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Volume 43 Number 7 jUly 2015
Contents ISSN 0376-7256
Page
4 From the Editor’s Desk - Insertion of Social Cost, An Indispensable Prerequisite for Infrastructure Projects

Page Technical Papers

5 Laboratory Investigations on Stabilized Reclaimed Asphalt Pavement (RAP) Material

Ayyanna Habal M.S. Amarnath G.L. Sivakumar Babu

11 Partial Replacement of Fine Aggregate by Brick & Glass Powder for Different Grades of Concrete

H.K. Mahiyar Sunil Tiwari Shakti Pandey

17 Smart Roads

Y.C. Tewari

21 Tender Notice, MORTH, New Delhi

22 Tender Notice, Office of the Chief Engineer, NH, Odisha

23 Tender Notice, NH Circle, PWD, Dehradun

24 Tender Notice, MORTH, New Delhi

Jamnagar House, Shahjahan Road, Kama Koti Marg, Sector 6, R.K. Puram
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 From the Editor’s Desk

Insertion of Social Cost, an Indispensable Prerequisite

for Infrastructure Projects

S.S. Nahar
Dear Readers,

Adverse impact of infrastructure projects on environment is an externality, which imposes a social cost and
needs to be internalized. The cost at which projects are constructed do not reflect the real cost, which the
Society pays in terms of adverse impact on human health, the natural environment and biodiversity. There is
adverse impact of projects of environment in term of hazards to human health due to exposure to pollutions
of various kinds, damage to eco system and biodiversity due to interference with the eco system, reduced
opportunities to posterity due to faster depletion of resources, contribution to climate change and global
warming caused by emission of greenhouse gases (GHG), loss of agricultural output due to degradation of
land and shrinking arable area, loss of livelihood to persons and communities due to their displacement from
project sites and involuntary relocation elsewhere, impaired social bonding due to severance of communities
caused by projects, etc. The society as well as individuals suffer the costs of these externalities, but these are
not factored in cost of projects, which, therefore, do not reflect their real cost. Similarly, the usage charges for
the projects do not reflect the real price that needs to be paid for the use of the projects. Artificially reduced
costs (and hence the price for their use) causes a spurt in demand for projects and multiplies the adverse
impact on environment if the supply matches the demand. While the economists agree that these externalities
have to be internalized in the project cost or project use charges a satisfactory model for this has not emerged,
mainly because it is not merely a question of economics but also one of public policy, for example, reducing
demand by increasing the cost or price may be counterproductive to growth.

An apt policy initiative for ensuring incentives and disincentives for mandatory use of such green technologies
is warranted. It is candidly recommended that the project cost, unless includes social cost and cost of
environmental safeguards is misleading and gives a false sense of economy hence needs to be declared
unviable.

Place : New Delhi (Sajjan Singh Nahar)

Dated : 22nd June, 2015 Secretary General
 E-mail: secygen.irc@gov.in

4 INDIAN HIGHWAYS, jUly 2015

 LABORATORY INVESTIGATIONS ON STABILIZED RECLAIMED ASPHALT
PAVEMENT (RAP) MATERIAL
Ayyanna Habal*, M.S. Amarnath** and G.L. Sivakumar Babu***

ABSTRACT
Every year Hot Mix Asphalt (HMA) roadways are rehabilitated by milling the existing roadway and replacing the milled portion
with new HMA. As a result, a tremendous amount of Reclaimed Asphalt Pavement (RAP) is created and also large amount of good
quality aggregates are required to construct new pavement by conventional method. This leads to the exploitation of mother earth
causing ecological imbalance, scarcity of new materials, natural resource depletion and many environmental issues. The RAP material
can be reused by stabilization with cementing material is a good option to obtain a stiff pavement base course structure with better
load dispersing characteristics. The utilization of RAP material in road bases and sub-bases has been limited because there is lack of
laboratory and field performance data. Hence in the present study an attempt is made to characterize the RAP material stabilized with
cementitious stabilizer for road bases by conducting various laboratory investigations. This paper consist laboratory evaluation of
stabilized reclaimed asphalt pavement material. Cylindrical specimens of 100 mm diameter and 200 mm height are prepared by RAP
material blended with virgin aggregate and 4, 5, and 6% stabilizer dosages cured for 3, 7, 14, 28, 56 and 90 days curing period and
Unconfined Compressive Strength (UCS), Durability, and Ultrasonic Pulse Velocity (UPV) tests are conducted. From the laboratory
studies it was observed that the stabilization of RAP with RBI Grade-81 increases the strength and durability with increase in dosage
of stabilizer and curing period.

1 INTRODUCTION
A flexible pavement system basically
consists of an asphalt surface layer,
a base course, a sub-base and the
subgrade. The sub-base layer is
employed as subsurface drainage
layer, whereas, the base course which
is in between the surface layer and the
sub-base plays a very prominent role
in transferring the loads coming onto
the surface layer. Thus, base courses
in flexible pavements help to distribute
the traffic load. This ability to
distribute load is primarily a function
of stiffness and depth of base course.
The quality of the base course material
also affects the load distribution. While
distributing the load, the base course
itself must not be a cause of failure.
Therefore, the base course must have
enough strength to carry loads without
shear failure. Traditionally natural
aggregates derived from a variety
of rock sources have been used as a
road base material. But the extraction
of these natural aggregate resources
is increasingly being constrained
by urbanization, increased costs
and environmental concerns. Thus,
Recycling of pavement materials
has become an alternative in road
maintenance and rehabilitation by
* Former M.E. Student, E-mail: ayyanna.habal@gmail.com, ** Professor, E-mail: amaranth_ms@rediffmail.com Department
of Civil Engineering, UVCE Bangalore University, Bangalore, *** Professor, E-mail: gls@civil.iisc.ernet.in Department of
Civil Engineering Indian Institute of Science, Bangalore
conserving the natural resources. The
use of reclaimed pavement materials
in road construction could serve the
purpose of reducing the amount of
construction debris disposed of in
landfills, reducing environmental
disturbance and the rate of natural
resource depletion.
Most reclaimed asphalt pavement
materials, when used as a total
substitute for natural aggregates
in base applications, do not often
meet the minimum requirements
of standards/specifications. In such
cases, stabilization with stabilizers
like lime, cement or RBI Grade-81
allows the use of these low quality
reclaimed asphalt pavement materials
with the minimum required strength
characteristics. Stabilization of base
course with traditional stabilizers
like lime, cement forms the rigid base
which may leads to the cracking/
fatigue failure (Grey et al 2011)
meanwhile it should not be too much
flexible. It should be in between rigid
and flexible, semi-rigid layer is suitable
for base course this can be achieved
by stabilization with non-traditional
stabilizer like RBI Grade-81. It is
a natural inorganic, cementitious
hydration activated powder-based soil
stabilizer, developed for stabilization
of wide variety of soils. In the
present study the Reclaimed Asphalt
Pavement (RAP) material stabilized
with cementitious stabilizer. The
purpose of this study is to characterize
the RAP material stabilized with 4%,
5% and 6% stabilizer and present its
implications.
2 OBJECTIVE OF THE STUDY
The main objectives of the present
study are:
 To study the compaction and
CBR characteristics of RAP
material stabilized with 0, 4, 5
and 6% dosage of stabilizer.
 To study the UCS characteristics
of stabilized RAP mix cured for
3, 7, 14, 28, 56 and 90 days.
 Study the durability of stabilized
RAP.
 Present relationships of
unconfined compression strength,
between curing period and
dosage.
3 REVIEW OF LITERATURE
Taha et al (1999) studied laboratory
evaluation of RAP and RAP-virgin
aggregate mixtures as road base and
sub-base materials at Oman and found

INDIAN HIGHWAYS, jUly 2015 5


that stabilized RAP material able to
function as conventional sub-base
material. Another study conducted by
Thammovong et al (2006) evaluated
the RAP material stabilized with
cement as treated base by conducting
laboratory tests like UCS, ITS and
Resilient modulus(Mr) tests and
found that stabilization of RAP with
cement drastically increases the
strength with increase in stabilizer
dosage and curing period. Similar
study conducted by Grey et al (2011)
found that cement stabilized pavement
layer from 1% to 3% cement content
should be modeled as lightly bound
material and cement content greater
than 3% yields bound material.Solanki
et al (2010) investigated the effects of
different percentages of one traditional
additive- hydrated lime and two by-
products Class C fly ash (CFA) and
cement kiln dust (CKD) on the resilient
modulus (Mr) of four different clay
subgrades. It was found that at lower
application rates (3% to 6%), the
lime-stabilized soil specimens showed
highest enhancement in the Mr values.
At higher application rates (10%
to 15%), however, CKD treatment
provided maximum improvements.
Chai et al(2005)conducted a case
study of in-situ stabilization of road
base trial section in Malaysia. The
Falling Weight Deflectometer (FWD)
was adopted to determine the in situ
stiffness of the cement stabilized
road base material. The FWD would
assess the compressive strength and
the material stiffness of the cement
stabilized layer. The improvement
in the stiffness of the stabilized base
layer was monitored. FWD was
found to be useful for the structural
assessment of the cement stabilized
base layer prior to the placement of
asphalt layers. Using the FWD data,
Chai et al proposed an empirical
relationship between the deflection
and the stiffness modulus of the
6 INDIAN HIGHWAYS, jUly 2015
TECHNICAL PAPERS
pavement foundation. To check
the suitability of RBI Grade-81
stabilization in base layer Kumar et al
(2010) studied the soil and aggregate
stabilization using RBI Grade-81
stabilizers for subgrade and base
layer and found that RBI Grade-81
stabilized aggregate layer is suitable
as a base layer.
From the literature survey it was
observed that the RAP material can
be recycled and utilized in the base
course with new or virgin aggregates
to an extent of 10 to 100% RAP (Taha
et al 1999, 2002, Thammavong et
al 2006) in presence of stabilizing
materials like fly ash, lime, cement,
foamed bitumen and RBI Grade-81
etc. which improves the strength and
durability of the RAP mix. Many
researches have been conducted on
stabilization of RAP material with
traditional stabilizers like lime,
cement, foamed bitumen etc. but
limited researchdonein the area of
stabilization of RAP material with
non-traditional stabilizers like RBI
Grade-81 stabilizer. Hence in the
present study an attempt is made
Table 1 Physical Properties of Test Materials
Test RAP New Aggregate
Crushing Test 15.63%
Impact Test 21.45%
Specific gravity 2.15
Crushing and impact test results of
RAP are lower compared to new
aggregates this is because RAP
aggregates are coated with asphalt
binder which prevents crushing
and breaking of aggregates to some
extent. Also coating of RAP with
low specific gravity asphalt binder
decreased the specific gravity of RAP
than new aggregates.
to characterize the RAP material
stabilized with RBI Grade-81
stabilizer.
4 LABORATORY
INVESTIGATIONS
The experimental program was
designed and conducted to test and
determine the strength and durability
properties of stabilized RAP material
specimens at obtained gradation and
different dosage levels of stabilizer.
RAP mix specimens of size 100 mm
diameter and 200 mm height are
prepared and tested to determine the
strength and durability properties at
4%, 5% and 6% stabilizer contents.
4.1 Properties of the Test Materials
To check the suitability of materials,
a series of basic and engineering
tests have been conducted on new
aggregate and RAP material. The
basic tests include: grain size
distribution test, specific gravity,
impact test, and crushing strength
test. All the tests were conducted in
accordance with the current IS and
ASTM standard testing procedures.
Table 1 presents the physical
properties of test materials.
Standard Values as
per MoRTH
26.92% ---
23.45% Max 27%
2.68 ---
4.2 Material Proportioning by Trial
and Error Method
Due to mechanical degradation
during asphalt pavement removal
and pulverization the gradation is
disturbed. To get desired gradation
and percentage of additional material
required to be mixed with RAP
material; trial and error method is
adopted. The test results are shown
in Table 2 and grain size distribution
curves are shown in Fig. 1.
 TECHNICAL PAPERS
Table 2 Grain Size Distribution of Materials strength gaining. In order to determine
Gradation the strength of RAP mix CBR test
Sieve % Passing MoRT&H Limits was carried out as per IS:2720 part-16
Size, (Stabilized Base, Table for 0, 4, 5 and 6% stabilizer dosages
mm 400-4) immediately after preparing the
RAP 12.5 mm Dust Desired Lower Limit Upper sample. However soaked CBR test
down Grading (LL) Limit (UL) was conducted on untreated RAP mix.
(DG)
The strength of the RAP mix increases
37.5 100 100 100 100 95 100
with increase in curing period. To
19.0 98.00 100 100 99 45 100 study this increase CBR tests were
9.50 66.98 66.7 100 77 35 100 also carried out on RAP mix cured for
4.75 33.06 1.10 99.6 45 25 100 7 days. The test results are shown in
0.60 6.50 0.25 47 17 8 65 Table 3.
0.30 3.86 0.20 34 12 5 40 Compaction test and un-soaked CBR
0.075 0.81 0.20 11 4 0 10 tests are conducted immediately after
preparation of RAP mix samples at
From trial and error method, the of 45, 25 and 30% respectively. this point of time stabilizer acts like
suitable proportion of RAP material, Modified proctor compaction test is low density (700 kg/m3) fine material
12.5 mm down aggregates and stone carried out as per IS:2720 part-8 for 0, and it will not provide any bonding.
dust to be mixed to get desired 4, 5 and 6% stabilizer dosages. OMC Hence decrease in un-soaked CBR
gradation are 45, 25 and 30% and MDD were determined for various and MDD with increase in stabilizer
respectively. dosages of stabilizers. The test results dosage was due to increase in low
are presented in Table 3. density fines content. However 7 days
4.4 California Bearing Ratio (CBR) cured sample CBR increased with
Test increase in stabilizer dosage this is
Need for the CBR test was to check contributed by cementing action of
the contribution of stabilizer in stabilizer.

Table 3 Results of Compaction and CBR Test

Stabilizer Dosage OMC in % MDD in g/cc CBR (%)
in % Unsoaked 7 Days Cured
Fig. 1 Grain Size Distribution Curve of
RAP Mix 0 8.60 2.177 104 95
Results shows that 12.5 mm down and 4 8.40 2.150 85 123
stone dust of 25 and 30 % respectively
5 8.60 2.170 76 185
are required to get the suitable graded
material for road construction. This 6 9.20 2.163 102 228
is because even after pulverization
process fines of the RAP are in bonded 4.5 Unconfined Compressive of RAP mix treated with 4, 5 and
state with asphalt so we cannot extract Strength (UCS) Test 6% stabilizer dosages and cured for
these fines; this led to the higher In order to study the effect of 3, 7, 14, 28, 56 and 90 days under
requirement of fines in blend. stabilizer dosage and curing period damp sand. Fig. 2 shows the relation
4.3 Compaction Characteristics on strength of RAP mix, UCS test between unconfined compressive
The RAP mix is prepared by blending was carried out as per IS:2720 strength and curing period for RAP
RAP material, new aggregate and Part-10 on 100 mm diameter and mix treated with different dosage of
stone dust in the obtained proportions 200 mm height cylindrical specimens stabilizer.

INDIAN HIGHWAYS, jUly 2015 7


Fig. 2 Effect of Curing Period on Unconfined Compressive Strength
Fig. 3 shows the relation between
Static Elastic Modulus and curing
Fig. 3 Effect of Curing Period on Static Elastic Modulus
From the UCS test it was observed
that strength of the stabilized RAP
mix increases with increase in
stabilizer dosage and curing period
this is because stabilizer used is
cementation in nature as the dosage
and curing period increases bonding
between the RAP material, new
aggregates and fines increases which
helpsin gaining the strength.
4.5.1 Analysis of UCS Test Results
Multiple linear regression analysis is
conducted to develop the model by
considering dependent variable as
UCS and independent variables as
8 INDIAN HIGHWAYS, jUly 2015
TECHNICAL PAPERS
period for different dosage of
stabilizer.
varying curing period andstabilizer
dosage. Equation 1 presents the
multiple linear regression model
obtained based on the analysis. The
equation has correlation coefficient
of determination (R) of 0.972
and corresponds to 95% level of
confidence with a standard error
of 161.8 kPa. It may be noted that
maximum and minimum values used
in the analysis are 2826 kPa and
386 kPa respectively and hence the
regression equation represents the best
fit among the considered variables.
A comparison of measured and
predicted values of UCS is given in
Fig. 4.
UCS = -1347.73 + 429.90*(β1) +
14.93*(β2) ... Equ (1)
Where,
UCS = Unconfined Compressive
Strength in kPa
β1 = Stabilizer dosage in %
β2 = Curing period in days
4.6 Ultrasonic Pulse Velocity (UPV)
Test
In order to determine the dynamic
modulus of stabilized RAP mix UPV
test was conducted. Ultrasonic waves
have a higher transmission velocity
than sound waves. These waves
can pass through solids and can be
detected at far ends. The velocity and
scatter of the waves depend mainly on
the density and the elastic property
of the medium. The test consists of
short bursts of waves of frequency
range 20-150 kHz using an acoustic-
electro transducer and detecting the
pulses by the receiver across the
body of the specimen. The equipment
measures and records the time taken
by the waves to travel through the
specimen. Velocity is determined
from the time of travel which will
be in microseconds.The test is
conducted as per IS:13311 Part 1
(2004). Dynamic Young’s Modulus (E)
is determined by using the following
relation.
Where,
E = Dynamic Young’s Modulus in
MPa
µ = Dynamic poisons ratio
ρ = Density in kg/m3
V = pulse velocity in Km/sec
In the present study for the calculation
of dynamic modulus, poisons ratio is
assumed as 0.25 and the density is taken
from compaction test for respective

dosages of stabilizer. The results of
UPV test are presented in Table 4.
Fig. 4 Measured Vs. Predicted UCS Values
Table 4 Results of Ultrasonic Pulse Velocity Test
Stabilizer Dosage in Pulse Velocity (m/s)
% Modulus, E in MPa
4 1069
5 1740
6 2248
Fig. 5 Ultrasonic Pulse Velocity Testing
From UPV test results it was
observed that dynamic modulus of
the stabilized RAP mix increases
with increase in stabilizer
dosage indicating that RAP mix
stabilized with 6% stabilizer is
better than 4 and 5%. Increase in
stabilizer dosage provides more
bonding material in the mix which
leads to the stronger mix.
INDIAN HIGHWAYS, jUly 2015 9
TECHNICAL PAPERS
Ultrasonic Pulse Velocity Testing is 4.7 Durability Test
shown in Fig. 5. In order to check the durability of
the stabilized mix for base course
durability test by method-1 as per
IRC:SP:89-2010 is conducted. Two
identical set (containing 3 specimens
each) of UCS specimen which are
cured in a normal manner (under damp
sand) at constant moisture content for
7 days. At the end of 7 days period
one set is immersed in water while the
other set is continued to cure under
damp sand. When both sets are 14
days old they are tested for UCS. The
strength of the set immersed in water
as a percentage of the strength of set
cured at constant moisture content is
calculated. This index is a measure of
Dynamic Young’s the resistance to the effect of water on
strength. If this value is lower than 80
2047 % it is considered that the stabilizer
content is low and its value should be
5477
increased. The results are shown in
9106 Table 5.
Table 5 Results of Durability Test
Stabilizer UCS in kPa % UCS of Soaked
Dosage in 14 Days Cured 7 Days Sand Cured + Sample w.r.t
% under Damp 7 Days Immersed in Normal Cured
Sand Water Sample
(a) (b) (c) (c/b*100)
4 591 602 101.86
5 993 1030 103.73
6 1034 1121 108.41
It was observed that the UCS 5 CONCLUSIONS
value of 7 days normal cured and Based on the laboratory investigations
7 days soaked specimens has been following conclusions are made:
marginally increased about 1.86,
● With increase in dosage of stabi-
3.72 and 8.41% for 4, 5 and 6%
lizer there is no significant varia-
stabilizer dosages respectively,
compared to 14 days normal tion in OMC and corresponding
cured specimens in all the dosages MDD.
of stabilizer. This is because of ● With increase in dosage of
cementation action of stabilizer due stabilizer there is an increase
to soaking of stabilized mix. in CBR value of about 29,

95 and 140% for 4, 5 and 6%
respectively.
● UCS, Static and Dynamic elastic
modulus values of RAP material
stabilized with 4, 5 and 6% dosage
of stabilizer cured for 3, 7 and
28 days increased with the
increment of stabilizer content to
the RAP aggregate and a longer
curing duration could also lead to
a higher strength.
● Laboratory durability test
indicated that stabilized RAP
mix is durable. However field
durability test is required to
confirm.
REFERENCES
1. Anouksak Thammavong and Prof.
Dr. Direk Lavansiri. “Cement Sta-
10 INDIAN HIGHWAYS, jUly 2015
TECHNICAL PAPERS
bilization of Reclaimed Asphalt
Pavement Aggregate for Base
Layer”, Technology and Innovation
for Sustainable Development
Conference, Thailand, January 2006.
2. Chai, G.W.K, Oh, E.Y.N. and
Balasubramaniam, A.S. “In-Situ
Stabilization of Road Base Using
Cement - A Case Study in
Malaysia”, Proceedings of 15th
International Offshore and Polar
Engineering Conference, Seoul,
Korea, June 19-24, 2005.
3. Gray W, T Frobel, A Browne, G Salt
and D Stevens “Characterization
and Use of Stabilized Base Course
Materials in Transportation
Projects in New Zealand”. NZ
Transport Agency Research Report
461. 84 pp. December 2011.
4. Pranshoo Solanki, Musharraf M.
Zaman, and Jeff Dean “Resilient
Modulus of Clay Subgrades
Stabilized With Lime, Class C Fly
Ash, and Cement Kiln Dust for
Pavement Design” TRB, Washington
D.C, No. 2186, pp. 101–110, 2010.
5. Ramzi Taha, Galalali, Adnan Basma,
and Omar Al-Turk, “Evaluation of
Reclaimed Asphalt Pavement
Aggregate in Road Bases and
Sub-bases”, Transportation Research
Record 1652, pp. 264-269. 1999.
6. Ramzi Taha, Ali Al-Harthy, Khalid
Al’Shamsi, and Muamer Al-Zubeidi.
“Cement Stabilization of Reclaimed
Asphalt Pavement Aggregate for
Road Bases and Subbases”, Journal of
Materials in Civil Engineering,
ASCE, 14, No. 239 (2002).
7. Satander Kumar and Anukul Saxena,
“Soil and Aggregate Stabilization
for Sustainable Pavement” New
Building Material & Construction
World, December 2010.
 PARTIAL REPLACEMENT OF FINE AGGREGATE BY BRICK & GLASS POWDER
FOR DIFFERENT GRADES OF CONCRETE
H.K. Mahiyar*, Sunil Tiwari** and Shakti Pandey**

ABSTRACT
The present paper deals with experimental studies on concrete of different grades with partial replacement of fine aggregate by (i)
crushed brick powder (replacement by 10%, 20% & 30%) and (ii) crushed glass powder (replacement by 10%, 15% & 20%). The
compressive strengths of various grades of concrete at different days (3 days, 7 days and 28 days) have been determined along with
the measurements of workability using the slump test. Cement concrete of M 20, M 25 and M 30 grades were designed in the usual
manner as per IS 383 using the natural fine aggregate. The trial cubes were casted and tested at different stages. Now the fine aggregate
has been replaced partially by crushed brick powder of different percentage (i.e.10%, 20% & 30%) and crushing strength at the end
of 3 days, 7 days and 28 days was determined along with the slump value. Another alternative for replacement of fine aggregate by
crushed glass powder of different percentage (i.e. 10%, 15% & 20%) was tried along with the determination of slump value. It has
been found that the partial replacement of fine aggregate can be done by either crushed brick powder up to an extent of 20% without
any decrease in desired targeted strength at the end of 28 days. When the fine aggregate i.e. sand is replaced with 30% crushed brick
powder, the decrease in targeted strength at the end of 28 days was found to be ranging between 2.22% and 9.81% for different grades.
Similarly, when the fine aggregate is replaced with 20% crushed glass powder the decrease in targeted strength at the end of 28 days
was found to be ranging between 3.0% and 8.86% for different grades. The slump value was found to be decreasing in case of crushed
brick powder while it was found to be increasing substantially in the case of glass powder. A combination of both alternatives i.e. brick
powder (20%) and glass powder (15%) was also studied and it was found the compressive strength at the end of 28 days is respectively
96.13%, 86.93% and 78.09% of the targeted strength for M20, M25 and M30 Grade f concrete . Thus it can be concluded that the
partial replacement of fine aggregate by brick powder up to 20% and by glass powder up to 15% is quite good. A further increase in
the percentage of brick and glass powder does not decrease the characteristic strength of 28 days but there is a marginal decrease in
the target strength. A combination of brick powder of 20% and glass powder of 15% shows that the combination although gives the
required characteristic strength but falls short of target strength.

1 INTRODUCTION
Concrete is the most widely used
man-made construction material
in the world and is only second to
water as the most utilized substance
on the planet. A major portion of this
concrete volume is occupied by coarse
and fine aggregates. The selection of
coarse and fine aggregates should
be done carefully because they
significantly influence the properties
and durability of concrete. The
demand for aggregates is enormous
in the construction industry. The
increased extraction of coarse and
fine aggregates from the natural
resources is required to meet this
high demand. The increasing use
of natural fine aggregate creates an
ecological imbalance. Thus, the use of
an alternative fine aggregate is vital in
construction industry.
Aggregates are the important
constituents in the concrete composite
that help in reducing shrinkage
and impart economy to concrete
production. Most of the aggregates used
are naturally occurring aggregates,
such as crushed rock, gravel and sand
which are usually chemically
interactive or inert when bonded
together with cement. On the other
hand, the modern technological
society is generating substantially
high amounts of solid wastes both
in municipal and industrial sectors;
posing an engineering challenging
task for its effective and efficient
disposal. Hence, partial or full
replacement of fine aggregates by
the other compatible materials like
sintered fly ash, crushed rock dust,
quarry dust, glass powder, recycled
concrete dust, and others are being
researched from past two decades,
in view of conserving the ecological
balance. Even though, use of several
types of industrial solid wastes like
metallurgical waste, glass pieces, fly
ash, quarry dust, tyre and rubber waste,
crushed concrete waste, sludge’s and
others in making good field concrete
is being effectively done in European
countries, U.S.A and Australia; Asian
countries could not gear up to that
level to match with those countries.
Therefore, resource exploitation and
waste disposal problems are currently
rocking the sustainable development
in those countries (including India).
Glass is amorphous material with
high silica content, thus making it
potentially pozzolanic when particle
size is less than 75 μm (Federio.
L.M and Chidiac S.E, 2001, Jin. W,
Meyer. C, and Baxter. S, 2000). A high
amount of waste glass as aggregate is
known to decrease the concrete unit
weight (Christopher cheeseman, 2011,
Mageswari. L.M and B. Vidivelli,
2010). The fact that glass has high
silica content has led to laboratory
studies on its feasibility as a raw
material in cement manufacture. The
use of finely divided glass powder
as a cement replacement material
has yielded positive results (Malek
Batayneh, Iqbal Marie, Ibrahim Asi,
2007), Optimal dosage range of this
glass powder is chosen based on cement
paste studies. Selected properties of

* Professor, ** Former PG Students, S.G.S. Institute of Technology & Science, Indore (MP)

INDIAN HIGHWAYS, jUly 2015 11


the glass powder modified mixtures
are compared with the properties
of conventional concrete (C.Meyer,
S.Baxter and W. Jin, 1996, Narayanan
Neithalath and Nathan Schwarz,
2009).
Demolishment of old buildings
produces waste material (brick blasts)
which needs to be utilized in new
construction. These waste materials
usually dumped illegally or as landfill
material, can be reused to reduce
environmental issues (Batayneh, M.,
Marie, I. and Asi, I. (2007) and also
can save some pennies. These
demolished materials, which are
usually brick blasts, can be used
in making new concretes; this also
makes possible to eradicate waste
related problems (Kesegic, I. et.al.
(2008). Furthermore reusing the brick
blasts as coarse aggregate in concrete
can significantly reduce the weight
of concretes as well. Concrete is
utilized to a great extent in modern
construction industry however; self-
weight of concrete is itself a problem
especially towards construction of sky
scraper construction. In this regard
various materials are being used as
lightweight aggregates in concrete
including recycled aggregates, bricks,
glass, steel nails, industry waste and
fly ash focusing on without
compromising the strength of
concrete.
2 OBJECTIVES OF THE
STUDY
The main objective of the present study
is kept on strength and workability
of designed concrete mix by partial
replacement of fine aggregate using
crushed bricks and glass powder. In
the present research work the brick
powder has been utilized by partial
replacement of fine aggregate. Another
aspect of the present study is to use
glass powder as another alternative
for fine aggregate. Thus the present
research work is divided in two
aspects.
12 INDIAN HIGHWAYS, jUly 2015
TECHNICAL PAPERS
1. Use brick powder as partial
replacement of fine aggregate:-
The replacement of fine aggregate
by brick powder has been 10%,
20% and 30% by weight. The
crushing strength of design mix
of M-20 grade, M-25 grade and
M-30 grade of concrete at 3 days,
7 days, and 28 days has been
studied. In addition the
workability of concrete has also
been measured by slump test.
2. Use glass powder as partial
replacement of fine aggregate:-
The replacement of fine
aggregate by glass powder has
been 10%, 15% and 20% by
weight. The crushing strength
of design mix of M-20 grade,
M-25 and M-30 grade of
concrete at 3 days, 7 days, and
28 days has been studied. In
Table 1 Lab Test Results Conducted on Cement
S. No. Name of Test
1 Consistency
2 Initial Setting Time
3 Final Setting Time
4 3 days Compressive strength
5 7 days Compressive strength
6 28 days Compressive strength
SAND:- Fine aggregate resulting
from natural disintegration of rock
and which has been deposited by
stream or glacier agencies. Aggregate
which passes 4.75 mm IS sieve and
retains on 75 micron conforming to
IS 383-1970, zone-2 used in entire
work.
AGRREGATE:- Aggregate which
passes 20 mm IS sieve and retained
4.75 mm, naturally occurring crushed
stone used in the work.
BRICK POWDER:- Bricks bats
crushed in coarse powder form were
used as a fine aggregate for making
concrete. The waste bricks as obtained
from garbage of a broken building
were collected and pulverized to get
addition the workability of
concrete has also been measured
by slump test.
After finding the optimum percentage
of brick and glass powder, a
combination of both ingredients was
also tested for crushing strength and
workability.
3 MATERIALS USED
In conducting the experimental studies
in the laboratory following material
are used
CEMENT:- Portland Pozzolana
Cement (PPC) conforming to IS 1489
-1991 part 1 brand name ACC Cement
is used in the entire work. The specific
gravity of cement is 3.15 and satisfy
the requirement of IS:1489 (Part I)-
1991. Various tests were conducted
in the laboratory and the results are
tabulated in Table 1.
Results Requirement as per
Obtained IS:1489 (Part 1)-1991
33.11%
185 Min Not less than 30 Min
255 Min Not more than 600 Min
26.00 MPa Not less than16 MPa
30.8 MPa Not less than 22 MPa
50.5 MPa Not less than 33 MPa
the particle passing 4.75 mm sieve &
retained on 0.075 mm sieve to get the
grading of fine aggregate.
GLASS POWDER:- The waste
glass was obtained from the dump of
broken windows and door panels. It
was pulverized to get the particles
ranging between 4.75 mm and
0.075 mm in order to achieve the
grading of fine aggregate.
Table 2 shows the properties of
materials used for the experimental
work. Fig. 1 shows the gradation
curves for sand, aggregate, brick
powder and glass powder. The potable
water was used here for making
concrete.

Table 2 Lab Test Results Conducted on other Materials
S. No. Name of Test
1 Specific Gravity
2 Fineness Modulus
3 Bulk Density, g/cc
4 Water Absorption
Fig. 1 Grain Size Distribution Curves for Different Ingredients of Concrete
4 METHODOLOGY ADOPTED
FOR EXPERIMENTAL
WORK
After procuring the ingredient
required for making the concrete the
design of concrete mixes of M-20,
M-25 and M-30 Grades was done for
natural fine and coarse aggregates.
Nine numbers of cubes (size 150 mm
X 150 mm X 150 mm) for each grade
were casted by mixing the different
Table 3 Quantity of Material for Different Grade of Concrete
Quantity of Material (Kg)
Cement
Fine Aggregate
Coarse Aggregate
Water
Mix Proportion
Water Cement Ratio
The replacement in the quantity of
fine aggregate by brick powder was
of the order of 10%, 20% and 30%
(i.e. quantity of fine aggregate was
TECHNICAL PAPERS
of concrete cubes at the end of 3 days,
Test Results 7 days and 28 days was determined.
Similar procedure was adopted in
Sand Aggregate Brick Glass
replacing of the fine aggregate by glass
Powder Powder
powder.
2.65 2.84 2.36 2.58
The workability of all concrete
2.75 6.9 2.71 4.22
mixtures is determined through slump
1.60 1.85 1.32 1.56 test utilizing a metallic slump mould.
- 0.20% 15% NIL The difference in level between the
height of mould and that of highest
point of the subsided concrete is
measured and reported as slump. The
slump tests were performed according
to IS 1199-1959[11].
5 RESULTS & DISCUSSIONS
Compressive Strength:- The results
of crushing strength for various
grades of concrete prepaid as per mix
design using cement, sand, aggregate,
and water are given in Table 4. The
strength obtained at the end of 3 days,
7 days and 28 days were compared
with the desired targeted strength.
The results of the strength obtained
properties of ingredients as obtained as percentage of targeted strength
in the design mix. Table 3 shows the are shown in parenthesis in same
proportion of different ingredients table. The curves are drawn between
for various grades of concrete for compressive strength at different
making one cubic meter of concrete. age for different percentage of brick
The workability of concrete mixes powder is shown in Fig. 2, the same for
was measured by the slump tests. various percentages of glass powder
Curing of concrete cubes for 3 days, are shown in Fig. 3.
7 days and 28 days was done. The From Fig. 2 it is found that up to 20%
table mixer was used for ensuring the replacement of fine aggregated by brick
compaction of materials. powder the strength of concrete at 28
days are not much different from that of
concrete without replacement of sand
Grades of Concrete and more or less equal to the targeted
M-20 M-25 M-30 strength. For 30% replacement of sand
ther decrease in the achieved strength at
370 395 415
3 days, 7 days and 28 days is observed.
700 689 685 The target strength for M 20, M 25 and
1170 1148 1142 M 30 grades of concrete at 28 days are
185 189.6 186.75 respectively 25.10 MPa, 31.6 MPa and
1:1.89:3.16 1:1.74:2.90 1:1.65:2.75 38.25 MPa. The achieved strength for
0.50 0.48 0.45 these grades of concrete at 28 days is
respectively 25.10 MPa, 28.50 MPa
reduced by 10%, 20% and 30% by and 37.40 MPa. Thus deficiencies in
replacing brick powder of same target strength for respective grades
quantity). Now the workability of of concrete are only 5.6%, 9.81% and
fresh concrete and crushing strength 2.22%.

INDIAN HIGHWAYS, jUly 2015 13

 Table 4 Comparison of Compressive Strength for Different Cases

14
% Waste Grade of Concrete Designed
Material M – 20 M – 25 M – 30
used Targeted Compressive Strength 22.6 MPa Targeted Compressive Strength 31.6 MPa Targeted Compressive Strength 38.25 MPa
Compressive Strength achieved (MPa) Compressive Strength achieved (MPa) Compressive Strength achieved (MPa)
3 days 7 days 28 days 3 days 7 days 28 days 3 days 7 days 28 days
Concrete without replacement of fine aggregate
0.00 16.76 (63.0) 21.20 (79.7) 30.40 (114.3) 17.55 (55.5) 23.30 (73.7) 35.00 (110.7) 17.91 (46.8) 24.60 (63.3) 40.50 (105.9)
Brick Powder used as replacement of fine aggregate
10 16.20 (60.9) 21.00 (78.9) 29.60 (111.3) 18.40 (58.2) 22.10 (69.9) 33.00 (104.4) 19.00 (49.7) 26.00 (68.0) 39.40 (103.0)
20 15.70 (59.0) 22.00 (82.7) 27.20 (102.2) 18.50 (58.5) 23.20 (73.4) 32.60 (103.2) 17.00 (44.4) 25.00 (65.3) 40.10 (104.8)
30 13.90 (52.2) 17.33 (65.1) 25.10(94.4) 15.22 (48.2) 19.40 (61.4) 28.50 (90.2) 16.00 (41.8) 23.10 (60.4) 37.40 (97.8)
Glass Powder used as replacement of fine aggregate
10 17.20 (64.7) 22.00 (82.7) 31.50 (118.4) 18.10 (57.3) 24.40 (77.2) 34.10 (107.9) 20.20 (52.8) 25.20 (65.9) 40.10 (104.8)
15 18.10 (68.0) 21.80 (81.9) 30.60 (115.0) 19.10 (60.4) 25.80 (81.6) 31.00 (98.1) 21.40 (55.9) 26.60 (69.5) 42.00 (109.8)
20 16.10 (60.5) 20.30 (76.3) 25.80 (97.0) 17.02 (53.9) 22.10 (70.0) 28.80 (91.1) 16.80 (43.9) 23.20 (60.6) 35.90 (93.8)
Brick Powder (20%), Glass Powder (15%) used in combination to replace fine aggregate
20B + 15G 17.4 (63.9) 22.43 (84.3) 25.2 (96.1) 20.53 (65.0) 23.64 (74.8) 27.47 (86.9) 21.44 (56.0) 24.27 (63.4) 29.87 (78.1)
Note: - Figures in parenthesis shows Compressive Strength as percentage of Targeted Strength
TECHNICAL PAPERS

Fig. 2 Comparison of Compressive Strength of Concrete of Fig. 3 Comparison of Compressive Strength of Concrete of

INDIAN HIGHWAYS, jUly 2015

Various Grades with % of Brick Powder Various Grades with % of Glass Powder
 TECHNICAL PAPERS
Similarly replacement of fine slump value decrease and with increase brick powder and 15% glass powder
aggregate by crushed glass powder of glass content the slump value results in the increase in the slump
is also found to be very effective. increases. The combination of 20% value.
From Fig. 3 it is observed that up to
15% replacement of fine aggregate
by glass powder the strength of
concrete at 3 days, 7 days and
28 days are higher than those of
concrete without replacement of sand
(except for M – 25 grade of concrete
in which 28 days strength is
marginally less than that of concrete
without replacement of fine
aggregate). For 20% replacement
of sand by glass powder there is a
decrease in the achieved strength
at 3 days, 7 days and 28 days. The
deficiencies in target strength for
respective grades of concrete at 28
days are respectively 3%, 8.86% and Fig. 4 Comparison of Workability of Concrete of Various Grades
6.14%. with % of Brick Powder
The combination of 20% of brick
powder and 15% of glass powder
(thus making a total replacement of
fine aggregate is 35%) results in the
increase of compressive strength of 3
days and 7 days for all the three grades
of concrete but the 28 days strength is
less than that of concrete without any
replacement.
However, the strength obtained at 28
days is higher than the Characteristic
Strength for all the three mixes even
when 30% of brick powder alone is
used or 20% of glass powder alone is
used. For the combined case i.e. 20%
brick powder & 15% glass powder
the achieved strength is higher than Fig. 5 Comparison of Workability of Concrete of Various Grades
characteristic strengths of M – 20 and with % of Glass Powder
M – 25 grade of concrete while for CONCLUSIONS 15% of glass powder is very ef-
M – 30 grade of concrete the achieved On the basis of results obtained, fective as compressive strengths
strength is negligibly less than following conclusions can be drawn: at 28 days for all grades are more
characteristic strength. than the target strength.
1. Replacement of fine aggregate
Workability:- The results of by either crushed brick powder 2. Even 30% replacement of fine
slump value (in mm) are presented or crushed glass powder is found aggregate by crushed brick
in Figs. 4 and 5. It is observed that to be very effective. Up to 20% powder alone or 20% of glass
with increase in brick powder the replacement of brick powder and powder alone results in slight

INDIAN HIGHWAYS, jUly 2015 15


decrease in target strength but
more than the characteristic
strength.
3. A combination of 20% brick pow-
der and 15% glass powder (thus
a total replacement of fine aggre-
gate by 35%) gives strength more
than that of normal mix without
replacement at early stage of 3 and
7 days. The 28 days strengths are
though, less than target strength
but higher than the characteristic
strength.
4. The workability increase with the
increase in glass powder alone but
decrease with increase of brick
powder alone. When glass
powder and brick powder is used
in combination a good slump
value is obtained.
16 INDIAN HIGHWAYS, jUly 2015
TECHNICAL PAPERS
5. The use of brick powder and glass
powder as both are waste material
results in effective utilization of
waste with the drastic decrease
in the cost of concrete ingredient
i.e. fine aggregate.
REFERENCES
1. Batayneh, M. et. al. (2007) - “Use of
Selected Waste Materials in Concrete
Mixes” Waste Management,
27, 1870-1876. http://dx.doi.
org/10.1016/j.wasman. 2006.07.026.
2. Christopher C. (2011) - “Production
of Sintered Light Weight Aggregate
Using Waste Ash and other Industrial
Residues”, Belgium.
3. Federio. L.M and Chidiac S.E
(2001)- “Waste Glass as a
Supplementary Cementitious
Material in Concrete - Critical
Review of Treatment Methods”,
Cement and Concrete Composites,
vol, 31,606 - 610.
4. Jin.W, et, al (2000) – “Concrete with
Glass Aggregates”, ACI Materials
Journal, vol. 97.pp. 208-213,
5. Kesegic, I., et. al. (2008) - “Recycled
Clay Brick as an Aggregate for
Concrete: Overview.” Technical
Gazette, 15, 35-40.
6. Mageswari. L.M and B. Vidivelli,-
“The Use of Sheet Glass Powder as
Fine Aggregate Replacement in
Concrete”, the open Civil
Engineering Journal, vol. 4,65-71,
2010.
7. Malek B. et. al. (2007) - “ Use of
Selected waste Materials in Concrete
Mixes”, Waste Management,
vol. 27.
 SMART ROADS
Y.C. Tewari*

Synopsis
Smart Highway provides an entirely new approach to traditional roads that is not only beautiful and alluring but also sustainable
and cost-effective. Using a series of solar technologies, dynamic paint and smart sensors, the road could be designed to come alive at
night. Lanes would illuminate, electric cars would be charged, glow-in-the-dark paint would highlight dangerous conditions or traffic
patterns and street lights would light up only as a car approached.

1 INTRODUCTION is to make roads more sustainable years, many transport infrastructures

Infrastructure is the encompassing
framework of our daily life. Bridges,
tunnels, seaports and highways
comprise a major national investment.
The steady increase of the passengers
and goods traffic is putting the civil
infrastructure under a rude test.
Worldwide governments spend  huge
amounts of money on transport
infrastructure. Many bridges and
tunnels built a few decades ago need
repair and in many cases an extension
of their bearing capacity and lifetime
that exceed the original plans. Besides
the direct costs associated with these
interventions, the disruption to the
normal use of the structures causes
additional inconvenience including
traffic jams and accidents that
carry additional hidden costs. The
authorities managing the
transportation infrastructures face
the challenge of maintaining the
transportation network in a TECHNIQUES
satisfactory state using a limited
budget and with little perturbation
to its normal use.
Smart Highway is an interactive and
sustainable road. The Smart Highway
is not a completely new road, but rather
a kit of parts that can be applied to
existing roads as needed. It proposes
embedding highways with technology
that can raise an alarm when it
detects hazardous condition, visually
communicate when the road is
slippery, automatically charge electric
cars while driving, and generate
electricity for its own lights. The goal
and interactive by using light, energy
and road signs that automatically
adapt to the traffic situation.  New
design concepts include the ‘Glow-
in-the-Dark Road’, ‘Dynamic Paint’,
‘Interactive Light’, ‘Induction Priority
Lane’ and ‘Wind Light’.
Smart Roads is the brainchild of
Dutch designer Daan Roosegaarde.
Bringing his idea to fruition,
Roosegaarde, has teamed up with
multinational Heijman, one of
Europe’s largest engineers and road
manufactures. The earliest versions
of their jointly-developed Smart
Highway will appear later in 2014 on
a 150-meter stretch of a road in the
Netherland’s province of Brabant.
Roosegaarde predicts highways across
the world can be transitioned within
the next three to five years.
2 WIRELESS MONITORING
Wireless monitoring of bridges is one
of the more successful applications
of Smart Roads. Monitoring systems
using traditional wired sensor
technologies and several other
devices are time consuming to install
and relatively expensive. Wireless
Sensor Networks are a cost-effective
and scalable option for reducing
infrastructure maintenance costs and
increasing safety on the road.
The use of sensors can contribute to
these projects by creating a series of
smart applications that may lead to a
better and safer world. Throughout the
bridges, tunnels or viaducts have
collapsed due to natural disasters
or because of poor maintenance.
A wireless monitoring system with
MEMS (Micro-Electro-Mechanical-
Systems) sensors could reduce these
costs significantly. MEMS are small
integrated devices or systems that
combine electrical and mechanical
components. The principle of such a
system is shown in the scheme given
in Fig. 3. Each sensor device (mote),
which is itself a complete, small
measurement and communication
system, has to be power and
cost optimized. Using multi-hop
techniques, the data of the sensor
network has to be transmitted over
short distances of some 10 m to a
base station on site. There the data
items are collected and stored in a
data base for subsequent analysis.
This data can then be accessed by a
remote user. If the central unit detects
a hazardous condition by analyzing
the data, it raises an alarm message.
Each mote is composed of one or
more sensors, a data acquisition and
processing unit, a wireless transceiver
and a battery as power supply. The
acquisition and processing unit
usually is equipped with a low power
microcontroller offering an integrated
Analogue to Digital Converter (ADC)
and sufficient data memory (RAM)
to store the measurements. This unit
also incorporates signal conditioning
circuitry interfacing the sensors to the
ADC1.

* Principal Scientist, CSIR-CRRI, New Delhi, E-mail: yogesh.crri@gmail.com

INDIAN HIGHWAYS, jUly 2015 17


Fig. 1 Scheme for Wireless Sensing of Large Structures using Radio Frequency
Monitoring systems in tunnels are also
widespread around the world. From
air flow to visibility, and a wide range
of gases (CO, CO2, NO2, O2, SH2 and
PM-10) are the most demanded
parameters to monitor air quality inside
tunnels. At this time, many of these
systems are wired installations:   the
deployment of  Wireless Sensor
Network  would save money, increase
safety and reduce installation times2.
Weather conditions are highly related
to road safety. There are a lot of
different weather applications in
which Wireless Sensor Networks
can improve safety on our roads.
Weather stations or remote sensors to
measure temperature, humidity and
other similar parameters are already
being used in highways to make them
Smart Roads. As an example, the
Madrid city government has  recently
installed  a series of temperature
sensors buried under the road surface
to monitor the appearance of ice plates
in real time. The Madrid government
introduced the Plan Inclement Winter
in 2011/2012 by which all human
and material resources available to
the regional government to deal with
problems connected with winter are
coordinated.  Nine pavement sensors
are strategically placed on the roads
to prevent and avoid the formation of
ice arenas. These sensors complement
the eight weather stations in operation,
improving the prediction system to act
before the ice comes to creating danger
on the road. It has made a heat map of
18 INDIAN HIGHWAYS, jUly 2015
TECHNICAL PAPERS
the main road network to identify the
locations most sensitive to frost. From
the three degrees, the sensors activate
and warn of the possible occurrence
of ice on the road, allowing to act
quickly and rub salt in that area before
the ice sheet is generated. This avoids
skidding of high speed vehicles and
thus reduces accidents.
3 SMART LIGHTING
3.1 Glow-in-the-Dark Road
Markings
Research on smart transportation
systems and smart roads has existed
for over 30 years. What’s lacking is the
implementation of those innovations
and making those innovations intuitive
and valuable to the end-consumers, the
drivers. For this, a mentality change
needs to take place within a country
and its people. The Smart Highway by  become intelligent.
Studio Roosegaarde  and infrastructure
management group  Heijmans  won
Best Future Concept at the Dutch
Design Awards in 2012, and has
already gone beyond pure concept.
The studio has developed a photo-
luminising powder that will replace
road markings. Not only do these
markings glow in the dark, they also
increase illumination. The photo-
luminising powder in the paint
charges when exposed to sunlight
and provides up to 10 hours
of  luminescence.  Thus, it’s a “green”
way to  supplement conventional
lighting. (The tiny glass bids in
thermoplastic paint marking also do
this job but are short lived.)
Fig. 2 Glow in the dark Road Marking
The first few hundred metres of glow-
in-the-dark, weather-indicating road
were installed in the province of
Branbant in 2013. It will be followed
by priority induction lanes for electric
vehicles, interactive lights that switch
on as cars pass and wind-powered
lights within the next five years.
The idea is to not only use more
sustainable methods of illuminating
major roads, thus making them safer
and more efficient, but to rethink the
design of highways at the same time
as we continue to rethink vehicle
design. As Studio Roosegaarde sees it,
connected cars and internal navigation
systems linked up to the traffic news
represent just one half of our future
road management systems - roads
need to fill their end of the bargain and
3.2 Dynamic Paint
Weather conditions affect road
safety- therefore, the use of sensors
and smart applications could reduce
the number of road accidents. Smart
Roads could  take advantage of solar
energy for power, clearing city streets
of ice and snow by simply melting
it away. Furthermore, temperature-
responsive dynamic paint could be
used to make ice crystals visible to
drivers when cold weather makes road
surfaces slippery. This feature is being
termed “weather-indicating roads”
in some articles. “Dynamic paint” is
a much broader term. Dynamic paint
becomes visible in response to road

surface conditions. For  instance, the
concept shown below involves images
of ice crystals appearing when the
road temperatures are low enough for
ice to form.
Fig. 3 Dynamic Paint
Smart Lighting could also be applied
to Smart Roads by fitting the roads
with power-saving lights that gradually
brighten as vehicles approach and
switch themselves off after they pass.
Fig. 4 Smart Lighting
4 PRIORITY INDUCTION
LANES FOR ELECTRIC
VEHICLES
These lanes act as a charging pads
for EVs.  It’s speculated that this
will involve induction coils buried
in the road, though specifics on the
technology haven’t been released.
Given how fast technology changes,
it’s good to keep an open mind about
specifics on medium-term concepts.
This concept seems like it could meld
nicely will driverless vehicles3.
While the technology exists to charge
EV cars wirelessly while in motion,
the cost of putting inductive coils
underground every few feet on the
highway is very high. It will be better
to use this still infant technology at
high-traffic intersections, bus stops or
stop signs where energy can be more
efficiently transferred.
INDIAN HIGHWAYS, jUly 2015 19
TECHNICAL PAPERS
Fig. 5 Priority Induction Lane
5 DRIVERLESS VEHICLES
Connected cars through vehicle to
vehicle communication system and
internal navigation systems are also
important for smart roads as such
vehicles help increase capacity of
smart roads. The Smart Highway
Fig. 6 Causes of Road Accidents: 2011
Road traffic fatalities are one of
the most important causes of death
globally. According to the World
Health Organization (WHO), more
than 150,000 people will be killed on
the roads by 2020, since car population
would multiply in developing
countries, increasing the number of
vehicles on the world´s roads up to 2
billion from 1.2 billion at present.
Fault of driver is the main cause of
road accidents. Indian study in 2011
seems complimentary to driverless
vehicles. If all cars were fitted with
vehicle-to-vehicle communication
systems, a signal could pass between
the two when they sense they are
getting too close for comfort.
That signal might go straight to the
trailing vehicle’s brakes, slowing it
without the driver moving a muscle.
A more likely and less potentially
dangerous response would be for the
signal to alert the driver to a braking
vehicle ahead. The alert which could
be a beeping alarm, flashing light or
vibrating steering wheel would come
fast enough for the driver to recognize
the danger and react.
showed that 77.5% accidents were
caused due to driver’s fault4.
A  paper  presented by Columbia
University’s Patcharinee Tientrakool
at the Institute of Electrical and
Electronics Engineers (IEEE)
conference, compares the safe driving
distance and resulting highway
capacity for three  scenarios: on
highways with 100 percent manual
cars, 100 percent cars with sensors that
automatically brake, and 100 percent

self-driving automatic cars. Here are
the results of Tientrakool’s research:
If 100 percent of cars use vehicle-
to-vehicle communication highway
Fig. 7 Safe Driving Distance vs Highway Capacity
If the highway of the future is filled
with self-driving cars, main cause of
accidents will be eliminated. Cities
will be able to do something that only
happens in their dreams: increase the
number of vehicles a highway can
handle without building expensive
new highways or adding more lanes.
And while self-driving cars might be a
long way out, it’s clear that when they
are widely implemented it will be a
game changer. Not only will they make
highways more efficient and save on
TECHNICAL PAPERS
capacity increases by 43 percent. If all
cars are also autonomous and talk to
each other that capacity increases by
an impressive 273 percent5.
gas by making traffic jams obsolete,
but, at least from what we’ve observed
so far, they will be really safe.
CONCLUSIONS
Future Smart Roads applications are
about to come to our lives, and most of
them will improve our quality of life.
As automakers look into developing
a new generation of tech-savvy cars
that can drive themselves, others are
tackling a seemingly more difficult
task: giving the concrete roads they
drive on, brains of their own.   Road
safety, increased capacity and savings
in energy and lighting are the main
advantages of smart roads.
ACKNOWLEDGEMENT
The author wish to thank Director
CSIR-CRRI, for permission to
publish this paper. The author also
acknowledge figures taken from the
referred publications/articles.
REFERENCES
1. Tewari, Y.C. (2011), “Health
Monitoring of Civil Structures”
Diamond Jubilee Year Souvenir
CSIR-CRRI, July 16, 2011.
2. http://www.libelium.com/top_50_
iot_sensor_applications_ranking
3. h t t p : / / w w w. b b c . c o . u k / m u n d o /
noticias/2012/11/121105_tecnolo-
gia_autopista_inteligente_aa.shtml
4. Document on “Road Accidents in
India, 2011”, Ministry of Road
Transport and Highways, Transport
Research wing, New Delhi.
5. Patcharinee Tientrakool, Ya-Chi Ho,
and Nicholas F. Maxemchuk (2011)
“Highway Capacity Benefits from
Using Vehicle-to-Vehicle Commu-
nication and Sensors for Collision
Avoidance” IEEE Xplore, Digital
Library.

OBITUARY

The Indian Roads Congress express their profound sorrow on the sad demise of Late Shri Bibekananda Talukdar,
resident of Vivek, H.No. 62, R. G. Baruah Road, Guwahati (Assam). He was an active member of the Indian Roads
Congress.
May his soul rest in peace.
____________

The Indian Roads Congress express their profound sorrow on the sad demise of Late Shri R. Natarajan, resident of
J-539, Sena Vihar, Kammana – Hallimain Road, St. Thomas Town P.O., Bangalore, Karnataka. He was an active
member of the Indian Roads Congress.
May his soul rest in peace.

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