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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
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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
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.
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)
OUTSTANDING
RELIABILITY AND
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Ammann India Private Ltd., Plot No.2,143,144, AT - Ditasan, Post - Jagudan, State Highway,
Ditasan, Mehsana, Gujarat, PIN Code: 382710
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For additional product information and services please visit : www.ammann.com
PMP-2234-00-EN | © Ammann Group
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)
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
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.
capital of Kerala. The NH 66 divides the campus into eastern campus transportation system. These issues are primarily
and western campuses. The IT city is being developed related to the way data collection, public surveys, multi-
as an integrated township and will consist of worldclass resolution modelling, and crash analysis are conducted.
Infrastructure facilities for IT/ITES Industry, residential
Jose R. F. et al (2005), studied the traffic impact of two
blocks, educational institutions, banking facilities, hotels
high-rise mixed-use condominiums projects located in
and restaurants, health care facilities, recreation centres,
central business districts in Metro Manila and results
entertainment facilities, shopping mall etc. Along with IT,
were examined in relation to the sustainability of traffic
there will be emphasis on nanotechnology, biotechnology,
management and transportation planning strategies in
research and development centres. The anticipated traffic
Metro Manila and in other cities as well. The experiences
from the proposed workcentre campus will result in the
presented and discussed in the paper underlined the need
formation of an intersection, called as Main Gate junction
for the authorities to take an active role in promoting TIA.
at 760 m behind the Central Reserve Police Force (CRPF)
Camp Junction, Pallippuram. This technical paper brings Thus, TIA will lead to careful and substantive assessment
out a rational and scientific framework for the transport of impacts of proposed developments and thereby ensure
demand management of such developmental projects. a sustainable transportation system planning.
4. LITERATURE REVIEW 5. METHODOLOGY
Mark A. P. E. (2017), carried out a traffic impact study Based on the reconnaissance and considering the site
in the city of Bowling Green, Kentucky to determine the conditions, a plan for executing detailed field surveys
appropriate location, spacing, and design of access points was developed. The secondary data collected include the
necessary to mitigate the traffic and operational impacts proposed master plan for the workcentre campus including
on the highway due to the proposed development at par tentative land use options and the proposed development
with the zoning laws. The need for any improvements plan for NH. Traffic volume survey was conducted to
to the adjacent and nearby roadway system to maintain identify critical flow time periods and also to document
a satisfactory level of service and safety and to protect the existing traffic scenario. The existing scenario of traffic
the function of the highway system while providing in the National Highway is analysed and the generated
appropriate and necessary access to the proposed traffic is determined based on the growth rate method.
development were also determined. The study identified The anticipated traffic from the proposed campus was
the extent of mitigation improvements necessary to offset determined by calculating the total trips generated based
the impact of the proposed development. on land use. On the basis of current situation of traffic
Ponnurangama, P., et al (2014), studied the future impact plying on the National Highway and after estimating the
of the traffic due to the proposed hotel aside with the Inner anticipated traffic, the technical feasibility of providing a
Ring Road (IRR), a major industrial cum IT corridor in grade separator is examined.
Chennai by attempting simulation model development by 6. DATA ANALYSIS AND RESULTS
taking into account the possible and preferable circulation
To assess the present traffic scenario, 24-hour traffic
in and around the study location, apart from suggesting
volume count was done at Pallippuram intersection.
various scenarios to improve the existing conditions. They
Mid-block volume count was carried out in between
concluded that it is imperative to conduct a Transport
Pallippuram and Mangalapuram on the highway. The
Impact Assessment (TIA) which would analyze the
anticipated traffic to the highway was determined based
adverse impacts of developments on service levels of
on empirical calculations by taking into account the
transportation facilities and to provide an early warning
floor area development in the two campuses. The peak
on the robustness of travel demand for both present and
hour traffic was 2749 PCU and was observed between
future situations.
9:15 A.M and 10:15 AM. The existing link volume through
Rafael A. S., et al (2010) conducted research study for NH was in the order of 33000 PCU. Fig. 1 shows the peak
identifying the impacts of the integration of the El Paso hour traffic flow at Pallippuram Junction.
metropolitan transportation system with University of
6.1. Existing and Projected Traffic Scenario in the NH
Texas at El Paso. The study provided guidance on the
integration between transportation systems and a university Transportation plans are long range in nature, which
campus master plan. The interrelated issues that must be involves planning of facilities for future year. It becomes
considered when analyzing and planning the integration necessary to undertake predictions of travel pattern
of the regional transportation system with a university and transportation requirements for the target year.
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.
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
6.2.3 Trip Assignment to the Major Junctions and S as depicted in Fig. 2. The additional trips generated
due to the development of workcentre campus from these
The proposed Campus is demarcated into 24 plots, with
clusters are drawn to the major junctions located in the
varying land uses and is numbered from 1 to 24. These vicinity of the campus and are labelled in the study area
are categorized judiciously into four clusters as P, Q, R map as A, B, C and D.
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.
Annexure
1. Introduction Where
The flexible pavements are designed based upon the D60 = the diameter corresponding to 60% finer.
effective laboratory CBR value of the subgrade soil. And for plastic soil
To evaluate the in-situ CBR value of subgrade IRC:37 75
recommended the Webster`s equation developed by using CBR = (3)
1+0.728(wpi)
dynamic cone penetration test (DCPT). Where wPI = weighted plasticity index = P 075 × PI
Log CBR = 2.465 - 1.12 Log (DCPI) (1) PI = plasticity index of the soil in %
Where: DCPI is penetration index of DCP cone measured P 075 = % passing 0.075 mm sieve in decimal.
in mm/blow
The results obtained by the above equations remains in
It was observed that the results given by the equation (1) agreement with laboratory soaked CBR when the in-situ
to find the CBR value of the fine-grained plastic soils on density soil layer is in the range of > 97% of MDD. But
the dry side of OMC gave much higher CBR value, since the in- situ soil condition of Punjab region is dominated by
DCPI depends on moisture content and plasticity index of alluvial soil and no such correlations has been developed
the soil apart from the density of the soil. so that in-situ soaked CBR value can be determined
especially when DCPI is affected by moisture content and
NCHRP (2001) based on mechanistic-empirical design of
plasticity index.
new and rehabilitated pavement structures recommended
a correlation between CBR and index properties of soil for In the present study, effect of moisture content and
non-plastic and plastic soils. plasticity index (PI) on DCPI has been studied to evaluate
the in-situ soaked California Bearing Ratio (CBRS) of a
For non-plastic soils compacted subgrade or an embankment layer consisting
CBR = 28.09 (D60) 0.358 (2) of alluvial soil.
1
Sub Divisional Engineer, PWD B&R, Punjab, Email: daljitsidhu@hotmail.com
Principal, Muzaffarpur Institute of Technology, Muzaffarpur, Bihar
2
3
Professor and Head, Department of Civil Engineering Guru Nanak Dev Engineering College Ludhiana, Punjab
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).
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.
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
8. Conclusions study could be quite useful for field engineers for quality
From the present study following conclusions are drawn assurance, design stipulation verifications and preliminary
forensic evaluations.
i. The in-situ soaked CBR value that is most relevant
References
design parameter for pavement design and performance
evaluation can be determined by applying a density i. Ese, D., Myre, J., Noss, P., and Vaernes, E., (1994),
correction factor to CBR value determined from the “The Use of Dynamic Cone Penetrometer (DCP) for
soil index properties. Road Strengthening Design in Norway”, Proc. of the
4th International Conference on the Bearing Capacity
ii. The in-situ soaked CBR value can also be determined of Roads and Airfields, pp. 343-357.
by applying a moisture correction factor when DCP
ii. Guerrero, A. M. A., (2004), “Effects of the soil
test is conducted on a soil layer having a moisture properties on the maximum dry density obtained
content less than the field saturation condition. from the standard proctor test”, Doctoral dissertation,
iii. The effect of low moisture content on DCPI is found University of Central Florida Orlando, Florida.
to be more on the soils having a value of plasticity iii. Harison, J. R., (1987), “Correlation between California
index more than 3 and it increased with increase in PI Bearing Ratio and Dynamic Cone Penetrometer
value. Strength Measurement of Soils”, Proc. of the Institution
of Civil Engineers, London, Vol. 2, pp. 119-125.
iv. In spite of high CBRs value, the flexible pavement
may develop more than permissible rutting due to iv. IRC:37, “Code of Practice, Guidelines for The Design
post-construction settlement or consolidation in case of Flexible Pavements”, The Indian Road Congress,
New Delhi, India.
of the field compaction ratio (Rγd Field) is < 0.95.
v. Livneh, M., (1987), “Validation of Correlations between
9. Applicability of the present Study
a Number of Penetration Tests and In Situ California
The use of Dynamic Cone Penetrometer for in-situ Bearing Ratio Tests”, Transport Research Record
evaluation of subgrade has substantial increases after 1219, Transportation Research Board, Washington,
its inclusion of it in IRC:72-2007 and subsequently in D.C., pp. 56-67.
IRC:37-2012. The equation (5.1) of IRC:37 given below vi. Livneh, M., Ishai, I., and Livneh N.A., (1995),
was developed by Webster et al. (1992) for Department “Effect of Vertical Confinement on Dynamic Cone
of Army, Waterways Experiment Station. This equation Penetrometer Strength Values in Pavement and
was for the purposes of checking in-situ subgrade strength Subgrade Evaluation”, Transportation Research Record
primarily after construction but before the precipitation as 1473, TRB, Washington, DC., pp. 1-9.
the test was considered sensitive to moisture. vii. NCHRP, (2001), “Guide for Mechanistic-Empirical
Design of New and Rehabilitated Pavement Structures,
Log10 CBR = 2.465 – 1.12 log10 N
Correlation of CBR Values with Soil Index Properties”,
(eq. 5.1 of IRC:37) National Cooperative Highway Research Program
of Transportation Research Board National Research
Where N= DCPI measure in mm/blow
Council, West University Avenue Champaign, Illinois
The present study is an earnest effort to quantify the USA.
effect of moisture content on DCPI (N) for soils having viii. Webster, S. L., Grau, R. H., and Williams, T. P., (1992),
different PI values and suggestion for a correction factor “Description and application of Dual Mass Dynamic
to evaluate the field soaked CBR strength. The effort is Cone Penetrometer,” Instruction Report Gl-92-3,
also made to counter check the in-situ soaked CBR using Department of Army, Waterways Experiment Station,
the D60 grainsize, and field density ration of the soil. The Vicksburg, Mississippi, USA. 52p.
D. Sarangii
India has committed to reduce road accidents by 50% maintenance, undesirable activities on roadway such as
by the year 2020 in line with the goals set by United unauthorized parking, unauthorized access, permanent/
Nations under Decade of Action for Road Safety. Union temporary encroachments including commercial activities
Government and State Governments have taken up several and finally poor enforcement of traffic rules that tend to
steps to curb road accidents and consequent fatalities. influence driver behavior in the wrong direction/encourage
Several non-government organizations have also actively use of unfit vehicle. As a matter of fact accidents mostly
taken up the cause of road safety. But achievement of the occur due to combination of more than one reason. Huge
goal appears to be too challenging. In terms of total road and sustained improvement in enforcement, engineering
accidents, the trend does not show any recognizable sign and education measures are required to minimize road
of reduction in our country as can be seen from the table accidents. Similarly immediate response of police, road
below: administrator/civil society to accident victims and an
Year Accidents (nos.) Fatalities (nos.) efficient trauma care system can enable utilization of
2015 5,01,423 1,46,133 golden hour and prevent fatalities.
2016 5,37,370 1,56,308 Over 90% of the world’s fatalities on the roads occur in
2017 5,19,440 1,53,097 low-income and middle-income countries, which have
The impact of road accidents is simply enormous. It costs only 54% of the world’s vehicles but 82% of world’s
our GDP to the tune of 58 billion USD i.e. 3% of our population. In such countries, a road traffic injury is among
GDP. More than 68% of total fatalities are in the most the ten leading causes of death. Mortality rate due to road
productive age group of 18-45 that leaves a grieving traffic injuries in low-income countries is 294 deaths per
family traumatized and deprived for very long time period. million population as against the global rate of 174 deaths
Similarly an accident involving grievous injuries burdens per million population. About three quarters (73%) of all
the family with uncertainties, financial costs and trauma. road traffic deaths occur among young males under the age
This article makes an endeavor to analyze efficacy of of 25 years who are almost 3 times as likely to be killed in
actions being taken to curb road accidents and what a road traffic crash as young females. Koptis and Cropper
improvements could be made thereto. predicted in 2003 that road fatalities are zero for countries
There are basically two categories of actions in the whole with less than 200$ GDP per head rising to a peak of
process i.e. actions to eliminate/minimize road accidents 14-16 per 100,000 at around 5-6,000$ GDP per head and
and actions in the aftermath of accidents to minimize then falling to 5 per 100,000 at 30,000$ GDP per head
consequences of accidents/crashes. Road accidents occur and above. The threshold point for decline in fatality rate
due to manifold reasons such as poor driving skill of is estimated as USD 12383 (2010 International Dollars).
driver, lack of traffic rules of driver/pedestrian, physical This prediction is fairly applicable to countries across the
state of driver such as fatigue, drunkenness, eye sight globe although Middle East and North African countries
problem etc., mental state of driver such as self propelled are an exception. Going by that prediction, India, which
or externally inflicted urgency to reach destination, has per capita GDP of USD 1963.55 has a long way to go
attitudinal problem of driver/pedestrian to willfully/ to stabilize and further reduce road fatalities.
callously violate traffic rules/disrespect rights of other Let us compare the situation in India with that of Sweden,
users, lack of physical fitness of vehicle, overloading of a country that has been highly successful in curbing road
vehicles, mixed traffic condition on Indian roads creating an fatalities. Sweden has one of the best road safety record in
uncongenial environment for high speed vehicles, weather the world i.e. 27 fatalities per million population and 0.4
conditions, deficiencies in road design, construction and fatalities per 10,000 registered vehicles. The corresponding
1
Director, Indian Academy of Highway Engineers, Noida CE, MoRTH, E-mail : sarangi_dkc@yahoo.co.in
scenario in India is 119 fatalities per million population and • A 5% increase in speed increases 10% accidents
6.95 fatalities per 10,000 registered vehicles. Per capita involving grievous injuries and 20% accidents
GDP of Sweden is USD 53165 i.e. nearly 27 times GDP involving fatalities.
of India. Human Development Index of Sweden is 0.913 • Young and novice drivers are in the high risk under
compared to 0.624 of India. Sweden stands at 5 on Human alcohol. Blood alcohol content in young and novice
Capital Ranking whereas India stands at 105. Per capita drivers between 0 and 0.02 g/dl reduces fatalities
Government spending on health is also considerably high in upto 24%.
Sweden compared to India. Within Sweden itself, although
• Wearing a motorcycle helmet of proper quality and
all user groups have benefited from road safety measures
in correct manner reduces the risk of death by 40%
implemented since 1990, the reduction in fatalities was
and severe injury by 70%.
much smaller for motorcyclists than for other road users. As
regards compliance level of traffic rules in Sweden, Survey • Wearing a seat belt reduces the risk of front seat
commissioned by International Traffic Safety Data and passenger by 40-50%.
Analysis Group (IRTAD) reveal that seat belt use by driver • Drivers using mobile phones are approximately 4
is 98% whereas that of rear seat passenger is 93%. In so times more likely to be involved in a crash than
far as two wheelers are concerned, 96-99% of motorcyclist drivers not using a mobile phone. Using a phone
wear helmet, whereas the figure for cyclists is 60-70% for while driving slows reaction times (notably braking
children and 30% for adult. Similarly WHO survey rates reaction time, but also reaction to traffic signals),
compliance to seat belt use, helmet use and blood alcohol and makes it difficult to stick to the correct lane,
content as 8 each in a scale of 1 to 10. and maintain safe following distance.
In fact, in 2017, vulnerable road users accounted for The guiding principles underlying the Plan for the Decade
almost half of the road victims in European Union. 21% of Action for Road Safety is the "safe system" approach.
of all people killed on roads were pedestrians, 25% two- This approach aims to develop a road transport system
wheelers (14% were motorcyclists, 8% were cyclists that recognizes and accommodates human error. It aims
and 3% mopeds riders). Pedestrian and cyclist fatalities to address the road users, vehicles and the road network/
have decreased at a lower rate than other fatalities (by environment in an integrated manner, through a wide
respectively 15% and 2% from 2010 to 2016, compared to range of interventions, with greater attention to speed
the overall fatality decrease of 20%). management, vehicle and road design and post crash
All these data about EU in general and Sweden in response with a thrust on vulnerable road users than in
particular clearly indicates two things, i.e. (i) achievement traditional approaches to road safety. The five pillars of the
of the goal set by United Nations under Decade of Action approach are i) Road Safety Management, ii) Safer Roads
for Road Safety is quite difficult for EU in spite of having and Mobility, iii) Safer Vehicles, iv) Safer Road Users and
best records in the world and (ii) within the EU, the cross v) Post Crash Response. At the national and state level
section of population having relatively lower income and lot of interventions have been taken on each of the pillars
people using two wheelers/pedestrians are more vulnerable mentioned above but they are yet to yield desirable results.
to road fatalities. These findings make the planning/ Let us examinee the situation point by point.
implementation process for reduction of fatalities in India Vehicle population in India is in steeply ascending order
highly complicated as the average per-capita GDP is still in the current decade i.e. rate is more than 10% per annum.
quite below the benchmark set by Koptis and Cropper Roads in India be it National Highways, State Highways
and motorcycle numbers in the country is more than 16 or other roads are therefore in the process of capacity up-
crores apart from very large numbers of pedestrians and gradation from single/intermediate lane to 2 lane, 2 lane to
bicyclists. In fact, 33.58% of fatalities attribute to two 4 lane and 4 lane to 6 lane in periodic intervals. Under such
wheeler riders. Therefore a strong national commitment, circumstances, formulation and implementation of a robust
availability of adequate resources, priority among Road Safety Management is a very tough affair. Next, the
competing demands and above all proper understanding level of coordination between different stakeholders such
of the needs, formulation of sound strategies and ruthless as road authorities which itself involves several players,
implementation/enforcement is critically required at transport department, police, health department, education
national/state level. department and NGOs needs a lot of improvement with
In order to make our planning/implementation process equal commitment from each of the stakeholders.
robust for reduction of fatalities in India, let us understand A safe road environment should be such as to warn the
some relevant findings on the subject obtained from drivers of any unusual features, inform the drivers of
researches by different international organizations: conditions to be encountered, guide the drivers through
unusual sections, control the traffic through conflict points is a unique worldwide regulatory forum within the
and finally forgive errant behaviors. Cosmetic provisions institutional framework of the UNECE Inland Transport
of road furniture cannot create safe road environment. Committee. It specifies various features of the vehicles
It should be first of all carefully planned, designed and including energy efficiency, environmental protection and
constructed to provide adequate sight distance at critical safety. Global Plan for the Decade of Action for Road
locations. Safe road environment should enable vehicles Safety envisages Member States to apply and promulgate
to comfortably negotiate horizontal curves, vertical grades motor vehicle safety regulations as developed by the
and curves at design speed. It should also enable vehicles United Nation’s World Forum for the Harmonization of
to smoothly merge, diverge and weave in junctions. Proper Vehicle Regulations and implement new car assessment
geometrics of road and its various components, grade programmes. India is not a signatory to 1958/1998
separation at major intersections coupled with adequate Agreement for World Forum for Harmonization of
road furniture such as signages, marking, delineators, crash Vehicle Regulations but India is committed to transpose
barriers, blinkers can create a safe road environment. As far GTRs adopted under the 1998 agreement in the national
as the road signages and marking are concerned, it should regulations. Safety features in vehicles such as airbag, anti-
have no surprises, it should release relevant information in lock braking system, electronic stability control, seatbelt,
a controlled manner and pertinent information is repeated shatter resistant glass, electronic brake distribution, auto
at regular intervals. emergency braking etc. should not only be provided but
Ideally such environment can be created only in the operation be kept functional throughout use of the vehicle.
stage of a road. However, during construction period, an Safer Road Users is the most important pillar of safe
elaborate road safety measures can be provided in the system approach because in a given state of affairs i.e. road
construction zones. Ground realty is that notwithstanding environment, vehicle condition and overall road safety
several directives and guidelines by Union Governments management practices, it is the behavior of road user that
and State Governments, a lot more is required to be done. determines safe movement or otherwise at a given instant
The magnitude of problem is further accentuated when of time. The extent and depth of awareness and rigor of
people tamper with road environment for petty purposes enforcement shape the contours of road user behavior. Both
such as breaking of median kerbs to create openings, these aspects need to be considerably strengthened in our
placement of hoardings on road median and shoulder, theft/ country at the earliest to reduce accidents and fatalities.
damages to signs and other furniture, unauthorized parking Raising the level of awareness is quite challenging in our
of vehicles and unlawful commercial activities on roadway country because of two factors. First is lack of adequate
width. As such enforcement has an important role to play in conviction, skill and passion on the part of the trainer/
maintaining the road environment in proper condition. teacher/activist. Second, we have a general mindset to take
Identification of high accident-prone locations called things for granted. As a result, many of us commit violation
black spots and implementation of corrective measures of traffic rules every now and then, even though we are
is an important task in improving road environment. pretty aware of rules. The same is true for other social and
However, this exercise depends a lot on accuracy of environmental problems plaguing our country. The remedy
data and identification of recurring cause of accidents. lies in rigor of enforcement and innovative awareness
In the absence of mechanism and practice of proper methods. Enforcement can be strengthened and made
crash investigation involving road authority, transport effective only if dedicated agency with adequate strength
department and police, identification of recurring cause of is created and technology is strongly leveraged. There are
accident is very difficult and consequently determination some success stories of awareness campaign in isolated
of remedial measures. Accordingly creation of a safe road pockets of the country. Given the vastness and diversity of
environment and maintaining the same in a sustained our country, there cannot be a singular solution.
manner needs dedicated manpower and finances by road Post crash response has basically three aspects. First is
authority (Global Plan for the Decade of Action for Road accident communication and prompt arrival of ambulance
Safety 2011–2020 recommends 10% of road budgetary and paramedics. Govt. of India has started toll free national
allocation for road safety works), strict adherence to safety helpline number 1033 for National Highways but it needs
measures by contractors during construction phase of to be more popular and effective. Effective use of golden
projects, scientific method of identifying cause of accident hour depends how early ambulance and paramedics reach
at high accident prone locations and correction thereof accident site. Second aspect of post crash response is
and strong deterrent action against vandalism of road extraction of victim from crashed vehicle and pre-hospital
environment and permanent/temporary encroachments. care at crash site (it is dependent upon training level of
World Forum for Harmonization of Vehicle Regulations paramedics) that sometimes is very critical to save a
life. Last aspect is quality of care of hospital trauma care safety experts and auditors in the private sector through
system that requires both good infrastructure and specialist dedicated training/professional courses.
doctors. • There should be rigorous design stage road safety audit
As we see from above, we face a daunting challenge to bring of all highway projects involving capacity upgradation/
down the number of accidents and fatalities. Socio-economic stand alone value addition. Recommendations/findings
indicators are against us. We have grossly inadequate of road safety audit should be built into the project
resources to meet the needs in all fields i.e. engineering, proposal. Deficiencies in geometrics/grade separation
enforcement and education. Therefore, to really improve etc. cannot be compensated by short term measures.
the situation, we have to do something akin to Sri Lanka Only in exceptional circumstances where proper road
model of literacy. Sri Lanka has literacy rate of 92.6% as safety facility cannot be provided commensurate with
against world rate of 86.3% (2015 data of UNESCO) and design speed, adequate traffic calming measures should
gender parity is relatively high in literacy rate in spite of be provided. Recommendations/findings of road safety
its shortcomings in economic field. The literacy rate in Sri audit should not be ignored at any cost on account of
Lanka stood at a mere 57.8% when it gained independence funding problems and site constraints.
from Britain in 1946. However, in last 70 years period, it • In case of completed projects under operation and
has been able to raise literacy rate to 92.6%. Free education maintenance, there should be audit preferably on bi-
policy of 1947, compulsory schooling upto junior secondary annual basis to identify shortcomings, bottlenecks and
level, promotion of Sinhalese and Tamil language and blackspots. Help of traffic modelling and simulation
spending of nearly 4% GDP in nineteen fifties and sixties should be taken to determine most suitable intervention
enabled Sri Lanka to achieve universal primary education at critical locations particularly in urban areas. All short
in 1964 and sustain it thereafter even though country and medium term solutions should be implemented
passed through decades of civil war. We need similar kind immediately. Funds availability for such solutions
of investment and determination to reduce accidents and should be given priority over new projects.
fatalities in our country. • During the construction period, contractor/concessionaire
Similar mission mode action is necessary in our country is mandated to provide construction zone safety measures
with respect to each of the 5 pillars of “safe system” as per relevant contract provisions. Any laxity on the part
approach on long term basis so that we can aim at reducing of the contractor/concessionaire, engineer and authority/
accidents and fatalities in a sizeable manner. In order to employer needs to be harshly dealt with.
secure a safer and forgiving road environment, a set of • There is another phase in many projects when
suggestions are given below for consideration of policy administrative decision has ben taken for implementation
makers, administrators, senior management of contracting/ of the project but actual implementation takes long
consulting firms and engineers within government time for variety of reasons. During such phase, there
hierarchy, contracting/consulting firms etc. It needs to be should be administrative clarity and corresponding
however reiterated that coherent action of all stakeholders funds provision to provide necessary traffic calming
is required as a minimum to achieve the objective. measures as per decision of Road Safety Officer.
• Dedicated Road Safety Officer may be posted in field • Road environment is often damaged due to several
offices such as project director/executive engineer of undesirable activities such as permanent/temporary
all agencies in charge of highways/arterial urban roads. encroachments, un-authorised parking of vehicles,
Such officers should be entrusted with works related acts of vandalism etc. Prevention of such activities
to only road safety. Similarly road safety cell with is linked to cooperation from enforcement agencies.
appropriate staffing may be created in higher offices. Road authorities should consistently guard against
Dedicated Road Safety Officer/ officers of road safety such activities with multiple strategies including
cell should be regular officers of the department and engagement with local communities.
not from outsourced agency.
• Most of the developed countries are using traffic
• The Road Safety Officer/officers of Road Safety Cell simulators to assess efficacy of various components
should have adequate knowledge and skill of traffic of road environment through study of driver responses
engineering, road safety engineering and road safety and improving standards wherever necessary. Given
audit acquired through training /professional courses the typically mixed traffic scenario on Indian roads
followed by experience. The officers should have and random variation in driver behavior, there is need
minimum tenure of say 3 years in such posting. for more indigenous research using advanced tools to
• There is strong need to create a pool of talented road upgrade our standards and decide interventions.
1
PhD Resettlement and Rehabilitation Expert Intercontinental Consultants and Technocrats Pvt Ltd (ICT)
New Delhi, E-mail: ansari@ictonline.com
marking sign board provided; (iii) well connected schools, recharge pit provided near hand pumps with proper
religious places and primary health centres approaches disposal of waste water; (xi) information boards and
provided; (iv) edge marking and zebra crossing and stop kilometre stone provided and painted properly; (xii)
line provided on junctions; (v) sitting platforms and ‘U’ flood gauge and guard stones provided on causeway and
turn facility for turning of vehicles provided; (vi) guard provisions of delineators; (xiii) electric pole painted,
stones and parapet walls on curves portions provided; speed breaker and safety slogans on walls provided;
(vii) proper ramps provided for road side access and (xiv) trees and retaining walls painted for clear visibility
facilities; (viii) proper X-Section of L-Shape drains during nights; (xv) proper dressing of shoulders/ berms;
provided on both sides in village portion; (ix) warning (xvi) Panchayat offices properly maintained and animal
safety sign boards provided at cattle crossings, schools, drinking water tanks provided; and (xvii) Enhancement
curves, speed breaker and Junction locations; (x) soak of bus stops and safety slogans written at junctions.
Photo 1: A view PMC team discussing with district PIU Jaipur Photo 2: A view PMC team discussing with district PIU Dholpur
Photo 3: A view PMC team discussing with local Photo 4: A view PMC team with local Communities and PIU
Communities at district PIU Hanumangarh officials at district Sri Ganganagar during site inspection
2. Good Practices for the Social required, developing hand pump and well areas to avoid
and Environmental Enhancement spillage of water and other community concerns, if any,
Works in RRSMP expressed during consultations etc. The implementation
was monitored by PMC and PWD on regular basis. The
Social and Environmental enhancement measures were
World Bank also provided regular guidance for RRSMP
kept in consideration during DPR preparation and
project and also reviewed the implementation during its
construction. These enhancement works include cattle various missions. Good practices adopted for the social
crossings at identified crossing, ramps for access, access and environmental enhancement works by different PIUs
for schools and other religious & community properties, are exhibited in photos 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15,
sufficient space for turning radius, platform for stacking 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26 and delineated in
material for maintenance, utility crossing ducts where the subsequent sections.
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)
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)
Photo 21: Flood gauge on vented causeway Photo 22: Delineators and hazard marker sign boards provided
(PIU Udaipur) at causeway (PIU Jhalawar)
Photo 23: Pavement marking and electric pole painted Photo 24: X-Section of L-Shape drain provided in village
(PIU Bharatpur) portions (PIU Kota)
Photo 25: Culvert parapets painted and numbering also done Photo 26: Informatory sign boards and road marking
on HPC (PIU Tonk) (PIU Bharatpur)
3. Launching RRSMP website for public disclosure and access to information. Circulars
and notifications issued by PWD are also being posted on
PMC team supported PWD to launch RRSMP website
the RRSMP website for information to public and district
(www.rrsmpwb.rajasthan.gov.in). The safeguard documents,
PIUs.
namely Social and Environment screening sheets, Project
appraisal document, Social Management Framework (SMF), 4. Land donation
Resettlement Policy Framework (RPF), Environment The roads have been built on existing government land
Management Framework (EMF), Environmental Code of and revenue tracks. However, in some cases, the available
Practice (ECoP), Social and Environment reports, monthly/ track width is not sufficient; some additional land has been
quarterly/semi-annually/ annually progress reports, PAT, voluntary donated by the land owners. In this regard, the
informatory sign boards, road safety awareness program gift deeds/affidavit/MoUs were in which land donations
and also information regarding grievance procedures etc. was involved. To recognize the contribution of land donors,
prepared for the RRSMP have been uploaded on the website their names were displayed on the village boards erected
on the road side with captions regarding appreciation their GRC, which have been put in place for respective RRSMP
contribution. A view of land donors during felicitation at villages and districts to register people’s grievances
PIU Bundi is exhibited in photo 27. 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
Photo 27: A view of felicitating land donors (PIU)
adopted by different district PIUs and managed overall
progress of RRSMP roads construction project. In this
5. Mutation regard, several training sessions, meetings and group
All RRSMP roads mutations have been done in the name discussions for both PIUs and contractors resulted into
of PWD. better understanding in implementation of good practices
of social and environmental enhancements in RRSMP
6. Tree Plantation roads as stated above please.
As the RRSMP roads are constructed on existing revenue
Additionally, the PMC team has shared these good
track, the cutting of trees is negligible. It was planned to
practices with other district PIUs during the site visits
get the road side plantation done through Panchayati Raj
so that they can also adopt these good practices in their
Institutions. The district PIUs already have submitted the
RRSMP roads and thereby RRSMP roads construction/
proposal for tree plantation to the district authorities for
sanction of plantation under MNAREGA and as many as implementation program has been completed successfully
2032 trees have been proposed for plantation. with tremendous support from the World Bank and
Rajasthan PWD. Also the village communities have
7. Grievance/complaint redress system appreciated these enhancement works; they found these
Besides the grievance redress committees such as LMC/ social and environmental works are very useful.
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
aggregates (CMRA) were procured from National Thermal of its containment of less coal percent and higher stones,
Power Plant (NTPC), Badarpur, New Delhi. Viscosity which when fed in the thermal power plant machineries
grade 30 bitumen is used for development of Hot mixes causes harm to it. This waste / rejected material is termed
(DBM & BC mixes) and slow setting grade 2 emulsion as Coal Mixed Waste Aggregates (CMRA). Since stones
binder is used for preparation of Emulsion based half and coal particles are comingled and transported together
warm bituminous concrete mix. but rejected at thermal power plants due to its low calorific
value, due to which the power plants has to make a new
2.1 Coal Mixed Waste Aggregates (CMRA)
arrangement of space to dump this material. As they have
All over India the coal from coal mines, which is supplied no ways to make use of it and no other agencies have
to the thermal power plants for electricity production, authority to take away that material due to which heaps
contains both coal and stones. The material which and heaps of this material (Fig. 1) is lying and land is
contains less than 40% coal (approx.) is rejected because occupied.
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)
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
Retained stability and Tensile Strength Ratio (TSR) as per research into construction of a 50 mm overlay
the requirement of MoRTH-2013 for conventional DBM using emulsion based HWMA technology.
and BC. 7. References
Marshall samples of bituminous mix prepared using i. Tare Vandana, Sangita, Pandey Yash & Jain A.K.,
different approach i.e. Emulsion based half warm mix (2015, Feb), Environment Friendly Road Construction
were also subjected to performance tests. The test results Approach used for reducing Global Warming” in
as indicated in Table 10 have shown the better Marshall Bhartiya Vigyan Sammelan, Goa.
stability retained stability, ITS and TSR as compared to the ii. Pandey Yash, Sangita, Kardam Rohit & Singh M. P.,
limits specified for BC cold mixes. The overall mechanical (2015, May) “Laboratory Study for Use of Alternate Coal
properties of samples prepared with emulsion based half Mixed Waste Aggregates vis-a-vis Natural Aggregates
warm mix asphalt approach are found to be more effective for Bituminous Concrete Layer” in International Journal
of Emerging Technology and Advanced Engineering, pg
than cold mix asphalt approach.
401-403.
6. Conclusions iii. Pandey Yash, Sangita, Kardam Rohit, Singh M. P., &
Based on the laboratory studies it is concluded that: Shishodia Anoop (2015, September) “Green Technology
for Construction and Maintenance of Roads” in Civil
i. The coal mixed waste aggregates are suitable as Engineering & Construction Review, pg 71-74.
an alternate for natural aggregate in GSB, WMM iv. AASHTO T245: Method of Test for resistance to
and bituminous works. Plastic Flow of Bituminous Mixtures Using Marshall
ii. The use of coal mixed rejected aggregates will not Apparatus
only offer the solution for conservation of natural v. AASHTO T283: Standard Method of Test for Resistance
aggregates but also offer a scientific approach of Compacted Asphalt Mixtures to Moisture-Induced
Damage.
to solve the problem for disposal of stored coal
rejects in the premises of thermal power plants. vi. ASTM D6931: Standard Test Method for Indirect
Tensile (IDT) Strength of Bituminous Mixtures.
iii. The cost of construction is also minimized for
vii. IS- 2720-1965: Method of Tests for Soil.
local areas as quarrying of aggregates and their
viii. IS-8887-2007: Bitumen Emulsion for Roads (Cationic
transportation cost will be reduced. Type).
iv. The use of emulsion based HWMA will be a better ix. IS- 73-2013: Paving Bitumen. Indian Road Congress.
substitute and beneficial than cold mix asphalt x. Ministry of Road Transport and Highways 2013-
v. Outcome of performance data of a field trial study Specifications for Road and Bridge Works.
on emulsion based HWMA on NH-27, near Rajkot xi. The Economic Times report (2013, April) “Petty stones
indicated the successful translation of laboratory could cost crores at times”.
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:
3 IRC:86-2018 Geometric Design Standards for Urban Roads and Streets 600.00 30.00
(First Revision)
8 IRC:SP:63-2018 Guidelines for the Use of Interlocking Concrete Block 500.00 30.00
Pavement (First Revision)
14 IRC:SP:121-2018 Guidelines for Use of Iron, Steel and Copper Slag in 600.00 30.00
Construction of Rural Roads
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
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.
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.
Regional Workshop on
“Quality Control – New Materials, Techniques, Machinery, etc in Road Sector”
REGISTRATION FORM
Signature
Note : Demand Draft is to be drawn in favour of the Secretary General, Indian Roads Congress, payable
at New Delhi.
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