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Volume 43 Number 2 February 2015
Contents ISSN 0376-7256
2 From the Editors Desk - Government Initiatives Towards Zero Road Crash Fatalities Vision

Page Technical Papers

3 Use of Construction and Demolition Waste - A Way Forward

Satander Kumar

8 Correction of Tilt in Well No. 5 of Railway Bridge Across River Luna in Odisha : A Case Study

Jagdish Panda

16 MORT&H Circulars
17 Tender Notice, NH Salem
18 Tender Notice, NH Allahabad
19 Tender Notice, MORT&H, NH, Lucknow
20 Tender Notice, MORT&H, NH, Madurai

Jamnagar House, Shahjahan Road, Kama Koti Marg, Sector 6, R.K. Puram
New Delhi - 110 011 New Delhi - 110 022
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Sectt. : (11) 2338 5395, 2338 7140, 2338 4543, 2338 6274 Sectt. : (11) 2618 5273, 2617 1548, 2671 6778,
Fax : +91 (11) 2338 1649 2618 5315, 2618 5319, Fax : +91 (11) 2618 3669

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 From the Editors Desk

Government Initiatives Towards Zero Road

Crash Fatalities Vision

S.S. Nahar
Dear Readers,
Government of India has declared the current decade as the Decade of Innovation for Inclusive
Growth and the U.N. has declared this decade as the Decade of Action for Road Safety 2011-
2020. The focus is now being shifted on the people and services for inclusive growth and the road
safety. Globally, road crashes result in fatalities of 1.3 million a year and India alone accounts for
11 percent of the global road crashes which means one fatality on our roads every four minutes.
The total socio-economic loss due to reported (Police) road accidents [on account of drunken
driving; over speeding; mental stress and fatigueness; excessive VOC (Vehicle Operating Cost)
due to extra wear and tears on bad roads (warrant much higher maintenance) and fuel wastage
(loss of foreign exchequer); stray/wild animals movement across roads; overloading; drivers of
commercial vehicle resulting drug trafficking, communicable diseases etc.] is estimated at 4% of
GDP which indeed anticipated to be nearing double, dubious distinction.
In order to reduce accidents and to achieve ultimate aim of zero road crash fatalities, the following
key initiatives have been taken by the Govt. :
i. Road Transport and Safety Bill, 2014 in amendment to Motor Vehicle Act, 1988 as already
been introduced in the Parliament.
ii. Prompt and appropriate medical care during Golden Hour, and thereby reduce fatalities in
road accidents. A Toll free No. 1033 and 24 x 7 x 365 Call Centre has been setup to receive
reports of accidents, deploy nearest ambulance and alert local police authorities, hospital and
Road Safety Volunteers.
iii. Mandatory Road Safety Audit for externally aided and PPP Road Projects.
iv. Programme on road safety training, education, driving instructions, traffic regulations aware-
ness and improvement of both active and passive vehicle safety features and strict enforcement
of Traffic regulations in State capitals and major cities.
v. Programmes on setting up use-in vehicles Inspection and Maintenance centres.
vi. Support IRC in updating of road safety codes and standards with technical assistance of World
Bank.
I sincerely look forward kind support in its Collective Wisdom to identify a Sustainable Road
Safety Action Plan.

(S.S. Nahar)
Place : New Delhi Secretary General
Dated : 16th January, 2015 E-mail: secgen.rs@gmail.com

2 INDIAN HIGHWAYS, February 2015

 USE OF CONSTRUCTION AND DEMOLITION WASTE A WAY FORWARD
1 INTRODUCTION
Construction and Demolition (C&D)
Waste means any waste generated
during construction, demolition or
re-modeling of any civil structure, such
as buildings, bridges, flyovers, roads,
drainage and laying of services etc. or
associated activities for infrastructure
provision such as, site preparation
by way of digging, leveling, laying
of pipelines, cables etc. Construction
and demolition waste includes, but not
limited to concrete, bricks, tiles, stone,
soil, rubble, plaster, drywall/gypsum
board, wood, plumbing fixtures, non-
hazardous insulating material, plastics,
wall paper, glass, metals (such as steel,
aluminum), asphalt etc. However, C&D
waste shall not include any hazardous
waste as defined under Hazardous
Waste (Management & Handling)
Rules, 1989.C&D waste shall not
include any waste which may have
any chance of getting contaminated
with nuclear waste or exposed to
nuclear radiation. Special care shall be
taken before demolition of any nuclear
establishment.
Construction and Demolition (C&D)
waste is formed during construction
processes at construction sites and in
plants for production of construction
materials. Due to the large quantities
of C&D waste which is produced in
the country, its disposal in landfills
poses a serious environmental
problem. Therefore, attempts have to
be made to separate waste according to
the type of material and subsequently
find possible applications for its reuse.
Proposed hierarchy of techniques
for C&D waste treatment (ZEBAU
GmbH) are given as under:
a) Reduce: C&D waste generation
shall be reduced to minimum if
suitable approved strengthen-
ing techniques are available for
distressed structures. These dis-
tressed buildings and structures
* Scientist (Retd.) Central Road Research Institute, New Delhi
INDIAN HIGHWAYS, February 2015 3
Satander Kumar*
shall be timely monitored to
check the default/deficiencies and
timely remedial measure taken
may reduce the production of
C&D waste.
b) Reuse: The next step may be
how best the C&D waste can be
reused with little or no process-
ing. These C&D wastes are gen-
erally categorized into different
groups. For example, a rejected
concrete girder which showed
minor crack of width slightly
more than the minimum speci-
fied crack width may be utilized
as a passage over small river/
cross drainage for very lightly
trafficked road (after due approv-
al from the designer). Similarly,
railway concrete sleepers and
electric poles may be used for
small hutments; poles for bound-
ary walls, edge restrain blocks
etc. Bigger blocks may be used
in making stone masonry con-
crete blocks for walls, parking
and footpaths etc.
c) Recycle: When it is not possible
to reduce and reuse the damaged
concrete or building components,
these may be crushed and broken
into small pieces and thereafter
processed, staggered and graded
into different sizes so that their
best potential use could be tried/
searched after processing/due
testing or without processing as
per the need.
d) Dispose: When C&D wastes do
not find any use in any of the
Table 1 Composition of C&D Wastes in Germany
Origin Amount (Million
Tonnes)
Road Demolition Waste
Building Demolition Waste
Construction Site Waste
Excavated Material
Total
above three categories, these may
be used either as stabilizing ma-
terial in subgrade improvement/
sub-base or disposed off at suit-
able place or stacked on imper-
meable stable foundation (after
getting due approval of the con-
cerned agencies) by taking care
that these shall not pollute envi-
ronment. For example, ground
material passing 75 micronsieve
or very fine material like bag
filter from bag filter house con-
taining very fine clay or other or-
ganic matter may be disposed off
until these find some suitable use
as compost or in improving prop-
erties of soil. This paper focuses
on practical use of construction
and demolition waste in various
infrastructural activities.
2 RECYCLING OF CONCRETE
FROM C&D WASTES A
GLOBAL REVIEW
2.1 Quantity and Composition of
C&D Wastes
The amount of recycled aggregate, that
can be available for exploitation in a
region, depends upon the total C&D
wastes generated and the proportion
of concrete in the wastes. In the Indian
context, the amount of C&D wastes
generated is estimated to be about
10-12 million tonnes annually (about
350 kg/seconds) or more; perhaps an
underestimate. By way of example,
typical composition of C&D wastes in
Germany is shown in Table 1.
% of Total C&D
Wastes
16.6 7.8
52.1 24.3
4.3 2.1
140.9 65.9
213.9 100
 TECHNICAL PAPERS
2.2 Indian Experiences Project Report for MCD brings out
IL & FS ECOSMART, Construction & the estimated composition of typical
Demolition (C&D) Waste; Collection, demolition wastes generated made by
Transportation and Disposal System, different agencies (Table 2).
Table 2 Estimated C&D Wastes Generated in India
Composition of Typical % of Total C&D Wastes
C&D Waste As per MCD Survey, 2005 Survey by
TIFAC 2004 IL & FS ECOSMART
Soil/Sand/ Gravel 36.0 43.0 31.5
Bitumen 2.0 - -
Metals 5.0 - 0.4
Masonry/Brick 31.0 15.0 59.0
Concrete 23.0 35.0 - Report, TRA 0006 Recycled Concrete
Wood 2.0 - 1.5
Others 1.0 7.0 7.6
Total 100.0 100.0 100.0
2.3 European Experiences 2.4 Recycling of concrete is a
As per Environmental Protection relatively simple process as it involves
Agency (EPA), 2002, Ireland, different breaking, removing, and crushing
types of wastes are designated as existing concrete into a material
separate specification according with a specified size and quality. The
to European Waste Catalogue and quality of concrete with Recycled
Hazardous Waste List. Indeed, Concrete Aggregates (RCA) is very
there are several countries where much dependent on the quality of the
construction materials are being recycled material used. Reinforcing
increasingly judged by their ecological steel and other embedded items, if any,
characteristics and the proportion of are removed by magnet or by any other
recycled aggregate used in concrete suitable method, and care is taken
constructions at present is substantial. to prevent contamination by other
Recycling can take place either at materials that can be troublesome. In
site where the material is sourced, or the case of RCA, the contamination
may be due to asphalt, soil and clay
the material may be transported to a
central recycling facility, where large balls, bearings, chlorides, glass, bricks,
gypsum board, sealants, paper, plaster,
stockpiles may be accumulated. A
typical picture of C&D waste is shown wood, and roofing materials etc.
in Fig. 1. 2.5 Recycled Aggregate (RA) is
produced by crushing some categories
of C&D waste in mobile or stationary
recycling plants. Pictorial views of
these are given in Fig. 2.
2.6 Nearly 95 percent of concrete
rubble is recycled in Japan. Having
achieved such high recycling ratio,
emphasis has shifted from quantity-
oriented to quality-oriented
recycling, to enable RCA to be used
Fig. 1 A Typical Picture of C& D Waste in all types of construction, including
4 INDIAN HIGHWAYS, February 2015
as high strength concrete in new
construction. Japanese Standards and
Regulations have three classes of
recycled aggregate; Class H, Class
M, and Class L. High quality recycled
aggregate (RA-H) is suitable for
structures and segments requiring high
durability and strength. Middle to
low quality recycled aggregate (RA-M
and RA-L), which can be obtained
with minimal cost and energy or
powdery by-products, are suitable for
other applications.
In Japan, JIS has drafted a Technical
Using Recycled Aggregate; to
promote the use of concrete made with
recycled aggregate. Special techniques
are adopted for producing high
quality recycled aggregate (RA-H).
Mechanical scrubbing removes
adhering cement paste. In this
technique, concrete rubbles are
scrubbed by one another in an
eccentric tubular vertical mill or a
screw mill. Fine aggregate is similarly
produced from the recycled aggregate
of smaller sizes. Another technology
is called heated-scrubbing, in which
the concrete rubbles are charged in a
heating furnace and subjected to hot
air to make the cement paste brittle and
weak. It is then scrubbed in a mill to
separate cement paste and aggregate.
2.7 Sakai, Koji - Production of good
quality recycled aggregate generates
a blend of hardened cement powder
and stone powder. Hydrated cement
powder is expected to absorb CO2
by carbonation. If such powder can
be used in cement manufacture or
supplementary cementing material
for concrete, then complete recycling
of demolished concrete is achieved.
Concept of Completely Recyclable
Concrete (CRC) has been propagated
in Japan also. In the cement recovery
type, concrete made of OPC,
limestone aggregate and limestone
sand (limestone is the raw material for
cement manufacture) is crushed.

a) Demolition Site
c) Mobile Recycling Machine
e) Unseparated RA Produced from
Concrete Waste
g) Stationary Recycling Plant with
Separation Equipment
Fig. 2 Pictorial Views of Crushing of C&D waste in Mobile or Stationary Recycling
Plants (*University of Maribor, Faculty of Civil Engineering)
3 INDIAN STUDIES ON USE
OF RECYCLED CONCRETE
AGGREGATES
3.1. In collaboration with the
erstwhile Municipal Corporation
INDIAN HIGHWAYS, February 2015 5
TECHNICAL PAPERS
b) Collection Site
d) Mobile Recycling Machine
f) Stationary Recycling Plant with
Separation Equipment
h)Separated RA produced from Concrete
Waste
of Delhi (MCD), a pilot project at
Burari, Delhi was taken up by IL&FS
Environmental Infrastructure
Services Ltd (IEISL) to demonstrate
the potential of a scientifically managed
process in relation to the collection and
recycling of C&D waste in Delhi. The
pilot project envisages an appropriate
collection mechanism for C&D wastes
generated in the city, its transportation
to the designated processing site,
processing of the waste and reclaiming
of the land by filling up, levelling
and compaction. The C&D waste
processing facility at Burari, West
Delhi has a capacity of 500 T waste
materials per day. The waste collected
consists of 65 -70 percent soil. C& D
waste is being used in making paver
block and in roads.
3.2 As suggested by Mullick,
A.K. the reduction in compressive
strength was 26 percent at 28 days
and 21 percent at 56 days when all
virgin coarse aggregate was replaced
with RCA. The reduction in flexural
strength and split tensile strength were
more (46% and 33% respectively).
At 20 percent replacement level, the
reduction in compressive strength was
4.6 percent at 28 days and 6 percent
at 56 days. It was possible to obtain
75 MPa (28 days), 140 mm slump
concrete with 40 percent replacement
of virgin aggregate with RCA; and 60
MPa (28 days), 80 mm slump concrete
100 percent RCA, which is suitable for
high strength structural applications.
3.3. Dhir and Paine have suggested
that on use of RCA as part or full
replacement of virgin aggregate;
losses in compressive strength up to
15 percent for the same water-cement
ratio have been observed.
3.4. In the CRRI study, V.P. Arora
& Kumar Satander used recycled
concrete aggregate (RCA) from
15 years old concrete slab. From the
durability study and load deflection
& behavior tests conducted showed
that by reducing W/C ratio by 0.02
in case of recycled concrete using

100% recycled coarse aggregates and
100% Natural sand, performance and
durability such recycled concrete is
not affected.
4 SUGGESTED WAY FORWARD
FOR USE OF C&D WASTES
Before using C&D waste, the material
shall be sampled randomly atleast from
nine locations (one sample from one
location) as the variation in quality/
type of C&D waste is large. Specimens
may tested for compressive strength
(IS: 516) under Crushing Testing
Machine (CTM) of 800kN to 200kN
Capacity, or by Nondestructive testing,
i.e. by Ultrasonic Pulse Velocity (UPV)
IS:13311 (Part 1) or Rebound hammer
IS: 13311 (Part 2) (N type for normal
concrete, M type for mass concrete, P
type for plaster). The C&D waste may
be divided into four categories viz.
(a) more than M 35 (b) more than
M 20 (c) more than M 10, (d) less than
M 10. Details of their use are proposed
as under:
(a) Recycled concrete aggregate-
predominantly from demolition
waste concrete: 50% of RCA
mixed with 50% natural coarse
aggregates may be used in
concrete for grade upto M 35 to
be used for drains, kerb stones,
boundary walls or other nonload
bearing structures like crash
barriers etc. In case of using in
RCC, durability test i.e chloride
ion penetration test is required as
per IRC:112 with the concrete mix
proposed. In granular sub base in
road works, similar mix (50%
Recycled Coarse Aggregates
mixed with 50% Coarse Natu-
ral Aggregates) may be used if
required grading and minimum
CBR 30% is achieved (upto
30 msa traffic). For base course
if minimum CBR 80% and
specified gradation is achieved,
6 INDIAN HIGHWAYS, February 2015
TECHNICAL PAPERS
same C&D wastes mixes may be
tried in base course in roads upto
30 msa. The average compressive
strength of demolished concrete
shall be more than M 35.
(b) Recycled aggregate-predomi-
nantly from building demolition
waste including concrete, mason-
ry and bricks 50% of Coarse RA
mixed with 50% Natural coarse
aggregates may be used for
concrete for grade up to M 20
for PCC works in foundation of
drains and kerb stones, rain
chutes etc. This type of C&D
waste may be used in granular
sub base course, if minimum
CBR 30% of C&D waste mixes at
OMC is achieved with or without
stabilization with cementitious
materials as per IRC:SP:89.
In this case, the average
compressive strength of
demolished concrete shall be
more than M 20.
(c) Leftover concrete aggregate.
(Aggregate processed from hard-
ened leftover concrete of known
composition that has not been in
use and has not been contami-
nated in storage; typically from
RMC plants, precast concrete
plants, rebound from shotcrete
applications etc.). 30% of LC
Aggregates mixed with 70%
natural coarse aggregates with
all natural sand may be used
in concrete up to M 10 in PCC
works under kerb stones, rain
chutes etc. In granular sub base
course or drainage layer its use is
possible, if minimum CBR 30%
at OMC of C&D waste alone or
mixed with virgin aggregates is
achieved. Such C&D waste may
also be stabilized for use in sub
base and base course (UCS of
1.75 MPa and 0.8 MPa at 7 day
for stabilized base and sub base
course respectively) using chem-
ical or cementitious stabilizers
as per IRC:SP:89. The average
compressive strength of demol-
ished concrete or C&D waste
shall be more than M 10.
(d ) C&D wastes like bricks, tiles,
geo textiles PVC of sizes less
than 50 mm etc. may be used
for mechanical stabilization of
very poor soils, by adding extra
cementitious materials or com-
mercial stabilizers accredited by
IRC as per IRC:SP:89. The C&D
waste material shall have
gradation as per IRC:SP:89.
Alternatively, it may be used
partly as soil after doing testing
on leachability, durability in
addition to UCS. After
satisfactory trial results, this
type of mixed material may be
used for stabilization of poor soil
alone or by mixing with some
good soils and/or with suitable
additives. The UCS obtained
shall be 0.8 MPa for sub base and
1.75 MPa for base course as per
revised MORTH and IRCSP:89.
Durability requirement as
mentioned in IRC:37 and IRC:SP
89 shall be followed in case of
stabilized base and sub base.
Average compressive strength
of demolished concrete in this
case may be less than M 10.
These C&D wastes shall not be used in
pre-stressed, pre-tensioned and RCC
concrete for super structures and sub
structures: Use of recycled concrete
aggregates in concrete upto M 35 is
being widely used. It is specified in
different International codes also viz.
European (CEN) Practice EN 12620,
UK - BS 8500-2:200628, DIN 4226-
100, DIN 1045

5. CONCLSIONS
The following major conclusions may
be drawn:
(1) Loss in compressive strength up
to maximum 20 percent in case
of concrete made with recycled
concrete aggregate with replace-
ment of natural coarse aggregate
is observed. This may be com-
pensated by adding 50 kg extra
cement (43 Grade OPC) per cubic
meter of concrete (as per IRC:44
or IS:10262) or by reducing
W/C ratio by 0.02 (i.e by adding
extra chemical admixture as per
IS 9103), without any signifi-
cant influence on performance of
concrete. To further makeup the
loss of compressive strength, use
of fly ash, silica fume or ground
INDIAN HIGHWAYS, February 2015 7
TECHNICAL PAPERS
granulated blast furnace slag
may give additional strength by
reacting with lime leached after
hydration in the paste adhered
to RCA or from fresh concrete.
Good textured surface of recycled
concrete aggregate helps in
achieving adequate bond with
this paste.
(2) RCA may be batched in a pre-
wetted and close to a saturated
surface dry (SSD) condition, to
achieve the same workability,
slump, and water-cement ratio
as in conventional concrete, the
paste content or amount of water
reducer generally have to be
increased. Water absorption of
1-2 hours may be beneficial as
per the requirement.
(3) The recycled concrete aggre-
gates or recycled aggregates
may be tried in sub base course
or base course as per IRC:SP:89,
IRC:37 either alone or after
stabilizing with suitable stabi-
lizer.
(4) In order that recycled materials
find acceptance in the construc-
tion industry, comparison of
their characteristics with those
of conventional materials
becomes necessary. It is
absolutely essential to
incorporate these materials
in the Codal practices and
specifications so as to provide
additional confidence building
measures to the field engineers.
 CORRECTION OF TILT IN WELL NO. 5 OF RAILWAY BRIDGE Across
River LunA IN oDISHA : a cASE sTUDY
Jagdish Panda*
1 INTRODUCTION : 3 REQUIREMENT As the weight of caisson increases it
A Bridge is being constructed over Many of the wells with cutting edges will start going down towards the bed
river LUNA (Br. No. 115) with the and curbs were laid on sand islands level. Concreting will be continued till
span arrangement of 13 x 43.846m. in constructed by driving bullahs such a time till caisson is grounded
connection with construction of new supporting walling made by gunny properly over river bed. Well shall be
B.G. Line between Haridaspur and bags filled with sand. In eight cases made to sink due to addition of weight
Paradeep of East Coast Railway. The where the river is deep and current of steining concrete. This procedure
above line is being constructed by a was high, floating steel caissons were will be continued till well foundation
Special Purpose Vehicle formed with resorted to. reaches desired founding level.
the partnership of POSCO, Paradeep The technical requirements for the 4 PRECAUTION DURING
Phosphates, Indian Oil Corporation, steel caissons were as follows SINKING
Paradeep Port, and Railways. The As per the agreement the contractor was
Substructure of Bridge for Luna River
new line is intended to carry minerals to acquaint himself fully of the nature
in perennial and tidal water are to be
from mineral rich areas such as of the substrata likely to be encountered
done with the method of construction of
Sukinda, Keonjhar etc. to Paradeep.
steel caissons in shore and then floating and quote for the appropriate method,
The work is being executed by Rail equipment for sinking of the wells at
them in river for grounding at proper
Vikas Nigam Ltd. Bhubaneswar. the proposed site.
locations of well foundation as shown
The Contractor for the above work
in the drawing. Cutting edge shall be Contractor is advised to do exploratory
is Simplex Infrastructures Limited.
laid over already levelled platform in boring at suitable locations and
Supervision of the work was done by
the fabrication yard. Structural frame additional locations as necessary to be
S.M. Consultancy Bhubaneswar. The
work for curb portion along with outer on the safer side. But soil exploration
alignment of the Railway is virtually
plate and inclined inner plate portion was not conducted to know the cohesive
parallel and close to NH 5A i.e.
shall be fabricated over cutting edges. values of different marine layers of
Chandikhole to Paradeep.
The height of steining fabrication shall clay as well as the differential values
2 SALIENT FEATURES be decided in advance as per the design. in X X and Y Y directions. The
Formation Level : 14.200 M Caisson shall be shifted from levelled caissons for well No. 5 was launched
H. F. L : 8.200 M platform by jacking it and moving it on 09.03.2009 and well sinking was
L.W.L. : 0.654 M
over already laid rails. Caisson is to done on 10.05.2001. The caisson was
be moved by pulling it by ropes and grounded on the bed on 09.06.2009.
Sand island in case of 8
nos of wells and caisson hand winches from fabrication yard On 26.06.2009 sinking was started. It
Type of foundation :
well for 6nos. of wells of over slipway upto water portion. was seen that well No. 5 had started
8 m dia.
Two steel boats will be used one on developing tilt of 1:114 in HDP down
Steining thickness : 2.0 m
either side of steel caisson for pulling and 1:533 in U/S down. Flood came on
Well Cap thickness : 2.0 m
caisson from shore to water portion of 15.07.2009 and there was no activity
Top Plug : 300 mm
river. Caisson will float in water with from 15.07.09 to 21.10.2009.
Type of Single Cell PSC Box cutting edge, curb and some portion of
: On 23.10.2009 it was seen that tilting
Superstructure Girder
steining below water level and balance of well was 1:40 in PDP Down and
Span arrangement : 13 x 43.846 m
portion of steining above water level. 1:84 D/S Down. The river bed was
Length of Bridge : 570 m
All arrangements for such as floating scoured around the Well up to RL
40 mm thick of slab seal buoys, anchors in river bed will be 10.00. Hence there was grip of only
Expansion Joint :
type
made in advance for tying the floating 3.80m. Sinking beyond maximum
Bearings : PTFE
caisson and keeping it in that position. scour level was not ensured prior to
Number of Fixed : 2 nos per span
bearings
Hand winches will be mounted on top onset of monsoon. The well tilted due
Guided : 2 nos per span
of steining in all four directions for to lack of protection on either side
Founding level : 26.00
tying and keeping caisson in proper during the flood. Soil strata found was
Scour Level : 10.00
vertical position during floating sandy clay and hence the cohesive
Super structure : Launching of PSC girder
condition. Concrete will then be placed value of surrounding outer layer of
Velocity of water : 3.5 m/sec
inside steining portion of well caisson. soil was less.
* Former Engineer-in-Chief-cum-Secretary Works Department, Govt. of Odisha.

8 INDIAN HIGHWAYS, February 2015


On 31.10.2009 i.e. after cessation of
flood the tilt was 1:40 HDP side and
1:20 U/s down. Soil Strata was found
to be stiff clay. Sinking was continued
and on 22.01.2010 the tilt was finally
recorded as 1:6.75 in HDP side and
1:5.97 in U/s - Down. The top resultant
shift was recorded to be 2.676m.
Kentledge arrangement was done to
rectify the tilt and shift but there was
no effect.
From the above position of tilt it was
concluded that more than 3 months
were taken for grounding the caisson
after its launching. It was expedient
that sinking was necessarily to be
done so that the well was taken
below scour level before onset of
monsoon. Soundings were recorded
on 18.06.2011 and found that soil
level inside the well was up to the curb
height.
Eccentric load of 53 tons was applied
with a lever arm of 20 m. from the
face of the well which was found to be
inadequate. The purpose was not only
to get it sunk but also to correct the tilt.
In the fear that the tilt will aggravate
the idea was abandoned.
The failure to correct the tilt and shift
can be attributed to following reasons.
a) Not adhering to the pro-
gramme by timely deploy-
ment of adequate resources
so as to reach sinking of the
well below scour level be-
fore onset of monsoon.
b) Not resorting to technical
requirement of soil explora-
tion below bed level even
after encountering prob-
lems. (Fig. 1)
5 ANYALYSIS OF TILTING OF
WELL
The site engineers were asked to carry
out sounding around well No. P-5. The
detail of sounding reveals that all loose
soil around the well had been scoured
by the recent flood. The well was sunk
by caisson method through these loose
strata. As reported by the engineers, the
INDIAN HIGHWAYS, February 2015 9
TECHNICAL PAPERS
well was grounded at the level of RL
(-) 5.50 m and sinking was proceeded
by grabbing the loose material from
the central dredge hole. The strata
apparently had poor lateral stability
and as a result the well continued to
sink in an unsteady manner. The well
titled from one way to another while
sinking through a small depth of 5/6 m
which also took a lot of time. This is
indicative of very poor lateral support.
The fact is that in ensuing flood with
a tidal current of 3.5m/sec the entire
strata around the well was scoured as
shown by the sounding data. This is
the testimony to this phenomenon.
6 REMEDIAL MEASURES
In the above condition it was not
possible to sink the well any further
as the absence of any lateral support
from the fully scoured bed exposed to
strong tidal current can only aggravate
the tilt. Therefore lateral support had to
be improved first before any action is
taken to either sink the well or correct
the tilt.
The total volume of the scoured bowl
up to the bed level has been roughly
calculated as 3030m3. Suction
Dredging was not possible due to
high current. The same was done
by filling sand in the empty cement
bags followed by stitching the open
portion and then dropping the bags in
the surrounding area. Approximately
15,000 sand bags were estimated to
be required to fill the area up to bed
level of (-) 6.00 m surrounding the
P5 well. The calculation is attached
herewith. Required filling of soil
quantity of scoured area was calculated
considering 15% wastage. The sand
was collected at the nearest location of
the shore by Suction Dredger and then
filled into the sand bags before stitching
them and carrying by boat to drop at
the location surrounding the well. To
control the erosion of sand due to tidal
current bamboo porcupines which are
kind of Tetrapods were lowered around
the wells wherever necessary.
After securing the well against lateral
instability, sinking of P5 was taken up.
(Fig. 3)
1.7 SINKING BY CRANE
Since the river is tidal and perennial
with approximate 6.7 m depth of
water a pontoon of size 13.2 m x
13 m x 2.5 m. (depth) was manufactured
at site with 10 mm thick iron plate
welded with 75 mm x 75 mm x 8 mm
angles as stiffeners. The pontoon was
floated unto water by constructing a
jetty with driven bullah piles stacked
with filled up gunny bags at the back
on the left bank of the river. A 75 MT
capacity crane was mounted on the
pontoon. To keep the pontoon steady
and fixed at one position 5 Nos. of
buoys were attached to it with four
numbers of winches of 10 MT capacity
each. The buoys were 1.2 MT each and
mounted on small pontoons of size
2.5 m x 1.5 m x 1.8 m. made of 8 mm
thick iron plates. The well was wound
with 22 mm dia wire ropes around the
external perimeter and fitted to the
crane to tighten and loosen at every
step to correct the tilt and shift. The
well was sunk by grabbing materials
inter alia correcting the tilt and shift.
8 CONFIRMATORY BORING
After the well reached RL
24.50 m. confirmatory boring of sub
soil strata was taken by 100 mm dia
wash boring and taking soil samples
by split spoon thin walled soil sampler.
SPT values were recorded at every
1.5 m. interval starting from R.L. 24.500
to 38.000. The samples collected were
usually found to be silty sand, gravelly
sand, poorly graded sand and sandy
silt. Other parameters like C,f, bulk
density, submerged density were tested
in the laboratory and S.BC of founding
layer at 26.00 was found out.
As per Basic and Applied Soil
Mechanics written by Gopal Ranjan
and A.S.R. Rao Safe Bearing Capacity
with most conservative consideration
with factor of safety was found to be
138.06MT/Sqm which is more than
the designed S.B.C. of 100MT./Sqm.
 TECHNICAL PAPERS

Fig. 1

Fig. 2

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Fig. 3

INDIAN HIGHWAYS, February 2015 11

 TECHNICAL PAPERS

Physical and GEO Technical Properties of Soil

12 INDIAN HIGHWAYS, February 2015

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Remarks : Laboratory Tests are conducted as per BIS specification only

Calculation of Safe Bearing Capacity from

INDIAN HIGHWAYS, February 2015 13

 TECHNICAL PAPERS

Standard Penetration Test

Soil Investigation Data

Site Information
1. Bore Hole No 1 Parameters Values Units
Depth of Sample
2. Df 28.96 m
Collection
Inclination of load to
3. 00
the vertical
Laboratory Investigations
Standard Penetration
Value from Field
1. 50 SPT
Corrections as per Cl.
3.6. of IS 2131:1981
Due to overburden
a) 40.54 SPT
1.80Kg/cm2
b) Due to Dilatancy N 27.77 SPT
Angle of Internal
2. 35.6 Degrees
Friction
3. Void ratio e 0.5
Specific Gravity of
4. G 2.67
Soil
Natural Moisture
5. w 12.69%
Content
6. Bulk Density of Soil b 2.006 gm/cm3
7. Dry Density of Soil d 1.780 gm/cm3
Saturated Density of
8. sat 2.113 gm/cm3 Calculation of Safe Bearing Capacity as Per Eqn 15.59,
Soil
Page No. 498 of Text Book Basic and applied Soil
Submerged Density
9. I 0.001 kg/cm3 Mechanics by Gopal Ranjan & A.S.R. Rao
of Soil
Assumptions qnu = 1/30 [N2 BR'w + 3 (100 + N2) Df Rw]
1. Width of Foundation B 800 cm qnu = Net ultimate bearing capacity in T / m2
Depth of Foundation
2. Df 1796 cm N = average N value corrected 27.77
below Ground Level
for over burdern pressure and for
3. Length of Foundation L 0 cm
dilatancy
4. Shape of Base Circle
5. Depth of Water Table Dw 50 cm B = width of footing = 8 M
Worst Df = depth of footing in m = (if Df 8 m
Effect of Water Table wI 0.500
condition > B, use Df = B) =
6. Factor of Safety for Sand 2.5
Rw and Rw = correction factors 0.5
Calculations for water table = 0.5
Submerged Density of Soil I 0.001 Kg/cm3
qnu = 1/30 [N2 BR'w + 3 (100 + N2) 451.29 T/m2
35.554
D f R w] =
N 3.779
Surcharge Intensity = q = I D/1000 1.80 Kg/cm2 qsafe 180.52 T/m2

14 INDIAN HIGHWAYS, February 2015

 TECHNICAL PAPERS
9 FINAL TILT & SHIFT OF P05 AT LUNA SITE
ON 25.06.2013
Tilt along HDP-PDP - 50 mm (HDP)
Tilt along U/S - D/S - 10 mm (U/S)
Shift towards HDP - 77 mm
Shift towards U/S - 40 mm
Founding Level - ( - ) 26.057 m
Resultant Tilt
y = 35.00
Net Shift at Base towards U/S = 40.00 35.00 = 5 mm
Net Shift at Base towards HDP = 173.00 77.00 = 96 mm
Resultant Shift at Base = = of caission, placing the same over boats, ferrying the boats
96.130 < 200 mm Hence Safe.
SUMP DETAILS
10 PLUGGING OF WELL
Since the S.B.C. calculated from two different methods was
higher than the designed S.B.C of 100T/Sqm and the tilt and
INDIAN HIGHWAYS, February 2015 15
shift were within limits of 1:100 and 150mm the well was
plugged at RL 26.057 on 30.06.2013 by making a bowl
equal to D/6 of the well where D is the external diameter of
the well. Before commencing plugging, all loose materials
from the bottom of the well were removed. Concrete for
the bottom plug was laid by tremie as per the design mix
as mentioned in the drawing and contained 10 percent
more cement than that required for the same mix placed
to cater for underwater concreting. There was a slump of
150 mm to 200 mm.. Admixture was added to the concrete
to impart the required characteristics indicated in the design.
Concrete was pumped from the left bank of the river with
pipes laid over a temporary bridge built upstream from Span
No. 2 to Span No. 5. Concreting was done in one continuous
operation till the dredge hole was filled up to the required
height and there after sounding was taken up to ensure that
the concrete had been laid to the required height and there
was no porosity in concrete. Least disturbance was caused
to the water inside the well while laying concrete in the
bottom plug.
11 CONCLUSION
Time should be very correctly assessed for manufacturing
to the correct position, concreting, unloading from boats
and taking it to the ground level and then sinking. The well
should go deeper than the scour level so that there is perfect
grip of soil around the outer diameter of the well. It should
very much be kept in mind that the bridge being nearer to
the sea the underground soil composition cannot be anything
other than silty sand, sandy silt, marine clay which have
got less cohesive values. On the other hand the particle size
of the bed material being very fine (% passing through I.S
Code sieve 4.75 mm = 99.5% and 75 mic = 10.56%) the
silt factor will be high and thus the scour depth ought to
be less but the discharge of the river being very high due
to its nearness to the outfall into the sea the scour depth is
high. There will definitely be deep scour. This should be
planned much in advance of the oncoming rainy season and
studying the behavior of the river so that the well is taken
below the minimum grip depth so as not to be disturbed
by thrust due to high velocity of the river during flood and
scour thereby.
 Ministry of Road Transport & Highways Circulars

Circulars and Annexures are available on Ministerys Website (www.morth.nic.in) and same are also available in Ministerys Library.

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