Delhi Postal Registration No
under ‘u’ Number
At Lodi Road, PSO on dated 28-29.04.2019
ISSN 0376-7256 Newspaper Regd. No. 25597/73
Indian Highways
`20/-
dl-sw-17/4194/19-21
u(sw)-12/2019-2021
licence to post
without prepayment
published on 22 APRIL, 2019
Advance Month, MAY, 2019
MAY, 2019
Indian Highways
Volume : 47 Number : 5 Total Pages : 52
A View of Eastern Peripheral Expressway in Haryana
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd.
https://www.irc.nic.in
.
.
! !/
0 # / 1 # 2 3#4 5 !6 7 5 8 9 5 !6
5 # !6 : 1 4 4 #5 ;; 5 +7 < # = > 94 2 0 # :#4 7/ *920:7,
2 4 5 4 IB; J 3+ +3J 0:7 ! '$%" > ! A'$%
< 4 4 5 1 4 4 ##
& 5 1 # ## 4 4 # #4 #4 < 5 A%%13 4 A@) 4 25 #
B ; 5 ?. @ @A @) @$$ #4
2 1
4 1 2 BC 5 3 1 94
!<27; D 5 # 51 E# 5 4 F
! # 2 # #4 * ! , 1 2 *2,
G7 E # !#4 : GH% ## # 4 5 # 4 # # 4 !; # !
94 # 1 ! B !
" # $$%%$ & '()%$"")$)%%% *+,' - . .
.
Indian Highways
Volume : 47 Number : 5 ● MAY, 2019 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
Contents

From the Editor's Desk

From the Desk of Guest Editor

Advertisements
7, 8, 9, 10 & 50

Announcement
36
4-5
6
Technical Papers

Flexible Pavement Reinforced with Planer Reinforcement - Experimental Study
By G Narendra Goud & B Umashankar
11

Impact of Photo Pollution due to Over-Illumination & Current Trends in Highway Lighting
By Bharat Sojitra & Sunil Singh Gangwar
19

Need to Lay Down Criteria for Fixing of Road Side Furniture with reference to ‘Distance Between
Centre of Front Wheels and Bumper (front overhang of vehicles)’ in Urban Areas
By Kuldeep Singh, Amarjeet Singh & Arun Kumar Sharma
25

Application of Ministry of Road Transport & Highways Circulars for Pavement Option Studies
29
with Case Studies
By Swapan Bagui & Atasi Das

General Report on Road Research Work Done in India
37

MoRT&H Circular
43

List of Irc Accredited new Materials/Techniques/Equipment/ Products
48
FEEDBACK
Suggestion/Observation on editorial and Technical Papers are welcome and may be sent to IRC Secretariat on
Email-indhighways@gmail.com/dd.irc-morth@gov.in
Publisher & Editor: S.K. Nirmal, Secretary General, IRC
E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor
disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors. The
opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
`20
Printed at: M/s Aravali Printers & Publishers Pvt. Ltd., New Delhi-110 020
INDIAN HIGHWAYS
MAY 2019
3
FROM THE EDITOR’S DESK
USE OF APPROPRIATE TECHNOLOGY IN DEVELOPMENT OF ROADS
The choice of the appropriate construction method for a work is governed by several factors such
as terrain, climate, available resources, technical feasibility for the nature of operations and relative
economy. Once a road project has been prepared, the prime objective of the Site Engineer will be to
complete the construction to meet the stipulated requirements at the minimum cost and within the
time schedule. Fulfilment of this objective will involve the choice of the appropriate construction
technology which is economically viable and technically suitable for the type of work and for which
the necessary resources are readily available or can be made available in time.
In the interest of better planning of works at site and economical execution of highway projects, the
choice of appropriate construction methods and technologies under different situations is required
for optimizing the cost, improving the efficiency and productivity. Some of these methods and
technologies have been mentioned hereunder.
Use of Manual Method for Concrete Roads
Design requirement for construction of concrete roads for NHs, are different from that required, for
concrete road at toll booths, low volume roads in villages, other district roads, at roundabouts and
at-grade junctions in cities. For low volume village roads the requirement is a well-drained riding
surface of width 3.75 to 5.5 m. For other district roads width of road is 5.5 m to 7.0 m. For road at
junctions the requirement is width of road and adequate camber and the pavement has to withstand
stresses due to axle load of vehicles etc. For such roads there is a need to use manual methods of
construction. In manual methods, the mixing of concrete is in a small mixer located at site and don’t
require plasticizers and cement set retarders, no machinery for laying of concrete. The cost of 1m3
of PQC is low due to absence of machinery component. Roughness value of surface is not a criteria
for acceptance of work. For execution of all such works the essential requirement is thickness of
concrete road. The thickness can be achieved by manual methods of laying. Keeping in view what
is expected of furnished road work it will be appropriate to use manual method of construction.
Use of Arch Bridges
For construction of bridges, if height of embankment is sufficient to accommodate arch bridges then
there is a need to adopt such structures from aesthetic considerations. The load in arch structure is
transferred to mother earth by development of compressive stresses in arch structure. Arch bridges
are more durable and require low maintenance. The construction of arch bridges can be by using
bricks, cement, steel, sand and aggregates. Know how for construction of arches is available in
the country since long. There is a need to develop standard drawings for arch bridges for various
4
INDIAN HIGHWAYS
MAY 2019
FROM THE EDITOR’S DESK
spans both for precast concrete and cast in situ arches. With availability of standard drawings and
specifications the consultants will be encouraged to recommend arch bridges in DPR’s.
Use of Local Soil and Marginal Stone Aggregates
For construction of roads, the stone metal and chips meeting the specification is used in the works.
In case, the material does not meet the specification then it is not possible to use such materials.
Stabilizers are now available which may be used to improve the strength of local soil and aggregates.
Such soil stabilizers are accredited by IRC for use in pilot projects. To make use of locally available
materials, MoRT&H had carried out a countrywide study under research scheme R1 in 1980s. There
is an urgent need to update this important study. There is also a need to develop specifications for
the stabilized soil and unconventional materials in pavement layers.
Modern Computer based Asset Management
Traditional system of repair by departmental road gangs at project level was workable when length of
road and volume of traffic was low. Now with the increase in the length of roads, number of bridges
and speed of traffic in network, a need has arisen to use survey vehicles for condition assessment of
roads and to prepare road inventory. The data is stored in computers. With the availability of actual
road condition and traffic input, it is possible to prepare realistic repair proposals and to rationally
prioritize roads for taking up repairs under annual budget and other programmes. In this system
there is a transparency at all stages of work. The repair estimate is prepared by qualified consultants
using computer software. Modern Computer based Asset management needs to be developed in
various states and at national level .
Thus, for any construction work, a broad spectrum of methods is available with the labor-intensive
and equipment-intensive methods falling at either extremes and the intermediate methods falling inbetween. In the choice of the most appropriate method(s) for road construction projects, economic
viability among the technically feasible methods emerges as the most important parameter. An
objective exercise for evaluating this parameter will require realistic productivity norms of the various
methods under different site conditions so as to find out most appropriate method/technology. In
this regard the existing relevant IRC Guidelines IRC:SP:24 “Guidelines on the Choice and Planning
of Appropriate Technology in Road Construction” is presently under revision. Any suggestion and
feedback on the same is welcome.
(Sanjay Kumar Nirmal)
Secretary General
INDIAN HIGHWAYS
MAY 2019
5
From the Desk of Guest Editor, DG (RD) & SS MoRT&H
Sustainable Development
Communication network and more particularly road infra-structure is pre-requisite for economic and
social development of the Nation and therefore its development assumes the highest priority. However, at
the same time, it is also important to ensure sustainable development including protection of environment
and maintaining ecological balance. Development of Road Infrastructure is one of the major important
activity for ensuring communication among societies, districts, economic and industrial hubs. However,
very often, when aligning Road network we come across number of ecologically sensitive area, wild life
sanctuaries and other important places of archaeological and cultural importance and other sensitive areas
which also need to be protected. While aligning the highway in the first instance, alignment through these
areas has to be avoided and if unavoidable all necessary clearances from the concerned authorities may
be obtained before finalising the alignment. This is of utmost importance to ensure timely completion
of projects, reduction in time & cost overruns and reaping social and economic benefits besides revenue
generation by tolling.
During recent reviews it is observed that number of projects are stuck up because of alignment of the
highway passing through such ecologically sensitive area where proper attention for seeking environmental
clearances from the concerned authority of Ministry of Environment & Forests was not paid and requisite
land acquisition not done. These projects attracted intervention from National Green Tribunal and
subsequently in the Courts and the projects are still to take off. This is happening in case of highways
passing through protected forests and eco-sensitive zones. Number of projects have been sanctioned and
awarded without seeking clearance from the forest authorities/CRZ clearance and now the projects are
getting delayed. Further the forest authorities has refused to allow widening/further development of the
road passing through the forest area except for its strengthening through bituminous layers. This is affecting
the project completion besides attracting avoidable cost over-run due to change of scope. Looking to these
past experiences, it is more important to seek such clearances before sanction of the projects and in any
case before award of work. Such an eco-system is not sustainable which is draining our scarce resources
and need urgent correction by putting adequate attention in planning and preconstruction activities.
Ministry of Environment & Forest has brought out handbook of guidelines for effective and transparent
implementation of the provisions of Forest (conservation) Act, 1980 which is applicable w.e.f. 8th March,
2019. These may invariably be complied which are available on website www.parivesh.nic.in. Further,
MoEF has also brought out guidelines for development of stretches passing through the wild life sanctuaries
for mitigating the adverse effect which are available at the website of the MoEF and may scrupulously be
followed.
It is also important to bring out the cost benefit analysis of aligning the highway through sensitive area
vs. avoiding these areas, bringing out socio-economic advantage against the minor adverse impact on the
environment. After all, development has to continue to sustain the economic and social development of the
Country. Only emphasising on one aspect would not be desirable as it will lead to economic imbalances
leading to socio political issues.
(I.K. Pandey)
6
INDIAN HIGHWAYS
MAY 2019
ADVERTISEMENT
APRIL 8–14 2019, MUNICH
Visit us at
Booth FS.909
OUTPUT
AND EASY
OPERATION
AMMANN ARX 91 TANDEM ROLLER
The Ammann ARX 91 Tandem Roller is built to help operators of all experience levels succeed. The multifunction
display enables intuitive machine control, while the machine design improves visibility – and keeps the
jobsite safe. Of course compaction output matters, too, and you get it with the ARX 91. The roller features
a heavy-duty, two-stage vibrator and effortless adjustment of amplitude and frequency. Easy access to service
points makes maintenance quick and cost effective.
Ammann India Private Ltd., Plot No.2,143,144, AT - Ditasan, Post - Jagudan, State Highway,
Ditasan, Mehsana, Gujarat, PIN Code: 382710
Phone + 91 27 626 62 200, Fax + 91 27 626 62 222, ankur.tiwari@ammann-group.com
For additional product information and services please visit : www.ammann.com
PMP-2235-00-EN | © Ammann Group
INDIAN HIGHWAYS
MAY 2019
7
ADVERTISEMENT
8
INDIAN HIGHWAYS
MAY 2019
ADVERTISEMENT
ADVERTISEMENT
ADVERTISEMENT
INDIAN HIGHWAYS
MAY 2019
9
ADVERTISEMENT
10
INDIAN HIGHWAYS
MAY 2019
TECHNICAL PAPER
Flexible Pavement Reinforced with Planer Reinforcement Experimental Study
G Narendra Goud1
B Umashankar2
Abstract
Reinforcing flexible pavement with planer reinforcement in the form of geogrid and Hexagonal Steel Wire Mesh (HSWM)
in flexible pavements can improve their performance compared to unreinforced pavements. Quality aggregates for
constructing base and subbase layers of pavements are not readily available at all the construction sites and the introduction
of reinforcement can provide a sustainable solution in such sites. In this study, large-scale model experiments are performed
to obtain (a) load-settlement response of reinforced flexible pavements, and (b) interface properties of reinforcement
pavement base/subbase materials. The load improvement factor of reinforced pavement with respect to unreinforced
pavement can be used in the design of reinforced flexible pavements. While the interaction coefficients of reinforcement
with pavement materials can be used in numerical modeling of reinforced pavement systems. The load improvement
factors are found to vary from 1.1 to 1.9 for the two reinforcement types considered in the study corresponding to different
settlement ratios. The interaction coefficients range from 0.73 to 1.45 for geogrid and HSWM reinforced interfaces under
normal stresses ranging from 30 kPa to 90 kPa. The interface shear modulus of different interfaces considered in this
study range from about 19,773 kPa/m to 57,337 kPa/m corresponding to a normal stress equal to 90 kPa.
1.
Introduction
Roads are one of the major infrastructure facility playing
a vital role in improving the socio-economic status of any
country and also it is one of the major consumers of the
construction materials. Flexible pavements constitute a
major portion of Indian road network, the reasons being
ease of construction and comfortable riding quality.
Improving the performance of flexible pavements to
sustain heavy traffic loading and traffic flow, especially
on soft soil subgrades under severe climatic conditions,
has always been a challenging task. However, evolving
alternative construction techniques and materials keeps the
hope of civil engineers to cope up with the requirements of
the society. One of the alternative construction technique
to improve the pavement life or to consume reduced
quantities of construction material for same performance
is to use reinforcement in flexible pavements. Studies by
researchers Perkins (1999), Zornberg et al. (2008), Chen
et al. (2009), Palmeira and Antunes (2010), Latha et al.
(2010), and Al-Qadi, et al. (2003) show that reinforcing
the flexible pavement with the planer reinforcement in the
form of geogrid and Hexagonal Steel Wire Mesh (HSWM)
can improve the performance compared to unreinforced
pavements. Steel-wire mesh or geosynthetic reinforcement
can be installed within the subbase or base materials. In
recent years, it has become a common practice to attend
to asphalt pavement rehabilitation through milling and
recycling technique and placement of steel-wire-mesh
within the asphalt layers or at the interface of bound
and unbound layers can severely hinder the pavement
rehabilitation process. Very limited studies are available
on reinforcing the base or subbase pavement layers using
steel-wire-mesh reinforcement. Quality aggregates for
constructing base and subbase layers of pavements are
not readily available at all construction sites and the
introduction of reinforcement can provide a sustainable
solution in such sites.
Fig. 1 shows the cost to the agency on the x-axis and
the achievable knowledge about pavement performance
on the y-axis in relative terms with respect to different
approaches with which pavements can be studied.
Performance studies of the constructed pavements in the
field, study of test roads constructed especially to generate
performance data, and accelerated pavement testing of
1
Assistant Professor, Dept. of CE-MVSR Engg. College, and Doctoral Student, Dept. of Civil Engineering, IIT- Hyderabad, Telangana,
E-mail: gnarendragoud@gmail.com
2
ssociate Professor, Department of Civil Engineering, Indian Institute of Technology Hyderabad, Telangana
A
E-mail: buma@iith.ac.in
INDIAN HIGHWAYS
MAY 2019
11
TECHNICAL PAPER
full-scale pavements prove to be the best and reliable
approaches to study the performance of the pavements
with new materials or alternate materials, however, the
study requires expensive budget allocations and within
reasonable budget, time and effort, one of the reliable
ways to study and evaluate the benefits of reinforcing the
pavements is large-scale laboratory experiments. Many
researchers used large-scale laboratory experiments to
generate performance related data to design pavement
structure. In this study, large-scale model experiments
are performed to obtain (a) load-settlement response of
reinforced flexible pavements, and (b) interface properties
of reinforcement-pavement base/subbase materials.
Table 1 presents the properties and Fig. 3 (a), (b), (c) and (d)
provide the photographs of different reinforcing materials
used in this study.
Fig. 2 Tensile Strength-Elongation Behavior of Different
Reinforcing Materials (Modified after Asphalt Academy
TG 3 2008)
Table 1 Properties of reinforcing materials
Material Property
Fig. 1 Financial Investment by Agency and Associated
Knowledge about Pavement Performance (adapted from
Hu-go et al. 1991)
2.
Planar reinforcement
The flexible pavements may be reinforced using twodimensional reinforcement such as geogrids, or threedimensional reinforcement such as geocell, or combination
of both geogrid and geocell in the form of basal
reinforcement to enhance the performance or to reduce
the base layer thickness, uncompromising the required
level of performance. The mechanisms through which
beneficial effects of reinforcement is realized in flexible
pavements are described by Perkins (1997). Fig. 2 shows the
expected tensile behavior of different materials potentially
useful as reinforcing material. Perkins (1999) found that
the improvement increases with increase in geosynthetic
stiffness. Asphalt academy TG 3 (2008) recommends use
of stiff reinforcing materials exhibiting the steeper stresselongation behavior. In the present study, three types of
geogrids made up of polypropylene and a Hexagonal Steel
Wire Mesh (HSWM) are selected as reinforcing materials
to understand the behavior when the gradually applied load
is normal to the pavement structure and also when the shear
load is applied in a large-scale reinforced pavement system.
12
INDIAN HIGHWAYS
MAY 2019
Material type
GG1
GG2
GG3
HSWM
Aperture size / Mesh
opening, mm
31
40
66
105
Percent open area, %
---
84
84
91
Tensile strength(MD/
CMD*), kN/m
40/32
20/17
23/22
380-550
kPa*
Rib thickness (MD/
CMD), mm
0.85
2.4/1.0
2.1/0.9
---
Rib width (MD/CMD),
mm
---
2.4/3.7
4.4/5.6
---
Diameter of rod (wire
mesh /transverse), mm
---
---
---
2.4/4.4
* As per manufacturers datasheet
Fig. 3 (a) GG1 Photographs of the Reinforcing Materials
TECHNICAL PAPER
3.Large-scale model experiment
The performance of reinforced and unreinforced
pavement structure examined through Large-Scale Model
Experimental (LSME) studies. To model a full pavement
structure or may be part of it at prototype scale in a manner
that resembles field conditions as practical as possible the
LSME is devised.
3.1Materials used in LSME
Fig. 3 (a) GG2 Photographs of the Reinforcing Materials
In this study, unpaved pavement structure overlying a
medium-stiff subgrade was considered. Subgrade was
prepared using locally available river sand. The maximum
density of sand was found to be equal to 1.78 g/cc using
the vibratory compaction method. The Coefficient of
Curvature, Cc, and the Coefficient of Uniformity, Cu,
were equal to 1.13 and 1.89, respectively. As per the
Unified Soil Classification System (USCS) it is classified
as poorly-graded sand (SP). To prepare a strong aggregate
base layer overlying a sand layer, locally available crushed
aggregates of average size equal to 6 mm were used above
the sand subgrade layer. The details of physical properties
of the reinforcement (Fig. 3 (a) GG1 and Fig. 3 (d) HSWM)
used in this study are presented in Table 1.
3.2Experimental Test Setup and Preparation of the
Pavement Section
Fig. 3 (a) GG3 Photographs of the Reinforcing Materials
Fig. 3 (d) HSWM Photographs of the Reinforcing
Materials
Abu-Farsakh et al. (2014) used a test tank of 1.5 m long,
0.91 m width and 0.91 m depth applied static load on the
pavement section through a plate of 190 mm diameter, and
Montanelli et al. (1997) used a test tank of 0.9 m x 0.9 m
in cross section to apply a repeated load through 300
mm diameter plate to study the behavior of geogrid
reinforced pavement. In the present study, a test chamber
of dimensions equal to 1m x 1m x 1m was used to study
the behavior of model pavement under 150 mm diameter
circular plate. Loading was applied through a computercontrolled, servo-hydraulic actuator of 100 kN capacity.
The actuator was attached to a reaction frame with a
clearance height equal to 3.5 m. The detailed test bed
preparation procedure has been explained in Hariprasad and
Umashankar (2015). This method of sample preparation
was found to produce uniform sand samples inside the test
tank. The compaction of aggregates was carried out by
placing the aggregates in a single layer of 100-mm thick
and compacted to a relative density of 70%. Fig. 4 shows
the schematic diagram of reinforced pavement structure
prepared in the laboratory. The thickness of the aggregate
base layer (H1) and sandy soil subgrade (H2) was kept
as 100 mm and 800 mm respectively. The tests were
conducted in a displacement-controlled mode keeping a
INDIAN HIGHWAYS
MAY 2019
13
TECHNICAL PAPER
rate of displacement of 1mm per minute, and the static
loading was discontinued at a displacement equal to
50 mm keeping equipment limitations and field
deformations in mind. The load-displacement response was
obtained for the following three test cases: a) Unreinforced
aggregate base layer overlying a sandy soil subgrade, b)
Biaxial geogrid (GG1)-reinforced aggregate base layer
overlying a sandy soil subgrade, and c) Aggregate base
layer reinforced with HSWM overlying a sandy soil having
reinforcement placed at optimum depth ratio (dr/B).
higher at higher settlement ratios for both the reinforcement
types confirming the mobilization of reinforcing effect
at higher pavement rut depth. Load improvement factor
ranges from 1.4 to 1.9 and 1.1 to 1.7 for HSWM and
geogrid (GG1) reinforced pavement sections, respectively.
Abu-Farsakh et al. (2014) performed studies on pavement
sections reinforced with a single layer of reinforcement and
reported that load improvement factors ranged from 1.04
to 1.28 at a settlement ratio of 26% for different types of
geogrids considered in their study. The findings from the
present study indicate that HSWM reinforcement can also
be a potential material to contribute towards the reduction
in the pavement crust thickness, construction, rehabilitation,
and maintenance costs of asphalt pavement layers, leading
to the provision of sustainable road infrastructure.
Fig. 4 Schematic Diagram of the Test bed
3.3 Results and Discussion
Fig. 5 shows the variation of bearing pressure under
the circular plate with respect to the settlement for the
three cases, one with unreinforced section and others
with geogrid and hexagonal steel-wire-mesh- reinforced
pavement sections. For the case of unreinforced pavement
section, a peak bearing pressure equal to 403 kPa is
reached within footing settlement of 25 mm followed by
a plateau in the load-settlement behavior. While no such
peak behavior in the load-settlement behavior was noticed
for the reinforced pavement sections (both GG1 and
HSWM) and the load was found to increase continuously
with the settlement for footing settlements within 50 mm.
Load improvement factors are obtained for reinforced
layered system corresponding to various settlement ratios.
Load improvement factor (If ) is defined as
(1)
where, qr is the bearing pressure under the footing resting on
the reinforced layered system at a given settlement, s, and
qo is the bearing pressure under the footing resting on the
unreinforced layered system at the same footing settlement.
Fig. 6 shows the variation in load improvement factor with
respect to different settlement ratios for both GG1 and
HSWM reinforcements. The improvement was found to be
14
INDIAN HIGHWAYS
MAY 2019
Fig. 5 Variation of Bearing pressure with settlement: Effect
of reinforcement types for H1/B=0.66, and dr/B=0.45:
Fig. 6 Variation of load improvement factor with
settlement ratio
4.Large-scale direct shear testing
of pavement materials
To model the reinforced pavement system, the shear
TECHNICAL PAPER
strength and the interface shear strength of pavement
material and reinforcement is one of the key input
parameter. Many research studies are available in the
literature on the shear behavior of sands using direct
shear apparatus, however, studies on the interaction of
the HSWM reinforcement with the unbound granular
pavement materials are very limited. The properties of fill
material–reinforcement interface count on various factors
such as the mechanism of interaction between soil and
reinforcement, the physical and mechanical properties
of soil, and properties of the reinforcement. The soilreinforcement interaction mode with the interface elements
may be pullout or direct shear. Analysis of reinforced
embankment over soft soil by Bergado et al. (2003) using
numerical method provides the details of interaction mode
of the elements as pullout or direct shear type (as shown in
Fig. 7). They observed that most of the elements are in the
direct shear type of interaction mode, thus direct shear is
more predominant in comparison with that of pull-out mode
under working-stress condition. Hence in this study, large
size direct shear apparatus is used to examine the interface
shear properties of reinforcement and fill materials.
Rural Roads were adopted for Gravel Surface (GS) and
Gravel Base (GB) materials used in this study. To meet the
required gradation as per the specification, different sizes
of crushed aggregate were blended suitably. The maximum
size of aggregate in GB and GS was equal to 37.5 mm and
26.5 mm respectively. Fig. 8 shows the gradation curves of
subgrade soil, GS, and GB. Modified compaction energy
was applied in accordance with ASTM D1557 to find the
optimum moisture content and maximum dry unit weight of
the GS and GB materials and are found to be equal to 8.7%,
21.6 kN/m3 and 7.7%, 22.6 kN/m3 respectively. Fig. 9 shows
the compaction curves of GS, GB and subgrade soil.
Fig. 8 Gradation Curves of Subgrade, GB, and GS
Fig. 7 Directions of Interface Shear Stresses Indicating
Appropriate Soil-Reinforcement Interaction Modes
Adopted from Bergado et al. (2003)
4.1Materials Used for Large-Scale Direct Shear Testing
The local soil near the construction site of IIT Hyderabad,
Kandi campus was collected and investigated for various
properties to use it as subgrade for large-scale direct shear
tests. The liquid limit, plastic limit, free swell index,
maximum dry unit weight, optimum moisture content and
CBR of soil found to be 37%, 13.2%, 25%, 18.4 kN/m3,
13.5%, and 3.2% respectively. Standard Proctor compaction
energy equal to 600 kN-m/m3 was applied to compact
subgrade soil. Indian Road Congress Specifications for
Fig. 9 Compaction Curves of GB, GS, and Subgrade
4.2 Experimental Setup and Methodology
To examine the interface shear properties of subgrade
soil, GS and GB with various reinforcements, large-size
direct shear apparatus having a shear box size equal to
300 mm × 300 mm × 200 mm in width, length, and height
was adopted. The test setup was attached with the vertical
and horizontal load cells of 45 kN capacity each, and two
INDIAN HIGHWAYS
MAY 2019
15
TECHNICAL PAPER
linear variable differential transducers (LVDTs) capable
of measuring a displacement of ±50 mm. To measure
the horizontal and vertical deformations of the specimen
LVDTs were employed during the process of shearing. The
load and deformation data obtained from load cells and
LVDTS captured automatically through a data acquisition
system. The reinforcement was placed at the interface
between the lower and upper shear boxes and was tightly
fixed to the lower shear box using a robust clamping
system during reinforced interface testing (can be seen in
fig.10). The horizontal force was applied to maintain a rate
of shearing of 1 mm per min in accordance with ASTM
D 5321. The normal stresses selected to apply over the
specimen are 30 kPa, 60 kPa, and 90 kPa. The test was
terminated at a horizontal displacement of 50 mm (~ 17%
of box size) considering the limitations of the equipment.
the range of 40-60° for open-graded aggregates consisting
of maximum aggregate size equal to 25.4 mm employing
similar apparatus was reported by Nicks et al. (2015).
The GB layer exhibited a higher value of friction angle
in comparison with the values reported in the literature; it
could be ascribed to well-graded aggregate blend and large
size of aggregate as well. The GB exhibited lower cohesion
(36 kPa) in comparison with GS (94 kPa), the availability
of more fine particles in GS contributing to the increased
cohesion.
Fig. 11 Mohr-Coulomb Shear Strength Envelopes of Gravel
base (GB), Gravel Surface (GS), and Subgrade (SG)
Fig. 10 Photograph of the Large-Scale Direct Shear
Apparatus used for Interface Testing
4.3 Results of Large Size Direct Shear Testing
The large-size direct shear tests on the subgrade (SG)
and two aggregate mixes (GS and GB) were conducted
at the selected moisture contents and unit weight, Fig. 11
presents the Mohr-Coulomb shear strength envelopes.
The fitting parameters cohesion intercept (c) and friction
angle (φ) considering linear variation of shear strength
with change in normal stress are presented in Table 2. The
subgrade under consideration did not show clear peak but
for the horizontal displacement beyond 20 mm, shear stress
along the horizontal plane reaches a plateau and there is no
substantial increase further in horizontal stress. For the case
of graded aggregate mixes compacted at optimum moisture
content applying modified Proctor compaction energy, the
well-defined peak was noticed within 10–15 mm horizontal
displacement (3.3–5%). The GB layer comprising of higher
maximum aggregate size (37.5 mm) shows higher shear
strength in comparison with the GS layer consisting lower
maximum aggregate size (26.5 mm). The friction angles in
16
INDIAN HIGHWAYS
MAY 2019
Table 2 Shear strength properties of granular mixes
and subgrade soil
Material
Cohesion c, Friction angle ф, (degree)
GS
94
68
GB
36
70
SG
48
25
4.3.1 Interface shear properties and interaction coefficient
To ascertain the interface shear strength, interface shear
tests of two geogrids (GG2 and GG3) of different aperture
sizes and HSWM with GB and subgrade were carried out
under three normal stresses equal to 30, 60, and 90 kPa.
A total 12 number of experiments were performed on four
types of reinforced interface specimens alone. The four
types of reinforced interfaces examined are as follows
1. GB-GG2-GB, 2. GB-GG3-GB, 3. GB-SWM-GB and
4. GB-GG2-SG. For the case of GB–GG2–GB interface,
a peak was attained within a horizontal displacement
of 5% of box size for higher normal stress, whereas at
lower normal stresses (equal to 30 and 60 kPa) even at
large horizontal displacement of the shear box, no clear
peak shear stress was noticed. Figure 12 shows the MohrCoulomb shear strength envelopes at peak for the four
types of interfaces selected.
The Interface friction angle and adhesion intercept for
GB–GG2–GB interface were found to be 69° and 54 kPa
respectively. It was observed that placement of geogrid
TECHNICAL PAPER
resulted in increased apparent cohesion of the material
from 36 to 54 kPa; however, it decreased the friction angle
marginally (70° to 69°). Similar results were reported by
Tutumluer et al. (2012). The peak interface friction angle
and adhesion intercept values for aggregate-soil interface
reinforced with various types of geogrids observed by
Sakleshpur et al. (2017) were in the range of 8.8°–35.1° and
26.3–111.6 kPa respectively. Kamalzare & Ziaie-Moayed
(2011) observed interface friction angle ranging from 42° to
46° and adhesion intercept ranging from 53 to 74 kPa for clay
soil–geogrid–granular soil interfaces. In the present study,
interface friction angle was observed to range from 42° for
SG substratum to 69° for GB substratum, while adhesion
intercept was in the range of 75 kPa for SG substratum to
54 kPa for GB substratum when interface was reinforced
with GG2 and keeping GB superstratum in both the cases.
Table 3 provides the summery of shear properties of various
reinforced interfaces under consideration. It was observed
that shear stress of HSWM reinforced interface was
substantially higher at all the normal stresses in comparison
with that of geogrid reinforced interface, mainly due to
higher percentage of open area and stiffness of HSWM. The
higher interface shear stress could be mainly resulted from
higher percentage open area leading to increased mechanical
interlocking of aggregate particles against the lateral ribs, in
addition to the tensile strength of the HSWM compared to
the geogrid reinforcement. The geogrid reinforced interface
shear stress curves followed similar trend because of the
same percent open area (84%) and alike tensile strength
(17–23 kN/m) for the geogrids GG2 and GG3.
GB-SWM-GB
230
42
The interaction coefficient of reinforcement with soil may
be defined as the ratio of the shear strength at the soilreinforcement interface to the shear strength of the soil
without reinforcement at the equal overburden pressure
Umashankar et al. (2015). Equation 1 is used to evaluate
the interaction coefficient of the reinforcement.
(2)
where η is the interaction coefficient of reinforcement
with soil at a specified normal stress, τreinforced is the
shear strength of reinforced soil, and τunreinforced is the
shear strength of unreinforced soil. An interaction
coefficient more than one indicates the beneficial
effect of reinforcement with effective interlocking in
the reinforced pavement systems. Table 4 provides the
interaction coefficients of various reinforced interfaces.
The interaction coefficient was more at 60 kPa normal
stress for the case of geogrid reinforced interfaces, in
comparison with other two normal stresses, while for
the case of HSWM reinforced interface, the interaction
coefficient diminished with increase in normal stress.
Table 4 Interaction Coefficients for Various
Reinforcements with GB Substratum and
Superstratum
Interaction coefficient
Normal Stress σn = 30kPa σn = 60kPa σn = 90kPa
Interface
GB-GG2-GB
GB-GG3-GB
0.73
0.78
0.95
1.16
0.87
0.82
GB-SWM-GB
1.45
1.23
0.95
4.3.2Coulomb Friction Model for Interfaces
Fig. 12 Mohr-Coulomb Shear Strength Envelopes of
Various Reinforced Interfaces
Table 3 Shear Properties of Various Interfaces
Interface
Adhesion
intercept ca, kPa
Interface friction
angle δ, deg.
GB-GG2-GB
54
69
GB-GG2-SG
75
42
GB-GG3-GB
93
65
Coulomb friction model is generally used in modeling
of the interfaces on either side of the reinforcement. The
interface shear modulus, GI (Eq. 3) expressed as the slope
of the elastic portion of the shear stress-displacement curve
of interface resulted from the direct shear test Perkins et
al. (2004).
(3)
where τmax is the maximum shear stress, and Eslip is the
interface shear displacement parameter. Table 5 presents
the interface shear modulus values calculated for different
interfaces based on interface tests performed on various
reinforcement types and infill materials using Eq. 3. Eslip is
INDIAN HIGHWAYS
MAY 2019
17
TECHNICAL PAPER
exacted from the plot of shear stress and shear displacement
for a normal stress equal to 90 kPa.
Table 5 Interface Shear Modulus of Various
Interfaces at 90 kPa Normal Stress
Interface shear
Peak shear Eslip
modulus, GI
stress (kPa) (mm)
(kPa/m)
Interface
GB-GG2-GB
288
12.0
24004
GB-GG2-SG
158
8.0
19773
GB-GG3-GB
270
5.0
54100
GB-SWM-GB
315
5.5
57337
5.
Conclusions
The inclusion of reinforcement in the form of geogrid
and hexagonal steel-wire-mesh reinforcements within the
aggregate layer for reinforcement placement depth ratio
equal to 0.45 resulted in load improvement factor ranging
from 1.1 to 1.7 and 1.4 to 1.9 for the two reinforcement
types at various settlement ratios of the footing.
The friction angle and cohesion intercept of the GS and
the GB at optimum moisture content, compacted applying
modified Proctor compaction energy, were found to be 68°
and 94 kPa, and 70° and 36 kPa respectively.
The shear stress curves of interfaces reinforced with GG2
and GG3 followed the similar trend when infill material
was GB, mainly due to the geogrids with similar percent
open area and tensile stiffness.
For the geogrid reinforced interfaces, the interaction
coefficients varies from 0.73 to 1.16, whereas it ranges
from 0.95 to 1.45 for HSWM reinforced interface when
the normal stress was in the range of 30 to 90 kPa.
Interface shear modulus of various interfaces under
consideration varies from 19,773 to 57,337 kPa/m for a
90 kPa normal stress.
References
i.
ii.
iii.
iv.
v.
18
Perkins SW (1999) Mechanical Response of
Geosynthetic Reinforced Flexible Pavements.
Geosynth Int 6:347–382
Zornberg JG, Prozzi J, Gupta R, et al (2008) Validating
Mechanisms in Geosynthetic Reinforced Pavements.
Austin
Chen Q, Abu-Farsakh MY, Tao M (2009) Laboratory
evaluation of geogrid base reinforcement and
corresponding instrumentation program. Geotech Test
J 32:1– 10. doi: 10.1520/GTJ102277
Palmeira EM, Antunes LGS (2010) Large scale tests
on geosynthetic reinforced unpaved roads subjected to
surface maintenance. Geotext Geomembranes 28:547–
558. doi: 10.1016/j.geotexmem.2010.03.002
Latha GM, NairAM, Hemalatha MS (2010) Performance
INDIAN HIGHWAYS
MAY 2019
of geosynthetics in unpaved roads. Int J Geotech Eng
4:337– 349. doi: 10.3328/IJGE.2010.04.03.337-349
Al-Qadi IL, Elseifi M a., Leonard D (2003) Development
vi.
of an Overlay Design Model for Reflective Cracking
With and Without Steel Reinforcing Nettings (With
Discussion). J Assoc Asph Paving Technol 72:1–41
vii. Hugo F, Mccullough BF, Walt B Vander (1991) FullScale Accelerated Pavement Testing for the Texas State
Department of Highways and Public Transportation.
Transp Res Rec 1293:52–60
viii. Asphalt Academy (2008) Technical Guideline: Asphalt
Reinforcement for Road Construction
Abu-Farsakh MY, Akond I, Chen Q (2014) Evaluation
ix.
of Performance of Geosynthetic-Reinforced Unpaved
Roads using Plate Load Tests. 93rd TRB Annu Meet
Montanelli F, Zhao A, Rimoldi P (1997) Geosyntheticx.
reinforced pavement system: testing & design.
Proceeding Geosynth 97 1–15
Hariprasad C, Umashankar B (2015) Load-settlement
xi.
response of circular footing resting on reinforced
layered system. In: 15th Asian Regional Conference on
Soil Mechanics and Geotechnical Engineering. Japan
xii. Umashankar B, Hariprasad C, Sasanka Mouli S
(2015) Interface Properties of Metal-Grid and
Geogrid Reinforcements with Sand. In: International
Foundations Congress and Equipment Expo 2015.
Texas, pp 1–9
xiii. Bergado DT, Youwai S, Teerawattanasuk C,
Visudmedanukul P (2003) The interaction mechanism
and behavior of hexagonal wire mesh reinforced
embankment with silty sand backfill on soft clay.
Comput Geotech 30:517–534 . doi: 10.1016/S0266352X(03)00054-5
xiv. ASTM D1557-12 (2012) Standard Test Methods for
Laboratory Compaction Characteristics of Soil Using
Modified Effort (56,000ft-lbf/ft3 (2,700 kN-m/m3)). 1–14
xv. ASTM D5321/D5321M (2014) Standard Test ethod for
Determining the Shear Strength of Soil-Geosynthetic
and Geosynthetic-Geosynthetic Interfaces by Direct
Shear. Am Soc Test Mater Int 1–11 . doi: 10.1520/
D5321
xvi. Nicks JE, Gebrenegus T, Adams M. (2015) Strength
Characterization of Open-Graded Aggregates for
Structural Backfills
xvii. Al-Qadi IL, Dessouky SH, Kwon J, Tutumluer E
(2012) Geogrid-Reinforced Low-Volume Flexible
Pavements : Pavement Response and Geogrid Optimal
Location. ASCE J Transp Eng 1083–1090 . doi:
10.1061/(ASCE)TE.1943-5436.0000409.
xviii. Sakleshpur VA, Prezzi M, Salgado R, et al (2017)
Large-scale direct shear testing of geogrid-reinforced
aggregate base over weak subgrade. Int J Pavement
Eng 1–10 . doi: 10.1080/10298436.2017.1321419
xix. Kamalzare M, Ziaie-moayed R (2011) Influence of
geosynthetic reinforcement on the shear strength
characteristics of two-layer sub-grade. Acta Geotech
Slov 39–49
xx. Perkins SW, Christopher BR, Eli L C, et al (2004)
Development of design methods for geosynthetic
reinforced flexible pavements
TECHNICAL PAPER
IMPACT OF PHOTO POLLUTION DUE TO OVER-ILLUMINATION
& CURRENT TRENDS IN HIGHWAY LIGHTING
Bharat Sojitra1
Sunil Singh Gangwar2
Abstract
Photo pollution is a phenomenon that has been reported since a long time, but the specialist's reaction is still modest.
There are some attempts for specific regulations. Using photographic tools can be a solution, especially because of the
possibilities to achieve global measurements of the lighting field. The purpose of this paper is to substantiate a work
in which the general public aware of the phenomenon, based on qualitative evaluations and quantitative assessments.
Moving from clear vision at night, for which there are sufficient quantitative information, toward the assessing of photo
(light) pollution. The outcome is to finding a way to better observe early forms of light pollution and also to promptly
report the serious situations. The purpose of this paper is to increase the awareness about the Bureau of Indian Standards
(BIS) Code of Practice for lighting of public thoroughfares and to provide practical guidance on energy-efficient street
lighting best practices. These guidelines can also contribute to the development of future standards.
1.
Introduction
Photo pollution is the adding-of/added light itself, in
analogy to added sound, carbon dioxide, etc. Adverse
consequences are multiple; some of them may not be
known yet.
Scientific definitions thus include the following:
Photo pollution is the degradation of photo habitat by
artificial light. It is the alteration of natural light levels
in the outdoor environment owing to artificial light
sources. In other words, photo pollution is the presence of
anthropogenic light in the night environment.
It is exacerbated by excessive, misdirected or obtrusive uses
of light, but even carefully used light fundamentally alters
natural conditions. As a major side-effect of urbanization, it
is blamed for compromising health, disrupting ecosystems
and spoiling aesthetic environments.
Light pollution is a broad term that refers to multiple
problems, all of which are caused by inefficient,
unappealing or (arguably) unnecessary use of artificial
light. Specific categories of light pollution include light
trespass, over-illumination, glare, light clutter, and sky
glow. [1,2]
2.OVER-ILLUMINATION
Over-illumination is the excessive use of light. Over
illuminations is responsible for loss of approximately two
million barrels of oil per day. Over-illumination stems
from several factors:
Table-1 Types of Light Sources in Order of Energy Efficiency and Sky Glow Impact [3]
Luminous Efficacy (Lumens/ Sky Glow Impact (Relative
watt)
to LPS)
Type of Light Source
Color
LED Street Light (White)
Warm-white to Cool-white
120
4- 8
Low Pressure Sodium (LPS)
Yellow/ Amber
110
1.0
High Pressure Sodium (HPS)
Pink/ Amber-white
90
2.4
Metal Halide
Warm-white to Cool-white
70
4 -8
Incandescent
Yellow/ White
8- 25
1.1
1
Director, Designtech Consultants, Ahmedabad, E-mail: bsojitra@designtechconsultants.com
2
Superintending Engineers, PWD, Electric Circle, Kota, Rajasthan, E-mail: ssgangwar@gmail.com
INDIAN HIGHWAYS
MAY 2019
19
TECHNICAL PAPER
• Not using timers, occupancy sensors or other
controls to extinguish lighting when not needed;
the visual quality, cost, and energy efficiency aspects
of the illumination system.
• Improper design by specifying higher levels of
light than needed for a given task;
3.1Taking into account considerations of principles of
vision, criteria of quality, and characteristics of sources
and luminaries Table-2 gives for each classification
of installation the desirable level of illumination, the
degree of uniformity and the luminaires which are
recommended or permitted. [4]
• Incorrect choice of fixtures or lamps, which do not
direct light into areas as needed;
• Improper selection of hardware to utilize more
energy than needed to accomplish the lighting task;
Most of these issues can be readily corrected with
available, inexpensive technology, substitution of old
mercury, sodium or metal halide lamps with more energy
efficient LED lamps using the same lighting techniques
and less electrical power that creates barriers to rapid
correction of these matters (Table-1). Most importantly,
public awareness would need to improve for industrialized
countries to realize the large payoff in reducing overillumination. [3]
3.CLASSIFICATION
INSTALLATION
ILLUMINATION:
OF
LIGHTING
AND
LEVELS
OF
The most important element of the illumination system
is the light source. It is the principal determinant of
3.2For Group-A Lighting, the level and enormity of
illumination should be as high as possible.
3.3For Group-B lighting, greater tolerance on uniformity
and glare may be admitted which may be justified by the
character of the roads and by the presence of facades.
3.4The recommendation of this code will usually provide
good results on ‘average’ surfaces, that is, surface
which give bright patches of moderate length and
which are not unduly dark in colour.
3.5In this table, the parameters given in type of
luminaires (Column 6 & 7) has to be revise as
these are not relevant in present scenario of LED
fixtures.
Table-2 Classification of Lighting Installation & Levels of Illumination [4]
Classification
of Lighting
Installation
Type of Road
(1)
(2)
Group A1
20
Average Level
Transverse
Ratio
of Illumination Minimum/ Uniformity Ratio
= Min/ Max
on Road
Average
Illumination
Surface
Illumination
Type of Luminaire
Preferred
Permitted
(3)
lux
(4)
(5)
Percent
(6)
(7)
Important traffic routes
carrying fast traffic
30
0.4
33
Cut-off
Semi-cut-off
Group A2
Other main roads
carrying mixed traffic,
like Main City Streets,
Arterial Roads,
Through-ways, etc
15
0.4
33
Cut-off
Semi-cut-off
Group B1
Secondary roads with
considerable traffic
like principal local
traffic routes, Shopping
Streets, etc.
8
0.3
20
Cut-off
or
Semi-cut-off
Non-cut-off
Group B2
Secondary roads with
light traffic
4
0.3
20
Cut-off or
Semi-cut-off
Non-cut-off
INDIAN HIGHWAYS
MAY 2019
TECHNICAL PAPER
4.OVERVIEW AND PROPOSED MODIFICATION ON HIGHWAY LIGHTING DESIGN CRITERIA AS PER
BIS STANDARDS AND CODE OF PRACTICES IN THE IRC MANUAL:
Table-3 Overview & Proposed Modification in IRC: SP: 73 - 2015 [4, 5, 6]
S. No.
1.0
a.
b.
c.
Reference As Per
IRC: SP: 73 - 2015
Existing Parameters
Proposal to Review &Update
• M
in. 30 to 40 kW Roof top solar power plant will
be installed on Toll Canopy/ Toll Plaza area.
SECTION 10 :
TOLL PLAZAS
Clause 10.4.17
Interior Lighting:
Clause 10.4.17
High Mast Lighting:
Clause 10.4.17
Highway Lighting:
• I ndoor lighting shall be with • All Indoor lighting shall be with LED Lamps
Fluorescent Lamps.
only.
• A
height of 30 Mtr. for the mast • A height of 20 to 30 Mtr. is considered as per area
is considered.
of the Toll Plaza.
• A
minimum requirement of • A requirement of average luminance on the Road
illumination on the road surface surface is 30 lux & uniformity ratio are Emin/
of average 40 lux shall be Eavg = 0.4 and Emin / Emax = 0.25 shall be
ensured.
ensured.
• T
hese shall be provided on the • These shall be provided on the Hot Deep GI Steel
mild steel welded tubular pole Welded Tubular/ Octagonal Pole of 8 to 11 Mtr.
of 10 m height from road surface height from Road surface & with 1-2 Mtr. over
and with 2 m overhang.
hang as per design calculation.
• S
odium Vapour Lamp of 200- • LED Lamp of 70 to 250 Watts should be provided.
250 Watts should be provided.
Wattage will be selected as per average lux
requirement.
d.
Clause 10.4.17
Canopy Lighting :
2.0
a.
b.
SECTION -12
Clause 12.4
Clause 12.4.1:
General
Clause 12.4.2:
Specifications
• Higher level of illumination up • An average level of illuminance on below space
to average 100 lux by providing frame is 70 lux by providing 70 to 110 Watt LED
150 Watt Metal Halide lamps.
lamps.
PROJECT FACILITIES
STREET LIGHTING
The concessionaire shall make • The concessionaire shall make suitable
suitable
arrangements
for arrangements for procuring power supply to
procuring power supply to ensure ensure uninterrupted lighting during night and
uninterrupted lighting during when visibility is low, including provision of DG
night and when visibility is low, sets as standby arrangements at key Junctions,
including provision of DG sets as Complex Flyover Interchanges, Major Built-up
sections only and it will be follow strictly.
standby arrangements.
• Unless stated otherwise in this • Unless stated otherwise in this manual, the
Manual, the minimum level of Average level of illumination on the locations
illumination on the locations of the of the project Highway where lighting is to be
Project Highway where lighting is provided as per below :
to be provided shall be 40 Lux.
(1) Main Carriageway on entire Highway: Average
level of illumination on road surface is 30 lux.
(2) Service roads in Built-up sections/Grade
Separator/VUP/ Interchange area on entire
Highway: Average level of illumination on road
surface is 15 lux.
(3) Key Junctions & Complex Flyover Interchanges:
Average level of illumination on road surface is
40 lux.
INDIAN HIGHWAYS
MAY 2019
21
TECHNICAL PAPER
(4) Main City Bypass Junctions without any
interchanges: Average level of illumination on
road surface is 20 Lux.
(5) VUP / PUP / CUP underpass crossings: Average
level of illumination on road surface is 40 lux.
PUP / CUP Underpass crossings lighting shall
be operated through Solar power
(6) The rest area shall be provided with average
level of illumination of 30 lux on road surface.
c.
e.
12.5
12..5.5
12.6
12.6.8
Truck Lay-byes Lighting:
The truck lay-byes and 50 Mtr.
length of the project highway on
its either side shall be illuminated
at night to provide a minimum
illumination of 40 lux.
The truck lay-byes and 50 Mtr. length of the project
highway on its either side shall be illuminated at
night to provide average illumination of 30 lux on
road surface by using Solar power LED street light
with day light sensor specially in those area where
no electrical connection is available at nearby
area.
Bus bays and Bus Shelters Lighting :
The entire bus bay area shall be The entire bus bay area shall be provided with
provided with lighting minimum average level of illumination of 20 lux on road
illumination of 40 lux.
surface by using Solar power LED street light with
day light sensor specially in those area where no
electrical connection is available at nearby area.
Table-4 Overview & Proposed Modification in IRC:SP: 84 - 2014; IRC:SP: 87 - 2013[4, 5, 7, 8]
Reference as per
S. No. IRC:SP: 84 - 2014;
SP:87 - 2013
1.0
a.
b.
c.
d.
22
Existing Parameters
Proposal to Review & Update
• M
in. 30 to 40 kW Roof top solar power plant will
be installed on Toll Canopy/ Toll Plaza area.
SECTION 10 :
TOLL PLAZAS
Clause 10.4.17
Interior Lighting:
Clause 10.4.17
High Mast Lighting:
Clause 10.4.17
Highway Lighting:
• I ndoor lighting shall be with • All Indoor lighting shall be with LED Lamps
Fluorescent Lamps.
only.
Clause 10.4.17
Canopy Lighting :
• A
height of 30 Mtr. for the mast • A height of 20 to 30 Mtr. is considered as per area
is considered.
of the Toll Plaza.
• A
minimum requirement of • A requirement of average luminance on the
illumination on the road surface Road surface is 30 lux & uniformity ratio are
of 40 lux shall be ensured.
Emin/Eavg = 0.4 and Emin / Emax = 0.25 shall
• These shall be provided on the be ensured.
mild steel welded tubular pole • These shall be provided on the Hot Deep GI Steel
of 10 m height from road surface Welded Tubular/ Octagonal Pole of 8 to 11 Mtr.
and with 2 m overhang.
height from Road surface & with 1-2 Mtr. over
• Sodium Vapour Lamp of 200- hang as per design calculation.
250 Watts should be provided. • LED Lamp of 70 to 250 Watts should be provided.
Wattage will be selected as per average lux
requirement.
• Higher level of illumination up • An average level of illuminance on below space
to 100 lux by providing 150 Watt frame is 70 lux by providing 70 to 110 Watt LED
Metal Halide lamps.
lamps.
INDIAN HIGHWAYS
MAY 2019
TECHNICAL PAPER
SECTION -12
PROJECT FACILITIES
Clause 12.3
STREET LIGHTING
a.
Clause 12.3.1:
General
The concessionaire shall make • The concessionaire shall make suitable
suitable
arrangements
for arrangements for procuring power supply to
procuring power supply to ensure ensure uninterrupted lighting during night and
uninterrupted lighting during when visibility is low, including provision of DG
night and when visibility is low, sets as standby arrangements at key Junctions,
including provision of DG sets as Complex Flyover Interchanges, Major Built-up
sections only and it will be follow strictly.
standby arrangements.
b.
Clause 12.3.2:
Specifications
• U
nless stated otherwise in this • Unless stated otherwise in this manual, the
Manual, the minimum level of Average level of illumination on the locations
illumination on the locations of the project Highway where lighting is to be
of the Project Highway where provided as per below :
lighting is to be provided shall
(1) Main Carriageway on entire Highway: Average
be 40 Lux.
level of illumination on road surface is 30 lux.
2.0
(2) Service roads in Built-up sections/Grade
Separator/VUP/ Interchange area on entire
Highway: Average level of illumination on road
surface is 15 lux.
(3) Key Junctions & Complex Flyover Interchanges:
Average level of illumination on road surface is
40 lux.
(4) Main City Bypass Junctions without any
interchanges: Average level of illumination on
road surface is 20 Lux.
(5) VUP / PUP / CUP underpass crossings: Average
level of illumination on road surface is 40 lux. PUP /
CUP Underpass crossings lighting shall be operated
through Solar power
(6) The rest area shall be provided with average
level of illumination of 30 lux on road surface.
c.
12.4
12..4.4
e.
12.5
12.5.8
Truck Lay-byes Lighting:
The truck lay-byes and 50 Mtr.
length of the project highway on
its either side shall be illuminated
at night to provide a minimum
illumination of 40 lux.
The truck lay-byes and 50 Mtr. length of the project
highway on its either side shall be illuminated at
night to provide average illumination of 30 lux on
road surface by using Solar power LED street light
with day light sensor specially in those area where
no electrical connection is available at nearby area.
Bus bays and Bus Shelters Lighting :
The entire bus bay area shall be The entire bus bay area shall be provided with
provided with lighting minimum average level of illumination of 20 lux on road
illumination of 40 lux.
surface by using Solar power LED street light with
day light sensor specially in those area where no
electrical connection is available at nearby area.
INDIAN HIGHWAYS
MAY 2019
23
TECHNICAL PAPER
5.MAJOR BENEFITS DUE TO AMENDMENT
IN IRC MANUAL:
(1)By using LED lamps instead of Sodium Vapor
Lamps - Increase the life of lamps, burning hours &
reduce Energy consumption.
(2)Reduction in CO2 (carbon) due to reduction in energy
consumption which is around 975 kg/ kWHr, which
is a great benefit to the society & environment as a
whole. [9]
6.LATEST TRENDS:
Street lighting systems are not complete solution, if not
integrated with automation and other intelligent features.
Generally, it has been observed that an integrated smart
street lighting system provides over 30% of extra energy
savings. Also, it provides the service provider with better
control over the quality of the services. It gives better,
dynamic remote management and faster outage response.
This also helps them immensely in reducing their O&M
costs over time.
An intelligent automation based street lighting system
can be adopted at Toll Plaza By this smart system we can
control, monitor and manage the street lights. It may be
a time based switching or day light sensor based system
controlled with microprocessor/ SCADA programming.
This system will be beneficial for energy saving and
management. Web Based Street light monitoring also
helps in remote monitoring of lights and hence immediate
action is possible if there is a problem or failure in any of
the street lights.
7.
By adopting new and energy-efficient technologies,
like two stage control for peak, off-peak traffic, and
sensor based street lighting system, large energy and
cost savings can be achieved. Considering the variable
power quality conditions in India, selection of lamps
that operate over a wide range of power parameters
would significantly reduce the replacement costs of
the lamps by reducing the failure rate, although it may
entail a high initial investment cost. The efficiency of
street lighting can also be significantly improved by
selecting appropriate optics for the luminaires as well as
ensuring proper mounting height, overhang, and angle
of tilt in a street lighting installation. Following these
guidelines can enhance visibility and safety, and help
reduce electricity consumption and costs, so as to free up
resources for other pressing needs, thereby contributing
to the improvement of the overall quality of life.
REFERENCES:
i.
Cinzano P: What is light pollution? Retrieved on July
10, 2008. Online as http://www.savethenight.eu
ii.
Hollan, J: What is light pollution, and how do we
quantify it? http://amper.ped.muni.cz/light/lp_what_
is.pdf
iii. Light Pollution Wikipediaiv.
https://en.wikipedia.org/wiki/Light_pollution#cite_
note-91
v.
Indian Standard, Code of Practice for Lightning of
Public Thoroughfares, IS 1944 (Part 1 & 2): 1970 (RA:
2018).
CONCLUSION:
A well-designed, energy-efficient street lighting system
should permit users to travel at night with good visibility,
in safety and comfort, while reducing energy use and
costs and enhancing the appearance of the neighborhood.
Conversely, poorly designed lighting systems can lead to
poor visibility or light pollution, or both. [10]
Most importantly, the design of a street lighting system
must be appropriate for the site and should provide the
level of illumination (lux) and uniformity of light.
Decisions about lighting systems also should take into
account the relative importance in each situation of such
characteristics as lamp efficacy, good color rendering, and
light distribution of different types of lamps.
As a part of the design of street lighting system, after
completion of installation work, a third party verification
of lux level shall be essential from any NABL accredited
24
lab.
INDIAN HIGHWAYS
MAY 2019
vi. Indian Standard, Code of Practice for Lightning of
Public Thoroughfares: Part 5 Lighting for Grade
Separated Junctions, Bridges and Elevated Roads
(Group D), IS 1944 (Part 5): 1981 (RA: 2018).
vii. IRC:SP:73 Manual of Specifications & Standards for
Two- Laning of Highways with Paved Shoulders.
viii. IRC: SP: 84-2014 Manual of Specifications & Standards
for Four Laning of Highways Through Public Private
Partnership.
ix. IRC:SP: 87-2013 Manual of Specifications & Standards
for Six Laning of Highways Through Public Private
Partnership.
x.
Energy Efficient Street Lighting Guidelines- Bureau of
Energy Efficiency.
xi. NYSERDA How-to Guide to Effective EnergyEfficient Street Lighting for Planners and Engineers.
(http://www.rpi.edu/dept/lrc/nystreet/).
TECHNICAL PAPER
Need to lay down Criteria for Fixing of Road Side Furniture
with reference to ‘Distance between centre of Front Wheels
and Bumper (front overhang of vehicles) - in Urban areas
Kuldeep Singh1
1.
Amarjeet Singh2
Arun Kumar Sharma3
Introduction
Road side furniture is being installed for safe movement of
traffic as they provided necessary guidance and navigation
aid to traffic. In urban areas on account of shortage of Right
of Way (ROW) and land width, road side furniture such as
railings, crash barriers, street light poles, bus shelters are
located near the edge of central verge and shoulders which
are built up or demarcated by raised concrete kerbs. As
the road side furniture is invariably provided close to the
edge of central verge and shoulders, the same gets hit by
the front bumper of commercial vehicles resulting in their
breaking and /or tilting resulting in cease of function for
which they are provided. In certain cases these tilted road
side furniture results in a hazard to smooth movement of
traffic e.g. tilted railings and electric pole.
The distance between front wheels and front bumper of
vehicle marked as ‘front overhang’ is shown in Fig.1 is not
considered in planning for location and fixing of road side
furniture. The ‘front overhang’ for different categories of
vehicles is as under:
Table 1 : Category of Vehicles and their Front Overhang
S.No. Category of vehicle
Front overhang
(in meters)
1.
Maruti Swift
0.82
2.
Low Floor Bus
2.55
3.
Tractor Trailor
1.50
4.
Large Truck (14 wheeler)
1.435
5.
Dumper Truck
1.545
FRONT
OVERHANG
Fig. 1 Front Overhang in a Bus
With the manufacture of new vehicles in view of emerging
market in country it shall be considered appropriate to
limit or fix range for front overhang as we can not afford to
improve the geometrics or urban road in view of restricted
land width and right of way.
In IRC:SP:84-2014 “Manual of Specifications &
Standards for Four Laning of Highways through Public
Private Partnership” the distance between edge of median
and railing is provided as 0.6 meter. In IRC:67:2012 the
minimum, desirable and maximum distance for placing
sign board from central verge kerb stone is 0.3 m, 0.6 m
and 1.0 m respectively.
2.Examples of Location of Road Side
Furniture Close to Edge of Center
Verge
2.1 Railing on Narrow Center Verge
In many congested urban locations to prevent haphazard
crossing of road by pedestrians, the railing of cement
1
Chief Engineer (Retd.) Punjab PWD
2 Chief Engineer (Retd.) Police Housing Corporation Punjab
3 Chief Engineer (Retd.) Ministry of Road Tarnsport & Highways
INDIAN HIGHWAYS
MAY 2019
25
TECHNICAL PAPER
concrete or steel is provide close to the kerb stone of central
verge (as shown in Fig. 2). In the straight reaches of these
roads, the vehicle movement is not affected by location of
railing but on the outer side of curves the railing gets hit
by the front bumper of trucks and buses. Damaged railing
at edge of road show in photo 1.
in movement of traffic till removed from site. This also
results in avoidable expenditure.
Fig. 4 Electric Pole in Middle of Central Verge
Fig. 2 Railing in Middle of Central Verge
2.2 Flowers Pots on Narrow Central Verge
For roads in urban areas, for beautification of central verge
and for achieving increase in effective height, flower pots
are provided (as shown in Fig. 3). The shrubs in these pots
helps in cutting the head light glare of vehicle moving
in opposite direction. On many occasions movement of
trucks and buses hit these flower pots which fall on the
road thus resulting in a hazard in smooth movement of
traffic till removed and put in position.
2.4 Fixing of Bollards Near Edge of Shoulders
In some urban areas, bollards are provided at entrance
to service roads to prevent their usage by fast moving
commercial vehicles. These bollards are invariably broken
by front overhang of commercial vehicles. The broken
bollards are replaced after long time and debris from
broken bollard also result in a traffic hazard.
Photo 1. Broken Railing at Edge of Road
Fig.3 Flower Pots in Middle of Central Verge
2.3 Electric Poles on Central Verge
To avoid head on collision between vehicles in many urban
roads are being provided with narrow central verge and
in view of existing trees along shoulders, electric poles
are being provided in central verge (as shown in Fig. 4).
These poles when hit by any commercial vehicle, get tilted
in the carriageway, resulting in undesirable hindrance
26
INDIAN HIGHWAYS
MAY 2019
2.5Concrete/Steel Railing for Segregation of Traffic in
Delhi
RCC railing has been provided for segregation of traffic
coming from ramps to the main carriageway at Shahdara
Flyover in New Delhi. These railings gets damaged by
movement of commercial vehicles on account of poor
visibility of the railing in the absence of adequate retro
reflecting paint or tape on the railing thus resulting as
obstruction in smooth movement of traffic.
TECHNICAL PAPER
Frequent Damage to wall at outer edge of curve at New
Delhi. The wall is 10 cm from roads edge.
2.7Location of Supports/ Piers of Structure in Central
Verge
To meet the requirement of ever increasing urban traffic,
elevated structures are coming up including construction
of elevated Pedestrian Bridges. To affect economy the
central support of these structures are located in the
central verge. These vertical supports are further used
for advertising on a large scale. The process of providing
of and replacing of these advertising boards results in
a traffic hazard on the road itself. Further as and when
cladding provided on these vertical supports (particularly
in case of steel structures) gets damaged or protrudes on to
the road results in traffic hazard e.g. Pedestrian bridge on
Bhisampitma Marg in New Delhi.
2.8 Narrow bridges and culverts are traffic hazards
on account of inadequate distance width available for
movement of front bumper of commercial vehicles.
Photo 2. Photo of Broken wall at edge of Road at New
Delhi
2.6Location of Bus Shelters Close to Edge of
Shoulder
In urban congested areas due to paucity of space,
sometimes bus shelters for convenience are being
located close to the edge of shoulder. The roof of bus
shelter projecting as cantilever is usually hit by the roof
of buses which damages the bus shelter and buses. The
problem of hitting roof is further aggravated by the fixing
of advertising board on the front of cantilever roof of
these shelters. (Photo 3)
3.
Suggested Actions
With ever increasing vehicular traffic in urban areas
particularly mixed traffic, the safety of road users cannot
be compromised, an immediate attention need to given
to the aspects described above. Certainly there would be
other associated problems. The suggested actions in this
regard includes in addition to others:
3.1To undertake traffic survey in respective areas/zones
to assess the extent of front overhang of commercial
vehicles and to locate the road furniture in a way to
avoid it being hit by the commercial vehicle.
3.2To undertake an intelligent survey of the affected
areas, to identify hazardous locations and to
recommend remedial measures which includes
shifting /relocation of road side furniture from edge
of central verge and shoulders.
3.3On outer side of curves, kerb stone, railings, crash
barriers should be located at least 1.25 meter from
edge of road and in the event adequate space is
not available the fixing of railings etc. should be
avoided.
3.4The projecting roof of bus shelters should be located
at least 1.0 meter inside from the edge of raised
shoulder. Attempt may also be made to avoid roof
hanging advertising boards.
3.5Hazardous locations should be adequately marked
by providing adequate retro-reflective signage, tapes
and suitable warning sign boards.
Photo 3. Bus Shelter at the Edge of Shoulder
3.6Information with the Road Maintenance gangs can be
used with advantage in locating road side furniture at
INDIAN HIGHWAYS
MAY 2019
27
TECHNICAL PAPER
hazardous locations and providing suitable collapsible
road furniture at such locations.
3.7Many times the plantation, road furniture, other
sign boards located in the median and splitter island
in a junction influence area would become objects
obscuring the visibility for drivers to see each other
and pedestrians while approaching and turning at the
junction, resulting in accidents. If all such objects are
removed from the tip of median and splitter island
for a length of stopping sight distance, the junction
visibility can be enhanced and also the likelihood of
vehicles hitting the object due to overhanging can be
avoided.
3.8Though a physical median in an urban road segregate
the opposite stream of traffic, a narrow median
would not serve as safe refuge space for pedestrian
to cross a multi-lane highway. In all such cases, the
objects installed in narrow median without providing
a minimum clearance of 300mm from the vertical
face of raised kerb are likely to be hit by the lateral
overhanging of vehicles (like the situations shown in
Fig 2 to 6). Hence the refuge space for pedestrian to
wait safely as well as the minimum lateral clearance
will have to be catered while deciding the minimum
width of a physical median in divided highway.
3.9Indian Roads Congress may consider undertaking
detailed studies jointly with Ministry of Road
Transport & Highways along with State Public
Works Departments to review and revise exiting
recommendation and to draft new recommendations
for fixing of road side furniture in urban areas so as to
achieve safety of road users and to maintain capacity
of existing roads to cater to the ever increasing
traffic.
References
i.
IRC:84:2014 “Manual of Specification and Standards
for Four Laning of Highways through Public Private
Partnership”
ii.
IRC:67-2012 “Code of Practice for Road Signs” (Third
Revision)
IRC Technical Committees Meeting Schedule for May, 2019
Date
Day
Time
Name of the Committee
03-05-19
Fri
02.30PM
Road Maintenance & Asset Management Committee (H-6)
11.00 AM
Project Preparation, Contract Management, Quality Assurance and
Public Private Partnership Committee (G-1)
04-05-19
28
Bearings, Joints and Appurtenances Committee (B-6)
Sat
01.00 PM
General Design Features (Bridges and Grade Separated Structures)
Committee (B-1)
03.00 PM
Composite Pavement Committee (H-9)
07-05-19
Tue
11.00 AM
Rural Roads Committee (H-5)
10-05-19
Fri
11.00 AM
Management, Maintenance and Rehabilitation Committee (B-8)
11-05-19
Sat
11.00 AM
17-05-19
Fri
11.00 AM
Transport Planning and Traffic Engineering Committee (H-1)
18-05-19
Sat
11.00 AM
Identification, Monitoring and Research Application (IMRA)
Committee
25-05-19
Sat
11.00 AM
INDIAN HIGHWAYS
MAY 2019
Flexible Pavement, Airfield & Runways Committee (H-2)
Subgroup of Loads and Stresses Committee (B-2)
Hill Roads & Tunnels Committee (H-10)
Loads and Stresses Committee (B-2)
TECHNICAL PAPER
APPLICATION OF MINISTRY OF ROAD TRANSPORT & HIGHWAYS (MORTH)
CIRCULARS FOR PAVEMENT OPTION STUDIES WITH CASE STUDIES
Swapan Bagui1
Atasi Das2
Abstract
MORTH issued two circulars for pavement option study. Default mode of pavement option is rigid pavement. Rigid
pavement option has been considered based on least Green House Gas emission, least life cycle cost and highest benefit
cost ratio. If flexible pavement option is considered, it shall be justified with consideration benefit cost ratio. Benefit cost
ratio should be greater than one. A methodology of pavement option has been developed based on these two circulars
of MORTH and presented in this paper for selection of pavement option. Two case studies have been carried for initial
pavement cost variation within 20 % and more than 20%. Flexible and rigid pavement option considered initially for Case
Study 1 and Case Study 2 respectively. Finally rigid pavement option has been found viable option based on life cycle and
benefit cost ratio analyses for both cases.
1.
Introduction
Life cycle cost analysis of existing road is becoming more
significant to determine the proper time of maintenance and
the proper action, which should be taken for maintenance.
An efficient maintenance policy is essential for a costeffective, comfortable and safe transportation system.
But, the decision to maintain the road facilities, consider
a number of possible ways from routine maintenance
action to reconstruction of the road network. Moreover, an
economic analysis of a road network is dependent upon a
number of factors, which are responsible for deciding road
serviceability level. Optimization model is an analytical
model, which helps to make a cost benefit analysis and
compare that with various possible alternatives to give
out the best possible activity within the allocated budget,
before being carried out in field work.
Road authorities of all around the world are finding
and innovating ways to cope with the high cost of road
network maintenance, the increasing demands of road
users and the changing traffic type and volume. The road
network plays a vital role in contributing to the economic,
social, cultural and environmental development of the
country. A well-maintained road is needed to make the
network sustainable for future generations. Improving
road maintenance management has become a key factor
in developing nations like India. The instrument thinks
about and examines the relative monetary alternatives of
diverse constructional and recovery plans for a roadway.
It decides the execution data by analysis of pavement
administration information and experience to assess the
pavement condition. Life-Cycle Cost Analysis (LCCA)
is a process for evaluating the total economic worth of
a usable project segment by analyzing initial costs and
discounted future costs, such as maintenance, user,
reconstruction, rehabilitation, restoring, and resurfacing
costs, over the life of the project segment.
LCCA is an economic method to compare among
alternatives that satisfy a need in order to determine
the lowest cost option. According to Chapter 3 of the
AASHTO Guide for Design of Pavement Structures,
life cycle costs “refer to all costs which are involved
in the provision of a pavement during its complete life
cycle.” These costs borne by the agency include the
costs associated with initial construction and future
maintenance and rehabilitation. In addition, costs are
borne by the traveling public and overall economy in
terms of user delay. The life cycle starts when the project
is initiated and opened to traffic and ends when the
initial pavement structure is no longer serviceable and
reconstruction is necessary.
2.ADVANTAGE
AND
DISADVANTAGE
OF CHOOSING RIGID AND FLEXIBLE
PAVEMENT
Advantage and disadvantage of flexible pavement and
rigid pavement are presented in Table 1.
1
CGM, ICT (I) Pvt. Ltd. New Delhi E-mail: swapanbagui@gmail.com
2
GM GR Infra Projects Ltd. Gurugram E-mail: atasi.d@gmail.com
INDIAN HIGHWAYS
MAY 2019
29
TECHNICAL PAPER
Table 1 Advantage and Disadvantage of Rigid Pavement and Flexible Pavement
S. No. Advantages
30
Rigid Concrete Pavement
Bituminous Flexible Pavement
Has a Life Span of 30-35 years.
Life Span of 10-15 years.
1
Life Span
2
Maintenance Requirement Minor repair at the joints or replacement Requires frequent extensive maintenance
during the Life Span
of sealant at few locations. This is also (say after every three to four years)
required after 10- 12 yrs.
during the design life on account of
formation of ruts, potholes, revelling
and deformation. Routine maintenance
as well as overlay and strengthening is
required.
3
Life Cycle Cost (LCC)
Though initial cost of construction is Considering the Life Cycle Cost, it is not
higher, it works out to be economical economical to go for flexible pavement.
considering the Life Cycle Cost i.e.
initial cost and maintenance cost
4
Riding Quality
Offers a very good riding quality for
longer period i.e. 15-20 yearrs /more
due to complete absence of ruts and
deformation in profile.
Riding quality deterioration is very
fast; in a short span of 4-5 yearrs. Thus
requiring frequent laying of wearing coat
after 4-5 yearrs. Road surface is required
to be restructured when the roughness
reaches value of 3000 mm per km
5
Abrasion Resistance
Rigid Pavement being hard surface
offers high resistance to abrasion due to
movement of traffic, especially heavily
loaded trucks and trailers.
Bituminous surface rapidly disintegrates
and get damaged specially on curves and
near bus stops on account of braking
and accelerating forces. Thus requiring
frequent repair/ overlay
6
Oil Spillage
It is totally unaffected by spillage of
oils & lubricants from stationery and
moving vehicles. Thus it is best choice
for Bus Depots, Aircrafts Aprons, Hard
standing, and truck parking bays, fuel
stations and Garages where chances of
oil spillage are high.
Spilled petroleum products dissolve
bitumen, resulting in loss of binder
and loosening the aggregates. Thus the
surfaces get pitted and start disintegrating
with passage of time.
7
Skid Resistance
In order to provide good skid resistance
surface, desired texturing can be
achieved while the concrete is still
green. Texturing will easily last for
l0-12 yrs. after which it is possible to
carryout re-texturing of the surface.
Further drainage channels can lead the
water away thus avoiding formation of
film between tyre and the road, thereby
preventing hydro-planing (Skidding).
Smooth Asphaltic surface offers skid
much less skid resistance. Since it has to
depend on the texture of the aggregates
for imparting skid­ resistance, open
textured surfaces likes chipping carpets
and surface dressing can offer skid
resistance but cannot be used on National
Highway and Major roads
8
Design Precision
Precise Structural analysis & design
is possible increase of rigid pavement
as flexural strength of concrete can be
scientifically tested which form the
basis .
Flexible pavement design is based mainly
on Empirical methods and depends on
the characteristic of the materials used
for construction.
INDIAN HIGHWAYS
MAY 2019
TECHNICAL PAPER
3.MORTH CIRCULARS FOR PAVEMENT
OPTION STUDY
MORTH issued two circulars related pavement option
study and details are presented here in.
3.1 First Circular
Ministry vide circular no. RW/NH-33044/5312013-S&R
(R) dated November, 2013 had advocated the issue of
environment friendly construction practices for reduction
of greenhouse gases and had also inter-alia specified the
Life Cycle Cost Analysis as an essential component of
infrastructure design.
Summary of above circular is presented here in.
Roads sector is one of the contributors to Green House
Gas (CHG) emissions which is adversely affecting the
environment. There is, thus a need to incorporate the
most environmental friendly construction practices in
development of highways for reduction of Green House
Gas emissions. Innovative materials/ technologies which
mitigate negative impact on the environment also need
to be encouraged.
Besides, Life-cycle cost analysis is also an essential
component of infrastructure design. This embraces
the maintenance and rehabilitation costs, not just
initial construction costs, when evaluating pavement
alternatives. Life cycle cost analysis enables examination
of various design options to determine which pavement
type is the most cost effective over the total life cycle of
the pavement.
In view of the above, it is imperative that due diligence
is observed in preparation of feasibility/ detailed project
reports for all upcoming National Highway projects in
order to reduce CHG emissions as well as in arriving at
life-cycle costs considering the service life of pavement
alternatives. Hence, the feasibility studies/ detailed
project reports for development of National Highways
shall, invariably, discuss the following:
a. The construction materials/ technologies proposed
with reference to their environment friendliness;
b. Use of recyclable materials/ waste materials from
other industries;
c. Use of efficient and environment friendly
construction equipment and plants;
d. Designs using alternative materials/ technologies
so as to enable the implementing agencies to select
the most economical design which would result
in substantially reduced CHG emissions and least
cost over the intended life cycle.
3.2 Second Circular
MORTH second Circular issued vide MORTH letter
No:RW/NH-33044/31/2014/S& R (R) (Pt) dated
4 August 2014.Important points are highlighted here in:
1.Considering the issue related to longer service
life, fuel consumption, resistance to extreme
weather conditions, saving of natural resources
and maintenance etc. the obvious advantages of
rigid pavement cannot be denied. However there
are several caveats which need to be analyzed in
arriving at. the best possible option:
a. Rigid pavement will be best in the highway
projects requiring substantive construction/ upgradation. Where the projects envisage minor
improvements as in the form of tile paved
shoulders or widening etc., the efficacy of the
rigid pavement construction in such a scenario
would require to be assessed.
b. The price of cement vis-a-vis bitumen varies
widely in different parts of the Country depending
up on the lead from the production centers/
refineries. This variation would be required to be
mapped out and unless there is price comparison
within acceptable limits up to 20%, the use of
flexible pavements may perhaps require to be
continued.
c. Availability of cement at the macro level will also
need to be assessed.
2.Although, rigid pavement could be default mode of
construction, a provision for considering alternative
methodology (including flexible pavements) would
need to be clearly provided for. The agencies
preparing DPR’s for the National Highway projects
would be expected to bring out the reasons why rigid
pavement could not be adopted in specific National
Highway project and the Cost Benefit Analysis of
rigid pavement vis-à-vis flexible pavement in each
project should be clearly brought out.
Based on these two MORTH circulars, a flow chart
has been developed and presented in Fig.1. This flow
chart can be used for determination of pavement type
selection.
INDIAN HIGHWAYS
MAY 2019
31
TECHNICAL PAPER
Fig.1 Flow Chart for Pavement Option
4.
FUEL SAVINGS IN RIGID PAVEMENT
The increased deflection on flexible pavements absorbs
part of the vehicle energy that would otherwise be available
to propel the vehicle. Thus more fuel is required to drive
on flexible pavements. Concrete pavement reduces road
deflection and the corresponding fuel consumption.
Field trials carried out in USA (Cement Manufactures
Association, New Delhi 1997) have brought out the
important role played by the type of road surface in
fuel consumption. The following conclusions have been
made:
a. As regards heavy trucks, the data concludes that the
average fuel consumption on a concrete pavement
is far less than the fuel consumption on an asphalt
pavement of comparable roughness.
b. Difference in fuel consumption between the two
pavement types was found to be as much as 20
percent.
32
INDIAN HIGHWAYS
MAY 2019
The above conclusion is related to the fact that trucks
cause more deflection in flexible pavements than in rigid
pavements; deflecting the pavement absorbs part of the
vehicles energy that would otherwise be available to
propel the vehicle.
A similar study carried out recently in India (Cement
Manufactures Association, New Delhi 2000), has revealed
concrete slab gives a fuel saving of up to 14 percent when
compared to a bitumen pavement on similar riding quality.
5.
DIFFERENT CASE STUDIES
Two case studies have been considered and presented here in.
5.1 Case Study 1
It is assumed that the present road is two lane configurations
and it will be upgraded to four lanes with median. The road
may be upgraded to flexible pavement or rigid pavement.
In base case, it is assumed that road will be two lanes and
no lane configuration upgradation and minimum overlay/
TECHNICAL PAPER
maintenance will be provided for trafficable condition.
Improvement cases are considered following two cases:
• Improvement of existing road from two lanes to
four lanes with flexible pavement.
• Improvement of existing road from two lanes to
four lanes with rigid pavement
The proposed evaluation framework is based on a costbenefit analysis, which sets a monetary value where
possible on all economic and social costs and benefits
over the lifetime of the project. The underlying principles
for this analysis are as follows:
• The lifetime of a road project for the present analysis
is considered as the period for which reliable traffic
forecasts can be made. A discount rate of 12 % is
then applied to future economic costs and benefits
to arrive at the Net Present Value (NPV);
• To analyze the cash flow at constant prices, an
allowance is made for relative price inflation; and
• The standard methodology used for the economic
evaluation for transport projects has been adopted.
Analysis is accomplished by determining the
appropriate improvement proposal that leads to
minimum total transport cost, which comprises of
two basic components shown below :
-
Road Agency Costs: Construction
and
Maintenance
Road User Costs: Vehicle Operating, other user
(like travel time costs) and Accidents
Assumptions
The following assumptions are adopted for analysis:
• Average cost per km is taken for analysis.
• Different costs like, vehicle mode wise cost, tire
cost, fuel cost, maintenance cost, rehabilitation
costs, working, non-working cost, value of time
etc. have been calculated based on the guide line
IRC: SP:30-2009.
• Discount rate is adopted 12 % as recommended by
World Bank
• Project is analysis for design period of 30 years
Preliminary project cost has been determined based on
pavement design, widening of the road from two lanes
to four lanes with median. Pavement Cost (Bituminous,
granular layer and subgrade) has been found out Rs. 51.55
million per km for flexible pavement and Rs. 63.86 million
for rigid pavement. Difference in cost is 23.9%.
The different routine and schedule maintenance works
have been presented in Table 2. Annual maintenance cost
has been considered in analysis.
Table 2 Maintenance Policy
Flexible Pavement
i) Functional
ii) Structural
Description of Work
Intervention Criteria
40 mm Bituminous Concrete
Schedule every fifth year
40 mm Bituminous Concrete + 60 mm Dense Bituminous Concrete Schedule every tenth year
Patching, pot hole repair, crack sealing, repair of drain cleaning,
iii) Routine maintenance
Schedule annually
culvert bridge etc.
Rigid Pavement
i) Routine maintenance crack sealing, repair of drain cleaning, culvert bridge etc
Schedule annually
Joint Sealing, re-texturing of concrete, dowel retrofitting
10-12 Years
Slab Replacement
Every 5 years
Road user benefit is requirement less fuel consumption,
reduced travel time, less maintenance cost of the vehicle
parts and reduction of accident cost.
5.1.1
Selection of Pavement Type
ROADEO Software (World Bank) and summarized results
presented in Table 3.
Table 3 Green House Gas Reductions
Case
Green House Gas
Emission in Term CO2
(Ton) Per km of Road
Reduction in
Greenhouse
Gas Emission
Case 1 Flexible
Pavement Option
5320
-
Case 1 Rigid
Pavement Option
4150
28%
Pavement option study has been carried out as per Flow
Chart presented in Fig.1.
Default mode of pavement type is rigid as per MORTH
Circular- MORTH Circular: RW/NH-33044/31/2014/
S&R (R) (Pt) dated 4 August 2014.
Green House gas reduction has been calculated using
INDIAN HIGHWAYS
MAY 2019
33
TECHNICAL PAPER
From Table 3, it is found rigid pavement is better
considering greenhouse gas reduction. Therefore, rigid
pavement option is better choice.
pavement. Benefit cost ratios have been calculated varying
fuel saving and presented in Fig.2.
Pavement Cost (Bituminous, granular layer and subgrade)
has been found out Rs. 51.55 million per km for flexible
pavement and Rs. 63.86 million for rigid pavement.
Difference in cost is 23.9% which is not comparison within
20%. Therefore, choice of flexible pavement may not be
considered i.e., rigid pavement of may be considered.
For life cycle costing, only major pavement components
have been considered for analysis. LCC per km of road is
presented in Table 4.
Table 4 Life Cycle Cost Analysis
Life Cycle Remarks
Cost Per Km
(Rs)
Case
Case 1 Flexible
Pavement Option
79,688,184
-
Case 1 Rigid
Pavement Option
76,617,085
Life cycle of rigid
pavement is 4.1 %
cheaper than that of
flexible pavement.
Therefore, rigid pavement
option may be considered.
As per MORTH Circulars and Table 4, Rigid pavement
option is the best solution. Therefore, pavement option may
be completed in this stage. It is found that life cycle cost
variation is only 4.1 % which is very small amount saving.
Therefore, flexible pavement may be considered. In this
case to justify flexible pavement, benefit cost ratio should
be carried out. Time and distance related congestion factors
mentioned in Table 10 of IRC: SP: 30-2009 are used.
Benefit cost ratio is calculated and presented in Table 5.
Benefit analysis has been calculated based on total project
cost of both pavement options, annual maintenance cost,
Vehicle Operating Cost (VOC) as per provision of IRC:
SP 30 -2009.
Table 5 Benefit Cost Ratio
Benefit-Cost
Ratio
Case
Two Lanes Vs Case I (Flexible)
Two Lanes Vs Case II (Rigid)
1.206
1.247
Benefit cost Ratio is found to be highest for the case of
rigid pavement. Therefore, rigid option is best viable
option.
It is found from past studies in India and abroad that up
to 15% fuel saving when vehicles are plying on rigid
34
INDIAN HIGHWAYS
MAY 2019
Fig. 2 Benefit Cost Ratio
From Fig. 2, it is found that benefit cost ratio is more for
the case rigid pavement higher than that of rigid pavement
for 100 percent fuel consumption. B/C is increasing with
decreasing fuel consumption with negative slope i.e.,
additional saving for using rigid pavement option. This
increases benefit cost ratio.
5.1.2 Sensitivity Analysis
Sensitivity analysis has been carried out varying
improvement cost from 85 % to 115% and benefit cost
ratio is presented in Table 6.
Table 6 B/C Ratio Various Traffic and Cost
Proportion
Traffic and Cost
B/C Ratio
for Flexible
Pavement
100% Traffic and cost
1.206
Traffic 85%
1.202
Traffic 115%
1.137
Traffic 85% and cost 115%
1.045
Cost 85%
1.419
Cost 115%
1.049
B/C Ratio
for Rigid
Pavement
1.247
1.22
1.234
1.063
1.467
1.084
From Table 6, it is found that benefit cost ratio is more
than 1 for all scenario and hence, it is a viable option and
may be recommended for rigid pavement option.
5.2 Case Study 2
Pavement option study has been carried out as per Flow
Chart presented in Fig.1.
Default mode of pavement type is rigid as per MORTH
Circular- MORTH Circular:RW/NH-33044/31/2014/S&R
(R) (Pt) dated 4 August 2014.
Green House gas reduction has been calculated using
ROADEO Software and summarized results presented in
Table 7.
TECHNICAL PAPER
Table 7 Green House Gas Reductions
Case
Case 1 Flexible
Pavement Option
Case 1 Rigid
Pavement Option
Reduction in
Green House
Gas Emission in Greenhouse Gas
Term CO2 (Ton)
Emission
Per km of Road
5320
4140
28.1%
From Table 7, it is found that rigid pavement is better
option considering greenhouse gas reduction. Therefore,
rigid pavement option is better choice.
Pavement Cost (Bituminous, granular layer and subgrade)
has been found out Rs. 48.05 million per km for flexible
pavement and Rs. 56.86 million for rigid pavement.
Difference in cost is 18.34% which is comparison within
20%. Therefore, choice of flexible pavement may be
considered.
For life cycle costing, only major pavement components
have been considered for analysis. LCC per km of road is
presented in Table 8.
Table 8 Life Cycle Cost Analysis
Life Cycle
Cost Per Km
(Rs)
Remarks
Case 1 Flexible
Pavement Option
75,922,430
-
Case 1 Rigid
Pavement Option
69,085,576
Life cycle of rigid
pavement is 9.9%
cheaper than that of
flexible pavement.
Therefore, rigid
pavement option is
final recommendation.
Case
As per MORTH Circulars and Table 8, Rigid pavement
option is the best solution. Therefore, pavement option
may be completed in this stage and no further analysis is
required.
6.CONCLUSION
Road construction projects have been implemented all over
India and other countries as part of the national development
plan. Roads are one of the country’s basic infrastructural
facilities where high amounts of budget allocated every
fiscal year planning period. Since the cost comprises of a
large portion of government investment, a careful evaluation
of the alternatives is utmost importance to make the light
choice for a particular project. In the history of India road
development program, almost all of the road pavements are
rigid presently, and it demands high investment. In view
of the emerging cement factories and the availability of
cement in India, it is practical to consider rigid pavement
as default mode of construction. Relative to this, the
research work has been conducted with the main objective
of identifying the cost and benefit of rigid and flexible
pavements with Real case studies. The research work had
been focused on the specific objectives to determine and
compare the life cycle costs of rigid and flexible pavements
and to investigate all other qualitative merits of rigid and
flexible pavement. To achieve these objectives, design
and specifications, observations and investigations of the
actual pavement construction projects, evaluation of life
cycle costs. Therefore, it is suggested that Cement Concrete
Pavement (CCP) shall be used in pavement construction
based on Benefit Analysis, Initial Construction, Greenhouse
gas reduction, Life Cycle Cost, Roads, Maintenance and
Rehabilitation, Pavement Alternative.
Based on the present research work, following
conclusions may be drawn as presented here in.
• MORTH Circulars should be used for pavement
option studies;
• Rigid pavement may be considered for initial
pavement type;
• Greenhouse gas emission of both pavement options,
initial pavement cost variation, life cycle cost and
benefit cost ratio as per Codal Provision (IRC:SP 30
– 2009) shall be studied for each pavement option
and final pavement option should be recommended
based on these values; and
• For Government interest, Pavement option
may be terminated after conducting life cycle
cost analysis but this study will be excluded the
benefit of road users in term of vehicle operating
cost. This includes 15-20% total transportation
cost. Benefit cost ratio may be considered
for pavement option study. Therefore, it is
suggested that pavement option may be carried
up to benefit cost analysis. Benefit cost analysis
involves 100 % total transportation cost which
consider both the interest of Government
Agency and road user.
REFERENCES
i.
AASHTO (1993) Guide for Design of Pavement
Structures.
ii. Cement Manufactures Association (2000). Handbook
on Cement Concrete Road, New Delhi.
iii. Cement Manufactures Association (1997). Study of
fuel savings on cement concrete road as compared to
flexible pavement, New Delhi
iv. IRC: SP 30-2009 Manual on Economic Evaluation.
INDIAN HIGHWAYS
MAY 2019
35
TECHNICAL
Announcement
PAPER
26th World Road Congress ABU DHABI 2019
“Connecting Cultures Enabling Economies”
6th to 10th October, 2019
The 26th World Road Congress will be held in Abu Dhabi, United
Arab Emirates, on October 6th-10th, 2019, under the theme
“Connecting Cultures, Enabling Economies”. The Congress
programme features the presentation of the results of the work
undertaken by PIARC’s 22 Technical Committees and Task Forces,
as well as a number of specialized session and workshops dealing
with topics of current and future interest and a large exhibition
in which road administrations, equipment and service providers,
consultants and road-related organizations will be present. What
more, Ministers from across the world will be present and share
their views on key themes such as Artificial intelligence, Land
Use Planning and future transport Network.
If you would like more
www.piarcabudhabi2019.org
information
please
visit:
World Road Association (PIARC) www.piarc.org
Contact us: wrc2019@aipcrabudhabi2019.org
A Five Day GIAN Course on
Transportation in a High Tech, Automated and Connected Vehicle World
September, 16-20, 2019
Organized by
Transportation Division, Department of Civil Engineering
National Institute of Technology Warangal (Telangana)
The Ministry of Human Resource Development, Govt. of India has launched an innovative program titled “Global
Initiative of Academic Networks (GIAN)” in Higher Education, in order to garner and transfer the best international
experience to Indian audience. As part of GIAN, internationally renowned academicians and scientists are invited to
augment the Country’s academic resources, accelerate the pace of quality reforms and elevate India’ scientific and
technological capacity to global excellence.
For any queries regarding registration of the course, please contact the Course Coordinators:
Prof. CSRK Prasad,
Transportation Division, DCE
NIT Warangal (Telangana)
Phone +91 870 2462117
Mob. +91 94403 47348, Email: csrk@nitw.ac.in
36
INDIAN HIGHWAYS
MAY 2019
Dr. Arpan Mehar,
Transportation Division, DCE
NIT Warangal (Telangana)
Phone +91 8702462125
Mob. +91 8332969421, Email: arpan@nitw.ac.in
EXPRESSION OF INTEREST
The Highway Research Journal (HRJ) is a reputed half-yearly periodical dedicated to research
technical papers published by IRC for the benefit of Highway Professionals and researchers. About
more than 11,000 complimentary hard copy of this periodical is dispatched through post to all IRC’s
Life Members and also soft copy emailed to E- members as well as hosted on IRC website. The research
papers are published in broad category of Pavement Engineering; Geotechnical Engineering; Traffic &
Transportation Engineering; Bridge Engineering; Environmental Engineering; etc.
In order to increase reach of this periodical across the globe, IRC intended to involve service of
professional publishers/publishing House for entire process of papers invitation, their evaluation
through subject wise Experts, printing, publishing and circulation to its members.
For the aforesaid work Indian Roads Congress seeking Expression of Interest from the Publishing
Houses/Publishers to take up the work of the publication of Highway Research Journal an half-yearly
Technical Journal of the Highway Research Board of IRC.
Interested Publishing Houses are requested to please send their EOI with the details of their printing
work and Printing press etc. to Indian Roads Congress upto 10th May, 2018 on Email: irchrb@gmail.
com
GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA - CALL FOR
SUBMISSION OF REPORTS ON ROAD RESEARCH CARRIED OUT
DURING THE YEAR 2018-19
One of the objectives of the Indian Roads Congress is to disseminate and propagate technical
knowledge and make Civil Engineers aware about National/ International research studies. To propagate
importance of research and make available all research related information under single publication,
IRC annually compiles research reports on Road & Bridge Research works being done in India, from
various organisations like, MORTH, NHAI, CPWD, BRO, NRRDA, IITs, NITs, Engineering Colleges,
Contractors, Consultants and Researchers. With the help of Central Road Research Institute, the compiled
data is published by IRC as “General Report on Road Research Work Done in India” every year.
Organisations concerned with research and development, construction, monitoring and maintenance of
Road & Bridge works, Traffic, Transportation and Geotechnical Engineering, etc are requested to report
the findings of Research & Development Projects carried out during the year 2018-19 in the relevant
Performance printed at page no. 38-42 (same in also available on IRC Website www.irc.nic.in), which
will prove beneficial to the members of the highway profession. The Reports may please be sent to the
Secretary General, Indian Roads Congress, Kama Koti Marg, Sector 6, R.K. Puram, New Delhi–110
022 by post or e-mail at: irchrb@gmail.com latest by 15th July, 2019.
INDIAN HIGHWAYS
MAY 2019
37
GENERAL REPORT ONTECHNICAL
ROAD RESEARCH
PAPERWORK DONE IN INDIA
IRC HIGHWAY RESEARCH BOARD
GENERAL REPORT ON ROAD RESEARCH IN INDIA
PROFORMA SHEET FOR REPORTING R&D WORK FOR THE GENERAL REPORT
1.
Please furnish the report in the specified proformae (specimen copies enclosed), using separate proforma for
each Project, appropriate to the Project Status, viz.:
Proforma A:
Proforma B:
Proforma C:
Proforma D:
Projects Reported for the First Time & On-going Projects
Completed Projects
Research Projects Related to Thesis for
Post Graduation/Ph.D.
R&D Activity Report by Consultancy Firms/Contractors/
Concessionaires
Annexure 1
Annexure 2
Annexure 3
Annexure 4
2.
Please furnish report, in Proforma A or B, only on those projects which have led to some significant
conclusions, or are expected to make R&D contribution of overall general interest.
3.
Precise and concise information may be provided for EACH ITEM of the Proformae, in NOT MORE
THAN 100 WORDS. Additional important information, if any, may be appended separately.
4.
The following codes may be used for indicating the Section and Sub-Section Codes on Each Project
Proforma:
Section
Section Code
Sub-Section
Sub-Section Code
HIGHWAY PLANNING, DESIGN,
MANAGEMENT, PERFORMANCE
EVALUATION & INSTRUMENTATION
Highway Planning,
1100
Design and Management
Pavement Evaluation
1200
Design
Road Transportation Management
Road Pavement Management
Maintenance Management
Construction Management
Test Track Research
Software Development
10
20
30
31
32
40
50
Surface Characteristics
Riding Quality
Skid Resistance
Structural Evaluation
10
20
30
40
Pavement Performance
Pavement Performance
Traffic Characteristics & Effects
Material Characteristics
Shoulders
10
20
30
40
Instrumentation Development
Micro-Processor/Applications
Mechanization
10
20
30
1300
Mechanization, Instrumentation &
1400
Micro-Processor Applications
Section
Section Code
Sub-Section
Sub-Section Code
PAVEMENT ENGG. &
PAVING MATERIALS
Soil Stabilization, Local
2100
Materials and
Low Volume Roads
Flexible Pavements
2200
38
INDIAN HIGHWAYS
MAY 2019
Soil Stabilization
Local Materials
Low Volume Roads
Binders and Binder Improvement
Materials and Mixes
10
20
30
10
20
GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA
Pavement Design
Construction Techniques
Maintenance Aspects
30
40
50
Rigid Pavement
2300
Materials and Mixes
Pavement Design
Construction Techniques
Maintenance Aspects
10
20
30
40
Composite Pavements
2400
Binders and Binder Improvement
Materials and Mixes
Pavement Design
Construction Techniques
Maintenance Aspects
10
20
30
40
50
New Material
2500
Pavements
Bridges
10
20
GEOTECHNICAL ENGINEERING 3000
Landslides
Ground Improvement Techniques
Embankments and Slope Stability
Roads and Embankments in Clay Areas
Geo Synthetics & Geo Grids
10
20
30
40
50
BRIDGE ENGINEERING
4000
Structural Field Investigations
Laboratory Investigations
Foundation Investigations
Innovative Accelerated Bridge Construction
10
20
30
40
TUNNEL ENGINEERING
5000
Structural Field Investigations
Laboratory Investigations
Foundation Investigations
Innovative Accelerated Bridge Construction
10
20
30
40
Traffic Management Studies
Travel Demand Forecasting
Transportation Planning(Passenger & Freight)
Transportation Economics
Public Transport System
Intelligent Transportation System/
Highway Traffic Management/
Toll Management System
Traffic Engineering Studies
10
20
30
40
50
Accidents and Safety
Traffic Noise
Air Pollution
Carbon Foot Print
10
20
30
40
TRAFFIC & TRANSPORTATION
Planning & Management
5100
Safety & Environment
5200
INDIAN HIGHWAYS
MAY 2019
60
70
39
GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA
5.
PROJECT TITLE
(i)
In case of Proformae A and B, please indicate the same title as reported earlier.
(ii)
In case of sponsored projects, please indicate the name of the sponsoring organisation and Research
Scheme number (e.g., MORT&H Research Scheme R-19), immediately after the project title.
6.
DATE OF START/DATE OF COMPLETION: Please indicate month and year, e.g., May, 1988. In case
of sponsored Research Scheme, only the Sponsoring Organisation should report completion of the project,
and not the implementing Organisation(s).
7.
LAST REPORT : Indicate the year of the last General Report on Road Research in India (GRRRI) in which
the project was reported, e.g., for GRRRI 1988-89, indicate 1988-89.
8.
ORGANISATION (S) : Please indicate the name of all involved organizations, in the case of multiorganisation project, using the following code to indicate the status of the organization with regard to the
project:
Reporting Organization (R);
Sponsoring Organization (S);
Coordinating Organization (C) &
Implementing Organisation (I)
If an organization has multiple status, the appropriate codes may be used together, e.g., (R,C), (R,S).
9.
SCOPE AND OBJECTIVE: Please give a concise statement. In case of multiple objective projects,
indicate each objective separately.
10.
PRESENT STATUS AND PROGRESS: For Proforma A, if the project is on-going, please include a brief
report on progress since the last report; for Proforma B, if the project is complete, please provide brief
progress report for the project as a whole.
11.
SUPPORTING DATA: Please indicate selected important supporting data or illustrations of special interest.
Any correlations or charts developed may specifically be included. Please list the items enclosed.
12.
CONCLUSIONS: Please indicate significant conclusions/interim conclusion.
13.
SIGNIFICANCE / UTILISATION POTENTIAL: Please highlight only special aspects. Under “Utilisation
Potential”, also specifically indicate whenever the development(s) / conclusion(s) are regarded appropriate
for consideration by the IRC.
14.
LIMITATIONS OF CONCLUSIONS / RECOMMENDATIONS FOR FURTHER WORK /
FURTHER PROPOSED WORK: The limitations, if any, may be specifically indicated. Other aspects
may be indicated wherever applicable.
15.
REPORTS / PUBLICATIONS: Only reports/publications since last reporting may be included, alongwith
bibliographical details, in the following order:
Author(s) (Surname, followed by initial, in all capitals). Title of Paper/Article/Report/Book, Nature of
Report (e.g., M.E./Ph.D. Dissertation, Interim/Final Report), Journal or Periodical (alongwith Vol. and No.)
/ Conference or Seminar Proceedings (alongwith the place where held) / Publishing Organisation, Month
and Year of Publication. The report may be provided in not more than 500-600 WORDS.
40
16.
Copies of publications, if published through a source other than IRC, may please be enclosed.
17.
Wherever more than one sub-items are to be reported (e.g., in case of items No. 8, 9, 13, 15, etc. above,
please number the sub-items 1, 2, 3, …… and list them one below the other.
18.
In addition to 3 typed/computer print out copies, the report may also be supplied on floppy/CD to enable
expeditious editing and compiling. Cooperation in this regard will be specially appreciated. The Window
MS Word Software may please be used for the purpose.
INDIAN HIGHWAYS
MAY 2019
GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA
Annexure 1
PROFORMA - A
PROJECTS REPORTED FOR THE FIRST TIME & ON-GOING PROJECTS
Section Code
REPORTING ORGANISATION:
Sub-Section Code
1
Project Title
1.1 Date of Start 1.2
Date of Completion (Targeted/Actual)
2
Organisation(s)*
3
Scope and Objectives
4
Methodology
5
Interim Conclusions/Conclusions/Supporting Data
5.1 Significance/Utilisation Potential 5.2 Limitations of Conclusions/Recommendations for
further work/further proposed work
6
Reports/Publications
7
Further information/Copy of report can be obtained from:
7.1 Address
7.2 Mobile ________ Phone ________
Fax _______ 7.3 e-mail ID: ________
* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.
Annexure 2
PROFORMA - B
COMPLETED PROJECTS
Section Code
REPORTING ORGANISATION:
1
2
3
4
5
6
7
8
9
Sub-Section Code
Project Title
1.1 Date of Start
1.2
Date of Completion (Targeted/Actual)
Present Status and Progress
2.1 Status: Ongoing/Completed 2.2
Year of Last Report
2.3
Progress
Further Findings/Conclusions/Supporting Data
Limitations of Conclusions or Interim Conclusions
Recommendations for further Work (if completed)
Reports / Publications
Recommendations for Dissemination/Revision of Codes/Specifications (if completed)
Field Applications
Further information/Copy of report can be obtained from
9.1 Address 9.2
Mobile _______
Phone ______ Fax _____ 9.3 E-mail ID:_________
* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.
INDIAN HIGHWAYS
MAY 2019
41
GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA
Annexure 3
PROFORMA - C
RESEARCH PROJECTS RELATED TO THESIS FOR POST – GRADUATION/Ph. D
Section Code
REPORTING ORGANISATION:
1
Sub-Section Code
Project Title
1.1
Date of Start and Duration
1.2 Date of Completion
Institution*
Scope and Objectives
Proposed Methodology (Type of Study, Laboratory/Field)
Salient-Findings and Conclusion(s)
Recommendations for Dissemination/Revision of Codes/Specifications (if completed)
Further information/Copy of the report can be obtained from:
7.1
Address 7.2 Mobile ______
Phone ______ Fax _____ 7.3 E-mail ID ____________
2
3
4
5
6
7
* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.
Annexure 4
PROFORMA - D
R&D ACTIVITY REPORT BY CONSULTANCY FIRMS/CONTRACTORS/CONCESSIONAIRES
Section Code
REPORTING ORGANISATION:
Sub-Section Code
1
2
3
4
5
6
7
8
Project / Activity Title
1.1
Date of Start and Duration
1.2
Date of Completion (Actual/ Targeted)
Organisation(s)*
Special Situations/ Problems faced During Investigations/ Constructions:
Methodology / Procedure adopted for solving the Problems:
Any New Materials/ New Technologies if Adopted:
Performance of such New Materials/ Technology:
Additional R&D / Work required in this area:
Further details can be obtained from:
8.1 Address 8.2
Mobile _________
Phone ________ Fax _________ 8.3 e-mail ID: ______
* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.
42
INDIAN HIGHWAYS
MAY 2019
MoRT&H CIRCULAR
INDIAN HIGHWAYS
MAY 2019
43
MoRT&H CIRCULAR
44
INDIAN HIGHWAYS
MAY 2019
MoRT&H CIRCULAR
INDIAN HIGHWAYS
MAY 2019
45
MoRT&H CIRCULAR
46
INDIAN HIGHWAYS
MAY 2019
MoRT&H CIRCULAR
INDIAN HIGHWAYS
MAY 2019
47
LIST OF IRC ACCREDITED NEW MATERIALS/ TECHNIQUES/EQUIPMENT/
PRODUCTS (valid as on 01 May, 2019)
The Committee for Accreditation of New Materials and Techniques formed under the aegis of Highway Research Board
of Indian Roads Congress (IRC) gives accreditation to patented or new materials / technologies / equipment, developed
in India/ abroad for being used on trial basis. These new materials are evaluated as per recognized National / International
Specifications.
The list of IRC accredited new materials/techniques/equipment/products, valid as on 01 May, 2019 is as mentioned
below:
S. No.
1
Name of the New Material/
Usage
Technology/ Equipment/ Product
“SUNEXT 8” – Aliphatic, Acrylic Protection of exposed concrete structures
Based, Anti-carbonation Coating
2
“vSAFE” (Advanced Polymer) New To promote road safety and efficiency of road users
Gen Road Signage
3
“Ultracure” - white pigmented wax
based curing compound for concrete
Corrkil E System
Fluoro Polymer Based Coating
System
SikaBit T 130 SG
Primeline Standard
IMS K100
4
5
for use in concrete structures
For the painting of Steel Bridges
For the painting of Steel Bridges
15
16
17
18
19
20
21
22
23
24
Bridge Deck Waterproofing Membrane
Thermoplastic Road Marking Material
Concrete Upgrading Admixture for Cementitious and Rigid Pavement
Construction
Roller Barrier
Used to absorb shock, impact of the plying vehicle on the road and
ultimately minimize accidents/fatalities
Shaliplast LW++
Integral Waterproofing cum binder corrosion inhibitor for Bridges &
Reinforced Concrete
HMVG-50
stiffer/harder grade binder to prevent pavement failure due to increased
loads
Portadeck
Heavy Duty Composite Access Mats and Floors/Working Platforms
Automark
For use in safety of roads, bridges and structures
Asphaltoseal
On concrete decks for waterproofing purpose in lieu of mastic asphalt
under BC overlay
Processed Steel Slag
Alternate Aggregate for Flexible Pavements
Monopol 456 HB
Anti-Carbonation Coating for Bridges and Concrete Structures
EPCO KP 200
Bipolar Concrete Penetrating Corrosion Inhibitor
Monopol
Low Viscous Grout Material
RBI Grade-81
Stabilizer used in Road Construction
HZL Process Waste, Jarofix
Used as filler material in road embankments
Imperial Smelting Furnace (ISF) Slag As fine and coarse aggregates & as filler for road embankment
Iter PPS 1000 CV
Bitumen additive for use in flexible pavement
Superplast
Bitumen additive for use in flexible pavement
Trolex NCAT NTO
Apparatus to measure Asphalt content by the Ignition method
48
INDIAN HIGHWAYS
6
7
8
9
10
11
12
13
14
MAY 2019
S. No.
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
Name of the New Material/
Technology/ Equipment/ Product
Asphalt Content Tester (AIM 590)
i-lite Reflective Pavement Marker
Usage
It is used for hot mix asphalt paving mixtures and pavement samples
It is based on 100% indigenously developed technology
whose
properties are in conformity with ASTM D 4280-94
Penetron
Admix®
(Crystalline Used for making the concrete permanently sealed against the
Waterproofing Admixture)
penetration of water or liquids
GUJCON-CRF Nylone 6 Fibre
Used as a secondary reinforcement in concrete roads and bridges
Waelz Kiln (WK) Slag
Used in embankment, sub-base and bituminous/concrete pavement
Evocrete®ST
Acts as an enhancer for the hydration process and increases water
impermeability and resistance to thermal/salt/acid/frost submitted to
the committee
ZycoTherm
Warm mix additive
Geopolymer Concrete
Eco-friendly Concrete which replace cement in concrete
Secugrid 30/30Q1
Used for base reinforcement of road loading to longer life or reduction
of thickness of aggregate & bitumen layer in pavement
CMR Bitplast
Waste plastic impregnated and concentrated bitumen tablets for laying
flexible pavements
Asian Paints Smart Care APP Polymer Used as a Waterproofing/ damp proofing membrane in horizontal and
Modified 4mm Membrane
vertical both directions
Asphalto Mastic Bitumen Membrane Waterproofing for bridge deck
Treated Drill Cuttings
Used as a filler in construction work
Barrier System (Ezy Guard SMART) Used to secure the W-beam rail to the Z-Posts, eliminating the
MASH TL3
requirement for blocking pieces and rail stiffening plates
Barrier System (Ezy Guard HC) MASH
TL4
KSI Roller Safety Barrier
Mazaa AC Pipes
Coir Geo Textile
Eliminator – Bridge Deck Waterproofing
System
[MMA Resin Based Bridge Deck
Waterproofing System]
3M Median Markers
Roadstab Technology
3M Vertical Delineators
Used to secure the thrie beam rails to the posts, eliminating the
requirement for blocking/offset pieces and rail stiffening plates
Used for Traffic Island Toll Entrance, Terminal, Intersections, etc
Used for sewerage and drainage
Used in construction and maintenance of roads and embankments
Waterproofing System
Improves visibility of road safety devices
Soil Stabilizer used in construction of roads
Eliminating device for improving visibility road shoulders and median
opening
Aluminum Backed Prismatic Reflective Highly flexible and conformable Retro reflective sheeting
Sheeting
Shalipatch EC
For crack repairing concrete and bituminous roads
APP Double Layer Membrane Bituseal For flyover waterproofing and replacement of mastic wearing coat
DR Bridge Deck
GID Pavement Markers
Safety device used on roads
Superthermolay APP Membrane
Used for bridge deck waterproofing applications
Shaliplast Asphaltomastic
Used for bridge deck waterproofing applications
INDIAN HIGHWAYS
MAY 2019
49
ADVERTISEMENT
50
INDIAN HIGHWAYS
MAY 2019
.
.
! !/
0 # / 1 # 2 3#4 5 !6 7 5 8 9 5 !6
5 # !6 : 1 4 4 #5 ;; 5 +7 < # = > 94 2 0 # :#4 7/ *920:7,
2 4 5 4 IB; J 3+ +3J 0:7 ! '$%" > ! A'$%
< 4 4 5 1 4 4 ##
& 5 1 # ## 4 4 # #4 #4 < 5 A%%13 4 A@) 4 25 #
B ; 5 ?. @ @A @) @$$ #4
2 1
4 1 2 BC 5 3 1 94
!<27; D 5 # 51 E# 5 4 F
! # 2 # #4 * ! , 1 2 *2,
G7 E # !#4 : GH% ## # 4 5 # 4 # # 4 !; # !
94 # 1 ! B !
" # $$%%$ & '()%$"")$)%%% *+,' - . .
.
Delhi Postal Registration No
under ‘u’ Number
At Lodi Road, PSO on dated 28-29.04.2019
ISSN 0376-7256 Newspaper Regd. No. 25597/73
Indian Highways
`20/-
dl-sw-17/4194/19-21
u(sw)-12/2019-2021
licence to post
without prepayment
published on 22 APRIL, 2019
Advance Month, MAY, 2019
MAY, 2019
Indian Highways
Volume : 47 Number : 5 Total Pages : 52
A View of Eastern Peripheral Expressway in Haryana
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd.
https://www.irc.nic.in