Professional Documents
Culture Documents
July - 2015
July - 2015
17 Smart Roads
Y.C. Tewari
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Edited and Published by Shri S.S. Nahar 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
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From the Editors Desk
S.S. Nahar
Dear Readers,
Adverse impact of infrastructure projects on environment is an externality, which imposes a social cost and
needs to be internalized. The cost at which projects are constructed do not reflect the real cost, which the
Society pays in terms of adverse impact on human health, the natural environment and biodiversity. There is
adverse impact of projects of environment in term of hazards to human health due to exposure to pollutions
of various kinds, damage to eco system and biodiversity due to interference with the eco system, reduced
opportunities to posterity due to faster depletion of resources, contribution to climate change and global
warming caused by emission of greenhouse gases (GHG), loss of agricultural output due to degradation of
land and shrinking arable area, loss of livelihood to persons and communities due to their displacement from
project sites and involuntary relocation elsewhere, impaired social bonding due to severance of communities
caused by projects, etc. The society as well as individuals suffer the costs of these externalities, but these are
not factored in cost of projects, which, therefore, do not reflect their real cost. Similarly, the usage charges for
the projects do not reflect the real price that needs to be paid for the use of the projects. Artificially reduced
costs (and hence the price for their use) causes a spurt in demand for projects and multiplies the adverse
impact on environment if the supply matches the demand. While the economists agree that these externalities
have to be internalized in the project cost or project use charges a satisfactory model for this has not emerged,
mainly because it is not merely a question of economics but also one of public policy, for example, reducing
demand by increasing the cost or price may be counterproductive to growth.
An apt policy initiative for ensuring incentives and disincentives for mandatory use of such green technologies
is warranted. It is candidly recommended that the project cost, unless includes social cost and cost of
environmental safeguards is misleading and gives a false sense of economy hence needs to be declared
unviable.
ABSTRACT
Every year Hot Mix Asphalt (HMA) roadways are rehabilitated by milling the existing roadway and replacing the milled portion
with new HMA. As a result, a tremendous amount of Reclaimed Asphalt Pavement (RAP) is created and also large amount of good
quality aggregates are required to construct new pavement by conventional method. This leads to the exploitation of mother earth
causing ecological imbalance, scarcity of new materials, natural resource depletion and many environmental issues. The RAP material
can be reused by stabilization with cementing material is a good option to obtain a stiff pavement base course structure with better
load dispersing characteristics. The utilization of RAP material in road bases and sub-bases has been limited because there is lack of
laboratory and field performance data. Hence in the present study an attempt is made to characterize the RAP material stabilized with
cementitious stabilizer for road bases by conducting various laboratory investigations. This paper consist laboratory evaluation of
stabilized reclaimed asphalt pavement material. Cylindrical specimens of 100 mm diameter and 200 mm height are prepared by RAP
material blended with virgin aggregate and 4, 5, and 6% stabilizer dosages cured for 3, 7, 14, 28, 56 and 90 days curing period and
Unconfined Compressive Strength (UCS), Durability, and Ultrasonic Pulse Velocity (UPV) tests are conducted. From the laboratory
studies it was observed that the stabilization of RAP with RBI Grade-81 increases the strength and durability with increase in dosage
of stabilizer and curing period.
1 INTRODUCTION conserving the natural resources. The stabilizer, developed for stabilization
A flexible pavement system basically use of reclaimed pavement materials of wide variety of soils. In the
consists of an asphalt surface layer, in road construction could serve the present study the Reclaimed Asphalt
a base course, a sub-base and the purpose of reducing the amount of Pavement (RAP) material stabilized
subgrade. The sub-base layer is construction debris disposed of in with cementitious stabilizer. The
employed as subsurface drainage landfills, reducing environmental purpose of this study is to characterize
layer, whereas, the base course which disturbance and the rate of natural the RAP material stabilized with 4%,
is in between the surface layer and the resource depletion. 5% and 6% stabilizer and present its
sub-base plays a very prominent role Most reclaimed asphalt pavement implications.
in transferring the loads coming onto materials, when used as a total 2 OBJECTIVE OF THE STUDY
the surface layer. Thus, base courses substitute for natural aggregates
in flexible pavements help to distribute The main objectives of the present
in base applications, do not often
the traffic load. This ability to meet the minimum requirements study are:
distribute load is primarily a function of standards/specifications. In such To study the compaction and
of stiffness and depth of base course. cases, stabilization with stabilizers CBR characteristics of RAP
The quality of the base course material like lime, cement or RBI Grade-81 material stabilized with 0, 4, 5
also affects the load distribution. While allows the use of these low quality and 6% dosage of stabilizer.
distributing the load, the base course reclaimed asphalt pavement materials To study the UCS characteristics
itself must not be a cause of failure. with the minimum required strength of stabilized RAP mix cured for
Therefore, the base course must have characteristics. Stabilization of base 3, 7, 14, 28, 56 and 90 days.
enough strength to carry loads without course with traditional stabilizers Study the durability of stabilized
shear failure. Traditionally natural like lime, cement forms the rigid base RAP.
aggregates derived from a variety which may leads to the cracking/ Present relationships of
of rock sources have been used as a fatigue failure (Grey et al 2011) unconfined compression strength,
road base material. But the extraction meanwhile it should not be too much between curing period and
of these natural aggregate resources flexible. It should be in between rigid dosage.
is increasingly being constrained and flexible, semi-rigid layer is suitable
by urbanization, increased costs for base course this can be achieved 3 REVIEW OF LITERATURE
and environmental concerns. Thus, by stabilization with non-traditional Taha et al (1999) studied laboratory
Recycling of pavement materials stabilizer like RBI Grade-81. It is evaluation of RAP and RAP-virgin
has become an alternative in road a natural inorganic, cementitious aggregate mixtures as road base and
maintenance and rehabilitation by hydration activated powder-based soil sub-base materials at Oman and found
* Former M.E. Student, E-mail: ayyanna.habal@gmail.com, ** Professor, E-mail: amaranth_ms@rediffmail.com Department
of Civil Engineering, UVCE Bangalore University, Bangalore, *** Professor, E-mail: gls@civil.iisc.ernet.in Department of
Civil Engineering Indian Institute of Science, Bangalore
ABSTRACT
The present paper deals with experimental studies on concrete of different grades with partial replacement of fine aggregate by (i)
crushed brick powder (replacement by 10%, 20% & 30%) and (ii) crushed glass powder (replacement by 10%, 15% & 20%). The
compressive strengths of various grades of concrete at different days (3 days, 7 days and 28 days) have been determined along with
the measurements of workability using the slump test. Cement concrete of M 20, M 25 and M 30 grades were designed in the usual
manner as per IS 383 using the natural fine aggregate. The trial cubes were casted and tested at different stages. Now the fine aggregate
has been replaced partially by crushed brick powder of different percentage (i.e.10%, 20% & 30%) and crushing strength at the end
of 3 days, 7 days and 28 days was determined along with the slump value. Another alternative for replacement of fine aggregate by
crushed glass powder of different percentage (i.e. 10%, 15% & 20%) was tried along with the determination of slump value. It has
been found that the partial replacement of fine aggregate can be done by either crushed brick powder up to an extent of 20% without
any decrease in desired targeted strength at the end of 28 days. When the fine aggregate i.e. sand is replaced with 30% crushed brick
powder, the decrease in targeted strength at the end of 28 days was found to be ranging between 2.22% and 9.81% for different grades.
Similarly, when the fine aggregate is replaced with 20% crushed glass powder the decrease in targeted strength at the end of 28 days
was found to be ranging between 3.0% and 8.86% for different grades. The slump value was found to be decreasing in case of crushed
brick powder while it was found to be increasing substantially in the case of glass powder. A combination of both alternatives i.e. brick
powder (20%) and glass powder (15%) was also studied and it was found the compressive strength at the end of 28 days is respectively
96.13%, 86.93% and 78.09% of the targeted strength for M20, M25 and M30 Grade f concrete . Thus it can be concluded that the
partial replacement of fine aggregate by brick powder up to 20% and by glass powder up to 15% is quite good. A further increase in
the percentage of brick and glass powder does not decrease the characteristic strength of 28 days but there is a marginal decrease in
the target strength. A combination of brick powder of 20% and glass powder of 15% shows that the combination although gives the
required characteristic strength but falls short of target strength.
1 INTRODUCTION are naturally occurring aggregates, countries could not gear up to that
Concrete is the most widely used such as crushed rock, gravel and sand level to match with those countries.
man-made construction material which are usually chemically Therefore, resource exploitation and
in the world and is only second to interactive or inert when bonded waste disposal problems are currently
water as the most utilized substance together with cement. On the other rocking the sustainable development
on the planet. A major portion of this hand, the modern technological in those countries (including India).
concrete volume is occupied by coarse society is generating substantially Glass is amorphous material with
and fine aggregates. The selection of high amounts of solid wastes both high silica content, thus making it
coarse and fine aggregates should in municipal and industrial sectors; potentially pozzolanic when particle
be done carefully because they posing an engineering challenging size is less than 75 m (Federio.
significantly influence the properties task for its effective and efficient L.M and Chidiac S.E, 2001, Jin. W,
and durability of concrete. The disposal. Hence, partial or full Meyer. C, and Baxter. S, 2000). A high
demand for aggregates is enormous replacement of fine aggregates by amount of waste glass as aggregate is
in the construction industry. The the other compatible materials like known to decrease the concrete unit
increased extraction of coarse and sintered fly ash, crushed rock dust, weight (Christopher cheeseman, 2011,
fine aggregates from the natural quarry dust, glass powder, recycled Mageswari. L.M and B. Vidivelli,
resources is required to meet this concrete dust, and others are being 2010). The fact that glass has high
high demand. The increasing use researched from past two decades, silica content has led to laboratory
of natural fine aggregate creates an in view of conserving the ecological studies on its feasibility as a raw
ecological imbalance. Thus, the use of balance. Even though, use of several material in cement manufacture. The
an alternative fine aggregate is vital in types of industrial solid wastes like use of finely divided glass powder
construction industry. metallurgical waste, glass pieces, fly as a cement replacement material
Aggregates are the important ash, quarry dust, tyre and rubber waste, has yielded positive results (Malek
constituents in the concrete composite crushed concrete waste, sludges and Batayneh, Iqbal Marie, Ibrahim Asi,
that help in reducing shrinkage others in making good field concrete 2007), Optimal dosage range of this
and impart economy to concrete is being effectively done in European glass powder is chosen based on cement
production. Most of the aggregates used countries, U.S.A and Australia; Asian paste studies. Selected properties of
* Professor, ** Former PG Students, S.G.S. Institute of Technology & Science, Indore (MP)
14
% Waste Grade of Concrete Designed
Material M 20 M 25 M 30
used Targeted Compressive Strength 22.6 MPa Targeted Compressive Strength 31.6 MPa Targeted Compressive Strength 38.25 MPa
Compressive Strength achieved (MPa) Compressive Strength achieved (MPa) Compressive Strength achieved (MPa)
3 days 7 days 28 days 3 days 7 days 28 days 3 days 7 days 28 days
Concrete without replacement of fine aggregate
0.00 16.76 (63.0) 21.20 (79.7) 30.40 (114.3) 17.55 (55.5) 23.30 (73.7) 35.00 (110.7) 17.91 (46.8) 24.60 (63.3) 40.50 (105.9)
Brick Powder used as replacement of fine aggregate
10 16.20 (60.9) 21.00 (78.9) 29.60 (111.3) 18.40 (58.2) 22.10 (69.9) 33.00 (104.4) 19.00 (49.7) 26.00 (68.0) 39.40 (103.0)
20 15.70 (59.0) 22.00 (82.7) 27.20 (102.2) 18.50 (58.5) 23.20 (73.4) 32.60 (103.2) 17.00 (44.4) 25.00 (65.3) 40.10 (104.8)
30 13.90 (52.2) 17.33 (65.1) 25.10(94.4) 15.22 (48.2) 19.40 (61.4) 28.50 (90.2) 16.00 (41.8) 23.10 (60.4) 37.40 (97.8)
Glass Powder used as replacement of fine aggregate
10 17.20 (64.7) 22.00 (82.7) 31.50 (118.4) 18.10 (57.3) 24.40 (77.2) 34.10 (107.9) 20.20 (52.8) 25.20 (65.9) 40.10 (104.8)
15 18.10 (68.0) 21.80 (81.9) 30.60 (115.0) 19.10 (60.4) 25.80 (81.6) 31.00 (98.1) 21.40 (55.9) 26.60 (69.5) 42.00 (109.8)
20 16.10 (60.5) 20.30 (76.3) 25.80 (97.0) 17.02 (53.9) 22.10 (70.0) 28.80 (91.1) 16.80 (43.9) 23.20 (60.6) 35.90 (93.8)
Brick Powder (20%), Glass Powder (15%) used in combination to replace fine aggregate
20B + 15G 17.4 (63.9) 22.43 (84.3) 25.2 (96.1) 20.53 (65.0) 23.64 (74.8) 27.47 (86.9) 21.44 (56.0) 24.27 (63.4) 29.87 (78.1)
Note: - Figures in parenthesis shows Compressive Strength as percentage of Targeted Strength
TECHNICAL PAPERS
Fig. 2 Comparison of Compressive Strength of Concrete of Fig. 3 Comparison of Compressive Strength of Concrete of
Synopsis
Smart Highway provides an entirely new approach to traditional roads that is not only beautiful and alluring but also sustainable
and cost-effective. Using a series of solar technologies, dynamic paint and smart sensors, the road could be designed to come alive at
night. Lanes would illuminate, electric cars would be charged, glow-in-the-dark paint would highlight dangerous conditions or traffic
patterns and street lights would light up only as a car approached.
Fig. 1 Scheme for Wireless Sensing of Large Structures using Radio Frequency Fig. 2 Glow in the dark Road Marking
Monitoring systems in tunnels are also the main road network to identify the The first few hundred metres of glow-
widespread around the world. From locations most sensitive to frost.From in-the-dark, weather-indicating road
air flow to visibility, and a wide range the three degrees, the sensors activate were installed in the province of
of gases (CO, CO2, NO2, O2, SH2 and and warn of the possible occurrence Branbant in 2013. It will be followed
PM-10) are the most demanded of ice on the road, allowing to act by priority induction lanes for electric
parameters to monitor air quality inside quickly and rub salt in that area before vehicles, interactive lights that switch
tunnels. At this time, many of these the ice sheet is generated. This avoids on as cars pass and wind-powered
systems are wired installations: the skidding of high speed vehicles and lights within the next five years.
deployment of Wireless Sensor thus reduces accidents.
The idea is to not only use more
Network would save money, increase 3 SMART LIGHTING sustainable methods of illuminating
safety and reduce installation times2. major roads, thus making them safer
3.1 Glow-in-the-Dark Road
Weather conditions are highly related Markings and more efficient, but to rethink the
to road safety. There are a lot of design of highways at the same time
Research on smart transportation
different weather applications in as we continue to rethink vehicle
systems and smart roads has existed
which Wireless Sensor Networks design. As Studio Roosegaarde sees it,
for over 30 years. Whats lacking is the
can improve safety on our roads. connected cars and internal navigation
implementation of those innovations
Weather stations or remote sensors to
and making those innovations intuitive systems linked up to the traffic news
measure temperature, humidity and represent just one half of our future
and valuable to the end-consumers, the
other similar parameters are already drivers. For this, a mentality change road management systems - roads
being used in highways to make them needs to take place within a country need to fill their end of the bargain and
Smart Roads. As an example, the and its people. The Smart Highway by become intelligent.
Madrid city government has recently Studio Roosegaarde and infrastructure 3.2 Dynamic Paint
installed a series of temperature management group Heijmans won
sensors buried under the road surface Weather conditions affect road
Best Future Concept at the Dutch safety- therefore, the use of sensors
to monitor the appearance of ice plates Design Awards in 2012, and has
in real time. The Madrid government and smart applications could reduce
already gone beyond pure concept. the number of road accidents. Smart
introduced the Plan Inclement Winter The studio has developed a photo- Roads could take advantage of solar
in 2011/2012 by which all human luminising powder that will replace energyfor power, clearing city streets
and material resources available to road markings. Not only do these of ice and snow by simply melting
the regional government to deal with markings glow in the dark, they also it away. Furthermore, temperature-
problems connected with winter are increase illumination. The photo- responsive dynamic paint could be
coordinated. Nine pavement sensors luminising powder in the paint used to make ice crystals visible to
are strategically placed on the roads charges when exposed to sunlight drivers when cold weather makes road
to prevent and avoid the formation of and provides up to 10 hours surfaces slippery. This feature is being
ice arenas. These sensors complement of luminescence. Thus, its a green termed weather-indicating roads
the eight weather stations in operation, way to supplement conventional in some articles. Dynamic paint is
improving the prediction system to act lighting. (The tiny glass bids in a much broader term. Dynamic paint
before the ice comes to creating danger thermoplastic paint marking also do becomes visible in response to road
on the road.It has made a heat map of this job but are short lived.)
OBITUARY
The Indian Roads Congress express their profound sorrow on the sad demise of Late Shri Bibekananda Talukdar,
resident of Vivek, H.No. 62, R. G. Baruah Road, Guwahati (Assam). He was an active member of the Indian Roads
Congress.
May his soul rest in peace.
____________
The Indian Roads Congress express their profound sorrow on the sad demise of Late Shri R. Natarajan, resident of
J-539, Sena Vihar, Kammana Hallimain Road, St. Thomas Town P.O., Bangalore, Karnataka. He was an active
member of the Indian Roads Congress.
May his soul rest in peace.