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published on 24 JUNE, 2019 JULY, 2019
Indian Highways Advance Month, JULY, 2019
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Indian Highways
Volume : 47 Number : 7 Total Pages : 52

Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in
 Indian Highways
Volume : 47 Number : 7 ● JUly, 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, & 48
 Call for Technical Papers 10
 Irc Technical Committee Meeting Schedule For July, 2019 10
Technical Papers
 Transportation System Planning for a Workcentre Campus with Direct Access to National Highway 11
By Wilson K C, Salini P N, V S Sanjay Kumar & Dr. B G Sreedevi
 Evaluation of Alluvial Soil Subgrade for Forensic Purposes Using In-Situ Testing Techniques 18
By Sidhu Daljeet Singh, Jha Jagadanand & Gill K.S.
 Road Safety : A great Challenge 24
By D Sarangii
 Good Practices for the Social and Environmental Enhancement in Rural Roads Project: The Fact Related to Rajasthan 28
By Dr. Mohammad Isa Ansari
 Value Added Mixtures for Flexible Pavement Layers using Coal Mixed Rejected Aggregates from Thermal Power Plant 34
By Yash Pandey, Dr. Sangita & Dr. Vandana Tare
 Announcement Regarding General Report on Road Research 38
 List of Irc Accredited New Materials/Techniques/Equipment/Products 39 & 40
 MoRT&H Circular 41
 New/Revised Publications of IRC 42
 Tender Notice 43-47
 Announcemt of Irc Regional Workshop & Registration Form 49-50

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 JULY 2019 3
 FROM THE EDITOR’S DESK

OVERLOADING OF COMMERCIAL VEHICLES

Our country has an extensive road network of about 5.90 million km. This road network is no doubt
impressive in size, but unfortunately not able to provide the desired level of service and safety to road users.
The unanticipated growth in volume of goods vehicles coupled with heavy axle loads carried by them, as
compared to standard axle loads considered in pavement design, is responsible for causing extensive damage
and premature deterioration of road network.
The extra load carried on any axle of vehicle, more than that permitted legally by the Govt. is defined as
over loading. As per Motor Vehicle Act, the Legal Axle load limit notified in July, 2018 is 11.5 tonne, 21
tonne and 27 tonne for Single, Tandem and Tridem Axles respectively. These values are amongst the highest
when compared with developed countries. The truck operators resort to overloading for minimizing the total
transportation cost per tonne km by carrying maximum pay load in least number of trips without bothering to
the damages they are causing to the pavement structure.
A more rational way of minimizing number of trips will be to use multi axle trucks with higher Gross Vehicle
Weight (GVW) capacity, without overloading axles. Researches in the USA and South Africa have shown that
an axle carrying double the legal load, may cause damage equivalent to 16 to 60 times that of a standard axle
load (8.1 tonnes) depending on the conditions of the road structure.
Overloading of commercial vehicles has been contributing to the premature failure of majority of road
stretches in the country. The 10% and 30% overloading of vehicles reduces the pavement life by 35% and
65% respectively.
The total load carried by each category of truck is much higher than the allowable limits. It is observed that in
the category of two and three axle rigid body trucks, 30-40% vehicles are only within the specified axle load
limits. The reverse is true in case of multi-axle trucks.
In the axle load survey the trucks are randomly weighed for each axle, and in the loading of normal 2 axle
truck, the front and rear axles carry load in the ratio 1:2. It is generally observed that trucks of all categories
carry loads both in front as well as rear axle in excess of permitted limits. The overload front axle, even with
lower GVW have severe damaging effect because it has single wheel tyre assembly. High percentage of trucks
on our highways are overloaded and carrying maximum GVW of the order of 35 tonnes on 2 axle trucks and
upto 65 tonnes on a 3 axle (rear tandem )trucks. It is learnt that 25 tonnes load is being carried on a rear axle
of 2 axle truck, while upto 58 tonnes is carried on a rear axle in case of a 3 axle (rear tandem) truck. Even rear
axle of a bus is found to carry a load of the order of 13 tonnes.
Vehicle Damage Factor (VDF) due to overloading
The input in design and maintenance of pavements is the stresses and strains developed in pavement caused by
vehicle loads. Axle load data is analyzed to obtain the equivalent standard axles and consequently the weighted
vehicle damage factor.
Accepting the 4th power law of vehicle damage as valid, a gross vehicle weight of 25 tonne distributed over the
two axles of a 2 axle truck (6 tonne on the front and 19 tonne on the rear axle) causes a VDF of 30 ESA while
the same weight distributed on a tandem - axle truck causes a VDF only 3.19 ESA. Similarly, a gross weight
of 48 tonnes distributed on 2 axle trucks results in a total VDF of 48.72 ESA. But the same load is distributed
on three 2 axle trucks with in legal load limits, the VDF is 8.82 ESA and if the same load is distributed on two
3 axle trucks within legal load limits the VDF is 5.4 ESA.
Pavement damage phenomenon due to overloading: The movement of commercial vehicles over the
pavement causes the pavement surface to deflect to bowl shape resulting into development of stress and strains

4 INDIAN HIGHWAYS JULY 2019

 FROM THE EDITOR’S DESK

at different locations. Shape and depth of bowl depends on axle load of commercial vehicles. Stresses and
strains are exponentially related to the axle load of vehicles and to the support of under lying layers.
In the case of concrete pavements, the load is carried by beam action. The pavement deflects under the axle
load of commercial vehicles, which is more in case of overloaded vehicles.
Road pavement deteriorates mainly due to traffic clubbed with climatic and environmental reasons. But it is the
vehicles, which are the major cause of road deterioration, especially on heavy trafficked roads. The passage of
many vehicles, especially the commercial vehicles, has a cumulative effect, which gradually leads to cracking/
rutting of pavement due to fatigue. Overloading of commercial vehicles makes the design deficient leading to
faster deterioration of pavements.
Other related issues of overloading are higher vehicle operating cost, increased wear and tear of vehicles, air
pollution and higher probability of fatal road accidents etc.
The road are designed and maintained by highway engineers of public works departments, while the movement
of traffic and checking of axle loads is with the transport department of State Govt. There is hardly any co-
ordination between these separate bodies with the result overloading remains uncontrolled. As a result the
vehicle damage factor is increasing over the years.
Road accidents due to Overloading : Overloading is dangerous for the movement of vehicles and safety
of road users because distribution of loads on axle plays an important role in higher rate of accidents. Due
to overloading, the momentum of vehicles increases and on application of breaks, they overturn instead of
stopping. Sometimes the over loaded vehicles at high speed while overtaking or at sharp curves, overturn
and fell on other vehicles leading to accidents. Overloading puts the vehicle in an unbalanced state of axle
load ratio to make it extremely unsafe for operation in the traffic stream jeopardizing the safety of all other
road users. As per Road accident statistics published by MoRT&H, about 55,512 road accidents took place
during 2017 involving overloaded vehicles in which 57600 persons got injured and 20848 persons were
killed.
The overloading of commercial vehicles is mainly for gaining advantage in the transportation cost for every
tone km transported. The extra load carrying capability built in by the manufacturers of the trucks for safety is
exploited by addition or extension in truck body carried out by transporters. 2 axle overloaded trucks are more
damaging to the pavement in comparison to 3 axle and multi axle trucks. Both flexible and rigid pavements are
designed with due consideration for axle load spectrum of the traffic operating on the road by converting axle
load to equivalent axle loads but the excessive over loading of axles uses the design life much faster causing
fatigue and deterioration of road leading to premature failure.
Prevention of Overloading : To preserve our roads in a satisfactory service condition the most important
single step is to enforce the legal load limits on vehicle in letter and spirit. As per the Motor Vehicle Act-1988,
the penalty provision for Overloading is Rs 2000/ minimum and for every additional tonne of overloading Rs
1000/ per tonne extra. This is proposed to be revised to Rs 20000/ and Rs 2000/ per tonne for overloading in
the draft Revised Motor Vehicle Act . There is also a proposal in revised MVA not to allow overloaded vehicles
on roads. Movement of vehicles on roads allowed only after removal of excess load. Hope this will prove to
be a major deterrent for overloading on our roads.

(Sanjay Kumar Nirmal)

Secretary General

INDIAN HIGHWAYS JULY 2019 5

 From the Desk of Guest Editor, DG (RD) & SS MoRT&H

SAFETY ON ROADS
India has a road network of about 5,903,293 kilometres. The length of National Highways at present
is 1,32,500. As per the latest MoRTH Road Accident Statistics about 4,64,910 accidents occurred on
Indian Roads involving death of 1,47,113 persons. Out of these about 1,41,466 accidents occurred only
on National Highways involving 53,181 deaths. National Highways constitute only 2.2% of road network
whereas it accounts for 30% accidents and 36% casualties, which is a matter of grave concern and need
immediate attention and serious efforts from all the stake holders.

Road accidents involve roads, motor vehicles as also the human beings and therefore, road safety needs
to be addressed on a holistic basis covering all components of road safety i.e. Engineering, Enforcement,
Education and Emergency care after accident, to save injured in golden hour. Road accidents statistics
brings out, drivers’ fault as the single most important factor responsible for 84% road accidents. Within
the Drivers’ fault category exceeding lawful speed accounted for 66.5%, intake of alcohol and drugs by
drivers 5.1% and talking on Mobile Phones accounted for about 2000 deaths. The driver’s fault can be
addressed only through education and enforcement and the concerned authorities has to shoulder the
responsibility on priority.

Accident statistics also clearly brings out that road geometry i.e. sharp curves, steep gradients and improper
junctions accounts for about 30% of accidents. The study also reveals that widening of road to more than 2
lane brings out a perceptible decrease in road accidents by more than 70% in traffic accidents and should
be given priority in planning and construction.

MoRTH is giving very high priority to Road Safety. MoRTH has taken up number of schemes to improve
road safety i.e. setting up of Inspection and Certification Centres, Institute of Driving Training & Research
(IDTR), National Highways Accident Relief Services Scheme, Publicity Measures and Awareness
Campaign for Road Safety, improving the Road Accident Database. MoRTH has taken up mitigations
measures to improve the road safety. Under the road engineering measures, Identification and Rectification
of Accident Black Spots, Road Safety Audits, installation of Crash Barriers, Road Safety Annual Plan,
Safety Furniture in Road Projects, Assistance for Road Safety Engineering works of State Roads and
Training and Capacity building has been taken up.

A certification course for Road Safety Auditors has been commenced by IAHE. A committee headed by
DG (RD) & SS has been constituted in Indian Roads Congress for Accreditation of Road Safety Auditors.
For guidance to practicing Engineers to effectively address the engineering features to improve Road
Safety, IRC has recently revised IRC:SP-88 “Road Safety Audit Manual” and IRC:99 “Guidelines for
Traffic Calming Measures in Rural and Urban Areas. Protocol for identification of Black spots has been
finalized.

The need of the hour is that every stakeholders take it as a commitment to make their best efforts to reduce
the accidents in the domain of activity assigned to them.

(I.K. Pandey)

6 INDIAN HIGHWAYS JULY 2019

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 ADVERTISEMENT

9 INDIAN HIGHWAYS JULY 2019 INDIAN HIGHWAYS JULY 2019 9

 CALL FOR TECHNICAL PAPERS

CALL FOR TECHNICAL PAPERS

1. The Indian Roads Congress (IRC) invites Technical Papers for publication in its periodicals i.e. Indian
Highways (monthly), IRC Journal (quarterly) & HR Journal (half yearly).
2. The contents of papers should cover the additional knowledge, information and ideas so that highway fraternity
gets benefitted from them. The papers should be properly structured and should avoid dwellings at length on
facts broadly known to highway engineers. The papers may deal with important case studies, new design
concepts/principles, new construction techniques, modern quality control, modern maintenance techniques
applied in highway projects, besides traffic engineering, transport planning, etc. including a paragraph on
application of Paper to Highway Profession and updation of IRC Codes.
3. A
 uthors and Co-authors should be members of IRC and their Roll Numbers should be mentioned in the
forwarding letter. Even non-members, who are Experts in any relevant field or who have specialized knowledge
on any subject related to highway engineering are also welcome to contribute Technical Papers.
4. The length of the paper should be upto 5000 words including Tables, Figures, Photographs, etc. on A4 size
paper with 12 pt. font size of Times New Roman, typed in 1.5 line space.
5. The Authors are requested to send one hard copy of the complete paper consisting manuscript, drawing, tables,
figures, photos etc. and a soft copy in computer CD in Windows MS software for printing. Soft copy of the
paper may also be sent on Email: papers.irc@gmail.com and papers.irc-morth@gov.in.
6. The papers so received from Authors are sent to a panel of experts and are considered for publication after
obtaining their views about acceptability of the paper.
7. IRC reserves the right to publish any paper in the form of an abstract. When a paper is published in an abstract
form, the manuscript of the paper as sent by the author will be added to the IRC library and made available for
inspection by interested members.
For more details and rules for contribution of Technical Papers please visit IRC Website: www.irc.gov.in. For
further Contact E-mail: papers.irc@gmail.com and papers.irc-morth@gov.in Tel. 01126185273.

IRC TECHNICAL COMMITTEE MEETING SCHEDULE FOR JULY, 2019

Date Day Time Venue Name of committee meetings

05.07.2019 Friday 11:00 AM IRC, R.K.P. Expert Group Meeting for National Bridge Code (NBC)

06.07.2019 Saturday 11:00 AM IRC, R.K.P. Hill Roads & Tunnels Committee (H-10)

19.07.2019 Friday 11:00 AM IRC, R.K.P. Rural Roads Committee (H-5)

20.07.2019 Saturday 11:00 AM IRC, R.K.P. General Design Features (Bridges & Grade Separated Structures)
(B-1)

27.07.2019 Saturday 12:00 IRC, R.K.P. Human Resources Development Committee (G-2)
Noon

10 INDIAN HIGHWAYS JULY 2019

 TECHNICAL PAPER

TRANSPORTATION SYSTEM PLANNING FOR A WORKCENTRE CAMPUS

WITH DIRECT ACCESS TO NATIONAL HIGHWAY

Wilson K C1 Salini P N2 V S Sanjay Kumar3 Dr. B G Sreedevi4

Abstract
New developments in an area change the traffic pattern of nearby road networks. Many a times, it creates traffic problems
due to inadequate infrastructure that can cater the increased traffic. This can be overcome by conducting traffic impact
assessment and adopting mitigation measures with a comprehensive transportation system planning coherent to the impact.
Generally, mitigation measures are of two sorts: those connected to land use and those connected to transportation. The
measures related to the transportation system are to be followed or implemented by the authorities as it deals with the then
situation of land use change. Otherwise there exists/creates traffic problems in the form of congestion, crashes, pollution
etc. This paper deals with various aspects of transportation planning essential for the innocuous and smooth operation of
existing and generated traffic in connection with the development of a workcentre campus. An Information Technology Park
(IT Park) in the state of Kerala, which is having direct access to National Highway, is taken as the case study. The study was
undertaken by accounting the future traffic on the National Highway and estimating the trips generated from the workcentre
destined to the road network in the vicinity. The transportation system is then prearranged to complement the total traffic
in the post IT Park scenario. The paper deals with a scientific approach of analysing the transportation impact of new infill
developments thereby bringing out a rational way of meeting the demands and resolving the likely traffic and transportation
issues.

1. Introduction National Highway (NH) 66 thereby sensitizing its entry/

Planning of highway network elements should not be exit points on NH. Hence this traffic as well as the
based merely on the static criterion of connectivity; but vulnerable intersection points has to be treated, so as to
also on continuous efforts to anticipate future demands of have minimum impacts on NH.
travel. Projected traffic levels should be checked against 2. SCOPE AND OBJECTIVES OF THE STUDY
the capacity of existing highways to identify the future
The main objective of the study was to evolve out a
capacity deficiencies. The improvements to the transport
technical framework for forecasting the traffic scenario
system should be planned and scheduled accordingly.
and the transportation demands and to arrive a strategy for
Transport system planning considers the whole traffic
effectively managing the then situation. Trips generated
picture and the impacts of different combinations of
due to the workcentre campus development and its
measures on mobility and trends in transport. A well-
consequent impact on the NH is estimated. The need and
functioning transport system ensures seamless and diverse
the technical feasibility of a grade separated facility for
mobility options as well as good transport links for business
providing a better level of service to the road users is also
and industry. This paper focuses on Transportation system
attempted.
planning in the context of introduction of a workcentre
campus having mixed land use and located in the vicinity 3. STUDY AREA
of national highway.
The fourth phase of development of Technopark, the
With the commissioning of the proposed workcentre proposed workcentre campus, holding a campus of about
campus, a major integrated IT township project in Kerala, 450 acres, with a proposed built-up area of 530 lakh sq. ft.
considerable amount of traffic will be generated towards is being built at Pallippuram, in Thiruvananthapuram, the
1,2
Scientist
3 
Senior Scientist, KSCSTE -National Transportation Planning and Research Centre (NATPAC), Kerala
4 
Chief Scientist

INDIAN HIGHWAYS JULY 2019 11

 TECHNICAL PAPER
capital of Kerala. The NH 66 divides the campus into eastern
and western campuses. The IT city is being developed
as an integrated township and will consist of worldclass
Infrastructure facilities for IT/ITES Industry,  residential
blocks, educational institutions, banking facilities, hotels
and  restaurants, health care facilities, recreation centres,
entertainment facilities, shopping mall etc.  Along with IT,
there will be emphasis on nanotechnology, biotechnology,
research and development centres. The anticipated traffic
from the proposed workcentre campus will result in the
formation of an intersection, called as Main Gate junction
at 760 m behind the Central Reserve Police Force (CRPF)
Camp Junction, Pallippuram. This technical paper brings
out a rational and scientific framework for the transport
demand management of such developmental projects.
4. LITERATURE REVIEW
Mark A. P. E. (2017), carried out a traffic impact study
in the city of Bowling Green, Kentucky to determine the
appropriate location, spacing, and design of access points
necessary to mitigate the traffic and operational impacts
on the highway due to the proposed development at par
with the zoning laws. The need for any improvements
to the adjacent and nearby roadway system to maintain
a satisfactory level of service and safety and to protect
the function of the highway system while providing
appropriate and necessary access to the proposed
development were also determined. The study identified
the extent of mitigation improvements necessary to offset
the impact of the proposed development.
Ponnurangama, P., et al (2014), studied the future impact
of the traffic due to the proposed hotel aside with the Inner
Ring Road (IRR), a major industrial cum IT corridor in
Chennai by attempting simulation model development by
taking into account the possible and preferable circulation
in and around the study location, apart from suggesting
various scenarios to improve the existing conditions. They
concluded that it is imperative to conduct a Transport
Impact Assessment (TIA) which would analyze the
adverse impacts of developments on service levels of
transportation facilities and to provide an early warning
on the robustness of travel demand for both present and
future situations.
Rafael A. S., et al (2010) conducted research study for
identifying the impacts of the integration of the El Paso
metropolitan transportation system with University of
Texas at El Paso. The study provided guidance on the
integration between transportation systems and a university
campus master plan. The interrelated issues that must be
considered when analyzing and planning the integration
of the regional transportation system with a university
12 INDIAN HIGHWAYS JULY 2019
campus transportation system. These issues are primarily
related to the way data collection, public surveys, multi-
resolution modelling, and crash analysis are conducted.
Jose R. F. et al (2005), studied the traffic impact of two
high-rise mixed-use condominiums projects located in
central business districts in Metro Manila and results
were examined in relation to the sustainability of traffic
management and transportation planning strategies in
Metro Manila and in other cities as well. The experiences
presented and discussed in the paper underlined the need
for the authorities to take an active role in promoting TIA.
Thus, TIA will lead to careful and substantive assessment
of impacts of proposed developments and thereby ensure
a sustainable transportation system planning.
5. METHODOLOGY
Based on the reconnaissance and considering the site
conditions, a plan for executing detailed field surveys
was developed. The secondary data collected include the
proposed master plan for the workcentre campus including
tentative land use options and the proposed development
plan for NH. Traffic volume survey was conducted to
identify critical flow time periods and also to document
the existing traffic scenario. The existing scenario of traffic
in the National Highway is analysed and the generated
traffic is determined based on the growth rate method.
The anticipated traffic from the proposed campus was
determined by calculating the total trips generated based
on land use. On the basis of current situation of traffic
plying on the National Highway and after estimating the
anticipated traffic, the technical feasibility of providing a
grade separator is examined.
6. DATA ANALYSIS AND RESULTS
To assess the present traffic scenario, 24-hour traffic
volume count was done at Pallippuram intersection.
Mid-block volume count was carried out in between
Pallippuram and Mangalapuram on the highway. The
anticipated traffic to the highway was determined based
on empirical calculations by taking into account the
floor area development in the two campuses. The peak
hour traffic was 2749 PCU and was observed between
9:15 A.M and 10:15 AM. The existing link volume through
NH was in the order of 33000 PCU. Fig. 1 shows the peak
hour traffic flow at Pallippuram Junction.
6.1. Existing and Projected Traffic Scenario in the NH
Transportation plans are long range in nature, which
involves planning of facilities for future year. It becomes
necessary to undertake predictions of travel pattern
and transportation requirements for the target year.
 TECHNICAL PAPER

Transportation forecasts are fundamentally important Table 2: Zoning pattern adopted for the study
inputs in developing infrastructure – from developing
Sl. Zones Plots within Sl. Zone
overall transportation policy, to planning studies and to No. Code the Zone No. Code.
Zone Name
the engineering design of specific project. Growth rate
Internal zones External zones
method was used to predict the future traffic scenario.
Considering the existing growth of vehicles in the state of North of
1 P 1, 2,3 5 N
workcentre
4,5,6,7,8,9, East of
2 Q 6 E
10,11,22 workcentre
12,13,14, West of
3 R 7 W
15,23 workcentre
16,17,18, South of
4 S 8 S
19,20,21 workcentre
6.2.1 Trip generation and Travel Forecasting
In order to account for the varied land uses, the respective
trip rates based on land use has been identified based on
the trip rate analysis studies conducted by the authors and
other literatures and authentic study reports available.
The trip rates under consideration for the respective land
Fig 1: Peak Hour Traffic Flow at Pallippuram Junction
uses are as shown in Table 3. The proposed development
Kerala, especially in the vicinity of Technopark in project is envisaged as an integrated IT City comprising
Thiruvananthapuram, vehicle wise growth rate which was of different land uses inside the campus. As no readily
obtained from the time series data was used to project the available reference models are available for the estimation
traffic volume for the year 2020. The details of projected and forecasting of the trips likely to be generated or
traffic are depicted in Table 1. attracted to the IT industry campus impending to be
Table 1: Details of Existing and Projected Peak Hour developed as a workcentre campus, the trip rate analysis
Traffic through NH (in PCU) method based on respective land uses and the existing
Sl. Existing Projected trends is adopted here. Thus, based on earlier studies,
Location Name the peak hour trip rate (per 1000 sqft) from an IT Park
No (Year 2015) (Year 2020)
has been estimated from the existing traffic scenario in
Pallippuram CRPF camp
1 2749 4427 Technopark phase-I situated near to the study area and is
junction (junction volume)
found to be 1.60 trips per 1000 sqft. The same trip rate
In between Pallippuram
is adopted for the IT related activities from the proposed
2 and Mangalapuram (Link 2341 3770
workcentre campus.
volume)
Table 3. Adopted Values of Trip Generation Rates for
6.2. Determination of Anticipated Traffic from the
peak hour
proposed workcentre campus
Trips per
Sl Unit of
Based on empirical calculations and taking into account Description of land use Unit in
No Measure
the floor area development in the two campuses, along with peak hour
the earlier studies pertaining to modal split for employment 1 IT Companies 1000 sqft 1.60
and shopping purposes in Thiruvananthapuram city, the 2 Residential/ 1000 sqft / 1 0.544
anticipated traffic that will be generated is determined Rehabilitation (Single dwelling unit
family detached housing)
which is explained in the following section. The study
3 Commercial – Shopping 1000 sqft 3.71
area and its surroundings were divided into different centres
zones for determining the trip generation and attraction.
4 Recreational 1000 sqft 1.45
The study area is divided into four internal zones by – Recreational
clubbing different plots and the surroundings are divided Community centre
into another four external zones and the details are shown 5 Govt. Office Building 1000 sqft 1.21
in the Table 2.

INDIAN HIGHWAYS JULY 2019 13

 TECHNICAL PAPER

The total area for which each type of land use is being 2013. The total peak hour trips generated based on varying
developed was estimated based on the Floor Area Ratio land uses is estimated and is found to be 86,351 as shown
(FAR) as per Kerala Municipal Building Rule (KMBR) in Table 4.
Table 4. Peak Hour Trip generation from the campus after completion

Use Land Area Floor Area Ratio (FAR) Built Up Area in Peak Hour Trips Total Trips
(Ha) as per KMBR 2013 1000 sqft Rate per 1000 sqft
SEZ A 32.79 3 10585.53 1.60 16937
IT Space 104.55 3 33747.5 1.6 53996
Education 8.78 3 2834.826 1.19 3373
Commercial 4.73 4 2037.94 3.71 7561
Govt. office 2.83 3 914.4601 1.21 1106
Residential Zone/
Rehabilitation 12.00 4 5164.522 0.544 2810
Recreational Facility 1.21 3 391.9115 1.45 568
Others 14.05 0 0
Total 180.95 86351

6.2.2 Trip Distribution and Mode choice the district. It is expected that the same trend will continue
The residential area earmarked for the development in the proposed campus (since the proposed campus is
proposal is very limited and majority of the employees are only five kilometres away from the Technopark campus).
going to be resided outside the campus. From the study The traffic is segmented into various categories of vehicles
conducted in the similar campus i.e. in the Technopark based on existing traffic proportion and average occupancy
phase I campus, it is found that 90 percentage of the factor of each type of vehicle prevailing in the Technopark
employees are coming from Trivandrum city side (southern Phase I and is found to be totalling to 43,255 PCU. Table
part) and the remaining are coming from the other parts of 5 shows the estimated trips in terms of vehicles.
Table 5. Estimated peak hour Traffic in Terms of Vehicles and PCU
Adopted Traffic Predicted traffic Adopted PCU Predicted traffic
Vehicle type Occupancy factor
composition (%) (no.) values (PCU)
Car/Jeep 2.03 38.5 14815 1 14815
Two-wheeler 1.22 39 15007 0.75 11255
Public bus 41.34 0.5 192 2.2 423

Passenger Autorickshaw 1.6 20 7696 2 15392

Other buses/ company

41 1 385 2.2 847
bus
Mini bus 7.34 0.6 231 1.4 323
Mini truck 2 0.2 77 2.2 169
Cycle 1 0.2 77 0.4 31
Total 100 38479 43255

6.2.3 Trip Assignment to the Major Junctions
The proposed Campus is demarcated into 24 plots, with
varying land uses and is numbered from 1 to 24. These
are categorized judiciously into four clusters as P, Q, R
and S as depicted in Fig. 2. The additional trips generated
due to the development of workcentre campus from these
clusters are drawn to the major junctions located in the
vicinity of the campus and are labelled in the study area
map as A, B, C and D.

14 INDIAN HIGHWAYS JULY 2019

 TECHNICAL PAPER

these junctions is very high compared to the other two.

It is to be noted that the Pallippuram CRPF junction and
the Main gate junctions are just 760 m apart only and the
heavy traffic at these junctions will totally clog the NH.
6.3 Estimation of Total Traffic in the NH
As explained in the preceding section, it can be seen
that the proposed workcentre campus will contribute
considerable amount of traffic to NH. Projected traffic
through NH is also pretty high. The total summation of
these two traffic amounts to a value to the tune of 26,800
PCU and 19400 PCU at Pallippuram junction and Main
gate junction respectively. The values are shown in Table
8. This traffic may cause severe traffic congestion in the
Fig 2: Workcentre Campus Master Plan
near vicinity of the Pallippuram area.
Zone-wise details of peak hour trips generated in proposed
Table 8: Estimated Total Traffic during peak hour in
workcentre campus is shown in Table 6. The 86351
NH (for the year 2020)
personal trips (corresponding to 43255 vehicle trips)
estimated have to be assigned to the existing network Projection Generated Total
Sl. Junction
of internal roads within the campus based on stochastic of Existing Traffic from traffic
No Name
equilibrium approach i.e. based on perception of users. traffic Technocity (PCU)
Based on this assignment, the total trips found at the Pallippuram
junctions demarcated as A, B, C and D in the master plan 1 (CRPF 4427 22923 26835
of the area is as given in Table 7. camp)

Table 6: Zone-wise details of peak hour trips 2 Main gate 3770 16,466 19392
Generated in Workcentre Campus
7. FEASIBILITY OF A GRADE SEPARATOR
Sl. Zone Peak hour trips
No Code Plots in the zones (PCU) The proposed workcentre campus will contribute
considerable amount of traffic to NH 66 after the
1 P 1, 2, 3 10310
completion of the entire proposed infrastructure. Out of
2 Q 4, 5, 6, 7, 8, 9, 10, 11, 22 16879 the four intersections considered, Pallippuram junction
3 R 12, 13, 14, 15, 23 9433 will experience the maximum generated traffic of 26800
PCU during the peak hour. Similarly, Main gate junction
4 S 16, 17, 18, 19, 20, 21 6633 will experience 19400 PCU. If this generated traffic is
Table 7: Predicted total vehicle trips during the peak allowed to directly enter the National Highway, it may
hour at the major junctions cause abnormal delays in the traffic flow unless it is well
planned. Hence the provision of a grade separated facility
Contribution Total
by the zones
at Pallippuram junction is well demanded. According to
Sl Junction vehicle
Junction Name (%) IRC:92:1985 “Guidelines for the Design of Interchanges
No Code trips
P Q R S (PCU) in Urban Areas” “an interchange may be justified when an
at-grade inter-section fails to handle the volume of traffic
Pallippuram
1 A 95 5 65 85 resulting in serious congestion and frequent choking
(CRPF camp) 22408
of the intersection. This situation may arise when the
2 Main gate B 0 85 10 5 15622
total traffic of all the intersection is in excess of 10,000
Pothencode
3 C 5 5 5 5 PCU’s per hour”. The predicted traffic at Pallippuram
Road Junction 2163
CRPF Camp Junction and Proposed Main gate junction
4 Mangalapuram D 0 5 20 5 3062
are well beyond the above situation as is evident from
The predicted traffic during peak hour observed at Table 6. Even if the built-up area of proposed workcentre
Pallippuram CRPF Junction and Main gate entrance, which will be half of the calculated, these junctions warrants
are two intersections in the NH, is of the order of about grade separated facility in the form of fly over/vehicular
23000 PCUs and 16000 PCUs respectively. The traffic at underpass/overpass.

INDIAN HIGHWAYS JULY 2019 15

 TECHNICAL PAPER
From the review of the project report of widening of
NH 66, it is observed that there will be a rise in level by
7.64m from the existing road level at the proposed Main
gate junction location. Hence a provision of vehicular
underpass is best suited to the proposed workcentre
campus bound vehicles at this location. This will ensure
that the NH traffic will not get choked as well as good
connectivity is established for the eastern and western
campuses of the proposed workcentre.
8. SUMMARY AND CONCLUSION
Transportation plans are long range in nature, which
involves planning of facilities for future year. This
study has undertaken predictions of travel pattern and
transportation requirements for the target year on a
rational and scientific basis. The changing traffic scenarios
are forecasted and evaluated. Transportation planning
and proposed infrastructure development at proposed
workcentre campus is set by giving due consideration
to the interaction between land use and transportation.
This paper gives the prudent solutions for transportation
management and smooth movement of the through traffic
on NH in the post development scenario. The technical
feasibility of a grade separator at the location establishes
the continuity between the Eastern and Western campuses
of proposed workcentre, thereby ensuring mobility and
accessibility.
Based on past studies, suitable trip rates applicable to
respective land uses envisioned in the master plan was
adopted and corresponding total vehicular trips were
estimated. The total generated traffic estimated was
apportioned to the four possible accesses to the NH. It was
found that, from traffic point of view as well as proposed
road development plan of NH, a grade separator in the form
of a vehicular subway is required at the proposed Main
gate junction and is also well feasible in the engineering
point of view. A conceptual plan for the subway was also
prepared as per the standards as shown in the annexure.
9. Acknowledgement
The authors would like to express sincere gratitude to
Shri K G Gireesh Babu, former Chief Executive Officer
and other officials of Electronics Technology Park,
Thiruvananthapuram for awarding the work and for
their valuable support. The services of the NATPAC
Project Engineer Ms. Vishnumaya K V, is also gratefully
acknowledged.
16 INDIAN HIGHWAYS JULY 2019
References
i. Barnard, P.O. and Brindle, R.E.(1985), “Traffic
Generation Estimation-Suggestions on New Research
Directions”, Australian Road Research Board
ii. Caltrans Report, “Guide for the Preparation of
Traffic Impact Studies”, California Department of
Transportation, December 2002
iii. “Estimation of Trip Generation Rate for Different Land
Uses”, Research report - 2018, KSCSTE- National
Transportation Planning and Research Centre.
iv. Hokao, K. and Mohamed, S. S, “Demand management
as an element of transportation policy: using carrots and
sticks to influence travel behaviour”, Transportation
Research Part A: Policy and Practice, Volume 33,
Issues 7–8, September–November 1999, pp 575-599.
v. IRC 92:1985-Guidelines for the design of interchanges
in urban areas”, Indian Road Congress, New Delhi.
vi. Jose, R. F., Rene, V. R, (2005), “Traffic Impact
Assessment for Sustainable Traffic Management and
Transportation Planning in Urban Areas”, Proceedings
of the Eastern Asia Society for Transportation Studies,
Vol. 5, pp. 2342 – 2351.
vii. Kadiyali, L. R., “Traffic Engineering and Transport
Planning,” Khanna Publishers, 7th Edition, 2011.
viii. Mark, A.P.E, “TRAFFIC IMPACT STUDIES
BOWLING GREEN, KENTUCKY” The City of
Bowling Green Public Works Department, December
2017.
ix. Papacostas, C.S. and Prevedouros, P. D., “Transportation
Engineering and Planning”, Third edition, Pearson,
2001.
x. Ponnurangam, P and Umadevi, U, “Traffic Impact
Analysis (TIA) for Chennai IT Corridor”, Transportation
Research Procedia 17 (2016) 234 – 243, ELSEVEIR -
Science Direct.
xi. Rafael, A. S., Jeffrey, S. and Ruey, C. “Integrating the
Transportation System with a University Transportation
Master Plan: Best Practices and Lessons Learned”,
Texas Department of Transportation and the Federal
Highway Administration, Report 0-6608-3, May
2010.
xii. “Trip Generation Rates for Transportation Impact
Analyses of Infill Developments”, NCHRP Report 758,
Transportation Research Board, Washington, 2013.
xiii. Wilson, K. C., P. N. Salini and V. S. Sanjay Kumar,
“Transportation Demand Management for an IT park
with direct access to National Highway”, Proceedings
of the 12th Kerala Environment Congress, 28th and 29th
November, 2016.
 TECHNICAL PAPER

Annexure

Proposed Main Gate

Junction (VOP for NH
traffic)

Pallippuram Junction (VOP

for NH traffic)

Concept Plan of Proposed Improvement in the national highway

INDIAN HIGHWAYS JULY 2019 17

 TECHNICAL PAPER

EVALUATION OF ALLUVIAL SOIL SUBGRADE FOR FORENSIC PURPOSES

USING IN-SITU TESTING TECHNIQUES

Sidhu Daljeet Singh1 Jha Jagadanand2 Gill K.S.3

Abstract
The problem of the premature failure of roads constructed on alluvial soil subgrade is very common. Despite proper design
and mechanised construction, some stretches of roads continue to show the signs of subsidence, rutting and cracking
within a short period of operation. The problem is more prominent for pavements having the subgrade layer made-up
of natural soil. Alluvial soils if not compacted to the required density become sensitive to moisture variation with time.
The thickness of pavement layers is designed based upon the laboratory-soaked California Bearing ratio (CBRS) value of
the natural soil, but to check the CBRS value at the site is cumbersome process, hence many researchers have suggested
indirect methods to measure the CBR value. Index properties of soil-based prediction models are developed for soaked
CBR at 97% of maximum Modified Dry Density (MDD.) of soil and DCP test-based prediction models on field moisture
content (MCField), that is below the Optimum Moisture Content (OMC) at which the layer is supposed to be laid. Thus,
the CBR values given by such equations leads to over estimation of in-situ CBRS particularly in case of plastic soils. In
the present study, efforts have been made to suggest some correction factors when the field-density and field-moisture are
different from the stipulated density, i.e. 97% MDD and moisture content near to saturation.

1. Introduction
The flexible pavements are designed based upon the
effective laboratory CBR value of the subgrade soil.
To evaluate the in-situ CBR value of subgrade IRC:37
recommended the Webster`s equation developed by using
dynamic cone penetration test (DCPT).
Log CBR = 2.465 - 1.12 Log (DCPI) (1)
Where: DCPI is penetration index of DCP cone measured
in mm/blow
It was observed that the results given by the equation (1)
to find the CBR value of the fine-grained plastic soils on
the dry side of OMC gave much higher CBR value, since
DCPI depends on moisture content and plasticity index of
the soil apart from the density of the soil.
NCHRP (2001) based on mechanistic-empirical design of
new and rehabilitated pavement structures recommended
a correlation between CBR and index properties of soil for
non-plastic and plastic soils.
For non-plastic soils
CBR = 28.09 (D60) 0.358 (2)
1
Sub Divisional Engineer, PWD B&R, Punjab, Email: daljitsidhu@hotmail.com
Principal, Muzaffarpur Institute of Technology, Muzaffarpur, Bihar
2
Where
D60 = the diameter corresponding to 60% finer.
And for plastic soil
75
CBR = (3)
1+0.728(wpi)
Where wPI = weighted plasticity index = P 075 × PI
PI = plasticity index of the soil in %
P 075 = % passing 0.075 mm sieve in decimal.
The results obtained by the above equations remains in
agreement with laboratory soaked CBR when the in-situ
density soil layer is in the range of > 97% of MDD. But
the in- situ soil condition of Punjab region is dominated by
alluvial soil and no such correlations has been developed
so that in-situ soaked CBR value can be determined
especially when DCPI is affected by moisture content and
plasticity index.
In the present study, effect of moisture content and
plasticity index (PI) on DCPI has been studied to evaluate
the in-situ soaked California Bearing Ratio (CBRS) of a
compacted subgrade or an embankment layer consisting
of alluvial soil.

3
Professor and Head, Department of Civil Engineering Guru Nanak Dev Engineering College Ludhiana, Punjab

18 INDIAN HIGHWAYS JULY 2019

 TECHNICAL PAPER

2. literature review with the CBR value of the soil. Therefore, considering the
Livneh (1987) determined the bearing capacity of above deficiency, an attempt has been made in the present
subgrades for granular and cohesive soils using the investigation to study the evaluation of suitability of subgrade
empirical correlations between in-situ CBR and DCPI. at different stages of construction. Present study reports the
effect of field moisture content and plasticity index (PI)
Log (CBR) = 2.56 - 1.16 log (DCPI) (4)
value of the soil on DCPI. The effect of compaction ratio on
Where DCPI dynamic cone penetrometer index in mm/blow the CBR values was determined using the equation (1) and
Harison (1987) also reported that DCPI penetrations in a (2), and the same was used for evaluation of suitability of
pavement layer are affected by the in-situ moisture and subgrade at different stages of construction for verification
density and proposed a correlation between DCPI and of design stipulation, quality control, including forensic
standard CBR value for granular and cohesive. purposes.
Log (CBR) = 2.55 - 1.14 log (DCPI) (5) 4. MATERIAL AND METHODs
Livneh et al. (1995) reported that there is no vertical 33 samples were collected from the subgrade and
confinement effect of rigid pavement structure and embankment layers in a different road project of Punjab,
proposed the equation (6). having significantly different properties within the alluvial
Log (CBR) = 2.2 - 0.71 * (log DCPI) 1.5 (6) soils. To study the effect of field moisture content and
plasticity index (PI) of the soil on the DCPI, penetration
And subsequently improved to equation (7) resistance was measured at different moisture contents
Log CBR = 2.14 - 0.69 * (log DCP) 1.5 (7) from field dry to field saturated state. The laboratory
Where DCPI = penetration index, mm/blow soaked CBR value was determined at field density. The
effect of moisture content and plasticity index was studied
Ese et al. (1994) developed CBR-DCP correlation, taking using multiple regression techniques and an equation
confining pressure in CBR mould and prevailing in-situ was derived to calculate field moisture correction factor
conditions into consideration.
(CFFMC).
Log (CBR) = 2.44 - 1.07 * log (DCPI) (8)
To study the effect of field density ratio (Rγd Field), The
3. Problem statement CBRS value of all the soil samples was determined at
Based on literature review, it is observed that though there three different densities using light, medium and heavy
is a correlation between CBR value of soil and penetration compaction efforts and the field density ratio has been
resistance of DCP cone and the properties of soil. But the in- defined as the ratio of field density (γdField) to maximum
situ CBR value determined using the established correlation modified dry density (γdMDD)].
with DCPI is sensitive to field moisture content, thus dry soil γdField
layer has higher penetration resistance and lower of DCPI Rγd Field = γdMDD (9)
as compared to saturated soil layer. Again, fine-grained soils A graph was plotted using MS Excel spreadsheet to find the
with higher PI value are more sensitive to moisture hence best fit correlation and develop a field density correction
CBR is adversely affected with the increase in moisture
factor (CFRγd Field).
content. Further the CBR value derived using correlation
with soil properties such as grain size, liquid limit, and 5. Tests Conducted
plastic limit is affected by the degree of compaction. The The tests along with standard procedure adopted are
deficiency in percentage compaction is directly associated shown in Table-1.
Table-1 Tests Conducted during the Studies along with the Standard Code of Practice.
Particle Size Distribution: IS 2720-4 (1985)
Atterberg’s Limits (Liquid Limit and IS 2720-5 (1985), using the mechanical method with the help of mechanical liquid
Plastic Limit): limit device conforming to IS 9259 (1979).
MDD and OMC: IS 2720-8 (2015), Equivalent international code is ASTM D1557-e1 (2012)
Laboratory California Bearing Ratio: IS 2720-16 (1987) whereas, ASTM D1883 (2014), IS 2720-31 (1990) and AASHTO
T193 (2010) were also consulted. CBR tests were conducted on the laboratory
compacted specimens (97% maximum modified dry density and at OMC)
Field Density: IS 2720-29 (1975) Reaffirmed-2005, Core Cutter Method
Field Moisture Content: IS 2720-2 (1973), Rapid Moisture Meter (calcium carbide)
Dynamic Cone Penetrometer index (DCPI) IRC SP 72, (2007) equivalent international code ASTM D6951 / D6951M-09, (2015).

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 TECHNICAL PAPER

6. Results and Discussion

The results of parameters studied during the present study are tabulated in Table- 2.
Table-2 Properties of the Subgrade and Embankment Soils Tested During the Study.

CBRs at DCPI at different moisture

D60 D30 D10 LL PL MDD FDD
FDD conditions
S No Cu PI
    Field
Field Saturated
 (mm)  (mm) (mm)  (%)  (%)   kN/m3  kN/m3   (%)   Dry OMC (Soaked)
S-01 0.45 0.199 0.065 6.923 16.25 16.0 0.25 18.81 18.57 17.4 12.6 13.6 15.8
S-02 0.405 0.183 0.054 7.500 16.25 16.0 0.25 20.02 18.94 16.6 12.6 13.6 15.7
S-03 0.394 0.174 0.05 7.880 16.25 16.0 0.25 19.4 19.36 17.3 12.3 13.7 14.9
S-04 0.037 0.019 0.01 3.700 22.0 18.0 4.0 17.77 17.68 5.9 20.4 26.3 30.9
S-05 0.105 0.051 0.017 6.176 19.0 17.0 2.0 18.97 18.67 8.3 18.1 19.3 28.3
S-06 0.06 0.029 0.013 4.615 20.0 17.0 3.0 18.35 17.63 6.8 21.4 26.1 33.2
S-07 0.049 0.023 0.012 4.083 22.0 18.0 4.0 18.12 16.96 7.3 16.3 22.3 29.3
S-08 0.021 0.011 0.005 4.200 24.0 19.0 5.0 17.74 15.98 4.4 18.7 25.6 33.1
S-09 0.03 0.01 0.005 6.000 26.0 20.0 6.0 18.83 17.57 2.6 20.3 35.3 49.3
S-10 0.511 0.216 0.073 7.000 16.25 16.0 0.25 19.45 19.08 20.7 10.3 11.9 13.3
S-11 0.012 0.007 0.006 2.000 26.5 19.0 7.5 15.15 14.2 2.5 16.9 33.6 60
S-12 0.015 0.008 0.006 2.500 23.5 18.0 5.5 16.57 15 3.7 22.3 26.6 39.3
S-13 0.038 0.018 0.011 3.455 21.0 17.0 4.0 16.98 15.72 5.6 20.6 27.1 39.4
S-14 0.185 0.084 0.029 6.379 17.5 16.0 1.5 18.65 18.43 12.6 14.3 16.1 19.6
S-15 0.023 0.012 0.006 3.833 22.5 18.0 4.5 16.91 16.42 4.7 20.6 25.3 34.7
S-16 0.047 0.023 0.008 5.875 19.5 17.0 2.5 18.1 16.53 6.4 21.3 26.2 32.2
S-17 0.054 0.027 0.015 3.600 20.0 18.0 2.0 16.75 16 6.7 21.3 26.3 31.1
S-18 0.37 0.155 0.044 8.409 16.25 16.0 0.25 20.27 19.7 18.5 12.6 14.3 15.3
S-19 0.05 0.023 0.014 3.571 22.0 18.0 4.0 16.68 15.01 8.2 19.1 26.3 39.3
S-20 0.033 0.017 0.006 5.500 21.5 17.5 4.0 18.41 17.27 5.2 18.2 23.2 35.4
S-21 0.331 0.143 0.051 6.490 18.0 16.0 2.0 19.94 18.09 17.1 13.6 16.3 17.6
S-22 0.019 0.01 0.008 2.375 22.5 17.5 5.0 16.5 15.91 4.6 18.3 27.3 36.4
S-23 0.09 0.06 0.008 11.250 26.0 18.0 8.0 20.58 19.9 2.3 21.3 33.3 58.3
S-24 0.041 0.019 0.009 4.556 21.0 17.0 4.0 17.42 15.71 6.4 18.1 24.6 36.1
S-25 0.08 0.07 0.01 8.000 29.0 21.0 8.0 20.42 18.4 1.5 18.3 33.9 75.3
S-26 0.031 0.016 0.008 3.875 21.5 17.0 4.5 17.6 16.09 5.3 19.7 25.6 35.4
S-27 0.137 0.062 0.028 4.893 19.0 16.5 2.5 18.78 17.33 11.5 14.3 16.6 20.4
S-28 0.021 0.011 0.005 4.200 23 18 5 17.87 16.39 4.1 21.6 27.3 43.4
S-29 0.109 0.051 0.024 4.542 19 16.5 2.5 18.31 17.01 9.4 16.3 19.3 24.1
S-30 0.037 0.017 0.009 4.111 21.5 17 4.5 17.2 16.12 6.5 19.3 27.3 36.3
S-31 0.464 0.197 0.072 6.444 16.25 16 0.25 18.48 18.02 17.9 14.3 15.3 16.2
S-32 0.235 0.102 0.035 6.714 17.5 16.5 1 18.99 17.66 15.1 12.6 13.3 14.6
S-33 0.017 0.008 0.004 4.250 30 21 9 18.57 17.07 4.3 19.5 33 53

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The various statistically significant correlation found plotted as secondary vertical axis as shown in Figure-1,
between laboratory soaked CBR and other soil parameter to show the effect of PI on soaked CBR viz a viz DCPI. To
from the data shown in Table-2 are listed below.
develop the correction factor equation, effect of moisture
6.1 Correlation between grain size characteristics (Cu) on DCPI value of a particular PI value was studied.
and MDD of soil.
MS excel and SPSS software were used for multiple
Maximum Modified Dry Density (MDD.) vs coefficient regression analysis to develop the equation (Eq.-14) to
of uniformity Cu
calculate correction factor to find the corresponding in-
MDD(kN/m3) = 13.87 (Cu)0.171 ± 0.45 (10)
situ soaked CBR value of the soil layer. Value of R2 =
R2 = 0.875 and P < 0.0001
0.764 and P value < 0.0001. Hence the null hypothesis
The results obtained are in good agreement with the results is overruled and a significant correlation exists between
available in literature Guerrero (2004).
the parameters.
6.2 Correlation between grain size characteristics
(D60) and soaked CBR value of soil. Moisture correction factor to DCPI for CBRs =
The correlation between grain size and soaked CBR DCPI CFFMC= 1.395 (MCField)-0.115 e[-0.095 ln(MCField)+0.2894]PI (13)
value is given Eq. (12) and is in good agreement with the The value of the above correction factor can be calculated
findings of Mujtaba et al. (2013)
easily using following formula in spreadsheet putting the
Soaked CBR vs Grain Size (D60)
value of PI and Moisture Content (MC) Field in appropriate
CBRs= 32.14 (D60)0.535± 1.50 (11)
cell. =ROUND(1.395*(MC_Field)^-0.115*2.718^((-
R² = 0.942 and P < 0.0001
0.095*LN(MC_Field)+0.2894)*PI),2)
The results are given by the Eq. (12) were found to be
in agreement with the Eq. (2) developed during NCHRP
(2001) for non-plastic soils also.
6.3 Correlation between DCPI and Soaked CBR at
Field Density
Correlation between in-situ DCPI and the laboratory
soaked CBR value at the field density, was given in
equation (13) with standard deviation of 3.5 and residual
error ± 7, is quite high for field applications.
CBRs = 45.10-12.76ln(DCPI) ± 3.50 (P < 0.001) (12)
R² = 0.638
The parameters affecting the soaked CBR value were
studied to find the appropriate correction factors so that
results from the various available models could be used
for in-situ evaluation of compacted soil layers in field Fig. 1: Effect of field Moisture Contents, plasticity index
applications. (PI) and DCPI on CBRS
6.4 Effect of Moisture Content and Plasticity Index on
6.5 Effect of Field Density Ratio on the CBRS Value of
DCPI
The Soil
The effect of moisture content on DCPI value was studied
for three different levels of moisture content as shown The CBRS value of the soil was determined at different
in Table -1. Three different moisture conditions studied compaction level determined and field compaction ratio
are Field Dry (moisture content <3%), OMC at which verses CBRS ratio versus CBRs at 97% of MDD was
the layer is laid in the field & Field Saturated (moisture
plotted to find the CBRS correction factor for field density.
content >15%). The Dynamic Cone Penetration Index
(DCPI) at three different moisture levels is plotted on The typical percentage density verses soaked CBR is
Primary vertical axis and the PI value of the soil is shown in Fig.-2.

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 TECHNICAL PAPER

Hence the null hypothesis is overruled, thus, a valid and

Fig. 2: Relationship between Field Density and CBRs
Ratio/ CFRγd Field
Field density correction factor for soaked CBR can be
given by equation (15) below.
(CFRγd Field)= 1.098(Rγd)3.23 (14)
having a value of R² = 0.896 and P value< 0.0001
significant correlation exists.
7. Validation
To validate the outcomes from the study, the laboratory-
soaked California Bearing ratio (CBRs) from 18 different
locations of another road project in the same geographic
region were determined. The values so obtained was
compared with the results obtained from the equation
given in IRC:37 and NCHRP (2001) after applying the
relevant correction factors as shown in the Table-3. From
the results shown in Table-3, it may be observed that
CBRs calculated using the IRC:37 equation after applying
the moisture correction factor using equation (14) gave
the CBRs values with standard error of ±1.14. Similarly,
the CBRs calculated using the NCHRP (2001) equation
after applying the density correction factor using equation
(15). The results so derived gave the CBRs values having
standard error of ±0.69. Thus, the outcome of the study
is found to be valid for alluvial soils within the same
geographic region.

Table- 3. Comparison of Lab. CBRs with CBRs derived using equations given
by IRC and NCHRP using relevant correction factors.
S. Lab. D60 Cu PI DCPI MDD FDD Density MC DCPI CBRs CBRs
No. CBRs CF Field CF IRC NCHRP
1 13.1 0.229 1.371 0 12.5 14.64 13.23 0.79 3.8 1.2 14.05 13.09
2 11.4 0.129 3.486 8 12.4 17.17 15.42 0.78 12.4 1.56 10.6 10.53
3 18.6 0.255 6.711 4 9.7 19.21 18.77 1.02 14.6 1.18 19.11 17.57
4 16.7 0.287 4.864 3 8.4 18.18 16.94 0.88 7.8 1.46 17.55 15.81
5 16.4 0.265 6.163 5 10 18.93 17.91 0.92 12.7 1.32 16.22 16.06
6 13.9 0.271 4.045 2 12.9 17.61 16.11 0.83 13.5 1.13 14.49 14.61
7 14.8 0.35 4.023 1 13.5 17.6 15.89 0.79 14.3 1.07 14.71 15.24
8 16.7 0.359 1.639 0 11.9 15.09 13.69 0.8 3.5 1.21 14.71 15.57
9 15.3 0.387 6.047 2 10.5 18.87 17.02 0.79 12.5 1.15 17.88 15.8
10 11.7 0.121 4.033 8 6.3 17.61 16.59 0.91 6 2.95 11.04 12
11 15.2 0.356 6.846 2 8.4 19.27 17.55 0.81 5.3 1.5 17.08 15.72
12 16.3 0.371 2.854 0 11 16.59 15.4 0.86 6.3 1.13 17.39 16.94
13 12.6 0.208 6.933 8 5.7 19.31 17.73 0.83 6.7 2.67 13.85 13.29
14 19.3 0.321 1.42 0 11.1 14.73 14.27 0.99 11.4 1.05 18.56 18.51
15 9.1 0.099 6.188 9 13.9 18.94 17.14 0.8 14.6 1.4 10.48 9.82
16 8.9 0.037 3.7 10 14.7 17.35 16.93 1.02 12.6 1.7 7.93 8.8
17 16.9 0.27 7.297 7 5.7 19.48 18.35 0.91 7.5 2.2 17.24 16
18 9.8 0.125 1.838 2 13.6 15.39 13.73 0.76 4.5 1.57 9.44 10.14

22 INDIAN HIGHWAYS JULY 2019

 TECHNICAL PAPER
8. Conclusions
From the present study following conclusions are drawn
i. The in-situ soaked CBR value that is most relevant
design parameter for pavement design and performance
evaluation can be determined by applying a density
correction factor to CBR value determined from the
soil index properties.
ii. The in-situ soaked CBR value can also be determined
by applying a moisture correction factor when DCP
test is conducted on a soil layer having a moisture
content less than the field saturation condition.
iii. The effect of low moisture content on DCPI is found
to be more on the soils having a value of plasticity
index more than 3 and it increased with increase in PI
value.
iv. In spite of high CBRs value, the flexible pavement
may develop more than permissible rutting due to
post-construction settlement or consolidation in case
of the field compaction ratio (Rγd Field) is < 0.95.
9. Applicability of the present Study
The use of Dynamic Cone Penetrometer for in-situ
evaluation of subgrade has substantial increases after
its inclusion of it in IRC:72-2007 and subsequently in
IRC:37-2012. The equation (5.1) of IRC:37 given below
was developed by Webster et al. (1992) for Department
of Army, Waterways Experiment Station. This equation
was for the purposes of checking in-situ subgrade strength
primarily after construction but before the precipitation as
the test was considered sensitive to moisture.
Log10 CBR = 2.465 – 1.12 log10 N
(eq. 5.1 of IRC:37)
Where N= DCPI measure in mm/blow
The present study is an earnest effort to quantify the
effect of moisture content on DCPI (N) for soils having
different PI values and suggestion for a correction factor
to evaluate the field soaked CBR strength. The effort is
also made to counter check the in-situ soaked CBR using
the D60 grainsize, and field density ration of the soil. The
study could be quite useful for field engineers for quality
assurance, design stipulation verifications and preliminary
forensic evaluations.
References
i. Ese, D., Myre, J., Noss, P., and Vaernes, E., (1994),
“The Use of Dynamic Cone Penetrometer (DCP) for
Road Strengthening Design in Norway”, Proc. of the
4th International Conference on the Bearing Capacity
of Roads and Airfields, pp. 343-357.
ii. Guerrero, A. M. A., (2004), “Effects of the soil
properties on the maximum dry density obtained
from the standard proctor test”, Doctoral dissertation,
University of Central Florida Orlando, Florida.
iii. Harison, J. R., (1987), “Correlation between California
Bearing Ratio and Dynamic Cone Penetrometer
Strength Measurement of Soils”, Proc. of the Institution
of Civil Engineers, London, Vol. 2, pp. 119-125.
iv. IRC:37, “Code of Practice, Guidelines for The Design
of Flexible Pavements”, The Indian Road Congress,
New Delhi, India.
v. Livneh, M., (1987), “Validation of Correlations between
a Number of Penetration Tests and In Situ California
Bearing Ratio Tests”, Transport Research Record
1219, Transportation Research Board, Washington,
D.C., pp. 56-67.
vi. Livneh, M., Ishai, I., and Livneh N.A., (1995),
“Effect of Vertical Confinement on Dynamic Cone
Penetrometer Strength Values in Pavement and
Subgrade Evaluation”, Transportation Research Record
1473, TRB, Washington, DC., pp. 1-9.
vii. NCHRP, (2001), “Guide for Mechanistic-Empirical
Design of New and Rehabilitated Pavement Structures,
Correlation of CBR Values with Soil Index Properties”,
National Cooperative Highway Research Program
of Transportation Research Board National Research
Council, West University Avenue Champaign, Illinois
USA.
viii. Webster, S. L., Grau, R. H., and Williams, T. P., (1992),
“Description and application of Dual Mass Dynamic
Cone Penetrometer,” Instruction Report Gl-92-3,
Department of Army, Waterways Experiment Station,
Vicksburg, Mississippi, USA. 52p.
INDIAN HIGHWAYS JULY 2019 23
 TECHNICAL
TECHNICAL PAPER
PAPER
Road Safety : a great Challenge
D. Sarangii­
India has committed to reduce road accidents by 50%
by the year 2020 in line with the goals set by United
Nations under Decade of Action for Road Safety. Union
Government and State Governments have taken up several
steps to curb road accidents and consequent fatalities.
Several non-government organizations have also actively
taken up the cause of road safety. But achievement of the
goal appears to be too challenging. In terms of total road
accidents, the trend does not show any recognizable sign
of reduction in our country as can be seen from the table
below:
Year Accidents (nos.) Fatalities (nos.)
2015 5,01,423 1,46,133
2016 5,37,370 1,56,308
2017 5,19,440 1,53,097
The impact of road accidents is simply enormous. It costs
our GDP to the tune of 58 billion USD i.e. 3% of our
GDP. More than 68% of total fatalities are in the most
productive age group of 18-45 that leaves a grieving
family traumatized and deprived for very long time period.
Similarly an accident involving grievous injuries burdens
the family with uncertainties, financial costs and trauma.
This article makes an endeavor to analyze efficacy of
actions being taken to curb road accidents and what
improvements could be made thereto.
There are basically two categories of actions in the whole
process i.e. actions to eliminate/minimize road accidents
and actions in the aftermath of accidents to minimize
consequences of accidents/crashes. Road accidents occur
due to manifold reasons such as poor driving skill of
driver, lack of traffic rules of driver/pedestrian, physical
state of driver such as fatigue, drunkenness, eye sight
problem etc., mental state of driver such as self propelled
or externally inflicted urgency to reach destination,
attitudinal problem of driver/pedestrian to willfully/
callously violate traffic rules/disrespect rights of other
users, lack of physical fitness of vehicle, overloading of
vehicles, mixed traffic condition on Indian roads creating an
uncongenial environment for high speed vehicles, weather
conditions, deficiencies in road design, construction and
1
Director, Indian Academy of Highway Engineers, Noida CE, MoRTH, E-mail : sarangi_dkc@yahoo.co.in
24 INDIAN HIGHWAYS JULY 2019
maintenance, undesirable activities on roadway such as
unauthorized parking, unauthorized access, permanent/
temporary encroachments including commercial activities
and finally poor enforcement of traffic rules that tend to
influence driver behavior in the wrong direction/encourage
use of unfit vehicle. As a matter of fact accidents mostly
occur due to combination of more than one reason. Huge
and sustained improvement in enforcement, engineering
and education measures are required to minimize road
accidents. Similarly immediate response of police, road
administrator/civil society to accident victims and an
efficient trauma care system can enable utilization of
golden hour and prevent fatalities.
Over 90% of the world’s fatalities on the roads occur in
low-income and middle-income countries, which have
only 54% of the world’s vehicles but 82% of world’s
population. In such countries, a road traffic injury is among
the ten leading causes of death. Mortality rate due to road
traffic injuries in low-income countries is 294 deaths per
million population as against the global rate of 174 deaths
per million population. About three quarters (73%) of all
road traffic deaths occur among young males under the age
of 25 years who are almost 3 times as likely to be killed in
a road traffic crash as young females. Koptis and Cropper
predicted in 2003 that road fatalities are zero for countries
with less than 200$ GDP per head rising to a peak of
14-16 per 100,000 at around 5-6,000$ GDP per head and
then falling to 5 per 100,000 at 30,000$ GDP per head
and above. The threshold point for decline in fatality rate
is estimated as USD 12383 (2010 International Dollars).
This prediction is fairly applicable to countries across the
globe although Middle East and North African countries
are an exception. Going by that prediction, India, which
has per capita GDP of USD 1963.55 has a long way to go
to stabilize and further reduce road fatalities.
Let us compare the situation in India with that of Sweden,
a country that has been highly successful in curbing road
fatalities. Sweden has one of the best road safety record in
the world i.e. 27 fatalities per million population and 0.4
fatalities per 10,000 registered vehicles. The corresponding
 TECHNICAL PAPER
scenario in India is 119 fatalities per million population and
6.95 fatalities per 10,000 registered vehicles. Per capita
GDP of Sweden is USD 53165 i.e. nearly 27 times GDP
of India. Human Development Index of Sweden is 0.913
compared to 0.624 of India. Sweden stands at 5 on Human
Capital Ranking whereas India stands at 105. Per capita
Government spending on health is also considerably high in
Sweden compared to India. Within Sweden itself, although
all user groups have benefited from road safety measures
implemented since 1990, the reduction in fatalities was
much smaller for motorcyclists than for other road users. As
regards compliance level of traffic rules in Sweden, Survey
commissioned by International Traffic Safety Data and
Analysis Group (IRTAD) reveal that seat belt use by driver
is 98% whereas that of rear seat passenger is 93%. In so
far as two wheelers are concerned, 96-99% of motorcyclist
wear helmet, whereas the figure for cyclists is 60-70% for
children and 30% for adult. Similarly WHO survey rates
compliance to seat belt use, helmet use and blood alcohol
content as 8 each in a scale of 1 to 10.
In fact, in 2017, vulnerable road users accounted for
almost half of the road victims in European Union. 21%
of all people killed on roads were pedestrians, 25% two-
wheelers (14% were motorcyclists, 8% were cyclists
and 3% mopeds riders). Pedestrian and cyclist fatalities
have decreased at a lower rate than other fatalities (by
respectively 15% and 2% from 2010 to 2016, compared to
the overall fatality decrease of 20%).
All these data about EU in general and Sweden in
particular clearly indicates two things, i.e. (i) achievement
of the goal set by United Nations under Decade of Action
for Road Safety is quite difficult for EU in spite of having
best records in the world and (ii) within the EU, the cross
section of population having relatively lower income and
people using two wheelers/pedestrians are more vulnerable
to road fatalities. These findings make the planning/
implementation process for reduction of fatalities in India
highly complicated as the average per-capita GDP is still
quite below the benchmark set by Koptis and Cropper
and motorcycle numbers in the country is more than 16
crores apart from very large numbers of pedestrians and
bicyclists. In fact, 33.58% of fatalities attribute to two
wheeler riders. Therefore a strong national commitment,
availability of adequate resources, priority among
competing demands and above all proper understanding
of the needs, formulation of sound strategies and ruthless
implementation/enforcement is critically required at
national/state level.
In order to make our planning/implementation process
robust for reduction of fatalities in India, let us understand
some relevant findings on the subject obtained from
researches by different international organizations:
• A 5% increase in speed increases 10% accidents
involving grievous injuries and 20% accidents
involving fatalities.
• Young and novice drivers are in the high risk under
alcohol. Blood alcohol content in young and novice
drivers between 0 and 0.02 g/dl reduces fatalities
upto 24%.
• Wearing a motorcycle helmet of proper quality and
in correct manner reduces the risk of death by 40%
and severe injury by 70%.
• Wearing a seat belt reduces the risk of front seat
passenger by 40-50%.
• Drivers using mobile phones are approximately 4
times more likely to be involved in a crash than
drivers not using a mobile phone. Using a phone
while driving slows reaction times (notably braking
reaction time, but also reaction to traffic signals),
and makes it difficult to stick to the correct lane,
and maintain safe following distance.
The guiding principles underlying the Plan for the Decade
of Action for Road Safety is the "safe system" approach.
This approach aims to develop a road transport system
that recognizes and accommodates human error. It aims
to address the road users, vehicles and the road network/
environment in an integrated manner, through a wide
range of interventions, with greater attention to speed
management, vehicle and road design and post crash
response with a thrust on vulnerable road users than in
traditional approaches to road safety. The five pillars of the
approach are i) Road Safety Management, ii) Safer Roads
and Mobility, iii) Safer Vehicles, iv) Safer Road Users and
v) Post Crash Response. At the national and state level
lot of interventions have been taken on each of the pillars
mentioned above but they are yet to yield desirable results.
Let us examinee the situation point by point.
Vehicle population in India is in steeply ascending order
in the current decade i.e. rate is more than 10% per annum.
Roads in India be it National Highways, State Highways
or other roads are therefore in the process of capacity up-
gradation from single/intermediate lane to 2 lane, 2 lane to
4 lane and 4 lane to 6 lane in periodic intervals. Under such
circumstances, formulation and implementation of a robust
Road Safety Management is a very tough affair. Next, the
level of coordination between different stakeholders such
as road authorities which itself involves several players,
transport department, police, health department, education
department and NGOs needs a lot of improvement with
equal commitment from each of the stakeholders.
A safe road environment should be such as to warn the
drivers of any unusual features, inform the drivers of
conditions to be encountered, guide the drivers through
INDIAN HIGHWAYS JULY 2019 25
 TECHNICAL PAPER
unusual sections, control the traffic through conflict points
and finally forgive errant behaviors. Cosmetic provisions
of road furniture cannot create safe road environment.
It should be first of all carefully planned, designed and
constructed to provide adequate sight distance at critical
locations. Safe road environment should enable vehicles
to comfortably negotiate horizontal curves, vertical grades
and curves at design speed. It should also enable vehicles
to smoothly merge, diverge and weave in junctions. Proper
geometrics of road and its various components, grade
separation at major intersections coupled with adequate
road furniture such as signages, marking, delineators, crash
barriers, blinkers can create a safe road environment. As far
as the road signages and marking are concerned, it should
have no surprises, it should release relevant information in
a controlled manner and pertinent information is repeated
at regular intervals.
Ideally such environment can be created only in the operation
stage of a road. However, during construction period, an
elaborate road safety measures can be provided in the
construction zones. Ground realty is that notwithstanding
several directives and guidelines by Union Governments
and State Governments, a lot more is required to be done.
The magnitude of problem is further accentuated when
people tamper with road environment for petty purposes
such as breaking of median kerbs to create openings,
placement of hoardings on road median and shoulder, theft/
damages to signs and other furniture, unauthorized parking
of vehicles and unlawful commercial activities on roadway
width. As such enforcement has an important role to play in
maintaining the road environment in proper condition.
Identification of high accident-prone locations called
black spots and implementation of corrective measures
is an important task in improving road environment.
However, this exercise depends a lot on accuracy of
data and identification of recurring cause of accidents.
In the absence of mechanism and practice of proper
crash investigation involving road authority, transport
department and police, identification of recurring cause of
accident is very difficult and consequently determination
of remedial measures. Accordingly creation of a safe road
environment and maintaining the same in a sustained
manner needs dedicated manpower and finances by road
authority (Global Plan for the Decade of Action for Road
Safety 2011–2020 recommends 10% of road budgetary
allocation for road safety works), strict adherence to safety
measures by contractors during construction phase of
projects, scientific method of identifying cause of accident
at high accident prone locations and correction thereof
and strong deterrent action against vandalism of road
environment and permanent/temporary encroachments.
World Forum for Harmonization of Vehicle Regulations
26 INDIAN HIGHWAYS JULY 2019
is a unique worldwide regulatory forum within the
institutional framework of the UNECE Inland Transport
Committee. It specifies various features of the vehicles
including energy efficiency, environmental protection and
safety. Global Plan for the Decade of Action for Road
Safety envisages Member States to apply and promulgate
motor vehicle safety regulations as developed by the
United Nation’s World Forum for the Harmonization of
Vehicle Regulations and implement new car assessment
programmes. India is not a signatory to 1958/1998
Agreement for World Forum for Harmonization of
Vehicle Regulations but India is committed to transpose
GTRs adopted under the 1998 agreement in the national
regulations. Safety features in vehicles such as airbag, anti-
lock braking system, electronic stability control, seatbelt,
shatter resistant glass, electronic brake distribution, auto
emergency braking etc. should not only be provided but
be kept functional throughout use of the vehicle.
Safer Road Users is the most important pillar of safe
system approach because in a given state of affairs i.e. road
environment, vehicle condition and overall road safety
management practices, it is the behavior of road user that
determines safe movement or otherwise at a given instant
of time. The extent and depth of awareness and rigor of
enforcement shape the contours of road user behavior. Both
these aspects need to be considerably strengthened in our
country at the earliest to reduce accidents and fatalities.
Raising the level of awareness is quite challenging in our
country because of two factors. First is lack of adequate
conviction, skill and passion on the part of the trainer/
teacher/activist. Second, we have a general mindset to take
things for granted. As a result, many of us commit violation
of traffic rules every now and then, even though we are
pretty aware of rules. The same is true for other social and
environmental problems plaguing our country. The remedy
lies in rigor of enforcement and innovative awareness
methods. Enforcement can be strengthened and made
effective only if dedicated agency with adequate strength
is created and technology is strongly leveraged. There are
some success stories of awareness campaign in isolated
pockets of the country. Given the vastness and diversity of
our country, there cannot be a singular solution.
Post crash response has basically three aspects. First is
accident communication and prompt arrival of ambulance
and paramedics. Govt. of India has started toll free national
helpline number 1033 for National Highways but it needs
to be more popular and effective. Effective use of golden
hour depends how early ambulance and paramedics reach
accident site. Second aspect of post crash response is
extraction of victim from crashed vehicle and pre-hospital
care at crash site (it is dependent upon training level of
paramedics) that sometimes is very critical to save a
 TECHNICAL PAPER
life. Last aspect is quality of care of hospital trauma care
system that requires both good infrastructure and specialist
doctors.
As we see from above, we face a daunting challenge to bring
down the number of accidents and fatalities. Socio-economic
indicators are against us. We have grossly inadequate
resources to meet the needs in all fields i.e. engineering,
enforcement and education. Therefore, to really improve
the situation, we have to do something akin to Sri Lanka
model of literacy. Sri Lanka has literacy rate of 92.6% as
against world rate of 86.3% (2015 data of UNESCO) and
gender parity is relatively high in literacy rate in spite of
its shortcomings in economic field. The literacy rate in Sri
Lanka stood at a mere 57.8% when it gained independence
from Britain in 1946. However, in last 70 years period, it
has been able to raise literacy rate to 92.6%. Free education
policy of 1947, compulsory schooling upto junior secondary
level, promotion of Sinhalese and Tamil language and
spending of nearly 4% GDP in nineteen fifties and sixties
enabled Sri Lanka to achieve universal primary education
in 1964  and sustain it thereafter even though country
passed through decades of civil war. We need similar kind
of investment and determination to reduce accidents and
fatalities in our country.
Similar mission mode action is necessary in our country
with respect to each of the 5 pillars of “safe system”
approach on long term basis so that we can aim at reducing
accidents and fatalities in a sizeable manner. In order to
secure a safer and forgiving road environment, a set of
suggestions are given below for consideration of policy
makers, administrators, senior management of contracting/
consulting firms and engineers within government
hierarchy, contracting/consulting firms etc. It needs to be
however reiterated that coherent action of all stakeholders
is required as a minimum to achieve the objective.
• Dedicated Road Safety Officer may be posted in field
offices such as project director/executive engineer of
all agencies in charge of highways/arterial urban roads.
Such officers should be entrusted with works related
to only road safety. Similarly road safety cell with
appropriate staffing may be created in higher offices.
Dedicated Road Safety Officer/ officers of road safety
cell should be regular officers of the department and
not from outsourced agency.
• The Road Safety Officer/officers of Road Safety Cell
should have adequate knowledge and skill of traffic
engineering, road safety engineering and road safety
audit acquired through training /professional courses
followed by experience. The officers should have
minimum tenure of say 3 years in such posting.
• There is strong need to create a pool of talented road
safety experts and auditors in the private sector through
dedicated training/professional courses.
• There should be rigorous design stage road safety audit
of all highway projects involving capacity upgradation/
stand alone value addition. Recommendations/findings
of road safety audit should be built into the project
proposal. Deficiencies in geometrics/grade separation
etc. cannot be compensated by short term measures.
Only in exceptional circumstances where proper road
safety facility cannot be provided commensurate with
design speed, adequate traffic calming measures should
be provided. Recommendations/findings of road safety
audit should not be ignored at any cost on account of
funding problems and site constraints.
• In case of completed projects under operation and
maintenance, there should be audit preferably on bi-
annual basis to identify shortcomings, bottlenecks and
blackspots. Help of traffic modelling and simulation
should be taken to determine most suitable intervention
at critical locations particularly in urban areas. All short
and medium term solutions should be implemented
immediately. Funds availability for such solutions
should be given priority over new projects.
• During the construction period, contractor/concessionaire
is mandated to provide construction zone safety measures
as per relevant contract provisions. Any laxity on the part
of the contractor/concessionaire, engineer and authority/
employer needs to be harshly dealt with.
• There is another phase in many projects when
administrative decision has ben taken for implementation
of the project but actual implementation takes long
time for variety of reasons. During such phase, there
should be administrative clarity and corresponding
funds provision to provide necessary traffic calming
measures as per decision of Road Safety Officer.
• Road environment is often damaged due to several
undesirable activities such as permanent/temporary
encroachments, un-authorised parking of vehicles,
acts of vandalism etc. Prevention of such activities
is linked to cooperation from enforcement agencies.
Road authorities should consistently guard against
such activities with multiple strategies including
engagement with local communities.
• Most of the developed countries are using traffic
simulators to assess efficacy of various components
of road environment through study of driver responses
and improving standards wherever necessary. Given
the typically mixed traffic scenario on Indian roads
and random variation in driver behavior, there is need
for more indigenous research using advanced tools to
upgrade our standards and decide interventions.
INDIAN HIGHWAYS JULY 2019 27
 TECHNICAL PAPER
Good practices for the Social and Environmental
enhancement in rural roads project:
The fact related to Rajasthan
Dr. Mohammad Isa Ansari1
1. Introduction
Rural roads project is not only a key component of
rural development by promoting access to economic
opportunities and social services and thereby generating
increased agricultural incomes, productive employment
prospects for beneficiary communities in the state.
Notwithstanding the efforts made, over the years, through
different programs, many habitations in the state are still
not connected by all-season rural roads.
Government of Rajasthan with the assistance of the
World Bank has undertaken Rajasthan Road Sector
Modernization Project (RRSMP) for connecting 1056
villages of population 250 to 499 with all-season
roads in 21 districts, namely (Ajmer, Alwar, Baran,
Bharatpur, Bhilwara, Bundi, Chittorgarh, Dausa,
Dholour, Hanumangarh, Jaipur, Jhalawar, Karauli,
Kota, Pratapgarh, Rajsamand, Sawai Madhopur, Sirohi,
Sri Ganganagar, Tonk and Udaipur) through Rajasthan
(PWD) as executing agency. The Government of
Rajasthan (PWD) has implemented the RRSMP rural
roads project with assistance from World Bank (IDA
Credit No. 5310-IN) under the Project Management
Consultancy (PMC) Services for RRSMP through
Intercontinental Consultants and Technocrats Pvt Ltd
(ICT) In association with Consulting Engineering
Group Ltd (CEG). The objective of RRSMP project is
to improve rural connectivity, poverty reduction, and
socio economic development and enhancement of road
safety in the region. For achieving the objective of
rural connectivity, the RRSMP rural roads project has
supported the construction of about 1038 nos. roads.
The roads have predominantly built to a bitumen surface
1 
PhD Resettlement and Rehabilitation Expert Intercontinental Consultants and Technocrats Pvt Ltd (ICT)
New Delhi, E-mail: ansari@ictonline.com
28 INDIAN HIGHWAYS JULY 2019
standard and have included all necessary social and
environmental enhancement measures for welfare of local
people such as CD works, cross drainage, syphon, ramps,
sitting platforms, road signage, markings, informatory
sign boards, delineators, animal drinking water tanks,
material stacking platforms, road side plantation and
other enhancement works etc.
PMC team has monitored and technically supervised the
work of district PIUs and also conducted frequent site
inspections along with PWD officials (refer photo 1, 2, 3
& 4) and collected data/information through continuous
interactions and Focus Group Discussions (FGDs)
with stakeholders, district PIUs, gram panchayats
and local communities. Accordingly, and based on the
applicable rules and regulations and considering the
World Bank’s guidelines and operational practices,
following documents were also reviewed, namely
Social Management Framework (SMF), Environment
Management Framework (EMF), Environmental Codes
of Practice (ECoP) and also the respective DPRs were
examined to assess the relevant provisions made for
RRSMP roads. Data on good practices adopted by the
PIUs were collected through these discussions, ground
observations, Performance Assessment Tools (PAT)
and the checklists for implementation of social and
environment aspects developed for RRSMP project for
monitoring and evaluation.
The integration, analysis and comparison of data/
information in terms of performance of district PIUs
in different RRSMP roads were examined through
application of good practices in terms of: (i) roads with
bitumen surface standard; (ii) road marking and hazard
 TECHNICAL PAPER
marking sign board provided; (iii) well connected schools,
religious places and primary health centres approaches
provided; (iv) edge marking and zebra crossing and stop
line provided on junctions; (v) sitting platforms and ‘U’
turn facility for turning of vehicles provided; (vi) guard
stones and parapet walls on curves portions provided;
(vii) proper ramps provided for road side access and
facilities; (viii) proper X-Section of L-Shape drains
provided on both sides in village portion; (ix) warning
safety sign boards provided at cattle crossings, schools,
curves, speed breaker and Junction locations; (x) soak
Photo 1: A view PMC team discussing with district PIU Jaipur
Photo 3: A view PMC team discussing with local
Communities at district PIU Hanumangarh
2. Good Practices for the Social
and Environmental Enhancement
Works in RRSMP
Social and Environmental enhancement measures were
kept in consideration during DPR preparation and
construction. These enhancement works include cattle
crossings at identified crossing, ramps for access, access
for schools and other religious & community properties,
sufficient space for turning radius, platform for stacking
material for maintenance, utility crossing ducts where
recharge pit provided near hand pumps with proper
disposal of waste water; (xi) information boards and
kilometre stone provided and painted properly; (xii)
flood gauge and guard stones provided on causeway and
provisions of delineators; (xiii) electric pole painted,
speed breaker and safety slogans on walls provided;
(xiv) trees and retaining walls painted for clear visibility
during nights; (xv) proper dressing of shoulders/ berms;
(xvi) Panchayat offices properly maintained and animal
drinking water tanks provided; and (xvii) Enhancement
of bus stops and safety slogans written at junctions.
Photo 2: A view PMC team discussing with district PIU Dholpur
Photo 4: A view PMC team with local Communities and PIU
officials at district Sri Ganganagar during site inspection
required, developing hand pump and well areas to avoid
spillage of water and other community concerns, if any,
expressed during consultations etc. The implementation
was monitored by PMC and PWD on regular basis. The
World Bank also provided regular guidance for RRSMP
project and also reviewed the implementation during its
various missions. Good practices adopted for the social
and environmental enhancement works by different PIUs
are exhibited in photos 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15,
16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26 and delineated in
the subsequent sections.
INDIAN HIGHWAYS JULY 2019 29
 TECHNICAL PAPER

1. Road Views – Snapshots of RRSMP Roads in PIU Districts

Photo 5: Edge line marking and guard stones provided at high Photo 6: Edge line marking provided on both side of curve
embankment locations (PIU Rajsamand) portion (PIU Ajmer)

Photo 7: Syphon and speed breakers Photo 8: Informatory boards installed at junction
(PIU Hanumangarh) (PIU Sri Ganganagar)

Photo 9: Informatory sign board provided for safety of wild Photo 10: Sitting platforms provided along roads
life (PIU Hanumangarh) (PIU Dholpur)

Photo 11: Felicitating land donors Photo 12: Electric poles on shoulders painted for visibility
(PIU Bundi) during night (PIU Bundi)

30 INDIAN HIGHWAYS JULY 2019

 TECHNICAL PAPER

Photo 13: Village name sign board installed Photo 14: Delineators and road marking at curve location (PIU
(PIU Chittorgarh) Dausa)

Photo 15: School connected with BT road (PIU Bhilwara) Photo 16: Junction marking, Stop and T-Junction sign board
provided (PIU Jhalawar)

Photo 17: School sign board provided at school Photo 18: Sitting platform (PIU Chittorgarh)
(PIU Jhalawar)

Photo 19: Channelizer and road markings provided for safety Photo 20: Animal drinking water tank provided
(PIU Rajsamand) (PIU Rajsamand)

INDIAN HIGHWAYS JULY 2019 31

 TECHNICAL PAPER
Photo 21: Flood gauge on vented causeway
(PIU Udaipur)
Photo 23: Pavement marking and electric pole painted
(PIU Bharatpur)
Photo 25: Culvert parapets painted and numbering also done
on HPC (PIU Tonk)
3. Launching RRSMP website
PMC team supported PWD to launch RRSMP website
(www.rrsmpwb.rajasthan.gov.in). The safeguard documents,
namely Social and Environment screening sheets, Project
appraisal document, Social Management Framework (SMF),
Resettlement Policy Framework (RPF), Environment
Management Framework (EMF), Environmental Code of
Practice (ECoP), Social and Environment reports, monthly/
quarterly/semi-annually/ annually progress reports, PAT,
informatory sign boards, road safety awareness program
and also information regarding grievance procedures etc.
prepared for the RRSMP have been uploaded on the website
32 INDIAN HIGHWAYS JULY 2019
Photo 22: Delineators and hazard marker sign boards provided
at causeway (PIU Jhalawar)
Photo 24: X-Section of L-Shape drain provided in village
portions (PIU Kota)
Photo 26: Informatory sign boards and road marking
(PIU Bharatpur)
for public disclosure and access to information. Circulars
and notifications issued by PWD are also being posted on
the RRSMP website for information to public and district
PIUs.
4. Land donation
The roads have been built on existing government land
and revenue tracks. However, in some cases, the available
track width is not sufficient; some additional land has been
voluntary donated by the land owners. In this regard, the
gift deeds/affidavit/MoUs were in which land donations
was involved. To recognize the contribution of land donors,
their names were displayed on the village boards erected
 TECHNICAL PAPER
on the road side with captions regarding appreciation their
contribution. A view of land donors during felicitation at
PIU Bundi is exhibited in photo 27.
Photo 27: A view of felicitating land donors (PIU)
5. Mutation
All RRSMP roads mutations have been done in the name
of PWD.
6. Tree Plantation
As the RRSMP roads are constructed on existing revenue
track, the cutting of trees is negligible. It was planned to
get the road side plantation done through Panchayati Raj
Institutions. The district PIUs already have submitted the
proposal for tree plantation to the district authorities for
sanction of plantation under MNAREGA and as many as
2032 trees have been proposed for plantation.
7. Grievance/complaint redress system
Besides the grievance redress committees such as LMC/
ADVERTISEMENT TARRIF FOR INDIAN HIGHWAYS
Sl. No. Position of Page Rates for regular issue (4-Color &
Black & white) per page
1 Outside Back Cover
2 Inside Front / Inside Back Covers
3 Full Page (Color)
4 Half Page (Color)
5 Full Page (Black & White)
(A 10% rebate is allowed if advertisements are booked for one year (12 issues)
Advertisement Print Size:
1. 24 cm x 19 cm for full page (Color or Black & White) and Tender Notices
2. 11.5. cm x 19 cm for half page
Contact Details:
Indian Roads Congress
Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110022
Tel. 011 26185273, Email: indhighways@gmail.com
GRC, which have been put in place for respective RRSMP
villages and districts to register people’s grievances
manually, on the other hand PMU has also developed a
system on RRSMP website to register people’s grievances
through online facility.
8. OBSERVATION AND CONCLUSION
Overall, it can be concluded that the PMC with the support
of PWD has closely monitored project management
activities and coordination the district’s PIUs including
reviewing DPRs, road designs, environment and social
safeguard measures, quality control standards, road
safety and carrying out the appraisals of RRSMP roads
along with the application of good practices which were
adopted by different district PIUs and managed overall
progress of RRSMP roads construction project. In this
regard, several training sessions, meetings and group
discussions for both PIUs and contractors resulted into
better understanding in implementation of good practices
of social and environmental enhancements in RRSMP
roads as stated above please.
Additionally, the PMC team has shared these good
practices with other district PIUs during the site visits
so that they can also adopt these good practices in their
RRSMP roads and thereby RRSMP roads construction/
implementation program has been completed successfully
with tremendous support from the World Bank and
Rajasthan PWD. Also the village communities have
appreciated these enhancement works; they found these
social and environmental works are very useful.
Annual Charges for 12
issue
Rs.40,000.00 Rs.4,80,000.00
Rs.35,000.00 Rs.4,20.000.00
Rs.30,000.00 Rs.3,60,000.00
Rs.20,000.00 Rs.2,40,000.00
Rs.15,000.00 Rs.1,80,000.00
INDIAN HIGHWAYS JULY 2019 33
 TECHNICAL PAPER

Value Added Mixtures for Flexible Pavement Layers using

Coal Mixed Rejected Aggregates from Thermal Power Plant

Yash Pandey1 Dr. Sangita2 Dr. Vandana Tare3

Abstract
Abstract: During the last two decades the infrastructure and construction sector has put its leg forward towards growing
economy of country. The road and transportation sector are one of the most valuable and important amongst all others.
The road sector provides connectivity of the growing cities and villages with the developed cities. For the road sector it
costs minimum about a crores rupee for construction and maintaining a section of one kilometre road during its life span.
India has about 46 lakh kilometres of roads. One of the problems in our country is to have quality roads in cities and
villages to have better connectivity. Some of the villages have no roads and for that the inefficiency of the system prevailing
including the engineers is blamed. The growing scarcity of natural aggregates, due to banning of quarries, leading to
slowing down the rate of road construction is also a problem. An alternate for this problem is Coal Mixed Reject. The coal
from coal mines is supplied to the thermal power plants for electricity production which contains both coal and stones.
The material which contains less percentage of coal content in them is rejected as their low calorific value. The present
laboratory study involved the utilization of this waste aggregate as a replacement of natural aggregate in Granular Sub-
Base (GSB) and for the development of DBM and BC mixes as per IRC:111 and MoRT&H Specification. These mixtures
are for granular as well as bituminous layers in road construction. Based on laboratory studies like proctor test, CBR test
for GSB layer and mechanical strength parameters like rutting, fatigue, stability for bituminous layers, it is recommended
for its use as an alternative to natural aggregate in road construction works.

1. Introduction Rural roads need locally available suitable aggregates to

In terms of our modern civilization, it is a fact that there
are more people alive on our planet today (more than 6
billion), than have ever perished in the history of human
kind. Development of the global road infrastructure
is equivalent to this situation with the majority of the
necessary capacity of roads being presently in place.
For this reason, road maintenance, rehabilitation and
upgrading have become gradually important to pavement
engineers. The road and transportation sector are one of
the most valuable and important amongst all others. The
road sector provides connectivity of the growing cities
and villages with the developed cities.
In India most of the rural roads are based on hot mix
technology which consumes a lot of natural aggregates
and energy and causing pollution. To save these two
natural resources Green Technologies are need of the
hour. These Green Technologies are warm mix, cold mix
and to explore and use alternative aggregates to save the
natural resources.
save transportation cost. As quarrying of natural sand is
causing river pollution that due to more and more river
quarrying the bank of river gets destroyed which affects the
flowing stream. The machinery used for quarrying emits
large amount of fumes which increases carbon footprint.
An alternate called as coal mixed waste aggregate has been
found for the reason. This coal mixed waste aggregate
as an alternate for natural aggregate taken for the study
from National Thermal Power Plant (NTPC Badarpur)
and tested for the specific properties which are necessarily
required by aggregate as a road building material found to
be good and indirectly tells us for its use “not as a dump
but as gold in road construction”. In this research work
the natural aggregate has been replaced 100% by alternate
material and found to be suitable for the road construction
works.
2. Materials Used
To carry out the experimental work rejected coal mixed

1 
Assistant Manager- Design, G R Infraprojects Limited, Gurugram; E-mail: yashpandey5@gmail.com
2
Chief Scientist, FPD, CSIR- Central Road Research Institute, New Delhi; E-mail: sangita.csir@gmail.com
3
Professor, CE-AMD, Shri G.S. Institute of Technology and Science, Indore, M.P.; E-mail: vtare4@gmail.com

34 INDIAN HIGHWAYS JULY 2019

 TECHNICAL PAPER

aggregates (CMRA) were procured from National Thermal
Power Plant (NTPC), Badarpur, New Delhi. Viscosity
grade 30 bitumen is used for development of Hot mixes
(DBM & BC mixes) and slow setting grade 2 emulsion
binder is used for preparation of Emulsion based half
warm bituminous concrete mix.
2.1 Coal Mixed Waste Aggregates (CMRA)
All over India the coal from coal mines, which is supplied
to the thermal power plants for electricity production,
contains both coal and stones. The material which
contains less than 40% coal (approx.) is rejected because
of its containment of less coal percent and higher stones,
which when fed in the thermal power plant machineries
causes harm to it. This waste / rejected material is termed
as Coal Mixed Waste Aggregates (CMRA). Since stones
and coal particles are comingled and transported together
but rejected at thermal power plants due to its low calorific
value, due to which the power plants has to make a new
arrangement of space to dump this material. As they have
no ways to make use of it and no other agencies have
authority to take away that material due to which heaps
and heaps of this material (Fig. 1) is lying and land is
occupied.

Fig. 1 Coal Mixed Waste Aggregate at NTPC Badarpur Power Plant

There is a scarcity of the place to store this material in Table 1- Physical Properties of CMRA
power plant premises. One example is at Badarpur (New Specified limit
Delhi, India) NTPC plant this waste is about 5 lac tons Property Test Performed as per Test Results
and similarly at NTPC Dadri (New Delhi, India) the MORTH 2013
situation is 50 times worst and similar situation exists Max. 5%
Cleanliness Grain Size Analysis
all over the India at different coal driven thermal power (dust) (IS: 2386 Part 1)
passing 0.075 2%
mm sieve
plants. This is causing a huge loss of money and space to
Combined Flakiness
Government. As the coal is mined daily from mines due Particle
and Elongation Test Max 35% 25%
to which the rejected waste aggregates are increasing Shape
(IS: 2386 Part 1)
day by day and new places are to be found out to dispose Aggregate Impact
the material which will cause extra cost of transportation Strength Test Max 24% 18%
of the material. This material is a waste for power plants (IS: 2386 Part 4)
and they want the new ideas or ways for disposing off Soundness in Sodium
the aggregates as indicated in one of the meeting held Soundness Sulphate Max 12% 7%
(IS: 2386 Part 5)
between CRRI, New Delhi and NTPC, Badarpur, New
Water Water Absorption test
Delhi. Absorption (IS: 2386 Part 3)
Max 2% 1.5-2.5%

As per the Newspaper report in “The Economic Times Specific Gravity 2.69 (20 mm)
Specific
(3, April 2013)” “Petty stones could cost crores at times” Test - 2.64 (10mm)
Gravity
(IS: 2386 Part 3) 2.2 (dust)
(The Economic Times, 2013) tells about the capital loss
due to this waste aggregate. Coating & Stripping
Minimum
of Bitumen
Stripping Retained 98%
The physical properties of rejected coal mixed waste Aggregate Mix
Coating 95%
aggregates are given in Table 1. (IS: 6241)

INDIAN HIGHWAYS JULY 2019 35

 TECHNICAL PAPER

2.2 Binders 3.1.3. Dense bituminous macadam (DBM)

Bitumen VG-30 conforming to IS 73-2013 for hot DBM & Table 4- Aggregate gradation for DBM-II
BC mixes and Cationic Emulsion SS-2 grade conforming Specified limits for DBM-II as per
to IS 8887-2006 for development of half warm BC mixes Sieve % Passing MORTH
using coal mix waste aggregates were used for this Size, mm of CMRA
Upper Limit Lower Limit
research work. 37.5 100 100 100
3. Laboratory Study 26.5 91 100 90
19 84 95 71
The heap of rejected coal mix aggregate has different
13.2 76 80 56
sizes and the aggregates corresponding to the specified 4.75 53 54 38
gradation of different pavement layers are collected from 2.36 32 42 28
the heaps of rejected coal mix dump material. 0.30 11 21 7
3.1 Aggregate Gradation 0.075 4 8 2

The CMRA has been used to make different layers of 3.1.4. Bituminous concrete (BC)
flexible pavement namely Granular Sub-base (GSB), Wet Table 5- Aggregate Gradation for BC-I
Mix Macadam (WMM), Dense Bituminous Macadam
Blending Specified limits
(DBM) and Bituminous Concrete (BC). The grading % Passing of
Sieve proportion for BC-I as per
adopted for aggregates recovered from coal mixed dump Aggregate
Size, CMRA MoRTH
for different layers is as per MoRTH 2013. In some layers, mm Stone :Stone Dust Upper Lower
lime or stone dust has also been added to get desired CMRA
Dust 80:20 Limit Limit
grading. The grading obtained for GSB, WMM, BC and 26.5 100 100 100 100 100
DBM layers and specified limits are as given below: 19.0 90.45 100 92 100 90
13.2 72.46 100 78 79 59
3.1.1 Granular sub base layer (GSB-II)
9.5 55.48 100 64 72 52
Table 2- Aggregate Gradation for GSB-II 4.75 26.63 100 41 55 35
Specified limits for GSB-II as 2.36 16.68 83.29 30 44 28
Sieve Size, % Passing per MORTH 1.18 15.60 54.32 23 34 20
mm of CMRA
Upper Limit Lower Limit 0.60 8.84 42.09 16 27 15
0.30 6.23 28.43 11 20 10
53 100 100 -
0.15 4.12 18.48 7 13 5
26.5 100 100 70 0.075 2.71 12.58 5 8 2
9.50 76 80 50
3.2. Performance Tests
4.75 43 65 40
2.36 40 50 30 For the verification of the material suitability for the road
0.425 10 15 10 construction purpose various performance evaluation tests:
0.075 3 5 0 Proctor test, California Bearing Ratio (CBR), Atterberg's
Limit for GSB and WMM; Marshall’s stability, Indirect
3.1.2. wet mix macadam (WMM) Tensile Strength (ITS), Tensile Strength Ratio (TSR) for
Table 3- Aggregate Gradation for WMM BC and DBM were done. The test results are given in
subsequent sections.
Specified limits for WMM as
Sieve % Passing per MORTH 3.2.1. For GSB
Size, mm of CMRA
Upper Limit Lower Limit
Table 6- Test results for GSB
53 100 100 100
45 100 100 95 Specified limit Test
Property Method of Test
as per MORTH Results
22.4 76 80 60
Aggregate
11.2 43 60 40 IS:2386 part 4 Max 40 23
Impact Value
4.75 30 40 25
Liquid Limit IS:2720 part 5 Max 25 15.7
2.36 20 30 15
0.600 10 22 8 Plasticity Index IS:2720 part 5 Max 6 1
0.075 3 5 0 CBR IS:2720 part 5 Min. 30 43

36 INDIAN HIGHWAYS JULY 2019

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3.2.2. For WMM 4. Emulsion based Half Warm Mix

Table 7- Test results for WMM Asphalt (HWMA): New approach for
mix design
Method of Specified limit Test
Property The Emulsion based half warm mix asphalt is a new
Test as per MORTH Results
Aggregate technology for mix design in India. There are very limited
Impact Value
IS:2386 part 4 Max 30 23 experiences in this field. Unlike warm mixes, production of
Liquid Limit IS:2720 part 5 Max 25 15.7
HWMA mixes do not require any extra chemical /additive. A
laboratory study for emulsion based half warm mix asphalt
Plasticity Index IS:2720 part 5 Max 6 1
using coal mixed waste aggregate has also been carried in
Combines CRRI for BC layer. In the design approach mild warm
Flakiness & IS:2386 part 1 Max. 35 15
cationic emulsion SS-2 grade is mixed with aggregates
Elongation Index
heated at about 100-110ºC to obtain a mix temperature
3.2.3. Properties of bituminous mix for DBM of 85-90ºC and then compacted at this temperature. The
For preparing samples for hot mix DBM, Marshall’s OBC is found to be 9.5% emulsion. As the emulsion based
method (ASTM D6931) of mix design was followed. HWMA is operated at lower temperature range so it offers
Optimum binder content (OBC) comes out to be 4.5%. The saving of fuel also. The laboratory results of emulsion
performance parameters at OBC are shown in Table 8. based HWMA with coal mixed waste aggregate for BC
layer are as shown in Table 10. The properties obtained for
Table 8- Test Results for DBM HWMA were compared with the properties of cold mix
Method of Specified limit Test asphalt approach as specified in IRC:SP:100-2014.
Property
Test as per MORTH Results
Marshall Stability, AASHTO Table 10- Test results for BC using Emulsion based
Min 9 10 HWMA approach
kN @ 60˚C T245
AASHTO Test Result Specified Limits for cold
Flow, mm 2-4 2.5 Properties for HWMA mix BC layer using natural
T245
with CMRA aggregates as per MORTH
% Air Voids - 3-5 4
Marshall Stability,
Specific Gravity 4 2.2
- - 2.6 kN @ 25 ˚C
AASHTO Flow, mm 4.8 Min. 2
TSR, % Min 80 90
T283 Air Voids, % 5 3-5
Retained Marshall AASHTO Specific Gravity 2.1 Not given
Min 80 92
Stability, % T245
Retained Stability, % 81 Min. 50
3.2.4. Properties of bituminous mix for BC layer ITS @ 25 ˚C, kg/cm2 2.5 Not given
The Optimum Binder Content (OBC) was found to be 5.5% TSR, % 80 Min. 80
as per Marshall Mix design method for BC mix. Marshall 5. Results and Discussions
Samples prepared at OBC were tested for performance
parameters and the test results are given in Table 9: The test results indicated that the physical property of
rejected coal mixed waste aggregates as shown in Table-1
Table 9- Test Results for BC
lies within the limits specified in MoRTH-2013 ensuring
Method of Specified limit Test for its further use. Results of Sieve analysis of aggregates
Property
Test as per MoRTH Results
obtained for GSB,WMM,DBM and BC layers from the
Marshall Stability, AASHTO rejected material of a heap are given in Tables 2-5.The
Min 9 12
kN @ 60˚C T245
gradation meets the requirements of specifications of the
AASHTO respective granular and bituminous layers. The volumetric
Flow, mm 2-4 3
T245
and mechanical properties of the said material are found
% Air Voids - 3-5 4.1 to be suitable for construction of GSB layer with CBR
Specific Gravity - - 2.63 value of 43% with maximum dry density of 2.2gm/cm3 at
AASHTO 6.3% optimum moisture content and WMM layer (Tables
TSR, % Min 80 90
T283 6 and 7). The volumetric and mechanical properties of hot
Retained Marshall AASHTO bituminous mixes as shown in Tables 8 and 9 are also
Min 80 90
Stability, % T245 fulfilling the criteria of Marshall stability, flow, air voids,

INDIAN HIGHWAYS JULY 2019 37

 TECHNICAL PAPER

Retained stability and Tensile Strength Ratio (TSR) as per
the requirement of MoRTH-2013 for conventional DBM
and BC.
Marshall samples of bituminous mix prepared using
different approach i.e. Emulsion based half warm mix
were also subjected to performance tests. The test results
as indicated in Table 10 have shown the better Marshall
stability retained stability, ITS and TSR as compared to the
limits specified for BC cold mixes. The overall mechanical
properties of samples prepared with emulsion based half
warm mix asphalt approach are found to be more effective
than cold mix asphalt approach.
6. Conclusions
Based on the laboratory studies it is concluded that:
i. The coal mixed waste aggregates are suitable as
an alternate for natural aggregate in GSB, WMM
and bituminous works.
ii. The use of coal mixed rejected aggregates will not
only offer the solution for conservation of natural
aggregates but also offer a scientific approach
to solve the problem for disposal of stored coal
rejects in the premises of thermal power plants.
iii. The cost of construction is also minimized for
local areas as quarrying of aggregates and their
transportation cost will be reduced.
iv. The use of emulsion based HWMA will be a better
substitute and beneficial than cold mix asphalt
v. Outcome of performance data of a field trial study
on emulsion based HWMA on NH-27, near Rajkot
indicated the successful translation of laboratory
research into construction of a 50 mm overlay
using emulsion based HWMA technology.
7. References
i. Tare Vandana, Sangita, Pandey Yash & Jain A.K.,
(2015, Feb), Environment Friendly Road Construction
Approach used for reducing Global Warming” in
Bhartiya Vigyan Sammelan, Goa.
ii. Pandey Yash, Sangita, Kardam Rohit & Singh M. P.,
(2015, May) “Laboratory Study for Use of Alternate Coal
Mixed Waste Aggregates vis-a-vis Natural Aggregates
for Bituminous Concrete Layer” in International Journal
of Emerging Technology and Advanced Engineering, pg
401-403.
iii. Pandey Yash, Sangita, Kardam Rohit, Singh M. P., &
Shishodia Anoop (2015, September) “Green Technology
for Construction and Maintenance of Roads” in Civil
Engineering & Construction Review, pg 71-74.
iv. AASHTO T245: Method of Test for resistance to
Plastic Flow of Bituminous Mixtures Using Marshall
Apparatus
v. AASHTO T283: Standard Method of Test for Resistance
of Compacted Asphalt Mixtures to Moisture-Induced
Damage.
vi. ASTM D6931: Standard Test Method for Indirect
Tensile (IDT) Strength of Bituminous Mixtures.
vii. IS- 2720-1965: Method of Tests for Soil.
viii. IS-8887-2007: Bitumen Emulsion for Roads (Cationic
Type).
ix. IS- 73-2013: Paving Bitumen. Indian Road Congress.
x. Ministry of Road Transport and Highways 2013-
Specifications for Road and Bridge Works.
xi. The Economic Times report (2013, April) “Petty stones
could cost crores at times”.

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 (01 April, 2018 to 31 March, 2019) in the relevant proformae
(available on IRC website : www.irc.nic.in ) which will prove beneficial to the members of the highway profession.
The Reports are to be prepared in Word format and to be submitted in triplicate by post to the Secretary General,
Indian Roads Congress, IRC Bhavan, Kama Koti Marg, Sector 6, R.K. Puram, New Delhi – 110 022 and also through
e-mail at: irchrb@gmail.com latest by 15th August, 2019.

38 INDIAN HIGHWAYS JULY 2019

LIST OF IRC ACCREDITED NEW MATERIALS/ TECHNIQUES/EQUIPMENT/PRODUCTS

LIST OF IRC ACCREDITED NEW MATERIALS/ TECHNIQUES/EQUIPMENT/PRODUCTS

(valid as on 15 June, 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 15 June, 2019 is as mentioned
below:

S. Name of the New Material/ Technology/ Usage

No. Equipment/ Product
1 Unbreakable Glare Screen To improve road safety and safeguard lives on roads
2 VIATOP PLUS FEP For use in modification of bitumen
3 Aqua Patch Used as High performance, quick setting pothole repair material
4 SUNCRYSTAL MIX Crystalline Admixture for reducing permeability of concrete
5 Avery Dennison Traffic Jet Print System Digital printing technology for durable traffic signs
6 ANT Stabilizer used in road construction
7 ShaliSeal RSTC Tar base emulsion for enhancing road life by water ingress
8 Polyalk CP 293 Enhances the service life of the structures significantly and is
beneficial in corrosion prone zones.
9 “SUNEXT 8” – Aliphatic, Acrylic Based, Anti- Protection of exposed concrete structures
carbonation Coating
10 “vSAFE” (Advanced Polymer) New Gen Road To promote road safety and efficiency of road users
Signage
11 “Ultracure” - white pigmented wax based curing for use in concrete structures
compound for concrete
12 RoadCem AS stabilizing material
13 Terrazyme Soil Stabilizing material used in construction of roads
14 Corrkil E System For the painting of Steel Bridges
15 Fluoro Polymer Based Coating System For the painting of Steel Bridges
16 SikaBit T 130 SG Bridge Deck Waterproofing Membrane
17 Primeline Standard Thermoplastic Road Marking Material
18 IMS K100 Concrete Upgrading Admixture for Cementitious and Rigid
Pavement Construction
19 Roller Barrier Used to absorb shock, impact of the plying vehicle on the road and
ultimately minimize accidents/fatalities
20 Shaliplast LW++ Integral Waterproofing cum binder corrosion inhibitor for Bridges
& Reinforced Concrete
21 HMVG-50 stiffer/harder grade binder to prevent pavement failure due to
increased loads
22 Portadeck Heavy Duty Composite Access Mats and Floors/Working
Platforms
23 Automark For use in safety of roads, bridges and structures
24 Asphaltoseal On concrete decks for waterproofing purpose in lieu of mastic
asphalt under BC overlay
25 Processed Steel Slag Alternate Aggregate for Flexible Pavements
26 Monopol 456 HB Anti-Carbonation Coating for Bridges and Concrete Structures

INDIAN HIGHWAYS JULY 2019 39

LIST OF IRC ACCREDITED NEW MATERIALS/ TECHNIQUES/EQUIPMENT/PRODUCTS

S. Name of the New Material/ Technology/ Usage

No. Equipment/ Product
27 EPCO KP 200 Bipolar Concrete Penetrating Corrosion Inhibitor
28 Monopol Low Viscous Grout Material
29 RBI Grade-81 Stabilizer used in Road Construction
30 HZL Process Waste, Jarofix Used as filler material in road embankments
31 Imperial Smelting Furnace (ISF) Slag As fine and coarse aggregates & as filler for road embankment
32 Iter PPS 1000 CV Bitumen additive for use in flexible pavement
33 Superplast Bitumen additive for use in flexible pavement
34 Trolex NCAT NTO Apparatus to measure Asphalt content by the Ignition method
35 Asphalt Content Tester (AIM 590) It is used for hot mix asphalt paving mixtures and pavement
samples
36 i-lite Reflective Pavement Marker It is based on 100% indigenously developed technology whose
properties are in conformity with ASTM D 4280-94
37 Penetron Admix® (Crystalline Waterproofing Used for making the concrete permanently sealed against the
Admixture) penetration of water or liquids
38 GUJCON-CRF Nylone 6 Fibre Used as a secondary reinforcement in concrete roads and bridges
39 Waelz Kiln (WK) Slag Used in embankment, sub-base and bituminous/concrete pavement
40 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
41 ZycoTherm Warm mix additive
42 Geopolymer Concrete Eco-friendly Concrete which replace cement in concrete
43 Secugrid 30/30Q1 Used for base reinforcement of road loading to longer life or
reduction of thickness of aggregate & bitumen layer in pavement
44 CMR Bitplast Waste plastic impregnated and concentrated bitumen tablets for
laying flexible pavements
45 Asian Paints Smart Care APP Polymer Modified Used as a Waterproofing/ damp proofing membrane in horizontal
4mm Membrane and vertical both directions
46 Asphalto Mastic Bitumen Membrane Waterproofing for bridge deck
47 Treated Drill Cuttings Used as a filler in construction work
48 Barrier System (Ezy Guard SMART) MASH TL3 Used to secure the W-beam rail to the Z-Posts, eliminating the
requirement for blocking pieces and rail stiffening plates
49 Barrier System (Ezy Guard HC) MASH TL4 Used to secure the thrie beam rails to the posts, eliminating the
requirement for blocking/offset pieces and rail stiffening plates
50 KSI Roller Safety Barrier Used for Traffic Island Toll Entrance, Terminal, Intersections, etc
51 Mazaa AC Pipes Used for sewerage and drainage
52 Coir Geo Textile Used in construction and maintenance of roads and embankments
53 Eliminator – Bridge Deck Waterproofing System Waterproofing System
[MMA Resin Based Bridge Deck Waterproofing
System]
54 3M Median Markers Improves visibility of road safety devices
55 Roadstab Technology Soil Stabilizer used in construction of roads
56 3M Vertical Delineators Eliminating device for improving visibility road shoulders and
median opening
57 Aluminum Backed Prismatic Reflective Sheeting Highly flexible and conformable Retro reflective sheeting

40 INDIAN HIGHWAYS JULY 2019

MoRT&H CIRCULAR

INDIAN HIGHWAYS JULY 2019 41

 New/Revised Publications
TENDER NOTICE of IRC

New/Revised Publications of IRC – NEW ARRIVALS

The IRC has brought out the following 15 New/Revised Publications. These prestigious publications will be quite
useful to the Highway Professionals.

S. No. Title of the Document Price Packing &

Postage

1 IRC:37-2018 “Guidelines for Design of Flexible Pavement” (Fourth 1400.00 40.00

Revision)

2 IRC:57-2018 Recommended Practice for Sealing of Joints in Concrete 300.00 20.00

Pavements (Second Revision)

3 IRC:86-2018 Geometric Design Standards for Urban Roads and Streets 600.00 30.00
(First Revision)

4 IRC:87-2018 Guidelines for Formwork, Falsework and Temporary 800.00 40.00

Structures for Road Bridges (Second Revision)

5 IRC-127-2018 Guidelines on Skill Development of Workmen in Road 800.00 40.00

Sector

6 IRC:SP:36-2018 Guidelines for IRC Standards (First Revision) 100.00 20.00

7 IRC:SP:54-2018 Project Preparation Manual for Bridges (First 500.00 30.00

Revision)

8 IRC:SP:63-2018 Guidelines for the Use of Interlocking Concrete Block 500.00 30.00
Pavement (First Revision)

9 IRC:SP:73-2018 “Manual of Specifications and Standards for Two 1500.00 40.00

Laning of Highways with Paved Shoulder” (Second Revision)

10 IRC:SP:83-2018 Guidelines for Maintenance, Repairs & Rehabilitation 1000.00 60.00

of Cement Concrete Pavements (First Revision)

11 IRC:SP:117-2018 Manual on Universal Accessibility for Urban Roads 900.00 40.00

and Streets

12 IRC:SP:119-2018 “Manual of Planting and Landscaping of Urban 1200.00 40.00

Roads”

13 IRC:SP:120-2018 “Explanatory Handbook to IRC:22-2015 “Standard 1000.00 40.00

Specifications and Code of Practice for Road Bridges, Section VI-
Composite Construction”

14 IRC:SP:121-2018 Guidelines for Use of Iron, Steel and Copper Slag in 600.00 30.00
Construction of Rural Roads

15 IRC- Pocket Book for Road Construction Equipment 1200.00 50.00

Copies of these publications can be obtained from IRC Office against cash payment. For more details please contact
Sale Section of IRC: + 91 11 2338 7759 and E-mail: ircsale1934@gmail.com

42 INDIAN HIGHWAYS JULY 2019

TENDER NOTICE

INDIAN HIGHWAYS JULY 2019 43

 TENDER NOTICE

PUNJAB ROADS AND BRIDGES DEVELOPMENT BOARD

Invitation of bids for disposal of ROMDAS Equipment
Sealed online bids are invited by Joint Secretary, PRBDB, SCF 61-62, Phase-2, Mohali for disposal of
Road Measurement and Data Acquisition System (ROMDAS), a class-I laser road profilometer on “As-
is where- is” basis. The details of the equipment alongwith other information pertaining to invitation of
bids can be seen at www.eproc.punjab.gov.in, www.prbdb.gov.in. The on-line bids will be received on the
portal from 11th June, 2019 to 15th July, 2019 (3:00 PM).

Addenda/ Corrigenda, if any, will be published only on the websites.

(Mukesh Kumar Goel)

Joint Secretary,PRBDB
Punjab Roads and Bridges Development Board
SCF 61-62, Phase-2, Sector-54, Mohali-160054
Tel: 91-172-5134620, Fax: 91-172-5134640

44 INDIAN HIGHWAYS JULY 2019

TENDER NOTICE

INDIAN HIGHWAYS JULY 2019 45

 TENDER NOTICE

46 INDIAN HIGHWAYS JULY 2019

TENDER NOTICE

INDIAN HIGHWAYS JULY 2019 47

 ADVERTISEMENT

48 INDIAN HIGHWAYS JULY 2019

 ANNOUNCEMT
TECHNICAL
OF IRC REGIONAL
PAPER WORKSHOP

REGIONAL WORKSHOP ON
“QUALITY CONTROL – NEW MATERIALS, TECHNIQUES,
MACHINERY, ETC IN ROAD SECTOR”
TO BE HELD AT HYDERABAD (TELANGANA) ON 26TH & 27TH JULY, 2019

The Indian Roads Congress (IRC) in association with the Roads & Buildings Department, Telangana State is organizing
a Regional Workshop on “Quality Control – New Materials, Techniques, Machinery, etc. in Road Sector” on 26th & 27th
July, 2018 for the Southern Region of India at Hyderabad (Telangana).

The purpose of organizing this Workshop is imparting technical knowledge about latest technology on “Quality
Control – New Materials, Techniques, Machinery, etc in Road Sector” and modern trend amongst Highways Engineers/
Professionals. This two-day Workshop will be benefitted to the Engineers/professionals from the State of Telangana
and its adjacent states; officers from MoRT&H, NHAI, NRIDA, CPWD including local bodies and representatives of
contractors & consulting firms.

The venue for the Workshop is ‘Dr. MCR HRD Institute, Jubilee Hills, Hyderabad’.

The registration fee for the Workshop is Rs. 5,000/- per delegate.

The payment may be made through a Demand Draft drawn in the favour of Secretary General, Indian Roads Congress
payable at New Delhi.

For further information in this regard, please contact

At New Delhi: At Hyderabad:

Deputy Secretary (Admin), Shri P. Ramesh Babu, (LOS)

Indian Roads Congress, Superintending Engineer (R&B),
IRC Bhawan, Kama Koti Marg, Rural Region, Balkampet,
Sector-6, R.K. Puram, Hyderabad
New Delhi – 110 022 Mobile: 09440 818043
Phone: 011-26105160 E-mail : ircqc19@gmail.com
E-mail: irchrb@gmail.com

Members of IRC from the concerned States may pursue with their authorities for nomination for participating in this
Workshop.

IRC Bank Details for online NEFT/RTGS payments–Account Holder Name: Indian Roads Congress; Syndicate
Bank; Branch: Delhi Tamil Sangam Building, R.K. Puram, New Delhi - 110022; Bank A/c No. 90092140000352;
Type of A/c: Savings Bank; Branch/RTGS/NEFT/IFSC Code: SYNB0009009; MICR Code: 110025043; Swift
Code: SYNBINBB179. Payment may also be made through Cash/Demand Draft/Cheque at par at New Delhi
drawn in favour of Secretary General, Indian Roads Congress.

INDIAN HIGHWAYS JULY 2019 49

 REGISTRATION FORM

Regional Workshop on
“Quality Control – New Materials, Techniques, Machinery, etc in Road Sector”

REGISTRATION FORM

 Please return before 15th July, 2019

The Secretary General  Venue: Dr. MCR HRD Institute,

Jubilee Hills, Hyderabad
Indian Roads Congress
Kama Koti Marg, Sector 6, Date: 26TH & 27TH July, 2019
R.K. Puram, New Delhi-110 02 (Friday and Saturday)
Tel. (011) 2618 5273
E-mail: irchrb@gmail.com ; secygen.irc@gov.in

1. IRC Membership No.  ___________________________________________________________________­___

2. Name:___________________________________________________________________________________
3. Designation: ______________________________________________________________________________
4. Mailing Address: __________________________________________________________________________
 ________________________________________________________________________________________
5. Telephone: STD Code: _______ Office: _____________ Residence: __________________________
Mobile: ________________________ e-mail ID: _______________________________________________
6. Nominated/Sponsored by: ___________________________________________________________________
7. Registration Fee Rs 5,000 /- (without accommodation facility)
Mode of Payment
(a) Demand Draft No. ______________________Date ___________________ for Rs. _______________

(b) Online Transaction No. ___________________Date___________________ for Rs._______________

Signature

Note : Demand Draft is to be drawn in favour of the Secretary General, Indian Roads Congress, payable
at New Delhi.

50 INDIAN HIGHWAYS JULY 2019

Delhi Postal Registration No dl-sw-17/4194/19-21
under ‘u’ Number u(sw)-12/2019-2021
At Lodi Road, PSO on dated 28-29.06.2019 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
published on 24 JUNE, 2019 JULY, 2019
Indian Highways Advance Month, JULY, 2019
`20/-

Indian Highways
Volume : 47 Number : 7 Total Pages : 52

Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in