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IRC May 2019 PDF
IRC May 2019 PDF
Indian Highways
Volume : 47 Number : 5 Total Pages : 52
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
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Indian Highways
Volume : 47 Number : 5 ● MAY, 2019 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
Contents
From the Editor's Desk 4-5
From the Desk of Guest Editor 6
Advertisements 7, 8, 9, 10 & 50
Announcement 36
Technical Papers
Flexible Pavement Reinforced with Planer Reinforcement - Experimental Study 11
By G Narendra Goud & B Umashankar
Impact of Photo Pollution due to Over-Illumination & Current Trends in Highway Lighting 19
By Bharat Sojitra & Sunil Singh Gangwar
Need to Lay Down Criteria for Fixing of Road Side Furniture with reference to ‘Distance Between 25
Centre of Front Wheels and Bumper (front overhang of vehicles)’ in Urban Areas
By Kuldeep Singh, Amarjeet Singh & Arun Kumar Sharma
Application of Ministry of Road Transport & Highways Circulars for Pavement Option Studies 29
with Case Studies
By Swapan Bagui & Atasi Das
General Report on Road Research Work Done in India 37
MoRT&H Circular 43
List of Irc Accredited new Materials/Techniques/Equipment/ Products 48
FEEDBACK
Suggestion/Observation on editorial and Technical Papers are welcome and may be sent to IRC Secretariat on
Email-indhighways@gmail.com/dd.irc-morth@gov.in
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor
disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors. The
opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
Printed at: M/s Aravali Printers & Publishers Pvt. Ltd., New Delhi-110 020 `20
In the interest of better planning of works at site and economical execution of highway projects, the
choice of appropriate construction methods and technologies under different situations is required
for optimizing the cost, improving the efficiency and productivity. Some of these methods and
technologies have been mentioned hereunder.
Design requirement for construction of concrete roads for NHs, are different from that required, for
concrete road at toll booths, low volume roads in villages, other district roads, at roundabouts and
at-grade junctions in cities. For low volume village roads the requirement is a well-drained riding
surface of width 3.75 to 5.5 m. For other district roads width of road is 5.5 m to 7.0 m. For road at
junctions the requirement is width of road and adequate camber and the pavement has to withstand
stresses due to axle load of vehicles etc. For such roads there is a need to use manual methods of
construction. In manual methods, the mixing of concrete is in a small mixer located at site and don’t
require plasticizers and cement set retarders, no machinery for laying of concrete. The cost of 1m3
of PQC is low due to absence of machinery component. Roughness value of surface is not a criteria
for acceptance of work. For execution of all such works the essential requirement is thickness of
concrete road. The thickness can be achieved by manual methods of laying. Keeping in view what
is expected of furnished road work it will be appropriate to use manual method of construction.
For construction of bridges, if height of embankment is sufficient to accommodate arch bridges then
there is a need to adopt such structures from aesthetic considerations. The load in arch structure is
transferred to mother earth by development of compressive stresses in arch structure. Arch bridges
are more durable and require low maintenance. The construction of arch bridges can be by using
bricks, cement, steel, sand and aggregates. Know how for construction of arches is available in
the country since long. There is a need to develop standard drawings for arch bridges for various
spans both for precast concrete and cast in situ arches. With availability of standard drawings and
specifications the consultants will be encouraged to recommend arch bridges in DPR’s.
For construction of roads, the stone metal and chips meeting the specification is used in the works.
In case, the material does not meet the specification then it is not possible to use such materials.
Stabilizers are now available which may be used to improve the strength of local soil and aggregates.
Such soil stabilizers are accredited by IRC for use in pilot projects. To make use of locally available
materials, MoRT&H had carried out a countrywide study under research scheme R1 in 1980s. There
is an urgent need to update this important study. There is also a need to develop specifications for
the stabilized soil and unconventional materials in pavement layers.
Traditional system of repair by departmental road gangs at project level was workable when length of
road and volume of traffic was low. Now with the increase in the length of roads, number of bridges
and speed of traffic in network, a need has arisen to use survey vehicles for condition assessment of
roads and to prepare road inventory. The data is stored in computers. With the availability of actual
road condition and traffic input, it is possible to prepare realistic repair proposals and to rationally
prioritize roads for taking up repairs under annual budget and other programmes. In this system
there is a transparency at all stages of work. The repair estimate is prepared by qualified consultants
using computer software. Modern Computer based Asset management needs to be developed in
various states and at national level .
Thus, for any construction work, a broad spectrum of methods is available with the labor-intensive
and equipment-intensive methods falling at either extremes and the intermediate methods falling in-
between. In the choice of the most appropriate method(s) for road construction projects, economic
viability among the technically feasible methods emerges as the most important parameter. An
objective exercise for evaluating this parameter will require realistic productivity norms of the various
methods under different site conditions so as to find out most appropriate method/technology. In
this regard the existing relevant IRC Guidelines IRC:SP:24 “Guidelines on the Choice and Planning
of Appropriate Technology in Road Construction” is presently under revision. Any suggestion and
feedback on the same is welcome.
Sustainable Development
Communication network and more particularly road infra-structure is pre-requisite for economic and
social development of the Nation and therefore its development assumes the highest priority. However, at
the same time, it is also important to ensure sustainable development including protection of environment
and maintaining ecological balance. Development of Road Infrastructure is one of the major important
activity for ensuring communication among societies, districts, economic and industrial hubs. However,
very often, when aligning Road network we come across number of ecologically sensitive area, wild life
sanctuaries and other important places of archaeological and cultural importance and other sensitive areas
which also need to be protected. While aligning the highway in the first instance, alignment through these
areas has to be avoided and if unavoidable all necessary clearances from the concerned authorities may
be obtained before finalising the alignment. This is of utmost importance to ensure timely completion
of projects, reduction in time & cost overruns and reaping social and economic benefits besides revenue
generation by tolling.
During recent reviews it is observed that number of projects are stuck up because of alignment of the
highway passing through such ecologically sensitive area where proper attention for seeking environmental
clearances from the concerned authority of Ministry of Environment & Forests was not paid and requisite
land acquisition not done. These projects attracted intervention from National Green Tribunal and
subsequently in the Courts and the projects are still to take off. This is happening in case of highways
passing through protected forests and eco-sensitive zones. Number of projects have been sanctioned and
awarded without seeking clearance from the forest authorities/CRZ clearance and now the projects are
getting delayed. Further the forest authorities has refused to allow widening/further development of the
road passing through the forest area except for its strengthening through bituminous layers. This is affecting
the project completion besides attracting avoidable cost over-run due to change of scope. Looking to these
past experiences, it is more important to seek such clearances before sanction of the projects and in any
case before award of work. Such an eco-system is not sustainable which is draining our scarce resources
and need urgent correction by putting adequate attention in planning and preconstruction activities.
Ministry of Environment & Forest has brought out handbook of guidelines for effective and transparent
implementation of the provisions of Forest (conservation) Act, 1980 which is applicable w.e.f. 8th March,
2019. These may invariably be complied which are available on website www.parivesh.nic.in. Further,
MoEF has also brought out guidelines for development of stretches passing through the wild life sanctuaries
for mitigating the adverse effect which are available at the website of the MoEF and may scrupulously be
followed.
It is also important to bring out the cost benefit analysis of aligning the highway through sensitive area
vs. avoiding these areas, bringing out socio-economic advantage against the minor adverse impact on the
environment. After all, development has to continue to sustain the economic and social development of the
Country. Only emphasising on one aspect would not be desirable as it will lead to economic imbalances
leading to socio political issues.
(I.K. Pandey)
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Abstract
Reinforcing flexible pavement with planer reinforcement in the form of geogrid and Hexagonal Steel Wire Mesh (HSWM)
in flexible pavements can improve their performance compared to unreinforced pavements. Quality aggregates for
constructing base and subbase layers of pavements are not readily available at all the construction sites and the introduction
of reinforcement can provide a sustainable solution in such sites. In this study, large-scale model experiments are performed
to obtain (a) load-settlement response of reinforced flexible pavements, and (b) interface properties of reinforcement
pavement base/subbase materials. The load improvement factor of reinforced pavement with respect to unreinforced
pavement can be used in the design of reinforced flexible pavements. While the interaction coefficients of reinforcement
with pavement materials can be used in numerical modeling of reinforced pavement systems. The load improvement
factors are found to vary from 1.1 to 1.9 for the two reinforcement types considered in the study corresponding to different
settlement ratios. The interaction coefficients range from 0.73 to 1.45 for geogrid and HSWM reinforced interfaces under
normal stresses ranging from 30 kPa to 90 kPa. The interface shear modulus of different interfaces considered in this
study range from about 19,773 kPa/m to 57,337 kPa/m corresponding to a normal stress equal to 90 kPa.
full-scale pavements prove to be the best and reliable Table 1 presents the properties and Fig. 3 (a), (b), (c) and (d)
approaches to study the performance of the pavements provide the photographs of different reinforcing materials
with new materials or alternate materials, however, the used in this study.
study requires expensive budget allocations and within
reasonable budget, time and effort, one of the reliable
ways to study and evaluate the benefits of reinforcing the
pavements is large-scale laboratory experiments. Many
researchers used large-scale laboratory experiments to
generate performance related data to design pavement
structure. In this study, large-scale model experiments
are performed to obtain (a) load-settlement response of
reinforced flexible pavements, and (b) interface properties
of reinforcement-pavement base/subbase materials.
rate of displacement of 1mm per minute, and the static higher at higher settlement ratios for both the reinforcement
loading was discontinued at a displacement equal to types confirming the mobilization of reinforcing effect
50 mm keeping equipment limitations and field at higher pavement rut depth. Load improvement factor
deformations in mind. The load-displacement response was ranges from 1.4 to 1.9 and 1.1 to 1.7 for HSWM and
obtained for the following three test cases: a) Unreinforced geogrid (GG1) reinforced pavement sections, respectively.
aggregate base layer overlying a sandy soil subgrade, b) Abu-Farsakh et al. (2014) performed studies on pavement
Biaxial geogrid (GG1)-reinforced aggregate base layer sections reinforced with a single layer of reinforcement and
overlying a sandy soil subgrade, and c) Aggregate base reported that load improvement factors ranged from 1.04
layer reinforced with HSWM overlying a sandy soil having to 1.28 at a settlement ratio of 26% for different types of
reinforcement placed at optimum depth ratio (dr/B). geogrids considered in their study. The findings from the
present study indicate that HSWM reinforcement can also
be a potential material to contribute towards the reduction
in the pavement crust thickness, construction, rehabilitation,
and maintenance costs of asphalt pavement layers, leading
to the provision of sustainable road infrastructure.
strength and the interface shear strength of pavement Rural Roads were adopted for Gravel Surface (GS) and
material and reinforcement is one of the key input Gravel Base (GB) materials used in this study. To meet the
parameter. Many research studies are available in the required gradation as per the specification, different sizes
literature on the shear behavior of sands using direct of crushed aggregate were blended suitably. The maximum
shear apparatus, however, studies on the interaction of size of aggregate in GB and GS was equal to 37.5 mm and
the HSWM reinforcement with the unbound granular 26.5 mm respectively. Fig. 8 shows the gradation curves of
pavement materials are very limited. The properties of fill subgrade soil, GS, and GB. Modified compaction energy
material–reinforcement interface count on various factors was applied in accordance with ASTM D1557 to find the
such as the mechanism of interaction between soil and optimum moisture content and maximum dry unit weight of
reinforcement, the physical and mechanical properties the GS and GB materials and are found to be equal to 8.7%,
of soil, and properties of the reinforcement. The soil- 21.6 kN/m3 and 7.7%, 22.6 kN/m3 respectively. Fig. 9 shows
reinforcement interaction mode with the interface elements the compaction curves of GS, GB and subgrade soil.
may be pullout or direct shear. Analysis of reinforced
embankment over soft soil by Bergado et al. (2003) using
numerical method provides the details of interaction mode
of the elements as pullout or direct shear type (as shown in
Fig. 7). They observed that most of the elements are in the
direct shear type of interaction mode, thus direct shear is
more predominant in comparison with that of pull-out mode
under working-stress condition. Hence in this study, large
size direct shear apparatus is used to examine the interface
shear properties of reinforcement and fill materials.
linear variable differential transducers (LVDTs) capable the range of 40-60° for open-graded aggregates consisting
of measuring a displacement of ±50 mm. To measure of maximum aggregate size equal to 25.4 mm employing
the horizontal and vertical deformations of the specimen similar apparatus was reported by Nicks et al. (2015).
LVDTs were employed during the process of shearing. The The GB layer exhibited a higher value of friction angle
load and deformation data obtained from load cells and in comparison with the values reported in the literature; it
LVDTS captured automatically through a data acquisition could be ascribed to well-graded aggregate blend and large
system. The reinforcement was placed at the interface size of aggregate as well. The GB exhibited lower cohesion
between the lower and upper shear boxes and was tightly (36 kPa) in comparison with GS (94 kPa), the availability
fixed to the lower shear box using a robust clamping of more fine particles in GS contributing to the increased
system during reinforced interface testing (can be seen in cohesion.
fig.10). The horizontal force was applied to maintain a rate
of shearing of 1 mm per min in accordance with ASTM
D 5321. The normal stresses selected to apply over the
specimen are 30 kPa, 60 kPa, and 90 kPa. The test was
terminated at a horizontal displacement of 50 mm (~ 17%
of box size) considering the limitations of the equipment.
Interface
GB-GG2-GB 0.73 0.95 0.87
GB-GG3-GB 0.78 1.16 0.82
exacted from the plot of shear stress and shear displacement of geosynthetics in unpaved roads. Int J Geotech Eng
for a normal stress equal to 90 kPa. 4:337– 349. doi: 10.3328/IJGE.2010.04.03.337-349
vi. Al-Qadi IL, Elseifi M a., Leonard D (2003) Development
Table 5 Interface Shear Modulus of Various of an Overlay Design Model for Reflective Cracking
Interfaces at 90 kPa Normal Stress With and Without Steel Reinforcing Nettings (With
Discussion). J Assoc Asph Paving Technol 72:1–41
Interface shear
vii. Hugo F, Mccullough BF, Walt B Vander (1991) Full-
Peak shear Eslip modulus, GI Scale Accelerated Pavement Testing for the Texas State
Interface stress (kPa) (mm) (kPa/m) Department of Highways and Public Transportation.
GB-GG2-GB 288 12.0 24004 Transp Res Rec 1293:52–60
viii. Asphalt Academy (2008) Technical Guideline: Asphalt
GB-GG2-SG 158 8.0 19773 Reinforcement for Road Construction
GB-GG3-GB 270 5.0 54100 ix. Abu-Farsakh MY, Akond I, Chen Q (2014) Evaluation
of Performance of Geosynthetic-Reinforced Unpaved
GB-SWM-GB 315 5.5 57337
Roads using Plate Load Tests. 93rd TRB Annu Meet
x. Montanelli F, Zhao A, Rimoldi P (1997) Geosynthetic-
5. Conclusions reinforced pavement system: testing & design.
Proceeding Geosynth 97 1–15
The inclusion of reinforcement in the form of geogrid
xi. Hariprasad C, Umashankar B (2015) Load-settlement
and hexagonal steel-wire-mesh reinforcements within the response of circular footing resting on reinforced
aggregate layer for reinforcement placement depth ratio layered system. In: 15th Asian Regional Conference on
equal to 0.45 resulted in load improvement factor ranging Soil Mechanics and Geotechnical Engineering. Japan
from 1.1 to 1.7 and 1.4 to 1.9 for the two reinforcement xii. Umashankar B, Hariprasad C, Sasanka Mouli S
types at various settlement ratios of the footing. (2015) Interface Properties of Metal-Grid and
Geogrid Reinforcements with Sand. In: International
The friction angle and cohesion intercept of the GS and Foundations Congress and Equipment Expo 2015.
the GB at optimum moisture content, compacted applying Texas, pp 1–9
modified Proctor compaction energy, were found to be 68° xiii. Bergado DT, Youwai S, Teerawattanasuk C,
and 94 kPa, and 70° and 36 kPa respectively. Visudmedanukul P (2003) The interaction mechanism
and behavior of hexagonal wire mesh reinforced
The shear stress curves of interfaces reinforced with GG2 embankment with silty sand backfill on soft clay.
and GG3 followed the similar trend when infill material Comput Geotech 30:517–534 . doi: 10.1016/S0266-
was GB, mainly due to the geogrids with similar percent 352X(03)00054-5
open area and tensile stiffness. xiv. ASTM D1557-12 (2012) Standard Test Methods for
Laboratory Compaction Characteristics of Soil Using
For the geogrid reinforced interfaces, the interaction Modified Effort (56,000ft-lbf/ft3 (2,700 kN-m/m3)). 1–14
coefficients varies from 0.73 to 1.16, whereas it ranges xv. ASTM D5321/D5321M (2014) Standard Test ethod for
from 0.95 to 1.45 for HSWM reinforced interface when Determining the Shear Strength of Soil-Geosynthetic
and Geosynthetic-Geosynthetic Interfaces by Direct
the normal stress was in the range of 30 to 90 kPa.
Shear. Am Soc Test Mater Int 1–11 . doi: 10.1520/
Interface shear modulus of various interfaces under D5321
consideration varies from 19,773 to 57,337 kPa/m for a xvi. Nicks JE, Gebrenegus T, Adams M. (2015) Strength
90 kPa normal stress. Characterization of Open-Graded Aggregates for
Structural Backfills
References xvii. Al-Qadi IL, Dessouky SH, Kwon J, Tutumluer E
i. Perkins SW (1999) Mechanical Response of (2012) Geogrid-Reinforced Low-Volume Flexible
Geosynthetic Reinforced Flexible Pavements. Pavements : Pavement Response and Geogrid Optimal
Geosynth Int 6:347–382 Location. ASCE J Transp Eng 1083–1090 . doi:
ii. Zornberg JG, Prozzi J, Gupta R, et al (2008) Validating 10.1061/(ASCE)TE.1943-5436.0000409.
Mechanisms in Geosynthetic Reinforced Pavements. xviii. Sakleshpur VA, Prezzi M, Salgado R, et al (2017)
Austin Large-scale direct shear testing of geogrid-reinforced
iii. Chen Q, Abu-Farsakh MY, Tao M (2009) Laboratory aggregate base over weak subgrade. Int J Pavement
evaluation of geogrid base reinforcement and Eng 1–10 . doi: 10.1080/10298436.2017.1321419
corresponding instrumentation program. Geotech Test xix. Kamalzare M, Ziaie-moayed R (2011) Influence of
J 32:1– 10. doi: 10.1520/GTJ102277 geosynthetic reinforcement on the shear strength
iv. Palmeira EM, Antunes LGS (2010) Large scale tests characteristics of two-layer sub-grade. Acta Geotech
on geosynthetic reinforced unpaved roads subjected to Slov 39–49
surface maintenance. Geotext Geomembranes 28:547– xx. Perkins SW, Christopher BR, Eli L C, et al (2004)
558. doi: 10.1016/j.geotexmem.2010.03.002 Development of design methods for geosynthetic
v. Latha GM, NairAM, Hemalatha MS (2010) Performance reinforced flexible pavements
Table-1 Types of Light Sources in Order of Energy Efficiency and Sky Glow Impact [3]
Type of Light Source Color Luminous Efficacy (Lumens/ Sky Glow Impact (Relative
watt) to LPS)
LED Street Light (White) Warm-white to Cool-white 120 4- 8
Low Pressure Sodium (LPS) Yellow/ Amber 110 1.0
High Pressure Sodium (HPS) Pink/ Amber-white 90 2.4
Metal Halide Warm-white to Cool-white 70 4 -8
Incandescent Yellow/ White 8- 25 1.1
1
Director, Designtech Consultants, Ahmedabad, E-mail: bsojitra@designtechconsultants.com
2
Superintending Engineers, PWD, Electric Circle, Kota, Rajasthan, E-mail: ssgangwar@gmail.com
• Not using timers, occupancy sensors or other the visual quality, cost, and energy efficiency aspects
controls to extinguish lighting when not needed; of the illumination system.
• Improper design by specifying higher levels of
3.1 Taking into account considerations of principles of
light than needed for a given task;
vision, criteria of quality, and characteristics of sources
• Incorrect choice of fixtures or lamps, which do not and luminaries Table-2 gives for each classification
direct light into areas as needed; of installation the desirable level of illumination, the
• Improper selection of hardware to utilize more degree of uniformity and the luminaires which are
energy than needed to accomplish the lighting task; recommended or permitted. [4]
Most of these issues can be readily corrected with 3.2 For Group-A Lighting, the level and enormity of
available, inexpensive technology, substitution of old illumination should be as high as possible.
mercury, sodium or metal halide lamps with more energy
efficient LED lamps using the same lighting techniques 3.3 For Group-B lighting, greater tolerance on uniformity
and less electrical power that creates barriers to rapid and glare may be admitted which may be justified by the
correction of these matters (Table-1). Most importantly, character of the roads and by the presence of facades.
public awareness would need to improve for industrialized 3.4 The recommendation of this code will usually provide
countries to realize the large payoff in reducing over- good results on ‘average’ surfaces, that is, surface
illumination. [3] which give bright patches of moderate length and
3. CLASSIFICATION OF LIGHTING which are not unduly dark in colour.
INSTALLATION AND LEVELS OF 3.5 In this table, the parameters given in type of
ILLUMINATION:
luminaires (Column 6 & 7) has to be revise as
The most important element of the illumination system these are not relevant in present scenario of LED
is the light source. It is the principal determinant of fixtures.
1. Introduction
Road side furniture is being installed for safe movement of
traffic as they provided necessary guidance and navigation
aid to traffic. In urban areas on account of shortage of Right
of Way (ROW) and land width, road side furniture such as
railings, crash barriers, street light poles, bus shelters are
located near the edge of central verge and shoulders which
are built up or demarcated by raised concrete kerbs. As
the road side furniture is invariably provided close to the FRONT
OVERHANG
edge of central verge and shoulders, the same gets hit by
the front bumper of commercial vehicles resulting in their Fig. 1 Front Overhang in a Bus
breaking and /or tilting resulting in cease of function for With the manufacture of new vehicles in view of emerging
which they are provided. In certain cases these tilted road market in country it shall be considered appropriate to
side furniture results in a hazard to smooth movement of limit or fix range for front overhang as we can not afford to
traffic e.g. tilted railings and electric pole. improve the geometrics or urban road in view of restricted
The distance between front wheels and front bumper of land width and right of way.
vehicle marked as ‘front overhang’ is shown in Fig.1 is not In IRC:SP:84-2014 “Manual of Specifications &
considered in planning for location and fixing of road side Standards for Four Laning of Highways through Public
furniture. The ‘front overhang’ for different categories of Private Partnership” the distance between edge of median
vehicles is as under: and railing is provided as 0.6 meter. In IRC:67:2012 the
Table 1 : Category of Vehicles and their Front Overhang minimum, desirable and maximum distance for placing
sign board from central verge kerb stone is 0.3 m, 0.6 m
S.No. Category of vehicle Front overhang and 1.0 m respectively.
(in meters)
1. Maruti Swift 0.82
2. Examples of Location of Road Side
Furniture Close to Edge of Center
2. Low Floor Bus 2.55 Verge
3. Tractor Trailor 1.50
2.1 Railing on Narrow Center Verge
4. Large Truck (14 wheeler) 1.435
In many congested urban locations to prevent haphazard
5. Dumper Truck 1.545 crossing of road by pedestrians, the railing of cement
1
Chief Engineer (Retd.) Punjab PWD
2
Chief Engineer (Retd.) Police Housing Corporation Punjab
3
Chief Engineer (Retd.) Ministry of Road Tarnsport & Highways
concrete or steel is provide close to the kerb stone of central in movement of traffic till removed from site. This also
verge (as shown in Fig. 2). In the straight reaches of these results in avoidable expenditure.
roads, the vehicle movement is not affected by location of
railing but on the outer side of curves the railing gets hit
by the front bumper of trucks and buses. Damaged railing
at edge of road show in photo 1.
Frequent Damage to wall at outer edge of curve at New 2.7 Location of Supports/ Piers of Structure in Central
Delhi. The wall is 10 cm from roads edge. Verge
To meet the requirement of ever increasing urban traffic,
elevated structures are coming up including construction
of elevated Pedestrian Bridges. To affect economy the
central support of these structures are located in the
central verge. These vertical supports are further used
for advertising on a large scale. The process of providing
of and replacing of these advertising boards results in
a traffic hazard on the road itself. Further as and when
cladding provided on these vertical supports (particularly
in case of steel structures) gets damaged or protrudes on to
the road results in traffic hazard e.g. Pedestrian bridge on
Bhisampitma Marg in New Delhi.
2.8 Narrow bridges and culverts are traffic hazards
on account of inadequate distance width available for
movement of front bumper of commercial vehicles.
3. Suggested Actions
Photo 2. Photo of Broken wall at edge of Road at New
Delhi With ever increasing vehicular traffic in urban areas
particularly mixed traffic, the safety of road users cannot
2.6 Location of Bus Shelters Close to Edge of be compromised, an immediate attention need to given
Shoulder to the aspects described above. Certainly there would be
In urban congested areas due to paucity of space, other associated problems. The suggested actions in this
sometimes bus shelters for convenience are being regard includes in addition to others:
located close to the edge of shoulder. The roof of bus 3.1 To undertake traffic survey in respective areas/zones
shelter projecting as cantilever is usually hit by the roof to assess the extent of front overhang of commercial
of buses which damages the bus shelter and buses. The vehicles and to locate the road furniture in a way to
problem of hitting roof is further aggravated by the fixing avoid it being hit by the commercial vehicle.
of advertising board on the front of cantilever roof of
these shelters. (Photo 3) 3.2 To undertake an intelligent survey of the affected
areas, to identify hazardous locations and to
recommend remedial measures which includes
shifting /relocation of road side furniture from edge
of central verge and shoulders.
3.3 On outer side of curves, kerb stone, railings, crash
barriers should be located at least 1.25 meter from
edge of road and in the event adequate space is
not available the fixing of railings etc. should be
avoided.
3.4 The projecting roof of bus shelters should be located
at least 1.0 meter inside from the edge of raised
shoulder. Attempt may also be made to avoid roof
hanging advertising boards.
3.5 Hazardous locations should be adequately marked
by providing adequate retro-reflective signage, tapes
and suitable warning sign boards.
3.6 Information with the Road Maintenance gangs can be
Photo 3. Bus Shelter at the Edge of Shoulder used with advantage in locating road side furniture at
hazardous locations and providing suitable collapsible overhanging of vehicles (like the situations shown in
road furniture at such locations. Fig 2 to 6). Hence the refuge space for pedestrian to
wait safely as well as the minimum lateral clearance
3.7 Many times the plantation, road furniture, other
will have to be catered while deciding the minimum
sign boards located in the median and splitter island
width of a physical median in divided highway.
in a junction influence area would become objects
obscuring the visibility for drivers to see each other 3.9 Indian Roads Congress may consider undertaking
and pedestrians while approaching and turning at the detailed studies jointly with Ministry of Road
junction, resulting in accidents. If all such objects are Transport & Highways along with State Public
removed from the tip of median and splitter island Works Departments to review and revise exiting
for a length of stopping sight distance, the junction recommendation and to draft new recommendations
visibility can be enhanced and also the likelihood of for fixing of road side furniture in urban areas so as to
vehicles hitting the object due to overhanging can be achieve safety of road users and to maintain capacity
avoided. of existing roads to cater to the ever increasing
traffic.
3.8 Though a physical median in an urban road segregate
the opposite stream of traffic, a narrow median References
would not serve as safe refuge space for pedestrian i. IRC:84:2014 “Manual of Specification and Standards
to cross a multi-lane highway. In all such cases, the for Four Laning of Highways through Public Private
objects installed in narrow median without providing Partnership”
a minimum clearance of 300mm from the vertical ii. IRC:67-2012 “Code of Practice for Road Signs” (Third
face of raised kerb are likely to be hit by the lateral Revision)
3. MORTH CIRCULARS FOR PAVEMENT the most economical design which would result
OPTION STUDY in substantially reduced CHG emissions and least
MORTH issued two circulars related pavement option cost over the intended life cycle.
study and details are presented here in. 3.2 Second Circular
3.1 First Circular MORTH second Circular issued vide MORTH letter
Ministry vide circular no. RW/NH-33044/5312013-S&R No:RW/NH-33044/31/2014/S& R (R) (Pt) dated
(R) dated November, 2013 had advocated the issue of 4 August 2014.Important points are highlighted here in:
environment friendly construction practices for reduction 1. Considering the issue related to longer service
of greenhouse gases and had also inter-alia specified the life, fuel consumption, resistance to extreme
Life Cycle Cost Analysis as an essential component of weather conditions, saving of natural resources
infrastructure design. and maintenance etc. the obvious advantages of
Summary of above circular is presented here in. rigid pavement cannot be denied. However there
are several caveats which need to be analyzed in
Roads sector is one of the contributors to Green House arriving at. the best possible option:
Gas (CHG) emissions which is adversely affecting the
environment. There is, thus a need to incorporate the a. Rigid pavement will be best in the highway
most environmental friendly construction practices in projects requiring substantive construction/ up-
development of highways for reduction of Green House gradation. Where the projects envisage minor
Gas emissions. Innovative materials/ technologies which improvements as in the form of tile paved
mitigate negative impact on the environment also need shoulders or widening etc., the efficacy of the
to be encouraged. rigid pavement construction in such a scenario
would require to be assessed.
Besides, Life-cycle cost analysis is also an essential
component of infrastructure design. This embraces b. The price of cement vis-a-vis bitumen varies
the maintenance and rehabilitation costs, not just widely in different parts of the Country depending
initial construction costs, when evaluating pavement up on the lead from the production centers/
alternatives. Life cycle cost analysis enables examination refineries. This variation would be required to be
of various design options to determine which pavement mapped out and unless there is price comparison
type is the most cost effective over the total life cycle of within acceptable limits up to 20%, the use of
the pavement. flexible pavements may perhaps require to be
continued.
In view of the above, it is imperative that due diligence
is observed in preparation of feasibility/ detailed project c. Availability of cement at the macro level will also
reports for all upcoming National Highway projects in need to be assessed.
order to reduce CHG emissions as well as in arriving at 2. Although, rigid pavement could be default mode of
life-cycle costs considering the service life of pavement construction, a provision for considering alternative
alternatives. Hence, the feasibility studies/ detailed methodology (including flexible pavements) would
project reports for development of National Highways need to be clearly provided for. The agencies
shall, invariably, discuss the following: preparing DPR’s for the National Highway projects
a. The construction materials/ technologies proposed would be expected to bring out the reasons why rigid
with reference to their environment friendliness; pavement could not be adopted in specific National
Highway project and the Cost Benefit Analysis of
b. Use of recyclable materials/ waste materials from rigid pavement vis-à-vis flexible pavement in each
other industries; project should be clearly brought out.
c. Use of efficient and environment friendly Based on these two MORTH circulars, a flow chart
construction equipment and plants;
has been developed and presented in Fig.1. This flow
d. Designs using alternative materials/ technologies chart can be used for determination of pavement type
so as to enable the implementing agencies to select selection.
4. FUEL SAVINGS IN RIGID PAVEMENT The above conclusion is related to the fact that trucks
The increased deflection on flexible pavements absorbs cause more deflection in flexible pavements than in rigid
part of the vehicle energy that would otherwise be available pavements; deflecting the pavement absorbs part of the
to propel the vehicle. Thus more fuel is required to drive vehicles energy that would otherwise be available to
on flexible pavements. Concrete pavement reduces road propel the vehicle.
deflection and the corresponding fuel consumption. A similar study carried out recently in India (Cement
Field trials carried out in USA (Cement Manufactures Manufactures Association, New Delhi 2000), has revealed
Association, New Delhi 1997) have brought out the concrete slab gives a fuel saving of up to 14 percent when
important role played by the type of road surface in compared to a bitumen pavement on similar riding quality.
fuel consumption. The following conclusions have been 5. DIFFERENT CASE STUDIES
made:
Two case studies have been considered and presented here in.
a. As regards heavy trucks, the data concludes that the
average fuel consumption on a concrete pavement 5.1 Case Study 1
is far less than the fuel consumption on an asphalt It is assumed that the present road is two lane configurations
pavement of comparable roughness. and it will be upgraded to four lanes with median. The road
b. Difference in fuel consumption between the two may be upgraded to flexible pavement or rigid pavement.
pavement types was found to be as much as 20 In base case, it is assumed that road will be two lanes and
percent. no lane configuration upgradation and minimum overlay/
maintenance will be provided for trafficable condition. - Road Agency Costs: Construction and
Maintenance
Improvement cases are considered following two cases:
- Road User Costs: Vehicle Operating, other user
• Improvement of existing road from two lanes to (like travel time costs) and Accidents
four lanes with flexible pavement.
Assumptions
• Improvement of existing road from two lanes to
four lanes with rigid pavement The following assumptions are adopted for analysis:
The proposed evaluation framework is based on a cost- • Average cost per km is taken for analysis.
benefit analysis, which sets a monetary value where • Different costs like, vehicle mode wise cost, tire
possible on all economic and social costs and benefits cost, fuel cost, maintenance cost, rehabilitation
over the lifetime of the project. The underlying principles costs, working, non-working cost, value of time
for this analysis are as follows: etc. have been calculated based on the guide line
IRC: SP:30-2009.
• The lifetime of a road project for the present analysis
is considered as the period for which reliable traffic • Discount rate is adopted 12 % as recommended by
forecasts can be made. A discount rate of 12 % is World Bank
then applied to future economic costs and benefits • Project is analysis for design period of 30 years
to arrive at the Net Present Value (NPV); Preliminary project cost has been determined based on
• To analyze the cash flow at constant prices, an pavement design, widening of the road from two lanes
allowance is made for relative price inflation; and to four lanes with median. Pavement Cost (Bituminous,
• The standard methodology used for the economic granular layer and subgrade) has been found out Rs. 51.55
evaluation for transport projects has been adopted. million per km for flexible pavement and Rs. 63.86 million
for rigid pavement. Difference in cost is 23.9%.
Analysis is accomplished by determining the
appropriate improvement proposal that leads to The different routine and schedule maintenance works
minimum total transport cost, which comprises of have been presented in Table 2. Annual maintenance cost
two basic components shown below : has been considered in analysis.
Table 2 Maintenance Policy
Flexible Pavement Description of Work Intervention Criteria
i) Functional 40 mm Bituminous Concrete Schedule every fifth year
ii) Structural 40 mm Bituminous Concrete + 60 mm Dense Bituminous Concrete Schedule every tenth year
Patching, pot hole repair, crack sealing, repair of drain cleaning,
iii) Routine maintenance Schedule annually
culvert bridge etc.
Rigid Pavement
i) Routine maintenance crack sealing, repair of drain cleaning, culvert bridge etc Schedule annually
Joint Sealing, re-texturing of concrete, dowel retrofitting 10-12 Years
Slab Replacement Every 5 years
Road user benefit is requirement less fuel consumption, ROADEO Software (World Bank) and summarized results
reduced travel time, less maintenance cost of the vehicle presented in Table 3.
parts and reduction of accident cost. Table 3 Green House Gas Reductions
5.1.1 Selection of Pavement Type Case Green House Gas Reduction in
Emission in Term CO2 Greenhouse
Pavement option study has been carried out as per Flow
(Ton) Per km of Road Gas Emission
Chart presented in Fig.1.
Case 1 Flexible 5320 -
Default mode of pavement type is rigid as per MORTH Pavement Option
Circular- MORTH Circular: RW/NH-33044/31/2014/
S&R (R) (Pt) dated 4 August 2014. Case 1 Rigid 4150 28%
Pavement Option
Green House gas reduction has been calculated using
From Table 3, it is found rigid pavement is better pavement. Benefit cost ratios have been calculated varying
considering greenhouse gas reduction. Therefore, rigid fuel saving and presented in Fig.2.
pavement option is better choice.
Pavement Cost (Bituminous, granular layer and subgrade)
has been found out Rs. 51.55 million per km for flexible
pavement and Rs. 63.86 million for rigid pavement.
Difference in cost is 23.9% which is not comparison within
20%. Therefore, choice of flexible pavement may not be
considered i.e., rigid pavement of may be considered.
For life cycle costing, only major pavement components
have been considered for analysis. LCC per km of road is
presented in Table 4.
Fig. 2 Benefit Cost Ratio
Table 4 Life Cycle Cost Analysis
Case Life Cycle Remarks From Fig. 2, it is found that benefit cost ratio is more for
Cost Per Km the case rigid pavement higher than that of rigid pavement
(Rs) for 100 percent fuel consumption. B/C is increasing with
decreasing fuel consumption with negative slope i.e.,
Case 1 Flexible 79,688,184 -
Pavement Option additional saving for using rigid pavement option. This
increases benefit cost ratio.
Case 1 Rigid 76,617,085 Life cycle of rigid
Pavement Option pavement is 4.1 % 5.1.2 Sensitivity Analysis
cheaper than that of Sensitivity analysis has been carried out varying
flexible pavement.
improvement cost from 85 % to 115% and benefit cost
Therefore, rigid pavement
ratio is presented in Table 6.
option may be considered.
Table 6 B/C Ratio Various Traffic and Cost
As per MORTH Circulars and Table 4, Rigid pavement
Proportion
option is the best solution. Therefore, pavement option may
be completed in this stage. It is found that life cycle cost Traffic and Cost B/C Ratio B/C Ratio
variation is only 4.1 % which is very small amount saving. for Flexible for Rigid
Therefore, flexible pavement may be considered. In this Pavement Pavement
case to justify flexible pavement, benefit cost ratio should 100% Traffic and cost 1.206 1.247
be carried out. Time and distance related congestion factors Traffic 85% 1.202 1.22
mentioned in Table 10 of IRC: SP: 30-2009 are used. Traffic 115% 1.137 1.234
Benefit cost ratio is calculated and presented in Table 5. Traffic 85% and cost 115% 1.045 1.063
Benefit analysis has been calculated based on total project Cost 85% 1.419 1.467
cost of both pavement options, annual maintenance cost, Cost 115% 1.049 1.084
Vehicle Operating Cost (VOC) as per provision of IRC:
SP 30 -2009. From Table 6, it is found that benefit cost ratio is more
than 1 for all scenario and hence, it is a viable option and
Table 5 Benefit Cost Ratio may be recommended for rigid pavement option.
Case Benefit-Cost 5.2 Case Study 2
Ratio
Pavement option study has been carried out as per Flow
Two Lanes Vs Case I (Flexible) 1.206 Chart presented in Fig.1.
Two Lanes Vs Case II (Rigid) 1.247 Default mode of pavement type is rigid as per MORTH
Benefit cost Ratio is found to be highest for the case of Circular- MORTH Circular:RW/NH-33044/31/2014/S&R
rigid pavement. Therefore, rigid option is best viable (R) (Pt) dated 4 August 2014.
option. Green House gas reduction has been calculated using
It is found from past studies in India and abroad that up ROADEO Software and summarized results presented in
to 15% fuel saving when vehicles are plying on rigid Table 7.
Table 7 Green House Gas Reductions rigid presently, and it demands high investment. In view
Case Green House Reduction in of the emerging cement factories and the availability of
Gas Emission in Greenhouse Gas cement in India, it is practical to consider rigid pavement
Term CO2 (Ton) Emission as default mode of construction. Relative to this, the
Per km of Road research work has been conducted with the main objective
Case 1 Flexible 5320 - of identifying the cost and benefit of rigid and flexible
Pavement Option pavements with Real case studies. The research work had
been focused on the specific objectives to determine and
Case 1 Rigid 4140 28.1%
compare the life cycle costs of rigid and flexible pavements
Pavement Option
and to investigate all other qualitative merits of rigid and
From Table 7, it is found that rigid pavement is better flexible pavement. To achieve these objectives, design
option considering greenhouse gas reduction. Therefore, and specifications, observations and investigations of the
rigid pavement option is better choice. actual pavement construction projects, evaluation of life
Pavement Cost (Bituminous, granular layer and subgrade) cycle costs. Therefore, it is suggested that Cement Concrete
has been found out Rs. 48.05 million per km for flexible Pavement (CCP) shall be used in pavement construction
pavement and Rs. 56.86 million for rigid pavement. based on Benefit Analysis, Initial Construction, Greenhouse
Difference in cost is 18.34% which is comparison within gas reduction, Life Cycle Cost, Roads, Maintenance and
20%. Therefore, choice of flexible pavement may be Rehabilitation, Pavement Alternative.
considered. Based on the present research work, following
For life cycle costing, only major pavement components conclusions may be drawn as presented here in.
have been considered for analysis. LCC per km of road is • MORTH Circulars should be used for pavement
presented in Table 8. option studies;
Table 8 Life Cycle Cost Analysis • Rigid pavement may be considered for initial
pavement type;
Case Life Cycle Remarks • Greenhouse gas emission of both pavement options,
Cost Per Km initial pavement cost variation, life cycle cost and
(Rs) benefit cost ratio as per Codal Provision (IRC:SP 30
Case 1 Flexible 75,922,430 - – 2009) shall be studied for each pavement option
Pavement Option and final pavement option should be recommended
based on these values; and
Case 1 Rigid 69,085,576 Life cycle of rigid
Pavement Option pavement is 9.9% • For Government interest, Pavement option
cheaper than that of may be terminated after conducting life cycle
flexible pavement. cost analysis but this study will be excluded the
Therefore, rigid benefit of road users in term of vehicle operating
pavement option is cost. This includes 15-20% total transportation
final recommendation. cost. Benefit cost ratio may be considered
As per MORTH Circulars and Table 8, Rigid pavement for pavement option study. Therefore, it is
option is the best solution. Therefore, pavement option suggested that pavement option may be carried
may be completed in this stage and no further analysis is up to benefit cost analysis. Benefit cost analysis
required. involves 100 % total transportation cost which
consider both the interest of Government
6. CONCLUSION Agency and road user.
Road construction projects have been implemented all over REFERENCES
India and other countries as part of the national development
i. AASHTO (1993) Guide for Design of Pavement
plan. Roads are one of the country’s basic infrastructural Structures.
facilities where high amounts of budget allocated every
ii. Cement Manufactures Association (2000). Handbook
fiscal year planning period. Since the cost comprises of a on Cement Concrete Road, New Delhi.
large portion of government investment, a careful evaluation iii. Cement Manufactures Association (1997). Study of
of the alternatives is utmost importance to make the light fuel savings on cement concrete road as compared to
choice for a particular project. In the history of India road flexible pavement, New Delhi
development program, almost all of the road pavements are iv. IRC: SP 30-2009 Manual on Economic Evaluation.
The Highway Research Journal (HRJ) is a reputed half-yearly periodical dedicated to research
technical papers published by IRC for the benefit of Highway Professionals and researchers. About
more than 11,000 complimentary hard copy of this periodical is dispatched through post to all IRC’s
Life Members and also soft copy emailed to E- members as well as hosted on IRC website. The research
papers are published in broad category of Pavement Engineering; Geotechnical Engineering; Traffic &
Transportation Engineering; Bridge Engineering; Environmental Engineering; etc.
In order to increase reach of this periodical across the globe, IRC intended to involve service of
professional publishers/publishing House for entire process of papers invitation, their evaluation
through subject wise Experts, printing, publishing and circulation to its members.
For the aforesaid work Indian Roads Congress seeking Expression of Interest from the Publishing
Houses/Publishers to take up the work of the publication of Highway Research Journal an half-yearly
Technical Journal of the Highway Research Board of IRC.
Interested Publishing Houses are requested to please send their EOI with the details of their printing
work and Printing press etc. to Indian Roads Congress upto 10th May, 2018 on Email: irchrb@gmail.
com
One of the objectives of the Indian Roads Congress is to disseminate and propagate technical
knowledge and make Civil Engineers aware about National/ International research studies. To propagate
importance of research and make available all research related information under single publication,
IRC annually compiles research reports on Road & Bridge Research works being done in India, from
various organisations like, MORTH, NHAI, CPWD, BRO, NRRDA, IITs, NITs, Engineering Colleges,
Contractors, Consultants and Researchers. With the help of Central Road Research Institute, the compiled
data is published by IRC as “General Report on Road Research Work Done in India” every year.
Organisations concerned with research and development, construction, monitoring and maintenance of
Road & Bridge works, Traffic, Transportation and Geotechnical Engineering, etc are requested to report
the findings of Research & Development Projects carried out during the year 2018-19 in the relevant
Performance printed at page no. 38-42 (same in also available on IRC Website www.irc.nic.in), which
will prove beneficial to the members of the highway profession. The Reports may please be sent to the
Secretary General, Indian Roads Congress, Kama Koti Marg, Sector 6, R.K. Puram, New Delhi–110
022 by post or e-mail at: irchrb@gmail.com latest by 15th July, 2019.
Pavement Design 30
Construction Techniques 40
Maintenance Aspects 50
5. PROJECT TITLE
(i) In case of Proformae A and B, please indicate the same title as reported earlier.
(ii) In case of sponsored projects, please indicate the name of the sponsoring organisation and Research
Scheme number (e.g., MORT&H Research Scheme R-19), immediately after the project title.
6. DATE OF START/DATE OF COMPLETION: Please indicate month and year, e.g., May, 1988. In case
of sponsored Research Scheme, only the Sponsoring Organisation should report completion of the project,
and not the implementing Organisation(s).
7. LAST REPORT : Indicate the year of the last General Report on Road Research in India (GRRRI) in which
the project was reported, e.g., for GRRRI 1988-89, indicate 1988-89.
8. ORGANISATION (S) : Please indicate the name of all involved organizations, in the case of multi-
organisation project, using the following code to indicate the status of the organization with regard to the
project:
Reporting Organization (R); Sponsoring Organization (S); Coordinating Organization (C) &
Implementing Organisation (I)
If an organization has multiple status, the appropriate codes may be used together, e.g., (R,C), (R,S).
9. SCOPE AND OBJECTIVE: Please give a concise statement. In case of multiple objective projects,
indicate each objective separately.
10. PRESENT STATUS AND PROGRESS: For Proforma A, if the project is on-going, please include a brief
report on progress since the last report; for Proforma B, if the project is complete, please provide brief
progress report for the project as a whole.
11. SUPPORTING DATA: Please indicate selected important supporting data or illustrations of special interest.
Any correlations or charts developed may specifically be included. Please list the items enclosed.
12. CONCLUSIONS: Please indicate significant conclusions/interim conclusion.
13. SIGNIFICANCE / UTILISATION POTENTIAL: Please highlight only special aspects. Under “Utilisation
Potential”, also specifically indicate whenever the development(s) / conclusion(s) are regarded appropriate
for consideration by the IRC.
14. LIMITATIONS OF CONCLUSIONS / RECOMMENDATIONS FOR FURTHER WORK /
FURTHER PROPOSED WORK: The limitations, if any, may be specifically indicated. Other aspects
may be indicated wherever applicable.
15. REPORTS / PUBLICATIONS: Only reports/publications since last reporting may be included, alongwith
bibliographical details, in the following order:
Author(s) (Surname, followed by initial, in all capitals). Title of Paper/Article/Report/Book, Nature of
Report (e.g., M.E./Ph.D. Dissertation, Interim/Final Report), Journal or Periodical (alongwith Vol. and No.)
/ Conference or Seminar Proceedings (alongwith the place where held) / Publishing Organisation, Month
and Year of Publication. The report may be provided in not more than 500-600 WORDS.
16. Copies of publications, if published through a source other than IRC, may please be enclosed.
17. Wherever more than one sub-items are to be reported (e.g., in case of items No. 8, 9, 13, 15, etc. above,
please number the sub-items 1, 2, 3, …… and list them one below the other.
18. In addition to 3 typed/computer print out copies, the report may also be supplied on floppy/CD to enable
expeditious editing and compiling. Cooperation in this regard will be specially appreciated. The Window
MS Word Software may please be used for the purpose.
Annexure 1
PROFORMA - A
PROJECTS REPORTED FOR THE FIRST TIME & ON-GOING PROJECTS
Section Code
REPORTING ORGANISATION:
Sub-Section Code
1 Project Title
1.1 Date of Start 1.2 Date of Completion (Targeted/Actual)
2 Organisation(s)*
3 Scope and Objectives
4 Methodology
5 Interim Conclusions/Conclusions/Supporting Data
5.1 Significance/Utilisation Potential
5.2 Limitations of Conclusions/Recommendations for
further work/further proposed work
6 Reports/Publications
7 Further information/Copy of report can be obtained from:
7.1 Address 7.2 Mobile ________ Phone ________ Fax _______ 7.3 e-mail ID: ________
* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.
Annexure 2
PROFORMA - B
COMPLETED PROJECTS
Section Code
REPORTING ORGANISATION:
Sub-Section Code
1 Project Title
1.1 Date of Start 1.2 Date of Completion (Targeted/Actual)
2 Present Status and Progress
2.1 Status: Ongoing/Completed 2.2 Year of Last Report 2.3 Progress
3 Further Findings/Conclusions/Supporting Data
4 Limitations of Conclusions or Interim Conclusions
5 Recommendations for further Work (if completed)
6 Reports / Publications
7 Recommendations for Dissemination/Revision of Codes/Specifications (if completed)
8 Field Applications
9 Further information/Copy of report can be obtained from
9.1 Address 9.2 Mobile _______ Phone ______ Fax _____ 9.3 E-mail ID:_________
* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.
Annexure 3
PROFORMA - C
RESEARCH PROJECTS RELATED TO THESIS FOR POST – GRADUATION/Ph. D
Section Code
REPORTING ORGANISATION:
Sub-Section Code
1 Project Title
1.1 Date of Start and Duration 1.2 Date of Completion
2 Institution*
3 Scope and Objectives
4 Proposed Methodology (Type of Study, Laboratory/Field)
5 Salient-Findings and Conclusion(s)
6 Recommendations for Dissemination/Revision of Codes/Specifications (if completed)
7 Further information/Copy of the report can be obtained from:
7.1 Address 7.2 Mobile ______ Phone ______ Fax _____ 7.3 E-mail ID ____________
* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.
Annexure 4
PROFORMA - D
R&D ACTIVITY REPORT BY CONSULTANCY FIRMS/CONTRACTORS/CONCESSIONAIRES
Section Code
REPORTING ORGANISATION:
Sub-Section Code
* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.
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under ‘u’ Number u(sw)-12/2019-2021
At Lodi Road, PSO on dated 28-29.04.2019 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
published on 22 APRIL, 2019 MAY, 2019
Indian Highways Advance Month, MAY, 2019
`20/-
Indian Highways
Volume : 47 Number : 5 Total Pages : 52
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in