Indian Highways B April 2017

INDIAN HIGHWAYS
Volume: 45 Number: 4 APRIL 2017 ISSN 0376-2756

Indian Roads Congress
Founded : On 10th December 1934
FROM THE EDITORS DESK 4
NEWS BOX 5
IMPORTANT ANNOUNCEMENTS 7
TECHNICAL PAPERS
B-TRAC, A UNIQUE DIGITAL TECHNOLOGY BASED TRAFFIC 9

MANAGEMENT PROJECT
S.S. Nahar and Deepak Saxena
LIMITED USE ROAD OVER BRIDGES FOR LIGHT VEHICLES IN LIEU 35

OF LOW TRAIN VEHICLE UNIT LEVEL CROSSINGS
Salini P. N. and Dr. B.G. Sreedevi
EFFECT OF E-WASTE PLASTIC AS AGGREGATE REPLACEMENT 51

ON MARSHALL MIX DESIGN OF DENSE BITUMINOUS MACADAM
Pakhare Jagjit Laxman and Bhosale Sukhanand Sopan
Tender notices 61
Publisher & Editor: S S Nahar, Secretary General, IRC

Email: secygen.irc@gov.in / publication.irc@gov.in
Headquarter: Secretary General, Indian Roads Congress, Sector-6, R K Puram, Kama Koti Marg,
New Delhi-110 022.
Phone: 91 11 26185303, Fax: 91 11 26183669.
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibilty 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
opinions expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
Cover and Typesetting: Darpan Video India.

Printed at: I G Printers Pvt. Ltd., 104, DSIDC Complex, Okhla Industrial Area, Phase-I, New Delhi-110020.
Indian Highways April 2017.indd 3 3/25/2017 8:28:48 PM

FROM THE EDITORS DESK
GST
A BOOST TO ROAD INDUSTRY
T he Goods and Services Tax (GST)

regime in India is in the final stages of
culmination and the GST Council has decided
The roadways are going to get better with
GST. The interstate movement of goods
will be facilitated properly. It will save the
1st July, 2017 as the date of commencement of unproductive time wasted in the movement
GST. of goods. It will get smoother than ever. The
National Highways which account for most
By amalgamating a large number of Central of the interstate movement of goods will
and State taxes into a single tax, it would help. The huge tax compliance
mitigate cascading or double procedure will be scrapped.
taxation in a major way and The GST law will be
pave the way for a common the biggest reform in the The transmission of goods
national market. The Goods area of Indirect Taxes in will be better but the
and Services Tax will thus the history of independent aviation,mining, electricity
help in the realization of the and power are bound to get
India
objective of One Nation, One costly. Furthermore, railways
Tax and improve the Ease of Doing Business are partially taxable as of now but it may
climate in the country besides it would make change once GST comes into force.
Indian products competitive in the domestic
and international markets and to increase Cement constitutes the backbone of
in Gross Domestic Product (GDP) of the infrastructure sector and is bound to be
country by 1-2%. This in turn will lead to the improved once the GST is rolled out. It will
creation of more employment and increase in be benefited from the reduced cost of logistics
productivity. and in turn leading to falling in the prices of
cement.
The GST regime will lead to a reduction in tax
evasion as a result of the computerization of The roll-out of GST will definitely prove to
the taxation process. This tax, because of its be a game changer and will reduce the prices
transparent and self-policing character, would of various items by avoiding tax on tax and
be easier to administer. This will in turn lead ensuring seamless transfer of goods from one
to increase in revenue collection for the region to another among others.
Centre and the States.
Sajjan Singh Nahar
secygen.irc@gov.in
4
INDIAN HIGHWAYS APRIL 2017

NEWS BOX
22 nd March 2017, the Union

Minister for Road Transport
& Highways and Shipping, Shri
Nitin Gadkari along with the
Minister of State for Development
of North Eastern Region (I/C),
Prime Ministers Office, Personnel,
Public Grievances & Pensions,
Atomic Energy and Space,
Dr.Jitendra Singh briefing the
media about the inauguration of
Chanani Nashri tunnel in J&K, in
New Delhi. The Secretary, Ministry
of Road Transport and Highways,
Shri Sanjay Mitra is also seen.
O n 7th March 2017, Prime Minister Shri Narendra Modi dedicates a new, Extradosed Bridge across River
Narmada at Bharuch to the Nation .The project has been completed in 34 months at a cost of Rs 380
crores. The 1.4 km Extradose cable stayed bridge is the longest in India and the second such bridge in the
country after NiveditaSetu over Hooghly. The bridge is 20.8 metres wide, with 14.5 metre carriageway and 3
metre footpath. It is supported on 9 Pylons of 36 meter height on pile foundation of 1.5metre diameter. The
bridge will be lit by more than 400 LED lights.The bridge is part of National Highways Authority of Indias
project for six laning of Ahmedabad-Mumbai section of NH-8 (Total length of 6.745 Km between km.192.00
to km.198.745.) in Baruch district of the state of Gujarat. This section of NH 8 will have State of the Art
Highway Traffic Management System (HTMS), Variable Message Sign Boards, Median Plantation, Traffic Aid
Post, Medical Aid Post, RFID and Smart Card Swapping enabled infrastructure at the Toll Plaza and Theme
Lighting on the main bridge.
5

6

IMPORTANT ANNOUNCEMENT
New Membership Fee/Form

APPLICATION FORM FOR LIFE/INDIVIDUAL ASSOCIATE/STUDENT MEMBERSHIP
(TO BE FILLED IN CAPITAL LETTERS)
1. NAME:
2. NATIONALITY:
(Passport No. & Date of Issue, if Foreigner):
3. DATE OF BIRTH (attach matriculation certificate as proof):
4. QUALIFICATIONS:
5. DESIGNATION AND ORGANIZATION:
6. CONTACT (Mailing) ADDRESS:
(Postal with Pin Code):
Telephone with STD/Mobile:
Email:
7. BRIEF OF EXPERIENCE IN HIGHWAY
SECTOR (Period; Office/post held & Nature of duties performed)
8. PROFESSIONAL AREA OF SPECIAL INTEREST:
9. PAYMENT MODE FOR LIFE/INDIVIDUAL ASSOCIATE/STUDENT MEMBERSHIP FEE:
Through Non-Refundable Demand draft/cheque No.________________ Dated______________________

issued by ___________________________________ drawn in favour of Secretary General, IRC payable at
New Delhi amounting Rs. _____________________ as Membership fee is enclosed
10. I hereby request to become Life/Individual Associate/Student Membership (please tick ) of the
IRC and undertake to abide by the bye-laws of IRC and promote the objectives of the Society to
the best of my ability.
Date: Signature
For Official Use
Receipt No: Roll No:
Date: Amt. Received:
Authorized Signatory of IRC
Guidelines for Life/Individual Associate/Student Membership & New Membership Fee Structure
(approved by the IRC Council in its 206th Meeting held at Srinagar, J&K on 25th/26th June, 2015)
1. For Life Membership: Graduate Engineer or equivalent (AMIE) or Diploma with 10 years experience
or engineers/scientists having experience in relevant field for more than 10 years.
2. For Individual Associate Membership: All professionals other than eligible for Life Membership
3. For Student Membership: Any engineering student.
4. FEE (Inclusive of Service Tax) TO BE PAID ALONGWITH APPLICATION FORM:
India & SAARC Countries
*E-Life Membership Rs5000/-
**Non E-Life Membership Rs10000/- (upto age of 45 years)
Rs7500/- (above age of 45 years)
Foreign Countries
*E-Life Membership US$ 150
**Non E-Life Membership US$ 500
Individual Associate E-Membership
*E-Life Membership Rs5000/-
**Non E-Life Membership Rs15000/-
E-Student Membership
Rs 500/- per annum
* For e-membership periodical materials and correspondence by e-mail only
** For non e-membership periodical materials and correspondence by post
7

IMPORTANT ANNOUNCEMENT
New Membership Fee/Form

APPLICATION FORM FOR CORPORATE (ASSOCIATE) ANNUAL MEMBERSHIP
(FOR GOVT. DEPTTS., INSTITUTIONS, CORPORATIONS, COMPANIES, ETC. )
(TO BE FILLED IN CAPITAL LETTERS)
1. NAME OF ORGANISATION:
2. CORPORATE ADDRESS (Mailing) (ATTACH REGISTRATION OF THE ORGANIZATION):
(Postal with Pin Code):
Telephone with STD/Mobile:
Email: Website:
3. NATURE OF ACTIVITIES (ATTACHED PROFILE OF THE ORGANIZATION):
Categories: (Tick whichever applicable) (a) Machinery (b) Instrumentation Material
Testing & Others (c) Cement/Concrete/Chemicals (d) Consultant (e) Contractor (f)
Asphalt/Bitumen/Material etc. (g) Any other relevant category
4. ANNUAL TURNOVER (ATTACH DULY AUDITED BALANCE SHEET FOR THE PRECEDING
THREE YEARS)
5. BRIEF OF EXPERIENCE IN HIGHWAY/ROAD TRANSPORTATION SECTOR:
(Period & Nature of activities performed)
6. PAYMENT MODE FOR CORPORATE MEMBERSHIP FEE:
Through Non-Refundable Demand draft/cheque No.___________________ Dated__________________

issued by___________________________________ drawn in favour of Secretary General, IRC payable at
New Delhi amounting Rs. ______________________as Annual Corporate Membership fee is enclosed
7. FOR THE REPRESENTATIVE/NOMINEE:

(i) Name
(ii) Designation
(iii) Qualification
(iv) Contact No. (Mobile/Email)
8. I (authorized representative) hereby request for Corporate (Associate) Membership of the IRC for
the __________(Name of Organization) and undertake to abide by the bye-laws of IRC and
promote the objectives of the Society to the best of our ability.
Date: Authorized Signatory
For Official Use
Receipt No: Roll No:
Date: Amt. Received:
Authorized Signatory of IRC
New Fee Structure inclusive of Service Tax (approved by the IRC Council in its 206th Meeting held
at Srinagar, J&K on 25th/26th June, 2015) to be paid alongwith Application Form:
Corporate E-Membership (Annual)
Annual turnover upto Rs.5 Cr.
Annual turnover above Rs.5 Cr. and upto Rs.10 Cr. Rs. 25000/-
Annual turnover above Rs.10 Cr. and upto Rs.25 Cr.
Annual turnover above Rs.25 Cr. and upto Rs.100 Cr Rs. 50000/-
Annual turnover above Rs.100 Cr. Rs. 100000/-
Corporate E-Membership (Foreign Countries) (Annual)

US $ 350
8

TECHNICAL PAPER
B-TRAC, A UNIQUE DIGITAL

TECHNOLOGY BASED TRAFFIC
MANAGEMENT PROJECT
S.S Nahar and Deepak Saxena
1. INTRODUCTION Due to increased urbanisation, the biggest

challenge faced by police organisations
The UN (Brasilia Declaration) has declared
across India is managing ever increasing
the current decade as the Decade of action for
traffic on roads. Indian Cities have witnessed
road safety 2011-2020 aiming to reduce road
not only exponential growth of population
fatalities by 50% by 2020. India is a signatory
but also phenomenal growth in vehicles.
to Brasilia Declaration. However, with one of
The significant problems leading to traffic
the highest motorization growth rate in the
congestion on Indian Cities are;
world accompanied by rapid expansion in
road network and urbanization for the years, a) Population boom due to economic
our country is faced with serious impacts on growth
road safety levels. The analysis of recent road
b) Phenomenal growth in vehicular traffic
accident data reveals that about 400 deaths
take place every day on Indian roads which c) Slow growth in transport infrastructure
further translate into loss of 17 lives on an
d) Poor urban traffic planning
average every hour in our country.
e) Lack of adequate public transport
In 2015, fifty Million Plus Cities accounted for
a share of 22.1 percent in total road accidents in f) Zero parking infrastructure and
the country. Mumbai had the highest number unregulated parking
of road accidents (23,468) while Delhi had the
highest number of deaths (1622) due to road g) Indiscipline among road users leading to;
accidents. i) Traffic congestion and bottlenecks
Drivers fault has been revealed as the single ii) Increased journey time
most responsible factor for road accidents,
accounted for 77.1 per cent of total accidents, iii) Air and noise pollution
primarily due to over speeding.
9

TECHNICAL PAPER
Bangalore is one of the premier cities in India a city which has registered a growth of more
having a population of nearly 10 million and than 4% year-over-year during the last 2
vehicle population of about 4.2 million. It is decades and is still growing on at even faster
rate.
The growth of vehicles in Bangalore City is shown in the table below.
2016
YEAR 1980 1985 1990 1995 2000 2004 2010 2012
(31.03.2016)
No. of
175325 306589 601059 870659 1438057 2157480 3686257 4171062 6108936
Vehicles
The following graph indicates different types of vehicles registered in Bangalore

City.
Types of Vehicles registered in Bangalore City.
10

TECHNICAL PAPER
Phenomenal growth of population and number estimated cost of the project is 350 Crores. The
of vehicles registered in Bangalore City and implementation of the project started in the
the obstruction of carriage way by number of year 2007-08 by the Govt. owned Karnataka
on-going works like Metro fly-overs, under- Road Development Corporation Limited
passes, over-bridges, the management of the (KRDCL).
traffic and ensuring smooth flow of the traffic
2. OVERVIEW
has become a herculean task.
2.1 PROJECT TITLE : BANGALORE
In order to address these long standing
TRAFFIC IMPROVEMENT PROJECT
issues, the city police have envisaged the
Bangalore Traffic Improvement Project called The core philosophy behind B-TRAC
B-TRAC 2010. It is a first of its kind project plan is:
in the country to address traffic congestion
by employing the latest traffic management Creating a reliable real-time traffic
technology. The Bangalore Traffic Police information system.
(BTP) has been inspired by traffic models Analyzing such information and
from various countries and has put together utilizing the traffic intelligence thus
the best systems to suit the citys traffic generated for ensuring better traffic
congestion. BTRAC 2010 as a five year project management and planning.
(2006-2011) is aimed at complementing
the efforts being made by other agencies to Disseminating such information to
improve the road infrastructure and efficient public in real time for enabling them
mass transportation system to Bangalore city. to make informed choices on the
It has been undertaken by the Government roads.
to Karnataka owned Karnataka Road
2.2 VISION:
Development Corporation (KDCL) with the
financial budget for its implementation being B-TRAC is the first of its kind project in
INR 350 crore. the country to address the issues of traffic
congestion, safety etc by utilizing the latest
The project involves the use of high end
traffic management technologies and
technology such as Blackberry phones,
techniques, which are appropriate to our
wireless printers, surveillance camera and
context. This will give the much-needed
backend connectivity for real time transfer of
scope for larger infrastructure projects to be
online field information along with the IVRS
planned and implemented for improving the
and traffic helpline that helps strengthen
transportation system in Bengaluru city.
communication between the citizens and the
traffic police. 3. OBJECTIVES:
In this background Bangalore Traffic The objectives of B-TRAC are two fold;
Improvement Plan which is popularly
3.1 Operational objectives:
known as B-TRAC was envisaged. The total
11

TECHNICAL PAPER
a) Reduce traffic congestion by 30% in e) Strengthening of Traffic police

central area by augmenting officers and staff;
construction of buildings and
b) Reduction in Pollution
provision of modern communication
c) Reduction in accidents by 30% and mobility.
d) Improved parking management 4. COMPONENTS OF B-TRAC:
e) Achieve substantial compliance of 4.1 State-of-art Traffic Management

traffic laws and rules Center
f) Set up accident reduction and trauma A State-of-art Traffic Management

care system Center at a total cost of Rs.30 Crores
was established on Infantry Road under
3.2 Institutional objectives: B-TRAC project. The Traffic Management
a) Co-ordinated traffic management Center functions as a nerve center for
by developing mechanisms for the all activities relating to traffic regulation
same, like institutionalising Traffic and enforcement in Bengaluru City. The
Task Force, Road Safety Committees, Traffic Management Center currently is
Traffic Action Committee etc. responsible for;
b) Robust Revenue Model (traffic Gathering Statistics about Traffic

funds to pay for traffic management Flow and related flow patterns
infrastructure and maintenance) Planning movement of traffic with
c) Legal and institutional reforms the objective of avoiding bottlenecks
d) Capacity Building (modernisation Executing the traffic plan; keeping in

and up-gradation of Traffic Training view the local situation so as to incur
Institute etc.) and least inconvenience to the commuter
State-of-art Traffic Management Center

12

TECHNICAL PAPER
In the entire sets of activities, the

core objective of the department is
to ensure smooth flow of traffic with
minimal intervention.
Features of Traffic Management

Center are:
Creation of a unified, dynamic and user-

friendly interface for managing all the
components remotely
Integrated complaint monitoring system Traffic Management Center
Management Information System a) Automated Signaling System

Creation of a helpdesk Automated signaling is a concept
Intelligent Traffic Signaling System wherein all the signals placed at various
junctions of the city are centrally
Video Surveillance Cameras controlled from a Central Hub. Traffic
signal at each junction is connected to
Mobile telecom operators
a controller, which in turn is connected
Variable Messaging Systems to Traffic Management Centre (TMC)
using leased line. These controllers are
Mobile communication
intelligent and can be programmed
4.2 Centrally Controlled Traffic to perform as per the requirements of
Signaling System specific location and time. Some of the
visible benefits are:
The Centrally Controlled Traffic
Signaling System comprises of the Centralized manipulation and
following; monitoring of the traffic signals like
Automated Signaling System

13

TECHNICAL PAPER
timing and patters on short-term or Every direction is allotted a minimum

long term basis using state-of-art 9-second phase time to begin with. As
and innovative application software. long as vehicles are present on the loop,
4 seconds will continue to be added in
Pre-programming of signal
the phase time i.e. 9,13,17 and so on,
controllers at junctions with
subject to an upper limit. In case of no
different phase/cycle times, in each
vehicle passes for more than 4 seconds,
direction, at different points of the
the controller turns the signal red even
time during a day and different days
if allocated green time is still unutilized.
during a week. This is extremely
Hence, wastage of green time is avoided
helpful for handling peak hour
and traffic from other direction is
and non-peak hour situations
released. As a result of this technology,
at junctions using different
a total cycle time in each cycle will vary
approaches. At present each signal
according to traffic flow.
in city has at least 4 to 5 programs.
There is different time cycle for Vehicle actuation avoids wastage of
Saturdays and Sundays. green time and encourages discipline by
reducing signal jumping offences. The
b) Vehicle Actuation
maximum benefits of vehicle actuation
An underlying sensor (also referred to are experienced during lean hours and at
as loop) embedded below the asphalted junctions where different directions have
road near the zebra crossing, senses different traffic densities.
the vehicles passing over it. The sensor
During peak hours, when there is over
is linked to a controller placed at the
saturation in all the directions, vehicles
junction, which sends signals indicating
actuated signal functions like fixed-time
presence or absence of vehicle over it.
signal.
Vehicle Actuation
14

TECHNICAL PAPER
c) Signal Progression junction. A fixed time is allocated

at each junction controller for each
This programme ensures that each
direction. This time is validated
junction turns green towards a priority
against the traffic passing in these
direction in conjunction with its previous directions; if it is observed that the
signal, in the same direction, but with entire allocated green time for a
a time traffic from a junction reaches particular direction is not utilized
the next junction it finds green signal then the green time in that direction
awaiting them thus ensuring minimal is reduced by 10%. This activity is
wait at signals. The only short coming repeated till the optimum green
is that the time difference is manually time is achieved for each direction
fed and any modification of green time in all the junctions in the area or
at a particular junction, participating in the corridor. In the entire process
signal progression, can adversely affect the embedded loops at junctions
the system. Moreover, signal progression play an important role in detecting
works on the presumption of no non- vehicles passing towards particular
signalized right turns in the corridor direction.
and an assumed average speed for all the
This information is processed
vehicles. This concept is very useful for
by the controller placed at each
closely placed signals.
junction and is passed to the central
d) Area Traffic Control (ATC) server placed at TMC, where an
algorithm takes decision on green
This concept is a combination of signal time optimization.
progression and vehicle actuation. In
ii. Alignment of each junction
ATC, two sets of activities are conducted, with one another so that signal
namely; progression can be implemented
i. Optimization of green time across a series of junctions falling
allotted to each direction at each in a priority direction. Such green
Junction Controller
15

TECHNICAL PAPER
time optimization happens all while networking devices and

through the day. This change of cameras are energized using
time can cause the alignment BESCOM connections.
between adjacent junctions, part
The main power input is fed into
of signal progression to break. As
an UPS, one each for networking
such software running on a server
devices, traffic signals and cameras,
at the central TMC automatically
which provide a backup support for
prevents such break up between
about 4 hours.
these junctions so that vehicle
actuation and signal progression 4.3 Enforcement Camera System
work simultaneously.
High resolution cameras placed at
e) Power Backup and Management At various junctions are meant to capture
Junctions pictures of vehicles over speeding or
jumping signals. These cameras are
The traffic junctions in the city of
connected to central server kept at TMC
Bangalore are now equipped with
using 4 Mbps leased lines. The central
high-end equipment with required
server also has the capability to interpret
uninterrupted power supply (UPS). The
the number plates using alpha numeric
traffic police department has drawn
character recognition software.
up an elaborate arrangement, which
ensures that power at each junction is This registration number is matched
uninterrupted. This plan is implemented with transport department database for
using two levels:- generating notices to violators.
Main power supply is provided to 4.4 Surveillance Camera System

traffic signals using solar panels
Power Backup and Management At Junctions
16

TECHNICAL PAPER
332 junctions across the city of Bangalore traffic violations was initiated in the
are fitted with Pan-Tilt-Zoom cameras, year 2003. In this system violations
capable of capturing live feeds and pass recorded through digital cameras and
on them to the TMC where a 24-Terabyte enforcement cameras are processed at
storage solution is used to store the feed Central Automation Centre and notices
for a period of 15 days. The live feeds are sent to the owners of the vehicles
have their own strategic importance in involved in traffic violations. This is a
regulating traffic as well as designing of highly transparent method of booking of
traffic signals based on actual vehicle cases against the traffic violators.
counts. Soon video analytics will be used
Bangalore Traffic Police has tied up
to intelligently interpret these feeds.
with Bangalore-One, a citizen-friendly
4.5 Speed Interceptors initiative of e-Governance department,
for enabling anywhere, anytime payment
Realizing that it is not possible to have
of the fines imposed. Citizens can settle
video surveillance for every junction or
the violation tickets issued against their
locations between the junctions, police
names as well as parking violation tags
has deployed nine-interceptor vehicles
issued to them by visiting any Bangalore-
equipped with surveillance camera, laser
One centre or any traffic police station.
speed gun and alcometer for recording
the violation and prosecuting the These places are connected using
offenders while on move. a dedicated network to the central
application server kept at State Data
4.6 Automated Enforcement System
Center (SDC). Citizens can also pay
Automated enforcement also known their traffic violation notices and parking
as contact less system of booking of violation tickets online through traffic
Surveillance Camera System

17

TECHNICAL PAPER
police website from the comforts of their 4.8. Traffic Scan through GPS
home.
600 BMTC busses running in Bangalore
4.7 Blackberry driven Enforcement city are fitted with GPS devices. This
facility is used to identify congestion
Traffic Police has equipped its officers
across the roads of Bangalore and a real
with handheld BlackBerry devices
time GIS reporting mechanism projects
connected to Bluetooth-enabled
the data thus collected into a map of the
printers. These devices are connected to
city. The time taken to travel between two
a central server kept at State Data Center
locations of the city at a non-peak hour
(SDC).
is taken as base time and any deviation
BlackBerry wielding officers enforce from that is used to identify three basic
traffic rules and regulations and fine traffic patterns, namely, heavy traffic
offenders. All these activities are done (red) medium congestion (orange) and
online resulting in real time monitoring free flowing traffic (green).
and statistical analysis for the senior
4.9 Traffic Scan through Mobile
officers review.
Density
Online booking of violations using
A supplementary mechanism of
BlackBerry also ensures tracking of
identifying congestion is by using density
habitual traffic offenders thus ensuring
of mobile devices currently existing
enhanced punishment for them. In
under a particular mobile tower. This
addition, it also tracks down unpaid
value is processed for identifying the level
violation notices issued in past.
of congestion at a particular junction and
Blackberry driven Enforcement

18

TECHNICAL PAPER
subsequently the processed data is used proposed to be connected to the TMC

to create a real time GIS enabled map at using web based services. The real
TMC. The higher the number of mobile time parking availability status from
devices under a particular tower the these parking places will be relayed to
more likely is the chance for congestion. the traffic Police web site and made
The only weak point is this mechanism is accessible to the citizens through VMS
that the system is capable of identifying board and phones using SMS on need to
congestion at the round junctions only. know basis.
4.10 Variable Messaging Systems 4.12 Multi-phased public interaction
Message boards mounted on large a) Facebook: In order to interact with

gantries are being placed at convenient public and to address their traffic related
locations of the city for displaying traffic complaints and valuable suggestions,
related information. This information is a platform is created by opening an
fed into terminals placed at TMC from account in facebook a social networking
where the message is relayed on to the website. Bengaluru Traffic Police
boards using radio frequency waves. Facebook has more than 4 lakh followers
The information displayed informs the as on March-2016.
travelers about existing traffic scenario
b) Twitter: A platform is created to the
to help them avoiding traffic snarls and
general public to interact with Bengaluru
making informed choices.
Traffic Police through twitter. Citizens of
4.11 Parking Information System Bengaluru City is actively participating
in regulation of traffic, enforcement of
All major parking places in the city of
traffic rules. Bengaluru Traffic Police
Bangalore, which are computerized are
Variable Messaging Systems

19

TECHNICAL PAPER
twitter has more than 1.2 lakh followers 5.2 WORK FLOW
as on March-2016.
Traffic police mobility, monitored
c) SMS Alerts: BTP is also sending processing, communication,
free traffic alerts to its subscribers modernisation and technology are
regarding traffic situation. Anyone can the key catalysts of this initiative that
subscribe to the service by sending SMS combine to form a unified operational
JOIN<space>BTP to 09219592195. As traffic policing system. BTRAC 2010
on March 2012 more than 35,000 people is capable of pulling out data on more
have subscribed to this facility. than two million cases in less than Two
minutes; BTP has been able to achieve
5. Project Design
this feat because of following a model
5.1 Key Stakeholders of collaboration between three critical
parties and the components of this
The key stakeholders of the BTRAC 2010
initiative:
project are:
A COLLABORATIVE MODEL OF
The Government of Karnataka
VARIOUS STAKEHOLDERS
Karnataka Road Development
A handset vendor
Corporation
The traffic police experimented with
Bangalore Traffic Police
various hand held devices before
Blackberry selecting BlackBerry mobile handsets
in2008. Blackberry was chosen in the
Telibrahma tender based on low cost and operational
Bharti-Airtel convenience and efficiency of the
Multi-phased public interaction
20

TECHNICAL PAPER
handsets. 650 Blackberry handsets have Telibrahama was chosen as the ISV in this
been provided to the traffic officers. BTP enforcement automation system
The BlackBerry solution has enabled land it has developed the applications
the government employees to improve for this enforcement. The specifically
decision-making, enhance their mobility designed application provides the traffic
while on duty, increase responsiveness, police with access to a consolidated
reduce administration time, and access database on various traffic offences,
key information immediately at the vehicle registration details, and such like.
point of need. It enables the traffic personnel to retrieve
the required information on the click of
A telecom service provider
a button.
Bharti Airtel was selected as the
5.3 MAJOR COMPONENTS OF THE
telecom service provider over other
BTRAC PROJECT
popular telecom service providers used
in traffic management systems across Junction Improvement
India.
Junction improvement has been possible
An independent software vendor through coordinated and planned traffic
(ISV) management along with correcting the
Figure 1: Variable message signs have been installed to inform commuters of real
time situation of traffic movement
21

TECHNICAL PAPER
infrastructure as and when required. as they now travel hassle free en masse.
For example, the BTP has made the
Surveillance / Enforcement
traffic signals automated and networked,
cameras
making them adaptive and easy to control
/ monitor by the Traffic Management This includes installation of 400 cameras
Centre (Area Traffic Control). It has and 20 variable message signs (VMS)
significantly helped in reducing traffic
congestion at junctions. Street Furniture
Intelligent Transportations Involves setting up nearly 400 signals,

Systems putting u thousands of new traffic signs,
tubular cones installed for better traffic
Real time information of traffic management along with 100 km of
congestion and expected duration of excellent thermoplastic road markings
travel on a particular route is made and navigation lights.
available through variable message signs,
FM Radio, SMS and the BTP website. Traffic Enforcement5 Cameras
Facilities such as the easy auto web This involves vigilance through video
based call centre, dedicated bus lanes cameras set up at different traffic signals.
and signal priority to public transport
has brought considerable relief to people Education/awareness campaigns
Figure 2: BTRAC sign boards, traffic signals, LED lamp heads and Enforcement
system
22

TECHNICAL PAPER
Figure 3: Sign boards installed on road sides under the project
Figure 4: An advertisement in newspaper to spread awareness about the project

23

TECHNICAL PAPER
5.4 Capacity building initiatives to reduce accidents, plans to improve

school area safety and strengthening
Development of a modern Traffic
legal and institutional reforms have all
Training Institute, setting up a state of the
helped in spreading awareness regarding
art Traffic Management Centre (TMC)
the BTRAC project and its goals.
BTRAC 2010 SUCCESS FACTORS

The cases booked previously are stored in the server making it easy to identify repeated
offenders. A secure login based application assists in determining if the offender has a pending
fine against his/her vehicle. The solution allows officials to monitor their staff and generate
periodical reports on performance as well.
Those who cannot pay fines on-the spot are issued notices and details are put up on the server.
Registration database from transport department is linked up to automated enforcement
centre hence in case of any change/addition in the offense, systems, or hierarchy; the hand
held devices are automatically configured through the ne6twork. Since 2007, when the first
service was launched, the software has gone through twenty-five to thirty up-gradations.
The trauma Care Centre is a one of its kind facility that has been able to rehabilitate road
accident victims by providing them with medical attention and emotional support.
LED overhead display boards help in easier and quicker navigation reducing travel time.
Figure 5: The traffic management centre established under the project

24

TECHNICAL PAPER
6. FINANCIAL IMPLICATION OF THE PROJECT:
The total grants released by Government and the expenditure towards implementation of
B-TRAC project from the period from 2006-07 to 2014-15 is as follows;
Sl. Released Expenditure

Year
No. (Rs. in Crores) (Rs. in Crores)
1. 2006-07 44.00 0.14
2. 2007-08 0.00 19.76
3. 2008-09 35.00 26.98
4. 2009-10 40.00 32.92
5. 2010-11 5.00 27.66
6. 2011-12 15.00 11.73
7. 2012-13 25.00 12.64
8. 2013-14 0.00 24.08
9. 2014-15 11.00 17.71
10. 2015-16 42.00 0.85
Less: 5% Administration Charges on Expenditure of 2014-15
TOTAL 217.00 174.47
7. IMPACT OF B-TRAC PROJECT
B-TRAC 2010 is the first of its kind project in the Country to address the issues of traffic
congestion, safety etc by utilizing the latest traffic management technology and techniques, which
are appropriate to our context. This will give the much-needed scope for larger infrastructure
projects to be planned and implemented for improving the transportation system in Bangalore
city.
Implementation of B-TRAC project has resulted in improvement in traffic regulation,

enforcement and reduction in road accidents. The impact can be seen under the following
heads;
1) Transparency in enforcement of traffic rules:
Replacing the paper based challan system with automated enforcement and BlackBerry
based challaning system has brought in lot of transparency in booking of cases against
violators of traffic rules. Permanent records are created for traffic violations through
automated enforcement. Automated enforcement has helped in identifying the repeat
offenders. The new system has resulted in increased number of registration of cases and an
increase in collection of traffic fines, as appearing from the following table:
25

TECHNICAL PAPER
Sl. No. Year No. of Cases registered Total Fine amount (Rs. in Crores)
1 2007 1444098 19.91
2 2008 2079071 29.51
3 2009 2640286 37.62
4 2010 3333112 47.56
5 2011 4790841 50.56
6 2012 5204800 53.85
7 2013 5432812 56.98
8 2014 7436284 65.92
9 2015 7626671 70.44
2016 (30.06.2016) 4438760 31.28
2) Substantial compliance of Traffic laws and rules
The use of surveillance camera, enforcement camera, field traffic violation report (FTVR)
and breath analyzer to identify and prosecute drunk drivers/riders, has brought in greater
discipline among the road users. Identification of repeat offenders has resulted in suspension
of more than 20,000 driving licenses during the current year.
3) Reduction in road accidents
One of the important achievements of B-TRAC project is reduction in number of road

accidents. Accident Scenario has seen a positive change and severity of the accidents has
come down due to strict automated enforcement. The reduction in number of accidents is
shown in the table below:
Sl. No. Year Road Accidents (In Nos.)

1 2002 9856
2 2003 10505
3 2004 9101
4 2005 7578
5 2006 7561
6 2007 8426
7 2008 7772
8 2009 6875
9 2010 6483
10 2011 6024
11 2012 5502
12 2013 5230
13 2014 5004
14 2015 4828
15 2016 (Up to 30.06.2016) 2520
26

TECHNICAL PAPER
4) Reduction in traffic congestion in central areas
The topography of Bangalore city is typically full of crossroads. Handling the cross traffic is
difficult, but this task is also being managed efficiently. It is for these very reasons around
190 roads were made one-ways in phases, and chaos in traffic has reduced to a great level
and conflict points were resolved to a greater extent thus easing the traffic flow.
5) Reduced travel time due to scientific fine-tuning of signal timings at junctions
Average savings in green time by using customized traffic light configuration system
6) Reduced Journey time due to Signal synchronization

Cycle Time Variation at National School Junction
Cycle Number
27

TECHNICAL PAPER
The average journey speed has increased management of the traffic and also in
from 18 Kmph to 23 Kmph in the city after catching traffic violators and also in
the implementation of B-TRAC project. This increasing the collection of fines.
is largely due to synchronization of signal
5. The Variable Message Signs (VMS)
lights on 10 important traffic corridors.
have helped in giving advance
Synchronization coupled with central control
information to the drivers so that they
of traffic.
can deviate and can take alternate
8. B-TRAC Evaluation by Indian routes.
Institute of Science (IISc),
6. The Street Furnitures like Flexible
Bengaluru
Cone with Reflective Tape, Cats Eye,
The Center for Infrastructure, Sustainable Hazard Markers, Reflective Median
Transportation and Urban Planning Markers, Movable Steel Barricades,
(CiSTUP), Indian Institute of Science Informatory Signboards have helped
(IISc), Bengaluru has conducted in reduction of accidents and safe
Evaluation and impact study of the movement of traffic.
B-TRAC project. As per the study, the
7. B-TRAC project has helped in
positive impacts of B-TRAC project are;
reducing the accidents by 18%
1. Junction improvements in 46 between three years from 2007 to
junctions have helped in systematic 2010. The accident rate of Bangalore
movement of traffic. City has come down because of
various measures taken by Bangalore
2. The travel time has reduced due to
Traffic Police. Some of the measures
signal optimization and journey speed
taken by Bangalore Traffic Police are
has increased after synchronization of
given below:
signals.
1) Effective Enforcement of Traffic
3. The road markings like centerline,
Rules: Bangalore Traffic Police
median markings, lane markings and
have registered highest number
edge line markings on some major
of traffic violations in the year
roads have helped in safer movement
2012 i.e., 51.30 Lakh cases were
of traffic.
registered and Rs. 53.85 Crores of
4.
The enforcement cameras, fine amount were collected from
blackberrys and printers have helped the violators. This is the highest
in catching the traffic violators and number of cases booked and
also increased the collection of highest fines collected in any city
fines. The surveillance cameras have in the world.
helped in better monitoring and
28

TECHNICAL PAPER
2) Suspension of Driving License which a total of 7.52 Lakh cases

of Repeated Offenders: A were registered.
database of repeated offenders
6) Auto Rickshaw Reforms: In
was made and their driving
Bangalore City, the autorickshaw
licenses were seized.
drivers refuse to go for hire and
3) Automation Enforcement: To also demand excess fare and
bring in more transparency in in this regard huge complaints
payment of fines 500 digital were raised by the public with
cameras were provided to the traffic police. The police have
policemen manning the junctions taken the following actions,
and during the year 2012 and
a) Sixteen prominent places
16,91,863 cases were booked
were identified to start pre-
using the cameras.
fixed auto counters.
4) Implementation of Uniform
b) The Auto Display Card
Speed Limits: In each of the
System was revitalized so that
traffic police limits, prominent
the card was displayed more
road junctions were identified
visibly to the passengers
and campaigns were undertaken
boarding it and whenever
to bring awareness of speed
things were left behind in
limits through advertisements.
the autorickshaw, they were
Additional four interceptor
traceable because of the
vehicles were used to book 1.19
campaign.
Lakh cases against violating
individuals who were riding their c) The IVRS complaint system
vehicles in rash and negligent to report demanding of
manner. excess fare and refuse to
go for hire was established
5) Campaigns: Various campaigns
enabling prosecution of the
has been conducted like
autorickshaw drivers.
drunken driving campaign, lane
discipline campaign, ambulance d) The SMS facility was
priority campaign, innovative also provided to register
public eye campaign, seat belt complaints against such
campaign, helmet less campaign erring auto drivers.
and campaign to remove tinted
e) Complaint by emails against
glasses. An effective campaign
the erring auto drivers was
against helmet less two wheeler
also established.
drivers was conducted in 2012 in
29

TECHNICAL PAPER
f) The above listed measures of the month police station level

have helped the citizens meetings will be held in all 42
immensely thus reducing the Traffic Police Stations involving
number of complaints. general public between 11.30
a.m. and 1.30 p.m. A Bangalore
7) Road Safety Training: Road
Traffic Police facebook page has
safety training was imparted for
also been created which has more
private transport vehicles and
than 57,000 followers.
school bus and van drivers so that
it results in less accidents 9. COST BENEFIT ANALYSIS:
8) Removal of Unscientific Road It is seen from the financial implication that

Humps: Unauthorized and a total of Rs. 217 Crores were provided by
unscientific road humps were State Government for the implementation
identified and removed in of B-TRAC Project. Out of this Rs. 174.47
Bangalore City because they were Crores expenditure is incurred on various
contributing to fatal accidents. B-TRAC components. Most of these
On the main roads, to control funds are being utilised to improve traffic
road accidents occurring due regulation and enforcement of traffic rules
to overspeeding vehicles road in Bengaluru City. Due to introduction of
humps has been installed as per technology in enforcement, Bengaluru
IRC standards. Traffic Police could realise Rs. 463.63
Crores through collection of fines from
9) Establishment of Three New
the the violators of traffic rules. Therefore
Traffic Police Stations: With an
it is seen that, the project has not only
increasing vehicular population
has financed itself, but has also provided
and an effort to reduce road
additionally more than Rs.250 Crores to
accidents three new traffic police
the Government.
stations were commissioned.
They were a) Kengeri Traffic Thus, the B-TRAC Project is a self
Police Station b) Jalahalli Traffic financing model and sustainable. The
Police Station and c) Hulimavu State Government needs only to provied
Traffic Police Station. small grant in the beginning and get back
the entire amount through fines collected
10) Effective Citizen Interaction:
from violators o traffic rules.
In order to ensure smooth traffic
flow and to reduce road accidents 10. THE WAY FORWARD:
in Bangalore City, Citizens Traffic
The initiative has started yielding results
Forum was started under the
from the first day itself. The changes and
Chairmanship of Commissioner
the impact were dramatic and exceeded
of Police. On every 3rd Saturday
30

TECHNICAL PAPER
the expectations of the department. Here 7. Skoch Platinum Award-2014

it is essential to state that the objective of for best traffic management, good
the entire exercise was not to increase the enforcement and reduction in
revenue collections but to enhance the accidents.
quality of traffic enforcement & traffic
8. Best Practice Award-2014-15
management by ensuring that violations
by Directorate of Municipal
are recorded and violators are penalized
Administration, Govt. of Karnataka
as well as traffic accidents are reduced.
and City Managers Association,
The B-TRAC project was recognized Karnataka.
by Government of India and Bangalore
Challenges in Implementation
Traffic Police have received the following
awards for its implementation. The problem lies in enforcing the procedures
and putting to use the components of BTRAC
1. National Award for Best use of
2010 effectively.
Information and Communication
Technology (ICT) by the Dept of Ending conservatism and making the BTP
Personnel and Training (DoPT), staff tech savvy was the first major hindrance
Government of India in the year 2011. the authorities had to face. For example, most
of the personnel in the BTP department were
2. Award for Excellence in Urban
reluctant to accept the BTRAC 2010 project
Transport Honoured by Ministry of
involving gadgets that were perceived to be
Urban Development, Government
highly technical like the BlackBerry smart
of India.
phones. This issue was dealt with by imparting
3. Golden Peacock Award for extensive training to traffic personnel to enable
Innovative Product / Service ease of use with such gadgets introduced
honoured by Institute of Directors under the project.
(IOD) and Golden Peacock
The most complicated hurdle the authorities
Secretariat.
have faced was that in case of a legal issue
4. Golden Peacock HR excellence between a traffic violator and the BTP. The
Award honoured by Institute judiciary does not accept the bill generated
of Directors (IOD) and Golden through a Bluetooth enabled printer because
Peacock Secretariat. the quality of print is not like as one gets in
the traditional challan system. This problem
5. Namma Bengaluru Award
is being looked into and providing a bill
honoured by Namma Bengaluru
reprinting system is being developed.
Foundation, Bengaluru.
Lastly, the government of India has been
6. Best Project Award-2014 by
expressing concerns over security issues
Ministry of Urban Development.
regarding BlackBerry. But the BTRAC 2010
31

TECHNICAL PAPER
authorities and the Karnataka Government department, forest department, income tax of
have clarified that there is no critical data property tax department to facilitate efficiency
involved in this system. Therefore, there is not and transparency in the work flow.
any requirement for security concerns related
Sustainability of the Project
to loss or misuse of this data.
The BTRAC project and the facilities that
Potential for Replication
can be availed through it have been highly
BTRAC 2010 as a best practice has an immense successful in achieving the desired goals for
potential for replication in the metropolitan which it was developed. It has been extended
cities of India due to the high levels of road further to make Bangalore a traffic congestion
accidents, road rage incidents and mishaps. free city.
Persistent issues of safety of pedestrians and Its sustainability depends on the joint efforts
insufficient parking infrastructure can be of the people of Bangalore and the BTP. The
checked using this model. Implementation of Government of Karnataka has a key role to play
BTRAC can also help in reducing the level of in its sustainability as well because it continues
carbon emissions in India. Also, the BTRAC to provide funds for this programme for the
2010 model of traffic management and road financial year 2011-2012 (INR 20 crores).
safety is better suited to the Indian traffic
Recommendations
scenario rather than foreign contexts.
Awareness regarding BTRACS key
BTP has the expertise to help traffic police
components and their functions needs to be
department officials of larger cities such as
more widespread for better implementation.
New Delhi and Mumbai in the process of
Providing GPS devices to auto and bus drivers
implementing a comprehensive system to
through this project can help ease traffic
effectively manage the traffic. Traffic police
congestion issues and reduce journey time.
officials from cities like Cochin, Ahmedabad,
Mangalore, and Mysore have already visited Conclusion
the BTP Traffic management Centre and have
shown keen interest in implementing a similar BTRAC 2010 is an exemplary system of traffic
technology-led traffic monitoring routine in control and management. Other metropolitan
their own cities. cities that face traffic congestion could develop
a similar system of traffic management along
Public service providers must have secure and lines of BTRAC 2010 Strategies to lower the
continuous access to data and communications rates of road accidents, traffic congestion and
resources to achieve effective governance and also reduce travel time.
impart efficient means of grievance redressal.
Hence, a system similar to BTRAC 2010 can Acknowledgements
be implemented in other civil departments of The authors are grateful to the management
the Indian government like the RTO, excise team of key stakeholders namely Karnataka
32

TECHNICAL PAPER
Road Development Corporation Limited, AUTHORS

Bangalore City Traffic Police, Blackberry,
Telibrahma and Bharti-Airtel. Er. Sajjan Singh Nahar
(LM 28359)
References
Secretary General
Bangalore City Traffic Police. Web. 24 June, 2012 Indian Roads Congress
secygen.irc@gov.in
Confederation of Indian Industries. Web. 26 June, 2012
K. Kannan. Voice and Data. 3 May. 2010. Web. 20 June,

2012
Karnataka Road Development Corporation Limited. Er. Deepak Saxena

Web. 27 June, 2012 (e-LM 100940)
General Manager (Electronics)
NHAI
deepaksaxena@nhai.org
ROAD SAFETY FOR CHILDREN
33

34

TECHNICAL PAPER
LIMITED USE ROAD OVER BRIDGES

FOR LIGHT VEHICLES IN LIEU OF
LOW TRAIN VEHICLE UNIT LEVEL
CROSSINGS
Salini P N and Dr. B.G. Sreedevi
ABSTRACT
Most of the railway network in India is rural in nature, and their interface with roads
remains high. The potential for accidents at level crossings is made higher as the railways
control only half of the problems at the interface of roads and railways. Meanwhile the
other half of the problems at the road rail interface are not really controlled by one
entity, as even though traffic rules and road design standards supposedly exist, the
movements of road users are not organized and monitored by one specific entity as
rigidly as rail movements. As part of the efforts to eliminate some feasible level crossings
with low Train Vehicle Units (TVU) by duly providing limited use Road Over Bridge (ROB)
for Light Vehicles, this paper brings a forth a rational and scientific approach to prepare a
preliminary design for such an ROB with comparatively lesser financial requirements. In
this context, the preliminary design of the ROB at Nettoor in Kerala state was taken as a
case study. Preliminary Studies were conducted on the traffic, demography, geographic
location and land use of the area and the travel demand was estimated. Two alternative
options of RCC bridge (Girder and Slab type) and Steel bridge (Plate girder bridge) are
studied based on the site specific circumstances. Preliminary design drawings were
prepared for both. The rough cost was estimated for both the alternatives based on the
preliminary design.
Keywords
Road Over Bridge (ROB), Train Vehicle Unit (TVU), Level Crossings, Travel Demand
Estimation, Design and Drawings, Cost Estimates
1. INTRODUCTION a complex system comprised of numerous

subsystems and interfaces. One such interface
With the development of road networks and
that is particularly problematic is the road-
tremendous increase in traffic both on roads
rail interface, in particular at level crossings
as well as on Railways, the requirement of
and at bridges that pass over or under the
providing ROBs have increased many fold in
railway. Both the above mentioned asset areas
recent years. It is widely accepted that systems
are problematic because of the third party
often fail at their interfaces. The railway is
interface, i.e., the public, who are largely
35

TECHNICAL PAPER
unaware of the potential risks associated with a limited number of railway crossings of the
their actions or omissions. It is an appreciated national highway system. The current norms
fact that for the railways principal third party for type of crossings and grade separation are
risk is at level crossings and indeed the largest as given in Table 1.
proportion of railway fatalities occurs at such
For the purposes of this analysis, IR costs
locations. At level crossings two different
have been used to assess the relative costs
entities with entirely different responsibilities,
and benefits of grade separation. The same
domains, and performances come together
approach can be used for the assessment of
and converge for a single cause of providing
more modest improvements to level crossing
a transport facility to the public. During
warning and protection systems. There are
the normal operation also, there is every
two types of benefits resulting from grade
possibility of accidents occurring even with
separation of level crossings: financial benefits
very little negligence in procedure and the
accruing to the railway in the form of increased
result is of very high risk. A lot more needs
line capacity and reduced operating costs and
to be done and concerted efforts have to be
economic benefits accruing to individuals, i.e.
made to improve the safety at level crossings.
railway passengers and road users in the form
Considering the present trend of train and
of travel time and cost savings.
road traffic on one hand and the financial
constraints on the other, the elimination of 1.2 IRC Warrants
level crossings by providing Limited Use ROB
will help in improving safety and speed as well As per IRC 62:1976, Grade separations should
as maintaining the track parameters. be provided across existing railway crossings
if the product of ADT (fast vehicles only) and
1.1 Indian Railway (IR) Warrants the number of trains per day i.e. Average Train
Vehicle Unit (ATVU) exceeds 50,000 within
The Indian Railways has specified a daily
the next 5 years. For new constructions
Traffic Movement(TM) level of 100,000 at
such as bypasses, grade separations should
which grade separation of crossings would
be provided when this figure is greater than
be justified, but budget restrictions have
25,000.
prevented this work being done except for
Table 1 Type of Crossings Based on Traffic Density

Sl Daily traffic density / traffic movement Type of crossing indicated
No
1 Train Vehicle Unit (TVU) < 6,000 Unmanned Level crossing
2 6,000 TVU < 10,000 All unmanned level crossings to be manned on
programmed basis
3 10,000 TVU <100,000 Manned Level Crossings
4 TVU 100,000 Road flyover / overpass
36

TECHNICAL PAPER
2. PRESENT SCENARIO visibility conditions at the unmanned level

crossings for which Railways have laid down
2.1 Policy issues relating to Level certain criteria based on traffic volumes and
Crossings and ROB/RUBs visibility conditions. Manning of such level
Main policy issues relating to Level Crossings crossings is being done progressively.
and ROB/RUBs are:
2.1.3 Widening of Level Crossings
2.1.1 Provision of New Level Crossing The width of the level crossings depends on
As per existing policy, provision of level the type and width of the road on which it is
crossing is made in consultation with the State located. Such level crossings are widened as
Govt. at the time of laying a new line or within and when the width of the road is increased by
10 years from the date of its commissioning the State Govt. /National Highway Authority
to traffic. Thereafter any accommodation of India
work such as level crossing can be provided
2.2 Construction of Road Over/Under
at suitable location on Deposit Terms basis,
Bridges
if such a proposal is sponsored by the State
Govt./Local Bodies duly agreeing to bear the 2.2.1 Cost Sharing
initial cost of construction of the levelcrossing
Road Over/Under Bridges works are
and one time capitalized cost of recurring
undertaken by Railways in lieu of existing
maintenance and operational charges.
level crossings on cost sharing basis if the
Further, as per current policy of Railways, no
traffic density at the level crossing is one
new unmanned level crossing is permitted on
lakh or more TVUs (TVU- a unit obtained
existing lines.
by multiplying the number of trains to the
2.1.2 Manning of Existing Unmanned number ofroad vehicles passing over the level
Level Crossing crossing in 24 hours) otherwise on Deposit
Terms basis. Proposals are sponsored by
As per extant rules, in case an unmanned level
State Govt. concerned duly fulfilling certain
crossing provided initially and maintained
pre-requisites required under extant rules.
at the cost of the Railways, needs manning/
State Government/Road Authorities sponsor
upgrading/posting of additional gatekeeper
the proposal by completing pre-requisite
due to increase in road traffic only, the cost both
formalities like:
initial as well as recurring and maintenance
has to be borne by the State Government/ i) undertaking for closing of the Level
Road Authority concerned. However, keeping Crossings,
in view the grave consequences of accidents
ii) provision of funds in the States
at unmanned level crossings, Railways have
Budget and
decided in 2003 to man vulnerable level
crossings based on the traffic volume and iii) Advance action for land acquisition
etc.
37

TECHNICAL PAPER
Cost of Land is borne by State Government. agreement by State Govt. by allowing private
State Government/Road Authorities may also parties to construct ROB/RUBs and recover
raise their share cost through collection of toll, their capital in resurrect by charging fee
commercial exploitation of space under Road from users of ROB/RUBs. This was agreed
Over Bridges out side the railway boundary, to in Nov94 in terms of National Highway
etc. Act 956 section VII & IX as amendment vide
Ordinance promulgated by President of India
2.2.2 Closure of Level Crossing in Lieu
on 23 rd Oct 1992.
of Which Road Over/Under Bridge Has
Been Constructed 2.3 ROB related issues
As per standard condition of agreements i. Railways share 50% cost of the total work
entered into with the State Govts. prior for a two-lane Road Over Bridge i.e. 7.5
to sanction of work for replacement of an meter wide carriage way with footpaths of
existing level crossing with Road Over/Under 1.5 meter width on either side. However,
Bridges, the State Govts. are liable to give an if Railway desires to have extra length of
undertaking that the level crossing in lieu of the bridge to accommodate future tracks,
which the Road Over/Under Bridge is being the cost of the extra length is to be borne
sanctioned on cost sharing basis, will be by the Railways, in addition to their share.
closed on commissioning of the Road Over/ In case State Govt./authorities desire
Under Bridge. Therefore, on commissioning extended length of approaches, the cost
of the Road Over/Under Bridge to traffic, the shall be borne by them.
level crossing in lieu of which it is constructed
ii. For National Highways, the Road width
on cost sharing basis is closed.
shall be 9.5 meters with two raised
2.2.3 Deposit kerbs of 0.75 meter, or 7.8 meter with
two foot paths 1.5 m each on either
Construction of ROB/RUBs in lieu of existing
side or crash barriers as per stipulations
level crossings which have traffic density of less
and requirements of Ministry of Road
than 1 lakh TVUs is considered on Deposit
Transport and Highways (MoRTH).
Terms, proposal for which is sponsored by
The Railway will bear the entire cost of
concerned State Govt. duly agreeing to bear
bridge proper across tracks and cost of
the entire cost of construction and recurring
approaches will be borne by MOSRTH/
maintenance charges thereof. Similarly ROBs
National Highway wing of State Govt.
at new places where no level crossing exists
Irrespective of land boundaries.
are also provided on Deposit Terms.
iii. A policy was issued in 1991 as per which
2.2.4 BOT
now Railways also share 50% cost of
Construction of ROB/RUBs on BOT (Built, the RUB/sub-way for light vehicles if
Operate & Transfer) Scheme can be done in provided in addition to the cost of Road
38

TECHNICAL PAPER
Over Bridge. This has been done to iii) Sharing of cost of Road Over Bridge
enable State Governments to close the where State Govt. can raise their share
Level Crossings without any problems. through commercial means.
2.4 Recent Initiatives Regarding Since May 2002, Railways share 50%
Construction of Road Over/ cost of the ROB where State Govt.
Underbridges on Cost Sharing Basis: may raises its 50% share through
commercial means like collection of
Recently, following initiatives have been taken
toll or commercial utilization of space
by the Ministry of Railways to encourage
under the ROB outside the Railway
construction of Road Over/Under Bridges in
land.
lieu of busy level crossings.
iv) Standardization of width of ROB/RUB as
i) Sharing of cost for four lane ROBs/RUBs
per latest MoRTH norms
Since Jan 2003, Rly. shares 50% cost of
Since Sept. 2002, Railways agreed
4 lane ROB/RUB provided minimum
to share as per the latest norms of
TVU of the level crossing is 3 lakhs
MoRTH for National Highways ROB
comprising not less than 6000 road
width as 9.5 m with two raised curbs
vehicle units.
of 0.75 m or 7.8m with two-foot path
And, Road Authority agree for the each on either side or crash barriers.
four laning of the approach portion Sanctioned ROB/RUBs Works on
also. Cost Sharing Basis.
ii) Sharing cost of widening of two lane 3. SCOPE AND OBJECTIVES OF THE
existing Road Over/Under Bridges STUDY
Since Jan 2003, Rly shares 50% cost Because of the scattered and distributed
of widening of existing two lane nature of the land uses and inevitable facilities
ROBs/RUBs to four lane Road Over/ on either side of the railway lines, the local
Under Bridges also, provided, that population is constantly demanding a
the TVU level is not less than 5 lakhs legalised crossing point favourably an ROB
comprising not less than 10,000 road in most of the places. As is referred from
vehicle units. railway authorities, railway has plans to
eliminate some feasible level crossings with
In addition, an incremental increase Low Train Vehicle Units (TVU) providing
of two lakh TVUs comprising 4000 limited use Road Over Bridges for light
road vehicle units must have taken vehicles alone. Considering the present trend
place since the construction of the of train and road traffic, elimination of level
two lane Road Over Bridge. crossings by providing limited use ROB will
39

TECHNICAL PAPER
help in improving safety and speed as well region is surrounded by water on three sides
maintaining the track parameters. Hence the and the fourth side is occupied by Panangad.
broad objective of the study is to evaluate the Meanwhile Nettoor and Panangad together
need and feasibility of constructing limited forms a landmass surrounded on all four
use ROB at low TVU Level Crossings wherein sides by water. Though national highway
ROB at Nettoor is considered as a case study. 966B is proximate to this region, it has no
The study area is shown in Drawing 1. direct connectivity to it as this highway passes
as an elevated structure in this region. The
4. STUDY AREA
study area of Nettoor region is well served
Nettoor is a place located at the outskirts of by a network of narrow roads but the railway
Kochi in Kerala. Study Location is a low- crossing points are causing a major hindrance
lying area located at 9569 N and 761828 to the mobility of the local population. Hence
E. The proposed ROB location is at 4.35km the mobility issues of this population needs to
from Ernakulam South Jn (meaured along be addressed. A site plan showing the selected
the railway lines) and 135metres from site and ground details and land use of the
Thirunettoor railway station. The Nettoor adjoining area is prepared and is given in
Figure 1.
Figure 1 Study area
40

TECHNICAL PAPER
5. METHODOLOGY centers, their size projections and growth

rates, and governments economic
5.1 Reconnaissance Survey programme for the developments.
The reconnaissance has been started with
iii. Some of the measurable and non-
the studies on available maps and satellite
measurable benefits of the proposed
imageries provided by Google earth. A
project are identified. There will be
reconnaissance visit to the area of the intended
reduction in travel time for goods and
site is done and the broad features of the
passengers, reduction in maintenance
project are identified, the possible locations,
cost in case an old bridge is replaced.
nature of crossing, traffic dispersal system
There is every chance for social and
for different alternatives are identified. The
economic development of the adjacent
effect of implementation of the project on the
area consequent to the construction of the
traffic scenario in immediate vicinity is also
bridge since there is vacant land available
considered.
in the adjoining areas.
5.2 Preliminary Survey and Data 5.3 Classified Traffic Volume Count
Collection Survey
Preliminary surveys, data collection and
Traffic volume is an important input to
investigations are carried out at the proposed
understand the efficiency at which the system
location of ROB at Nettoor. Alternative sites
works and the general quality of service offered
are investigated; typical design drawing and
to road users. Currently no vehicular traffic
rough cost estimates for various alternatives
is allowed through the proposed location
are made. The report is prepared covering
of ROB at Nettoor, a rational approach has
the recommended alignment including
been adopted to estimate the traffic that is
alternative considered, span arrangement and
likely to ply through the limited use ROB,
preliminary rough cost estimates. Mainly the
which is proposed by this study. Hence,
following aspects are covered:
classified traffic volume counts were carried
i. The main purpose of the bridge project out at two locations which are proximate to
is identified i.e. the social and economic the proposed ROB location i.e. one at Level
importance, access to adjoining land crossing at railway chainage 5/300 at Nettoor
areas and city and the role of the project and the other at four arm junction near to
in the road development programme and the proposed ROB Location (Railway Station
the priority assigned to. Road).
ii. The geographic features of the area Traffic volume count has been taken for 16
such as size, economic (industrial and hours on a representative day. The traffic
agricultural), other traffic generated volume is expressed in Train Vehicle Unit
activates in the area, main population (TVU). As per IRC standards, the basic
41

TECHNICAL PAPER
consideration behind the practice is that 6. RESULTS AND DISCUSSION

Grade separations should be provided across
existing railway crossings if the product of
6.1 Secondary Data Collection
Average Daily Traffic (fast vehicles only) and Study area of Nettoor belongs to Maradu
the number of trains per day i.e. Average Train municipality which extends over an area of
Vehicle Unit (ATVU) exceeds 50,000 within 12.35 sq. km and has a total population of
the next 5 years. 41012 (2001 population). The decadal growth
rate of population is 21.73% in 1981-91
5.4 Pedestrian Surveys
and 17.19% in 1991-2001. Considering the
Since numerous facilities like schools, worship decadal growth rate as 17.19%, the estimated
centres, cemetery, Child Development Centre population for the study area for the 2011 is
like Anganvadi etc. are situated on the either 4647.
side of the railway line and hence considerable
pedestrian traffic is existing at the proposed
6.2 Traffic Scenario
location. Pedestrian surveys are conducted to The traffic estimated by conducting traffic
account this pedestrian traffic which is to be volume counts is forecasted by using a traffic
input while designing the facility. growth rate of 3% (referred from previous
studies conducted by NATPAC in the study
5.4 Preliminary Design and Drawings
region) and the divertible traffic was also
The Preliminary design should include assessed. Moreover, the provision of the bridge
all calculations needed for finalizing the itself can create development opportunities on
cross section of the superstructure and for either side and increase the interflow and this
rough cost estimation. Both the Reinforced should be forecasted taking in to consideration
Concrete (RCC) bridges and Steel bridges are the economic and social conditions of the
considered in the Preliminary design. area, but this is not accounted here. The
traffic condition diagram showing the turning
5.5 Preparation of Rough Cost
traffic volume and pedestrian traffic at both
Estimate
the locations are shown in Figures 2, 3 and 4
The likely cost of bridgework is an important respectively.
consideration in feasibility studies for a bridge
6.3 Travel Demand Estimation
project as well as in planning and budgeting
for the construction. A rough cost estimate is Travel demand is estimated from the statistics
prepared for both type of bridges (RCC and of benefitting population of the region using
steel) based on the preliminary design and the tool of modal split analysis. The vehicle
drawings. trips estimated from the modal split analysis
42

TECHNICAL PAPER
Figure 2 Traffic Condition Diagram for Fast Vehicles
Figure 3 Traffic Condition Diagram for Total Vehicles
43

TECHNICAL PAPER
Figure 4 Condition Diagram for Pedestrian Flow
were validated. The floating vehicle population estimated for the current year and projected
likely to be attracted to the new facility is also for future years. The number trains passing
considered. The floating vehicle population per day across the section is 31. The Train
likely to generate from the pedestrian traffic at Vehicle Unit (TVU) is calculated from the
the proposed ROB location is also accounted expected average daily traffic of fast moving
on a rational basis. Travel demand in terms of vehicles and the number of trains passing
total number of vehicles and number of fast per day. The travel demand estimates for the
vehicles likely to use the proposed facility is current year and future years given in Table 2.
Table 2 Estimated Travel Demand
Estimated Travel Demand for

the proposed ROB Train Vehicle Unit
Sl. No. Period Remarks
No of total No of fast (ATVU)
vehicles Vehicles
1 2012 2463 1833 56823 TVU>50000
2 2017 2855 2125 65875 TVU>50000
3 2022 3310 2463 76353 TVU>50000
4 2027 3837 2856 88536 TVU>50000
5 2032 4448 3311 102641 TVU>100000
44

TECHNICAL PAPER
Here the estimated travel demand exceeds here, which is the most
the limiting value mentioned in IRC 62:1976; frequently used RCC bridge
hence the provision of Road Over Bridge for similar span. A clear height
at the proposed location is justified as per of 6.55m should be maintained
IRC standards. But as per Indian Railway from the rail level to the bottom
specifications, the grade separation at level of bridge. This clear
crossings will be justified if the daily traffic height along with the structure
movement exceeds 100000 TVU. thickness (girder and slab) of
the bridge makes a total height
6.4 Essentiality of ROB
of about 8m. Because of the site
Conforming to IRC guidelines, the provision specific reasons like proximity
of an ROB at Nettoor is essential to meet of cross roads and economic
the mobility requirements. Considering the considerations, an exceptional
financial constraints in providing ROBs, the gradient of 1 in 12 is considered
concept of limited use ROBs, which can carry for the approach portion of the
vehicles to the extent of only light or medium bridge. Considering relatively
commercial vehicles, is brought forth. weak soil of the region, pile
Generally, this could be applicable for all such foundation is considered for the
cases where heavy commercial vehicles are structure. Preliminary design
not plying through. drawing for the proposed
ROB is shown in Annexure.
6.5 Preliminary Design and Drawings Drawing 1 of Annexure shows
The preliminary design and drawings will aid the elevation and general
in detailed studies and design. The general arrangement of the ROB and
span arrangement of the ROB is arrived at Drawing 2 of Annexure shows
and the alternative options of RCC bridge and the sectional elevation for the
steel bridge is examined. Preliminary design portion demarcated as A in
drawing is given for two alternative options in drawing 1.
the forms of an RCC bridge and a Steel bridge Alternative II: Considering the various
for the proposed ROB. characteristic features of steel
Alternative I: RCC bridge consisting of 9 bridges half-through type plate
spans each of 20m length out girder bridge (steel bridge) is
of which an approach length considered here as alternative
of 110m is provided on either II. In this consideration, the
side. Hence the total length superstructure is of steel and
of the bridge comes out to be the substructure is of RCC.
240m. The girder and slab type The span arrangement and
(T-beam) bridge is considered the total length remains the
45

TECHNICAL PAPER
same as that of alternative I. analysis of rate and adopting Schedule of rate

Drawing 3 of Annexure gives provided by the PWD Kerala. The basic rates
the sectional elevation for the for each construction items were analysed
portion demarcated as A in on the basis of material study undertaken,
drawing 1. and on the anticipated distance of source to
the site of work. For items where these rates
Drawing 1 and drawing 2 are attached as
are not available, the rates were adopted as
Annexure here.
per previous experience of the consultant /
6.6 Preliminary Cost Estimate Market rates.
The Preliminary cost estimates have been Preliminary quantities of various items are
prepared for the proposed ROB separately for worked out. Abstract of resultant estimated
the two alternatives. The rate analysis has been costs for the ROB is given in the Table 3 and
carried on the basis of Standard Data Book for 4.
Table 3 Abstract Cost for the RCC Girder Bridge
Sl. No. Particulars Amount (Rs.)

1 Excavation for Structures and Soil filling 49377.00
2 PCC 100056.00
3 RCC M30 11774755.52
4 HYSD Steel for Reinforcement 12643836.51
5 Bituminous Surfacing 473088.00
6 Miscellaneous 2205956.00
TOTAL AMOUNT 27247069.04
SAY (in Crores) 2.72
Table 4 Abstract Cost for the Steel Bridge
Sl. No. Particulars Amount (Rs.)

1 Excavation for Structures and Soil filling 49377.00
2 PCC 100056.00
3 RCC M30 10155015.08
4 HYSD Steel for Reinforcement 10216112.11
5 Steel for Superstructure 20784622.68
6 Bituminous Surfacing 473088
7 Miscellaneous 303156.00
TOTAL AMOUNT 42081426.87
SAY (in Crores) 4.21
46

TECHNICAL PAPER
7. Conclusion AUTHORS
As part of the efforts to eliminate some feasible
level crossings with low train vehicle units by Salini P N
duly providing limited use Road Over Bridge (eLM-100693)
for Light Vehicles, the preliminary design of Scientist,
the ROB at Nettoor was taken as a case study. National Transportation
Preliminary Studies were conducted on the Planning and Research Centre
salini.jayaprakash@gmail.com
traffic, demography, geographic location and
land use of the area and the travel demand was
estimated. Two alternative options of RCC
bridge (Girder and Slab type) and Steel bridge Dr. B.G. Sreedevi
(LM-21237)
(Plate girder bridge) are studied based on
Director,
the site specific circumstances. Preliminary National Transportation
design drawings were prepared for both. Planning and Research Centre
The rough cost was estimated for both the bgsreedevi@yahoo.com,
alternatives based on the preliminary design. director.natpac@kerala.gov.in
Construction of RCC Girder Bridge costs
around Rs 2.72 crores. Meanwhile the steel
bridge costs around Rs 4.21 crores. Hence the
(4) IRC 62:1976, Guidelines for Control of Access on
construction of RCC Girder Bridge is found to
Highways, Indian Road Congress, 1996.
be the more viable option on financial terms.
(5) Krishna Raju, N, Design of bridges, Oxford &
REFERENCES IBH Publishing Co. Pvt. Ltd, 2010.
(1) BS 112: Guidelines for Planning of Road Over (6) Ponnuswamy S. Bridge Engineering Tata
Bridges, B&S Directorate Research Designs and Mc Graw Hill Publishing Company Ltd Raina
Standards Organisation, Lucknow. V K. Concrete Bridges Handbook, Galgotia
Publications Pvt ltd.
(2) Chatterjee, S, The design of modern steel bridges,
Blackwell Publishing company, 2003. (7) Traffic and Transportation System Studies for
Cochin City, NATPAC, 2008.
(3) Guidelines for the Design and Construction of
Railroad Overpasses and Underpasses, The Kansas
City Southern Railway Company, May 2008.
47

ANNEXURE
Indian Highways April 2017.indd 48

48
Drawing 1 : General Span Arrangement of the Steel Bridge proposed for the site
3/25/2017 8:29:49 PM
Drawing 2: Details of the Alternative 1 - RCC Bridge proposed for the site
49

Drawing 3: Details of the Alternative 2 - Steel Bridge proposed for the site
50

TECHNICAL PAPER
Effect of E-Waste Plastic as Aggregate

Replacement on Marshall
Mix Design of Dense Bituminous
Macadam
Pakhare Jagjit Laxman and Bhosale Sukhanand Sopan
ABSTRACT
In this study, E-waste plastic is used as aggregate replacement to modify the properties
of Dense Bituminous Macadam (DBM) mix. This study utilized two Sizes for replacement
of E-waste plastic into DBM mix. In this, 20 mm&2.36mm aggregates are replaced
using 20mm&2.36mm size of E-waste plastic. Marshall test are carried out to find
the optimum percentage of Bitumen and by Considering this optimum bitumen the
optimum percentage of plastic replacement is calculated.
Comparative study of Marshall test results indicated an improvement in strength of the
mix for E-waste modified mixes.
Keywords: E-waste, Dense Bituminous Macadam, Marshall stability test.
Introduction
E-waste disposal but may improve the desired
The major objective of this paper is to use properties.
shredded E-waste plastic as a partial aggregate
Literature Review :
replacement in Dense Bituminous Macadam.
In this study, E-waste plastic has been used Zoorob et.al (2000) used recycled plastics in the
as a partial aggregate replacement to asses form of LDPE pellets as a partial replacement
any possibility of improvement in stability of for mineral aggregate passing 5mm and
DBM. E-waste refers to plastic recovered from retained on 2.36 mm sieve. A 30% aggregate
discarded computers, televisions and other replacement by volume with LDPE resulted
electronic products etc. E-waste consists of in 250% times increase in marshall stability
50 % metallic portion, 21% plastic content, and 16% reduction in bulk density of the mix
non-ferrous metals 13% and other materials. which is advantageous in terms of haulage
Pavment construction and rehabilitation costs. Ravishankar et.al (2013) evaluated the
have great scope of utilizing such E-waste performance of bituminous concrete mix
which will not only solve the problem of modified with plastic coated aggregates (PCA).
51

TECHNICAL PAPER
Modified mix was prepared using dry process passing 0.300 mm are used. The aggregates
in which aggregates are mixed with waste are obtained from stone crusher located at
plastic at higher temperature to form plastic Lohagaon, Pune. The physical and engineering
coating on aggregates. Marshall stability, properties of the aggregates are shown in
indirect tensile strength, fatigue life of the mix Table1.
improved due to plastic coated aggregates.
Bitumen
Very few research has been carried out on use
of E-waste plastic as partial replacement in Bitumen is obtained from Pune Municipal
aggregates. This study indicates large potential Corporations Hot Mix Plant located at
in use of E-waste plastic as a partial aggregate Yerwada, Pune.
replacement.
It is a neat 60/70 Penetration grade asphalt.
Material Characterization The physical and engineering properties of
bitumen are shown in Table 2.
Aggregates
E-waste
The aggregates of fresh compact basalt rock
having the maximum particle size passing E-waste is obtained from Hi-tech recycling
25.4 mm, and the minimum particle size Pvt.Ltd, Pune looking after E-waste recycling
Table 1 Physical and engineering properties of aggregate
Specification As per
Indian
Sr. No. Name of Test MORTH (2001)For Test Result
Standard
Surface Course
1 Crushing Strength 2386-IV-1963 30% Maximum 12.34%
2 Los Angeles Abrasion Value 2386-IV-1963 30% Maximum 10.29%
3 Impact value 2386-IV-1963 24% Maximum 6.35%
4 Specific Gravity 2386-IV-1963 2-3 2.86
5 Water Absorption 2386-IV-1963 2 % Maximum 1.23%
6 Stripping Value 2386-IV-1963 95 % Minimum Retained 98 % Retained
Table 2 Physical and engineering properties of bitumen
Specification as per Test

Sr. No. Name of Test Indian Standard
MORTH 2001 Result
1 Penetration Test 1208-1978 S 65 [60 - 70 mm] 66.33 mm
2 Ductility Test 1208-1978 Minimum 75 cm 97.6 cm
3 Softening Point 1208-1978 40 to 50 [0C] 46.70C
4 Specific Gravity 1208-1978 1 1.06
52

TECHNICAL PAPER
facilities. E-waste consists of old computers, sieve and plastic passing from 4.75 mm and
televisions, CRTs etc. Plastic portion is retain on 2.36mm IS Sieve are used are used
separated from the bulk E-waste and shredded in present study as shown in Fig.2.
into various sizes. Fig. 1 shows typical
Dense Bituminous Macadam (DBM)
photographic views of E-waste plastic before
and after shredding. The gradation designed by Bhosale et. al
(2007) is used in this study which is based
The shredded pieces found to have different
on Baileys method of aggregate gradation
sizes. Out of various sizes, only the portion
(Fig. 3).
passing 25 mm and retained on 20 mm IS
Fig. 1 Typical photographs showing (a) E-waste plastic before shredding

(b) E-waste after shredding into various sizes
Fig. 2 Showing shredded E-waste plastic of 20 mm and of 2.36mm (retained IS sieve)

53

TECHNICAL PAPER
Table 3 showing the design aggregate retain size of aggregate. Because these sizes
gradation for dense bituminous macadam. having higher percentage retain in mix design
From which it is observed that there is a scope gradation.
for replacement of 20mm retain and 2.36
Fig. 3 Designed Aggregate Gradation for Dense Bitumen Macadam
Table 3 Designed Aggregate Gradation for Dense Bitumen Macadam

MORT&H (2001)
Sieve size (mm) Passing(%) Retained(%) Cumulative
Passing(%)
26.5 100 0 90-100
20 83 17 -
16 74 9 -
12.5 65 9 -
10 58 7 -
6.3 52 6 -
4.75 46 6 38-54
2.36 35 11 28-42
1.18 26 9 -
0.60 20 6 -
0.30 14 6 7-21
0.15 11 3 -
0.075 5 6 2-8
54

TECHNICAL PAPER
The optimum bitumen content for DBM mix is From Figure 4 the optimum bitumen bitumen
determined using Marshall stability test. Fig.4 content found 5.5% which is considered for
shows the Marshall Stability test results for the further modification of mix. Table 4 shows
designed DBM mix with 75 numbers of blows the volumetric properties of Marshall Stability
on each of the two faces of the specimen. Test results for normal mix.
Fig. 4a. Variation of stability versus Fig. 4b. Variation of bulk density versus
bitumen content bitumen content.
Fig. 4c. Variation of flow value versus Fig. 4d. Variation of air voids versus
bitumen content. bitumen content.
Fig. 4e. Variation of Voids Filled with Bitumen (VFB) versus bitumen content.
55

TECHNICAL PAPER
Table 4. Marshal Stability Test Result for aggregates partially by using shredded E-waste
normal DBM mix. plastic. In this study plastic portion passing 25
mm and retained on 20 mm & plastic portion
Parameter Result passing 4.75 mm and retained on 2.36 mm I.S
Bitumen content by mass of total 5.5 sieve is used. The percentage of replacement
mix (%) is taken as 0.5%, 1%, 1.5%, 2%, 2.5%, 3%, &
Stability at 600 C (KN) 16.10 3.5 % by total weight of aggregates for 20mm
Flow (0.25 mm) 3.84 size and 1%,2%,3% upto 10% for 2.36mm
Air Void (%) 4.648 size. Marshall test studies are carried out on
Void in Mineral Aggregate (VMA) 18.46 modified DBM mixes. Marshall samples are
(%) prepared for modified DBM mixes at optimum
Void Filled up with Bitumen(VFB) 74.71 bitumen content of 5.5%. Three samples are
(%) prepared for each percentage of replacement
Bulk Density (gm./cc) 2.536
using 5.5% bitumen content. The samples are
then checked for their stability, flow value and
other parameters.
Experimental Investigation
From fig 5 optimum E- waste plastic content
Dense Bituminous Macadam (DBM)
is 8% for 2.36 mm size and 3% for 20 mm size
modified with E-waste
(by considering Stability). For this 8% and 3%
From the gradation curve of DBM, the other parameters are calculated and compared
aggregates of 20 mm and 2.36 mm are largest with MORTH specifications. Comparative
in proportion by total weight of aggregates. marshal test results for normal DBM and
Therefore it has been decided to replace these Modified DBM mixes are shown in Table 5.
Figure 5.a. Variation of stability versus Figure 5.b Variation of bulk density
E-waste plastic content for 20mm & versus E-waste plastic content for 20mm
2.36mm. &2.36-mm.
56

TECHNICAL PAPER
Figure 5.c. Variation of Flow value versus E-waste plastic content for 20mm &2.36mm.
Figure 5.d. Variation of Air Voids versus E-waste plastic content for 20mm &2.36mm.
Figure 5.e. Variation of Voids filled with bitumen versus E-waste plastic content for
20mm &2.36mm.
57

TECHNICAL PAPER
Table 5 Comparative Marshall Test Result For Normal &Modified DBM Mixes
Parameter DBM 20mm 2.36mm MORTH
Optimum Bitumen Content (%) 5.5 5.5 5.5 4-6
E-Waste Plastic content by mass of total mix (%) 0 3.0 8.0 -
Stability at 600 C (KN) 16.10 27.37 46.04 Min 9
Flow (0.25 mm) 3.84 2.34 3.56 2-4
Air Void (%) 4.648 5.76 5.76 3-6
Void in Mineral Aggregate (VMA)(%) 18.46 18.29 17.96 -
Void Filled up with Bitumen(VFB)(%) 74.71 68.52 67.94 65-75
Bulk Density (gm./cc) 2.536 2.30 2.241 -
The different parameters in Marshal Mix design are compared with respective different mixes
(Normal, 2.36 mm size, 20 mm size replacement.) Variation of these parameters are shown in Fig. 6.
Figure 6.a. Variation of Stability Figure 6.b. Variation of Bulk Density
Figure 6.c. Variation of Flow Value Figure 6.d. Variation of Air Voids
58

TECHNICAL PAPER
Figure 6.e. Variation of Voids filled with bitumen
Conclusion 4) The E-waste improves reinforcement and

interlocking between aggregates, which
In this study the disposal problem of E-Waste
lead to increase in stability.
Plastic is resolved up to some extent by
replacing it with aggregate in DBM Mix. 5) Air voids in DBM increases with the
Based on the experimental work carried out addition of E-waste plastic as compared to
in the present study, the following conclusions Normal DBM making.
are drawn:
6) Voids filled with bitumen decreases with
1) Stability of the mix increases with an the E-waste content in the mix. This may
increase in E-waste percent up to 3% For be due to increase in surface area of the
20mm size and up to 8% For 2.36mm size aggregates in the form of E-waste.
then it decreases.
7) All the experimental results are fulfill the
2) There is an increase in stability by 1.7 times MORTH criteria.
for 20mm and 2.86 times for 2.36mm Mix
Acknowledgment
than that of Normal mix due to addition
of E-waste plastic in DBM. Director, College of Engineering, Pune is
gratefully acknowledged for permitting to
3) Bulk density of the mix decreases with the
publish this work. Also, Shinde Stone Crushers,
addition E-waste plastic in the mix. This
Pune and Pune Municipal Corporation are
is because, the specific gravity of E-waste
acknowledged for providing materials for the
plastic is 1.06 which is much smaller than
study.
specific gravity of aggregate i.e. 2.94.
59

TECHNICAL PAPER
References [5] S.S. Bhosale, J.N. Mandal, Experimental Study For

Evaluation Crack Retardation of Asphalt Concrete
[1] ASTM D 6927-06, Standard Test Method for Overlays, Journal of Testing & Evaluation vol.35,
Marshall Stability and Flow of Bituminous No.6, pp.1-13 (2007).
Mixtures.
[6] Mahabir Panda and Mayjit Mazumdar, Utilization
[2] ASTM D 792-08, Standard Test Methods for of Reclaimed Polyethylene in Bituminous Paving
Density and Specific Gravity (Relative Density) of Mixes Journal of Materials in Civil Engineering,
Plastics by Displacement. Vol. 14, No.6, ASCE (2002).
[3] A.U.Ravi Shankar, K.Koushik, Goutham Sarang, [7] W.D Martin, W. D.,B.J Putman, A.I Neptune,
Performance studies on Bituminous Concrete Influence of Aggregate Gradation on Clogging
Mixes using Waste Plastics, Highway Research Characteristics of Porous Asphalt Mixtures, Journal
Journal, June-2013. of Materials in Civil Engineering, ASCE(2013).
[4] Barron W. Colbert, Zhanping You, Properties of [8] MORTH 2001, Specification for Road and Bridge
Modified Asphalt Binders Blended with Electronic Work.
Waste Powders, Journal of Materials in Civil
Engineering, Vol. 24, 2012, ASCE.
AUTHORS
Pakhare Jagjit Laxman

(eLM-100970)
Assistant Professor,
Department of Civil Engineering,
D Y Patil School of Engineering
Academy, Ambi, Talegoan - Dabhade, Pune-410506, Maharashtra, India.
Email: jagjitp20@gmail.com
Bhosale Sukhanand Sopan

(M-30730)
Assistant Professor,
Department of Civil Engineering,
D Y Patil School of Engineering
Academy, Ambi, Talegoan - Dabhade, Pune-410506, Maharashtra, India.
Email: jagjitp20@gmail.com
60

TENDER NOTICE
61

TENDER NOTICE
62

TENDER NOTICE
63

TENDER NOTICE
64

TENDER NOTICE
65

TENDER NOTICE
66

TENDER NOTICE
67

68

TEN GOLDEN RULES FOR ROAD SAFETY
1. STOP OR SLOW DOWN : Allow pedestrians to cross first at uncontrolled zebra
crossings.
2. BUCKLE UP : So that your family and you are safe in the car. Seat Belts reduce
the chances of death of a car occupant in accidents.
3. OBEY TRAFFIC RULES AND SIGNS : To prevent road accidents.
4. OBEY SPEED LIMITS : For your own safety and that of others. In residential
areas and market places, ideal speed should be 20 kmph and the maximum
speed limit is 30 kmph.
5. KEEP VEHICLE FIT : To prevent breakdown and accidents on road.
6. NEVER USE MOBILE WHILE DRIVING : To avoid distractions that largely lead
to accidents.
7. WEAR HELMET : To protect your head while riding a two wheeler. A good quality
helmet reduces the chances of severe head injury.
8. NEVER DRIVE DANGEROUSLY : To ensure your own safety and that of other
road users.
9. BE COURTEOUS : Share the road with all and be considerate. Never rage on the
road.
10. NEVER MIX DRINKING AND DRIVING : Be Responsible... Dont drink
whiledriving.
SALE OF IRC PUBLICATIONS

In order to encourage use of IRC Standards/Codes uniformly throughout
the country in turn to promote excellence in road construction, as a
step towards public good, Jain Book Agency, the authorized dealer of
Govt publications, has been authorized for printing and marketing of 52
number of IRC publications of essential nature (catalogue available at
web: http://www.irc.nic.in) at:
JAIN BOOK AGENCY

C-9, Connaught Place, New Delhi 110 001
Ph. 011-4455-6677 , 011-2341-6393
E-mail: sales@jainbookagency.com
Available for online shopping at: www.jainbookagency.com
Also available at:
JAIN BOOK AGENCY
HauzKhas, South Delhi (Ph. 011-4175-5666) * Darya Ganj, Old Delhi
(Ph. 011-4433-2211)
Gurgaon, Haryana (Ph.0124-404-2665)
Noida, U.P. (Ph.92100-80580) * Greater Noida, U.P. (Ph.0124-420-6655)

Backwater Ripples, Kumarakom (Kerala)

Indian Highways B April 2017

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Indian Highways B April 2017

Uploaded by

Copyright:

Available Formats

INDIAN HIGHWAYS

Volume: 45 Number: 4 APRIL 2017 ISSN 0376-2756

FROM THE EDITORS DESK 4

B-TRAC, A UNIQUE DIGITAL TECHNOLOGY BASED TRAFFIC 9

LIMITED USE ROAD OVER BRIDGES FOR LIGHT VEHICLES IN LIEU 35

EFFECT OF E-WASTE PLASTIC AS AGGREGATE REPLACEMENT 51

Publisher & Editor: S S Nahar, Secretary General, IRC

Cover and Typesetting: Darpan Video India.

Indian Highways April 2017.indd 3 3/25/2017 8:28:48 PM

T he Goods and Services Tax (GST)

Indian Highways April 2017.indd 4 3/25/2017 8:28:50 PM

22 nd March 2017, the Union

Indian Highways April 2017.indd 5 3/25/2017 8:28:54 PM

Indian Highways April 2017.indd 6 3/25/2017 8:28:58 PM

New Membership Fee/Form

Through Non-Refundable Demand draft/cheque No.________________ Dated______________________

Indian Highways April 2017.indd 7 3/25/2017 8:28:59 PM

New Membership Fee/Form

Through Non-Refundable Demand draft/cheque No.___________________ Dated__________________

7. FOR THE REPRESENTATIVE/NOMINEE:

Corporate E-Membership (Foreign Countries) (Annual)

Indian Highways April 2017.indd 8 3/25/2017 8:28:59 PM

B-TRAC, A UNIQUE DIGITAL

1. INTRODUCTION Due to increased urbanisation, the biggest

Indian Highways April 2017.indd 9 3/25/2017 8:28:59 PM

The growth of vehicles in Bangalore City is shown in the table below.

The following graph indicates different types of vehicles registered in Bangalore

Indian Highways April 2017.indd 10 3/25/2017 8:29:00 PM

Indian Highways April 2017.indd 11 3/25/2017 8:29:01 PM

a) Reduce traffic congestion by 30% in e) Strengthening of Traffic police

d) Improved parking management 4. COMPONENTS OF B-TRAC:

e) Achieve substantial compliance of 4.1 State-of-art Traffic Management

f) Set up accident reduction and trauma A State-of-art Traffic Management

b) Robust Revenue Model (traffic Gathering Statistics about Traffic

d) Capacity Building (modernisation Executing the traffic plan; keeping in

State-of-art Traffic Management Center

Indian Highways April 2017.indd 12 3/25/2017 8:29:01 PM

In the entire sets of activities, the

Features of Traffic Management

Creation of a unified, dynamic and user-

Integrated complaint monitoring system Traffic Management Center

Management Information System a) Automated Signaling System

Automated Signaling System

Indian Highways April 2017.indd 13 3/25/2017 8:29:02 PM

timing and patters on short-term or Every direction is allotted a minimum

Indian Highways April 2017.indd 14 3/25/2017 8:29:03 PM

c) Signal Progression junction. A fixed time is allocated

Indian Highways April 2017.indd 15 3/25/2017 8:29:04 PM

time optimization happens all while networking devices and

Main power supply is provided to 4.4 Surveillance Camera System

Power Backup and Management At Junctions

Indian Highways April 2017.indd 16 3/25/2017 8:29:05 PM

Surveillance Camera System

Indian Highways April 2017.indd 17 3/25/2017 8:29:06 PM

Blackberry driven Enforcement

Indian Highways April 2017.indd 18 3/25/2017 8:29:07 PM

subsequently the processed data is used proposed to be connected to the TMC

4.10 Variable Messaging Systems 4.12 Multi-phased public interaction

Message boards mounted on large a) Facebook: In order to interact with

Variable Messaging Systems

Indian Highways April 2017.indd 19 3/25/2017 8:29:08 PM

Multi-phased public interaction

Indian Highways April 2017.indd 20 3/25/2017 8:29:09 PM

Indian Highways April 2017.indd 21 3/25/2017 8:29:10 PM

Through Non-Refundable Demand draft/cheque No. Dated______

Through Non-Refundable Demand draft/cheque No._ Dated