Professional Documents
Culture Documents
Pavement Deterioration Modeling For Low
Pavement Deterioration Modeling For Low
Pavement Deterioration Modeling For Low
CONTENTS
Paper No. 590 “Pavement Deterioration Modeling for Low Volume Roads” 67
Vandana Tare, H.S. Goliya, Atul Bhatore and Kundan Meshram
Paper No. 591 “Study on Rutting Characteristics of Bituminous Binders and Mixes” 82
I. Srinivasa Reddy and M. Amaranatha Reddy
Paper No. 592 “Consistency Evaluation of Horizontal Curves on Rural Highways” 91
A.U. Ravi Shankar, M.V.L.R. Anjaneyulu and N. J. Sowmya
Paper No. 593 “Crossing Behaviour of Pedestrians at Midblocks in Mixed Traffic” 100
Satish Chandra, Rajat Rastogi and Vivek R. Das
Paper No. 594 “Applying ‘Carbon Critical Design’ to Highway Design and Construction: 111
A Comparison of the Carbon Footprint of Concrete Viaduct and Reinforced Soil Flyovers”
Adrian Anderson and Anjay Kumar
Discussions held during 73rd Annual Session of IRC at Coimbatore on Papers 117
Published in Volume 73 Parts 1, 2 & 3
LIST OF ADVERTISERS
Inside Front Cover –Bekaert Industries Pvt. Ltd.
Inside Back Cover - Advertisement Tariff
Outside Back Cover - Nehemiah Reinforced Soils (India)
Consulting Engineering Services (India) Pvt. Ltd. 154
TechFab India Industries Ltd. 155
Gloster Limited 156
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, Secretary General, Indian Roads Congress, Jamnagar House,
Shahjahan Road, New Delhi on behalf of the Indian Roads Congress. Printed by Shri Madan Lal Goel on behalf of the
Indian Roads Gongress at Aravali Printers & Publishers (P) Ltd., W-30, Okhla Industrial Area, Phase-II, New Delhi.
14,000 copies, April-June 2013.
Paper No. 590
Abstract
In the present work ten rural roads in three different districts namely Indore, Dhar and Jhabua are selected. The length of
each study section was fixed as 0.5 km. Each study stretch was further divided into 10 sections of 50 m each. Detailed
surveys have been carried out on all the ten road sections. Road Inventory Survey includes properties of bitumen and soil,
rainfall, temperature, properties of shoulders, sub base, base and type of adjoining land etc. In periodic survey, surface
drainage ratings, MERLIN roughness, DCP of shoulder and sub-grade moisture content have been observed. In Pavement
Condition Survey rut depth, longitudinal depression, cracking, patching and edge drop have been measured. In traffic survey
different types of vehicles including Commercial Vehicle Per day (CPVD) have been counted. Total six times data have been
collected from Apr. 07 to Nov. 09 that is before monsoon & after monsoon.
The main distresses observed on these roads were cracking, longitudinal depression, edge drop, rut depth and roughness.
Regression analysis has been done considering Pavement Condition Index (PCI) as dependent variable and time in year,
CVPD, annual rainfall & sub-grade moisture content (%) as independent variables. Combined regression equations for
three districts viz. Jhabua, Dhar and Indore have also been developed. Regression equations are also validated. Regression
equations developed between pavement condition index and time in year, commercial vehicles per day, annual rainfall and
sub-grade moisture content will give assessment about performance of pavement with time.
Various pavement performance studies have been 3. To identify various distresses of rural roads and
conducted in the past at the National Highway and State ascertain their causes from detailed distress
Highway levels, but very few studies have been carried survey, destructive and non-destructive tests.
* Professor
** Associate Professor } E-mail: vtare@rediffmail.com
CE & AMD S.G.S.I.T.S. Indore, E-mail: hsgoliya20@gmail.com
4. To observe the trend of deterioration with Azm S. Al- Homound (1996) developed a model
time. to study the effect of pavement characteristics on
pavement condition. The procedure followed was
5. To establish regression equations between based on the concept of pavement condition index
various parameters such as – Pavement which depends on the severity and intensity of each
Condition Index, pavement age, commercial of the four distress parameters i.e. alligator cracking,
vehicles per day, annual rainfall & sub-grade depression, rutting and swelling. Jain et. al (2006)
moisture content. suggested optimal maintenance options for low
volume roads constructed under PMGSY and other
1.2 Selection of Test Sections similar schemes for different design traffic level. Rao
and Prasad (2006) suggested five types of maintenance
The test sections on ten various roads have been
activities which are in practice (1) Routine Maintenance,
selected, as given in Table 1, on the basis of variations
(2) Periodic Maintenance, (3) Emergent Maintenance,
in conditions of rainfall (Less than 500 mm/year, 500 to
(4) Rehabilitation and (5) Reconstruction and Up
1000 mm/year & More than 1000 mm/year), soil type
gradation. Udaykumar et al (2008) described a ranking
(Gravelly and Sandy, Silty, Black Cotton/Clayey &
technique for the prioritization of selected arterial and
Moorum) and Pavement surface (Bituminous surface
sub-arterial roads. Veeraragavan (2008) explained that
or cement concrete road).
appropriate and timely maintenance will extend the
2 Literature Survey service life of rural roads already constructed. Gupta
et. al (2008) explained that pavement performance
Nagaraj et. al (1995) developed a composite ranking model is an equation that relates some extrinsic ‘time
methodology for prioritization of highway pavement factor’ to a combination of intrinsic factors with
for maintenance work. Al-Suleiman (obeidat) and performance indicators.
R5 Indore (Indore) Bilawali Approach kms 1.80 C. C. B.C. Soil 500 to 1000
Road 1.00 to 1.50
R6 Indore (Indore) Ahirkhedi Approach kms Bituminous B.C. Soil 500 to 1000
Road 0.35 to 0.85 2.00
R8 Indore (Indore) Hansa khedi kms Bituminous B.C. Soil 500 to 1000
Approach Road 1.50 to 2.00 3.30
R9 Dhar Manawar road to kms 5.50 Bituminous B.C. Soil Less than 500
(Dharampuri) Piplyakhoont 1.00 to 1.50
R10 Dhar Dhani to Lalbag kms Bituminous Moorum Less than 500
(Dharampuri) 1.00 to 1.50 2.00
Table 2 Road Inventory Data for all the Ten Road Sections
Sub-grade (mm) & 150 150 150 150 75 210 210 210 150 150
Sub base, GSB (mm)
Base Course (mm) 150 150 150 150 75 150 150 150 150 150
Total Thickness (mm) 300 300 300 300 350 360 360 360 300 300
2. General data
New construction UG UG UG NC UG NC NC NC NC NC
(NC) or up- gradation
(UG)
Annual average 1081 1081 1081 1081 890 890 890 890 453 453
rainfall (mm/year)
Ave max and min 45/10 45/20 45/10 45/20 43/5 43/5 43/5 42/5 43/6 43/6
temp(oc)
Lowest /Highest Min 1.50/ 1.50/ 10.0/ 1.20/ 1.80/ 1.5/ NA NA 6.50/ 6.00/ N.A
depth of GWT from 5.50 5.50 6.00 6.00 12.0 NA NA
road surface (m)
Month/year of Jan. 04 Jan. 04 Jan. 04 Nov./ May 04 May 04 April 04 April 04 May 04 June 04
opening to traffic Dec. 05
3. Binder Properties
Grade of bitumen used 60/70 60/70 60/70 60/70 C.C. 60/70 60/70 60/70 60/70 60/70
(60/70)
CR STA CR STA CR STA CR STA CR STA CR STA CR STA CR STA CR STA CR STA
Embank- 0.5 0.6 - 0.8 0.5 0.8 - 0.7 NA 0.4 NA 0.6 1 0.8 0.5 0.5 NA 1 NA 0.5
ment (m)
Details of New Road
Side 1.5:1 2:1 1.5:1 1.9:1 1.5:1 1.9:1 1.2:1 1.2:1 1.2:1 1.2:1 NA 1.7:1 1.2:1 1.2:1 1.2:1 1.2:1 NA 1.2:1 1.2:1 1.2:1
Slopes
Carriage 3.8 3.8 3.8 3.8 3.8 3.8 3.8 3.8 3.8 3.8 3.8 3.8 3.8 3.8 3.8 3.8 3.8 3.8 3.8 3.8
way (m)
Shoulder 1.9 1.5 1.9 1.8 1.9 1.9 1.9 1.9 1.1 1.3 1.9 1.2 1.9 2 1.9 2 1.5 1.9 1.9 2
width (m)
Liquid 22 22 24 25 20 21 23 24 22 24 24 24 26 26 30 35 28 27 27 26
Properties of shoulder material
limit %
Plasticity 6 6.4 5.6 6 5.4 6 4.5 6 5.5 5 11.5 6.5 4 7 2.8 3.4 5.2 5.6 4.2 5
Index
Field dry 1.9 1.9 1.9 1.9 1.9 1.9 1.9 1.8 1.9 1.9 1.9 1.9 2.2 2 1.9 1.9 1.9 1.9 2 1.9
density
(gm/cc)
4 days 13 13 14 15 14 13 14 13 14 13 14 15 12 12 12 14 11 14 12 15
Soaked
CBR (%)
Table 2: continued……….
CR STA CR STA CR STA CR STA CR STA CR STA CR STA CR STA CR STA CR STA
40 mm 100 100 100 100 100 100 100 100 95 100 96 100 96 100 97 100 100 100 94 98
25 mm 100 100 100 100 100 100 100 100 81 100 84 100 83 100 92 100 94 100 88 80
Properties of the existing sub-grade soil
Sieve Analysis (% of passing by wt.)
2.36 mm 46 35 52 90 67 92 48 48 54 94 55 96 55 42 55 92 22 95 51 39
1.18 mm 37 33 37 79 43 84 31 31 46 91 46 85 47 36 45 84 20 90 48 28
0.6 mm 24 16 26 71 25 73 20 20 34 88 34 73 33 27 35 51 17 84 35 22
0.425 mm 13 10 16 58 14 64 14 14 25 28 25 60 24 25 26 23 10 74 26 12
0.075 mm 5 5 9 3 8 2 7 4 18 5 4 56 5 4 19 5 5 3 11 1
LL % 35 20 30 33 35 34 30 31 30 35 29 35 34 30 32 32 31 35 35 30
PI 18 8 16 18 16 15 13 13 12 15 12 16 14 15 16 14 12 17 18 13
Properties of existing Sub-grade soil
OMC (%) 12 10 10 15 10 17 10 13 18 21 18 18 18 14 18 19 19 19 13 12
MDD (gm/cc) 2.1 2.0 1.6 1.57 1.4 1.42 1.9 1.87 1.3 1.38 1.9 1.41 1.8 1.89 1.8 1.40 2 1.38 1.8 1.92
4 days soaked 8.6 12 7.9 8.5 7.9 8.9 9.3 8.7 9.1 8.3 10 8.5 8 10.6 8.5 8 11 7.8 7.5 10.8
CBR (%)
Field dry 2 1.95 1.56 1.53 1.36 1.37 1.8 1.74 1.26 1.34 1.8 1.36 1.75 1.83 1.75 1.36 1.95 1.34 1.75 1.87
density (gm/cc)
125 mm 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
90 mm 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
63 mm 100 100 95 100 90 100 94 100 98 100 98 100 97 100 98 100 98 100 93 100
Details of WBM II layers
53 mm 30 32 31 39 21 28 28 38 54 100 53 33 53 33 53 35 58 42 57 55
Sieve analysis
45 mm 9 10 12 8 10 7 13 6 8 35 8 11 7 11 10 12 9 10 7 8
Table 2: continued……….
CR STA CR STA CR STA CR STA CR STA CR STA CR STA CR STA CR STA CR STA
125 mm 100 100 100 100 100 100 100 100 - - 100 100 100 100 100 100 100 100 100 100
90 mm 100 100 100 100 100 100 100 100 - - 100 100 100 100 100 100 100 100 100 100
63 mm 100 100 100 100 100 100 100 100 - - 100 100 100 100 100 100 100 100 100 100
Details of WBM III layer
Sieve Analysis
53 mm 100 100 96 100 96 100 97 100 - - 98 100 100 100 100 100 98 98 97 100
45 mm 80 76 65 70 72 65 62 62 - - 80 80 33 100 31 88 69 70 72 68
22.4 mm 6 4 6 3 6 3 7 3.5 - - 5 5 5 80 3 3 4 5 6 6
11.2 mm 1 1 1.7 1 1 0.9 1 0.8 - - 1 0.7 1 2 2.5 0.9 1.5 0.5 1.7 0.1
P.I. of Binding 5 5 4.1 4 3.2 2.7 5.3 5.3 - - 6 6 5 6.7 5 6.8 5.5 5 5 4.5
mat
75 mm 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
53 mm 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
26.5 mm 84 95 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
9.5 mm 84 81 92 70 91 72 94 68 86 90 86 88 86 90 86 67 69 90 80 88
Sieve Analysis
4.75 mm 78 65 78 65 79 58 80 57 67 60 67 75 67 72 67 60 59 69 78 61
Details of Sub base layer
2.36 mm 65 34 51 52 64 46 54 49 54 48 54 55 53 47 54 49 49 44 52 56
0.425 mm 22 12 22 22 24 27 22 33 26 23 26 29 26 22 26 34 29 29 22 34
0.075 mm 4.5 2 4.2 4.2 5.9 4 4 3 2 6 3.4 7 5.4 2.5 5.4 2 3.6 2.9 3.6 4.1
P.I. of Binding 5.7 4.2 4.9 4.9 4.5 5.2 5.1 5.1 5.5 5.5 NA 6 5.4 5.3 5.1 4 4.5 5.7 4.9 7
mat
FDD (gm/cc) 2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 1.9 1.9 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.3 2.2 2.2
Soaked CBR 24 22 24 23 24 28 24 24 23 23 22 24 23 28 22 33 24 24 24 23
Rating of Surface POOR POOR POOR POOR POOR FAIR FAIR FAIR FAIR GOOD
Drainage
Chainage of Test 2.15 to 3.40 to 7.60 to 2.50 to 1.00 to 0.35 to 3.00 to 1.50 to 1.00 to 1.00 to
Section (in km) 2.65 3.90 8.10 3.00 1.50 0.85 2.50 2.00 1.50 1.50
Type of Surface Bitu Bitu Bitu Bitu CC Bitu Bitu Bitu Bitu Bitu
G* G G G G G G G G G Apr-07
F* G G F F F G G G G Jan-08
Condition of F G G F F F G G F G Jun-08
Shoulder (Good /
Fair / Poor) F G G F F F G G F G Nov-08
F F G F F F G G F G May-09
F F F F F F G G F G Nov-09
G F G G F F G G G G
G G G F F F G G G G
Effectiveness of
surface drainage G G G F F F G G G G
arrangement (Good/ F F G F F F G G F G
Fair / Poor)
F F G F F F G F F G
F F F F F F G F F G
LS* 250 250 250 250 250 250 250 250 250 250
RS* 250 250 250 250 250 250 250 250 250 250
Av.* 250 250 250 250 250 250 250 250 250 250
LS 250 280 250 270 265 255 250 250 250 250
RS 250 250 250 265 260 260 250 250 250 250
MERLIN
roughness Av. 250 265 250 268 263 258 250 250 250 250
value, in
mm. LS 250 285 250 270 275 275 255 255 250 250
RS 250 260 250 285 265 275 255 250 250 250
Av. 250 273 250 278 270 275 255 253 250 250
LS 260 335 255 345 290 285 255 255 250 250
RS 255 270 260 315 290 280 255 250 250 250
Av. 258 303 258 330 290 283 255 253 250 250
LS 270 410 290 345 355 290 260 260 270 260
RS 265 270 295 325 325 285 260 255 265 260
Av. 268 340 293 335 340 288 260 255 268 260
LS 270 420 300 350 355 295 265 265 270 260
RS 274 300 306 340 328 290 260 265 270 260
Av. 272 360 303 345 342 293 263 265 270 260
DCP Value L1* 4.5 4 4 6 NA 5 4 2 2 3
of Shoulder
L2* 5 4 6 5 NA 5 4 3 2 3
r (mm /
blow) Av.* 4.5 6 5 5.5 NA 5 4 2.5 2 3
L1 5 5 5 7 NA 5 4 4 4 3
L2 6 6 4 6 NA 5 4 3 4 4
Av. 5.5 5.5 4.5 6.5 NA 5 4 3.5 4 3.5
L1 6 6 5 7 NA 5 4 4 4 3
L2 5 6 5 7 NA 5 5 4 4 4
Av. 5.5 6 5 7 NA 5 4.5 4 4 3.5
L1 6 6 5 8 NA 5 4 4 4 4
L2 6 7 5 9 NA 4 4 4 4 4
Av. 6 6.5 5 8.5 NA 4.5 4 4 4 4
L1 6 6 5 8 NA 5 4 4 4 4
L2 6 7 5 9 NA 4 4 4 4 4
Av. 6 6.5 5 8.5 NA 4.5 4 4 4 4
L1 6.5 6 5 8 NA 5 4 4 4 4
L2 6.5 7 6 9 NA 5 4 4 4 4
Av. 6.5 6.5 5.5 8.5 NA 5 4 4 4 4
3.3 Pavement Condition Survey cracking of surface layer, pot holes, ravelling & edge
drop. The data has been taken 6 times before monsoon
Pavement Condition Survey of all the roads has also been & after monsoon and has been summarized in
done which consist of measuring rutting, longitudinal Table 4.
depression* in the central portion of each subsection,
Pot Holes (%) 0.3 0.4 0.1 0.1 0.2 0.1 0.1 0.3 0.1 0.2
0.4 0.5 0.1 0.4 0.4 0.1 0.1 0.5 0.1 0.2
0.4 0.7 0.1 0.5 0.6 0.1 0.1 0.7 0.1 0.2
0.4 0.9 0.2 0.5 0.6 0.2 0.1 0.7 0.1 0.2
Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil
Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil
Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil
Ravelling (%)
Nil 1 Nil 1.5 1 2 Nil Nil Nil Nil
Nil 1.7 Nil 2 2 2 Nil Nil Nil Nil
Nil 1.8 1.1 2 2.5 2 Nil Nil Nil Nil
Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil
Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil
Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil
Patching (%)
Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil
Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil
Nil Nil Nil Nil Nil Nil Nil Nil Nil Nil
30.2 28.7 26.9 22.3 23.7 19.1 20.8 26.3 24.7 24.2
30.2 28.8 27.1 22.4 23.7 19.1 20.8 26.3 24.7 24.2
Edge Drop 32.7 30.8 29.5 24.7 27.2 19.8 24.6 30.3 27.8 26.5
(mm) 33.8 32.4 30.7 25.6 28.8 27.3 30.2 32.4 30.3 27.5
34.9 33.7 32.4 26.8 30.6 34.8 32.2 34.6 31.9 29.5
35.0 33.9 32.5 27.1 30.8 35.0 32.2 34.7 33.1 30.3
*see Appendix- I
3.4 Traffic Data (2-Axle & 3-Axle), Jeeps/ Cars/Vans, Mini Truck/
Minibus, Tractor-trailer, bicycle/rickshaw & animal
Traffic data of all the roads has been taken which consist drawn carts. The data has been taken at 6 times that
of average of 3 days traffic for different vehicle class is peak period** (P) & in normal period*** (N), and is
viz. Two-Wheelers, Three-Wheelers, Buses, Trucks presented in Table 5.
57 36 52 12 112 66 53 53 43 44 Apr-07
Table 6 Weightages for Various Parameters for All the Road Section
V** W* V W V W V W V W V W V W V W V W V W
G 3 G 3 G 3 G 3 G 3 G 3 G 3 G 3 G 3 G 3 Apr-07
F 2 G 3 G 3 F 2 F 2 F 2 G 3 G 3 G 3 G 3 Jan-08
Condition
F 2 G 3 G 3 F 2 F 2 F 2 G 3 G 3 F 2 G 3 Jun-08
of Shoulder
(Good / Fair / F 2 G 3 G 3 F 2 F 2 F 2 G 3 G 3 F 2 G 3 Nov-08
Poor)
F 2 F 2 G 3 F 2 F 2 F 2 G 3 G 3 F 2 G 3 May-09
F 2 F 2 F 2 F 2 F 2 F 2 G 3 G 3 F 2 G 3 Nov-09
G 3 G 3 G 3 G 3 F 2 F 2 G 3 G 3 G 3 G 3
Effectiveness G 3 G 3 G 3 F 2 F 2 F 2 G 3 G 3 G 3 G 3
of surface
G 3 G 3 G 3 F 2 F 2 F 2 G 3 G 3 G 3 G 3
drainage
arrangement
F 2 F 2 G 3 F 2 F 2 F 2 G 3 G 3 F 2 G 3
(Good / Fair /
Poor) F 2 F 2 G 3 F 2 F 2 F 2 G 3 F 2 F 2 G 3
F 2 F 2 F 2 F 2 F 2 F 2 G 3 F 2 F 2 G 3
250 3 250 3 250 3 250 3 250 3 250 3 250 3 250 3 250 3 250 3
250 3 265 2.8 250 3 268 2.6 263 2.8 258 2.8 250 3 250 3 250 3 250 3
MERLIN Ave. 250 3 273 2.5 250 3 278 2.4 270 2.6 275 2.5 255 2.7 253 3 250 3 250 3
Roughness
(mm) 258 2.8 303 2 258 2.8 330 1.4 290 2.2 283 2.4 255 2.7 253 3 250 3 250 3
268 2.6 340 1.2 293 2.2 335 1.2 340 1.2 288 2.2 260 2.8 255 2.7 268 2.6 260 2.8
272 2.5 360 1 303 2 345 1.1 342 1.2 293 2.2 263 2.8 265 2.8 270 2.6 260 2.8
4.5 2 4 2.1 5 1.9 5.5 1.8 0.5 3 5 1.9 4 2.1 2.5 2.5 2 2.6 3 2.4
5.5 1.8 5.5 1.8 4.5 2 6.5 1.5 0.55 3 5 1.9 4 2.1 3.5 2.2 4 2.1 3.5 2.2
Ave. DCP
5.5 1.8 6 1.6 5 1.9 7 1.4 0.6 3 5 1.9 4.5 2 4 2.1 4 2.1 3.5 2.2
Value of
shoulder
6 1.6 6.5 1.5 5 1.9 8.5 1 0.67 3 4.5 2 4 2.1 4 2.1 4 2.1 4 2.1
(mm / blow)
6 1.6 6.5 1.5 5 1.9 8.5 1 0.7 3 4.5 2 4 2.1 4 2.1 4 2.1 4 2.1
6.5 1.5 6.5 1.5 5.5 1.8 8.5 1 0.7 3 5 1.9 4 2.1 4 2.1 4 2.1 4 2.1
14 2.8 14 2.8 14 2.8 15 2.7 15 2.7 17 2.5 16 2.6 19 2.3 16 2.6 14 2.8
16 2.6 16 2.6 16 2.6 16 2.6 18 2.4 20 2.2 19 2.3 23 1.9 20 2.2 18 2.4
Rutting
(mm) 18 2.4 17 2.5 17 2.5 18 2.4 19 2.3 22 2 20 2.2 26 1.6 22 2 20 2.2
20 2.2 19 2.3 19 2.3 19 2.3 21 2.1 24 1.8 25 1.7 28 1.4 24 1.8 23 1.9
Edge Drop 33 1.6 31 1.8 30 1.9 25 2.4 27 2.2 20 2.9 25 2.4 30 1.9 28 2.1 27 2.2
(mm) 34 1.5 32 1.7 31 1.8 26 2.3 29 2 27 2.2 30 1.9 32 1.7 30 1.9 28 2.1
35 1.4 34 1.5 32 1.7 27 2.2 31 1.8 35 1.4 32 1.7 35 1.4 32 1.7 30 1.9
35 1.4 34 1.5 33 1.6 27 2.2 31 1.8 35 1.4 32 1.7 35 1.4 33 1.6 30 1.9
V –Value, W-Weightage
4.3 Determination of Pci Value in section 4.1 for all the road sections is presented in
Table 7 as PCI value:
Sum of weightages for all the parameters mentioned
Name of R1 R2 R3 R4 R5 R6 R7 R8 R9 R10
Road
16.9 16.5 17 17.3 17.3 16.7 17.8 17.4 17.7 17.8 Apr-07
Pavement 15.6 16.5 17 14.6 16.2 15.5 17.8 17.1 17.2 17.2 Jan-08
condition 15.3 15.7 16.6 14 15.6 15 16.8 16.5 15.7 17.2 Jun-08
Index (PCI
13.7 14.2 16.4 12.5 15.1 15 16.5 16.3 14.6 17 Nov-08
value)
13.4 12 15.6 12.2 13.8 13.3 16 15 13.9 16.4 May-09
13.2 11.7 13.1 11.8 13.8 13.3 16 15 13.8 16.3 Nov-09
Table 8 PCI, Time in Year, CVPD, Annual Rainfall & Sub-Grade Moisture Content for Various Roads
Name R1 R2 R3 R4 R5 R6 R7 R8 R9 R10
of Road
PCI 16.9 16.5 17 17.3 17.3 16.7 17.8 17.4 17.7 17.8
15.6 16.5 17 14.6 16.2 15.5 17.8 17.1 17.2 17.2
15.3 15.7 16.6 14 15.6 15 16.8 16.5 15.7 17.2
13.7 14.2 16.4 12.5 15.1 15 16.5 16.3 14.6 17
13.4 12 15.6 12.2 13.8 13.3 16 15 13.9 16.4
13.2 11.7 13.1 11.8 13.8 13.3 16 15 13.8 16.3
Time 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4
year 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3
1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8
2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3
2.9 2.9 2.9 2.9 2.9 2.9 2.9 2.9 2.9 2.9
3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
CVPD 57 36 52 12 112 66 53 53 43 44
62 53 81 22 129 100 75 86 44 55
67 61 87 45 134 123 85 90 49 65
68 69 94 67 209 147 95 96 58 65
70 75 99 69 221 139 102 106 62 77
75 77 101 73 232 144 115 132 77 79
Annual 1053 1053 1053 1053 912 912 912 912 480 480
rainfall 1053 1053 1053 1053 912 912 912 912 480 480
1100 1100 1100 1100 856 856 856 856 416 416
1100 1100 1100 1100 856 856 856 856 416 416
1090 1090 1090 1090 878 878 878 878 463 463
1090 1090 1090 1090 878 878 878 878 463 463
Sub- 2 2.5 3 3 NA 3 2.5 2.5 2.5 2.5
grade 3 3 3 3.5 NA 3.5 2 2 3 2
moisture 3 2.5 3 3.5 NA 3.5 2 2.5 3 2.5
content
4 4 2 6 NA 5 2 2 3.5 2.5
4 4 2 6 NA 5 2 2 3.5 2.5
4 4 2 6 NA 5 2 2 3.5 2.5
Regression equations have been developed based on Table 9. It is found that good correlations exist between
the data given in Table 8 and there are tabulated in dependent and independent variables.
Table 9 Regression Equations with their Coefficient of Correlation for all the Road Sections
Name of Road Equation Coefficient of Correlation
R1 Y = 19.825-1.364X1+0.148X2-0.007X3-0.931X4 0.908
R2 Y = 22.064-3.150X1+1.444X2-0.006X3-0.944X4 0.967
R3 Y = 8.910-3.663X1+0.112X2+0.023X3-1.007X4 0.911
R4 Y = 327.253-6.770X1+0.688X2-0.284X3-5.342X4 0.827
R5 Y = 21.808-1.165X1-0.004X2+0.003X3 0.909
R6 Y = 22.143-1.399X1-0.001X2-0.006X3+0.284X4 0.874
R7 Y = 3.901-3.063X1+0.136X2+0.016X3+0.465X4 0.898
R8 Y = 28.89-2.003X1+0.037X2-0.011X3-0.802X4 0.895
R9 Y = 17.215-0.791X1+0.027X2+0.009X3-0.864X4 0.878
Y=PCI, X1= Time in year, X2=CVPD, X3= Annual Rainfall (mm), X4= sub-grade Moisture content
Based on the study conducted following conclusions Longitudinal Depression* - Longitudinal Depression
have been drawn: is the longitudinal unevenness measured along the
wheel path. Formation of Longitudinal depression can
1. The traffic observed on selected roads is very be attributed to poor compaction and uneven settlement
low and has least influence on the performance in any of the layers of the pavement. Longitudinal
of rural roads. Hence the causes for the distress depressions also lead to intermittent loss of contact
of these rural can be identified as drainage and between tyres and pavement, reducing the effectiveness
construction quality. of steering and braking. Longitudinal depressions were
measured at the same locations where rutting was
2. The main distresses identified in the rural
measured i.e. in the centre of each subsection with the
roads are Rutting, Edge drop, Cracking and
same straight edge placed in longitudinal direction,
Roughness. along both the wheel paths.
3. Ravelling was found to be absent on the
selected sections. A few numbers of potholes Peak Period**: It means peak harvesting season
are observed on some places of the road sections (March-April & Oct.-Nov.).
due to poor drainage and construction quality.
Normal Period***: It means lean harvesting season
4. Regression equations developed between (remaining months of the year).
Pavement condition Index (which includes
condition of shoulder, surface drainage, References
MERLIN roughness, DCP value of shoulder,
rutting, longitudinal depression & edge drop) 1. Al-Suleiman (obeidat) and Azm. S Al-
and time elapsed, commercial vehicles per day, Homound, “A Model for Effect of Pavement
annual rainfall and sub-grade moisture content Characteristics on Pavement Condition”,
will give better idea about performance of Journal of Indian Roads Congress, Vol. 57-1,
pavement with time. September 1996.
The views expressed in the paper are personal views of the Authors. For any query, the author may be contacted at E-mail: vtare@rediffmail.com
Abstract
This paper presents a study carried out on rutting characteristics of binders and mixes typically used to construct wearing and surface courses of high
volume roads in India. Also correlations developed between rutting parameters of the binders and rut depth measured from the mixes. Three binders,
one modified and other two normal binders and two aggregate gradations and bituminous concrete (BC) and dense bituminous macadam (DBM) were
considered in the study. Binder rutting parameters such as G*/sinδ and zero shear viscosity (ZSV) were measured using Dynamic Shear Rheometer (DSR)
and rutting resistance of bituminous mixes was evaluated by an indigenously developed wheel tracking tester, IIT KGP Rut Tester. From the test results, it
was observed that parameters of binders selected in the study were found to be useful in identifying the rutting resistance of binders. Also mixes prepared
with modified binder and stiffer normal binder were found to be marginally different in offering rutting resistance and dense graded mixes showed improved
resistance to rutting for all types of binders. Good correlations were also obtained for binder and mix rutting parameters considered in the present study.
* Professor and Head of the Civil Engineering, NBKR Institute of Technology Vidyanagar, A.P, E-mail: inthareddy@gmail.com
** Associate Professor, Civil Engineering Department, IIT Kharagpur, Kharagpur, E-mail: manreddy@iitkgp.ac.in
Written comments on this Paper are invited and will be received upto 13th August, 2013
et al., 2005). Although multiple stress creep recovery Shenoy et al, 2003; Sherwood et al, 1998; Stuart
test (MSCRT) has been recommended to characterize et al. 2000; Sybilski, 1996; Zeng and Huang, 2006).
modified binders in the recent times, other two rutting Dynamic shear rheometer (DSR) has been popularly
parameters (G*/sind and zero shear viscosity) were used to characterize the binder. Similarly number
only considered as the modified binders in India are of wheel tracking testers has been used all over the
different from elsewhere. Also not much work has been world to evaluate the rutting potential of bituminous
reported on these two binder rheological parameters on mixes. These testers differ in the type of wheel, type
rutting performance. Therefore this study is to examine of test sample and number of wheel passes. Asphalt
these rheological parameters and their relation with Pavement Analyzer (APA), Hamburg wheel tracking
mix performance in rutting. device (HWTD, Georgia loaded wheel tester (GLWT),
French pavement rut tester (FPRT) and French rutting
In order to evaluate the rutting resistance of bituminous tester is also known as Laboratoire Central des Ponts et
mixes, indigenously developed wheel tracking tester, Chaussees (LCPC) wheel tracker are some of the wheel
IIT KGP Rut Tester was used. . Based on the experimental tracking devices popularly used.
results, correlations were developed between rutting
parameters of binders and the corresponding mix Bhasin et al. (2005) observed good correlations for
rutting to understand the role of binder and aggregate G*/ sind values of the binders with the APA and HWTD
gradation in resisting the permanent deformation. rut depths. D’Angelo and Dongre (2004) reported that
small changes in the G*/sind values of the polymer
2 STUDIES ON RUTTING PARAMETERS modified binders results in large changes in the APA
OF BINDERS AND BITUMINOUS rutting values. Youtcheff et al. (2004) reported that
MIXES the mixture rutting measured in LCPC wheel tracking
test has good correlation with binder G*/sind values.
Number of researchers used G*/sind as rutting Shenoy et al. (2003) reported that the average rut
parameters of binders (SP-1, 1996, Zaniewski and depth after 6,000 wheel passes of the FPRT showed
Pumphrey, 2004). However Bahia et al. (2001) and poor correlation with the G*/sind values. Creep slope
Leahy et al. (1994) observed that the parameter from the HWTD also was poorly correlated with the
G*/sind did not accurately predict the rutting G*/sind values. Stuart et al. (2000) developed
performance of binders. Marasteanu et al. (2005), correlations for G*/ sin d of the binders with the
Visscher and Vanelstraete (2004) and Anderson FPRT, GLWT and HWTD rut depths and reported
et al. (2002) reported that the zero shear rate viscosity that the 2.20 kPa minimum specification level for G*/
has been found to be a good predictor of rutting sin d after RTFO is valid. Stuart and Izzo (1995) also
performance of binders. However in the recent times, developed correlations for G*/ sind of the binders
better fundamental test method such as multiple stress with the three wheel tracking devices GLWT, FRT
creep and recovery test (MSCR) has been introduced and HWTD. The data showed that binders with higher
to characterize modified binders for predicting rutting G*/ sind produce mixes less susceptible to rutting. The
potential (ASTM D7405-10a, 2010). (D’Angelo and GLWT provided a good correlation between G*/ sind
Dongre, 2004; . Kim et al, 2009 have demonstrated and rutting susceptibility compared to the FPRT and
the practical use of this method by conducting test on HWTD. Collins et al. (1995) reported that the GLWT
modified binders. results agreed with those of DSR testing on RTFO
aged viscosity graded binders AC-10, AC-20 AC-30
On the other hand, rutting performance of bituminous and also reported that as G*/ sin d values increased, the
mixes has been evaluated by different wheel tracking measured rut depths decreased.
devices (Collins et al., 1995; Hong and Kim, 2008;
Jackson and Baldwin, 2000; Lundy and Sandoval- Researchers have shown that zero shear viscosity
Gil, 2004; Mallick and Kandhal, 1999; Smith, 2004; of binders correlates well with the number of cycles
Tarefder et al., 2003; Stuart and Izzo, 1995). Using needed to obtain a certain rut depth in accelerated testing
these parameters of binder and mix, attempts have facilities (Rowe et al. 2002, Sybilski, 1996). Guericke
been made to correlate binder rutting parameters with and Hoeppel, 2000) reported that of the ZSV measured
rutting susceptibility of mixes (Bhasin et al. 2005; at 60°C correlated well with the Hamburg wheel tracking
test, which was also conducted at same temperature. operations, generally known as short term aging
Phillips and Robertus (1996) observed a good correlation (SP-1, 1996).
of ZSV of two unmodified asphalt binders and two
elastomer-modified binders with the corresponding ASTM D2872 (2004) procedure was followed for
rutting in dense asphalt concrete mixes and concluded preparing the short term aging of binders using RTFO.
that ZSV is a good measure of the permanent deformation Both aged and unaged binder samples were considered
in accelerated laboratory testing. for evaluating rutting parameters G*/sind and Zero
shear viscosity using Dynamic Shear Rheometer.
Following paragraphs present the materials used in the
present investigation, test carried out on the materials 3.3 Study of Binder Rutting Parameters Using
selected and analysis of the test data. Dynamic Shear Rheometer (Dsr)
3 Materials Used in the Present Dynamic Shear Rheometer (DSR) is the most popularly
used equipment used to evaluate the behavior of binder
Investigation
samples by subjecting it to the oscillatory (sinusoidal)
3.1 Aggregate stresses. A thin binder specimen is sandwiched
between the two parallel metal plates held in a constant
Two aggregate mid-point gradation namely bituminous temperature medium. One plate remains fixed while the
concrete (BC) and dense bituminous macadam (DBM) other oscillates at preset angular frequency with respect
were considered as per specification of road and bridge to the other. The DSR tests were performed using the
parallel plate arrangement with 25 mm diameter plate
works (MoRTH, 2001) The crushed coarse aggregate,
and the gap between top and bottom plate was set at
fine aggregate and mineral filler (Type: Dolerite)
1 mm. The unaged and RTFO aged binders were tested
procured from Shelda quarry in the state of West
in DSR to determine G*/sind and zero shear viscosity
Bengal, were used in the present investigation. Fig. 1
values at different temperatures.
shows the two aggregate gradations.
3.4 G*/Sinδ Parameter of Binder
ZSV, however it was found from the literature that ZSV From Fig. 6 it can be observed that mixes prepared
is better indicator of rutting than G*/sin d. with DBM gave lower rutting resistance compared
to dense graded aggregate mix, BC, for all three
4.2 Correlation Between Binder G*/Sinδ and binders considered. Of the three binders considered
Bituminous Mix’s Rutting for preparing mixes, PMB-40 mixes have resulted in
lower rutting compared to other binder mixes. Good
Rutting parameters of binder and corresponding rutting correlations were found between G*/sind value and rut
values of mixes gives information on material behavior depth of mixes. Similar results are also observed from
in resisting rutting. When aggregate parameters such Fig. 7 on zero shear viscosity and rut depth of mixes.
as source, shape and gradation are kept constant, Dense graded aggregates, stiffer and modified binder
relationships developed between rutting parameters play important role in providing rutting resistance in
of binder and corresponding mixes yields the role different mixes.
of binder in sustaining permanent deformation. Also
change in aggregate gradation with other parameters 5 Conclusions
being the same, effect of aggregate gradation on A study on rutting characteristics of binders and mixes
rutting susceptibility can be assessed. Therefore was carried out considering three binders including
relationship between G*/sind and zero shear viscosity one modified binder and two aggregate gradations.
values of RTFO aged binders and corresponding Rheological parameters of binders, G*/sind and zero
bituminous mix’s rutting measured from the IIT KGP shear viscosity of unaged and RTFO aged binders,
Rut Tester tests were developed and presented in were determined for VG 30, VG 40 and PMB 40
Figs. 6 and 7. binders using Dynamic Shear Rheometer at different
temperatures. Bituminous concrete (BC) and dense
bituminous macadam (DBM) mixes were prepared and
evaluated using IITKGP rut tester. From the limited
test results and analysis, it can be concluded that VG
30 has lower G*/sind and zero shear viscosity values
in both unaged and RTFO aged conditions indicating
less rut resistance compared to other binders and
PMB 40 binder which has higher rutting resistance.
Correlations obtained between G*/sind and zero shear
viscosity values for binders suggested that either of
these parameters can be used to explain the rutting
Fig. 6 Relationship between Binder G*/sin d and Mix’s Rutting susceptibility of binders. Also good correlation was
found between mix rut depth and binder parameters. It
is also evident that performance of VG 40 binders and
mixes are comparable to PMB 40 in terms of rutting
consideration.
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The views expressed in the paper are personal views of the Authors. For any query, the author may be contacted at E-mail: inthareddy@gmail.com
Abstract
Geometric design consistency is emerging as an important role in highway design. Identifying and treating any inconsistency on a highway can significantly
improve its safety performance. Considerable research has been undertaken worldwide to explore this concept including identifying potential consistency
measures and developing models to estimate them. The goal of the research is to study consistency of design on intermediate lane highways existing in
Dakshina Kannada district of Karnataka state and to ascertain the existence of a relationship between consistency and safety level. The alignment of 55
stretches is surveyed and the geometrics of highway, speed and accident data are used to evaluate the consistency of the horizontal curves on highway.
The consistency models are developed and thresholds for good, fair and poor design consistency of any section are proposed. It is found that as design
consistency increased, the number of accidents decreased significantly.
* Prof. & Head, Deptt. of Civil Engineering, National Institute of Technology Karnataka, Mangalore, E-mail: aurshankar@gmail.com
** Prof. Deptt. of Civil Engineering, N.I.T., Calicut, E-mail: mvlr@nit.ac.in
*** Research Scholar, Deptt. of Civil Engineering, N.I.T., Karnataka, Surathkla, Mangalore, E-mail: sowm.shyam@gmail.com
Written comments on this Paper are invited and will be received upto 13th August, 2013
features that violate their expectancies (Fitzpatrick et characteristics, traffic condition and driver behaviour
al. 2000). Large reductions in motorist speeds represent are totally different. This study is an attempt to
locations with high potential for traffic accidents develop speed prediction models and to evaluate the
(Anderson et al. 1999, Hassan et al. 2000). Operating consistency of rural highways of intermediate lane
speed is an important parameter used to evaluate design (5.5 m) based on speed and recorded accident data.
consistency. This can be done by examining variation
between design speed and operating speed or examining 1.3 Objectives of the Study
the difference in operating speed on successive elements
of the road. Based on speed data and accident data, The accident situation in Dakshina Kannada district is
Lamm et al. (1988, 1995) recommended two speed relatively more serious due to rapid growth motor vehicle
traffic and inadequacy of road related characteristics.
criteria based on design speed and operating speed,
From literature study it was found that accidents
to evaluate the design as good, fair or poor. Safety
occur more in curves than straight sections Stewart
criterion (i) deals with the design speed and observed
and Christopher, (1990). Hence, the main objective of
operating speed, but safety criterion (ii) deals with the
this study is to evaluate the design consistency of the
operating speed transition between successive design
selected curves using operating speeds. It is necessary
elements. Similar studies have been carried out by to develop speed models in terms of highway geometry,
various researchers (Lamm et al. 1988, 1995, Gibreel which explains how geometric elements affect the
et al. 1999, Fitzpatrick et al. 2000) and concluded with accidents. Considering the main aim as a key point,
different recommendations to designate the consistency the objectives of the study can be stated specifically as,
as good. i) Development of speed prediction models for
horizontal curves and ii) Development of design
Operating Speed Models consistency evaluation criteria.
Kanellaidis (1990) conducted a study at 58 curve sites 2 Study Area
on three two lane rural roads in Greece found that the
85th percentile speed (V85) at curve is strongly related to This study is only on rural highways of Dakshina
the curvature and the desired speed. Also he suggested Kannada district with carriageway width of 5.5 m.
that a good design can be achieved when the difference Eight roads were selected for the analysis and the
between operating speed (V85 on the tangent and the details are shown in Table 1. The natural topography
following curve operating speed (V85) does not exceed of the project area ranges from plain to rolling terrain.
10 km/h. Krammes et al. 1995) presented several design Even though the selected highway has large number
consistency models to evaluate design consistency for of curves, the study is limited to the simple horizontal
rural two-lane highways. The 85th percentile speed curves. To maintain uniformity between the stretches
was predicted based on such independent parameters following criteria were considered, i.e., (i) no influence
as the degree of curve, length of curve and the of intersections, (ii) no influence of other adjacent
deflection angle. Al-Masaeid et al. (1995) considered sections, (iii) no physical features or activities adjacent
the speed reduction between tangent and curve as the to, or in the course of, the roadway that may create
inconsistency measure of a section and speed reduction an abnormal hazard such as narrow bridge, schools,
was found to be highly affected by the radius of the factories, or recreational parks, (iv) carriageway is
curve. Also the speed on the tangent was found to be unmarked and shoulders are unpaved and (v) grades
affected mainly by the tangent length. between + 2% to – 2% .
1.2 Need For Present Study Horizontal curve with a minimum 100 m tangent length
was considered assuming that it allows the driver to
From literature survey it was found that different accelerate, reach, and maintain desired speed. Keeping
type of consistency evaluation is carried out in site selection criteria as reference, a total of 178
developed countries. In India the applicability horizontal curves with more than 100 m tangent length
of consistency criteria developed in developed were considered from the 55 sections is tabulated in
countries is questionable, because the road geometric Table1.
Road No. of No. of From To The actual operating speed is defined as the speed
Sections Horizontal selected by the highway users when not restricted by
Curves other users, i.e., free-flow conditions, and is normally
selected for
study represented by the 85th percentile speed. The 85th
percentile speed is determined from the graph plotted
SH- 88 15 43 Sampaje Puttur
cumulative frequency v/s speed of vehicles. Then the
NH- 13 3 7 Nantoor Yadapadavu observed speeds were evaluated for sufficiency of the
sample size at 5% significance level and allowing a
SH-114 4 13 Kulkunda Gundya
permissible error in speed of ± 2km/h. A class interval
SH -37 8 26 Subhramanya Belthangadi of 5km/h for operating speed was used. The sample
SH -64 7 25 Charmadi B.C. Road values of observed 85th percentile speed of horizontal
curves at four study points are tabulated in Table 2.
SH -101 4 9 Polali Bajpe
SH -67 3 8 Permude Maradka
SH -70 11 47 Belthangadi Mulki
Total 55 178
based on available carriageway width (5-6.1 m) available at the study points of curve is mainly depends on the
at the center of horizontal curve. Approximately two- radius and the sight distance available before the point.
third of data was used for the model development and It can be observed that the constant value decreased
one-third of data used for the validation of the models. at middle point and increased at end of the curve in
Scatter plots and correlation matrix (as shown in the model explains the deceleration and acceleration of
Table 3) were used to identify the tentative variables vehicles at study points of curve. Such a trend should
which satisfying 95% confidence level to be included be expected, as the drivers driving at higher speeds at
in the regression models. the tangent section would normally need more speed
adjustment when they encounter the curve. It can be
Keeping model development criteria in mind several observed that the developed models (in Table 4) are not
trials were performed to develop operating speed showing good relation with geometrics (r2 is less than
models at study points. Among different linear and 50%).
nonlinear models developed, in which the variables
have more logical significance and satisfying t- test Zegeer et al. (1986) identified the influence of shoulder
and F-test and that results in reasonable (coefficient of width on crash prediction and Lamm et al. (1988)
determination) r2 value are considered and tabulated in recognized shoulder width as another geometric variable
Table 4. that influences the operating speed of the vehicle on
horizontal curve. Further, to predict better models, which
In this study the developed operating speed model have significant logical explanation with independent
shows that operating speed at tangent point is mainly variables and also to find the affect of shoulder width
depends on sight distance available at the start of on speed, the selected curves are classified as class A,
tangent and preceding tangent length available. Speed class B and class C based on shoulder width available at
emp(%)
LH (m)
eep(%)
Curve
esp(%)
R (m)
SDmp
SDsp
Wmp
SDtp
SDts
Wep
Smp
Sep
Ssp
H1 219 29 153 110 1.2 5.17 1.43 93 85 50 72 5.6 5.8 5.6 2 2.5 2 62.0 52.0 39.0 46.5
H2 181 41 190 112 2.78 3.57 2.18 80 60 90 80 5.4 5.5 5.6 1.5 1.5 1.2 55.5 44.0 40.0 41.5
H3 176 46 174 230 1.44 5.45 2.12 95 73 71 69 5.5 5.5 5.2 2 2.2 2 66.0 54.5 52.5 53.5
H4 115 45 127 230 1.55 4.68 2.12 120 100 36 38 5.1 5.4 5.2 1.4 1.7 1.5 66.0 50.0 52.0 55
H5 256 25 149 100 1.02 1.98 1.71 90 70 50 38 5.4 5.6 5.5 1 2.1 2 65.5 59.0 51.0 59.5
H6 56 66 85 200 2.59 5.69 2.53 103 80 42 38 5.2 5.2 5.6 2.3 2.4 1.4 64.0 50.0 40.0 57
H7 160 36 114 120 1.34 4.72 1.32 97 76 55 81 5.8 5.8 5.2 2 2.2 2.1 64.0 55.5 42.0 54.5
H8 145 32 103 100 1.29 2.05 1.03 87 80 72 70 5.1 5.2 5.3 1.9 1.7 1.8 53.0 53.0 43.0 53
H9 168 34 128 110 1.11 2.73 1.23 91 75 50 70 5.9 5.5 5.8 1.9 1.9 1.7 62.0 53.5 48.0 53
H10 368 12 100 360 1.36 4.14 1.11 110 100 59 67 5.5 5.6 5.4 2 2.2 2.1 67.0 59.0 51.0 57
H11 300 8 75 250 1.19 4.44 1.93 116 100 63 60 5.6 5.6 5.3 1.8 1.9 1.5 66.0 56.0 46.5 53.5
R 1/ R ∆ LH PTL Vsp Vmp Vep esp emp eep SDts SDtp SDsp SDmp Ssp Smp Sep 1/R 2 √ R
R 1
1/ R -0.81 1
∆ -0.63 0.69 1
emp -0.31 0.26 0.27 -0.2 -0.1 -0.1 -0.03 -0.06 0.11 1
eep -0.22 0.11 0.09 -0 0.02 -0.23 -0.08 -0.04 0.06 0.33 1
SDts 0.46 -0.34 0 0.62 0.62 0.56 0.38 0.44 0.04 -0.08 -0.12 1
SDtp 0.38 -0.21 0.04 0.48 0.6 0.38 0.2 0.24 0 -0.05 -0.15 0.8 1
SDsp 0.14 -0.25 0.01 0.28 0.23 0.3 0.36 0.29 -0.1 0.3 0.01 0.4 0.35 1
Ssp -0.04 -0.01 -0.05 0.01 0.2 0.05 -0.1 0.03 0.1 -0.09 -0.1 0.25 0.19 0.24 0.24 1
Smp 0.1 -0.11 -0.01 0.18 0.21 0.04 -0.11 0.04 0.15 -0.03 -0.13 0.37 0.29 0.23 0.25 0.79 1
Sep 0.12 -0.16 -0.07 0.18 0.2 0.04 -0.03 0.06 0.2 -0.02 -0.15 0.27 0.21 0.2 0.18 0.72 0.81 1
1/ Rc 2 -0.67 0.97 0.64 -0.5 -0.09 -0.45 -0.47 -0.5 -0.04 0.21 0.05 -0.23 -0.12 -0.27 -0.3 -0.03 -0.11 -0.17 1
√ Rc -0.89 0.99 0.7 -0.6 -0.2 0.57 0.60 0.54 -0.08 0.29 0.15 -0.39 -0.26 -0.22 -0.3 0 -0.1 -0.15 0.92 1
95
96 Shankar, Anjaneyulu and Sowmya on
Table 4 Operating Speed Models Selected for are also calculated to check the goodness of fit of the
Intermediate Lane Rural Highways models shows a reasonable value.
Criterion Evaluation
6 Conclusions
4. Potential design inconsistencies result from 2. Anderson, I.B., Karin, M.B., Douglas, W.H. and
significant difference in operating speeds Fitzpatrick, K. (1999), “Relation Ship of Safety
on two successive sections. The consistency of Geometric Design Consistency Measure for
evaluation criteria developed for successive Rural Two Lane Highways”. Transportation
elements of horizontal curve of intermediate research record 1658. paper No-0921,
lane rural highways is almost very nearer to pp. 43-51.
criteria developed for two lane rural highways
in developed countries. 3. Cafiso, S., Alessandro, D.G. and Cava,
G.L. (2005), “Actual Driving Data Analysis
Notations used:
for Design Consistency Evaluation”.
Vtp = operating speed on tangent section (km/h), Transportation Research Record,
No. 1912, Transportation Research Board,
Vsp = operating speed on approaching tangent point
Washington, D.C., pp. 19–30.
(km/h),
Vmp = operating speed on middle of the curve (km/h), 4. Chandra, Satish. and Prashanth, K.B. (2004),
Vep = operating speed at departing tangent point “Accident Analysis on Two Lane Roads”,
(km/h), Highway Research Board No. 70, IRC,
November, pp. 77-92.
PTL = Preceding tangent length(m).
R= radius of the curve in m 5. Fitzpatrick, K., Elefteriadou, L., Douglas,
∆= deflection angle in degree W.H., Collins, J. M., McFadden, J., Anderson,
LH= length of curve in m I.B., Krammes, R.A., Irizarry, N., Parma,
esp= Super elevation in percentage at start of curve K.D., Passetti, K., and. Bauer, K.M. (2000),
“Speed Prediction for Two-Lane Rural
emp= Super elevation in percentage at mid of curve
Highways”. Draft Final Report FHWA-RD-
eep= Super elevation in percentage at end of curve
pp. 99-171.
SDts = Sight distance at start of tangent (m).
SDtp = Sight distance at middle of tangent (m). 6. Gibreel, G.M., Easa, S.M., Hassan, Y., and El-
SDsp= Sight distance at start of curve (m). Dimeery, I.A. (1999), “State of Art of Highway
SDmp = Sight distance at middle of curve (m). Geometric Design Consistency”, Journal of
Transportation Engineering, Vol. 125 No. 4
Wsp= road width at the start of curve (m).
July/August, pp. 305-313.
Wmp= road width at the middle of curve (m).
Wep= road width at the end of curve (m). 7. Hassan, Y., Gibreel, G.M., and Easa, S.M.
Ssp= shoulder width at the start of curve (m). (2000), “Evaluation of Highway Consistency
Smp= shoulder width at the middle of curve (m). and Safety Practical Application”, Journal of
Transportation Engineering Vol. 126, No. 3
Sep= shoulder width at the end of curve (m).
May/June pp. 193-201.
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The views expressed in the paper are personal views of the Authors. For any query, the author may be contacted at E-mail: aurshankar@gmail.com
Abstract
Lack of adherence to traffic regulations by vehicular drivers at designated pedestrian crossings creates a paradigm in which pedestrians may become bold
enough to break the traffic stream in order to gain priority. On the other hand, heavy pedestrian flows are likely to cause unacceptable vehicular delay and
this increases driver’s frustration. The system becomes more chaotic in mixed traffic conditions. These two situations highlight the need for proper planning
that would take care of interaction between the vehicles and the crossing pedestrians. This can be achieved by studying the actual crossing behavior of
pedestrians under varied roadway and traffic conditions under mixed traffic flow. Pedestrian crossing behavior has been analyzed in the present study by
taking data on 17 locations in five cities of India under varied geometric and spatial conditions. The pedestrian flow analysis and pedestrian – vehicle
interaction analyses were conducted on different road systems to understand their variations, and the results are presented and discussed in this paper.
Netherlands. The studies on flow relations indicate that A detailed and in-depth analysis of pedestrian behavior
the speed–density relation can be linear, logarithmic and their interaction with traffic at mid block sections is
or negative exponential (Underwood 1961; Bell and required to understand their needs. While going through
Kuranami, 1994; Lam et al., 2002). Pedestrians were literature, it is found that several studies relating to
found to adopt three to four types of crossing patterns pedestrian behavior have been conducted abroad where
based on availability of gap (Song et al. 1993 and uniform and disciplined traffic flow conditions exist.
Palamarthy et al. 1994). While crossing the road, The findings and recommendations of these studies
children and older pedestrians were more conscious of cannot be applied to India where nature of traffic is
their safety (Carthy et al.,1995). Psychological studies mixed and untidy. Therefore, it is important to conduct
were made by observing pedestrian behavior in different a detailed study to understand the crossing behavior of
pedestrians at midblock sections in India.
crossing environments and using questionnaires.
Literature indicates that various geometric features 3 DATA COLLECTION
like median, curbs, signs, barriers, etc. influence the
pedestrian crossing behavior (Chu, 2003, Arenda et al., The cities identified for the present studies are
2005 and Marie et al. 1998) . Traffic volume too affects Chandigarh and New Delhi in North India and
the crossing behavior of pedestrians; as traffic volume Chennai, Coimbatore and Erode in South India. The
increases the older pedestrians were found to judge study locations within a city are chosen based on width
gaps wrongly (Andrew, 1991). Pedestrian’s speeds of the road (number of lanes), provision of medians
were found to decrease when they cross the road in and type of land use on adjacent land. The selected
groups (Zhao and Wu, 2003). The results of gap studies study locations are categorized as having two lanes
indicate that the gap acceptance vary with various or three lanes. In case of 4-lane divided carriageway,
pedestrian factors and road features. Male pedestrians the observations are taken for one side of the median
accept shorter gaps than their counter parts. In age only and such location is classified as two-lane one-
groups, the accepted gap length was higher for older way road. The methods used to record the pedestrian
pedestrians (Cohen et al., 1955). However, critical crossing behavior include photographic and video
gap is not studied in much detail in any of these gap recording techniques and direct observational methods.
studies. Details of study locations are given in Table 1.
Chandigarh
4 Near Marina Beach (9) Commercial/ 7.0 2 – lane one way Zebra 1600
Recreational
Coimbatore
1 Gandhipuram (10) Mixed 7.0 2 – lane one way Zebra 2395
2 Near Govt. Hospital (11) Mixed 7.8 2 – lane one way Zebra 2079
3 Near City Bus Stand (12) Mixed 7.8 2 – lane one way Zebra 1663
4 100th ft Road (13) Mixed 7.0 2 – lane one way No 2203
New Delhi
1 Connaught Place (14) Shopping 8.4 2 – lane one way Zebra 1658
2 Near Kalkaji Temple (15) Recreational 10.4 2 – lane one way Zebra 2482
3 Near Andra Bhawan (16) Residential 9.6 2 – lane one way No 2858
Erode
1 Near CSI School (17) Educational 8.6 2 – lane one way No 2243
The extracted data were categorized based on the waiting at curb till all the lanes are completely clear of
requirements of the analysis. The sample size used for traffic, the pedestrian anticipates the gaps between the
such categories is given in Table 2. vehicles and crosses the lane while searching for rolling
gap available to cross the road safely in the second
Table 2 Sample Size Collected lane. In two stage crossing, the pedestrian will cross
up to the median or centre of the road by accepting a
Type of analysis Type of Road Sample Size
gap smaller than what would have been required for a
System
single stage crossing and wait there until a suitable gap
2 – lane one way 2539 becomes available for the second stage.
Crossing speed 2 – lane two way 495
Single stage crossing was found to be dominating at all
3 – lane two way 208
locations mainly due to lesser risk involved. Two stage
2 – lane one way 2539 crossing where pedestrian stands at the middle of the
Gap acceptance 2 – lane two way 495 road was found more risky and hence the percentage of
3 – lane two way 208
this type of crossing was found to be low. Details are
given in Table 3.
4 Data Analysis
Table 3 Type of Crossing in Different Road Systems
The analysis was carried out to find the type of crossing
pattern, the crossing speed and the gap accepted during Single stage Rolling
Road Type Two Stage (%)
crossing. (%) (%)
2 – lane one
4.1 Crossing Pattern 47 31 22
way
2–lane one way 1.09 1.36 1.76 1.03 1.29 1.61 Chandigarh 0.96 1.15 1.39
system
The effect of crossing speed of pedestrians is also
2–lane two way 1.33 1.68 2.09 1.31 1.61 1.98
categorized by geographical region. Locations in New
system
Delhi and Chandigarh come under North India and
3–lane two way 1.05 1.23 1.52 0.95 1.12 1.34 locations in Chennai, Coimbatore and Erode are in
system South India. Table 8 shows that the average crossing
Table 10 Average Gaps Accepted Table 12 Average Gap Acceptance Based on Age
Road Type Mean Standard Minimum Maximum Road Type Young Middle aged Old
gap (s) Deviation
Mean (s) SD (s) Mean (s) SD (s) Mean (s) SD (s)
2 - lane one 8.42 3.31 3.52 24.31 2 - lane one 7.70 3.36 8.23 3.57 8.28 3.07
way system way system
2 - lane two 8.83 4.86 3.19 35.27
2 - lane two 8.02 3.97 8.95 5.28 10.43 5.17
way system
way system
3 - lane two 11.63 4.12 5.79 44.06
3 - lane two 10.35 4.34 11.30 3.96 14.65 4.57
way system
way system
To observe the effect of age on gap acceptance behavior, tn = Time of arrival of nth conflicting vehicle at
pedestrians were classified into 3 groups as young (less the point of crossing
than 20 years), Middle age (20 to 50 years), and old
n = Number of observed conflicting vehicles for
(more than 50 years). The average gap accepted by these
the subject pedestrian, including the conflicting vehicle
groups is given in Table 12. For 2 – lane one way road
passing just after the pedestrian.
system, a mixed trend was observed for different age
groups. Old pedestrians accepted larger gaps compared
The definition of instantaneous conflicting traffic flow
to others at more than half of the locations, probably
as faced by the pedestrian is the number of observed
due to their higher safety consciousness. For two-lane
conflicting vehicles divided by the observation time as
two-way road system, accepted gaps are larger for all
given by Equation (4).
age groups mainly due to bidirectional traffic. The
average value of accepted gap is as high as 14.65 s on a ...4
3 – lane two way road system for old pedestrians. The
increase in the average accepted gap by old pedestrians Various forms of functions were tried on the observed
as compared to middle aged pedestrians is much higher data to find the relation between conflicting flow rate and
than that observed between middle aged and young the gap accepted. Inverse function as given by equation
pedestrians on a two way road system as compared to 5 was found to fit the data best based on R2, t – statistic
one way road system. and F – value. The model parameters and ANOVA
...6
where, Vc is the crossing speed (m/s) and Ga is the gap
accepted (s). The results were found in line with those
reported by Moore (1953). The pedestrians accept
shorter gaps at higher crossing speeds. The scaling
parameter (b0) varied from 3.415 to 16.081 and the rate
Fig. 1 Conflicting Flow Rate Versus Accepted of decay of accepted gap varied from 0.241 to 1.964 at
Gap for Two-Lane Two-Way Road different sections. The typical plot is shown in Fig. 3
and for the data combined from all locations the plot
is shown in Fig. 4. The model parameters are given in
Table 14.
Fig. 2 Conflicting Flow Rate Versus Accepted Combined 10.875 0.849 0.712 3446.25 0.000
Gap for Combined Data data
R2 = 0.599, F(1,11) = 16.418, p = 0.02) Fig. 7 Effect of Traffic Volume on Critical Gap
5 Conclusions
clearance time. This will allow the pedestrians to reach is higher than that for males at all locations. Older
a comparatively safer location beyond the edge of pedestrians have largest critical gap when compared
the carriageway (either median or curb). The female with young and middle aged. The critical gap increases
pedestrians’ crossing speed is found lesser than male with road width and decreases with traffic volume on
pedestrians’ crossing speed in all study locations. The the road.
average crossing speed of male and female ( 1.40 and
1.32 m/s respectively) in the present study is found References
higher than those reported in literature except the one
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The views expressed in the paper are personal views of the Authors. For any query, the author may be contacted at E-mail: satisfce@iitr.ernet.in
Abstract
Due to the threat of climate change, in all infrastructure projects, there is an urgent need to move towards ‘carbon critical design’, where embodied carbon
becomes a key design parameter. India has the world’s most ambitious road building programme; it is creditable that the Indian Roads Congress has
recently identified reduction carbon emissions as a priority [4]. Two common structures used in a typical flyover are the reinforced soil (RS) wall and the
reinforced concrete (RC) viaduct. The RS wall, whilst being approximately half the cost, has only a quarter of the carbon footprint of the RC viaduct. This
is primarily because the main material component of the RS wall is backfill material; for the RC viaduct it is reinforced concrete. Reinforced concrete has
an embodied carbon value approximately 45 times greater than backfill material. This paper outlines the principles of how the carbon footprint calculation
was made using a renowned and freely available foot printing tool. It recommends the same, simple calculations be made for other infrastructure projects
to enable decisions that mitigate the effects of climate change.
rather than ‘Cost’ as shown below: For the manufacture of construction materials much
research has been done. A well respected source which
Extract from a typical Bill of Quantities: is used by the EA is the Inventory of Carbon and
Embodied Energy, of Bath University (G. Hammond
Item Quantity Unit Rate Price and C. Jones) [6]. Those materials which require
(Rupees/ (Rupees) intensive energy to produce; e.g. steel and cement,
Unit) have a much higher carbon footprint than those that are
M35 1000 Cubic 5,500 5,500,000 simple to produce; e.g. aggregate or sand.
Concrete meters
The transportation of these materials from factory gate
Granular 10,000 Cubic 1,000 10,000,000 to construction site is then calculated. Air transport
Sub Base meters
has a much higher footprint than by rail, by ship or
Steel 500 Metric 45,000 22,500,000 by road and the longer the journey the more carbon is
Reinforcing Tonnes emitted. Added to this is the transportation of the plant
bar and labour from the normal source of residing to the
… … … … … construction site. Standard conversion factors are used
to convert the fuel used in transportation and on site
… … … … …
into a carbon equivalent.
TOTAL XXX Rupees
The key principle in any carbon footprint is the drawing
Extract from a typical Carbon Footprint Calculation: of the initial boundaries of the calculation. For example
some carbon footprint studies are for the complete
Item Quantity Unit Rate (Tonnes Carbon
life cycle of a product (e.g. Construction, Operation,
of Carbon / Footprint Maintenance, Demolition). This study reduced the
Unit) (Tonnes) boundaries of study to the Construction phase only. The
reason is two-fold; firstly is the phase that the highways
M35 1000 Cubic 2.5 2,500
construction engineer has most influence over. Secondly,
Concrete meters
it is also the easiest to calculate with a high degree
Granular 10,000 Cubic 0.005 50 of accuracy as all the inputs, are well understood. To
Sub Base meters calculate the life cycle carbon footprint of a highway
Steel 500 Metric 8 400 requires inputs such, resurfacing frequency, numbers
Reinforcing Tonne and types of vehicles plying, operational energy
bar input (such as street lighting), and the possibility of a
… … … … … highway upgrade. This type of assessment introduces
a number of uncertainties and has been attempted by
… … … … … the Asian Development Bank, using Indian Roads as
TOTAL XXX Tonnes a case study [3]. In that study, the construction stage is
almost entirely ignored and elevated structures are not
Fig. 4 Comparison of a typical Construction Bill of Quantities differentiated from flat sections of road.
with a Construction Carbon Footprint
As this is a comparative study, another key principle is
These extracts shows the calculation for materials only. that of consistency applied to both structures. A 30 m
However, a construction carbon footprint consists of long section (27.5 m wide and 8.5 m high) of a recently
three components: i) the carbon emissions from the designed RC viaduct (designed to the latest IRC codes)
manufacture of construction materials; ii) the carbon was chosen and a Nehemiah wall was designed using
emissions from transporting material, labour and plant exactly the same dimensions and foundation type
to site; and iii) the carbon emissions from the plant (see below). For both structures all the materials from
foundation to road top was included. The materials
used during construction. These all need to accurately
plant and labour for both structures was assumed to
estimated and summed to achieve to total carbon have travelled the same distances, by the same method
footprint. to the site.
4 Results
one of the key reasons for this is the difference in the concrete and material transport are important.
embodied energy of the primary material of the RC
viaduct: Reinforced Concrete (0.223TCO e/T material),
2 5 Conclusion
whereas the primary material of the RS wall is backfill
material (0.005TCO e/T material).
2
Thus the Reinforced Soil flyover has a carbon footprint
of only approximately a quarter of that of the Reinforced
Reinforced Concrete Reinforced Soil (RS) Wall
Concrete flyover. The principle reasons are as follows:
Viaduct (RC) Flyover Flyover
• The RC flyover, has a volume of reinforced concrete
Tonnes of T CO2e/T Tonnes of T CO2e/T about 20 times that of the RS flyover.
Material material
• The embodied carbon value of reinforced concrete
M20 Mass 57 T (Footings) 0.113 73T (Footings 0.113 (particularly with higher volumes of steel, is
Concrete and anchor
blocks)
approximately 45 times than that of aggregate
which is the principle material of the reinforced
M30 2536 T (Piers 0.223 196 T (Facia 0.121 soil wall.
Reinforced and piles 1.25% panels - 0.48%
Concrete reinforcement reinforcement • The reinforced soil wall has few construction
by volume) by volume) plant requirements as is quicker to install than the
viaduct.
Key References
Fig. 7 Photograph of the construction in Andhra Pradesh, India
1. IPPC, 3rd Assessment Report, Climate Change of the types of the two structures considered in this study; the RS
2007: Working Group III: Mitigation of wall (foreground) and the RC Viaduct (background)
The views expressed in the paper are personal views of the Authors. For any query, the author may be contacted at E-mail : adrian@nehemiahwalls.com
60 e as tensile limit for fatigue cracking and Conventional pavement - Rs.187 - 213 Lacs/
200 e in the sub grade as a compressive strain km
limit for rutting. Long lasting perpetual - Rs.240 - 294 Lacs/
km pavement
5. Assuming thickness of bituminous layer as
criteria for long lasting perpetual pavement, Due to high cost, for conventional pavements,
the flexible pavements designed as per stage construction is advocated to reduce
IRC: 37-2001 fall in the category of normal
pressure on our resources.
flexible pavements while those designed by
AASHTO method of design or categorized 8. The contents of the paper are entirely based on
as deep strength asphalt pavement structures literature review, giving little consideration to
because the latter are constructed on relatively
the environmental conditions prevailing in the
thin granular layers.
country. The idea of putting lower layers with
6. In tropical countries like ours and particularly Softer grade of binder is a welcome move but
in high rainfall region, deterioration of such pavements shall not be opened for regular
bituminous layer occurs by atmospheric ageing Traffic. Instances are not wanting where this
like oxidation, evaporation and polymerization immature decision have lead to premature
up to a depth of 7 cm to 10 cm while the bottom failure of the pavement even before receiving
layers are affected more by moisture damage. the regular surface course.
Due to oblivious reasons the concept of
perpetual long lasting pavement may not be that 9. Choice of appropriate grade of binder is the basic
effected. It is the reason IRC 37 recommends a requirement of flexible pavement performance.
design life of 20 years for granular layers but A CRRI/IOC Study revealed that a minimum of
advocates the design of bituminous layer for 10 three grades of binder is required for our roads.
years design life. The choice depends on the following:
7. In the flexible pavement designed as per a) Where the temperature difference between
IRC: 37-2001, the contribution of bituminous the maximum and minimum is less than
layer is as high as 70-80 percent. There is 20°C, a hard grade of binder such as 30/40
every attempt to economize the construction (VG 4O) is needed.
by reducing the thickness of bituminous layer
and the increase of thickness of granular layer. b) Where atmospheric temperature between
With this objective in mind the IRC: 37-2012 maximum and minimum is more than
advocates the concept of composite pavements 20°C, a soft grade of binder like 80/100
that is partly granular and partly cement (VG10) scores better.
stabilized bases and sub-bases.
c) Where the traffic intensity goes more than
Here it will not be out of place to mention that
50 msa, a hard grade of bitumen such as
in fifties the bitumen was sold at Rs. 350/ Ton
30/40 (VG40) is needed irrespective of
while today it is available at Rs. 35000/- per ton
(an increase of 100 fold.) temperature difference.
The author already calculated the cost difference Unfortunately India produces only two grades
between flexible pavement and long lasting of bitumen i.e. 80/100 (VG10) for Highways
perpetual pavements and found the perpetual and 60/70 (VG30) for airfield pavements
asphalt pavements about 1.5 to 2 times more leaving practically no choice for the grade of
expensive than the flexible pavements hitherto binder to be used. Modified binder is the only
practiced in India i.e. alternative.
1. Distresses are somewhat structural. What was 3. R.C.C. Pavements should be adopted by
done to address top down cracking? providing reinforcement at top and bottom and
advantages of flexure can also be taken.
2. Open graded Frictional course (OGFC) is not
a structural layer. How this will be a part of 4. Providing the RCC Pavement cracks due to
perpetual pavement? shrinkage and other reasons may be reduced.
Shri B.T. Jwalendra Kumar How can the disintegration of pavement due to poor
drainage be prevented? If poor drainage is the reason
New trend in Germany is to construct a bituminous why such a phenomenon has not taken place on Delhi
layer in place of DLC to reduce temperature stresses. Mathura road NH-2 where no drainage layer has
It means BT Layer is directly placed on GSB/DL. How been provided at all and DLC has been laid directly
effective will it be? What paving mix and thickness on compacted sub-grade. This sub-grade remains wet
shall be placed.
during rains due to percolation of rain water through
Shri S. Jaswant Kumar cracks and damaged joints.
Para 2.2 Has any past of RAP been tried in WMM/GSB? What if
modified bitumen is in old pavement? Special reference
What is the functional difference between a pavement to CRMB?
with 5.0 m spaced transverse joints vs 4.5 m spaced
joints? Please bring out in the form of description Shri R.S. Shukla
considering warping stresses in view, as many panels
on Delhi Mathura road NH-2 have developed through 1. The authors have intruded on a beaten path
transverse cracks. without doing their home work properly.
in India that they did not award the work on the produced is entirely original and there is no
basis of a single tender. touch of plagiarism in it.
3. In early thirties, the Recondo process was 7. On seeing the pitiable fate of his work,
developed by late N H Tailor. The Recondo Late Norman Tailor in one of the Seminar
method was used on a large scale in Singapore organized by the University of London in 1981
and to a limited scale on 24 roads in Bombay lamented:-
city. The process met with partial success as the
plant modification were not adequate. ‘There is a belief in India that every technology
comes from the west, unless the west adopts
4. The oil crisis of 1973 infused a new spirit the technology India will never adopt. Now the
among highway fraternity the world over. west has adopted the technology now India will
The purpose based machinery such as, milling also adopt’. How true is his forecast.
machines, repaver and remixing units were
developed which could recycle the mix in- 8. In 2005, Indian Institute of Technology Kanpur
situ. Three milling machines and two recycling organized a seminar on recycling of bituminous
trains were brought in the country and it was felt pavements. Prof. Rajib Malik presented a
comprehensive scenario of the recycling the
that the time was not far off when the recycling
world over but the ultimate outcome remained
will be taken on a large scale in the country.
dismal.
About twenty eight roads in Delhi including
parliament street in Delhi, Nagabakkam road in 9. Now coming back to the research details
Madras, Sonali airfield in Jamshedpur and few contained in the paper, the Authors though
others were surfaced using in-situ recycling. describe the deficiency in aggregate gradation
For Nagabakkam road recycling, the mix in the recycled asphalt pavement, but kept to
design was worked out by prof late Dr. K.S. themselves as to how the binder properties
Sankaran of IIT Chennai in close cooperation were modified to sustain prevailing pavement
of CRRI. Later both the recycling trains were temperature and traffic loading. It is not true
reduced to junk as the work of recycling could that the in five years of traffic loading there is
not be awarded on the basis of single tender. perceptibly little hardening of bitumen in the
RAP. They should realize that in hot climate of
5. In 1988, the IRC in its annual session held at
south India, the hardening of asphalt is much
Trivandrum ,organized a panel discussion under
faster than hardening encountered in U S road.
the convenorship of Prof. C.G. Swaminathan, a
The field experiment conducted in India have
doyen of highway engineering in the country. shown that in five years trafficking on our roads
The eminent Highway Engineers expressed a bitumen 80/100 hardened to 10/20 which
their views and advocated the adoption of the needs modification to 30/40 grade in order to
technique without delay but later nobody talked sustain the traffic loading.
of the recycling technique.
10. The authors have referred Super pave method
6. A National Get together on Road Research and of mix design over the Marshall method of mix
its Utilization was organized by the Central design so prevalent in India, without bothering
Road Research Institute where a detailed note to use the binder of performance grade binders
on recycling covering the world scenario on (PG Grade) as envisaged in super pave method
process of recycling was brought out. The used in USA. They have ignored the SHRP
authors have presumed that whatever they have philosophy altogether which reads:-
“The desired properties of the material /mix readers. The reply of the author on the comments of
remain the same; actually it is the temperature the readers is:
which alters the properties and hence the
desired properties must be satisfied at the 1. Perpetual pavements are designed to preclude
highest pavement temperature prevailing in the the structural distresses developed deep within
region” the pavement structure, in the form of rutting
and bottom up fatigue cracking, to the extent
11. The authors preferred a binder VG30 with a possible. It is already stated under para 7 of
softening point of 47°C while in Indian roads the paper that optimized mix design, best
the pavement temperature goes as high as 70°C construction practice and proper adoption of
(20-25C above the atmospheric temperature). In quality control practices during construction
such situation only a binder with min softening stages of the perpetual pavements are the
point of 70°C will be able to resist rutting on essential prerequisites to maintain its perpetuity
roads in southern peninsula. property. Under such circumstances, the
distress resulted from binder aging and rutting
12. The authors have completely ignored the due to poor mix design as mentioned by the
phenomenon of overloading so common on our Prof. A. Veeraragavan can be minimized and
roads. The overloaded vehicle use invariably consequently, the service life of the pavement
higher tyre pressure to sustain the traffic load. structures in India can be enhanced.
A high tyre pressure has a tendency to puncture
the pavement similar to what has been envisaged 2. With respect to the adoption of higher thickness
of bituminous layers as asked by Prof. A.
in Hubbard Field method of mix design.
Veeraragavan, there is no bar in the present
Overloading coupled with high tyre pressure
contract system used in the construction of
can be overcome by controlling the Marshall
pavements in India. It is the entrepreneur or the
quotient adequately. Jackson and Brien gave a
policy makers, who can take initiative in the use
concept to take care of such a phenomenon as
of new technologies in line with international
under:
best practices. The only impediment is - “Are
stability (lbs) we ready for the adoption of new technology
instead of traditional construction and design
Marshall quotient = _______ = or > tyre pressure (psi) practices?”
flow (1/100 of an inch)
3. Prof. A. Veeraragavan, being a member of the
Finally I will suggest the authors that they should Flexible Pavement Committee (FPC) of IRC,
study the environmental conditions particularly the is well aware about the procedure in which
temperature profile carefully for use of either normal the guidelines are framed up. It is however
or recycled mix on Indian roads. Past experience of stated here that he along with other esteemed
late Norman Tailors and other Indian scientist should members of the FPC can initiate and take the
be thoroughly perused before pursuing such research decision for developing the guidelines for the
work. perpetual pavements, which can be deliberated
and decided by the Highways Specifications and
Replies by the Author (Paper No. 576) Standards Committee of IRC for the adoption of
the finalized guidelines in India by the Highway
The author appreciates the fact that his paper has Engineering and Construction Community. In
solicited numerous valuable comments from the this connection, a small pilot project for the
construction of perpetual pavement in a length cost, the cost of both types of pavements
of 200 m is initiated on NH 209 near Bengaluru will increase. The extent of cost increase of
in Karnataka, which will provide basis field perpetual pavements can easily be worked out
data needed in the framing such guidelines on as illustrated in the paper itself as asked by
perpetual pavements in India. Prof. A. Veeraragavan.
9. A perpetual pavement structure is a sustainable Replies by the Author (Paper No. 580)
type of pavement structure as against the
non-sustainable nature of the conventional In reply to the questions of Dr. A. Veeraragavan, it is
pavements. The structural strength of a composite mentioned as under:
pavement structure is always a function of its
1. The depressed median of Indore Bypass of
service life and appears to be reducing over its
about 10 m width was provided with a median
service life and after a certain period (which is
drain in the centre comprising of narrow
much less than perpetual pavements), it also
shallow curved precast RCC sections with stone
require reconstruction. However, with proper
pitching of about a meter or so on both sides.
structural design, construction and maintenance This drain was connected to cross drainage
approach of shave and pave practices, a perpetual structures for disposing of surface water. The
pavement structure can work for indefinite reasons for premature failure of concrete slabs
service life. It has a very low maintenance require detailed study.
cost in comparison to conventional as well as
composite pavements. Initial higher cost to 2. Premature failure of rigid pavements observed
the tune of 30 to 60% can be recovered within in recently constructed CC pavements in India
10 to 20 years of the service life. Keeping are mostly attributed to construction deficiencies
in view of limited availability of material (viz. late saw cutting of joints, inadequate
resources and damages to the environment, such curing of concrete when it is hardening,
initial higher cost can be easily absorbed by the concreting during hot weather, misaligned
Government for the sake of enormous benefits dowels, pavement placed over weak foundation,
to the society. All other comments of Shri R.S. providing expansion joints indiscriminately,
Shukla are welcome and author may also hope less attention to quality control practices during
that all these comments of Shri R.S. Shukla construction etc.). As such, new IRC:58-2011
may be considered by the relevant Pavement will not prevent premature failures. Rather,
Committee of IRC for proper modification of adherence to the best construction practices
IRC guidelines. will certainly reduce the probability of such
premature failures to a minimum.
10. As already stated in the paper that all types
of surface distresses including the top 3. A construction joint is also a contraction
down cracking as mentioned by Shri M.N. joint except that it is not sawed. Hence load
Nagabhushana can be repaired with shave transfer mechanism across construction joint is
required same as contraction joint. Moreover,
and pave strategy of maintenance, in which,
construction joint, as far as possible, are placed
the affected thickness of the top 50 to 100 mm
at the location of contraction joints except in
thick bituminous layers will be milled off and
emergency situations like when there is sudden
repaved thereafter either with same quality
malfunctioning of Batching Plant etc. Load
or preferably with superior quality as already
transfer devices are however not required
suggested in the paper. Open Graded Fraction
for CC slabs of less than 200 mm thickness.
Course (OGFC) is definitely not a structural Although the Lean Cement Concrete (LCC)
layer as mentioned by Shri M.N. Nagabhushana. base helps in improving joint performance,
It is only a part of the wearing course as already dowels, however, are required at contraction
stated in the paper, wherein, it is clearly written and construction joints.
that at least 40 mm thick of OGFC layers can
be provided over at least 50 mm thick Stone 4. In our opinion when rocky strata is encountered,
Matrix Asphalt (SMA) layer. the designers should not eliminate normal
foundation layers like base and subbase. 4. With the provision of reinforcement, the
Besides, no attempt should be made to reduce number and magnitude of cracks will be much
the thicknesses of pavement layers. With this less. In CRCP pavement cracks do form but
precaution the pavement will perform without their width being very narrow, they get filled
serious adverse effect. normally with fine dust which will not permit
water to enter the slab up to the mid height
5. As discussed earlier at point no. 1, premature where reinforcement is placed.
failure of rigid pavements observed in
recently constructed CC pavements are mostly In reply to the question of Shri B.T. Jwalendra
Kumar, it is mentioned that the main purpose of DLC
attributed to construction deficiencies. If these
(or BT layer if adopted in lieu of DLC) is to provide a
are addressed appropriately, premature failures
uniform and stable support to the CC slab laid over it.
can be eliminated. The choice of rigid versus
If BT layer is used in lieu of DLC, it also acts as bond
flexible pavement should be governed by the
breaking interlayer between CC slab and underlying
economic considerations. At project level, a
layers. In the case of BT surface plastic membrane
life cycle cost analysis of both options will tell sheet is not required since bituminous mixes allow
us which option is cost effective. Moreover, CC expansion and contraction of the slab. The bituminous
pavement uses indigenously produced cement layer apparently being softer, it can accommodate a
binder compared to imported crude based curled slab to get seated fully thus reducing stresses
binder for flexible pavements. unlike in the case of DLC. This is a common practice
adopted by many countries for white topping projects
In response to Dr. R.K. Srivastava, it is stated as in which case CC overlay is paced over BT layer or
under: bituminous profile correction course. A minimum
thickness of 100 mm bituminous layer can be adopted
1. We are thankful to Dr. R.K. Srivatsava for his under concrete slabs. For smooth texture, dense graded
encouraging comments. bituminous (DBM) mix can be adopted.
2. Yes, we agree such studies should be conducted In reply to Shri S. Jaswant Kumar’s comments, it is
on concrete roads constructed by on VR by mentioned as under:
PMGSY. The MORD may initiate a similar
study on concrete roads got constructed by 1) As per prevailing IRC guidelines (IRC:58
PMGSY. and IRC: 15) expansion joints are not
required except when pavement abuts
3. A properly designed and constructed at permanent structures like bridges and
concrete pavement need not be provided with culverts.
reinforcement. Providing reinforcement on both
top and bottom is never practiced in pavement 2) Minor cracks which might have appeared
due to techno-economical considerations. near approaches to the structures etc are
not serious. As regards to texturing, there
Continuously reinforced concrete pavement
is a marked improvement in the texture
(CRCP) is adopted for avoiding formation of
type in the recent projects. In many of the
numerous joints. The reinforcement in this
recently constructed CC pavements, tine
case is placed at good height. Cost of CRCP
texture has replaced brush texture thereby
pavement is higher. Such works are popular improving the life and durability of
in advanced countries like France, Germany, texture. Longitudinal tine texture was also
Belgium etc. tried in some project (sections of NH-28
four-laning project between Lucknow and for some cracks which we are aware of. But
Muzaffarpur) which is believed to produce terrain of Delhi-Mathura road had the following
less noise. New mechanized texturing advantages:
machines are capable of producing uniform
textures. i) The area receives scanty rain,
ii) Road traverses on a flat terrain.
In response to Shri R.K. Jain’s comments, it is stated
as under: When there are valley curves the absence of drainage
layer will cause considerable distresses.
1. Yes, the statement is correct. Recognizing this
fact, a maximum compressive strength of 8.5
4. Free draining courses are those having
MPa is recommended in USA for highway
coefficient of permeability in the range of 15
pavements to control curling stresses. In
to 46 m/day as measured in the constant head
Australia, a characteristic compressive strength
of 7 MPa is specified for concrete produced laboratory permeability tests as per ASTM
with Portland cement. Even use of DLC of 6.5 D 2434. Permeable drainage courses are
MPa can also serve the purpose. The new IRC open graded subbases with almost single size
Codes must take this into consideration. gradation (coefficient of uniformity, cu between
2 to 6) and large coefficient of permeability
2. Warping stress is a function of transverse joint (k > 107 m/day or 350 ft/day). In the paper,
spacing. More spaced are the contraction joints, the authors had suggested a target permeability
higher is the temperature stress. This can be value of 30 m/day for drainage layer. Recent
illustrated with the following example: publications by American Concrete Pavement
Association (ACPA) seem to favor free draining
For a M-40 grade CC slab of 300 mm thickness permeable courses as compared to older
constructed over a sub-grade of 7% CBR, the
practice of providing open graded permeable
temperature stress is 23 kg/cm2 for 4 m spacing
layers. It may be noted that compacting open
and 26 kg/cm2 for 5 m spacing of contraction
graded layers is difficult unless it is treated with
joint.
bitumen or cement. Therefore a drainage layer
3. Disintegration of pavement can be prevented having coefficient of permeability of 30 m/day
by (a) improving drainage characteristics should be satisfactory in our works.
of the so-called GSB drainage layer and
(b) unhindered outlet of the GSB drainage layer Replies by the Author (Paper No. 584)
to the embankment slope. As discussed in the
paper, GSB grading of Table 400-1 & 400-2 In response to the comments by Shri Jaswant Kumar,
of MoRTH Specifications (4th Revision) have the authors wish to inform that the present specifications
coefficient of permeability (k-value) less than of MORTH needs refinement. The draft detailed
3.17 m/day. Such low values of the permeability specifications for recycling is under consideration of
coefficient indicate that these mixes cannot be the Flexible Pavement Committee of the IRC and once
used for subsurface drainage purposes as these implemented, it will meet the requirements of the road
are unable to effectively conduct the seeped construction industry. The procedures for utilization of
water to the adjacent drainage ditch. Water path 20% RAP could be adopted for other percentages as well;
is also blocked at the outlet by grass cover and however, 20% seems to be the most-adopted maximum
soil. limit of RAP percentage upto which the recycling could
be conducted with the same grade of binder as that used
Regarding the Delhi-Mathura Road the absence for all-virgin mixes, using conventional mixing plants.
of drainage layer must have been responsible Recommendations from research (conducted in the US)
are that if the percentage of RAP exceeds 15-20%, then have presumed that whatever is they have produced are
the upper performance grade (PG) of the binder needs entirely original and that there is no touch of plagiarism
to be decreased by one grade. Therefore, as a start, the in it, are not palatable. The views of Mr. Shukla are
maximum limit of 20% is suggested here that could purely based on surmises and conjectures. One of
utilized without using a separate binder for recycling the reasons, as why recycling has not been practiced
(and hence without needing a separate/additional in India is due to the absence of appropriate codes/
bitumen tank in the plant). Further research on design of guidelines from the IRC/MORTH.
bituminous mixes with higher percentage of RAP and
with different binder grades will throw more light in Regarding the properties of the old bitumen, the authors
this direction and this is an area of concern at present. wish to inform that the hardening effect was marginal,
as the existing pavement layers that are considered
In response to the comments made by Shri M.N. for recycling are less than five years old; however,
Naghabhushana, the authors wish to inform that the hardening of asphalt binder is marginally beneficial in
use of RAP has been tried in the wet mix macadam terms of providing rutting resistance; the issue could
and granular sub-base layers. However, the authors be related to fatigue cracking; generally, research
would like to point out that such use of RAP (which has shows that using RAP without lowering the grade
bitumen as well as aggregates) will not allow the full of asphalt (as mentioned earlier) is allowable upto
utilization of its potential, and hence realize its benefits, 15-20%. Similar research work has also been conducted
and, in some cases, could be harmful; for example, if in very hot climatic regions in the US. The authors would
the GSB is supposed to act as a relatively free draining like to point out that this paper has been presented as
layer, the presence of asphalt in the RAP would actually an example of a case study of successful use of higher
reduce drainage, and lead to its failure. percentage of RAP and it is expected that once the
technique is accepted for regular work, appropriate
The observations of Shri Naghabhushana on guidelines may be developed for selection of proper
utilization of RAP with modified binders are asphalt binder for specific percentages of RAP.
commendable. The presence of modified bitumen could
be an issue of concern; however, at the rate of 20% Regarding the adoption of Superpave specifications
usage of RAP, this is most likely not a major problem; in India, the authors wish to admit that the use of PG
recycling works have been conducted with modified grading was avoided since the needed equipment for
bitumen in the past and is being done, without any conducting the tests as per Superpave specifications are
problem. Again, the key issue is to limit the amount of almost absent in India (except few academic institutions
RAP such that this does not become an issue. Further and CRRI). VG-30 bitumen was selected, as it is the
studies are needed in this direction to decide the effect most prevalent grade of bitumen in the country. Most
of modified binders in RAP at higher dosages as well of the bitumen produced in India, do not even meet the
as the choice of rejuvenators / binder grades to modify BIS specifications and so, it is a long way to go for
the properties of the binder in RAP mixes and their adoption of Superpave specifications for bitumen in
role on performance. India.
Shri Shukla through his wide experience of several The issue of overloading is an issue to be considered
decades in Central Road Research Institute has not only in the present study, but in all road projects in
mentioned about the history of recycling of bituminous the country. Efforts are being made at the Government
pavement layers in India and the authors thank him for level to solve the problem of overloading. The authors
sharing his experiences. However, few of his comments thank Mr. Shukla for his knowledge and information
are his perceptions on adoption of recycling technology on bituminous mix technology and fully agree
in India. The comments of Mr. Shukla that, authors that environmental benefits of recycling should be
considered. The authors’ intention is to disseminate the country is working on massive investment on roads
information about successful application of recycling and now shifting to the concrete pavement likely causes
technology in India with the hope of generating of failure to concrete pavement has been really nicely
constructive criticisms and discussions from eminent brought out by the Author and new ideas of perpetual
experts, so that users become aware of this technology flexible pavement and the time will say really once the
and we move closer towards accepting a rational and new further studies on such improvement is carried
practical recycling procedure. out. So, I congratulate all the Authors and all the august
gathering for offering valuable comments and replies
The authors thank all the participants for their
by the Authors.
constructive criticisms and suggestions and it is hoped
that the proposed new guidelines for the use of RAP in Dr. S.S. Jain (Chairman’s Concluding Remarks)
bituminous mixes by the IRC will address the various
issues raised by the eminent participants. We have come to the conclusion of the session. The
authors presented their respective Papers in a very
Shri S.B. Vasava (Co-Chairman’s Concluding Remarks)
cogent manner for which I must complement them.
Good Morning everybody. Three good papers have There was lovely interaction from the floor. Members
been presented by Authors. I reaIly appreciate the may send their views to IRC Secretariat, which will
efforts of Authors in presenting the new things to the form part of the proceedings. I thank the authors, the
august gathering and I am sure that this new idea of speakers and members of the audience for their co-
recycling of pavement not really new but not yet picked operation in successfully conducting the session and
up to these new ideas of pavement recycling and when the interest shown in the subject.
Good Morning Delegates. Now, we are going to start 1. E.O.H.F.L. of August 2006 is given as 95.325
discussion on Paper No. 579 Disastrous Failure of A in Fig.1 when same is given as 94.550 in Fig.4.
Major Bridge during High Floods: A Case Study with While August 2006 level is not known at the
Critical Review of Some Basic Design Parameters” by time of construction of the swept away bridge,
Dr. A.G. Namjoshi and Paper No. 583 “Construction the E.O. H.F.L. (known back water level of
of the Most Unbalanced Continuous Cantilever P.S.C. 1959) R.L. 94.30 was known at that time
Bridge Over River Munawar Tawi at Beripattan, (Fig.1). Then, how is it that the soffit level was
Jammu & Kashmir – A Success Story” by D.D. Sharma, kept below that at R.L. 93.520?
Dr. V.K. Yadav, Praveen Gupta, Alok Bhowmick &
S.K. Chellani. I request all the Authors to come on the 2. Is it that since normally the discharge is not
dais and make their presentations. calculated based on B.W.L. of R.L. 94.30,
the discharge was calculated on the basis of
The Authors made Power Point presentation of the H.F.L. (Fictitious). It is felt that the induced
Paper Nos. 579 & 583. stresses obtained by the entrepreneur about
5-10 time higher than the permissible values
Paper No. 579 were obtained, in addition, due to reason
of considering the flood level near to the
Shri R.H. Sarma
superstructure top, may be due to the design
While congratulating the Authors for such a paintaking stage discharge was calculated based on the
Article full of Technical details. I am giving below the HFL designed (Fictitiously) R.L. 91.80.
3. What was the design discharge considered at Rehabilitation of existing so called high level
the time of construction in 2004? bridges are also required to be thought.
2. When an irrigation project is in the offing in the 2. To reduce the scour failure, do we have to
vicinity, a model study is always recommended. mandate river training/floor protection works
In my experience, IIT, Roorkee has got a nice for Major Bridges?
set-up for this.
3. The diagonal shear cracks in the substructure of
Shri A.V. Vyas Major bridge might be due to the following
4. Rechecking of hydraulics of high level bridges 4. Further paper has highlighted nicely the aspects
(existing) is needed, for such situations. and reason for the failure of bridge.
7. In Para 4.5 (Abutment Design), 3rd para it is 1. The E.O.H.F.L at RL-95.325 given in Fig.1 is
stated that 4 cables of 18T13 are provided for an apparent HFL which was assumed to have
each portal leg. However, in Plate 26, 8 cables risen at the moment of failure. It is calculated
are shown for each leg. after deducting apparent afflux [the difference
between flood levels at u/s and d/s faces of The reasons for the 'actual stresses' developed at the time
superstructure Box (95.920 - 0.595 = 95.325)]. of failure as worked out by the entrepreneur were 5-10
times more than the 'designed values' are elaborately
Please refer to Appendix-I [Page 212] which explained in Para-7.7 & 7.8 and complete Para-9 &
enlists the comparative salient features of the Para-10. The assumptions made by the entrepreneur
'Survived Bridge' (B-2) Vis-a-Vis 'Swept Away which lead to arrive at higher values while calculating
Bridge' (B-1). The information about the 'swept the ultimate stresses at failure are given below:
away bridge' is given in the last column. The
comparative figures of the E.O.H.F.L at this i) It was considered that the superstructure box
bridge is given in item at Sr. no-20 as E.O.H.F.L. got fully submerged in floods and the whole
94.17 (1986) [as per local information]. The horizontal water current force of 343 tons as per
R.L. 94.30 in Fig. -1 is wrongly shown as
method given in IRC: 6-2002 [against actually
'E.O.H.F.L (Known back water level of 1959)'.
value of 58 tones para-10 (Fig-6-a)] acted over
The same may please be read as 'E.O.H.F.L.
the superstructure.
94.17 (1986) [as per local information]'.
Please refer to item no. 2 in Appendix-I. In the ii) The above assumption lead to two fold effect:
last column 'observed HFL' at 90.20 is given for (a) The vertical load of superstructure was
this bridge . It appears that all the subsequent reduced from 525 tons to 306 tons. (b) weight
decisions [Appendix -7 Sr. No. 2 to 5] taken of water (240 tons) filled inside the hollow
about the 'Designed HFL' and consequent portion of the box due to slow rise in the flood,
soffit level are above this basic observed HFL was completely ignored as was considered to
RL-90.20. have fully submerged. whereas only submerged
weight of concrete portion [bottom slab &
The parameters from item no. 1 to 18 given in webs] should have been considered.
last column of Appendix - I [Page 212] were
those considered while floating the tender in the 3. The comparative salient features of the
year 1999 for this (Swept Away) bridge. The 'Survived Bridge (B-2)' Vis-a-Vis 'Swept Away
information from item no. 19 to 21 appear to Bridge (B-1) are given in Appendix - I [Page
be subsequently revealed after the construction 212]. The parameters from item no. 1 to 18
of the bridge was nearly completed. The details were considered while floating the tender in
as to how the soffit level is obtained from the the year 1999 for this (Swept Away) bridge.
'designed HFL' are given at item Sr. no 12 (last The designed discharge of 18,550 cumecs was
column) in the same Appendix. The work was considered at the 'designed HFL' RL 91.80 as
awarded to the entrepreneur in March 2000 per 'manning's method', which was matched
& construction started. The work was finally
with 'Ingles' discharge at 18,426 cumecs.
completed in the year June 2004.
Both the figures are given at serial no. 7 & 3
2. The practice invoke in the region for respectively.
deciding the basic parameters necessary
4. The said detailed calculations are not available.
before finalizing the design of the bridge viz.
(i) maximum flood discharge (ii) designed However, the basic parameters considered while
HFL and consequent maximum mean velocity, calculating discharge are given in Appendix-I
afflux (iii) linear waterway (iv) the concept [Page 212], at Sr. No 5, 6 & 9 viz. Bed slope,
about the flood discharge at HFL accompanied Roughness coefficients finally assumed, silt
with 'back water' (v) decision about freeboard factor etc. The bed levels are given in Fig. 4.
to be provided below bridge soffit in both cases Normally, possibility of any arithmetical error
[HFL / BWHFL], etc. are elaborately given in does not arise as they are scrutinized at various
Para-12 (sub paras12.1 to 12.5) in the paper. levels.
After ascertaining, the maximum flood level at above case. This aspect in general is covered in
the proposed site that occurred in the past 50 the paper Para 14-(II). While designing a new
years return rain cycle, the success of obtaining high level bridge, the anticipated maximum
realistic quantity of maximum flood discharge, flood discharge should be computed in two
using 'manning's method' mainly depends parts.
upon, judicious demarcation of different
compartments Vis-a-Vis the 'roughness a) Maximum flood discharge from reservoir
coefficients' in tune with the field conditions calculated as per appropriate formulae as is
[the guide lines given in the IRC pocket book applicable in that region [Ingles / Dickens
hardly help in field realities] and the hydraulic etc.] for 50 years recurrence period. This
gradient. It otherwise proves to be a wilds quantity of discharge should reduced in
guess leading to cause disastrous failure. These proportion to distance of the reservoir from
aspects are elaborated in Para-13.2 (a) to (d) of the proposed bridge site. It is observed that
the paper. such effect dampens in proportion to its
distance from the bridge. However, such
It is observed at the bridges constructed in the reduction should be limited to fifty percent
past on the u/s side across the same river that (50%).
during this unprecedented floods, the 'HFL' and
'quantity of floods discharge' both significantly b) Normal maximum flood discharge from
exceed the previously known values. Though it the balance catchment calculated as per
was the principal reason behind the disastrous practice invoke in the region.
failure of the bridge, there appears lacuna in
the process of ascertaining the maximum flood c) If the total discharge calculated through the
level/ back water level that occurred in the past total catchment area (including that shared
and paying judicious consideration to it, as was by the reservoir) by appropriate formulae
done in case of the design of the bridge at 9 km applicable in that region is greater than
on u/s side across same river in year 1992, and sum of the above (a+b), higher value of
which proved to be a major factor contributing the them should be considered for the
to survival of that bridge. design.
It is learnt recently that a new high level bridge 2. The cost of a submersible bridge with higher
with a linear water way of 450 m and a height heights from river bed, to counter against
of 19.0 m above LWL [about 171 m longer and interruptions during such events would be very
4.0 m taller than the deceased one] has been high. It would be desirable and reasonable to
constructed and commissioned to traffic. take the following measures while designing a
high level bridge.
The author thanks for his compliments and
critical review. a) Provision of additional free board as
suggested in Para - 14-II(c).
In reply to Shri J.C. Ganguly’s comments, the author
thanks for his comments and concurs with his views b) Provision of a "saddle type spillway" in
and suggestions. the bridge approaches to act as a 'safety
vent way' to discharge the excess quantity
1. The author agree with Shri A.V. Vyas views of incoming flood in such eventualities.
in general. The conventional concept that The road top at this location should be kept
construction of a reservoir dam on u/s side adds just 0.5 m above the 'designed high flood
to flood control on the d/s side is scarcely found level (including afflux)'. The flood water
true in practice as has been observed in the rising above this level shall automatically
and safely pass through this 'saddle type required after final submission to undergo the scrutiny
spillway'. If this saddle is located where and final approval by the IRC before publication.
the natural 'spill channel' of the parent
river crosses the approach alignment, its In response to Shri Naveen Govindaraju’s comments,
effective functioning will be ensured. it is mentioned as under:
The provision of such measures is found
useful which helped in survival of one 1. Please refer to reply to Shri A.V. Vyas above.
high level bridge under such situation The reply given to suggestions in Para 1 & 2
[Para - 12 page 207]. need to be covered in the IRC code.
3. The present scenario described by the speaker The climatic conditions have not material
is true and the author agrees it. This was the one changed so far as intensity & duration of rainfall
together with total average annual rainfall
of the major contributory factor which caused
is considered. The apparent nature of flash
this failure.
floods are due to human apathy in controlling
4. The author agrees with the suggestion to recheck the release of water from the reservoirs during
the hydraulic adequacy of all the existing High natural high floods.
level road bridges, on the back ground of the
There should be guideline yardsticks fixed to
irrigation / reservoir dams constructed on u/s
regulate such operations in order to maintain
side, for the 'apparently enhanced catchment
the 'rate of natural rise' of floods in the river,
area effect' and potential flood discharge likely
beyond a distance of at least 25 km on the
to be released by the projects.
downstream side of river. [This distance may
vary according to length required to dissipate
Whenever a new irrigation project is undertaken, the
the effect of potential energy head difference
cost of rehabilitation [Raising, extension of waterway,
between reservoir and natural river water level
strengthening or reconstruction] of existing bridge
on the d/s side. and all the structures falling
structures affected by submergence on u/s side is
within this limit should be designed to cater for
warranted, the cost of the same is included in the main
the designed discharge of the reservoir].
project of reservoir construction.
Once the amount of rainfall in the reservoir
In the similar manner the 'high level bridges' on d/s
catchments crosses the limit when 50% of
side of such projects, which are likely to be affected
the total storage capacity of the reservoir is
by construction of the irrigation project also, should
ensured, the release operations should be
be rechecked for its hydraulic adequacy. The cost of
started to ensure the 'rate of natural rise' in
additional measures required to ensure its hydraulic floods in downstream side. Moreover when the
adequacy falling short due to reasons stated above above limit crosses 75% of the full capacity,
should be included in the main Irrigation project. all the incoming flood should be allowed to
pass over on d/s side. The rest 25% quantity
In reply to Shri S.A. Wandhekar’s comments, the
of storage could be ensured at the end of the
Authors thanks for the compliments. The main text of
rainfall storm conditions.
the paper together with the comments of the delegates/
members and with replies given by the author may This system would be effective only when
serve the purpose. The author proposes to submit an sufficient number of 'rain gauge stations'
article on "Applicability of 'Lacey's theory' in regions are established evenly all over the reservoir
other than 'Indus and Gang-tic Plains' and appropriate catchments. and further also when efficient
application of manning's method to ascertain realistic monitoring system between those 'rain gauge
quantity of flood discharge through rivers" which is stations' and flood controlling authority at the
under preparation. It however may take some time reservoir is established.
2. Failure of foundations has not been observed In reply to the comment of Shri Sandeep Pattiwar it
in the case under study. In general, however, if is stated as under:
the foundations are anchored in the rock with
a grip for adequate depth and designed for all 1) The portion of pier shaft with cap above the
likely horizontal forces at this level, failure designed HFL and below the soffit of the
against scour can be effectively ensured. Floor superstructure [safety margin provided for free
protection works for the major bridges is not board and probable afflux] is most susceptible
considered necessary in the regions other than for being subjected to horizontal water current
the 'Indus and Gang-tic plains' in the opinion of force, due to error of judgment likely to be
the author. committed by the designer, in the process of
assessing the realistic level of the maximum
3. The detailed structural analysis of P-4 at the
flood. The present code do not provide for
time of ultimate failure is given in Para-10-IV
designing the same for any horizontal forces.
& [Table-8]. All the pier shafts [P-2 to P-7]
were sheared off from the neck level due to 2) The portion stated above be designed for
combined effect of stresses due to horizontal
application of a mandatory force equivalent to
shear force accompanied with the bending
value of average horizontal water current force
moment induced by the water current force
in the top 1.0 m of pier shaft below the 'designed
acting on the superstructure box and pier caps.
flood level'. The pier shaft and its foundations
The reasons for diagonal shear cracks are
explained in details in Para-11(A). The pier should also be designed accordingly. It is
shafts no. P-4, 3 & 2 gave way sequentially one suggested that necessary provision be made in
after the other creating 'one span off condition' the revised IRC code.
and inducing additional bending moment at
3) The pier foundations be anchored in to rock
the neck level. Since the effect of bending got
prominence over the direct horizontal shear, below with minimum 8 numbers of 20/32 mm
diagonal shear pattern took place. Whereas, the (as required) bars as an additional precautionary
superstructure box over Span no. 5 gave way measure.
initially and almost simultaneously along with
span no. 6 &7 resting over pier shafts no. P-5,6 4) This type of provision of anchorage of
& 7, which also gave way. Those pier shafts superstructure is necessary for submersible
therefore exhibited a 'perfect horizontal shear bridges. One type of anchoring arrangement
pattern'. projecting from RCC cap which allows free
movement of neoprene bearing pads has
4. A number of new irrigation reservoirs are exhibited successful performance in a 600 m
commissioned on the u/s side of the CWP&RS long submersible bridge [Refer IRC: Journal-
observations/gauging stations. More accurate 2004 Vol. 67-2. (Information Section)].
measurements of flood discharge are possible
over the waist weirs. This data can be correlated The author thanks for the compliments.
at the CWP&RS observations/gauging stations
and more reliable data can be generated. In reply to Shri J.T. Nashikkar’s comments, the author
agree with his views in general and as regards viability of
The author agrees with the suggestion that IRC application of Lacey's theory under such circumstances.
in joint collaboration with IMD and CWP&RS The arrangement suggested by him for providing the
prepare some authentic data to enable accurate saddle portion in the approaches below the soffit level
discharge calculations and include in the revised of superstructure, for safe passage of excess floods is
code. also necessary. The protected submersible approaches
need to be provided in this portion as suggested. Please designed features are displayed normally on the
refer to the reply given to 'Shri A.V. Vyas' [Para 2.(b)] information board at the entrance gate of the main
in this regards. reservoir dam. Moreover, it is mandatory on the part
of the above authorities to inform about the quantity
The author thanks for the compliments. of flood released from dam from time to time to the
revenue authorities/District Collector and the concerned
In response to the comments of Dr. D. Venkateshwar authorities likely to be affected by it.
Rao it is mentioned as under:
Replies by the Authors (Paper No. 583)
1) It is suggested that even the effect of
release of flood discharge from the new In response to Shri Bablu Kumar’s comments, it is
major Irrigation Projects/Reservoirs to mentioned as under:
be constructed on the u/s side be also
considered in addition to existing tanks. 1) CCE means is Cantilever Construction
Equipment. This is self-supporting
2) The potential commercial loss likely to be shuttering arrangement used for
suffered by railways due to disruption of cantilever construction technology of the
traffic under such eventualities is much superstructure.
higher as compared to road bridges. It will
therefore be a sound practice to design the 2) All cells are within the abutment itself,
railway bridges for the projected frequency no cell is in between of abutment and
period of 500/1000 years. Moreover, the pier. Total numbers of abutment cells are
basic datum floods level should be decided 15 and all are interconnected by heavily
after taking into account the effect in rise reinforced R.C.C. walls as per design. The
in flood Vis-a-Vis now likely to occur due broad plan of abutment cell partition is
to the effect of release of floods from the shown in Plate no. 14.
reservoirs on u/s side in inverse proportion
In reply to Shri R.H. Sarma’s comments, it is
to their distances from the railway bridge.
mentioned as under:
3) The detailed analysis of hydraulic flow
Thank you Sir, we are honoured with your compliment
and the structural analysis is given and
and express our gratitude for the same.
elaborately described in Para 6 to 10 in the
paper. 1) Plan of top and bottom cable profile of
quarter section is as below which itself is
4) This bridge was designed to function
the self-explanatory.
as a 'High Level Bridge'. Please refer to
Para 3 of reply given to Shri Sandeep
Pattiwar as regards the anchoring
arrangement of superstructure to piers in
case of submersible bridges.
Each cable no. up to 116 are at four 3) Each bottom cable is stressed with both
locations as shown by centre of symmetry ends blister blocks, thus each cable requires
along both x and y axes. These cables two blister blocks. There are eight cables
from 101 to 116 were stressed when the on each side web - soffit junction, this
superstructure was in determinate stage ie means total 16 nos. of cables and hence
pure cantilever and having to connection to stress them, 32 no. blister blocks are
with the both opposite cantilever arms. required. Two dummy cables are also left
The cable no. 117 shown single by centre with additional 4 blister blocks. Thus total
line of symmetry means total two continue blister blocks are equal to 36 no. hence the
cables were stressed after the casting same are presented.
of central stitch segment and thus the
Plan of bottom cable profile is shown as above.
structure become fully continuous and
indeterminate.
and Tunnel of DGBR before the drawing that 16 cables with 288 strands of 12.7
were approved executions. All drawings mm diameter have been used to anchor
shown in the paper are reproduced from the superstructure with each abutment i.e.
the approved drawings only. 16 x 18 = 288 Nos.
5) The anchorages for the cable had been In reply to Shri Sandeep Pattiwar’s comments, it is
provided within the junction haunch of stated that the abutment cables have not been anchored
deck slab and web. in the foundation rock strata, bur in the foundation RCC
block If these had been taken to the rock inside, the
6) It is stated that M/s D2S Infrastructures uplift forces should could have taken care of by the rock
Pvt. Ltd. after executing the work of mass itself. However the cables of the vertical anchors
Chenab Bridge took a conscious decision were embedded in the properly design foundation bed
of avoiding blisters for prestressing cables block (RCC).
to the extent possible. The considerations
leading to this decision are follows:- Please refer clause 4.8, point 5.
The blister blocks are the stress The board of management of Executing Agency
concentrated area and a good design and (M/s D2S Infrastructures P. Ltd) in consultation with
durable and safe practice is to minimize the Design Consultant (M/s Skyline Developers) took
them as much as possible in the cantilever the decision to take the both abutment’s foundation
construction bridges. deeper to 9.5 m below the NIT level at their own
(Executing Agency’s) cost. This decision not only
It is highlighted that the stressing of the helped to counter balance the downward force to resist
cables was done about 72 hours after the the uplift force, but also transferred the abutment
concreting of the blisters to achieve a 6 to 8 base pressure to the deeper strata of the rock. And the
days cycle. The total load on each blister was final base pressure during the construction stage and
248 MT. Hence this green concrete becomes service stage is maximum/minimum 33.32/0.703 and
vulnerable to such huge stresses and may 18.87/8.95 t/m2 respectively at A1 and A2. Hence the
show signs of distress. Accordingly the foundation of the abutment is 100% safe and durable as
reinforcement in the blisters was increased designed for seismic zone V without depending upon
by more than 50% than what was required the risk of rupture of the base rock.
as per design. Consequently no distress was
observed during the execution of both in The structure lies in zone V of the seismic zone as
the Chenab Bridge (where the load was 500 per IRC: 6 – 2000. During the seismic condition, it
MT) and this Beripattan Bridge (where the is apprehended that the rock mass may move relative
load was 248 MT). to the various plates which may be existing below
the foundation. In such an eventuality, the embedded
7) Refer plate 26: anchorages could become dislodged or displaced.
Each cable no. indicate 18T13 by encircled The type of abutment structure has been provided will
(N) remain stable even if the soil mass moves below it hence
this proposal was executed based on the durability
Inner side dotted line (first portal leg)
carrying four cable no. as 1, 4, 5 and 8. X 2 consideration only. It is our firm conviction that while
economizing the structure, the design life should never
Outer side dotted line (second portal leg) be compromised.
carrying four cable no. as 9, 12, 13 and
16. X 2. In response to Shri S.K. Banerjee’s comments, it is
mentioned that Transportation of steel superstructure,
Thus there are four portal legs in each its fabrication and the problems associated with
abutment and hence 16 no. of 18T13 are the quality assurance could be some of the reason
provided in each abutment. Same can also considered by the department and a conscious decision
be correlated with the synopsis stating of going for a P.S.C. structure was taken. Necessity is
the mother of invention. Tenders by the department steel truss superstructure. Please refer Fig. 1 of the
were called for offering the title of the bridge that is paper the existing adjoining distressed bridge 700 m
reproduced below: downstream is suspension steel bridge superstructure
built with much lower specifications.
“Design and Construction of 124 M. Span major Pmt.
bridge with PSC Box Super structure at Beripattan over In reply to Dr. V.K. Raina’s comments, it is stated as
river Munwar Tawi at Km 13.795 on road Sunderbani- under:
Beripattan -Naushera under project Sampark in Jammu
& Kashmir State.” 1. The upward reaction was in the range of 5.8%
at pier P1 and P2 The BM and SF diagrams are
The role of D2S and authors came after the shown below for clarity for both conditions
specifications were frozen and the work put to tender before the structure became continuous ie.at
by the client. the time of the stitching requirement when
the continuality cables became operative.
It would have been quite difficult and logistically Determinate stage and after it became
difficult to fabricate, transport and erect 96/100 m span continuous i.e. Indeterminate stage.
2. The deflection at every stage of construction of Second paper on the unbalanced Cantilever was a very
each segment first side arm was recorded and eye-opener especially I will complement the authors
compared with the newly constructed segment and the design Engineers and everybody that they find
of the second arm. a very unique solution to take the site and considering
the constraints and in such difficult working period
All input ingredients for concreting, stressing etc. like and working season. They could achieve the technical
aggregate cement, adhesive, water source etc. were excellence which is obvious from the various facts
kept exactly same. The team during the construction which has been put in the article and also even working
was also kept the same. Constant endeavors were in such difficult situation. They could maintained not
made to keep the ambient temperature of the concrete only the quality but the cost part also. I must complement
almost similar for both the arms. Dead load deflections them for this. We have received lot of comments and we
on both arms were catered for in the design. However
request authors to reply these comments so that these
the age difference and the difference in the maturity
can be published by IRC in the IRC Journal.
of the concrete were accounted for in the second arm
concreted at the subsequent stage. The net camber was Shri V. Velayutham (Chairman’s Concluding
incorporated in the subsequent segment of the second Remarks)
arm. All these precautions led to the maintenance of the
almost same level (+1mm) at the time of the stitching Both the papers are very informative, exhaustive
segment. and thought provoking. I welcome such papers on
the analysis of bridge collapse so that we can take
The suitable camber as per design calculations was sufficient lesson from them. There is no tried & tested
incorporated in the next segment of the second
formula for deciding the high flood discharge. The
arm. Last two segments of both the arms were cast
formula which is applicable to certain circumstances
simultaneously and stitching segment was cast at the
only and we have to apply our judgment in arriving
exact design calculated camber level and hence the
of the design discharge. Our codal provision will give
whole bridge was completed satisfactorily.
only a guidance. We have to apply our judgment and
Shri P.L. Bongirwar (Co-Chairman’s Concluding especially in some irrigation structures which have
remarks) different return periods are also built in the same river
and we have to very careful in deciding the high flood
We had two very interesting papers today and I am happy discharge. In addition in these cases where we are not
that somebody had done the actual video recording sure of high flood discharge accuracy. We should be
how the bridge behave in a flood mark and trying to liberal in giving free board over HFL.
expand scientifically the cause of failure. It will defend
all of us to come to some positive conclusion. Only The second paper on the construction of most unbalanced
thing is one important issue which is pointed out in bridge in a remote and difficult area is of special
such situation where there are flood unpredictable we importance to the bridge engineers. The Paper deals
tend to go for may be a low level approaches so that it with all aspects of design, construction, challenges faced
attacks the weaker section and the structure is saved. It and the solutions arrived at. I congratulate the author
is very important concept and we have already adopted for bringing out such an important bridge construction
in Maharashtra in few places. to the record for the benefit of all concerned.
Dr. S.P. Palanisamy (Chairman’s Opening Remarks) The Authors made Power Point presentations of the
Paper Nos. 577, 581 & 582.
Good Morning Delegates. All the three topics
which were listed mainly “Some Issue Pertaining to Paper No. 577
Sutainability of Road Transport Operations, Road
Construction and Maintenance in India Over the Next Shri Shriraj
Twenty Years” by S/Shri M. Vishwas, Pradeep Kumar,
Sowjanya & Dr. L.R. Kadiyali and the Second Paper Toll Rates Four-Wheelers Unrealistic.
“Capacity and Performance Indicator Framework for
Road Agencies in India” by S/Shri Rajesh Rohatgi, Why Toll rate for Nano Car and Toyota Fortune be
Arnab Bandyopadhyay and D.P. Gupta and the third same.
Paper “Time & Cost Overrun Analysis of National Isn’t it unrealistic leading to resistance of toll by users.
Highway Development Project” by S/Shri M. Kishore More realistic would be to change vehicle on basis of
Kumar, Ch. Hanumantha Rao & L. Boeing Singh. economy level of user.
I am very happy to see that all the three papers were Usage for commercial purpose can be charged higher.
interrelated. Firstly, we will have Presentations and
discussion and then I will offer my observations at the Regarding traffic safety, I strongly feel that traffic
end. Now, I request Dr. L.R. Kadiyali to present his accidents are more because of mixed vehicle with
Paper. Jugad, Tractor Trolleys, old fashioned trucks with no
reflective lighting provision in night leads to about 50% Paper No. 581
of accidents as high speed new generation vehicles
cannot visualise the presence of such vehicles in night Shri G.C. Tallur
leading to deadly collisions. So segregation, banning of
such vehicle is must if we say that highway is designed “I feel that capacity and performance indicator
for 80 km ph. framework for road agencies needs to be mandated by
the Government of India rather than leave it to the States
Shri G.M. Akhone who would delay the matter unduly. This can be done
by the Government of India in a similar way as certain
Why can’t we think in terms of reducing the number reforms have been mandated under the Jawaharlal
of Trucks, Cars and Two-Wheelers etc by way of Nehru Urban Renewal Mission (JNNRUM) on the State
centralization of work places, apart from using Governments if they want to access the funds from the
conventional sources of energy, the concept of Centre.”
superconductivity.
“The authors have done a commendable study of the
Shri T. Dhanasekar entire South Asia Region as a base for their study.
In order to draw a performance monitoring and
Soil stabilisations must be given much importance to
evaluation framework, those in South Africa, New
avoid further mining and taking out excavating earthen
natural resources. State agencies must be instructed to Zealand, Australia and Sweden have been studied.
use stabilized Roads in State funded programes like It is a comprehensive and broad based study from
CRIDP (including from SC to OL and DC) and CRF which the framework has been drawn up for the
works and Bharat Nirman Programme. Standard Data Indian Road Agencies i.e. primarily the State Public
has to be arranged for stabilized roads. Works Departments and the State Road Development
Corporations.
Shri Damodar Sahoo
The performance indicators and the framework drawn up
If the impact of material utilization on road development for the Indian Road Agencies needs to be implemented
is incremental by 2031, say use of material to the tune without delay and there lies the hitch. Because roads fall
of 450 million cubic mtr ten years and 20 million tonne in the administrative domain of the State Governments,
bitumen per year by 2031, then GSB leveled road/soil excluding the National Highways. State Governments
stabilised Road be thought of under PMGSY while are, by and large, accustomed to treat the road agencies
giving connectivity to unconnected habitations having in the age old way which is not to measure build their
population < 500 or < 250, more specifically to give capacity and not to set any performance indicators to
connectivity to end habitation. By that way, we can assess their performance.
save lot of resources in construction materials. Till
date projects for connecting even 1,00,000 habitations The seven categories of indicators i.e. policy and legal
involving construction/up gradation of over 461 framework, planning, capacity, efficiency, quality
thousand km of roads with an investment of over 136 of road network, private sector participation and
thousand crores sanctioned and lot of length/habitation governance, even when adopted halfheartedly, are not
are left to be given connectivity to unconnected pushed to their logical conclusion for the political and
habitation in future. the ensuing administrative will are lacking. It is also
a fact that the necessary knowledge too is, to a great
Shri V.C. Reddy extent, is lacking. But ever since externally aided road
projects, mainly under the World Bank and Asian Bank
It was suggested by Dr. L.R. Kadiyali to go for
assistance got implemented, certain knowledge in this
construction of overlaying by white topping in view
sector was acquired by the agencies. But the knowledge
of future shortage of bitumen. But so far there is no
initiation by State Governments for adoption of white thus acquired, under loan obligation to the international
topping. Whether IRC has published any publication aid agencies, was frittered away and not used to bring
on white topping for overlaying in road sector by about necessary administrative, legal, policy and
government agencies? financial changes. Once the aided project was over the
road agencies retracted, by and large, to their old ways Para 3.2.1
with some good exceptions though.
It is true that some states have prepared vision
Though roads do fall within the domain of the states, documents. However, this is not being implemented
the Government of India can play a facilitatory role to to a great extent. Some of the states have not even
see that the state road agencies reform themselves. The prepared such a document. Does the World Bank has
Government of India has the leverage to do so. And it is some guidelines document to help prepare a vision
all for the good of the states and ultimately for the good document by the states?
of the state and national economy.
Most of the JV’s implementing the Highway Projects
Such a strong leverage that the Government of India on PPP basis have gone into red. What could be the
can exercise is in the form of large grants that it reasons and remedies? The entrepreneurs are not
annually accords to the states for road improvement, bidding for PPP mode projects any more. Banks also
even to State Highways, Major District Roads and are hesitating to advance huge loans needed for such
Village Roads. Government of India has follow the projects vide para 5.1.2 – sub para 3, the authors have
same procedure it has adopted in case of JNNRUM indicated timely intervene (by the controlling agency)
where certain governance reforms are mandated on for realization of the projects. However, this is not
the urban bodies if they want to be brought under the happening on the ground. The projects are lingering on
JNNRUM umbrella to access the substantial funds and on. The courts are passing orders for completion,
from the Government of India. This has been on since but still the desired is not being realized. Do the authors
suggest some remedy for this impasse, so that the public
a decade and has lead to certain reforms in the urban
gets the benefit of the facility. This is a burning need of
bodies and their governance. There is a strong case to
the days.
adopt a similar way to mandate road sector reforms on
the state road agencies if they want to access central Paper No. 582
funds as left to themselves most of the states would
drag their feet and not usher in reforms in the state road Shri S.M. Ramchandani
agencies.”
1. Bonus Clause
Shri R.K. Jain
Providing the Bonus Clause in the
First of all kindly accept my hearty congratulation for Contract : It has been observed while executing
writing such a nice paper bringing out the deficiencies the project of 50 flyovers in Mumbai that the
in the capacity of highway agencies (both Govt. & user traffic got the required infrastructure
Private) and suggesting the possible road map for their in the given time due to provision of Bonus
efficient performance. Clause in the construction contracts entered
into with various Contractors by MSRDC.
Some of the comments are as under: As the time and cost overrun in the National
Highway Development project has shown
Para 3.1.3 some startling and eye opening facts to the
engineering fraternity, it appears necessary
No doubt, 60% highway agencies have road policy that all such contracts having value more than
in place, but the same is not implemented. This may Rs.100 Crs are provided with Bonus Clause
be due to budgetary and sometimes even political at say Rs.1 lakh per day so as to avoid the
considerations. This is more true to the case of state liability of escalation payment on the client
highway agencies. Do you suggest some mechanism to due to extensions granted otherwise. All
monitor the implementation. Perhaps this could be done contracts where no Bonus Clause has been
through construction and maintenance act, where such provided for, run into time extension leading
a monitoring will be mandatory and the road agency to cost escalation much beyond the likely
will be subject to audit by public. bonus.
assess their performance. Partly it is due Congress would be a good forum to create
to lack of necessary knowledge too. awareness raising in this context. The World
Bank could be approached for some assistance
2. These comments have bearing on the strategy in this regard.
towards forward path espoused in the paper. As
regards, the Government of India mandating 5. Certainly there are pockets of excellence in
the state road agencies, it may be mentioned some area or the other in each of the state
that at the highest policy level, the Government road agencies. However, what is required is a
of India has requested the states to adopt a wholesome excellence.
Results Framework Document in various social
and economic infrastructure sector and services 6. The authors express their gratitude to
for assessing their performance and capacity Shri Tallur for his appreciation of the paper
to deliver the programmes and projects. And, based on the World Bank study.
several states have geared or are gearing
themselves on their own to some indicator In response to the comments by Shri R.K. Jain’s
framework. comments, it is mentioned as under:
3. The authors agree that the World Bank and the 1. Shri Jain has appreciated the paper and made
ADB have supported the country in enhancing the following two observations:
knowledge base through Technical Assistance.
However, it is to be underscored that reform i) What is the mechanism to monitor the
and reorientation of existing road agencies is a implementation of the road policy where
long drawn and gradual process and we should it so exists?
not expect overnight changes. What is critical
is that the state road agencies realize their ii) Most of the JVs implementing highway
mandate in a manner proposed in this paper projects on PPP basis have gone into red
and identify their own indicator framework for and project implementation is lingering.
the immediate term and build upon that in the What remedy would the authors like to
medium and long term. It is the direction of suggest?
reform that is crucial. And our broad analysis of
response received from the State PWDs to the 2. The study of responses received from the state
questionnaire sent out by the World Bank give road agencies revealed that wherever road
us confidence that the framework proposed in policy exists, it emanated basically from the
the paper is adoptable and adaptable. However, political bosses backed by the administration
it is accepted that more awareness raising in and supported by technical senior management
this regard is required. level. For implementation oversight, normally
a high level steering committee is set up
4. The authors agree with the observations of comprising of various concerned departments.
Shri Tallur that there could be lack of knowledge And, some of the states have widened the
on this front. There is scope for creating more ambit of such oversight committees to set
awareness among the States road agencies up Advisory Committee of domain experts
and even in the central agencies to reorient and industry stakeholders whose feedback is
themselves to concerns and demand of users constantly helping in implementation of the
since roads should be seen basically as a means policy and vision set by the government for
to provide service to road users for efficient the road agencies. It will be appreciated that
and safe movement of goods and passengers several states have made good progress in this
in rural, urban and inter-city transport. The direction. However, there is need for continued
World Bank study did not cover the central effort.
road agencies in India. However, even in such
agencies, some areas might be worth exploring 3. As regards, PPP projects in the road sector, the
for enhancing efficiency of delivery and value authors are not in a position to provide response
for money from investments. The Indian Roads in absence of any specific insight into the issues
raised by Shri Jain. This would be a matter of Projects Ltd. echoes this sentiment. “The
a separate study in itself. However, such a call payment of bonus for early completion should
is to be taken by the government itself. The be made mandatory,” adds Mathew. Patwardhan
authors do believe that the government would has more to say. “A 10 per cent penalty for delay
be seized of these developments. in completion is very unreasonable as right
from the beginning, the responsibility for the
Replies by the Author (Paper No. 582) delay is thrown on the contractor in the guise
of the above mentioned “liaison” clause. It is
In reply to Shri S.M. Ramchandani’s comment, it is used as a pressure point to get away with lapses
mentioned as under: on the part of the client.” Notwithstanding the
merits on the arguments of these contractors, it
1. “Where a contractor completes the work before may better be appreciated by all concerned that
time, flimsy excuses are made by pointing out no bonus clause exists in conventional contracts
minor defects, delaying the issue of completion of PWDs and inclusion of progressive clauses
certificates. Where minor defects not affecting such as bonus for early completion in NHDP
traffic flow are pointed out, the rectification contracts is a welcome step and any hiccups in
should be permitted within a specified period to its implementation should be resolved amicably
spill over into the defects liability period” as per by the contracting firms with the executing
Col Vivek Bopiah (Retd), Executive Director agency & Consultants.
(P), Bhagheeratha Engineering Ltd. “The bonus
and penalty are normally not kept the same in the 2. As per the Revised Guidelines by Infrastructure
bid documents, which seems to be unjust,” says & Project Monitoring Division (IPMD)
Dinesh Valecha, Executive Director, Valecha of Ministry of Statistics & Programme
Engineering. “Penalty conditions are often Implementation (Apr 2005), Bid Capacity = A
imposed without making any provisions for x N x 2 - B, where
rewarding the contractor for early completion,”
adds Shaju Mathew, General Manager - HR ‘N’ = Number of years prescribed for completion of
& Marketing, Techni Bharti Ltd. If it is so, the the subject contract.
basic spirit of constructive cooperation between
‘A’ = Maximum value of works executed in any one
the client & the contractor is defeated.
year during last five years (at current price
Infact only the contractor is benefited from level)
incentive clause for early completion, thus no ‘B’ = Value, at current price level, of existing
motivation for NHAI staff or it’s Supervision commitments and on going works to be
Consultant. The successful completion of a completed in the next ‘ N ’ years.
project depends on the contractor, the consultant
and the NHAI field staff thus necessitating for Yes. I totally agree with Shri Ramchandani that since
introducing a system of bonus and penalty for considerable time elapses between bid opening and
the others too. Further NHAI can ensure that its awarding of contract, contracting firm’s potential needs
appraisal system (Annual Confidential Reports to be reassessed at the time of awarding of contract.
ACRs) for their field staff takes cognizance Also bidders may be asked to reveal the list of projects
of the success or failure of the project. The they are bidding for at the time of submission of tender
defects liability period could be extended for so that executing agency/user will have an idea of likely
the affected portion by the specified period or future work load by the tenderer.
completion time, whichever is earlier. In the
event the contractor is unable to complete the In response to Shri R.K. Jain’s comments it is
rectification within the specified period, the mentioned as under:
bonus for the corresponding period should be
denied. “Bonus and penalty should be equal I would like to cite the Solution proposed by B.K.
to encourage contractors,” feels Valecha. SV Chaturvedi Committee for resolving the pending
Patwardhan, Managing Director, Madhucon arbitration issues.
Sl. Category Suggestion by BK Chaturvedi The presentation on the highway capacity, of course,
No. Committee on Dispute Resolution I would not comment on that because I am one of the
Mechanism author. But I want to highlight a key message. Start
i) Claims < Rs 100 Review on case to case basis by an
something, at whatever form, may be at very simplistic
million or 5% of Independent Expert Group (IEG) with form. You may not have to look into all the seven
contract amount eminent representation comprising of groups of indicators but start something perhaps very
which ever is say a retired Deputy Comptoller & simple. Look at the issue of data management, data
lower Auditor General, a former Vigilance collection and integration system. Currently what we
Commissioner and a retired Senior Officer
have noted that there are systems available but those
of the Law Ministry besides a technical
expert. The IEG’s opinion may be sought are not integrated and it has been done in little bit,
by the variations committee in all cases scattered and patchy manner.
where the tribunal awards have already
been published and appeals are pending Third presentation by Dr. Kishore Kumar is very
in various courts, and on selective basis exciting and good. I would thank him for getting into
in respect of cases pending decision by that in much detail and research in this area. In fact,
Arbitral Tribunals (AT). In particular,
where the decisions have been similar
as you may be aware that Ministry of Statistics &
and unanimous both in the DRB and AT Programme Implementation (MOSPI), they are on it
stages, the appeals pending in the various now. It is a national crisis and it is not only road sector.
Courts may invariably be withdrawn. All the public sector projects are at huge time and cost
ii) Claims between In general, award of arbitral tribunal may overrun and more awareness has to be created because
Rs 100 million to be accepted particularly in cases where what I see we have some kind of excellent suggestions
Rs 1 billion the unanimous decision at DRB level is on all kind of reforms, land acquisition, procurement
upheld by the tribunal. on the contracting agency’s capacity etc., which is
iii) Claims > Rs 1 NHAI may carefully consider the very critical. But I think at the same time, there is one
billion award of tribunal before challenging in critical element, that all the Ministries, not only the
the court. NHAI may take up with the Infrastructure Ministry, work together to understand
arbitral tribunal/court for early hearing that this is a big issue to highlight the economic losses,
and disposal of all pending cases. These
measures would enable significant
we are currently incurring because of these delays.
savings in interest payment. In view of the
long time taken by the tribunals to decide Dr. S.P. Palanisamy (Chairman’s Concluding Remarks)
issues (on an average of 2-3 year time
span, after 70-80 sittings), fast tracking Thank you Shri Arnab. It has been a great pleasure
and early disposal of decisions by arbitral to preside over this function. In all, three papers have
tribunals may be incentivised by way of a been presented in this Session. I thank all the authors
flat fee to the tribunal members.
for their excellent presentations. I know 30 or 40
years’ experience have gone in doing this research
Shri Arnab Bandyopadhyay (Co-Chairman’s
and development work and it is very difficult to write
Concluding Remarks)
such informative and so much knowledge is build up.
I want to thank all the three speakers for excellent I want to congratulate all the authors and wish them
presentations. Particularly Dr. L.R. Kadiyali’s presentation well and hope that they would produce more papers
has been very well received because I think there were in the forthcoming Session of IRC. I would like to
20 or 30 questions and this is very much relevant at least personally convey my congratulations again and would
at central level. The thinking of long term planning, like to request the audience if you got any discussion
national transport development policy committee, as yet pending in your mind, you please send it to IRC and
many of you may know, has been constituted to actually they will take care of it and suitably reply in some form,
do 20/30 horizon transport planning and I think some of electronically or otherwise. I thank all the audience for
these very well fit into that. patient listening.
Shri Nirmal Jit Singh (Chairman’s Opening Remarks) the members of the Committee and is to be discussed
in the next meeting of the Committee. Under these
In this Technical Session two Papers are scheduled for circumstances, it is very useful that result of similar
discussion. The first Paper is on “Mixed Traffic Flow studies by Dr. Rastogi and if any other suggestion
Analysis on Roundabouts” by Dr. Satish Chandra comes on any work of roundabouts and traffic rotary
and Dr. Rajat Rastogi and the Second Paper is on they should also bring out and may be passed on to
“Application of ANT Administrative System in Web Committee so that when we revise IRC: 65, all those
GIS Based Advanced Public Transport System (APTS)” results is taken care of. Now, I request Dr. Rastogi to
by Dr. Sanjeev Suman & Dr. Praveen Kumar. I now give his presentation.
request the authors to come to the dais.
The Authors made Power Point presentation of the
First Paper is on Mixed Traffic Flow Analysis on Paper Nos. 575 & 585.
Roudabouts. Traffic rotary is roundabout, the quite
commonly used word in Urban and Sub-urban areas. Paper No. 575
For traffic movements where there are three or more
Shri K. Jhangavel
roads are meeting in an intersection and the proportion
of right turning traffic is substantial. The advantages of 1. What about the Pedestrian crossing?
traffic rotary are self-governing and traffic movement is
2. Is there any provision provided in planning
smooth as long as the traffic volume does not exceed the
about roundabout?
rotary capacity. We have already IRC: 65 published in
1976 which gives the recommended practice for traffic Dr. S. Velmurugan
rotaries. As per this the practical capacity of rotary is
determined on the basis of average entry with width At the outset, I would like to congratulate the authors
and length of the weaving section and the proportion of for bringing out an excellent paper with the primary
the weaving traffic. Our guidelines are almost 35 years focus on evolving a rational approach after critical
old and we may review. The Urban Roads Committee examination of the capacity estimation procedure
of IRC (H-8) already taken up this job and the first draft employed in developed countries and comparing the
of the revision is already prepared and circulated among same with the method proposed by IRC.
i) At page No.70 and 71, though the test At the outset I would like to congratulate authors for
sections considered are typical urban a practical illustration of the application of APTS for
intersections (in the form of rotaries) the study area of Chandigarh. It is an excellent work
located in Chandigarh, the PCU values demonstration of ITS Applications. The following
applicable to Inter-city corridors (vide aspects may be clarified.
IRC: 64-1990) have been deployed which
1. Though it is mentioned in the manuscript that
is somewhat illogical.
the city of Chandigarh is taken as the case
ii) It is surprising to note that there is no study, nowhere the network and number of
mention of the count of the Non-motorized routes considered is mentioned in the paper.
traffic (NMT); esp-cycles) flow, conducted The provision of such a information would
at any of the intersections despite the have enhanced the readership.
fact that most of the major arterials in
2. How it is expected that buses/bus route always
Chandigarh have cycle tracks catering
be routed based on the shortest/minimum length
to some proportion of NMT traffic. This
while applying the ANT algorithm? This may
aspect may be clarified.
be clarified.
iii) Roundabout in most of the metropolitan
Replies by the Author (Paper No. 575)
cities are fast being converted into
signalized intersections due to land
In reply to the question of Shri K. Jhangavel, it is
issues and traffic growth except of course
mentioned as under:
Chandigarh and New Delhi Municipal
Area. The authors may solicit their views 1. Pedestrian crossings are not considered in this
on the same. study. It may be mentioned that roundabout is
not a good choice if pedestrian movement is
iv) What is your view on the elevated Rotary
considerable.
coming up in some of the cities like
Coimbatore and Chennai? 2. No, the scope of this study was limited to
the analysis of traffic flow only and planning
v) How come based on the observed flows
aspects are not considered.
at the roundabout, it is concluded that
the capacity of the intersection has been In reply to Dr. S. Velmurugan’s comments, it is stated
realistic estimated. Looks like some of as under:
the junctions are flowing at L.O.S.C or
D. This may be clarified. In this regard, it i) Authors are thankful to Dr. Velmurugan for
would have been prudent to simulate the appreciating the work. Four intersections
conditions so that the capacity of all the chosen for this study are located in
considered test sections can be realistically suburban area and hence pcu values as
estimated. given in IRC:64 or IRC:106 are equally
iv) Grade separated roundabouts are not We had two very useful presentations. Straightway
considered in the analysis and hence the application for the work should have been traffic
comment is outside the scope of the work. movement research done on traffic movement on
roundabouts and as we have already mentioned that
v) This study presents a method of estimating IRC: 65 is under revision. Whatever the results, they
entry capacity of a roundabout approach are obtained now and I believe some further work is
based on the circulating flow. Simulation going on as also mentioned in the presentation. All
of traffic from at roundabout can be these will be available when we revise IRC 65.
taken up in future studies to verify the
results. However, it should be noted that As regard to the second paper, we have seen around the
even during simulation some method is country that the number of the vehicles are increasing,
needed to determine the capacity of the almost at a compounded rate of more than 10% growth
intersection. of the year and especially personalized vehicle have
a big growth and inspite of lot of development in our
In reply to Shri M.V. Patil’s comments, it is stated that major cities more grade separators, flyovers, etc., travel
the curve shown in Fig. 3 is drawn using actual field time is increasing. Congestion are increasing. The
counts of vehicles. Authors have not developed any government has taken large number of steps to wean
formula to calculate entry capacity. It is only graphical away the people to use personalized transport and
procedure and it is explained in quite detail in the encourage using more and more public transport. If we
paper. want that people use the public transport then we have
to provide the people with reasonable trip length so that
Replies by the Author (Paper No. 585) they are able to reach the destination within the shortest
possible time. All through these methods we will be able
In reply to comments of Dr. S. Velmurugan, it is to discourage the people to use personalized vehicles.
mentioned as under: I think this way, more and more studies and modern
ways might be developed by Roorkee University and
The paper is an outcome of Ph.D. work which includes
the same can also be applicable to some other cities
vast and exhaustive study. The work was divided into
also. Both these papers are very good and will help us
two papers and it was tried to avoid the repetition of
in moving forward in traffic transportation.
material in the papers. That is why the details were not
repeated in this paper. However, the interested readers With this I conclude this Session. Thank you very
may refer the other paper for details of area, published much.