IRC Journal December 2022

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DECEMBER, 2022 Volume: 50 § Number: 12 § Total Pages: 76 A view of High Level Bridge built Across Mahanadi River in the
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DECEMBER, 2022 Volume: 50 § Number: 12 § Total Pages: 76
A view of High Level Bridge built Across Mahanadi River in the State of Odisha
https://www.irc.nic.in
INDIAN HIGHWAYS Volume : 50 § Number : 12 § DECEMBER 2022 § ISSN 0376-7256 Indian Roads Congress Founded : On 10th
December, 1934
CONTENTS Ø
From the Editor’s Desk
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Technical Papers Ø
Reasons for Giving Priority to Rigid Pavement for the Upcoming Highway Projects and Cost Comparison Between Flexible and
Rigid Pavement By Venugopalan K V1
User Perception Study on Cost Effective Road Safety Devices and Trafc Signs By Dr. Ammu Gopalakrishnan, S Anand Vijay
Karthik & Mohsinkhan A.U.
32
Notication
42
17
FEEDBACK Suggestion/Observation on editorial and Technical Papers are welcome and may be sent to IRC Secretariat on
Email-indhighways@gmail.com/dd.irc-morth@gov.in
Publisher & Editor: Sanjay Kumar Nirmal, Secretary General, IRC E-mail: secygen.irc@gov.in Headquarter: IRC Bhawan, Kama
Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022. Phone Nos.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership,
Tech. Papers and Indian Highways), 23387759 (Sale), 26185273 (Tech. Committees) No part of this publication may be
reproduced by any means without prior written permission from the Secretary General, IRC. The responsibility of the contents
and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor disclaim
responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors.
The opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of
the Editor or IRC.
Printed at: M/s B. M. Printing & Writing Papers Pvt. Ltd, (H-37, Sector-63, Noida), (UP)
` 20
BRIDGE STRUCTURE: CHALLENGES & WAY FORWARD The road network is, most important system in the transportation
infrastructure of a nation. It helps to sustain commerce in almost every sector of the national economy and is used for both
pleasure and necessity by almost every citizen. Maintaining this system at a high-performance level is vital for public safety,
societal well-being and economic productivity and growth. Bridges comprise signicant and critical discrete links in the road
transportation system. Clearly, the job of managing and maintaining the bridges represents a signicant challenge. The roads,
highways, bridges are lifelines which need to be kept in healthy conditions Bridge structure and its components are being
planned, designed, constructed and maintained in such a way that they could perform adequately and safely during
construction and service life. The design and construction of road bridges require an extensive and through knowledge of the
science and technique involved and necessarily be entrusted only to specially qualied engineers with adequate practical
experience in bridge engineering and capable of ensuring careful execution of work. However, during expected service life of a
bridge, natural or manmade extreme hazardous condition may arise. However, in high seismic zone & hilly areas, most of the
damage to highways & bridge structures are due to landslides and earthquakes. The earthquakes can damage bridges,
tunnels, pavements, and other components of highway infrastructure. A large part of the technical knowledge associated with
bridge engineering today is based on the past failures of bridges. In the past century, bridge engineers learned substantially
from studying historical failures of bridges. The prime causes of bridge failures were considered as deciencies in design,
detailing, construction, maintenance, use of weak materials, and inadequate consideration of external events. Deciency in
design constitutes errors, mistakes, oversight, omission, or conceptual aw that could have taken place during the design
process of the bridge. In addition, several natural hazards like ood, scour, wind, earthquake, landslide, debris ow, storm surge,
sudden breaking are unavoidable and are among the root causes of failures of many bridges. Increase in trafc in recent years
has put more strain on the road infrastructure than it was initially intended for though it is also a fact that bridges and other
structures built in the past are performing more satisfactorily than more recently constructed concrete structures in the same
environment. However, professionals, today, put the blame of lack of durability of structures primarily, on the more corrosive
nature of environment and secondary on poor workmanship in nishing the structures. Whatever may be the causes, many of
theOur
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steel elements and the consequent structural decay and distress. Rehabilitation or strengthening of bridges become necessary
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due to increase in trafc loading, loss of prestress, ageing, weathering or deterioration due to environmental conditions or
construction deciencies. Damages due to external causes like earthquake, oods leading to foundation settlement are to be
addressed. Rehabilitation of bridges is a complex job and needs multi-disciplinary approach for taking various activities such as
investigation, interpretation, analytical studies, sensitivity analysis, formulation of repair/rehabilitation plan and meticulous
implementation during actual execution. An assessment of residual prestress by endoscopy is needed prior to load test. A
review of original design establishing details 4
INDIAN HIGHWAYS
DECEMBER 2022
of as-build structure and carrying out structure analysis for the present day design loads and current design codes. For this
purpose eld investigation, for establishing cause of distress is proceeded by desk study of original design and preliminary
visual inspection. Although thousands of bridges are being constructed every year around the world, only few collapse due
mainly to natural factors (ood, scour, earthquake, landslide, wind, etc.) and human factors (improper design and construction
method, collision, overloading, re, corrosion, overloading, lack of inspection and maintenance, etc.). Some of these
unfortunate incidents result not only in economic loss, but also in loss of human life. Bridge designers try to avoid failures by
analyzing the causes of failures and learning from them. The development of new materials and new and more efcient forms
of substructure and superstructure as well as new technology of construction, leading to longer spans, will obviously require a
more careful consideration of some of the factors mentioned in this paper. It is the responsibility of the engineers and
contractors to acquire the knowledge from every collapse and make sure the next bridge will be safer. Ministry of Road
Transport & Highways launched in 2016 Indian Bridge Management System (IBMS) for carrying out inventory & condition
survey of the existing bridges on National Highways. Under this programme, inventory of 1,72,595 bridges including 3647 major
bridges and 1835 extra long bridges were carried out and rating on their structural strength condition was also carried out. This
data base is the largest of its kind and is very helpful in monitoring, maintenance & rehabilitation of these bridges. Recently
Ministry has issued policy circular on use of Ultra High Performance Fiber Reinforced Concrete (UHPFRC) in design and
construction of structures/Bridges on National Highways. This material is preferable in long span bridges and very long bridges.
(Sanjay Kumar Nirmal) Secretary General, IRC
INDIAN HIGHWAYS
DECEMBER 2022
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15
NEW/REVISED PUBLICATIONS OF IRC S. No. Title of the Document
Price
Packing & Postage
1 Our partners will collect data and use cookies for ad personalization and measurement. Learn how we and our ad partner
IRC:9-2022 “Trafc Census for Non-Urban Roads” (Second Revision)
160.00
30.00
IRC:67-2022 “Code of Practice for Road Signs” (Fourth Revision)
1500.00
40.00
IRC:80-2022 “Typical Designs for Pick-up Bus Stops on Rural (i.e. NonUrban) Highways” (First Revision)
200.00
30.00
IRC:102-2022 “Planning for Bypasses Around Towns” (First Revision)
400.00
30.00
IRC:103-2022 “Guidelines for Pedestrian Facilities” (Second Revision)
700.00
30.00
IRC:131-2022 “Guidelines for Identifying and Treating Blackspots”
600.00
30.00
IRC:134-2022 “Guidelines on Skid Resistance of Pavement Surfacing”
400.00
30.00
IRC:137-2022 “Guidelines on use of Fibre-Reinforced Polymer Bars in Road Projects” (Part 1 : Glass Fibre Reinforced Polymer
Bars)
400.00
30.00
9
IRC:SP:43-2022 “Guidelines on Trafc Management Techniques for Urban Areas” (First Revision)
900.00
30.00
10
IRC:SP:68-2022 “Guidelines for Construction of Roller Compacted Concrete Pavements” (First Revision)
200.00
20.00
11
IRC:SP:129-2022 “Guidelines for the Design and Construction of Roads Using Coir Geotextiles”
400.00
30.00
12
IRC:SP:130-2022 “Guidelines on Design and Installation of Noise Barriers for Roads”
600.00
30.00
13
IRC:SP:131-2022 “Guidelines for Design and Evaluation of Public and Non-Motorised Transport Systems for Sustainability”
600.00
30.00
14
IRC:SP:132-2022 “Guidelines on use of Industrial Wastes for Road Embankment and Subgrade Construction”
800.00
30.00
15
IRC:SP:133-2022”Guidelines on Reducing Carbon Footprint of Road Projects”
400.00
30.00
16
IRC:SP:134-2022 “Guidelines for Assessment of Wave Effects on Bridges”
500.00
30.00
17
IRC:SP:135-2022 “Manual for the Design of Hot Bituminous Mixes”
500.00
30.00
18
Special Report No. 25 “State of the Art: Design of Safer Highways Based on Lessons from Past Earthquakes”
500.00
30.00
Copies of these publications can be obtained from IRC Ofce against cash payment or by sending Demand draft drawn in
favour of “Secretary General, Indian Roads Congress”. For more details, please contact + 91 11 2338 7759, 23384543 and E-mail:
ircsale1934@gmail.com, us2.irc-morth@gov.in These publications can also be ordered through making online payment by
visiting our website www.irc.nic.in. under
the column “Sale of Publication”. 16
INDIAN HIGHWAYS
DECEMBER 2022
TECHNICAL PAPER REASONS FOR GIVING PRIORITY TO RIGID PAVEMENT FOR THE UPCOMING HIGHWAY PROJECTS AND
COST COMPARISON BETWEEN FLEXIBLE AND RIGID PAVEMENT
K V1
ABSTRACT It is well known that the initial cost of construction of Flexible Pavement is less than that of Rigid Pavement
whereas the Life Cycle Cost of Rigid Pavement is less than that of ﬂexible pavement. This paper mainly covers the cost
comparison between Flexible and Rigid Pavement during the construction stage and in the designed service period. It has
been established here with the help of simple cost analysis that the initial cost of Construction of Rigid Pavement is about
27.63% more than that of the Flexible Pavement and the Life Cycle Cost of Rigid Pavement is about 19.00% less than that of the
Flexible Pavement. The necessity of taking required precautions during the Pre-construction stage, Construction stage, Quality
Control stage and Post construction stage of Rigid Pavement are also summarised here.
1.
INTRODUCTION
Flexible pavement has been the preferred choice for the Highway development projects throughout the world because of the
low initial cost as compared to the Rigid pavement. About 86% of Rural highways &78% of Urban roads in the United States and
most of the Runways in the world are of exible type. At the same time superiority of Rigid Pavement is also well recognized by
the world due to the primary advantage of providing a relatively pot hole and maintenance free surface compared to the
exible pavement. Rigid pavement technology has been gaining popularity in India too due to the main advantage of
providing a relatively maintenance free road surface and low Life Cycle Cost. Availability of cement in plenty, scarcity & rising
price of bitumen and Bulk of the crude oil is to be imported from other countries are other reasons for adopting Rigid
Pavement construction in India these days. National Highways Authority of India (NHAI) and Ministry of Road Transport and
Highways (MoRTH) have started giving priority to Concrete Pavement for the highway development projects in India
nowadays. Many segments of National Highways have already been upgraded to concrete pavement and works of rigid
pavement are in progress on various segments of National Highways. Rigid Pavement works on various State
Highways are also in progress under different state Governments for converting the existing Bituminous Pavement to Rigid
Pavement. 2.
STRUCTURAL DIFFERENCES BETWEEN FLEXIBLE AND RIGID PAVEMENT
2.1
Flexible Pavement
In Flexible Pavement wheel load stresses are transmitted to the lower layers by grain-to-grain transfer through the point of
contact in the granular structure and in this type of pavement the deformation of the subgrade is transmitted to subsequent
layers of the pavement. Flexible Pavement consists of embankment/cutting bed, Subgrade, Subbase, Base and wearing coat. In
exible pavement wearing coat is generally constructed with Bituminous mixes of different types like Bituminous Concrete,
Pre-mix carpet, Mix Seal surfacing etc. 2.2
Rigid Pavement
In Rigid Pavement wheel loads are transferred to the subgrade soil by exural strength of the pavement and the pavement
deects very little under loading and acts like a rigid plate. Rigid Pavement structure consists of Embankment/Cutting bed,
Subgrade, Granular Sub Base (GSB), Dry Lean Concrete (DLC) and the Cement Concrete slab of either Plain, Reinforced or Pre-
stressed type. Plain Jointed Cement Concrete (PJCC) slab with
1 President (Construction and Project Management), Dristti Structural Engineering Private Ltd., Nagpur, E-Mail:
venugopalankv@rediffmail.com
INDIAN HIGHWAYS
DECEMBER 2022
17
TECHNICAL PAPER Dowel bar and Tie rods are commonly used even though other types of pavements like RCC pavement and
Prestressed pavements are also used in some projects. The word “Rigid Pavement” is generally used in this paper for PJCC. The
type of concrete used for construction of top slab of Rigid Pavement consists of a concrete layer called Pavement Quality
Concrete (PQC). 3.
COST ANALYSIS OF FLEXIBLE AND RIGID PAVEMENT
Initial construction cost and Life Cycle Cost (LCC) of one kilometre length of four lane highway have been worked out here for
Flexible and Rigid pavements separately. 3.1
Initial Construction Cost of Flexible Pavement
Following data and assumptions are used for calculation of initial cost of construction of exible pavement. i.
ii.
iii.
The typical cross section used for calculation is that of the four-lane pavement resting on embankment as per IRC:SP:84(1). The
carriageway width is of 7.50 meter including kerb shyness, paved shoulders of 1.50 meter width and earthen shoulders of 2.0
meter width on either side of 4.0 meter wide central median. Width and thickness of various layers of Flexible Pavement used
for cost calculation are shown in Fig.1. Thickness of various layers of Flexible pavement are taken from the tables given in the
technical paper prepared by Shri Sanjay Garg having the title “Equivalent Pavement Sections for High Trafcked Indian
Highways” published in the Journal of IRC (2). These Design tables of exible pavement are prepared as per the guidelines of
IRC:37(3). Table. 7B, Option-1 of the technical paper is used here for deriving the crust composition of the Flexible pavement
and the table is reproduced here as Table 1 for ready reference. An average embankment height of one meter is considered for
the purpose of estimate.
iv.
The Rates used for calculation are State Schedule of Rates (SSR) of PWD of the State of Maharashtra for the year 2021-22 ( 4 )
since the state of Maharashtra geographically falls in the middle of subcontinent of India and can represent the whole country.
Common items appearing in both the types of pavements like Culverts, Bridges, Underpasses, ROBs & RUBs, Toll plazas, Bus
Bays, Truck Lay byes, Drainage works, Service Roads, Road Furniture items and miscellaneous items are not taken for
calculation and hence
Our partners cost data
will collect of these
anditems are notfor
use cookies included in the cost estimate.
ad personalization v. Design Life
and measurement. of Flexible
Learn how we Pavement=20 years vi.
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Minimum CBR of the 500 mm thick compacted Subgrade soil considered is 8% respectively. vii. Volume of Air Void considered
in the Bituminous Mix = 4% viii. Voids lled with Bitumen (Vb)=12% ix. E-value of Bituminous Binder layer (DBM)=1700 Mpa x. E-
value of Bituminous Wearing coat (BC)=3000 Mpa xi. Initial trafc at the start of project construction= 4302 Commercial
Vehicles per day (CVPD) xii. Average Annual growth Rate=5% xiii. Construction Period assumed=2 Years xiv. No of commercial
vehicles per day (CVPD) calculated in the year of completion after two years=4742nos. xv. Tyre Pressure=0.8 xvi. Dual wheel
spacing=0.310 mm xvii. Axle Load Spectrum used for Design is given in Table 2 xviii. Overall Effective Vehicle Damage Factor
(VDF) calculated is 4.45 The content of this table is reproduced here from Table-7B of the Technical Paper entitled “Equivalent
Pavement Sections for high trafcked Indian Highways”
Fig.1 Cross Section and Dimensions used for Initial Construction Cost Calculation of Flexible Pavement
18
INDIAN HIGHWAYS
DECEMBER 2022
TECHNICAL PAPER Table 1 Design Table used for Crust Composition of the Flexible Pavement Options/thickness (in mm)
300
300
250
250
-
200
250
250
300
150
150
Aggregate base treated with 2.5% cement
150
Aggregate base treated with 4 % cement, CTB
180
180
160
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-
RAP treated with bitumen
150
SAMI or WMM Layer
100
100
SAMI
DBM Gr. II (26.5 mm)
160
60
70
70
70
70
60
-
50
50
50
170
BC Gr. II (13.2)
50
50
50
50
50
50
50
50
60
Total thickness of bituminous layer, mm
210
160
120
120
120
100
120
160
50
Pavement thickness, mm
660Our partners will collect data and use cookies for ad personalization and measurement. Learn how we and our ad partner
580
520
700
600
510
520
460
280
GSB in mm GSB + 2.5% Cement WMM in mm
BC Gr. I (19 mm)
Table 2 Axle Load Spectrum Data used for the Pavement Design Rear Single Axle with single tyre Load Group (KN)
Rear Tandem Axle
Mid-point Frequency % Load Group Mid-Point Frequency % Load Group Mid-Point of Load of Load (KN) of Load (KN) Group KN)
Group (KN) Group KN) 180
360-380
370
500-530
515
0.64
165-175
170
340-360
350
470-500
485
5.13
155-165
160Our partners will collect data and use cookies for ad personalization and measurement. Learn how we and our ad partner
0
320-340
330
2.02
440-470
455
6.14
145-155
150
0.42
300-320
310
1.01
410-440
425
10.26
135-145
140
0.42
280-300
290
2.02
380-410
395
15.38
125-135
130
260-280
270
13.13
350-380
365
15.38
115-125
120
3.77
240-260
250
15.15
320-350
335
12.82
105-115
110
1.67
220-240
230
11.11
290-320
305
11.54
95-105
100
3.35
200-220
210
9.09
260-290
275
6.41
85-95
90 Our partners will collect data and use cookies for ad personalization and measurement. Learn how we and our ad partner
5.02
180-200
190
4.04a
230-260
245
5.13
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DECEMBER, 2022 Volume: 50 § Number: 12 § Total Pages: 76

From the Editor’s Desk

New/Revised Publications of IRC

(Sanjay Kumar Nirmal) Secretary General, IRC

NEW/REVISED PUBLICATIONS OF IRC S. No. Title of the Document

Packing & Postage

IRC:67-2022 “Code of Practice for Road Signs” (Fourth Revision)

IRC:102-2022 “Planning for Bypasses Around Towns” (First Revision)

IRC:103-2022 “Guidelines for Pedestrian Facilities” (Second Revision)

IRC:131-2022 “Guidelines for Identifying and Treating Blackspots”

IRC:134-2022 “Guidelines on Skid Resistance of Pavement Surfacing”

IRC:SP:130-2022 “Guidelines on Design and Installation of Noise Barriers for Roads”

IRC:SP:133-2022”Guidelines on Reducing Carbon Footprint of Road Projects”

IRC:SP:134-2022 “Guidelines for Assessment of Wave Effects on Bridges”

IRC:SP:135-2022 “Manual for the Design of Hot Bituminous Mixes”

the column “Sale of Publication”. 16

COST ANALYSIS OF FLEXIBLE AND RIGID PAVEMENT

Initial Construction Cost of Flexible Pavement

Aggregate base treated with 2.5% cement

Aggregate base treated with 4 % cement, CTB

RAP treated with bitumen

SAMI or WMM Layer

DBM Gr. II (26.5 mm)

Total thickness of bituminous layer, mm

GSB in mm GSB + 2.5% Cement WMM in mm

BC Gr. I (19 mm)

Rear Tandem Axle

46748 Colby MotorwayHettingermouth, QC T3J 3P0

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