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INDIAN HIGHWAYS
A REVIEW OF ROAD AND ROAD TRANSPORT DEVELOPMENT
Volume 42
Number 6
Contents
June 2014
ISSN 0376-7256
Page
2-4
From the Editors Desk - Revitalize & Transform Road Sector to Revive Economy Dawn of New Era - New Hope for
Road Infrastructure with Easy Solutions
IRC Fraternity Welcomes Hon'ble Prime Minister of India, Shri Narendra Modi Ji
Announcement
7
IRC Fraternity Welcomes Hon'ble Minister of Road Transport & Highways and Shipping,
Shri Nitin Jairam Gadkari Ji
8
9
IRC Fraternity Welcomes Hon'ble Minister of State for Road Transport & Highways and Shipping,
Shri Krishan Pal Ji
10
Advertisement Tariff
11
Three Dimensional Nonlinear Finite Element Modeling of Conventional Whitetopping of Asphalt Pavements
D.R. Jundhare, K.C. Khare and R.K. Jain
26
Rutting Studies of 100 MM Thick Bituminous Concrete Mix with Plain and Modified Binders at Varying Temperatures
Satish. B.K and Ganesh
37
43
56
Rocks Fill Solution for Kasara Ghat - A Success Story Case Study
K.V. Ghodke, M.S. Nair and Atulesh Sharma
65
Book Review
66
Towards Development of Intelligent Transport System for Control of Traffic Management in Indian Cities
Jyotirmaya Behera
78
Errata to IRC:112-2011
84
85
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
Edited and Published by Shri Vishnu Shankar Prasad on behalf of the Indian Roads Congress (IRC), New Delhi. 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 statement or opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in the
papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
EDITORIAL
more ecological friendly process, procedures, techniques & technology can be brought not only to reduce degradation
of the eco-system but to create a process of rehabilitation of eco-system that has been degraded, damaged or destroyed.
The road sector can help in changing the entire concept of waste management in the country for which a positive &
pragmatic approach as well as synergization of efforts from all stakeholders is required duly considering that road sector
has maximum possibilities of use of waste material, industrial by-products as well as municipal waste.
The positivities of the road infrastructure are many, which if adequately harnessed will not only revive the economy but
take the economy towards high growth rate. The dream of Sashakt Bharat can be achieved at an early date with the
help of robust road sector development programs.
To start with, there is a need to bridge the existing gap and to utilize the synergy under different government sponsored
programs like MNREGA (under M/o Rural Development), inter-connectivity of rivers/creating water bodies (under
M/o Water Resources) & Road Construction (under M/o Road Transport & Highways, M/o Rural Development, etc.). By
interlinking such type of programs, the optimization of resources and productivity can be achieved while simultaneously
the issue of availability of natural materials (sand/gravels, etc.), manpower availability, etc. will be addressed. Moreover,
by doing so more and more people may take pride in getting involved with these national assets creation program in the
shape of roads connectivity to all, inter connectivity of rivers water for all, etc. like noble programs.
The road sector in the current scenario requires strong and effective institutional approach which can be pro-active,
pro people and transparent. In todays scenario a paradigm shift is required towards road sector so as to revitalize and
rejuvenate this crucial infrastructure sector. The issues and hurdles which are being witnessed by this sector needs to be
addressed at an early date. The solutions are available, visible and within the reach but the same require change in the
mindset besides institutional restructuring/strengthening as well.
Considering the current state of affairs in the road sector, it may be little surprising to note that the Eco - financial
infrastructure for sustainable road infrastructure is not in place. The road sector projects are not only capital
intensive but are long duration big ticket projects. They require exclusive and dedicated institutional arrangements
catering to different aspects in terms of execution and operation as also in terms of resource mobilization including long
term low investment finance facilities. It may be little amusing to note that till date road projects of such category do not
have a support mechanism for finances over the project life cycle which results in reduced level of confidence among
different stakeholders and consequently implications on the other segments of the economy. Considering the prevailing
economic uncertainty at global level as well as local level the institutionalized mechanism for this sector is much more
needed now than before.
Current PPP model needs a revisit to make it people oriented with inclusive peoples participation. Moreover, the
diagnosis of problems suggests that time has come for the road sector financial support mechanism to consider some
innovative concepts which may allow benefits getting accrued in immediate/short terms:(a)
Making the cheaper funds available for road infrastructure considering it a priority sector of economic strategic
importance.
(b) Debt Bearing Capacity: To ensure quality of debt servicing by the entity.
(c)
Credit Rating of the road sector project executing organizations including Concessionaires, Contractors &
Consultants.
(f)
(g) Rationalizing the toll framework based on the road user cost study and creating transparent toll collection system
by connecting every toll booth with NIC Server.
(h) Dedicated Freight Expressway Corridors (DEFC) for faster timely and safe freight movement (having flexibility
of road connectivity) to provide the robust supply chain mechanism.
EDITORIAL
(i)
Asset Management Strategy & System (AMSS) to overcome the potential dangers of falling into diffuse and
eventually disintegration of road assets on account of inadequate or poor or untimely maintenance (To avoid
consequential & colossal financial implication).
(j)
These may induce the much needed confidence among investors while simultaneously protect the public interest.
The governance in the road sector is another area which needs immediate attention. The sooner it is addressed the
better it is for the economy. Along with this is the issue of conflict of interest and unwarranted thin spread of resources
while simultaneously choking the established institutional arrangements. The success with which the progress was
made or achieved in the first five years of 21st century can be re-achieved in a bigger way by Robust decentralized
system in conceiving and planning the road sector projects at national level in line with Indian federalism system and by
involving state PWDs in a bigger way in development and maintenance of national highways network. The institutions
and organizations should not go for undesired competition for taking up execution work while ignoring their areas of
core competence & strengths. It has resulted in compromised state of affairs in the area of policy, research and delivery
mechanism. This conflict of interest & activities have created big gap in the governance in the road sector due to which
the safety of the road users are compromised to that extent which had drawn attention of the Honble Supreme Court
of India (Recently constituted a committee on road safety under its supervision). In a broader terms if the issue of road
safety had been adequately addressed during the last few years, perhaps the India would not have seen such a situation in
economic front as the loss in terms of GDP is approximately 3% every year on account of the world highest road accident
death rate in our country. Therefore, road safety is another area which requires immediate attention from the new
government and when the new era has drawn, hope is quite high in this area also.
Another important area which may help in moving towards concept of Ek Bharat Shreshtha Bharat is the adoption
of multi model transport system which will help Indian economy to transform much faster into globally competitive
economy. This concept of multi model transport system is not a new concept. In fact the Delhi Metro and the Golden
Quadrilateral on Pan India basis having connectivities to ports, airports and railway stations were launched under this
concept but somehow over the years this concept got diluted and needs to be revived.
Another important issue is optimization of existing land resources. Usually, the roads are planned and designed through
the shortest possible routes and, therefore, any by-pass subsequent to it will result in longer travel distance. The way our
cities are expanding, new township are getting developed, satellite townships getting created, there is a need to re-look
the concept of by-passes which results into acquisition of fertile land as well as displacement of people. Considering the
fact that vehicle penetration ratio in our county is still not high, it may be more appropriate if expressways are constructed
along existing alignment on elevated structures which may results in optimized utilization of land resources.
Considering the situation as existing in the road sector, there is a need to have a robust skilled development programs
which unfortunately are not being practiced in the road sector the way it should have been. The institutional arrangements
needs a thorough revisit to harness optimally the human resources as available in the road sector.
A vibrant road sector may help in economy rebalancing which may include the issue of energy management, employment
generation, cultural integration, robust agricultural sector, inflation & CAD control, higher savings with lessor taxation,
etc. The current economic transition demands for a visionary approach in the road sector by harnessing its true
potential.
The more we come out and do good to others, the more our hearts will be purified, and GOD will be in them
His Holiness Swami Vivekanand Ji
ANNOUNCEMENT
International Seminar
on
Road Safety for Inclusive and Sustainable Development Current Practice
and Perspective
on 24th & 25 th November, 2014 at India Habitat Centre, New Delhi
Organizers :
Excellent opportunity to learn the best practices from renowned experts across the globe
All are benefitted from better Road Safety. All stakeholders are invited to attend the two days
International Seminar to become partner in road safety.
Who should attend : Central/State Government Ministries/Departments/Agencies, Public Sector
Undertakings, Autonomous Organizations, Law Enforcing Agencies/
Traffic Police, Research/Academic Institutions, Road Sector Project
executing agencies both from Government and Private Sector including
Concessionaires/Transporters/Cargo Movers/Fleet Operators, Automobile
Manufacturers, Devices Manufacturers, NGOs, Emergency Medical
Service Providers & Insurance Companies, etc.
Opportunity available for Advertisers and Display of Products (Exhibition) on first-cum-first
serve basis.
For further details and enquiry contact Shri S.K. Chadha, Under Secretary (I/c), IRC
(email: skcadmn@gmail.com) Tel. 011 2338 7140
Opportunity available for Sponsorship
For further details and enquiry contact Shri S.K. Chadha, Under Secretary (I/c), IRC
(email: skcadmn@gmail.com) Tel. 011 2338 7140
Opportunity available for Registration
For further details and enquiry contact Shri D. Sam Singh, Under Secretary, IRC
(email: samsingh@irc.org.in) Tel. 011 2618 5273
For submitting Technical Papers (Words limit 3000 only)
For further details and enquiry contact Shri R.V. Patil, Asst. Director (Technical), IRC
(email: rahulpatil@irc.org.in) Tel. 011 2671 6778
For further details and enquiry for getting associated with the International Seminar, please contact
Shri D. Sam Singh, Under Secretary, IRC & Shri S.K. Chadha, Under Secretary (I/c), IRC
____________
IRC:37-2012 Tentative Guidelines for Design of Flexible Pavement (Second Revision) (Price Rs.600/+ Rs.40/- for postage & packing charges)
2. IRC:107-2013 Specifications for Bitumen Mastic Wearing Courses (First Revision) (Price Rs.200/- +
Rs.30/- for postage & packing charges)
3. IRC:113-2013 Guidelines for the Design and Construction of Geosynthetic Reinforced Embankment
on Soft Subsoils (Price Rs.700/- + Rs.30/- for postage & packing charges)
4. IRC:114-2013 Guidelines for use of Silica Fume in Rigid Pavements (Price Rs.200/- + Rs.30 for
postage & packing charges
5. IRC:SP:46-2013 Guidelines for Design and Construction of Fibre Reinforced Concrete Pavements
(Price Rs.300/- + Rs.30/- postage & packing charges)
6. IRC:SP:50-2013 Guidelines on Urban Drainage (Price Rs.1000/- + Rs.40/- for postage & packing
charges)
7. IRC:SP:87-2013 Manual of Specifications & Standards for Six Laning of Highways through Public
Private Partnership (First Revision) (Price Rs.1000/- + Rs.40/- for postage & packing charges)
8. IRC:SP:97-2013 Guidelines on Compaction Equipment for Road Works (Price Rs.700/- + Rs.30/- for
postage & packing charges)
9. IRC:SP:98-2013 Guidelines for the use of Waste Plastic in Hot Bituminous Mixes (Dry Process) in
Wearing Courses (Price Rs.300/- + Rs.30/- postage & packing charges)
10. IRC:SP:99-2013 Manual of Specifications and Standards for Expressways (Price Rs.1200/- + Rs.40/for postage & packing charges)
11. MORT&H Specifications for Road and Bridge Works, 2013 (Fifth Revision) (Prices Rs.3000/- + Rs.70/for postage & packing charges)
12. IRC:6-2014 Standard Specifications and Code of Practice for Road Bridges, Section-II Loads and
Stresses (Revised Edition) (Price Rs. 700/- + Rs.40/- for postage & package charges)
13. IRC:78-2014 Standard Specifications and Code of Practice for Road Bridges, Section VII- Foundations
and Substructures (Revised Edition (Price Rs.700/- + Rs.40/- for postage and packing charges)
14. IRC:115-2014 Guidelines for Structural Evaluation and Strengthening of Flexible Road Pavements
Using Falling Weight Deflectometer (FWD) Technique (Price Rs.300/- + Rs.30/- for postage & packing
charges)
15. IRC:SP:55-2014 Guidelines on Traffic Management in Work Zones (First Revision) (Price Rs.900/+ Rs.40/- for postage & packing charges)
16. IRC:SP:62-2014 Guidelines for Design and Construction of Cement Concrete Pavements for Low
Volume Roads (First Revision) Price Rs.600/- + Rs.30/- for postage & packing charges)
17. IRC:SP:100-2014 Use of Cold Mix Technology in Construction and Maintenance of Roads Using
Bitumen Emulsion (Price Rs.900/- + Rs.40/- for postage & packing charges)
18. HRB SR No.23-2014 State-of-the-Art Report: Design and Construction of Rockfall Mitigation Systems
(Price Rs.900/- + Rs.40/- for postage & packing charges)
19. MORD Specifications for Rural Roads (First Revision) (Price Rs.2100/- + Rs.70/- for postage & packing
charges)
All above Publication can be purchased by making online payment on IRC website http://www.irc.org.in.
Copies can also be had from the office of the Indian Roads Congress on payment in advance through Demand
Draft drawn in favour of the Secretary General, Indian Roads Congress payable at par a New Delhi. For
enquiries please call 011 2338 6274.
8
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10
INTRODUCTION
Executive Engineer, Pimpri Chinchwad Municipal Corporation, Pimpri, Pune, E-mail : d.jundhare@pcmcindia.gov.in
**
Professor, Civil Engineering Department, Sinhgad College of Engineering, Vadgaon (Bk.), Pune,
E-mail : khare.kanchan@gmail.com
*** Professor, Pad. Dr. D.Y. Patil Institute of Engineering and Technology, Pimpri, E-mail : jainrb20@gmail.com
11
TECHNICAL PAPERS
repair due to its better performance and durability
(McGhee 1994). There is need for development
of 3D finite element model for conventional white
topping overlays because the closed form analytical
solutions (Westergaard, Bradbury, Ioannides et al.,
Kelly, Pickett) resulted in the overestimation of
the deflections and stresses. As these theories have
number of assumptions such as infinite slab size and
representation of homogenous base (Winkler System)
by a set of springs. In this paper, 3D FE modeling has
been carried out at interior, corner and edge of the slab
to obtain deflections and stresses of 320 mm thick
unbonded conventional white topping overlays laid
on existing 150 mm thick HMA in Pimpri Chinchwad,
twin city of Pune, Maharashtra State, India. This
three dimensional (3D) finite element model has
several unique features for calculating deflections
and stresses and helps to overcome many limitations
embedded in the available two-dimensional (2D)
analysis programs such as ISLAB2000 (Khazanovich
et al. 2000), J-SLAB (Tayabji and Colley 1986), and
FEACONS-IV (Choubane and Tia 1995). The main
objective of this paper is modeling and analysis of the
structural behavior of unbonded conventional white
topping. Wheel loading and temperature gradient
have been studied on the whitetopping and nonlinear
static analysis has been carried out using ANSYS
(version 10) software. The ANSYS software is a
general purpose finite element program that has been
widely used to solve complex engineering problems.
The stresses and deflections obtained from this model
have been compared with the theoretical values
obtained from equations given by Ioannides et al.
(1948), Bradbury (1938), Kelly (1939), Pickett (1946)
and ALIZE Mode (Jeuffroy and Sauterey 1989) and
EVERFE by Davids (2000). LTE values of authors
model have been compared with 3D FE model by
Davids (2000), FWD test and with computed values
of LTE obtained from an equation referred in book by
Papagiannakis and Masad (2007).
2
REVIEW OF LITERATURE
TECHNICAL PAPERS
on the behavior and performance of whitetopping.
Davids (2000) developed 3 D Finite Element package
such as EVERFE for slabs and base with 20- nodded
quadratic hexahedra elements. Cement concrete
joints are usually sawed between 4 to 12 hours after
placement (Okamoto et al. 1994). The depth of saw
cut for standard joint saws should be between onefourth to one-third of the thickness of the slab (Webb
and Delatte 2000). In conventional whitetopping, a
minimum saw cut depth of onethird of PCC overlay
thickness is recommended (ACPA 1998, Sabrina
Garber et al. 2011). Where possible, the depth should
be at least one-third of the thickness. But Davids
(2000) developed geometrical model of full depth
saw cut of slab as shown in Fig. 1, which resulted
the similar deflection shape of both the slab as shown
in Fig. 2. In rigid pavements or conventional white
topping dowel bars are placed at mid depth of the slab.
Therefore saw cut of full depth of slab is not possible,
Fig. 3 Model of Three Whitetopping Overlay Slabs with Saw Cut of 1/3 Depth of Overlay Slab (Authors)
13
TECHNICAL PAPERS
BEAM 4 elements. These elements have six degree of
freedom per node translations in the nodal x, y and z
directions and rotations about the nodal x, y and z axes.
They are placed at the mid depth of the slabs across the
transverse joint. The interface between the concrete
slab and HMA pavement is represented by contact
element namely TARGE 170 and CONTAC174.
Contacts between two surfaces are modeled in
ANSYS by utilizing the surface to surface contact
element TARGE 170 and CONTAC174 to simulate
unbounded condition. Each of these Contact Pairs
is capable of representing contact and sliding between
two 3D surfaces, with the target element (TARGE
170) defining the stiffer surface and contact element
(CONTAC174) defining the deformable surface.
4
Fig. 4 Cross Section of the Transverse Joint
PARAMETRIC STUDY
TECHNICAL PAPERS
The pavement temperature was measured after every
one hour interval during the deflection measurements
using a digital thermometer.
15
TECHNICAL PAPERS
TECHNICAL PAPERS
Table 1 Stresses and Deflections for Three Loading Cases by 3D Modeling for the Both Layers
(For k = 0.12 MPa/mm and h = 320 mm, Wheel Load = 50 kN)
Loading
Position
Interior loading
Corner loading
Edge loading
5
5.1
TECHNICAL PAPERS
of a joint is generally expressed in terms of its ability
to transfer load from one side of the joint/crack to the
other side and is termed as LTE. LTE is expressed
as a percentage of the unloaded slab deflection to
the loaded slab deflection. The equation 1 is most
commonly used for calculating LTE (Papagiannakis
and Masad, 2007).
LTE =
ul
100
l
... (1)
Where,
Fig. 19 Use of FWD on Whitetopping under Study
120d 2
h
Where,
Fig. 20 Schematic of FWD Deflection Sensors
LTEdowel =
100
1 + 1.2 J d 0.849
... (2)
TECHNICAL PAPERS
Also if calculated using equations referred in book by
Papagiannakis and Masad, (2007), it is 89.13%. This
shows the reasonable agreement among LTE values
of 3 D FE model by Davids, authors model and FWD
field test.
Table 2 FWD Test Stresses and Deflections Data at Edge of Overlay Slab Along with LTE
Sr. No.
Stress
In MPa
(Series)
-200
-300
450
600
900
1200
1500
Test Load
(kN)
LTE
%
1800
0.814
0.1223
0.0778
0.0652
51.53
89.84
0.912
0.1214
0.0781
0.0609
54.46
91.91
0.757
0.1229
0.0794
0.0696
50.51
96.46
0.811
0.1187
0.0701
0.0622
51.32
80.47
0.821
0.1115
0.0690
0.0628
53.02
88.54
0.798
0.1195
0.0699
0.0655
51.40
87.93
0.785
0.1183
0.0695
0.0599
51.48
86.74
Table 3 FWD Test Stresses and Deflections Data at Corner of Overlay Slab
Sr. No.
(Series)
5.2
Stress
In MPa
0
-200
-300
450
600
900
1200
1500
0.749
0.0861 0.0792
0.0674 0.0611
0.0595
0.0541
52.93
85.10
0.761
0.0879 0.0710
0.0689 0.0605
0.0593
0.0548
53.78
97.04
0.725
0.0893 0.0796
0.0686 0.0615
0.0570
0.0588
51.24
86.18
0.781
0.0896 0.0761
0.0699 0.0581
0.0551
0.0544
51.20
91.85
0.773
0.0791 0.0699
0.0649 0.0615
0.0557
0.0521
54.63
92.84
0.812
0.0872 0.0798
0.0667 0.0619
0.0569
0.0498
51.39
83.58
0.742
0.0832 0.0794
0.0698 0.0616
0.0561
0.0502
52.44
87.90
TECHNICAL PAPERS
=
2
3P (1 + ) 2l
3P (1 + ) a
+
+
In
0
.
5
... (3)
2
2
64h
2h a
l
P
=
8kl 2
2
a
1 a
In
.
+
1
0
673
l
2 2l
... (4)
I =
Where,
l =
h =
k =
b =
a =
P =
0.5
P
a = 0.8521 P + S
q 0.5227 q
Where,
12 (1+ 2 )k
b =
b =
0.5
k = 12
k = 15
h = 260
h = 280
h = 300
h = 320
h = 260
h = 280
h = 300
h = 320
226.05
226.05
226.05
226.05
226.05
226.05
226.05
226.05
210.97
211.20
211.94
213.14
210.97
211.20
211.94
213.14
792.72
838.02
882.50
926.30
749.70
792.55
834.64
876.04
0.803P
a
l
4 log a + 0.66 l 0.034 ... (5)
2
h
0.431P
a
1 0.82 l
2
kl
...(6)
0.572 P
l
4 log10 b + 0.359
2
h
... (7)
Table 5 Results of the Stresses and Deflections for Interior and Edge Loading
Interior Loading
Edge Loading
k = 12
k = 15
k = 12
k = 15
k = 12
k = 15
260
0.763
0.083
0.741
0.075
1.143
0.219
1.096
0.192
1.125
1.084
280
0.677
0.075
0.658
0.067
1.004
0.199
0.964
0.175
1.004
0.969
300
0.606
0.067
0.589
0.060
0.885
0.182
0.851
0.160
0.902
0.871
320
0.545
0.061
0.530
0.055
0.782
0.167
0.753
0.148
0.813
0.786
20
TECHNICAL PAPERS
Where c can be taken, c = 1.772 a
c
1.205 0.69 l
0.6
3P a
= 2 1
h l
3P a 2
= 2 1
l
h
0.5
4.2 P
l
1
=
2
a
h
0.925 + 0.22
... (10)
1.2
... (9)
... (11)
... (12)
Table 6 Results of the Stresses and Deflections for the Corner Loading
Sr. No.
Description
k = 0.12
k = 0.15
260
280
300
320
260
280
300
320
0.862
0.788
0.723
0.663
0.806
0.568
0.519
0.477
0.440
0.496
1.174
1.042
0.931
0.836
1.138
1.194
1.075
0.971
0.881
1.139
1.427
1.265
1.130
1.016
1.386
5.3
Temperature Stresses
Table 7 Comparison of Temperature Curling Stresses at Different Critical Regions of Concrete Slab
Methods
Bradburys equations
2.489
0.042
1.397
3D FEM modeling
0.047
0.0025
0.044
% variation
98.11%
99.40%
98.85%
21
TECHNICAL PAPERS
Where,
=
int erior =
E t C x + C y
2 1 2
.. (13)
corner =
E t a
3 (1 ) l
... (14)
E t
C x or
2
E t
C y (whichever is higher)... (15)
edge =
2
edge =
TECHNICAL PAPERS
5.4
Combination of Stresses
Type of Methods
3-D FE Model
IRC Guidelines
6
CONCLUSIONS
Temperature Stress
( MPa)
0.047
1.07
Total Stresses
( MPa)
0.832
1.951
TECHNICAL PAPERS
by Papagiannakis and Masad, (2007), Davids (2000)
model and the LTE results obtained by FWD test
conducted on the conventional whitetopping, show
good agreement.
Good correspondence between the values of LTE
obtained from 3D FE modeling method using
computer code ANSYS and field FWD test shows
that FE modeling is a reliable method. The difference
between the values of the stresses and deflections
in the conventional whitetopping from this method
and the closed form formulas is due to the various
assumptions adopted in deriving these theories.
An analysis by FE model for various layers of
the pavement system reveals that the stresses and
deflection found in the layer of HMA are less as
compared with the plain cement concrete overlay.
This shows flexural rigidity of the cement concrete
slab provided as overlay.
It is revealed that, increasing the modulus of subgrade
reaction (k) of HMA resulted in reducing the stresses
and deflections in the plain cement concrete overlay.
The 3D FE method using first order elements can
save computing time of determining the stresses
and deflection for composite pavements by keeping
reasonable accuracy. The analysis of such complex
problems can be done even by using normally available
computing tools.
The stress and deflection calculated from closed
form formulae as per IRC:58-2002 are overestimated
resulting into increase in thickness of concrete slab of
the pavement in comparison to 3D FE model.
3D FE modeling illustrates location of maximum
stress and deflection in the panel which helps in better
understanding the variation of stress and defection
intensity/pattern for different loading positions. 3D
FE model can also predict the failure zone in panel of
the concrete pavement.
3.
4.
5.
6.
7.
8.
9.
10.
ACKNOWLEDGEMENT
The authors are grateful to respected Dr. Shri
Shrikar Pardeshi (IAS) former Commissioner and
Shri E. P. Ugile former City Engineer, Pimpri
Chinchwad Municipal Corporation, Pimpri-Pune,
24
11.
TECHNICAL PAPERS
12.
13
14.
15.
16.
17.
18.
19.
20.
21.
22.
23
24.
25.
26.
27.
25
INTRODUCTION
1.1
General
**
26
TECHNICAL PAPERS
PRESENT INVESTIGATIONS
Adequate drainage.
27
TECHNICAL PAPERS
and Tables were analysed with Number
of passes, varying Temperature and
Plain wheel configuration for their
performance.
2.2 Materials used in the Study
Granite aggregate available near
Bangalore were collected for specimen
preparation.
Sl. No.
Tests
Obtained Result
1
2
3
4
5
Specific gravity
Aggregate Impact value (%)
Aggregate Crushing value (%)
Combined Flakiness & Elongation Index
Los Angeles Abrasion value
2.62
14%
20%
22%
24%
2.3
Obtained Gradation
20
mm
12
mm
6
mm
Dust
26.5
100
100
100
19
75.05
100
13.2
1.625
9.5
Desired Gradation
Total
Middle
Limits
Lower
Limits
Upper
Limits
20 mm
12 mm
6 mm
Dust
29%
20%
23%
28%
100
29
20
23
28
100.0
100
100
100
100
100
21.7645
20
23
28
92.76
92.7645
79
100
100
100
100
0.47125
20
23
28
71.47
71.47125
59
80
0.15
48.75
100
100
0.0435
9.75
23
28
60.79
60.7935
52
70
4.75
3.6
35.8
100
0.72
8.234
28
36.95
36.954
35
55
2.36
0.45
22.6
99.2
0.09
5.198
27.776
33.06
33.064
28
50
1.18
0.35
20.7
79.2
0.07
4.761
22.176
27.00
27.007
20
35
0.6
0.3
20.4
70.4
0.06
4.692
19.712
24.46
24.464
15
30
0.3
0.25
20.1
53.2
0.05
4.623
14.896
19.57
19.569
10
20
0.15
0.2
19.4
17.6
0.04
4.462
4.928
9.43
9.43
10
0.075
0.1
18.7
0.2
0.02
4.301
0.056
4.37
4.377
28
TECHNICAL PAPERS
Table 3 Physical Properties of Bitumen
Sl. No.
Properties
Test Method
IS:1203 1978
Softening point
IS:1205 1978
Ductility at 25C
IS:1208 1978
Specific gravity
IS:1202 1978
IS:1206 1978
2.4
VG-10
CRMB-60
PMB-70
Penetration
(0.1 mm)
82
42
62
Ductility (cm)
89
65
45
48
84
89
Specific Gravity
1.0
1.07
1.12
Elastic Recovery
of Half Thread in
Ductilometer at
15C, %
60
79
Separation
Difference in
Softening point,
R&B, C
3.6
1.3
Modified Binder
Automatic Immersion
Equipment
Wheel
Tracking
0.37
0.29
Penetration of
Residue at 25C, 0.1
mm, 100 g, 5 sec
24
26
Increase in
Softening Point,
R&B, C
3.4
0.8
Elastic Recovery
of Half Thread in
Ductilometer at
25C,%
58
62
TECHNICAL PAPERS
screw lever arrangement is provided for adjustment
for the slab thickness. The water temperature inside
the tank is maintained at room temperature.
Two LVDT (Linearly Variable Differential Transducer)
are fitted on the axel of the rubber wheel to monitor
the rut depth. The output of the LVDT is connected
to computer through PC ADD ON card. A dedicated
software monitors the rut depth and plots the graph
for no. of passes Vs rut depth. The test DATA is
stored in a text file for further analysis of the data.
The photographic view of Immersion Wheel Tracking
Equipment is shown in Fig. 5.
i)
2.6
30
TECHNICAL PAPERS
switch on the heater without water in
the tank. Now, close the steel tank with
the lid provided.
ii)
in
a)
Forward/reverse,
number
of
pass counter, proximity switches
are connected to the connectors
provided on the rear panel of the
cycle control cubical.
b)
c)
d)
3.1
General
TECHNICAL PAPERS
varying temperature and type of Binder, number of
passes of the roller and applied pressure on the roller.
The binder used is Plain bitumen of grade VG-10 and
Modified binders of grade CRMB-60 and PMB-70.
VG-10
CRMB-60
PMB-70
30C
35C
40C
45C
50C
30C
35C
40C
45C
50C
30C
35C
40C
45C
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
50C
0.00
500
4.88
5.51
5.49
6.07
7.12
5.38
6.02
6.49
7.47
7.61
3.35
3.44
5.1
6.43
6.81
1000
6.92
7.75
8.41
8.92
9.96
7.43
7.85
8.23
9.57
9.88
5.77
5.92
6.95
7.82
8.96
2000
11.57
12.01
13.33
14.48
15.02
9.88
10.05
11.77
12.87
13.31
7.11
7.39
8.7
10.48
12.24
3000
14.81
16.14
17.88
18.57
20(2800)
12.11
12.51
13.68
15.28
16.53
9.13
9.71
12.88
13.76
14.7
4000
18.23
19.11
20(3910)
20(3338)
13.87
14.78
16.22
17.79
18.86
11.41
11.75
15.2
15.81
17.53
5000
6000
20(4734) 20(4300)
-
16.1
17.15
18.62
19.44
20(4630)
13.52
13.88
17.41
18.82
19.59
18.04
19.06
20(5794)
20(5322)
15.55
16.68
19.28
20(5761)
20(5270)
7000
19.07
20(6584)
17.63
19.42
20(6533)
8000
20(7634)
19.72
20(7367)
9000
20(8241)
3.2
32
TECHNICAL PAPERS
3.3
Table 6 Number of Passes at Failure of 20 mm Rut Depth for Different Temperature in 100 mm Thick Bituminous
Concrete Mix for Both Treaded Wheel and Plain Wheel Configuration
Treaded Wheel
Plain Wheel
Temperature, C Number of Passes at Failure (20 mm) Temperature, C Number of Passes at Failure (20 mm)
VG-10
CRMB-60
PMB-70
VG-10
CRMB-60
PMB-70
30
4734
7634
8241
30
3997
4942
5832
35
4227
6581
7367
35
3063
4285
5199
40
3783
5794
6533
40
1959
3706
5041
45
3205
5322
5653
45
1480
3414
4754
50
2800
4630
5104
50
1182
3280
4272
3.4
Co-efficient B
0.673
0.621
0.596
0.581
0.562
0.493
0.483
0.47
0.422
0.417
0.639
0.63
0.569
0.479
0.474
33
TECHNICAL PAPERS
RD = ANB
Where,
RD = Rut depth,
= Number of Passes
4.1
General
TECHNICAL PAPERS
wheel configuration which also suggest that
Treaded wheel configuration is more resistant to
rutting compared to Plain wheel configuration.
This clearly shows that the PMB-70 grade
had compensates showed higher number of
passes using Treaded wheel configuration
than Plain wheel configuration for 100 mm
thick bituminous concrete mix using Plain and
Modified binders at varying temperature.
CONCLUSIONS
Comparing the three Binders VG-10, CRMB60 and PMB-70, the PMB-70 grade modified
bitumen showed maximum resistance to rutting;
the percentage increase compared to VG-10 is
61.3 percent for CRMB-60 and 74.1 percent for
PMB-70. This shows that the PMB-70 Binder
mix is more resistance to rutting.
ACKNOWLEDGEMENTS
The authors would like to thank Department of
Civil Engineering B.M.S. College of Engineering,
Bangalore for providing the facilities and extending
the help in different aspects of academia. Authors
would like to thank the reviewers for their constructive
comments and their suggestions.
REFERENCES
1.
2.
3.
4.
35
TECHNICAL PAPERS
5.
6.
7.
8.
Evaluation of the Effects of Crumb Rubber and StyreneButadiene Rubber (SBR) on Rutting Resistance of Asphalt
Concrete, Chuang-Tsair Shih, Mang Tia & Byron E.
Ruth, Department of Civil Engineering University of
Florida, Gainesville.
36
9.
10.
11.
12.
13.
INTRODUCTION
**
i)
ii)
37
TECHNICAL PAPERS
iii)
iii)
i)
ii)
38
iv)
v)
vi)
TECHNICAL PAPERS
by both static and dynamic compaction
for 100 and 97 percent MDD & OMC
obtained from standard proctor energy
level. Besides the same were tested at
OMC 2% variations by only dynamic
compaction.
In this study DCP CBR is calculated using the
following equation suggested by TRL9 and ASTM
D6951
Log10 CBR = 2.48-1.057 Log10 (DCP). By this
relationship DCP CBR showed almost similar results
compared to the results calculated by the relationship
Value Obtained
2.093
0 Percent
0.2 Percent
7.1 Percent
52.1 Percent
36.3 Percent
4.3 Percent
SM
7.0
1.1
Nil
gm/cc
36.00%
0.975 gm/cc
45.00%
2.5975 x 10-4 cm/sec
31
TECHNICAL PAPERS
condition laboratory DCP values are higher than
laboratory IS method values.
MDD = 1.145
gm/cc
OMC = 36%
MDD = 0.975
gm/cc
OMC = 45%
16.8
17.0
10.9
13.0
Static Compaction
at 100% MDD
Un
4 Days
Soaked
Soaked
22.0
13.3
23.0
17.0
17.7
15.0
Dynamic Compaction
at 97% MDD
Un
4 Days
Soaked
Soaked
20.1
12.2
21.8
15.7
10.4
12.0
14.0
14.6
9.4
9.1
Static Compaction
at 97% MDD
Un
4 Days
Soaked
Soaked
19.3
11.7
21.0
15.0
14.2
14.0
9.8
10.0
40
Unsoaked
OMC - 2%
OMC + 2%
25.2
21.1
24.0
22.0
17.8
20.0
14.4
12.0
4 Days Soaked
OMC - 2%
OMC + 2%
17.6
14.8
18.0
16.0
12.3
14.0
10.5
9.0
TECHNICAL PAPERS
41
TECHNICAL PAPERS
It is observed that variations between four days soaked
lab DCP CBR and lab IS CBR are much higher in case
of MDD =1.145 gm/cc and OMC =36% at different
conditions.
Variation between laboratory CBR by IS and DCP method
into the mould at laboratory might have occurred due
to different procedures. IS method is based on gradual
penetration of a plunger into the CBR mould at the time
of testing but DCP method is followed by free falling of
a cone from a particular height. In conventional CBR
plunger is penetrated into the fly ash material. Therefore
undrained shear strength is measured but in case of DCP
the resistance of material is obtained through falling of
a hammer. DCP is the indirect measure of stiffness of
fly ash material. Therefore, undrained strength versus
stiffness is compared from conventional CBR and
DCP in the mould at the laboratory. In case of four
days soaked condition reduction in CBR is happened
due to saturation. Saturation is expected to remove the
suction and therefore, reduce strength. In case of four
days soaked condition variations observed between two
methods are higher also due to saturation.
It is observed that CBR values were increased at
OMC-2% and decreased at OMC + 2% as compared
with OMC condition.
The variation of CBR with respect to moisture content
and dry density is in the form of parabolic shape
(Ref:IRC:Special Report No. 36). It can be seen from
CBR curve that peak occurs on the dry side of the OMC.
The general trend of CBR for variation in density and
moisture content was depicted by the contours of CBR
(Ref: IRC Special Report No.3). Alternatively, the
resistance to penetration depends upon the gradation,
density, moisture content, frictional resistance between
the material particles and the cone, applied pressure for
penetration, upon the true and apparent cohesion and
possibly other factors. Penetration of a plunger gets
easier as the moisture content increases. At OMC - 2%
& OMC + 2% condition, it can be noted that (Jumikis7)
dry densities are equal and less than maximum and void
contents are also equal. At OMC - 2% moisture content,
the penetration resistance is high but at OMC + 2%
moisture penetration resistance is very low at the same
densities in both cases. When moisture content increases
from optimum, CBR decreases. Yoder (1967)10 super
imposed test results of CBR of unsaturated specimen
showing higher strength at lower moisture content and
there is a rapid fall in strength with increased moisture
content.
42
CONCLUSIONS
3.
4.
5.
6.
7.
8.
9.
10.
INTRODUCTION
Technical Officer, Central Road Research Institute (CSIR-CRRI), Delhi, E-mail: hlokeshwor@gmail.com
**
Former Head, IDD Centre, Indian Institute of Technology (IIT), Delhi, E-mail: lalitdas@gmail.com
43
TECHNICAL PAPERS
location, number of occurrence per km, length (m),
area (sq.m), extent of area (%) and/or classifying their
types using traditional field inspection techniques
or dedicated road survey vehicles costing crores
of rupees on Indian soil. This is very expensive,
time consuming and slows down road maintenance
management. And majority of road authorities in India
such as municipalities, public works departments and
central public works departments may not have enough
budgets to procure such costly multifunctional road
survey vehicles from abroad. Thus, there is a need
of developing an automated system, which is more
economical, efficient and accurate, for assessing the
road surface distresses35.
In this paper, a portable low cost system framework that
uses omnipresent passenger vehicles, low end laptop,
webcam and/or digital camera for automated road
distress assessment is proposed. Using the proposed
framework that is equipped with a webcam and digital
camera, various video clips of Indian highways are
captured without any artificial lighting systems in the
normal day light conditions. Then, the collected video
clips are processed using a robust algorithm presented
earlier by the authors for automated detection and
measurement of potholes from road surface video
clips8. In the presented algorithm, potholes are
automatically detected and assessed from the video
clips using various image processing techniques
supported by heuristically derived decision logic. The
algorithm applied in the proposed framework has been
implemented in a Windows environment with the help
of Visual Studio 2008 and Open CV, an open source
computer vision library and tested on 7 road surface
video clips. The results indicate that the proposed
frame work has a significant capability in detecting and
assessing potholes automatically and efficiently. The
information extracted using the proposed framework
can be used for determining maintenance levels for
Indian roads and taking further appropriate actions
for repair and maintenance related issues in a short
duration of time.
44
2 BACKGROUND
2.1
TECHNICAL PAPERS
using accelerometers and they are dependent on the
extent and magnitude of the road distresses.
Profilers operate by having sensors to record the
elevation of a sensor relative to the road surface.
From these, transverse profiles are established and
the data are then analyzed to determine the extent of
distress such as rutting. The accelerometers provide
a horizontal plane of reference, whereas the sensors
(lasers or ultrasonic) measure pavement deviations
from a horizontal plane10. An example of such a system
is the Nericell presented by Mohan et al.12.
Ultrasonic sensors are the lowest cost sensors and are
used in systems like ARAN and ROMDAS. These
have sensors at approximately 100 mm intervals that
measure 3 m or more across the pavement. While older
systems sampled only every 2.5 5 m along the road,
new high speed ultrasonic systems sample at intervals
similar to lasers9.
Laser profilers use point lasers or scanning lasers.
Point lasers give the elevation at a point. The number
of laser varies, with systems such as the Greenwood
profilometer having as many as 40 lasers. Much faster
than ultrasonic sensors, these record the transverse
profile at intervals as close as 10 mm along the road.
Scanning lasers measure almost a continuous profile.
An example of such a system is the Phoenix Science
Ladar which samples a 3.5 m road width from a
single scanning laser mounted 2.3 m above the ground.
Nine hundred and fifty points are sampled across
the transverse profile, every 25 mm along the road9.
Examples of such systems include Digital Profiler
System (ARRB, Australia), Smart Rutbar System
(Fugro-Roadware, Canada), Laser Profilometer
System (Data Collection Limited, New Zealand) etc.
These systems are commonly used to collect Rutting
and Road profiles (roughness).
2.1.3 Imaging Based Systems
Imaging based systems are widely used to collect and
analyze road distresses automatically. These systems
use 2D-Video, 3D-Stereovision and 3D-Laser Imaging
techniques.
INDIAN HIGHWAYS, June 2014
TECHNICAL PAPERS
assessment and video frames extraction, distress area
measurement and information reporting is done using
pre-designed forms. The toolkit takes many hours to
analyze road video data of only one kilometer length.
Automated methods of road distress data processing
include those methods in which road distresses are
identified and quantified through processes that require
no or very minimal human intervention. Typically,
automated method in the context of crack analysis
involves the use of digital recognition software
capable of recognizing and quantifying variations in
grayscale that relate to distresses on a road surface. It
is in these automated methods of cracks detection in
road images or video clips that the greatest amount of
research and development seems to have occurred over
past decade. Examples of such systems employing
automated methods are Automatic Road Analyzer
(Fugro-Roadware, Canada)14, Road Crack System
(Commonwealth Scientific and Industrial Research
Organization, Australia)15, Digital Highway Data
Vehicle (Dynatest and WayLink, USA)16 etc. In the case
of Automatic Road Analyzer, Fugro-Roadware has
advanced video data processing software called Wise
Crax17, specially designed for automated evaluation
of cracks. Furgo-Roadware claims that WiseCrax can
detect Longitudinal, Transverse, Alligator and Block
cracks and can recognize cracks as narrow as one
millimeter and classify automatically. For road surface
data collection, high speed cameras on retractable
booms are used in their vehicle. These cameras record
sharp, clear images at variable highway speeds up to
80 km/h (50 mph). Video is recorded as a continuous
series of non-overlapping, high contrast images of 1.5
m by 4 m (4.9 ft by 13 ft). For elimination of shadows
from trees, bridges, tunnels and other overhead objects
even in bright sunlight, they used high intensity
synchronized strobe lights. Then the pavement
images are processed off-line overnight at the office
workstation by a unique open architecture process
using advanced image recognition software. Reports
can be produced describing crack type, severity, extent
and location. Crack maps can also be easily produced
and printed on a laser printer for hard copy output.
WiseCrax can be used in automated and interactive
modes. In automated mode, all the processing is done
without human intervention, once the initialization
46
TECHNICAL PAPERS
1300 X 1024 at a speed of more than 25 frames per
second. The lighting system includes a generator
and a series of high power xenon lighting bulbs.
The algorithm developed for 3D pavement surface
reconstruction is based on the geometrical relation
between two 2D image planes and the object space coordinates. It includes four steps: calibration, distortion
adjustment, matching, and 3D reconstruction.
3D-Laser Based Imaging Systems
3D-Laser based imaging systems consist of scanning
laser and reflector/detector to measure the reflecting
time of flight across pavement surface and therefore
establish a 3D pavement surface after the laser radar
moves longitudinally along the travelling direction.
Such systems are found to be useful for measuring
roughness, cracks and rutting data only. Examples of
such systems include 3D-Profile Scanner (Phoenix
Scientific)19, Laser Vision System (GIE Technologies,
Canada)20, Laser Rut Measurement System (LRMS)21
and Laser Crack Measurement System (LCMS)22 from
Pavemetrics and INO, Canada.
Recently, a special class of imaging system which uses
both laser line projectors and line- scan cameras with
advanced optics called Laser Road Imaging System
(LRIS)23 was developed by Pavemetrics Corporation
and INO, Canada to capture the pavement images. It
uses two high resolution line-scan cameras and lasers
that are configured to capture 4 m transverse road
sections with 1 mm resolution at speeds that can reach
up to 100 km/h. The patented imaging system was
designed to increase the contrast and visibility of both
longitudinal and lateral road cracks. The performance
of laser imaging is invariant to the change of weather
or shadows. Laser power consumption is about 1%
of that of xenon bulbs. Due to these advantages, this
system has been used by some researchers to detect
and measure cracks automatically with the help of a
specialized data processing toolkit called Automated
Distress Analyzer24. This toolkit was designed to detect
longitudinal, transverse, block and alligator cracks,
calculate their lengths, widths and other general
information sets , in real-time with a speed up to
60 mph. The image processing techniques used in the
toolkit include histogram equalization and adaptive
INDIAN HIGHWAYS, June 2014
TECHNICAL PAPERS
Although the use of digital image processing methods
for automated detection and analysis of road surface
distresses was not new to the highway professionals,
the real applications of these methods in the field are
not seen in India. Therefore, some research efforts are
needed for effective application of these methods in
Indian context.
2.3
Gaps in Literature
i)
ii)
TECHNICAL PAPERS
iii)
(a)
(b)
Fig. 1 Different Views of the Proposed System Framework on State Highway No.1, Manipur, India
TECHNICAL PAPERS
with a frame rate of 25 frames per second (fps) and
resolution of 640 X 480. During recording, speed of
the van is kept at 30 km/hr approximately so that there
is minimum number of over lapping frames when
the video frames are extracted at the rate of 5 fps in
workstation.
3.1
TECHNICAL PAPERS
video clips stored in the laptop are transferred to an
external hard drive and stored in a safe place for future
data processing.
3.2
Where,
RL
IMPLEMENTATION,
AND RESULTS
EXPERIMENTS
TECHNICAL PAPERS
3.125 mm. The test samples contain features such as
normal roads, distress like potholes, cracks, patches,
bleedings, discoloration, dark spots, road marking,
and shadows of trees, animals, human beings, and
vehicles or their parts.
The pothole detectional gorithm has been applied to
these video clips in a Windows environment (BENQ
Table 1 Comparisons of Evaluation Done Using the Proposed Framework and Manual Method
Video Clips
(Road Length)
TNF
Proposed Framework
Webcam.1
(0.413 km)
165
158
11
Webcam.2
(0.418 km)
167
161
Webcam.3
(0.410 km)
164
154
Camera.1
(0.338 km)
225
Camera.2
(0.555)
No. of
Nour
Manual Method
Error
Time
(%)
Saving
(min)
Time Taken
(min)
No. of
Pm
Falses
in Nour
Falses
in Pour
165
330
4.2
330-11 = 319
11
167
334
3.6
334-11 = 323
10
11
164
10
328
6.0
328-11 = 317
32
193
46
179
431
3.5
431-7 = 424
370
231
139
233
137
701
2.2
701-9 = 692
Camera.3
(0.648 km)
432
377
55
11
374
58
840
1.2
840-11 = 829
Camera.4
(0.273 km)
182
30
152
34
148
355
2.2
355-5 = 350
Note :- P = Frame with potholes, N = Frame without potholes; Falses = No. of false detections
Error(%) = {(No. false detections in Pour + No. false detections in Nour)/ TNF}*100;
TECHNICAL PAPERS
BIGGEST_CO_REPORT representing extracted
properties of the Biggest Critical Object (BCO) based
on which the decision logic has been developed. This
(a)
(b)
(c)
(e)
(f)
(g)
Fig. 3 Examples of Processed Video Frames without Potholes but with Bleedings, Discoloration Spots
and/or Shadows of Vehicle Parts/Trees
(a)
(b)
(c)
(a)
(b)
(c)
53
TECHNICAL PAPERS
(a)
(b)
(c)
(a)
(b)
(c)
2.
54
In this paper, the authors presented a portable lowcost system framework using a passenger vehicle
for automated road distress assessment. The road
distress data collection was done using a common
digital camera and webcam fitted in a passenger
vehicle, under real life conditions without any
artificial lighting systems. The processing of the
collected raw video clips was done using a robust
algorithm developed for automated detection
and measurement of potholes from road surface
video clips. The test results were compared with a
manual method and found to be highly accurate for
potholes assessment, while saving considerable
time, money and manpower resources. The
information extracted using the algorithm, such
as potholes locations, number per km, area and
extent, can be used for determining maintenance
levels of the road under evaluation.
The successful implementation of the presented
framework indicates that it has a potential impact
and will reduce the overall system development
3.
ACKNOWLEDGMENTS
The
authors
gratefully
acknowledge
the
support of this research by CSIR-CRRI, particularly
Dr. S. Gangopadhyay, Director (CSIR-CRRI). Furthermore,
the authors are grateful to referees for their valuable
comments and suggestions.
TECHNICAL PAPERS
REFERENCES
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
55
INTRODUCTION
**
Sr. Bridge Design Engineer, Sheladia Associates INC, Consultant to NHAI PIU Nashik, Maharashtra
*** Acting Team Leader, Sheladia Associates INC, Consultant to NHAI PIU Nashik, Maharashtra
56
TECHNICAL PAPERS
any other habitation or developmental activities. The
terrain was also highly inaccessible and the crossing
posed a challenging task. All these led to a modified
mode of crossing, which may diminish the challenges
to at least some reasonable degree.
57
TECHNICAL PAPERS
i)
ii)
iii)
Construction Methodology
Embankment:
1.
58
for
Rock
Fills
TECHNICAL PAPERS
8.
9.
12.
13.
14.
15.
16.
17.
18.
11.
59
TECHNICAL PAPERS
With the high quality basalt rock available from
the major cuttings within the Kasara Ghat, and the
high compaction density expected to be achieved
through use of the latest internationally recognized
specification, and rock-fill of good gradation (through
controlled blasting techniques), the voids should also
be relatively low. This will ensure very high strength
material and ability to use a relatively steep batter
slope (and thus retain the structure within the ROW
for all but the highest proposed structures).
60
TECHNICAL PAPERS
For the sections within some of the higher
embankments where the height exceeds 18 m, the
Concessionaire proposed to use 1:1 batter slopes
however, with one or more 2 m to 3 m berms depending
upon the height. Based on the preliminary geometric
design to date, the maximum height of rock-fill
proposed would be approximately 35 m.
Considering the high quality nature of the rock, the
high standard of compaction proposed, the excellent
structural performance of the old railway rock-fill
embankment, the typically good confinement (in
relatively steep sided nullas), and the very good
foundation strata (either rock or coarse residual
soils/weathered basalt), the above batter slopes are
considered to be suitable.
Road Formation
To provide a suitable foundation for the road formation
in the embankment sections, the upper 1m should
use selected subgrade material over the rock-fill. To
prevent intrusion of this material into the rock-fill, an
approved geo-textile should be used.
TECHNICAL PAPERS
Depending upon the bed conditions and the derived
inlet and outlet velocities, aprons may be required
together with training walls.
Crash Barriers
To provide maximum protection to traffic, the
Concessionaire proposed to use New Jersey concrete
crash barriers on both sides of all the rock-fill
62
Embankment Settlement
TECHNICAL PAPERS
carriageway. Subsequent settlement and undulations
should be minor and occur at a slow rate which will
not result in cracking of this thin (and relatively
flexible) surfacing, or be noticeable by traffic. Any
such undulations can then be quickly corrected. When
the measured further settlement has diminished to
negligible levels, the final surfacing can be constructed
over these relatively short sections. This can be done
half-width when traffic volumes are low and there
should be minimum disruption to traffic.
In terms of the performance at the handover stage
to NHAI in approximately 20 years, all settlement
will definitely have occurred and there will not be a
requirement for any additional maintenance at that
time.
Rock-fill Material
For maximum strength and density, rock-fill should be
graded and contain sufficient finer material to fill the
voids, but limited to a maximum of about 15%. Layer
thickness should be limited to a maximum of 1 m, or
preferably less which is internationally recognized
as the limiting thickness over which vibratory rollers
of 10 to 12 tones can achieve significant densification.
In India, with low labor costs it will also be possible
to manually fill any remaining voids before the next
layer is placed. Nominal maximum size of rock should
be limited to 2/3 of the layer thickness.
TECHNICAL PAPERS
however, necessary to check against the unit-weight
assumptions used in the structural design of the pipe
culverts.
Construction Phase
There were all together 11 rocks fills with heights
varying from 15 to 35 M, While ROW was available
and sufficient, flatter slopes are adopted and where
cross sectional width was a problem at foundation
level, toe walls and retaining structures were erected
and steeper slope allowed. Natural rock was available
while achieving the alignment with reasonable
gradient and this blasted rock pieces were made use
of the rockfill embankment. Layers of rocks were
placed one over the other and dosed over to obtain
design densities. The top layers were curtained off
with geo-grid materials for prevention of infiltration
of water. In some of the rock fills the access was a big
problem and rock particles had had to be dumped from
a height of 35 m using tippers to such a great extent
till formation was achieved through the alignment
profile somewhere around half the height. This was
precarious exercise sometimes leading to spillage of
rocks below the alignment profile level as it could not
be helped otherwise.
Cross drainage works were generally achieved through
Armco pipes of required dimensions at appropriate
levels. Care was taken to see that some animal crossing
was also allowed via this Armco pipes as the terrain
was forest area.
Conclusion
The rock fill construction has started in year 2007 and
completed in year 2009. 11 numbers of rock fills were
erected. A total of about 400,000 cum of Rock fill has
been put into use and the amount of cement and steel
employed was very minimal for a stretch of 7.5 Km
crossing. The Bye pass was opened in year 2009 and
vehicles have been plying ever since. Accidents which
were common in Kasara Ghat have been drastically
reduced because of this bye pass. The time taken for
completion of this project was much less compared to
other options.
The Project in NH-3 of 99.5 KM long could be
completed in Toto because of this exercise within
reasonable time frame.
Settlement history:
It was predicted that on account of the massive
weight some settlement was prone to occur. In
the initial years this would be predominant and in
subsequent years this will dwindle down. As was
expected some longitudinal cracks were observed in
the first year immediately after rains in rock fills no
2 and 10. These were repaired and did not surface or
reoccur in subsequent years. However, the settlement
characteristic of rock fill embankments is constantly
monitored.
64
TECHNICAL PAPERS
References
Acknowledgements
Contribution from following personal, departments,
and institutions is gratefully acknowledged: 1. Mr.
Kim Howard, 2. NHAI, 3. Gammon India Ltd. 4.
Sdbahve Engineering Ltd.
1.
2.
3.
4.
BOOK REVIEW
Shri S. Sankaralingam has authored the Book Appeal, An Engineers Poetry. A complimentary copy
as sent by the author is available in IRC Library. Being the Member of IRC fraternity, Members may
like to purchase/refer this Book. It will be beneficial to the road sector fraternity. The copies of the
book can be had from Shri S. Sankaralingam, B4, Sathivel Apartments, No.3, Karnam Street, Velachery,
Chennai-600 042, Tamil Nadu, Phone No. 044-22433791 and 09940514792 (M).
OBITUARY
The Indian Roads Congress express their profound sorrow on the sad demise of Late Shri Ram Nath
Sharma, Resident of Mitra Vihar-6, Opposite Vishnuplace, West Boring Canal Road, Patna (Bihar) and
Late Shri P.C. Das, Resident of Nirvikalpa, Williams Tgown, Deoghar (Bihar). They were very active
members of the Indian Roads Congress.
May their souls rest in peace.
65
INTRODUCTION
66
TECHNICAL PAPERS
Fig. 2 Showing Increased Numbers of Accident, Numbers Killed, Numbers Injured, and
Numbers of Fatality in Road Accidents in India
INTELLIGENT
(ITS)
TRANSPORT
SYSTEM
TECHNICAL PAPERS
waiting to pass through an intersection; whether a
vehicle is drifting out of its lane; whether two vehicles
are likely to collide at an intersection; whether a
roadway is congested with traffic; what the true cost
of operating a roadway is; etc. The ITS empower
actors in the transportation system-from commuters,
to highway and transit network operators, to the actual
devices, such as traffic lights, actionable information
to make better-informed decisions, choosing to take
route when to travel; whether to take mass transit
instead of driving; how to optimize traffic signals;
where to build new roadways. This information can
be used both to maximize the operational performance
of the transportation network and to move towards
performance based funding for transportation systems.
ITS also represent an emerging new infrastructure
platform, from which a whole host of new products
and services are likely to emerge, many which can
barely be imagined. ITS applications can be grouped
in five different categories:
1.
2.
Advanced
Transportation
Management
Systems include traffic control devices, such as
traffic signals, ramp meters, emergency vehicle
pre-emption system, variable message signs,
and traffic operations centers.
3.
4.
68
5.
TECHNICAL PAPERS
collections. Further urban traffic control includes
area traffic control systems, public transport
priority, emergency vehicle preemption systems,
planning tools, monitoring, analysing, controlling and
visualizing. Parking control includes pay and display
machines, car park systems, guidance systems, and
parking management. Fig. 4 depicts user service
logical for managing traffic systems.
Loop detectors
Video cameras
Fig. 5: a) Loop Detectors Placed in the Asphalt Surface to Detect Speed and Movement of Vehicles Pass Over the Loops
b) Inductance Loop Detectors
TECHNICAL PAPERS
our location at anytime. This ability to locate cellphone users will become a vital component of future
traffic-management systems[4]. Listening posts are
placed throughout a city, either next to a cell-phone
base station or in independent locations. Listening
posts are comparable to half a base station: They can
detect but not transmit radio signals. Three listening
posts are needed to get a two-dimensional position of
a cell-phone user. Listening posts detect cell-phone
transmission; decode it and then time-stamp the arrival
of a wave front from the transmission. Fig. 6 shows
how cell phone works for traffic management.
70
TECHNICAL PAPERS
5
WARNING SIGN
71
TECHNICAL PAPERS
By getting information to the customers more quickly,
developers believe that commuters will have enough
time to react to these warnings and find alternative
around the congested areas. This would be an advance
compared to how information is released today, which
is primarily through radio or television news reports.
By the time the radio and TV report an incident, its
typically too late for most commuters to act on the
information. In the next few years, we will learn for
ourselves whether these new technologies will make
our commute to work easier or if our only hope is to
find a way to stay home.
7
TECHNICAL PAPERS
7.1
Role of Triggers
TECHNICAL PAPERS
7.2
Functions of Red-Lights
Fig. 16 The User Interface is Well Structured and SelfExplanatory, Featuring a Clear and Unambiguous Image Display
7.3
TECHNICAL PAPERS
Fig. 17 a) Showing Optical Emitter Activated b) Siren Activated Vehicle Pre-emption System
PARKING MANAGEMENT
TECHNICAL PAPERS
10 CONCLUSIONS
This paper discussed details about the technology
associated with ITS environment. In our country,
76
1.
TECHNICAL PAPERS
2.
17.
3.
18.
4.
19.
5.
20.
6.
7.
21.
8.
9.
10.
http://articles.timesofindia.indiatimes.com/2011-10 20/
telecom/30302162_1_subscriber-base-user-base-newusers.
11.
http://knowindia.net/auto.html
12.
13.
14.
15.
16.
__________
77
78
Article 2.0
2.
3.
Schedule A, B, C, & D
4.
Team Leader, URS Scott Wilson India Private Limited, E-mail: ssjoshi70@rediffmail.com, Shankar.joshi@urs.com
TECHNICAL PAPERS
The change of Scope is defined under Article 16.1
of MCA as under:
16.1.1 The Authority may, notwithstanding
anything to the contrary contained in this Agreement,
require the provision of additional works and services
which are not included in the Scope of the Project
as contemplated by this Agreement (the Change of
Scope). Any such change of Scope shall be made
in accordance with the provisions of this Article16 and the costs thereof shall be expended by the
Concessionaire and reimbursed to it by the Authority
in accordance with Clause 16.3.
16.1.2 If the Concessionaire determines at any time
that a Change of Scope is necessary for providing
safer and improved services to the Users, it shall by
notice in writing require the Authority to consider
such Change of Scope. The Authority shall, within 15
(fifteen) days of receipt of such notice, either accept
such Change of Scope with modifications, if any, and
initiate proceeding thereof in accordance with this
Article 16 or inform the Concessionaire in writing of
its reasons for not accepting such Change of Scope.
16.1.3 Any works or services which are provided
under and in accordance with this Article 16 shall
form part of the Project Highway and provisions of
this Agreement shall apply mutatis mutandis to such
work or services.
Careful reading of Article 16.0 provides that COS
occurs in the following two situations:
A.
TECHNICAL PAPERS
a)
b)
c)
TECHNICAL PAPERS
of the Concessionaire , issue a Provisional Certificate
of completion substantially in the form set forth in
Schedule J (The Provisional Certificate) if the tests
are successful and the Project Highway can be safely
and reliably placed in commercial operation..
Thus, even for Provisional Completion certificate the
Project Highway is required to be such that it can be
safely and reliably placed in commercial operation.
Now questions arise as to when and how such
additional work may be required to be undertaken.
The short answer is, when due to external reasons
some structures and/or highway works is required
to be added to the Project Highway (Here, it may
be understood that without such additional works as
well, the Project Highway may be taken as completed
and may be opened for traffic within normal safe
environment) viz- if due to local demands/public
demands some structure like PUP/VUP/ROB etc.
are additionally included on the given alignment or
alignment undergoes substantial change on public
demand which necessitates additional works of
Highways/structures over and above as required
on existing/specified alignment then such works
may be treated as Additional Works and at the
behest of Authority such work may be ordered for
COS under Art 16.1.1 of MCA to be executed by
the Concessionaire/Other executing agency without
vitiating the contract. Thereafter COS may be
processed further in accordance with Art. 16.3 of
MCA before actual execution.
B.
2.
81
82
*****
Note :
*****
*****
*****
Circular with Annexure-1 is available on Ministry's website (www.morth.nic.in) and the same is also available in the library
of Ministry & IRC
Errata to IRC:112-2011
Errata No.2/IRC:112-2011/June, 2014
To
IRC:112-2011 Code of Practice for Concrete Road Bridges
1.
3.2.2
(Page 13)
2.
Eq. 6.9
(Page 42)
3.
Eq. 6.12
(Page 46)
4.
10.3.5 (2)
(Page 98)
For
cc (t)
IR
Sl. No.
= (t, to) =
ci(to)
Read
New Addition below z lever arm of
internal forces
n = Exponent for strain in concrete stress
block.
= (t, to) =
cc ( t )
ci ( t 0 )
ca(t) = as(t).cw
ca(t) = as(t).ca
83
84
85