Indian Highways Vol.41 3 Mar 13
Indian Highways Vol.41 3 Mar 13
Indian Highways Vol.41 3 Mar 13
Number 3
March 2013
Contents
ISSN 0376-7256
Page
2-5
Editorial
6-9
Meet the New President & Vice-Presidents of the Indian Roads Congress
10
Advertisement Tariff
11
New Developments
Technical Papers
12
27
35
43
49
Comparison Between Coarse Aggregate Shape Factors and Resulting mix Properties Using Conventional and New Universal
Gauge Instruments
Mohamed Ilyas Anjum
55-76 Circulars Issued by Ministry
77
78
79
80
81
Obituary
No part of this publication may be reproduced by any means without prior written permission from the Secretary General.
Edited and Published by Shri Vishnu Shankar Prasad on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the
contents and the opinions expressed in Indian Highways is exclusively of the author/s concerned. IRC and the Editor disclaim responsibility
and liability for any statement or opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in the
papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
EDITORIAL
Essentially, we will be able to analyze and deliver seamless economic benefits to the people of this great
country, if different technologies are effectively harnessed in the road sector i.e. Leveraging technology for
real growth through improvement in efficiency of deliverance and effectiveness of infrastructure created;
Deployment of right people with right skills at the right place for optimization of human resource output,
etc.
It is always good to remember that when technologies, services and human intelligence convergence in
radical creative ways, then a new powerful application emerge which transforms the industry and redefine
the sector.
As mentioned earlier, the road sector in India is witnessing unprecedented demand and pressure besides
opening of the opportunities for this sector to be one of the most crucial enabler for sustainable economic
growth. The employees, like in any other sector, in the road sector also require continuous up-gradation in
their competencies and for this there is a need to have a proper system in place. The due investment in the
road sector with an aim to bridge the competence gap towards building skill and productive work force to
meet challenges of competition & sustainability in this sector requires a serious approach from all concerned.
What we require today is an out of box skill enhancement approach not limited to just thinking but with
demonstrative practices.
Employees, as individuals, reflect the collective caliber of an organization. When an organization hopes
to achieve its set out goals & objectives, the competence of the employees plays a major role. Therefore,
competency provides the basis for investing in them when said in an organizational context. The scientific
approach of competency modeling, measurement and deployment pave the way for continually enhancing
collective capability. This is nothing but a concept of partnering for progress in a mutually beneficial way.
Whenever any sector faces difficult time, then it is necessary to go for an in-depth introspection. The common
result of sectoral introspections generally points towards the skill gap falling into three main areas :- Critical
thinking, Communication capabilities and Ability to function as an efficient team. Even in the normal
circumstances the organization/sector loses its pace of growth if the sector does not have critical thinkers.
The critical thinking is an important requirement for effective problem solving system. It is generally defined
as a type of higher order thinking that questions prevailing assumptions. Adept a logical reasoning, critical
thinkers believe that there is more than one route to a desire outcome and they can leverage this flexible
approach for optimal results. Organizations value critical thinkers for what they bring to the table, normally
the ability to change the status-quo, driving change and innovation in the process. The critical thinking as a
collective skill can be organizational building attribute but how many organizations as well as educational
institute provide or consider for the same!
The developed countries have their own system of skill development and harness the human potential for the
benefits of their respective countrys goals, growth and development. The Japanese organizations have a system
of Genba as their strength. It is a bottom up approach and is the site where all important processes takes
place, where people have full power and responsibility for what happens. This approach helps in involving
& associating the workforce right from the grass root level and helps in building dedication and loyalty
towards the organization. But in todays scenario where the rapid technological changes are transforming
the management approaches the world over, the road sector may become more strong and sustainable if a
combination of Bottom-up and Top-down approach complementing each other is adopted. This Human
Resource building approach may help in bringing required stability in the profession.
INDIAN HIGHWAYS, March 2013
EDITORIAL
The road sector professionals is not only to manage but also to find solutions to the various issues right from
the stages of conceptualization & planning stage in regard to land acquisition, rehabilitation, environmental
clearance, environmental mitigation plans, financial tie-ups, material linkages, technological tie-ups, revenue
collection (toll collection and management), road safety management, etc. Therefore, comprehensive
employee training programme with an emphasis on application and problem solving to serve as a drive to
build the road sector organization on sustainable basis are needed to be given a serious consideration.
In addition the new Techno-Management Technique of Collaborative Leadership is very much applicable
for the road sector under the current scenario. It is a Techno-Managerial way wherein leaders avail the
synergetic relationship between team members to create a bigger and better organizational structure. It is
a articulated skill of working together, sharing knowledge, ideas and thoughts to achieve a common goal.
It facilitates in creating an inhibition-free atmosphere beside resulting in significantly improved efficiency,
productivity, accountability and competence. Moreover, using simulated scenario and other training modules,
road sector employees can be exposed to the quick thinking techniques to think quick & logically in order
to come up with reasonable/ practical solutions within a given time.
It is necessary that each road organization identify the training needs of their employees by carrying out
specific Training Needs Assessment (TNA) exercise on regular basis to identify the skill-deficit areas to
bridge the same. The training modules should be such that they should create avenues to produce the breed
of innovators and problem-solvers who are not afraid to push the boundaries at work. While working out the
skill development training programme in the road sector, the outcome should also be evaluated on regular
basis to ascertain whether the training imparted have imbibed the skills required to excel in the identified
areas, analytical thinking and logical approach, zeal, persistence and confidence in the participants.
The human resource development may not be accomplished without allowing and creating an enabling
framework for research & development. R&D coupled with innovations requires an enabling environment
to spread the benefits of development within the reachable reach of all stake-holders. However, research
has much more to do with independent, unorthodox and creative thinking then with strategic thinking. This
system practiced in some of the developed countries allows a large number of researchers to realize the fruits
of their intellectual labour (which would have been harder to achieve in the country of their birth) and at the
same time benefitting the country in which they carried out the research. Today, the need of the hour to make
the Indian road sector vibrant and to allow holistic development of human resource of this sector demands
for an urgent need to create enabling framework for research & development and enabling environment for
innovators and their innovations so that applied research can be promoted and practiced. This may help in
making this sunrise sector Techno Economically sustainable.
As mentioned earlier, we are witnessing the Worlds biggest road sector initiatives. In order to ensure the
resounding success and sustainability of results of this mega initiative, it is necessary that not only due
investment is earmarked for Skill-enhancement , Skill- development, Skill- demonstration and Skillimparting programme but requisite enabling & supporting infrastructure is also required to be put in place.
The data of the employees imparted skill-enhancement/ development trainings should be web-based, so
that it may become accessible to all concerned for utilization of their attained expertise. It also needs to be
evaluated whether all the employees working in the organization are deputed for the trainings on regular
basis without any discrimination & prejudice. Till this is practiced in true spirit, the skill enhancement &
development in road sector or any sector may remain loop-sided. For example, the Contract Management is
EDITORIAL
an intricate TechnicalArt. The road sector professional should be exposed to the same so that he may be
able to differentiate between Administering the Contract from Management of Contract and Managing
the Management of Contract. Proper skill development trainings may help in better project formulations and
handling especially PPP projects, thereby reducing the scope of contractual disputes and additional claims.
Generally the Capacity building & training activity is considered a low priority as well as an incidental activity
rather than a focused activity. However, little thought is given to the fact that Trained & skilled employees can
make difference to the pattern of growth, development, dynamism & prospects of an organization. The crucial
aspect that employees significantly contribute to the reputation of an organization as well as to the country is
generally given a miss. This aspect plays in vital role in making a organization globally competitive as well. If
road sector organizations desire to spread their reach globally in an effective way then they may require making
a sincere effort towards the capacity/skill building exercise. The government, PSU, educational institutes and
private sector organizations should join their efforts and inter-link their competencies & capabilities in the
field of capacity building with an aim to cover all the professionals & work force every 5 years period. PublicPrivate-Partnership concept in capacity building in road sector is very much essential in today scenario, which
may be not only an economical proposition to all but will create a win-win situation in this activity. The sector
should also consider instituting the awards for efficiency & innovations.
The skill-building exercise should be separated from the routine working & functioning of the road sector
organization to allow them a space to function in a holistic manner. They may also cater to inter-linkages
with the educational & research institutions so that young talents may be tapped at the initial stages
itself. This may help in creating internationally competitive road sector professionals. This grooming of
young professionals to become mature contributors to the growth of road sector is very much needed.
Towards the same it may not be out of the place to mention that for the first time , IRC has allowed the
M.Tech and Research students to become regular members of IRC to tap their potential to contribute
to growth/development in the road sector as well as to enhance their employability. In the recently held
73rd IRC Annual Session at Coimbatore, a novel initiative was taken by providing opportunity to PG Students/
Researchers to show-case their innovations/research work on IRC platform.
The organizations normally get much higher return on the investment made by them in human resource
development. Leaving aside the other benefits like large percentage of employee retention, increased
productivity, image building, etc. the financial return to the organizations are manifold and the same is also
applicable for the government sector as well , keeping in view that with higher productivity & efficiency the
deliverance of the government projects & new initiatives also get improves, benefitting the public at large
as well as nation as a whole. Therefore. Earmarked investment in the capacity building/skill enhancement/
skill development should be made an essential & regular feature covering all stake-holders and entire-work
force.
The end product of education should be a free, creative mind, who can battle against historical circumstances and
adversaries of nature.
(Quote of Dr. S. Radhakrishnan)
SHRI C. KANDASAMY
Director General (Road Development) &
Special Secretary to the Govt. of India
Shri C. Kandasamy joined Central Engineering Service (Roads) of Government of India in 1976 and have
held various positions in the Ministry of Road Transport and Highways as well as in the National Highways
Authority of India.
He was on deputation with National Highways Authority of India as General Manager and was associated
with Phase-I of NHDP (Golden Quadrilateral). As Chief General Manager Shri Kandasamy was involved in
Phase II of NHDP (North South & East West Corridors). He took most of the projects under his jurisdiction
in North-South corridor through the BOT model. As Member (Technical), NHAI, he was incharge of Phase III
(BOT) of NHDP projects. In his long and illustrious career spanning over 35 years, Shri Kandasamy has been
involved in all aspects of development of National Highways including implementation of NHDP.
Shri C. Kandasamy held various positions in the Ministry and elevated to the post of Director General
(Road Development) and Special Secretary in December 2011.
Shri C. Kandasamy is a Life Member of the Indian Roads Congress. He is an eminent engineer of repute
and is closely associated with Indian Roads Congress. He is Convenor of Apex Committees, Highways
Specifications & Standards, Bridges Specifications & Standards and General Specifications & Standards of
IRC. Besides, he is also instrumental in preparation of IRC Codes, Specifications, Manuals etc.
Shri C. Kandasamy has been elected as President of the Indian Roads Congress during its 73rd Annual Session
held at Coimbatore (Tamil Nadu) in January 2013.
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included in the issue to which it pertains.
10
NEW DEVELOPMENTS
Highways Research Station, Chennai has been accredited with the ISO-9001-2008 Certification. The Salient Features
and facilities available with them as informed by HRS are as under:
SOILS LABORATORY
Key Features
Pavement Design
Road Rehabilitation studies
Ground Improvement Techniques
Pavement Materials Testing
Sub Soil Exploration
Pile Load Tests
Design mixes
Structural Evaluation
Facilities
x Digital CBR
x Digital Consolidation Apparatus
x Digital LVDT for pile load testing
x Geogauge
x Electrical Density Gauge
BITUMEN LABORATORY
Key Features
Tests on Bitumen & Aggregate
Mix Design for Pavements
Evaluation of value added products
Modified Bitumen, Modified Bitumen
Emulsion
Failure Studies
Bituminous Mix Characterisation
Facilities
x Rotational Viscometer
x Dynamic Shear Rheometer
x Universal Testing Machine HYD25II
x Beam Fatigue Apparatus
x Gyratory Compactor
x Laboratory Model Circular Test Track.
CONCRETE LABORATORY
Key Features
Testing of Concrete Materials
Mix Design
Testing of Steel
Destructive & Non Destructive
Testing
Condition Assessment of Bridges.
Facilities
x Universal Testing Machine
x Compression Testing Machine
x PUNDIT/Ultrasonic test
x Rebound Hammer
x Half Cell Potentiometer
x Load Testing facility for Bridges
x Heavy Duty Test Floor
TRAFFIC LABORATORY
Key Features
Functional Evaluation
Axle Load Survey
Travel Time Study
Junction Improvement Study
Surface Conditioning Assessment
Various studies to reduce Accidents
Traffic Improvement Techniques
Facilities
x Portable Axle Weigh Pad
x Hand held Roughometer
x Speed Meter
x ROMDAS
x Advanced Data Collection Equipment
For more details please Contact Shri E.L. Satyamoorthi, Chief Engineer (H), QA&R, Highways Research Station,
Chennai 25, Ph No: 044- 22354851, Fax No: 044- 22354852, Email: hrstn@dataone.in; patechhrs@gmail.com
The Institution of Engineers (India), Roorkee Local Centre will be organizing a Workshop on Ground Improvement
Techniques for Difficult Ground Conditions on 16th April 2013 at IIT Roorkee. Noted speakers from IIT Roorkee
and Ground Improvement Industry are going to deliver expert lectures. For registration please contact Dr. Satyendra
Mittal, (Convenor, Workshop), Associate Professor, Department of Civil Engineering, IIT Roorkee, Uttarakhand,
Tele. + 91 11 01332-285837, Mobile + 91 9760014237, 9412074237; E-mail: satyendramittal@gmail.com.
11
TECHNICAL PAPERS
Abstract
Project risk is the cumulative effect of the chances of uncertain
occurrences adversely affecting project objectives. Project risk
management is the art and science of identifying, assessing and
responding to project risk throughout the life of a project and in
the best interests of its objectives.
The constant goal of project risk management should be to move
uncertainty away from risk and towards opportunity. The goals
of risk management, therefore, are to identify project risks and to
develop strategies, which either reduce them or attempt to avoid
them.
An infrastructure development is more prone to risks than
ordinary industrial projects. Risks consequently, have the ability
to adversely affect the implementation of a highway project.
A successful highway project development and project finance
transaction is therefore, the suitable identification, allocation and
management of risks.
The successful implementation of a project, it is essential that
person involved in its Implementation whether engineers, lawyers,
legislators, executives bankers or civil servants be sensitive to the
risk-involved in the project and formulate most suitable structure
for the management of such risks. If the persons involved in the
implementation of a project are able to identify the risks regarding
a proposed project and the means of its adequate allocation and
reddressal or better more sensitive to the necessity of their adequate
mitigation, it would go a long way in enabling the implementation
of highway projects.
Introduction
b)
c)
**
12
TECHNICAL PAPERS
Structural reviews and methods of team participation,
through brainstorming etc, and the use of checklists,
flowcharts, cause and effect diagrams, etc. to help
identify risks are the core of this transformation step.
3.1
a)
c)
d)
e)
3.2
a)
b)
c)
Project Review
a)
Technical
b)
Financial
c)
Socio-political
a)
Corporate
d)
Statutory
b)
Project Team
a)
Project Review
b)
Determination of Scope
13
TECHNICAL PAPERS
is very relevant although it might be limited
and possibly biased.
c)
External
What
are
the
obligations
and
responsibilities relating to capital
expenditure for major water and sewerage
facilities?
RISKS IN PROJECTS
14
TECHNICAL PAPERS
ii)
Is insurance available?
iii)
Minimum revenue
undertakings.
guarantees
give
or
iv)
Tax privileges
4.2
TECHNICAL PAPERS
For example, if one combines only conservative
estimates of variables, final result is likely to be over
conservative. On the other hand by using only best
estimate values one fails to take into account the other
values of the variables that might result in substantial
variations in the estimates. Thus biasing ones decision
on a single value of the decision variable one may by
taking more risk than one intend to. The purpose of
risk analysis is to eliminate the need for restricting
ones judgement to a single optimistic, pessimistic or
best evaluation by carrying throughout the analysis
a complete judgement on the possible range of each
variable and on the likelihood of each value within this
range. At each step of the analysis these judgements are
combined at the same time as the variables themselves
are combined. As a result the product of the analysis
is not just a single value of the decision variable but a
judgement on the possible range the decision variable
around this value, and a judgement on the likelihood
of each value in range.
These judgements take the form of probability
distribution. That is to say each possible value of each
variable is associated with a number between 0 and 1,
such that for each variable the sum of all these numbers
or probabilities is equal to 1. These probabilities,
which are called subjective probabilities because
they present some degree of subjective judgement,
follow all rules or traditional probability theory. From
a mathematical point of view risk analysis therefore
consists of aggregating probabilities.
The idea underlying the Monte Carlo technique is
simple. When we say that a project has a 30 percent
chance of earning a 10 percent return, we mean that if
we had a large number of similar projects we would
accept about 30 percent of them to earn a 10 percent
return. Conversely, if we had a great number of projects
and if 30 percent of them earn a 10 percent return, we
could say that the probability of a 10 percent return is
30 percent. Hence the simplest application of the Monte
Carlo technique is to build a great number of projects
with the characteristics of one we are interested in and
see how many of them earn a 10 percent, 15 percent,
16
EVALUATION OF RISK
Probability Concepts
b)
c)
TECHNICAL PAPERS
d)
d)
5.3
Decision Matrix
TECHNICAL PAPERS
ii)
iii)
iv)
5.4
v)
vi)
Decision Trees
Risk Simulation
18
TECHNICAL PAPERS
individual from the possession of a given number of
units of a particular commodity. The utility theory
referred to herein is often thought of as a concept for
measuring the attitudes of an individuals (decision
maker) towards risk and uncertainty. The theory
first enunciates certain axioms obeyed by a rational
man and the show that these lead to the existence of
a preference ordering or utility function IT which
satisfies the following properties:
1.
2.
3.
Expert System
RISK ANALYSES
Analytical
(AHP)
Hierarchical
Process
Model
TECHNICAL PAPERS
making methodology. It allows the decision maker to
set priorities and make choices on the basis of their
objectives, knowledge and experience consistent
with their intuitive thought process. It fulfils the
requirements for an executive decision system
where decision makers can structure a system and its
environment into mutually interacting parts and then
synthesize them by measuring and ranking the impact
of these parts of the entire system.
A conventional approach to risk analysis suffers two
major limitations:
a)
b)
CR = CI/RI
Where,
CI = Consistency Index
RI = Random Index
20
Where,
TECHNICAL PAPERS
Table 1 Pair wise Comparison Scale
Intensity of
Definition
Importance
1
Equal Importance
2
Moderate importance of one
over another
5
Essential or strong importance
7
Extreme importance
2,4,6,8
Intermediate Value
Explanation
Two elements contribute equally to the Property
Experience and Judgment slightly favour one element over
another
Experience and judgement slightly favour one element over
another
An element is strongly favoured and its dominance is
demonstrated practice
The evidence favouring one element over another is of the
highest possible order of affirmation
When compromise is needed
Random Index
0.00
0.00
0.58
0.90
1.12
1.24
1.32
1.41
1.45
10
1.49
TECHNICAL PAPERS
risk. The risks having probability more than six are
considered to be high risks, those with probability
from one to six are considered to be medium risks and
those with less than one are considered as low risks.
Step 5: The likelihood of the levels of risk are
synthesized and determined in this step. The
likelihoods of high, medium and low total are
determined by aggregating the relative weights
through the hierarchy.
Step 6: A sensitivity analysis is carried out. The
outcome of the analysis above is dependent on the
hierarchy established by the management, and the
relative judgements made about the elements of
the problems. Changes in the hierarchy may lead to
Preconstruction
Reliability of TOR
10
0.68
20.40
10
0.68
20.40
0.68
5.44
Type of client
0.68
30.60
Change in requirement
0.68
85.00
0.68
85.00
0.68
30.60
0.68
48.96
46.24
4
Client team
280.16
Experience of the team
10
1.58
142.20
10
Design team
Faulty design
10
1.58
47.40
11
1.58
9.48
12
1.58
118.50
13
10
1.58
15.80
333.38
14 Construction
10
2.26
2.90
3.45
67.80
15
10
2.26
203.40
16
Location
10
2.26
203.40
22
0.48
TECHNICAL PAPERS
Sl. Stages of Project
No
17
Access Problem
2.26
56.50
18
Legal restrictions
10
2.26
113.00
19
Contaminated
2.26
11.30
20
Occupies
2.26
56.50
21
Noise abatement
2.26
56.50
22
Time overruns
2.26
282.50
23
Fixed price
2.26
108.48
24
2.26
101.70
25
Dispute
2.26
723.20
26
10
2.26
203.40
27
Testing
2.26
271.20
2628.3
28 Geological
Presence of faults
10
29
Weak foundation
1.58
379.20
1.58
63.20
30
Water table
1.58
316.00
31
Earthquake
10
1.58
395.00
1153.4
32 Environment
Loss of flora
10
1.58
379.20
33
Loss of fertile
10
1.58
379.20
34
Rehabilitation
10
10
1.58
690.00
35
Radiation damage
1.58
00.00
36
Damage due to
1.58
11.93
00.00
1584.4
37 Fuel
Non availability
10
1.13
169.50
38
Floods
10
1.1.
282.50
452.00
39 Contractual
Form of contract
0.68
3.40
40
Type of tender
0.68
10.20
41
Claims
0.68
130.56
42
Arbitration
0.68
136.00
280.16
43 Financial
Delay in
1.13
141.25
44
Delay in
1.13
141.25
45
1.13
20.34
46
Inflation rate
1.13
141.25
47
1.13
141.25
27.19
16.02
4.68
2.90
23
TECHNICAL PAPERS
Sl. Stages of Project
No
48
10
1.13
271.20
49
Tax Implications
1.13
45.20
50
Repatriation of profits
1.13
45.20
946.94
51
0.68
81.60
52
0.68
136.00
53
0.68
16.32
54
10
0.68
34.00
55
0.68
30.60
56
Enforceability of contracts
0.68
48.96
347.48
57 Operation Risk
Number &
contractors
58
performance
of
sub
2.27
102.15
Defective works
10
2.27
204.30
59
Hidden problems
10
2.27
340.50
60
Force majeure
10
10
2.27
227.00
61
10
2.27
68.10
62
2.27
163.44
63
2.27
34.05
64
2.27
170.25
65
10
2.27
340.50
Total
9.80
3.59
1650.29
17.06
9666.83
100
Where,
T1 = Design or Specification Risk
T2 = Material Risk
24
T3 = Equipment Risk
T4 = Cash Flow Risk
F2 = Price Escalation Risk
INDIAN HIGHWAYS, March 2013
TECHNICAL PAPERS
F3 = Inflation Risk
P1 = Legal Risk
P2 = Accidents Risk
S1 = Clearance Risk
Cost centers
Financial
Statutory
Technical
Socio-Political
7
ii)
Rank
1
2
3
4
CONCLUSION
Evaluation of Risk
Probability Concepts
iv)
Decision Trees
Decision Matrix
Risk Simulation
Expert system
v)
vi)
vii) It creates a
achievement.
confidence
about
project
b)
c)
TECHNICAL PAPERS
8
RECOMMENDATIONS
3.
4.
5.
6.
7.
8.
9.
10.
REFERENCES
1.
2.
26
Abstract
National Highways, port connectivity, expressways and remote
area connectivity through Pradhan Mantri Gram Sadak Yojana
(PMGSY) are major part of infrastructure development. This
has resulted in construction of high embankments, underpass
and flyovers using vast amount of natural resources. This
paper discusses use of red mud as an embankment material
based on laboratory investigation and finite element analysis.
The geotechnical properties such as specific gravity, plasticity
index, compaction characteristics, consolidation and triaxial
shear strength of red mud are presented. Stability analysis of
embankments using above geotechnical properties are discussed.
Introduction
LITERATURE REVIEW
**
*** Research Scholar, Department of Civil Engineering, National Institute of Technology, Rourkela
27
TECHNICAL PAPERS
Somogyi and Gray (1977), Fahey and Newson
(1998) observed that red mud has compression index
Cc = 0.27-0.39 similar to silty-clay soils, coefficient
of permeability k = 2-20 x10-7 cm/s and coefficient of
consolidation Cv = 3 50 x10-3 cm2/s. Red mud tends
to have low plasticity [e.g., WL = 45%, IP = 10%] and
relatively high specific gravity (GS = 2.8-3.3). There
is lack of clay mineralogy and these wastes show
many geotechnical properties similar to clayey tailings
found in other mineral processing (Vick 1981).
It was observed that limited study has been done to
find out geotechnical properties of red mud and also
little geotechnical information available about Indian
red mud. For the high embankment stability analysis
is most important factor which is generally found by
slope stability analysis. The limit equilibrium method
with circular slip surface or wedge/planer slip surface
is assumed for this analysis. But in limit equilibrium
method, it is not possible to find out the stress and
strain inside the soil mass. It is also important to study
the case of hydraulic fracturing particularly with water
table in one side of embankment. Hence, in this study
an attempt has been made to characterize red mud
as an alternate embankment material. Accordingly
necessary geotechnical laboratory investigations
were made. Finite Element Method (FEM) is used
to study the stability of embankment based on
above geotechnical properties. The flow through the
embankment is also studied along with the stress
variations inside the embankment mass to study the
case of hydraulic fracturing.
3
EXPERIMENTAL PROGRAMME
3.1
28
TECHNICAL PAPERS
4.1
Sl. No
Properties
Red mud
pH value
11.4
Specific Gravity
3.34
Plasticity characteristics
Liquid limit (%)
24.8
17.5
7.2
1.6
5.3
IS classification
4.2
Fig. 3 Grain Size Distribution Curves of Red Mud with other Soils
ML,CL
Compaction
29
TECHNICAL PAPERS
4.3
CBR
5.1
Msf =
tan input
tan reduced
cinput
creduced
... (1)
TECHNICAL PAPERS
MSF with displacement is presented to find out the
FOS.
Unit weight(kN/m )
Local soil
16
Red mud
19.8
-3
5.832 x 10-4
Permeability(m/day)
5 x 10
Cohesion(kN/m2)
30
28.8
Internal friction(degree)
15
34
Youngs modulus(kN/m2)
3500
1771
Poisson ratio
0.3
0.34
5.2
Fig. 6 The PLAXIS Model for the Slope Using only Red Mud.
5.2.1 Example 1
In the 1st attempt, it was tried to analyze the
embankment using only red mud as the base material.
The slope height is kept 15m and the slope inclination
of 1:2. Model diagram with its deformation mesh is
shown in Fig. 6. Fig. 7 shows the shear failure results
of PLAXIS analysis. This failure surface refers to
failure surface as per limit equilibrium method and
the result has been verified earlier (Subramaniam,
2011). The variation of the MSF with displacement is
shown in Fig. 8 and the FOS of the slope is found to
INDIAN HIGHWAYS, March 2013
31
TECHNICAL PAPERS
5.2.2 Example 2
In this example an attempt has been made to analyze
embankment by covering the red mud with the local
c- soil. The slope geometry as described in Example
1 is analyzed with cover material of horizontal 3.0m
on sides 1.0m on top as shown in Fig. 9. Fig. 10 shows
the shear failure results of PLAXIS analysis. The
variation of the MSF with displacement is shown in
Fig. 11 and the FOS of the slope is found to 2.58.
Drainage
Fig. 9 The PLAXIS Model with its Deformation Mesh for the
Slope Using Red Mud and 1.0m Vertical Soil Cover.
32
TECHNICAL PAPERS
much above the phreatic line. Hence, there is less
chance of hydraulic fracture.
Similar study was also made for different height and
width of embankment with only red mud and with red
mud core and soil cover. The comprehensive results
have been presented in Table 3. It was observed that in
all cases the FOS is more than 2.5. As per IRC:75 and
IRC:SP:58, FOS should be more than 1.5, hence, high
embankment can be constructed using red mud with
soil cover. Though, there is a need to study other aspects
like economy and convenience in construction.
Fig. 14 Effective Stress Diagrams for the Slope Using Red Mud
and Soil Cover of 1.0m Vertically in ZZ Direction
FOS
14, 10 (RM)
2.966
3.00
14, 15 (RM)
2.558
2.576
26, 10 (RM)
2.967
2.99
26, 15 (RM)
2.533
2.541
Conclusion
This paper described the analysis of high embankment
using red mud based on the laboratory geotechnical
investigation and the stability analysis using FEM.
Based on the observations and discussions thereof
following conclusions can be made:
1.
33
TECHNICAL PAPERS
2.
3.
4.
5.
6.
REFERENCES
1.
2.
3.
4.
5.
6.
7.
34
8.
9.
10.
11.
Abstract
Flaky and elongated particles have larger specific surface area
which results in higher demand of cement paste in cement
concrete mix. These particles impede compaction or break during
rolling and decrease the strength of pavement layer. The effect of
different percentages 0 to 50% of Combined Flaky and Elongation
Aggregates (CFEA) for Pavement Quality Concrete (PQC) on
the compressive and flexural strength of cement concrete and on
the properties of aggregate, such as, bulk density, impact value,
crushing value, water absorption have been studied in this paper.
Cost analysis has been carried out with optimum value of 30%
CFEA in 1:3 proportions of flaky and elongated particles.
Shape Test
(i)
(ii)
Introduction
**
(ii)
35
TECHNICAL PAPERS
(iii) To find out optimum proportion of combined
flakiness and elongation aggregate.
(iv) To study the cost analysis for optimum value of
CFEA.
EXPERIMENTAL WORK
4.1
Cement Testing
Compressive strength
(IS 269-1967)
of
cement
Setting time of
Cement
7 Days
28 Days
Initial
Final
32.30
45.16
120 min.
180 min.
Sieve Analysis
4.3
IS Sieve
% Passing
Limits
40 mm
100
100
20 mm
96.1
95-100
4.75 mm
48.05
30-50
600
10
10-35
150
0-6
Properties of Aggregate
mortar
Compressive
Strength of
Cement Mortar
Proportions
of CFEA
% of CFEA
0
10
20
30
40
50
1:3
1586
1558
1534
1511
1478
1428
1:1
1586
1563
1544
1527
1498
1457
3:1
1586
1568
1553
1537
1512
1473
TECHNICAL PAPERS
Table 4.4 Impact Value for Different Proportions and
Different % of CFEA
Properties
Test value
Impact value,%
11.42
Crushing value,%
18.31
Water absorption,%
0.48
1511
% of CFEA
0
10
20
30
40
50
1:3
10.12
10.46
10.89
11.42
12.04
12.71
1:1
10.12
10.51
10.97
11.53
12.15
12.88
3:1
10.12
10.48
11.04
11.67
12.38
13.16
4.4
% of CFEA
0
10
20
30
40
50
1:3
17.68
17.94
18.12
18.31
18.63
19.42
1:1
17.68
18.08
18.40
18.72
19.09
20.04
3:1
17.68
18.17
18.54
19.11
19.74
21.06
Proportions
of CFEA
% of
CFEA
7 Days
28 Days
28.08
40.12
10
26.16
37.38
20
26.53
37.73
30
26.86
38.38
40
25.77
36.95
50
25.69
36.70
% of CFEA
0
10
20
30
40
50
1:3
0.34
0.36
0.42
0.48
0.55
0.64
1:1
0.34
0.39
0.45
0.51
0.59
0.67
3:1
0.34
0.43
0.49
0.57
0.65
0.72
Test value
Specific gravity
2.78
Flakiness index,%
17.16
Elongation index,%
12.63
M 30
1:3
Avg. Comp.
Strength (MPa)
M 30
Proportions
of CFEA
1:1
% of
CFEA
28 Days
28.08
40.12
10
25.80
36.86
20
25.93
37.05
30
26.53
37.90
40
25.70
36.72
50
25.61
36.50
37
TECHNICAL PAPERS
Table 4.14 Flexural Strength of 3:1
Proportions for M-30
M 30
Proportions
of CFEA
3:1
% of
CFEA
Avg. Comp.
Strength (MPa)
28 Days
3.80
4.40
10
3.08
3.70
20
3.14
3.74
37.37
30
3.39
3.94
25.56
36.52
40
2.80
3.40
25.37
36.24
50
2.66
3.27
7 Days
28 Days
28.08
40.12
10
25.65
36.34
20
25.77
36.60
30
26.16
40
50
M 30
3:1
Grade of
Concrete
M 30
Proportions
of CFEA
1:3
% of
CFEA
Flexural Strength
(MPa)
Grade of Proportions of % of
Concrete
CFEA
CFEA
7 Days
28 Days
39.97
57.10
10
39.12
55.89
20
39.24
56.06
4.3
30
39.63
56.47
3.2
3.84
40
39.02
55.74
3.05
3.72
50
38.91
55.59
7 Days
28 Days
3.8
4.4
10
3.22
3.88
20
3.43
3.96
30
3.78
40
50
M 40
M 30
38
Proportions
of CFEA
1:1
% of
CFEA
1:3
Avg. Comp.
Strength (MPa)
Flexural Strength
(MPa)
Grade of Proportions of % of
Concrete
CFEA
CFEA
Avg. Comp.
Strength (MPa)
7 Days
28 Days
39.97
57.10
10
37.38
53.41
20
37.66
53.80
30
38.02
54.32
3.60
40
37.24
53.20
3.45
50
37.08
52.98
7 Days
28 Days
3.80
4.40
10
3.14
3.79
20
3.28
3.82
30
3.60
4.12
40
2.04
50
2.88
M 40
1:1
TECHNICAL PAPERS
Table 4.17 Compressive Strength of 3:1
Proportions for M-40
M 40
28 Days
4.95
5.90
10
4.10
4.90
20
4.27
4.97
51.78
30
4.63
5.17
34.40
50.14
40
3.95
4.8
34.24
49.92
50
3.76
4.57
28 Days
39.97
57.10
10
34.92
50.89
20
35.10
51.14
30
35.55
40
50
M 40
1:3
% of
CFEA
Flexural Strength
(MPa)
7 Days
28 Days
4.95
5.9
10
4.35
5.21
20
4.53
5.33
30
4.94
5.64
40
4.25
5.15
50
4.1
5.01
Proportions
of CFEA
% of
CFEA
Flexural
Strength (MPa)
7 Days 28 Days
M 40
1:1
Flexural Strength
(MPa)
7 Days
7 Days
3:1
Grade of
Concrete
Grade of Proportions % of
Concrete
of CFEA
CFEA
4.95
5.90
10
4.20
5.07
20
4.38
5.13
30
4.73
40
50
M 40
3:1
Normal Cement
Content
3% extra
Cement
1:3
38.38
40.20
1:1
37.90
39.51
3:1
37.37
39.32
Normal Cement
Content
1.5% extra
Cement
5.34
1:3
56.47
57.35
4.08
4.95
1:1
54.32
55.32
3.91
4.78
3:1
51.79
53.27
39
TECHNICAL PAPERS
4.5
Cost Analysis
Rate in
Rs./m3
245/bag
725
500
Cement
380
Sand
631
Aggregate
1254
Water, mixing, placing
Total cost
Contractor profit @10%
Grand total
Volume,
m3
7.6 bags
0.375
0.830
Cost in
Rs./m3
1862
272
415
350
2899
290
3189
391.4
Sand
649.72
Aggregate 1291.62
Water, mixing, placing
Total cost
Contractor profit @10%
Grand total
Rate in
Rs./m3
245/bag
725
500
Volume,
m3
7.828
bags
0.387
0.855
Cost in
Rs./m3
1918
281
427
350
2976
297
3273
Extra 3%
Cement
Content
VSI product
Cost diff.
Rs./m3
%of cost
saving
3273
3575
302
8.45%
Quantity
in kg
Rate in
Rs./m3
Volume,
m3
Cost in
Rs./m3
Cement
410
245/bag
8.2 bags
2009
Sand
619
725
0.368
267
Aggregate
1230
500
0.814
407
350
Total cost
3033
303
Grand total
3336
Quantity Rate in
Rs./m3
Cement
380
245/bag
Sand
631
725
Aggregate
1254
950
Water, mixing, placing
Total cost
Contractor profit @10%
Grand total
40
Volume,
m3
7.6 bags
0.375
0.806
Cost in
Rs./m3
1862
272
766
350
3250
325
3575
Rate in
Rs./m3
Volume,
m3
Cost in
Rs./m3
Cement
416.15
245/bag
8.323
bags
2039
Sand
628.38
725
0.374
271
Aggregate 1248.45
500
0.826
413
350
Total cost
3073
309
Grand total
3380
TECHNICAL PAPERS
Table 4.29 Cost Calculation of PQC for Normal
Cement Content of Total Cement Content with
Aggregate Produced by VSI Crusher for M-40
Material Quantity
Rate in
Rs./m3
Volume,
m3
Cost in
Rs./m3
Cement
410
245/bag
8.2 bags
2009
Sand
619
725
0.368
267
Aggregate
1230
950
0.791
751
350
Total cost
3377
338
Grand total
3715
2.
3.
4.
Properties of Aggregate
Cost diff.
Rs./m3
%of cost
saving
1.
335
9.02%
2.
3.
4.
CONCLUSIONS
1.
2.
3715
DISCUSSIONS
2.
Properties of Aggregate
41
TECHNICAL PAPERS
increase rapidly after 30% CFEA. Therefore,
a combination of above properties with 30%
CFEA and 1:3 proportions of flaky and elongated
particles, results in minimum reduction in
compressive and flexural strength.
3.
4.
5.
9.
10.
11.
12.
13.
14.
REFERENCES
1.
2.
3.
4.
5.
6.
7.
8.
42
Abstract
Nanotechnology deals with understanding, controlling, and
manipulating matter at the level of individual atoms and molecules
in the range of 0.1100 nm (10-9m) and creating materials, devices,
and systems with new properties and functions. The construction
sector can benefit from these advances in nanotechnology because
materials are the core elements in construction. By significantly
improving the performance of sensors and data acquisition
systems and reducing their sizes, nanotechnology can also enable
the practical deployment of structural health monitoring systems
for large civil infrastructure systems and provide vital tools to
design an innovative civil infrastructure and facilitate the practice
of managing and protecting the civil infrastructure. In this paper,
the innovation of relevant nanotechnology and its impact on
highway engineering practice is introduced for broadening vision
and inspiring the creativity of highway engineering.
Introduction
Principal Scientist,
**
43
TECHNICAL PAPERS
higher tensile strength) and yet much lighter (lower
density). Nanotubes also have higher tensile strength
even than diamond and a similar (slightly lower)
elasticity, and yet they are half as dense.
Table 1 Comparison of Mechanical Properties of
Various Materials
Material
Youngs
Modulus
(GPa)
Tensile
Strength
(GPa)
Density
(g/cm3)
~800
>30
1.8
~800
>30
2.6
Diamond
1140
>20
3.52
Graphite
0.2
2.25
Steel
208
0.4
7.8
Wood
16
0.008
0.6
APPLICATION IN CONCRETE
44
APPLICATION IN ASPHALT
TECHNICAL PAPERS
materials is that of bottom-up engineering, starting
with engineered modifications to the molecular
structure with an aim to affect the bulk properties of
the material. The nano-modification of bituminous
materials has the potential to open up whole new uses
and classes of bituminous materials, with wide-ranging
implications for the transportation infrastructure. The
ability to target material modification at the nanostructural level promises to deliver the optimization
of material behavior and performance needed to
significantly improve mechanical performance,
durability, reflectivity and skid resistance, better
binding, quicker curing, better maintenance and
sustainability.
Currently IntegraBase is the only asphalt modifiers
available in the market that work on a nano-scale.
The majority of products that are used with asphalts
are simply additives, which dont do anything to the
chemistry of the asphalt, rather just improving specific
properties such as binding, flexibility, etc. IntegraBase
is a catalyst which, unlike polymer additives, reacts
with bitumen and changes the chemistry and the
molecular structure of the bitumen under the influence
of temperature and oxygen.
This catalytical reaction results in the formation of
ketones at the most reactive sites within the bitumen
molecules, thereby greatly reducing the bitumens
susceptibility to oxidative ageing, and improving its
anti-stripping properties. In a second consecutive
phase, the organo-metallic components of the
IntegraBase modifier will react with the ketones,
producing strong, irreversible bonds between the
bitumen molecules, resulting in a bitumen with highly
reduced temperature susceptibility.
The formation of ketones can be demonstrated by
infrared spectroscopy. The ketones found in bitumen
characteristically absorb light in the spectral region
defined by wave numbers around 1690 cm-1. The
comparison of the relative levels of absorbance for
INDIAN HIGHWAYS, March 2013
APPLICATION IN STEEL
45
TECHNICAL PAPERS
at would result in a smaller resource requirement
because less material is required in order to keep
stresses within allowable limits. The carbon nanotubes
are exciting material with tremendous properties
of strength and stiffness, they have found little
application as compared to steel, because it is difficult
to bind them with bulk material and they pull out
easily, Which make them ineffective in construction
materials.3,4
5
Fig. 6 Copper Nano Particles at the Steel Grain Boundaries
46
TECHNICAL PAPERS
power and cost optimized. Using multi-hop techniques,
the data of the sensor network has to be transmitted
over short distances of some 10 m to a base station
on site. There the data items are collected and stored
in a data base for subsequent analysis. This data can
then be accessed by a remote user. If the central unit
detects a hazardous condition by analyzing the data,
it raises an alarm message. Each mote is composed
of one or more sensors, a data acquisition and
processing unit, a wireless transceiver and a battery
as power supply. The acquisition and processing unit
usually is equipped with a low power microcontroller
offering an integrated Analogue to Digital Converter
(ADC) and Sufficient Data Memory (RAM) to store
the measurements. This unit also incorporates signal
conditioning circuitry interfacing the sensors to the
ADC.7
Fig. 7 Self Cleaning Nano Coating on Traffic Sign
NANO SENSORS
ECONOMICAL ASPECTS
TECHNICAL PAPERS
coatings in terms of the way in which they bond
to the substrate material, providing a more robust
layer that binds chemically with the substrate. The
incorporation of sensing elements that can provide
timely indications of changes in the properties of
infrastructure materials to ensure timely maintenance
is another area where potential developments may
cause cost savings. However, most of the work in this
regard (on a nanoscale) is currently performed in the
areas of biological and chemical sensors, and further
developments will be required to obtain realistic
systems.
8
CONCLUSIONS
48
REFERENCES
1.
http://en.wikipedia.org/wiki/Nanotechnology
2.
3.
4.
5.
6.
7.
8.
2.
Experimental work
2.1
Introduction
Prof. & HoD, Department of Civil Engineering, Ghousia College of Engineering, Ramanagaram, Karnataka,
E-mail: anjum61@rediffmail.com
49
TECHNICAL PAPERS
aggregate in the other fractions were determined.
The F.I was calculated as the ratio of weight of flaky
aggregate in each fraction to total weight of aggregate
sample in each fraction expressed as a percentage.
2.2
2.3
The same aggregate sample was then used and the F.I,
E.I and C.I were determined using the new instrument
50
Nominal aggregate
size
13 mm
10 mm
Layer Thickness
35-40 mm
25-30 mm
IS Sieve(mm)
Cumulative % by
weight of total
aggregate passing
Cumulative % by
weight of total
aggregate passing
45
37.5
26.5
19
13.2
9.5
4.75
2.36
1.18
0.6
0.3
0.15
0.075
100
90-100
70-90
35-51
24-39
15-30
9-19
3-8
100
90-100
35-51
24-39
15-30
9-19
3-8
Bitumen content
% by mass of total
mix
Min 4.5
Min 5.0
Bitumen grade
(pen)
65
65
TECHNICAL PAPERS
2.4
AN = 67 100W/CG
Fraction
Size mm
Initial
weight
in g.
Wt. of flaky
aggregate
F.I %
Wt. of
elongated
aggregate.
E.I %
C.I %
AN %
50-40
15000
788
5.2
1807
12.71
17.91
11.7
40-25
10000
749
7.49
4102
44.34
51.83
9.32
25-20
15000
1462
9.74
1540
11.37
21.11
6.32
20-16
10000
1284
12.84
2902
33.29
46.13
10.8
16-12.5
7000
1339
19.12
1791
31.63
50.75
12
12.5-10
4000
971
24.27
1239
40.90
65.17
9.32
10-6.3
5000
1045
20.9
1376
34.79
55.69
9.8
Wt. of flaky
aggregate
F.I %
Wt. of
elongated
aggregate.
E.I %
C.I %
A.N %
45-37.5
15000
661
4.40
2052
14.31
18.71
10.10
37.5-26.5
15000
1588
10.58
5119
38.16
48.74
10.05
26.5-19
10000
1840
18.4
1056
12.94
31.34
8.64
19-13.2
5000
852
17.04
2079
50.12
67.16
9.25
13.2-9.5
3000
770
25.66
717
32.15
57.81
10.17
9.5-4.75
3000
1157
38.56
820
44.49
83.05
8.9
51
TECHNICAL PAPERS
Table 4 Weighted Average Shape Factors of Test Sample
F.I
11.51
2.5
Using IS sieves
E.I
C.I
A.N
25.28
9.91
36.79
13.46
26.83
40.29
9.81
Table 5 Marshall Test Properties at 20% and 30% CI for SDBM Using Conventional
Instruments and Universal Gauge
Instrument
Conventional Instruments
Universal Gauge
Conventional Instruments
Universal Gauge
CI % OBC % Stability
Kg
20
30
Flow mm
Vv %
Vb %
VMA % VFB %
4.44
1142
3.6
5.1
10.43
11.13
56.17
4.7
1798
4.55
2.93
11.23
9.805
70.94
4.1
1315
2.15
6.18
9.61
11.4
46.3
4.2
1370
3.1
4.42
9.98
10.84
54.24
52
TECHNICAL PAPERS
Fig. 7 Marshal Test Result @ 20% & 30% for SDBM Using
Conventional Instrument and UG
Fig. 8 Marshall Test Results @ 20% & 30% CI for SDBM Using
Conventional Instruments and UG
Conclusions
1.
2.
3.
4.
5.
TECHNICAL PAPERS
2.
3.
IS-2386-Part-I, 1964.
4.
IS-2386-Part-III, 1964.
Acknowledgement
5.
6.
7.
REFERENCE
1.
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60
61
62
63
64
65
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70
71
72
73
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OBITUARY
TECHNICAL
PAPERS
The Indian Roads Congress express their profound sorrow on the sad demise of Shri Om Prakash resident
of D-46, Chander Nagar, Opp. Vivek Vihar of Delhi, Ghaziabad. He was an active member of the
Indian Roads Congress.
May his soul rest in peace.
The Indian Roads Congress express their profound sorrow on the sad demise of Shri B. S. Malpe
resident of 20A1, Bhoop Apartments, Khare Town, Dharmpeth, Nagpur. He was an active member of the
Indian Roads Congress.
May his soul rest in peace.
The Indian Roads Congress express their profound sorrow on the sad demise of Shri Shyam Bihari Singh
resident of Riding Road, Sheikhpura, Po. Veterenary College, Patna. He was an active member of the
Indian Roads Congress.
May his soul rest in peace.
The Indian Roads Congress express their profound sorrow on the sad demise of Shri M. B. Gharpuray
resident of 838, Shivaji Nagar, Pune. He was an active member of the Indian Roads Congress.
May his soul rest in peace.
The Indian Roads Congress express their profound sorrow on the sad demise of V. Narayanan resident of
A-D 65, Annangar, Chennai. He was an active member of the Indian Roads Congress.
May his soul rest in peace.
The Indian Roads Congress express their profound sorrow on the sad demise of Shri M. V. Nagaraja
Rao resident of 16th Main, 4th Block, Jayanagar, Bangalore. He was an active member of the
Indian Roads Congress.
May his soul rest in peace
81