JULY 2023

JUNE, 2023
Volume: 51 § Number:
Number: 07
06 § Total
Total Pages:
Pages: 60
44

SPECIAL NUMBER

A view of Udaipur-Shamlaji Section of NH-48

A view of Nagpur-Seoni Section of NH-44 passing through Pench National Park

https://www.irc.nic.in
 INDIAN HIGHWAYS
Volume: 51  Number: 07  JULY 2023  ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934

CONTENTS
¾ From the Editor’s Desk 4-5
¾ Letter to Editor 6-7
¾ Advertisements 2, 8-17, 27, 44, 59, 60
¾ IRC Technical Committees Meeting Schedule for the Month of July, 2023 50

Technical Papers
¾ A Review of Direct Displacement Based Seismic Design Method for Bridges 18
By Amiyanshu
¾ Characterisation of Zinc Tailing for Bituminous Road Construction 28
By Prof. A K Sinha, Prof. V G Havanagi & A P Singh
¾ Mapping Public Transport Accessibility Levels in Jammu City and its Significance for 37
Transport Planning: A Case Study
By Rishi Nandan, Rishabh Pandey, Sagar Kumar & Prof. Susheel Kumar
¾ Call for Technical Papers 45
¾ MoRT&H Circulars 46-49
¾ Important Announcement 51-58

FEEDBACK
Suggestion/Observation on editorial and Technical Papers are welcome and may be sent to IRC Secretariat on
[email protected]/[email protected]

Publisher & Editor: Sanjay Kumar Nirmal, Secretary General, IRC

E-mail: [email protected]
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone Nos.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership, Tech. Papers and Indian Highways),
23387759 (Sale), 26185273 (Tech. Committees)

No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.

The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor
disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors. The
opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.

Printed at: M/s Infinity Advertising Services Pvt. Ltd. & FBD One Corporate Park, 10th Floor, Delhi Faridabad Border, NH 44, Faridabad, Haryana
 FROM THE EDITOR’S
TECHNICAL PAPERDESK

SUSTAINABLE AND GREEN INITIATIVES ON NATIONAL HIGHWAYS

Sustainable development is the development that meets the needs of the present without compromising
the ability of future generations to meet their own needs. It is an organizing principle for meeting human
development goals while also conserving our scarce natural resources and ecosystem services on which the
economy and society depend.
Greening of Highway Corridors:
The Ministry has formulated Green Highways (Plantation, transplantation, beautification and maintenance)
Policy, 2015. In addition, IRC guidelines issued with regards to 2-laning, 4-laning, 6-laning and express
highways contain different provisions for raising and maintaining roadside plantations, medians and landscaping.
Further, IRC:SP:108 -2015 “Guidelines on Preparation and Implementation of Environment Management
Plan (EMP)” lays down comprehensive guidelines in conformity with the extant policies of the Ministry
of Environment, Forests & Climate Change (MoEF&CC). It is mandatory to ensure compliance with the
stipulations of IRC Special Publication IRC:SP:108-2015 for all National Highways and Expressway projects.
To keep pace with emerging international challenges and to meet its commitment to international conventions,
IRC: SP:122 “Guidelines for Green Rating of Highways” and IRC:SP:133 “Guidelines on Reducing Carbon
Footprint of Road Projects” for attending climate change aspects in road construction.
Mitigation Measures:
Areas, such as National Parks, wildlife centuries, coastal areas and eco-sensitive areas have been designated
as protected areas. During implementation of highway projects, Special attention is given whenever planning/
designing a road passing through such eco-sensitive areas to implement with bare minimum impacts through
restricted ROW. For projects that are located in or around the protected areas, attempts are made first to avoid
such areas and in case there is no viable alternative, the site- and species-specific mitigation measures are
adopted for conservation of habitat. Details of mitigation measures taken on some of the important Highway
Projects are as given below.
• In Nagpur-Seoni section of NH-44 (old NH-7) which passes through Pench National Park, NHAI has
constructed mitigation structures including underpasses, minor and major bridges and viaduct of length
2,255 m. The effective length of all the structures is 6,605 m (including viaduct portion) with light and
sound barrier on the structures and slopes.
• A tunnel of length of about 9.0 km has been constructed in Chenani-Nasari section and Kazikund to
Banihal section of NH-44 for the stretch passing through ecologically fragile areas of Jammu & Kashmir
• No. of tunnels have been constructed to avoid forest and wildlife areas in Jammu & Kashmir, North-
Eastern states, Himachal Pradesh, Kerala, Rajasthan.
• Construction of 731 m. combined elevated corridor on Chilla-Motichur Corridor and two additional under
passes at Barkot and Teen Pani of Haridwar Dehradun Section of NH-58/72.
• Construction of 5.5 km. of elevated corridor and several animals under passes in Madhav Rao National
Park of Gwalior Shivpuri Section of NH-3.
• Construction of 1 km. tunnel and major bridges of 314 m length in 6-laning of Vadakkencherry-Thrissur
Section of NH-47 passing through Pench-Badhani Wildlife Sanctuary and Reserve Forest.

4 INDIAN HIGHWAYS JULY 2023

 FROM THE EDITOR’S
TECHNICAL PAPER DESK
Reinforcement. Special feature of these Membranes are impermeability, resistance to ageing and
• Construction
weathering, of with
bonding 2.7 km. elevated
base, corridor, 3 numbers
high temperature stability,ofresistance
animal underpasses,
to impact 3.9
andkm of cut and
puncture, andcover
cold for
the stretch passing through Ranthambore Tiger Reserve for development of Delhi-Mumbai Expressway.
exibility.
• The construction of a 4.9 Km tunnel and 490 m Cut and Cover for Dara National Park/Tiger Reserve in
In the Signature bridge on Yamuna in Delhi, Atactic Polypropylene (APP) modied bituminous
Madhya Pradesh.
waterproong and Damp proong membrane with polyester reinforcement as per IS 16532 was used.
• Construction of 2 number animal overpasses, 38 numbers of dedicated animal underpasses for Vadodara-
It is reported
Mumbaithat Kanaka Durga
Expressway Flyover in Vijaywada, New Mandovi Bridge in Goa and a Cable Stayed
Phase-2.
Bridge on Maner river (Karimnagar District) in Telangana adapted water proong wearing coats together
• other
with Construction
bituminousof layers.
2 numbers of animal overpasses and 53 numbers animal underpasses for spur of
Vadodara-Mumbai Expressway.
Experience on the Ganga
• Construction Bridge at of
of 7 underpasses Garh Muketswar
about with the
1900 m length, oneuse of waterproong
major bridge along withlayer on the concrete
noise/light barrier on
surfacethewas reported to be a “failure” resulting in replacement of the entire wearing coat subsequently.
structure and their slopes, realignment of 780 m road in Ratapani Wildlife Sanctuary for 4-lanning The of
reason attributed being lack of exclusive specication on tack coat for water proong layer and absence of
Obaidullagunj- Betul section.
any additional protecting layer.
• Eastern Peripheral Expressway (EPE) has been constructed to decongest Delhi-NCR with the following
As there are no standard
environmental Guidelines for laying
and socio-economic benefitsofviz.
wearing coatsinon
reduction bridge decks
vehicular in India
pollution in NCR;there is asolar
eight needpower
to
reviewplants
MORT&H Specications
of capacity 4,000 kw to pertaining to power
provide solar this subject. Typically,
in 135 km; theofwearing
plantation 2,60,296coat system
plants; shall
drip irrigation
comprise of waterproong layer, a protective layer and two or three surface layers on the top. The
for plants all along the entire expressway; rain-water harvesting at every 500 m interval; utilization ofinter layer
adhesion between each layer is important parameter.
about 1.2 Cr cum. of fly ash; 36 numbers of replica of monuments depicting Indian heritage and culture on
the expressway;
The Specications for32interlayer
number fountains
bond areatgenerally
interchanges, major
issued by bridges and toll plazas
the Manufacturer etc. Waterproong
of the
system but the owners should insist
• Delhi-Vadodara-Mumbai on priming
Expressway is anthe concrete
example deck surface to prepare
of environmentally a “texture”excellence
sound engineering so that theviz.
layer does not getcorridor
an elevated debonded. Also 1.7
of about a need
km to install
length nearor Chakan
replace dam
expansion joints noise
to attenuate on bridges togethereffects
and glairing with of
new/renewed
traffic, pre-cast underground box structures by “Cut & Cover Technique” for length about 3.940 the
wearing coat is to be detailed while retaining the same thickness of wearing coat on km to
existing bridge during its replacement. It is preferable to adopt a minimum thickness of 80 mm for wearing
maintain the natural ecosystem of the area along with suitable ventilation and safety requirements in the
coat on existing bridges. The specications for steel, composite and concrete bridge wearing coats could be
underground boxes; cable stayed bridge at National Chambal Wildlife Sanctuary to avoid erection of piers
different.
in the mid-course of the flowing stream; tunnel for about 3.5 km of length in Mukundra Hills Tiger Reserve
to avoid
In recent years,disturbance
large numbersin the vicinity of
of failures of bridge
the tiger reserve
deck etc. coats are being reported. The Ministry may
wearing
sponsor a Research Study on the performance and design
• Delhi-Katra Expressway is an example of principle of avoidance of wearing
viz. nocoat for forest
natural bridge/ Wildlife
decks inSanctuary/
India
considering trafc and environmental factors. Till such time some guidelines are needed so that the
National Park in almost 392 km. of Phase I and 99 km. of Amritsar connectivity; single span cable stayed
specications followed for road works are not made directly applicable for wearing coats on bridge decks. It
bridge
includes on Beas
interalia River
tack to avoid any disturbance
coats/texturing, bonding ofofintermediate
Dolphin Breeding
layersGround;
in the 8system.
viaductTill
in Bahu
suchConservation
time EN
Reserve even
Specications afterproong
for water followinglayers
mostly
andexisting alignment in the
other specications stretch.
for “pavement on bridge decks” evolved in
European countries could
Other Mitigation be adopted in addition to MORTH Specications.
Measures:

AsUse of alternate
thicker wearing materials, reusemm
coats of 80-90 of waste material
increase the deadandload
reduction of use of this
on the structure, natural resources
issue could bewhich
taken control
into
and prevent
account as perthetheenvironmental pollution
Limit State Design at source(IRC:6)
principles should and
be encouraged. In addition
increasing the drip irrigation,
corresponds recharge
Kerb/Footpath
height (IRC:5)
pits for for theground
increasing purpose of design.
water level, solar light for operation of toll, rescue van in any emergency scenario,
awareness of adjoining population along the NH network for environment issues may be practiced. Sound
Accreditation Committee
barriers are also of IRC has
to be provided also recommended
wherever manythrough
any stretch passes new materials
wildlifefor
andbridge deckareas.
protected waterproong
applications for trial use. The details of these materials are available on our website

(Sanjay Kumar Nirmal)

Secretary General, IRC

INDIAN HIGHWAYS JUNE 2023 5

INDIAN HIGHWAYS JULY 2023 5
 LETTER TO EDITOR
TECHNICAL PAPER

Sh. Sanjay Kumar Nirmal,

Secretary General, IRC, New Delhi.

Dear Sir,
Thank you for the complimentary copy of ‘Indian Highways’ April 2022 volume 50 Number 4. I
am responding a bit late because I was out of town for many months and could go through it only
some days ago. I congratulate Indian Road Congress for publishing such a rich issue containing
important articles. The editorial board deserves a special applaud.
It is a well known fact that the Ministry of Road Transport and Highways is playing remarkable
role in present day development of the country. It is also worth praising that Indian Road Congress
is highlighting the vision and achievements of the Ministry. I would like to mention that its
publication “Indian Highways” contained material of very high academic value. Though I had
been teaching literature for about half a century, yet simultaneously I have been translating the
technical papers and other such material of various organizations. On the basis of that experience,
I can say that research papers published in this issue of ‘Indian Highways’ are of very high quality
and are very useful for the people working in the concerned fields. I congratulate the contributors
of the papers.
It will be my pleasure to contribute to IRC according to my expertise, experience and specialization.
I have been a resource person in many seminars and workshops of Scientific and Technical
Terminology Commission and other government and semi government organizations. I also
translated question papers in technical subjects for various PSUs for the examinations they have
been conducting for promotions and appointments in their offices. I am attaching here a brief
description of my activities.
If IRC organizes workshops for official languages or any function at the occasion of Hindi Divas,
It will be my pleasure to offer my services for these. Any translation assignment will also be
welcome.

Regards
Rajendra Gautam,
Professor (Retired), University of Delhi.
906, Jhelum Arora Vansh CGHS Ltd.
Plot 8, Sector 5, Dwarka
New Delhi 110075.
Mo. 9868 140469.

6 INDIAN HIGHWAYS JULY 2023

 LETTER TO EDITOR
TECHNICAL PAPER

Sh. Sanjay Kumar Nirmal,

Secretary General, IRC, New Delhi.

Dear Sir,
The Engineering fraternity in the country is grateful to you and the IRC for bringing out the issue of
“Wearing coats on bridges”, through the editorial in the June 2023 issue of Indian Highways. The
importance of wearing coat is not properly evaluated by the Highway / Designers & Engineers.
The replacement of wearing coat creates a serious hindrance in the free flow of traffic and hence
has a huge cost to the Nation.
Along with this, I would like to flag the issue of lack of insistence on the part the Highway
Engineers in the States to provide the MORTH specified wearing coats. Almost, 90% of the
bridge projects have cost over runs and it results in economising on the wearing coat. More
pathetic is the condition of the old bridges constructed in the 60s-70s, when, perhaps, the concept
of the wearing coat was not born. These bridges, of a “hand mixed and non-vibrated RCC” are
still serving the nation (for all the increased volumes and axle loads) and no attention is being
paid towards even providing a wearing course on these. Since, funds are not easily sanctioned
for such WCs (in the face of an acute / perennial fund shortage) in the face of public demand for
new roads and bridges. Only when, these structures fail that Govt. attention is attracted towards
rehabilitation /restoration.
In the present scenario of PPP, EPC (with maintenance periods upto 10 years or more) , projects
refinance through Toll, these requirements are conveniently ignored by the executing/maintenance
agencies for fear of losing the toll revenue. A kind of “Abhi to Chalega” syndrome. A professional
discipline needs to be introduced here for the highway engineers to consistently raise the demand
for wearing courses not only in budget proposals and also in meetings in Govt. participated by
the secretaries and Hon’ble Minsters. Let it be recorded in the proceedings that this demand
was raised/discussed but not acceded to for various reasons. This documentation shall save the
Engineers form punitive action by the Govt. in many cases.
For the execution/maintenance agencies on various self-financing formats, the provision
of providing a designed and approved wearing course and its renewal at a specified interval
(restoration of expansion joints etc.) be made mandatory, failing which it should be got done at
the cost and risk of the agency. I request you to attract the attention of the highway designers/
engineers towards this through the IH or a guide line from the MORTH.

Regards
K.C. Sharma,
SE ( Retd) PWD, Rajasthan,
IRC LM 5876
Contact: 98290 65408

INDIAN HIGHWAYS JULY 2023 7

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 TECHNICAL PAPER

A REVIEW OF DIRECT DISPLACEMENT BASED

SEISMIC DESIGN METHOD FOR BRIDGES

Amiyanshu 1

ABSTRACT

The seismic design philosophy in most design codes are dominated by traditional force based design methods mainly due
to convention. However, when it comes to capture the real world seismic response of structures, it has several limitations. It
is based on initial stiffness characteristics of structures, erroneously assuming that stiffness is independent of strength and
“equal displacement approximation” to name a few. Direct displacement based design addresses all these shortcomings by
making displacement as the basis of design. This paper discusses the basic formulation of DDBD (displacement based design
method) and illustrates the algorithm for direct displacement based design of bridge structures.

1. INTRODUCTION was only in 1960s when accelerograms became widely

available to measure for estimating the inertial forces
Bridges are vital elements of highway network connecting involved during earthquakes. Further, the introduction of
points separated by rivers, valleys, depressions etc. computers for making complex mathematical analysis led
Therefore, safety and reliability of bridges during its to the development of advanced methods in earthquake
service life is of vital importance to transport authorities engineering, such as dynamic modal analysis on 3D
worldwide. Earthquakes are one of the major threats to structure models. The use of sophisticated computerized
safety and serviceability of bridges. Despite meticulous techniques has now become a matter of routine in
design procedures defined in the design codes, still it is structural design process.
observed that bridges are suffering severe damages during
earthquakes. The recent incidents of collapse of bridges It was recognised that the elastic force levels specified in
in the 2022 Taiwan earthquake comes into mind. It may the design codes (0.1g) were inadequate to resist major
take some time to analyse the causes of the bridge failures earthquakes. However, based on the response of buildings
and lessons learnt are made public. However, these events during earthquakes, it was observed that this lack of
should initiate a re-think in seismic design philosophy in strength did not always result in failure, or even severe
our codes. damage. It was recognised that buildings which can
deform inelastically without losing significant strength
In the early 20th century, there were no accelerograms to do not suffer failures and can be repaired economically.
estimate the inertial forces due to earthquakes. However, Ductility was found to be a solution for avoiding the high
it was observed that the structures designed for wind costs of making the structures perform elastically during
loads suffered far lesser damage than those which major earthquakes. This observation is backed by inelastic
were designed only for gravity loads. The Engineers time history analysis, which shows that a structure may be
recognized the importance of inertial earthquake forces designed for earthquake resistance by making it strong,
however, in absence of accelerograms at that time, it was by making it ductile or by designing it for economic
common to use design lateral force typically of 10% of combination of both these properties.
the weight of structure to account for inertial forces. It

1 Executive Engineer, MoRT&H (On deputation to NHAI) ([email protected])

18 INDIAN HIGHWAYS JULY 2023

 TECHNICAL PAPER

Now, structures are being designed for less than elastic Currently, the seismic design codes in most of the countries
force levels, because we understand that well-designed are based on the Force Based Design method, which has
structures possess ductility, and can displace inelastically also been adopted in IRC:SP:114-2018 “Guidelines for
to the required deformations imposed by earthquakes Seismic Design of Road Bridges”3. The sequence of steps
without loss of strength. In view of numerous empirical usually carried out in the Force based design method is as
and experimental evidences, it was established that follows:
ductility is far more important than strength for resisting
earthquakes. Ductility considerations became the main i. The broad configuration of the bridge structure
basis of design from now onwards and adopted by the is decided often based on site requirements,
design codes of most countries. In the 1980s, capacity aesthetics and client needs, the member shapes
design philosophy was introduced, where locations of and sizes are initially assumed, generally based
preferred flexural plastic hinging are identified, and the on non-seismic considerations
undesirable locations of plastic hinges, and undesirable
ii. The elastic stiffnesses for the assumed members
modes of inelastic deformation and locations where plastic
hinging is not desirable, are prevented by designing them are estimated, usually based on cracked section
to the required strength to avoid plastic hinging. stiffness or uncracked section stiffness in some
codes
In view of the above developments, it was established
that displacement was far more important indicator of iii. Based on the estimated elastic stiffnesses as
damage during earthquakes than strength. However, due obtained above, the fundamental time period
to historical and conventional inertia, force and strength (T) of an equivalent Single Degree of Freedom
were still central to the design process. The design structure with effective mass m and stiffness k
procedure was Force based method which estimates the is calculated using , or some empirical/ rational
elastic force levels for design earthquakes and then applies methods such as the expression suggested for
force reduction factor, which symbolizes the perceived typical bridges in IRC:SP-114,
ductility of the structure type. However, its preoccupation where,
with force and strength in the design process is based on
D = equivalent dead load and live load on
faulty assumptions which may adversely affect structural
superstructure in KN
performance, but are seldom questioned. Priestley1
(1993) in his widely cited paper “Myths and Fallacies in F = Horizontal force in kN required to be applied
Earthquake Engineering” has presented the limitations of at the centre of mass of superstructure for one
force based design approach and has recommended the mm horizontal deflection at the top of the pier/
adoption of displacement based design. abutment for the earthquake in the transverse
direction; and the force to be applied at the top of
2. PROBLEMS WITH FORCE-BASED
the bearings for the earthquake in the longitudinal
DESIGN
direction.
According to the Pacific Earthquake Engineering
iv. Seismic analysis of the structure is done using
Research Center (PEER), Performance-based earthquake
the elastic design response spectrum to determine
engineering seeks to improve seismic risk decision-
the peak ground acceleration, and thereby
making through assessment and design methods that
determining the base shear and the corresponding
have a strong scientific basis and that express options
in terms that enable stakeholders to make informed member forces
decisions.2 Structural performance is based on the v. Applying a response reduction factor ‘R’ to obtain
measurable engineering parameters such as strain, drift, the design forces in each member
deformation, curvatures, rotations, ductility etc. which
are all displacement quantities. In order to accomplish vi. Structure is then analysed for the design member
these goals, it is essential that our design procedures forces to provide required moment capacities at
used are capable of controlling structural performance by potential locations of plastic hinges. The design
controlling the displacements. of members at these plastic hinges is carried out

INDIAN HIGHWAYS JULY 2023 19

 TECHNICAL PAPER

vii. Now, the displacement of members at plastic There is an erroneous assumption that the stiffness
hinges under seismic forces is estimated and of the structural elements can be obtained without
compared to the design limits. If the permissible reference to its strength. Usually, the member sizes
limits are exceeded, the above steps are repeated. are assumed first and stiffness is estimated based on
assumed shape and dimensions of structure based on
viii. The design of other members is now carried out which time period is estimated. The end product of the
using capacity design principles for required design is usually the reinforcement ratio for specified
strength not allowing plastic hinging. strength. However, the stiffness of the structural
3. STIFFNESS ESTIMATION member is now modified in this process. In fact,
experimental evidence and detailed analytical studies
Force based design begins with assumptions of member by Priestley et al4 (2003) suggests that stiffness will
sizes from which initial estimates of stiffness are keep varying in proportion to the nominal strength
determined. The fundamental time periods are then (moment capacity for a beam, for example). It is the
calculated from the stiffness estimates, which are then yield curvature which remains constant with changing
used to calculate the design forces from the elastic design strength and not the stiffness, as illustrated in Fig 1(a)
spectrum. The final member sizes, reinforcement ratio and & (b) below:
stiffness are end-products of design.

Fig.1 (a) Fig.1 (b)

Therefore, for different moment capacities, the same elastic stiffness is repudiated with more rigorous analysis
assumed section shall have different stiffnesses due to of inelastic structures undergoing cycles of loading and
which it is not possible to estimate a unique elastic time unloading. One such idealized behavior of structure is
period obtaining the strength values. Since the required depicted as below:
member strengths are the end product of force-based
design, an iterative process is required for recalculating
stiffness and time periods from strength of trial sections.
However, this is often not done in practice by designers.

Similar arguments hold true for steel members: changing

the flange thickness to satisfy a strength requirement
changes the member stiffness almost in direct proportion
to the strength change.

Further, the basic assumption that the force-displacement

characteristics of a structure can be represented using initial Fig. 2 Idealised Cyclic Inelastic Behaviour

20 INDIAN HIGHWAYS JULY 2023

 TECHNICAL PAPER

In the above case, it can be observed that in the initial spectrum and is known to be non-conservative for short-
loading cycle (1-6), the structure shows higher stiffness. period systems. Thus, the Force reduction factors cannot be
However, in the subsequent cycles (7-8-9) the stiffness said to correspond to the ductility demand of the structure.
reduces considerably due to yielding of steel or cracks
in concrete. In the successive cycles the initial stiffness Rigorous analysis of the time history suggests that there
becomes irrelevant and the stiffness at maximum are four distinct zones in the elastic response spectrum
displacement response is a better indicator of structural as shown in Fig. 3. At near zero period, the structure
behavior. accelerates at peak ground acceleration regardless of
ductility. In short period structures in the rising zone of
4. RELATIONSHIP BETWEEN ELASTIC acceleration response spectrum, the displacement of
AND INELASTIC DISPLACEMENT inelastic system is greater than that of equivalent elastic
systems, rendering the equal displacement approximation
The Force based design also inherently is based on the as non-conservative. In the initial stages of falling curve
“equal displacement approximation” which assumes that of acceleration spectrum, the displacement of inelastic and
the maximum displacement demand of an inelastic system equivalent elastic systems is almost similar in which the
and an equivalent elastic system with same initial stiffness equal displacement approximation may be valid. In long
is equal. However, the equal displacement approximation period structures, the equal displacement approximation
is valid only for only for limited range of time periods becomes increasingly conservative.
near the velocity-sensitive region of the elastic response

Fig. 3 Acceleration Response Spectrum

In very flexible structures, there is essentially no structural However, ductility capacity is a function of structural
response to the ground motion and displacement is equal geometry also, not just structure type, as illustrated in a
to the peak ground displacement. simple example below:

5. FORCE REDUCTION FACTORS AND Suppose there are two bridge columns with identical cross
DESIGN DUCTILITY section, reinforcement detailing but of different heights.
The two columns have the same yield curvature (ϕy) and
The calculated forces obtained through elastic time periods ultimate curvature (ϕu). Yield displacement of a column
are reduced by arbitrary factors ‘R’ to obtain the final with height H can be approximated by the following
design forces. Force reduction factors are indicative of the simple relation:
perceived ductility capacity of structural system. Force
based design methods assume that unique force-reduction Δy = ϕyH2/3
factors can be assigned to different structural systems.

INDIAN HIGHWAYS JULY 2023 21

 there is essentially with height H can be approximated by the
e ground motion and following simple relation:
the peak ground TECHNICAL PAPER
Δy = ϕyH2/3

ctors andThe The plasticΔdisplacement,

plastic displacement,
Design = ϕpLpH Δp = ϕpLpH bridges, the method calculates the design ductility values
p
where, ϕp = ϕu – ϕy,is the plasticcurvature for each particular bridge, rather than an overarching
where, ϕp = ϕu – ϕy, is the plastic curvature and Lp is plastic ductility value stipulated for a structure type on the Force
ined throughhinge length. andLpisplastic hinge length.
elastic based design. The capacity design principles are used to
by arbitrary factors
TheForce
displacement ductility
The capacity
displacement is therefore
ductility given
capacity by
is therefore ensure the plastic hinges are forms only in pre-determined
esign forces.
tive of the perceived given by locations.
tural system. Force Δy + Δp ϕp Lp
μΔ = =1+3 There are many variants of the displacement based
ssume that unique Δy ϕy H
an be assigned to design methods, adopted in USA and New Zealand, for
. However,Itductility
is therefore observed that the ductility capacity example. In this paper we shall discuss briefly the Direct
It is therefore observed that the ductility
structural decreases
geometry with increasing height, sowith
capacity decreases the shorter column
increasing has so Displacement Based Design (DDBD) method developed
height,
e, as illustrated in a
higher ductility the
capacity
shorterthan thehas
column longer one.
higher Therefore,
ductility capacity by Priestley, Calvi and Kowalsky (2007)5. The procedure
the assumption thanof a the
constant
longer ductility capacity
one. Therefore, the or force starts with determination of a target displacement and
assumption
idge columns with of a constant ductility capacity
reduction factor in Force based design for a structure type or force the end result is the strength required to meet the target
erroneous as well. Therefore, the Force reduction factor a displacement during the earthquake hazard. The method
nforcementisdetailing reduction factor in Force based design for
e two columns have structure type is erroneous as well.Therefore,
e(ϕy) and cannot be said tothe
ultimate correspond to the ductility
Force reduction capacity
factor cannot beofsaid
the to uses an equivalent linearization technique in which a
structural
cement of a column system as well.
correspond to the ductility capacity of the non-linear system at maximum response is represented
structural system as well. by and equivalent elastic system. The multi-degree of
6. DIRECT DISPLACEMENT BASED
freedom system is replaced with a substitute structure with
DESIGN (DDBD) METHOD
sed Design
generalised displacement of a Single Degree of Freedom
The displacement based design approach was developed (SDOF) system.
over the
esign approach waslast two decades in order to address the limitations The equivalent linearization of the inelastic response
based Design (DDBD) method developed by
decades inoforder
the toconventional Force based design procedure.
Priestley, Calvi and Kowalsky (2007)5. The may be in the form of a bi-linear envelope of the lateral
f the conventional
Displacement based designstarts
involves
procedure withthe use of displacement
determination of a target force–displacement response of the SDOF representation
dure. Displacement
as the basic parameter for estimation of seismic demand
displacement and the end result is the strength is shown in Fig. 4 below in which an initial elastic stiffness
use of displacement
and also the criteria for damage
required to the
to meet the structure.
target In caseduring
displacement of
stimation of seismic the earthquake hazard. The method uses an Ki is followed by a post-yield stiffness of rKi.
a for damage to the
equivalent linearization technique in which a
idges, the method
non-linear system at maximum response is
lity values for each represented by and equivalent elastic system.
han an overarching
The multi-degree of freedom system is replaced
r a structure type on
with a substitute structure with generalised
The capacity design displacement of a Single Degree of Freedom
re the plastic hinges (SDOF) system.
mined locations.
The equivalent linearization of the inelastic
of the displacement
response may be in the form of a bi-linear
opted in USA and
envelope of the lateral force–displacement
e. In this paper we response of the SDOF representation is shown
ect Displacement
in Fig. 4 below in which an initial elastic

Fig. 4 (a-b) SDOF Simulation and Effective Stiffness

22 INDIAN HIGHWAYS JULY 2023

 TECHNICAL PAPER

DDBD characterizes the damping in the structure by an below. For a given level of ductility demand, a structural
equivalent damping which combines the elastic damping steel frame building with compact members will be
and the hysteretic energy absorbed during inelastic assigned a higher level of equivalent viscous damping than
response. The hysteretic energy absorbed due to damping a reinforced concrete bridge designed for the same level of
will be different for different structure types due to ductility demand, as a consequence of “fatter” hysteresis
differing hysteresis loops characterizing energy dissipation loops.
in the structure type, as illustrated in the graph of Fig. 5(a)

Fig. 5(a) Fig. 5(b)

Following the estimate of target displacement (Δd) and spectra requires one less step in design than working with
thereafter design ductility, the equivalent damping for the acceleration spectra, and calculation of mass is not required.
structure type can be determined from ductility-damping
relationship such as representation in the above graph or 7. VERIFICATION OF DDBD
analytical relation as given below: PROCEDURES USING INELASTIC
TIME HISTORY ANALYSIS

Inelastic Time History Analysis (ITHA) can be used for the

verification of design of structures done with the DDBD.
Subsequently, the effective time period Te can be determined
Researches on the direct displacement based design of
from displacement spectra (Fig. 5(b)) for the given values
of maximum displacement and damping. The effective bridges (Kowalsky6, 2002; Dwairi and Kowalsky7, 2006;
stiffness Ke of the equivalent SDOF system at maximum Ortiz8, 2006; Suarez and Kowalsky9, 2008a) have shown
displacement can be found by inverting the equation good agreement between the target performance used in
for time period (Te) of a SDOF harmonic oscillator with DDBD and the performance simulated by ITHA. This
effective mass (me), i.e. has proven that DDBD is an effective design method and
therefore, in general, designs done with DDBD do not
Ke = 4π2me/Te2 require evaluation by ITHA or other method. However,
The design base shear can be finally obtained as, there may be cases of bridges with long/ curved spans
and bridges with irregular which may not have an easily
Vbase = KeΔd workable displacement pattern to be used in DDBD
It may be appreciated that in both the force based design and have not been studied adequately for design with
and displacement based design approaches, time period DDBD. Additionally, ITHA may be required by the owner
must be estimated, however, working with displacement Authority for important/ special bridges.

INDIAN HIGHWAYS JULY 2023 23

 TECHNICAL PAPER

8. DESIGN OF SDOF BRIDGES USING where,

DDBD METHOD
d = effective depth of section
The common design strategy is to design the c = depth of neutral axis
superstructure to be elastic under seismic forces and to εc,ls = limit strain of concrete
allow the substructure/ piers to form plastic hinges at εs,ls = limit strain of steel
predetermined locations for dissipation of energy and Φls,c = limit state curvature of concrete
ductility. In longitudinal design, the design displacements Φls,s = limit state curvature of steel
of all the piers should ordinarily be equal and material Since we do not know the neutral axis depth ‘c’ at the start
stain limits shall determine the target displacement. of the design process, an initial estimate of c for a column
In case of transverse design, the target displacement of diameter D and gross cross section area Ag can be
profile of the superstructure in transverse direction shall made based on the axial load P using the following useful
also be determined, based on material strain limits or expression:
the displacement capacity of expansion joints. Careful
considerations need to be made for determination of target c/D = 0.2 + 0.65P/(f’ceAg),
displacements based on the degree of fixity and relative
where, Ag = gross area of steel
stiffnesses between the superstructure and its piers, degree
of restraint at the abutments and effective damping of the f’ce = lower bound of expected strength of concrete
system. It will normally not be possible to define exactly = 1.3f’c
the displacement profile at the initial stage and some
iteration will be required. As already stated above, the yield curvature is independent
of strength and only depends on the section yield strain (εy)
Here we shall briefly discuss the case of design of bridge and depth D. For circular columns, it can be shown that the
pier for longitudinal response for illustration of the method. yield curvature is given by the following relation (Priestley
et al (2007)):
9. DESIGN DISPLACEMENT
Φy = 2.25εy/D
The target displacement shall be based on material strain
limits of damage control limit states. Damage control limit The yield displacement may be defined as
state has been defined for confined concrete as the concrete
compression strain at which fracture of the transverse Δy = C1Φy(H+2LSP)2
reinforcement occurs, which may be determined by the
where, C1 is a factor depending on the end fixity
following expression based on energy-balance approach
conditions.
of Mander (1988)10:
LSP = strain penetration length = 0.022fyedbl

where, fye = = lower bound of expected strength of

concrete = 1.3fy

For plastic displacement, plastic hinge length is given by

LP = kLC + LSP 2LSP

where, LC is the distance from the critical section to the

point of contraflexure, LSP is the strain penetration length
The design curvature of a section with depth of neutral axis and k depends on the reinforcement ultimate/ yield strength
c and effective depth as d shall be determined from the ratio, given by k= 0.2(fu/fy – 1) 0.08
lower of the two limiting curvatures associated with limit
strains of concrete and steel given by, The above concepts will now be used in the following
design example.
Φls,c = εc,ls/c and, Φls,s = εs,ls/(d-c)

24 INDIAN HIGHWAYS JULY 2023

 Confinement ratio, ρv = 4Ab/D’s = Φy = 2.25ε
TECHNICAL PAPER
4x314/(1920x100) = 0.00654
(Ab = transverse bar cross section area) Since the
The confined concrete strength fcc’ = 48 MPa penetration
10. DESIGN EXAMPLE (using confined
confined concrete strengthconcrete strengthgiven
relationships relationships
by Mander the effecti
given by ManderModel) thus (H+2L
Model) superstruct
Design a three span bridge of length 120 m (40 m x3) with
The damage control limit compression strain is C1 = 1/6
footing-supported piers each of equal height 10 m and The damagegiven
control
by limit compression strain is given by
diameter 2m monolithically fixed to the superstructure. The Yield disp
self-weight of superstructure is assumed to be 200 KN/m. εc,dc = 0.004 +
1.4ρv fyh εsu
= 0.004 +
f′cc Δy = Φy(
The abutments are assumed free to move longitudinally on
1.4(0.00654x420x0.10)/48 = 0.0120 0.0507 m
frictionless bearings.
The design
The specified concrete strength is fc’ = 30 MPa, for steel, Axial load on each
Axial column
load on each= column
200 KN/m
= 200xKN/m
40 m x= 40
8,000
m KN ΔD = Δy+
the yield strength fy = 420 MPa with ratio of ultimate = 8,000 KN 0.0026)x0.
Column axial force ratio: P/f’ceAg = 8/(39x3.14) = 0.0653
strength (fu) to the yield strength (fy) is 1.35. The material Column axial force ratio: P/f’ceAg = Displacem
overstrength factors for concrete and steel are 1.3 and Assuming the longitudinal
8/(39x3.14) reinforcement ratio as 2%, we 0.220/0.05
= 0.0653
1.1 respectively. Reinforcement tension at ultimate stress make initial guess of neutral axis depth as follows:
Assuming the longitudinal reinforcement ratio
is 0.10. The following design displacement spectra for Damping,
c/D = 0.2 +as0.65P/(f’
2%, we make
A ) =initial
0.2 +guess of neutral=axis
0.65x0.0653 0.242 or
intermediate soil (5% damping) may be used: ce g
depth as follows: 3.34
0.24 (say) 0.444
4.34π
c/D = 0.2 + 0.65P/(f’ceAg) = 0.2 + 0.65x0.0653
Thus, neutral axis depth = 2x0.24m = 0.48 m
= 0.242 or 0.24 (say) The spectr
the 5% dam
The damageThus,
control limit
neutral axisstate
depthcurvatures
= 2x0.24m are thus
= 0.48 m 0.0
Rξ = (
0.02
Φls,c = εc,ls/c The
= 0.0120/0.48 = 0.0250/m
damage control limit state curvatures are
thus
Φls,s = εs,ls/(d-c)
Φls,c== ε0.06/(1.93-0.50) = 0.0250/m
c,ls/c = 0.0120/0.48 = 0.0419/m
For targe
Φls,s= εstate
The lower limit s,ls/(d-c) = 0.06/(1.93-0.50)
curvature = 0.0419/m
of concrete (=0.0250/m) displaceme
shall governThe
the lower
design. should be
limit state curvature of concrete effective
(=0.0250/m) shall govern the design.
Since
11. both the Based
Displacement columns Seismicare Design
of equal of aheight, the design
11. Displacement Based Seismic Design of a parameters
Three Span shall be thefor
Bridge same. Longitudinal Since both the columns a
Three Span Bridge for Longitudinal ResponseSince both the columns are of equal height, the design parameters shall b
Response i) design Plastic hinge
parameters length:
shall be the same.
Fig. 6 Design Displacement Spectra Assume the longitudinal bar diameter = 40 mm
Assume the longitudinal bar diameter = 40 mm K cover
and = 0.2(fu/fy
thickness – 1) <0.08
= 50 mm i) Plastic hinge
and cover thickness = 50 mm i)
Further, transverse Plastic hinge length:
bar diameter: dv = 20 mm,
11. DISPLACEMENT BASED SEISMIC = 0.022f d = 0.022x462x40
Further, transverse bar diameter: dv = 20 mm, atLspacing
sp of spacing
ye bl s = 100 mm is= being 407 mm K = 0.2(fu/fy – 1) <0.08
DESIGNatOF A THREE SPANs = BRIDGE provided
spacing of spacing 100 mm is being
Lp = kLc + LSP = 0.07x5+0.407 = 0.757 m Lsp = 0.022fyedbl = 0.022x
K =as0.2(fu/fy
transverse– 1)reinforcement
<0.08
FOR LONGITUDINAL
provided as transverseRESPONSE
reinforcement Lsp = 0.022fyedbl = 0.022x462x40 = 407 mm Lp = kLc + LSP = 0.07x5+
The coreLp =diameter
kLc + LSPof =the confined concrete
0.07x5+0.407 = 0.757D’m
The corebar
diameter of the= confined =ii) Design= 1920
2000 -2x50+20 displacement:
mm ii) Design displa
Assume the longitudinal diameter 40 mm concrete D’
and cover
= 2000 -2x50+20 = 1920 mm ii) Design displacement:
thickness = 50 mm Φy = 2.25εy/Dratio, = 2.25(462/200000)
Confinement ρv = 4Ab/D’s= 0.0026/m = Φy = 2.25εy/D = 2.25(462
Confinement ratio, ρv = 4Ab/D’s = 4x314/(1920x100)
Φy = 2.25εy/D= =0.00654
2.25(462/200000) = 0.0026/m
Further, transverse
4x314/(1920x100) = 20 mm, at spacing
bar diameter: =dv0.00654 (ASince the column
b = transverse is in
bar cross bending,
section area) strain penetrationSince applies
the column is
of spacing s = 100 mm is being provided asarea)
(Ab = transverse bar cross section transverse at both
The Sincetopthe
confined andcolumn
bottom,
concrete strengthisandfincc’the effective
=bending,
48 length
MPa strain for yield
penetration applies at bot
reinforcement The confined concrete strength fcc’ = 48 MPa (using confined concrete
penetration
displacement isapplies strength
at
thus (H+2L both top relationships
). and assume
We bottom, and
boththe
theeffective
footing length for
sp
(using confined concrete strength relationships given bytheManderModel)
effective length for yield displacement is thus (H+2Lsp). We assum
given and thus
superstructure toassume
be rigid. both the footing and superstructure to be rigid.
The core diameter of by
theManderModel)
confined concrete D’ = 2000 (H+2Lsp). We
The damage control to
superstructure limit
be compression
rigid. strain is C1 = 1/6
-2x50+20 = 1920 The
mmdamage control limit compression strain is C1 =by
given C11/6
= 1/6
given by Yield displacement of the
Confinement ratio, ρv = 4Ab/D’s = 4x314/(1920x100) = Yield displacement
Yield 1.4ρvof
displacement yhthe
fof su pier
εthe pier is: is:
0.00654 1.4ρv fyh εsu εc,dc = 0.004 + = 0.004 +
Δy = Φy(H+2Lsp)2/6 =
f′cc
εc,dc = 0.004 + = 0.004 +
1.4(0.00654x420x0.10)/48
Δy = Φy(H+2Lsp) /6= 0.0120 2 2
= 0.0026x10.814 /6 = 0.0507 m
f′cc
(Ab = transverse bar cross section area) = 0.0120
1.4(0.00654x420x0.10)/48 0.0507 m
The design displacement ΔD is then The design displacement
The confined concrete strength fcc’ = 48 MPa (using Axial The
load design
on eachdisplacement
column = 200 ΔDKN/mis thenx 40 m ΔD = Δy+ (φls –φy)LpH
Axial load on each column = 200 KN/m x 40 m = 8,000 ΔDKN = Δy+ (φls –φy)LpH = 0.0507 + (0.0250- 0.0026)x0.757x10 = 0.22
= 8,000 KN 0.0026)x0.757x10 = 0.220 m
Column axial force ratio: P/f’ceAg JULY = Displacement
2023 ductilit
INDIAN HIGHWAYS 25
Column axial force ratio: P/f’ceAg = 8/(39x3.14) = 0.0653 ductility,
Displacement μΔ= ΔD/Δy= 0.220/0.0507 = 4.34
8/(39x3.14) = 0.0653 0.220/0.0507 = 4.34
 u f′cc Δy = Φy(H+2Lsp) /6 = 0.0026x10.814 /6 =
= 0.004 +
+ 1.4(0.00654x420x0.10)/48 Δy =2 Φ = y0.0120
(H+2Lsp)2/6 = 0.0026x10.814 0.0507 2m/6 = shape.
Δy = Φy(H+2Lsp) /6 = 0.0026x10.8142/6 = P- Δ effect is quantified using some form of
0.0120
0.0507 m
0.0507 m
TECHNICAL PAPER
The design displacement ΔDis stability
then index in most design codes, which Research
Axial load on each column = 200 KN/m x 40 m Δ D = Δy+ (φls –φy)LpH = 0.0507 + (0.0250-
= 8,000 The
The design
KNdesign displacement ΔDis then
displacement Δ Dis then compares the P- Δ effect at expected maximum bridges h
200 KN/m x 40 m 0.0026)x0.757x10 = 0.220 m
40 m Δ D = Δ y + (φ ls –φ y)L p H = 0.0507 + (0.0250- displacement(Δ with the moment capacity
max )displacement direct d
ΔΔDD ==ΔΔ y+ + (φls(φ–φy)L –φpHy)L=pH
0.0026)x0.757x10
0.0507 + (0.0250-
== 0.220
0.0507 m + (0.0250-0.0026) at expected maximum (with the moment
Column y
0.0026)x0.757x10 ls
axial force = ratio: 0.220 mP/f’ceAg = Displacement ductility, (M ) of
μΔC= ΔD/Δy=the structure. Here we will use the performan
x0.757x10
8/(39x3.14) = 0.0653 = 0.220 m capacity (M
stability ) of the structure. Here we will
C index given by Paulay and Priestley11
use the stability methods.
0.220/0.0507 = 4.34
go: = P/f’ceAgDisplacement
= Displacement
ductility, ductility,
μΔ= ΔD/Δy= μ Δ= Δ D/Δ y= index(1992)
given by Paulay and Priestley (1992) as follows:
as follows:
11
this metho
Displacement
Assuming0.220/0.0507 ductility,
0.220/0.0507
= 4.34
the longitudinal reinforcement= ΔD/Δ
=μΔ4.34 ratio = 0.220/0.0507 = 4.34
y
Damping, ξ = 0.05 + 0.444{
μ−1
} = 0.05 + based des
as 2%, we make initial guess of neutral axis μπ
inforcement
ratio depth asratio
PΔmax 8 x 0.220 design cod
follows: Damping, ξ = 0.05 + 0.444{
ξ = 0.05 + 0.444{
μ−1 μ−1
} = 0.05 +μπ0.444
3.34
} = 0.05 =+ 0.158 Stability index, θΔ = = = 0.083
of neutralDamping,
saxis axis μπ 4.34π M C 21.15 displacem
0.2 + 3.34
c/D = 0.444 0.65P/(f’
3.34
ceAg) = 0.2= + 0.65x0.0653 As this is less than 0.10, P-Δ effects can be India.
= 0.444
0.158 0.158
= 0.242 or 0.24
4.34π 4.34π
(say) reduction factor to be applied to the 5% The spectral reduction As this
factor toisbeless
ignored. thanto0.10, P-Δ effects can be ignored.
applied
0.2
0653
The
+ 0.65x0.0653 spectral the 5% damped displacement spectrum is Currently,
Thus,damped
The
neutral displacement
spectral
axis The
reduction
depth spectral
= spectrum
reduction
factor
2x0.24m =to0.48
be m is
factor to
applied to be applied 0.07to 0.5 Based
0.07 on
0.5 an approximate moment-curvature analysis
the 5% damped thedisplacement
5% damped spectrum displacement is spectrum Rξ = (is0.02+ξ) = (0.02+0.158) = 0.627 guidelines
.24m
m =The
0.48 m
damage 0.07 0.5
control limit 0.07
state 0.5 0.5 0.07
curvatures
0.07 are 0.5 performed
Basedthrough
on an aapproximate
simple Python computer program,
moment-curvature recommen
R ξ=( )
R ξ ==(( ) )
= ( = 0.627 ) = 0.627 analysis
it is found that performedthrough
at axial load of 8 aMN, simplePython
this moment can appears th
thus 0.02+ξ 0.02+ξ
0.02+0.158 0.02+0.158
steare
curvatures
Φls,c= εc,lsare
/c = 0.0120/0.48 = 0.0250/m computer
be provided program,
with 39,400it mm
is found
2 that at axial
of flexural load
reinforcement conventio
For target displacement of 0.220 m, For displacement
the target displacement ofof 8
0.220MN, m, this
the moment can be provided
(approx. 1.25%). Neutral axis depth comes out to be 420 mm, with
0250/m Φls,s= εs,ls/(d-c) = 0.06/(1.93-0.50) = 0.0419/m displacement corresponding to 5% damping
corresponding
For target displacement to 5%
For target displacement
damping
of 0.220 m,ofthe0.220should be 0.351 m
shouldm, bethe 0.351 mwhich is roughlyThe
(=0.220/0.627). close the assumed value of 480 mm.
9/m
50) = The (=0.220/0.627).
0.0419/m
lower limit state
displacement The effective
curvature
corresponding
displacement 5% time
ofto concrete
corresponding damping period
to 5% of response
damping
effective time period Iterations
of response mayis be done
found for obtaining final design values.
2
(=0.0250/m)
isshould
found fromthe
shall
be govern
0.351 the
fromthe
from
should mthe
bedesign
design.
design
(=0.220/0.627).
0.351 mspectrumwhich
designspectrumwhich The
spectrum
(=0.220/0.627).which gives,
gives,
The gives, 39,400 39,400mmmm 2
of offlexural
flexuralreinforcement
reinforcement
crete approximately, T = 1.6 sec (approx.1.25%). Neutral axis depth comes
ture of concrete
effectiveapproximately,
time period time
effective
approximately, Te = 1.6 sec of Tresponse
e = 1.6
period
e is
sec
of found
response is found (approx.1.25%).
12 CONCLUSION Neutral axis depth comes out out
design. to be 420 mm, which is roughly close the the
to be 420 mm, which is roughly close
Forthe
For the For theestimation
estimation estimation
of effectiveofofeffective
effective
mass, for mass, forforthethe
the continuous
mass, The assumed
abovevalue
assumed value
design of 480
ofexample
480 mm.
mm.illustrates Iterations
Iterations themay may
be beof the
algorithm
continuous
continuous
bridge, the superstructurebridge,
bridge, willthethe superstructure
superstructure
oscillate willwill
in the longitudinal donedone
design for for obtaining
obtaining
procedure offinal final
design
direct designvalues.
displacement values.based design. It
oscillate
directionoscillate
with in inthe
the the longitudinal
longitudinal
piers, direction
hence direction
the lumpwith with
massthetheof may be appreciated that the displacement based design
piers,
piers, hence
hence the
the lump
lump mass
mass of of superstructure
superstructure
superstructure is assumed at the top of substitute structure. is is 12Conclusion
12Conclusion
process is simpler though based on a stronger scientific
assumed
assumedatatthe thetop
topofofsubstitute
substitute structure..
structure..
Self-weight ofofeach footing as compared to the Force based the design. The
Self-weight
Self-weight of each column each=column x 1=x=
column
3.14 3.14 x x23.5
103.14 1x x1=10
x738
10x KN
x TheTheabove above design
design example
example illustrates
illustrates the
23.5 = 738
23.5 = 738 KN KN requirement
algorithm of
of ductile
the design
design as well
procedure
algorithm of the design procedure of direct as ofstructural
direct damping
It is recommended to add one-third of the pier mass to has been logically
displacement
displacement incorporated
basedbaseddesign. design.inItthemay Itmethod,
maybe asbe against
the massItItlumped at the superstructure
isisrecommended
recommended totoadd level.
addone-third
one-third of So
of the
thethe total
pierpier appreciated
the appreciated that
overarchingthat the displacement
ductility and damping
the displacement based design
basedfor different
design
mass
effective mass to
mass to the mass lumped at the superstructure
is the mass lumped at the superstructure process
structure
processis simpler
types.
is simpler though thoughbased basedon aon stronger
a stronger
level.
level.So Sothe
thetotal
totaleffective
effective mass
mass is is scientific
scientific footing
footing as compared
as compared to the to theForceForce
mme e==24,000
24,000KN KN+ +(738(738x 2)/3
x 2)/3= 24,494
= 24,494 KNKN based
The based design.
design process
design. ThehasTherequirement
done away with
requirement of ductile
the ductile
of initial rather
design
premature as well
guessing as structural
of the damping
section
design as well as structural damping has been has
properties been
and estimates
iii) Effective
iii) Stiffness: Stiffness:
iii) Effective
Effective Stiffness: logically
logically
of initial incorporated
incorporated
stiffness in
which distortthe method,
in thethe method, as against
time period as against
and force
thethe overarching
overarching ductility
ductility and and damping damping for for
values in the design and corrective iterations though
4π2 me 4π2 .24.49 different structure types.
Ke = 4π22 me= 4π2 .24.49
= 38.45 MN/m different required,
theoretically structure were types.not usually done. The inelastic
Ke = Te 2 =9.81x1.62 2 = 38.45 MN/m
Te 9.81x1.6 response of real-world structures is better captured
The design process has done away with the through
The design process has done away with the
Base shear force bilinear stress-strain
initial rather premature envelope
guessingwith of thesecant sectionstiffness at
Base shear force initial rather
and premature guessing ofstiffness
the section
VBase shear force
base = Ke.Δd = 38.45 x 0.220 = 8.46 MN properties
maximum response. estimates
Through of initialrepresentation,
SDOF most
Vbase = Ke.Δd = 38.45 x 0.220 = 8.46 MN properties
which distort and
the estimates
time period of
andtoforceinitial stiffness
values
Vbase = Ke.Δd = 38.45 x 0.220 = 8.46 MN structures
which can be
distort easily designed calculate base shear,
This base shear is distributed to the columns in in the design andthe time period
corrective and force
iterations though values
This base shear istodistributed to the columns in which can then
in the design be distributed
and corrective to various
iterationscomponents
though using
inverse
This base shearproportion
is distributed their
to heights.
the columns in inverse theoretically required, were not usually done.
inverse proportion to their heights. assumed modal
Thetheoretically shape.
inelastic response required, were not structures
of real-world usually done.
However,
proportion to theirsince both the columns are of equal
heights.
However,
heights, sinceshear
the base bothinthe columns
each will be are
halfof equal The inelastic response of real-world
is better captured through bilinear stress-strain structures
heights, the base shear in each will be half the Research
is on captured
better Displacement through based design
bilinear of bridges has
stress-strain
However,Design
sinceshear,
both the V =columns
4.23 MNare of equal heights, envelope with secant stiffness at maximum
Design shear, shown good
envelope agreement
with secant between
stiffness direct at maximum displacement
Design
base shear moment
in each will V =half
4.23 MN
capacity,
be M = 4.23 x 5 = 21.15 response. Through SDOF representation, most
Design moment capacity, M = 4.23 x 5 = 21.15
MN-m based design
response.
structures and
canThroughperformance
be easilySDOF designed simulated
representation,
to calculateby ITHA
most based
MN-m
Design shear, V = 4.23 MN basestructures
methods. In view
shear, canofbe
which caneasily
the then designed
growing beacceptance
distributed to calculate
oftothis method
iv) P-Δ check: and base
various shear,
components
its advantages which
over the canforce
using then
assumedbe distributed
based modal
design to it is
method,
Design moment iv) capacity, M = 4.23 x 5 = 21.15 MN-m
P-Δ check: various
shape. components using assumed
imperative that the design codes are reviewed to incorporate modal
P- Δ effect is quantified using some form of shape.
direct displacement based design of structures in India.
iv) P-Δ
P- Δcheck:
stability indexis inquantified
effect most designusingcodes,
some which
form of Research on Displacement based design of
compares the P- Δineffect at design
expectedcodes,
maximum bridges
Researchhasthe shown
on Indian good Roads
Displacement agreement based between
designguidelines
of
P- Δ effect is quantified using some form of stabilitywhich
stability index most index Currently, Congress
displacement(Δ
compares the P-which with the
Δ) effect moment capacity
at expected maximum direct
bridges displacement
has shown based
good
(IRC:SP:114-2018) and IS: 1893 recommend force design
agreement and
between
in most design codes,max compares the P- Δ effect performance simulated bybased ITHAdesign based and
(M C) of the structure.
displacement(Δ Here we will use the
max ) with the moment capacity direct displacement
stability
(MC) of the structure.Paulay
index given by Here and Priestley
we will
11
use the methods. In view of
performance the growingbyacceptance
simulated ITHA ofbased
26 INDIAN
(1992)
stability HIGHWAYS
as follows:
index given by Paulay JULYand 2023
Priestley11 thismethods.
method and its advantages
In view of the growing over acceptance
the force of
(1992) as follows: based design method, it
this method and its advantages overis imperative thatthetheforce
PΔmax 8 x 0.220 design codes are reviewed to incorporate direct
 TECHNICAL PAPER
TECHNICAL PAPER
based seismic design. It appears that due to the inertia 5.
Priestley, M.J.N., Calvi, G.M. and Kowalsky, M.J.,
“Displacement-Based Seismic Design of Structures”, IUSS
of history and convention; this has not been reviewed Press, 2007.
adopting recent advances in rehabilitation REFERENCES
in lighttechniques
of latest developments
it is possible toin bring
our understanding
back bridges to of
6. Kowalsky M.J., “A Displacement-based Approach for the
seismic original
effects serviceable
as well as changes
condition. in the seismic design 1 EN 1504Design
Seismic Parts 1oftoContinuous
10 Concrete Bridges”, Earthquake
2 IRC:SP:40-2019 “Guideline
Engineering and Structural Dynamicson Repair, Strengthening
31, pp. &
719-747, 2002.
procedures of developed countries. In view of the recent Rehabilitation of Concrete Bridges” Indian Roads
5. MATERIAL USED 7. Dwairi, H. New
and Kowalsky, M.J., “Implementation of Inelastic
emphasis on performance based earthquake engineering, it Congress, Delhi
Displacement Patterns in Direct Displacement-Based Design
is
i) recommended
KP/HP- 250 that the same
– SLVmay be reviewed
grout and space
- (Super low 3 IRC:SP:80-2008 “Guidelines for Corrosion Prevention,
of Continuous Bridge Structures, Earthquake Spectra”
Viscous Monitoring and Remedial Measures for Concrete Bridge
may be offered to displacement basedEpoxy
designGrout)
methods in Volume 22, Issue 3, pp. 631-662, 2006.
Structures” Indian Roads Congress, New Delhi
ii) design
our KP/HP-350
codes. – Epoxy Patching Compound 4 8. Ortiz, J., 2006,
Limaye R.G.“Displacement-Based
and Kamat M.K. Design
andof Hotta
Continuous
S.
iii) EPI Bond – Bonding Agent before Concrete BridgesChemically
Strengthening under Transverse Seismic Excitation”.
Deteriorated Concrete
REFERENCES Shotcrete European School
Structures. for Advanced
The Indian ConcreteStudies in Reduction
Journal, Septemberof
iv) Feovert – Alkaline rust convertor Seismic
1992 Risk (ROSE School).
pp 517-521
1. Priestley, M.J.N., “Myths and Fallacies in Earthquake 5 Concrete Bridge Practice
v) IPNet RB – Anti corrosive coating to 9. Suarez, V.A., Kowalsky, M. J.,Construction, Maintenance
2008a, “Displacement Patterns
Engineering – Conflicts between Design and Reality”, and
for Rehabilitation
Direct Displacement– V.K.Raina
Based Design of Conventional
Bulletin NZSEE, Vol. 26(3),rebars
1993, pp. 329-341.
vi) KP 100 – Concrete Corrosion inhibitor 6 Highway Bridges”,
Principals Earthquake
and Prevention Spectra.–Prof R.D. Angal
of Corrosion
2. Structural Engineers Association of California, Recommended 7 Austin
vii) PC groutForce Requirements
– Microne polymer cement 10. Mander,S.A. & Robin
J.B., P.J. (Sprayed
Priestley, M.J.N. and Concrete
Park, Properties,
R., 1988a,
Lateral and Commentary, 7th edn, Design and Applications whittles Publishing 1995 Journal
grout Theoretical Stress Strain Model of Confined Concrete
SEAOC: Sacramento, 1999.
8 of Structural
Neville Engineering,
A. – Properties ASCE,John
of concrete, Vol.Wiley
114, No.8,
& SonsAugust,
1996
viii)3. Sifumex 100 D – Microsilica admixture for
IRC:SP:114-2018, “Guidelines for Seismic Design of Road 1988
shortcrete. 9 Shotcrete by Nem Kumar Banthia- Master Builder, Vol
Bridges”, published by Indian Roads Congress. 8, No.2 Feb-March 2006.
11. Paulay, T, Priestley, M.J.N., 1992, Seismic Design of
ix) Goldbond 1893 Superwrap – Glass Fiber
4. Priestley, M.J.N., “Myths and Fallacies in Earthquake 10 Reinforced Concrete
Rehabilitation and MasonryofBuildings,
and Retrotting StructuresWiley, 978-0-
Edited by
wrapping
Engineering, Revisited.” The 9th Mallet Milne Lecture, IUSS 471-54915-4
K.B. Rajoria, Ashok Basa.
Press, Pavia, 2003.

36 INDIAN HIGHWAYS JUNE 2023

INDIAN HIGHWAYS JULY 2023 27
 TECHNICAL PAPER

CHARACTERISATION OF ZINC TAILING FOR

BITUMINOUS ROAD CONSTRUCTION

Prof. A K Sinha 1 Prof. V G Havanagi 2 A P Singh 3

ABSTRACT

Zinc tailing is an industrial waste material generated from zinc producing industry in huge quantities. Presently, it has no
use or very little use in backfilling of mines which resulted in huge accumulation in the generating industry. Its deposit is
increasing day by day due to the increase in demand for zinc. However, it has the potential for application in bituminous mixes
for road construction as a partial replacement for fine aggregate. Characterization of tailing was carried out in the laboratory
considering the application in bituminous mixes (bituminous macadam grades I & II, dense bituminous macadam grades I & II,
and bituminous concrete grades I & II). Different bituminous mixes were prepared using tailing as a partial replacement of fine
aggregate along with conventional aggregate (40 mm, 20 mm, 10 mm, stone dust). Marshall specimens were prepared and tested
according to the design mix proportion of aggregates at different bitumen (binder) content in the range of 3.5 to 6 percent. The
optimum binder content was determined at 4% air voids. It was observed that the physical properties of compacted bituminous
mixes are meeting as per MoRTH specifications. It was concluded that 5% tailing can be used as a partial replacement of fine
aggregate in the bituminous macadam and dense bituminous mixes while 7% in bituminous concrete.

1. INTRODUCTION from tailing is extracted by filtration in the dry tailing plant

(DTP) which transforms solid fractions into a dry cake
During the mining and metallurgical process different with about 15 percent water. This dry cake tailing material
kinds of wastes are generated in huge quantities with is disposed of as a mound (Fig. 2b.) Its generation is about
limited uses or without uses. One of them is zinc tailing 3 million per annum at Zawar mine, Rajasthan.
waste material. Zinc ore is produced in the form of lumps/
boulders of different sizes through underground blasts or Literature review shows that tailing has the potential
open blasts at zinc mines. Lump/boulders are crushed to for application in road construction. Collins and miller
-150mm in the primary crusher. Subsequently, it is further (1979) advocated that mining and mineral processing
crushed to -10 mm size by secondary and tertiary crushers waste can be used in the construction industry. FHWA-
(Fig. 1). By different stages of beneficiation of zinc ore RD-97-148 (2016) concluded that different types of
(grinding and floatation) two products are generated. The mining waste can be tried in road construction. Kehagia
first one is zinc concentrate which has about 65 % zinc (2010) indicated that bauxite tailing can be used for the
metal and the other one is waste or rejects material which construction of road embankments. Lu and Cai (2012)
is called zinc tailing. Tailing mixed with water is pumped
reported that tailings can be utilized in underground
to the disposal pond in the form of slurry which contains
mine filling. Gupta and Paul (2015) indicated that
about 50-65 percent water as shown in Fig.2a.
coal overburden and tailing wastes can be used in the
At present, excess water (recirculation for mill operation) construction of a road. Kanalli et al. (2015) concluded
1 Head and Senior Principal Scientist, GE Division, CSIR-Central Road Research Institute, New Delhi, India
2 Chief Scientist, GE Division, CSIR-Central Road Research Institute, New Delhi, India
3 Senior Technical Officer, PED Division, CSIR-Central Road Research Institute, New Delhi, India

28 INDIAN HIGHWAYS JULY 2023

 TECHNICAL PAPER

Zinc Ore U/G

Primary Crusher

-150mm
Stock pile
+10mm
-10mm +10mm Tertiary Crusher
Secondary Crusher
-10mm
Fine Ore Bin -10mm

Ball Mills
U/F
Hydro Cyclone
O/F O/F

Floatation Cells Floatation Circuit

Thickener Thickener Thickener

Zinc Concentrate Bulk Concentrate

Recycle water to Back Filling & Tailing Filtration of tailing &

Beneficiary plant pond Stacking of tailing at pond

UG - Underground; U/F - Underflow; O/F - Overflow

Fig.11Flow
Fig. Flow Chart
chartforfor
Generation of Tailing
generation of tailing
Slurry Tailing mound Dry tailing (cake)

Pond

a. Tailing (slurry) pond b. Dry tailing (cake) yard

Fig. 2 (a-b) Zinc Tailing Disposal at Zawar, Rajasthan

INDIAN HIGHWAYS JULY 2023 29

 TECHNICAL PAPER

that mine waste can be used for the stabilization of black in the study based on climate conditions i.e. highest and
cotton soil. Lucas et al (2016) advocated that iron ore lowest daily mean temperatures.
tailing can be used as road material. Behera et al. (2019)
3. CHARACTERISATION OF MATERIALS
stated that zinc tailing can be used along with fly ash
in the underground backfilling of metalliferous mines. The tailing sample was characterized regarding the
Sinha et al. (2022) advocated that zinc tailing can be application in bituminous mixes viz. natural moisture
used in the construction of embankments and subgrade. content, loss on ignition, specific gravity, grain size
Considering this, characterization of tailing was carried analysis, Atterberg limit tests, and Proctor compaction test.
out for the construction of a bituminous layer as a partial Natural moisture content was determined as per IS: 2720
replacement of fine aggregate in bituminous mixes (Part 2, 2015). Loss on ignition of the tailing sample was
(Bituminous macadam, Dense bituminous macadam, determined as per ASTM D 2974 (2014). A specific gravity
Bituminous concrete) and presented in the paper. Design test was carried out as per IS 2720 (Part 3/ sec 2, 2011).
specifications have been developed for the utilization of Grain size analysis was carried out as per IS: 2720 (Part
tailing in bituminous layers of the road as per MORTH 4, 2015). Plastic Limit (PL) and Liquid Limit (LL) tests
specifications (2013). were carried out on tailing as per IS 2720 (part 5, 2015).
A modified Proctor compaction test of tailing was carried
2. MATERIAL out as per IS 2720 (Part 8, 2015). Lime was tested as per IS
Tailing was collected from a zinc tailing pond located at 1514 (2003).
Hindustan zinc limited, Zawar, Rajasthan, India. Coarse Both coarse and fine aggregates were tested for their
aggregate (crushed basalt stone of sizes 40 mm, 20 mm, specific gravity and bulk unit weight. Additional tests on
and 10 mm) and fine aggregate (sand, stone dust) were coarse aggregates were carried out for their Aggregate
collected locally from Delhi conforming to IS 383 (2016). Impact Value (AIV), Combined Flakiness and Elongation
The sand was procured after it was washed and screened, Index, water absorption, and Crushing value. Table 1
to eliminate deleterious materials and bigger size particles. summarizes the properties of materials used in the study.
Stone dust was used in combination with tailing as a fine The average fineness modulus of natural aggregate was
aggregate in bituminous mixes. Commercially available observed to be 2.03 while 1.85 for stone dust. Grain size
dry-slaked lime was procured from the open market distribution curves are shown in Fig. 3.
(Delhi). Viscosity grade 30 bitumen (VG30) was used
Table 1 Properties of Coarse and Fine Aggregates

Aggregates Sizes MORTH

Properties Stone dust Tailing
40mm 20mm 10 mm Specification
Bulk unit weight, kN/m3 15.3 15.0 14.8 17.0 18.50 --
Specific gravity 2.78 2.78 2.78 2.78 2.71 --
Apparent Specific Gravity 2.71 2.71 2.71 -- -- --
FI+EI, % 32 31 33 -- -- Max.35
AIV, % 21 22 21 -- -- Max.30
WA, % 0.43 0.68 0.4 -- -- Max.2
AIV - Aggregate Impact Value; WA – Water Absorption; FI + EI – Combined Flakiness and Elongation Indices

4. RESULT AND DISCUSSION organic content in the tailing. The value of the specific
gravity of tailing was 2.71 which is slightly higher than
The tailing sample is a granular material with having gray
the conventional soil. This may be due to variations in
color appearance. The natural moisture content of the
the mineralogical composition of the samples. Tailing is
tailing was observed to be 12%. This indicates that tailing
samples are in moist conditions. It was observed that the essentially a fine-grained material and contents 30% sand,
value of a loss on ignition is negligible i.e. there is no 55% silt, and 15% clay size particles. The coefficient of

30 INDIAN HIGHWAYS JULY 2023

 TECHNICAL PAPER

100
Sand
Stone dust
80 10 mm
20 mm
40 mm
Percent finer (%)

60

40

20

0
0.01 0.1 1 10 100
Particle size (mm)
Fig. 3 Grain Size Distribution Curves of Different Aggregate Materials

uniformity (Cu) and coefficient of curvature (Cc) was as per MoRTH (2013). The trial and error method was
determined as 40 and 4.49 respectively. It is a non- adopted to arrive at the designed proportions. The designed
plastic material. However, the liquid limit was observed proportions of different materials are given in Table 2. The
to be 24%. It is classified as ML (Inorganic silt with low gradation mixes of both BM grades are presented in Figs.
compressibility) as per IS 1498 (2007). Maximum Dry 4 (Grade-I) and 5 (Grade II). By adopting this design mix,
Density (MDD) and Optimum Moisture Content (OMC) about 5 percent of conventional fine aggregates can be
for tailing were found to be 18.62 kN/m3 and 9 percent replaced with tailing. The physical properties of BM mix
respectively. These values are similar to conventional silty with tailing obtained are given in Table 3.
soil. Lime used in the laboratory investigation, has more Table 2 Designed Proportion of Different
than 70% purity by weight of Quick-lime (CaO). The Materials in BM Mixes (%)
combined Flakiness and Elongation Index of the coarse
aggregates was found to be 15%. Sieve size, mm
Grade
5. SUITABILITY OF TAILING IN 40 20 10 Stone dust Tailing
BITUMINOUS MIXES BM Grade-I 32 30 23 10 5

Tailing was tried to use as a replacement for fine aggregates BM Grade-II -- 50 35 10 5

in bituminous mixes. The utilization of this material was
tried in different bituminous layers of flexible pavement 100
viz. Bituminous Macadam (BM), Dense Bituminous Upper Limit
80 Achieved
Macadam (DBM) and Bituminous Concrete (BC).
Lower Limit
% Finer

60
5.1 Bituminous Macadam

As tailing is a fine-grained material, the suitability of its 40

use in both bituminous macadam Grades I and II mixes
20
was evaluated. For BM Grade-I, it was mixed with
conventional aggregates of 40 mm, 20 mm, 10 mm (nominal 0
sizes) and stone dust while it was mixed with 20 mm, 0.01 0.1 1 10 100
10 mm (nominal sizes), and stone dust for BM Grade II Sieve size, mm
in different proportions to achieve the desired gradation Fig. 4 Gradation of Design Mix for BM Grade I

INDIAN HIGHWAYS JULY 2023 31

 TECHNICAL PAPER

100 Table 4 Designed proportion of Different Materials (%)

Upper Limit
80 Mixes Sieve size, mm
Achieved
Lower Limit 40 20 10 Stone dust Tailing
% Finer

60
DBM grade-I 25 20 20 30 5
40
DBM grade-II 25 22 20 28 5
20

0 100
0.01 0.1 1 10 100 Upper Limit
Sieve size, mm 80 Achieved
Lower Limit

% Finer
Fig. 5 Gradation of Design Mix for BM Grade II 60

Table 3 Physical Properties of BM Grade I and II Mixes 40

Sl. Description Grade-I Grade-II Specification 20

No. Observed Observed as per
0
MoRTH
0.01 0.1 1 10 100
(2013) Sieve size, mm

1 Bitumen content 3.3 3.4 ≥ 3.3 (G - I) Fig. 6 Design Mix Curve for DBM Grade-I
percent by mass ≥ 3.4 (G-II)
of total mix, % 100
Upper Limit
2 Coating and 100 100 ≥ 95% (Min. 80 Achieved
stripping of Retained Lower Limit
% Finer

60
Aggregates, % coating)

3 Bulk density, g/cc 2.34 2.35 Not Specified 40

4 Bitumen content 3.41 3.63 Not Specified 20

percent by weight
0
of aggregate,% 0.01 0.1 1 10 100
Sieve size, mm
5.2 Dense Bituminous Macadam
Fig. 7 Design Mix Curve for DBM Grade-II
5.2.1 Design mix proportion
5.2.2 Marshall stability test
The feasibility of utilization of tailing as a partial
Marshall stability tests were carried out as per ASTM
replacement of fine aggregate in DBM (Grade I & II)
D1559 (1989). Marshall Specimens (DBM Grade - I &
was investigated. Aggregates of size 40 mm, 20 mm, 10
II) were prepared according to the design mix proportion
mm, stone dust, and tailing were used for the design mix.
of aggregates (Table 4) at different bitumen (binder)
The conventional aggregates were mixed with tailing in
content in the range of 3.5 to 5 percent. Properties of the
different proportions to arrive at the gradation requirement
mix corresponding to different binder content are given in
as specified in MoRTH specifications. By trial and error
Table 5.
method, it was observed that about 5 percent of tailing
can be used as a replacement for fine aggregates in DBM Variation of air voids with respect to bitumen content is
mixes (Grade I & II). The arrived design mix proportion is shown in Fig. 8 for both DBM Grade-I & II. Optimum
given in Table 4. Design mix curves are shown in Figs. 6 bitumen content (OBC) was determined to correspond to
(Grade-I) and 7 (Grade II). the 4 percent air voids in the Marshall mixes. Optimum

32 INDIAN HIGHWAYS JULY 2023

 TECHNICAL PAPER

bitumen content was obtained as 4.0 percent for DBM of DBM Mixes at OBC are given in Table 6. It was
Grade-I while 4.5 percent was obtained for Grade II. observed that all physical properties of bituminous mixes
Marshall stability test was carried out as per standard test with 5 percent tailing satisfied the design criteria as per
procedure. The average physical and volumetric properties MoRTH specifications.
Table 5 Properties of Compacted DBM Mixes

Sl. Description
G-I G-II G-I G-II G-I G-II G-I G-II
No.
1 Bitumen content by weight of mix,% 3.5 4.0 4.5 5.0
2 Bitumen content by weight of aggregate,% 3.63 3.63 4.17 4.17 4.71 4.71 5.26 5.26
3 Bulk density, g/cc 2.39 2.36 2.39 2.37 2.40 2.38 2.39 2.37
4 Max. theoretical specific gravity (dry mix), Gt 2.66
5 Max. theoretical specific gravity (Mix), Gm 2.52 2.52 2.50 2.50 2.48 2.48 2.47 2.46
6 Void ratio (Vv), % 4.97 6.16 4.13 5.13 3.41 4.13 2.89 3.82

8 5.3 BITUMINOUS CONCRETE

Grade-I
The feasibility of utilization of tailing as a replacement
Grade-II of fine aggregates was investigated in both bituminous
Voids ratio, %

6 concrete (BC) Grade (I & II) mix.

5.3.1 Design mix proportion

4 The conventional aggregates were mixed with tailing

in different proportions to arrive required gradation as
per MoRTH specifications. By trial and error method, it
2 was observed that about 7 percent of tailing can be used
2 3 4 5 6 as a replacement for fine aggregates in BC mixes. The
Bitumen content, % arrived design mix proportion is given in Table 7. BC
design mix curves are shown in Figs. 9 (Grade-I) and 10
Fig. 8 Variation of Void Ratio with Bitumen
(Grade-II).
Content of DBM Mixes

Table 6 Physical Properties of Compacted DBM Mixes at OBC

Sl. Description Grade-I Grade-II Specification as per

No. Observed Observed MoRTH (2013)
1 Bitumen content by mass of total mix , % 4.0 4.5 ≥ 4.0 (Grade -I)
≥ 4.5 (Grade-II)
2 Stability at 60oC, kN 11 10.8 ≥9
3 Marshall flow, mm 3.0 3.10 2-4
4 Marshall Quotient 3.67 3.48 2-5
5 Percent air voids (Vv), % 4.05 3.99 3-5
6 Percent Voids filled with bitumen (VFB), % 69.88 72.86 65 - 75
7 Coating of aggregate particle, % 100 100 ≥ 95
8 Tensile strength ratio,% 85 85 ≥ 80
9 Voids in mineral aggregate (VMA),% 13.44 14.70 ≥ 11 (Grade -I)
≥ 12 (Grade-II)
10 Fines to bitumen (F/B) ratio 1.32 1.25 0.6 - 1.2
11 Max. theoretical specific gravity (mix), Gm 2.496 2.474 Not Specified
12 Bulk density, g/cc 2.40 2.38 Not Specified
13 Bitumen content by wt. of aggregate, % 4.17 4.82 Not Specified

INDIAN HIGHWAYS JULY 2023 33

 TECHNICAL PAPER

Table 7 Designed Proportion of Different Materials (%) 5.3.2 Marshall stability test

Mixes Sieve size, mm Marshall stability tests were carried out as per ASTM
20 10 Stone dust Tailing D1559 (1989). Marshall specimens of BC mixes (Grade - I
DBM grade-I 43 20 30 7
& II) were prepared according to the design mix proportion
of aggregates (Table 7) at different bitumen (binder)
DBM grade-II -- 55 38 7
content in the range of 4.5 to 6 percent. The properties of
mixes corresponding to different binder content are given
100
in Table 8.
Upper Limit
80 Achieved Variation of air voids with respect to bitumen content
Lower Limit is shown in Fig. 11 for both BC mixes (Grade-I & II).
% Finer

60
Optimum Bitumen Content (OBC) was determined
40 to correspond to the 4 percent air voids in the Marshall
mixes. Optimum bitumen content was obtained as 5.2
20 percent for BC Grade-I while 5.4 percent was obtained for
Grade II. The average physical and volumetric properties
0
0.01 0.1 1 10 100 of BC mixes at OBC are given in Table 9. It was observed
Sieve size, mm that all physical properties of mixes are as per MoRTH
specifications and about 7 percent tailing may be used in
Fig. 9 Design Mix Curve for BC Grade-I the BC mixes.
100 6. DEVELPOMENT OF DESIGN
Upper Limit SPECIFICATIONS
80 Achieved
Lower Limit Tailing may be used as a replacement for fine aggregate
% Finer

60 in the construction of different bituminous layers. BM and

DBM layers may be constructed by partial replacement
40 of fine aggregate with tailing of about 5 percent while the
BC layer may be constructed by partial replacement of
20 fine aggregate of about 7 percent. All these mixes satisfy
the stability, flow, and other volumetric properties as per
0
MORTH specifications. Therefore, these bituminous
0.01 0.1 1 10 100
Sieve size, mm mixes may be used in the construction of the road which
will lead to sustainable road development and will reduce
Fig. 10 Design Mix Curve for BC Grade-II the carbon footprint.

Table 8 Properties of Compacted BC Mixes (Grade -I&II)

Sl.
Description G-I G-II G-I G-II G-I G-II G-I G-II
No.

1 Bitumen content by wt. of mix,% 4.5 5.0 5.5 6.0

2 Bitumen content by wt. of aggregate,%

4.71 4.71 5.26 5.26 5.82 4.71 6.38 6.38
3 Bulk density, g/cc 2.30 2.29 2.35 2.33 2.35 2.38 2.33 2.33

4 Max. theoretical specific gravity (dry mix), Gt

2.66
5 Max. theoretical specific gravity (Mix), Gm 2.48 2.48 2.46 2.46 2.44 2.43 2.43
2.48
6 Void ratio (Vv), % 7.24 7.84 4.71 5.32 3.80 4.13 3.76 3.92

34 INDIAN HIGHWAYS JULY 2023

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Table 9 Physical Properties of Compacted DBM Mixes at OBC

Sl. Description Grade-I Grade-II Specification as per

No. Observed Observed MoRTH (2013)
1 Bitumen content by mass of total mix, % 5.2 5.4 ≥ 5.2 (Grade -I)
≥ 5.4 (Grade-II)
2 Stability at 60oC, kN 9.5 9.2 ≥9
3 Marshall flow, mm 3.15 3.6 2-4
4 Marshall Quotient 3.01 2.56 2-5
5 Percent air voids (Vv), % 4.31 4.27 3-5
6 Percent Voids filled with bitumen (VFB), % 74 74 65 - 75
7 Coating of aggregate particle, % 100 100 ≥ 95
8 Tensile strength ratio,% 84 81 ≥ 80
9 Voids in mineral aggregate (VMA),% 16 17 ≥ 11 (Grade -I)
≥ 12 (Grade-II)
10 Fines to bitumen (F/B) ratio 1.29 1.33 0.6 - 1.2
11 Max. theoretical specific gravity (mix), Gm 2.45 2.45 Not Specified
12 Bulk density, g/cc 2.35 2.34 Not Specified
13 Bitumen content by weight of aggregate, % 5.49 5.71 Not Specified

8 8. CONCLUSION
Grade-I
Zinc tailing waste material was collected from M/s
Grade-II
Hindustan Zinc Limited, Zawar mine, Rajasthan. The
Voids ratio, %

6
laboratory study was carried out to investigate the feasibility
of tailing as a partial replacement of fine aggregate in the
bituminous mixes for the construction of flexible pavement.
4 Brief conclusions from the study are given below.
i. Tailing material is in moist condition and has a natural
moisture content of about 12 percent. There is no organic
2
matter in it. Specific gravity is slightly higher than in
3 4 5 6
conventional soil. It is a fine-grained silt-size material.
Bitumen content, %
It has non-plastic characteristics. The maximum dry
Fig. 11 Variation of Void Ratio with Bitumen density and OMC of the material are about 18.62 kN/
Content of BC Mixes m3 and 9 percent respectively.
7. DESIGN OF PAVEMENT LAYERS ii. About 5-7% tailing waste material can be used as a
partial replacement of fine aggregates in bituminous
The design of pavement for a typical problem was carried
mixes (BM, DBM & BC).
out as per IRC: 37-2018 where the CBR value of subgrade
material is 10 percent (Tailing) and traffic flow is 50 iii. The performance of this material should be evaluated
Million Standard Axles (MSA). The thickness of different by the construction of an experimental test section and
pavement layers is given in Table 10. monitored over a period of time before recommending
the same for large-scale field application. However, the
Table 10 Thickness of Different Flexible Pavement Layers use of bituminous mixes with tailing content may not
Sl. No. Pavement layers Thickness, mm be economically feasible and shall be decided by the
1 Bituminous Concrete (BC) 40
Engineer in charge.  
2 Dense Bituminous Macadam (DBM) 105 ACKNOWLEDGEMENTS
3 Wet Mix Macadam (WMM) 250
The Authors acknowledge the approval of Director, CSIR-
4 Granular Sub Base (GSB) 200
Central Road Research Institute, New Delhi to publish this
5 Sub grade 500 research paper .

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REFERENCES 12. IS 2720 - part 3 (2011). Methods of Test for Soils:

Determination of Specific Gravity of Soils. Bureau of Indian
1. ASTM D 2974 (2014). Standard Test Methods for
Standards, New Delhi.
Determining the Water (Moisture) Content, Ash Content,
and Organic Material of Peat and Other Organic Soils. 13. IS 2720- part 4 (2015). Methods of Test for Soils: Grain

American Society for Testing and Material. Size Analysis (Sieve and Hydrometer). Bureau of Indian
Standards, New Delhi.
2. ASTM D1559 (1989). Test Method for Resistance of Plastic
Flow of Bituminous Mixtures. American Society for Testing 14. IS 2720 -part 5 (2015). Methods of Test for Soils:
and Material. Determination of Liquid Limit and Plastic Limit. Bureau of
Indian Standards, New Delhi.
3. Behera, S K, Mishra, D P and Ghosh, C N (2019).
Characterization of Lead–Zinc Mill Tailings, Fly Ash 15. IS 2720 -part 8 (2015). Methods of Test for Soils:
and their Mixtures for Paste Backfilling in Underground Determination of Water Content Dry Density Relation
Metalliferous Mines. Journal of Environmental Earth Using Heavy Compaction. Bureau of Indian Standards,
Science, 78 (14). DOI: 10.1007/s12665-019-8395-9 New Delhi.

4. Collins and miller (1979) Collins, R.J. and Miller, R.H. 16. Kanalli S.A., Naagesh, S. and Ganesh, K (2015). A
(1979). Utilization of Mining and Mineral Processing review on Utilization of Mine Waste on Black Cotton
Wastes in The United States. Minerals and Environment Soil. International Journal of Research in Engineering and
1(1): 8–19. Technology, Vol.4 (7), 499-504.

5. FHWA-RD-97-148 (1998). U.S. Department of 17. Kehagia Fotini (2010). A Successful Pilot Project
Transportation (USDOT) Federal Highway Administration: Demonstrating the Re-Use Potential of Bauxite Residue
Turner-Fairbanks Highway Research Centre. 1998. User in Embankment Construction. Resources Conservation
Guidelines for Waste and by-Product Materials in Pavement and Recycling 54(7):417-421. DOI: 10.1016/j.
Construction. resconrec.2009.10.001
6. Gupta and Paul (2015) Utilization of Coal Mine Overburden 18. Lu, Zengxiang Lu and Cai, Meifeng (2012) Disposal Methods
Dump Waste as Underground Mine Filling Material: A on Solid Wastes from Mines in Transition from Open-Pit
Sustainable Approach of Mining. International Journal to Underground Mining. Proceeding of Environmental
of Mining and Mineral Engineering 6(6 2), 172-186. Sciences 16:715–721; DOI: 10.1016/j.proenv.2012.10.098
DOI: 10.1504/IJMME.2015.070380
19. Lucas Augusto de Castro Bastos, Gabriela Cordeiro
7. IRC: 37-2018 Guidelines for the Design of Flexible Silva, Júlia Castro Mendes; and Ricardo André Fiorotti
Pavement. Published by Indian Road Congress, New Delhi. Peixoto (2016), Using Iron ore Tailings from Tailing
8. IS 383 (2016). Coarse and Fine Aggregate for Concrete Dams as Road Material. Journal of Materials in Civil
Specification. Bureau of Indian Standards, New Delhi. Engineering, Vol. 28(10), DOI: 10.1061/ (ASCE) MT.1943-
5533.0001613.
9. IS 1514 (2003): Methods of Sampling and Test for
Quicklime and Hydrated Lime. Bureau of Indian Standards, 20. MoRTH (2013). Specifications for Road and Bridge Works.
New Delhi. Published by Ministry of Road and Highway Transport,

10. IS 1498 (2007): Classification and Identification of Soils for New Delhi, India.
General Engineering Purposes. Bureau of Indian Standards, 21. Sinha A K, Havanagi, V G, Parvathi G S and Chandra S
New Delhi. (2022). Geotechnical Characterisation of Zinc Tailing
11. IS 2720 - part 2 (2015). Methods of Test for Soils: Waste Material for Road Construction, Geomechanics
Determination of Water Content of Soils. Bureau of Indian and Geoengineering, 17:6, 1984-2004, DOI:
Standards, New Delhi. 10.1080/17486025.2021.1990420

36 INDIAN HIGHWAYS JULY 2023

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MAPPING PUBLIC TRANSPORT ACCESSIBILITY LEVELS IN JAMMU CITY

AND ITS SIGNIFICANCE FOR TRANSPORT PLANNING: A CASE STUDY

Rishi Nandan 1 Rishabh Pandey 2 Sagar Kumar 3 Susheel Kumar 4

ABSTRACT
Buses account for the most common public transportation in Indian cities. However, commuters, face difficulties in accessing
public transportation. Accessibility is a crucial factor for assess to opportunities like employment, education, health care.
It becomes more important in smaller cities with lower car ownership rates and low-income groups. Hence, there is a need
to assess present capacity and improve it. This study is about determining the accessibility levels of public transportation
in Jammu city using the Public Transport Accessibility Level (PTAL) approach. It is an origin-based and uses Geographic
Information System (GIS) for mapping the results. This paper can be useful to policymakers as it provides a methodology
for mapping public transport accessibility levels in a city. Also, significance of this methodology has been discussed in
determination of vehicle permits, determining the optimum frequency of public transport, location of bus stops, parking lots
etc. by taking few examples form study area. All these planning will ensure inclusive growth and development of Jammu city
which is to become a smart city under centrally sponsored smart city mission.

1. INTRODUCTION access to public transportation leads to social exclusion

and is an obstacle to progress of society.
Various authors have discussed the correlation of
accessibility to public transport with various social sectors. The Table 1 quotes various studies that shows how public
A study performed by Mackett[1] substantiates how lack of transport impacts various social sector.

Table 1 Studies on Impact of Transport Accessibility on Social Sector

S NO. Social sector Impact of availability of public transport

1 Employment [2] [3] Labor Class – Accessibility of jobs at far off places, Raising income level,
2 Education [4] Children- Ensuring access to quality education for people living in remote areas
3 Environment [3] Quality of life- Mass mobility helps in reducing pollution
4 Health [4] Better access to healthcare facilities within the stipulated time
5 People with disability [5] Determination of accessibility of an area for citizens with special needs

Therefore, improving access to public transport is critical distance from any spot to the closest public transit station
for raising the level and quality of service in response and also the frequency of services at that desired location.
to growing demand which would ensure sustainable Geographic Information System (GIS) software proves to
development [6]. be quite a handy tool for spatial analysis as identified for
Public Transport Accessibility Level (PTAL) study is one of different levels of public transportation solutions [7]. Open-
the simple tools to determine transport accessibility levels source software like Q-GIS could be used by students as
and had been widely used by various authors, researchers well and doesn’t require an industry level skill, which gives
and transport planners across the world including India. PTAL an edge over other tools available for measuring
It is an standard, easy-to-calculate strategy based on the accessibility.

1 B. Tech Student
2 B. Tech Student
Delhi Technological University, Delhi
3 B. Tech Student
4 Associate Professor

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2. STUDY AREA DESCRIPTION vii. Equivalent Doorstep Frequency (EDF) treats access
time as a notional Average calculated from TAT using
The city of Jammu with a land area of 240 square km, the formula as given below
is the winter capital and the second most populated city
of the Union Territory of Jammu and Kashmir. The Tawi
River divides Jammu Municipal Area into North and (3)
South Jammu. South Jammu is a recently developed
with improved facilities, whereas North Jammu is often viii. The sum of EFDs for an SAP gives the value of the
known as Old Jammu. The center has a high population Accessibility Index (AI). To do so, the route with the
density, followed by the periphery, with fewer people highest frequency is given the weighting factor of 1.0
and less developed. The city offers JKSRTC municipal and for all other routes, the weighting factor of 0.5 is
buses and minibuses that run on certain routes for local assigned. The final formula is given as equation 4:
transportation. These minibuses are known as “Matadors.”
In addition to this, auto-rickshaw services are also part of AIm = EDFmax + 0.5Σ(EDF of all
(4)
transportation system. other routes)

3. PTAL METHODOLOGY ix. Finally, to calculate the overall accessibility index the
sum of individual AI for all the modes is done:
London Transport, 2010[8] provided the PTAL
methodology along with equations, which is discussed AIPOI = ∑m AIm (5)
here.
In the original methodology building footprint data were
i. Identify Service Access Points (SAP): SAP is a public available. Building foot print data is a polygon, or set of
transport stop (such as a bus stop, metro station,etc.) polygons, representing a specific building in the physical
world and it contains information like address, spatial
ii. Define Points of Interest (POI): POI is defined hierarchy, latitude and longitudes. Therefore, POIs were
as a point for which the accessibility level is to be simply determined by built development.
measured concerning an SAP.
In our case the building foot print data was not available.
iii. Calculate walking access time from POI to SAP: In absence of building foot print data Shah [9] has proposed
The actual road network distance from POI to SAP is some modification. According to him, the study area
measured in meters and, Walk Time (WT) is calculated should be divided into grids of the 1-kilometre square
in seconds using walking speed of 3.6 KM/hour or 1 whose centroid represents the POIs for calculation of
m/s. Accessibility Index. Adhvaryu[10] in their study have also
explained the rationale behind the use of a 1-kilometre
iv. Identify valid routes at each SAP. The methodology square grid only. According to Adhvaryu[10] as the grid
to identify valid routes are given by Transport for size reduces the accessibility map becomes finer, which
London[8]. The valid routes and the frequency of in turn increases the number of POIs and thus increases
services on all these routes during peak hours are the input data required for walking time from the service
identified. access point. But for the maps targeted for city-level
public transport improvement decisions, creating maps
v. The Average Waiting Time (AWT) is calculated as with smaller grids is not economical, highly inefficient and
the time interval between arrival of a passenger at laborious, so in case small region-specific improvements
SAP to the arrival of the desired service. Here AWT are required then there is a need to go for smaller grid maps
is in minutes, frequency is in vehicles per hour and otherwise 1-kilometre square grid maps are efficient for
reliability factor k in minutes. city-level planning.
(1) Moreover, we developed building foot print data for
important locations like schools, hospitals, police station,
vi. Calculate the minimum total access time (TAT) for
colleges etc. This was done to create more reliable maps.
each valid route at each SAP, which is given as:
Their accessibility was also calculated and included for
TAT = WT + AWT (2) mapping.

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4. MAPPING STEPS peak hours. Table 2 presents the value of some of the
important parameters.
To carry out the accessibility index calculation for the Jammu
municipal, the following steps have been undertaken: ii. Georeferencing of municipality map in Q-GIS
software for the creation of ward boundary polygon
i. Collection of relevant data which includes, a Ward layer to determine the limits of the municipal area
boundary map, data about relevant routes and bus stops,
selection of values for important parameters such as iii. Laying of Bus routes and bus stops on Q-GIS software
reliability, average walking speed, bus frequency, and for spatial analysis as shown in Fig 1.

Fig. 1 Jammu Municipal Area Routes and Bus Stops

iv. Building foot print data was not available. Therefore, been from methodology given by Transport for London.[8]
some effort was done to locate develop building
foot print data by identifying locations like school,
hospitals, police station on Q-GIS and they were also
included as POIs. Further the study area was divided
in grids of the 1-kilometre square each, whose centroid
represents POI as done by Shah[9].

v. Carrying out calculations according to PTAL

methodology on Microsoft excel using spatial
representation created on Q-GIS software. Table 3
gives a sample accessibility calculation.

vi. Linking the excel data with the Grid layer to create
the PTAL map and deciding the color codes to show
accessibility levels.

Table 4 presents the color code for different ranges of the Fig. 2 Grid Centroids and Some Important
Public Transport accessibility Index. The color code has Locations Taken as POIs

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Table 2 Important Parameters for Calculation

Parameter Units Jammu Values

Peak Hour - 9:30 AM to 10:30 AM.
Walk Speed km/hr 3.6 km/hr [9]*
Bus - JKSRTC Public Private
Reliability factor (K) min 4 min** 1 min**
Frequency for Bus As per the travel time chart On basis of field surveys
*The walking speed has been taken as 3.6 km/hr which is an empirical observation made in Shah[9]. This is because the conditions
mentioned by the authors i.e., lack of footpath, and available footpath being occupied by street vendors and parking vehicles was
the same and as a result, people have to walk on blacktop surface which is unsafe and lead to potentially hazardous situations.

** Reliability factor, has been selected from the study by Adhvaryu[10]. It has been fixed as 4 min

for JKSRTC and 1 min for Private-public transport vehicles. The rationale behind this is that these values account for traffic delays
dueto unpredictable conditions and disobedience of traffic rule.

Table 3 Public Transport Accessibility Index (PTAI) Calculation for Bus Services

ID Distance Route AWT

MODE SAP Frequency(veh/hr) WT (min) TAT (min) EDF (min) Wt. AI Total AI
No. (m) no. (min)
1 2 7.30 19 26.30 1.14 1 1.14
5 2 7.30 19 26.30 1.14 0.5 0.57
SAT-
WARI 426.193 3 2 7.30 19 26.30 1.14 0.5 0.57
CHOWK
13-1 1 7.30 34 41.30 0.72 0.5 0.36

JKS- 13-2 1 7.30 34 41.30 0.72 0.5 0.36

3.00
RTC 1 1 12.27 19 31.27 0.95 1 0.95
3 3 12.27 19 31.27 0.95 0.5 0.47
NAI
715.818 5 5 12.27 19 31.27 0.95 0.5 0.47
BASTI
13-1 131 12.27 34 46.27 0.64 0.5 0.32
13-2 132 12.2 34 46.27 0.64 0.5 0.32
390
4 1 8.77 31 39.77 0.75 0.5 0.37
5 2 8.77 16 24.77 1.21 0.5 0.60
10 2 8.77 16 24.77 1.21 0.5 0.60
34-1 4 8.77 8.5 17.27 1.73 0.5 0.86
Public
SAT- 27-1 4 8.77 8.5 17.27 1.73 0.5 0.86
Private 511.786
WARI 9.7
trans- 20 4 8.77 8.5 17.27 1.73 0.5 0.86
CHOWK
port
18 27 8.77 2.111111 10.88 2.75 1 2.75
34 4 8.77 8.5 17.27 1.73 0.5 0.86
3 6 8.77 6 14.77 2.03 0.5 1.01
27 4 8.77 8.5 17.2 1.73 0.5 0.86
TOTAL AI 12.7

In Table 3, sample calculations have been shown for of vehicle of each mode. Distances of POI from each bus
accessibility value for POI no. 390. Two modes of transport stop (SAP) has been used to calculate walking time (WT).
JKSRTC and public private transport (matador) has been Further, as per formulas given in PTAL methodology AWT,
considered. Bus stops (SAPs) feeding POI grid no. 390 are EDF and TAT has been calculated and finally summation is
Satwari chowk and Nai basti. Routes that feed these two bus made to calculate accessibility index. The same procedure
stops has been shown in the table with respective frequencies has been done for all POIs in the study area.

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5. DISCUSSIONS The outskirts of the municipal areas show the poorest

accessibility levels. There are a few scattered areas with a
Fig 3 shows the PTAL map for the Jammu region. Table 4
moderate PTAI, highlighting the emerging parts of Jammu
shows the color codes. According to the map analysis, bus
such as Gangyal, and Digiana. In south Jammu areas like
services in Jammu Municipal Area isexcellent for city core
Gandhi Nagar, Nanak Nagar shows good PTAI score. The
areas and decreases as one moves away from the Centre.
fringes of the Jammu Municipal Area are primarily less
The core parts of Jammu have adequate coverage in terms
developed, have a lower population density, are not served
of the number of routes and the regularity with which
by bus routes and have poor PTAI. The people in these
buses operate, but coverage deteriorates as one moves out
wards are dependent on other modes of transportation like
from the Centre.
taxis and autorickshaws which are more expensive than
Table 5 represents the locations with various degree public buses. During the survey congestion as a problem
of accessibility The old city region shows the highest was identified because of which access time was affected
accessibility levels followed by newly built areas. and hence decreasing the accessibility scores.

Table 4 Table Representing Color Coding for Public Transport Accessibility Index.
The Reference for these Band Values and Color Codes has been Taken Form[8]

PTAL Index Color Description Accessibility Levels

0 Nil -
0.01-5 Very Poor Level 1
5.01- 10 Poor Level 2
10.01- 15 Moderate Level 3
15.01-20 Good Level 4
20.01- 25 Very Good Level 5
25.01- 30 Excellent Level 6
30.01- 35 Excellent Level 7
35+ Excellent Level 8

6. RESULTS AND RECOMMENDATIONS

SHOWING SIGNIFICANCE:

Public venues such as airports, malls, schools, colleges,

police stations, market areas, and malls should have a
high PTAL score. PTAL maps can be used to access and
improve the public transport accessibility score of these
areas. Table 5 displays the accessibility score and various
locations in Jammu City corresponding to it. We can
assess which areas require improvement in transportation
accessibility. As a result, the PTAI table makes it easier for
planners in the government to take the necessary actions
such as recommendations regarding new routes, linkages,
E rickshaw services/Non-Motorized Transport. Some of
the examples from the study will be explained which will
Fig. 3 PTAL Map for Bus Services
explain the application of this study.

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Table 5 Table Representing Public Transport Accessibility Index (PTAI) Values,

Locations in Jammu City and the Number of POIs Corresponding to it

PTAI NO. OF POIs Locations Remark

Greater than 20 18 Resham Ghar colony, Bakshi Nagar, New Good
Plot, Rehari, Amphala, Old Jammu city,
Sanjay Nagar, Gandhi Nagar, Nanak Nagar,
Shakti Nagar, Jewel chowk, Chand Nagar,
Some parts of Talab Tillo and Janipur on
contiguous to Old Jammu city,
Between 20-10 26 Talab Tillo, Janipur, Some parts of Gandhi Moderate (improvement
Nagar, Trikuta Nagar, Gangyal, Digiana required)
Less than 10 155 Rest of the area falling under Jammu Poor (Significant improvement
Municipal Corporation is necessary)

i. The Optimum number of bus frequency: PTAL maps public transport needs it to be increased in future.
to aid in identifying regions with limited accessibility. Table 6 taken from excel sheet on PTAL calculations
For example, in table 6 the POI number 649 served by shows required increase in frequency to achieve good
Gandhi Nagar main Bus stop. This route has a PTAI accessibility of JKSRTC services. Changes can also be
of around 15 and to achieve good accessibility it made in public private transport, but in Table 6 below
needs to be increased to 20. So, bus frequency needs it has been kept same and only recommendation of
to be improved. JKSRTC has operational bus fleet of JKSRTC has been given as their working fleet in
20 buses in municipal area. Increasing demand for municipal area is 20 only.

Table 6 PTAI of a POI Before and After Recommending Optimum Frequency

ID SAP Mode Route no. Freq. Before Freq. after TOTAL AI before Total AI after
JKSRTC 13-2 1 4
JKSRTC 5 2 8
JKSRTC 4 1 4
JKSRTC 13-1 1 4
JKSRTC 1 2 4
JKSRTC 10 2 4
Gandhi Nagar Public private 34 4 4
649 15.90067 20.04791
main stop Public private 18 27 27
Public private 20 4 4
Public private 5 2 2
Public private 27 4 4
Public private 27-1 4 4
Public private 3 6 6
Public private 34-1 4 4

ii. PTAL maps may be used to identify regions with Bus stop existing in area is around 3.5 K.M. A new
low PTAI and then evaluate what modifications can stop in this area is necessary in relation to increased
be made to increase mobility. For example, in Fig 4, demand and improve its accessibility levels. Such
POI 436 is Gangyal-Digiana region. It has emerged identification is only achievable due to PTAL maps,
as industrial/business hub and many new residential which is a scientific methodology and would have
colonies have been built. The distance between two been impossible otherwise.

42 INDIAN HIGHWAYS JULY 2023

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shows the decision of the policy makers is correct.

The selected area falls on outskirts of high PTAL area
and is also served by peripheral roads.

iv. Identification of an optimum number of permits in

low accessibility areas for Public Transport Vehicles
(e-rickshaw/Bus): PTAL maps can be used to identify
areas and exact requirements for the introduction
of public transport in those areas. This will ensure
improvement in accessibility as well as equitable
distribution of services. For example, in Fig 6, high
PTAI on the eastern side of Janipur reveals that mostof
the bus routes beginning in Lakhadmandi Park serve
Fig. 4 Recommending Bus Stops and E-rickshaw the regions east of the Bus Stand which has a high
Stand for an Identified POI with Low PTAI PTAI score. This will assist authorities in deciding
iii. Residents in high-PTAI locations may be advised to on additional permits for regions west of the bus stop
use public transportation for commuting. Furthermore, (that is towards Janipur Chowk).
these maps may be used to plan where parking facilities
will be located as well as to determine parking costs
that may be imposed to discourage the usage of private
automobiles. Fig 5 illustrates that the PTAI score is
high, thus authorities should avoid the construction of
parking zones in such places so that people use public
transport, and if they are constructed, the parking
charges be kept high to discourage the use of the
private vehicle in these areas.

Fig. 6 Recommendation Regarding

Issuance of Vehicle Permits

v. The PTAL maps will also aid in planning the end

locations of public vehicles, which will help in the
decongestion of a specific section of the road. For
regions with strong public transportation accessibility,
the beginning and ending points can be changed to
neighboring areas with relatively low accessibility
index values. For example, in Fig 7, the square shape
Fig. 5 Recommendations Regarding Parking Lot shows the location Amphala. It lies at intersection of
Furthermore, parking zones be constructed in low major routes as shown in Fig7 and hence has the most
PTAI areas surrounding high PTAI areas so that beginning points of bus services. We can relocate some
people can use the hybrid model of commutation of the beginning sites of public transportation routes
that is, they can drive up to low PTAI area in their to Jewel Chowk which also lies on intersection of
vehicle, park the vehicle in the parking area and from major routes. This will distribute the public transport
there can use Public Transport. Coincidentally, the beginning points more adequately throughout the
government is constructing a parking facility near whole region and also help to handle the problem of
outskirts of Panjtirthi, in an area that has a low PTAI congestion and viz-a-viz increasing the PTAI of low
and is located next to high PTAL areas. Our study also score locations.

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REFERENCES
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Journal of Transport & Health, vol. 2, no. 4, p. 610–617, 2015.
2. D. Johnson, M. Ercolani and P. Mackie, “Econometric analysis of the link
34. Verian, J., Whiting, N.M., Olek, J., 2011b. Chloride ion penetration 46. Kurda, R., de Brito, J., Silvestre, J.D., 2017c. Indirect evaluation of the
resistance of concretes containing recycled concrete aggregate (RCA). between public transport
compressive strengthaccessibility
of recycled and employment,”
aggregate concrete Transport
with high Policy,
y ash
In: 1st Indonesian Structural Engineering and Material Symposium. vol. 60, p. 1–9,
ratios. Mag.2017.
Concr. Res. 13.
Universitas Katolik Parahyangan, Bandung Indonesia. 47. Kou, S., Poon, C., Agrela, F., 2011. Comparisons of natural and recycled
35. Verian, K.P., Whiting, N.M., Jitendra, J., Olek, J., Snyder, M.B., 2013. 3. G. P.aggregate
Rotger and T. S. Nielsen,
concretes prepared “Effects
with theofaddition
Job Accessibility
of differentImproved
mineral
Using Recycled Concrete as Aggregate in Concrete Pavements to by Public Transport
admixtures. System:
Cem. Concr. Natural
Compos. Experimental
33 (no. 8), 788–795.Evidence from the
Reduce Materials Cost, Publication FHWA/IN/JTRP-/18. Joint 48. Copenhagen
Thomas, Metro,”
C.; Setién,European Journal
J.; Polanco, of Transport
J.A.; Lombillo, and Infrastructure
I.; Cimentada, A. Fatigue
Transportation Research Program, Indiana Department of Limit vol.
Research, of Recycled
15, no. 4,Aggregate Concrete.
pp. 419-441, 2015.Constr. Build. Mater. 2014, 52,
Transportation (INDOT) and Purdue University, West Lafayette, 146–154, doi:10.1016/j.conbuildmat. 2013.11.032.
Indiana, pp. 2013. 4.
49. M. A.Thomas,
Saif, M. M.
C.; Zefreh
Sosa, and A. Torok,
I.; Setién, J.;“Public Transport
Polanco, Accessibility:
J.A.; Cimentada, A
A.I.
36. Beltrán, M.G., Barbudo, A., Agrela, F., Galvin, A.P., Jimenez, J.R., 2014. Effect Evaluation
Literature of thePeriodica
Review.,” Fatigue Behavior of Recycled
Polytechnica AggregateEngineering.,
Transportation Concrete. J.
of cement addition on the properties of recycled concretes to reach control Clean.
concretes strengths. J. Clean Prod. 79, 124–133.
vol. 47, no. Prod.
1, pp.2014,
36-43,65, 397–405, doi:10.1016/ j.jclepro.2013.09.036.
2019.
50. Thomas, C.; Setién, J.; Polanco, J.A.; de Brito, J.; Fiol, F. Micro- and
37. Fig.
Rahal,7K.,
Recommendation
2007. Mechanical propertiesRegarding
of concreteDeciding
with recycled coarse 5. A. Verseckienė,
Macro-PorosityV. Meškauskas
of Dry- and N. Recycled
and Saturated-State Batarlienė, “Urban
Aggregate Public
Concrete.
aggregate. Build. Environ. 42 (no. 1), 407–415. J. Clean. Prod. 2019, 211, 932–940,with
doi:10.1016/j.jclepro. 2018.11.243.
38.
Endpoints of Public Transport
Limbachiya M C , Leelawat T and Dhir R K ( 2000 ), ' Use of recycled concrete
Transport Accessibility for People Movement Disorders: The Case
51. StudyZhang, H.; Zhao,
of Vilnius,” Y. Integrated
Procedia Interface
Engineering, Parameters
vol. 134, pp. 48-56,of Recycled
2016.
aggregate in high strength concrete ', Materials and Structures , 33 , 574 – 580. Aggregate Concrete. Constr. Build. Mater. 2015, 101, 861–877,
7.
39. CONCLUSION
Saravanakumar P., Abhiram, K., Manoj, B., 2016. Properties of treated 6. doi:10.1016/j.conbuildmat.
L. González, J. Perdiguero and À.2015.10.084.
Sanz, “Impact of Public Transport Strikes
recycled aggregates and its inuence on concrete strength 52. on Traffic
Topçuand
_ IB, Sarıdemir
characteristics. Constr. Build. Mater. 111, 611–617.
Pollution in M.
the Prediction of propertiesTransportation
City of Barcelona,” of waste AAC Research
aggregate
concrete using articial neural network. Comput Mater Sci 2007;41(1):117–25.
Commuters
40. Federalface transport
Highway accessibility
Administration, 2018. Use problems
of Recycled and same
Concrete 53.
Part D: Transport and Environment, Vols. 610-611, p. 1076–1082, 2018.
Ni HG, Wang JZ. Prediction of compressive strength of concrete by
is communicated to the policy
Pavement as Aggregate makers. Generally,
in Hydraulic-cement policy
Concrete Pavement.
7. T. W.neural networks.
Sanchez, Cem Concr Res
“The Connection 2000;30(8):1245–50.
Between Public Transit and Employment,”
Available: https://www.fhwa.dot.gov /pavement/t504037.cfm.
makers try to improve
(Accessed: accessibility by various methods like
04 July 2017)
54. Journal
Trtnik G, Kavcˇicˇ
of the American F, Turk G. Prediction
Planning of concrete
Association, strength
vol. 65, using
no. 3, pp. ultrasonic
284-296,
2007.pulse velocity and articial neural networks. Ultrasonics 2009;49(1):53–60.
increasing
41. public
Smith, transport
J.T., 2018. frequency,
Recycled Concrete Aggregate–a providing
Viable Aggregatemore
Sourcebus
for
55. Kanwardeep Singh, Prem Gandhi, Varinder Singh, Jagbir Singh,
Concrete Pavements, Ph.D. Dissertation. University of Waterloo, 2009 (206 p).
stops,
42. increasing
Liu, J., Chen,number of routes
B., 2008. Property that
of high serveconcrete
strength the locations
made with
8. M. P.Numerical Modeling
Transport, of Concrete
“Transport Containing
for London,” 2010.Waste Tyre Rubber
[Online]. as
Available:
Partial Replacement of Fine Aggregate, International Journal of
https://s3-eu-west-1.amazonaws.com/londondatastore-upload/PTAL-
etc. without any scientific
eld-demolished methodology.
concrete aggregates. In: AnnualThis
Meeting paper
CD ROM,has Science Technology & Engineering, Volume 3,Issue 01, July 2016
Transportation Research Board. Washington, D.C. pp. 1–9. methodology.pdf.
shown
43. how PTAL methodology for mapping accessibility
Lot, S., Deja, J., Rem, P., Mróz, R., Van Roekel, E., Van Der Stelt, H.,
ISSN (online): 2349-784X.
56. J. Shah
9. Wenping
and B.Du,Adhvaryu,
Caiqian Yang, Hans
“Public De Backer,
Transport Chen Li , Kai
Accessibility Mingfor,
Levels
levels can
2014.be useful recycling
Mechanical as a scientific
of EOL concrete method. In this
into high-grade study,
aggregates, Honglei Zhang and Yong Pan , Investigation on Dynamic Mechanical
Resources. Conserv. Recycl. 87, 117–125. Ahmedabad, India,” Journal of Public Transportation, vol. 19, no. 3, p.
spatial
44. visualization
Kurda, R., de Brito, ofJ.,PTAL
Silvestre,maps offered
J.D., 2017a. insights
Inuence into
of recycled
Properties of Recycled Concrete Aggregate under Split Hopkinson
19–35, 2016. Bar Impact Test, Buildings 2022, 12, 1055. https://doi.org/
Pressure
the distribution of public
concrete aggregates transport
and high contentsaccessibility
of y ash on concrete levelsfreshin 10.3390/ buildings12071055.
properties. Cem. Concr. Compos. 84, 198–213. 10. B. Adhvaryu, A. Chopde and L. Dashora, “Mapping public transport
Jammu city and its significance for transport planning by 57. Jiangwei Bian, Wenbing Zhang, Zhenzhong Shen, Song Li and Zhanglan
accessibility levels (PTAL) in India and its applications: A case
45. Kurda, R., de Brito, J., Silvestre, J.D., 2017b. Combined inuence of Chen,,Analysis and optimization of mechanical properties of study of
recycled
taking some
recycledlocations as examples.
concrete aggregates and high contents of y ash on concrete
properties. Constr. Build. Mater. 157, 554–572.
Surat,” Case Studies
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aggregate Policy, vol.
characteristics, 7, no.Science
journal 2, pp. and
293-300, 2019.
Engineering
of Composite Materials, https://doi.org/ 10.1515/secm-2021-0050

28 INDIAN HIGHWAYS MAY 2023

44 INDIAN HIGHWAYS JULY 2023
 CALL FOR TECHNICAL
TECHNICAL PAPERPAPERS

CALL FOR TECHNICAL PAPERS

1. The Indian Roads Congress (IRC) invites technical Papers for publication in its periodicals i.e. Indian
Highways (monthly), Journal of the IRC (quarterly) & Highway Research Journal (half yearly)
2. The contents of papers should cover the additional knowledge, information and ideas so that highway
fraternity gets benefitted from them. The papers should be properly structured and should avoid
dwellings at length on facts broadly known to highway engineers. the papers may deal with important
case studies, new design concepts/ principles, new construction techniques, modern quality control,
modern maintenance techniques applied in highway projects, besides traffic engineering, transport
planning, etc. including a paragraph on application of Paper to Highway Profession and updation of
IRC Codes.
3. Authors and Co-authors should be members of IRC and their Roll Numbers should be mentioned
in the forwarding letter. Even non-members, who are Experts in any relevant field or who have
specialized knowledge on any subject related to highway engineering are also welcome to contribute
technical Papers.
4. The length of the paper should be upto 5000 words including tables, Figures, Photographs, etc. on A4
size paper with 12 pt. font size of times New Roman, typed in 1.5 line space.
5. The papers so received from Authors are sent to a panel of experts and are considered for publication
after obtaining their views about acceptability of the paper.
6. IRC reserves the right to publish any paper in any of its periodicals. Authors are requested to please
send the manuscript of the Paper in word format on the following emails: [email protected] /
[email protected]
For more details and rules for contribution of technical Papers please visit IRC website: www.irc.nic.in.
For further Contact Tel. No. 011 23384543 E-mail: [email protected]/[email protected]

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 MoRT&H Circular
TECHNICAL PAPER

46 INDIAN HIGHWAYS JULY 2023

 MoRT&H Circular
TECHNICAL PAPER

INDIAN HIGHWAYS JULY 2023 47

 MoRT&H Circular
TECHNICAL PAPER

Enclosure to this Circular is available on MoRT&H website.

48 INDIAN HIGHWAYS JULY 2023

 MoRT&H Circular
TECHNICAL PAPER

INDIAN HIGHWAYS JULY 2023 49

 TECHNICAL COMMITTEES MEETING SCHEDULE

IRC Technical Committees Meeting Schedule for the month of JULY, 2023

Date Day Time Name of the Committee Venue

06-07-2023 Thu 11:00 A.M. Meeting of Rural Roads Committee (H-5) Hybrid Platform

10-07-2023 Mon 03:00 P.M. Meeting of Sub Group B-3.8 on IRC:SP:102-2014 Online Platform

19-07-2023 Wed 07:00 P.M. Meeting of Sub Group B-6.6 on “Disk Bearings” Online Platform

21-07-2023 Fri 06:00 P.M. Meeting of Steel and Composite Structures Committee (B-5) Online Platform

22-07-2023 Sat 11:00 A.M. Meeting of Loads and Load Combination Committee (B-2) Online Platform

26-07-2023 Wed 03:00 P.M. Meeting of Foundation, Sub-Structure, Protective Works and Online Platform
Masonry Structures Committee (B-3)

FORM–IV
(See Rule 8)

1. Place of Publication Delhi

2. Periodicity of its publication Monthly
3. Printer’s Name Sanjay Kumar Nirmal

Nationality- whether citizen of India Indian

(if foreigner, state the country of origin)

Address Secretary General

Indian Roads Congress
Kama Koti Marg, Sector-6, R.K. Puram,
New Delhi-110022

4. Publisher’s Name Sanjay Kumar Nirmal

Nationality- whether citizen of India Indian
(if foreigner, state the country of origin)
Address Secretary General
Indian Roads Congress
Kama Koti Marg, Sector-6, R.K. Puram,
New Delhi-110022

5. Editor’s Name Sanjay Kumar Nirmal

Nationality- whether citizen of India Indian
(if foreigner, state the country of origin)
Address Secretary General
Indian Roads Congress
Kama Koti Marg,Sector-6, R.K. Puram,
New Delhi-110022
6. Names and address of individuals Indian Roads Congress
Who own the newspaper and partners of Kama Koti Marg
Shareholders holding more than one per cent Sector-6, R.K. Puram
of the total capital New Delhi-110022

50 INDIAN HIGHWAYS JULY 2023

 IMPORTANT ANNOUNCEMENT
TECHNICAL PAPER

GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA –

CALL FOR SUBMISSION OF REPORTS ON ROAD RESEARCH
CARRIED OUT DURING THE YEAR 2022-2023
One of the objectives of the Indian Roads Congress is to disseminate and propagate technical knowledge
and make Civil Engineers aware about National/International research studies. To propagate importance of
research and make available all research related information under single publication, IRC annually compiles
research reports on Road & Bridge Research works being done in India, from various organisations like,
MORTH, NHAI, BRO, NRIDA, NHIDCL, PWDs, CPWD, IITs, NITs, Engineering Colleges, Contractors,
Consultants and Researchers. With the help of Central Road Research Institute, the compiled data is published
by IRC as “General Report on Road Research Work Done in India” every year.

Organisations concerned with research and development, construction, monitoring and maintenance of Road
& Bridge works, Traffic, Transportation and Geotechnical Engineering, etc are requested to report the findings
of Research & Development Projects carried out during the year 2022-2023 (01 April, 2022 to 31 March,
2023) in the relevant proformae as given below (also available on IRC website : www.irc.nic.in) which will
prove beneficial to the members of the highway profession.

The Reports are to be prepared in Word format and to be submitted in duplicate by post to the Secretary
General, Indian Roads Congress, IRC Bhavan, Kama Koti Marg, Sector 6, R.K. Puram, New Delhi – 110 022
and also through e-mail at: [email protected] latest by 14th August, 2023.

IRC HIGHWAY RESEARCH BOARD

GENERAL REPORT ON ROAD RESEARCH IN INDIA
PROFORMA SHEET FOR REPORTING R&D WORK FOR THE GENERAL REPORT

1. Please furnish the report in the specified proformae (specimen copies enclosed), using separate proforma for
each Project, appropriate to the Project Status, viz.:

Proforma A: Projects Reported for the First Time & On-going Projects Annexure 1
Proforma B: Completed Projects Annexure 2
Proforma C: Research Projects Related to Thesis for
Post Graduation/Ph.D. Annexure 3
Proforma D: R&D Activity Report by Consultancy Firms/Contractors/ Annexure 4
Concessionaires

2. Please furnish report, in Proforma A or B, only on those projects which have led to some significant
conclusions, or are expected to make R&D contribution of overall general interest.

3. Precise and concise information may be provided for EACH ITEM of the Proformae, in NOT MORE
THAN 100 WORDS. Additional important information, if any, may be appended separately.

4. The following codes may be used for indicating the Section and Sub-Section Codes on Each Project
Proforma:

INDIAN HIGHWAYS JULY 2023 51

 IMPORTANT ANNOUNCEMENT
TECHNICAL PAPER

Section Section Code Sub-Section Sub-Section Code

HIGHWAY PLANNING, DESIGN,

MANAGEMENT, PERFORMANCE
EVALUATION & INSTRUMENTATION

Highway Planning, 1100 Design 10

Design and Management Road Transportation Management 20
Road Pavement Management 30
Maintenance Management 31
Construction Management 32
Test Track Research 40
Software Development 50

Pavement Evaluation 1200 Surface Characteristics 10

Riding Quality 20
Skid Resistance 30
Structural Evaluation 40

Pavement Performance 1300 Pavement Performance 10

Traffic Characteristics & Effects 20
Material Characteristics 30
Shoulders 40

Mechanization, Instrumentation & 1400 Instrumentation Development 10

Micro-Processor Applications Micro-Processor/Applications 20
Mechanization 30
---------------------------------------------------------------------------------------------------------------------------------------
PAVEMENT ENGG. &
PAVING MATERIALS

Soil Stabilization, Local 2100 Soil Stabilization 10

Materials and Local Materials 20
Low Volume Roads Low Volume Roads 30

Flexible Pavements 2200 Binders and Binder Improvement 10

Materials and Mixes 20
Pavement Design 30
Construction Techniques 40
Maintenance Aspects 50

Rigid Pavement 2300 Materials and Mixes 10

Pavement Design 20
Construction Techniques 30
Maintenance Aspects 40

Composite Pavements 2400 Binders and Binder Improvement 10

Materials and Mixes 20
Pavement Design 30
Construction Techniques 40
Maintenance Aspects 50

New Material 2500 Pavements 10

Bridges 20
------------------------------------------------------------------------------------------------------------------------------------------------------------------------

52 INDIAN HIGHWAYS JULY 2023

 IMPORTANT ANNOUNCEMENT
TECHNICAL PAPER

GEOTECHNICAL ENGINEERING 3000 Landslides 10

Ground Improvement Techniques 20
Embankments and Slope Stability 30
Roads and Embankments in Clay Areas 40
Geo Synthetics & Geo Grids 50
------------------------------------------------------------------------------------------------------------------------------------------------------------------------
BRIDGE ENGINEERING 4000 Structural Field Investigations 10
Laboratory Investigations 20
Foundation Investigations 30
Innovative Accelerated Bridge Construction 40
------------------------------------------------------------------------------------------------------------------------------------------------------------------------
TUNNEL ENGINEERING 5000 Structural Field Investigations 10
Laboratory Investigations 20
Foundation Investigations 30
Innovative Accelerated Bridge Construction 40
------------------------------------------------------------------------------------------------------------------------------------------------------------------------
TRAFFIC & TRANSPORTATION
Planning & Management 6100 Traffic Management Studies 10
Travel Demand Forecasting 20
Transportation Planning(Passenger & Freight) 30
Transportation Economics 40
Public Transport System 50
Intelligent Transportation System/
Highway Traffic Management/
Toll Management System 60
Traffic Engineering Studies 70

Safety & Environment 6200 Accidents and Safety 10

Traffic Noise 20
Air Pollution 30
Carbon Foot Print 40

5. PROJECT TITLE

(i) In case of Proformae A and B, please indicate the same title as reported earlier.

(ii) In case of sponsored projects, please indicate the name of the sponsoring organisation and Research Scheme
number (e.g., MORT&H Research Scheme R-19), immediately after the project title.

6. DATE OF START/DATE OF COMPLETION: Please indicate month and year, e.g., May, 1988. In case of sponsored
Research Scheme, only the Sponsoring Organisation should report completion of the project, and not the implementing
Organisation(s).

7. LAST REPORT : Indicate the year of the last General Report on Road Research in India (GRRRI) in which the
project was reported, e.g., for GRRRI 1988-89, indicate 1988-89.

8. ORGANISATION (S) : Please indicate the name of all involved organizations, in the case of multi-organisation
project, using the following code to indicate the status of the organization with regard to the project:

Reporting Organization (R); Sponsoring Organization (S); Coordinating Organization (C) &
Implementing Organisation (I)

If an organization has multiple status, the appropriate codes may be used together, e.g., (R,C), (R,S).

INDIAN HIGHWAYS JULY 2023 53

 IMPORTANT ANNOUNCEMENT
TECHNICAL PAPER

9. SCOPE AND OBJECTIVE: Please give a concise statement. In case of multiple objective projects, indicate each
objective separately.

10. PRESENT STATUS AND PROGRESS: For Proforma A, if the project is on-going, please include a brief report on
progress since the last report; for Proforma B, if the project is complete, please provide brief progress report for the
project as a whole.

11. SUPPORTING DATA: Please indicate selected important supporting data or illustrations of special interest. Any
correlations or charts developed may specifically be included. Please list the items enclosed.

12. CONCLUSIONS: Please indicate significant conclusions/interim conclusion.

13. SIGNIFICANCE/UTILISATION POTENTIAL: Please highlight only special aspects. Under “Utilisation Potential”,
also specifically indicate whenever the development(s) / conclusion(s) are regarded appropriate for consideration by
the IRC.

14. LIMITATIONS OF CONCLUSIONS/RECOMMENDATIONS FOR FURTHER WORK / FURTHER

PROPOSED WORK: The limitations, if any, may be specifically indicated. Other aspects may be indicated wherever
applicable.

15. REPORTS / PUBLICATIONS: Only reports/publications since last reporting may be included, alongwith
bibliographical details, in the following order:

Author(s) (Surname, followed by initial, in all capitals). Title of Paper/Article/Report/Book, Nature of Report (e.g.,
M.E./Ph.D. Dissertation, Interim/Final Report), Journal or Periodical (alongwith Vol. and No.) / Conference or Seminar
Proceedings (alongwith the place where held) / Publishing Organisation, Month and Year of Publication. The report
may be provided in not more than 500-600 WORDS.

16. Copies of publications, if published through a source other than IRC, may please be enclosed.

17. Wherever more than one sub-items are to be reported (e.g., in case of items No. 8, 9, 13, 15, etc. above, please number
the sub-items 1, 2, 3, …… and list them one below the other.

18. In addition to 3 typed/computer print out copies, the report may also be supplied on CD/Pen Drive to enable expeditious
editing and compiling. Cooperation in this regard will be specially appreciated. The Window MS Word Software may
please be used for the purpose.

54 INDIAN HIGHWAYS JULY 2023

 IMPORTANT ANNOUNCEMENT
TECHNICAL PAPER

Annexure 1

IRC HIGHWAY RESEARCH BOARD

PROFORMA - A
PROJECTS REPORTED FOR THE FIRST TIME
&
ON – GOING PROJECTS

Section Code

REPORTING ORGANISATION:

Sub-Section Code

1 Project Title

1.1 Date of Start

1.2 Date of Completion (Targeted/Actual)

2 Organisation(s)*

3 Scope and Objectives

4 Methodology

5 Interim Conclusions/Conclusions/Supporting Data

5.1 Significance/Utilisation Potential

5.2 Limitations of Conclusions/Recommendations for

further work/further proposed work

6 Reports/Publications

7 Further information/Copy of report

can be obtained from:

7.1 Address

7.2 Mobile _____________________ Phone __________________ Fax ________________

7.3 e-mail ID:

* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.

INDIAN HIGHWAYS JULY 2023 55

 IMPORTANT ANNOUNCEMENT
TECHNICAL PAPER

Annexure 2

IRC HIGHWAY RESEARCH BOARD

PROFORMA - B
COMPLETED PROJECTS

Section Code

REPORTING ORGANISATION:

Sub-Section Code

1 Project Title

1.1 Date of Start

1.2 Date of Completion (Targeted/Actual)

2 Present Status and Progress

2.1 Status: Ongoing/Completed
2.2 Year of Last Report

2.3 Progress
3 Further Findings/Conclusions/Supporting Data
4 Limitations of Conclusions or Interim Conclusions
5 Recommendations for further Work (if completed)
6 Reports / Publications
7 Recommendations for Dissemination/
Revision of Codes/Specifications (if completed)
8 Field Applications

9 Further information/Copy of report can be obtained from:

9.1 Address
9.2 Mobile _____________________ Phone __________________ Fax ________________
9.3 e-mail ID:

(Presentation Material may be e-mailed to [email protected] / [email protected])

56 INDIAN HIGHWAYS JULY 2023

 IMPORTANT ANNOUNCEMENT
TECHNICAL PAPER

Annexure 3

IRC HIGHWAY RESEARCH BOARD

PROFORMA - C

RESEARCH PROJECTS RELATED TO THESIS

FOR POST - GRADUATION / Ph. D.

Section Code

REPORTING ORGANISATION:

Sub-Section Code

1 Project Title

1.1 Date of Start and Duration

1.2 Date of Completion

2 Institution*

3 Scope and Objectives

4 Proposed Methodology (Type of Study, Laboratory/Field)

5 Salient-Findings and Conclusion(s)

6 Recommendations for Dissemination/

Revision of Codes/Specifications (if completed)

7 Further information/Copy of the report

can be obtained from:

7.1 Address

7.2 Mobile _____________________ Phone __________________ Fax ________________

7.3 e-mail ID:

(Presentation Material may be e-mailed to [email protected] / [email protected])

* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization

INDIAN HIGHWAYS JULY 2023 57

 IMPORTANT ANNOUNCEMENT
TECHNICAL PAPER

Annexure 4

I RC HIGHWAY RESEARCH BOARD

PROFORMA - D

R&D ACTIVITY REPORT BY CONSULTANCY FIRMS /

CONTRACTORS / CONCESSIONAIRES

Section Code

REPORTING ORGANISATION:

Sub-Section Code

1 Project / Activity Title

1.1 Date of Start and Duration

1.2 Date of Completion (Actual/ Targeted)

2 Organisation(s)*

3 Special Situations/ Problems faced During Investigations/ Constructions:

4 Methodology / Procedure adopted for solving the Problems:

5 Any New Materials/ New Technologies if Adopted:

6 Performance of such New Materials/ Technology:

7 Additional R&D / Work required in this area:

8 Further details can be obtained from:

8.1 Address

8.2 Mobile _____________________ Phone __________________ Fax ________________

8.3 e-mail ID:

* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.

58 INDIAN HIGHWAYS JULY 2023

 Delhi Postal Registration No DL-SW-17/4194/2022-2024
Delhi Postal Registration No DL-SW-17/4194/2022-2024
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MONTH,

Editedand
Edited andPublished
Publishedby by Shri
Shri Sanjay
Sanjay Kumar
Kumar Nirmal,
Nirmal, Secretary General, Indian Roads
Roads Congress,
Congress, IRCIRC HQ,
HQ, Sector-6,
Sector-6,R.K.
R.K.Puram,
Puram,
Kama
KamaKoti Koti Marg,
Marg, New
New Delhi
Delhi -- 1100
1100 022.
022. Printed
Printed by
by Shri
Shri Sanjay
Sanjay Kumar Nirmal on
Kumar Nirmal on behalf
behalf of
of the
the Indian
Indian Roads
Roads Congress
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