You are on page 1of 72

Delhi Postal Registration No DL-SW-17/4194/16-18

UNDER ‘U’ NUMBER U(SW)-12/2016-2018


At Lodi Road, PSO on dated 28.2.2018 LICENCE TO POST
ISSN 0376-7256 Newspaper Regd. No. 25597/73 WITHOUT PREPAYMENT
DL-SW-17/4194/16-18
INDIAN HIGHWAYS
`20/-
PUBLISHED ON 22 FEBRUARY, 2018
MARCH, 2018
MARCH, 2018

SA INFRASTRUCTURE CONSULTANTS PVT. LTD

About SAICPL
SMART INNOVATIVE INFRA SOLUTIONS - WORKING TOWARDS BETTER TOMORROW

SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
(An ISO 9001-2008 Certified Company)

INDIAN HIGHWAYS
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design. Volume : 46 Number : 3 Total Pages : 72
Sectors

Highways Bridges Waterways Railways Sewage Treatment Plant

Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development
transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support.

Highways : Including Access Controlled Expressway and upgradation of


existing 2/4 Lanes.
Projects
Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection
Report and Conditional Survey.

Metro-Rail Services : Including design of underground and elevated metro


stations, viaducts, architect design of stations and technical services.

Traffic & Transportation and intelligent Transport System - Including


preparation of Urban and Regional Transportation Plans, Land-use
Transport Modeling for Policy Testing and Traffic Predictions. Traffic
Management Plans, Road Safety Audit, Public Transport Planning and
Management.

Urban Infrastructure Development : Including preparation of Plans,


development of townships, infra corridors, water supply, sanitation and
power supply etc. Road Under Tilak Bridge at ITO, New Delhi
Water Resources : Including irrigation Flood Control, Ground water
exploration, Environmental and Social Aspects.

BOT/Annuity : Including project identification, Detailed Survey, Feasibility


Study, Detailed Engineering and Design, Economic and Financial Viability
analysis.

Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh INDIA
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - info@sainfra.com

Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064 https://www.irc.nic.in
Indian Highways
Volume : 46 Number : 3 ● March, 2018 ● ISSN 0376-2756
Indian Roads Congress
Founded : On 10th December, 1934

Contents
 From the Editor's Desk 4-5

 Advertisements 6-9

 IRC Member Honoured with Padma Shri Award 10

 IRC Meetings Schedule 10

Technical Papers

 Soil Stabilisation by Liquid Based Stabiliser 11-22


By A.K. Sinha and V.G. Havanagi

 Benefit Distribution of Road Projects 23-29


By Subir Kumar Podder

 Amendment 30-49

 MoRT&H Circular 50

 Tender Notices 51-70

Publisher & Editor: S.K. Nirmal, Secretary General, IRC


E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)

No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the
Editor disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the
authors. The opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the
Editor or IRC.

Printed at: M/s India Offset Press, New Delhi-110 064 `20
From the Editor's Desk

Railway Level Crossing


Unmanned rail level crossings are traffic hazard in our road system. A person is most likely
to be the fatal victim of a train colliding with them or their vehicle at such level crossings.
Presently there are about 5000 such unmanned level crossings. In the year 2016 at rail
level crossings the accident statistics is given in table below:
Road Accidents and Fatalities at Rail crossings during the year 2016

S. No. Total No. of accidents Person killed Persons injured No. of persons killed/injured
1 3314 1326 2915 4241

For rail crossing accidents, ratio of number of fatalities to number of accidents is 0.4 which
means for every 10 accidents the number of fatalities is 4. Keeping in view high fatalities
rate of railway crossings accidents, Railways are targeting to remove all unmanned level
crossings in one year.
Research, Design and Standards Organization (RDSO) of Ministry of Railways has issued
“Guidelines for Planning of Road Over Bridges BS-112 in May, 2014. ROB/RUB are going
to be on the system for a long time and proper planning of these will not only ensure proper
facility to the road users but also reduce problems to railway operations and maintenance
in future. The guidelines cover various aspects to be considered in the planning: layout
of piers, span length of girders, foundations, sub-structure, girders and skew arrangement
for girders, methods for reducing skew angles (providing square girders, if feasible),
constructing sub structure in skew to railway land boundary , constructing skew bed blocks
and construction of portal across the track. Regarding planning the span of girders, the
stipulation is “As far as possible, girders as per RDSO Standard design shall be adopted
for spans above railway tracks”. Location of pier shall be decided on techno economic
considerations, possibility of current track shifting due to realignment, provision for future
further tracks, to be planned along other structures already constructed on railway land like
pier of other bridges etc. Since this information is available with Railway Authorities so to
be safe it is desirable to locate the pier outside the railway boundary.
On National Highways, the rail level crossings create bottlenecks for smooth movement of
traffic due to frequent gate closures. This results into long que lengths, traffic congestion,
pollution, consequent delays which also results into public discomfort.
Ministry of Road Transport & Highways under the Setu Bhartam Programme has decided
to provide Road Over Bridges (ROBs)/Rail Under Bridges (RUBs) on all railway crossings
on NHs by 2019, depending upon availability of funds. The proposal includes construction
of 208 Road Over Bridges/Road Under Bridges on all level crossings on NHs at a cost of
Rs.20,800 crore. This will reduce accidents by nearly 35%.

4 INDIAN HIGHWAYS│March 2018


From the Editor's Desk

For speedy sanction and execution of the works of ROB/RUB on National Highway
corridors a memorandum of understanding has been signed between Ministry of Road
Transport and Highways and Ministry of Railways. Both the Ministries agreed to expedite
approval of GAD and execution of work(s) through a formal MoU singed in the year
2014. MoRTH/NHAI will replace all level crossings on NH corridors by ROBs/RUBs.
MoRTH/NHAI shall construct complete ROB/RUB (including railway bridge portion) on
NHs at their own cost on single entity basis. Alongwith the construction of ROB, MoRTH/
NHAI shall construct a subway to facilitate movement of pedestrian and vehicular traffic
across the railway track. If Subway is not possible, then suitable foot over Bridge with
ramp should be provided. Ministry of Railways has developed a web based progarmme
for online submission of project proposals for getting expeditious approvals of various
drawings related to ROBs/RUBs within 60 days. Nominated Officers of MORTH/NHAI
or NH Wing of PWD shall fill up details of ROB/RUB proposed to be constructed on this
web based progarmme for expeditious approval of General Arrangement Drawings (GAD)
by Railways. This initiative of Govt. of India has shown good results and so far approval
to about 150 projects have been received.
In the IRC:SP:73 Manual of Specification and Standards for 2 laning of Highways with
paved shoulders, it is mentioned that in case a bridge is to be provided over an existing
level crossing, 4 lane road over bridge shall be constructed. The approach gradient shall
not be steeper than 1 in 40. In case of RUB, full roadway width of the cross road shall be
carried through the vehicular underpass. The lateral clearance shall not be less than 12 m.
In the approaches to ROB Standard Drawings of the bridges of MoRTH are used. There
is a need to update these Standard Drawings issued by the Ministry in light of availability
of steel of Fe 500 and better quality of concrete. The revised drawings will reduce cost of
construction of projects.
Govt. has simplified the procedures for sanction and award of work to a Contractor. Now it
is upto the road/railway engineers to work hard for making the NHs free of level crossings.
When there is political will to replace level crossings by ROB/RUB there is a need to
accept the challenge.

(Sanjay Kumar Nirmal)


Secretary General

INDIAN HIGHWAYS│March 2018 5


Advertisement

6 INDIAN HIGHWAYS│March 2018


Advertisement

INDIAN HIGHWAYS│March 2018 7


Advertisement

8 INDIAN HIGHWAYS│March 2018


Advertisement

INDIAN HIGHWAYS│March 2018 9


IRC Member Honoured with Padma shri Award 2018

On the occasion of 69th Republic Day, Ministry of Home Affairs Government of India announced
Padma Shri Award 2018 to Shri S.S. Rathore, outstanding engineer for his distinguished/
meritorious service of high order in the field of Civil Service/Engineering. Shri Rathore is
presently Chairman and Managing Director, Sardar Sarovar Narmada Nigam Ltd, Gujarat.
He is Past President of Indian Roads Congress in the year 2002-03 & Former Chief Secretary
R&B Department Govt. of Gujarat.
Heartiest Congratulation

IRC Technical Committee Meetings Schedule


for March, 2018
Date Day Time Name of the Committee
09-03-18 Friday 11.00 AM Road Safety and Design Committee (H-7)
10-03-18 Saturday 11.00 AM Rigid Pavement Committee (H-3)
Reduction of Carbon Footprint in Road Construction
10.30 AM
and Environment Committee (G-3)
16-03-18 Friday
11.00 AM Steel and Composite Structures Committee (B-5)

23-03-18 Friday 11.00 AM Maintenance and Rehabilitation Committee (B-8)


10.30 AM Loads and Stresses Committee (B-2)
24-03-18 Saturday
02.30 PM Bearings, Joints and Appurtenances Committee (B-6)
Specialized Bridge Structures including Sealinks
11.00 AM
Committee (B-9)
31-03-18 Saturday
02.30 PM General Design Features Committee (B-1)

10 INDIAN HIGHWAYS│March 2018


Technical Paper

SOIL STABILISATION BY LIQUID BASED STABILISER

A.K. Sinha* V.G. Havanagi*


ABSTRACT
Large road infrastructural development in India is in progress under different national and state programmes
viz. Golden Quadrilateral, North- South/East –West corridors, Pradhan Mantry Gram Sarak Yozna
(PMGSY), Mukhaya Mantry Gram Sarak Yozna (MMGSY). This resulted depleting of natural conventional
road materials. Therefore, there is a need to search alternative road construction technique. Stabilization of
soil will be a better option for construction of road. Accordingly, a new liquid soil stabiliser which is polymer
product was investigated in the laboratory. Accordingly, four types of soils (gravel, sand, silt and clay)
were selected for the study covering wide range based on grain size and liquid /plastic limits. Geotechnical
characterization of selected soils was carried out. Selected soils were mixed with cement in varying proportion
ranging from 2 to 8 % and geotechnical characterization was carried out. To study the performance of liquid
stabilizer, it was blended with soil in the presence of cement and geotechnical characterization was carried
out. Addition to that, durability test of stabilised soil samples was also carried out to know the performance
in wetting and drying condition. It was observed that there is no clear relationship was developed with using
liquid stabilizer on different type of soils (UCS/CBR values). However, it was concluded that the strength of
soil B was improved by addition of liquid stabilizer in the presence of cement.
1. INTRODUCTION measured by indirect tensile strength test. Yoon and
Large scale road development is being carried Abu-Farsakh (2009) studied the effect of cement
out in the country under different programmes content on maximum dry density of the cement
viz. National Highway Development Program, treated material and found that as the cement
Mukhaya Mantry Gram Sarak Yojana etc. resulting content will increase, the value of maximum dry
density will also increase. Sinha et al. (2010)
in huge consumption of natural materials. This
studied the powder soil stabiliser and advocated
has created severe scarcity of material. Therefore,
that it is good stabiliser for silty soil for the
there is need to search a methodology to reduce
construction of road. Pengpeng (2011) concluded
consumption of material i.e. reduction in thickness
that a material is regarded to be suited for treatment
of pavement layers. Stabilization may be used
with cement, if it has physical parameters like
to improve the properties of soil and aggregate, LL < 50, PI< 6 and silt + clay < 35 %. Xuan (2012)
resulting the reduced pavement layers. Yusuf studied the matrix of cement treated mixture
Mohammad (2005) stated that cement is most and found that the aggregate structure is mainly
suitable stabilizing agent for non plastic coarse governed by the type of aggregate, its gradation
grained material. Vsevolod et al. (2005) advocated and degree of compaction and bonding phase or
that addition of cement or lime to jarosite increased matrix is controlled by the cement content. Sinha
it strength and could be used in the construction and Havanagi (2016) constructed cement stabilised
of sub base, base layers and airfield pavement. road on Amritsar Bagha border road and concluded
Horpibulsuk et al. (2006) concluded that the rate that stabilisation of subgrade and granular sub base
of strength development of cement stabilized low layers reduces the pavement crust thickness which
plastic soil is same at different curing periods also resulted in good performance.
* Scientists, GTE Division, Central Road Research Institute, New Delhi
Email – sinha.crri@nic.in, vasant.crri@nic.in

INDIAN HIGHWAYS│March 2018 11


Technical Paper

Liquid soil stabilizer is a non–toxic, environmental stabilizer is shown in the Fig. 1. Ordinary Portland
friendly and water soluble polymer additive cement grade 43 was used for the study.
material used for the stabilization of soils. It is a
styrene butadiene based polymer with latex and
nano scaled particles which allow better hydration
process with cement. This material improves
the engineering properties of soils viz. stability,
durability, vibrations, strength characteristics,
water resistance, etc. It closes the air voids
among soil particles and creates a strong bonding
between each particle which leads to less crack
and settlement. It is especially suitable to use in
environmental sensitive areas due to its ability to
immobilize contaminants present in the soils. To
study the feasibility of its use for Indian soils,
detailed laboratory investigation was carried out.
In this study, four different type of soils were Fig. 1 Pictorial view of Liquid Stabiliser
selected i.e. soil A (gravelly), soil B (sandy), soil 4. EXPERIMENTAL STUDY
C (silty) and soil D (clayey). This paper presents
Characterisation of unstabilised and stabilised
the geotechnical characterization of four types of
soils were carried out as per standard procedure as
soil with or without stabilisation with cement and
discussed below in details.
liquid stabiliser. Paper also presents the durability
characteristics of selected soils stabilized with 4.1 Geotechnical Characterisation of
liquid stabilizer. Specifications were derived for Unstabilised Soils
applications in the construction of different layers To study the geotechnical characteristics of selected
of pavement i.e. subgrade, sub base and base. soils, different laboratory experiments were
2. SCOPE AND OBJECTIVES carried out which includes:(a) Grain size analysis
(b) Atterberg limit test (c) Proctor compaction test
The scope and objectives of the project include:
(d) Unconfined compressive strength test and (e)
● Geotechnical characterization of four California Bearing Ratio test. The results of the
different types of selected soils viz. Soil A same were discussed below.
(gravel), soil B (sand), soil C (silt) and soil D
4.1.1 Grain size analysis:
(clay).
● Study of geotechnical characteristics of soils Sieve and hydrometer analysis were carried out
stabilized with cement and liquid stabiliser. as per IS: 2720 (Part 4) – 2015 to determine the
Study of durability characteristics of soils variation in grain size characteristics. The grain
stabilized with liquid stabiliser. size distribution curves of different selected soils
● To study the feasibility of liquid stabiliser for are shown in the Fig. 2.
its application in the construction of subgrade
and sub base layers of road pavement.
3. MATERIALS
To carry out the study, different type of soils (four)
was selected, so as to assess their strength and
durability characteristics after stabilization with
cement and liquid stabiliser. All four soils A, B, C
and D were selected to cover wide range of grain
size of soil particles i.e. gravelly, sandy, silty and
clayey types. Liquid stabiliser is a white colour
liquid based stabilizer. Pictorial view of liquid Fig. 2 Grain Size Distribution Curves for Soil A, B, C and D

12 INDIAN HIGHWAYS│March 2018


Technical Paper

Soil A and B were observed to be coarse grained that soil A, B and C are non-plastic in nature
while soil C and D were observed to be fine grained while soil D is plastic in nature. The liquid limit
materials. The percentages of gravel, sand, silt and of soil C and D were observed to be 27% and
clay size particles were determined for each of four 63% respectively. The plastic limit and plasticity
type of soils. The results are shown in the Table 1. index of soil D were observed to be 33% and 30%
The coefficient of uniformity (Cu) and coefficient respectively. As per IS 1498 (2007) classification,
of curvature (Cc) were also determined and given soil A is classified as GP i.e. poorly graded clean
in the Table 1. gravel, soil B as SW i.e. well graded clean sand,
4.1.2 Atterberg limit test soil C as ML i.e. inorganic silt and clay of low
plasticity and soil D as MH i.e. inorganic clay with
The plasticity characteristics were determined as high compressibility. The results of Atterberg limit
per IS: 2720 (Part 5) – 2015. The results indicated test are summarised in Table 1.
Table 1- Results of Grain Size Analysis and Atterberg Limit Test

Grain size analysis, % Atterberg limit, %


Type of
Classification
soil
Gravel Sand Silt Clay Cu CC LL PL PI

Soil A 88 12 0 0 10 7 NA NA NP GP

Soil B 8 92 0 0 7 1 NA NA NP SW

Soil C 0 14 75 11 16 3 27 NA NP ML

Soil D 0 13 44 43 NA NA 63 33 30 MH

* NA – Not Applicable; NP – Non Plastic

4.1.3 Proctor compaction test: 4.1.4 Unconfined compressive strength test:


Modified Proctor test was carried out as per 2720- Unconfined compressive strength test was
Part 8 (2015). Compaction curves of different soils carried out as per IS: 2720-Part 10 (2006). Three
are shown in Fig. 3. The Maximum Dry Density specimens of size 50x100 mm were prepared at
(MDD) and Optimum Moisture Content (OMC) 97% of MDD and OMC. The specimens were
were observed to be 22 kN/m3 and 6% respectively sheared at the rate of 1.25 mm/min. The average
for soil A, 19.13 kN/m3 and 8% respectively for maximum unconfined compressive strength
soil B, 20 kN/m3 and 10% respectively for soil C, at failure was observed to be 381 kN/m2 and
16.2 kN/m3 and20 % respectively for soil D. 659 kN/m2 respectively for soil C and soil D.
4.1.5 California Bearing Ratio Test (CBR):
CBR Test was carried out as per IS: 2720-Part 16
(2011). The specimens were prepared at 97 % of
MDD and OMC. The specimens were then soaked
for 4 days in potable water before testing. The
specimens were sheared at the rate of 1.25 mm/min.
CBR values were observed to be 30% for type A
soil, 22% soil B, 8 % soil C and 2% soil D.
4.2 Geotechnical Characterisation of
Stabilised Soils
To assess the geotechnical characteristics of
selected soils, all soils were mixed with varying
Fig. 3 Proctor Compaction Curves for Soil A, B, C and D percentage of cement (2 to 8%) and fixed amount

INDIAN HIGHWAYS│March 2018 13


Technical Paper

of liquid stabiliser (0.55%) stabilizer. Different


0 16.20 20 16.20 20
laboratory tests were carried out which includes,
Proctor compaction test, Unconfined compressive 2 16.20 20 16.20 20
strength test and California Bearing Ratio test. In
Soil D 4 16.20 20 16.20 20
addition to the above tests, durability test was also
carried out to evaluate the feasibility of their long 6 16.50 19 16.50 19
term performance.
8 16.50 19 16.50 19
4.2.1 Proctor compaction test:
Modified Proctor test was carried out as per IS: 4.2.2 Unconfined compressive strength (UCS)
4332 -Part 3 (2013). Soil samples were manually test:
mixed with cement in the range of 2 – 8% (% by The unconfined compressive strength test was
weight) and the fixed amount of liquid stabiliser carried out on cement and cement + liquid stabilised
stabilizer 0.55% of soil mass (% by weight). soils specimens of size 50 mm (diameter) x 100
The results of Modified Proctor test for cement mm (high) as per IS: 4332-Part 5 (2006) for soil
stabilized soils with or without liquid stabiliser are B, C and D. Considering the grain size of soil A,
shown in Table 2. Results indicated that there is samples were prepared of size 100 x 100 x 100
only a marginal variation in MDD/OMC of soil C mm (cube) as per IRC:SP:89-2010.
with or without liquid stabiliser.
4.2.2.1 Preparation of samples
Table 2 Results of Proctor Compaction Test with or
without Liquid Stabiliser The selected soils were oven dried and kept at
room temperature. Soil A was mixed with 2%
Type Cement, Without liquid With liquid cement of soil mass. After that, liquid stabiliser
of soil % stabiliser stabiliser
corresponding to 0.55% of soil mass was measured
MDD, OMC, MDD, OMC, and diluted with water corresponding to OMC
kN/m3 % kN/m3 % of the soils (by % weight). The diluted liquid
0 22.00 6.0 22.00 6.0 stabiliser was then added to the cement mixed
soil and thoroughly mixed. After uniform mixing,
2 22.00 6.0 22.00 6.0
samples were compacted at their corresponding
Soil A 4 22.00 7.0 22.00 7.0 97% of Maximum Dry Density and Optimum
6 21.80 7.0 21.80 7.0 Moisture Content. For each mix, three samples
were prepared for the test. Similarly, other samples
8 21.80 7.0 21.80 7.0
of soil A were made with varying percentage of
0 19.13 8.5 19.13 8.5 cement .i.e. 2 to 8%. In the similar fashion, Samples
2 19.13 8.5 19.13 8.5 of soil B, C and D were prepared.
4.2.2.2 Curing and testing of samples
Soil B 4 19.13 8.5 19.13 8.5
The prepared samples were kept in closed
6 19.42 8.0 19.42 8.0
desiccators as shown in Fig. 4 of soil B, C and D
8 17.42 8.0 17.42 8.0 while soil A samples were kept in the moist sand
0 20.00 10.0 20.00 10.0 for curing. The samples were cured for 7, 14 and
28 days. Cured samples of soil B, C, D is shown
2 19.86 10.0 19.56 10
in the Fig. 5 while Soil A samples are shown in
Soil C 4 19.80 9.6 19.56 10 the Fig. 6. The cured samples were then tested
6 19.69 10.52 19.55 11
by shearing at the rate of 1.25 mm/minute. The
method of tests and failure of stabilized samples
8 19.60 10.20 19.55 11 are shown in the Figs. 7 - 9.

14 INDIAN HIGHWAYS│March 2018


Technical Paper

Fig. 4 Curing of Stabilised UCS Samples (B, C & D) Fig. 5 Typical view of Cured Stabilized Samples
of Soil B, C & D

Fig. 6 Typical view of Cured Stabilized Samples Fig. 7 Method of test and failure of Stabilized
of Soil A Soil C Samples

Fig. 8 Failure Pattern of Soil B Samples Fig. 9 Failure Pattern of Soil A Samples

The results of unconfined compressive strength test of selected soils are shown in the Figs. 10 - 17.
of stabilized soils are given in Table 3. Variation of Strength improvement was observed with addition
UCS strength with percentage of cement/cement of liquid stabiliser only in the case of cement +
+ liquid stabiliser content for 7 days and 28 days liquid stabilized soil B.

INDIAN HIGHWAYS│March 2018 15


Technical Paper

Table 3 Results of UCS Test with or without Liquid Stabiliser


Curing Periods, Days
7 14 28
Cement,
Type of soil Without With Without With Without With
%
Liquid Liquid Liquid Liquid Liquid Liquid
Stabiliser Stabiliser Stabiliser Stabiliser Stabiliser Stabiliser
2 2146 976 2342 2146 4685 2928
4 2732 1464 5661 3904 5661 3904
Soil A
6 3904 2538 7808 5400 7808 5400
8 4500 3700 5302 4810 8100 6500
2 166 178 215 250 288 300
4 449 566 516 675 742 830
Soil B
6 1367 1433 1701 1838 1807 1971
8 2192 2202 2586 2634 2727 2910
2 643 956 693 965 857 1039
4 1073 1692 1445 1722 2652 2004
Soil C
6 2137 1875 2876 1891 3779 1966
8 2637 1505 3239 1756 3964 2223
2 844 708 977 754 1001 855
4 847 776 1011 827 1099 928
Soil D
6 898 838 1358 1071 1500 1263
8 1268 1156 1414 1353 1756 1522

Fig. 10 Variation of UCS with Percentage of Cement Fig. 11 Variation of UCS with Percentage of Cement
Content for 7 days Curing Period for Stabilized Soil A Content for 28 days Curing Period for Stabilized Soil A

Fig. 12 Variation of UCS with Percentage of Cement Fig. 13 Variation of UCS with Percentage of Cement
Content for 7 days Curing Period for Stabilized Soil B Content for 28 days Curing Period for Stabilized Soil B

16 INDIAN HIGHWAYS│March 2018


Technical Paper

Fig. 14 Variation of UCS with Percentage of Cement Fig. 15 Variation of UCS with Percentage of Cement
Content for 7 days Curing Period for Stabilized Soil C Content for 28 days Curing Period for Stabilized Soil C

Fig. 16 Variation of UCS with Percentage of Cement Fig. 17 Variation of UCS with Percentage of Cement
Content for 7 days Curing Period for Stabilized Soil D Content for 28 days Curing Period for Stabilized Soil D

4.2.3 California Bearing Ratio Test 4.1.5. Samples were cured for 7 days in moist sand
The CBR test was carried out as per IS: 2720- with CBR mould. The samples were then removed
Part 16 (2011). Samples were prepared at their and soaked in water for 4 days before testing. The
respective MDD and OMC as discussed in section results are summarized in Table 4.
Table 4. CBR value of Stabilized Soils

Type of soil Cement Content


0% 2% 4% 6% 8%
Soil A 30 244 270 310 370
Soil A + liquid stabiliser 252 283 315 389
Soil B 22 117 157 193 230
Soil B + liquid stabiliser 120 204 233 258
Soil C 8 56 88 124 126
Soil C + liquid stabiliser 55 80 85 112
Soil D 2 6 15 28 50
Soil D + liquid stabiliser 6 13 25 44

Graphs were plotted between CBR values and addition of liquid stabiliser for soils A and B.
percentage of cement/cement+ liquid stabiliser However, it is decreases for the soils B & C after
content as shown in Figs. 18 - 21. It was observed addition of liquid stabiliser.
that the CBR values marginally increases with

INDIAN HIGHWAYS│March 2018 17


Technical Paper

Fig. 18 Variation of CBR with Cement Content Fig. 19 Variation of CBR with Cement
for Soil A Content for Soil B

Fig. 20 Variation of CBR with Cement Fig. 21 Variation of CBR with Cement
Content for Soil C Content for Soil D

4.2.4 Durability Test was observed that liquid stabilized soil A samples
The durability test for soil A was carried out as passed the durability criteria for all contents
per IRC-SP 89 (2010) considering its gravel size of cement as retained compressive strength is
particles. For this, six (three cement and three more than 80 %. However, there is no clear
cement+ liquid stabilized) cubical samples of variation in the soil A samples after using liquid
size 100 mm were prepared at 97 % MDD/OMC stabiliser.
of soil. Three samples were cured for 14 days
in moist sand. Remaining three samples were
cured in moist sand for only 7 days and then
removed and immersed in the water for 7 days
(Fig. 22).
After 14 days, all six samples were tested. The
compressive strength values under moist condition
were compared with that obtained with submerged
samples. As per the durability criteria, the retained
compressive strength shall be more than 80 %
of cured samples compressive strength (IRC-SP
89, 2010). UCS value of stabilized soil A with
or without liquid stabiliser is given in Table 5. It Fig. 22 Stabilized Soil A Samples Immersed in Water

18 INDIAN HIGHWAYS│March 2018


Technical Paper

Table 5 UCS Value of Stabilized Soil A with or without Liquid Stabiliser (kN/m2)
Type of Curing Cement
2% 4% 6% 8%
Without With Without With Without With Without With
stabiliser stabiliser stabiliser stabiliser stabiliser stabiliser stabiliser stabiliser
Moist curing 2342 2146 3308 3123 4904 4223 5302 4810
Moist curing + 3600 2600 3360 3400 5550 4102 5719 4518
Saturation
Permissible 150 121 100 108 113 97 107 94
retained
strength,%
Remarks Passed Passed Passed Passed Passed Passed Passed Passed
As per IRC:SP:89-2010 permissible limit 80% of UCS value

Durability behaviour of liquid stabilised samples the specimen with a firm stroke corresponding to
of other soils B, C and D were determined by approximately 1.4 kgf. To simulate this pressure,
carrying out wetting and drying test as per IS: about a total of 18 to 20 vertical brush strokes
4332- Part 4 (2006) and ASTM D599 (2003). The were applied with two strokes on the sides of the
method of preparation and curing of the samples is specimen and four strokes on either ends. The
similar as explained in section 4.2.2. Seven days specimen was then weighed for determination
cured samples of size 50 x 100 mm (cylindrical) of its moisture content and dry weight. This
were used for testing. At the end of the curing completes one cycle of wetting and drying test.
period, the specimens were submerged in potable The specimens were again submerged in water and
water at room temperature for a period of 5 hours the procedure was continued for 12 cycles. After
(Fig. 23). 12 cycles of test, all the specimens were dried to
constant weight at 110oC and weighed to determine
the oven dry weight of the specimens. The oven
dry weight at the end of the test was especially
required for determination of soil+cement+ liquid
stabiliser loss after specified 12 cycles. Figs. 24 -
25 show the physical appearance of different liquid
stabilized soil samples during durability test. The
whole surface of soil B and C samples stabilised
with liquid stabiliser (2-4 %) is roughened.

Fig.23 Submerged Stabilized Samples


The specimens were then removed from water and
placed in an oven maintained at temperature 70ºC
for 42 hours and then removed and maintained at
room temperature. The samples were then given
two firm strokes on all areas with the standard
wire-scratch brush. The brush was held with the
long axis of the specimen or parallel to the ends as
required to cover all areas of the specimen. These Fig. 24 View of Cement + Liquid Stabilized Soil B
strokes were applied to full height and width of Samples After 6-12 Cycles

INDIAN HIGHWAYS│March 2018 19


Technical Paper

Fig. 26 View of Cement + Liquid Stabilized Soil D


Samples After 1 Cycle

Fig. 25 View of Cement + Liquid Stabilized Soil C


Samples After 6 Cycles
Stabilized soil samples B & C stabilised with 2-4
% broken before completing the 12 cycles while
stabilised with 6-8 % passed the durability criteria
as the cement soil loss is as per ASTM D 559 (2003)
permissible limit after 12 cycles. It was observed
that cement loss is marginally less in soil B with Fig. 27 View of Collapsed Cement + Liquid Stabilized
Soil D Samples After 2-3 Cycles
liquid stabiliser (6-8%) where as soil C shows the
reverse trend with liquid stabiliser. The stabilized After the durability test, the percentage loss of
samples of soil D collapsed during the durability different stabilized soil samples was estimated and
test as shown in the Figs. 26-27. This shows that then the values were compared with the permissible
cement+liquid stabiliser is not effective in soil soil +cement loss as per ASTM D559 (2003).
which has high clay content even after blending Results of durability tests for other stabilized soils
with 8 % cement+liquid stabiliser. B, C and D are given in the Table 6.
Table 6 Results of Durability Test for Stabilized Soils B, C and D
Type of soil Classification as Stabilisation Cement Permissible
per AASHTO 2% 4% 6% 8% soil cement
loss (%)ASTM
D559
Soil B A1 Cement Broken@ 9 5 1-5
3 -5 Cycles (5%*)
Cement + Stabiliser Broken@ 7 2.5 1-5
3 -5 Cycles (5%*)
Soil C A4 Cement Broken@ 6 2.18 2.16 1.96 2-11
Cycle (3-5%*)
Cement + Stabiliser Broken@ Broken@ 5.5 4.1 2-11
2 Cycle 9 Cycle (3-5%*)
Soil D A6 Cement Collapse 0 - 25
(3-10%*)
Cement + Stabiliser Collapse 0 - 25
(3-10%*)
*- Percentage range of cement mixed soils samples.

20 INDIAN HIGHWAYS│March 2018


Technical Paper

5. APPLICATION IN HIGHWAY FIELD include: Grain size analysis, Proctor compaction,


Based on results of UCS, CBR and durability tests UCS, CBR and durability test. Brief conclusions
the feasibility of liquid stabiliser was evaluated for from the study are given below.
use in different layers of road pavement such as 1. The selected soils A and B are coarse grained
Subgrade and Sub base. This is briefly discussed while Soils C and D are fine grained material.
below. Soils A, B and C are observed to be non-
5.1 Sub Grade Layer plastic in nature while soil D is plastic in
nature.
All the soils selected for stabilization satisfied
2. Strength improvement was observed with
the criteria of density (17.5 kN/m3) and plasticity
addition of liquid stabilizer only in case of
characteristics (PI<45, LL<70) as per MORTH
cement stabilized soil B. It was observed that
specifications (2013). Stabilised soils have no
significance for use in subgrade layer except clay. CBR values marginally increased with liquid
California Bearing Ratio of soil D soil is found to stabilizer for soil B & C.
be 2%. Addition of stabiliser in the range of 2-12% 3. It was observed that liquid stabilized soil
did increase the CBR value and the increased CBR A samples passed the durability criteria for
reduces the total pavement thickness. However, the cement content (2 to 8 %) + liquid stabiliser.
stabilized soil D samples failed in the durability Stabilized soil samples B and C passed the
tests indicating its ineffectiveness to withstand durability criteria only for cement contents
field weathering action. So, it is suggested that of 6 to 8%. The stabilized samples of soil D
stabilized soil D may be tried as a subgrade collapsed during the durability test. However,
material in dry and low rainfall areas and in low there is no clear variation was observed with
volume roads. addition of liquid stabiliser.
5.2 Sub Base/Base Layer 4. Based on the above test results, it was
concluded that liquid stabilizer is effective
The 7 days unconfined compressive strength only in cement stabilized soil B. But
requirement in case of stabilized sub base/base the economy of its utilization for road
layer should be 1716 kN/m2 as per IRC:50 (2015) construction may be looked into considering
and IRC:SP20 (2002). Stabilised soils A and B the high content of cement (6 to 8 %) + liquid
with liquid stabiliser content of about 6% and 8 stabiliser needed for passing the durability
% respectively satisfied the UCS and durability
criteria.
criteria for use in sub base/base layer of road
pavement. So, it is recommended that stabilized FUTURE WORK
soil A and B with 6% /8 % liquid stabiliser content Study of the effect of different range of liquid
may be used for construction of sub base/base stabiliser (0, 0.5, 1 and 1.5% with cement) on types
layer. It is observed that other stabilized soils did of soil will be carried out in the future work.
not satisfy the UCS/durability criteria or (Table 5)
for use in subbase/base layers of road pavement. ACKNOWLEDGEMENT

However, it is required that experimental test The authors are thankful to the Director, CSIR-
section may be constructed and performance of the Central Road Research Institute, New Delhi
same may be monitored over a period of at least for giving permission to publish this paper. The
2 years (two monsoon) before adopting the liquid support provided by GTE staff members of CSIR-
stabilized layers for actual full scale applications. CRRI is also acknowledged.

6. CONCLUSIONS REFERENCES
1. Horpibulsuk, S., Katkan, W. and Sirilerdwattana,
A laboratory study was carried to study the
W. (2006). Strength Development in Cement
feasibility of liquid stabiliser (polymer) material Stabilized Low Plasticity and Coarse Grained
for stabilizing different types of soil samples Soils: Laboratory and Field study. Japanese
namely, soils A, B, C and D. Different laboratory Geotechnical Society: Soils and Foundations,
tests which were carried out to investigate the same Vol. 46(3), 351–366.

INDIAN HIGHWAYS│March 2018 21


Technical Paper

2. IS 2720-Part-4 (2015). Methods of Test for Soils: 12. IRC:SP:89-2010 Guidelines for Soil and Granular
Grain Size Analysis (Sieve and Hydrometer). Material Stabilization Using Cement Lime &
Published by Bureau of Indian Standard, Flyash. Published by Indian Roads Congress,
New Delhi, India. New Delhi.
3. IS 2720-Part-5 (2015). Methods of Test for
13. MORTH (2013). Specifications for Road and
Soils: Determination of Liquid Limit and Plastic
Limit. Published by Bureau of Indian Standard, Bridge Works, Published by IRC, New Delhi,
New Delhi, India. India.
4. IS 2720-Part-8 (2015). Methods of Test for Soils: 14. Pengpeng Wu (2011). Cement-Bound Road
Determination of Water Content Dry Density Base Materials. Submitted to Delft University of
Relation using Heavy Compaction. Published by Technology, Delft, Netherlands.
Bureau of Indian Standard, New Delhi, India.
15. Sinha A.K., Havanagi, V.G and Mathur, S.
5. IS 2720-Part-10 (2006). Methods of Test for
(2010). Powder Based Inorganic Stabiliser for
Soils: Determination of Unconfined Compressive
Construction of Sub-Base and Base Layers of
Strength. Published by Bureau of Indian Standard,
New Delhi, India. Road Pavement. Indian Highways, IRC, Vol.
39(1) Feb. pp 33-44.
6. IS 2720-Part-16 (2011). Methods of Test for Soils:
Laboratory Determination of CBR. Published by 16. Sinha A.K., Havanagi, V.G (2016). Construction
Bureau of Indian Standard, New Delhi, India. and Performance Study of Cement Stabilised
7. IS 4332-Part-3 (2013). Methods of Test for Road - A Case Study. Indian Highways, Vol.
Stabilised Soils: Determination of Water Content 44(5), pp 27 - 38.
Dry Density Relation for Stabilised Soils Mixtures.
17. Vsevolod, A.M., Haroldo, A.P. and Patricio,
Published by Bureau of Indian Standard, New
Delhi, India. R.I. (2005). Potential Application of Acid Jarosite
Wastes as the Main Component of Construction
8. IS 4332-Part-4 (2006). Methods of Sest for
Materials. Journal of Construction and Building
Stabilised Soils: Wetting and Drying, and
Freezing and Thawing Tests for Compacted Soil- Materials, 19,141-146.
Cement Mixtures. Published by Bureau of Indian 18. Xuan Dongxing (2012). Cement Treated Recycled
Standard, New Delhi, India. Crushed Concrete and Masonry Aggregates
9. IS 4332-Part-5 (2006). Methods of Test for for Pavements. MS thesis submitted to Wuhan
Stabilised Soils: Determination of Unconfined University of Technology, China.
Compressive Strength of Stabilised Soils.
Published by Bureau of Indian Standard, 19. Yoon, S. and M. Abu-Farsakh (2009). Laboratory
New Delhi, India. Investigation on the Strength Characteristics of
Cement-Sand as base Material. KSCE Journal of
10. IRC SP:20 (2002). Rural Road Manual. Published
by Indian Roads Congress, New Delhi. Civil Engineering 13(1), Page no. 15-22.

11. IRC:50-2015 Recommendation Design Criteria 20. Yusuf Mohammad (2005). Investigating the
for the use of Cement-Modified Soil in Road Potential for Incorporating Tin Slag in Road
Construction. Published by Indian Roads Pavement. Ph.D thesis Submitted to University of
Congress, New Delhi. Nottingham.

OBITUARY
The Indian Roads Congress expresses their profound sorrow on the demise of Dr. C.V. Kand retired
Chief Engineer, PWD Madhya Pradesh on 24th December, 2017. He was a renowned expert in the
field of bridges and an active member of the Indian Roads Congress.
May his soul rest in peace.

The Indian Roads Congress expresses their profound sorrow on the demise of Shri Vijay Kumar,
retired E-in-C, PWD Uttar Pradesh. He was an active member of the Indian Roads Congress.
May his soul rest in peace.

22 INDIAN HIGHWAYS│March 2018


Technical Paper

Benefit Distribution of Road Projects

Subir Kumar Podder*

ABSTRACT
Appreciating that all benefits cannot be analysed easily through conventional economic analysis, very often
the Terms of Reference (TOR) for road feasibility studies explicitly calls for “a multi criteria analysis (MCA)
covering economic, social, political and strategic or any other criteria”. The objectives are (i) a qualitative
description of the likely effects pursuant to ‘economic development’, and (ii) a qualitative description of the
likely effects pursuant to ‘social and environmental benefits’, culminating into an assessment of distribution
of benefits to the people of the project area from this road rehabilitation and upgrading that the project is
aimed at. This paper is attempted at bringing out the basic requirements of carrying out such multi criteria
analysis, duly highlighting the role of the stakeholders in framing the necessary weights (pedestals for such
analysis) so that an uniformity remains in the studies carried out under a road agency at least, if not for a
state or for the entire country. Further, this paper adopts the analytical hierarchy process (AHP) method for
carrying out an MCA.
1. Introduction road feasibility studies explicitly calls for “a Multi
Road infrastructure development acts as a primary Criteria Analysis (MCA) covering economic,
catalyst for continuing with the surge not only social, political and strategic or any other criteria”.
in economic performances, but also with the The objectives are (i) a qualitative description of the
performances in the social sectors. likely effects pursuant to ‘economic development’,
and (ii) a qualitative description of the likely effects
With the focus shifted from consumption-driven pursuant to ‘social and environmental benefits’,
to investment-driven growth, it is imperative that culminating into an assessment of distribution of
the government’s push for road infrastructure benefits to the people of the project area from ‘road
is complemented by a coordinated dynamic rehabilitation and upgrading’.
optimization. Towards this, and as stated at the
onset, while by no means the road-infrastructure Given that an array of elements is necessarily to
initiatives should be marginalized, the point, rather, be addressed that are difficult to analyse, let alone
to value them in terms of money, the primary
is that unless the national agencies are strategic
challenge is to develop a comprehensive appraisal
with their investment the resources are susceptible
system that is flexible and capable of combining
to getting wasted (spent more than necessary). As
both quantitative and qualitative benefits, as well
it progresses, the infrastructure push changes the
as monetised and non-monetised benefits into a
background conditions against which national
single analytical framework. The following sections
agencies plan and budget in a coordinated way,
are focussed on first building such a framework for
not just once but progressively and continuously.
working highway engineers, followed by Analytical
This is the main aspect of what economists mean
Hierarchy Process (AHP), a particular application
by ‘dynamic optimization’.
approach* for MCA.
Appreciating that all benefits cannot be analysed *
The traditional Cost-Benefit is also a MCA. But it lacks
easily through conventional economic analysis, flexibility, since it requires all values to be quantified in
very often the Terms of Reference (TOR) for Rupees/Dollars.
* Associate Director, LEA Associates South Asia Pvt. Ltd., New Delhi, INDIA; e-mail: subir@lasaindia.com

INDIAN HIGHWAYS│March 2018 23


Technical Paper

2. General Concepts of a Multi 2 Social Employment opportunity


Criteria Analysis (MCA) created for local unskilled
Inherent to a systematic framework, that what labour
the MCA is characterised by, is the necessity of Improvement in access to social
breaking the problems (the targeted objectives) services and facilities, such
into constituent parts so as to facilitate an as schools, health facilities,
understanding of the pre-established choices or cultural centres etc.
alternatives ascribable to the different targeted Improvement in food security
objectives and consequently in arriving a decision. due to better transport
More explicitly, the targeted objectives being non- conditions in terms of improved
quantifiable the MCA principally is centred about access, decreased travel time,
cost of food aid distribution etc.
‘developing criterion’ and ‘ascribing attributes’
3 Environmental Energy consumption during
to respective criteria. Pertinent to these principal
construction and maintenance
constituents of the MCA, the following∆ renders during the analysis horizon
further explanation:
Environmental degradation and

 re extracts from the “Overseas Road Note 22: A Guide
A
to Pro-Poor Transport Appraisal, (The Inclusion of Social those from resettlement (as
applicable)
Benefits in road investment appraisal)”, 2004, TRL
A Criterion is defined as a “measurable aspect of 2.2 Attributes – Quantitative Constituents
judgement by which a dimension of the various Continuing with the concept stated above, the
choice possibilities under consideration can be attributes relate to the already quantified benefits
characterised.” (from the traditional economic analysis). While
there remain many options, the following are those
Attributes are surrogate measures of performance,
that may be considered by highway engineers
and they may measure the achievement of
objectives directly or indirectly. When the objective given that they are generally quantified to address
is measured indirectly the attribute is called a other aspects of a road feasibility study (e.g. traffic
proxy attribute. Proxy attributes reflect the degree projection, economic analysis etc.).
to which an associated objective is met, without Table 1: Criteria and Attributes
directly measuring the objectives.
CRITERIA ATTRIBUTE
Continuing with the ‘general concepts’ stated
1 Economic Road User Cost for
above, the sequence for MCA comprises of:
motorized vehicles
 Classifying the targeted objectives (which
otherwise remain non-quantifiable for a 2A Social – Accessibility Travel Time Cost for
Aspect non-motorized vehicles
traditional economic analysis) against
respective ‘criteria’; 2B Social – Food Security Agricultural Surplus
 Assigning ‘attributes’ to each criteria; Aspect Costs
 Finally, Scaling (used for deriving scores by 3 Environmental Emissions
respective attributes).
2.3 Scaling
2.1 Criteria - Qualitative Constituents
The following have been the general basis for
Following summarises the ‘criteria’ aspect selection of the attributes entities, for scaling
considered in this paper. purpose:
CRITERIA TARGETED OBJECTIVES  Ratios used, rather than absolute values, to
1 Economic Savings resulting from reduced eliminate the scale effects;
fares for passenger transport  Using the ratio in such form that a higher
Increased per-capita income value is indicative of a better performance□.
due to higher farm gate prices □
For instance, Vehicle-km/US$-RUC, and not US$-
for agricultural products and RUC/Vehicle-km is adopted. Corresponding to a better
reduced retail prices of industrial performance while the former ratio yields greater values,
goods in the local market being the opposite the latter yields lesser values.

24 INDIAN HIGHWAYS│March 2018


Technical Paper

Table 2: Attributes and Scales  9: extreme importance of criterion X over Y.


ATTRIBUTE SCALES (UNITS)
 2, 4, 6 & 8: intermediate value between two
criteria.
Road User Cost for Veh-km/US$-RUC
For the purpose of rating value, with aij as an
motorized vehicles (motorised vehicles)
element of the decision matrix (of criteria i and j),
Travel Time Cost for NMT-km/US$-travel- the decision (hierarchy) matrix takes the following
non-motorized vehicles time-cost for NMT form:
Agricultural Surplus Agri-Surplus-km/US$-
Costs Costs●
1 a12 a13

Emissions Veh-km/g-CO2 emission 1/a12 1 a23



 ery often, agricultural surplus benefits are measured in terms of
V 1/a13 1/a23 1
‘Road User Cost for motorized vehicles”. In doing so, vehicles
generating from the immediate influence area of the project road The scale of differential scoring presumes that the
are considered separately (i.e. separated from the total traffic row criterion is of equal or greater importance than
along the project road), and the corresponding road-user cost the column criterion. The reciprocal values have
(benefits) taken out from the ‘total’ benefit stream.
been used where the row criterion is less important
3. General Concept of AHP than the column criterion.
The AHP systematically transforms the analysis Following construction of a ‘decision matrix’ (by
of competing objectives to a series of simple using Saaty’s scale), the relative weights are derived
comparisons between the constituent elements. In with the method of eigenvectors.
particular, the approach does not require an explicit
To proceed with the explanation of the use of
definition of trade-offs between the possible values
eigenvectors for weight, the pairwise comparison
of each attribute, and it allows understanding
(of chosen criteria) used in this paper are given in
the way in which outcomes are reached and how
Table-3 below. It is an extract from Fig 4.3 of the
the weightings influence the outcomes. To this
end, the AHP does base its analysis on ‘pair-wise’ World Bank Case Study (2008) in Uganda [2].
comparisons of alternatives for each of the criteria 3.2 Rating Value – Discussion
to obtain ratings◊. Given that the weights are essentially contingent on

Source: Page 23, The “Overseas Road Note 22, 2004, TRL [4] the pairwise-rating-values assigned, it is important
The alternatives, in line with traditional studies for to underscore that the role of the stakeholders in
road projects, considered here are: deciding upon such ratings is most important.
Interviews, in field and at corporate levels, need
 The Do-Minimum Scenario; and
to be carried out to get the feedback on the
 The With-Project Scenario. appreciation of a wide spectrum.
3.1 Ratings to proceed with AHP
3.3 Priority Vector or Weights
The relative importance of the decision elements or
The priority vector is essentially ‘Normalised
criteria is based on linguistic measures developed
Principal Eigen Vector’ (An eigenvector is an array
by Saaty (1980) to give relative rating of two
of eigenvalues, and each eigenvalue is calculated as
criteria. Saaty [5] suggested an arbitrary rating
scale of 1 to 9 based on psychological experiments. the sum of all cells in the same row). Quite often
The definition of each scale is as follows: the normalised matrix (a “normalized eigenvector”
has eigenvalues normalized to the 0 - 1 range)
 1: two criteria are equally important.
gets derived by dividing each value in the decision
 3: moderate importance of criterion X over (hierarchy) matrix by its column total. The weights
criterion Y. (Eigen Vectors constituents), for each attribute, are
 5:  strongly importance of criterion X over derived as the sum of the respective row. However,
criterion Y. this is only an approximation of Eigen vector (and
 7:  very importance of criterion X over Eigen value) and actually works well for small
criterion Y. matrix n≤3 and there is no guarantee that the

INDIAN HIGHWAYS│March 2018 25


Technical Paper

rank will not reverse because of the approximation Repeated matrix multiplication has been carried
error. Hence, the need for getting the Normalised out till the normalised ‘eigen vector constituents’ are
‘Principal’ Eigen Vector, mentioned above. The pretty much the same as those for the immediately
following is an alternative [3] to get this, and preceding matrix. In the example below, the ‘eigen
employs repeated matrix multiplication of the vector constituents’ of Matrix 4 are pretty much
‘decision (hierarchy) matrix’ [Matrix 1 shown same as that for Matrix 3. Hence the ‘normalised
below]. Thus, Matrix 2 is Matrix 1 squared, Matrix eigen vector’ for Matrix 4 is adopted as the ‘priority
3 is Matrix 2 squared, Matrix 4 is Matrix 3 squared. vector’ (or weights).
Table-3 Pairwise Comparison (of chosen criteria) Used

Weight Calculations:

3.4 Consistency Check


Consistency check of the decision matrix is allows inconsistency of ten percent, measured as
however an integral part of MCA. The decision the consistency ratio (CR) obtained by dividing the
matrix is said to be consistent if it satisfies Consistency Index (CI) by a Random Index (RI).
transitivity of all pairwise comparison. The AHP The following explains the derivations.

26 INDIAN HIGHWAYS│March 2018


Technical Paper

[Here the Alonso and Lamata’s value (0.5245) for


3 elements (as three criteria are there in the pair-
comparison matrix) has been used.]
Since, CR=5.1% <10%, it is concluded that the
decision matrix is consistent, and the MCA can
Calculation of Consistency Vector is accomplished proceed with the resultant weights, as obtained
by dividing the weighted sum vector with the from the Matrix 4 above.
criterion weight as follows:
The weights for the criteria chosen are therefore:
Economic = 0.333 (33.3%)
Social = 0.139 (13.9%)
Environment = 0.528 (52.8%)
(Check: 0.333+0.139+0.528=1.0)
3.5 Weights for the Second Level Criteria
Before moving into the scores (using weights and
Once the Consistency Vector is calculated, attribute values), it is appreciated that weights
Lambda (λ) is calculated by averaging the value need to be assigned to a ‘second level of criteria’
of the Consistency Vector. Then, the Consistency too. To clarify, referring to Table-1, it is evident
Index (CI) provides a measure of deviation from that both ‘Accessibility’ and ‘Food Security’ are
consistency. CI is expressed as follows: considered under the criteria ‘Social’. Thus, if
‘Social’ is considered as the ‘First Level’, then
in the sub-criteria elements, ‘Accessibility’ and
‘Food Security’ are ‘Second Level’ criteria.
where, λ is essentially the largest Eigenvalue and n Technically, a procedure similar to that for ‘First
is the number of matrix order (= number of criteria Level’ criteria needs to be followed for determining
used). weights to be assigned to each of the ‘second level’
The next step involves deriving the consistency criteria. However, in this paper an equal weight
ratio (CR). is ascribed to each, ‘Accessibility’ and ‘Food
For this case, CR comes out to be 5.1% (=CI/ Security’. Hence, splitting the weight for “social”
RI, with RI=0.5245). RI values recommended in equally, we have the weights for “accessibility” as
different literature are given below in Table-4. 0.0695 (= 0.139/2) and “Food Security” as 0.0695
The leftmost column gives the matrix order (n). (= 0.139/2).

Table 4: RI Values from Different Literature [2]

INDIAN HIGHWAYS│March 2018 27


Technical Paper

4. Project Alternatives  Do-Minimum Option, and


In traditional feasibility studies, the attributes are  With-Project Options (may be one or more).
quantified for different options (alternatives) whose For this paper, only one With-Project option is
feasibility are tested and then a recommendation considered. MCA results are shown below in
made for detailed design to proceed with. Generally, Table 5.
these necessarily include:
Table-5: MCA Results (Relative Influence %)

the exogenously quantified benefit stream (pertaining


to environment aspects). Hence, in general, the
results signify a balanced distribution of benefits
across the sectors.
The paper demonstrates an application of the AHP
method of MCA to determine distribution of benefits
expected from a road project that otherwise cannot be
directly quantified.
However it is appreciated that the role of the
stakeholders in framing the necessary weights
(pedestals for such MCA) is colossal in coming
up with ‘ratings for engineers to adopt’ so that a
uniformity remains in the studies carried out under a
road agency at least, if not for a state or for the entire
Fig. 1 Benefit Distribution country.

5. Discussion on Results 6. Way Forward


Figure-1 shows a schematic representation of the Continuing from the above, there is a need to attach
distribution that MCA yields. some measures of relative importance (weights) to
the comparison criteria by people involved in the
The MCA estimated influences (distribution of
decision-making process.
benefits) suggest a somewhat balanced distribution
amongst economic and social benefits. Pertinent Given that the weights are essentially contingent on
to the environmental perspective, it is nevertheless the pairwise-rating-values assigned, it is important
appreciated that the economic analysis has already to underscore that the role of the stakeholders
accounted for emissions (outputs of which have been in deciding upon such ratings is most important.
used in the MCA) exclusively and thus the qualitative It is imperative that different people will weigh
assessment of benefit-distribution herein this section comparison criteria differently, depending in part
do relate only to other aspects that could not be put to on their specific interest, focus, experience etc.

28 INDIAN HIGHWAYS│March 2018


Technical Paper

Interviews, in field and at corporate levels, need to be the executing agency (of the government), given the
carried out to get the feedback on the appreciation of varying demographics and engineering extents that
a wide spectrum, and to allow for different points of designs dictate in respective cases. Nonetheless,
views to be explored in the decision-making process. these can be referred to as guidelines for framing the
It is imperative that workshops need to be organised needs specific to an agency.
by the stakeholders through respective executing To conclude, as hinted in the immediately preceding
agencies like NHAI, PWDs, road corporations of section, the MCA application for benefit distribution
the states etc. (both at the national and state levels) described in this paper is essentially a stepping
so as to have a threadbare discussion for first fixing stone for extending the concept to a next level of
the ‘attributes’ and then deciding the ‘ratings’ (for prioritision of road projects.
pairwise comparison). These will allow deriving Abbreviations Used
the ‘weights’, what that a MCA application (as TOR - Terms of Reference;
emphasised in this paper) is pivoted about. Implied,
MCA - Multi Criteria Analysis;
given the importance of such decided weights,
AHP - Analytical Hierarchy Process;
such workshops need to first focus on knowledge
dissemination through training, and then getting a CI - Consistency Index
feedback. RI – Random Index
CR – Consistency Ratio
Once the ‘attributes and ratings’ are decided upon,
RUC – Road User Cost
engineers at working levels need to only adopt
them to derive the ‘weights’ so that there remain a MV – Motorised Vehicles
consistency on the assessed benefits of different NM – Non-motorised Vehicles
projects. NMT – Non-motorised Traffic
Such workshops need to focus on attributes most Agri – Agricultural
comprehensively so that apart from regular technical, Veh - Vehicle
social, environmental and economic aspects, special
References
aspects (entrenched under the concept of minimum
needs e.g. all villages above 1000 population must 1. Hala A. Effat et al, Designing and Evaluation of
be connected by all-weather road, or in tribal area Three Alternatives Highway Routes using the
villages below 200 population must be within Analytical Hierarchy Process and the Least-Cost
one km all-weather roads or distance between two Path Analysis, Application in Sinai Peninsula,
bridges in major town where rivers often divide Egypt; The Egyptian Journal of Remote Sensing
the city and hence become critical for ensuring a and Space Sciences (2013) 16, 141–151
balanced development of city) stemming from policy 2. Jennaro B. Odoki, Farhad Ahmed, Gary Taylor
decisions (that are integral specified needs to justify and Sunday A.Okello, Case Study from Uganda
an investment) of the governments (central as well as “Towards the Mainstreaming of an Approach to
state) are appropriately accounted of. Include Social Benefits within Road Appraisal”
2008, the World Bank
The requirements for carrying out an MCA, as may 3. Kuanchin Chen, AHP1 Example 1 – Extended.
be inferred from above, will vary from one to another xlsx, www.ccunix.ccu.edu.tw/, 2012
focussed target. In fact for road projects MCA has
4. Overseas Road Note 22: A Guide to Pro-Poor
a wide ranging application e.g. Benefit Distribution,
Transport Appraisal, (The Inclusion of Social
Prioritisation of road sections from among a long list Benefits in road investment appraisal)”, 2004,
of constituent roads in a state / province, Road Safety, TRL
Alignment Finalisation, Climate Resilience etc.
5. Saaty, T.L., 1980. The Analytic Hierarchy Process.
The difference in these applications is in the McGraw-Hill, New York, NY.
selected ‘attributes and ratings’, and always this gets 6. Sahadev Bahadur Bhandari, Multi-criteria
done through a critical analysis of feedback from Evaluation for Ranking Rural Road Projects:
stakeholders to arrive at the ‘ratings’ (for pairwise Case study of Nepal, IOSR Journal of Mechanical
comparison). Very pertinent to that this paper and Civil Engineering (IOSR-JMCE) e-ISSN:
focusses on is the analysis for ranking/prioritisation 2278-1684,p-ISSN: 2320-334X, Volume 11,
of roads by road agencies [1], [6]. But in all cases Issue 6 Ver. I (Nov- Dec. 2014), PP 53-65 www.
the selection revolves around the specific needs of iosrjournals.org.

INDIAN HIGHWAYS│March 2018 29


Amendment

Notification No. 8
Amendment No.1/IRC:78-2014/November, 2017
To
IRC:78-2014 “Standard Specifications and Code of Practice for Road Bridges, Section : VII,
Foundations and Substructure (Revised Edition)”
S. No Clause No. For Read
Page No.
1 707.5 - New Clause
(p.n.23) 707.5 Raft Foundations
Guidelines for Raft foundations given in
Appendix 8 may be adopted wherever
applicable.
2 709.2.5 - New Clause
(p.n.36) 709.2.5 Bi-directional Load Testing of
Piles
For initial Load test and routine load
test on piles, bi-directional pile load test
as per guidelines given in Appendix-9
may be adopted as an alternative to the
procedure given in IS:2911-Part IV.

 IRC:78-2014
APPENDIX – 8
(Clause 707.5)
GUIDELINES FOR THE DESIGN AND CONSTRUCTION OF
RAFT FOUNDATION FOR ROAD BRIDGES
1. INTRODUCTION
Raft foundations have been successfully used as bridge foundation in most part of India, especially in
Maharashtra. It is a common practice to rest the foundations of bridges firmly into sound rock or at a
strata of soil below scour level but having adequate safe bearing capacity. Where good founding strata
is not available at reasonable depth, deep foundations such as wells, drilled caissons or piles have been
adopted. For some of this type of situations an alternative of Raft Foundations can be considered, where
construction of Raft slab together with cut off walls to protect the securable strata immediately below
the raft is provided. Raft foundations can also be founded on strata of somewhat lower bearing capacities
than Rock or Intermediate Geo material.
In case of Raft Foundation, the founding level need not be taken deeper than the maximum scour level
like in case of open, isolated footings. It is sufficient to go slightly below general scour depth worked out
by LACEY’s or other applicable formula. Thus, it reduces the construction problem due to lesser depths
of foundations. The full raft and cut off walls along with U/S and D/S stone apron are the barriers to resist
washing away of bed material by currents below bed by confinement of underneath strata immediately
below the raft slab.
The raft foundations fall under the category of shallow foundations. However, these types of foundations
warrant some specific attention pertaining to design, construction and maintenance. For guidance of
Bridge Engineers, IRC considered it useful to lay down guidelines for design and construction of Raft
foundations. Raft foundation are suitable for small and medium bridges. However, these have been
30 INDIAN HIGHWAYS│March 2018
Amendment

successfully used in Major bridges also. A list of major bridge structures constructed in Maharashtra
State using raft foundations with broad design parameters is given in Annexure-1 for reference.
2. SCOPE
2.1 Scope
The Guidelines can be used for the design and construction of Raft Foundations for bridges on all category
of roads. The considerations given in these Guidelines should be supplemented by sound engineering
judgment taking in to account the local environment and past performance in the respective regions. For
the purpose of these guidelines, Raft Foundation includes Foundation Slabs with structurally detached
Cut off walls along with U/S and D/S apron.
2.2 Limitation and acceptability of Raft Foundation
Rivers can be classified into following two categories which decide the suitability of raft
foundation hence limitation of these guidelines.
a) Rivers flowing within more or less defined and stable banks consisting of soils like silt, fine
to coarse sands.
Raft foundation is a suitable alternative for these rivers; such streams/rivers are typically
met in very large part of the country excepting the alluvial belt of Northern and Eastern India
and Delta regions of large rivers.
b) Rivers flowing in its own deposited alluvium with large depth of deposits and wide khadir, in
which the flood course itself may undergo changes, and even after forming deep local scour-
holes the firm bed and sides having cohesive bond between particles are not available. The
structure needs guide bunds to control the flood within pre-selected course. Scour depths are
several meters deep. Raft type foundations are not suitable for these rivers. However, raft
foundations can be considered in this situation also for small streams with limited discharge,
medium and small streams of water.
Raft type foundations, if proposed for such conditions, need extensive hydraulic design.
For these refer IS: 6966(Part 1), Hydraulic Design of Barrages and Weirs. Also refer to the
local experience and practices of the Irrigation Departments dealing with these areas.
Certain clarifications for applying these methods to the design of raft foundations are given
subsequently.
2.3 Raft in Bouldery strata- Raft foundations should not be constructed in the Bouldery strata or in
hilly region where velocity of the flow can be very high.
3. Design and Specifications
3.1 Definition
Raft is a shallow foundation structure consisting of structural slab to support load, cutoff walls at U/S and
D/S to restrict the scour along with U/S and D/S stone apron and thereby ensure safety of the structure.
3.2 Elements of Raft Foundations
Reinforced Concrete raft slab is a structural member which transmits the loads to the soil, which is a
semi-elastic material. Under the permanent loads the soil settles, mostly unequally, causing permanent
settlements and induces corresponding stresses in the raft. Under transient loads the soil acts as an elastic
material, causing recoverable stresses and deflections. If soil does not respond so, the raft type foundation
is not viable.
The elements of the Raft Foundations, in their most generalised form are shown in Fig. 1. These are listed
below:
a) Treated and compacted soil below the raft.

INDIAN HIGHWAYS│March 2018 31


Amendment

b) RCC Raft with thickness designed as per structural and durability requirements, but
having concrete of at least M 30 grade. A sacrificial surface layer of not less than 100 mm
thickness with surface reinforcement or stone masonry is to be provided where rolling
debris are expected during floods. This provision should be extended around the pier for the
depth till the velocity of current drops below gravel/pebbles carrying velocity.
c) Vertical Cut off walls on U/S and D/S side of the raft, having water tight connection with the
raft but structurally not connected with the same.
d) Stone Apron on upstream with length and thickness designed to make it function as a
launching apron to avoid U/S scour immediately in front of the cut off wall and achieve
uniform flow from unprotected bed scoured to its deepest normal scour depth to the structure
on the U/S. The apron may be provided for short lengths on either side to keep the scour hole
away at safer distance.
e) Stone apron on D/S of Raft, with length and thickness designed to make it function as a
launching apron so as to avoid D/S scour immediately in front of the cut off (and or concrete
blocks) and achieve uniform flow from protection to the scoured bed to its deepest normal
scour depth on the D/S.

Fig. 1: Typical Cross Section of Raft Foundation


f)
Floor Protection Work- The effective waterway between piers should preferably be adequate
to avoid supercritical flow between the piers and a hydraulic jump downstream. However
under certain conditions this may not be possible to avoid jump formation. In such situation
an extended floor protection consisting of concrete blocks should be provided on D/S
immediately after the RCC raft and Cut-off wall. The length is to be decided upon
requirement to re-establish subcritical flow as much stream lined as possible and contain
formation of hydraulic jump within its length.
g) Toe Wall: Toe wall shall be constructed at the end of Launching Apron.
h) Super and Sub Critical Flow-
The dimensionless Froude number, Fr, describes different flow regimes of open channel
flow. The Froude number is a ratio of inertial and gravitational forces.
Fr = V/(gD)1/2
Where,
V = Water velocity
D = Hydraulic depth (cross sectional area of flow/top width)
g = Acceleration due to Gravity When:
Fr = 1, critical flow,
Fr > 1, supercritical flow (fast rapid flow),
Fr < 1, subcritical flow (slow/tranquil flow)

32 INDIAN HIGHWAYS│March 2018


Amendment

3.3 Design Considerations for Raft Foundations in Non- Alluvial Rivers


3.3.1 General Consideration
The foundation shall be designed to withstand the worse combination of loads and forces in accordance
with the provisions of Clause 706 of IRC:78. The foundation shall be taken to such a depth that they are
safe against Normal scour or protected against it. Apart from this, the depth should be also sufficient from
consideration of bearing capacity, settlement, liquefaction potential, stability, etc. at founding level. In
case of bridges where the mean scour depth ‘dm’ is calculated as per IRC:5, depth of foundation shall not
be less than those of existing structures in the vicinity, which is close enough to influence the flow depth
and pattern if the structure is also on Raft.
Although Raft Foundation falls in the category of shallow foundation and is found to be convenient and
economical proposition under certain conditions, the general concepts given above need to be interpreted
separately, since the foundation itself, acting together with other elements also acts as a bed protection.
The requirements of the minimum depth are different from those for open foundations.
3.3.2 Hydraulic and Geotechnical Considerations-
The design flood should of not less than 100 years return period as calculated by rational methods for
small catchments, but not less than the observed maximum flood and by unit hydrograph method for
medium catchments. The requirements of the linear waterway, cross section, constriction, etc., should be
worked out on the basis of Manning or Inglis method. The waterway should be calculated as per IRC:5
“General Features of Design”
The bearing capacity of the soil should be adequate. The founding strata should be not less than 300 mm
below the lowest bed level at low water level. The soil profile of the channel where Raft is to be laid
should be more or less uniform so as to provide uniform sub-grade reaction from the soil. One meter
depth of soil below this level should be removed and replaced by selected earth, preferably granular
material as explained under 4.1.1 to ensure uniform reaction. For initial design appropriate value of
sub grade reaction of site soil be based/adopted on Cl 2.3 of IS9214:1979/Cl 6.4 of IRC Publications
which should later be validated by Plate load test. In case of major variation the thickness etc. shall be
redesigned. The top of the floor shall be kept atleast 300 mm below lowest bed level to prevent floor
acting as a weir when retrogression of levels takes place.
3.3.3 Structural Design of Raft
i) Analysis:
Raft slab can be designed as beam on elastic foundation using Heteny’s equations for Beams
on elastic foundations or as “Plate” resting on elastic support using finite element method or
“Grid” with elastic support at every node, loaded at regular interval with dead and live load
at pier locations. Any standard software or design charts can be used for this purpose. The
raft slab will have structurally detached water tight cut-off wall. The design of structurally
integral cut-off wall and the raft is complicated, and the raft may not qualify as a raft slab.
The designs done beyond the range of past experience or for extrapolated situations may be
verified by model testing and appropriate studies. The average load on the founding strata as
a whole shall be within the bearing capacity of soil.
ii) Modulus of Subgrade Reaction (K value):
For selecting appropriate k values IRC:15 / IS: 9214 publications / any text book on soil
engineering can be referred for guidance. Confirmatory plate load test can be carried out if
required. Typical k values, normally adopted in the design are reproduced as below:

INDIAN HIGHWAYS│March 2018 33


Amendment

a) Stiff/hard clay 20 to 25 Mpa/m


b) Fine sand 40 to 45 Mpa /m
c) Murum or compact sand 50 to 75 Mpa /m
iii) Structural Design:
Structural design should be in conformity with the applicable Code but thickness not
less than 300 mm and of concrete having strength not less than M30. The durability
specifications should be for severe conditions of exposures and the provisions of the minimum
cover and allowable max crack widths should be suitable for these exposure conditions. The
raft slab should be checked for punching shear caused by the concentrated pier load, in
addition to the normal bending and shear design for severe conditions of exposure as per
Table 14.1 of IRC 112 subject to verification of local conditions on a particular site. The
structural slab should extend beyond pier by at least the amount equal to the design thickness
of the slab or equal to width of pier whichever higher.
In addition to the structural thickness, protective measures against abrasion from suspended
and rolling coarse material in the flood should be provided. The slab should be laid on
100 mm thick M 10 PCC.
The thickness of the slab should not be less than 300 mm.
iv) Extension of structural slab as floor protection beyond pier/structural thickness
The floor protection in front of piers should be provided for length not less than the width
of the pier or depth of raft slab whichever is higher to control/eliminate horse-shoe shaped
vortex which causes local scour. The RCC slab should be at least 300 mm thick laid on 100
mm thick M 10 PCC. It should have minimum 0.2% steel of Fe500 grade attop and bottom in
each direction. Protective measures against abrasion, if provided, should be continued over
the full width.
v) Cut-Off Walls on U/S and D/S of RCC slab
The cut off wall could be attached with raft slab and should be not less than 300 mm thick
with M 30 grade concrete. It should be designed as nominally reinforced PCC wall with
0.12% steel of Fe500 grade in each direction on both faces, with clear cover of 75 mm.
These walls should not have structural continuity or moment connection with RCC slab, but
the joint should be leak tight. The cut off wall should be taken at least 300 mm below the
mean depth of scour calculated as per IRC:5.However, the total minimum depth below floor
shall be not less than 2 m. below the top of floor. In case the substratum with continuous
layer of stiff non- securable clay in the neighbourhood of downstream of cut-offs a
judicious adjustment in the depths of U/S and D/S cut-offs shall be made to avoid building
up pressure under the raft (refer clause 15.1.1 of IS: 6966).
vi) Pervious Block Protection beyond RCC Raft on D/S side
For cases where hydraulic jump can occur due to presence of supercritical flows as mentioned
in Para 3.2. (h) a pervious protection layer consisting of concrete blocks laid on the inverted
filter should be provided, for a length needed to achieve desired velocity. The length of the
concrete block apron should be at least 1.5 x (depth of average scour below floor level). The
minimum size of the concrete blocks should be based on the mean design velocity V in m/s,
equivalent diameter in m and weight in kg as given by Table 1. For the concrete blocks size
should be worked out from weight at density of 2400 kg/cu.m.

34 INDIAN HIGHWAYS│March 2018


Amendment

Table 1 Size and Weight of Stone for Launching Apron

S. No. Mean Velocity in Maximum size and weight of stone


m/sec- Upto
Diameter(mm) Weight(kg)
1 2.5 300 40
2 3.0 380 76
3 3.5 510 184
4 4.0 670 417
5 4.5 850 852
6 5.5 1040 1561
vii) Launching Aprons on U/S and D/S sides
The length of apron for raft beyond RCC floor slab on U/S side should be at least 1.5 x
(depth of average scour on U/S bellow floor level). On D/S side it should extend beyond
pervious block (if provided) for at least 2.0 x (depth of average scour on D/S below floor
level). However, in no case these shall be less than 3 m and 5 m respectively.
The thickness of apron shall be 0.6 m for Manning’s velocity up to 3m/sec at raft top and for
velocity more than 3m/sec the same shall be 1.0 m. However, the thickness of apron shall be
such that total quantity of rubble will cover 1:2 sloping length between raft top and normal
scour level with 2 layers of 220 mm. In case of bed having very fine sand or silt, slope up to
1:3 and in case of boulder reaches 1:1.5 slope may be adopted.
The thickness of loose stone shall be 1.25 times the thickness specified for river slope and
type of bed material in IS: 6966. These shall however, have a minimum thickness of 220 mm
after launching Normally box returns are provided to the bridges with Raft Foundations. In
that case it will be desirable to extend the u/s and d/s stone aprons with Toe walls sideways
at least by 3m beyond ends of both abutments on upstream and downstream or anchor them
well into stable banks of the stream, to prevent undermining of aprons from sides and to
ensure additional safety to box returns and to ensure that box returns do not get undermined
during floods.
Size and weight of stone shall be as per Table 1. The minimum weight of stone of size D50
shall be 40 kg. Concrete precast or cast in situ block or wire mesh crates can be used to get
the required weight. For wire mesh crates refer Para 5.3.7.3, Appendix 2 of IRC 89.
Where similar Aprons have been provided in the nearby locations and in comparable
conditions, the local experience shall be taken in to account.
viii) For a new bridge on raft foundation close to bridge on open or deep foundation closer to less
than flood depth following precautions need to be taken:
a) When new raft bridge at U/S-The D/S apron may be extended up to 2m beyond pier base
of the existing bridge
b) When new raft bridge at D/S- The U/S apron be extended beyond two meter of existing
piers
c) Hydraulics and structural safety of exiting bridge to be rechecked assuming apron top
as bed level
In case the U/S or D/S face of the pier of the existing bridge is at least at a distance of 1.5
times the flood depth from the nearest Toe wall of the Apron, then no additional measures,
as stated above, are required to be taken.

INDIAN HIGHWAYS│March 2018 35


Amendment

3.4 Raft Foundation on Alluvial Soils


The basic design principles of raft design are the same as above in this case also. The foundation strata
below raft is protected from the local extra scour and used as founding strata. The hydraulic design is
more complex requiring control of flow on both above and below bed level. Guidelines for doing so are
available in IS: 6966(Part 1), “Hydraulic Design of Barrages and Weirs”.
While using the same, apart from non-applicability of weir/barrage related clauses, certain other basic
differences have to be kept in mind. These are described below:
(i) The bridge sub structure does not impound any reservoir and the difference between U/S
and D/S levels of the water surface are due to natural longitudinal gradient in open channel,
local change to the shear resistance by the raft and protective aprons and the afflux created by
the obstruction of piers resulting in reduced waterway and increased local velocities. This is
comparatively much smaller as compared to the weir/barrage. Hence the hydraulic design of
flow below bed is easier to manage. The requirements given in the IS can be reduced/relaxed
as mentioned below.
(ii) Clause 4: Data requirements can be relaxed in their extent and coverage.
(iii) Clause 5: Design flood of 500 years return period need not be used.
(iv) Clause 6: The afflux restriction of 0.5 m and 1.0 m are not applicable.
(v) Clause 14: Energy dissipation may or may not be required, depending upon nature and
energy of flow between the piers and the flow on the D/S beyond the structure and further
down in the original sections of the river. This may occur by formation of hydraulic jump or
by creation of obstacles to the flow and resulting turbulent flow. It is necessary to provide
D/S RCC slab and pervious concrete blocks of adequate length to ensure that the jump is
contained within this portion.
The Launching apron has to be provided beyond the Concrete block protection.
4. Construction Requirements
4.1 Foundation Preparation
It is desirable to carry out construction of raft in dry season. Raft foundations are constructed by excavating
entire bed up to the depth of cut off walls. The form work is then erected and reinforcement for Cut off
placed in place. Sometimes it is not possible to excavate the entire bed due to water seepage. In such
situations small portion of cut off wall is excavated for limited width and full depth. The excavated
portion is concreted, and work progressed. Appropriate type of concrete should be used to avoid washing
out of cement slurry from concrete. Use of dry concrete shall be avoided as its quality control is difficult.
The raft is a RCC structural member transferring the load to the soil below. The bearing capacity of the
soil supporting the Raft slab should be adequate. The founding strata should be at-least 0.30 m below the
lowest bed level at low water level. The soil profile below this level should be more or less uniform so as
to provide uniform sub-grade reaction from the soil. In absence of uniformity in the strata, 1.0 m depth
of soil below this level should be removed and the bed rolled and compacted using good selected non-
cohesive soil. Over this compacted bed selected earth from suitable borrow pits should be backfilled in
layers and compacted to 95% proctor density. A PCC layer of about 100 mm thickness shall be laid over
the compacted earth. A layer of about 100 mm shall be constructed in such a manner that it does not get
mixed with the soil. It provides a solid base for the raft foundation and a mix of M 10 concrete can be
used in it. Plain concrete is vibrated to achieve full compaction. Concrete placed below ground should be
protected from falling earth during and after placing. Concrete placed in ground containing deleterious
substances should be kept free from contact with such a ground and with water draining it during placing
and for a period of seven days. When joint in a layer of concrete are unavoidable, and end is sloped at

36 INDIAN HIGHWAYS│March 2018


Amendment

an angle of 30 degree and junctions of different layers break joint in laying upper layer of concrete. The
lower surface is made rough and clean watered before upper layer is laid. Raft slab of required thickness
shall be laid over the compacted PCC layer. Substructure should not be started unless raft slab along with
Apron is completed.
4.2 Cut Off Walls
Bed shall be excavated to construct Cut-off walls abutting to the Raft Slab on U/S and D/S sides of the
Raft. The Cut off walls can be integrated to the Raft slab to have a water leak-proof joint. The joint of
Cut-off walls and Raft slab shall be watertight and the same can be achieved if required by providing
PVC water-stop with minimum embedment of 150 mm. However, the Cut off walls should not share
moments from the raft slab as these are not designed for that. The Cut-off walls shall be minimum 300
mm thick in M 30 Concrete with minimum depth as 2.0 m. or 300 mm below the mean scour depth
whichever is more. The construction of Raft and Cut off walls shall be taken up during dry season to
avoid dewatering problem. In case of excessive water percolation during construction of Cut-off walls
sinking of Precast Cut off walls, dumbbell shape “well” with U/S and D/S cut-off connected together to
be sunk by grabbing, or sheet pile techniques or bentonite clay technique or similar such construction
techniques be adopted. Cross cutoff wall of 2.3 m depth shall be provided at the end of raft so as to
prevent washing out of the filling beneath the Raft. In case full length of raft cannot not be completed
before the onset of monsoon then in that case also the cross cutoff shall be provided at end of constructed
portion of the raft. These will strengthen the main cut off walls as well as protect the underneath bed from
scouring in case of out-flanking.
4.3 Protective Block Protection on D/S Side
As explained in Para 3.2. (f) additional protective block protection at D/S need to be provided in case
supercritical velocity is likely to be generated.
4.4 Launching Apron on U/S and D/S sides
Launching apron at U/S and D/S are essential element of the system and detailed requirement are defined
in Para 3.2 (g).
4.5 Special Cases
Construction of Raft Slab and cut off walls up to desired depth by excavating an open trench is possible
in cohesive soils. However, in case of sandy soils and structures near irrigated areas dewatering is one
of the major difficulties faced in the construction of raft foundations. Various innovative methods have
been devised and put into practice in the field to overcome such difficulties. Also, Raft need not be
constructed for the entire width of superstructure. Narrow Raft with proper flare has also been designed
and constructed in past. It is not necessary that the width of raft slab is same as that of superstructure.
Raft slab width can be varied to achieve economy. Width of central portion can be reduced while at end
it can be matched with abutment width. Typical sketch is given in Fig 2.
4.6 Combination of Foundations
Sometimes rock may be available at surface or in shallow depth only in part width of the river. Rock if
available at isolated small location then same can be removed at least for 1m below the bottom of raft
slab and filled up with selected granular material to be well compacted. Where the rock is available in
part length for full width of raft, in such cases the system of open foundation in rocky portion and raft for
remaining length can be adopted. However, in such case the provision of cross cut-off at the end of raft
portion need to be given. In addition to this the span next to raft foundation need to be fully protected
against scour by U/S and D/S cut-off, nominal concrete raft slab as bed protection along with U/S and
D/S apron as bed protection.

INDIAN HIGHWAYS│March 2018 37


Amendment

Fig. 2 Typical Details of Raft Showing Reduction in Width

5. Precautions to be Taken
The following precautions shall be taken during design, construction and maintenance.
5.1 Preparation of Bed
The excavated area below the raft slab should be well consolidated and if required necessary treatment
should be applied to soil to achieve the desired bearing capacity depending on soil investigation data.
5.2 Control on Exit Gradient and Bed Protection
The soil below the Raft slab needs to be protected from erosion. The scour of the soil immediately around
the substructure is protected by providing cut off walls abutting the raft slab. The scour on the upstream
or downstream side beyond the cut off walls may take place where bed protection is not provided.
Launching stone aprons should be provided for adequate length on U/S and D/S so that the scour holes
do not extend below the foundation level. The Raft, flooring and cutoff walls length should be such that
the exit gradient and exit velocity do not exceed the permissible limits.
5.3 Uniform Soil Reaction to Raft Slab
The Raft slab is designed as supported for the entire length and width by well compacted natural granular
or with selected material. Such a bed provides vertical reaction to the RCC Raft slab when loaded.The
bedding material should be of same type.
5.4 Maintenance of Raft Foundation
The satisfactory and safe performance of raft foundations depends on the function of Raft slab, Cut off,
elastic bed material below the slab, launching apron and Toe walls. It is therefore necessary to ensure that
all these elements remain intact. These elements should be inspected at least twice a year before and after
monsoon. Any deficiency found should be made good well before the onset of monsoon.
Top of the Raft slab in part stretch shall be cleared and closely inspected. If any damages are noticed then
the whole Raft slab shall be cleared, inspected and repaired if necessary.
U/S and D/S launching Apron shall be inspected and dislodgement of stones shall be replaced with
appropriate quantity of stones of desired weight. Similarly, toe walls shall also be inspected and repaired
if needed.
Scouring of bed material below Raft slab needs to be monitored and protected. Hollows below the raft
slab with or without appearance are not permitted as it may lead to settlement and cracking of Raft slab.
5.5 Sand Dredging
Dredging of sand at least for a length of 6 times the river width at U/S and D/S or minimum 300 m,
whichever is more should not be allowed. This zone should be declared a prohibited zone and no digging
or the use of area within the zone should be allowed.

38 INDIAN HIGHWAYS│March 2018



Annexure 1
List of Major Bridges with Raft Foundation built in Maharashtra State

S. No.
Thickness

Depth of flow

Name of Stream
Design descharge
Grade of concrete

Design scour level

Mean Design HFL


Thickness of apron

Height of cut off wall

Thickness of Raft slab

Spanning arrangement
Pier-Dimension in Plan

nh/sh/mdr/odr/vr
Carriageway width in m
Type Attached/Detached
lentth of upstream apron

Soil type clayey, sandy etc.

Total length of bridge in m

Name of road and standard


Length of downstream apron

Bhandara-Tumsar- 47 Spans of 9.02 x


1 Bawanthadi 423 Sandy 6157.857 263.8 253.39 6.16 M 20 0.54 Det 0.35 4.25 12 15 1.2
Balaghat Rd. (SH) 7.5 9.0 m. c/c 1.52

Itkheda-Butai-
28 Spans of 8.88 x
2 Keshori Gadhavi 7.5 168 Sandy 2696.25 99.038 91.236 5.502 M 30 0.375 Det 0.4 2.3 4 6 0.55
6.0 m. c/c 1.39
Rd (MDR)
Jamgaon-
13 Spans of 9.30 x
3 Thadipaoni Wardha 7.5 130 Sandy 5243 96.41 83.085 11 M 30 0.65 Det 0.4 2.3 6 8 0.6
10.0 m. c/c 1.803
Amendment

Rd(MDR)

Anjangaon-Akot 15 Spans of 10.472 x


4 Shahanur 9 120 Silty 5026 102.41 89.837 8.573 M 30 0.5 Det 0.5 4 6 9 0.6
Rd (SH) 8 m. c/c 1.472

Rajoli-Approach 19 Spans of 5.58 x


5 Kathani 4.25 114 Sandy 2674.649 101.17 86.244 13 M 30 0.55 Det 0.4 2.3 4 6 0.65
Rd (VR) 6.0 m. c/c 1.33

Akola-Akot Rd 8 Spans of 8.50 x


6 Purna 7.5 96 Silty 10909 109.54 88.6 18 M 30 0.4 Det 0.5 3 13.45 21.75 1
(SH) 12.0 m. c/c 2.0

INDIAN HIGHWAYS│March 2018


39
Amendment

IRC:78-2014
APPENDIX – 9
(Clause 709.2.5)
Bi-Directional Load Testing of Piles
1. Terminology
Common technical terms used in this document are as below:
1.1 Bi-directional Pile Load Test
A deep foundation pressurised by an embedded jack assembly to perform axial compressive load test, so
that the foundation section above the jack assembly moves upwards and the foundation below the jack
assembly moves downwards, each section providing reaction to the other. As such applied test load is
twice the load in the jack assembly.
1.2 Cast-in-situ Pile
A deep foundation made of concrete or cement grout and constructed in its final location like drilled
shafts, bored piles, caissons, auger cast piles.
1.3 Deep Foundation
A relatively slender structural element that transmits some or all of the load it supports to soil or rock
well below the ground surface.
1.4 Jack Assembly
One or more bi-directional jacks arranged together with steel bearing plates, stiffeners or equivalent to
distribute jack load and to act in parallel symmetrically about a central axis. The jacks will be embedded
within a deep foundation to apply a bi-directional compressive load aligned with the central axis of the
deep foundation.
1.5 Bi-directional Jack
A specialised hydraulic jack that has linear load-pressure calibration over its expansion range and remains
accurate under small eccentric reaction conditions.
1.6 Pile Reinforcement, Reinforcing Steel
For the purpose of this document, this may consist of any steel member such as rebar, channel, box beam,
wide flange beam.
1.7 Barrette
A cast-in-situ constructed pile having non-circular cross-section, i.e. rectangular, square, T-shaped,
H-shaped etc.
1.8 Telltale Rod
An unrestrained metal rod extended through the test pile from a specific point within the pile to be used
as a reference from which to measure the change in the length of the loaded pile section or the absolute
movement at that specific point, such as the top of an embedded jack.
1.9 Wire Line
A steel wire mounted with a constant tension force between two supports and used as a reference line to
read a scale indicating movement of test pile.
2. Scope
This appendix provides the procedure for Bi-directional static vertical pile load testing for initial as well
as routine tests for pile foundations.

40 INDIAN HIGHWAYS│March 2018


Amendment

This type of test is conducted on a single deep foundation element to measure load and axial displacements
when loaded in bi-directional static axial compression using an embedded jack assembly. This method
applies to all deep foundations, which function in a manner, similar to driven or cast-in-situ piles,
regardless of their method of installation. This document provides minimum requirement for testing
deep foundations under bi-directional axial vertical loads. The agency conducting the test shall interpret
the results based on the procedures described in the document.
3. Advantages
This method has a number of advantages as compared to conventional Static Load Test described in
IS:2911 Part IV, as below:
a) Automatic skin friction and end bearing separation.
b) Eliminates heavy load frame used for load application to pile by hydraulic jacks.
c) Eliminates kenteledge platform when loads are from top of pile by sand loading or by concrete
blocks. These have known to topple with attended hazards.
d) Eliminates anchor piles when reaction is taken from soil/rock below.
e) Eliminates constraint due to non-availability of area around pile due to traffic in urban areas
and low head room situation.
f) Load testing can be done within cofferdam in the middle of the river or in such similar
situations.
g) Saves time in preparation and load testing.
h) The total load application will be half of pile capacity, there by using lesser capacity jacks and
other equipment.
i) Comparatively Safe as no loads are applied at or above ground level and very large MS frames
are not used.
j) Can be used when there is Space constraints.
4. Limitations
The pile need to be preselected for testing and cannot be randomly selected after completion
5. Test principles
5.1 The bi-directional axial vertical pile load test provides quantum of side shear parameter mobilised
above embedded jack assembly and the pile end bearing parameter plus any side shear mobilised below
it. Pile capacity mobilised will be two times the maximum load applied by jack assembly. Test results
will provide information to assess distribution of side shear resistance along the pile and quantum of end
bearing mobilised at the pile bottom, this will provide information on load-displacement behaviour of
pile.
5.2 Initial test piles or test piles of bi-directional axial vertical pile tests shall be conducted for loads
exceeding 2.50 times the design load or till pile fails. The parameters obtained during this test like load-
displacement curves, strains etc shall be used to optimise the designs of piles in the nearby region for
their dimensions.
5.3 The initial test shall be considered as part of design for the purpose of approval. For routine piles
the total loading shall be limited to the extent of 1.50 times the design load of pile. Initial pile load testing
and routine pile load testing shall be in conformance with Clause 709.1.8.(C), and 709.2.4 of
IRC-78-2014.
5.4 Results of bi-directional vertical axial tests can be analysed to estimate the load versus movement
behaviour and the ultimate capacity that could be measured during axial static compression test.

INDIAN HIGHWAYS│March 2018 41


Amendment

5.5 Location of jack assembly at theoretical balance point within


the pile is a crucial factor to completely mobilise the axial compressive
capacity, so that approximate capacity above the assembly equals
the capacity below it. A improperly chosen balance point will result
in excessive movement above or below jack assembly, limiting the
applied load and reducing the usefulness of test results. This factor
can be addressed by studying the geotechnical investigation report,
so that the location of jack assembly can be at a suitable level in
the piles, chosen as to ensure that all calculated upward thrust and
bottom thrust due to loading will be almost equal. It shall be nearly
equal with proper engineering judgement.
5.6 Estimation and establishment of balance point requires
suitable site characterisation, and proper application of engineering
principles and judgement. For very high capacity piles staged
testing, using multiple jack assemblies at different heights will
provide greater assurance of full capacity mobilisation along the
complete length of pile. In case the ‘balance point’ demands an
additional downward kenteledge load or rock anchors to ensure full
mobilisation of end bearing, same shall be provided. Fig. 1 A Schematic Diagram of
A schematic diagram of Bi-Directional Pile Load Testing is given Bi-Directional Pile Load Testing
in Fig. 1.

6. Preparation of Test Site


6.1 The pile under test shall be prepared such that the resultant line of force of jack assembly shall
coincide with central axis of pile. Figs. 2 to 5 show details of embedded jack assembly and other allied
details of pile and jack assembly placed within a test pile in preparation for a bi-directional axial vertical
pile load testing. During the initial jack pressurisation, a fracture plane will form through the surrounding.
The pile reinforcement, jack assembly and instrumentation provided shall not restrain the subsequent
expansion of the assembly after the fracture occurs in the pile. The depth to the embedded jack and test
instrumentation installed within the pile shall be measured to the nearest 25mm or less with respect to a
common fixed point near the top of pile that will remain accessible after completion of pile installation.
The test foundation preparation shall be checked and verified so that the constructed test pile will satisfy
the intent of the test programme.

Fig. 2 Typical Instrumentation Above Fig. 3 Typical Embedded Jack Movements


Ground Level

42 INDIAN HIGHWAYS│March 2018


Amendment

Fig. 4 Details of Instrumentation for Fig. 5 Typical Measurement of Axial Pile


Measuring Pile Movements Movement –Above Jack Assembly
6.2 The jack assembly shall be placed at a predetermined location within the pile prior to placing the
pile concrete for all types of cast-in-situ piles or drilled shafts or bored piles. Steel reinforcement cage or
a similar support frame with centralised devices shall be placed to maintain the location and orientation
of the assembly during concrete placement. Care shall be taken to provide for detailing of reinforcement
required in the vicinity of jack assembly. Sound concrete shall be placed around the assembly by using a
fluid concrete mixture, concrete shall be placed at slow and study rate, and providing adequate clearance
around it to avoid restricting concrete flow and trapping any sediments, drill fluid or laitance. Drilling
mud/fluid, sediments and cuttings not removed from the pile bottom before concreting can reduce the
maximum possible test load if the allowable jack expansion is inadequate to compress these sediments
and mobilise the planned end bearing. The jack assembly shall be placed at a minimum distance of 1.50
times pile diameter above the pile bottom, as needed to place sound concrete or grout below it. A jack
assembly placed along the pile length shall provide access to place concrete beneath the assembly.
6.3 For piles constructed by auger cast method, the jack assembly shall be attached to the steel
reinforcement cage or a similar support frame, and then placed into the fluid grout or concrete at the
desired location. Centraliser devices shall be used to avoid damaging the jack or altering the size and
shape of pile. A minimum clearance between the jack and sidewalls of bore pile shall be lesser of 75 mm
or 8 times the diameter of maximum size of aggregate used. The jack assembly and its support frame
shall be placed in the same manner as that of piles.
6.4 For driven, pushed or screwed piles, the jack assembly is usually installed during the manufacture
of pile. The pile is then installed as per normal procedure.
6.5 Jack assemblies shall be designed to load the pile symmetrically about its axis, typically using
jacks of the same make, model and capacity that have individual pressure supply hoses.
6.6 A minimum of two hydraulic hoses shall be provided for input and return, extending from pile top
to the jack assembly. To confirm the hydraulic flow to each jack and to isolate potential pressure leaks
during the test, two hoses extending from the pile top are recommended for each individual jack. As an
alternate, jacks directly connected together within an assembly shall be connected in series to verify
flow continuity and check for pressure leaks. Alternatively, jack can be connected in parallel with an
embedded manifold to verify the flow and pressure to each jack. To limit potential leaks, hoses should
not include unnecessary fittings or connections within the pile. Each hose shall be clearly marked at each
jack, at both sides of any connection and at the pile top to identify the jack connected to it.
6.7 Routine piles or working piles can use the vent pipes or tubes for post-test grouting of fracture
plane created in the pile by the expanded jack assembly. The hydraulic hoses installed for each jack is
used to grout the expanded jacks. Grout used shall be of non-shrink cementitious in nature.
6.8 The ground level around the test pile shall be excavated or filled up to final design elevation. Cut
off or build up the test pile as necessary to permit the placement, use and operation of test equipment
and instrumentation. Any damaged or unsound material shall be removed from pile top as required to
install instrumentation for testing. While temporarily dewatering the site, a ground water level shall be
maintained as near to the nominal elevation as possible for the duration of test.

INDIAN HIGHWAYS│March 2018 43


Amendment

7. Planning of Load Testing


7.1 The maximum anticipated load applied by the embedded jack assembly in each direction will
be half of the specified maximum test load. The rated capacity of the jack assembly shall exceed the
maximum anticipated load by 25%. The jack assembly shall be pressurised using hydraulic fluid oil
or water or both. The ram of each bi-directional jack shall have a minimum travel of 150 mm or it can
be less than 150 mm if the test demands for the same. However, it is preferred to have ram travel of a
minimum of 150 mm.
7.2 Location of jack assembly for routine load test: The jack assembly shall be below the designed
length of pile and in continuation to the pile.
7.3 Bi-directional jacks shall be assembled together with mild steel bearing plates, stiffeners or
equivalent, so that jack load can be distributed to outer perimeter of the pile. Bearing plates and stiffeners
shall provide a uniform distribution of the axial load and allow for smooth flow of concrete below the
jack assembly and into the assembly between bearing plates. Distance from pile top reference to the
jack assembly top and bottom shall be measured and recorded to nearest 25mm or less. A Jack assembly
consists of steel plates fixed to the required no. of jacks. Refer Figs. 6 and 7.

Fig. 6 Jacks Being Assembled with Fig-7 Assembled Arrangement Ready to be


Steel Bearing plates Installed in Pile
Note : Cutouts in steel bearing plates for passage of concrete by tremie are shown in Figs. 6 and 7.
7.4 Jack assembly shall be welded or locked so that it remains closed during handling and installation
in the pile. The welds or locks shall be designed, so that, they can be disengaged completely with no
resistance to expansion of jack, prior to testing or to provide resistance after 1mm or less of assembly
expansion. When placed as integral part of the pile reinforcement in a cast-in-situ pile, the jack assembly
and its connection to the reinforcement shall be designed to safely withstand handling and placement
stresses. Jack assemblies are introduced in the steel reinforcement cage at the required location. As such
hinge is introduced in upper portion near jack assembly, refer Figs. 8 and 9.

Fig. 8 Jack Assembly Attached to Pile Fig. 9 Jack Assembly Attached to Pile
7.5 Jack assembly casing for driven pile shall include anchorage that will safely withstand handling
and driving stresses. Refer Fig. 10.

44 INDIAN HIGHWAYS│March 2018


Amendment

Bi-directional jacks that opens within the soil, especially


when installed in a driven pile, can include a plate around
the pile perimeter that covers the opening to minimise
disturbance of the surrounding soil during testing.
7.6 The pump, hoses, pipes, fittings, pressure gauges and
pressure sensors used to pressurise the jack assembly shall
be rated to a minimum safe pressure corresponding to the
nominal capacity of the jack assembly.
7.7 The pressure measurements in the jack assembly
using pressure gauges or sensors shall have a range greater
than or equal to the rated pressure of the jack assembly. Fig. 10 Lowering of Assembly
Pressure gauges shall have minimum graduations less than with Cage Reinforcement
or equal to 1% of maximum anticipated pressure. When
used in the test, pressure sensor output in units of pressure or calibrated load shall be displayed in real
time during the test.
7.8 Each jack, pressure gauge and pressure sensor shall be plainly marked by a unique serial number
and shall have calibration tests performed no more than twelve months prior to the test to atleast the
maximum anticipated jack pressure.
7.9 Strain gauges are recommended at strategic locations to assess the load in the pile and the load
transfer along the pile length, which facilitates the equivalent top-down load-displacement analysis.
8. Measurement of displacements and strains
8.1 Upward pile movement shall be reported as positive and downward movement as negative. Pile
compression shall be reported as positive and expansion as negative. Jack assembly expansion shall be
reported as positive and closure as negative.
8.2 Reference beams and wire lines, if used, shall have supports firmly embedded in the ground at a
clear distance from the test pile of atleast three times the diameter of test pile. A single reference beam
shall be oriented across pile top or two parallel reference beams, one on each side of test pile. Reference
beams shall have adequate strength, stiffness and cross bracing to provide stable support for the test
instrumentation and to minimise vibrations that may affect the measurement of pile movement. One
end of each beam shall be free to move laterally as the beam length changes with temperature variation.
Supports for reference beams and wire lines shall be isolated from moving water and wave action.
8.3 A trap or shelter shall be provided to prevent direct
sunlight and precipitation from affecting the measuring and
reference systems. Refer Fig. 11.
8.4 The dial indicator stem shall be perpendicular to
the direction of stem travel and bearing surface shall be
smooth with atleast a 5 mm glass plate glued to the surface.
Electronic indicator movements shall be displayed in
real-time during the test. Displacement indicators used for
measuring pile movements shall have a minimum travel of
100 mm and minimum graduations of 0.01mm or less. If
larger displacements are anticipated, greater travel, stem Fig. 11 On-Site Test Set up Location
extensions shall be provided. Dial indicators and electronic
displacement indicators shall be in good working condition and shall have a full range calibration within
twelve months prior to the test.
8.5 Laser, optical or digital survey levels can be used for secondary pile top axial movement
measurements and to verify reference movements.

INDIAN HIGHWAYS│March 2018 45


Amendment

8.6 Unstrained telltale rods, with a typical diameter of 6 mm shall be used to measure the axial pile
movement or the axial compression within the pile. Telltale rods shall be installed in an open sheath or
casing or tubing having an inside diameter approximately two times the telltale rod diameter to ensure
free rod movement during the test. A displacement indicator shall be used with its stem parallel to the
pile axis to measure the relative movement between the rod and the pile top or the reference beam. A
glass plate shall be clamped and glued to the telltale rod perpendicular to the rod. A single telltale can
be installed on the axis or telltales can be provided in pairs at the same elevation to obtain an average
measurement on the pile axis, with the telltales in each pair oriented diametrically opposite to each other
and equidistant from and parallel to pile axis. For test piles exceeding 1.80 m diameter a minimum of two
pairs of telltales shall be installed at each elevation to obtain an average measurement, ideally with one
pair orthogonal to other. The telltale rods shall have a rounded or pointed tip that bears on a clean steel
plate affixed within the pile or shall be threaded into a nut affixed within the pile or firmly fixed with any
available method. Telltale rods shall be cleaned and oiled prior to installation in pile. Centralisers shall
be provided for the rods at the pile top to restrain lateral movement but not axial movement. Alternatively
a axial tension displacement indicator can be attached to the telltale and other end can be fixed to a
rigid reference to measure the axial movement of telltale rod. Distance from pile top reference to the
termination point of each telltale shall be measured to nearest 25 mm or less.
8.7 Each displacement indicator, scale, target, detector, staff and reference point used during the test
shall be identified and marked with reference numbers or letters clearly visible to test personnel.
8.8 Indicators, scales or reference points attached to the test pile, reference beam or other references
shall be firmly affixed to prevent slippage during test. Verification shall be done for wire line supports
and reference beams, so as, to prevent movement during the test by using a surveyor’s level for taking
readings on a survey rod or scale with reference to permanent bench mark located outside immediate test
area.
8.9 Axial Movements on Pile Top
Displacement indicators shall be used as primary or secondary system to measure pile top axial movement
with respect to one or more reference beams. The indicator stem shall be oriented parallel to the pile axis.
A single displacement indicator shall be mounted on a reference beam to measure axial movement at the
centre of the test pile. As an alternate, displacement indicators shall be mounted on reference beams in
pairs to bear on pile top at opposing axisymmetric points equidistant from the centre of test pile. During
the test, use a level or laser with scales, targets, detectors or staff to measure the movement the reference
beam relative to a benchmark located outside of immediate test area.
8.10 Axial Movements of Jack Assembly
Telltales shall be installed to measure respective movements of the top and bottom of jack assembly.
Displacement indicators used to measure these movements shall have adequate length to measure
assembly plate movement and shall measure the axial movements of the jack assembly to the nearest
0.01mm. Telltales shall be referenced to the top of the pile or to a reference beam system. Monitor the
axial expansion of the jack assembly using the difference between the telltale measurements at the top
and bottom of the assembly.
8.11 Direct Jack Expansion Measurement
Electronic displacement indicators shall be installed in the pile to directly measure the jack assembly
expansion. These electronic displacement indicators shall measure assembly expansion to the nearest
0.01 mm. A minimum of one pair of indicators shall be installed, with the indicators in each pair oriented
diametrically opposite to each other and equidistance from and parallel to pile axis. For test pile exceeding
1.80 m diameter, a minimum of two such pairs of indicators shall be used. In addition, at least one pair
of telltales shall be used by extending from pile top and up to telltale level coming from top of jack
assembly to measure the pile compression above the jack assembly.

46 INDIAN HIGHWAYS│March 2018


Amendment

When the jack assembly is activated, the lower and upper portions of the jack will move in the respective
directions with displacements. A typical pile having length of 25000 mm with displacement of 50 mm
upward and 50 mm downward movement is shown in Fig. 12. Telltales- TT-1, TT-2 are for upward
movement of pile and Telltales-TT-3 and TT-4 are provided for downward movement of pile below the
jack assembly. The lengths given in the Fig. 12 are notional only and for the purpose of understanding.

The measurements are notional only and for the purpose of better understanding

Fig. 12 A Typical Jack Assembly Movement when Activated for a Pile Length of 25 m.

8.12 Strain Measurement in Pile


Wherever strain measurements are envisaged, strain in the pile can be measured using strain gauges
installed along the length of pile axis at locations specified to help evaluate the distribution of load
transfer from the pile to the surrounding soil. Single gauges or paired gauges can be installed on pile
axis with the gauges in each pair oriented symmetrically opposite to each other and equidistant from and
parallel to the pile axis. Two such pairs of gauges are recommended for critical locations and for test piles
with diameter exceeding 1.80 m or larger, ideally with one pair orthogonal to the other. Distance from
pile top reference to the gauges is measured and recorded to the nearest 10 mm or less.
The strain gauges shall be individually or batch calibrated prior to installation and shall have accuracy
within 1% throughout the applicable measurement range. Strain readings shall be recorded with a precision
of 1 micro strain or less. Where feasible, strain measurement programme shall include a complete history
of gauge readings starting before their installation in the pile.
In order to interpret strain measurement and to estimate the load in the pile, details regarding depth
profile describing the variation and properties of pile constituents, including strength, cross-sectional
area and modulus obtained are required. The modulus can vary with the applied stress, especially for
grout or concrete. This information can be obtained from installation records, calliper measurements and
separate material property tests as needed.
8.13 Pile Compression Measurements
Wherever pile compression measurements are envisaged, same shall be measured in test pile.
9. Load testing procedure
9.1 General
Use of embedded jack assembly to apply load to the test pile will result in application of test load which
is twice the load measured in jack assembly. The test uses load intervals to better estimate the anticipated
movements. Structural capacity of pile or jack assembly shall not be exceeded in the test procedure.
9.1.1 Prior to testing, concrete in the pile should generally achieve approximately uniform strength
throughout the pile and atleast 85% of maximum design compressive strength.

INDIAN HIGHWAYS│March 2018 47


Amendment

9.1.2 The static axial capacity of piles typically changes as time elapses after pile installation, depending
on the soil or rock properties, on the pore water pressure and soil structure interface while installing pile.
This behaviour can be for both cast-in-situ as well as driven piles.
9.1.3 Prior to performing the test hydraulic fluid shall be circulated through each jack to verify hose
connectivity, saturate the system and flush any blockages.
9.1.4 Prior to test, any safety locks placed on the jack assembly shall be removed for safe handling
during placement in the pile. Welds must be broken during initial pressurisation of the jack assembly. The
initial pressurisation shall proceed until a fracture plane forms across the pile and all welds or locking
mechanisms are fully disengaged, at that time the pressure shall be reduced to zero for atleast 1 minute
before beginning the loading on pile.
9.1.5 Unless otherwise specified each increment of test load shall be maintained constant with reasonable
tolerance.
9.1.6 Jack operating personnel shall check for pressure leaks during each load interval. Continuous
pumping without expansion of jack assembly or a significant difference between the pressures measured
on the input and return pressure lines can indicate hydraulic leak. Leaks shall be identified, isolated and
repaired before continuing the test. The effect of leak shall be assessed with reliability of test results.
9.2 Loading Procedure
9.2.1 Load on jack assembly shall be applied in ten equal increments with each increment not more
than 5% of maximum specified test load, since maximum specified jack assembly load will be 50% of
maximum specified test load. Each load increment shall be added in a continuous operation attaining
the load following the completion of movement readings for the previous load intervals. If significant
movement occurs above or below the jack assembly, the loading time is extended to apply the load
increment to the opposing portion of the pile. Load increments shall be added till reaching half of the
maximum specified test load, until reaching the maximum expansion or load capacity of jack assembly,
or until observing continuing, progressive expansion of jack assembly, but structural capacity of pile
shall not be exceeded. Below template shows Load vs displacements - top and bottom movements.
Template
Load (kN) Top plate movement (mm) Bottom plate movement (mm) Total (mm) Remark

Note : Use TT-1 and TT-3 from Fig. 12 for measuring and Plotting load vs displacement table and curves
9.3 Recording Test Readings
9.3.1 Time of applied pressure, jack assembly load, pile movement, jack assembly expansion, pile
compression, pile strain, reference movement for each identified gauge, scale and reference point shall
be recorded for each increment immediately, preferably within 1 minute of each loading.
9.3.2 It is preferable to use a data logger system to condition and store the test data in digital form. The
data logger shall be connected to an electronic system that displays the numeric results in real time during
the test.
9.3.3 The jack’s manufacturers shall certify its accuracy
9.3.4 Load shall be applied in each increment and decrement of 5% of maximum specified test load at
1, 2, 5, 10 and further each at 10 minutes upto the duration of total load. It should be noted here that
maximum specified jack assembly load will be 50% of maximum specified test load in bi-directional
testing. Instrument reading shall be recorded within 1 minute before application of next load increment
or decrement. If required, data logger can be used to automate the test.
10. Safety during testing
i) All operations in connection with pile load testing shall be carried out, so as to, minimise or
avoid or eliminate exposure of people to any type of hazard due to test.
ii) Stable and level work areas shall be provided around the test pile. All test and adjacent work
area’s walkways, platforms shall be cleared of scrap, debris, small tools and accumulated mud,
grease, oil and other substances.

48 INDIAN HIGHWAYS│March 2018


Amendment

iii) Temporary devices to keep embedded jack assembly safely closed during handling and
placement is provided. When placing in jack assembly as part of steel reinforcement cage,
adequate connections between steel reinforcement and jack assembly shall be provided to
maintain stability and integrity of overall cage during its handling and placement. Multiple
lifting connections shall be used to prevent permanent distortion of reinforcement cage.
iv) Loads shall not be hoisted, swung or suspended over test personnel and shall be controlled by
tag hoists. Only authorised personnel and test equipment shall be permitted within immediate
test area.
11. Analysis of results
Measurements obtained in the form of deformation upwards and downwards shall be plotted as in
Fig. 13. The ordinate above 0.00 mm displacement with respect to the load in abscissa indicate upward
movement of the jack system recorded, and the ordinate below 0.00 mm with respect to the load in
abscissa indicate downward movement of the jack system at respective loads. For any particular load
combined movement measured above 0.00 abscissa line as well as below the line will indicate total
displacement of the jack assembly. Further an equivalent top load curve derived from Fig. 13 and plotted
as in Fig. 14. This equivalent top-load curve shall be read for load – displacement requirements.

Fig. 13 Typical individual top-bottom displacement Fig. 14 Typical equivalent combined


of pile with respect to load curve from load test
11.2 Initial Load Test or Load Test on Test Pile
Test pile or load test on Initial pile shall be conducted for loads exceeding 2.5 times the design load and
capacity measured corresponding to settlement of 10% of pile diameter or less if the settlements is less
than 10% of pile dia.
11.3 Routine Load Test shall be conducted for test load of 1.50 times design load and settlements shall
not exceed settlement obtained from initial pile test corresponding to routine test load.
12. Report
Test information shall be recorded for:
i) Project identification and location, ii) Test site location, iii) Date and type of test, iv) Agency performing
the test, v) Personnel performing the test and preparing the report, vi) Temperature and weather conditions
during tests, vii) Brief description of embedded jack assembly and pressure measurements, including
capacity, viii) Description of instrumentation used to measure pile movement including location of
indicators, scales, and other reference points with respect to pile top, ix) Description of special
instrumentation such as telltales or strain gauges including location of such instruments with reference
to pile top, x) Special testing procedures used, xi) Plots of load vs. plate movement above and below the
jack assembly, xii) Photographs of test instrumentation and setup (optional), xiii) Date test pile installed,
xiv) Design load of test pile, xv) Type and dimensions of test pile to nearest 0.03 m or less, xvi) Test pile
material including basic specifications, xvii) Load vs displacement curves for upward and downward
movement of pile shall be recorded, equivalent top load curve from earlier curves shall be plotted, further
strain gauge readings wherever required shall be plotted.

INDIAN HIGHWAYS│March 2018 49


MoRT&H Circular

50 INDIAN HIGHWAYS│March 2018


Tender Notice

INDIAN HIGHWAYS│March 2018 51


Tender Notice

52 INDIAN HIGHWAYS│March 2018


Tender Notice

INDIAN HIGHWAYS│March 2018 53


Tender Notice

54 INDIAN HIGHWAYS│March 2018


Tender Notice

INDIAN HIGHWAYS│March 2018 55


Tender Notice

56 INDIAN HIGHWAYS│March 2018


Tender Notice

INDIAN HIGHWAYS│March 2018 57


Tender Notice

58 INDIAN HIGHWAYS│March 2018


Tender Notice

INDIAN HIGHWAYS│March 2018 59


Tender Notice

60 INDIAN HIGHWAYS│March 2018


Tender Notice

INDIAN HIGHWAYS│March 2018 61


Tender Notice

62 INDIAN HIGHWAYS│March 2018


Tender Notice

INDIAN HIGHWAYS│March 2018 63


Tender Notice

64 INDIAN HIGHWAYS│March 2018


Tender Notice

INDIAN HIGHWAYS│March 2018 65


Tender Notice

66 INDIAN HIGHWAYS│March 2018


Tender Notice

INDIAN HIGHWAYS│March 2018 67


Tender Notice

68 INDIAN HIGHWAYS│March 2018


Tender Notice

INDIAN HIGHWAYS│March 2018 69


Tender Notice

70 INDIAN HIGHWAYS│March 2018


Delhi Postal Registration No DL-SW-17/4194/16-18
UNDER ‘U’ NUMBER U(SW)-12/2016-2018
At Lodi Road, PSO on dated 28.2.2018 LICENCE TO POST
ISSN 0376-7256 Newspaper Regd. No. 25597/73 WITHOUT PREPAYMENT
DL-SW-17/4194/16-18
INDIAN HIGHWAYS
`20/-
PUBLISHED ON 22 FEBRUARY, 2018
MARCH, 2018
MARCH, 2018

SA INFRASTRUCTURE CONSULTANTS PVT. LTD

About SAICPL
SMART INNOVATIVE INFRA SOLUTIONS - WORKING TOWARDS BETTER TOMORROW

SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
(An ISO 9001-2008 Certified Company)

INDIAN HIGHWAYS
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design. Volume : 46 Number : 3 Total Pages : 72
Sectors

Highways Bridges Waterways Railways Sewage Treatment Plant

Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development
transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support.

Highways : Including Access Controlled Expressway and upgradation of


existing 2/4 Lanes.
Projects
Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection
Report and Conditional Survey.

Metro-Rail Services : Including design of underground and elevated metro


stations, viaducts, architect design of stations and technical services.

Traffic & Transportation and intelligent Transport System - Including


preparation of Urban and Regional Transportation Plans, Land-use
Transport Modeling for Policy Testing and Traffic Predictions. Traffic
Management Plans, Road Safety Audit, Public Transport Planning and
Management.

Urban Infrastructure Development : Including preparation of Plans,


development of townships, infra corridors, water supply, sanitation and
power supply etc. Road Under Tilak Bridge at ITO, New Delhi
Water Resources : Including irrigation Flood Control, Ground water
exploration, Environmental and Social Aspects.

BOT/Annuity : Including project identification, Detailed Survey, Feasibility


Study, Detailed Engineering and Design, Economic and Financial Viability
analysis.

Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh INDIA
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - info@sainfra.com

Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064 https://www.irc.nic.in

You might also like