June - 2015

The Indian Roads Congress Founded : December 1934
E-mail: secygen.irc@gov.in IRC Website: www.irc.org.in

Volume 43 Number 6 jUNE 2015
Contents ISSN 0376-7256
4-5 From the Editors Desk - Road Transport and Safety Bill, 2014 at a Glance - Way Forward Towards Zero
Road Crash Fatalities Vision
6-11 Announcement for Pt. Nehru Award for 2012, 2013and 2014
Page Technical Papers
12 Development of Need Based Approach for Supply System Planning with an International Review of Urban Transport
K.M. Lakshmana Rao K. Jayasree

19 Limit State of Cracking for Reinforced Concrete Flexural Member as Per IRC:112-2011
Devang Patel
28 A Study on Porous Concrete Mixes for Rigid Pavements
A.U. Ravi Shankar Nitendra Palankar
33 Tender Notice, RO, MORTH, Chhattisgarh

34 Tender Notice, MORTH, New Delhi
35 Tender Notice, NH Circle, PWD, Dehradun
36 Tender Notice, RO, MORTH, Lucknow
Jamnagar House, Shahjahan Road, Kama Koti Marg, Sector 6, R.K. Puram
New Delhi - 110 011 New Delhi - 110 022
Tel : Secretary General: +91 (11) 2338 4543 Tel : Secretary General : +91 (11) 2618 5303
Sectt. : (11) 2338 7140, 2338 6274 Sectt. : (11) 2618 5273, 2617 1548, 2671 6778,
Fax : +91 (11) 2338 1649 2618 5315, 2618 5319, Fax : +91 (11) 2618 3669
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
Edited and Published by Shri S.S. Nahar 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.
From the Editors Desk
ROAD TRANSPORT AND SAFETY BILL, 2014 AT A GLANCE -

WAY FORWARD TOWARDS ZERO ROAD CRASH FATALITIES VISION
S.S. Nahar
Dear Readers,
Govt. of India with the objective of saving two lakh lives in the first five years and to increase national GDP by 4% by improving
safety and efficiency of road transport has introduced the Road Transport and Safety Bill, 2014 in the Parliament in amendment to The
Motor Vehicle Act, 1988. Following are some key initiatives proposed (gist only) in the Bill:
Provision(s)
*The Motor Vehicle Act,
Offence
S. No. Regulation(s) 1988 (existing) Penalty
(Violation)
**The Road Transport and
Safety Bill, 2014(proposed)
Safer Road User
By Notification and traffic Excessive speed
Fine upto Rs 1,000/-
signs (Sec.* 112) (Sec.* 183)
LMV: Fine Rs5,000/- to Rs12,500/- (on 1st offence - varying
ranges);
1. Limits of Speed Fine Rs25,000/-; suspension of license (two weeks to six

Excessive speed
By Notification and traffic (varying ranges)
months) and compulsory training (on subsequent offence)
signs (Secs.** 201, 202, 203) HMV: Fine Rs10,000/- to Rs25,000/- (on 1st offence -
(Sec.** 299)
varying ranges);
Fine @ Rs50,000/-; suspension of license (three weeks to six
months) and compulsory training (on subsequent offence)
On written consent only (Sec.*
Sec.* 189 Imprisonment upto one month or Fine upto Rs500/- or both
189)
Racing and Trials of
2. Fine Rs10,000/- (1st offence); Rs15,000/-
Speed On written consent only
Sec.** 315 (2nd offence); Rs25,000/- (subsequent offence) and
(Sec.** 207)
imprisonment upto two weeks
Imprisonment upto six months or Fine upto Rs2,000/- or both.
Permissible limit [30 mg/
Sec.* 185 If committed within three years, imprisonment upto two years
100 ml of blood (Sec.* 185)]
or Fine upto Rs3,000/- or both
Driving under the
3. influence of alcohol
and drugs Fine Rs15,000/- on repeat upto Rs50,000/-or imprisonment
Permissible limit [30 mg/
Sec.**301 (six months) on repeat upto three years; suspension of license
100 ml of blood (Sec.** 208)]
(six months to one year/cancellation)
Mandatory except turban-

Sec.*179 Fine upto Rs500/-
wearing Sikhs (Sec.* 129)
Wearing protective
4. Mandatory except turban-
Headgear
wearing Sikhs (Secs.** 186 Sec.** 309 Fine Rs2,500/-
& 188)
- - -
Seat belt
5. Mandatory (Secs.** 194, 195
Sec.** 308 Fine Rs5,000/-
& 198)
4 INDIAN HIGHWAYS, jUNE 2015

EDITORIAL
Mandatory Imprisonment upto three months or Fine upto Rs500/- or
Sec.* 181
(Secs.* 3 & 4) both
6. Driving License Mandatory
Fine Rs15,000/- to Rs25,000/- or imprisonment (three
[Secs.** 62 & 63 Sec.**290
months) or both
(automated & unified)]
Fine upto Rs100/- (1st offence) &
Mandatory to obey (Sec.* 119) Sec.* 177
Rs300/- (subsequent offence)
Mandatory Traffic Fine: Rs5,000/- (1st offence);
7.
Signal Rs 10,000/- (2nd offence);
Mandatory to obey Sec.**306
Rs15,000/- (3rd offence) &
one month license suspension and compulsory training
Compensation: Rs50,000/- (on death);
Sec.* 140 Sec.* 140
Rs25,000/- (on permanent disablement)
Liability without fault Fine: Rs 1,00,000/- and imprisonment four years (on death);
8.
in certain cases Secs.** Rs3,00,000/- and imprisonment not less than seven years
302 & 324 (on death of child)
Rs1,00,000/- and imprisonment two years (on injury)
Logistics
By issue of permit Fine: Min. Rs2,000/- + Rs1,000/- per
Sec.* 194
(Secs.* 113, 114 & 115) Tonne excess + offloading charges
9. Limits of Weight Fine: Rs10,000/- (two-wheeler);
By issue of permit
Sec.** 304 Rs25,000/- to Rs 50,000/- (LMV owner/consignor);
(Secs.** 215, 216 & 217)
Rs50,000/- (HMV owner/consignor)
Under notified Rules Fine: Rs1,000/- (1st offence);
Construction and Sec.* 182A
(Secs.* 109, 110 & 111) Rs5,000/- (subsequent offence)
10. Maintenance of
Vehicles As per Code
Sec.** 292 Fine: Rs5,00,000/- or imprisonment of three months or both
(Sec.** 38)
Fine: Rs2,000/-to Rs5,000/- (1st offence);
Mandatory Rs5,000/- to Rs10,000/- +
Sec.* 192
(Secs.* 39, 40 & 41) imprisonment upto one year
11. Vehicle Registration (subsequent offence)
Fine: Rs25,000/- (1st offence);
Mandatory
Sec.** 294 Rs50,000/- (subsequent offence)
(Secs.**85 & 88)
Rs1,00,000/- (delivering without registration)
Insurance
Mandatory Imprisonment upto three months or Fine upto Rs1,000/- or
Sec.* 196
(Sec.* 146) both
12. Insurance Fine: Rs10,000/- (two-wheeler);
Mandatory
Sec.** 305 Rs25,000/- (LMV);
(Sec.** 229)
Rs75,000/- (others)
* Source: e-site :www.tn.gov.in/sta/Mvact1988.pdf

** Source: e-site: www.prsindia.org/downloads/draft-bills/
It is construed that means to realize the desired objective(s) warranted to be preventive in nature being virtually with no side effect.
In pursuance to the spirit of preamble of our constitution and in recognition of indispensable Indian diversified socio-economic
structure, the preventive approach becomes imperative.
We are sincerely looking forward your worthy outlook, if any, a valued substance in our endeavor towards collective wisdom to
identify a sustainable Road Safety Action Plan.
Arise! Awake! and stop not until the goal is reached : Swami Vivekananda
Place : New Delhi (Sajjan Singh Nahar)
Dated : 27th May, 2015 Secretary General
E-mail: secygen.irc@gov.in
INDIAN HIGHWAYS, jUNE 2015 5

Announcement for PT. Nehru Award For 2012
Nominations (in three hard copies alongwith a soft copy on secygen.irc@gov.in) are invited in the
prescribed proforma (Annex-1) for the IRC Pt. Jawaharlal Nehru Birth Centenary Award for the year
2012. The last date for receipt of nominations is 30.09.2015.
1. PREAMBLE
The award has been instituted by the IRC during Pt. Jawaharlal Nehru Birth Centenary Year to
encourage young (age less than 45 years as on 31.05.2013) and upcoming outstanding professionals
engaged in the field of Road Transportation/Highway/Bridge Engineering and related applied/
fundamental fields thereof (herein after, the said field).
2. NATURE OF AWARD
The Award will be in the form of Medal/Citation certificate and will be made for significant and
outstanding contribution in the said field.
3. ELIGIBILITY AND SELECTION OF THE AWARDEE
(i) Any young (age less than 45 years as on 31.05.2013) Engineer/Scientist or any citizen of India
engaged in the said field and a Life Member/Ordinary Member/Student Member/Individual
Associate Member/Associate Member of IRC, who has made conspicuously significant
and outstanding contribution in the said field in India during the preceding 5 years of the
nomination for the award i.e. between 31.5.2008 and 31.5.2013.
(ii) The basis of selection criteria will comprise the significant contribution by way of new innovative
approach or methodology for utilization of indigenously developed new technology/techniques
in resolving statutory issues like environmental related/non-renewable reserve of construction
material(s) and or present day knowledge of physical phenomenon or behaviour of relevance
to the professional approach and or addition, modification or improvement to extant design
made in either of the fields (a) Investigation Methods (b) R&D Management (c) Standardization
(d) Software Development (e) Planning (f) Maintenance (g) Repairs & Rehabilitation
(h) Environment (i) Highway Safety (j) Construction & Management (k) Protective Works
and (l) Traffic Engineering.
4. NOMINATIONS
Nominations shall be proposed duly filled in the prescribed proforma by either of the IRC Council
Member during the year 2015.

ANNEX - 1
PROFORMA FOR PT. NEHRU AWARD
(NOMINATION FOR THE YEAR 2012)
1. Name of the Nominee:

2. Roll. No. as member of IRC and the year since she/he is member of IRC:
3. Discipline under which to be considered:
4. Date of Birth (Attach authenticated Proof):
5. Academic qualifications beginning with Bachelors Degree:
6. Upto date Employment details including positions:
7. (a) Outstanding achievements of the nominee (in about 500 words) during the last 5 years
(i.e. between 31.5.2008 and 31.5.2013) (Attach separate sheet)
(b) Benefit derived/anticipated or measurable impact of the outstanding work/contribution/
achievement.
(c) Assessment by the sponsor about the importance of the contribution (not more than 100
words)
(i) Whether these achievements/contributions have already been recognized for awards by
any other Body. If so, the name of the Body, the name of award and the year of award
may be given.
(ii) Other awards/honours already received including fellowships of professional bodies.
8. Papers published, if any (reprints to be enclosed)/any work worthy to be mentioned in support of
claimed contribution(s).
9. Names & address of three renowned Indian experts in the areas of contribution:
(a)
(b)
(c)
10. Remarks (critical) of sponsoring Council Member in justification of her/his contribution of the
nominee (in about 100 words)
Date: _____________________ Signature _____________________
Place : __________________ Name & Designation of the Sponsor with Seal

(IRC Council Member during the year 2015)

1. PREAMBLE
2. NATURE OF AWARD
4. NOMINATIONS

ANNEX - 1
achievement.
words)
may be given.
(a)
(b)
(c)
Date: _____________________ Signature _____________________


1. PREAMBLE
2. NATURE OF AWARD
4. NOMINATIONS

ANNEX - 1
achievement.
words)
may be given.
(a)
(b)
(c)
Date: _____________________ Signature _____________________


DEVELOPMENT OF NEED BASED APPROACH for SUPPLY SYSTEM PLANNING
WITH AN INTERNATIONAL rEVIEW OF URBAN TRANSPORT
K.M. Lakshmana Rao* and K. Jayasree**
ABSTRACT
This paper presents an international review of urban transportation policies and identifies the gap in the supply system planning.
Demand management, supply system enhancement and system integration are the three core strategies to tackle urban mobility
problems and address functionality issues. An approach to supply system development has been developed from the concept of
demand deconcentration/decentralization.
1 INTRODUCTION scientific approach in the design and of areas for housing, jobs and services.
The problems which arise in planning of road network to improve The policy intention for the National
attempting to meet a given demand the operational performance and Traffic and Transportation Plan
with sustainable transport facility promote functional and hierarchal published in 2000 [NTTP 20001,
indicate that transport policy and connectivity. Ministry of Transport, Public Works
planning are the two principal issues Policy decisions and strategies to and Water Management (TPWWM)]
which need to be addressed. In order solve the urban transport problems are holds similar views on the relationship
to tackle ongoing transport problems not adaptable to the economy and the between urban planning/urban form
- both at the urban and inter - urban existing system. These decisions are and travel and transportation. The
level - such as delay in travel, lack crucial for an economy as they change focus is no longer on the reduction of
of coordinated capacity, demand the urban structure. Since transportation mobility, but on mobility management;
policies seek to encourage the fullest in other words, on finding ways to
concentration, congestion, pollution,
use of existing infrastructure before accommodate the need for travel and
road accidents etc, a great deal of
committing substantial additional transportation while reducing their
attention has recently been paid to
capital investments, an approach to negative impacts, such as pollution
new issues emerging in transport
design the supply system with optimal and risk. Basically, these policies
system analysis. As a consequence,
utilization is attempted. can be divided into two categories:
innovative models/methodologies policies that aim at controlling the
have been geared to create new tools 2 INTERNATIONAL Policy location of activities and policies that
and technologies to cope with these Background aim at improving connections between
spatio - temporal transport changes in An overview of the current activities by different transport modes
transportation system analysis (from International urban transport issues (multi modal transport systems).
both the demand and supply side). and policies are presented below. The
2.2 Singapore Transport Policy
The causes for these problems review offers a critical assessment
of the contemporary efforts made Singapore is one of the successful
are multifold ranging from low
at different scales and in different cities in Asian cities on urban land
operational performance of networks
countries in trying to produce transport transport management. It has vibrant
to irregular land use planning. Major
policies which are politically, socially economy, small land area, large
urban problems consist of large
and environmentally acceptable. population, high demand on peak
number of non conforming land uses
hours and about 31% modal share
and structures resulting from the lag 2.1 Dutch Urban Transport Policy of cars. The review of urban policy
in control of urban design behind Dutch physical and transportation indicates an integrated approach
economic development. Structural planning practice is aimed at reducing based on economic issues (Lim Lan
policies such as well planned transport the growth in car mobility. The Yuan 19972). The solutions suggested
infrastructure expansion, planned spatial mobility policy (1960 - 1990) include supply system enhancement,
deconcentration and comprehensive was aimed to result in shorter travel demand management linking demand
management of land use structure can distances, and an increase in the use utility over a space, alternative urban
help in providing long term solution of public transport and non-motorized structures with decentralization of land
to the urban transport problems but transport modes. The role for spatial use and inter modal coordination.
they require careful coordination of planning in policy from Transportation
Planning Perspective 1979-1995 was 2.3 China Transport Policy
transport policies within a broader
city development strategy. This to reduce the need for travel through The technological advancements in
work focuses on development of a adequate coordination and integration developing country like China resulted
* Professor and Head, Department of Civil Engineering, JNTU College of Engineering, Hyderabad
** Assistant Professor, Department of Civil Engineering, Vasavi College of Engineering, Hyderabad

TECHNICAL PAPERS
in conditions of road congestion, mitigate the urbanization problems/ the existing system and improving
more average travel time, pollution, traffic congestion as new construction the service operations. The current
accidents, confusion of transport of infrastructure generated additional strategies for sustainable development
order, and lower usage rate of road demand. are improvement of existing
area. Supply enhancement measures 2.5 Indonesia Urban Transport infrastructure, traffic management
for addressing these problems Policy control, improvement of transport
included road development covering service quality, promotion of public
Indonesias population is rapidly
6.6 sq.m/person from 2.2 sq.m/person transport and green modes, use of
growing and rapid motorization has led
and functional road development. The new technologies for better service
to dispersed settlement patterns, high
strategies adopted could not succeed and efficiency, regular monitoring
demand for travel, severe and growing
in a congenial urban environment and auditing of land use and
congestion and associated problems
in China due to lack of integrated infrastructure through road user
of safety and pollution. Private car
planning, unbalance in supply and tracking, introduction of ITS with
ownership levels are still low and most
demand, unreasonable hierarchy in need based planning on environment
people depend on public Transport.
transport structure making the transport friendly transportation system (Vadim
The policy statements eventually
policy not adaptable to the system Donchenko 2004).
covered the following; Institutional
(Wen Du 20033). Hence the counter Framework, Land Law, Central 2.7 VietNam Urban Transport
measures included policy decisions and and Local Government Funding, Policy
formulations on supply enhancement, Role of Private Sector, Integrated Vietnam is an Asian country separated
integrated strategies, traffic planning, Land Use and Transport Planning, from China and is influenced by the
equilibrium of supply and demand, Travel demand Management, Traffic Chinese urban planning. The dominant
traffic structure optimization for a Management, Infrastructures, Public mode of transport in urban cities in
sustainable development. Transport, Safety, and Environmental Vietnam is two wheeler traffic (56%)
2.4 Seoul Transport Policy Management and Pollution Control and supply system configuration is
Seouls transportation was focused on (Sutanto Soehodho 19995). On spread over 8% of the total area.
surface trams in 1945 which shifted infrastructure planning side, supply Rapid development has led to traffic
to public transportation after 1960 system enhancement is integrated congestion and inadequate supply.
comprising of rail, bus and taxis. with demand management to meet Key policy suggestions made for
22% of the nations vehicles are the demand. Before undertaking new sustainable development include
concentrated in Seoul with a travel construction, Government has ensured improvement of traffic management
demand of 2.3 million vehicles per the fullest use of existing infrastructure. strategies, public transport, supply
day having 20.2% of roads in city The overall transportation plan is system enhancement providing road
area. The Seoul transport policy has framed based on the road hierarchy network of 300 m/1000 people and
been changing over last decades as study. A road hierarchy review is providing adequate infrastructure
carried out for each city, to identify facilities to cyclists and pedestrians
the traffic environment has changed.
shortcomings in the functional road (Luu Duc Hai 2003).
Prime directions of the transport policy
network. The country planning on 2.8 Australian Urban Transport
(2000) are improvement of public
infrastructure is based on road utility Policy
transport, effective control on private
with a lead to enhancement of system
cars, expansion of infrastructure Australian cities are low density
coordination.
through circular and radial cities with high car ownership rates
expressway construction, introduction 2.6 Russian Urban Transport and high trip lengths in the world.
of Intelligent Transport Systems Policy The car dependency is about 95% in
(ITS), integration and coordination Russias urban population contributes urban areas and public transport is
of transportation systems and to 73.3% of the total nations less which makes the entire system
encouraging green travel modes population and the capital of Russian having less access to economic and
(Gyenchul Kim and Jeewook Rim Federation, Moscow is reckoned to social activity. Moreover the land use
20004). The policies are directed be one of the 12 biggest cities in the planning has assumed car dependence
towards balanced application of world. Urbanization has stopped and the prevailing taxation policies
demand management and supply since 1980s and the focus of encourage car ownership. Hence
management strategies. However, transportation policy has shifted from policies and strategies were directed
the latter independently could not meeting the demand to maintaining towards improvement in access by

TECHNICAL PAPERS
public transport service. The policy Planning, 20043). In the 1950s and support and promote these choices by
responses include funding strategies 1960s, the first transport planning ensuring that new ways of paying for
for enhancing public transport utility, strategies were developed aiming at road use make practical options. The
development of transport infrastructure promoting use of the car through new strategy charts a course over the next
to improve access, monitoring the road construction and improvements 30 years by enhancing the capacity of
operations etc in the interest of social to existing congested pockets in the road networks, introducing ITS
advantage (Graham Curie 20091). road network based on future traffic and adopting demand management
2.9 United States Transport Policy prediction and policy measures. By strategies by road pricing, carpooling
the mid-1970s, a new system of etc.
US transportation poses heavy chronic
transport planning was introduced
congestion to 90% of the road users 2.11 German Transport, Land Use
which made local authorities and Taxation Policies
who travel to work by car inspite of
recognize other factors such as the
low population density. Forty five Germany adopts a five folded
environment, land use and social
percent of the users have no public policy for transport sustainability
equality in access to transport. The
transportation service options and in Germany (Eco-Logica 20094).
1980s was a decade of changing
the congestion delays in metropolitan Taxes and restrictions on car use,
policies with increasing public
areas add upto more than 4 billion provision of high-quality, and
awareness of environmental issues,
person hours to lost time each year. well-coordinated public transport
and this is probably linked with the
1938 - 1956 was an era of enhancing services, improvement of
final few first-generation motor
the supply system by constructing infrastructure for non-motorized
ways. In 1989, National Road Traffic
new roads and highways. From travel, compact, mixed-use
Forecasts predicted a 142% growth in
1991, focus has shifted to public development, discouragement of
traffic levels between 1989 and 2025
transport development and demand low-density suburban sprawl.
which initiated the policy change
management strategies through 2.12 Europe Transport Policy
to alternate route development and
congestion pricing. US Transport
improve the existing supply system. European countries are facing a
Policy (2009) is directed to preserving
In 1994 UK Strategy for Sustainable decreasing trend of mass transport
and enhancing the infrastructure
Development and Planning Policy utility from 60 - 70% to 20 - 25% with
and systems that already exist. The
Guidance Note 13 were released 98% of transport depending on oil.
transportation system is centered
addressing integrated transport and Transport policies were made in 1995,
over Economic Growth, Connectivity,
land-use planning. In 2000, the 2001 and 2005. Policies in 1995 and
Metropolitan Accessibility, Energy
ten-year plan was published with 2001 were focused on infrastructure
Security and Environmental
anti-car and anti-motorist label and requirements for improved mobility
Protection, Safety. The federal
there was a shift in policy back, to and integration of system. European
programs are focused on ensuring
include road construction. The latest Policy (1994) striked a balance
connectivity, preserve existing
policy change was made in 2004 between economic development and
metropolitan systems through
which provides a balanced approach the quality and safety demands made
maintenance and improving
in relieving congestion and provides by society in order to develop a
accessibility, expand the supply
the strategy for the networks till 2030. modern, sustainable transport
capacity in metropolitan areas
The policy aims to improve safety system for 2010. Main strategies
(National Transportation Policy
in the network, deliver promptly were intermodal coordination,
Project NTPP 20092). Mobility and
additional road capacity where it corridor improvement, new demand
Accessibility in the network is treated
is justified - balancing the needs of management strategies, use of green
as a function of connectivity with
motorists and other road users with technologies and effective transport
user based conceptualization in US
wider concerns about the impact management strategies. The major
transport policy.
on the environment, including problems which were prevailing even
2.10 United Kingdom (UK) Urban the landscape; achieve greater after the policy initiations in 2001
Transport Policy performance out of the road network were congestion, safety, pollution,
UK is the fourth largest economy in through improved management; lack of functional infrastructure,
the world where the link between facilitate smarter individual public transport etc. A European
traffic growth and economic growth choices about the trips, giving Union National Transportation
has weakened in recent years (UK people alternatives to use their car, policy was framed for 2006 - 2025
Transport Department Policy and particularly for short journeys; and (National Transport Policy for 2006-

TECHNICAL PAPERS
20255, Ministry of Infrastructure, 3.1 Jawaharlal Nehru National at the city level, for the planning,
European Union, 2006) from social, Urban Renewal Mission development, operation, management
economic, spatial and ecological (JNNURM) 2005 and coordination of urban transport
aspects for a sustainable development Jawaharlal Nehru National Urban systems.
with substantial improvement of the Renewal Mission (JNNURM) 2005 3.3 The 11th Five Year Plan on
quality of transport system. The main aims at encouraging reforms and Urban Transport by Planning
strategies for 2006 policy were fast track planned development of Commission (2007 - 2012)
improvement in accessibility, identified cities with a focus on
efficiency and transport quality, Working Group for the 11th Five Year
efficiency in urban infrastructure Plan on Urban Transport, constituted
development of integrated transport and service delivery mechanisms,
system, enhancing safety and by the Planning Commission of
community participation and the Government of India in 2006
reducing the negative impact of accountability of Urban Local Bodies
transport on the environment and proposed an integrated land use and
towards citizens. Redevelopment transportation planning with land
conditions of living. Majority of inner (old) city areas including
of the strategies for mobility use and transport interventions. The
improvement were on supply system
widening of narrow streets, shifting 11th plan has identified the need of
of industrial and commercial effective road network planning in a
with enhancement implementation
establishments from non-conforming systematic and hierarchical manner
requisites through functional corridors
(inner city) areas to conforming (outer which should aim at a topology
development, alternative path
city) areas to reduce congestion, that provides alternative routes
development, better use of existing
urban transportation including roads, of movement. The guidelines for
infrastructure and traffic management.
highways, expressways, Mass Rapid promoting a hierarchical road network
3 National Policies and Transit Systems, and metro projects; system were based on the population
Initiatives Parking lots and spaces on Public - of the urban area.
Indias urban population is 30% of Private participation basis are some of
3.4 Traffic and Transportation
its total population with only 16% of the key areas of JNNURM.
Policy and Strategy Studies for
road network in developed cities and 3.2 National Urban Transport Urban Areas in 2008
meeting the demand is the challenge Policy - India (NUTP,
many Indian cities are facing. Public Traffic and Transportation Policies
Government of India 2006) and Strategies in Urban Areas in
transport systems have not been
National Urban Transport Policy was India was conducted in 2008 to
able to solve the urban transportation
approved in 2006 to help in addressing update the transportation information
problems due to increase in
the unprecedented increase in transport and projections made from the
personalized mode of transport and
problems that the major cities in previous study in 1998 and review
Intermediate para transit. The aspects
of an urban transport policy have the country are facing. It focuses on NUTP 2006. As a part of the study,
been articulated by a number of the development, construction and several performance evaluators were
committees and expert groups. operation of better transport systems/ developed such as accessibility index,
Important amongst them are the facilities to encourage public transport congestion index, walk ability index,
recommendations of the Metropolitan and improve access of business to city bus supply index, safety index,
Transport Team (1970), the National markets and the various factors of para- transit index, slow moving
Transport Policy Committee (1980), production. The major thrust areas vehicle index, on-street parking
the study group on Alternative included integrated planning, a interference index and transport
Systems of Urban Transport (1987), rational share between public and performance index. Small and
the Steering Committee of Transport private modes, choice of appropriate medium cities are planned for smooth
(1988) and National Commission and relevant technology for public and safe traffic flow by ensuring
on Urbanization (1988). They have transport systems, optimal use and travel by non-motorized modes,
all noted the growing urban travel management of available resources improvement/development of urban
demand, stressed its importance for (road network and operating systems), roads, traffic management measures,
the overall development and identified restructuring of monetary and fiscal implementation of bus transport along
a number of policies and programmes policies to encourage and promote major corridors for cities without
for its development. Some of the urban transport and establishment public transport currently and
major urban transport initiatives are of institutional arrangements, at all augmentation of bus services for cities
presented below: levels of governance, particularly having PT in the next 20 years.

TECHNICAL PAPERS
3.5 Smart Cities Concept health care; attract investments; 5 Approach To Demand
Government of India in 2014 has transparent processes that make it Deconcentration
announced an ambitious 100 smart easy to run a commercial activities; Demand - Supply - System are the three
cities programme. State capitals, simple and on line processes for dimensional frames which configure
and many tourist, heritage cities are obtaining approvals, and various the directional growth of urbanization.
expected to witness a rapid upgrade citizen centric services to make An ideal supply system must be
of urban infrastructure and online citizens feel safe. configured to meet the travel demand
services to citizens, enabled by 4 Discussion on Review and incorporate the change of land use
Information Technology. The key of International and and socio - economic characteristics.
features of a Smart City is in the National Urban Trans- The spatial configuration of the
intersect between competitiveness, port Policies key elements of the supply system
Capital and Sustainability. The smart An overview of the understanding of (nodes, links, paths, network) act
cities should be able to provide current National and International as transitional fabric/surface for
good infrastructure such as water, urban transport issues and policies are disseminating and shaping the demand
sanitation, reliable utility services, presented below in the Table 1. profiles over time and space. These
Table 1 Review of International and National Urban Transport Policies transitional entities are often dynamic
in nature and are constantly subjected
S. No. Country/ Core Policy Issues - Supply and Demand
to the change in functionality due
Region
to the process of urbanization. For
1 Dutch Improvement of infrastructure by controlling the activity levels between/ example, a collector street transforms
among nodes
to a sub-arterial/arterial street due to
2 United States Demand - Supply - System Coordination based integrated approaches increase in commercial activity in the
analysed over spatio - temporal frames. Multifaceted objectives configures
and controls the land use permission and infrastructure development area. The non systematic planning and
orientation of the spatial configuration
3 United Social equality, environment and land use are the hallmarks suggestive in
Kingdom framing the urban policy of these entities makes the system to
be non functional and non hierarchical
4 Indonesia Road utility enhancement - Dynamic changes of demand by coordinating
existing infrastructure in an optimal manner posing a low operational performance
of the supply system. Non uniform
5 Germany Compact and mixed use development - micro level land use transportation
planning
spread of demand over the supply
system due to the dynamics involved
6 Europe Demand management with sustainable networks
in the user preferences, trip lengths,
7 China Infrastructure optimization through demand - supply equilibrium trip orientations and existing
8 Singapore Supply system enhancement, Demand management, Integrated urban undefined hierarchy and functionality
planning of the supply system leads to under
9 Seoul System oriented planning - Balanced application of demand management utilization of the supply system and
and supply management strategies non uniform demand responsive
10 Russia System oriented planning with need based development - Performance system. Moreover, constant changes
evaluation and Operational improvements in demand created an imbalance in
11 Vietnam Supply system enhancement with Index/Empirical based planning land use and system characteristics
12 Australia Accessibility as main criteria with demand based planning by policies and vice versa. It is difficult to control
orienting towards social benefits and intermodal coordination the dynamics of user preferences, trip
13 India Integrated transport and land use planning, Systems integration lengths and orientations as it involves
stringent urban policy decisions to the
Majority of the policies address an management and system integration. immediate effect. But hierarchy of
integrated planning approach to Supply system enhancement strategies the supply system can be defined and
solve urban transportation problems include new construction approaches controlled by properly spreading the
with a variety of supply enhancement, and improvement to existing system transitional entities uniformly. This
demand management and system approaches. There are no scientific strategy inherently develops a touch
integration techniques. The strategies approaches framed in the policy stone principle to make demand and
to achieve the policies are varied based guidelines for implementation of these supply in equilibrium by development
on the pace of economic development supply based strategies to enhance the of fractal/self similar transitional
which are well defined for demand supply system capacity. fabric to disseminate the demand and

TECHNICAL PAPERS
deconcentrate it over time and space. the supply system to meet the demand (node, link, path, and network) through
The planning can be done if the supply and b) Demand management to match topological formulations give a lead to
system is assumed as merely a system the supply configurations. The work its evaluation and design. The evaluation
with no defined hierarchy and treating addresses the first strategy to achieve an derives the need for the type of design
the nodes and links as equal demand effective urbanization. The elements of required for the existing development
transfer points. The user preferences supply system configuration are shown patterns. The design of supply system
in the Fig. 1. Conventional practices for involves new infrastructure development
are then imposed on the supply
demand - supply equilibrium focused on planning and existing infrastructure
system to emerge a hierarchical
location of origins, destinations, mode reorientation planning to improve
system of paths and links. This
split, route assignment, purpose of travel, operationality and sustenance among
hierarchical system shall be oriented travel time etc. This approach attempts environment, economy and social
to develop a fractal system. When an analysis with the harmonious demand aspects. Since supply system is often
demand and supply weigh uniformly attainment variables in a network such subjected to under utilization in many
in the equilibrium condition and start as trip intensity in terms of static utility urban areas. The design for the supply
exceeding the break even point leading of nodes and links in a network, dynamic system optimal utility with existing
to uneconomic travel, risk generation traffic flows, trip orientation to signify configuration constraint is formulated
and poor environment conditions, the travel interactions and patterns through a planning framework of
transportation system coordination between the traffic generating nodes, trip network orientation that defines the
with demand and supply can be lengths to signify the user preferences in crucial/critical entities in performance
formulated. travel. of network. Moreover, utilization of
existing infrastructure is important
6 Lead to the Study
than new construction. Hierarchy/
The objective of the study is to develop functionality of the supply system are
a spatial configuration of the supply emerged with the critical components
system that generates equilibrium that derive maximum supply utility
between demand and supply systems. and promotes a fractal spatial structure.
The orientation and planning of the This fractal system reduces travel costs
spatial configuration must accept the in urban areas and hence is necessary
demand uniformly and similarly for to meet the demand. Derived and
maintaining a controlled environment existing supply entities are promoted
in travel. The demand accepting supply as a planning strategy that induces a
entities likes nodes, links, paths and functional and sustainable environment
network must be disseminated uniformly in an urban fabric. The planning strategy
with a self similar characteristic. These for improving the existing functional
demand accepting supply entities would Fig. 1 Elements of Supply System
Orientation supply entities are designed through
be highly functional and hierarchical
prioritization analysis. Moreover, supply
compared to their counter parts in a 7 CONCEPTUAL FRAMEWORK based planning implementation must
supply system due to the morphological The trend of policy sequence consider the improvement of existing
and topological characteristics of the formulations are varied in different functional elements for optimizing the
urban spatial supply system. Identifying development scenarios and traffic existing facilities.
these transitional entities in a supply growths with a more independent and
system (network) and orienting to Planning and Design of functional
parallel formulations of demand-supply- entities of supply systems is considered
match the neighborhood characteristics system in developing and undeveloped
is attempted with an analysis of for the analysis as the topology of
nations and integrated-subset
dynamic demand profiles over the static formulations in developed nations.
functional roads has a more direct
network. The lead is extended from and essential impact on overall travel
The study presents a strategic lead in
the observation that the roads are non mobility of a road network than that of
reducing the supply utility gap that
functional, non hierarchical and treated less functional roads such as local streets
is observed in the sequence of urban
in static form when demand profiles transport policy operations in developed
and also, since the functional network is
are configured on these with variable and developing countries that are in pace
smaller than the whole road network and
trip lengths, trip orientations and trip demonstrates clearer patterns that are
with economic development of urban
intensities over a time and space. To easier to define and identify.
area. Supply based planning involves
achieve demand and supply equilibrium, its characterization/generalization, The policy framework for supply
options that can be formulated fall into evaluation and design. Supply system infrastructure that has been
two categories: a) Configuration of characterization of static entities conceptualized is given in Table 2.

TECHNICAL PAPERS
Table 2 Policy Framework for Supply Infrastructure
S. No. Policy Strategies Implementation Requisites
1 Optimal utilization of existing infrastructure Demand deconcentration and traffic Identification of functional road network
decentralization
2 Demand supply equilibrium a) Fractal urban environment a) Path similarity
b) Uniformity in transitional demand transfer to b) Node similarity
the supply c) Integration of neighborhood networks
3 Operational performance improvement Path utility and functional behavior assessment Path prioritization
8 Conclusion are obtained from the study. These Economic Review, Vol. 42, No. 2,
An approach for spatial planning efficient leads can produce urban pp. 201-8.
and development of urban policy areas with a sustainable transport 2. National Transportation Policy
for addressing urban transportation environment by revitalizing the Project NTTP 2009. Report on
Performance Driven: A New Vision
problems is attempted in the study existing supply system to meet the for US Transport Policy. Bipartisan
from system wide perspective taking demand. The research provides a Policy Centre.
account static network topology, urban new dimension for the urban 3. UK Transport Department Policy
form and dynamic travel demand. transport policies, the strategies for and Planning, 2004. The Future of
A lead to the urban policy on achieving the objectives and the Transport - a Network for 2030.
demand - supply equilibrium ,
implementation techniques at field 4. Eco-Logica Ltd, 2009. World
fractal form of supply system for Transport Policy and Practise.
level.
demand deconcentration, land use 5. European Transport Policy 1994,
dissemination, integration of REFERENCES European Commission. National
network neighborhoods, immediate 1. Graham Curie 2009. Austra- Transport Policy for 2006 - 2025,
improvement of operational lian Urban Transport and Social Ministry of Infrastructure, European
performance of the supply system Disadvantage. The Australian Union, 2006.

LIMIT STATE OF CRACKING FOR REINFORCED CONCRETE
FLEXURAL MEMBER AS PER IRC:112-2011
Devang Patel*
Synopsis
The Latest Code for Bridge Design, IRC:112-2011 has introduced the Limit State Method of design. Accordingly the member is to be
checked for crack width under serviceability condition. The paper represents the basic theory and phenomenon of the crack width in
the RCC flexural member. The various clauses of the IRC:112-2011 pertaining to Crack width are also discussed. Two approaches for
crack control: 1) Crack width calculations and 2) Crack control without direct calculations are discussed at length. Numerical example
for use of those approaches is also presented.
1 GENERAL occurrence of restrained deformation. amount of reinforcing steel is required

This article pertains to the control of These actions can cause significant in RCC member to control cracking
flexural cracking in reinforced concrete flexural or direct tensile stresses in the under these circumstances. The way
slabs & beams designed in accordance member. Without steel reinforcement, a in which tension reinforcement can
with IRC:112-2011. cracked section cannot provide flexural control cracking in a RCC member
Cracking of concrete will occur or tensile restraint to the adjoining subjected to restrained deformation
whenever the tensile strength of concrete segments in a member, and arising from concrete shrinkage is
the concrete is exceeded. This is crack control is impossible. Sufficient illustrated in Fig. 1.
inevitable in normal reinforced-
concrete structures, and once formed,
the cracks will be present for the
remainder of a structures design life. It
should be understood that the cracking
in reinforced concrete member is
not a defect; EN 1992-1-1, Cl. 7.3.1
states that: Cracking is normal in
reinforced concrete structures subject
to bending, shear, torsion or tension
resulting from either direct loading
or restraint to imposed deformation.
However problems may arise when
crack occurs of width that affects the
durability of the structure to render it
unserviceable. Because cracks affect
the serviceability of a structure, the
limit state of excessive crack width Fig. 1 Control of Cracking Caused by Restrained Deformation[1]
needs to be considered in design.
While using high grade reinforcing spacing and bar diameter can have on
In situations when bending is the main
steel (i.e. 500 MPa), this allows the the maximum allowable steel stress,
action effect, flexural cracks will form.
increase in the design yield stress of while still keeping crack widths to an
These cracks appear at the tension
the steel and in turn will allows to acceptable level.
face.
reduce the area of steel required at
Flexure-Shear cracks form in regions 2 CRACK WIDTH LIMITS
the strength limit state. Reducing the
adjacent to the flexural cracks where As a rule, a designer should aim to
amount of steel in a reinforce-concrete
the shear force is more significant.
member, even if it is of higher yield detail a flexural member such that
The flexural shear cracks initiates
strength, will generally increase the tensile strains are distributed over a
from short vertical flexural cracks, but
possibility of serviceability problems large number of narrow cracks rather
become inclined. The cracking occurs
such as cracking. than a small number of wide cracks
when a member under loading tends to
cause flexure. Shrinkage of concrete It is of prime importance for designer in the surface of the concrete. (Refer
or temperature changes may cause the to understand the effect that bar Fig. 1).
* Joint Principal Consultant, Spectrum Techno Consultants P. Ltd, E-mail: devang.patel@spectrumworld.net

TECHNICAL PAPERS
The control of surface cracking is ii) Simplified rules derived directly to develop, and slip between the steel
particularly important in following from the crack width formulae and concrete remains zero.
situations: provide acceptable values of bar The first crack forms at the weakest
- Where surface will be visible, as dia. and bar spacing depending section somewhere in the region
excessive crack widths can give on the maximum stress in the of uniform strain when the tensile
an overall impression of poor steel under service loads. strength of the concrete is reached.
quality.
While designing for flexural cracking This assumes that the tensile
- Can limit the types of floor cov-
in member, estimates of the bending capacity of the bar exceeds that of the
erings that can be successfully
used. moments for the serviceability limit concrete.
state need to be calculated at critical The force in the steel bar equals the
Crack control is also important for
durability where the cracks would sections. applied load, while the concrete is
provide pathways for the ingress of The fundamental principles behind the unstressed at the crack faces. Also,
corrosive substances such as water design approach adopted in IRC:112 slip occurs and bond stress, occurs
into reinforcement. are as follows: between the concrete and the steel
The design rules contained in i) A minimum amount of bonded bar over a transfer length, ltr, each
IRC:112-2011 for flexural elements reinforcement is required. side of the crack. It is by bond that
are intended to control the width of stress is transferred into the concrete.
ii) Yielding of the reinforcement
both of these types of cracks. Depending on the overall length
must not occur during crack
IRC:112 allows a tiered approach to of the element in the relation to the
formation.
design : transfer length, other cracks can form
iii) Crack control is achieved by at slightly higher loads.
i) Crack width formulae can
be used to keep crack widths limiting stress in reinforcement
Theoretically, the spacing between
below the design crack width or bar spacing and/or bar
cracks that form adjacent to each other
(refer Table 12.1) diameter.
cannot be less than ltr, and cannot
Table 1 Recommended Values of wmax exceed 2ltr.
(Ref : IRC:112-2011 Table 12.2)
Scr,min = ltr Scr,max = 2ltr
Condition of Exposure as RCC & PSC Members PSC Members with
Finally, crack width equals the
per Cl. 14.3.1 with Un-Bonded Tendons Bonded Tendons
elongation of the steel between two
Quasi-permanent load Frequent load combination
adjacent cracks less the elongation of
combination
the concrete, and can be written as
mm mm
below.
Moderate 0.3 0.2
wk = Scr,max (sm cm)
Severe 0.3 0.2
wk is the design crack width
Very Severe and Extreme 0.2 0.2 and decompression
sm & cm are the mean steel and concrete
3 CLASSICAL THEORY stains over the transition length ltr.
4 MINIMUM REINFORCEMENT
(Cl. 12.3.3, IRC:112-2011)
IRC:112 requires that a minimum
area of bonded reinforcement must be
provided in beams and slabs subjected
to restrained deformation where a
Fig. 2 Cracking in Tension[1]
state of tension is induced. The
steel must not yield while the
Consider the behaviour of a reinforced When the bar is loaded in tension, cracks develop. If the steel yields,
concrete tension element with a some bond breakdown occurs deformation will become
longitudinal reinforcing bar placed between the bar and the concrete near concentrated at the crack where
concentrically in its cross-section and the ends of the element. Further, a yielding is occurring, and this will
loaded at each end by a known force. uniform strain distribution is assumed inevitably invalidate the formulae.

TECHNICAL PAPERS
The equation for calculating this fct.eff = is the mean value of the tensile k1 = is a co-efficient considering the
minimum area has been derived strength of the concrete effective effects of axial forces on the stress
assuming equilibrium between the at the time when the cracks may distribution:
tensile forces in the steel and the first be expected to occur.
= 1.5 if NED is a compressive
concrete.
= fctm or lower, (fctm(t)), if cracking force
is expected earlier than 28 days.
= 2h*/(3h) if NED is a tensile force
In calculating the minimum
Eq... 12.1, h* = h for h < 1.0 m
reinforcement to cater for shrinkage
IRC:112-2011 = 1.0 m for h 1.0 m
fct,eff should be taken as the greater of
As,min = the minimum area of 2.9 MPa or fctm(t).
reinforcing steel within the Fcr = is the absolute value of the tensile
tensile zone. Act = The area of concrete within force within the flange just prior
kc = is a coefficient which tensile zone. The tensile zone to cracking due to the cracking
takes account of the stress should be taken as that part of the moment calculated with fct,eff
distribution within the concrete section which is 5 CALCULATION OF CRACK
section just prior to calculated to be in tension just WIDTH
cracking and of the change before the formation of the first
crack. (Cl. 12.3.4, IRC:112-2011)
of the lever arm:
For Pure Tension kc = 1.0 c = is the mean stress of the concrete wk = Scr,max (sm cm)
For bending or bending combined with acting on the part of the section where,
axial forces: under consideration:
wk = the characteristic crack width
- For rectangular sections and webs
sr.max = the maximum crack spacing
of box sections and T-sections:
sm = the mean strain of the reinforce-
NED = is the axial force at the service- ment in the length sr,max under the
ability limit state acting on the relevant combination of loads,
part of the cross-section under including the effect of imposed
Eq... 12.2, consideration (compressive force deformations and taking into
IRC:112-2011 positive). account the effects of tension
- For flanges of box sections and NED should be determined under stiffening.
T-sections: the relevant combination of actions cm = the mean strain in the concrete
considering the characteristic in the length sr,max between
value of prestress and axial forces. cracks.
Eq... 12.3,
IRC:112-2011
k = is the co-efficient which allows
for the effect of non-uniform
self-equilibrating stresses, which
lead to a reduction of restraint
forces.
= 1.0 for webs with h < 300 mm
or flanges with widths less than
300 mm
= 0.65 for webs with h > 800 mm
or flanges with widths greater
than 800 mm
Intermediate values may be
interpolated. Fig. 3 RCC Rectangular Section

TECHNICAL PAPERS
Calculation of sr,max : or The above may also be applied to
where there is no bonded reinforcement flanged beams where either the neutral
a) where bonded reinforcement is
within the tension zone. axis remains in the compression flange
fixed at reasonably close centres (when b is the flange width, or
within the tension zone, Sr.max = 1.3(h x)
remains in the web when the flange is
h = effective depth wholly in tension (where upon b is
spacing 5( c + /2)
x = depth of neutral axis from the the web width).
compression zone.
6 CONTROL OF CRACKING
Depth of Neutral Axis : WITHOUT DIRECT CALCULATION
(Cl. 12.3.6, IRC:112-2011)
Eq... 12.8,
IRC:112-2011 To simplify the calculations of
controlling the crack width, the
where,
The second moment of area of the rules given in section 12.3.4 of
c = the cover to the longitudinal cracked section, in steel units, is IRC:112-2011 may be presented in
reinforcement derived from the cross section shown tabular form by restricting the bar
in Fig. 4 below. diameter or spacing.
k1 = a co-efficient which takes
Table 12.2 of IRC:112-2011 gives
account of the bond properties of
maximum bar diameter subjected to
the bonded reinforcement. different stress levels of steel under
= 0.8 for high bond bars relevant combination of load for which
crack width is to be controlled.
= 1.6 for bars with an effectively Table 12.2 Maximum Bar Diameter
plain surface (e.g. Prestressing s for Crack Control
Tendons)
Steel Stress Max. Bar Size (mm)
k2 = a coefficient which takes account (MPa)
wk = 0.3 wk = 0.2
of the distribution of strain: mm mm
160 32 25
= 0.5 for bending
200 25 16
= 1.0 for pure tension 240 16 12
For the cases of eccentric tension or 280 12 -

Fig. 4
for local areas, intermediate values 320 10 -
of k2 should be used which may be The Elastic Section modulus are:
Table 12.3 of IRC:112-2011 gives
calculated from the relation: Concrete : zc = I/dc
maximum spacing of bars.
Steel : zs = I/(d - dc)
The parameters assumed for the values
For a given Moment MED, in those tables are:
where, 1 is the greater and 2 is the The Stresses are :
lesser tensile strain at the boundaries c = 40 mm, fct,eff = 2.8 MPa, hcr = 0.5,
of the section considered, assessed on Concrete : (h-d) = 0.1h, k1 = 0.8, k2 = 0.5 and
the basis of the cracked section. k = 1.0
Table 12.3 Maximum Bar Spacing for
For deformed bar associated with pure for Crack Control
bending: Steel :
Steel Stress Max. Bar Spacing (mm)
(MPa)
wk = 0.3 mm wk = 0.2 mm
The Strains are :
160 300 200
Eq... 12.11, 200 250 150
Concrete :
IRC:112-2011 240 200 100
b) where spacing of the bonded 280 150 50
reinforcement exceeds 5( c + /2) Steel : 320 100 -

TECHNICAL PAPERS
Fig. 5 Bar Diameter as a Function of Maximum Steel Stress Fig. 6 Maximum Steel Stress as a Function of Bar Spacing
(Table 12.2, IRC:112-2011) (Table 12.3, IRC:112-2011)
Max Steel Stress = (500 - Bar Spacing)/1.25 for wk = 0.3 mm

= (400 - Bar Spacing)/1.25 for wk = 0.2 mm
7 NUMERICAL EXAMPLE
7.1 Crack Width Calculation As Per Irc:112-2011

TECHNICAL PAPERS

TECHNICAL PAPERS
7.2 Control of Cracking without Direct Calculation as per Irc:112-2011

TECHNICAL PAPERS

TECHNICAL PAPERS
8 CONCLUSION serviceability limit state of crack with as Design, Published by Centre for
The design provisions for the crack per requirements laid in IRC:112-2011 Construction Technology Research,
width given in IRC:112-2011 are with direct calculation or without direct Uni. of Western Sydney (August 2000).
more elaborate and needs to be well calculations. 2. Code of Practice for Concrete Bridges
understand in order to design more REFERENCES IRC:112-2011.
serviceable structures. The content of 1. One Steel Reinforcing Guide to 3. Designers Guide to EN-1992-2,
this paper will help to understand the Reinforced Concrete Design: Crack Part 2: Concrete Bridges by C.R. Hendy
basic theory and procedure to design the Control of Slabs: Part 1: AS 3600 and D.A. Smith.

A Study on Porous Concrete Mixes for Rigid Pavements
A.U. Ravi Shankar* and Nitendra Palankar**
ABSTRACT
The prime objective of this research is to investigate the effect of variation of sand and cement content on the porous concrete
properties. Four aggregate gradations are selected by varying the percentage of sand (by volume) in total aggregate. Eleven types of
mixes are used by varying the cement content for these four aggregate gradations. Dry unit weight, porosity, compressive strength,
flexural strength, coefficient of permeability, clogging and abrasion resistance of the porous concrete are tested. The relationships
among the engineering properties of the porous concrete are also discussed. With the increase of sand and cement content in porous
concrete mixes the compressive strength, flexural strength and dry unit weight increases where as the porosity and coefficient of
permeability decreases. The study indicates that clogging of porous concrete mixes resulted in the reduction of permeability. Abrasion
values obtained from the tests are less than the specified values for heavy duty floor tiles.
1 Introduction low strength and durability properties The present study is carried out to
Porous concrete is generally described which limit use of porous concrete determine the effect of variation
as an open-graded material with zero in normal roadways. According of sand and cement content on the
slump value and is composed of to Tennis et al. (2004), the typical porosity, permeability, abrasion
Ordinary Portland Cement (OPC), compressive strength of porous may resistance, effect of clogging and
single sized coarse aggregates, little be in the range 3.5 to 28 N/mm2 with strength of porous concrete mixes.
or no fine aggregates, admixtures and an average value of 17 N/mm2. With The relationships between porosity,
water. Such a hardened composite proper proportioning and compaction, permeability, and strength in porous
consists of interconnected pores of size compressive strength greater than concrete mixes are also discussed.
in the range 2 - 8 mm which facilitates 20 N/mm2 may be achieved (Ghafoori 2 Experimental Investi-
the water to pass through it. The void and Dutta. 1995). gation
content of porous concrete may vary Since the concrete pavements are 2.1 Materials
between 18% to 35% and may achieve designed for a long service life,
Ordinary Portland Cement (OPC)
compressive strengths in the range the durability properties of porous
43 grade tested as per IS:8112-1989
2.8 to 28 N/mm2 (ACI 522R 2006). concrete need to be considered to
specification was used in the present
The use of porous concrete in ensure long term performance. Very investigation. The OPC with a fineness
pavements is associated with certain few research works on the durability 0010 m2/kg and specific gravity of
advantages such as reduction of the properties of porous concrete have 3.11 achieved a compressive strength
volume of direct water runoff from been investigated till date. The of 48.54 MPa when tested.
pavements and enhancement of clogging of the pores is another Single-sized crushed granite coarse
quality of storm water. Several problem associated with porous aggregate of maximum size 12 mm
other advantages of porous concrete concrete. The functionality of the from locally available quarries and
include reduction in the noise, porous concrete is lowered due locally available river sand fine
hydroplaning, improvement of skid to the clogging of dirt and debris aggregate were used in this study.
resistance, preservation of eco- particles which fill the pore network. Coarse aggregate and fine aggregates
system, minimisation of heat island The permeability of the concrete is were tested as per the relevant IS
effect in large cities etc (Tennis et al. severely affected due to clogging. specification IS:2386 (part III, IV)-
2004). However, the porous concrete However, studies conducted by Tennis 1963 and the results are tabulated in
has several disadvantages such as et al. (2004) have indicated that Table 1. The sieve analysis results
frequent maintenance in order to the porosity of the clogged porous of coarse and fine aggregates are
remove the clogged material in the concrete can be restored with use tabulated along with the requirement
voids to restore the permeability and of pressure washing nearly to new of IS codes (IS:383-1970) in Table 2.
also possible contamination of ground conditions. The main objective of The Conplast SP430 super-plasticizers
water depending on soil conditions the study is to evaluate and improve was used to obtain good workability
(Wang et al. 2006). One of the main the strength of porous concrete by due to low water-cement ratios of
drawbacks of porous concrete is the varying sand and cement content. mixes.
* Professor, E-mail: aurshankar@gmail.com, ** Research Scholar, E-mail: nitendrapalankar@gmail.com, Dept. of Civil Engineering,
National Institute of Technology, Surathkal, Srinivasnagar, Karnataka

TECHNICAL PAPERS
Table 1 Properties of Coarse Aggregate 2.3 Porosity
S. No. Test Coarse Aggregates Fine aggregates The porosity of porous concrete
1 Specific Gravity 2.68 2.61 was determined by calculating the
2 Bulk Density
difference in weight between the dry
a) Dry loose 1416kg/m3 1435 kg/m3
b) Dry rodded 1548 kg/m3 1706 kg/m3 samples and submerged under water
3 Water absorption, % 0.5 0.8 sample for cube specimens of size
4 Aggregate crushing value, % 27.6 - 100 mm and using Eq.1 (Montes et al.
5 Los angeles abrasion value, % 21.3 - 2005).
6 Aggregate impact value, % 28.1 -
WD WS
Table 2 Sieve Analysis of Fine Aggregate
P= [1 ( )]100 ... (1)
IS Sieve Percentage Grading for Percentage Grading for Single Sized Aggregate of w VT
Size Passing (%) Zone III Passing (%) Nominal Size 10 mm
Fine Agregates Coarse Aggregates
Where, P = porosity of specimen
12.5 100 100 100 100
10 mm 100 100 87.6 85-100
(%); WD = dry mass of specimen (g);
4.75 mm 100 90-100 1.9 0-20 Ws = submerged mass of specimen (g);
2.36 mm 98.7 85-100 0.4 0-5 VT = total volume of specimen (cm3);
1.18 mm 91.5 75-100 - - w = density of water (g/cm3).
600 66.5 60-79 - -
300 7.6 12-40 - -
2.4 Permeability
150 1.4 0-10 - - The falling head permeability setup
2.2 Mix Design of (100x100x500) mm were cast and was used to determine the
The concrete mix design is based tested to determine the flexural strength. permeability of the porous concrete
on the guidelines recommended by The cylindrical specimens of 100 mm mixes. A specimen of length 100 mm
IS:10262:2009. Four fine aggregate in diameter and 200 mm in height were was prepared by cutting the top and
gradations were used by varying cast and tested for permeability and bottom sections of cylinder of size
percentage of sand by volume in total clogging. The specimens of size 200 mm length x l00 mm diameter.
aggregate at 10% 15%, 20% and 25%. (70x70x25) mm thick were cast for
The circumferential sides of the
Eleven types of mixes were used by abrasion resistance test. Cube specimens
specimen were coated with thin layer
varying the cement content for these were prepared by tamping 25 times
with tamping rod in three layers as per of paraffin wax in order to avoid
four aggregate gradations, keeping
constant water-cement ratio of 0.35. IS:516-1959. Cylinders were prepared leakage of water through the sides
The concrete mix proportions used by tamping 30 times with tamping rod of the specimen. Paraffin wax was
are summarized in Table 3. In order in four layers. Beams were prepared carefully applied on the specimen
to evaluate various properties of by tamping 25 times with square preventing the clogging of voids with
porous concrete mixes, cube plate in three layers. All the samples wax in the specimen. When the water
specimens of size 100 mm were were subsequently de-moulded after is allowed to drain out of the sample,
tested for compressive strength, dry 24 hours and placed in water tank
time required for the water level to fall
density and porosity. Beam specimens for curing.
from one level to another level in the
Table 3 Details of Mix Proportions calibrated tube was noted down. Three
Mix Cement Coarse Aggregate Sand Water Super Plasticizer % of Sand by Volume of different water levels were selected
(kg/m3) (kg/m3) (kg/m3) (kg/m3) (kg/m3) Total Aggregate
A 250 1524 165 87.5 2.50 10
and for each water level six readings
B 275 1483 160 96.2 2.75 10
were recorded. The coefficient of
C 300 1443 156 105.0 3.00 10 permeability (k) was determined using
D 250 1439 247 87.5 2.50 15 Eq.2 for each reading. The average
E 275 1401 241 96.2 2.75 15 value at different water heights
F 300 1362 234 105.0 3.00 15 was determined as coefficient of
G 250 1355 330 87.5 2.50 20 permeability of sample.
H 275 1318 321 96.2 2.75 20
I 300 1283 312 105.0 3.00 20 aL h1
k= log e ... 2
J 250 1270 412 87.5 2.50 25
At h2
K 275 1236 401 96.2 2.75 25

TECHNICAL PAPERS
Where, k = coefficient of permeability tested after 28 days of curing on specimen (g); V1 = initial volume of
(cm/s); a = cross sectional area specimen of size (70x70x25) mm. specimen (mm3); A= surface area of
of standpipe (cm2); L = length of After the completion of test, the value specimen (mm2).
specimen (em); A = cross sectional was checked up with average loss in
area of specimen (cm2); t = time in thickness of specimen obtained by
seconds from hi to h2; hi = initial water Eq.3. Fig. l shows experimental set-up
level (cm); h2 = finial water level for abrasion resistance test.
(cm).
(M1 M 2 )V1
t= ... (3)
2.5 Clogging Test
M1 A
The clogging test was conducted
after the permeability of concrete Where, t = average loss in thickness
samples were measured. The degree of (mm); M1 = initial mass of specimen Fig. 1 Experimental Setup of Abrasion
clogging was evaluated by measuring (g); M2 = final mass of abraded Resistance Test
the change in permeability due to Table 4 Engineering Properties of Porous Concrete
addition of clogging material to Mix Porosity Dry Unit Weight Compressive Strength Flexural Strength Coefficient of
porous concrete. Eight different (%) (kN/m3) (N/mm2) (N/mm2) Permeability (cm/s)
porous concrete mixes (A, B, C, D, E, 7-day 28-day 28-day
F, G and H) were investigated in this A 22.23 18.93 6.5 10.1 1.64 0.2189
study. The test procedure proposed B 19.70 19.64 8.0 12.6 1.93 0.1120
by Joung et al. (2008) was adopted in C 16.56 19.97 9.1 15.5 2.33 0.0818
the present study with minor changes D 19.50 19.80 7.5 12.4 2.14 0.1070
related to specimen geometry and
E 16.27 20.22 8.8 14.5 2.26 0.0853
method of application of clogging
F 14.23 20.56 10.3 17.1 2.8 0.0264
material. Clogging fluid was prepared
by adding 30 g of fine clogging G 13.87 20.20 10.1 16.5 2.56 0.0241
H 12.04 20.87 10.5 17.6 2.73 0.0218
material (sand) per 1 kg water in a
bucket. The clogging fluid was poured I 11.87 21.36 12.6 20.8 3.18 0.0106
into the collar of the test specimen J 11.53 20.75 9.5 16.7 2.69 0.0105
up to its brim, and was then allowed K 10.88 21.06 11.1 18.2 2.93 0.0063
to drain off completely to allow the
3 Results and Discussions strength, the 28-day compressive
clogging material to settle in the pores.
3.1 Engineering Properties of strength increases from 56% to
The procedure was repeated 5 times
Porous Concrete 72% which is almost same as the
in order to ensure proper clogging
The porous concrete test results are conventional concrete. As the
in porous concrete cylinder. Sand percentage of sand by volume in
clogged sample was set in falling- shown in Table 4. Compressive
strength in porous concrete is in total aggregate and cement content
head permeameter and time duration increased the compressive strength,
general lower than conventional
for water level to fall from initial
concrete due to the high porosity. The flexural strength and dry unit weight
level to final level while draining was mix I had the maximum compressive of porous concrete increased where
measured. strength of 20.83 N/mm2 and flexural as the coefficient of permeability and
2.6 Abrasion Resistance Test strength of 3.18 N/mm2 corresponding porosity decreased. The increase in
to the porosity of 11.87%. The mix A sand content in mixes led to increased
The abrasion test was conducted packing within the composite resulting
had the lowest compressive strength
according to the procedure suggested
of 10.17 N/mm2 and flexural strength improvement in the strength of the
in IS:1237-2012, which is used for of 1.64 N/mm2 corresponding to the mixes. The increase in cement content
determination of abrasion resistance highest porosity of 22.23%. The test resulted in stronger bond between
of concrete flooring tiles. Eight results indicate a range of permeability the paste and the aggregates; thus
different porous concrete mixes (A, B, values between 0.2189 cm/s and leading to higher strength. With
C, D, E, F, G and H) were investigated 0.0063 cm/s. While comparing increase in sand content from 20% to
in this study. The specimens were the 7-day and 28-day compressive 25% of total aggregate, no significant

TECHNICAL PAPERS
improvement in the strength is
noticed, however decrease in the
porosity and permeability is observed.
In case of porous concrete, the
interficail transistion zone between
paste and aggregate is relatively
weak and the concrete always fails
at interficail transition zone (Jing and
Guoliang, 2003). Further addition of
sand beyond an optimal limit may not
not have any influence on the strength
parameters as the concrete fails at
the interficail transition zone. The
decrease in porosity and permeability
at higher replacement by sand (25%)
may not be desirable as it would lower Fig. 2 Relationship between Porosity, Permeability and 28-Day Compressive Strength
the functional purpose of porous 3.3 Effect of Clogging Materials on of porous concrete by clogging the
concrete. The sand content of 20% Coefficient of Permeability surface or near-surface region. For
by volume of total aggregates may be The effect of clogging on permeability each cycle of clogging, 30g/1000g
considered optimal content for present of concrete mixes was evaluated for (sand/water) was added for each
study. mixes with permeability more than sample, but not all the 30g is fully
3.2 Relationship Between Com- 0.02 cm/s. Clogging tests confirmed clogged in sample. The amount
pressive Strength, Porosity and that most of clogging material will be of clogged sand inside the sample
Permeability trapped on top of concrete, however, ranges from 2 to 20 g for each
The compressive strength of porous a part of finer sand fraction will be cycle; the rest of the sand was
deposited within concrete, or travel remaining on top of specimen or
concrete decreased linearly as
through the concrete. Denser, less flushed out. Table 5 shows variation
porosity increased as shown in
permeable surface acted like coarse in permeability due to each cycle of
Fig.2 for 28-day compressive
filter, passing small particles but clog. The initial permeability was
strength. As percentage of sand (by
trapping larger ones. This phenomenon found to vary between 0.2189 cm/s
volume) in total aggregate and cement
will affect apparent permeability (mix A) and 0.0218 cm/s (mix H).
content increased, the compressive
Table 5 Variation in Permeability due to Each Cycle of Clog
strength of porous concrete increased
where as the porosity decreased. Clogging Permeability Values at the End of Each Cycle of Clog for Each Mix Tested, cm/s
Cycle
From Fig. 2, it is evident that the A B C D E F G H
coefficient of permeability of porous 0 0.2189 0.1120 0.0818 0.1070 0.0853 0.0264 0.0241 0.0218
concrete mixes increase exponentially 1 0.1852 0.0841 0.0612 0.0813 0.0651 0.0213 0.0194 0.0165
with increase in porosity. The 2 0.1482 0.0642 0.0426 0.0689 0.0523 0.0184 0.0152 0.0142
permeability is increasing rapidly
3 0.1256 0.0512 0.0354 0.0591 0.0436 0.0158 0.0126 0.0125
for voids greater than 15%. The
4 0.1093 0.0468 0.0289 0.0511 0.0385 0.0132 0.0113 0.0106
coefficient of permeability ranges
5 0.1019 0.0446 0.0254 0.0475 0.0359 0.0112 0.0096 0.0092
from 0.0063 cm/s to 0.2189 cm/s
for all the mixes. From Fig. 2 it is Fig. 3 depicts the relationship noticed that percentage decrease in
evident that permeability increases between coefficient of permeability permeability with clogging decreases
as porosity increases and strength and amount of clogging material with increasing the sand content in
decreases. Mixes with porosity added to specimens. With addition concrete. The largest decrease in
between 12% and 17% achieve of clogging material in each cycle, permeability at the end of five cycles
adequate 28-day compressive strength the coefficient of permeability is observed in mix containing 10%
of about 15 N/mm2 or more and a decreased, with the largest decrement sand and cement content of
permeability between 0.02 cm/s and of permeability occurred after first 250 kg/m3. This may be due to higher
0.08 cm/s. clogging cycle. From Fig. 3, it can be porosity in low sand content mixes

TECHNICAL PAPERS
which allow clogging materials lower porosity and small sized sand content in the concrete. The
to accumulate in large pores thus pores with reduced accumulation of maximum decrease in permeabil-
reducing the permeability drastically; materials leading to relatively lower ity at the end of five cycles was
in comparison with mixes containing reduction in permeability. observed to be in mix containing
high sand content with relatively 10% sand and cement content of
250 kg/m3.
3. Abrasion values obtained from
test are less than specified val-
ues for heavy duty floor tiles.
The abrasion resistance was un-
affected by the sand content in
the mixes, however the higher
cement content slightly improved
the abrasion resistance.
References
1. ACI Committee 522 (2006), Pervi-
ous Concrete, 522R-06, American
Concrete Institute, Farmington Hills,
Fig. 3 Relationship between Coefficient of Permeability and Michigan, pp 1- 25.
Amount of Clogging Material Added 2. Ghafoori N. and Dutta S. (1995),
3.4 Abrasion Resistance of Porous mixes. However, it was noticed Laboratory Investigation of
Compacted No-Fines Concrete for
Concrete that the abrasion resistance slightly Paving Materials, Journal of
Table 6 presents the abrasion values improved with the higher cement Materials in Civil Engineering.
for different mixes of porous concrete. content in the mixes. All the values Vol. 7, No.3, pp 183-191.
The average loss in thickness are less than that specified in IS:1237- 3. Jing Y. and Guoliang J. (2003),
calculated as per Eq.6 was found 2012 i.e. for general purpose tiles, Experimental Study on Properties
to be in the range 0.21 to 0.28 mm average wear < 3.5 mm and wear on of Pervious Concrete Materials,
for all the mixes. The effect of individual specimen < 4 mm, while for Cement and Concrete Research,
Vol. 33, pp 381-386.
variation of sand content did not heavy duty floor tiles average wear < 2
have any significant effect on the mm and wear on individual specimen 4. Joung Y. and Grasley Z.C. (2008),
Evaluation and Optimization of
abrasion resistance of porous concrete < 2.5 mm. Durable Pervious Concrete for use
Table 6 Abrasion Values for Different Mixes of Porous Concrete in Urban Areas, Research Report
SWUTC/08/167163-1.
Mix A B C D E F G H
5. Montes F., Valavala S., and Haselbach
Average loss in 0.28 0.23 0.22 0.26 0.22 0.21 0.26 0.21 L.M. (2005), A New Test Method for
thickness (mm) Porosity Measurements of Portland
Cement Pervious Concrete, Journal
4 Conclusions permeability between 0.02 cm/s of ASTM International, Vol.2. No.1.
The following conclusions are drawn and 0.08 cm/s. pp 1-13.
from the present investigation: 2. The studies showed that 6. Tennis P.O., Leming M.L. and
1. With the increase of sand and clogging of porous concrete Akers D.J. (2004), Pervious
mixes resulted in reduction in Concrete Pavements, Special
cement content in porous Publication by Portland Cement
concrete mixes, the compressive permeability. Initial values of
Association and National Ready
strength, flexural strength and dry 0.2189 cm/s (mix A) and 0.0218 Mixed Concrete Association.
unit weight increased, however cm/s (mix H) were reduced to 7. Wang K., Schaefer V.R., Kevern
the coefficient of permeability 0.1019 cm/s and 0.0092 cm/s J.T. and Suleiman, M.T. (2006),
and porosity decreased. Overall, respectively after clogging. The Development of Mix Proportion
results of all concrete mixes clogged permeability values for Functional and Durable Pervious
indicate that mixes with decreased between 53.5% and Concrete, Submitted to Concrete
69%. The percentage decrease in Technology Forum-Focus on
porosity between 12% and 17% Pervious Concrete, National Ready
achieve adequate compressive the permeability with clogging Mix Concrete Association, Nashville,
strength ( 15 N/mm2) and decreases with increasing the TN, pp 23-25.


June - 2015

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

June - 2015

Uploaded by

Copyright:

Available Formats

The Indian Roads Congress Founded : December 1934

E-mail: secygen.irc@gov.in IRC Website: www.irc.org.in

K.M. Lakshmana Rao K. Jayasree

28 A Study on Porous Concrete Mixes for Rigid Pavements

A.U. Ravi Shankar Nitendra Palankar

33 Tender Notice, RO, MORTH, Chhattisgarh

ROAD TRANSPORT AND SAFETY BILL, 2014 AT A GLANCE -

1. Limits of Speed Fine Rs25,000/-; suspension of license (two weeks to six

Mandatory except turban-

4 INDIAN HIGHWAYS, jUNE 2015

* Source: e-site :www.tn.gov.in/sta/Mvact1988.pdf

INDIAN HIGHWAYS, jUNE 2015 5

3. ELIGIBILITY AND SELECTION OF THE AWARDEE

6 INDIAN HIGHWAYS, jUNE 2015

1. Name of the Nominee:

Date: _____________________ Signature _____________________

Place : __________________ Name & Designation of the Sponsor with Seal

INDIAN HIGHWAYS, jUNE 2015 7

3. ELIGIBILITY AND SELECTION OF THE AWARDEE

8 INDIAN HIGHWAYS, jUNE 2015

Date: _____________________ Signature _____________________

Place : __________________ Name & Designation of the Sponsor with Seal

INDIAN HIGHWAYS, jUNE 2015 9

3. ELIGIBILITY AND SELECTION OF THE AWARDEE

10 INDIAN HIGHWAYS, jUNE 2015

Date: _____________________ Signature _____________________

Place : __________________ Name & Designation of the Sponsor with Seal

INDIAN HIGHWAYS, jUNE 2015 11

12 INDIAN HIGHWAYS, jUNE 2015

INDIAN HIGHWAYS, jUNE 2015 13

14 INDIAN HIGHWAYS, jUNE 2015

INDIAN HIGHWAYS, jUNE 2015 15

16 INDIAN HIGHWAYS, jUNE 2015

INDIAN HIGHWAYS, jUNE 2015 17

18 INDIAN HIGHWAYS, jUNE 2015

1 GENERAL occurrence of restrained deformation. amount of reinforcing steel is required

* Joint Principal Consultant, Spectrum Techno Consultants P. Ltd, E-mail: devang.patel@spectrumworld.net

INDIAN HIGHWAYS, jUNE 2015 19

20 INDIAN HIGHWAYS, jUNE 2015

INDIAN HIGHWAYS, jUNE 2015 21

For the cases of eccentric tension or 280 12 -

22 INDIAN HIGHWAYS, jUNE 2015

Max Steel Stress = (500 - Bar Spacing)/1.25 for wk = 0.3 mm

INDIAN HIGHWAYS, jUNE 2015 23

24 INDIAN HIGHWAYS, jUNE 2015

7.2 Control of Cracking without Direct Calculation as per Irc:112-2011

INDIAN HIGHWAYS, jUNE 2015 25

26 INDIAN HIGHWAYS, jUNE 2015

INDIAN HIGHWAYS, jUNE 2015 27

28 INDIAN HIGHWAYS, jUNE 2015

INDIAN HIGHWAYS, jUNE 2015 29

30 INDIAN HIGHWAYS, jUNE 2015

INDIAN HIGHWAYS, jUNE 2015 31

32 INDIAN HIGHWAYS, jUNE 2015

You might also like

Date: _ Signature _

Date: _ Signature _

Date: _ Signature _