2023 Jul Sep

Volume : 82-3 Total Pages : 36
July - September 2023
Journal of the
Indian Roads Congress
https://www.irc.nic.in
JOURNAL OF THE
INDIAN ROADS CONGRESS
VOLUME 82-3 ▪ JULY - SEPTEMBER, 2023 ▪ ISSN 0258-0500
Indian Roads Congress

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PAPER NO. 724
723
METHODOLOGY FOR EMBANKMENT WIDENING FOR ROAD

CONSTRUCTION PROJECT
Swapan Kumar Bagui1 Alina Mehrosh2
ABSTRACT
Many widening road projects have been rebuilt in India to accommodate a sharp increase in traffic volume. An in situ
investigation of highway reconstruction found cracking (longitudinal and alligator), embankment slope failure and typical
deterioration in pavements related to embankment widening. The longitudinal cracking occurred due to the development of
differentiable formations between the widened sub grade and the existing sub grade using single vertical benching, without
benching or improper benching or inadequate benching. Beside this, high embankment failure occurred due to use of
non-plastic soil, inadequate compaction on the sloping soil. Literature review was carried out and based past literatures,
re-verification of slope based on plasticity index, benching proposal are verified, causes of longitudinal cracks, causes of high
embankment failures are identified and recommendations are proposed to avoid/minimize these failures.
1. INTRODUCTION Jietal. (2002) used the traditional Layer-wise Summation

Method (LSM) to calculate the differential deformation
During the past decade, a large number of roads have been caused by embankment widening; the model was presented
rebuilt in India to accommodate a sharp increase in traffic as follows:
volume. An in situ investigation of highway reconstruction
found cracking, and deterioration in pavements related to S d = ( S n −U 0 S 0 ) × (1 − U t ) (1)
sub grade/embankment widening. The cracking is caused
Where,
by the development of differential deformations between
the widened sub grade and the existing sub grade. Sd=differential deformation;
Sn,,= total deformation caused by the new and the
A number of sub grade treatment methods are available original embankment;
to avoid potential pavement distresses due to widening.
S0=deformation caused by the original embankment;
A combination of geotextile products was applied in the
reconstruction to widen the existing roadway embankment Uo=degree of consolidation of the original
on poor foundation soils; prefabricated vertical drains and embankment at the beginning of the widening
geo-textile reinforcement were used. process; and
Ut=degree of consolidation of the new embankment at
There is limited document related to the methodology the end of the widening construction.
widening of road in Indian condition. The latest standard
It was assumed that the maximum settlement of the new sub
for flexible pavement design, which is based on elastic
grade occurred on the shoulder, which could be expressed
layer theory. Very limited studies related to interaction of
as shown in Fig.1 (Xiaol in and Wei 2011).
new and existing embankments were carried out except
Section 405.4.1 of MORT&H 2013. S =S2-S1 (2)
1 HOD, PMG, Department, Email: swapan.bagui@ictonline.com
2 Dy. Manager } ICT(I) Pvt Ltd, New Delhi
JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023 5

PAPER NO. 723
Where, iv. Compact fills to a minimum dry density equal to or

greater than 95 percent of the maximum dry density
S2 and S1 are the settlements on the shoulder of the new achieved in the modified Proctor tests with the water
sub grade and at the central line of the old sub grade, content of the fill being-2 percent to +1 percent of the
respectively as shown in Fig.1. optimum moisture content obtained in the modified
Pavement Structure Proctor test.
v. When the width of the embankment widening is less

than the width of conventional compaction equipment,
it may be necessary to compact lifts wide enough to
accommodate the equipment.
vi. Consideration needs to be given to the permeability

of the existing embankment material and the material
to be used in the widening. If the permeability of the
new material is greater than the existing, then water
Fig.1 Differential Settlement
can infiltrate, which could lead to reductionin shear
strength of the material. Also, if the permeability is
Deschamp set. al. (1999) made the following
less than that of the existing material, then water may
recommendations for future embankment widening
become trapped within the embankment.
projects:
Benching system recommended by Indiana Department of
i. Remove existing vegetation and organic top soil to
Transportation is presented in Fig.3. They recommended
obtain an adequate construction joint between old and
3 m step and varying depth of rise for benching as shown in
new fill and to eliminate the potential for weak seams
Fig.3. Depth of rise depends on the existing slope. Depth
to develop because of decomposition.
of rise will be 1.5 m if existing slope is 2:1 (H:V)
ii. Construct benches in existing slopes to provide a good
construction joint between old and new fill and provide
a horizontal surface upon which adequate compaction
of the lift scan be achieved. A 3 meters bench should
be proved on all slopes steeper than 4V:1H.
iii. Embankments built with higher plasticity soils should

be constructed at flatter slopes to provide adequate
margins of safety. Recommended slope inclinations
for given plasticity indices are provided in Fig.2.
Fig.3 Recommended Benching for Road Widening
Limited document is available in Indian Technical

Specification and same is presented here in. When an existing
embankment and/or sub-grade is to be widened and its slopes
are steeper than 1 vertical on 4 horizontal, continuous horizontal
benches, each at least 300 mm wide, shall be cut into the old
slope for ensuring adequate bond with the fresh embankment/
subgrade material to be added. The material obtained from
cutting of benches could be utilized in the widening of the
embankment/subgrade. However, when the existing slope
against which the fresh material is to be placed is flatter than
Fig.2 Recommended Slope as a Function of Plasticity 1 vertical on 4 horizontal, the slope surface may only be
Index ploughed or scarified instead of resorting to benching. Where
6 JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023

PAPER NO. 723
the width of the widened portions is insufficient to permit the Table 1 Soil Properties and Factor of Safety
use of conventional rollers, compaction shall be carried out
Sr. PI Slope C FOS
with the help of light weight vibratory roller, double drum No.
PI
Range (H:V) (t/m2)
φ0 γ(t/m3) FOS
Requirement
walk behind roller, vibratory plate compactor or vibratory
1 20 5-20 2.00 2.25 13.52 1.90 2.22
tamper or any other appropriate equipment approved by the
2 25 20-25 2.25 2.865 11.08 1.79 2.64
Engineer. End dumping of material from trucks for widening
3 35 25-35 2.50 3.465 8.64 1.70 3.32
operations shall be avoided except in difficult circumstances
4 45 35-45 2.75 4.08 7.02 1.64 4.01 1.4 as per
when the extra width is too narrow to permit the movement Table 3.1 of
of any other types of hauling equipment. (Source MoRT&H 5 55 45-55 3.00 4.68 5.40 1.58 4.51
IRC:75-2015
Sub-section 305.4.1 2013) 6 70 55-70 3.25 5.595 3.78 1.52 5.38
7 85 70-85 3.50 6.51 2.98 1.49 6.64
2. OBJECTIVE AND SCOPE 8 100 85-100 3.75 6.75 2.00 1.45 7.96
Past studies/practices of embankment widening is presented Case 2 Benching Requirement for Embankment Widening
in previous section “Introduction”. The Consultants proposed
It is found from Fig.3 that 3 m step with varying rise is
some cross sections for embankment widening but it is not
proposed for widening of embankment for construction
followed always at the time of construction. It is observed
easiness. This embankment was constructed more than
from several widening projects in India that embankment is
20 years ago. Hence, it can be concluded that the existing
cut vertically and widening work started forming a single
embankment is more stable and least disturbance is better
vertical joint between old and new pavement. This causes
option. Hence stability analysis has been carried out taking
differential deformation between old and new embankment
different rises i.e., varying rise from 0.20 m to1.5 m for an
and formation of longitudinal crack in pavement layer after
embankment height of 5.0 m for slope ratio 2:1(H:V) using
construction of pavement layers. Therefore, there is a need
soil properties as mentioned in Table 2. Factor of Safety
of preparation guideline for embankment widening. Based
(FoS) is also determined and presented in Fig.4. Fig.4 shows
on this objective and needs of present research, following
that FoS is more than 1.3 and slopes are stable slopes.
scopes of present research works are identified.
i. Verification of proposed slope as mentioned in Table 2 Soil Properties
Fig.2 based on PI/available soil properties. Properties of Fill Material C(t/m2) φ0 γ(t/m3)
ii. Verification of benching (step and rise) mentioned Widening Soil 1.50 19.00 1.80
in Fig.3 and requirement of modification based on Existing Soil 2.00 15.00 2.05
factor of safety in stability analysis.
iii. Causes of longitudinal joint formation in pavement
on the joint of old pavement and new pavement.
iv. Causes of failure of High Embankment
v. Recommendation of widening scheme.
A few case studies are carried to verify these scopes and
presented herein.
3. DIFFERENT CASE STUDIES
Case 1 Side Slope Study
Fig.4 Rise Vs Factor of Safety
Different slopes are proposed in Fig.2 based on the property
of Plasticity Index. Required soil properties (PI, C, φ and γ) Case 3 Failure Mode and Design State
are collected and stability analysis has been carried for The project road has been widening to two lanes with
a typical section of 5.0 m embankment height and factor shoulder. Bituminous layers of existing pavement have
of safety is determined for various slopes. All test results been removed and new WMM and GSB are provided on the
and FOS are presented in Table 1. Slopes are stable slope. existing pavement and widen. Based on initial observation,
Hence, it can be concluded that the proposed slope may be it is observed that cracks are appeared at joint failure
recommended based on the soil properties of borrow area. between existing and widening portion and longitudinal

PAPER NO. 723
cracks are appeared but it is noticed at a few locations Table 3 Differential Settlement (mm)
only. This cracks occurred due to improper construction of Old
vertical joint between existing road and widening portion. Description New Pavement
Pavement
Proper stepping was not maintained during constructions, E Value of Subgrade (MPa) 99 77 72 66
settlement/movement occurred. Box cutting was used in Deformation at bottom of 0.29 0.36 0.38 0.40
place of benching as informed by the contractor. It caused Asphalt(mm)
longitudinal movement. Typical Longitudinal crack is Deformation at Top of Subgrade (mm) 0.20 0.25 0.27 0.29
shown in Photo 1 and core was taken on the cracked Differential Settlement at - 0.07 0.09 0.11
section. Full depth crack is noticed as shown Photo 2. Bottom of Asphalt (mm)
Differential Settlement at Top of - 0.05 0.07 0.09
Subgrade (mm)
From Table 3, it can be concluded that due to differential

settlement, full depth crack is noticed as found from
core investigation as shown in Fig.6.Finally differential
settlement will be more considering new embankment and
old embankment.
Shear cracking usually relates to the slippage of the newly

built sub grade along the interface for vertical cutting/inclined
slope as shown in Fig.1. The design state corresponding to
this mode is that the shear stress on the interface must be
Photo 1 Typical Longitudinal Crack Parallel to Centre
smaller than the shear strength. The failure is caused mainly
Line between km 44 and km 47
by the slippage of the newly built sub grade, which can be
A typical photograph of core is shown in Photo 2. Design avoided by stability analysis. Bottom-up cracking, as shown
traffic is 5MSA; however, it was design for design traffic in Photo 1 and Photo 2, which is similar to that of newly
of 20 MSA as per Codal requirement of IRC:SP:73-2018. built pavement, but part of the tensile stress is induced by
differentiable formation at the top of the new embankment.
Top-down cracking, as shown in Fig.5 is a special failure
mode that occurs in highway widening as opposed to new
construction for the case of semi-rigid pavement.
Fig.5 Typical Benching Diagram

Photo 2 Full Depth Crack at km 37+610 (LHS) (Axis of Symmetry)
Pit investigation carried out on the widening section 4. CAUSES OF FAILURE OF HIGH EMBANK-
and old road. Compaction of subgrade determined and MENT
CBR is determined from establishing CBR Vs Level of It is observed that high embankment is constructed using
Compaction. It is found from field and laboratory test non-plastic soil or soil with low Plasticity with C= 0.5 t/m2 or
results that CBR of sub grade of existing pavement is 15% 0 with φ value 28-320 or more value. In this case C value is
whereas CBR of widening sub grade varies from 8% to apparent value which will be diminished with time and loss of
10 %.An analysis was carried out using IIT Pave Software moisture. In this case conventional Methods like Slip circle,
and maximum displacement values are determined and Bishop and other methods are not applicable and slope stability
presented in Table 3. analysis using these method will be carried out as per Section

PAPER NO. 723
3.4 of IRC:75-2015 and 250-300 mm thick clay cladding layer instability may result in shear stress at the interface
with treatment as recommended in Section 7.0 and Sub Section between the existing sub grade and the widened part,
5.1 of IRC:56-2011 or 3-D Mat geo-cell shall be provided. which can be prevented by replacing the old sub grade
or by reinforcement. Differential deformation is the main
Slope portion of embankment is not compacted properly and
source of pavement cracking due to the additional bending
loose material is dumping and slope protecting is carried out
stress; the way to avoid the cracking is to restrain the
on this loose soil. Slope protection is removed after 2-5 years
non-uniform deformation. Limited works have been
of construction and high embankment slope failure occurred.
carried out on this present research work and based on this
5. RECOMMENDATION AND CONCLUSION study following conclusions may be drawn:
i. Slope of embankment may be finalized based on
From this study, it is found that formation of longitudinal
Plasticity Index (PI) properties soil .Slope mentioned
crack is major distresses along the joint of new
in Fig.2 or Table 1 may be followed as a preliminary
embankment and old embankment. This is caused due to
guideline and same will be finalized using stability
formation of improper benching between new joint and
analysis with software.
old joint as information gathered from Case Study 3 and
ii. It is found from Fig.4 that factor of safety decreases
require proper benching treatment. This can be controlled
with increasing benching. Hence proposed benching
by providing proper joint/benching/geotextile/geo-fabric.
should be minimized.
0.3-0.6 m geo-fabric can be provided along the joint to
iii. Benching is an important aspect and a minimum
reduce longitudinal crack
0.20-0.25 m benching should be considered for
Slope of embankment depends on plasticity index of embankment widening to avoid disturbance of
borrow/fill material. Fig.2/Table 1 can be used to finalize existing old stable slope.
slope of the embankment. iv. For high embankment, it is suggested to avoid
Stability analysis has been carried varying rise of to use non-plastic soil and soil with PI value less
embankment 0.20-1.5 m and factor of safety decreases than 5-. Silty sand, silt, fine sand shall be used
with increasing rise as shown in Fig.4. Hence, it is high embankment and design shall be carried
suggested to provide minimum benching (Rise 0.20-0.5). out as per Section 3.4 of IRC:75-2015 along with
It will produce more stable embankment as mentioned 3 m proper erosion protection measure as mentioned in
step and varying rise. Generally existing slope is in ratio Sections 7.0 and 5.1 of IRC:56-2011.
of 2:1 (H:V). For the case of 3 m step, rise is 1.5m and v. Field density test shall be carried out sloping surface
it is difficult to cut whereas 0.20 m - 0.25 m rise can be edge during construction layer by layer.
constructed using grader blade. Existing embankment was
ACKNOWLEDGEMENT
constructed 10-20 years ago and hence, this is more stable.
This shall be disturbed least. Hence, it is proposed to use The Authors are thankful of Intercontinental Consultants
0.20-0.25 m benching in place of a single vertical cutting. &Technocrats Pvt. Ltd, New Delhi, India for assisting
preparation of the document and CAD Technician, Development
In embankment slope, PI is one of the factors. For high
Design Consultants, Bangladesh for preparation of Drawing.
embankment, PI shall be minimum value of 5 or more and
PI less than 5 will be considered as cohesion less/non- REFERENCES
plastic soil and embankment slope will be finalized based
on Section 3.6 of IRC:75-2015 and stability analysis is not 1. Ji, R., Y. Zhang, and J. Song. Treatments for Highway Widening
required. Clay cladding layer of 50 cm shall be provided Engineering on Soft Foundation. East China Highway, Vol. 5,
2002, pp. 25–29.
for the protection embankment material.
2. Xiaolin Wengand Wei Wang (2011). “Influence of differential
Compaction test shall be carried on slope portion to avoid failure settlement on pavement structure of widened roads based on large-
of embankment. It is suggested to conduct FDD Test per 200 m2 scale model test”. Journal of Rock Mechanics and Geotechnical
sloping area of the embankment to ensure minimum compaction Engineering. 2011, 3 (1): 90–96
level 95 % MMD as obtained from modified proctor test. 3. Deschamps, R., C. Hynes, and P. Bourdeau (2011) Embankment
Widening Design Guidelines and Construction Procedures,
6. CONCLUSION FHWA/IN/JTRP-99/4, Joint Transportation Research Program,
West Lafayette, IN, 1999.
The distresses presented in highway widening are caused 5. Richard J. Deschamps Christopher S. Hynes and Philippe Bourdeau
mainly by differential deformation at the top of the sub (1999). Embankment Widening Design Guidelines and Construction
grade or the instability of the widened sugared. This Procedures, Joint Transportation Research Program, FHWA/In/JTRP-99/4

PAPER NO. 724
ENGINEERED CEMENTITIOUS COMPOSITE CONCRETE– AS A

DURABLE PAVEMENT OVERLAY MATERIAL
Pankaj Goel1 Rakesh Kumar2 Bishwajit Bhattacharjee3
ABSTRACT
Concrete pavement overlay is used for the repair, rehabilitation and upgradation of existing distressed roads, such as city
roads, airport runways, highways and bridge-deck slabs. The concrete, which is used in the construction of pavement overlay
is commonly known as paving-grade concrete. The performance requirements for paving-grade concrete differ from that of
a typical concrete mix used in building construction because they undergo flexural fatigue loads caused by traffic movement
and environmental changes, faster drying shrinkage, surface abrasion loss and impact loadings. Engineered Cementitious
Composite Concrete (ECCC) is a type of cement composite that is reinforced with a small volume of fibers (2% or less by
volume) yet exhibits ductile behaviour, deflection-hardening response, multiple-fine cracking with a high ultimate strain.The
development of hybrid fiber-reinforced concrete composite has emerged as a promising advancement in the production of
ECCC. The presentstudy discusses an ECCC mix containing a hybrid combination of micro polypropylene fiber and macro
hooked-end steel fiber. The results demonstrate significant improvement in ductility, flexural characteristics, impact resistance
and durability characteristics such as drying shrinkage and abrasion resistance. This hybrid fiber-reinforced material
substantially enhances the overall performance of concrete overlays. The ECCC mix demonstrated an ultimate tensile strain
capacity of more than 1200µm, an improvement of up to 7-fold in toughness indices, 36-67 units in residual strength factors
and up to 21-fold in impact resistance. Further, a significant reduction in drying shrinkage and abrasion losswas also noted
in the ECCC mix. The study finally suggests that an ECCC mix with enhanced features related to road infrastructure can be
manufactured and adopted as a sustainable means for concrete overlays.
1. INTRODUCTION The Indian government is promoting the construction of

cement concrete roads under various initiatives such as
Rigid pavement overlay is used for repair, rehabilitation Bharatmala pariyojna, access-controlled expressways,
and upgradation applications for the capacity enhancement dedicated economic corridors, elevated roads and city-ring
of the structures such as highways, expressways, inter-state roads to alleviate traffic congestion in cities,village roads
roads, city roads, airport runways and bridge-deck slabs. under PMGSY, Member of Parliament (MP) and Member
With the experience of overall technical benefits, low life- of Legislative Assembly (MLA) funds. Consequently,
cycle cost and more sustainable capabilities with a little to thousands of kilometres of concrete roads are being
no maintenance cost required for the first one to two decades constructed annually. Despite utilizing the best available
after construction, the concrete pavements have been proven construction techniques, materials and experts, various
to be far superior under heavy truck loads with high traffic types of pre-matured distresses on concrete pavements
density in comparison with the bituminous pavement[1-2]. have been/are being observed. Moreover, the repair,
rehabilitation and reconstruction of concrete pavements
1 Sr. Technical Officer, Email: pankajgoel.goel4@gmail.com
2 Chief Scientist and Head, } Rigid Pavement Division, CSIR-CRRI, New Delhi
3 Emeritus Professor, Civil Engineering Department, IIT New Delhi,

PAPER NO. 724
are more complex, painful and costlier than bituminous specific properties beyond a particular benefit achieved
pavement[3-4]. by using a single type of fiber alone due to their synergic
response. Several researchers[8-23] have explored using various
The performance criteria of a pavement concrete differs hybrid combinations of fibers (at a dosage of less than 2%)
from a conventional concrete used in building construction in normal to high-strength concrete mixes. For instance, the
since the design of concrete pavement is mainly governed combination of steel and basalt fiber exhibited deflection-
by the flexural behaviour of concrete under given dynamic hardening behaviour, whereas the hybrid combination of steel
traffic and environmental cyclic loading conditions. Under and polypropylene fiber demonstrated deflection-softening
such types of loadings, the large exposed surface area of behaviour[8].
concrete pavement makes it more susceptible to developing
premature cracking due to shrinkage. Additionally, concrete Additionally, the inclusion of steel fiber along with basalt or
pavements endure the rolling effects of braking, skidding, polypropylene (PP) fiber exhibited significant enhancement
accelerating and sliding of vehicle tyres, resulting in the in strength properties (excluding compressive strength)
abrasion of the pavement surface. Therefore, it is essential and toughness[8]. For the normal to high-strength concrete
to uphold the necessary level of friction between the vehicle mixes, the hybridization of steel and polypropylene fiber
tyres and the surface of the pavement to ensure optimal resulted in improved flexural strength, flexural toughness
functionality and safety for the vehicles travelling on the and residual strength factor by 6-80%, 3-19-folds, and
road. In addition, dynamic loading becomes more noticeable 30-112 respectively[8-11]. The combination of steel and
when traffic moves over the pavement with surface defects polypropylene fiber did not have a significant impacton
such as joint faults and unevenness due to cracks and humps. the compressive and split tensile strength[8, 9-12]. In a hybrid
This type of loading results inan impact force that can system, the control of macro crack formation relies on the
accelerate the deterioration of the pavement slab. Although, inclusion of high-modulus steel fiber[9-12]. The combination
the design of rigid pavements does not take in to account of steel and polypropylene fiber results in significant
post-cracking behaviour or surface properties, these factors improvements in the stiffness, tension and crack width[13].
play a critical role in maintaining the integrity of the cracked The hybridization of micro PVA (polyvinyl alcohol) and
concrete slab. They help slow down the rate of deterioration steel fibers in a concrete system considerably reduced drying
and effectively manage the propagation of reflective cracks. shrinkage, while a combination of PVA, steel, and nylon
fibers further reduced the restrained shrinkage cracks[14].
Over the past few decades, many efforts have been made The toughness significantly increased by combining steel
to extend the lifespan and performance of concrete pavement fiber of different diameters and partially replacing a large-
while delaying the need for rehabilitation or reconstruction. diameter fiber with a small diameter of equal length[15]. The
One approach that has been employed to enhance the desired shape of the load-deflection curve is exclusively governed
properties of concrete in both fresh and hardened states is by the type of macro fiber, although the inclusion of micro-
the alteration of its internal structure. This is achieved by steel fiber affects the post-peak flexural behaviour of the
incorporating various materials such as nano particles, micro- composite[16]. By combining steel fibers of different lengths,
particles, structural fibers and their combinations into the the short fibers increase the initial fracture toughness, and
concrete matrix, in addition to its essential ingredients like the long fibers enhance the unstable fracture toughness[17].
cement, aggregates and water[5]. Engineered Cementitious In a hybrid system that combines PVA and macro steel fiber,
Concrete (ECC) is a type of cement composite that is micro PVA fiber serves as micro reinforcement, while macro
reinforced with a small volume of fibers (2% or less by steel fiber serves as macro reinforcement. This combination
volume) yet exhibits ductile behaviour, deflection-hardening promotes flexural-hardening behaviour[18]. Another study on
response, multiple-fine cracking with a high ultimate a hybrid system of PVA and steel fiber (micro and macro)
strain[6]. This increased ductility of the ECC mix effectively found that in such a system, macro fibers are more prone
minimise or eliminates the occurrence of reflective cracking,
to breaking compared to the concrete system consisting
a major cause of premature overlay failure, thus improving
of macro fibers alone because the presence of microfibers
durability and reducing maintenance costs throughout its
(PVA and steel) increased the pull-out resistance[19].
life cycle[7]. Different types of fibers may be added to the
concrete composite to enhance only some specific properties, 1.1 Research Significance
depending on their characteristics such as material, type
and features etc. Combining two or more fibers to form a From a sustainability point of view, it is important for
hybrid material for an ECC mix has the potential to enhance a concrete overlay to provide a cost-effective solution

PAPER NO. 724
without compromising the desired improvements in the Table 1 Properties of Cement

structural and functional performance criteria. The current Values Normal IST FST 28-day Average
study aims to investigate the potential of using an ECCC Consistency (Min.) (Min.) Compressive
mix with hybrid fiber reinforcement for constructing a (%) Strength (MPa)
long-lasting, sustainable concrete pavement. Additionally, Measured 29 129 223 55
the study explores the application of this mix as a durable Permissible 28-32 > 30 < 600 > 43
overlay material for distressed concrete roads. (IS 8112-2013)
2. EXPERIMENTAL PROGRAM Table 2 Important Properties of Silica-Fume

(Reported by Manufacturer)
The materials’ characteristics (viz., physical and
Property Value Permissible Limit
mechanical properties), mix proportions, specimen
Retained on 45µ Sieve, % 0.7 <10 (IS-15388:2017)
preparation and test methods used to determine the fresh
Specific Surface Area (SSA), 20000 >15000 (IS-15388:2017)
state properties (fresh density and workability in terms of
m2/kg
compacting factor) and hardened state properties (strength
Sp. Gravity 2.2 -
properties) of the paving grade concrete are discussed
Silica (SiO2), % 94 > 85 (ASTM C 1240-15)
here. Further, the durability characteristics (in terms of
drying shrinkage, abrasion resistance, flexural toughness Loss of Ingestion, % 2.4 < 6 (ASTM C 1240-15)
and impact resistance) have also been discussed.
2.1. Materials
43-Grade Ordinary Portland Cement, complying with

the specifications outlined in IS-8112:2013[20] and dry
silica-fume powder, conforming to ASTM C1240-2005[21]
and important properties as listed in Table 1 to Table 2,
respectively, were utilized in this study. A Class ‘F’ type fly
ash with per cent retained on a 45µ sieve - 38, lime reactivity-5
MPa, Sp. Gravity – 2.25 and loss of ignition – 2%, which was
in accordance with ASTM C618-19[22] and IS-1727-1967[23],
was used. 10 mm nominal maximum size graded aggregate Fig.1 Combined Gradation of All-in-aggregates,
(m.s.a.) of crushed quartzite was used as a coarse aggregate including LL and UL
to manufacture the concrete mixes. The fine aggregate used
Table 3 Fibers and Their Important Properties
in the study was reddish land quarried double-washed sand
with a Fineness Modulus of 2.15. The coarse aggregate had Properties Steel Fiber Polypropylene Fiber
a specific gravity of 2.77, while the fine aggregate had a Geometry Hooked-end Monofilament
specific gravity of 2.58, and their respective water absorption Length, L, mm 35 Maximum 6
values were 0.66 and 1.13%. The coarse aggregate’s impact, Diameter, D, mm 0.55 0.018
abrasion and crushing values were determined as per IS- Aspect ratio (AR), L/D 65 ≤333
2386:1963[24] and met the requirement of IS-383:1970[25], with Specific Surface Area 5140 2446000
values of 10%, 20% and 20% respectively. Fig. 1 presents the (SSA), cm2/kg
combined gradation of the all-in-aggregate, including upper Tensile Strength, MPa 1345 400
and lower limits of percentage passing as per IRC:SP:46[26]. Modulus of Elasticity, GPa 210 2.25
Photo 1 displays the images of the fibers employed, while
Sp. Gravity 7.86 0.91
Table 3 presents the important physical properties associated
2.2 Mix Design
with them. Potable water available in CSIR-CRRI (Central
Road Research Institute), located in New Delhi, was utilized The efficacy of the ECC Concrete mix depends on the
to manufacture and cure the concrete samples, adhering to bond of the fibers with the matrix. Therefore, the mix
the specifications outlined in IS 456-2000[27]. A PCE-based design methodology was developed by considering the
superplasticizer was used to achieve the desired performance factors affecting the mix proportion and performance of
in the ECCC mix. fiber-reinforced concrete, guidelines and recommendations

PAPER NO. 724
. In this study, a control concrete of 6.2 MPa

[26,28-29]
Table 4 Concrete Mix Proportions
characteristic flexural strength at 28- days, was converted Wt., kg (per/m3of concrete)
into ECCC mix. In accordance with the recommendation Ingredients
Control Concrete ECCC
of IRC:44-2017[30], the standard deviation was taken as Cement 415 415
0.4 MPa for this particular study. The optimized dosage Fly-ash 12.5 12.5
of polypropylene fiber for a reduction of 25% in drying Silica-fume 15 15
shrinkage and abrasion loss was 0.1% (volumetric fraction), Sand 879 879
which was mixed with the optimized dosage of steel fiber 10 mm Coarse Aggregate 975 975
(0.5%, volumetric fraction) for a minimum enhancement of Water 151 151
15% in flexural strength compared tothe control concrete SP, % by Weight of Cement 1% 1%
mix[12,31]. Table 4 presents the mix proportion used to cast Hooked-End Steel Fiber, - 0.5% (volumetric
the concrete mixes. 3D fraction)
PolypropyleneFiber - 0.1% (volumetric
(Monofilament), M6 fraction)
Paste Content, % 30 30
Mortar Content,% 64 64
Aggregate Content above 36 36
4.75 mm, %
3. RESULTS AND DISCUSSION
3.1 Green State Properties of Concrete

(a) (b) The fresh density and compacting factor value of the
Photo 1 Types of Fiber used (a) Micro Polypropylene paving–grade concrete mixes were determined using the
(b) Macro Steel standard test procdure, and the average results of threetests
are presented in Table 5. The data indicate that the inclusion
2.3 Sample Preparation and Testing of hybrid fiber in the concrete mix marginally increases the
density of fresh concrete (up to ≈1.49%)compared to control
Standard concrete specimens were cast to assess the fresh, concrete, primarily due to the presence of high-density steel
hardened, and durability properties. The workability fiber. The compacting factor value was utilized to assess
of pavement concrete mixes was determined using the workability of concrete mixes, as most of the concrete
the compacting factor test, following the standard test overlays are constructed using slip-form paver that requires
procedure described in IS:1199-1959[32]. The compressive, low slump concrete (with a slump value of less than 30 mm).
flexural and split tensile strength of concrete was Table 5 demonstrates that the inclusion of hybrid fiber in
determined by conducting tests on cubes (150 mm size), concrete results in a significant reduction in its workability.
beams (100 mm x 100 mm x 500 mm) and cylinders This reduction in workability is caused by the polypropylene
fiber’s high aspect ratio, which creates a net-like structure in
(150 mm x 300 mm) at different test ages, in accordance
the concrete matrix, consequently restraining its flow and
with the guidelines provided in IS:516-2000[33]
segregation. Additionally, the high specific surface area
and IS:5816-1970[34]. The durability properties of of the fiber increases the paste’s viscosity, which further
concrete mixes, including drying shrinkage of beams reduces the workability of the concrete composite. Despite
(75 mm x 75 mm x 285 mm), abrasion loss of slabs this decrease in workability when the concrete is static, it
(500 mm x 500 mm x 100 mm) and impact resistance responds well to vibrations. Specifically, when vibrations
of cylinders (150 mm x 64 mm), were determined at are applied to the concrete mixes, the stiffening effect of
28-days using the standard test procedures outlined in fibers disappears.
IS-1199:1959[32], ASTM C 779[35] and ACI 544.2R[36],
respectively. The flexural toughness of beams 3.2 Hardened State Properties
(100 mm x 100 mm x 500 mm) was determined at 28 days Various tests were conducted to evaluate the concrete
in accordance with ASTM C1018[37]. mixes’ strengths properties (i.e., compressive, flexural and

PAPER NO. 724
split tensile strength) and durability properties (including and polypropylene fiber as compared to the control concrete.
drying shrinkage, abrasion resistance, flexural toughness Photo 2 displays a typical failure pattern observed in the
and impact resistance). The results of these tests are control and ECC concrete mix after conducting the split
discussed below. tensile strength test. It reveals a sudden brittle failure in the
control concrete, where two parts are completely separated.
Table 5 Green State Properties of Concrete Mixes
In contrast, the ECC concrete mix demonstrates a gradual
Fresh Density Compacting factor or less brittle behaviour, with two parts not fully separating.
Mix % Increase % Reduction as This phenomenon can be ascribed to the presence of hooked-
kg/
Details as Compared Value Compared to the end steel fibers, the bends of steel fibers act as hinges and
m3
with Control Control effectively bridge the macro cracks that develop in the ECC
Control concrete mix.Aa typical failure pattern observed in the
2552 0.95
Concrete control and ECC concrete mix after conducting the split
ECCC tensile strength test. It reveals a sudden brittle failure in the
2590 +1.49 0.71
(M6+3D) -25.3
control concrete, where two parts are completely separated.
3.2.1 Compressive Strength In contrast, the ECC concrete mix demonstrates a gradual
or less brittle behaviour, with two parts not fully separating.
Fig. 2 illustrates the development ofthe compressive This phenomenon can be ascribed to the presence of hooked-
strength exhibited by the concrete mixes. A similar end steel fibers, the bends of steel fibers act as hinges and
compressive strength at different test ages (±5%) is obvious effectively bridge the macro cracks that develop in the ECC
for both paving-grade concrete mixes. This reduction in concrete mix.
compressive strength in a few samples can be attributed
to the presence of voids caused by the inclusion of fibers,
which consequently weakens the bond between the fiber
and the concrete matrix. Similar observations have been
reported by other researchers[7-12].
Fig. 3 Development of Split Tensile Strength
Fig. 2 Development of Compressive Strength
3.2.2 Split tensile strength
The rigid pavements are specifically designed considering (a) Control Concrete Mix (b) ECC Concrete Mix
the flexural strength of concrete. However, in the AASHTO Photo 2 (a&b) Failure Pattern of Concrete Mixes
method of Pavement Mechanistic-Empirical (ME) design, Fig. 4 displays the ECC mix’s split tensile strength failure
the split tensile strength of concrete is utilizedas an essential graph (load vs time). The diagram illustrates that the
design input for the design of steel in the case of Jointed load-carrying capacity reduces rapidly immediately after the
Reinforced Concrete Pavement (JRCP) and Continuously occurrence of the first crack. However, due to the presence
Reinforced Concrete Pavement (CRCP). Fig. 3 presents of steel fiber within the concrete system, the cracked parts do
the development of split tensile strength exhibited by the not separate but continue to bear increasing loads. It implies
concrete mixes.There is a slight reduction (up to 5%) in the that the ECCC mix has a better potential to control cracking
split tensile strength of concrete with the inclusion of steel and shattering as compared to conventional concrete. The

PAPER NO. 724
exceptional ability of the ECCC mix to achieve this is 3.3 Durability Study
immensely advantageous in maintaining the integrity of the
fragmented concrete parts and prevents the further widening This study investigates several properties, including drying
of cracks in concrete pavement. shrinkage, abrasion loss and energy-absorbing capacity
assessed through impact resistance and flexural toughness.
3.3.1 Drying shrinkage
Table 6 presents the results of the drying shrinkage test.

The ECCC mix exhibited a significant reduction of 63%
in drying shrinkage compared tothe control concrete.
This reduction can be attributed to the presence of
low-modulus micro polypropylene fiber in the ECCC
mix. The polypropylene fiber, in contrast to steel fiber,
does not impose a constraining influence on concrete in
the initial phases of shrinkage.Nevertheless, when external
Fig. 4 Split Tensile Strength Failure Graph of ECC restraint is present, the micro polypropylene fibers in
Concrete the ECCC material also contribute to sharing the tensile
3.2.3 Flexural strength stresses generated during early-age shrinkage. Here, the
external restraint includes edge and end restraint to slab
Fig.7 illustrates flexural strength development for the due to adjacent structures such bridges, middle lane of three
control concrete and ECCC mix. The ECCC mix exhibited lanes carriageway, concrete slab placed directly on WMM
a significant improvement, ranging from13% to 25% as or WBM or DLC layer without separation layer and other
compared to the controlled concrete at different test ages. similar conditions. For the bridge deck slab, if the middle
The significant enhancement in flexural strength of the portion of the deck slab is to be overlaid. The placement
ECCC mix beyond 28-day is attributed to the increase in the of new concrete and existing concrete (old concrete) also
bond and matrix strength over time. Other researchers[16-20] creates external restraint that depends primarily on the
have also reported similar findings. Moreover, considering relative dimensions, stiffness, and modulus of elasticity
a reliability of 80% in flexural strength test results, which of the concrete the surrounding material.The ability of the
surpasses a 15% enhancement compared to control ECCC material to mitigate shrinkage is advantageous when
concrete, it becomes possible to either reduce the slab it comes to concrete pavements and bridge deck overlays,
thickness or significantly extend its designed service life. particularly in unfavourable weather conditions. The
unfavourable conditions during concrete pouring such as
It is to be noted that for the conventional concrete mixes, strong winds, high temperature, sudden temperature drop
a lucid increasing trend of splitting tensile strength and down etc. The effects of such unfavourable conditions can
flexural strength can be seen with the increase of test ages. be minimized using ECCC mix.
However, for a steel fibre reinforced specimens due to wall
effects, and non-uniform distribution of the fibres in many 3.3.2 Abrasion resistance
cases such a clear relationship is not obtained.
Table 6 presents the abrasion depth test results of
concrete mixes. It is evident that the ECCC mix exhibits a
noteworthy reduction of 26% in abrasion depth compared
to the control concrete. The reduction in abrasion depth can
be attributed to the light weight nature of the polypropylene
fiber, which facilitates its uniform distribution within the
concrete. Additionally, the inclusion of such low-modulus
polypropylene fiber discourages the development of large
capillaries formed by the migration of bleed water to the
surface. Consequently, this leads to the formation of superior
cover zone concrete with enhanced resistance to abrasion.
As a result, plastic settlement and abrasion loss of concrete
Fig. 5 Development of Flexural Strength with Test Ages composite are reduced.

PAPER NO. 724
Table 6 Drying Shrinkage and Abrasion Loss of

Concrete Mixes
Percentage
Properties Control Concrete ECCC Mix
Reduction
Drying 445 156 63%
Shrinkage Microstrain Microstrain
Abrasion Loss 0.42 mm 0.31 mm 26%
3.3.3 Impact resistance
This test offers valuable insights into the energy absorption (a) (b)
of the samples, providing both qualitative and quantitative Photo 3 Failure Pattern of (a) Control Concrete (b)
data by determining the number of impacts necessary to ECC Concrete
initiate the initial crack and reach the point of complete
3.3.4 Flexural toughness of concrete
failure. Fig. 6 illustrates the impact count required for the on
set of the first crack and the ultimate failure of the concrete This discussion focuses on the flexural toughness of
mixes. The findings indicate a significant improvement in the control and ECCC concrete mix, considering their
the performance of the ECCC samples. In particular, the load-deflection curve behaviour, toughness indicesand
number of impacts required to initiate the initial crack is residual strength factors.
18 times greater compared to the control concrete, while
3.3.4.1 Load-deflection curve and flexural toughness
the ECCC samples require 22 times more impacts to reach
the point of ultimate cracking. Fig. 7 illustrates the load-deflection curve of the concrete
mixes investigated in the study. It shows that the control
Photo 3 presents a typical failure pattern of the control and
concrete demonstrates a deflection-softening behaviour,
ECC concrete mix. Photo 3 (a) demonstrates that the control
while the ECCC mix displays a deflection-hardening
concrete samples typically split into two or three pieces
behaviour. The deflection-hardening behaviour of the
immediately after the initial crack formation. On the other
ECCC mix enables the achievement of multiple cracking
hand, the inclusion of steel fiber in the ECCC mix prevents
with a reduced crack width. Such a behaviour of ECCC
the separation of disintegrated parts; even multiple cracks
mix can only be achieved through the inclusion of a
were observed on the surface of the ECCC test specimens
high dosage of high-modulus structural fiber or a hybrid
Photo 3 (b). This notable improvement in impact resistance
combination of structural and non-structural fibers through
of the ECCC material proves to be highly advantageous for
synergic response[38].
concrete pavements and bridge deck overlays that may have
various types of surface defects on the pavement surface Flexural toughness is an important parameter that quantifies
a material’s capacity to absorb energy and resist fracture
under dynamic loads or impacts. It is commonly expressed
in terms of toughness indices. These indices, namely I5, I10
and I20, are determined by calculating the ratio of energy
absorbed at a specific multiple of first crack deflection
to the energy consumed until the first crack occurs[37].
Fig. 8 presents the toughness indices for both the concrete
mixes investigated in the study. It is evident that the
ECCC mix significantly enhances the toughness indices
(up to 7.5-fold) as compared to the control concrete. It
was further observed that the presence of steel fiber in
the composite concrete mainly governs the enhancement
Fig. 6. Impact Blows vs Concrete Mixes in toughness indices. Such enhanced toughness properties

PAPER NO. 724
of the ECCC mixare highly beneficial for pavements and

bridge deck overlays. The presence of steel fiber within
the ECCC matrix enables it to retain its structural integrity
even after cracking occurs. Utilizing such material with
energy-absorbing capabilities in cracked concrete slabs,
the risk of rapid deterioration of the cracked concrete slabs
is effectively mitigated.
3.3.4.2. Residual strength factors
The residual strength factors (R5-10 and R10-20)

represent post-crack behaviour values determined in
accordance with ASTM C1018[37]. The results of residual Fig. 9 Residual Strength Factor vs Concrete Mixes
strength factors for the concrete mixes are presented in
Fig.9. It is evident that the ECCC mix shows significant 5. CONCLUSIONS
improvement (36 - 67 units) in residual strength factors Paving-grade concrete mixes with enhanced features for a long-
compared to the control concrete. These enhanced residual lasting and maintenance-free performance for minimizing the
strength properties of the ECCC material are highly repairing, rehabilitation and reconstruction expenses is a need
beneficial in structures that are subjected to dynamic loads, in the era of sustainable development and circular economy.
such as highways, airfield pavements and bridge deck Based on the conducted experiments and analysis of the
overlays, which are likely to be subjected to heavy truck obtained results, the following conclusions emerge:
loads with high traffic density.
i. The flexural strength of the ECCC mix is enhanced
by 13-24% compared to the control concrete mix.
ii. The ECCC mix exhibits a significant decrease in
drying shrinkage (by 60%) and abrasion loss (by
26%) in comparison to the control concrete.
iii. The impact resistance of the ECCC mix is
significantly higher, ranging from 17-fold to 21-
fold, compared to the control concrete.
iv. The load-deflection curve behaviour of the ECCC
mix exhibits adeflection-hardening behaviour, leading
to a significant improvement in flexural toughness
performance criteria such as toughness indices (up to
Fig.7 Load-Deflection Curve vs Concrete Mixes 7.5-fold) and residual strength factors (36- 67 units).
v. The study concludes that the ECCC mix is an ideal
overlay material for pavement and bridge deck slabs
due to its enhanced features, including strength and
durability (in terms of drying shrinkage, abrasion
resistance, flexural behaviour and impact resistance).
ACKNOWLEDGEMENT
The authors sincerely thanks to Director CRRI, for granting

permission to publish the work conducted under the In-
house research project OLP-0556. They also acknowledge
the valuable supportand assistance provided by the
Fig. 8 Toughness Indices vs Concrete Mixes laboratory staff of the Rigid Pavement Division.

PAPER NO. 724
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PAPER NO. 725
724
APPLICATION OF ASSET MANAGEMENT SYSTEM FOR EFFICIENT AND

COST-EFFECTIVE ROAD MAINTENANCE
Vivek C Nawle1
ABSTRACT
According to the World Bank, road networks often carry more than 80% of a country’s total passenger-km and over 50% of
its freight ton-km. Efficient maintenance of road networks is therefore highly important. This process is highly dependent on
the availability of adequate and real-time pavement condition data. However, the current practice for collecting and analyzing
such data is 99% manual[1]. Secondly, the data which is available is not in real-time and is difficult to analyse. Road asset
management system which essentially consists of real-time data collection, assessing and based on the results of such analysis,
deciding for maintenance, repair, and/or replacement to have efficient and cost-effective road maintenance. The application
of an Asset Management System will be a logical tool that will help the authorities while planning and sanctioning the various
road maintenance programs. It will assist authorities and decision-makers in maintaining the deteriorating pavement assets
with optimized budget allocation
1. INTRODUCTION The term Asset Management in a simple way can be

defined as a systematic process of developing, operating,
Road infrastructure is considered to be the backbone of the maintaining, upgrading, and disposing of assets most
nation’s economy[2]. Investment in roads has two intriguing cost-effectively. An asset management approach is an
dimensions: it improves the economy, while it is also an endeavour to integrate engineering, planning, finance, and
expensive process. Due to budgetary constraints, road information database management in the decision-making
maintenance activities are often postponed/delayed. Also, process to get productive results. The main concept of road
the delayed maintenance activities coupled with a drastic asset management is to provide various strategies that are
increase in the traffic loading along with indeterminable fruitful to decision-makers with sufficient data related to
climatic and environmental conditions not only lead to the present condition of roads, future predictions regarding
major structural and functional deterioration of pavement their deterioration, and the estimated value of the road
systems well before the end of their design lives but also asset. In developed countries like the United Kingdom,
exponentially increase the cost of maintenance operations. road asset management is a must at the government level.
Furthermore, if maintenance strategies are not accorded In countries like India, the huge road network is one of
within the design service life, it would simply result in the precious assets which is owned by the government.
the failure of a pavement structure necessitating major The agencies that are responsible for road management
rehabilitation/reconstruction, which is uneconomical[2]. must maintain, and preserve this road asset. However, at
Considering the above all aspects it is the need of the hour the same time, the funds and human resources required
to have a system in place that will take care of the above to manage the functions of road asset management are
parameters and will help the authorities for an efficient and scarce and must be managed effectively. The International
cost-effective road maintenance system. Infrastructure Maintenance Manual[3] states that the
1 Superintending Engineer, PWD Maharashtra, Email: nawle.vc@gmail.com

PAPER NO. 725
724
initial requirements for an asset management system are i. Seamlessly integrated system across all levels.
to know the existing assets, the status of their condition, ii. Services in real-time.
and the level of service they provide. Road condition iii. Electronic & cashless & faceless Financial
assessment is an essential task when designing, planning, transactions.
and determining the appropriate maintenance program iv. Leveraging GIS (Geographical Information
required since the latter is dependent on the former. The System).
Department for Transport and the Highways Agency[3] v. Adoption of Unique Work ID to facilitate
reports that road condition data is insufficient and gaps identification and authentication.
exist in the information collected. One of the reasons is the
lack of quality control of data collection. Based on a study 3. CREATION OF A UNIQUE ASSET CODE
funded by the National Cooperative Research Program[3], FOR THE ROAD SEGMENT
in the USA, only 35% of Departments of Transport have
protocols in place for road condition assessment. This has The roads in Maharashtra are classified as Expressways,
led to insufficient data collection of existing road networks, State Highway, Major District Road (MDR), Other District
and insufficient protocols for inspection and monitoring Road (ODR), and Village Road (VR). The MDR ODR and
of road networks. Therefore, the need for an efficient VR are district-specific and these roads start in the district
asset management system is required for sufficient road and also end within the district. However, Expressways
condition assessment, as well as improving the overall and Statehighways run through the many districts. It is
inspection and monitoring of road networks. found that if we consider each road length as one unit then
it becomes difficult to analyze the attributes related to
2. ASSET MANAGEMENT SYSTEM that road as we always require to analyze the road length
IMPLEMENTED IN PWD MAHARASHTRA pertaining to a taluka as a block, or district/s or region/s.
Therefore, each road is divided into segments and is termed
Public Works Department (PWD) Maharashtra has a as a road segment. Except first and last road segments, all
glorious history in the state of over 150 years. It is mainly other road segments start from the Taluka boundary and
entrusted with the construction and maintenance of roads, end at the Taluka boundary. A unique asset code is given to
bridges, and government buildings. If we want to classify each road segment as follows.
the major assets of PWD, it can be classified mainly into
three major categories namely,
i. Roads
ii. Bridges and
iii. Buildings
Currently, Maharashtra PWD has over 1,10,722 km of

road length, 34442 government buildings, and more than
12000 plus bridges. All these assets are maintained from
the annual budgetary provisions available. However,
the available grants are always insufficient considering
the number of assets that are required to be maintained Fig.1 Taluka Map of District Satara defining the Asset
and therefore it is very essential to manage these assets Code Concept
efficiently and in a cost-effective manner with available
financial resources. Though all three assets are equally The above figure consists of the district map of Satara. The
important, in this paper, the focus is limited to roads only. Major District Road no 06 is shown in the district map.
The above MDR 06 passes through four Talukas namely
While implementing the asset management system in Satara, Koregaon, Khatav, and Man. As per the concept
Maharashtra, the objectives of the Digital India Mission are of asset code above road is therefore divided into four
also kept in mind and accordingly the following objectives segments and each segment is given a unique asset code
are planned simultaneously. as below.

PAPER NO. 725
724
A Unique Road 5. PAVEMENT CONDITION INDEX (PCI)

Details
Asset Code
Pavement Condition Index is a straightforward, handy, and
01_21/MDR_06/ • This road segment pertains to Road
inexpensive way to monitor the condition of the surface of
Satara/01 Development Plan Plan 2001_2021.
the roads, identify maintenance and rehabilitation needs as
• The category of the road is MDR_06.
well as make sure that road maintenance expenses are spent
• It passes from Taluka Satara and
judiciously. In other words, it is a numerical rating for the
• this segment is the first road segment of
condition of road segments within the road network, where
MDR_06 from District Satara.
0 is the worst possible condition and 5 is the best.
01_21/MDR_06/ • This road segment pertains to Road
Koregaon/02 Development Plan Plan 2001_2021. PMGSY rightly quoted that automated equipment like
• The category of the road is MDR_06. Bump Integrator is perhaps a more accurate method but
• It passes from Taluka Koregaon and given the huge length of the network and the fact that the
• this segment is the Second road segment condition rating is used as a qualitative and relativistic
of MDR_06 from District Satara. parameter rather than as a quantitative parameter in the
01_21/MDR_06/ • This road segment pertains to Road context of the investment resource scarcity, simple and
Man/04 Development Plan Plan 2001_2021. low-cost methods may be used to initiate a Pavement
• The category of the road is MDR_06. Management System. Once the system stabilizes and the
• It passes from Taluka Man and utility of the condition rating becomes more important, it
• this segment is the fourth and last road may be appropriate to switch over to more intensive and
segment of MDR_06 from District accurate measurement methods. The same simple and
Satara. practically possible concept is used by PWD Maharashtra
As per the above concepts, all the roads in Maharashtra are while deciding the PCI of the road sub-segment.
divided into road segments, and the unique asset codes are
As per PMGSY norms Pavement Condition Index (PCI)
generated using software. As of today, there are 6278 road
based on Visual Inspection or Driving Speed or riding
segments in Maharashtra.
comfort, is already in use in many States. The same method
4. ASSIGNING THE ATTRIBUTES TO ROAD is applied and prioritization methodologies are developed
SUB-SEGMENTS for determining Upgradation as well as maintenance
priorities. The PCI index is defined as per the road surface
Once all the road segments are generated, the following condition as given below.
attributes are finalized to be collected in the first phase.
Table 1 PCI Index as per Road Surface Condition
As it is not possible to have the same attributes throughout
the length of each road segment, these road segments are Description of Surface Condition PCI
divided into sub-segments, and the attributes are collected Very Good 5
through a simple software module for each sub-segment. Good 4
The attributes that are collected are as below. Fair 3
Poor 2
i. Length of Road Very Poor 1
ii. Carriageway width
iii. Right of way (ROW) The task of assigning the attributes and the road surface
iv. Type of pavement condition was given to the Junior Engineers. The Junior
v. Surface Condition Engineer provided with a simple User Interface has entered the
vi. Authority (PWD/ZP/Local Body) data related to the attributes and the road surface condition and
vii. Village created a system-generated Strip Chart as shown in Annexure
viii. Population 1 and 2. The Project Management Information System (PMIS)
ix. Sanctioned work software designed by PWD Maharashtra gives the
x. Type of Soil i. PCI of each individual road segment
xi. Forest/ Non-Forest/ Tribal area. ii. PCI of the entire road length of an individual road
xii. Rainfall intensity iii. PCI of particular Taluka Road Length
xiii. PCU iv. PCI of particular District Road Length

PAPER NO. 725
724
v. PCI of particular Region Road Length i. Google Search: BEAMS MAHAKOSH

vi. PCI of the entire Maharashtra Road Length. ii. Budget Estimation, Allocation & Monitoring System
iii. MIS
The above PCI gives the analytical tool to compare the iv. PWD Works
performance of stakeholders at different levels. Being a v. PWD Asset Wise Report
system-generated report in real-time it has an excellent tool vi. Select Region / District/ Taluka
in the hands of top authorities to compare the efficiency vii. You will get the report as per Figure 2
and cost-effectiveness of the engineers at field levels. viii. Select Hyperlink of Road Asset Code: You will get
The following map of Maharashtra shows the system- the report as Figure no 4
generated average PCI report at District Level. ix. Select and work: You will get the report for that
particular work.
x. Click on bill number: You will get the photographs
with a geotag.
7. MIS REPORTS
Once the data of a particular road is assigned to the Road

Asset Code, the system creates a database of all the attributes.
Once the real-time database is ready for all the road asset
codes at the system level, the formulation of various MIS
reports is a very easy task and with the above database, one
can generate many more MIS reports. Maharashtra PWD
has developed a Project Management Information System
Fig. 2 System-generated PCI report of Maharashtra (PMIS), and with the help of the above module, it is easy
to identify the road segment that shall be considered for
6. LINKING OF PAYMENTS TO ROAD ASSET different treatments available for its maintenance, repairs,
CODE
and rehabilitation. Not only that it is possible to avoid
The core concept of the entire module is linking the sanctioning repeated work in the same chainage where we
payments made against any particular asset code. Whenever have already executed the work. The MIS report also gives
the Executive Engineer makes any payment, he has to first a comparison among the stakeholders at the field level and
select the asset code of the road, and then only the system can evaluate their performance and cost-effectiveness.
authorizes the payment of the contractor. To achieve this 8. SUMMARY
objective, all the asset codes are pushed to the Bill portal,
and the log of payment pertaining to each road segment is The road asset management system is the need of the hour
captured. The system-generated reports are as follows. when we work at organisational level and having road length
(Annexure 3) wherein, we get all the road segments from any more than 1,00,000 km length. Secondly it is not possible to
particular taluka we have selected. Here we selected Dhule as get analytical database when we collet the data in excel sheet
taluka. The table shows all the road segments in Taluka Dhule manually. The road asset management system makes us
along with their asset code and no of works sanctioned against available logical and real time tool which makes us easily reach
that particular asset. When we click the hyperlink at the asset to any road segment along with all its attributes. One also gets
code we get the details of all the works sanctioned against comparisons amongst different road segments and it becomes
that particular road segment as shown in Annexure 4 and 5 possible to identify where there is concentration of sanctioning
below. Now when we click the hyperlink of any particular of the work and where there is deficient and gap between
work, we get the entire details of that particular work. Not the different regions can be reduced to reduce the regional
only that when we click the bill number we get photos of the imbalance. The system also helped to avoid the duplication of
particular work executed at the site with a geo-tag. the work in same road segments as the asset code gives the
log of expenditure booked during the last six years. The above
The path of the above reports is as follows and is available system also brought the transparency which is the real benefit.
in the public domain.

PAPER NO. 725
724
REFERENCES (2020), Pavement asset management systems and

technologies: A review
1. Stefania C. Radopoulou, Ioannis Brilakis (2016),
3. Aakash Gupta et al (2018) Road Asset Management
Improving road asset condition monitoring
Using Pavement Performance Prediction Models
2. Naga Siva Pavani Peraka, Krishna Prapoorna Biligiri
ANNEXURES
( Annexure A: System-generated Strip Chart Showing all the attributes of road segment along with PCI)

24
PAPER NO. 725
724
JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023

( Annexure B: System-generated Strip Chart Showing all the attributes of road segment along with PCI)
PAPER NO. 725
724
( Annexure 3: System-generated Taluka-wise Road Asset Code Report )

26
PAPER NO. 725
724
JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023

( Annexure 4: System-generated workwise one-page note having all details and expenditure log)
INFORMATION
PAPER NO.SECTION
724
STUDY OF EXPANSIVE SOILS OF WESTERN RAJASTHAN
Dr. D.G.M. Purohit1 Ashok Mathur 2
ABSTRACT
Expansive soil is a type of clayey soil having montmorillonite clay mineral, which expanded when it comes in contact with
water and shrinks when the water evaporates. This type of soils are generally found in humid environments where expansive
problems occur with soils of high plasticity Index (Ip) or in arid or semi-a rid regions of the world where soils of even moderate
expansiveness can cause significant damage. A lot of damage occur on Highways and structures constructed on these type of
soils. A considerable area of Western Rajasthan including parts of Barmer, Jaisalmer, Jalore and Jodhpur is covered with
expansive soil.
The changes in properties and behaviour of soil may be due to change in moisture that may come from rain flooding, leaking
of water or sewer lines etc. swelling of soil leads to reduction in serviceability, emergence of cracks etc. which leads to collapse
of the structure. To achieve the economy and for proper performance of structures, it is necessary to improve the geotechnical
properties of expansive soil before construction in the areas having expansive soil.
1. INTRODUCTION floods, hurricanes, earthquakes, and tornadoes (Jones and

Holtz, 1973).
Expansive soils are found in many parts of the world. It
covers nearly 20% of the landmass in India. A considerable 2. SWELL BEHAVIOUR OF SOIL
area of Western Rajasthan including parts of Barmer,
Jaisalmer, Jalore, Jodhpur is covered with expansive soil. The swell-shrink potential of expansive soils is
The expansive soil is also known as black cotton soil. This determined by its initial water content; void ratio;
has a unique swell-shrink behaviour with various amounts internal structure and vertical stresses, as well as the
of moisture and expansiveness. Expansive Soil has proved type and amount of clay minerals in the soil. Swelling
itself as a source of damage to the property and economical pressures can cause heaving or lifting of structures
loss. To achieve the economy and for proper performance whilst shrinkage can cause differential settlement.
of structures, it is necessary to improve the geotechnical Failure results when the volume changes are unevenly
properties of expansive soil before construction in the distributed beneath the foundation.
areas having Expansive soil.
When supporting structures, the effects of significant
It is reported that damage to the structures due to expansive
changes in water content on soils with a high shrink-swell
soils has been the most costly natural hazard in some
potential can be severe. Swelling and shrinkage are not
countries. In the United States damage caused by expansive
fully reversible processes. The process of shrinkage
clays exceeds the combined average annual damage from
causes cracks, which on re-wetting, do not close-up
1 Dean (Retd.), MBM Engineering College, Jodhpur, E-mail: dgmpurohit.jodhpur@gmail.com
2 Executive Engineer (Retd.), PWD Rajasthan, E-mail: ashokmathurju@gmail.com

INFORMATION SECTION
perfectly and hence cause the soil to bulk-out slightly, construction of Rajasthan Canal, it was observed that
and also allow enhanced access to water for the selling bentonite is present below the dune sand.
process. In geological time scales shrinkage cracks Table 1 General Characteristics of Bentonite Soil
may become in-filled with sediment, thus imparting
heterogeneity to the soiland this can be minimized by S.No. Property Value
adding lime, flyash etc. 1. Dry Density γd 1450 to 1950 kg/m3
2. Fines (<75μ) 88 to 93%
3. Silt % 28 to 79%
4. Atterberg’s Limits
Liquid limit L.L. (%) 50 to 190
Plastic Limit P.L. (%) 23 to 50
Shrinkage Limit S.L. (%) 15.3 to 25
5. Soil Classification CH
6. Specific Gravity, G 2.60 to 2.70
7. Proctor Density, Max Dry 1350 to 1600 kg/m3
Density
Photo 1 Typical View of Shrinkage of Expansive Soil Optimum moisture content 20 to 35%
8. Free Swell Index 58 to 690%
3. PROBLEMS ASSOCIATED WITH
BENTONITE SOIL 9. Swelling Pressure 21.3 to 442 kN/m2
10. C.B.R (Soaked) 1.2 to 4.0
Bentonite soils (one of the expansive soil) are problematic 11. Compression Index 0.2 to 0.5
because of wide temperature variations and because of
4. IDENTIFICATION & CLASSIFICATION OF
distinct dry and wet seasons, leading to wide variations
EXPANSIVE SOIL
in moisture content of soils. The following problems
generally occur in Bentonite soils: With corresponding range of plasticity index, various
degrees of swelling capacities are as indicated through
i) High compressibility- Bentonite soils are
table (Mohanty et al., 2005) Including as per IS 1498.
highly plastic and compressible, when they are
saturated. Footing resting on such soils under goes Table 2 Various Degrees of Swelling Capacities with
consolidation settlements of high magnitude. Corresponding Range of Plasticity Index
ii) Swelling- A structure built in a dry season when Swelling Potential Plasticity Index
the natural water content is low shows differential Low 0 – 15
movement as result of soils during subsequent wet Medium 15 – 24
season. High 24 – 46
iii) Shrinkage- A structure built at the end of the wet Very High > 46
season when the natural water content is high, shows
Table 3 Chemical Composition of Bentonite Soil
settlement and shrinkage cracks during subsequent
(Wayal Et Al., 2007)
dry season.
S. No. Property Range
The stability and bearing power of the soil is considerably 1. pH value > 7 (Alkaline)
improved by soil stabilization through controlled 2. Organic content 0.4 to 204%
compaction, proportioning and the addition of suitable
3. CaCo3 5 to 15%
mixtures. Swelling soil is not suitable for the construction
work on account of its volumetric changes. 4. SiO2 50 to 55%
5. Al2O3 13 to 15%
In Western Rajasthan, previously it was assumed that only
dune sand is present up to great depth. However, during 6. Montmorillinite mineral 80 to 90%

INFORMATION SECTION
5. STABILIZATION OF EXPANSIVE SOIL iii) Compaction Test (Standard Proctor Test) – In

WITH LIME this case, the maximum dry density of Bentonite soil was
increased by 1.84% and optimum moisture content was
Lime stabilization helps in increasing the strength, durability
decreased by 2.06%.
and also minimizes the moisture variations in the soil. Ravi
Sharma (2017) conducted various tests for mixed lime with Optimum moisture content W= 29.5%
soil in 3%, 6%, 9% & 12% by weight of soil and investigated Max. Dry density (ρd)max = 1.64 g/c
the change in engineering properties of bentonite soil.
Table 4 Atterbergs Limits with Bentonite and Lime
Lime Virgin Liquid Plastic Plasticity
(%) Soil Limit (%) Limit (%) Index (%)
(%)
- 100 215 46 169
3 97 179 43 136
6 94 164 40 124
9 91 170 39 113
12 88 172 36 122
Table 5 OMC And Mdd of Bentonite Soil Mixed with Fig. 2 Compaction Curve of Bentonite Soil +3% Lime
Lime
5.2 Bentonite Soil + 6% Lime –
Lime Virgin Soil Water Max. Dry
(%) (%) Content (%) Density (%) Liquid limit = 164%
- 100 32.3 1.58 Plastic limit = 56%
3 97 29.5 1.64 Plasticity Index = 108%
6 94 29.0 1.66
i) Atterbergs Limits – In this case, the rate in decrease
9 91 28.5 1.65 in liquid limit was found 11% and rate in increase in plastic
5.1 Bentonite Soil + 3% Lime – limit was found 8%.
Liquid limit = 179%

Plastic limit = 53%
Plasticity Index = 182%
i) Atterbergs Limits – In this case, ratein decrease in
liquid limit was found 17.54% and rate in increasing in
plastic limit was found 15.22%.
Fig. 3 Liquid Limit Curve of Bentonite Soil+ 6%

Lime
ii) Differential Free Swell Test – In this case, the

differential free swelling was 61.67% and the rate of
decreasing in % in differential free swelling was found
14.29%.
Fig. 1 Liquid Limit Curve of Bentonite Soil+ 3% Lime
iii) Compaction Test (Standard Proctor Test) – In
ii) Differential Free Swell Test – In this case, the differential this case, the maximum dry density of Bentonite soil was
free swelling was 92.30% and the rate of decreasing in % in increased by 0.61% and optimum moisture content was
differential free swelling was found to be 14.29%. decreased by 12.37%.

INFORMATION SECTION
Optimum moisture content W = 29.5%

Max. Dry density (ρd)max = 1.66 g/c
Fig. 5 Compaction Curve of Bentonite Soil +9% Lime

5. 4 Bentonite Soil + 12% Lime –
Fig. 4 Compaction Curve of Bentonite Soil +6% Lime Liquid limit = 180%
5.3 Bentonite Soil + 9% Li me – Plastic limit = 60%
Liquid limit = 170%
Plastic limit = 60% i) Atterbergs Limits – In this case, with addition of 12% lime
in Bentonite soil, rate in decrease in liquid limit was found to be
12.5% and rate in increasing in plastic limit was found to be 12%.
i) Atterbergs Limits – In this case, the rate in decrease
in liquid limit was found 12.5% and rate in increase in
plastic limit was 12%.
ii) Differential Free Swell Test – In this case, the
differential free swelling was 100% and the rate of decrease
in % in differential free swelling was found 7.14%.
iii) Compaction Test (Standard Proctor Test) – In
this case, the maximum dry density of Bentonite soil was Fig. 6 Liquid Limit Curve of Bentonite Soil+ 12% Lime
increased by 1.84% and optimum moisture content was
decreased by 25.25%. ii) Differential Free Swell Test – In this case, the differential
free swelling of soil sample was found 100% by addition of
Optimum moisture content W = 28.5% 12% lime and it has been observed that rate of decreasing in
Max. Dry density (ρd)max = 1.65 g/c percentage in Differential free swelling was found 7.14%.
Table 6 Properties of Various Swelling Soils of Rajasthan
Locations of Swelling Soil under case study
Properties
Jaisalmer Balotra Merta Pali Kolayat
Liquid limit % 190 85.00 105.00 100.00 50.00
Plastic limit % 45.00 44.00 50.00 50.00 23.00
Shrinkage limit % 15.30 23.70 20.20 20.00 25.00
Sand % 3.00 2.00 5.00 7.00 12.00
% passing 75 micro sieve 97.00 98.00 95.00 93.00 88.00
Silt percentage 28.00 79.00 41.00 66.00 53.00
Clay % 69.00 19.00 54.00 27.00 35.00
Specific gravity 2.60 2.70 2.69 2.69 2.69
Unconfined C-strength (kN/m2) 180.80 120.50 127.50 125.00 90.20
Cohesion Cu (kN/m2) 75.50 54.00 60.20 59.50 43.20
Angle of internal friction 21.00 25.20 22.00 22.20 28.30
Free swell index 690% 75% 108% 99% 58%
Soil group CH CH CH CH CH

INFORMATION SECTION
Table 7 Swelling Pressure (KN/M2) of Soils at Various

Densities
Demsotu
Jaisalmer Balotra Merta Pali Kolayat
(gm/cm3)
1.45 195.0 30.2 43.7 45.2 21.3
1.55 270.0 50.7 65.5 67.3 41.2
1.65 325.0 81.0 100.2 103.5 61.3
1.75 375.0 110.2 120.3 123.5 75.5
1.85 395.0 120.7 129.7 131.7 85.2
1.5 442.0 135.3 145.3 147.2 101.3
Table 8 Mix Composition with % CBR Value

S. N. Mix Composition Symbol %Cbr Value Fig. 7 Variation in CBR Value with Lime
1.67 gm/cc dry density clay mixed
1 CA1 5.245
with 0.05% plastic content 6. STABILIZATION OF BENTONITE WITH
1.67 gm/cc dry density clay mixed STONE DUST AND LIME
2 CA2 5.484
with 0.075% plastic content
1.67 gm/cc dry density clay mixed Various tests were conducted in MBM Engineering
3 CA3 6.914
with 0.25% plastic content College, Jodhpur to study the stabilization of bentonite
1.67 gm/cc dry density clay mixed with stone dust and lime by Purohit and Mathur in 2015
4 CA4 4.768
Course of Plan – Proportions of stone dust were used
5 CA5 4.291 5%, 10%, 15%, 20% & 25% and lime 3%, 6% & 9% with
bentonite soil are to be used for all the tests.
6 CA6 4.053
Table 9 Atterberg’s Limits
7 CA7 4.530 Stone Plastic
with 0.05% plastic content Lime Virgin Liquid Plasticity
dust Limit
((%) Soil(%) Limit (%) Index (%)
1.61 gm/cc dry density clay mixed (%) (%)
8 CA8 5.00
- 100 215 36 179
9 CA9 5.722 5 92 80 24 56
with 0.25% plastic content 3
10 87 52 22 30
10 CA10 4.530 5 89 66 21 45
1.61 gm/cc dry density clay mixed 10 84 49 20.5 28.5
11 CA11 4.053
with 0.75% plastic content 6 15 79 42 18.5 23.5
1.61 gm/cc dry density clay mixed 20 74 39 NP NP
12 CA12 4.053
with 1.0% plastic content 25 69 36 NP NP
1.52 gm/cc dry density clay mixed 5 86 68 16 52
13 CA13 5.00
10 81 51 NP NP
14 CA14 5.722 9 15 76 46 NP NP
20 71 42 NP NP
15 CA15 6.437 25 66 40 NP NP
1.52 gm/cc dry density clay mixed Compaction test (Standard Proctor Test)–
16 CA16 5.245
Table 10 OMC and MDD of Bentonite Soil Mixed
1.52 gm/cc dry density clay mixed With Lime And Stone Dust
17 CA17 5.00
1.52 gm/cc dry density clay mixed From the table it has been observed that optimum moisture
18 CA18 5.00
with 1.0% plastic content content of bentonite soil was decreased with addition of

INFORMATION SECTION
Optimum Max. Dry Differential Free Swelling Index

Lime Stone dust Virgin Soil
Water Density Table 13 Differential Free Swell of Bentonite Soil
(%) (%) (%)
Content (%) (g/cm3)
Mixed With Lime And Stone Dust
- 100 32.3 1.58
Lime (%) Stone dust (%) Virgin Soil (%) DFS (%)
5 92 31 1.63
3 - 100 107.69
10 87 30 1.64
5 92 82.30
5 89 31.5 1.62 3
10 87 78.23
10 84 29.5 1.70
5 89 56.67
6 15 79 28 1.72
10 84 32.50
20 74 24 1.74
6 15 79 61.53
25 69 26 1.66
20 74 23.10
5 86 30.4 1.67
25 69 30.77
10 81 28 1.69
5 86 88.25
9 15 76 27 1.70
10 81 83.33
20 71 26.3 1.71
9 15 76 66.67
25 66 26 1.65
20 71 56.67
stone dust and lime, whereas maximum dry density of 25 66 72.77
bentonite soil was increased.
It is observed that by addition of lime and stone dust, the
Un-soaked California Bearing Ratio differential free swelling index of soil deceases to 23.10%
Table 11 Un-Soaked CBR Value for Bentonite Soil from 107.69 up to addition of 6% lime and 20% stone dust
Mixed with Lime and Stone Dust Swelling Pressure Test
Stone Virgin Water CBR Value at Table 14 Swelling Pressure of Bentonite Soil Mixed
Lime
(%)
dust Soil Content 2.5 mm with Lime and Stone Dust
(%) (%) (%) Penetration
Stone Water Dry Swelling
Lime Virgin Soil
- 100 32.3 1.83 dust Content Density Pressure
(%) (%)
(%) (%) (g/cm3) kN/m2
5 92 31 4.38
3 - 100 - 1.40 220
10 87 30 5.417
- 100 24 1.55 195
5 89 31.5 4.74
10 84 24 1.55 110
10 84 29.5 5.83
15 79 24 1.55 80
6 15 79 28 6.56 6
20 74 24 1.55 55
20 74 24 9.49
25 69 24 1.55 50
25 69 26 7.30
From the above result it is clear that all swelling pressure
Soaked California Bearing Ratio of soil at OMC (24%), decreases with increasing in lime
Table12 Soaked CBR Value For Bentonite Soil Mixed content and it occurred up to 6% lime content and after
With Lime and Stone Dust then it increases slowly. So the optimum lime content to
arrest the swelling i.e. 6% lime content is more effective.
CBR Value
Lime Stone Virgin Water Content
(%) dust (%) Soil (%) (%)
at 2.5 mm 7. CBR TEST RESULTS
Penetration
The unsoaked CBR test has been carried out for three
- 100 32.3 1.10 maximum dry densities namely 1.67 gm/cc, 1.61 gm/cc,
15 79 28 2.18 and 1.52 gm/cc. Experiments have been carried out and
6 20 74 24 4.38 results have been prepared in tabular form for variation of
% CBR with mixture of clay and % of plastic strip content
25 69 26 2.55
in unsoaked condition for each dry density.

INFORMATION SECTION
Table 15 Unsoaked CBR Test at MDD 1.67 gm/cc of lime. The CBR Value of expansive soil increases with
Mix No. Mix Composition % CBR Value increasing varying water content. As the lime improves the
1 0.05% Plastic + Clay 5.245 properties of expansive soil as well as economical, so it
2 0.075% Plastic + Clay 5.484 is the best material for stabilization. After stabilizing the
3 0.25% Plastic + Clay 6.914 subgrade soil with 9% lime, the CBR value is 8.3%, so the
4 0.50% Plastic + Clay 4.768 effective CBR of Sub-grade is 9%, with the addition of
5 0.75% Plastic + Clay 4.291 12% of lime, the value of CBR increases from 2.48 to 9.6
6 1.0% Plastic + Clay 4.053
i. It has been observed that differential free swelling
Table 16 Unsoaked CBR Test at MDD 1.61 gm/cc index decreases due to addition of lime.
Mix No. Mix Composition % CBR Value ii. Liquid limit decreases due to addition of lime.
1 0.05% Plastic + Clay 4.530 iii. Optimum Moisture content was found gradually
2 0.075% Plastic + Clay 5.000 decreasing by adding admixtures.
3 0.25% Plastic + Clay 5.722 iv. Maximum un-soaked CBR increased due to addition
4 0.50% Plastic + Clay 4.530 of lime 9%.
5 0.75% Plastic + Clay 4.053 v. The Shredded LDPE Waste used in the investigation
6 1.0% Plastic + Clay 1.053 has the potential to reduce the environmental menace
of plastic waste.
Table 17 Unsoaked CBR Test at MDD 1.52 gm/cc vi. The results of CBR test indicates that the proper
Mix No. Mix Composition % CBR Value
mixing of plastic strips in soil with appropriate
1 0.05% Plastic + Sand 5.0.
amount, improved the strength and deformation
2 0.075% Plastic + Sand 5.722 behaviour of sub grade soil.
3 0.25% Plastic + Sand 6.437
4 0.50% Plastic + Sand 5.245 8.2 For Lime-stone dust stabilization
5 0.75% Plastic + Sand 5.00
6 1.0% Plastic + Sand 5.00 The conclusions are based on the tests carried out on stone
dust (5%, 10%, 15%, 20% and 25%) and lime (3%, 6% and
9%) mixed with bentonite soil
i) It has been seen that differential free swelling index

decreases from 107.69% (for virgin soil) to 23.10%
by addition of 6% lime and 20% stone dust with
bentonite soil, whereas further addition of admixtures
it is increases.
ii) Liquid limit decreases from 21.5% (for virgin soil) to
36% by addition of 6% lime and 25% stone dust with
bentonite soil.
iii) The maximum dry density was found 1.58 g/cc for
Fig. 8 Percentage (%) CBR Value Variation in Mix
virgin soil and the optimum value of maximum dry
Compositions in Unsoaked Conditions
density was found 1.74 g/cc for 6% lime and 20%
stone dust mixed with bentonite soil.
8. CONCLUSIONS
iv) Optimum moisture content 32.3% (for virgin soil) was
Conclusion of the above research is
found gradually decreasing by adding admixtures and
8.1 For Lime Stabilization OMC was found 24% at 6% lime and 20% stone dust.
As expansive soil has a swelling property on contact with v) Plastic limit was increases by addition of lime
water, so after addition of lime, the Swelling property and decreases with addition of stone dust. Further
reduces. The plastic nature of the soil also decreases and addition of admixtures plastic limit 36% (for virgin soil)
the soil starts growing stiffness with increase in percentage was gradually decreased up to 6% lime and 15% stone

INFORMATION SECTION
dust and further addition of admixtures soil was found 5. Mishra Anil Kumar, Dhawan Sarita, Rao Sudhakar M.,
non plastic. 2008, Analysis of Swelling and Shrinkage Behavior
vi) Swelling pressure 195 KN/m2 (for virgin soil) of Compacted Clays, Geotech GeolEng (2008) 26 :
decreases to 50 KN/m2 by addition of 6% lime and 289-298.
25% stone dust with bentonite soil at OMC (24%) 6. Ameta Dr. N.K. and Wayal Abhay Shuvaji, “Effect of
Bentonite on Permeability of Dune Sand”, E.J.G.E., Vol.
vii) In un-soaked California Bearing Ratio (CBR) tests of
13-bund. A, 2008.
soil conducted with varying stone dust content, the
7. Singh Alam (2009), Basic Soil Mechanics and
CBR increased gradually with the increase in stone
Foundation, CBS Publishers and Distributer, India.
dust content till its valuation was 20% by weight
8. Padmavathi Suresh K.V. and Sultana Apsar, Experimental
of the total mixture; it decreased thereafter. The
Study on Stabilization of black Cotton soil with Stone
maximum un-soaked CBR value 9.49% was found at
Dust and Fibers, Indian Geotechnical Conference, 2009.
addition of 6% lime and 20% stone dust.
pp 502-506.
viii) In case of soaked California Bearing Ratio (CBR) 9. Choudhary A.K., Jha J.N. and Gill K.S., “ A Study on
tests of soil with varying stone dust content, the CBR CBR Behavior of Waste Plastic Strip Reinforced Soil”,
increased with the increase in stone dust content till Emirates Journal for Engineering Research, (Regular
its valuation was 20% by weight of the total mixture; Paper), 15(1), pp. 51-57, 2010.
the values decreased thereafter. The maximum soaked 10. Beni Lew. 2010 “Structure Damage due to Expansive
CBR value 4.38% was found at addition of 6% lime Soils in a Case Study” Vol. 15, Bund. I, DJGE.
and 20% stone dust with bentonite soil. 11. Manjari K. Geetha, Anoosha G., Kumar Pawan,
From the results, it is observed that at optimum percentages, Chouksey Sandeep Kumar, Babu G.L. Sivakumar,
i.e. 6% lime and 20% stone dust with 74% bentonite soil, “Compressibility and Permeability Behaviour of
the swelling of bentonite soil is almost controlled and also Plastic Waste Mixed Sand”, Proceedings of Indian
noticed that there is a marked improvement in the other Geotechnical Conference, Kochi (Paper No. L-074),
geotechnical properties of bentonite soil. PP.15-17, December 2011.
The conclusion drawn from this investigation is that the 12. Tiwari Kartikey, Khandelwal Sahil, Jatale Aman,
combination of stone dust and lime is more effective to control (2012), Performance, Problems and Remedial Measures
the swelling behaviour than the addition of stone dust lime for the Structures Constructed on Expansive Soil in
alone with the bentonite soil. This helps to find an application Malwa Region. India, International Journal of Emerging
for industrial waste to improve the properties of expansive Technology and Advanced Engineering. Volume 2, Issue
soil both in embankments and pavement constructions. 12, December 2012.
13. Purohit DGM, Mathur Ashok, Sita Ram, ME Geo Tech
REFERENCES Dissertation (2015)
1. Katti, R.K. (1979) “Search for Solutions to Problems 14. FulzeleU.G., Ghane V.R., Parkhe D.D., (2016), Study of
in Black Cotton Soils”. Indian Geotechnical Journal, structures in black cotton soil, International Journal of
L.G.S. Vol. 9, No. 1. Advices in Science Engineering and Technology, ISSN:
2. Craig H. Benson I and Milind V. Khire, “Reinforcing 2321-, Vl-4, ISSN-4 Spl. Issue-2 Dec. 2016.
Sand with Strips of Reclaimed High-Density 15. Kazi, Tehsin, Shabilmann, Balz Omer &Machkuri Feroz
Polyethylene”. J. Geotech. Engg. PP 838-855, 1994. “Review of Comparative Study on Soil Stabilization
3. Dai Shaobin, SONG Minghai, HUANG, Jun 2005, using Natural materials, 2018.
Engineering Properties of Expansive Soil, Journal of 16. Puppala A.J., Banerjee A, “Research advancements in
Wuhan University of Technology – Mater. Sci. Ed. Vol. expansive soil characterization, stabilization and Geo
20 No.2 , Jun 2005. Infrastructure Monitoring, 2019.
4. Purohit D.G.M., Ameta N.K., Wayal A.S., 2007, 17. Various IS Codes like IS 9198: 1979, SP 36: Part I: 1987,
Characteristics, Problems and Remedies of Expansive SP 36: Part 2: 1988, IS 1498: 1970, IS 1988: 1982. IS 2720:
Soils of Rajasthan, India, EJGE 2007. Part 1 to 41. Bureau of Indian Standards (BIS), New Delhi.

PAPER NO. 724
R.N.I. Registrations No. 17549/57 ISSN: 0258-05500
CONTENTS
Paper No. 723
¾ Methodology for Embankment Widening for Road Construction Project 5-9
by Swapan Kumar Bagui & Alina Mehrosh
Paper No. 724

¾ Engineered Cementitious Composite Concrete– As a Durable Pavement Overlay
Material 10-18
by Pankaj Goel, Rakesh Kumar & Bishwajit Bhattacharjee
Paper No. 725

¾ Application of Asset Management System for Efficient and Cost-Effective
Road Maintenance 19-26
by Vivek C Nawle
Information Section
¾ Study of Expansive Soils of Western Rajasthan 27-34
by Dr. D.G.M. Purohit & Ashok Mathur
Edited and Published by Shri Sanjay Kumar Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri Sanjay Kumar Nirmal on behalf of the Indian Roads Congress
at M/s. M/s Infinity Advertising Services Pvt. Ltd., Faridabad, Haryana.

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Volume : 82-3 Total Pages : 36

July - September 2023

Indian Roads Congress

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

E-mail: secygen.irc@gov.in Website: www.irc.nic.in

METHODOLOGY FOR EMBANKMENT WIDENING FOR ROAD

Swapan Kumar Bagui1 Alina Mehrosh2

1. INTRODUCTION Jietal. (2002) used the traditional Layer-wise Summation

JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023 5

Where, iv. Compact fills to a minimum dry density equal to or

v. When the width of the embankment widening is less

vi. Consideration needs to be given to the permeability

iii. Embankments built with higher plasticity soils should

Limited document is available in Indian Technical

6 JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023

JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023 7

From Table 3, it can be concluded that due to differential

Shear cracking usually relates to the slippage of the newly

Fig.5 Typical Benching Diagram

8 JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023

JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023 9

ENGINEERED CEMENTITIOUS COMPOSITE CONCRETE– AS A

Pankaj Goel1 Rakesh Kumar2 Bishwajit Bhattacharjee3

1. INTRODUCTION The Indian government is promoting the construction of

10 JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023

JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023 11

without compromising the desired improvements in the Table 1 Properties of Cement

2. EXPERIMENTAL PROGRAM Table 2 Important Properties of Silica-Fume

43-Grade Ordinary Portland Cement, complying with

12 JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023

. In this study, a control concrete of 6.2 MPa

3. RESULTS AND DISCUSSION

3.1 Green State Properties of Concrete

JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023 13

Fig. 3 Development of Split Tensile Strength

Fig. 2 Development of Compressive Strength

3.2.2 Split tensile strength

14 JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023

3.3.1 Drying shrinkage

Table 6 presents the results of the drying shrinkage test.

JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023 15

Table 6 Drying Shrinkage and Abrasion Loss of

3.3.3 Impact resistance

16 JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023

of the ECCC mixare highly beneficial for pavements and

3.3.4.2. Residual strength factors

The residual strength factors (R5-10 and R10-20)

The authors sincerely thanks to Director CRRI, for granting

JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023 17

REFERENCES 17. S. L. Gao, S. L. Xu, Q. Yuan, and P. Chen. (2011).“Study of Fracture

18 JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023

APPLICATION OF ASSET MANAGEMENT SYSTEM FOR EFFICIENT AND

1. INTRODUCTION The term Asset Management in a simple way can be

JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023 19

Currently, Maharashtra PWD has over 1,10,722 km of

20 JOURNAL OF THE INDIAN ROADS CONGRESS, JULY-SEPTEMBER 2023

A Unique Road 5. PAVEMENT CONDITION INDEX (PCI)