Paper No.

680

TECHNICAL CHALLENGES IN CONSTRUCTION OF

A HIGH LEVEL BRIDGE INSIDE A RESERVOIR BASIN:
A CASE STUDY OF GURUPRIYA BRIDGE IN THE STATE OF ODISHA

Nalini Kant Pradhan1 Dr. N. C. Pal2

ABSTRACT
This paper presents the constructability issues, technical challenges and lessons learned during the design and
construction of a high level bridge over river Gurupriya inside Balimela reservoir basin in the state of Odisha.
Several challenges were encountered and mitigated during the work on this project which includes large
variation in the water level of the reservoir, tight construction schedule, remoteness of the site with active naxal
threat, poor accessibility to site with almost no tele communication and connectivity. The 910 m long high level
bridge project implemented in Engineering, Procurement and Construction (EPC) mode has large diameter
piles of 1500 mm diameter in the deep channel zones which are executed with help of floating pontoons. Specially
designed sacrificial shuttering system has been adopted for casting of the pile caps considering fluctuating
depth of water. Both PSC and Steel concrete composite superstructures have been used with varying span
ranging from 41 to 61 m considering the ease of construction in such a technically challenging remotely located
site. Two types of designed staging systems have been adopted for the in situ casting and stressing activities of
the PSC composite superstructure, where as the steel girders assembled at the site have been lunched from the
floating pontoons with help of designed winch-pulley-roller system. Temporary structural arrangement with
stiffening truss and derrick/post system were fixed over the pier caps for facilitating lunching of the steel girders
from floating pontoons.. Two representative spans of the bridge have been load tested under equivalent design
load of 115 ton with use of response acquisition instrumentation namely LVDT type transducers and strain
gauges to record the deformation pattern during loading and unloading stages including under temperature
variation. A third-party quality audit of the project has been conducted by the Bridge and Structures Division
of Central Road Research Institute (CRRI) who has certified the structural safety of the bridge. To the best
knowledge of the authors, adoption of 61meter long box type steel superstructure in any river bridge system in
our country is not commonly available. The authors have concluded that innovation during the design phase
and constructability input at the preliminary stage of the project has a positive outcome on project budget and
schedule during the construction phase.

1. INTRODUCTION 1960s and Balimela in1980. The Administration was

A High Level bridge over river Gurupriya within the unable to reach them and ultimately the developmental
activities were far from their dream and the cut off area
Balimela reservoir basin of Malkangiri District in the
remained underdeveloped since last more than thirty
state of Odisha was initially proposed during 1982 to
five years. Taking the advantage of back ward ness of
connect more than 151 villages in cut off area who are the area Left Wing Extremism (LWE) activities by the
surrounded by water from three sides. These villages naxals increased day by day and became challenge to
got disconnected from the main land after construction the Administration/Government as they created serious
of two major irrigation project namely Machhkund in law and order situation. As far as LWE activities are
1

E-in-C cum Secretary, Works Department Government of Odisha & Immediate Past President IRC, New Delhi
Email: pradhan.nalini@gmail.com
2
Executive Engineer (Projects), Works Department, Government of Odisha, Email: drncpal@gmail.com

38 Journal of the indian Roads Congress, April - June, 2018

 Paper No. 680

concerned, the district of Malkangiri has been one of

the worst affected districts with as many as 332 Maoist
incidents recorded in 10 years between 2008 and 2018,
claiming lives of 101 civilians and 77 security forces
personnel. The cut-off area itself has seen severe
bloodshed with deaths of 25 civilian and 49 security
forces, including 37 Grey Hounds of Andhra Pradesh near
the bridge site. Taking advantage of the topographical
isolation of the cut-off area, the Maoists established their
stronghold and a safe haven to operate. Over the recent
years, the region has been witnessing a turnaround with
intensified counter maoist operations jointly by state
police, BSF and CRPF personnel, This has helped to
initiate development initiatives by the State Government
in the maoist affected region. Two companies of BSF
personnel has been deployed since 2013 on both sides Fig 1: Balimela Reservoir & Surrounding Cut off Area
of the bridge site to facilitate security support for safe near Chitrokonda
construction of the bridge. as for construction of super structure work. Such type
The major technical challenge for construction of of site requires large size multiple numbers of floating
Gurupriya bridge is due to its site condition within the Pontoons/Barges to serve the purpose of materials and
Balimela reservoir basin, where average 20 m depth of heavy machinery transport in the water way which is not
standing water throughout the year and about 28 m ( required in other bridge work. These pontoons facilitate
i.e. about 92 feet) depth of standing water in the deep placing of piling rigs, heavy duty cranes, concrete
channel zone exists. After several unsuccessful attempts, mixer and other mechanical equipments /fixtures
the State Government could finally start the work in required for both sub structure and super structure work.
2014 and the bridge was constructed within a short span Similarly, specially designed tailor made lunchers/
of three and half years. The inhabitants of 151 cut-off lunching arrangement are required for superstructure
area villages of Balimela reservoir had witnessed a new work as staging from ground, for about 25 m to 32 m
dawn on 26th July 2018 when Hon’ble Chief Minister depth shall be an impossible task. One has to work
of Odisha dedicated the long-awaited Gurupriya bridge with fluctuating water depth of reservoir also for which
to the nation with an aspiration that the cut off area different construction methodology/approach need to
people will walk towards a new era of hope, progress be adopted with corresponding equipment. Some of the
and prosperity. The 910-metre long high level bridge temporary structures will become sacrificial also during
on river Gurupriya connecting Chitrokonda-Janbai-
Papermetla road is a dream came true for over 30,000
people of the villages that have been cut off from the
mainland for nearly six decades after construction of the
major irrigation projects at Machhkund and Balimela.
The bridge has finally become a reality 36 years after it
was first conceptualized.
2. GURUPRIYA BRIDGE SITE
Fig. 1 and 2 shows the location of the bridge site in
Google map.
The present bridge site near Janbai was finalized during
2004 which is within the Balimela reservoir basin with
average 20 m depth of standing water. In the deep channel
zone, the standing water depth is about 28 m ( i.e. about
92 feet). Construction of any bridge work due to such
large standing depth of water need specialized skills
and equipment for under water foundation work as well Fig 2 : Gurupriya Bridge Site inside Balimela Reservoir Basin

Journal of the indian Roads Congress, April - June, 2018 39

 Paper No. 680
the construction. Above technically challenging issues
are some of the main reason why bridge at Gurupriya
site could not happen since long,
The bridge site near Janbai on Chitrokonda-Janbai-
Papermetla road is in a remote location touching the
border zone of Orissa-Andhra Pradesh and Chhattisgarh
and very much affected by Naxal threats. Very poor
accessibility for movement of man and machineries
for construction purpose due to hilly terrain & narrow
inaccessible roads from both approaching ends i.e either
from Jeypore side (i.e through state of Odisha) OR from
Visakhapatnam side (i.e from state of Andhra Pradesh).
The accessibility to Janbai site approach of the bridge
are either through Jeypore-Baipariguda-Govindali-
Balimela-Chitrkonda route from state of Odisha OR
through Visakhapatnam-Tahllipelam-Narsingpatnam-
Chintapalli-Gudem-Darkonda-Chitrokonda from state of
Andhra Pradesh. Road conditions were extremely poor
from Chitrokonda to Janbai. Similarly the only route
available to come to Papermetla side approach of the
bridge is from Visakhapatnam of Andhra Pradesh through
Visakhapatnam-Tahllipelam-Narsingpatnam-Chintapall-
Paderu-Muchingiput-umuda-Gandiguda-Jantapai-
Papermetla-Badapada. The road from Muchingput to
Badapada is earthen kachha road. Besides above, the
surrounding areas all along the above three routes are
affected by regular maoist activities and with almost nil/
very poor tele network connectivity till today.
3. SITE STRATGIC ISSUES & DIFFICULTIES IN
MOBILIZING MATERIALS, MACHINARY &
HUMAN RESOURCE
Three challenges that was originally predicted were;
access to reach the bridge site, availability of limited
working period of only four to five months a year that again
only during day time as evening work was considered
highly unsafe & risky due to naxalite problems. The
amenities like electricity and communication were very
poor. Though a fair access to the site was made partially
ready around June 2013 after start of construction
work for Chitrokonda-Janbai road, there was need for
appropriate planning to mobilize material, plants &
machineries and labour to complete the task considering
the natural and man made hinderances.
As the area was affected/defamed due to Naxal threats, no
agency was ready to supply any machinery/equipment to
the site. The area was cut-off from transmission/ mobile
network, and thus no operator was ready to work in the
Gurupriya bridge site. Piling machineries were shifted
from Kolkata through Bhubaneswar to Janbai via Jeypore
route. This route passes through narrow Ghat road. It
40 Journal of the indian Roads Congress, April - June, 2018
takes around 15 to 20 days from Kolkata to the bridge
Site. In case of any breakdown/regular maintenance; wire
rope and all spares to be brought from Kolkata. Pontoons
were fabricated in workshop at Raipur, Chhattisgarh and
shifted in pieces over Trailer and assembled at site. High
Capacity crane was moved from Latehar of Jharkhand
state. Crane was moved on its wheel and its counter
weight was sent through Trailer. A team of 4 members
was sent along with the crane to reach the site safely. It
took about 5 days to reach the site.
Due to Naxal threats, no material supplier was ready
to supply materials at site. District Administration did
not permit to run crusher due to pollution and green
belt issue at Malkangiri, which hampered supply of
aggregates. No transport facilities are available at site,
therefore, for sending even for small parts/spares also,
an individual vehicle had to be arranged. Prestressing
wire rope was procured from M/s Usha Martin from their
Ranchi production unit. Each lot took about 15 days to
reach the site. Prestressing Jacks and other materials
were procured from Dynamic Prestressing system from
Nasik and 30 days lead time was required to reach
the materials at site. Steel Girders for the six spans of
the bridge were fabricated in workshop at Raipur and
individual segments were transported through trailer
through the Ghat Roads to the bridge site which used to
take 8 to 10 days time. HSFG bolts were procured from
Ludhiana and dispatched after inspection from the shops
and each lot took about 20 days to reach the site.
Similar difficulties were faced during mobilization
of manpower: The 17 Km long existing road between
Chitrokonda (i.e the block head quarter) to Janbai
approach of the bridge site is full of jungle and barren
areas with no tele communication facilities. Due to
Naxal threat, no staffs were ready to work at bridge site.
Subsequently, the project site office including labour
camp were established just adjacent to BSF base camp
on A1 side approach of Janbai and officials camp near
Chitrokonda BSF premise for safety purpose. There
is no direct rail/road route from metro like Kolkata to
the project site. Pilling gangs were arranged from West
Bengal. Labour was sent to Kolkata from their native
place, Kolkata to Vizag via train, then Vizag to Selur via
bus and Selur to Site through Jeep. It took around 36 hrs.
for labours to reach the site from their native place.
4. TECHNICAL CHALLENGES DURING
CONSTRUCTION OF FOUNDATIONS
The Full Reservoir Level (FRL) of Balimela reservoir
is R.L.462 m. Considering vertical clearance to the
superstructure, the formation level of bridge has been
 Paper No. 680

fixed as RL 465.90 m. The waterway spread vis-à-vis

depth of water at different levels at bridge site are given
in Table 1.
Table 1 Depth and spread of Water for H.F.L.
Bridge Waterway Water Water Water Water Water
Site spread Depth > Depth Depth Depth Depth
Water 20m 15m- 10m- 5m- < 5m
Level 20m 15m 10m
(RL in
M)

462 900 m 240 m 320 m 130 m 140 m 70 m

457 820 m 160 m 240 m 190 m 175 m 55 m

452 740 m 110 m 180 m 260 m 110 m 120 m

447 620 m 0 110 m 160 m 260 m 80 m

Photo 2 Transportation of Construction Materials
As may be seen under Full Reservoir Level (FRL) situation, over Floating Pontoons
the waterway spread is about 900 m. Accordingly, the
bridge length of 915 m has been designed considering
embankment height on both sides of the approaches. It is
also observed that more than 20 m depth of water covers
a stretch of about 240 m, which has been considered as
the deep channel zone at the bridge site and the most
critical zone for all construction activity.

Photo 3 Heavy Construction Machineries

over Floating Pontoons

Photo 1 Bridge Site in September 2014
After Award of the Work
Photograph shown at Photo 1 presents the view of
the bridge site during September 2014 after award of
the work to the EPC contractor. The field water level
as witnessed by the department has gone beyond RL
460 m during 2014, 2015 and 2016 construction period.
Photographs shown at Photo 2 and 3 explains how
transportation of heavy construction machineries and
construction materials were made over floating pontoons
during the construction period.
The construction activities for foundation work were
carefully planned as per the gradual water spread and
corresponding water depth at any particular location by
segregating the construction activities for shallow water
zone and deep channel zone.
The foundation for the bridge are executed with large
diameter piles (1200 mm & 1500 mm diameter) anchored
inside hard rock. Average depth of pile foundation
is about 20 m below ground level with 3.5 m to 7 m
embedment inside hard rock. The piling work in shallow
water depth zone was done by making local earthen
islands as shown in Photo 4.
The piling work in deep channel zones are done over
floating pontoons with the help of steel liner, which were
provided through the standing water to the starting of
rock zone. This is one of the critical activities of the
project which had consumed lot of time due to difficulties
in maintaining balance over the floating pontoon while
driving the chisels as shown in Photo 5.

Journal of the indian Roads Congress, April - June, 2018 41

 Paper No. 680
Photo 4 Views of Piling work in Shallow Water Depth Zone
Photo 5 Views of Piling work in Deep Water Depth Zone
The photograph of completed piles (1500 mm diameter)
with their liners projecting above water level under piers
P15 & P16 are shown in Photo 6. At these two locations
inside the deep water zone, 28 m depth of water flows
during Full Reservoir Level (FRL) condition and 20 m
depth of water during normal flow condition. The piling
work was done inside flowing water with steel liners
taken up to rock level.
Photo 6 Views of Pile Liner in Deep Water Depth Zone
42 Journal of the indian Roads Congress, April - June, 2018
The original design of pile groups in the deep channel
zone was having provision of four numbers of 1500
mm dia. piles anchored in to hard rock level. Average
12 to 15 days were consumed in the piling work for
one single pile in these locations. The casting of pile
caps was done only after observing the top levels &
corresponding inclination/tilt, if any in the individual
piles. The permissible constructional tolerance for
piles as per IRC:78-2014 is offset of 75 mm at piling
platform level and tilt not exceeding 1 in 150. During
construction, some tilt was observed in one of the pile at
P16 location during piling operation which was beyond
above tolerance level. Although the pile capacity of
individual piles at this location is of the order of 700 to
1200 ton and is quite safe in a group effect as per design
requirement, however as an additional strengthening
measures, two more numbers of 1500 mm dia. piles
were executed at the same location to enhance the safety
factor and stability. As precautionary measures, two
more 1500 mm dia. piles were also executed by the EPC
contractor in all the pier location inside deep channel
zone making group of the four piles to group of six piles
without any additional cost to the project. By first quarter
of 2015, the pilling work started in full swing.
5. TECHNICAL CHALLENGES DURING
CONSTRUCTION OF SUBSTRUCTURE
Casting of pile caps under water in the deep channel zone
was another technical challenge. Specially designed
sacrificial RC beams & RC thin slabs surrounding the
piles were first cast to function as sound platform for
shuttering for the pile cap considering average depth of
water at RL 452 m (which is also the bottom level of the
pile cap). Subsequently, 2250 mm thick pile caps as per
design were cast over the sacrificial shuttering system.
Fig. 3 shows the shuttering arrangement with sacrificial
base for deep water pile cap construction.
Similarly casting of cantilevered pier cap from the tall
piers in the deep channel zone was another technically
challenged item. Practically the water level at the bridge
site in the deep channel zone remains above RL 452
(i.e. bottom of pile cap) for about six to eight months
time. Therefore the staging for Pier caps were carefully
erected above the pile caps applying sound engineering
principles and dead load transfer mechanism so that even
during sudden rise in water level in the reservoir, the pier
cap temporary support system will not lose its stability.
Photo 7 shows the staging arrangement for pier cap in
deep channel zone.
 Paper No. 680
Fig 3 Shuttering Arrangement with Sacrificial Base for Deep Water Pile Cap
Photo 7 Views of Submerged Tubular Staging over Pile Cap
6. TECHNICAL CHALLENGES FOR
SUPERSTRUCTURE
One of the option for construction of super structure in
such type of large depth standing water site situation is
to adopt pre cast PSC pre-tensioned girders OR pre cast
PSC post-tensioned segments with appropriate lunching
arrangements for lunching the precast units from one
end by deploying suitably designed launchers. The
Journal of the indian Roads Congress, April - June, 2018 43
other feasible constructability option is adoption of steel
concrete composite superstructure with fabrication of
steel girders in the fabrication yard/shop, transporting the
fabricated segments to the bridge site after full assembly
checking at factory, assembling the segments at site
with required bolting/welding at the splice locations
and finally lunching the assembled segments either by
pushing method from one end OR by use of lunching
arrangements similar to lunching of PSC girders OR by
lifting the girders from two ends with use of required
capacity cranes/winch pulley system from temporary
structures at pier cap level. The constructability issues
and hindrances of above options at Gurupriya bridge site
as per the site condition were examined. Difficult terrain
condition for making a suitable place for the pre cast
construction yard for casting of precast girder/segment
and transportation of the pre cast segments to the required
location of the bridge site besides frequent occurrence
of naxalites vandalisms to the construction equipment’s
at other work sites in the naxal affected zones was one
of the main bottle neck to organize all logistics for the
above construction arrangement.
 Paper No. 680

staging platforms during casting & stressing operation in

Photo 8 Earth Filled Compacted Island Driven
Bullah Piles Arrangement
case of sudden submergence due to rise of reservoir water.
Photo 9 gives pictorial presentation of completed girders
over span P4-P5 in shallow water zone with subsequent
submergence condition of tubular pipe integrated staging
platform. The overall view of the bridge site with
submergence condition of staging platforms near span
A1-P1 and P4-P5 is shown at Photo 10. The stability
of the staging platforms supporting about 450 ton dead
load of the girders even under submerged condition over
temporary earth fill island is self explanatory in these
photographs.

The EPC contractor had proposed PSC girder and cast –

in-situ deck slab superstructure with two stages stressing
option for the shallow water zone and steel concrete
composite superstructure for the deep channel zone.
The Contractor had furnished proposal for adoption
of two types of staging platform in the shallow water
zone to support the dead load of concrete girders before
stressing. For the two lane bridge with three girder
system, the induced dead load of PSC girder system is of
the order of 430 to 450 ton at the time of casting as per the
design furnished by the contractor after vetting from the Photo 9 A View of Tubular Scaffolding on
proof consultant. Typical tubular cup lock type braced Earthfill Island for Span P4-P5
structural tube integrated system with required staging
platform above temporary earthen island was proposed
for the spans in the shallow water zone near the approach
embankment. Similarly, suitably designed truss system
spanning over pile caps between two consecutive piers to
support the staging platform for casting the in situ PSC
girders in the shallow water zone close to deep channel
was proposed. Steel concrete composite super structure
with lunching of steel girders from floating pontoons
with help of required winch pulley lifting devices placed
over temporary structures on pier caps was proposed by
the EPC contractor for the remaining spans inside the Photo 10 Bird’s Eye View of the Self Standing Staging
deep channel zone covering a length of about 240 m Platforms under Submerged Condition for Spans A1-P1
where depth of water varies between 20 m to 28 m. and P4-P5 and Remaining Piers

Above proposals alongwith supported design and
methodology were examined & reviewed critically and
proved to be acceptable for construction considering the
site condition . The earth filled island for any particular
span in the shallow zones over an area of 40 m X 9 m
was stabilised by driving wooden piles with proper
compaction as shown in Photo 8 to support the induced
dead load of concrete girders before stressing. Other
slope strengthening measures using sand bags as pitching
elements to the temporary earthen islands was also made
besides laying of 150 thick PCC bed over the compacted
bullah pile system to avoid any failure of the temporary
In situ casting and subsequent stressing of PSC girders
for the spans close to the deep water zone were made
from a staging platform placed on a designed truss
system over pile caps.. As shown in the construction
photograph Photo 11 for the span P17-P18, there were
three inter connected plane truss over which tubular
staging were erected to facilitate required casting height.
The segments and joints of the trusses were made with
typical splice plate connected with high tensile nut &
bolt system so that the segments can be opened for re-use
in another span. This type of staging was first attempted
over span P17-P18 and the work was successfully carried

44 Journal of the indian Roads Congress, April - June, 2018

 Paper No. 680

out. However, the arrangement took considerable amount in-house fabrication factory and transported to the bridge
of time for erection of the truss over the pile cap and the site.
tubular staging over the truss system . Removal of such
truss system segment wise & re-fixation in another span
inside deep water zone also took considerable amount of
time, which compelled to look after other alternatives.

Photo 12 Placing of 41m Long Assembled Steel Girder

over Floating Pontoons

Photo 11 Staging Truss System over Pile Caps in

Deep Water Zone

With above two types of staging arrangement in shallow

& deep zone of water, the PSC superstructure work
continued from A1 to P11 and A2 to P17 for almost one
and half years between June 2015 to October 2016. One
of the major time consuming issue in such cast-in-situ
PSC construction type work is typical time requirement
from the date of casting of girders to the final stage of
prestressing. The Stage-1 stressing as per design was
after 10 days of casting of girders, followed by casting
of cross diaphragm and deck slab. Final Stage-2 pre-
stressing is after 21 days after casting of deck slab. Photo 13 Transportation of 41 m Assembled Girder
It was observed that minimum of three months time over Floating Pontoons
being consumed in one span in the process starting
from arrangement of staging, shuttering, reinforcement
detailing, prestressed cable laying etc. in site where
staging was erected over stabilized earth fill island.
Similarly minimum four months time requirement was
felt for the work inside deep channel zone, where staging
platforms were integrated truss system placed over the
pile caps. The difficulty in execution of PSC girders &
their two stage of stressing at such large height over the
staging platforms besides huge time requirement for
the work was the main reason to consider a change in
super structure type from PSC girder to steel concrete Photo 14 Temporary Structural Arrangement with
composite system. Derrick/Post and Winch Pulley System for Lunching
Steel Girders in the Deep Channel Zone
The proposed work plan and methodology of the EPC
contractor for steel concrete composite superstructure Then these girders were assembled at site and taken over
with lunching arrangement over floating pontoons for the floating pontoons to the required location between P11
spans between P11 to P17 in the deep channel zone was to P17 for launching/lifting over the bearing pedestal.
reviewd and accepted by the Authority Engineer.. The Temporary structural arrangement with derrick/post
steel girders were fabricated at Raipur in the contractor’s system were designed and fixed over the pier caps for

Journal of the indian Roads Congress, April - June, 2018 45

 Paper No. 680

facilitating lifting by typical winch-pulley-roller system.
Photo 12 to 15 explains the sequential activities starting
from site assembly of steel girders with connection of
their flange & web splice plates, tightening of HSFG
bolts by mechanical torque wrench of required capacity,
placement of assembled girder over floating pontoons
by mechanical crane, transportation of girder on floating
pontoons by tug boats to the required location and finally
lifting of girders from floating pontoons with help of
designed pulley & roller system.
41 m Long Steel Girder errection in deep channel
zone from floating pontoon-I, November 2018
than 14 m were erected over temporary earthen island
with design staging platform. The temporary earthfill
island at this location was strengthened by combination
of bullah piles and steel piles driven deep inside the bed
level besides sacrificial concrete capping arrangement to
prevent any collapse of the tall towers due to underneath
seepage failure. Assembling of the individual box
segments were made at the bearing level over temporary
steel towers after matching the splice holes for the
HSFG bolts. Thereafter the fully assembled box girders
were laterally moved one by one with help of designed
rollers from down stream side pedestal to up stream side
pedestal followed by fixation of cross girders The site
photographs showing launching of box-type steel girders
of 60 m length over the last span on P12A-P14 is shown
in Photo 12. The compulsion to change the execution
methodology due to unexpected abnormal drawn down
of reservoir water level has resulted some delay in the
work for this last span of the bridge.

Photo 15 Lunching of 41 m Steel Girder in the

Deep Channel Zone
The momentum of work got expedited inside deep
channel zone and the work continued till end of 2017
successfully with the above parallel work arrangement
of fabrication of steel girders in the factory at Raipur
and lunching of assembled girders at site over floating
pontoons. However again another execution issue
became visible from beginning of January 2018, when Photo 16 Structural Arrangement for Erection of 60 m Steel
suddenly the water level in the reservoir started depleting Girder after the Reservoir Water Level Drops Abnormally
at a very faster rate due to reported non closure problems Affecting Pontoon Movements
of some of the sluice gates, which happened for the first
time during last 20 years. An abnormal reduction in
water level ( by more than 12 m) compared to the last
three years water levels was observed during February
2018 when launching arrangement for the last 60 m span
of the bridge over Pier P12A & P14 was in progress.
Due to abnormal reduction in water level, movement
of floating pontoons from the approach embankment
location to transport the assembled steel segments to
the required pier location in side deep channel zone got
hampered. Therefore the entire erection methodology
was revised for this last span of 60 m length, wherein
individual box type steel girder of weight about 120
ton were planned for lifting with combination of high
capacity crane and winch-pulley system. Total eight Photo 17 Assembling & Erection of 60 m Steel Girder in
numbers of rigid frame type tall towers of height more Progress

46 Journal of the indian Roads Congress, April - June, 2018

 Paper No. 680

7. QUALITY ASSURANCE & DUE DELIGENCE
THIRD PARTY TESTS
Various quality assurance tests were performed during
the construction phase after finalizing the methodology
and schedule in advance. All tests after completion of the
project were conducted for issue of completion certificate
to the contractor as per the EPC agreement condition.
Finally a third-party quality audit was also conducted
by the Bridge and Structures Division of Central Road
Research Institute (CRRI) who has certified the structural
Check for Deflection at various points due to test vehicle
safety of the bridge. As a part of audit by CRRI, two
representative span of the bridge namely span P2-P3
(PSC girder with RC deck superstructure) and P12-P12A
(Steel composite super structure) were load tested under
full design load test. Before load test visual inspection
of full span had been done properly. Expansion
joints checked to insure for their proper functioning.
Scaffolding erected for fixing the instruments such
as displacement transducers, temperature and strain
gauges.

Fig. 4 Discretization of Girder System Showing Critical Nodes and Sequential Loading Pattern of the Test Vehicles.
Fig. 4 explains the discretization of girder system in to
finite elements and nodes. The sequential positioning of
test vehicle loading pattern in longitudinal and transverse
axis for analytical evaluation of deflection under test
load as per equivalent absolute maximum bending
moment concept and the corresponding deflection at
critical nodes are shown in Fig. 5. The load was applied
by adding loaded trucks of known weight. The test load
is applied in stages of 55T, 85T and 115T (100% design
equivalent load) as shown in Fig. 6.
The deflections are measured at every stage of loading
and after one hour of loading. The recording of deflection
and strain value continued for next 24 hours at an
interval of one hour. After completion of 24 hours the
above procedure was repeated for unloading of load and
deflection, temperature and strain values were recorded.
Afresh. Total 27 numbers of LVDT and 9 numbers of strain
gauges were fixed at the critical locations of the girders as
shown in the Fig. 7 to record & measure the displacements
and rotations in the three girder integral system.
Fig. 8 shows the schematic arrangement of test load and
Fig. 9 demonstrates the load deflection graphs as per the
data recorded through four numbers of LVDTs placed near
the mid span, The test spans were constantly monitored

Fig. 5 Sequential Loading Along Longitudinal Axis with Fig. 6 Theoretical Deflection Values at Critical Nodes for the
Transverse Critical Position Outer and Inner Girder

Journal of the indian Roads Congress, April - June, 2018 47

 Paper No. 680

for any structural distress at every stage of loading. From spans satisfy the required recovery of deflection
the load test results it is clear that both the representative more than 85% as per IRC:SP:51-2015 specification.

Fig. 7 Location of LVDTs & Strain Gauges for Load Testing of Full Span

Fig. 8 Schematic Diagram of Test Load on Span P2-P3

48 Journal of the indian Roads Congress, April - June, 2018

 Paper No. 680

Fig. 9 Load Deflection Curve for the LVDTs Placed at Mid Span of Girders

Photo 18 Completion Photograph Of Gurupriya Bridge with Water at Full Reservoir Level of 462 m During September 2018

Journal of the indian Roads Congress, April - June, 2018 49

 Paper No. 680
8. CONCLUSION
The planning for construction of the high level bridge
near Balimela reservoir was started in 1982, but it could
not take off due to technical challenges, remote location
and inaccessibility, and foremost, the menace of naxals/
left wing extremism. After several attempts, the State
Government could finally start the work in 2014 and
the bridge was constructed within a short span of three
and half years due to dedicated micro managemet at
each stage of work . The bridge has become a landmark
engineering feat in the State considering the natural
features and technical challenges posed by the site. The
present bridge structure as shown in the completion
photograph Photo 18 inside Balimela reservoir basin
has 22 spans standing on the water depth of an average
20 m with the deep channel zone extending to a depth of
around 28 m.
At the time of the beginning of construction of the
Gurupriya bridge, there were many skeptics who
believed it was impossible to try and build a bridge
that can span across the Balimela reservoir. One of the
nation’s leading engineering firms Gammon India tried
their efforts during 2006-2008 but could not progress
due to remote site condition with naxal threats besides
abnormal fluctuation in water depth for three consecutive
years. State Govt’s initiative for making the bridge
with help of Garden Reach Ship Builders, Kolkatta
and Bharat Earth Movers Ltd, Bangalore also could
not materialised Subsequently the project was included
under the LWE (Left Wing Extremism) scheme of
Govt of India. During 2010. However multiple bidding
attempts made on behalf of Government of India could
not yield any success ill 2013. As the State Govt. was
desperate for giving all-weather connectivity to the
remote and un connected 151 habitations for bringing
the people to the main stream and also to free the area
from LWE activists, it was finally decided to initiate
fresh bidding attempt with Engineering, Procurement
and Construction (EPC) contract provisions by recasting
50 Journal of the indian Roads Congress, April - June, 2018
the estimate considering the ground realities. In a
competitive bidding process, M/s Royal Infraconstru
Ltd from Kolkatta was awarded with the work, who
could finally complete the bridge within a span of three
and half years under BSF protection. Two companies of
BSF were deployed on each side of the bridge to provide
security cover to the personnel and machineries during
the construction. The BSF security arrangement will
remain in place for some more days near the bridge site.
The entire bridge has been illuminated and brought under
CCTV surveillance to detect any attempt of sabotage by
naxals. The bridge will bring all-round transformation
in the worst LWE-affected region by facilitating fast-
paced development through improved connectivity,
health, education, electrification and access to public
services. It will boost economic activities and create
better livelihood opportunities for the people.
One of the lesson learned in this project is to assess the
constructability issues that may arise from time to time
due to fluctuating water depth, which practically guides
the execution methodology and provide the basis for
actual construction time period in such a remotely located
naxal disturbing zone. All items of works including the
required machineries and associated logistics that can be
safely deployed in such site scenario should be worked
out at the planning stage and cost estimate as per ground
realities should be prepared.
9. ACKNOWLEDGEMENT
The authors wish to record their appreciation and sincere
thanks to the team of Scientists from Bridge and Structure
Division of Central Road Research Institute (CRRI) New
Delhi for their suggestions during 3rd party quality audit
in documenting the work as a case study example. Special
thanks are extended to the Authority Engineer team from
ARCHITECHNO Consultant Pvt Ltd, Bhubaneswar led
by Er. Rajesh Roy Choudhury, Managing Director and
Er Ashok Basa, Director Technical for their technical
guidance during supervision of the project.
 Paper No. 681

INVESTIGATION OF PREMATURE PAVEMENT DISTRESSES ON TYPICAL

NATIONAL HIGHWAY PROJECT

Prof. Prithvi Singh Kandhal1 Prof. A. Veeraragavan2

ABSTRACT
Premature pavement distresses primarily in terms of moderate to severe fatigue cracking were observed on
a four-laning, 50-km national highway project. This paper describes in detail the systematic sampling and
testing plan which was executed to determine the specific cause(s) of the premature pavement distresses.
In general, good construction quality control and quality assurance of various pavement courses was not
exercised, which led generally to the development of premature “bottom up” fatigue cracking on the project.
Remedial measures to rehabilitate this distressed national highway project have been described in detail based
on the category, severity, and extent of the distresses. General recommendations have also been made to avoid
such pitfalls on other major highway projects.
1. INTRODUCTION (c) obtain samples of all pavement layers; (d) test all
After four-laning of a 50-km national highway was samples in an independent laboratory; (e) analyze the test
completed, premature pavement distresses were observed data and draw conclusions; and (f) recommend remedial
on it during the first monsoon. The following pavement measures considering the type, severity, and extent of
distresses were observed: open surface texture; raveling; specific pavement distress.
hungry surface; alligator cracks; and potholes. By far, 3. PROJECT DESCRIPTION AND DETAILS
fatigue cracking was the primary distress ranging from
3.1 Project Description
moderate cracking (one to two cracks in wheel path) to
severe cracking (alligator cracks in the wheel path or Four-laning of this project was completed on a Design,
block cracks across the lane). Build, Finance, Operate and Transfer (Toll) basis. The
concession period of this project is 20 years excluding
Further successive deterioration of pavement occurred the construction period.
during the second and third monsoons. Several areas of
severe alligator cracks also developed shallow and deep 3.2 Pavement Design
potholes which required extensive patching. The pavement design life adopted for bituminous layers
It was decided to investigate the specific cause(s) of was 10 years of stage construction option and the
premature pavement distresses on the entire project by underlying base and subbase layers were designed for
full operation period of 20 years. Both the bituminous
systematic sampling and testing so that suitable remedial
and granular layers design life period was adopted as per
measures could be recommended.
Indian Roads Congress IRC:37–2001, “Guidelines for
2. OBJECTIVE Designing Flexible Pavements”.
The objectives of this investigation were (a) prepare a For the entire project road (new construction and
systematic pavement evaluation plan for each section; reconstruction of existing lanes) flexible pavement
(b) conduct a visual inspection of the pavement surface; thickness was adopted in accordance with IRC:37-2001

1. Associate Director Emeritus, National Center for Asphalt Technology (NCAT), Auburn University, USA (currently at Jaipur)
Email: pkandhal@gmail.com
2. Professor of Civil Engineering, Indian Institute of Technology Madras, Chennai, Email: av@iitm.ac.in

Journal of the indian Roads Congress, April - June, 2018 51

 Paper No. 681

and strengthening of the existing two-lane carriageway Bituminous Macadam (DBM) layers was considered as
flexible overlay thickness was adopted in accordance 1700 MPa and the Poisson’s ratio for BC and DBM layer
with IRC:81-1997. The four-lane pavement design was was considered 0.5. The statistical level of reliability
completed using the mechanistic method of pavement used in the design was 80 percent. Design CBR of 15%
design. was considered.
Vehicular movement on the project road indicated that The VDF values adopted in pavement design based on
the traffic pattern was significantly different along the traffic survey for two-axle, three-axle and multi-axle
length of the project. Therefore, this project road was tracks are 1.40, 2.57 and 3.27 respectively for the up
divided into two different homogenous sections as direction and these values were 2.30, 5.69 and 15.10 in
shown in Table 1. the down direction.
Table 1: Homogeneous Section-wise Cumulative Traffic The actual tensile strain values were calculated using in
the FPAVE program as per IRC:37-2001, and the actual
Homogeneous Design Chainage, 10 Year msa
strains were computed using various trial pavement
Section km
LHS RHS structural layer combinations. The tyre pressure used for
1 0+000 to 35+000 70 70 the analysis was 0.56 MPa and standard axle used was
dual type, having a mass of 8160 kg. This resulted in
2 35+000 to 50+000 68 95 consideration of single tyre load of 20,500 N.
The pavement temperature was considered as 35°C. In Pavement thicknesses adopted
accordance with IRC:37-2001, the resilient modulus Tables 2 and 3 show homogeneous section-wise adopted
(Mr) of the Bituminous Concrete (BC) and Dense MSA, CBR and pavement thickness values.
Table 2: Thickness of Pavement Layers (LHS Side)

H. Design Chainage, Layer Thickness, mm

CBR% MSA
Section km BC DBM WMM GSB SG
1 0+000 to 35+000 15 70 40 100 250 200 500
2 35+000 to 50+000 15 68 40 100 250 200 500
Table 3: Thickness of Pavement Layers (RHS Side)

H. Design Chainage, CBR% MSA Layer Thickness, mm

Section km BC DBM WMM GSB SG
1 0+000 to 35+000 15 70 40 100 250 200 500
2 35+000 to 50+000 15 95 50 100 250 200 500

The thickness of BC ranged from 40 to 50 mm whereas
the DBM consisted of a single layer 100 mm thick.
3.3 Pavement Construction and Quality Control
General
The pavement layers’ construction was carried out with
the materials satisfying the “MORTH Specifications for
Road and Bridge Works (4th Revision)”. The Project
Quality Plan (PQP) was submitted and approved by
Independent Engineer. The construction activities were
carried out as per the submitted PQP. The detailed
description of various layers of construction is described
below:
Subgrade
The construction of subgrade was carried out as per
the specifications of the clause 305 of the MORTH
Specifications. The subgrade was constructed using
soils with 15% CBR from identified borrow areas. The
pavement design was based on the 4-day soaked CBR
at maximum dry density. The construction and quality
control tests were carried out as per agreed Project
Quality Plan.
Granular Subbase (GSB)
The construction of GSB was carried out as per Clause
401 of MORTH Specifications (4th Revision). Grading
I as per Table 400-1 was used. The construction and
quality control tests were carried out as per agreed
Project Quality Plan.
Wet Mix Macadam (WMM)
The construction of WMM Layer was carried out as per
Clause 406 of MoRTH (4th Revision). The construction

52 Journal of the indian Roads Congress, April - June, 2018

 Paper No. 681
and quality control tests were carried out as per agreed
Project Quality Plan.
Bituminous Layers
The BC and DBM layers were constructed in the project
as follows:
The BC layer was constructed with Polymer Modified
Bitumen Grade PMB-40. The DBM layer was
constructed with VG-30 Bitumen. The bituminous layers’
construction was carried out after duly applying the
prime coat and tack coat as per MORTH specifications.
The construction of DBM and BC layers were carried out
as per the clause 507 and 509 of MORTH Specifications.
All aggregates met the MORTH requirements.
4 PAVEMENT EVALUATION PLAN
The pavement evaluation plan consisted of the following
steps:
4.1 Review of Mix Designs
Hot mix asphalt mix designs of BC and DBM involved
in the construction of this project were studied in detail
before inspection of the projectroad to ensure Marshall
Mix Design data met the specifications.
4.2 Sampling Plan
It was proposed to locate a representative “distressed” or
poor section and a relatively “good” section on this project.
These sections were intended to be at least 500 m long;
cores to be obtained in the lane adjacent to the median,
which carries truck traffic; and cores to be obtained in
the wheel track near the median in that lane. This type of
approach for systematic pavement investigation has been
used successfully across the world by the first writer in
the past[1]. Comparison of the test data from relatively
good and poor areas is generally helpful in isolating the
cause(s) of poor performance. Moreover, it also gives the
general range of pavement test properties on the project
being investigated. This approach is highly successful if
only one primary distress type is being investigated, it
may be cracking; rutting; or raveling/potholes.
Fig.1 shows the sampling plan for a typical “distressed”
(poor) or “good” section which involves the following:
• Five (5) 150-mm diameter cores to comprise BC
and DBM layers (subjectively evaluate the adhesion
between the two asphalt layers during coring).
• One (1) small test pit about 750 mm by 750 mm
in the middle of the 500 m test section in line
with cores to visually examine the condition of
in-situ BC and DBM (especially stripping). Also,
obtain samples of BC and DBM for determination
of maximum specific gravity (Gmm) of the mixes
Journal of the indian Roads Congress, April - June, 2018 53
from this test pit. [This was later changed to an
extra 150-mm diameter core because the pits were
taking too long. This extra core was brought to the
testing laboratory; warmed at 110 °C; and opened
to examine stripping, if any.]
• Five (5) test pits along the edge of the pavement near
shoulder to test the in-situ density of WMM, GSB,
and subgrade and take samples of all three both
for determining in-situ moisture content, optimum
moisture content, optimum dry density; gradation
and PI in the laboratory. Subgrade samples were
also used to determine the in-situ CBR values.
• Two (2) coring right on the crack to examine the
depth of the crack within the pavement (only in
distressed section).
Total number of samples to be collected from project
site and pits to be dug in both poor and good sections:
• 150-mm diameter cores = 6×2 = 12
• 150-mm diameter cores directly on cracks = 2 ×1 =
2 (poor sections only)
• Edge pits for testing WMM, GSB, and subgrade =
2×3×5 = 30
Fig.1. Sampling Plan
4.3 Testing Plan
Full depth cores of BC and DBM were brought to the
laboratory and evaluated for poke marks (generally
indicate inadequate density) and stripping. Layer
thicknesses were measured before sawing to separate
BC and DBM layers. Also, the bond between the two
asphalt layers was evaluated before sawing. Bulk
specific gravity was obtained for BC and DBM layers.
Cores were then warmed at 110°C or so to crumble them
and evaluate % stripping in the mix, if any. Photograph
were taken of some typical stripped mixes. Extraction
test was then conducted on the loose, crumbled mix
to determine bitumen content and gradation. Gmm was
measured on the loose mix of BC and DBM obtained
from the extra 150 mm diameter core. Gmm was measured
 Paper No. 681

after heating and remixing the loose mix to ensure all with white fines from the WMM had oozed out of the full
aggregate particles are coated with bitumen. depth cracks in Fig. 3.
Total number of Tests Core taken directly on the crack (Fig. 5) showed the
• Measurement of thickness of each asphalt layer in bottom up crack traversing both DBM and BC. That is
full depth cores = 2×2 × 5 = 20 why; fines from the WMM were brought up to the road
• Bulk specific gravity of cores = 2×10 = 20 surface by moisture/water.
• Gmm of loose samples (BC and DBM) obtained from All core samples were brought to the testing
extra cores = 2 ×2 = 4 laboratory and tested. As mentioned earlier, in lieu
• Visual evaluation of stripping in 2 layers of all cores of excavating a 750 mm by 750 mm pit, an extra
= 2×10 = 20 150-mm diameter core was taken which was warmed
• Extractions (bitumen content and gradation) of BC in the laboratory at 110°C opened up, and both BC
and DBM=2×10 = 20 and DBM evaluated for stripping. Table 4 gives the
• WMM Tests (in-situ moisture content; in-situ details of thicknesses, condition of bond between
density; optimum dry density; optimum moisture DBM and BC, and observation of stripping within
content; gradation; and PI = 10 mixes for all cores.
• GSB Tests (in-situ moisture content; in-situ density;
optimum dry density; optimum moisture content;
gradation; and PI = 10
• Subgrade Tests: gradation; moisture content; LL;
PL; PI; in-situ density; and in-situ CBR = 10
4.4 Summary and Tabulation of Test Data
All necessary calculations such as % air voids and %
compaction of WMM and GSB were made. Then, all
test data were tabulated along with JMF values and
specification limits. Mean, standard deviation, and 95%
confidence limits (CL)were calculated for all 5-test data
each for relatively good and poor (distressed) sections and
reported on one sheet for comparison. The meaning of 95%
CL means: if 100 samples (not 5) are taken of the same
material, 95 samples would statistically have the property
within the CL or range. Thicknesses of bituminous courses
and bond between the DBM and BC (yes or no) were also Fig. 2. Typical Fatigue Cracking
reported on one sheet for each section.
5. VISUAL INSPECTION, TEST RESULTS,
CONCLUSIONS, AND RECOMMENDED
REMEDIAL MEASURES
Tentative selection of relatively good and poor areas
was made prior to the field inspection based on details
of distresses noted after the first monsoon since
construction. These areas were then finalized during this
inspection.
Both good and poor areas were selected on normal height
embankments. Although road surface appeared to be dry
and raveled at many places, the predominant distress
on this road is medium to high severity (alligator)
cracking mostly on the wheel tracks of the inside lane
(next to median). Fig. 2 shows typical fatigue cracking
(sometimes in form of block cracking) in the lane. Figs.3 Fig. 3. Close-up View of Fatigue Cracks also Showing White
and 4 show close-ups of the cracks. Note that water laden Stains of Fines Brought up from WMM

54 Journal of the indian Roads Congress, April - June, 2018

 Paper No. 681
Fig.4. Another Close-up View of Fatigue Crack
Fig. 5. Core Showing Bottom up Crack Traversing Both
DBM and BC
There was good bond between DBM and BC in all cores.
No stripping was observed in both mixes since hydrated
lime was used in both mixes. However, the mix from
both good and poor area contained significant amount of
dusty, friable aggregate particles in DBM and BC, which
is considered highly detrimental to the performance of
the asphalt mix. It probably came from the overburden
in the stone quarry.
Tables 5 through 9, respectively, give detailed test data
for good and poor areas of BC, DBM, WMM, GSB, and
subgrade, which are discussed below:
Bitumen Concrete (BC) Grading 2 (Table 5)
Mix Composition: The mix design appears satisfactory.
However, the Job Mix Formula (JMF) was not reproduced
Journal of the indian Roads Congress, April - June, 2018 55
well during mix production. Look at numerous asterisks
in the table, which indicate test data were outside the
permissible JMF tolerances. Although not significantly
different, both relatively good and poor areas have
gradation much coarser than the JMF, the latter even
more. This is indicated by the percentages passing 2.36
mm, 0.300 mm, and 0.075 mm sieves as follows:
Percent Passing JMF Good Area Poor Area
2.36 mm 48 +/- 4 40 38
0.300 mm 20 +/- 3 12 11
0.075 mm 7.3 +/- 1.5 4.8 2.7
Coarse mixes have high air voids as shown later and are
permeable to water. Such mixes are also prone to raveling
because the fine matrix holding the coarse aggregate
particles is lacking.
The JMF bitumen content was 5.15 percent. However,
the relatively good area has a mean of 4.7% and the
poor area has a mean of 4.6%, both being deficient in
bitumen content and outside the JMF tolerance of +/- 0.3
percent. Deficient bitumen content makes the mix brittle
and more prone to raveling and cracking especially
when there is inadequate support from the underlying
pavement courses, which is the case on this project as
discussed later.
Both gradation and bitumen content test data show lack
of quality control during mix production. This shows
on the road surface which is dry and raveled at many
places.
In-Situ Air Voids: At the present time, mean air void
content is 10.5% for the good area and 10.3% for the
poor area with air voids as high as 11.1 percent. Both
mean air voids are very high and unacceptable because
asphalt mixes oxidize (age) rapidly if the air void content
at the time of construction is more than 8%, which is
the specification limit. Normally in-situ air voids reduce
from 8% to near the design air voids (about 4%) due to
densification from traffic during the first 2-3 years. This
shows that air voids at the time of construction must
have been 11-12 percent or more on this project. High
air voids also lead to a brittle mix prone to raveling and
cracking. Asphalt pavement with more than 8% air voids
has interconnected voids which allow water intrusion into
the pavement during rains. That is why, such pavements
develop problems such as potholes during the monsoon,
which was the case on this project.
DBM Grading 1 (Table 6)
Mix Composition: Unlike BC Grading 2 above, the
bitumen content and gradation are acceptable despite
some test values outside the tolerance ranges.
 Paper No. 681

In-Situ Air Voids: At the present time, the mean air voids in Grading 1 is also prone to segregation and potholing
good and poor areas are 9.0 and 8.8 percent, respectively. which was also the case on this project[2].
This is unacceptable because at the time of construction
WMM (Table 7)
more than two years ago these values must have been
10% or even more. The DBM was also used by traffic Gradation: Although within the specified MORTH
before laying the BC, which causes some densification. range, the gradation of WMM both in good and poor
MORTH does not allow more than 8% air voids at the areas is on the fine side. The material passing 0.075
time of construction. As discussed in detail in BC above, mm should not exceed 8% as per MORTH. However,
high air voids cause the mix to be brittle (due to aging) it is excessive: 13.4% in good area and 13.7% in poor
and prone to raveling and cracking. Asphalt pavement area. According to Yoder[3], excessive fines interfere
with more than 8% air voids has interconnected voids with the interlocking of aggregate in the WMM and
which allow water intrusion into the pavement during therefore lower its structural strength. Once water gets
rains. That is why, such pavements develop problems into the WMM through cracks in the asphalt courses,
such as potholes during the monsoon. it becomes weaker and weaker and does not provide
As a rule, DBM Grading 1 which was used on in this adequate support to the overlying asphalt courses. Fines
section is generally more permeable than DBM Grading from the WMM have been brought to the road surface as
2 and therefore should not have been used at all. DBM mentioned earlier (Fig. 3).
Table 4. Condition of Cores
MORTH Good Area Poor Area
Spec. or
Test Property Location no. Std. Location no. Std. 95%
Project Mean 95% CL Mean
Spec. 1 2 3 4 5 Dev. 1 2 3 4 5 6 Dev. CL
109-
Thickness, mm 143 145 122 133 112 131 14 103-159 131 141 118 129 116 136 129 10
149
76-
DBM 100 101 102 79 92 75 90 12 66-114 104 97 83 89 86 102 94 9
112
BC 40 or 50 42 43 43 41 37 41 2 37-45 27 44 35 40 30 34 35 6 23-47
Bond between
Yes Yes Yes Yes Yes - - - Yes Yes Yes Yes Yes Yes - - -
DBM and BC
% Stripping in Mix
DBM None None
BC None None

Table 5. Bituminous Concrete (BC) Test Data

Per. Good Area Poor Area
MORTH
Test JMF
Spec. or Std 95% Std 95%
Property Range 1 2 3 4 5 Mean 1 2 3 4 5 6 Mean
JMF Dev. CL * Dev. CL *
(%)
Thickness,
37 41 43 43 42 41.2 34 30 40 35 44 27 35
mm
Passing
Sieve Size, BC Grading-2
mm
26.5 100 ±7 100 100 100 100 100 100 0 100 100 100 100 100 100 100 100 0 100
19 100 ±7 100 100 100 100 100 100 0 100 100 100 100 100 100 100 100 0 100
13.2 93 (90-100) ±6 93 91 93 90 90 91 2 87-95 90 92 92 91 92 83* 90 4 86-94
9.5 76 (70-88) ±6 81 78 76 79 80 79 2 75-83 70 68* 76 79 78 68* 73 5 69-77
4.75 58 (53-71) ±5 61 58 52* 59 55 57 4 49-65 53 49* 52* 54 57 52* 53 3 45-61
2.36 48 (42-58) ±4 45 39* 37* 41* 38* 40* 3 34-46 37* 35* 38* 38* 41* 39* 38* 2 32-44
1.18 38 (34-48) ±4 27* 25* 24* 23* 25* 25* 1 23-27 25* 23* 25* 26* 25* 26* 25* 1 23-27
0.6 30 (26-38) ±4 21* 19* 19* 20* 20* 20* 1 18-22 20* 18* 23* 19* 18* 21* 20* 2 18-22
0.3 20 (18-28) ±3 13* 13* 11* 13* 12* 12* 1 10-14 11* 10* 14* 10* 8* 12* 11* 2 9 -13
0.15 15 (12-20) ±3 9* 9* 8* 8* 7* 8* 1 6-10 6* 7* 6* 5* 3* 8* 6* 2 4- 8
0.075 7.3 (4-10) ±1.5 5.1* 4.7* 4.8* 4.7* 4.5* 4.8* 0.2 4.4-5.2 2.9* 3.1* 2.7* 1.7* 1.3* 4.2* 2.7* 1 2.3-3.1
% Bitumen
5.15 (Min.
Content by ±0.3 5.3 4.4* 4.2* 4.7* 5.0 4.7* 0.4 3.9-5.5 4.3* 4.3* 4.5* 4.8* 5.2 4.7* 4.6* 0.3 3.8-5.4
5.4)
wt.
2.354 2.342 -
Gmb 2.450 2.370 2.387 2.364 2.395 2.392 2.382 0.01 2.364 2.404 2.412 2.395 2.364 2.371 2.385 0.02
2.409 2.428
Gmm 2.561 2.650 2.660

56 Journal of the indian Roads Congress, April - June, 2018

 Paper No. 681

Per. Good Area Poor Area

MORTH
Test JMF
Spec. or Std 95% Std 95%
Property Range 1 2 3 4 5 Mean 1 2 3 4 5 6 Mean
JMF Dev. CL * Dev. CL *
(%)
9.5- 8.7-
% Air Voids 4.3 (3-5) 10.9 10.3 11.1 10 10.1 10.5 0.5 11.1 9.6 9.3 10.0 11.1 10.9 10.3 0.8
11.5 11.9
Place asterisk on test data not meeting specification
95% CL = Mean +/- 2 Std. Dev.

Table 6. Dense Bituminous Macadam (DBM) Test Data

Per. Good Area Poor Area
Test MORTH
JMF Std 95 % Std 95 %
Property Spec. or JMF Location No. Mean Location No. Mean
Range Dev CL* Dev. CL*
1 2 3 4 5 1 2 3 4 5 6
Thickness,
75 92 79 102 101 89.8 102 86 89 83 97 104 93.5
mm
Gradation
% Passing, DBM
Gradg-1
Sieve Size,
mm
45 100 ±8 100 100 100 100 100 100 0 100 100 100 100 100 100 100 100 0 100
37.5 100 (95-100) ±8 100 100 100 100 100 100 0 100 100 100 100 100 100 100 100 0 100
26.5 86 (63-91) ±8 100* 99* 100* 72* 74* 89 15 85-93 92 100* 87 82 100* 82 91 8 87-95
13.2 64 (55-75) ±7 81* 72* 68 52* 54* 65 12 57-73 69 79* 65 69 79* 65 71* 6 63-79
4.75 42 (38-54) ±6 61* 50* 43 41 44 48 8 42-54 48 47 44 43 50* 43 46 3 40-52
2.36 35 (28-42) ±5 44* 39 30 29* 32 35 6 33-37 36 33 34 31 37 33 34 2 32-36
0.3 11 (7-21) ±4 14 12 11 8 11 11* 2 9- 13 8 10 7 10 14 13 10* 3 8 - 12
0.075 4.2 (2-8) ±2 6.5* 5.1 4.3 4 4.2 4.8* 1 3-7 3.2 4.3 3.9 3.6 5.2* 4.5 4* 1 2-6
% Bitumen
4.25 3.4- 3.8-
Content ±0.3 4.8* 4.3 4.6* 3.4* 3.7* 4.2 0.6 4.3 5.2* 4.1 4.4 5.2* 4.5 4.6 0.5
(Min. 4) 5.0 5.4
by wt.
2.313
2.514
Gmb 2.490 2.377 2.389 2.337 2.335 2.367 2.361 0.024 - 2.568 2.568 2.584 2.584 2.547 2.522 2.562 0.024
- 2.61
2.409
Gmm 2.600 2.595 2.809
% Air 7.2- 7.2-
4.3 8.4 7.9 9.9 10.0 8.8 9 0.9 8.6 8.6 8.0 8.0 9.3 10.2 8.8 0.8
Voids 10.8 10.4
Test data with asterisk not meeting specification
95% CL = Mean +/- 2 Std. Dev.

Table 7 Wet Mixed Macadam (WMM) Test Data

Good Area Poor Area
MoRTH Std Std 95%
Test Property Location No. Mean 95% CL * Location No. Mean
Spec. Dev. Dev. CL *
1 2 3 4 5 1 2 3 4 5
% Passing,
Sieve Size, mm
53 100 100 100
45 95-100 100 100
26.5 - - -
22.4 60-80 78 86*
11.2 40-60 60* 67*
4.75 25-40 40 48*
2.36 15-30 32* 39*
600 micron 8 - 22 22 27*
75 micron 0-8 12.4* 13.7*
60% of % passing
13.2 16.2
600 micron
Plasticity Index 6 MAX 6 7
Optimum Moisture
6.5 7
Content
Optimum Dry
2.37 2.32
Density
In-Situ Moisture
6.4 6.4 5.26 5.3 8.7 6.4 1.4 3.6-9.2 7.5 6.4 8.7 5.3 6.4 6.9 1.3 4.3-9.5
Content
Min 98% of
In-Situ Density 2.2 2.2 2.21 2.3 2.3 2.24 0.03 2.18-2.30 2.1 2.1 2.11 2.2 2.1 2.13 0.02 2.09-2.17
Lab.MDD
% Compaction 94* 95* 93* 95* 96* 94.6 91* 92* 91* 93* 92* 91.8

Journal of the indian Roads Congress, April - June, 2018 57

 Paper No. 681
Table 8. Granular Subbase (GSB) Test Data
Good Area Poor Area
MoRTH Std. Std.
Test Property Location No. Mean 95% CL* Location No. Mean 95% CL*
Specs Dev. Dev.
1 2 3 4 5 1 2 3 4 5
% Passing,
Sieve Size, mm
75 100 100 100
53 80-100 100 100
26.5 55-90 78 87
9.5 35-65 54 65*
4.75 25-55 40 53
2.36 20-40 34 46*
0.85 - 26 36
0.425 25-10 23 31*
0.075 3-10 17.2* 24.5*
Plasticity Index 6 Max 15 15
Optimum Moisture
7 7
Content
Optimum Dry
2.31 2.21
Density
In-Situ Moisture
8.7 8.7 7.5 7.5 9.9 8.5 1 6.5-10.5 6.4 8.7 9.9 8.7 8.7 8.5 1.3 5.9-11.1
Content
Min 98% of
In-Situ Density 2.2 2.24 2.21 2.22 2.21 2.22 0.02 2.18-2.26 2 2 2.01 2 2 2.01 0.02 1.97-2.05
Lab. MDD

Table 9. Subgrade Test Data

Good Area Poor Area
MoRTH Soil 95%
Test Property Location No. Mean Std Dev. 95% CL * Location No. Mean Std Dev.
Specs. Group CL *
1 2 3 4 5 1 2 3 4 5
Gradation
% Passing,
Sieve Size, mm
75 100 100
19 100 99
10 96 98
4.75 85 89
2 73 77
0.425 57 62
SC
0.075 43 51
Liquid Limit 48 44
Plastic Limit 23 20
Plasticity Index 25 Max 25 24
In-Situ Moisture
9.9 9.9 11.1 9.9 9.9 10.1 0.5 9.1-11.1 6.4 5.3 8.7 9.9 9.9 8 2.1 3.8-12.2
Content
Min 97% of
In-Situ Density 2 2 2.04 2.1 2.1 2.04 0.06 1.92-2.16 2 2 2 1.9 2 1.97 0.02 1.93-2.01
Lab. MDD
In-Situ CBR** 6 4

Plasticity Index (PI): According to MORTH, PI of However, the mean density is 95% in the good area and
WMM should not exceed 6 percent. However, it is much lower, that is, 92% in the poor area. Both values
borderline (6) in the good area and exceeds (7) in the indicate inadequate compaction in the field, which
poor area. WMM with high PI, lose strength in presence further reduces the strength of the WMM.
of water. Granular Sub-Base (GSB) (Table 8)
In-Situ Density: The in-situ density of WMM should Gradation: The gradation of GSB in the poor area is
be at least 98% of optimum dry density (MORTH). finer all the way and is outside the range of MORTH

58 Journal of the indian Roads Congress, April - June, 2018

 Paper No. 681
Grading 1. This is not desirable because it reduces the
permeability of GSB to facilitate subsurface drainage.
Moreover, the material passing 0.075 mm sieve
should not exceed 10%, but it is excessive: 18.2% in
good area and 23.5% in poor area. These values make
the GSB highly impermeable. That is why; in-situ
moisture content is 8.5 percent with the value as high as
9.9 percent.
Plasticity Index (PI): According to MORTH, PI of GSB
should not exceed 6. However, it is excessive: 15 both in
good and poor areas.
In Situ Density: The in-situ density of GSB should be
at least 98% of the optimum dry density. However, it is
highly deficient: 96% in good area and only 91% in poor
area. This reduces the structural strength of the GSB.
Therefore, the GSB on this project is not only highly
impermeable but, it does not have adequate strength.
Subgrade (Table 9)
Gradation: The poor area has finer gradation all the way
compared to the good area. The material passing 0.075
mm is 43% in good area and 51% in the poor area.
Liquid Limit and Plasticity Index (PI): The liquid
limit ranges from 44 to 48 % and the PI range is from 24
to 25. Together with the % passing 0.075 mm sieve, they
represent a soil classification of SC (clayey sand) which
typically have CBR of about 6 to 10 as per literature.
This supports the measured in-situ CBR of 6% in the
good area and 4% in the poor area as discussed next.
CBR: The subgrade soil sample was brought to the
laboratory and compacted at 3 different compaction levels
at a moisture content equal to the in-situ moisture content.
CBR values were determined on samples compacted to
3 different compaction levels. A plot of density versus
CBR was made. The CBR corresponding to the in-situ
density was obtained from the plot. Figs. 6 and 7 show
such plots for good and poor areas, respectively.
Fig. 6. Density Versus CBR Plot for Good Area
Journal of the indian Roads Congress, April - June, 2018 59
Fig. 7. Density V CBR Plot for Poor Area
The in-situ CBR values of relatively good area was
determined to be 6 percent and the CBR value for the
poor area was determined to be 4 %. These are much
below the CBR value of 15 used in the structural design
of the pavement for a design life of 10 years. Although
borrow areas with CBR higher than 15% were identified
for constructing the subgrade, it appears local or different
soil (typically with much lower CBR value) was used
on this project. Inadequate compaction of the subgrade
and subbase layers apart from low CBR value resulted in
early failure.
Had the CBR of 4% been used for determining the
thickness of DBM course, that thickness would have
been significantly more. Moreover, the thickness of
DBM would also have been even greater if a 20-year
design life (traffic) was used in lieu of 10-year design
life (the so-called stage construction). Traffic is usually
opened on the DBM without the BC overlay. This likely
caused the bottom-up fatigue cracking in the DBM which
besides the reduced thickness also had substandard
GSB and substandard WMM to support it. Moreover,
the quality of DBM itself was also substandard. Such
development of fatigue cracks in the DBM under similar
circumstances have been observed by the authors on
other major projects. These bottom up fatigue cracks in
the DBM soon get reflected in the BC later. This finally
results in disintegration of the entire asphalt pavement
structure; full depth cracks were observed on this project.
General
Based on the preceding discussion, it can be concluded
that all five pavement courses on this project are
largely substandard in quality, which collectively have
 Paper No. 681
caused the premature distresses. This is rather unusual.
Generally, one or two pavement courses are substandard
in the poor area and therefore can be isolated as cause(s)
for premature distress.
Recommended Remedial Measures
This project experienced substantial distresses during the
first, second and third monsoons since it was constructed.
As immediate measure, all potholes should be repaired.
The areas which show severe loss of road surface
should be milled off and replaced with BC Grading 2
(with gradation on the finer side of the JMF) containing
elastomeric PMB-40. [This work was carried out soon
after this field evaluation.] These measures would ensure
the safety and comfort of the motoring public.
Then, pavement deflections should be measured on the
entire project using a falling weight deflectometer (FWD)
which is more reliable and faster than the Benkelman
Beam. Plot the results on a linear graph. Use IRC:81-
1997 to determine the thickness of asphalt overlay to
bring deflections below the acceptable level or IRC:115-
2014 should be used.
Conduct a “broad” survey of the road surface in this
section to identify the following three (3) road surface
categories:
Type A
Road surface showing “severe” fatigue cracks (alligator
type) in the wheel tracks and/or block cracks in the entire
lane.
Type B
Road surface showing “moderate” fatigue cracks (one or
two longitudinal cracks in the wheel track). This surface
is likely to become Type A in the near future.
Type C
Surface showing no fatigue cracks. There is no guarantee
that fatigue cracks would not appear in the future given
the substandard quality of underlying pavement courses
(even in the good areas) unless proven otherwise with
additional explorations like this one.
Type A Recommended Remedial Measures
Any suggested remedial measures should take into
consideration the following:
i. All or most of the pavement courses are substandard
in quality.
ii. Alligatored BC cannot be kept within the pavement
system because it is shattered and therefore likely
to cause problems in future if overlaid without
removal from the distressed areas.
60 Journal of the indian Roads Congress, April - June, 2018
iii. Intrusion of rainwater in the pavement system
from the surface including the full depth cracks is
causing serious problems in terms of disintegration
(potholes/loss of surface). The recommended
overlay system must ensure “complete sealing” of
the existing pavement.
iv. The existing pavement has bottom up fatigue
cracking and therefore may not provide resistance
to tensile strains. The new asphalt overlay must
have its “own” reinforcement system to (a) resist
tensile strains at its bottom; (b) arrest cracking; and
(c) increase its fatigue life.
v. Despite its “own” reinforcement, the new asphalt
overlay would be subjected to extraordinary
stresses and strains due to inadequate support of
the underlying courses. Therefore, the new asphalt
overlay should be more flexible than BC Grading
2; resistant to reflection cracking; and highly rut
resistant at the same time.
Ideally, all pavement courses which are substandard
should be replaced. However, it is not practical nor
economical. Therefore, the following remedial measures
are recommended for Type A Category:
i. Mill off the existing BC Grading 2 exhibiting
alligator cracks and/or block cracking and replace
with BC Grading 2 (redesigned with finer gradation)
containing elastomeric PMB-40 from a reliable
international supplier. Ensure good quality control
in mix production and compaction.
ii. Provide a composite (combination) of non-
woven geotextile (GT) paving fabric (which is
continuous and has polyester and glass fibers) and
a glass fiber grid reinforcement. The quality of the
composite GT should conform to IRC: SP:59-2002.
Application should consist of heavy tack coat of
VG-30 bitumen (not emulsion) at a rate specified
by the manufacturer of GT paving fabric. The
nonwoven geotextile together with heavy tack coat
would ensure “complete sealing” of the existing
pavement. The glass fiber geogrid would provide
“reinforcement” to the overlying 50 mm asphalt
overlay to resist tensile stresses at its bottom. It
would also prevent lateral movement of the overlay
asphalt mix.
iii. Provide 50 mm of Stone Matrix Asphalt (SMA)
in accordance with IRC:SP:79-2008 (drafted by
the first author) containing elastomeric PMB-40
over the composite geotextile. A minimum asphalt
overlay thickness of 50 mm is required over
geotextile. Although SMA is preferred, BC Grading
2 with highly modified asphalt binder HiMA can
 Paper No. 681
also be considered. HiMA has about 7% SBS
polymer compared to about 3% SBS in conventional
PMBs. Research at NCAT Test Track in the US has
shown it is highly resistant to rutting and fatigue
cracking. Due to its higher structural strength, 41
mm of BC with HiMA is approximately equivalent
to 50 mm of BC with conventional PMB. HiMA is
commercially available in India.
iv. If the pavement deflection analyses show that
asphalt overlay should be more than 50 mm, then
additional BC Grading 2 overlay should be provided
prior to laying the geotextile.
Type B Recommended Remedial Measures
Same as Type A above except that the existing BC need
not be milled off and replaced. However, all potholes and
surface deficiencies of existing BC should be corrected.
Cracks over 5 mm wide should be filled with hot asphalt-
rubber or hot VG-30 bitumen. Do not use emulsion
which would shrink when about 35% water contained in
it evaporates.
Type C Recommended Remedial Measures
In case the deflection analysis does not require any
asphalt overlay, apply Microsurfacing Grade III (6
to 8 mm) in accordance with IRC:SP:81-2008 to the
existing road surface to seal it from moisture intrusion
as a preventive maintenance. Then, it would be a matter
of “wait and watch”. If fatigue cracks start to develop,
use Type B remedial measures. In case, the deflection
analysis requires an asphalt overlay, use 40 mm or 50
mm SMA rather than BC Grading 2 considering the
substandard quality of underlying courses, unless proven
otherwise after explorations like this one.
6. SUMMARY
On completion of the four-laning of this 50-km national
highway, premature pavement distresses were observed
on it during the first monsoon. The following pavement
distresses were observed: open surface texture; raveling;
hungry surface; alligator cracks; and potholes. By far,
premature fatigue cracking was the primary distress
ranging from moderate cracking (one to two cracks in
wheel path) to severe cracking (alligator cracks in the
wheel path or block cracks across the lane). Therefore,
this was the primary focus of this investigation.
Further successive deterioration of pavement occurred
during the second and third monsoons. Several areas of
severe alligator cracks also developed shallow and deep
potholes which required extensive patching.
It was decided to investigate the specific causes of
premature pavement distresses on the entire project by
Journal of the indian Roads Congress, April - June, 2018 61
systematic sampling and testing so that suitable remedial
measures could be recommended.
In general, good quality control of various pavement
courses was not exercised during construction, which
led generally to the development of “bottom up”
fatigue cracking on this project. The following general
deficiencies were noted on this project:
Subgrade: CBR values from the trial pits of 6 in good
area and 4 in the poor area were less than the CBR value
of 15 used in the structural design of this project. This
apart from inadequate compaction of the subgrade layer
resulted in an under designed pavement.
Granular Subbase (GSB): Gradation; plasticity
index (PI) and % compaction did not meet MORTH
requirements. This results in poor subsurface drainage
and inadequate support to the overlying pavement
courses especially in presence of water.
Wet Mix Macadam (WMM): Gradation; plasticity
index (PI) and % compaction did not meet MORTH
requirements. This results in weak WMM which provides
inadequate support to the overlying pavement courses
especially in presence of water.
Dense Bituminous Macadam (DBM) Base Course:
DBM has excessive air voids (due to inadequate
compaction) which allow water intrusion during rains
causing potholes. High air voids also make the mix more
prone to cracking. Some DBM mixes contained soft,
friable aggregate most likely from quarry overburden.
Also, traffic allowed on the DBM during construction
before placing the BC can induce bottom up fatigue
cracking in it. These cracks then reflect though the BC
at a later date.
Bituminous Concrete (BC) Wearing Course: Deficient
bitumen content; gradation outside JMF tolerances
(generally coarser which allows intrusion of rainwater);
and high air voids (due to poor compaction) made the mix
more prone to cracking. Some BC mixes contained soft,
friable aggregate most likely from quarry overburden. In
most cases, BC did not provide an impermeable surface
for the pavement to prevent water intrusion.
Based on preceding deficiencies, all five pavement
courses were substandard in quality. This resulted in a
rather complex investigation, where the relatively good
area also had serious deficiencies in case of some test
parameters.
It has been recommended that pavement deflections
should be measured on the entire project using a falling
weight deflectometer (FWD). Plot the results on a linear
graph. Use IRC: 81-1997 or IRC:115-2014 to determine
 Paper No. 681
the thickness of asphalt overlay to bring deflections
below the acceptable level, wherever needed.
Conduct a “broad” survey of the road surface on the
entire project to identify the following three (3) road
surface categories:
Type A: Road surface showing “severe” fatigue cracks
(alligator type) in the wheel tracks and/or block cracks
in the entire lane.
Type B: Road surface showing “moderate” fatigue cracks
(one or two longitudinal cracks in the wheel track). This
surface is likely to become Type A in the near future.
Type C: Surface showing no fatigue cracks. There is
no guarantee that fatigue cracks would not appear in
the future given the substandard quality of underlying
pavement courses (even in the good areas) unless proven
otherwise with additional explorations like this one.
Type A Recommended Remedial Measures
Details are given in the body of this paper. Briefly, remedial
measures consist of (a) mill off existing BC Grading 2
and replace with new BC Grading 2 with elastomeric
PMB-40 Bitumen; (b) provide a composite geotextile
paving fabric and glass fiber grid reinforcement; and (c)
provide 50 mm of Stone Matrix Asphalt.
Type B Recommended Remedial Measures
Same as Type A above except that the existing BC need
not be milled off and replaced. However, all potholes and
surface deficiencies of existing BC should be corrected.
Cracks over 5 mm wide should be filled with hot asphalt-
rubber or hot VG-30 bitumen, not emulsion.
Type C Recommended Remedial Measures
In case the deflection analysis does not require any
asphalt overlay, apply Micro surfacing Grade III (6 to 8
mm) in accordance with IRC:SP:81-2008 to the existing
road surface to seal it from moisture intrusion. Then, it
would be a matter of “wait and watch
Quality Control
In all remedial measures, strict quality control need to
be exercised during bituminous mix production and
compaction. It is especially important for stone matrix
62 Journal of the indian Roads Congress, April - June, 2018
asphalt (SMA). If two sets of extractions (bitumen
content and gradation) and Marshall tests are faithfully
done every day as per MORTH requirements, there is no
reason as to how the quality can be compromised.
7. GENERAL RECOMMENDTIONS
The following general recommendations are made so
that major highways do not develop premature distresses
as observed on this project:
(a) The pavement design life should not be based on
“stage construction” such as 10 years. Rather, it
should be for the full operational period.
(b) Construction quality control (QC) needs to be
exercised by the contractor and quality assurance
(QA) should be exercised by the concessionaire/
Independent Engineer (IE) – both were lacking on
this project.
(c) DBM base course should not be used by traffic for
long periods of time; it should be overlaid with BC
as soon as possible so that bottom-up fatigue cracks
do not develop in DBM due to reduced pavement
thickness.
(d) Although not applicable to this project, the thickness
of DBM should not be reduced when modified
binders are used. This is technically unwarranted
and would further aggravate the problem of under
designing the pavement structure.
(e) If subgrade is constructed with high CBR soil from
identified borrow areas, it should be ensured that
local soil with low CBR value is not used.
8. BIBLIOGRAPHY
1. Kandhal, Prithvi Singh, “Bituminous Road
Construction in India”. Textbook. Prentice Hall of
India, New Delhi, July 2016.
2. Kandhal, P.S. and A. Veeraragavan, “Review of
Practices for Improving Ride Quality and Periodical
Renewal of Bituminous Pavements in India”. Paper
No. 662. Journal of the Indian Roads Congress,
Volume 77-3, October-December 2016.
3. Yoder, E.J., “Principles of Pavement Design”. John
Wiley & Sons, New York, 1965.