IRC May 2019 PDF

Delhi Postal Registration No dl-sw-17/4194/19-21
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
A View of Eastern Peripheral Expressway in Haryana
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in

. .
! !/
0 # / 1#
2 3#4 5 !6 7 5 8 95 !6
5 # !6
: 1 4 4 #5 ;; 5
+7 < # = >

94 2 0# :#4 7/ *920:7,

2 4 5 4 IB;
J
3+
+3J 0:7
! '$%" >
! A'$%
< 4 4 5 1 4 4 ##
& 5 1 # ## 4 4 # #4 #4

< 5
A%%13 4 A@) 4
25 #
B
;5
?. @@A@)@$$ #4
2
1
4
1 2
BC 5
3 1 94

!<27; D 5# 51 E# 5 4 F
! #
2 # #4 *
!
, 1 2 *2,
G7 E#
!#4 : GH% ### 4 5 #

4 # # 4
!;

# !
94
# 1

!
B

!
" # $$%%$ &
'()%$"")$)%%% *+,' - .
. .
Indian Highways
Volume : 47 Number : 5 ● MAY, 2019 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
Contents
 From the Editor's Desk 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
Publisher & Editor: S.K. Nirmal, Secretary General, IRC

E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor
disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors. The
opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
Printed at: M/s Aravali Printers & Publishers Pvt. Ltd., New Delhi-110 020 `20
INDIAN HIGHWAYS MAY 2019 3

FROM THE EDITOR’S DESK
USE OF APPROPRIATE TECHNOLOGY IN DEVELOPMENT OF ROADS

The choice of the appropriate construction method for a work is governed by several factors such
as terrain, climate, available resources, technical feasibility for the nature of operations and relative
economy. Once a road project has been prepared, the prime objective of the Site Engineer will be to
complete the construction to meet the stipulated requirements at the minimum cost and within the
time schedule. Fulfilment of this objective will involve the choice of the appropriate construction
technology which is economically viable and technically suitable for the type of work and for which
the necessary resources are readily available or can be made available in time.
In the interest of better planning of works at site and economical execution of highway projects, the
choice of appropriate construction methods and technologies under different situations is required
for optimizing the cost, improving the efficiency and productivity. Some of these methods and
technologies have been mentioned hereunder.
Use of Manual Method for Concrete Roads
Design requirement for construction of concrete roads for NHs, are different from that required, for
concrete road at toll booths, low volume roads in villages, other district roads, at roundabouts and
at-grade junctions in cities. For low volume village roads the requirement is a well-drained riding
surface of width 3.75 to 5.5 m. For other district roads width of road is 5.5 m to 7.0 m. For road at
junctions the requirement is width of road and adequate camber and the pavement has to withstand
stresses due to axle load of vehicles etc. For such roads there is a need to use manual methods of
construction. In manual methods, the mixing of concrete is in a small mixer located at site and don’t
require plasticizers and cement set retarders, no machinery for laying of concrete. The cost of 1m3
of PQC is low due to absence of machinery component. Roughness value of surface is not a criteria
for acceptance of work. For execution of all such works the essential requirement is thickness of
concrete road. The thickness can be achieved by manual methods of laying. Keeping in view what
is expected of furnished road work it will be appropriate to use manual method of construction.
Use of Arch Bridges
For construction of bridges, if height of embankment is sufficient to accommodate arch bridges then
there is a need to adopt such structures from aesthetic considerations. The load in arch structure is
transferred to mother earth by development of compressive stresses in arch structure. Arch bridges
are more durable and require low maintenance. The construction of arch bridges can be by using
bricks, cement, steel, sand and aggregates. Know how for construction of arches is available in
the country since long. There is a need to develop standard drawings for arch bridges for various
4 INDIAN HIGHWAYS MAY 2019

FROM THE EDITOR’S DESK
spans both for precast concrete and cast in situ arches. With availability of standard drawings and
specifications the consultants will be encouraged to recommend arch bridges in DPR’s.
Use of Local Soil and Marginal Stone Aggregates
For construction of roads, the stone metal and chips meeting the specification is used in the works.
In case, the material does not meet the specification then it is not possible to use such materials.
Stabilizers are now available which may be used to improve the strength of local soil and aggregates.
Such soil stabilizers are accredited by IRC for use in pilot projects. To make use of locally available
materials, MoRT&H had carried out a countrywide study under research scheme R1 in 1980s. There
is an urgent need to update this important study. There is also a need to develop specifications for
the stabilized soil and unconventional materials in pavement layers.
Modern Computer based Asset Management
Traditional system of repair by departmental road gangs at project level was workable when length of
road and volume of traffic was low. Now with the increase in the length of roads, number of bridges
and speed of traffic in network, a need has arisen to use survey vehicles for condition assessment of
roads and to prepare road inventory. The data is stored in computers. With the availability of actual
road condition and traffic input, it is possible to prepare realistic repair proposals and to rationally
prioritize roads for taking up repairs under annual budget and other programmes. In this system
there is a transparency at all stages of work. The repair estimate is prepared by qualified consultants
using computer software. Modern Computer based Asset management needs to be developed in
various states and at national level .
Thus, for any construction work, a broad spectrum of methods is available with the labor-intensive
and equipment-intensive methods falling at either extremes and the intermediate methods falling 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.
(Sanjay Kumar Nirmal)

Secretary General

From the Desk of Guest Editor, DG (RD) & SS MoRT&H
Sustainable Development
Communication network and more particularly road infra-structure is pre-requisite for economic and
social development of the Nation and therefore its development assumes the highest priority. However, at
the same time, it is also important to ensure sustainable development including protection of environment
and maintaining ecological balance. Development of Road Infrastructure is one of the major important
activity for ensuring communication among societies, districts, economic and industrial hubs. However,
very often, when aligning Road network we come across number of ecologically sensitive area, wild life
sanctuaries and other important places of archaeological and cultural importance and other sensitive areas
which also need to be protected. While aligning the highway in the first instance, alignment through these
areas has to be avoided and if unavoidable all necessary clearances from the concerned authorities may
be obtained before finalising the alignment. This is of utmost importance to ensure timely completion
of projects, reduction in time & cost overruns and reaping social and economic benefits besides revenue
generation by tolling.
During recent reviews it is observed that number of projects are stuck up because of alignment of the
highway passing through such ecologically sensitive area where proper attention for seeking environmental
clearances from the concerned authority of Ministry of Environment & Forests was not paid and requisite
land acquisition not done. These projects attracted intervention from National Green Tribunal and
subsequently in the Courts and the projects are still to take off. This is happening in case of highways
passing through protected forests and eco-sensitive zones. Number of projects have been sanctioned and
awarded without seeking clearance from the forest authorities/CRZ clearance and now the projects are
getting delayed. Further the forest authorities has refused to allow widening/further development of the
road passing through the forest area except for its strengthening through bituminous layers. This is affecting
the project completion besides attracting avoidable cost over-run due to change of scope. Looking to these
past experiences, it is more important to seek such clearances before sanction of the projects and in any
case before award of work. Such an eco-system is not sustainable which is draining our scarce resources
and need urgent correction by putting adequate attention in planning and preconstruction activities.
Ministry of Environment & Forest has brought out handbook of guidelines for effective and transparent
implementation of the provisions of Forest (conservation) Act, 1980 which is applicable w.e.f. 8th March,
2019. These may invariably be complied which are available on website www.parivesh.nic.in. Further,
MoEF has also brought out guidelines for development of stretches passing through the wild life sanctuaries
for mitigating the adverse effect which are available at the website of the MoEF and may scrupulously be
followed.
It is also important to bring out the cost benefit analysis of aligning the highway through sensitive area
vs. avoiding these areas, bringing out socio-economic advantage against the minor adverse impact on the
environment. After all, development has to continue to sustain the economic and social development of the
Country. Only emphasising on one aspect would not be desirable as it will lead to economic imbalances
leading to socio political issues.
(I.K. Pandey)

ADVERTISEMENT
OUTPUT
APRIL 8–14 2019, MUNICH AND EASY
OPERATION
Visit us at
Booth FS.909
AMMANN ARX 91 TANDEM ROLLER

The Ammann ARX 91 Tandem Roller is built to help operators of all experience levels succeed. The multifunction
display enables intuitive machine control, while the machine design improves visibility – and keeps the
jobsite safe. Of course compaction output matters, too, and you get it with the ARX 91. The roller features
a heavy-duty, two-stage vibrator and effortless adjustment of amplitude and frequency. Easy access to service
points makes maintenance quick and cost effective.
Ammann India Private Ltd., Plot No.2,143,144, AT - Ditasan, Post - Jagudan, State Highway,
Ditasan, Mehsana, Gujarat, PIN Code: 382710
Phone + 91 27 626 62 200, Fax + 91 27 626 62 222, ankur.tiwari@ammann-group.com
For additional product information and services please visit : www.ammann.com
PMP-2235-00-EN | © Ammann Group

ADVERTISEMENT

ADVERTISEMENT
ADVERTISEMENT
ADVERTISEMENT

ADVERTISEMENT

TECHNICAL PAPER
Flexible Pavement Reinforced with Planer Reinforcement -

Experimental Study
G Narendra Goud1 B Umashankar2
Abstract
Reinforcing flexible pavement with planer reinforcement in the form of geogrid and Hexagonal Steel Wire Mesh (HSWM)
in flexible pavements can improve their performance compared to unreinforced pavements. Quality aggregates for
constructing base and subbase layers of pavements are not readily available at all the construction sites and the introduction
of reinforcement can provide a sustainable solution in such sites. In this study, large-scale model experiments are performed
to obtain (a) load-settlement response of reinforced flexible pavements, and (b) interface properties of reinforcement
pavement base/subbase materials. The load improvement factor of reinforced pavement with respect to unreinforced
pavement can be used in the design of reinforced flexible pavements. While the interaction coefficients of reinforcement
with pavement materials can be used in numerical modeling of reinforced pavement systems. The load improvement
factors are found to vary from 1.1 to 1.9 for the two reinforcement types considered in the study corresponding to different
settlement ratios. The interaction coefficients range from 0.73 to 1.45 for geogrid and HSWM reinforced interfaces under
normal stresses ranging from 30 kPa to 90 kPa. The interface shear modulus of different interfaces considered in this
study range from about 19,773 kPa/m to 57,337 kPa/m corresponding to a normal stress equal to 90 kPa.
1. Introduction can improve the performance compared to unreinforced

pavements. Steel-wire mesh or geosynthetic reinforcement
Roads are one of the major infrastructure facility playing
can be installed within the subbase or base materials. In
a vital role in improving the socio-economic status of any
recent years, it has become a common practice to attend
country and also it is one of the major consumers of the
to asphalt pavement rehabilitation through milling and
construction materials. Flexible pavements constitute a
recycling technique and placement of steel-wire-mesh
major portion of Indian road network, the reasons being
within the asphalt layers or at the interface of bound
ease of construction and comfortable riding quality.
and unbound layers can severely hinder the pavement
Improving the performance of flexible pavements to
rehabilitation process. Very limited studies are available
sustain heavy traffic loading and traffic flow, especially
on reinforcing the base or subbase pavement layers using
on soft soil subgrades under severe climatic conditions,
steel-wire-mesh reinforcement. Quality aggregates for
has always been a challenging task. However, evolving
constructing base and subbase layers of pavements are
alternative construction techniques and materials keeps the
not readily available at all construction sites and the
hope of civil engineers to cope up with the requirements of
introduction of reinforcement can provide a sustainable
the society. One of the alternative construction technique
solution in such sites.
to improve the pavement life or to consume reduced
quantities of construction material for same performance Fig. 1 shows the cost to the agency on the x-axis and
is to use reinforcement in flexible pavements. Studies by the achievable knowledge about pavement performance
researchers Perkins (1999), Zornberg et al. (2008), Chen on the y-axis in relative terms with respect to different
et al. (2009), Palmeira and Antunes (2010), Latha et al. approaches with which pavements can be studied.
(2010), and Al-Qadi, et al. (2003) show that reinforcing Performance studies of the constructed pavements in the
the flexible pavement with the planer reinforcement in the field, study of test roads constructed especially to generate
form of geogrid and Hexagonal Steel Wire Mesh (HSWM) performance data, and accelerated pavement testing of
1
Assistant Professor, Dept. of CE-MVSR Engg. College, and Doctoral Student, Dept. of Civil Engineering, IIT- Hyderabad, Telangana,
E-mail: gnarendragoud@gmail.com
2
ssociate Professor, Department of Civil Engineering, Indian Institute of Technology Hyderabad, Telangana
A
E-mail: buma@iith.ac.in

TECHNICAL PAPER
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.
Fig. 2 Tensile Strength-Elongation Behavior of Different

Reinforcing Materials (Modified after Asphalt Academy
TG 3 2008)
Table 1 Properties of reinforcing materials
Material type
Material Property
GG1 GG2 GG3 HSWM
Aperture size / Mesh 31 40 66 105
opening, mm
Fig. 1 Financial Investment by Agency and Associated Percent open area, % --- 84 84 91
Knowledge about Pavement Performance (adapted from Tensile strength(MD/ 40/32 20/17 23/22 380-550
Hu-go et al. 1991) CMD*), kN/m kPa*
2. Planar reinforcement Rib thickness (MD/ 0.85 2.4/1.0 2.1/0.9 ---
CMD), mm
The flexible pavements may be reinforced using two-
Rib width (MD/CMD), --- 2.4/3.7 4.4/5.6 ---
dimensional reinforcement such as geogrids, or three- mm
dimensional reinforcement such as geocell, or combination
Diameter of rod (wire --- --- --- 2.4/4.4
of both geogrid and geocell in the form of basal mesh /transverse), mm
reinforcement to enhance the performance or to reduce
the base layer thickness, uncompromising the required * As per manufacturers datasheet
level of performance. The mechanisms through which
beneficial effects of reinforcement is realized in flexible
pavements are described by Perkins (1997). Fig. 2 shows the
expected tensile behavior of different materials potentially
useful as reinforcing material. Perkins (1999) found that
the improvement increases with increase in geosynthetic
stiffness. Asphalt academy TG 3 (2008) recommends use
of stiff reinforcing materials exhibiting the steeper stress-
elongation behavior. In the present study, three types of
geogrids made up of polypropylene and a Hexagonal Steel
Wire Mesh (HSWM) are selected as reinforcing materials
to understand the behavior when the gradually applied load
is normal to the pavement structure and also when the shear
load is applied in a large-scale reinforced pavement system. Fig. 3 (a) GG1 Photographs of the Reinforcing Materials

TECHNICAL PAPER
3. Large-scale model experiment

The performance of reinforced and unreinforced
pavement structure examined through Large-Scale Model
Experimental (LSME) studies. To model a full pavement
structure or may be part of it at prototype scale in a manner
that resembles field conditions as practical as possible the
LSME is devised.
3.1 Materials used in LSME
In this study, unpaved pavement structure overlying a
medium-stiff subgrade was considered. Subgrade was
prepared using locally available river sand. The maximum
density of sand was found to be equal to 1.78 g/cc using
Fig. 3 (a) GG2 Photographs of the Reinforcing Materials the vibratory compaction method. The Coefficient of
Curvature, Cc, and the Coefficient of Uniformity, Cu,
were equal to 1.13 and 1.89, respectively. As per the
Unified Soil Classification System (USCS) it is classified
as poorly-graded sand (SP). To prepare a strong aggregate
base layer overlying a sand layer, locally available crushed
aggregates of average size equal to 6 mm were used above
the sand subgrade layer. The details of physical properties
of the reinforcement (Fig. 3 (a) GG1 and Fig. 3 (d) HSWM)
used in this study are presented in Table 1.
3.2 Experimental Test Setup and Preparation of the
Pavement Section
Abu-Farsakh et al. (2014) used a test tank of 1.5 m long,
0.91 m width and 0.91 m depth applied static load on the
pavement section through a plate of 190 mm diameter, and
Montanelli et al. (1997) used a test tank of 0.9 m x 0.9 m
Fig. 3 (a) GG3 Photographs of the Reinforcing Materials in cross section to apply a repeated load through 300
mm diameter plate to study the behavior of geogrid
reinforced pavement. In the present study, a test chamber
of dimensions equal to 1m x 1m x 1m was used to study
the behavior of model pavement under 150 mm diameter
circular plate. Loading was applied through a computer-
controlled, servo-hydraulic actuator of 100 kN capacity.
The actuator was attached to a reaction frame with a
clearance height equal to 3.5 m. The detailed test bed
preparation procedure has been explained in Hariprasad and
Umashankar (2015). This method of sample preparation
was found to produce uniform sand samples inside the test
tank. The compaction of aggregates was carried out by
placing the aggregates in a single layer of 100-mm thick
and compacted to a relative density of 70%. Fig. 4 shows
the schematic diagram of reinforced pavement structure
prepared in the laboratory. The thickness of the aggregate
base layer (H1) and sandy soil subgrade (H2) was kept
Fig. 3 (d) HSWM Photographs of the Reinforcing as 100 mm and 800 mm respectively. The tests were
Materials conducted in a displacement-controlled mode keeping a

TECHNICAL PAPER
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.
Fig. 4 Schematic Diagram of the Test bed
3.3 Results and Discussion

Fig. 5 shows the variation of bearing pressure under
the circular plate with respect to the settlement for the
three cases, one with unreinforced section and others Fig. 5 Variation of Bearing pressure with settlement: Effect
with geogrid and hexagonal steel-wire-mesh- reinforced of reinforcement types for H1/B=0.66, and dr/B=0.45:
pavement sections. For the case of unreinforced pavement
section, a peak bearing pressure equal to 403 kPa is
reached within footing settlement of 25 mm followed by
a plateau in the load-settlement behavior. While no such
peak behavior in the load-settlement behavior was noticed
for the reinforced pavement sections (both GG1 and
HSWM) and the load was found to increase continuously
with the settlement for footing settlements within 50 mm.
Load improvement factors are obtained for reinforced
layered system corresponding to various settlement ratios.
Load improvement factor (If ) is defined as
(1)
where, qr is the bearing pressure under the footing resting on
the reinforced layered system at a given settlement, s, and Fig. 6 Variation of load improvement factor with
qo is the bearing pressure under the footing resting on the settlement ratio
unreinforced layered system at the same footing settlement.
Fig. 6 shows the variation in load improvement factor with 4. Large-scale direct shear testing
respect to different settlement ratios for both GG1 and of pavement materials
HSWM reinforcements. The improvement was found to be To model the reinforced pavement system, the shear

TECHNICAL PAPER
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.
Fig. 8 Gradation Curves of Subgrade, GB, and GS
Fig. 7 Directions of Interface Shear Stresses Indicating

Appropriate Soil-Reinforcement Interaction Modes
Adopted from Bergado et al. (2003)
4.1 Materials Used for Large-Scale Direct Shear Testing
The local soil near the construction site of IIT Hyderabad, Fig. 9 Compaction Curves of GB, GS, and Subgrade
Kandi campus was collected and investigated for various
4.2 Experimental Setup and Methodology
properties to use it as subgrade for large-scale direct shear
tests. The liquid limit, plastic limit, free swell index, To examine the interface shear properties of subgrade
maximum dry unit weight, optimum moisture content and soil, GS and GB with various reinforcements, large-size
CBR of soil found to be 37%, 13.2%, 25%, 18.4 kN/m3, direct shear apparatus having a shear box size equal to
13.5%, and 3.2% respectively. Standard Proctor compaction 300 mm × 300 mm × 200 mm in width, length, and height
energy equal to 600 kN-m/m3 was applied to compact was adopted. The test setup was attached with the vertical
subgrade soil. Indian Road Congress Specifications for and horizontal load cells of 45 kN capacity each, and two

TECHNICAL PAPER
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.
Fig. 11 Mohr-Coulomb Shear Strength Envelopes of Gravel

base (GB), Gravel Surface (GS), and Subgrade (SG)
Table 2 Shear strength properties of granular mixes
and subgrade soil
Material Cohesion c, Friction angle ф, (degree)
GS 94 68
GB 36 70
SG 48 25
Fig. 10 Photograph of the Large-Scale Direct Shear
Apparatus used for Interface Testing 4.3.1 Interface shear properties and interaction coefficient
4.3 Results of Large Size Direct Shear Testing To ascertain the interface shear strength, interface shear
tests of two geogrids (GG2 and GG3) of different aperture
The large-size direct shear tests on the subgrade (SG) sizes and HSWM with GB and subgrade were carried out
and two aggregate mixes (GS and GB) were conducted under three normal stresses equal to 30, 60, and 90 kPa.
at the selected moisture contents and unit weight, Fig. 11 A total 12 number of experiments were performed on four
presents the Mohr-Coulomb shear strength envelopes. types of reinforced interface specimens alone. The four
The fitting parameters cohesion intercept (c) and friction types of reinforced interfaces examined are as follows
angle (φ) considering linear variation of shear strength
1. GB-GG2-GB, 2. GB-GG3-GB, 3. GB-SWM-GB and
with change in normal stress are presented in Table 2. The
4. GB-GG2-SG. For the case of GB–GG2–GB interface,
subgrade under consideration did not show clear peak but
a peak was attained within a horizontal displacement
for the horizontal displacement beyond 20 mm, shear stress
of 5% of box size for higher normal stress, whereas at
along the horizontal plane reaches a plateau and there is no
lower normal stresses (equal to 30 and 60 kPa) even at
substantial increase further in horizontal stress. For the case
large horizontal displacement of the shear box, no clear
of graded aggregate mixes compacted at optimum moisture
peak shear stress was noticed. Figure 12 shows the Mohr-
content applying modified Proctor compaction energy, the
Coulomb shear strength envelopes at peak for the four
well-defined peak was noticed within 10–15 mm horizontal
types of interfaces selected.
displacement (3.3–5%). The GB layer comprising of higher
maximum aggregate size (37.5 mm) shows higher shear The Interface friction angle and adhesion intercept for
strength in comparison with the GS layer consisting lower GB–GG2–GB interface were found to be 69° and 54 kPa
maximum aggregate size (26.5 mm). The friction angles in respectively. It was observed that placement of geogrid

TECHNICAL PAPER
resulted in increased apparent cohesion of the material GB-SWM-GB 230 42

from 36 to 54 kPa; however, it decreased the friction angle
marginally (70° to 69°). Similar results were reported by The interaction coefficient of reinforcement with soil may
Tutumluer et al. (2012). The peak interface friction angle be defined as the ratio of the shear strength at the soil-
and adhesion intercept values for aggregate-soil interface reinforcement interface to the shear strength of the soil
reinforced with various types of geogrids observed by without reinforcement at the equal overburden pressure
Sakleshpur et al. (2017) were in the range of 8.8°–35.1° and Umashankar et al. (2015). Equation 1 is used to evaluate
26.3–111.6 kPa respectively. Kamalzare & Ziaie-Moayed the interaction coefficient of the reinforcement.
(2011) observed interface friction angle ranging from 42° to
46° and adhesion intercept ranging from 53 to 74 kPa for clay (2)
soil–geogrid–granular soil interfaces. In the present study,
where η is the interaction coefficient of reinforcement
interface friction angle was observed to range from 42° for
with soil at a specified normal stress, τreinforced is the
SG substratum to 69° for GB substratum, while adhesion
shear strength of reinforced soil, and τunreinforced is the
intercept was in the range of 75 kPa for SG substratum to
shear strength of unreinforced soil. An interaction
54 kPa for GB substratum when interface was reinforced
coefficient more than one indicates the beneficial
with GG2 and keeping GB superstratum in both the cases.
Table 3 provides the summery of shear properties of various effect of reinforcement with effective interlocking in
reinforced interfaces under consideration. It was observed the reinforced pavement systems. Table 4 provides the
that shear stress of HSWM reinforced interface was interaction coefficients of various reinforced interfaces.
substantially higher at all the normal stresses in comparison The interaction coefficient was more at 60 kPa normal
with that of geogrid reinforced interface, mainly due to stress for the case of geogrid reinforced interfaces, in
higher percentage of open area and stiffness of HSWM. The comparison with other two normal stresses, while for
higher interface shear stress could be mainly resulted from the case of HSWM reinforced interface, the interaction
higher percentage open area leading to increased mechanical coefficient diminished with increase in normal stress.
interlocking of aggregate particles against the lateral ribs, in Table 4 Interaction Coefficients for Various
addition to the tensile strength of the HSWM compared to Reinforcements with GB Substratum and
the geogrid reinforcement. The geogrid reinforced interface Superstratum
shear stress curves followed similar trend because of the
same percent open area (84%) and alike tensile strength Interaction coefficient
(17–23 kN/m) for the geogrids GG2 and GG3.
Normal Stress σn = 30kPa σn = 60kPa σn = 90kPa
Interface
GB-GG2-GB 0.73 0.95 0.87
GB-GG3-GB 0.78 1.16 0.82
GB-SWM-GB 1.45 1.23 0.95
4.3.2 Coulomb Friction Model for Interfaces

Coulomb friction model is generally used in modeling
of the interfaces on either side of the reinforcement. The
Fig. 12 Mohr-Coulomb Shear Strength Envelopes of interface shear modulus, GI (Eq. 3) expressed as the slope
Various Reinforced Interfaces of the elastic portion of the shear stress-displacement curve
of interface resulted from the direct shear test Perkins et
Table 3 Shear Properties of Various Interfaces al. (2004).
Adhesion Interface friction (3)
Interface
intercept ca, kPa angle δ, deg.
where τmax is the maximum shear stress, and Eslip is the
GB-GG2-GB 54 69 interface shear displacement parameter. Table 5 presents
GB-GG2-SG 75 42 the interface shear modulus values calculated for different
GB-GG3-GB 93 65 interfaces based on interface tests performed on various
reinforcement types and infill materials using Eq. 3. Eslip is

TECHNICAL PAPER
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

TECHNICAL PAPER
IMPACT OF PHOTO POLLUTION DUE TO OVER-ILLUMINATION

& CURRENT TRENDS IN HIGHWAY LIGHTING
Bharat Sojitra1 Sunil Singh Gangwar2

Abstract
Photo pollution is a phenomenon that has been reported since a long time, but the specialist's reaction is still modest.
There are some attempts for specific regulations. Using photographic tools can be a solution, especially because of the
possibilities to achieve global measurements of the lighting field. The purpose of this paper is to substantiate a work
in which the general public aware of the phenomenon, based on qualitative evaluations and quantitative assessments.
Moving from clear vision at night, for which there are sufficient quantitative information, toward the assessing of photo
(light) pollution. The outcome is to finding a way to better observe early forms of light pollution and also to promptly
report the serious situations. The purpose of this paper is to increase the awareness about the Bureau of Indian Standards
(BIS) Code of Practice for lighting of public thoroughfares and to provide practical guidance on energy-efficient street
lighting best practices. These guidelines can also contribute to the development of future standards.
1. Introduction natural conditions. As a major side-effect of urbanization, it

is blamed for compromising health, disrupting ecosystems
Photo pollution is the adding-of/added light itself, in
and spoiling aesthetic environments.
analogy to added sound, carbon dioxide, etc. Adverse
consequences are multiple; some of them may not be Light pollution is a broad term that refers to multiple
problems, all of which are caused by inefficient,
known yet.
unappealing or (arguably) unnecessary use of artificial
Scientific definitions thus include the following: light. Specific categories of light pollution include light
Photo pollution is the degradation of photo habitat by trespass, over-illumination, glare, light clutter, and sky
artificial light. It is the alteration of natural light levels glow. [1,2]
in the outdoor environment owing to artificial light 2. OVER-ILLUMINATION
sources. In other words, photo pollution is the presence of
Over-illumination is the excessive use of light. Over
anthropogenic light in the night environment. illuminations is responsible for loss of approximately two
It is exacerbated by excessive, misdirected or obtrusive uses million barrels of oil per day. Over-illumination stems
of light, but even carefully used light fundamentally alters from several factors:
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

TECHNICAL PAPER
• 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.
Table-2 Classification of Lighting Installation & Levels of Illumination [4]
Average Level Ratio Transverse

Classification Type of Luminaire
of Illumination Minimum/ Uniformity Ratio
of Lighting Type of Road
on Road Average = Min/ Max
Installation Preferred Permitted
Surface Illumination Illumination
(3) (5)
(1) (2) (4) (6) (7)
lux Percent
Group A1 Important traffic routes 30 0.4 33 Cut-off Semi-cut-off
carrying fast traffic
Group A2 Other main roads 15 0.4 33 Cut-off Semi-cut-off

carrying mixed traffic,
like Main City Streets,
Arterial Roads,
Through-ways, etc
Group B1 Secondary roads with 8 0.3 20 Cut-off Non-cut-off
considerable traffic or
like principal local Semi-cut-off
traffic routes, Shopping
Streets, etc.
Group B2 Secondary roads with 4 0.3 20 Cut-off or Non-cut-off

light traffic Semi-cut-off

TECHNICAL PAPER
4. OVERVIEW AND PROPOSED MODIFICATION ON HIGHWAY LIGHTING DESIGN CRITERIA AS PER

BIS STANDARDS AND CODE OF PRACTICES IN THE IRC MANUAL:
Table-3 Overview & Proposed Modification in IRC: SP: 73 - 2015 [4, 5, 6]
Reference As Per
S. No. Existing Parameters Proposal to Review &Update
IRC: SP: 73 - 2015
• Min. 30 to 40 kW Roof top solar power plant will
1.0 SECTION 10 : TOLL PLAZAS
be installed on Toll Canopy/ Toll Plaza area.
Clause 10.4.17 • Indoor lighting shall be with • All Indoor lighting shall be with LED Lamps
a.
Interior Lighting: Fluorescent Lamps. only.
b. Clause 10.4.17 • A height of 30 Mtr. for the mast • A height of 20 to 30 Mtr. is considered as per area
High Mast Lighting: is considered. of the Toll Plaza.
c. Clause 10.4.17 • A minimum requirement of • A requirement of average luminance on the Road
Highway Lighting: illumination on the road surface surface is 30 lux & uniformity ratio are Emin/
of average 40 lux shall be Eavg = 0.4 and Emin / Emax = 0.25 shall be
ensured. ensured.
• These shall be provided on the • These shall be provided on the Hot Deep GI Steel
mild steel welded tubular pole Welded Tubular/ Octagonal Pole of 8 to 11 Mtr.
of 10 m height from road surface height from Road surface & with 1-2 Mtr. over
and with 2 m overhang. hang as per design calculation.
• Sodium Vapour Lamp of 200- • LED Lamp of 70 to 250 Watts should be provided.
250 Watts should be provided. Wattage will be selected as per average lux
requirement.
d. Clause 10.4.17 • Higher level of illumination up • An average level of illuminance on below space
to average 100 lux by providing frame is 70 lux by providing 70 to 110 Watt LED
Canopy Lighting :
150 Watt Metal Halide lamps. lamps.
2.0 SECTION -12 PROJECT FACILITIES
Clause 12.4 STREET LIGHTING
a. Clause 12.4.1: The concessionaire shall make • The concessionaire shall make suitable
General suitable arrangements for arrangements for procuring power supply to
procuring power supply to ensure ensure uninterrupted lighting during night and
uninterrupted lighting during when visibility is low, including provision of DG
night and when visibility is low, sets as standby arrangements at key Junctions,
including provision of DG sets as Complex Flyover Interchanges, Major Built-up
standby arrangements. sections only and it will be follow strictly.
b. Clause 12.4.2: • Unless stated otherwise in this • Unless stated otherwise in this manual, the
Specifications Manual, the minimum level of Average level of illumination on the locations
illumination on the locations of the of the project Highway where lighting is to be
Project Highway where lighting is provided as per below :
to be provided shall be 40 Lux.
(1) Main Carriageway on entire Highway: Average
level of illumination on road surface is 30 lux.
(2) Service roads in Built-up sections/Grade
Separator/VUP/ Interchange area on entire
Highway: Average level of illumination on road
surface is 15 lux.
(3) Key Junctions & Complex Flyover Interchanges:
Average level of illumination on road surface is
40 lux.

TECHNICAL PAPER
(4) Main City Bypass Junctions without any

interchanges: Average level of illumination on
road surface is 20 Lux.
(5) VUP / PUP / CUP underpass crossings: Average
PUP / CUP Underpass crossings lighting shall
be operated through Solar power
(6) The rest area shall be provided with average
level of illumination of 30 lux on road surface.
c. 12.5 Truck Lay-byes Lighting:
12..5.5 The truck lay-byes and 50 Mtr. The truck lay-byes and 50 Mtr. length of the project
length of the project highway on highway on its either side shall be illuminated at
its either side shall be illuminated
night to provide average illumination of 30 lux on
at night to provide a minimum road surface by using Solar power LED street light
illumination of 40 lux. with day light sensor specially in those area where
no electrical connection is available at nearby
area.
e. 12.6 Bus bays and Bus Shelters Lighting :
12.6.8 The entire bus bay area shall be The entire bus bay area shall be provided with
provided with lighting minimum average level of illumination of 20 lux on road
illumination of 40 lux. surface by using Solar power LED street light with
day light sensor specially in those area where no
electrical connection is available at nearby area.
Table-4 Overview & Proposed Modification in IRC:SP: 84 - 2014; IRC:SP: 87 - 2013[4, 5, 7, 8]

Reference as per
S. No. IRC:SP: 84 - 2014; Existing Parameters Proposal to Review & Update
SP:87 - 2013
• Min. 30 to 40 kW Roof top solar power plant will
1.0 SECTION 10 : TOLL PLAZAS
be installed on Toll Canopy/ Toll Plaza area.
Clause 10.4.17 • Indoor lighting shall be with • All Indoor lighting shall be with LED Lamps
a.
Interior Lighting: Fluorescent Lamps. only.
b. Clause 10.4.17 • A height of 30 Mtr. for the mast • A height of 20 to 30 Mtr. is considered as per area
High Mast Lighting: is considered. of the Toll Plaza.
c. Clause 10.4.17 • A minimum requirement of • A requirement of average luminance on the
Highway Lighting: illumination on the road surface Road surface is 30 lux & uniformity ratio are
of 40 lux shall be ensured. Emin/Eavg = 0.4 and Emin / Emax = 0.25 shall
• These shall be provided on the be ensured.
mild steel welded tubular pole • These shall be provided on the Hot Deep GI Steel
of 10 m height from road surface Welded Tubular/ Octagonal Pole of 8 to 11 Mtr.
and with 2 m overhang. height from Road surface & with 1-2 Mtr. over
• Sodium Vapour Lamp of 200- hang as per design calculation.
250 Watts should be provided. • LED Lamp of 70 to 250 Watts should be provided.
Wattage will be selected as per average lux
requirement.
d. Clause 10.4.17 • Higher level of illumination up • An average level of illuminance on below space
Canopy Lighting : to 100 lux by providing 150 Watt frame is 70 lux by providing 70 to 110 Watt LED
Metal Halide lamps. lamps.

TECHNICAL PAPER
2.0 SECTION -12 PROJECT FACILITIES

Clause 12.3 STREET LIGHTING
a. Clause 12.3.1: The concessionaire shall make • The concessionaire shall make suitable
General suitable arrangements for arrangements for procuring power supply to
procuring power supply to ensure ensure uninterrupted lighting during night and
uninterrupted lighting during when visibility is low, including provision of DG
night and when visibility is low, sets as standby arrangements at key Junctions,
including provision of DG sets as Complex Flyover Interchanges, Major Built-up
standby arrangements. sections only and it will be follow strictly.
b. Clause 12.3.2: • Unless stated otherwise in this • Unless stated otherwise in this manual, the
Specifications Manual, the minimum level of Average level of illumination on the locations
illumination on the locations of the project Highway where lighting is to be
of the Project Highway where provided as per below :
lighting is to be provided shall
(1) Main Carriageway on entire Highway: Average
be 40 Lux.
(2) Service roads in Built-up sections/Grade
Separator/VUP/ Interchange area on entire
Highway: Average level of illumination on road
surface is 15 lux.
(3) Key Junctions & Complex Flyover Interchanges:
Average level of illumination on road surface is
40 lux.
(4) Main City Bypass Junctions without any
interchanges: Average level of illumination on
road surface is 20 Lux.
(5) VUP / PUP / CUP underpass crossings: Average
level of illumination on road surface is 40 lux. PUP /
CUP Underpass crossings lighting shall be operated
through Solar power
(6) The rest area shall be provided with average
level of illumination of 30 lux on road surface.
c. 12.4 Truck Lay-byes Lighting:

12..4.4 The truck lay-byes and 50 Mtr. The truck lay-byes and 50 Mtr. length of the project
length of the project highway on highway on its either side shall be illuminated at
its either side shall be illuminated night to provide average illumination of 30 lux on
at night to provide a minimum road surface by using Solar power LED street light
illumination of 40 lux. with day light sensor specially in those area where
no electrical connection is available at nearby area.
e. 12.5 Bus bays and Bus Shelters Lighting :
12.5.8 The entire bus bay area shall be The entire bus bay area shall be provided with
provided with lighting minimum average level of illumination of 20 lux on road
illumination of 40 lux. surface by using Solar power LED street light with
day light sensor specially in those area where no
electrical connection is available at nearby area.

TECHNICAL PAPER
5. MAJOR BENEFITS DUE TO AMENDMENT lab.

IN IRC MANUAL:
By adopting new and energy-efficient technologies,
(1) By using LED lamps instead of Sodium Vapor like two stage control for peak, off-peak traffic, and
Lamps - Increase the life of lamps, burning hours & sensor based street lighting system, large energy and
reduce Energy consumption. cost savings can be achieved. Considering the variable
power quality conditions in India, selection of lamps
(2) Reduction in CO2 (carbon) due to reduction in energy
that operate over a wide range of power parameters
consumption which is around 975 kg/ kWHr, which
would significantly reduce the replacement costs of
is a great benefit to the society & environment as a
the lamps by reducing the failure rate, although it may
whole. [9]
entail a high initial investment cost. The efficiency of
6. LATEST TRENDS: street lighting can also be significantly improved by
selecting appropriate optics for the luminaires as well as
Street lighting systems are not complete solution, if not
ensuring proper mounting height, overhang, and angle
integrated with automation and other intelligent features.
of tilt in a street lighting installation. Following these
Generally, it has been observed that an integrated smart
guidelines can enhance visibility and safety, and help
street lighting system provides over 30% of extra energy
reduce electricity consumption and costs, so as to free up
savings. Also, it provides the service provider with better
resources for other pressing needs, thereby contributing
control over the quality of the services. It gives better,
to the improvement of the overall quality of life.
dynamic remote management and faster outage response.
This also helps them immensely in reducing their O&M REFERENCES:
costs over time. i. Cinzano P: What is light pollution? Retrieved on July
An intelligent automation based street lighting system 10, 2008. Online as http://www.savethenight.eu
can be adopted at Toll Plaza By this smart system we can ii. Hollan, J: What is light pollution, and how do we
control, monitor and manage the street lights. It may be quantify it? http://amper.ped.muni.cz/light/lp_what_
a time based switching or day light sensor based system is.pdf
controlled with microprocessor/ SCADA programming. iii. Light Pollution Wikipedia-
This system will be beneficial for energy saving and
management. Web Based Street light monitoring also iv. https://en.wikipedia.org/wiki/Light_pollution#cite_
note-91
helps in remote monitoring of lights and hence immediate
action is possible if there is a problem or failure in any of v. Indian Standard, Code of Practice for Lightning of
the street lights. Public Thoroughfares, IS 1944 (Part 1 & 2): 1970 (RA:
2018).
7. CONCLUSION:
vi. Indian Standard, Code of Practice for Lightning of
A well-designed, energy-efficient street lighting system Public Thoroughfares: Part 5 Lighting for Grade
should permit users to travel at night with good visibility, Separated Junctions, Bridges and Elevated Roads
in safety and comfort, while reducing energy use and (Group D), IS 1944 (Part 5): 1981 (RA: 2018).
costs and enhancing the appearance of the neighborhood.
vii. IRC:SP:73 Manual of Specifications & Standards for
Conversely, poorly designed lighting systems can lead to Two- Laning of Highways with Paved Shoulders.
poor visibility or light pollution, or both. [10]
viii. IRC: SP: 84-2014 Manual of Specifications & Standards
Most importantly, the design of a street lighting system for Four Laning of Highways Through Public Private
must be appropriate for the site and should provide the Partnership.
level of illumination (lux) and uniformity of light.
ix. IRC:SP: 87-2013 Manual of Specifications & Standards
Decisions about lighting systems also should take into for Six Laning of Highways Through Public Private
account the relative importance in each situation of such Partnership.
characteristics as lamp efficacy, good color rendering, and x. Energy Efficient Street Lighting Guidelines- Bureau of
light distribution of different types of lamps. Energy Efficiency.
As a part of the design of street lighting system, after xi. NYSERDA How-to Guide to Effective Energy-
completion of installation work, a third party verification Efficient Street Lighting for Planners and Engineers.
of lux level shall be essential from any NABL accredited (http://www.rpi.edu/dept/lrc/nystreet/).

TECHNICAL PAPER
Need to lay down Criteria for Fixing of Road Side Furniture

with reference to ‘Distance between centre of Front Wheels
and Bumper (front overhang of vehicles) - in Urban areas
Kuldeep Singh1 Amarjeet Singh2 Arun Kumar Sharma3
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

TECHNICAL PAPER
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.
Fig. 4 Electric Pole in Middle of Central Verge

2.4 Fixing of Bollards Near Edge of Shoulders
Fig. 2 Railing in Middle of Central Verge
In some urban areas, bollards are provided at entrance
2.2 Flowers Pots on Narrow Central Verge
to service roads to prevent their usage by fast moving
For roads in urban areas, for beautification of central verge commercial vehicles. These bollards are invariably broken
and for achieving increase in effective height, flower pots by front overhang of commercial vehicles. The broken
are provided (as shown in Fig. 3). The shrubs in these pots bollards are replaced after long time and debris from
helps in cutting the head light glare of vehicle moving broken bollard also result in a traffic hazard.
in opposite direction. On many occasions movement of
trucks and buses hit these flower pots which fall on the
road thus resulting in a hazard in smooth movement of
traffic till removed and put in position.
Photo 1. Broken Railing at Edge of Road

2.5 Concrete/Steel Railing for Segregation of Traffic in
Fig.3 Flower Pots in Middle of Central Verge
Delhi
2.3 Electric Poles on Central Verge
RCC railing has been provided for segregation of traffic
To avoid head on collision between vehicles in many urban coming from ramps to the main carriageway at Shahdara
roads are being provided with narrow central verge and Flyover in New Delhi. These railings gets damaged by
in view of existing trees along shoulders, electric poles movement of commercial vehicles on account of poor
are being provided in central verge (as shown in Fig. 4). visibility of the railing in the absence of adequate retro
These poles when hit by any commercial vehicle, get tilted reflecting paint or tape on the railing thus resulting as
in the carriageway, resulting in undesirable hindrance obstruction in smooth movement of traffic.

TECHNICAL PAPER
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

TECHNICAL PAPER
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)
IRC Technical Committees Meeting Schedule for May, 2019
Date Day Time Name of the Committee

03-05-19 Fri 02.30PM Road Maintenance & Asset Management Committee (H-6)
Project Preparation, Contract Management, Quality Assurance and
11.00 AM Public Private Partnership Committee (G-1)
Bearings, Joints and Appurtenances Committee (B-6)
04-05-19 Sat
General Design Features (Bridges and Grade Separated Structures)
01.00 PM Committee (B-1)
03.00 PM Composite Pavement Committee (H-9)
07-05-19 Tue 11.00 AM Rural Roads Committee (H-5)
10-05-19 Fri 11.00 AM Management, Maintenance and Rehabilitation Committee (B-8)
Flexible Pavement, Airfield & Runways Committee (H-2)
11-05-19 Sat 11.00 AM
Subgroup of Loads and Stresses Committee (B-2)
17-05-19 Fri 11.00 AM Transport Planning and Traffic Engineering Committee (H-1)
Identification, Monitoring and Research Application (IMRA)
18-05-19 Sat 11.00 AM Committee
Hill Roads & Tunnels Committee (H-10)
25-05-19 Sat 11.00 AM
Loads and Stresses Committee (B-2)

TECHNICAL PAPER
APPLICATION OF MINISTRY OF ROAD TRANSPORT & HIGHWAYS (MORTH)

CIRCULARS FOR PAVEMENT OPTION STUDIES WITH CASE STUDIES
Swapan Bagui1 Atasi Das2

Abstract
MORTH issued two circulars for pavement option study. Default mode of pavement option is rigid pavement. Rigid
pavement option has been considered based on least Green House Gas emission, least life cycle cost and highest benefit
cost ratio. If flexible pavement option is considered, it shall be justified with consideration benefit cost ratio. Benefit cost
ratio should be greater than one. A methodology of pavement option has been developed based on these two circulars
of MORTH and presented in this paper for selection of pavement option. Two case studies have been carried for initial
pavement cost variation within 20 % and more than 20%. Flexible and rigid pavement option considered initially for Case
Study 1 and Case Study 2 respectively. Finally rigid pavement option has been found viable option based on life cycle and
benefit cost ratio analyses for both cases.
1. Introduction It decides the execution data by analysis of pavement

Life cycle cost analysis of existing road is becoming more administration information and experience to assess the
significant to determine the proper time of maintenance and pavement condition. Life-Cycle Cost Analysis (LCCA)
the proper action, which should be taken for maintenance. is a process for evaluating the total economic worth of
An efficient maintenance policy is essential for a cost- a usable project segment by analyzing initial costs and
effective, comfortable and safe transportation system. discounted future costs, such as maintenance, user,
But, the decision to maintain the road facilities, consider reconstruction, rehabilitation, restoring, and resurfacing
a number of possible ways from routine maintenance costs, over the life of the project segment.
action to reconstruction of the road network. Moreover, an LCCA is an economic method to compare among
economic analysis of a road network is dependent upon a alternatives that satisfy a need in order to determine
number of factors, which are responsible for deciding road the lowest cost option. According to Chapter 3 of the
serviceability level. Optimization model is an analytical AASHTO Guide for Design of Pavement Structures,
model, which helps to make a cost benefit analysis and life cycle costs “refer to all costs which are involved
compare that with various possible alternatives to give in the provision of a pavement during its complete life
out the best possible activity within the allocated budget, cycle.” These costs borne by the agency include the
before being carried out in field work. costs associated with initial construction and future
Road authorities of all around the world are finding maintenance and rehabilitation. In addition, costs are
and innovating ways to cope with the high cost of road borne by the traveling public and overall economy in
network maintenance, the increasing demands of road terms of user delay. The life cycle starts when the project
users and the changing traffic type and volume. The road is initiated and opened to traffic and ends when the
network plays a vital role in contributing to the economic, initial pavement structure is no longer serviceable and
social, cultural and environmental development of the reconstruction is necessary.
country. A well-maintained road is needed to make the
2. ADVANTAGE AND DISADVANTAGE
network sustainable for future generations. Improving
OF CHOOSING RIGID AND FLEXIBLE
road maintenance management has become a key factor
PAVEMENT
in developing nations like India. The instrument thinks
about and examines the relative monetary alternatives of Advantage and disadvantage of flexible pavement and
diverse constructional and recovery plans for a roadway. rigid pavement are presented in Table 1.
1
CGM, ICT (I) Pvt. Ltd. New Delhi E-mail: swapanbagui@gmail.com
2
GM GR Infra Projects Ltd. Gurugram E-mail: atasi.d@gmail.com

TECHNICAL PAPER
Table 1 Advantage and Disadvantage of Rigid Pavement and Flexible Pavement
S. No. Advantages Rigid Concrete Pavement Bituminous Flexible Pavement

1 Life Span Has a Life Span of 30-35 years. Life Span of 10-15 years.
2 Maintenance Requirement Minor repair at the joints or replacement Requires frequent extensive maintenance
during the Life Span of sealant at few locations. This is also (say after every three to four years)
required after 10- 12 yrs. during the design life on account of
formation of ruts, potholes, revelling
and deformation. Routine maintenance
as well as overlay and strengthening is
required.
3 Life Cycle Cost (LCC) Though initial cost of construction is Considering the Life Cycle Cost, it is not
higher, it works out to be economical economical to go for flexible pavement.
considering the Life Cycle Cost i.e.
initial cost and maintenance cost
4 Riding Quality Offers a very good riding quality for Riding quality deterioration is very
longer period i.e. 15-20 yearrs /more fast; in a short span of 4-5 yearrs. Thus
due to complete absence of ruts and requiring frequent laying of wearing coat
deformation in profile. after 4-5 yearrs. Road surface is required
to be restructured when the roughness
reaches value of 3000 mm per km
5 Abrasion Resistance Rigid Pavement being hard surface Bituminous surface rapidly disintegrates
offers high resistance to abrasion due to and get damaged specially on curves and
movement of traffic, especially heavily near bus stops on account of braking
loaded trucks and trailers. and accelerating forces. Thus requiring
frequent repair/ overlay
6 Oil Spillage It is totally unaffected by spillage of Spilled petroleum products dissolve
oils & lubricants from stationery and bitumen, resulting in loss of binder
moving vehicles. Thus it is best choice and loosening the aggregates. Thus the
for Bus Depots, Aircrafts Aprons, Hard surfaces get pitted and start disintegrating
standing, and truck parking bays, fuel with passage of time.
stations and Garages where chances of
oil spillage are high.
7 Skid Resistance In order to provide good skid resistance Smooth Asphaltic surface offers skid
surface, desired texturing can be much less skid resistance. Since it has to
achieved while the concrete is still depend on the texture of the aggregates
green. Texturing will easily last for for imparting skid resistance, open
l0-12 yrs. after which it is possible to textured surfaces likes chipping carpets
carryout re-texturing of the surface. and surface dressing can offer skid
Further drainage channels can lead the resistance but cannot be used on National
water away thus avoiding formation of Highway and Major roads
film between tyre and the road, thereby
preventing hydro-planing (Skidding).
8 Design Precision Precise Structural analysis & design Flexible pavement design is based mainly
is possible increase of rigid pavement on Empirical methods and depends on
as flexural strength of concrete can be the characteristic of the materials used
scientifically tested which form the for construction.
basis .

TECHNICAL PAPER
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.

TECHNICAL PAPER
Fig.1 Flow Chart for Pavement Option
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/

TECHNICAL PAPER
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

TECHNICAL PAPER
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.

TECHNICAL PAPER
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.

TECHNICAL
Announcement
PAPER
26th World Road Congress ABU DHABI 2019

“Connecting Cultures Enabling Economies”
6th to 10th October, 2019
The 26th World Road Congress will be held in Abu Dhabi, United
Arab Emirates, on October 6th-10th, 2019, under the theme
“Connecting Cultures, Enabling Economies”. The Congress
programme features the presentation of the results of the work
undertaken by PIARC’s 22 Technical Committees and Task Forces,
as well as a number of specialized session and workshops dealing
with topics of current and future interest and a large exhibition
in which road administrations, equipment and service providers,
consultants and road-related organizations will be present. What
more, Ministers from across the world will be present and share
their views on key themes such as Artificial intelligence, Land
Use Planning and future transport Network.
If you would like more information please visit:
www.piarcabudhabi2019.org
World Road Association (PIARC) www.piarc.org
Contact us: wrc2019@aipcrabudhabi2019.org
A Five Day GIAN Course on

Transportation in a High Tech, Automated and Connected Vehicle World
September, 16-20, 2019
Organized by
Transportation Division, Department of Civil Engineering
National Institute of Technology Warangal (Telangana)
The Ministry of Human Resource Development, Govt. of India has launched an innovative program titled “Global
Initiative of Academic Networks (GIAN)” in Higher Education, in order to garner and transfer the best international
experience to Indian audience. As part of GIAN, internationally renowned academicians and scientists are invited to
augment the Country’s academic resources, accelerate the pace of quality reforms and elevate India’ scientific and
technological capacity to global excellence.
For any queries regarding registration of the course, please contact the Course Coordinators:
Prof. CSRK Prasad,

Dr. Arpan Mehar,
Transportation Division, DCE
Transportation Division, DCE
NIT Warangal (Telangana)
NIT Warangal (Telangana)
Phone +91 870 2462117
Phone +91 8702462125
Mob. +91 94403 47348, Email: csrk@nitw.ac.in
Mob. +91 8332969421, Email: arpan@nitw.ac.in

EXPRESSION OF INTEREST
The Highway Research Journal (HRJ) is a reputed half-yearly periodical dedicated to research
technical papers published by IRC for the benefit of Highway Professionals and researchers. About
more than 11,000 complimentary hard copy of this periodical is dispatched through post to all IRC’s
Life Members and also soft copy emailed to E- members as well as hosted on IRC website. The research
papers are published in broad category of Pavement Engineering; Geotechnical Engineering; Traffic &
Transportation Engineering; Bridge Engineering; Environmental Engineering; etc.
In order to increase reach of this periodical across the globe, IRC intended to involve service of
professional publishers/publishing House for entire process of papers invitation, their evaluation
through subject wise Experts, printing, publishing and circulation to its members.
For the aforesaid work Indian Roads Congress seeking Expression of Interest from the Publishing
Houses/Publishers to take up the work of the publication of Highway Research Journal an half-yearly
Technical Journal of the Highway Research Board of IRC.
Interested Publishing Houses are requested to please send their EOI with the details of their printing
work and Printing press etc. to Indian Roads Congress upto 10th May, 2018 on Email: irchrb@gmail.
com
GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA - CALL FOR

SUBMISSION OF REPORTS ON ROAD RESEARCH CARRIED OUT
DURING THE YEAR 2018-19
One of the objectives of the Indian Roads Congress is to disseminate and propagate technical
knowledge and make Civil Engineers aware about National/ International research studies. To propagate
importance of research and make available all research related information under single publication,
IRC annually compiles research reports on Road & Bridge Research works being done in India, from
various organisations like, MORTH, NHAI, CPWD, BRO, NRRDA, IITs, NITs, Engineering Colleges,
Contractors, Consultants and Researchers. With the help of Central Road Research Institute, the compiled
data is published by IRC as “General Report on Road Research Work Done in India” every year.
Organisations concerned with research and development, construction, monitoring and maintenance of
Road & Bridge works, Traffic, Transportation and Geotechnical Engineering, etc are requested to report
the findings of Research & Development Projects carried out during the year 2018-19 in the relevant
Performance printed at page no. 38-42 (same in also available on IRC Website www.irc.nic.in), which
will prove beneficial to the members of the highway profession. The Reports may please be sent to the
Secretary General, Indian Roads Congress, Kama Koti Marg, Sector 6, R.K. Puram, New Delhi–110
022 by post or e-mail at: irchrb@gmail.com latest by 15th July, 2019.

GENERAL REPORT ONTECHNICAL
ROAD RESEARCH
PAPERWORK DONE IN INDIA
IRC HIGHWAY RESEARCH BOARD

GENERAL REPORT ON ROAD RESEARCH IN INDIA
PROFORMA SHEET FOR REPORTING R&D WORK FOR THE GENERAL REPORT
1. Please furnish the report in the specified proformae (specimen copies enclosed), using separate proforma for
each Project, appropriate to the Project Status, viz.:
Proforma A: Projects Reported for the First Time & On-going Projects Annexure 1
Proforma B: Completed Projects Annexure 2
Proforma C: Research Projects Related to Thesis for
Post Graduation/Ph.D. Annexure 3
Proforma D: R&D Activity Report by Consultancy Firms/Contractors/ Annexure 4
Concessionaires
2. Please furnish report, in Proforma A or B, only on those projects which have led to some significant
conclusions, or are expected to make R&D contribution of overall general interest.
3. Precise and concise information may be provided for EACH ITEM of the Proformae, in NOT MORE
THAN 100 WORDS. Additional important information, if any, may be appended separately.
4. The following codes may be used for indicating the Section and Sub-Section Codes on Each Project
Proforma:
Section Section Code Sub-Section Sub-Section Code
HIGHWAY PLANNING, DESIGN,
MANAGEMENT, PERFORMANCE
EVALUATION & INSTRUMENTATION
Highway Planning, 1100 Design 10

Design and Management Road Transportation Management 20
Road Pavement Management 30
Maintenance Management 31
Construction Management 32
Test Track Research 40
Software Development 50

Pavement Evaluation 1200 Surface Characteristics 10
Riding Quality 20
Skid Resistance 30
Structural Evaluation 40
Pavement Performance 1300 Pavement Performance 10

Traffic Characteristics & Effects 20
Material Characteristics 30
Shoulders 40
Mechanization, Instrumentation & 1400 Instrumentation Development 10

Micro-Processor Applications Micro-Processor/Applications 20
Mechanization 30
Section Section Code Sub-Section Sub-Section Code
PAVEMENT ENGG. &
PAVING MATERIALS
Soil Stabilization, Local 2100 Soil Stabilization 10

Materials and Local Materials 20
Low Volume Roads Low Volume Roads 30
Flexible Pavements 2200 Binders and Binder Improvement 10
Materials and Mixes 20

GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA
Pavement Design 30
Construction Techniques 40
Maintenance Aspects 50
Rigid Pavement 2300 Materials and Mixes 10

Pavement Design 20
Composite Pavements 2400 Binders and Binder Improvement 10

Materials and Mixes 20
Pavement Design 30
New Material 2500 Pavements 10

Bridges 20
GEOTECHNICAL ENGINEERING 3000 Landslides 10

Ground Improvement Techniques 20
Embankments and Slope Stability 30
Roads and Embankments in Clay Areas 40
Geo Synthetics & Geo Grids 50
BRIDGE ENGINEERING 4000 Structural Field Investigations 10

Laboratory Investigations 20
Foundation Investigations 30
Innovative Accelerated Bridge Construction 40
TUNNEL ENGINEERING 5000 Structural Field Investigations 10

Laboratory Investigations 20
Foundation Investigations 30
Innovative Accelerated Bridge Construction 40
TRAFFIC & TRANSPORTATION
Planning & Management 5100 Traffic Management Studies 10

Travel Demand Forecasting 20
Transportation Planning(Passenger & Freight) 30
Transportation Economics 40
Public Transport System 50
Intelligent Transportation System/
Highway Traffic Management/
Toll Management System 60
Traffic Engineering Studies 70
Safety & Environment 5200 Accidents and Safety 10

Traffic Noise 20
Air Pollution 30
Carbon Foot Print 40

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
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:_________

Annexure 3
PROFORMA - C
RESEARCH PROJECTS RELATED TO THESIS FOR POST – GRADUATION/Ph. D
Section Code
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 ____________
Annexure 4
PROFORMA - D
R&D ACTIVITY REPORT BY CONSULTANCY FIRMS/CONTRACTORS/CONCESSIONAIRES
Section Code
Sub-Section Code
1 Project / Activity Title

1.1 Date of Start and Duration 1.2 Date of Completion (Actual/ Targeted)
2 Organisation(s)*
3 Special Situations/ Problems faced During Investigations/ Constructions:
4 Methodology / Procedure adopted for solving the Problems:
5 Any New Materials/ New Technologies if Adopted:
6 Performance of such New Materials/ Technology:
7 Additional R&D / Work required in this area:
8 Further details can be obtained from:
8.1 Address 8.2 Mobile _________ Phone ________ Fax _________ 8.3 e-mail ID: ______

MoRT&H CIRCULAR

MoRT&H CIRCULAR

MoRT&H CIRCULAR

MoRT&H CIRCULAR

MoRT&H CIRCULAR

LIST OF IRC ACCREDITED NEW MATERIALS/ TECHNIQUES/EQUIPMENT/
PRODUCTS (valid as on 01 May, 2019)
The Committee for Accreditation of New Materials and Techniques formed under the aegis of Highway Research Board
of Indian Roads Congress (IRC) gives accreditation to patented or new materials / technologies / equipment, developed
in India/ abroad for being used on trial basis. These new materials are evaluated as per recognized National / International
Specifications.
The list of IRC accredited new materials/techniques/equipment/products, valid as on 01 May, 2019 is as mentioned
below:
S. No. Name of the New Material/ Usage
Technology/ Equipment/ Product
1 “SUNEXT 8” – Aliphatic, Acrylic Protection of exposed concrete structures
Based, Anti-carbonation Coating
2 “vSAFE” (Advanced Polymer) New To promote road safety and efficiency of road users
Gen Road Signage
3 “Ultracure” - white pigmented wax for use in concrete structures
based curing compound for concrete
4 Corrkil E System For the painting of Steel Bridges
5 Fluoro Polymer Based Coating For the painting of Steel Bridges
System
6 SikaBit T 130 SG Bridge Deck Waterproofing Membrane
7 Primeline Standard Thermoplastic Road Marking Material
8 IMS K100 Concrete Upgrading Admixture for Cementitious and Rigid Pavement
Construction
9 Roller Barrier Used to absorb shock, impact of the plying vehicle on the road and
ultimately minimize accidents/fatalities
10 Shaliplast LW++ Integral Waterproofing cum binder corrosion inhibitor for Bridges &
Reinforced Concrete
11 HMVG-50 stiffer/harder grade binder to prevent pavement failure due to increased
loads
12 Portadeck Heavy Duty Composite Access Mats and Floors/Working Platforms
13 Automark For use in safety of roads, bridges and structures
14 Asphaltoseal On concrete decks for waterproofing purpose in lieu of mastic asphalt
under BC overlay
15 Processed Steel Slag Alternate Aggregate for Flexible Pavements
16 Monopol 456 HB Anti-Carbonation Coating for Bridges and Concrete Structures
17 EPCO KP 200 Bipolar Concrete Penetrating Corrosion Inhibitor
18 Monopol Low Viscous Grout Material
19 RBI Grade-81 Stabilizer used in Road Construction
20 HZL Process Waste, Jarofix Used as filler material in road embankments
21 Imperial Smelting Furnace (ISF) Slag As fine and coarse aggregates & as filler for road embankment
22 Iter PPS 1000 CV Bitumen additive for use in flexible pavement
23 Superplast Bitumen additive for use in flexible pavement
24 Trolex NCAT NTO Apparatus to measure Asphalt content by the Ignition method

S. No. Name of the New Material/ Usage
Technology/ Equipment/ Product
25 Asphalt Content Tester (AIM 590) It is used for hot mix asphalt paving mixtures and pavement samples
26 i-lite Reflective Pavement Marker It is based on 100% indigenously developed technology whose
properties are in conformity with ASTM D 4280-94
27 Penetron Admix® (Crystalline Used for making the concrete permanently sealed against the
Waterproofing Admixture) penetration of water or liquids
28 GUJCON-CRF Nylone 6 Fibre Used as a secondary reinforcement in concrete roads and bridges
29 Waelz Kiln (WK) Slag Used in embankment, sub-base and bituminous/concrete pavement
30 Evocrete®ST Acts as an enhancer for the hydration process and increases water
impermeability and resistance to thermal/salt/acid/frost submitted to
the committee
31 ZycoTherm Warm mix additive
32 Geopolymer Concrete Eco-friendly Concrete which replace cement in concrete
33 Secugrid 30/30Q1 Used for base reinforcement of road loading to longer life or reduction
of thickness of aggregate & bitumen layer in pavement
34 CMR Bitplast Waste plastic impregnated and concentrated bitumen tablets for laying
flexible pavements
35 Asian Paints Smart Care APP Polymer Used as a Waterproofing/ damp proofing membrane in horizontal and
Modified 4mm Membrane vertical both directions
36 Asphalto Mastic Bitumen Membrane Waterproofing for bridge deck
37 Treated Drill Cuttings Used as a filler in construction work
38 Barrier System (Ezy Guard SMART) Used to secure the W-beam rail to the Z-Posts, eliminating the
MASH TL3 requirement for blocking pieces and rail stiffening plates
39 Barrier System (Ezy Guard HC) MASH Used to secure the thrie beam rails to the posts, eliminating the
TL4 requirement for blocking/offset pieces and rail stiffening plates
40 KSI Roller Safety Barrier Used for Traffic Island Toll Entrance, Terminal, Intersections, etc
41 Mazaa AC Pipes Used for sewerage and drainage
42 Coir Geo Textile Used in construction and maintenance of roads and embankments
43 Eliminator – Bridge Deck Waterproofing Waterproofing System
System
[MMA Resin Based Bridge Deck
Waterproofing System]
44 3M Median Markers Improves visibility of road safety devices
45 Roadstab Technology Soil Stabilizer used in construction of roads
46 3M Vertical Delineators Eliminating device for improving visibility road shoulders and median
opening
47 Aluminum Backed Prismatic Reflective Highly flexible and conformable Retro reflective sheeting
Sheeting
48 Shalipatch EC For crack repairing concrete and bituminous roads
49 APP Double Layer Membrane Bituseal For flyover waterproofing and replacement of mastic wearing coat
DR Bridge Deck
50 GID Pavement Markers Safety device used on roads
51 Superthermolay APP Membrane Used for bridge deck waterproofing applications
52 Shaliplast Asphaltomastic Used for bridge deck waterproofing applications

ADVERTISEMENT

. .
! !/
0 # / 1#
2 3#4 5 !6 7 5 8 95 !6
5 # !6
: 1 4 4 #5 ;; 5
+7 < # = >

94 2 0# :#4 7/ *920:7,

2 4 5 4 IB;
J
3+
+3J 0:7
! '$%" >
! A'$%
< 4 4 5 1 4 4 ##
& 5 1 # ## 4 4 # #4 #4

< 5
A%%13 4 A@) 4
25 #
B
;5
?. @@A@)@$$ #4
2
1
4
1 2
BC 5
3 1 94

!<27; D 5# 51 E# 5 4 F
! #
2 # #4 *
!
, 1 2 *2,
G7 E#
!#4 : GH% ### 4 5 #

4 # # 4
!;

# !
94
# 1

!
B

!
" # $$%%$ &
'()%$"")$)%%% *+,' - .
. .
Delhi Postal Registration No dl-sw-17/4194/19-21
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
A View of Eastern Peripheral Expressway in Haryana
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in

IRC May 2019 PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

IRC May 2019 PDF

Uploaded by

Copyright:

Available Formats

Delhi Postal Registration No dl-sw-17/4194/19-21

under ‘u’ Number u(sw)-12/2019-2021

A View of Eastern Peripheral Expressway in Haryana

94 2  0 # :#4 7/ *920:7,

3 1   94

 # 1  

Publisher & Editor: S.K. Nirmal, Secretary General, IRC

INDIAN HIGHWAYS MAY 2019 3

USE OF APPROPRIATE TECHNOLOGY IN DEVELOPMENT OF ROADS

Use of Manual Method for Concrete Roads

Use of Arch Bridges

4 INDIAN HIGHWAYS MAY 2019

Use of Local Soil and Marginal Stone Aggregates

Modern Computer based Asset Management

(Sanjay Kumar Nirmal)

INDIAN HIGHWAYS MAY 2019 5

6 INDIAN HIGHWAYS MAY 2019

AMMANN ARX 91 TANDEM ROLLER

INDIAN HIGHWAYS MAY 2019 7

8 INDIAN HIGHWAYS MAY 2019

INDIAN HIGHWAYS MAY 2019 9

10 INDIAN HIGHWAYS MAY 2019

Flexible Pavement Reinforced with Planer Reinforcement -

G Narendra Goud1 B Umashankar2

1. Introduction can improve the performance compared to unreinforced

INDIAN HIGHWAYS MAY 2019 11

Fig. 2 Tensile Strength-Elongation Behavior of Different

12 INDIAN HIGHWAYS MAY 2019

3. Large-scale model experiment

INDIAN HIGHWAYS MAY 2019 13

Fig. 4 Schematic Diagram of the Test bed

3.3 Results and Discussion

14 INDIAN HIGHWAYS MAY 2019

Fig. 8 Gradation Curves of Subgrade, GB, and GS

Fig. 7 Directions of Interface Shear Stresses Indicating

INDIAN HIGHWAYS MAY 2019 15

Fig. 11 Mohr-Coulomb Shear Strength Envelopes of Gravel

16 INDIAN HIGHWAYS MAY 2019

resulted in increased apparent cohesion of the material GB-SWM-GB 230 42

GB-SWM-GB 1.45 1.23 0.95

4.3.2 Coulomb Friction Model for Interfaces

INDIAN HIGHWAYS MAY 2019 17

18 INDIAN HIGHWAYS MAY 2019

IMPACT OF PHOTO POLLUTION DUE TO OVER-ILLUMINATION

Bharat Sojitra1 Sunil Singh Gangwar2

1. Introduction natural conditions. As a major side-effect of urbanization, it

INDIAN HIGHWAYS MAY 2019 19

Table-2 Classification of Lighting Installation & Levels of Illumination [4]

Average Level Ratio Transverse

Group A2 Other main roads 15 0.4 33 Cut-off Semi-cut-off

Group B2 Secondary roads with 4 0.3 20 Cut-off or Non-cut-off

20 INDIAN HIGHWAYS MAY 2019

4. OVERVIEW AND PROPOSED MODIFICATION ON HIGHWAY LIGHTING DESIGN CRITERIA AS PER

INDIAN HIGHWAYS MAY 2019 21

(4) Main City Bypass Junctions without any

Table-4 Overview & Proposed Modification in IRC:SP: 84 - 2014; IRC:SP: 87 - 2013[4, 5, 7, 8]

22 INDIAN HIGHWAYS MAY 2019

2.0 SECTION -12 PROJECT FACILITIES

c. 12.4 Truck Lay-byes Lighting:

INDIAN HIGHWAYS MAY 2019 23

5. MAJOR BENEFITS DUE TO AMENDMENT lab.

24 INDIAN HIGHWAYS MAY 2019

Need to lay down Criteria for Fixing of Road Side Furniture

94 2 0# :#4 7/ *920:7,

3 1 94

# 1

4. OVERVIEW AND PROPOSED MODIFICATION ON HIGHWAY LIGHTING DESIGN CRITERIA AS PER

(4) Main City Bypass Junctions without any

5. MAJOR BENEFITS DUE TO AMENDMENT lab.

94 2 0# :#4 7/ *920:7,

3 1 94

# 1