MARCH, 2023

Volume: 51 § Number: 03 § Total Pages: 56

A view of Sohna-Dausa Stretch of Delhi-Mumbai Expressway

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 INDIAN HIGHWAYS
VOLUME : 51 § NUMBER : 03 § MARCH 2023 § ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934

CONTENTS
Ø From the Editor’s Desk 4-5

Ø Advertisements 2, 6-15, 23,54, 55 & 56

Ø Annoucement of International Seminar 16-18

Ø IRC Technical Committees Meeting Schedule for the Month of March, 2023 35

Technical Papers

Ø Moisture Susceptibility of Warm Mix and Polymer Modied Bituminous Mixtures 19

By Bhupendra Singh & Praveen Kumar

Ø Apportionment of Horn and Engine Components in Composite Trafc Noise Using Frequency Analysis 24
By Dheeraj Bhatt & A.B. Gupta
Ø Overview of Durability and Warranty of Bridge, its Elements 29
By Jayant T.Nashikkar

Ø A Rational Approach for Estimation of Production Temperatures of Warm Mix Asphalt (WMA) 36
By Nikhil Saboo, Mayank Sukhija & Vivek Pratap Wagh

Ø MoRT&H Circulars 51-52

Ø Announcements 53

Ø Call for Technical Papers 54

FEEDBACK
Suggestion/Observation on editorial and Technical Papers are welcome and may be sent to IRC Secretariat on
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Publisher & Editor: Sanjay Kumar Nirmal, Secretary General, IRC

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 SMART ROADS AND HIGHWAYS
Smart road and highways may be dened as the type of highway which will allow for technological integration
into current transportation highways, including, but not limited to, functions such as generating power through
solar panels, integration with self-driving cars and sensors and structural maintenance monitoring systems
(electric priority lane, dynamic paint, glowing lines, interactive lines, and wind light). Smart Roads and
Highways enable better access to citizen resources as an improved quality of life, and more safe and green
transportation for all.
The Smart Highway concept developed by Studio Roosegaarde and the infrastructure management group
Heijmans in the Netherlands incorporated photo-luminescent paint for road markings, which absorb light
during the day then glow for a period up to 10 hours. In its rst design, the Glowing Lines charge during the
daytime and glow for several hours at night to create a positive highway experience and increase safety.
The concept holds tremendous potential for India considering its road network is the second largest in the world
and continues to be the most important means of transport carrying almost 80 per cent of the country's
passenger trafc and around 65 per cent of its freight. This large road asset can be leveraged for a lot more than
it currently is, implementing technology innovations that yield signicant improvements in the driving
experience. Innovations shall be applied to create smart highways to help improve and redene the driving
experience across three thematic areas: communication, convenience and safety.
The rst permanent electric road in Sweden is planned to be completed by 2026 on a section of the E20 route
between Hallsberg and Örebro, followed by an expansion of further 3000 kilometers of electric roads by
2045.The Online Electric Vehicle developed by KAIST, the Korea Advanced Institute of Science and
Technology, uses inductive vehicle charging. Its system has inductive coils built into the road that delivers
power to receivers mounted on the underside of electric vehicles. The German company IAV developed similar
technology in 2009. Companies such as Magment, Electreon, and IPT are currently developing dynamic
inductive coil charging technologies.
Benets of Smart Roads and Highways are to, improve the lives of citizens, less congestion, improved trafc and
pedestrian safety, extended connectivity alongside transportation infrastructure, enhanced parking and e-tolling,
improved services and emergency response, improved road layout and pavement conditions and sustainable and
environment friendly transportation.
Uniqueness is needed to make life easy with saving of time especially during emergency in E-tolling and smart
parking, public-private collaboration, connected car concept, to communicate with car sensors and pedestrian
smart phones with 5 G Converged Edge Reference Architecture (CERA)- with which networking workload
convergence may be used to help speed up time resulting in readily deployable, vertical-aligned service
platforms. With sensors, cameras, radar, and 5G-equipped technologies, data shall be analyzed in near-real
time and used to improve congested roadways/ streamlining trafc ow.
Data shall also be sent to the cloud for long-term analysis, providing critical insight for efforts such as reducing
CO2 emissions etc. Similar to this, NSV, LIDAR, Drones, GPS tted construction equipments are being
adapted in India on many sites of Highways to check alignment, condition of the road, progress of work during
construction, evaluation etc; thus saving not only the time and cost of construction, but in improving the quality
as well as accuracy of the riding quality.
The development of innovative products and technologies requires access to advanced laboratories and testing
facilities. Such facilities require major one-time investment to provide state-of-the-art equipment for
validating the products and technologies. The laboratories also require recurring investment to qualify
equipment as per international benchmark at regular intervals and to upgrade them to meet the needs of
technology development. In India, such well-equipped laboratories have not yet been established whereas in
several countries, such laboratories are established in academic and/or research institutions so that their

4 INDIAN HIGHWAYS MARCH 2023

funding can be provided through government grants. Such facilities that are required for development and/or
validation of products and technologies that are relevant to the roads and bridges should be established through
funding from MORTH. These laboratories will go a long way to strengthen the research infrastructure in the
country and can also play a crucial role in development of new technologies as well as validating products and
technologies in use in other parts of the world.
Our leading knowledge institutions will have to quickly address all aspects of ITS-innovation, functional ease
and efciency human-technology interface related issues, evaluation and cost-economics. The professional
bodies like IAHE will have to develop well integrated training programmes for training of ITS.
India needs much improved, fail-free sensor technology, maintenance free control devices, intelligent tools for
managing complex trafc ows and user-friendly computer-systems to ensure road safety, trafc
decongestion, fuel efciency, reduced travel time and nearly a zero-maintenance road system to put the Indian
economy on wheels. Earlier we switch over to non-conventional sources of pollution free energy, the better.
The UAVs like drones now have multiple application areas and are great assets to the Highway engineers across
the globe. Whether for identication and reafrmation of potentially hazardous areas or gathering of real-time
data especially on the management of large complex projects, drones are already emerging as cost-effective
rst choice.
The time is not very far when the technologies of interactive lights, electric priority lanes and glow-in-the-dark
road linings will become ground reality.
The safety of moving construction workers who pave roads, paint road markings and inspect bridges is often
threatened on busy roads. The driver-less vehicles are conceived to serve as construction-site “crash trucks” as
they eliminate the risk of harm in case a moving car hits the truck. Smart Helmets are being perceived as
versatile hard hats laced with 4D reality technology, cameras, smart phones and sensors to arm road users with
heads-up display of information and alerts vital for hiccup-free and safe travel.
Intelligent trafc management is being used to monitor intersections, roads and highways via IP (Internet
Protocol) camera (which is a type of digital video camera)/webcam/ net cam etc and to optimize the ow of
trafc, LED lights for creating dynamic road markings, such as lane markings, or warning messages such as
“Reduce Speed” signs.
Similarly, smart systems can use digital sensors to acquire data pertaining to landslides, accidents, trafc jams
and weather conditions, activating warning systems in time and enabling active LED displays on roads and
highways. The Eastern Peripheral Expressway is India's rst smart highway bolstered with Highway Trafc
Management Systems (HTMS) and Video Detection Systems (VIDS) to relay the information collected to a
central server in the control room resulting in real-time incident management. The Incident Management
Control Centre is integral in maintaining an overall safe roadway. Running 24/7, it monitors trafc with an
array of intelligent transport systems and is also able to successfully deploy ground recovery crew to assist
motorists in distress. More such initiatives need to be implemented across all our greeneld expressways and
access controlled highways.
IRC has also set up a new expert technical committee on Intelligent Transportation System to provide the
country the required Specications and Standards to keep pace with the best international practices.

(Sanjay Kumar Nirmal)

Secretary General, IRC

INDIAN HIGHWAYS MARCH 2023 5

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 ANNOUNCEMENT

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REGISTRATION FORM

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18 INDIAN HIGHWAYS MARCH 2023

 TECHNICAL PAPER

MOISTURE SUSCEPTIBILITY OF WARM MIX AND POLYMER MODIFIED

BITUMINOUS MIXTURES

BHUPENDRA SINGH1 PRAVEEN KUMAR2

ABSTRACT
Moisture damage is one of the biggest problems when it comes to bituminous mixtures. Polymer modication is used to
improve moisture resistance as well as fatigue and rutting performance of the bituminous mixtures. High production
temperature is the drawback which is associated with Polymer Modied Bitumen (PMB) mixtures. This drawback can be
solved by using Warm Mix Asphalt (WMA) modication with PMB modication. So the present paper used both these
modication methods separately and together to examine their effect on moisture susceptibility of bituminous mixtures.
Results obtained from Marshall Stability, Indirect Tensile Strength (ITS), Retained stability and Tensile Strength Ratio (TSR)
tests showed that both warm mix modication and polymer modication improves the moisture resistance of the mixtures.
Using these two together resulted in a mixture having a production temperature 20°C lower than PMB while showing
improved moisture susceptibility.

1. INTRODUCTION only increases the cost of construction but also results in

higher greenhouse gas emission in the atmosphere. This is
Most of the pavements all over the world are exible a matter of concern especially when the world is facing
pavements having bituminous top layer. Bituminous grave challenges due to global warming. Warm Mix
pavements are preferred over cement concrete pavements Asphalt (WMA) is another popular modication method
due to advantages like possibility of stage construction, which has gained tremendous popularity due to the fact that
lower initial cost, good riding quality and sufcient it decreases the production temperature of asphalt mixtures
performance (Singh and Kumar 2015). The major problem by 10 to 40°C (Rubio et al, 2012; IRC:SP:101-2019). Many
associated with bituminous pavement is its higher moisture researchers have used WMA technology and reported
susceptibility. Moisture damage is known to be one of the satisfactory performance at lower production temperatures
leading causes of bituminous pavement deterioration and (Rubio et al 2012). Both these modication methods i.e.
failure (Caro et al. 2008). Many researchers have used polymer and warm mix have used by the researchers and
different methods/materials to improve the moisture practitioners extensively but the use of both modication
resistance of bituminous mixes (Zhang and Luo 2019; methods together is one area that has not been explored
Choudhary et al. 2021; Singh and Kumar 2021; Singh et al extensively. Using both modication method together has
2021). Out of these methods, using Polymer Modied the potential to result in a mixture having better moisture
Binders (PMB) is one of the most popular methods in last resistance at lower production temperature.
two decades (Saboo and Kumar 2015). Polymer
modication not only improves the moisture susceptibility So the present study aims at examining the effect of
of the asphalt mixes but it also improves its performance polymer modication and warm mix modication methods
i.e. rutting performance, fatigue performance and low separately as well as together on the moisture susceptibility
temperature performance (Singh et al 2017). One of the of bituminous mixtures.
problems associated with PMB is the increase in mixture
production temperature. Researchers have reported 2. MATERIALS
production temperature a high as 180°C (Panda and
Mazumdar 1999). This high production temperature not In the study viscosity graded VG10 bitumen has been

1 Assistant Professor, Civil & Infrastructure Engineering, IIT Jodhpur, Rajasthan, Email: [email protected]
2 MoRTH Chair Professor & Head, Civil Engineering Department, IIT Roorkee, Uttarakhand, Email: [email protected]

INDIAN HIGHWAYS MARCH 2023 19

 TECHNICAL PAPER

adopted as the base bitumen. For polymer modication PMB was prepared by using 3% SBS as optimum polymer
Styrene Butadiene Styrene (SBS) and for warm mix dosage. Optimum polymer dosage was found by using
modication Chemical Warm Mix Modier (CWMM) separation test and uorescence microscopy test. The results
Zycotherm has been used. These modiers were used of these test are not discussed here for brevity. More details
separately and together to produce three modied binders regarding this can be found in the study Singh and Kumar
(2019). WMA was prepared by using the optimum dosage of
i.e. Polymer Modied Bitumen (PMB), Warm Mix Asphalt 0.1% CWMM as suggested by the supplier. 0.1% of CWMM
(WMA) and Polymer Modied Warm Mix Asphalt was also added to the PMB to prepare PMWMA. The details
(PMWMA). regarding bitumen modication is presented in Table 1.
Table 1 Bitumen Modication Details
Modied Bitumen Base Bitumen Modier Modier Dosage Blending Temp. Blending Duration Shear Rate
PMB VG10 SBS 3% by wt. 180°C 60 Minutes 1500 RPM
WMA VG10 CWMM 0.1% by wt. 150°C 15 Minutes 400 RPM
PMWMA PMB CWMM 0.1% by wt. 170°C 20 Minutes 1500 RPM

To characterise the base bitumen as well as modies Table 3 Basic Properties of Aggregates
bitumen, basic characterisation tests were conducted. The Properties Obtained Values
result of these tests are presented in Table 2.
Specic Gravity (Coarse Agg.) 2.70
Table 2 Basic Properties of Bitumen
Specic Gravity (Fine Agg.) 2.71
Tests VG10 WMA PMB PMWMA
Water Absorption 0.85%
Penetration Value, dmm 94 98 44 40
Impact Value 15.53%
Softening Point, °C 46 42 65 67
Los Angeles Abrasion 18.97%
Absolute Viscosity at 980 1165 20800 22300
60°C, Poise Flakiness and Elongation Index 22.45%

Ductility Value >100 >100 75 74 3.2 Retained Stability Test

After obtaining OBC values, six samples of each bitumen
The results presented in Table 2 shows that polymer
type were prepared, in which three samples were placed in
modication considerably increased softening point and
dry condition and the other three in wet condition. Then the
viscosity value and decreased penetration and ductility
average stability of each condition was determined.
values of the base bitumen. This can be credited to the three
Retained stability was determined by using equation (1).
dimensional polymer network that is formed in base
bitumen after polymer modication (Singh and Kumar Retained stability = 100 (Marshall Stability)W/
2019). Warm mix modication also showed the similar (Marshall Stability)d (1)
results on basic properties of bae bitumen although the
changes were much smaller as compared to polymer Where, (Marshall Stability)w is average stability of wet
modication. Here the changes may be due to the heating conditioned samples and (Marshall Stability)d is average
of the base bitumen during warm mix modication. stability of dry conditioned samples.

The basic properties of aggregates used in the study are 3.3 Indirect Tensile Strength
given below in the Table 3. All the values were within ASTM D6931 (2017) was followed to obtain Indirect
MORTH (2013) (Ministry of Road Transport and Tensile Strength (ITS) and Tensile Strength Ratio (TSR) of
Highways) specied limits. the bituminous mixes. ITS values of bituminous mixtures
3. Experimental Procedure were determined by using the following equation (2)
ITS = 2P/πdt (2)
3.1 Marshall Stability Test
Where, P is maximum load at failure in kN, d is diameter of
In the present study Marshall mix design procedure was
specimen in mm, and t is thickness of specimen before test
followed to determine the Optimum Bitumen Content
in mm.
(OBC) of all the mixes. For performing the test ASTM
D6927 (2015) was followed and OBC was determined TSR of bituminous specimen was determined by following
based on MS-2 (2014) criteria of 4% air voids in the mix. equation (3)

20 INDIAN HIGHWAYS MARCH 2023

 TECHNICAL PAPER

TSR = 100 (ITS)w/(ITS)d (3) Warm mix modication also improved Marshall Stability
values of the mixtures, for both the WMA and PMWMA
Where, (ITS)w is average ITS value of wet conditioned mixtures. Stability values of WMA and PMWMA mixtures
samples and (ITS)d is average ITS of dry conditioned were 8% and 10% higher than the VG10 and PMB mixtures
samples. respectively. CWMM used in the present study is based on
4. RESULTS AND DISCUSSION silane technology. The improvement in Marshall Stability
can be credited to the molecular level hydrophobic zone
In order to design the bituminous mix, Marshall Stability that it creates around aggregate surface. Organo functional
test was used. Bituminous Concrete (BC) (MORTH, 2013) silanes present in the CWMM forms a covalent bond
was adopted as mix gradation. The gradation is presented between an organic and inorganic phase. The inorganic
in Fig.1. part of this couple forms hydrogen bond with the
hydroxylated agent on surface of the stones while the
organic part, in the presence of water condenses through
the process of hydrolysis and forms hydrophobic
siloxanes. So, when the temperature increases, hydrogen
bond breaks and produces H2O and covalently bonds
metallosiloxane. This results in the formation of cross-
linked siloxane (Si-O-Si) lm structure over the aggregate
surface (Mirzababaei 2016; Singh et al 2021) which
improves bituminous mixture properties.

Fig. 1 Aggregate Gradation

After achieving the required gradation of the aggregates
Marshall Stability samples were prepared by varying the
bitumen content from 4.5% to 6.5% by weight of aggregate
with an increment of 0.5%. Aggregate bitumen mixing and
compaction was done at a suitable predetermined
temperatures. Mixing and compaction temperature of
WMA mixtures were adopted 20°C lesser than their Hot
Mix Asphalt (HMA) counterparts as prescribed by the
CWMM manufacturer. The compaction and mixing
temperatures of different binders is given below in Table 4.
Table 4 Mixing and Compaction Temperatures

Bitumen Mixing Compaction

Temperature (°C) Temperature (°C)

VG10 150 130

Fig.2 Marshall Stability and Flow Values
WMA 130 110 of Mixtures
PMB 170 155 Indirect Tensile Trength (ITS) values indicates the tensile
PMWMA 150 135
properties of the bituminous mixes which further
correlates with the cracking resistance of the pavement. A
Fig.2 shows the Marshall Stability and ow values of high ITS value indicates higher low temperature cracking
mixtures. PMB mixtures were found to have 23% higher resistance Saboo (2016). ITS values of bituminous
Marshall Stability values than VG10 mixtures. This is the mixtures are presented in Fig.3. PMB mixtures were found
result of three dimensional polymer network formed in the to have 50% higher ITS values than VG10 mixtures. Warm
base bitumen. This network imparts higher rigidity to the mix modication also improved ITS values of the
bitumen at higher temperature while improving bitumen's mixtures, for both the WMA and PMWMA mixtures.
elasticity at lower temperatures (Singh and Kumar 2019). Stability values of WMA and PMWMA mixtures were
These improvements improves overall performance of the 5.6% and 7% higher than the VG10 and PMB mixtures
bituminous mixtures. respectively.

INDIAN HIGHWAYS MARCH 2023 21

 TECHNICAL PAPER

5. CONCLUSIONS
Present paper studied the effect of polymer modication as
well a warm mix modication on the moisture
susceptibility of bituminous mixtures when these
modication methods are used separately and together.
From the analysis and comparison of the test results
following conclusions have been made:
· Both polymer modication and warm mix
modication improved Marshall Stability ITS values
of the bituminous mixtures.
· Moisture susceptibility of bituminous mixtures was
also considerably improved with polymer as well as
warm mix modication.
· Using these two modication methods together
resulted in a bituminous mixture (PMWMA) which
had 20°C production temperature lower than their
Fig. 3 ITS Values of Mixtures base mixtures.
For the evaluation of moisture susceptibility of bituminous · PMWMA was also found to have better Marshall
mixtures two parameters were used i.e. Retained Stability Stability, ITS value, Retained Stability and TSR
and TSR. For better moisture resistance, higher Retained values.
Stability and TSR values are desired. MORTH requires a From the present study it is concluded that polymer and
minimum of 80% TSR value to make moisture resistant warm mix modication can be used together to obtain
mixture. Retained Stability and TSR values of bituminous mixture having superior mechanical properties and higher
mixtures are presented in Fig. 4. From gure 4 it can be seen moisture resistance at lower production temperature. This
that both polymer modication and warm mix modication is helpful in reducing the carbon footprint of the road
improved moisture stability of the mixes. PMB mixtures construction. Further detailed studies should be carried out
were found to have 11% and 18% higher. As discussed to understand the environmental benets of PMWMA
earlier this improvement is the result of three dimensional better. It is to be further noted that the present study is based
polymer network formed in the base bitumen. Retained one dosage of a single warm mix modier. Future studies
stability and TSR values (respectively) as compared to should be carried out including different type and dosages
VG10 mixtures. WMA mixtures had 6% and 9% higher of warm mix modiers and advanced test methods.
Retained stability and TSR values (respectively) over VG10
mixtures. PMWMA samples consisted 4.3% and 5.4% REFERENCES
higher Retained stability and TSR values (respectively) over
PMB samples. This improvement can be credited to the 1. ASTM D6927 (2015). "Standard Test Method for Marshall
siloxane (Si-O-Si) lm structure over the aggregate surface. Stability and Flow of Asphalt Mixtures", ASTM
International, West Conshohocken, PA.
2. ASTM D6931 (2017). "Standard Test Method for Indirect
Tensile (IDT) Strength of Asphalt Mixtures", ASTM
International, West Conshohocken, PA
3. Caro, S., Masad, E., Bhasin, A., & Little, D. N. (2008).
“Moisture Susceptibility of Asphalt Mixtures, Part 1:
Mechanisms”. International Journal of Pavement
Engineering, Vol. 9(2), pp. 81-98.
4. Choudhary, J., Kumar, B., & Gupta, A. (2021). “Analysing
the Inuence of Industrial Waste Fillers on the Ageing
Susceptibility of Asphalt Concrete”. International Journal
of Pavement Engineering, pp.1-14.
5. IRC:SP:101-2019 “Guidelines for Warm Mix Asphalt”
Indian Roads Congress, New Delhi, India.
6. Mirzababaei, P. (2016). “Effect of Zycotherm on Moisture
Susceptibility of Warm Mix Asphalt Mixtures Prepared
Fig.4 Retained Stability and TSR Values of Mixtures with Different Aggregate Types and Gradations”.

22 INDIAN HIGHWAYS MARCH 2023

 TECHNICAL PAPER
Construction and Building Materials, Vol. 116, pp. 403- 14. Singh, B., & Kumar, P. (2019). “Effect of Polymer
412. Modication on the Ageing Properties of Asphalt Binders:
7. MORTH (2013). "Specications for Road and Bridge Chemical and Morphological Investigation”. Construction
Works (Fifth Revision)", Ministry of Road Transport and and Building Materials, Vol. 205, 633-641.
Highways, New Delhi, section 500, Bituminous Cold Mix. 15. Singh, B., & Kumar, P. (2021). “Investigating the
Clause 519.1. Performance of Polymer and Warm Mix Modied Asphalt
8. MS-2 (2014). "Asphalt Mix Design Methods", seventh ed. Binders and Mixtures”. International Journal of Pavement
Asphalt Institute. Lexington, KY 40512-4052 USA. Engineering, pp. 1-15.
9. Panda, M., & Mazumdar, M. (1999). “Engineering 16. Singh, B., Prasad, D., & Kant, R. R. (2021). “Effect of Lime
Properties of EVA-Modied Bitumen Binder for Paving Filler on RCA Incorporated Bituminous Mixture”. Cleaner
Mixes”. Journal of Materials in Civil Engineering, Vol. Engineering and Technology, Vol. 4, pp. 100166.
11(2), pp.131-137. 17. Singh, B., Saboo, N., & Kumar, P. (2017). “Effect of Short-
10. Rubio, M. C., Martínez, G., Baena, L., & Moreno, F. Term Aging on Creep and Recovery Response of Asphalt
(2012). “Warm Mix Asphalt: An Overview”. Journal of Binders”. Journal of Transportation Engineering, Part B:
Cleaner Production, Vol. 24, pp. 76-84. Pavements, Vol. 143(4), pp. 04017017.
11. Saboo, N. (2016). Strength Characteristics of Polymer 18. Singh, B., Saboo, N., & Kumar, P. (2021). “Effect of
Modied Asphalt Binders and Mixes. Phd Thesis, IIT Polymer and Warm mix Modication on Asphalt Mixture
Roorkee. Properties”. In IOP Conference Series: Materials Science
12. Saboo, N., & Kumar, P. (2015). “A Study on Creep and and Engineering, Vol. 1075(1), pp. 012015.
Recovery Behavior of Asphalt Binders”. Construction and 19. Zhang, D., & Luo, R. (2019). “Using the Surface Free
Building Materials, Vol. 96, pp.632-640. Energy (SFE) Method to Investigate the Effects of
13. Singh, B., & Kumar, P. (2015). “Effect of Modiers on the Additives on Moisture Susceptibility of Asphalt Mixtures”.
Ageing Properties of Bitumen: A Review”. In Proc. of 3rd International Journal of Adhesion and Adhesives, Vol. 95,
Conference of Transportation Research Group of India. pp.102437.

INDIAN HIGHWAYS MARCH 2023 23

 TECHNICAL PAPER

APPORTIONMENT OF HORN AND ENGINE COMPONENTS IN COMPOSITE

TRAFFIC NOISE USING FREQUENCY ANALYSIS

DHEERAJ BHATT1 A.B. GUPTA2

ABSTRACT
It was reported earlier that considerable difference existed in observed and predicted noise levels in Indian conditions using
FHWA model, which led to the introduction of a correction factor for horn in its basic noise equation (Choudhary et al., 2003;
Bhatt et al., 2008). For computing the contribution of engine and horn in composite ambient noise due to trafc, sound
pressure levels for octave bands as well as Equivalent Sound Pressure level (Lat) were recorded under controlled vehicle
operating conditions. Apportionment was carried out using dominant frequencies for the noise produced due to horn and
engine operated independently. Idealized sound pressure distribution curves for the two components were developed and a
composite curve was derived by the addition of the two, which was also veried through experimental observations. With only
one vehicle operated at a time, the contribution of horn to the total noise was signicantly higher than that of the engine as high
frequencies get higher weighting factor in the dBA scale used for the measurement of ambient noise. For an actual situation
under constricted ows on junctions where many engines and a few horns operate together, a method has been suggested to
apportion the contribution of horn and engine separately by analyzing the sound pressure levels at the dominant frequencies
for the individual components. The present paper describes the possible role of frequency analysis in source apportionment,
which may nd extensive applications in the management of ambient noise.

1. INTRODUCTION driving enough to become afraid or ustered and slam into

other vehicles; veer from their lane and hit a curb, which
Stop and go or interrupted trafc ows in urban areas
causes them to lose control and crash; or brake suddenly in
generates trafc noise, which is characteristically different
response to danger resulting in a rear-end collision.
from that of uninterrupted or free ow trafc condition
normally occurring on highways and expressways. In A study of noise levels in some residential, industrial and
India, due to increasing urbanization, high- density trafc commercial areas of Delhi was conducted in March-April
and rapid industrialization there is an alarming rise in 1992 which showed that commercial areas have the highest
environmental problems like air, water and noise pollution. noise levels followed by industrial and residential area
Noise was included in an act (Prevention and Control of (Jain and Singh, 1992). The study reports that there were
Pollution Act, 1986) more than two decades back to many cases of central nervous system disorder, neurosis,
recognize it as a potentially harmful pollutant and headache, high blood pressure and short memory among
standards were laid down for the permissible levels. Noise the residents due to increasing nauseating sounds.
has been implicated for various diseases like hearing Solutions like IoT based noise reduction and green horns
disorders, hypertension, speech interference, sleep (Nerkar & Nerkar, 2018) have been put forth by various
interference and increased blood pressure. researchers to combat the problem.
Honking can create major problems if not used as intended. Konbattulwar et al. (2016) developed some in- vehicle noise
A driver may perceive the honk from another vehicle as a prediction models, which can measure the noise level
sign of aggression and become frightened, confused or experienced by the commuters while driving or traveling by
angry. This could cause a road-rage incident, which motorized vehicles in the Mumbai Metropolitan Region,
sometimes leads to risky driving and even intentional India by incorporating various factors like vehicle speed,
collisions. The sudden loud and long honk of a horn can trafc volume and road characteristics affecting the levels of
startle other drivers who may be distracted from their concentration of noise. Noise levels were generally higher
1 Managing Director, DB Engg. Services, Jaipur, EMail : [email protected]
2 Professor, Department of Civil Engg. MNIT, Jaipur

24 INDIAN HIGHWAYS MARCH 2023

 TECHNICAL PAPER

near intersections and signalized junctions. Nassiri et al. noise”, it is only site specic. Nevertheless, it provides a
(2013) proposed statistical models in order to predict basis for Numerical correction in Indian scenario, as the
equivalent sound pressure level (LAeq (1h)) and maximum error was found to be systematic and not random. While
sound pressure level (LAFmax (1h)) due to road trafc using developing the correction factor, it was assumed that as the
many trafc variables like trafc ow, vehicle speed, relative trafc density comes closer to the saturation value, the
humidity, road geometry and the average height of the tendency to blow horn increases and hence was regressed
buildings located around the road. The results revealed that against the residual error, which apparently proved true as
LAFmax (1h) values were considerably higher than LAeq there was a sharp decline in the error of prediction.
(1h) values, which they attributed the noise from horns.
Still the question remains that can the unexplained
Choudhary et al. (2004) monitored the ambient noise levels at difference of 5 to 10 decibel be attributed to horn even
various locations of Jaipur City, Rajasthan, India due to when large numbers of engines are working together and
vehicular trafc in the highly noisy zones. Modeling was only a few horns blow in a mixed trafc condition? An
attempted at all the sites for predicting noise levels. FHWA attempt has been made in this paper to carry out a detailed
(Federal Highway Administration) model was used to frequency analysis of noise observations in order to
determine its suitability and performance under existing attempt to a meaningful source apportionment due to
conditions of Jaipur city. This model takes into account trafc engine and horn contributions under mixed conditions,
parameters, highway geometrics, location of receiver, which may help develop management strategy for the
attenuation by ground obstruction, and effect of presence of trafc noise especially at congested junctions.
barriers (Bhattacharya et al., 2001). The data collected at three
different sites of Jaipur, were been analysed and compared 2. METHODOLOGY
with the values predicted by FHWA model. It was observed To carry out source apportionment for the contribution of
that there is an unexplained difference of 5 to 10 db (A) engine and horn for composite ambient noise due to trafc,
between the observed and predicted noise levels for most of separate observations of noise levels for engine and horn
location where trafc was high. This irregularity was were taken and their frequency distributions were recorded.
attributed to excessive blowing of horns at congested
Ambient noise levels were monitored with the help of “SC-
intersections, a factor not considered in the FHWA model. A
30” Sound level meter, CESVA, Spain for different two
regression was carried out on the ratio of trafc density and
wheelers operated under different conditions. Monitoring
saturation capacity against the “unexplained or residual
was initiated with observation for engine working at varying
noise” of FHWA model, hence it is only site specic.
acceleration levels for different vehicles, further the
Nevertheless, the protocols developed here, provide a basis
observation for only horn were taken for the same vehicles
for numerical correction to be applied in Indian scenario
with engine shut down. The noise levels were also measured
where honking is common, as the error was found to be
for both engine and horn operating simultaneously. All
systematic and not random. While developing the correction
observations were recorded at distance of 5 m from the centre
factor, it was assumed that as the trafc density comes closer
line of the vehicle. The Spectrum analyzer mode of above
to the saturation value, which depends on trafc type and road
mentioned noise analyser allows to measure Sound Pressure
geometry, the tendency to blow horn increases. Hence the
ratio of actual trafc density to saturation capacity was level for Octave bands for different frequencies of 63 Hz, 125
regressed against the residual error, which apparently proved Hz, 500 Hz, 1KHz, 2KHz, 4KHz, 8KHz and 16KHz. Real
true as there was a sharp decline in the error of prediction. The time observations were taken for every 10 s and transferred
modied FHWA model gave very good results with a to computer with the help of 'CESVA' Software. The sound
difference of ±1 dB(A) between the observed and calculated pressure levels at different frequencies were analyzed and
values at some locations. In a subsequent study (Bhatt et al., graphs were plotted for different conditions. Recorded values
2007) under mixed trafc conditions it was pointed out that consist of Sound pressure level for different frequencies and
the basic equations for tractor trolley needed modications their cumulative ambient value on dBA scale.
and ltering the data of the period for which a tractor trolley 3. RESULTS AND DISCUSSION
was passing by resulted in further improvement in
predictions. Agrawal et al. (2009) through another large set of Table 1 shows a set of sound pressure levels of noise at
data of 8 trafc junctions of Jaipur city proved the importance various frequencies for independent operation of engine
of this correction factor for tendency to blow horn used in the for a static vehicle under varying acceleration settings. The
modied FHWA model indicating that a difference of - 2 dB cumulative noise of one set of observations, Lat in decibel
(A) to + 2 dB (A) between the observed and calculated values A scale (which assigns certain specied weightage to
was observed, which was a substantial reduction than what various frequencies as dened in IS….), as obtained from
was predicted by the original FHWA model. the CESVA software is shown in the Table, Here, Lat is the
Equivalent Sound Pressure level with Integration Time T
Since a regression was carried out on the ratio of trafc for Frequency weighing 'A'. Fig. 1 represents the graphical
density and saturation capacity against the “unexplained form of the same observations. Similar observations have

INDIAN HIGHWAYS MARCH 2023 25

 TECHNICAL PAPER

also been recorded for only horn; and engine and horn important observation was that with controlled acceleration of
working together and have been presented in Figs. 2 and 3. the engine there was an upward shift in the noise levels but the
noise prole with respect to various frequencies remained
With the frequency analysis of sound levels shown in gures almost the same. Thus the characteristic peaks for engine and
1 and 2, it was found that at noise frequency 4 kHz the noise horn can be utilized for source apportionment because these
due to horn was the maximum whereas the peak noise values are widely separated and distinct.
for engine were recorded at low frequency of 125 Hz. Another
Table 1 Frequency Distribution for Noise from Engine
Sound Pressure level for Octave bands at different frequencies in (db)
L at
LOct31,5 LOct63 LOct125 LOct250 LOct500 LOct1k LOct2k LOct4k LOct8k LOct16k
67.7 71.6 74.1 75.4 67.9 61.2 62.5 60.9 56.5 51.2 46.4
68.2 72.1 74.1 75.7 68.6 61.3 62.7 61.4 57.5 52.4 47.4
68.7 71.5 74.7 76.1 69 62.5 63.3 61.7 58.2 52 47.4
69.3 71.8 74.2 75.6 68.7 61.7 64.5 62.9 58.9 52.2 47
72.5 72.3 74.4 75.6 68 69.6 69.7 63.1 57.8 50.2 45.9
74.7 73.3 76.6 77.8 73.3 68.9 71.8 66.6 62.6 56 50.7
73.7 73.6 78.1 77.4 73.5 70.7 67.8 66.8 62.7 56.4 51.1
70.1 70.4 74.2 76.7 68.8 66.3 64.5 63.9 58.5 51.3 45.7
74.9 71.6 74.6 76.5 71.7 72.6 71.2 66.3 60.2 52.6 48.2
70.7 71.1 74.8 77.1 70.4 62.4 66 64.3 60.2 52.2 47.5
68.2 71.7 75.1 76.2 68.2a 60.8 63.4 61.2 56.8 49.7 45.8
67.2 70.8 73.5 74.8 67 60.1 62.5 60.2 55.5 48.8 44.9
64.2 69.1 69.1 72.6 64.7 57.7 59.3 56.8 52.5 46.5 42.5
62.9 70 70.7 70.2 62.3 56.2 58.2 55.9 50.6 44 39.5
64.1 69.2 70.2 72.6 64.4 57.7 59.4 56.9 51.6 45.4 42
65.8 69.5 71.3 72.1 64.9 63.5 59.8 57.9 52.8 46.6 42
67.6 71.1 73.2 75 67.9 62.8 62.5 60.3 55.4 49 45.3
67 69.5 71.3 73.4 65.5 64 63.2 58.2 52.5 46 41.9
64.5 69 71.6 72.5 64.6 57.8 59.1 57.2 54.2 48.1 43.5
68.8 71.4 73.9 76.2 68.3 61.3 64.1 62 58.1 51.1 46.8

Frequency (Hz)

Fig. 1 Fig. 2

26 INDIAN HIGHWAYS MARCH 2023

 TECHNICAL PAPER

Tables 2 and 3 show select bands of Lat values for low

acceleration settings for engine and horn respectively, which
represent the most likely conditions under constricted trafc
ows. Constricted trafc ow also increases the likelihood
of blowing of horns. These observations have been shown
graphically in Figs 4 and 5 respectively. It can be seen that
the bands are very narrow and hence can be averaged to nd
idealized distribution for engine and horn separately as
shown in Fig. 6. Addition of these idealized bands was made
to obtain the theoretical composite of horn and engine
together at various frequencies. Analysis of observations for
horn and engine working together indicates that horn always
dominates engine noise in the case of a single vehicle. It is
Frequency (Hz)
also signicant to note that the composite noise curve
merges with the prole for engine at 125 Hz and with that of
Fig. 3 horn at 4 KHz.

Table 2 Select Band of Low Lat for Engine

LAT LOct31,5 LOct63 LOct125 LOct250 LOct500 LOct1k LOct2k LOct4k LOct8k LOct16k
67.2 70.8 73.5 74.8 67 60.1 62.5 60.2 55.5 48.8 44.9
67.7 71.6 74.1 75.4 67.9 61.2 62.5 60.9 56.5 51.2 46.4
68.2 72.1 74.1 75.7 68.6 61.3 62.7 61.4 57.5 52.4 47.4
68.8 71.4 73.9 76.2 68.3 61.3 64.1 62 58.1 51.1 46.8
68.7 71.5 74.7 76.1 69 62.5 63.3 61.7 58.2 52 47.4

Table 3 Select Band of Horn Observation

LAT LOct31,5 LOct63 LOct125 LOct250 LOct500 LOct1k LOct2k LOct4k LOct8k LOct16k
95.6 66.6 63.4 60 71.7 75.1 70.4 79.3 94.4 79.6 77
95.4 67.1 64.1 58.4 71.3 74.4 70.2 79.1 94.1 79.4 76.8
94.4 67.4 65 60 69.8 72 68.6 77.8 93.2 78.5 76
95.2 69.5 64.3 58.9 70.8 73.4 69.5 78.5 94 79.4 76.8

Fig. 4 Fig. 5
Theoretical composite was compared with three sets of observed values coincide fairly well with each other. Thus
observed noise distributions having almost the same total we can subtract the contribution of one component from
decibel levels (Lat) derived from Fig.3, and is shown in the total observed values to lter the contribution of the
Fig 7. It is observed from the gure that theoretical and other for a single vehicle.

INDIAN HIGHWAYS MARCH 2023 27

 TECHNICAL PAPER

effectiveness of different measures to absorb noise like use

of trees and articial barriers for different type of sounds.
Though we accelerated the engine during the measurement
of noise for horn and engine together, there was no shift in
the frequencies and that is the major logic for
apportionment. Under real world conditions, the interaction
of vehicles with the road surface, may result in production
of some overlapping frequencies.
4. CONCLUSION
Characteristic peaks of noise are observed at specic
frequencies for engine and horn distinctly and hence can be
Fig. 6 used to apportion the noise due to these sources. Among
engine and horn noise, horn is dominating factor as it works
at high frequencies. Engine noise peaks at low frequencies
of 125, 250, and 500 Hz, where as noise due to horn shows
peaks at higher frequency of 2, 4 and 8 KHz. Uniform
upward shifting of noise levels is observed on increasing
acceleration without change in the characteristic
frequencies. Thus frequency analysis of noise can help
apportion the contribution of horn and engine in mixed
trafc condition. Results obtained after addition of engine
and horn noise levels were almost equal to observation
monitored for engine and horn working simultaneously.
Attributing the entire observed noise in mixed trafc
conditions at 125 Hz to engine, apportionment can be made
Fig. 7 for the contribution of engines and horns of vehicles in the
ambient noise.
The source apportionment in a mixed trafc condition can
thus be attempted in two different ways. REFERENCES
i. We can assume that the entire observed noise in mixed
trafc at 125 Hz is that of engine. A noise distribution 1. Bhatt D., Arun Gaur and A.B. Gupta (2008). Application and
Modication of FHWA Model for Noise Prediction. Indian
curve for engine can be derived from the idealized Highways 36(2) 57-64.
noise curve for engine (Fig. 6) with measured noise 2. Bhattacharya, C.C., Jain, S.S., Singh S.R., Parida, M., and Mittal,
level at 125 HZ being attributed entirely to engine. N. (2001), “Development of Comprehensive Highway Noise
The contribution of engine at other frequencies can Model for Indian Conditions, ”IRC Journal, Vol.62-3, No.481.
thus be found and this curve may be subtracted from 3. Choudhary R., Patanayak S.K., Gupta A.B., Vyas A.K., Swami
B.L. (2003). Application and Modication of FHWA Model for
the observed noise level frequency distribution of the Noise Prediction at Congested Commercial Location of Jaipur
ambient environment to get the contribution of horn. city. IJEP 23(8), 907-912.
ii We can assume that the entire observed noise in mixed 4. Jain,V.K. and Singh, Braj B. (1992),”A Comprehensive Study of
Noise Level in some Residential, Industrial and Commercial areas
trafc at 4 KHz is that of horn. A noise distribution of Delhi”.
curve for horn can be derived from the idealized noise 5. Konbattulwara V., Nagendra R. Velaga, Jain S. and Sharmila R. B.
curve for horn (Fig. 6) with measured noise level at 4 (2016), Development of in-Vehicle Noise Prediction Models for
KHz being attributed entirely to horn. The Mumbai Metropolitan Region, India, Journal of Trafc and
contribution of horn at other frequencies can thus be Transportation, 3, 383-387.
6. Nassiri P., Dehrashid S. A., Hashemi M., and P. Shalkouhi J.
found and this curve may be subtracted from the (2013), Trafc Noise Prediction and the Inuence of Vehicle Horn
observed noise level frequency distribution of the Noise, Journal of low Frequency Noise, Vibration and Active
ambient environment to get the contribution of Control, 32, 285-292.
engine. 7. Terdal P., Kumar S. and Rathore M. (2018), IoT Based Noise
Pollution Reduction in Trafc Jams, IJSRST, 5, 42-46.
However since in any mixed trafc condition there will be 8. Nerkar N. and Nerkar M. (2018), Green Horn: Novel Design of
several engines operating but only a few horn would blow Honking to Reduce the Effect of Noise Pollution, IJRASET, 6,
simultaneously, the second approach will be more 286-289.
9. Agarwal S., Swami B.L., and Gupta A. B. (2009), Development of
appropriate and hence recommended by the authors for a Noise Prediction Model under Interrupted Trafc Flow
eld application. This apportionment can help in choosing Conditions: A Case Study for Jaipur city,Noise and Health 11, 189-
the right noise abatement policy and calculating the 93.

28 INDIAN HIGHWAYS MARCH 2023

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OVERVIEW OF DURABILITY AND WARRANTY OF BRIDGE,

ITS ELEMENTS

JAYANT T. NASHIKKAR1

ABSTRACT
Bridges have several elements, whose durability affects the performance of the bridge structure. Some of these elements
include Bearings, Expansion Joints, Crash Barriers, Paints etc. The concept of the durability of a structure is mainly related to
the design and specications adopted for the structure. As against that, the Defect Liability Period (DLP), and Warranty of
Bridge elements are a matter of specic provision in the contract. Both DLP and Warranty have nancial implications.
However, the service life and durability concepts need to be crystallised at the estimate stage; whereas the DLP and Warranty
are as dened in the tender. Generally, the service or Design life of a major bridge is 100 years as per IRC 112, however, the DLP
or Warranty period of the structure and its elements are different and there is no codied uniformity for its duration as well as
application. The DLP or Warranty being specied in the bids presently are solely at the discretion of the Employer. The present
paper attempts to discuss some aspects related to the durability and warranty of the Bridge elements for the benet of eld
engineers and to generate deliberations in bringing out uniform practice in the eld about these two concepts.

1. INTRODUCTION Period (DLP) for the bridge and its elements is at

the discretion of the Employer. Many times the
1.1 Bridges and their elements are designed based on requirements of the DLP and warranty periods are
different IRC codes and guidelines. The main stipulated arbitrarily, in the contract. These
bridge structure is designed for 100 years of design stipulations have a nancial impact on the Bid
life. Similarly, the elements Bearings, Expansion price. However, at the end of DLP or the Warranty
Joints, etc. are also designed based on relevant IRC period, the defaulter may walk off hands-free. The
guidelines. The requirements of these elements are laws of the country like the Indian Contract Act and
already codied by IRC. Thereby there is some the Sales of Good Act of 1930 have some
uniformity in its design and manufacturing provisions to help the Employer in such cases.
processes.
1.5 Thus preparing a safe design and use of appropriate
1.2 The actual life of a bridge is expected to be more warranty clauses and specications for bridge
than its design life as the hypothetical loads elements play a vital role in the serviceability of a
considered in the design are seldom sustained by the bridge.
bridge in its service life. However, some elements of
the bridge affect the performance of the bridge 2. LEGAL PRINCIPLES
during its service life, like the malfunctioning/
failure of expansion joints, bearings etc. 2.1 It is also important to understand legal principles
like Caveat Emptor which are relevant to these
1.3 The selection of a particular type of bearing or concepts.
expansion joint, duly considering its suitability for
a particular type of bridge, greatly depends on the 2.2 The principle “Caveat Emptor” (Latin Phrase)
designer's ability, experience, budget and contract means “let the buyer beware.” The doctrine of
specications. caveat emptor is enshrined in Section 16 of the Sale
of Goods Act, of 1930. This doctrine of caveat
1.4 The requirement of a warranty or Defect Liability emptor is based on the fundamental principle that
1 Former Secretary, PWD Govt. of Maharashtra, Email: [email protected]

INDIAN HIGHWAYS MARCH 2023 29

 TECHNICAL PAPER

once a buyer is satised with the product's However, in cases where the procurement is being
suitability, then he has no subsequent right to reject done through tendering or by invitation, the
such a product. It may mean that if the purchaser warranty clause is drafted by the buyer. Hence, it is
does not specify the design life requirements and important to understand the purpose of a warranty
purchases an element like bearing, expansion joint which is predominantly allocation of the risks
etc. then the doctrine of Caveat emptor may go between buyer and seller. It encourages the seller to
against the buyer if it is discovered later on that the make all the necessary disclosures about the
life of the procured element has lesser durability warranty and thereby allows the buyer to set the
than desired. purchase price following the said disclosures. The
warranty enables the buyer to have protection
3. WARRANTY, AND INDEMNITY through indemnities for known liabilities and in
extreme circumstances can withdraw procurement
3.1 Sometimes the traders in absence of clarity from
of a particular product.
consumers may provide products that are not
appropriate for the situation. Generally, the Clients 3.3.2 Breach of Warranty-If there is a breach of warranty
are ready to pay price for the element but want a then the buyer can seek damages from the seller.
genuine and durable product as per their The buyer will be compensated for the loss caused
requirements. Hence, it is necessary to safeguard on account of the breach of warranty. Sales of
the interest of a consumer by having knowledge of Goods Act 1930, Sec 59 provides the remedy for
appropriate legal provisions and also incorporating breach of warranty as follows
them into the contract. (1) Where there is a breach of warranty by seller, or
where the buyer elects or is compelled to treat any
3.2 Firstly, the necessity of laws and rules related to breach of a condition on the part of the seller as a
Indemnity and Warranty needs to be understood. breach of warranty, the buyer is not by reason only
3.2.1 Indemnity - Chapter VIII of India Contract Act of such breach of warranty entitled to reject the
1872 provides for a Contract of Indemnity. The goods, but he may.
Indian Contract Act, of 1872 in sections 124 and (a) set up against the seller the breach of warranty in
125 denes the Contract of Indemnity. It is a diminution or extinction of the price, or
contingent contract, which is dened as 'A contract (b) sue the seller for damages for breach of warranty.
by which one party promises to save the other from (2) The fact that a buyer has set up a breach of warranty
loss caused to him by the conduct of the promisor in diminution or extinction of the price does not
himself, or by the conduct of any other person, is prevent him from suing for the same breach of
called a " contract of indemnity". warranty if he has suffered further damage.”
3.2.2 Under an indemnity contract, one agrees to assume 3.3.3 Fitness for buyers' purpose (Section 16 (1,2,3,4)-
all responsibility and liability for any injuries or Subsection (1) of Section 16 of the said Act
damages i.e. losses to someone else. The person prescribes the circumstances in which the seller is
who undertakes to indemnify or make a good loss is obliged to supply goods to the buyer as per the
called the 'indemnier' and whose loss is made purpose for which the buyer intends to purchase a
good is called the 'indemnied' or 'indemnity particular component. It states that when the seller
holder'. Most of the model contract forms have either expressly or by necessary implication is
indemnity provisions. aware of the purpose for which the buyer makes a
3.3 Warranty- A warranty is a stipulation collateral to purchase thereby relying on the seller's skill and
the main purpose of the contract, the breach of judgment and the goods to be purchased are of a
which gives rise to a claim for damages but not to a description which the seller in his ordinary course
right to reject the goods and treat the contract as of business supply, then there is an implied
repudiated. condition that the goods shall be reasonable as per
the purpose. Thus the contractor while placing the
3.3.1 The concept of warranty is very useful, particularly
order for the elements must provide all relevant
for Bridges wherein many elements like bearings,
details about service life, loads, environment etc. to
expansion joints, crash barriers etc are incorporated
the manufacturer/supplier.
into the structure which affects the performance of
the Bridge. Hence, this concept needs to be 4. SERVICEABILITY/DESIGN LIFE,
carefully understood by the Bridge Engineers. A DURABILITY
warranty is an assurance given by the seller to the
4.1 Serviceability/Design Life
buyer that the product or service is of ne quality or
what is promised to them. In the case of normal 4.1.1 As per IRC:112-2020 the term Design Life is
sales of goods, the warranty is drafted by the seller. dened as the “assumed period for which a

30 INDIAN HIGHWAYS MARCH 2023

 TECHNICAL PAPER

structure or part of it is to be used for its intended 4.3 Design Life of Structure
purpose with anticipated maintenance but without
4.3.1 As per IRC:112-2020, the Design Life of a Bridge is
the necessity of major repair”
stipulated as 100 years. However, the service life of
4.1.2 The term Serviceability of a Bridge would mean that bearings, expansion joints, paints etc, is much less
the structure should perform under service loads varied and from 10 to 25 years depending upon the
without causing a major problem to the user due to type of element and manufacturing process. Thus the
excessive deection, cracking, vibration etc. As per service life of a Bridge and its elements is different
the structural design theory, the hypothetical loads from the commencement of the operation of the
considered for the design of a bridge are much more Bridge. The present model contracts have not
severe than what the Bridge is likely to sustain in its stipulated any relation between the durability/
actual service life. Hence, the actual service life of a service life of a Bridge and that of various elements
Bridge is theoretically expected to be more than the of the Bridge. It is the decision of the employer based
designed service life duly considering the factor of on the budget and availability of a product in the
safety. Some Engineers claim that in some heavy market.
trafc corridors due to the overloading of vehicles
4.3.2 It may be desirable to prescribe longer Design
and increased axle loads, the bridges are subjected to
Service life for the Bridge elements for Bridges
more fatigue stresses which reduce their service life.
particularly on the creeks or in marine environments,
A research paper on fatigue damage analysis found
as replacement of these elements is difcult and
that an increase in truck weight of 50% would lead to
costly. All concrete elements of a bridge-like Pile,
an increase in fatigue damage accumulation of 80%
Pier, and superstructure shall have 100 years of
in the steel longitudinal girder of road bridges. The
Design service life. Whereas for the Bearings, and
relationship between fatigue damage accumulation
metallic parapets it could be 40 years and for
and overload factor is non-linear(5).
Expansion Joints, it could be about 20 years based on
4.2 Durability the products presently available in the market. As per
international practices, minor replacement of
4.2.1 Section 14 of IRC:112-2020 deals with the concept of
elements of these items can be permitted for around
durability. About the performance of the bridge, It
half the period of the design service life.
states that adequacy of performance is dened in terms
of serviceability, safety, durability and economy. 4.3.3 A thought may occur to a Bridge Engineer that when
the main bridge structure is designed for a service
A denition of Durability for concrete can also be found in
life of 100 years why its elements should not last for
IS 456:2000 wherein it has been stipulated that durable
the same period? The main answer to this question is
concrete performs satisfactorily during its anticipated
that the presently available bridge elements in the
exposure conditions during service.
market limit its service life.
4.2.2 The Bridge is designed considering the integrated
4.3.4 The elements such as bearings, and expansion joints
functioning of various elements of the bridge
are required for the desired performance of the
structure including the bearings, expansion joints
bridge in its design life then the proper functioning of
etc. However, the elements are manufactured by
these elements helps in the satisfactory performance
different manufacturers with different specications
of a bridge. Sometimes the Bridge Engineer may
and different service lives. The said manufacturers
have the option of designing a bridge to eliminate or
give appropriate Warranties for their respective
reduce the use of bearings and expansion joints in the
products. The construction of a bridge is done by
Bridge. The nal decision will be based on the life
another agency. Hence, the question of allocation of
cycle cost of the bridge, structural elements and
risks and the responsibility of the Bridge as a whole
design parameters.
becomes difcult.
4.3.5 One may also argue that if the serviceability of the
4.2.3 In simpler words, a warranty of a product means an
Bridge elements is well below the Design service life
assurance of satisfactory performance of that
of the main structure then is it worth designing a
product during the minimum specied period. The
structure for a design life of 100 years? As per the life
malfunctioning of the product during the warranty
cycle cost analysis, replacing the elements at a 40-
period would entail the buyer to claim replacement
year interval will also be benecial if the main
or repairs to the product as per the terms of the
structure continues to be otherwise serviceable.
warranty clause in the contract. However, the service
Specifying the same service life for the elements as
life of that element may be more than the period of
that of the main bridge may create the impossibility
warranty stipulated in the contract. The performance
of performance of a contract as at present such
of a bridge may also be affected by the improper
products are not being manufactured. Designing
tting of bridge elements.

INDIAN HIGHWAYS MARCH 2023 31

 TECHNICAL PAPER

long-span bridges without bearings at supports or the cost of placing the new bearings in position in
avoiding expansion joints at all would be difcult in part or full, if any defect is found in the bearings or
practice and may not be cost-effective. part thereof within the period 36 months from the
4.3.6 Therefore, efforts need to be made to procure these date of supply or 24 months from the date of
bridge elements with longer serviceability as may be installation whichever is earlier, except for defects
available in the market by stipulating the required arising out of theft, pilferage, oods, earthquake or
service life while procurement. The requirement and any other natural calamity etc., shall be replaced
expected service life of that element needs to be free of cost.
carefully stipulated by the procuring Agency. It is
seen that most of the contracts provide longer 5.3 EXPANSION JOINT- OR A BRIDGE JOINT
warranties for these elements but do not provide any
format for the Warranty. A bridge joint or expansion bridge joint is a device
designed to absorb the heat-induced expansion and
5. THE DURABILITY/SERVICEABILITY OF contraction of construction materials, withstand vibration,
BRIDGE ELEMENTS hold parts together, or allow movement due to ground
5.1 Bearings settlement or earthquakes. Bridge joints are commonly
located between the ends of two beams, the beam end and
IRC:112-2020, vide section 7.11.1 claries that the design the abutment, or on the joint position of the bridge. They
of bearings shall be based on the details of the internal load- are easy to install, check, maintain and clean. Various types
transferring mechanism and the material used in their of expansion joints are described in IRC:69-2011 e.g.
fabrication. At present, some manufacturers claim that the Buried Joint and Filler Jointsfor Movement up to 10 mm,
service life of elastomeric bearings shall be between 30 and Asphalt Plug Joints-25 mm, Compression Seal Joints up to
50 years. However, in actual practice, the cases of bearing 40 mm Single strip and Reinforced elastomeric Joints
replacement earlier than the stipulated service life, have Modular Strip Joint more than 80 mm.
been observed due to various reasons. In such a situation
invoking its warranty is inevitable. IRC 83 part II Standard It was also stipulated that while arranging the supply of
Specications and code of practice for road Bridges do not expansion joints, a warranty of the trouble-free
stipulate any specic design life for these bearings. performance for at least ten years and free rectication of
IRC:83-2002 part 3 prescribes various tests to be defects/ replacement, if any, during this period may be
performed on the product before acceptance. The code also insisted upon by the contractor/suppliers for all types of
stipulates a need for an annual inspection of the bearings joints except for Buried joints, Filler joints and Asphaltic
installed for corrective actions. It also states that if any plug joint.
bearing is found to be damaged then the damaged bearings It may be noted that as stated in IRC:SP:69-2011, clause
shall be replaced immediately. It further states that all No12.1, p 46, the replacement of expansion joints is
adjacent bearings on the same line of support shall also be extremely difcult once they are laid. Therefore, the joints
replaced to avoid differences in stiffness. should perform satisfactorily during their entire service
life. So the client may ensure a guarantee or proprietary
5.2 M o RT H v i d e i t ' s c i r c u l a r N o . RW / N H - indemnity bond or nancial guarantee from the
34054/2/2011- S&R(B) Dated: 21st June 2012, manufacturer/ supplier of the expansion joint for a
issued empanelment of Bearing manufacturer and reasonable period for satisfactory in-service performance.
detailed instructions regarding requirements of the This period may be around 10 years. In MoRTH circular Dt
bearings. This empanelment of manufacturing 30th Nov 2000 on interim specications for Expansion
rms/authorized suppliers of bearings for bridges Joints the service life for Strip Seal, Modular strip and
on National Highways and other centrally Special joints had been stipulated as 25 years. The
sponsored schemes was initially valid for 3 years instructions on empanelment of the manufacturer were
from the date of issue of the said letter. It prescribed modied vide MoRTH circular Dt 14th Aug 2018 and the
an undertaking to be obtained from the responsibility of procurement of bearings and expansion
manufacturer which also contained a guarantee joints were vested with the contractor/concessionaire as
clause against defective materials manufactured per the provisions of IRC guidelines. The warranty period
workmanship as well as certied quality assurance will depend upon the availability of the product in the
at every step of manufacturing of bearings. The market. Expansion joints are also briey covered under sub
undertaking also stated that the bearings which clause 109.4 of IRC:5-2015
shall be installed at the specied Bridge shall have a
5.4 Parapets or Barriers as per IRC code
life of 15 years under normal loading, normal trafc
and routine maintenance. It also contained a A bridge barrier is designed to restrain vehicles from
guarantee for free repair and replacement including crashing off the side of a bridge and falling onto the

32 INDIAN HIGHWAYS MARCH 2023

 TECHNICAL PAPER

roadway, river or railroad below. It is usually higher than a 5.8.1 Primarily Anti-Carbonation Coatings are used to
roadside barrier, to prevent vehicles from climbing the protect Concrete structures from the ingress of
barrier. IRC:SP:99-2013, sub clause 6.13 provides for contaminants such as Carbon Dioxide (CO2),
Safety Barriers. It states that the crash Barriers shall be Sulphates, and Sulphur Dioxide (SO2). These are
provided on the edge of the culvert, band ridge. Loading suspended in the air and fall onto external surfaces
shall be as per clause 209.7 of IRC-6. The type design shall carried in rainwater.
be as per IRC-5. High containment type crash barriers shall
5.8.2 It is necessary to prevent and slow down
be provided on ROB and vehicle crash barrier types shall
carbonation in concrete by applying anti-
be provided on other types of structures.
carbonation paint to the cleaned surface of the
5.5 Guidelines for Trafc Safety Barriers are given in concrete. This will prevent the ingress of carbon
IRC:119-2015. As per these guidelines the barriers dioxide and other pollutants into concrete. This
are classied as. method is expected to prevent carbonation for
approximately 10 years. Some companies offer
i. Flexible barriers, Cable (wire) type
anti-carbonation coating properties that provide an
ii. Semi-Rigid barriers, Steel Beam type and.
outstanding level of resistance to carbon dioxide
iii. Rigid barriers, R.C.C.
and other acidic gases, which have a life expectancy
5.6 Also refer to sub clause 109.6 of IRC:5-2015 for the of over 30 years. IRC:SP:80 contains provisions for
classication of crash barriers. The service life of Anti-carbonation paint for the Bridges.
the RCC barrier will depend upon the design and
5.9 Anti-Corrosive Paints for Steel Structures- IS 800-
specications adopted. The other two types of
2007 stipulates different types of paint/ coatings for
Barriers are manufactured and installed. A report on
various exposure conditions. As per sec 15.2.4.1 for
the installation of crash barriers on accident-prone
extreme and severe environmental conditions, the
spots specically mentions that the manufacturers
protection has to be as per specialist literature.
shall provide a warranty for the crash barrier for
Table no 29 of the said IS code gives the guidelines
three years during which the performance of the
for the protection of different steelwork for
crash barrier in case of impact in an accident shall
different desired life. It may be noted that the
be monitored by the executing agency. In case of
desired life of coating systems varies from 8 years
failure of crash barrier to contain the vehicle as
to above 20 years. It is, therefore, necessary to
intended a penalty would be imposed on crash
specify the durability period for the anti-corrosive
Barrier provider and crash barrier shall be replaced
paint depending upon the exposure conditions of
by the provider. It is also stipulated that these
the structure with the requisite warranty.
provisions shall be suitably incorporated in the
tender documents. Some companies offer a 6. SOME TYPICAL CLAUSES AT THE END OF
warranty of 1 year for wire rope type crash barriers DLP
and a warranty of 2 years for W metal beam crash Many contracts stipulate a condition for maintenance and
barriers. One company for Hot Dip Gi Silver Metal repairs of elements during DNP. Some typical clause is as
Beam Crash Barrier for Road Safety on its website
“Before the expiry of the Defects Notication Period, (ie
has offered a warranty of 25 years for a Single Side
DLP) a joint visit to the Works by the Contractor and the
crash Barrier made of GI-Hot Dipped Galvanised
Engineer (and/or the Employer's representative, as the case
Iron.
may be) shall be organised and conducted by the
5.7 MoRTH also issued circular DT 1 Jan 2020 wherein Contractor. In case any of the elements, including but not
it is mentioned that the manufacturer or the limited to the bearings, expansion joints, parapets and
contractor shall demonstrate the compliance of drainage systems, are found defective and need repair or
requirements (EN 1312-Part 2, Performance replacement, the repair or replacement as agreed with the
classes) by submission of videos of actual crash Engineer (and/or the Employer's representative, as the case
testing along with the authenticated crash test may be) shall be done by the Contractor at no additional
reports. The crash tests must have been conducted cost to the Employer”. The provisions will depend upon the
in an accredited crash-test laboratory. These are scope of the project.
indirect provisions as a warranty to get the desired
product. 6.1 Situation after DLP
5.8 Anti-Carbonation paints-. Anti-carbonation 6.1.1 Post-care requirements of the structure and its
coatings are surface treatments that have a high elements after DNP are not mentioned in the
resistance to carbon dioxide. They protect concrete construction agreement. In some contracts, the
from carbonation by acting as a carbon dioxide contractor prepares the Maintenance Manual
barrier. before the end of the Defect Liability or

INDIAN HIGHWAYS MARCH 2023 33

 TECHNICAL PAPER

Notication Period. The scope of the maintenance famous proverb needs to be kept in mind “Stich in
manual is generally left to the discretion of the time saves nine”. A regular inspection must be
Engineer. In the Maintenance Manual along with carried out and the report carefully examined and
Design drawings, As-Built Drawings, the proposed acted upon to rectify the defects. The Employer
method statement for bearing replacement should should send a copy of the inspection report to the
also be included. Reference may also be made to manufacturer who has given the warranty to update
IRC:SP:18 for the maintenance and inspection of the company about the current status of the Bridge
Bridges. elements. The Employer should also analyse the
repairs proposed to ascertain if it affects the
6.1.2 It is felt that the Manual must include the details of
warranty of the rm.
the warranty and contact details of the rms who
have provided the requisite warranties of the bridge 7. RECORDS OF WARRANTY
elements. The manual should also provide for
As stated in the paragraph above, the contractor should
inspection of all bridge elements, joints,
supply relevant details of the bridge element to the
connections, etc at regular intervals prescribed in
manufacturer while ordering.
the IRC codes and as stipulated by the manufacturer,
or structural designer, whichever is earlier.
7.1 The sales contract of that element should clearly
6.2 Generally, the DLP for the Bridge is 1 or 2 years and state the purpose of procurement, required service
the defects in these elements are noticed after the life, loads, environment, name, address of the
expiry of the DLP. The warranty clause in the Employer and other relevant details for ease of
contract might have specied a much longer communication. These warranties of the
service life for these elements. In what way the manufacturer for the products need to be back-to-
Employer can enforce the warranty clause in the back transferred in the name of the employer while
contract will be an issue. The experience shows that signing a purchase deal for a particular product.
in many contracts the relevant documents of These details will help an employer in locating the
warranty; purchase details are not readily traceable. manufacturer for the replacement or repairs to these
In such cases, the repairs are required to be carried elements during the warranty period if required.
out by the Employer by engaging another agency at The Employer should also note the details of the
the employer's cost. In such cases the investment of manufacturer and update the same periodically.
procuring a costly element with longer durability at The employer/Engineer while approving the
the time of construction becomes infructuous. It is, purchase of the product/element should ensure the
therefore, of utmost necessity to preserve the fullment of required details, and conditions for
documents related to the warranty of these effective implementation of the warranty
elements in safe custody. The entities associated provisions in future. It may be desirable to include a
with the warranty i.e. Employer, the Contractor, standard format related to the warranty in the
Manufacturer may change due course. Hence, it construction contract for uniformity and to avoid
would be desirable to regularly update and have omissions of eld ofcers.
correspondence with the concerned so that
appropriate action can be taken when needed. 7.2 The design service life and warranty of these
Bridge elements should be carefully specied in the
6.3 In most structures, it is difcult to inspect bridges Employer's Requirements after ascertaining the
underneath at regular intervals for want of adequate service life of the elements manufactured and their
inspection facilities, lack of accessibility to bearings availability in the markets.
and other elements etc. Regular inspection of long
bridges or complex structures is very important for 8. CONCLUSIONS AND RECOMMENDATIONS
timely actions. The Employer may not have 8.1 It is desirable to stipulate a warranty for the bridge
adequate manpower and experienced personnel and elements like bearings, expansion joints, crash
resources to carry out inspections and undertake barriers, and paints consistent with the design life of
rectication measures. Hence, at least for long and those elements and availability in the market.
complex structures, it is desirable to entrust the task
of inspecting bridge elements at regular intervals to 8.2 The warranty of the bridge elements shall be back-
an outside agency with the required resources to to-back transferred to the Employer so that the
carry out the job. The maintenance agency should Employer can invoke the same if needed during the
submit a detailed inspection and condition report service life of that element.
with recommendations, to the Employer. It will be 8.3 The requirements of Bridge elements and relevant
worth spending some amount on regular inspection contract clauses for them shall be consistent with
as it will help to take corrective actions in time. A the legal provisions in the country.

34 INDIAN HIGHWAYS MARCH 2023

 TECHNICAL PAPER

8.4 The documents related to the warranty of elements 7. IRC:83-2002 (Part III) Standard Specications and Code of
shall be preserved for ease of retrieval and updated Practice for Road Bridges- Section: IX Bearings Part III:
regularly. POT, POT cum PTFE, Pin and Metallic Guide Bearings
8. Morth Vide It's Circular No.Rw/Nh- 34054/2/2011-
8.5 Responsibility for regular inspection of bridge
S&R(B) Dated: 21st June 2012
elements, joints, connections, etc should be given
9. IRC:69-2011 Guidelines and Specications for Expansion
to a competent rm with requisite resources.
Joints
8.6 The inspection report/condition report should be 10. MoRTH circular Dt 30 t h Nov 2000 on Interim
shared with the rm that has given the warranty and Specications for Expansion Joints
the construction contractor for appropriate actions. 11. IRC:5-2015 Standard Specications and Code of Practice
8.7 Copy of the maintenance manual prepared by the for Road Bridges-Section-1-General Features of Design
Construction contractor should be included in the 12. IRC:SP:99-2013 Manual of Specications and Standards
scope of the maintenance agency. for Expressways
13. IRC:119-2015-Guidelines for Trafc Safety Barriers
8.8 Inspection/Condition reports of the Bridge and its 14. Multitech Engitrade Company website, www.indiamart.com
elements should be carefully analysed by an /themultitech-net/crash-barrier.html
experienced structural engineer for taking 15. MoRTH circular RW/NH-29023/02/2019-S&R(P&B) DT
rectication measures if any. 1 Jan 2020- Guidelines for Metal Crash Barrier (Semi-
ACKNOWLEDGEMENT Rigid) to be installed on National Highways.
16. Anti-Carbonation Coating in an Extreme Environment for
I am grateful to Mr Mukund Nashikkar, Techno-legal Durable RC Structure-Suresh Chandra Pattanaik, Dr
Consultant for his valuable suggestions in nalising this Bitayanjay Das, Paper published in 2nd International
paper. Conference NUiCON,2011, Institute of Technology, Nirma
University, Ahmedabad, from 8-10 Dec 2011
REFERENCES 17. Anti-Carbonation Paint Introduction, Posted 05 July 2019,
https//www.promain.co.uk/wall paints-and –coatings/anti-
1. Indian Contract Act 1872
carbonation-paint.html
2. Sales of Goods Act 1930
18. IS 800-2007 General Construction In Steel -Code of
3. What are the Exceptions to the Rule of Caveat Emptor by
Practice (Third Revision)
Harsha Jeswani, Student, National Law Institute
19. IRC:SP:80-2008 Guidelines for Corrosion Prevention,
University, Blog post,11 Feb 2016
Monitoring and Remedial Measures for Concrete Bridge
4. IRC:112-2020 Code of Practice for Concrete Road Bridges
Structures
5. Effect of Overweight Trucks on Fatigue Damage of a
20. IRC:SP:18-1996 Manual for Highway Bridge Maintenance
Bridge “ by Vasvi Agarwal, Lakshmy Parameswaran
and Inspection
6. IRC:83-1987-(Part II) Standard Specications and Code of
21. IRC:SP:35-1990 Guidelines for Inspection and
Practice for Road Bridges- Section: IX Bearings Part II:
Maintenance of Bridges
Elastomeric Bearings

IRC's Technical Committees Meeting Schedule for the month of March, 2023

INDIAN HIGHWAYS MARCH 2023 35

 TECHNICAL PAPER

A RATIONAL APPROACH FOR ESTIMATION OF PRODUCTION

TEMPERATURES OF WARM MIX ASPHALT (WMA)

Nikhil Saboo1 Mayank Sukhija2 Vivek Pratap Wagh3

ABSTRACT
The present guideline, IRC:SP:101-2019, on the use of Warm Mix Asphalt (WMA) is silent on rational quantication of mixing
and compaction temperatures. In this study, a novel workability-based approach is proposed which can be successfully used to
determine the production temperatures (mixing and compaction temperatures) for WMA. A workability setup was fabricated
and used to develop a simple procedure for estimating the production temperatures of bituminous mixtures. Additionally, an
image capturing device was built, and the coating of bitumen over the mineral aggregates was quantied by processing the
images through an Android based application. The compaction characteristics were validated using the air-void data of
compacted bituminous mixtures. ve different warm mix additives, two base bitumen, and two aggregate sources were studied
under this experimental program.
It was found that the workability approach proposed in this study was able to quantify the mixing and compaction
temperatures for different WMA technologies. About 5-25°C and 5-37°C reduction in mixing and compaction temperatures,
respectively, were obtained for different WMA technologies. The bitumen coating over the aggregates were similar/better in
WMA compared to the control bituminous mixtures. Despite of being produced at lower compaction temperatures, WMA
showed similar density range in comparison to the hot bituminous mixtures. Criteria, based on the target air void range, is
proposed to estimate the optimum warm mix dosage for the production of WMA.

1. BACKGROUND Foaming based. Organic and chemical based additives are

usually added to the virgin bitumen[11], while foaming
Indian road industry and research have seen a sudden leap additives can be added to the bitumen or directly to the
since the last decade. Government has sanctioned a major bituminous mixture['12,13]. These technologies nally improve
percentage of the annual budget for building and improving the workability of the mixture, and are able to provide
road infrastructure. This impetus has led to the adoption of bitumen coating, consistency, and compaction
various new technologies in pavement construction(1,2) Use of characteristics similar to the hot bituminous mixture, but at
Warm Mix Asphalt (WMA) is one such technology, which reduced temperatures Organic based additives generally
[14].

enables the production and compaction of bituminous reduce the viscosity of the base binder, which leads to
mixtures at relatively lower temperatures (ranging from improvement in workability. They are waxes or fatty
10°C to 40°C) than the conventional hot bituminous amides, which melts in the temperature range of 80-
mixture . This makes WMA an attractive technology for
[3-8]
120°C[15]. Below the melting point they crystallize and form
building greener road, especially when the performance of lattice structure which helps in improving the stiffness of the
the bituminous mix is not compromised despite of being base bitumen[16]. Chemical additives are mostly surfactants,
produced at lower temperatures. WMA is produced by emulsiers, polymers, or hybrid products, which reduces the
adding certain additives in the bitumen, or the bituminous frictional forces between the bitumen and mineral
mixture[9,10]. These additives can be broadly divided into three aggregates, thereby facilitating appropriate coating at
categories: a) Organic based, b) Chemical based, and c)

1 Assistant Professor, Department of Civil Engineering, IIT Roorkee, Email: [email protected]

2 Research Scholar,
3 Research Scholar, } Department of Civil Engineering, IIT (BHU) Varanasi

36 INDIAN HIGHWAYS MARCH 2023

 TECHNICAL PAPER

reduced production temperatures . In foaming

[17]
acquire images of coated bituminous mixtures, and these
technologies, water is added either to the hot bitumen using images were analyzed using an android based application
articial nozzles, or to the bituminous mixture in the form of to calculate the CI. Compacted bituminous mixtures
zeolite. They temporarily increase the volume of bitumen, prepared at different compaction temperatures were
which helps in coating the aggregate particles and improves subjected to volumetric measurements to calculate the air
the workability of the mixture .
[18,19]
voids. The optimum dosage of warm mix additives,
pertaining to different technologies, were assessed based
In India, IRC:SP:101-2019[20] is available as a guideline on on the coating and compactability checks. This paper is an
use of WMA. In the present form, the guideline fails to extended version of the a recently published work by the
describe a suitable procedure for assessing the mixing and authors[40]. The results of this study can be directly used to
compaction temperatures of bituminous mixtures revise the present guidelines (IRC:SP:101-2019)[20] on the
produced using different warm mix technologies. The use of WMA in pavement construction.
guideline recommends producing bituminous mixture at
30°C lower temperature than the conventional hot 2. MATERIALS
bituminous mixture. The mix so produced is checked for
Two base binders, viz. VG 30 (IS 73 2013) and PMB 40
[26]
bitumen coating (using qualitative assessment), air voids
criteria (based on the volumetrics of compacted (IS 15462 2019)[27] were used in this study. The physical
specimens), and moisture susceptibility (based on the properties of the binders are shown in Table 1 below.
value of Tensile Strength Ratio (TSR)). Additionally Granite and dolomite aggregates (properties shown in
taking manufacturer's recommendation is suggested to Table 1) were acquired from different quarries to assess the
decide appropriate reduction in the production effect of the mineralogy of aggregates on the estimation of
temperature, and optimum dosage of the WMA additives. production temperatures. Five varying warm mix
This process is too iterative and lacks rational additives, from three warm mix technologies were taken.
quantication of production temperatures[21-23]. Therefore, Details related to product name, type, description, and
there is a need to improve the available specication by dosage used are presented in Table 2.
introducing a suitable process for assessing the production For preparing organic and chemical-based warm mix
temperatures of WMA. This forms the motivation of the modied binders, the base binders were heated to attain
presented work. sufcient uidity. 500 gm of the base binder was taken
This paper aims at developing a systematic process to separately, and selected dosage(s) of the warm mix
evaluate the production (mixing and compaction) additive was mixed with a high shear mixer, under a xed
temperatures of WMA. A workability measuring apparatus shear rate of 500 rpm for a period of 30 minutes[28-30]. The
was fabricated, and the torque required to blend the mixing was done at a temperature range of 130-140°C. The
aggregate-bitumen mixture at a xed shear rate (rotations base binders were also heated under similar conditions to
per minute) was used to quantify the workability of the maintain uniformity between the samples. Aspha-min
bituminous mixtures. Further, the proposed method of (AM), which is a commercial foaming-based additive, was
estimating the mixing temperatures was validated through mixed directly with the bituminous mixture. Therefore,
Coating Index (CI). Another setup was fabricated to preparation of modied binder blends was not required.

Table 1 Physical Properties of Bitumen Binders and Aggregates

Bitumen Binders Aggregates

Properties Methodology VG 30 PMB 40 Properties Methodology Granite Dolomite

Penetration IS 1203[31] 65 49 Combined IS 2386 (Part I)[32] 20.0 24.0

Value at 25°C, Flakiness and
0.1 mm Elongation Index,
%
Viscosity at IS 1206 (Part 280 1037 Los Angeles IS 2386 (Part IV) [34] 21.0 19.0
60°C, 2)[33] Abrasion Value,
Pa-s %
Softening IS 1205 [35] 50 70 Aggregate Impact IS 2386 (Part IV) [34] 18.5 23.0
Point, °C Value,
%

INDIAN HIGHWAYS MARCH 2023 37

 TECHNICAL PAPER
Table 2 Description of Warm Mix Additives Adopted in this Study
Technology Product/Additive Company Description Dosage(s) Used
Organic Sasobit wax (S) Sasol [36]
Aliphatic synthetic parafn wax 1%, 2%, 3.0% w/b
produced from the Fischer-Tropsch
method
Organic Sasobit Redux (SR) Sasol[37] Aliphatic synthetic parafn wax 0.7%, 1.35%, 2.0% w/b
produced with the use of Fischer-
Tropsch process
Chemical Cecabase RT Bio 10 (C) Ceca (Arkema)'–[38] Bio-sourced cationic surfactant 0.2%, 0.35%, 0.5% w/b

Chemical Rediset LQ1102CE (R) Nouryon Cationic surface-active agent 0.4%, 0.5%, 0.6% w/b
(formerly
Akzo Nobel)[39]
Foaming Aspha-Min (AM) MHI[40] A foaming process with synthetic 0.3% w/m
zeolite
Note: w/b and w/m indicate by weight of bitumen binder and by weight of total mix, respectively.

3. EXPERIMENTAL PROCEDURE and digital display to record the power and speed during
testing, a heating mantle for taking measurements at any
3.1 Estimation of Equiviscous Temperatures desired temperature, and a digital thermometer for recording
For viscosity graded binder (for example, VG 30), the the test temperature. Operational details of the fabricated
mixing and compaction temperatures were determined as workability setup are presented in Table 3.
per ASTM D2493[41]. This method, denoted as equiviscous
method (EQ), uses a rotational viscometer to measure the
viscosity of the bitumen at two different temperatures
(135°C and 160°C)[42]. A linear relationship is assumed
between viscosity and temperature, and the temperature
ranges corresponding to the viscosity values of 0.17±0.02
Pa.s and 0.28±0.03 Pa.s are taken as mixing and
compaction temperatures, respectively. Since, some of the
warm mix technologies, for example, chemical and
foaming based processes, does not specically reduce the
viscosity of the bitumen, the use of EQ method is
debatable[14,24,25]. To conrm this aspect, EQ method was
used for evaluation of mixing and compaction
temperatures of all the binder blends prepared in this study.
3.2 Fabrication of Workability Setup
The development of the workability setup is motivated by Fig. 1 Line Diagram of Developed
works done by previous researchers[43-46]. In this study a 'xed Workability Prototype[40]
cylinder rotating shaft' type workability measuring device
was fabricated. The setup consisted of six components: (i) a Table 3 Operational Details of Workability Prototype
metal container, (ii) a spindle with sharp blades, (iii) a digital Capacity of motor 1 Horsepower
speed drive, (iv) a heating mantle with a temperature
Volume of container 4276 cm3 (4.27 Liter)
controller unit, (v) a power meter, and (vi) an electric motor.
Line diagram of the workability setup, along with the picture Number of blades 2
of spindle and power meter is shown in Fig.1.
Length of blade 120 mm
A height adjustable spindle was attached for ease in operation. Height of blade 25 mm
However, during the test the height was xed to maintain
uniformity. Other important components included a speed Distance between both the blades 25 mm
drive for varying the rotational speed of the spindle, sensors Spindle speed 600 rpm

38 INDIAN HIGHWAYS MARCH 2023

 TECHNICAL PAPER

The authors would like to clarify that the fabricated The spindle geometry used in this study was not able
workability set up is one of many such models which to use the actual aggregate gradation. This was due to
previous researchers have used . This study does not
[14,43,47]
the formation of shear plane, where the ne
stress on building a similar model, rather, the procedure aggregates gets deposited at the edge of the
proposed for the quantication of workability is the main container[45]. Therefore, single sized aggregates (9.5
novelty of this work. Therefore, the proposed method can
mm-6.3 mm), with a xed binder quantity (4% by
be applied for any fabricated workability setup, if it is able
to deliver consistent mixing of mineral aggregates with the weight of aggregate), were used during this
bitumen binder under controlled temperature condition, experiment. It should be however noted, that alternate
and has an arrangement to measure the torque required to spindle geometry can be used for actual aggregate
rotate the spindle in the bituminous mixture at any xed gradations, given that it is able to appropriately mix
shear rate. the sample without formation of shear plane.

3.2.1 Estimation of Workability As shown in Fig.2 below, the torque increases with
reduction in temperature. For each sample, readings
The workability of bituminous mixtures is quantied were taken 5 times at each temperature to assess the
indirectly using the torque required to move the submerged variability in the result. The average values were
spindle of the workability setup at a xed rotational speed. nally taken for further analysis. It was observed that
The following steps were followed and is proposed for the proposed method has excellent repeatability, and
estimation of workability:
variation in the values of torque at each temperature
i. Selected quantity of mineral aggregates and
was minimum.
binders are heated in oven at 160°C-165°C for 2
hours before mixing.
ii. Mineral aggregates and bitumen are mixed and
further conditioned at the test temperature + 5°C for
2 hours. The extra 5°C is kept to account for the
reduction in temperature during the transfer of
samples from oven to the workability container.
Components of the workability setup including the
spindle and container are also pre-heated to the test
temperature.
iii. The mixture is transferred to the container kept over
the heating mantle, and the spindle is lowered
inside the sample.
iv. The power required to rotate the spindle inside the Fig. 2 Example of the Raw Data Obtained from
mixture at a xed rotational speed is measured Workability Test Along with the Average Trend
using the power meter.
v. Power is recorded during the drop in temperature 3.2.2 Assessment of Production Temperatures
from 160°C to 130°C (at an interval of 5°C). At this
moment the heating mantle is turned on and the Considering that the EQ approach is suitable for viscosity
power reading is again recorded as the temperature graded binders' [23,42,49,50], the torque measured for VG 30 at
increases from 130°C to 160°C. the mixing and compaction temperatures obtained from the
EQ method was taken as the reference. For WMA and PMB
vi. The torque, which represents the workability of the
40 mixtures the temperatures at which these reference
mix at different temperatures, is calculated using
torques are obtained were estimated. These temperatures
the following relationship[48]:
are taken as the mixing and compaction temperatures,
respectively, for the respective bituminous mixture.
Coating of the bitumen over the aggregates and air-voids in
the bituminous mixtures are representation of the
workability at the mixing and compaction temperatures,
respectively. It is expected that at the mixing temperature
WMA and PMB mixtures will produce similar coating and
air-voids in comparison to the reference mix prepared

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using VG 30. Therefore, coating ability and compactability 13.2 mm. At rst, the Optimum Binder Content (OBC) was
tests were carried out in this study to demonstrate the evaluated for samples prepared using VG 30 and PMB 40.
validity of the predicted mixing and compaction The same OBC was used to prepare WMA samples for each
temperatures. All these validations were performed by base binder. This is in agreement to previous studies that
taking HMA as the reference bituminous mixture. have demonstrated that the volumetric parameters of
3.3 Mix Design WMA and base bituminous mixtures are not considerably
different[14,15,53,54]. Here, it should be noted that all the samples
Marshall mix design, as per IRC:105-2019 and Asphalt
[51]
were prepared at the mixing and compaction temperatures
Institute specication (MS-2)[52], was used to prepare obtained using the workability approach, explained in the
bituminous mixtures using a bituminous concrete (BC) previous section. The mix design results of BC-2 with VG
gradation having a nominal maximum size of aggregate as 30 and PMB 40 are presented in Table 4.

Table 4 Mix Design Attributes of Conventional HMA Mixtures

Binder Type VG 30 PMB 40 Specication
Limits[55]
Aggregate Type Granite Dolomite Granite Dolomite
OBC, % 5.8 5.6 6 5.9 Min. 5.4
Gmb 2.407 2.408 2.357 2.403 -
Gmm 2.509 2.506 2.460 2.507 -
Air voids, % 4.07 3.91 4.19 4.13 3-5
VMA, % 14.05 13.83 15.58 14.27 Min. 12
VFB, % 71.07 71.73 73.13 71.05 65-75
Stability, kN 14.86 14.42 17.76 17.49 >9
Flow, mm 3.60 4.13 4.15 3.76 2-4

3.4 Validation boundary, and a tray stand to keep the bituminous mixture
samples in xed position. Images were captured using a
A two-step validation process was adopted in this study. single camera under uniform light source and sample
First, the mixing temperatures were validated using a novel position. The quantity of bituminous mixture taken during
coating ability test. At the mixing temperature, it is each session was also kept constant. Therefore, all sources
expected that the bitumen will sufciently coat the of variability were minimized to obtain reliable results.
aggregate particles. Secondly, for the validation of
compaction temperature, air voids of compacted mixtures 1200 gms of bituminous mixture samples (cooled at room
were evaluated. This was done to ensure that at the temperature) prepared at their respective mixing
compaction temperature appropriate density in the temperature were placed on the tray inside the experimental
bituminous mixtures is obtained. For both the validation, setup. For each sample, multiple images were taken by
samples prepared using VG 30 and PMB 40 were taken as changing the orientation of the placed sample. This was
the reference for their respective WMA samples. done to observe variability during image analysis. The
images were analyzed using an android based software
3.4.1 Coating Ability
(Color Analysis (Version 4)), developed by Roy Leizer. The
The present IRC guidelines[20] also suggests to conduct a details of the software are shown in Fig. 4. While there are
coating ability test (as per AASHTO T195 [56]) to verify the various software's available for image analysis, the authors
mixing temperature of WMA. However, the suggested found this software to be simple, and yet robust for the
method is qualitative, and is based on visual assessment, required analysis. Researchers may also use other image
which may be very subjective Therefore, in this study a
[25].
analysis tool following the proposed procedure. The
simple experimental setup was fabricated to quantify the software converts the colours of the image in the form of
coating of bitumen through an image analysis procedure. Red-Green-Blue (RGB) bands. The percentage of each
The line diagram of the developed setup is shown in Fig. 3. pixel's colour is directly obtained using the software. The
The setup consisted of a camera mounted at the top of the coating was quantied using a parameter, denoted as
box, a light source attached along the inner upper Coating Index (CI). CI is dened as the absolute difference

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between the magnitude of colours obtained in uncoated and

coated aggregates mixtures. For better coating, a higher
value is desirable. To ensure the applicability of this
software, initial images were taken on control mixtures
prepared using VG 30 at three different mixing temperatures
(100˚C, 130˚C, and 160˚C). Here, 160°C is the actual
mixing temperature for VG 30 obtained from the EQ
method. Fig. 5 shows the variation in coating index. As is
expected, with increase in temperature, CI increases. At
160°C the value of coating index obtained was 65 %
(indicating 35% similarity). This is attributed to the effect of
light, and presence of dark colour on the aggregates taken
during this study. To better understand the effect of WMA,
irrespective of base bitumen and aggregate, the measured CI
was normalized with respect to the CI of base bitumen. This
was done because the reference value CI changes for
different binder and aggregate sources. The new proposed
Fig. 3 Line Diagram of Experimental Setup
parameter is dened as “Normalized Coating Index (CIN)”.
for Coating[40]

(a) (b) (c)

Fig. 4 Details of Software (a) Front Interface, (b) Colour Sample in RGB Format,
and (c) About the Developer
[14,24,25]

(a) (b) (c) (d)

Fig. 5 Image Captured (a) Uncoated Aggregates, (b) Coating at 100˚C, (c) Coating at 130˚C, and (d) Coating at 160˚C

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3.4.2 Compactability agents. This method may provide inappropriate

results/trends for chemical based WMA binders. It was also
HMA (with VG 30 and PMB 40) and WMA mixtures were found that the production temperatures for few warm mix
prepared using standard Marshall compaction (75 blows). additives either did not change with the variation in the
These mixes were prepared at their respective mixing and dosage of WMA additives, or resulted in marginal
compaction temperatures. The bulk specic gravity (Gmb) of temperature reduction. For example, the increase in dosage
these mixtures were measured as per AASHTO T166[57]. of Cecabase (C) from 0.2% to 0.35% did not change the
The theoretical maximum specic gravity, Gmm, was mixing temperature of VG 30 bitumen binder, whereas,
measured for HMA mixtures (with VG 30) as per there was only 3°C reduction in compaction temperature
AASHTO T209 [58]. Since Gmm is primarily a function of with the addition of 0.7% and 0.4% Sasobit Redux (SR) and
amount of bitumen and aggregate gradation, similar value Rediset (R) in VG 30. Similar discrepancies type of
was assumed for all the other mixtures. Air void was inaccurate trends/observation were observed for PMB 40 as
calculated using the value of Gmb and Gmm. Air voids of well. Additionally, EQ approach is not applicable for the
HMA and WMA mixtures were compared to quantify the WMA technologies which are directly added during the
compactability characteristics of WMA mixtures. preparation of bituminous mixtures, such as Aspha-Min
4. RESULTS AND ANALYSIS (AM).

4.1 Production Temperatures from EQ Approach Overall, the results demonstrated the inapplicability of EQ
approach for nding the production temperatures of
Figs. 6a and 6b shows the ideal range of mixing and modied binders (PMB, and WMA binders in the present
compaction temperatures, obtained from EQ approach. study). Therefore, this study attempts to develop a rational
The ideal range include the minimum, maximum and approach for the quantication of production temperatures,
average value of production temperatures. As expected, the irrespective of the type of base bitumen, WMA technology,
production temperatures of PMB 40 are higher than VG 30. and their respective dosages.
Notably, the production temperatures obtained for PMB 40
are excessively high, which may result in accelerated
ageing of binder. The production temperatures of VG 30
was found to be under a reasonable range, as specied in
MoRTH[55].
The application of warm mix technologies, in general,
reduces the mixing and compaction temperatures,
irrespective of the type of base bitumen. The change in
production temperatures is found to vary with the type of
base binder, WMA technology, and their respective
dosages[59].
The maximum reduction in mixing temperatures for
organic-based technologies were found to be around 13°C (a)
(VG 30) and 11°C (PMB 40). The respective reduction using
chemical-based agents were approximately 11°C (VG 30)
and 7°C (PMB 40). The maximum reduction in compaction
temperature was around 11°C (VG 30 and PMB 40) for
organic-based additives, whereas it reduced by 9°C and 7°C
with the addition of chemical-based WMA agents in VG 30
and PMB 40, respectively. The extent of reduction in
production temperatures are regardless of WMA additives
dosage. Use of warm mix additives in VG 30 led to higher
reduction in production temperatures than the corresponding
PMB 40 blends. The maximum reduction was obtained for
organic based additives (viscosity reducers) in both the base
binders (VG 30 and PMB 40). Since the production
temperatures obtained from EQ approach are directly (b)
related to the viscosity values[41], the organic-based additives
showed higher reduction compared to chemical based WMA Fig. 6 (a & b)Ideal Range of Production Temperatures
Obtained Using EQ Approach (a) VG 30, and (b) PMB 40

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4.2 Workability Characteristics of Bituminous mixtures with granite aggregate require higher torque to
Mixtures rotate the spindle and thereby resulted in lower workability
compared to dolomite inclusive bituminous mixtures.
As mentioned previously, the value of torque was used to
indirectly characterize the workability of bituminous This trend was evident for both the base bitumen's (VG 30
mixtures. The lower torque values signies better and PMB 40). Therefore, aggregate mineralogy can affect
workability and vice-versa. Fig. 7 shows the variation of the workability characteristics of bituminous mixtures.
torque with temperature for conventional HMA mixtures
(VG 30 and PMB 40). In general, torque value increases WMA mixtures showed the similar workability (in terms of
with decrease in production temperature. This is attributed to torque) as that of HMA, at relatively lower production
the reduction in stiffness of bitumen from 160°C to 130°C. temperatures. It may be expected that the estimated
temperatures, at which the torque is higher/similar to the
conventional HMA, is appropriate/reasonable for the
production of WMA or PMB mixtures. In addition, the
workability approach also consider the effect of aggregate
type for the evaluation of production temperature, which is
missing in IRC:SP:101-2019.
4.3 Production Temperatures from Workability
Approach
As discussed in the preceding sections, the torque values of
HMA prepared with VG 30 were used as a reference to
estimate the production temperatures of PMB and WMA
based mixtures. The reference torque values corresponding
Fig. 7 Variation of Torque with Temperature for to mixing and compaction temperature (as obtained from EQ
Conventional HMA Mixtures approach) for different aggregate (granite and dolomite) type
are provided in Table 5. In the present study, the torque
As can be seen in Fig.7, PMB 40 yielded higher torque values were determined over a selected range of
values than VG 30 binder at temperature ≥ 145°C, whereas temperatures (i.e. 130-160°C). However, the upper range of
the torque value of PMB 40 was found to be lower than VG the mixing temperature was found to be 165°C (EQ approach
30 at temperatures < 145°C. The reason behind this for VG 30). Therefore, a simple power model was used to
unexpected trend may be attributed to the higher rate of predict the torque value at 165°C and the results are shown in
cooling with the drop in temperature for HMA prepared Table 5.
with VG 30. This trend was seen specically for granite Fig.10 (a-d) shows the ideal range (maximum, minimum
inclusive bituminous mixtures. and average value) of the mixing and compaction
The variation in torque with change in temperature for temperatures for different combinations of bituminous
some of the representative WMA mixtures are shown in mixtures. These combinations are characterized based on
Fig.8. As is evident, the application of WMA additives, the base binder (VG 30 and PMB 40) and aggregate type
(granite and dolomite). It was found that the forecasted
irrespective of aggregate type, exhibited lower torque
mixing and compaction temperature of PMB 40 mixtures,
values (higher level of workability) than HMA mixtures irrespective of aggregate type, are higher compared to
(VG 30 and PMB 40). Similar trends were observed for all WMA prepared using VG 30. This is due to the higher
the WMAs and are not shown here for brevity. Needless to stiffness of PMB 40 in comparison to VG 30.
say, workability of the bituminous mixtures was affected
with change in base bitumen, aggregate type, and WMA Table 5 Reference Torque Values of Conventional
additive and their dosage. VG 30 Bituminous Mixtures
Torque,
These effects can be seen from Figs. 9(a and b) for all the N-m
tested bituminous mixtures at a representative temperature
of 145°C. It was observed that the increase in dosage of
WMA additives proportionately lowers the torque, and
thereby improves the workability. The extent of
improvement in workability may be associated with the
working mechanism of different WMA technologies with
different aggregate type. It was found that bituminous

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Fig. 8. Variation of Torque with Temperature for Different Bituminous Mixtures

44 INDIAN HIGHWAYS MARCH 2023

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(a) (b)
Fig. 9 Effect of Different Variables on the Torque Values of Bituminous Mixtures
(a) VG 30 and (b) PMB 40

(a) (b)

(c) (d)
Fig. 10 Production Temperatures Obtained from Workability Approach
(a) GVG, (b) DVG, (c) GPMB, and (d) DPMB

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In general, increase in dosage of warm mix additives extent of reduction is a function of base bitumen, and
considerably reduced the production temperatures. The aggregate type, as shown in Table 6.
Table 6 Ranking of Different Bituminous Mixtures Based on Production Temperatures
Ranking (Maximum Reduction) Maximum Maximum
Binder Type Aggregate Type Reduction in MT, Reduction in CT,
MT CT °C, [% Reduction] °C, [% Reduction]
VG 30 Granite SR>R>S>C>AM C>SR>AM>R>S 21.5 [13.3] 36.7 [24.9]
Dolomite AM>SR>C>S>R C>AM>SR>S>R 23.8 [14.6] 25.5 [17.3]
Granite SR>R>C>AM>S SR>R>C>AM>S 24.7 [14.1] 33 [21.6]
PMB 40
Dolomite SR>S>AM>R>C SR>S>R>AM>C 20.1 [11.6] 22.8 [13.7]
Note: MT and CT represent mixing and compaction temperatures, respectively.
Average ranking, irrespective of aggregate and binder type, mixing temperatures. It was observed that the inuence of
indicated that SR gave maximum reduction in mixing WMA additive varies with the type of base bitumen and
temperature, followed by R, AM, S, and C. On the other aggregate type. In the present study, the effect of WMA
hand, the average ranking of maximum reduction in additives was found to be more prominent in VG 30
compaction temperature followed different trend. SR compared to PMB 40. On the other hand, no specic trend
showed highest reduction followed by C, AM, R, and S. in CIN was observed with the change in aggregate type.
About 5-25°C (approximately 3-15%) and 5-37°C (around
3-25%), reduction in mixing and compaction
temperatures, respectively, were obtained for different
WMA technologies. Overall, it can be stated that the
application of WMA technologies effectively reduces the
mixing and compaction temperatures of conventional
HMA mixtures and subsequently offers similar/improved
workability characteristics. Also, the value of production
temperatures, for all the considered bituminous mixtures,
were found to be reasonable as compared to the
temperatures obtained from conventional EQ approach.
After obtaining the production temperatures based on the
novel workability approach, it was essential to validate the (a)
results. The validation/checks for the acceptance/rejection
of the proposed workability approach are discussed in the
subsequent sections.

4.4 Validation of Mixing Temperature Using

Coating Ability
Fig.11a and Fig.11b shows the value of normalized coating
index (CIN) for all the WMA mixtures prepared using VG
30 and PMB 40, respectively. Both the gures show the
inuence of aggregate type in the bituminous mixtures as
well. In general, an appropriate mixing temperature should
lead to proper coating of bitumen over the aggregates[61]. In (b)
order to determine CIN for WMA mixtures, the value of CIN
for HMA mixtures (VG 30 and PMB 40), with both the Fig.11 (a&b) CIN for all the Bituminous Mixtures
aggregate type, was taken as unity. A higher value of CIN (a) VG 30 and (b) PMB 40
indicates better coating.
On an average, chemical additives, irrespective of
Although CIN increased with the increase in mixing aggregate and binder type, showed higher CIN, followed by
temperature, the addition of WMA additives improved the organic and foaming-based technologies. Among different
coating ability of bituminous mixtures, even at reduced combinations of aggregate and bitumen, the CIN for various

46 INDIAN HIGHWAYS MARCH 2023

 TECHNICAL PAPER
WMA binders was ranked as: R>C>SR>S>AM. Since two 4.6 Discussion on the Selection of Optimum Dosage
different type of aggregate and base binders were used in of WMA Additives
the present study, the variation/difference in CIN could be
associated with two primary reasons: (a) the difference in As discussed previously, the optimum dosage of warm mix
the working mechanism of different WMA technologies, additives, pertaining to different technologies, were
(b) difference in interaction/compatibility of WMA assessed based on the coating and density checks applied
additives with the base bitumen and aggregate type. on different bituminous mixtures. These checks were
Increase in dosage of any WMA additive lead to an chosen because of two reasons: (a) they account the
improvement in coating ability. variability caused by the change in aggregate type and
bitumen source, and (b) they are directly associated with
Overall, all the WMA mixtures were found to pass the the production temperatures of bituminous mixtures. It is
criteria of 10% variability, specied as a critical threshold proposed to use the coating check for selecting the
of acceptability, based on the CIN of base bitumen binder minimum dosage of warm mix additive. In this study, as all
(which ranges from 0.9-1.1). the additives passed the coating check at their minimum
dosage, air voids in the compacted mixtures was used to
4.5 Validation of Compaction Temperature Using
assess the optimum dosage. The dosage at which the air
Compaction Characteristics
voids of the WMA are equal or under 10% variability as
The value of air voids in compacted bituminous mixture that of conventional HMA mixtures was chosen as the
was used to validate the compaction temperature. As per optimum dosage.
the guidelines given by MoRTH[55], the reference air void
range was taken as 3-5%. Table 7 shows the optimum dosage of all the warm mix
additives, for different combinations of base bitumen, and
Fig.12(a&b) presents the average air voids of WMA aggregate. The performance evaluation of the WMAs at
mixtures compacted at the temperatures obtained through these optimum dosages was not within the scope of the
the workability approach. The air voids for all the tested present study.
bituminous mixtures were found to be within the specied
range of MoRTH (i.e. 3-5%). However, no specic trend
[55]
*Only single dosage was recommended by the
was observed with the change in aggregate type, base manufacturer, therefore the dosage was taken as optimum
bitumen, WMA technology, and dosage of the additives. value regardless of the coating and compactability check.

5. CONCLUSIONS
In this study an attempt has been made to propose a
workability-based process for evaluation of production
temperatures of bituminous mixtures. The procedure is
applied to assess the reduction in mixing and compaction
temperatures offered by different warm mix technologies.
The results of the study can be directly used to revise the
present Indian Roads Congress specication IRC:SP:101-
2019. The key conclusions derived from the work are as
(a) follows:
i. Estimation of production temperatures of WMA and
PMB mixtures from viscosity measurements is not
rational. Workability based procedure is suggested for
estimation of the production temperatures.
ii. Value of torque obtained from the fabricated
workability setup is successful to quantify the
workability characteristics of bituminous mixtures. A
suitable workability setup can be easily fabricated for
workability assessment. The critical components of
the set up includes an electric motor with speed
control arrangement, appropriately designed spindle
(b) with blades, heating mantle for maintaining
Fig.12 (a & b) Air Voids for Different Bituminous appropriate range of temperatures, a power meter for
Mixtures (a) VG 30 and PMB 40 calculation of torque.

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Table 7 Optimum Dosage of Different WMA Additives
Dosage Depending on Aggregate Type
Base Bitumen Binder WMA Additives
Granite [Nomenclature] Dolomite [Nomenclature]
Sasobit (S) 3% w/b [GS] 2% w/b [DS]
Sasobit Redux (SR) 1.35% w/b [GSR] 1.35% w/b [DSR]

VG 30 Cecabase (C) 0.5% w/b [GC] 0.2% w/b [DC]

Rediset (R) 0.4% w/b [GR] 0.6% w/b [DR]
Aspha-min (AM)* 0.3% w/m [GAM] 0.3% w/m [DAM]
Sasobit (S) 2% w/b [GPS] 2% w/b [DPS]
Sasobit Redux (SR) 1.35% w/b [GPSR] 1.35% w/b [DPSR]

PMB 40 Cecabase (C) 0.5% w/b [GPC] 0.5% w/b [DPC]

Rediset (R) 0.6% w/b [GPR] 0.6% w/b [DPR]
Aspha-min (AM)* 0.3% w/m [GAMP] 0.3% w/m [DAMP]
Note: w/b and w/m indicate weight by bitumen binder and weight by total mix, respectively.

iii. Torque values of bituminous mixtures prepared using Hot and Half-Warm Mix Asphalt, J. Clean. Prod. 41 (2013)
VG 30 is used as the reference for evaluation of other 16. https://doi.org/10.1016/j.jclepro.2012.09.036.
mixtures. WMA mixtures shows lower mixing and 2. A. Almeida-Costa, A. Benta, Economic and Environmental
compaction temperatures than conventional VG 30 Impact Study of Warm Mix Asphalt Compared to Hot Mix
bituminous mixtures, depending on the dosage of Asphalt, J. Clean. Prod. 112 (2016) 23082317.
WMA additives. Sasobit redux and Rediset displays https://doi.org/10.1016/j.jclepro.2015.10.077.
highest reduction in the production temperatures. 3. B.D. Prowell, G.C. Hurley, B. Frank, Warm-Mix Asphalt:
iv. The image analysis proposed in this study can be used Best Practices 3rd Edition, National Asphalt Pavement
to quantify the coating ability of binder over aggregate Association, 2012.
particles. Chemical additives show higher values of 4. M. Nakhaei, A.D. Darbandi Olia, A. Akbari Nasrekani, P.
normalized coating index (CIN), followed by organic Asadi, Rutting and Moisture Resistance Evaluation of
and foaming-based technologies. Polyethylene WaxModied Asphalt Mixtures, Pet. Sci.
v. Compaction characteristics of WMA are equivalent/ Technol. 34 (2016) 15681573.
better than the control mixtures. Hence WMA https://doi.org/10.1080/10916466.2016.1212209.
prepared at lower production temperatures can 5. T. Rahman, A. Dawson, N. Thom, Warm Mix Asphalt
produce bituminous mixtures with similar volumetric (WMA) for Rapid Construction in Aireld Pavement,
characteristics like the control hot bituminous Constr. Build. Mater. 246 (2020) 118411.
mixtures. https://doi.org/10.1016/j.conbuildmat.2020.118411.
vi. It is recommended to use the procedure outlined in 6. V. Ranieri, K.J. Kowalski, N. Berloco, P. Colonna, P.
this study as a part of IRC:SP:101 for evaluation of Perrone, Inuence of Wax Additives on the Properties of
production temperatures of WMA. Porous Asphalts, Constr. Build. Mater. 145 (2017) 261271.
https://doi.org/10.1016/j.conbuildmat.2017.03.181.
ACKNOWLEDGEMENTS 7. P.E. Sebaaly, E.Y. Hajj, M. Piratheepan, Evaluation of
Selected Warm Mix Asphalt Technologies, Road Mater.
The authors would like to thank Science and Engineering
Research Board (SERB), Department of Science and Pavement Des. 16 (2015) 475486.
https://doi.org/10.1080/14680629.2015.1030825.
Technology (DST), India, for supporting this project
8. A. Chowdhury, J.W. Button, Report 473700-00080-1: A
(ECR/2018/000654).
Review of Warm Mix Asphalt, Texas Transportation
Institute, Texas, 2008.
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50 INDIAN HIGHWAYS MARCH 2023

MoRT&H CIRCULAR

INDIAN HIGHWAYS MARCH 2023 51

 MoRT&H CIRCULAR

52 INDIAN HIGHWAYS MARCH 2023

 ANNOUNCEMENTS

CALL FOR PAPERS

THE 7 CONFERENCE OF TRANSPORTATION RESEARCH GROUP OF INDIA
TH

(CTRG-2023) 17-20 DECEMBER 2023, SURAT, INDIA

Jointly organized by
Transportation Research Group of India
and Sardar Vallabhbhai National Institute of Technology (SVNIT), Surat

In Association with
Ø Central Road Research Institute, India
Ø Association of Transportation Professionals of Indian Origin (ATPIO), USA
Ø World Conference on Transport Research Society SIG C3, D3 & H2, UK
Ø Indian Institute of Technology Bombay, India
Ø Indian Institute of Management Ahmedabad, India
Ø CEPT University, India
Ø Gati Shakti University, India &
Ø Indian Roads Congress

Partner Journals
Ø Transportation in Developing Economies (TiDE) &
Ø Transportation Research Record (TRR)

Established in May 28, 2011, the Transportation Research Group (TRG) of India aims to foster excellence in
transportation research and practice, stimulate professional interchange in transportation, and provide a forum
for exchanging ideas on transportation developments. With this aim, TRG conducts the biennial Conference of
which the 7th edition is hosted by SVNIT, Surat, India. The conference includes workshops, plenary sessions,
paper presentations, and interactive sessions. For details, please visit the conference website at:
https://ctrg2023.trgindia.org/

FULL PAPER SUBMISSION DEAD LINE: 15 MARCH , 2023

TH

The 7th Conference of TRG is aiming to explore innovative research and practice to promote sustainable,
resilient, transformative, adaptable, and technology empowered passenger and freight mobility for today and
the future. Practitioners and academics are cordially invited to submit technical papers to share their knowledge,
experience, and insights on developing innovative solutions for solving transport related problems and
challenges in developing and developed countries. The submission portal is now open for paper submissions.
Submission link: https://easychair.org/conferences/?conf=ctrg2023

Please note that selected papers that are presented (oral or poster) would be published in the Partnering Journals
(Transportation in Developing Economies - A Journal of the Transportation Research Group of India, Springer;
Transportation Research Record, Sage). The remaining papers that are presented (oral or poster) will be
published in the conference proceedings (indexed) published by leading publishers.

INDIAN HIGHWAYS MARCH 2023 53

 CALL FOR TECHNICAL PAPERS

IRC Library.

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