— 32
"TYRE MANAGEMENT IN ROAD TRANSPORT^
By
L. R. Kadiyali*
& S. K. Ummat**
CONTENTS
Page
1. Introduction 498
2. Functions of Tyres 498
3. Parts of the Pneumatic Tyre 499
4. Size of Tyres 502
5. Inflation Pressure 502
6. Factors affecting Tyre Performance 503
7. Tyre Condition: Causes of Troubles and Remedies 517
8. Tyres and Road Safety 520
9. Tyre Maintenance and Care 521
10. Tyre Retreading 524
1 1 . New Developments in Tyre Technology 529
12. Acknowledgements 530
SYNOPSIS
Tyres constitute an important component of Vehicle Operation Cost and such tyre management Js an important function in Road Transport Manage- ment. The Paper gives an account of the functions of the tyres, their sizes and iflation pressures and discusses the factors which affect tyre performance. he various points that need attention in tyre maintenance are discussed, after sting out the common tyre troubles and their remedies. The practice of ^treading of tyres is dealt with and the new developments in tyre industry ■« briefly mentioned.
* Study Director, Road User Cost Study, Central Road Research Institute, cw Delhi.
** Junior Scientific Assistant, Road User Cost Study, Central Road cscarch Institute, New Delhi.
498 Kadiyau and S. K. UmfAT on
1. iNnoDUcnoN Tyres oonstiCute an imporUmt compofOMtci vdiide opentai
ooft In vi0w citbt mounting ooti of tyiet, ¥Oiy caxtMtyn OMU polky bu become ¥Oiy importwiL A reseaicii on the Roil Uier Costs in lodia is comntly being implemented by the Goilal Road Reseucfa Institute.As part of this work, an endeavour is bcoi made to relate the road user costs to the type and condition oftb roads. During the prooessof data collection from a large mmta ci vehide operators, the Authors had the privilege of studjai intimateijf their maintenance management policies. The Andion had also the opportunity to discuss various issues with the tjn manufacturers themselves. Tyre nmnagement on a systeonts manner pays rich dividends. In view of the importance of tUs aspect of transport management^ the present Aiper sets out tk various issues involved.
2. FUNcncms OF TVUS
The motor vehide is Htted with pntunatie tyrea which i^ form sfneiml useful functions:
(i) While springs and shock absorbers take oare of major jolts caused by road imperfections and undulations, the pneumatic tyres provide additional cushion between the road and the suspension and safeguards against minor bumps being transmitted to the body.
(ii) It is the tyre which transmits the vehicle load to the road surface. Since the tyre is formed of rubber, which is i deformable material under load, the tyre enables a satis- factorily low contact pressure at the tyre-road suifttf interihce. This pressure varies within the broad limiti of 16.5 to 65.5 N/cm* or 24 to 95 lb per sq. faich. sad can be safely withstood by the modern pavement snr- facings, the bottom layers of the pavement and the soil subgrade. In fact, it is this property of the tyre, whi^ sco- res over the rigid steel-rimmed wheels of the bullock-cait which inflicts some damages to the pavement oomponeats.
(iii) The tyre acts a$ the medium for transmitting the tractive force developed by the engine of the vehicle.
Tyre Mahaobmbnt and Road Transport
499
(iv) The tyre provides necessary grip on the tyre surface and prevents the vehicle from skidding, especially when the surface is wet. This is accomplished by the hysteris-is losses suffered by the rubber on deformation^ and by the tread pattern on the tyres.
(v) The tyre provides resistance to abrasion caused by the constant wear of its surface with the road.
3. PARTS OF THE PNEUMATIC TYRE
The pneumatic tyre consists of three important parts:
(/) Casing an Tube (///) Flap
The cross*8ection of a typical tyteis given in Fig. 1.
TRCAO PATTERN
TREAD RUBBER
CARCAOSS
FLAP Fig. 1. Parts of a pneumatic tyre
The casing is the most important part of the tyre. The casing forms the cover to the inner tube and provides the adhesio n anti-skid properties, strength, abrasion resistance to the tyres.
SOO Kadiyau and S. K. Ummat on
Tlie Guiqg oonsisU of the following parts;
(OOuCMi
(ir)Tiaul (Itf) Bmkcn (Ir) Side wall (r)Edie (W)
The Carcass forms tba main structure of the tyre consisting of several layers (called plies) of cord fieibric with rubber layers interposed. The same ^ect can also be obtained by impreg- nating rubber with cord fabric. If there are regular layers of the fabric, the tyre is said to have a particular number of ply (e.g. 12 ply, 16 ply etc.). If the same effect is obtained by impregnat- ing or strengthening the rubber by some other method, the tyre is designated as 12 ply rating, 16 ply rating, etc. The rating identines the tyre with its maximum recommended load when used in a specific service. It is an index of tyre : strength and does not necessarily represent the number of actual plies of nmterial.*
The material used for cord fabric can be cotton, rayon or nylon. Rayon cords give better strength than cotton, and nylon cords are better than rayon cords. This is because of the higher strength of nylon when compared to rayon, permitting carcass of thinner dimensions and consequent loss head build-up. Nyloi is more resistant to heat, impact, moisture than rayon and cotton. If the cords are located along the shortest distance bet- ween the beads, the tyre is said to be of the "radial" type, which is a recent innovation in tyre technology. Considerable economy in tyre life is claimed by the use of radial tyres. This design is yet to make a commercial entry in the Indian market, although one manufacturer has introduced tyres of this design for pass- enger cars. The future tyre technology perhaps lies in favour of radial tyres.
The tread is the pattern grooved on the surface of the tyre formed by strong wear-resistant rubber. The actual pattern o grooving is determined by a number of factors such as:
Tyre Management and Road Transport
501
(/) Conditioiis of the road, /.e., whether it is smooth, rough or rugged.
(if) Load to be carried, /.e., whether the tyre is for buses or trucks*
Car tyres generally have a fine tread pattern, since they are operated on good hard surfaces. Jeep tyres have wide and deep recesses which make them fit for mud and plough conditions- Truck tyres with wide and deep recesses are suitable for ofF-road (cross-country) conditions. Fig. 2 indicates the typical 4-groovt tread pattern.
Fig. 2. Grooving pattern on a typical tyre
The breakers consist of rubber and cords similar to plies and are located between the carcass and the tread. Their main function is to prevent the separation of the tread from the car- cass.
The side wall consists of rubber material covering the car- casson the sides. Its function is to protect the carcass.
502 KADfYAU Mb S. K. UMMAT OM
Th6eigmo(mA9totpMettiMlAtbt9itidi of tte tyfttattbe junction with tbe tread. The edges are intended to supply t wiping action over a wet siu^aoe, removing quicUy thd water
The beads an the thidBHied bottoM free ends of the ^ oroaa median. They are partirailariy straogtheDed with steel wini 10 prevent the tyiea froas stretohing.
The inner tube is an elastic, flexible rubber tuht dnd is fitted with air under pressure when inflated. The air pressure within tube carries the external load. The tube is inflated sad deflated through a valve.
The flap is made of rubber and protects the tube against damage caused by its rubbmg with the steel rim.
Tubeless tyres are those without the inner tube. The air is filled in directly into the tyre space, the air-tightners being ensured by the provision of special seals and air-retaining liners.
4. SIZE OP TYRfig
The tyre sizes are designated by external section diameter of the tyre in inches (and two decimals), followed by a hyphen and the inside diameter of the tyre, again in inches (whok number). Tbe faiside diameter is also the rim size. Thus, a tyre 9.00-20 signifies a section diameter of 9.00 inches and an inside diameter of 20 inches. Fig. 3.
Some of the tyres in common use in the oountry are given in Table 1.
5. INFLATION PRESSURE
The inflation pressure in the tyres is a very important factor which governs the satisfactory performance of the tyres. For each make of tyre, the manufacturers specify the infiation pressure which must be maintained if the specified load is to be carried. The infiation pressure for the same tyre wiD vary according to its position. For example, the infiation pressure on the front tyres is generally less than that on the rear bocanse of be heavier load on the rear axle.
Tyre Manaoeiient and Road Transport
503
The inflatioti pressure varies within the broad range of 16.S o 65.5 N/cm* or 24-95 lb per sq. inch (psi), for diflFerent types
S
ly o
o
D
9!:§
B
^
SECTION
DIAMETER
9.00
Hg. 3. Size of Tyred 6. FACTORS AFFECTING TYRE PERFORMANCE
6.1. Numerous factors affect tyre performance. The nterpiay of these factors can be cumulative with disastrous effect, rhe factors will be considered in detail under the following heads:
(1) Proper etrd in use of tyres
(2) Road conditions
(3) Speed
(4) Seasonal effect
(5) Driving habit
(6) Vehicle MtctB.
Kadiyali and S* K. Ummat on Table 1 : Tyre Sizes in Common use in India
Tyre Six
Recommended u&e
3.50-8
3.50-10
4.00-S
2,00-23 2.25-16 2.5frl9 2.75-19
3.00-19
3J5-16
5.20-10
120^12
5 60-13
5,90-13
6.40-13
7.00-13
5.20-14
5.90-14
7.00-14
5.60-15
5.90-15
6.40-15
6.70-15
7.10-15
7.60-15
5.00-16
5.25-16
5.75-16
6.00-16
6.70-15
7.00-15
6.00-16
7.00-16
7.50-16
9.00-16
7.00-20
7.50-20
8.25-20
900-20
10.00-20
11.00-20
12.00-20
14.00-20
Scooter Scooter Scooter Moped Moped Moped Motor Cycle Motor Cycle Motor Cycle Motor Cycle Passcnier Car Pastenger Car Passenger Car Passenger Car Passenger C^r Passenger C^r Passenger Car Passenger Car Passenger Car Passenger Car Passenger Car Passenger Car Passenger Car Passenger Car Passenger Car Passenger Car Passenger Car Passenger Car PftssengerCar Light Truck Light Truck Light Truck Light Truck Light Truck Light Truck Truck/Bus Truck/Bus Truck/Bus Truck/Bus Truck Truck Truck Truck
Tyre Management and Road Transport 505
6.2. Proper care in the use of tyres
6.2.1. The first and foremost thing to do to get increased kilometrage from tyres is to select the proper tyres for the anticipated load and running conditions. Since each tyre type is (ideally) intended only for a particular set of conditions, any wrong choice is likely to be costly.
6.2.2. A given tyre size is associated with a correct rim size. Any mis-match is likely to create extra stresses in the tyre for which it is not designed and may lead to premature failure. This becomes extremely important in the case of dual tyres, where a mis-match in tyres and rims can lead to rubbing of the tyres and prevention of tyres from deflating under loads.
6;3.3. The observance of correct inflation pressure is the key to long tyre life. Both over-inflation and under-inflation are harmful to the tyre. Over-inflation imposes severe strain on the cords beyond their designed capacity and thus impairs the structure of the tyre. Over-inflation decreases the area of contact and hence increases the tread wear in the centre. Over-inflation reduces grip and skid-resistance and is dangerous on wet surfaces. The chances of cuts, bruises and bursting are increased in an over- inflated tyre since the tyre components are in a weakened state.
Under-inflation is equally harmful. It is the air-pressure which supports the load and if there is not sufficient pressure the tyre structure is in state of unnatural bending. The weakened cords and carcass succumb to early wear and premature failure. Under-inflation can be due to leaks in the valve or the tube and can be easily detected by periodic checking of the pressure. It is desirable to keep the inflation pressure within + 0.2 kgf/cm* for trucks and + 0.1 kgf/cm* for cars. In SI units, these limits are + 2 N/cm* for trucks and + 1 N/cm* for cars. In the British units, these limits are + 3 psi for trucks and +1.5 psi for cars.
6.2.4. Routine tyre inspection and maintenance must form a regular part of the vehicle inspection. This will enable defects to be noticed in time and corrective measures applied before it is too late. This aspect is discussed in detail subsequently.
506 KADtTAU AND S. IL UMHAt ON
6.2.S. Tyra p«illMk|gs Ttetyiei on a irtfiieledo notior uaiforaily. Sonie oT the aspects detling with diflfo^ ' afe discussed bebw:
(I) On roads in plain terrain, where the onrvatnre is mat^ lale, it is usoal to find the fear tyies wear out moie qnlDldy ftei the front ones. This is true geamdly of passenger carsand trocb The reason for this is the higher load carried by the rear wfaok andtnmsfefenoeofthetractioQofvdiidethroaili therevwtak.
(2) On extremely bendy roads, sodi as those encoitnteiedi the ^hat sections (hflly and mountafaious terrain), the front tjie aresubfeeted to severe steering forces and are, therefore, likelytD wear out to the same extent as the rear ones, if not more.
(3) Since the front tyres contnrf the direction of tfud. any tyre burst or sud<ten fidlure of the fW>nt tyre can be hti^ doui. The Ihflure of the reartyreis not that cmcia]. It is. IU» fore, a wise policy to fit the best tyres to the fhmt. Some of|^ sations do not use retreaded tyres on the ftoat at all on (lb account. This also is the rationale behind the rotational paticn of tyres, whereby the new tyres are always fitted to the fhai After they wear out for about 1/3rd of their useftil life, thejrin transferred to the rear wheels.*
(4) Forward control passenger buses normally renal i higher rate of wear on the front tyres than on the rear, or at ksst the same rate *,•/.
(5) On dual tyres, it is extremely important that the tym are properly matched. The objective is to obtain equal distri- bution of loads between the two tyres. This can be achieved, by and large, if the two tyres are of ihe same diameter. This implies that if one worn tyre is to be matched with another, the amoust of wear should be the same in both. The maximum tolenuiot allowed in tyre diameter is 6 mm for sizes upto and inchidiof 8.25 and 12.7 mm for sizes 9.00 upwards*. As a general rule, whei fitting tyres of different diameter conforming to the tolerances indicated, the tyre having the smaller diameter should be fitted oo the inside position, Fig. 4.
Tyre MANAOWi^Nr AMD Road Transport
507
(6) Under Indian road conditions with a high camber and overloading, it is n^ual.to work, with (about 3-7 N/Cm"), a slightly lesser tyre pressure for the inside tyre than the outer. This ensures the transference of excess load from the inner to the outer tyre.
RIGHT WRONG
Fig. 4. Correct position of smaller tyre in dual assembly
(7) It is always a wise policy to desist from matching tyres of different tread patterns or of difTerent cord material (Rayon, Nylon etc.)
(8) Repaired tyres should be positioned on the outside of the dual assembly.
6.2.6. Tjwt rotatioB
It has ahready been mentioned that tyres wear out unevenly, the rear ones wearing out more quickly than the front ones. With this in view it becomes necessary to rotate the tyre position within a vehicle. The rotation is generally carried out every SOOO-6000 km., so as to ensure uniform wear of tyre.
The rotation sequence for a passenger car is given in Fig. S(a). Fig. 5 (b) gives the sequence of rotation for a commercial vehicle with dual tyres in the rear.
6.2.7. Overloading
Overloading a commercial vehicle is very common in India. 25 per cent overloading above the manufacturer's rated oapadt**
Kadiyau and S. K. Ummat on
officUy, but unofljcttl overioading is very mxk bcycNMl this limit. At times even 100 per cent overloading ii
(a )
Fig. 5. Rotation sequence of tyres
not uncommon. The effect of such overloading on the performance of the tyres can only be visualised. Table 2 gives the reduction in tyre life as the load is increased
Tyre Management and Road Transport 509
Table 2 : Reduction in Tyre Life Due to Overloadino
|
Load |
Life of Tyres as percentage of normal life |
|
Under load 20% |
160 |
|
Correct load |
100 |
|
Overload 20% |
70 |
|
Overload 40% |
50 |
|
Overload 60% |
35 |
|
Overload 80% |
30 |
|
Overload 100% |
25 |
The data presented above underscores the point that a tyre should be loaded only to its rated capacity. If a greater load is to be carried by the vehicle, the correction solution is to fit a larger tyre with a higher rated capacity.
6.2.8 Tyre Bleeding
The practice of letting out air from the tyres when . the inflation pressure builds up due to heat is commonly known as 'bleeding* of tyres.
This practice is known to cause detrimental effect on tyre life, and should be avoided for die following reasons:
(1) Bleeding does not reduce the temperature of the tyre at all, but only reduces the pressure. Thus, the expectations of rdief in temperature and consequently stress on the tyres is ill-founded. It is only a lay-man's conjecture that letting out air reduces heat.
(2) If a tyre is not bled when it is hot, a sort of equilibrium is reached between heat generated by tyre action and heat dissipated. The result is a stable tyre temperature. If tyre is bled, this equilibrium is likely to get lost and the temperature may actually rise, giving a cause for tyre failure.
63. Road Conditioiis
6.3.1. Road conditions have a decided effect on tyre life. Factors which are important are:
SIO Kapiyau and S. K, Ummat qn
(0 Tyre of road surface, measured by the roufijiness of the road
surfuia.
(H) Curvature
(W) Gradient
(/v) Camber
(v) Width of the pavement
(v/) Type of the shoulder and its conditions
6.3.2. Type of r9«d imface
Road surface can be broadly classified as under: Paved Unpaved
(1) Ceinent Concrete (1) Water-bound Macadam
(2) Bitumen Surfaces (2) GrVY^
— Aspbaltic Concrete (3) Earth —PremJx Carpet -r-Surfaoe Dressing
Paved surfaces have a firm bod wd are relatively frte from ruts, depressions and large undulations. The punishment received by the tyres on paved surfgci^ i^ therefore, inuch less when compared to the unpaved surfaces. Experimental data to relate the tyre wear to different types of surfaces is available from studies conducted abroad, but such a data tiftso is yet to be built up under Indian conditions. The Road User Cost Study, being implemented by the Central Road Research Institute is expected to yield precise data on these aspects'.
The tentative figures ip Table 3 give tbc life of tyirs oP different types of surfaces, based on a quiok examination of the data being collected by the Road User Cost Study.
The effect of the type of road surfaces can also be considered by accounting for the rovgbness of the road surface. The roughness is measured by a number of nMlbods, but the most common equipment used for this purpose is the Towed Fifth Wheel Bump Integrator, developed by the Transport and Road Research Laboratory, U.K. An Indian version of this equipment is in use by a number of organisations in this country*. This instrument accumulates the vertioil
Tyre Mai^^bbobnt and Road 'HtANSPOitr 511
Tabes 3: Atbraob Lire of Tvns on DnmoENr Rbmu>
SUKPACES
Type of Sudace
Life oflVset in km (On plajn Terrain)
}. Cement Concrete, Asphaltic Concrete
2. Premix Carpet, Airfaoe
Dressing
3. Water-bound Macadam
4. Gfwel
5. Earyi
Truck Bm Car
45,009 49,000 4O,DO0
35»00O 40.000 35,000
30,000 30,000 27,500
27,500 27,500 25,000
25,000 25,000 22,250
pumps in mm/ km. The average vahies of the roughness of different types of roads are:-
Table 4 : Average Rouohnesb Valvjis or Ind»^ Road*
|
IVpe of Surface |
Rangg of Romfamw Values BWl./kBl. |
|
|
I. |
Concrete |
.. 1.000-3,000 |
|
2. |
Surface Dressing |
. . 3,000-6,000 |
|
3. |
Water-bound Macadam |
.. 6.000-8,000 |
|
4. |
Gravel |
.. 8,000-12,000 |
|
5. |
Earth |
. . 10,000-14,000 |
6.3.3. Conratore and gradient.The curvature of a road involves steering the vehicles, which in turn imposes severe wear on the tyres, especially the front ones. The effect of cuirves may not be felt on long and djasy curves, which are more than 250 m radius or so, as are oonunonly met with in the plain terrain. But curves of radii 2&400 m are very fsasfjontly met with in hilly and mountainoiis terrain and those wvth radii 100-2S0.m are met with in rolling terrain. Such sharp bondii tause excessive tyre wear. The effect gets aggravated if ^the curves are not properly super-elevated, which causes unequal load distribution on the tyres. With inadequate super-elevation, the tyres on the inner side of the curve gets extra load,
I.R.C 41.3—33.
512
Kadiyau and S. K. Ummat on
The gradients on hilly and mountainous roads also cause severe wear of tyres. This is because of the extra tractive force transmitted to the wheels to negotiate the gradient, and the frequent acceleration, deceleration and braking resorted to on such roads.
The effect of bends and gradients can be considered together and may be represented as in Table 5 which gives the percentage of normal tyre life on roads in difficult terrain.
Table 5 : Life of Tyres on Different terrains
Tyre Life (fixpnaacd as
pooentage of life on
level terram)
1. Level Terrain (Gradient :
0-2.5%- Curves : 150 m. radii)
2. Rolling terrain (Gradient :
2.5-5.0%- Curves : 100-150 m. radii)
3. Hilly terrain (Gradient > 5%.
Curves : I^ess than 100 radii)
100
70-W 50-60
6.3.4. Camber: The camber of the road is the cross-section slope given to it from the crown of the road so as to drain away the surface water. The camber is generally 2-2.5 per cent on Mack- topped roads and is 3 per cent or so on unpaved roads. If the camber is excessive, the outer wheels of a dual-tyre assembly wiD be left practically hanging in the air. Fig. 6, thus transferring aU the load to the inner tyres. It is for this reason that the inner tyre should preferably be having a smaller radius, when matching tyres.
Fig. 6. T^Te po»XVoii otk cambered roads
Tyre Management and Road Transport 513
6.3«5. Width of the payement and type and condition of the slioulderg: The minimum width of a road pavement for two-way operation should be 7.0 in, which is termed as a 2-lane road, lliis width permits crossing and overtaking manoeuvres on the pavement itself. Due to constraints of finance, many roads in India are narrower. Single lane roads (3.75 m wide) and intermediate lane roads (5.5 m wide) constitute a good percentage of road length. While single lane roads do not permit any crossing or overtaking manoeuvres between 2 vehicles, intermediate lane roads permit these manoeuvres to a limited extent. The result is that the tyres of the vehicles involved will have to traverse on the shoulders during these manoeuvres. The shoulders are generally of earth and are rarely maintained in a good condition. Often, there is a difference of 75 mm to 1 50 mm between the pavement level and the shoulders and the tyres will have to suddenly descend and ascend these level differences. The body of the tyres will rub harshly against the pavement edges during such negotiations and get damaged too soon and suddenly. The shoulders are undulating and rough, which adds to the tyre wear.
The exact quantification of tyre life on pavements of different widths is not done under Indian conditions. But some tentative findings can be given as in Table 6.
Table 6
TyreLffe
(Expressed as percentage on normal life on 2-Uuie roads)
|
1. 2-laiie Pavements |
100 |
|
2. Intermediate lane Pavements |
80 |
|
3. Single-lane Pavements |
70 |
Paved shoulders 1 m wide on either side of single lane roads are commonly provided to alleviate the hardship of singlo-lane traffic. The paved shoulders are generally of bricks, water-bound macadam or gravel.
r S^xaa m B9d has an eObct os tyre life. For travellifigM hjgber ipeeds, Ki Mgoie btti to develop greater powo*, whiti «il immiaiefy iie tnmifrrml to the tyne& as tractive fam Um Ibt fraiter llic >pccij of irav^^ ibe higher the tyre wsf*
^*^ peeds, Ibe tyre gentiatcs greater heat Heit i
iteit oiemks of tym life since it ralum
^Q the fabrie and the rubber compounds. Hi
ttiai ts '^'^^ * -*" — beat, and wear« moit &» - ij »cal tyre teti]peratmG» on a 9.00x20 12 ply ma^ tyre lor difierecii speeds are given below:
|
>f«f(lCMPH> |
Type Temperature <00 |
|
64 |
96 |
|
HI |
)14 |
|
n |
U5 |
6.5 SeafoniJ Effect
The effect of heat and temperature on tyre life has beoi briefly referred to above. This leads to the logical oonclusjon that the tyre life is less in areas of high temperature and in seasons of excessive heat Tht rehtionship between wtaffi air-temperature and tyre life is illustrated in Fig. 7, wfaidi shows that an increase of temperature by 10* C over 2fi*C riduces tyre life by 2S per cent. This is one of the reasons for the preferred journey of truck drivers during night, whoa dis temperatures are low.
6.6. DririBg Habit
Bad driving habit can cause a tyre to wear out early. For example, frequent and sudden application of brakes in situations where the speed reduction could have been brought about by gradual control of fuel input (accelerator pedal operation), necessitates that the full power developed by the engine and transmitted to the tyres be dissipated through friction, mamly between the tyres and the road surface. This causes excessive heat and excessive abrasion of the tyres. Instead of
Tyre Management and Road TuAraPORT
515
EFFECT OF TEMPERATURE ON TYRE MILEAGE
105% 2 100%
9 «%
^ 90V*
I
8 85%
60%
S: 75%
*
240 267 294 32 2 35-0
AVERAGE AIR TEMPERATURES - CENTIGRADE lug. 7. Relationship between air temperature and tyre life
lf€
the rolling frictional resistanoe coming to play, the sliding frictional resistance has to be mobilised. The rolling frictional rasistance co-efficient is very small, of the order of 0.01 S to 0.035 whereas the sliding friction varies from 0.2 to 0.8. Sudden acceleration and starting can also cause similar results.
Cornering on curves at high speeds mobilises high cornering friction and causes excessive wear.
Some of the practical hints for he drivers are given below:
(1) Do not over-speed.
(2) Negotiate sharp curvet at low speeds.
(3) Do not apply brakes suddenly. Slow the vdiicle at far as poatible by controlling the accelerator.
(4) Do not start suddenly or accelerate quickly.
(5) Avoid riding on the edge of pavements.
(6) Do not mount curbs or come down from curbt. Try to use a ramp for climbing or coming down.
(7) On rough roads with sh arp edges, drive at very low speeds.
5i6 Kadiyau and S.K. Ummat on
(8) Avoid improper load distribution.
(9) Do not overload the vehide.
(10) Check periodically the tyre pressure.
6.7. Vdiide Defects
Vehicle defects of various types cause excessive tyre wear. Some of these are discussed below :
( 1 ) Wheel mis-alignment :
The front axle wheels must be aligned properly. The diffe- rence in the distance between the tyres at the opposite ends of the axle is known as the Toe-in, Fig. 8. Normally, the values A and B in Fig. 8 should be the same, so that the tyre is not dragged sideways, but rolls uniformly. Some vehicle manufac- turers recommend a toe— in value which must be adhered to.
j |<.'a' minus B maximum of 32iiini (1/8^) -^ I
.|< FRONT WHEELS Hp^
Ml * \\\
jJJ DIRECTION OF MOTION Ui K A 9\ \
Fig. 8. Toe-in io tyre position
(2) Wheel camber:
Wheel camber is the inclination of the centre— line of the wheel with reference to the vertical centreline. Fig. 9. Its value is generally about T or 1^"*. Any deviation from this value will cause improper distribution of loads between tyres in a dual—tyie assembly, and across the tyre width in a single tyre.
(3) Defective Brakes:
The mal-adjustment of brakes and brake drums causes rapid tyre wear.
Tyre Management and Road Transport
517
SPINDLE TILT
Fig. 9. Wheel Camfer
(4) Steering Linkage:
Loose steering linkages cause irregular and rapid tyre wear.
(5) Worn wheel bearings:
Worn wheel bearings can cause non-uniform and rapid tyre wear.
(6) Wobbly Wheels:
Wobbly wheels are the cause of rapid tyre wear.
7. TYRE CONDITION, CAUSES OF TROUBLES AND REMEDIES
7.1. It is necessary to understand the various tyre conditions that can result due to use or mis-use, to identify the cause of the tioubles and to be knowledgeable regarding the remedial measures that can be applied. These are detailed out below:
Tyre Conditions
Possible Causes
Remedies
1. "Feather edges** oo Wheel mis- alignment 1. Check front wheel
tread. Sharp edge on one side of tread, irregular tread wea^.
2. One-sided wear
(*Toe-in' and *Toe-ouf)
Incorrect wheel camber. Sagging Axle Overloading or Cambered roads
aligmnent.
2. Chedc axle idign- ment with chassis.
3. Check wheel bea- rings etc
1. Check wheel camber.
2. Check for sag- ging axle.
3. Check for loads.
era UaifiMiiiatiort. Oor
Moe dermiJoti snd brcaJting Ower-iBftttioa.
eeamiic brake Fiioltr wbed beaiitig, Fatdty bol) or axk
(finks.
7. Itaid endkiof
8. Tmdcuts
9. Tmd or p^ aopMat- km not due tonnes- Icuts.
Acckkotal ^mfty.,
Ova>iiiflatioo
la Traid tqwinition due to noriedod fuMd cuts
11.
ddiiv
Hi^ speeds impact NfjUecled tDBftdculB
Ovcrloftdiiig Under-inflatkNi
t foflm-odit
I. Cbedc iiiiatkn
Z Check ioidi
3. EosuTt oatM ^
L Caciart bnkt a^ 2. GdBd brake dniEi
CODOCDlriC
X Qieck wheel ta- ring.
4. Oicck axle md to assefiiblie&
5, Oveck siDcrini Mnkagie.
botis^ spring <^Kdckks. Frequeat mbbmg
dg&tnst kerb or other simiUf objects Overload- Ovw-inllatJOfi .
K
cauK d damage. Ensure careful dri- ving habit&.
Ctieck load. Check mfiatjoo picssufie.
Tyres to beiemcyvBd for repairs imsK-
2. Check inflatioii
3. Avoid high
1. Remove tyre dial^y for
2. IiMpect lyres krly.
1. Checkload
2. Chedc inflatioii
Avoid storage of tyiet under direct sun*srays.
Tyre Management and Road Transport
Tyn Conditions Possible Causes
519
IZ Bead Chafing bead burst
and
13. Weatho: Checking
Damaged wheel Rusty or distorted wheel flange. Under- inflation. Overloading. InsufiScient clearanoe between dual tyres
Overloading Under-inflation Exposure to sunlight Old tyres
Remedies
1. Inspect and repair wheel
2. Check inflatioii pressure
3. Oieckload
4. Ensure adequate clearance between dual tyres
1. Check load
2. Check inflation pressure
3. Avoid storage under sun*s rays
14. Damaged beads
15. Diagonal and **X** fractures
16. Casing burst starting from bead area
17. Rim
18. Casing break-up or fabric fatigue
19. Loose cords inside tyre casing
Careless use of tyre levers. Faulty flange or lock-ring.
Over-inflation Overloading High Speeds Accidental impact damage.
Overloading Under-inflation InsuflSdent twin-tyre clearanoe
Pinching 'iof tyre bet- ween object and wheel flange, under inflation.
Under-inflation
Over-inflation
Overloading
Running tyre in a grossly under-inflated or deflated condition
1. Use correct tools and adopt proper fitting and dismoun- ting methods.
2. Ensure that flange and lock-ring are in good condition.
1. Check inflation pressure
2. Check load
3. Ensure carefbl dri- ving habits
1. Check load
2. Check inflation pressure
3. Ensure adequate clearance between twin tyres.
1. Ensure careful dri- ving habits
2. Oieck inflation pressure
1. Check inflation pressure
2. Check load
1. Check inflation pressure
520 Kaoiyau and S. K. Ummat on
due to Trq^ed sloaa or 1. IiHpecttyrB
nHds or other otjodi
cntn^iped
21.
22. Scuffing of the imer tide walk of twin- tietween twin-tyrai
t. TYRES AND ROAD SAFETY
twin tyres
8.1. Tyres play an important role in road safety. The safety is ensured try the devetopment of adequate skid resistance at tbe tyre-road surfiioe. The tyre characteristics which influence the devdopment of adequate skid resistance are:
L Traftd depth and pattern; and iL Reriftanoe and hardness of rubber.
8.2 The friction at the tyre road surface interface is cem- posed of:
L Adhesion component; and ii. Hyiterisis component.
The adhesion component is the surface friction, whereas the hysterisis component is developed by the energy losses sus- tained by rubber as it gets deformed by the surface irregularities on a pavement.
The tread pattern and depth are designed to develop adequate skid resistance. If the tread gets worn out, the co-efficient of fri- ction drops down considerably. Hence, bald tyres are extremely dangerous, especially when the road surface is also smooth and wet. Driving with worn-out tyres should be avoided at any cost.
The tread composition is very important for ensuring a high degree of hysterisis. The proportion of the constituents such as rubber, oil and carbon black are selected carefully to yield highly wear-resistant and skid-resistant tread. Synthetic rubber compo- nents have been developed to meet these requirments.
Tyre Management and Road Transport 521
9. TYRE MAINTENANCE AND CARE
9.1. Tyres arc a costly item in the operation of vehicles. In some of the State Transport Undertakings, the cost of tyres and tubes varies from Rs.0.13 to Rs.0.68 per km. in the period 1975-78.'' With the rise in the cost of tyres now, this component is expected to be about Rs. 0.25 to Rs. 0.75 per km. This deariy shows how important it is to take adequate steps to maintain the tyres in a good condition. A good maintenance policy.
9.2. MaioteBaBce ManageflMnt
For a large operator, it is perferable to set up a separate tyre maintenance unit within the maintenance workshop. For general guidance, a depot with 100 vehicles needs the services of two first-class tyre fitters each with an assistant
Night-shift maintenance may be ideal for a garage, where the vehicles return to their base for the night.
The drivers should be encouraged to follow good driving rules conducive to better life. In addition, they should perform simple visual inspections during the journey and report about any abnormal behaviour likely to affect tyre life. Special men- tion may be made of wheel wobbling and misalignment. A tyre repair kit for emergency repairs en route is always an asset. Punctures, minor cuts and bruises can be corrected during the journey by applying a rubber patch. The maintenance staff should be provided with proper tools. Some of these are:
t. Inflation pressure gauges.
ii. Tread depth gauges.
iiL Levers for tyre fitment and removal (Normally a set of two levers
is needed), iv. Wheel alignment gauge.
9.3. Periodical diecks
Routine checks should be a part of the regulardrill in any garage. The following schedule is recommended:
Daily BudnteBance
i. All tyres must be inspected daily.
ii. Clean the tyres of dirt, stone pieces, nails and other foreign objects, ill. Check the tyre pressure and inflate or deflate as the case may be. iv. A quicker method is to check with a hammer to detect gross under- inflation.
S22 KADfYAU AND S. K. Ummat on
V. Check for AlMioiiiiBlappettiiioai ill lilt tiCBdiM^
of impendliig tyrt fsihire. vL Remove any totpidoiis tyre for refMun.
i The tyre preanirei mutt be diedoed with a picMUfe imfe. iL Etemine and remove any foraisn bodies. iiL Look for tlie defects indicated in Sec 6 and take appropriate icoBdU
PertidkMly/MentMy
L Carry out daily and weekly maintenance routines. iL Rotate the tyics as per prascribed practice at the tcfaodoled Ub* meteraflB.
9.4. 1>r« Reeords
tyre records are a ^luable source of judging the perfonnanoe of tyres. They provided valuable dues as to whether tyres an performing as expected or whether anything is serioualy wn»g. Necessary corrective actions can be taken on the bmm of the analysis of such records. The records also give an idea of the per kilometre cost of tyres. They can indicate the rehtivt economy of a new tyre as compared to the retreaded tyre, mie brand as compared to another, one tyre type (rayon/nylon/radial) as compared to another, the retreadibility of tyres etc.
The basic document is the Tyre Record Card. Each tyre has a separate card. The tyre card shows the following information pertaining to the tyres:
(1) Tyre Identification Number
(2) Make
(3) Ply Rating
(4) Type
(5) Cord (Nyk)n/Rayon) (Q Date Purchased
Entries are made in the Card whenever it is removed from or fitted to a vehicle. The following entries are made:
(1) Vehicle No.
(2) Wheel Position
(3) Date
Tyre Management and Road TkANSP<»iT S23
(4 VeliideOdofDelerieadiiig(kin)
(5) Tyre mileage (km)
(6) Cumulative tyre mileafe (km)
(7) Reasons for removal
(8) Repair Date
(9) Repair Cost
The card also should contain provision for entries pertaining to cost of new tyres, retreading, repairs etc. The data of scrapping completes the card.
Atypical card design is given in Appendix 1.
The data from each individual tyre card is transferred on to a Tyre Record Register, sample page of which is given in Appendix-2. The entries are made at the time of final scrapping of the tyres.
It is desirable to review the performance of tyres every month. A form devised for this purpose is given in Appendix'3. From the data entered, it is possible to perform a number of statistical analysis, such as:
L Whether the performance of any one Brand is superior to the other?
iL Whether the average performance for the month compares fovour- ably with the targetted average in respect of new tyres and different retreads.
9.5. Procedure for fltment aad removal of tyres
9.5.1. Adherence to well bud-out procedures for fitment and removal of tyres is necessary for safety and good performance.
9.5.2. Some general notes on the subject are given below:
i. Clean the rims, flanges and locking ring before fitment
ii. Smear the tube, flap and inside of tyre with Frendi dialk before fitting.
iii. The tube and flap shouki be inserted into the casing with an faiitial inflation just sufficient to round the tube. The flap shovkl be central with respect to the beads.
iv. The valve shcmkl be pkKxd correctly in the rim hole.
S24 KAmvAU AMD S. K. Ummat on
V. After thD riiwi «e leciired. te tube should be inflated ioitidly to or6u> 15 N.fcm* (9lo22pti) toobierve whether all putsne Ttetyre should then be inflaiedto the desired
vL Bsfofc nmovul. thD tyre should be deflated fully, and the riiv with the help of the tyre levers.
M. Slin«e«f Tyres
Proper stonae of tyres prolongs their life. Ejiposiire to sun's direct imys caneos cracks and early failure. It is always dcsirabk to store all new tyres, retieaded tyres and tyres intended for repairs under a cover.
IC TYKBREIBEADING
10.1. Tyres are a costly component of operation cost of vehicles and one of the proven methods of stretching the life of a tyre is to retread. The most common part of the tyre to wear oat is the tread. Retreading is the process of providing a new tiesd in substitution of the worn out one.
Though retreading is the general term commonly used to denote the entire operation, yet there are three distinct types of retreading commonly met with:
L Top-cappiiif
vL Reo4>ping
iii. Re-treading.
Top-capping is the simplest of all, and involves just the replacement of only the tread rubber which has worn out. Fig. 10. The process starts with the preparation of the tyre surface by rasping and roughening, care being taken to see that the lower layers (breakers and plies) are not damaged. A suitable adhesive solution is then applied over the prepared surface and the new tread rubber in the shape of a band of rubber compound is fitted over the surface and the tyre is cured. The new tread rubber is generally about 50 per cent by weight of the original tread.
Re-capping is resorted to in more complicated cases where the tread design is not easily amenable to top-capping or serious damage has occurred to the tread. In this process, a portion of the shoulders is also rasped. Fig. 10, and the new addition of
Tyre Management and Road Transport 525
Rg -TREADING
TOP -CAPPING RE- CAPPING
Fig. 10
rubber provides for the tread as well as the shoulders. The new rubber is about 75 per cent by weight of the original tread.
Re-treading is the most complete replacement of the worn- out parts, and involves the provision of new breakers and the full tread, along with the side shoulders. Fig. 10. Since this process involves more rubber compounds than the two earlier processes, it is the costliest. At the same time it is the most satisfactory of the thiee» taking care as it does of major damages to tread/ shoulders and breakers.
The grooving of the new tread and curing is generally done by encasing the tyre in suitable moulds and heating to the desired temperature by steam. The retreading plants commonly use coal or fire-wood to generate steam for the purpose.
10.3. Retreadlbility of tyres
Not all worn-out new tyres are fit for retreading. Some of the tyres would have been damaged beyond retreadibility. A good operator will always be careful to keep a watch on the tyres, their condition and their kilometerage and will be alert to remove them in time for retreading.
52< KADIYAUAMDS.ILUlllfATOK
Tyiescu be retradeda nwaber of times. Two to tfane fCtreMb are very oommoa, eveo tlioai^ some operators takeout eigbt to ten streMls.
Tbt analyus of tuo years* data of the Andhra Pradesh State Road Tranqxxt Corporation on scrapped tyres re veals the vabKs of retieadibihty* as given in Table 7.
TahjiNo?. Tyke REraEAOHiiY
1974-1975 1975-1976
L Rrst RctfcedAiikiy firom new
Ijns »% 67%
2. Second RcueadMiiy from First RetmdT>m 52% 40%
3. Third RetrradibflHy fixm
Second Rctmdtd Tyres 37% 28%
4w Foorth Relicadibtlity from
Third RclrendedT>m 5% 8%
lt.4. LHe af RcCreaied 1>m
Since retreading is a process of addition of new material to the old, it cannot restore fully the old strength of tyres. In fact, the heating of the tyres to a high temperature is b'kely to weaken its structure. It can thus be said that the life of a retre- aded tyre is less than that of a new.
Successive retreading damages the structure further. The life of successiYO retreads thus diminishes.
Table 8 gives a comparison of the average life of a new tyre with successive retreads in a major bus undertaking*. The average life is based on the total tyre consumption per year io the undertaking for the year 1975-76 which was of the order of 26,000 t>Te$ per year.
Table 8. Lifb of REntEAOGD Tran as Compared to new (Source : Ref. S)
|
S.No. |
Particulars |
A\-er. |
life in km. |
%agcLlle |
|
1. |
New Tyres |
32,916 |
100 |
|
|
2. |
First Retread |
21,515 |
65 |
|
|
3. |
Second Retread |
20,853 |
63 |
|
|
4. |
Third Retread |
18,191 |
55 |
|
|
5. |
Fourth Retread |
10,364 |
31 |
TYre Management and Road Transport 527
The table illustrates how successive retreading g^ves lesser life of tyres.
Roughly it can be assumed that the total life of a tyre in- cluding its successive retreadings is 1.8 times the life of a new tyre. Thus, if a new tyre is expected to givea life of 40,000 km. before it is retreaded, successive retreads can extend its life to 72,000 km.
103. EconoiBica of ftetreadtof
The cost of retreading a tyre can be calculated by ordinary costing procedures taking into account the cost of the plant, its depreciation, interest charges, labour, material consumed and overheads. T^ical calculations are given in Appendix 4 for a large retreading unit capable of retreading nearly 2,500 tyres a year. The data used is from an actual unit.
The average cost of retreadmg a tyre of a commercial vehicle ranges between Rs. 300 and Rs. 400.
10.6 CalcnIatioB of Tyre Requirement
A good management policy should always aim at having an adequate stock of tyres and tubes. In order to intimate the new tyre requirment, various factors such as life of new and successi- vely retreaded tyres and percentage retreadibility are involved. The following calculations illustrate the procedure involved:
Let K = Number of vehicles in the Organisation.
R at Route km per vehicle per year.
La = Average life of new tyres (km.)
L^«i Average life of first retread (km.)
L, = Average life of second retread (km.)
Lj = Average life of yth retread (km.)
X^— % Retreadibility from new to first retread.
X^ x= %Retreadibility from first to second retread. m.C. 41-3-34
S28 Kamyau am> S. K. Ummat on
IjB %R0tmdtbiltt3rfiPOfli(/-l)di to/lhretrad Total vehicle km. per yetr= VR Told tyre knL per yew aswuning JVtyrot per vehiobasJVKJL Total life of oae nevr tyie
+ •'••^^100 ^ TwT^ ••• iW"
A No. of tyres needed per years
NVRXt .• jr, X^ iT+XTTSir"*" • 100 • 100
The example bdow illustrates the ase of the above equation
Exaniple:
Calculate the yearly requirement of new tyres in a Depot with 100 buses, each vehicle covering 1,00,000 km. per year. The average life of tyres and retreadibility are given bdow:
Average life of tyres (km.)
|
New |
40.000 (U) |
|
Retread I |
22,000 (Lj) |
|
Retread II |
20.000 (L.) |
|
Retread III |
18.000 (L,) |
|
Retread IV |
10,000 (LJ |
|
RetreadibUity% |
|
|
New to Retread I |
80% i.e. (Jiri=0.8) |
|
Retread I to Retread II |
70%i.e.(Jir,=0.7) |
|
Hetread n to Retread III ... |
40%i.e.(jr,-0.4) |
|
Retread III to Retread IV . . . |
2%i.e. (Jir«=0.02) |
Tyre Management and Road Transport 529
SohirioD V = 100
R = 1,00,000 VR = Total vehicle km. per year =100x1,00,000
-10,000,000 km. /. Average annual tyre run,
assuming 6 tyres per bus =60,000,000 Tyre-km.
Total life of one tyre
= 40,000+22,000x0.8+20,000x0.8x0.7 H- 18,000x0.8 x0.7x 0.4+10,000x0.8x0.7x0.4x0.02
= 40,000+17,600+11,200+4,032+45 = 72,877
60,000,000
/.Number of tyres needed per ycar=
72,877
= 823.3, say 823. Since there is a stepney in each bus, number of tyres needed = 823 x J
= 960.
This extra number (i.e. 960—823 = 137) will be needed for anew Depot. For an old Depot/ the extra needed will be much less, if a stock of stepneys has already been built up initially.
11. NEW DEVELOPMENTS IN TYRE TECHNOLOGY
11.1. Tyre technology has always been progressive and forward looking, and has come a large way from the introduction of the rubber tyres by Dunlop years ago. Research into more durable and efficient tyres continues.
11.2. Tubeless tyres are those which dispense with the tube for encasing the air. The air is retained within the casing itself. This is achieved by the provision of a rubber seal with several shoulders over the external surface of the bead. An air-retaining liner with a high degree of air-tightness is provided inside the tubeless tyre. These tyres are gaining in popularity.
KaDRTAU AMD & K. lAOttT Off
S30 Tvia MAMAfonoMT A» Road ntA»^^
11.3 Radial lyvM tie a nop ioncyvatioii. Thogr havD bees inlrodiioed widely inoountriatalmad, and one oomiMiiy in ladii has introduoed tUt on ckr iftm. As 4aiiiBt cross pfy goaonBi iii0lwithinth0O(«ftetioadQFnB|fadidtyios lia^D radU plies. Many sdvanlafos haiebssn oUmsd IbnadkltyiM sodiatfiiel eoonomyt slow naar^ bsttar frip^ bsttar MsislsBOo to tanpoa- tun, etc
11.4w A naw introdwtJAi^ in tfeo (^lifadm BRKjo^ *teld** piooess at aiunst.tbDffMiVBataQiial "M*' pr ocossnt. Hw now piooeu diminstas the itsinain UMl to ^ oausod in tbs strucCoro of the tyre duo to the hj^ heat it is subjected to duriog grooving and coring.
The Authors wish to admo wiedge with thanks iho permission given by Prof. C O. Swaminathao, Director, Central Road Research Institute, to publish the Riper.
1. Stste of the Art: PSRveomt Slipperiiieit and SUd RstiMnoe. Spedsl Report No.2, IRC Hishway Resesidi Board, New DeUii,1976.
2. Truck and Bus Tyre Service Manual, A Dunlop (India) PublicatioD,
1972 a
3. Notes on Tyres, Technical Service Department, Geat Tyres of India.
4. fjikihinikanthan PJR. and PJL Kanchsn, Ptcliminaxy Statistical Analysis of Satellite Study on Tyre Wear, RUGS Tecfanica] Paper No. 4d, EtovQotfa Quarterly Report, Road User Cost Stu^. Centnk Road Reaeardi Institute, New Delhi, 198a
5. Kadiyali, L.R., Road User Cost Study in India-Obtjectives and Medio^ dology, Indian Hi^ways, New Delhi, 1979.
6. KadiyaU, L.R.» and P.K. Jafai, Pilot Measurements of Rousbaess with an Indian Bump Intesrator, RUCS Tedmical Vapcr No. 15, SevS^ Quarterly Prosress Report, Road User Cost Study, New IMhi, 1979
7. Association of State Road Transport Undertakinss. Report on the Pwformanoe of Nationalised Road Transport Undertakinss, 1976-77 and 1977-78, Central Institute of Road Transport (Trainins & Rese- arch), Pune, 1979.
8. Annual Administration Report, 1975-76, Andhra Pradesh State Road Transport Corporation, Hyderabad.
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LIST OF INDIAN ROADS CONGRESS SPECIFICATIONS, STANDARDS, DESIGN CODES, SPECIAL PUBLICATIONS AND BOUND VOLUMES OF JOURNAL OF INDUN ROADS CONGRESS
1. IRC: 2-1968
2.IRC: 3. IRC:
4-1955 5-1970
00 00
4. IRC: 6-1966
|
5. IRC: |
7-1971 |
|
d.IRC: |
8-1969 |
|
7. IRC: |
9-1972 |
|
8. IRC: |
10-1961 |
|
9. IRC: |
11-1962 |
|
laiRC: |
12-1967 |
|
n. IRC: |
13-1967 |
|
IZIRC: |
14-1977 |
|
13. IRC: |
15-1970 |
|
14. IRC: |
16-1965 |
|
15. ntC: |
17-1965 |
|
I6.IRC: |
18-1977 |
|
17. IRC: |
19-1977 |
|
1«. IRC: |
20-1966 |
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19. ntC: |
21-1972 |
I. CODES & STANDARDS
Route Marker Signs for National Highways (in Metric Units) (First Revision)
Type Designs for Furlong and Boundary Stones Standard Specifications & Code of Practice for Road Bridges, Section I— General Features of Design (in Metric Units) (Fifth Revision)
Standard Specifications A Code of Practice for Road Bridges, Section II— Loads and Stresses (in Metric Units) (Third Revision)
Recommended Practice for Numbering Bridges and Culverts (First Revision)
Type Designs for Highway Kikmietre Stones (Pint Revision)
Traflfic Census on Non-Urban Roads (First Revision) Recommended Practice for Borrowpits for Road Embank- ments Constructed by Manual Operation (Second Reprint)
Recommencted Practice for the Design and Layout of Cyde Tracks (Second Reprint)
Recommended Practice for Location and Layout of Road- side Motor-Fuel Filling-cum-Service Stations (First Revision)
Recommended Practke for Location and Layout of Road- side Motor-Fud Filling Stations (First Revision) Under prim Recommended Practice for 2 cm Thick Bitumen and Tar Carpets (Third Revision) 5 00 Standard Specifications A Code of Practice for Construction of Concrete Roads (First Revision) Under print Tentative Specification for Priming of Base Course with Bituminous Primers 3 00 Tentative Specification for Single Coat Bituminous Surface Dressing 2 00 Design Criteria for Prestressed Concrete Road Bridges (Post-Tensioned Concrete) (First Revision) 8 00 Standard Specifications and Code of Practice for Water Bound Macadam (Second Revision) 8 00 Recommended Practice for Bituminous Penetration Macadam (Full Grout) (First Reprint) 5 00 Standard Specifications and Code of Practice for Road Bridges, Section m—Cement Concrete (Plain and Rein- forced) (First Revision) Under pr&a
Under prim
10 00
5 00
Underprim 3 00
3 00 3 00
2 00
2a ntC: 22-1966 Sttmdanl Spedficatioiii and Code of Plractioe for RomI Bridges, Section VI— Composite Construction for Road Bridges (Thiid Rqxrint) 7 00
21. ntC: 23-1966 Tentative Specification for Two Coat Bituminous Surfiwe
Dressing 5 00
22. IRC: 24-1967 Standaid Specifications and Code of Fractioe for Road
Bridges, Section V— Steel Road Bridges 9 00
23. ntC: 25-1967 Type Designs for Boundary Stones Cm Metric Units) 2 00
24. IRC: 26-1967 Type Designs for 200-Metre Stones 5 00
25. ntC: 27-1967 Tentative Specification for Bituminous Macadam (Base &
Binder Course) 5 00
26. mC: 28-1967 Tentative Specification for the Consunction of StabiUzed
Soil Roads with Soft Aggregate in Areas of Moderate and HighRainfaU 2 00
27. IRC: 29-1968 Tentative Specification for 4 cm (l|hL)Aqihaltic Concrete
Surface Course 5 00
28. IRC: 30-1968 Standard Letters and Numerals of Different Heists for
Use on Highway Signs (in Metric Units) 2 00
29. IRC: 31-1969 Route Marker Signs for State Routes Cm Metric Unite) 3 00
30. IRC: 32-1969 Standard for Vertical and Horizontal OearanoeB of Ovcrliead
Electric Power and Teleccmmiunication lines as Related to Roads (in Metric Units) 3 00
31. IRC: 33-1969 Standard Procedure for Evaluation and Condition Surveys
of Stabilised Soil Roads 5 00
32 IRC: 34-1970 Recommendations for Road Construcdon in Water-logged
Areas 6 00
33. IRC: 35-1970 Code of Practice for Road Marldngi (widi Painte) 5 00
34. IRC: 36-1970 Recommended Practice for the Construction of Earth
Embankments for Road WoHes 10 00
35. IRC: 37-1970 Guidelines for the Design of FlodUe PSavemsnte 7 00
36. ntC: 38-1970 Design Tables for Horizontal Curves for Hifljiways Under priKf
37. IRC: 39-1970 Standards for Road-Rail Level Crossfai^ 3 00
38. IRC: 40-1970 Standard Specifications and Code of Practice for Road
Bridges, Section IV— (Brick, Stone and Block Masonry) 6 00
39. IRC: 41-1972 l^pe Designs for Check Barriers VmkrpHit
40. IRC: 42-1972 Proforma for Record of Test Values of LocaQy AvailaUe
Pavement Construction Materials 3 00
41. IRC: 43-1972 Recommended Practice for Tools, Equqxnent and Api^ianoes
for Concrete Pavement Construction 5 00
42 IRC: 44-1976 Tentative Guidelines for Cement C^oncrete Mix Design for Road Pavements (for non-air entrained and omtinuouBly graded concrete) (First Revision) 8 00
43. IRC: 45-1972 Recommendations for Estimating the Resistance of Sofl
below tiie Maximum Scour Levd in the Design of Wdl Foundations of Bridges 5 00
44. IRC: 46-1972 A PoUcy on Roadside Advertisements O'lrst Revisioo) 5 00
45. IRC: 47-1972 Tentative Specification for Buflt-up Spray Grout 5 00
46. IRC: 48-1972 Tentative Specification for Bitumhious Surface Dressfaig
using Precoated Aggregates 5 00
47. IRC: 49-1973 Recommended Practice for the PuKerization of Black
Cotton Soils for Lime Stabilization 5 00
48. IRC: 50-1973 Recommended Design Criteria for the Use of Cement Modi-
fied Soil in Road Construction 5 00
(2)
49. OilC: 51-1973 Recommendect Design Criteria for the Use of Soil Lime
Mixes in Road Construction 5 01
5Ql IRC: 52-1973 Recommendations about the Alignment Survey and
Geometric Design of Hill Roads Under pr
51. IRC: 53-1973 Road Accident Forms A-land4 3 a
52. ntC: 54-1974 Lateral and Vertical Clearance at Underpasses for Vefaidi-
larTraflBk: 3 (N
53. IRC: 55-1974 Recommended Practice for Sand-Bitumen Base Courses 3 (X 54b IRC: 56-1974 Recommended Fractioe for Treatment of Embankment
Slopes for Erosion Control 3 (X
55. IRC: 57-1974 Recommended Practice for Sealing of Joints in Concrete
Pftvements 3 (X
5d. IRC: 58-1974 Guidelines for the Design of Rigid Pftvements for Higliways 5 (X
57. IRC: 59-1976 Tentative Guidelines for Design of Gap Graded Cement
Concrete Mixes for Road Pavements 5 (N
58. IRC: 60-1976 Tentative GuideUnes for the Use of Lime-flyash Concrete
as Pftvement Base or Sub-base 5 0(
59. IRC: 61-1976 Tentative Guidelines for the Construction of Cement Con-
crete Pftvements in Hot-Weather 60l IRC: 62-1976 Guidelines for Control of Access on Hi^ways ^. IRC: 63-1976 Tentative Guiddines for the use of Low Grade Aggregates
and Sofl Aggregate Mixtures in Road Pavement Construction 5 €L IRC: 64-1976 Tentative Guidelines on Capacity of Roads in Rural Areas
63. IRC: 65-1976 Recommended Practice for Traflk Rotaries
64. IRC: 66-1976 Recommended Practice for Si^t Distance on Rural
Highways 63. IRC: 68-1976 Tentative Guiddines on Cement Flyash Concrete for Rigid Pavement Construction
66. IRC: 69-1977 Space Standards for Roads in Urban Areas
67. IRC: 70-1977 Guidelines on Regulation and Control of Mixed Traflfc in
Urban Areas
68. IRC: 71-1977 Recommended Practice for Preparation of Notations
69. IRC: 72-1978 Recommended Practice for use and Upkeep of Equipment
Tools and Appliances for Bituminous lavement Cons^u^'
tioo 10 0(
70. ntC: 73-1980 Geometric Design Standards for Rural
(Non-urban) Highways 20 OC
71. IRC: 74-1979 Tentative Guidelines for Lean-oemeat concrete and Lean
OementrFly Ash concrete as a Pftvement Base or Sub-base 8 00
72. IRC: 75-1979 Guiddines for the Design of High Embankments 20 OC
73. IRC: 76-1979 Tentative GuideUnes for Structural Strength Evaluation of
Rigid Aiifieki Pavements 10 OC
74b IRC: 77-1979 Tentative Guiddines for Repair of Concrete pavements
using Synthetic Resin 15 OC
75. IRC: 78-1979 Standard Specifications and Code of Practice for Road
Bridges -Section VII- Foundations A Substructure Pftrt I: General Features of Design 16 OC
76. IRC Folder for Keeping Standards 10 OC
IL SPECIAL PUBUCAHONS
1. Sfpedal Publication-1-1971 Bridgmg India's Riven» VoL I 10 OC
2. 1%)ecial PubUcation-4-1966 Bridge Loadings Around the World 3 a
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3. SpsGMl PubKatioa —5-1967 RomI Dnkmm Pnctioct Around the World 3 «
4. Speckl Publicitioo — «-1972 Methodology of Fkxible Ftvement Derign
Aroond the World Ompf M
5. Speckl Publicatioii —9-1972 Rating of Brid«tt I (K
6. SpecMl Publicitioo —10-1972 Bridging India's Riven. Vol. n IS 00
7. SpKiel PubKation —11-1977 Handbook of Quality Control for Construc-
tion of Roads and Runi»ays (First Reviiioa) IS 00
8. Spedal Publication —12-1973 Tenuove Recommuidation on the Provi-
sion oT Pluting Spaces for Urban Areas 2 00
9. Special Publication —13-1973 Guidelines for the Design of Small Bridpes
ACuKerts IS 00
la Special Publication —14-1973 A Manual for the Application of the Criti- cal PHtfa Method of Highway Plcjects in India 12 00 11. Special PubKcatioo — 1M974 Ribbon Deveiopaient along Hgfaways and
its Pretention 10 00
IZ Special Publication —16-1977 Sur^KX Evenness of Highway Pavements 7 OD
13. Special Publication -17-1977 Resommendations about Overlays on
Cement Concrete Rivements IS OD
14. Specia] Publication —18-1978 Manual for Highway Bridge Maintenance
Inspection 15 OD
15. Special Publication —19-1977 Manual for Survey, Investigation and
Preparation of Road Projects IS 00
16. Special Publication —20-1979 Manual on Route Location, Design, Con-
struction and Maintenance of Rural Roads (Other
District Roads & Village Roads) 20 00
17. Specia] Publication —21-1979 Manual on Landscaping of Roads 30 00
18. Special Pubhcation —22-1980 Rccommendatioos for the siaes for eadi
type of Road making madiinery to cater to the general demand of Road Works S 00
19. Environmental Considerations in Plaiming A Design of
Highways in India (1979) IS 00
20. Paper on Panel discussion —Limit State of Crack- Width by
P.C. Bhasin A S.P. Chakrabarti 10 00
21. Ministry of Shipping & Transport (Roads Wing)— Standard Plans
for Highway Bridges, Volume II — Concrete
Slab Bridges 3S 00
22. Ministry of Shipping & Transport (Roads Wing) Specification for
Road and Bridge Works (First Revision) 30 00
23. Paper No. 238— Considerations in the Design and Sinking of Well
Foundations for Bridge Piers by B. Balwant Rao
and C. Muthusu-amy 5 00
24. Paper No. 2S7 — Construction of a Ghat Road from Bodinayakanur
to Bodimettu hy E.C. Chandrasekharan 4 00
25. Paper No. 278— The Use of Restrained-Ncoprenc Bearings in Civil
Engineering by J.W. Slottje&P.S. Gokhale 2 00
26. Paper No. 317 — Experience in the Impiovement and Modernization
of Roads in Tamil Nadu by E.C. Chandrasekharan 4 SO
27. Papers for Panel Discussion on Intermediate technology in Highway
Construction and Discussion thereon presented at the 37th
Annual Session, Bhopal, December, 1976 10 00
28. Highway Research Bulletin No.l, 1975— Traffic Engineering 5 00
29. Highway Research Bulletin No.2, 1975— Flexible Pavements 5 00
30. Highway Research Bulletin No.3, 1976 — Rigid Pavements 5 00
(4)
vay Research Bulletin No.5, 1977~Rlgid Pavements
vay Research Bulletin No.6, 1977~Flexible Pavements
vay Research Bulletin No.8, 1978— Traffic Rngineering
vay Research Bulletin No.9, 1978— Flexible Pavements
vay Research Bulletin No.10, 1979— Soil Engineering
vay Researdi Bulletin No.ll, 1979— Rigid Pavements
way Research Bulletin No. 12, 1980— Traffic Engineering*
way Research Bulletin No. 13, 1980— Rigid A Flexible Pavements
vay Research Board Special Report No.l, 1976-*State of the Art:
Lime Soil Stabilisation* vay Research Board Special Report No.2, 1976-*State of the Art:
Pavements, Slipperiness and Skid Reststaooe* way Research Board Special Report No.3, 1978-*State of the Art:
Compaction of Earthwork and Subgrades' way Research Record No.l, 'General Report on Road Research Work
done in India during 1973-74* way Research Record No.2, 'General Report on Road Research Work
done in India during 1974-75* vay Research Record No.3, ^General Report on Road Research Work
done in India during 1975-76* 5
way Research Record No.5, ^General Report on Road Research Work
done in India during 1977-78* 5
way Research Record No.6, 'General Report on Road Research Work
done in India during 1978-79* 5
ni. BOUND VOLUMES OF THE JOURNAL OF THE INDIAN ROADS CONGRESS
Original Price Rs. P.
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nd Vol. nd Vol. nd Vol. nd VoL nd Vol. nd Vol. nd Vol. ind VoL ind Vol. nd Vol. nd Vol. nd Vol. nd Vol. tnd VoL
XUI
XVll
XXI
XXII
XXIII
XXVII
XXXI
XXXII
XXXIII
XXXIV
XXXV
XXXVI
XXXVII
XXXVIII
Parts 1 to 2 lto4
Parts 1 to 5 ParU 1 to 4
Parts 1 io5 Parts 1 to 3 Parts 1 to 4 Parts 1 to 4 Parts 1 to 4
(1948-49)
(1952-53)
(1956-57)
(1957-58)
(1958-59)
(1962-63)
(1967-68)
(1969-70)
(1970-71)
(1971-73)
(1973-75)
(1975-76)
(1976-77)
(1977-78)
5
9 10 13 15
50"^
00
00
00 00
20 00
20 00
20 00
20 00
30 00,
15 00^
25 00 I
30 00 r
30 00 J
30% concession
00 00
25 percent
concession
is allowed
to IRC members
A Packing la charged extra on aU the publications
iei of the publications will be sent by V.P.P., on receipt of orders addressed to th ; Indian Roads C^ongress, Jamnagar House, Shaluahan Road, New DelM-UO 01
(5)
BuiKby Gammon
Ganga Bridge at Buxar
India's first long-span bridge using precast segmental construction.
This 1 1 22 m long prestressed concrete bridge, designed and built by Gammon, consists of 1 1 double cantilever spans of 1 01 m each, with end cantilevers supporting 5.5 MRC floating spans.
It's just one of the 800 bridges constructed by us all over India.
ijAMMON INDIA LIMITED
Construction Engin««r8 and Contractors
Gammon Hogse, Veer Savarkar Marg, Bombay 400 025. Grams: "GAMMON" Bombay-Dadar 400 014. Phone: 454261 (6 lines) . Telex : Oil ,'2552. 011/5738
^ everest/79/GIL/428
hkodiKing ' "^S
Shand-sfi^&ing
Hill 11 m nm Priii Iff rmiiiiiliiu lifiiniliifi ) "^
eoneret* sr^urtd tendons.
* Jflcti h front g lipping ^vf% mGr* fhiin isfi« fool pf stnnd it sicH j«ckmg end-
* U0^t. ■conomtcil irfd fiit opersiing jtcks itr«u itrindi iri^vidajKv miblt Ortitcr foad contTOl
TTiit n*w tytltm pro^idei lh« t>ett combination
Of petrrnsirg jick. pur^o arcT accessDrws suit«blc to rndiiin Condihons. !n p^ACIiC^I Itr^i thus m««ns low inifiil cosi. «isy aperar or* ''educed CTDwyding of girder^, sddfd mit«Hdl serfng-^^^arid in trtonnout Mving ol time and rT!»ir'«i^»
CCL/CAeCO U' Type Strand 'Stressing System. Tha mtemational system now madfr specialty for India.
iSIWAL miso offers fmckm mnd pumpm mn tUrm^ phiw mssistMnee &n a^sisn mn^ mt Mite.
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AUAHABftO. BONV^M. t^VtVill^ >^kWk^. H\^H ^\VA\. VWfHAtAO fSro «T9ll MYOtRABl^O. GA\iHM\. V\1L¥.HQ>M. ^V^*^V^\i^ , ^VU^\^^ . ^vn^^vU^V
1960
Over the fence... into the next field
T«I1 \ 960 w usfld Imporifld prntreislng equipnrkent To avoid th« high costt ind delavs, w« bvgan to manufacture the vitil elements, Like :
• Anchorage Cones : to anchor the stressed w^res
• Sheathings : to provide conducts in coricrete for cabtes
« Htgh Pressure Pumps : yp 1o 700 kgjtm^ fo
operate prestfei^sing jact^s Sort of vaulting over the fence into the next field 'This bf ought benefits : • Freedom from tmports m Lower construction costs m Saving of foreign «xchar>g« frestressed concrete technology orid »dvantage« «ire spfsadmg. That's tM«f) part of our efforts Part of our Silver
Star Service., for otir Silver Jubitee.Year .,to serve
vou better.
\
^
1
The Freyssinet Pre-stressed Concrete Company Limited
tTH FLOOR. STERLING CfftTRC DR, ANNIE BCSAKT ROAD.
WOtu. BOMBAY iOO Ota FHONt ; 3T8163. 3984(1 GRAMS; FREYS51 ttOMBAY
MCGIONAL OFFICES : CALCUTTA, DELHI
LOCAL REPRESENTATIVES: AHMfOASAO. CALCUTTA. KANRUR MADRAS