Академический Документы
Профессиональный Документы
Культура Документы
Number 1
January 2013
Contents
ISSN 0376-7256
Page
2-4
Editorial
5
10
Technical Papers
Approach For Harmonious Working
M.V. Sastry
A Comprehensive Approach to Sustainable Highway Development Strategies
Baban Ram and S.K. Chaudhary
15
16
21
Presentations
Presentation on Challenges in Financing in Road Sector Projects - Investors Perspectives and Possible Solutions
by Athar Shahab
Presentation on Area Based & Performance Procurement Systems with Asset Management Concept
by Ashok Kumar and Rajesh Rohatgi
Presentation on Mega Road Projects-Issues in Financing
by D.R. Santhana Krishnan
24
42
51
60
73
86
87
88
89
90
91
92
93
Technical Papers
A Laboratory Study on Mastic Asphalt
Praveen Kumar and A.K. Shivkumar
Recycled Concrete Aggregate in Concrete Pavement Construction-An Innovative Approach For Sustainable Development
V.V.L. Kanata Rao, Surya Maruthupandian and Lakshmy Parameswaran
Design and Construction of Modified Retaining Structures
Ram Asra Khural
Geotechnical Investigation of Shedi Soil Blended with Pond Ash, Lime and Coir
A.U. Ravi Shankar, Prashant S.K. and Chandrashekar, A
Automated Detection and Measurement of Cracks from Monochrome Video Clips Captured By Road Network Survey Vehicle
Huidrom Lokeshwor, Lalit K. Das and S.K. Sud
Circular Issued by Ministry
Tender Notice of NHs Bareilly
Tender Notice of NHs Chennai
Tender Notice of NHs Kanpur
Tender Notice of NHs Madurai
Tender Notice of NHs Madurai
Tender Notice of NHs Tirunelveli
New/Revised Publications now Available on Sale
No part of this publication may be reproduced by any means without prior written permission from the Secretary General.
Edited and Published by Shri Vishnu Shankar Prasad on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the
contents and the opinions expressed in Indian Highways is exclusively of the author/s concerned. IRC and the Editor disclaim responsibility
and liability for any statement of 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.
Dear Readers,
Wishing all the Readers a Very Happy & Prosperous New Year 2013.
It is generally forgotten that road construction is a noble profession. It is not just a commercial
undertaking operating on the laws of demand and supply enabling the agency to charge the user
fee but in reality does a noble duty of connecting people with each other, with essential services
and facilities like educational institutions, lifesaving hospitals, etc. Therefore, the road building in
essence is a service oriented profession which helps in building strong society and nation.
Roscoe Pound touched the essence of the matter: Historically there are three ideas involving in a
profession:- Organization, learning and a spirit of public service. These are essentials, the remaining
idea that of gaining the livelihood is an incidental. But in todays age and time the basic truths are
just forgotten.
Does the structural constraint in the road sector directly impact the economy? To simplify this important
aspect, lets talk about inflation which is directly related to supply, productivity & demand. The
structural constraints have an impact on productivity, capacity and supply and therefore, consequently
on the inflation. The structural constraints in crucial road transport sector impacts the competitiveness
edge of a private/public service yield as well as sustainable profit margin not only at domestic level
but also at international level. For example, the structural supply constraints remain intractable in the
absence of increase in production. The same is also applicable for sluggish demand scenario.
However, with increasing supply/demand (or both) involves improving entire process channel:Extension and expansion of inputs, service, market organizations & logistic requirements for storage,
communication network & services, delivery logistics & timely transportation, etc. In areas of weakness
in the process channel or inability to deliver may cost irreparable setback to the envisaged projected
goal/target. The road transportation system within the ambit of overall communication service is a
basic enabler for effectiveness and efficiency. Increase in supply is facilitated once the transportation
road infrastructure is in place. In short, inflation is likely to continue unless supply increases through
improvement in production capacity, production and timely transportation. In all these the efficient
road connectivity plays a pivotal role and more emphasis required to be given if higher economic
growth is targeted.
So shape the growth direction of the economy with the better roads. In the current economic scenario,
the vitality of the dynamics of the roads needs to be understood to overcome the growth deceleration.
The road sustains social and economic activities and generally user take it granted that roads to be
in a good condition at all times. However, as it is constantly under traffic loads and severe weather
conditions, road are being damaged day by day and without a good care it may collapse like other living
creatures. Therefore, the road building process, procedures and intricacies needs to be demystified.
The vibrancy effect of highway sector on the other sectors of economy needs to be felt. The aptitude
of the Indian economy to grow on sustainable basis at a higher GDP growth rate need not be seen with
a cynical mindset. Is it not surprising that for about two decades the vehicle growth rate as witnessed
2
EDITORIAL
is about 9.9 CAGR. This only points towards the inherent economic strength of the country. The road
transport sector as a whole is not only a facilitator but also a pusher for the entire service sector and
today the service sector has become a major component in the GDP growth rate.
Usually, the road building has not been visualized in terms of poverty reduction strategy or
empowerment of people by inclusively inclusion of them in development and growth story. In this
direction government have also initiated the programme of providing better road connectivity in the
tribal areas. The tribal belts are struggling for a change towards betterment and to become inclusive
part of the growth & development story of India. Besides, this initiative also may help in opening up
opportunity of creating new markets as well as avenues of availability of new resources for different
sector of economy. The cascading growth impact on the economy from the road construction activity
requires a realistic assessment.
It is not that the road construction activities are not mired with delays & controversies, especially in
regard to litigations, land acquisition complexities, shifting of utility service etc. However, there is a
need to adopt an out of box approach to overcome the problems being faced in the road construction
activities. Normally most of the people look outwards when they faced the problem. This approach
has a major repercussion, as the opportunities to look inside to improve/correct the deficiencies are
missed out.
The inner constraints if not addressed, to in a timely manner leads to poor growth, achievement
and progress. So what is require, is to realize the complete value and potential of the road sector to
the economy by blending the technical wisdom, experience, expertise, technologies etc., along with
adoption of new models of channelization of resources for inclusive participation of the public at
large. Measures inducing confidence in the public that they are stakeholders in the road development
activities in real sense may need some attention. Poor road infrastructure, traffic jams, inadequate
road side facilities inconvenience etc., leads to anger and resentment.
Does it mean that the responsibilities towards social and economic issues are not properly addressed?
Are such situations are avoidable by timely interventions. Are the apt futuristic planning concepts
based actions were resorted to? Think, think & think.
The better road connectivity in the Indian scenario have led to creation of semi-urban and semi-rural
areas in addition to already existing rural & urban areas. Not much thought have been given for
addressing to their transportation needs. Better & assured road connectivity also restricted migration
of people in search of employment. And it transforms into more journeys by road and (also by train).
This creates an optimal condition for economy on move. This is what the country requires. The
positive aspect of road sector activities leading to growth in tourism sector, employment generation,
decentralization, etc., perhaps makes it one of the biggest employment creating sector.
The rose is not without a thorn, the lotus is not without mire. The need of the hour is to strike the right
note. The completion of highway projects needs to be accomplished to avoid time and cost overrun.
The cause of delay in one project especially in mega/big-ticket project should be analyzed to take
remedial measures for subsequent projects. Due consideration may be given to limiting aspects like:tendency to launch projects without proper preparations in place, poor shelf life of DPRs leading
to higher risk/unviability of projects during implementation, poor land records, inadequate detailed
site assessment, poor traffic records/growth/demand data, low coordination among the concerned
departments/agencies etc.
INDIAN HIGHWAYS, January 2013
EDITORIAL
Therefore, like any other economic development activity, the highway projects also require due risk
assessment and analysis as well as identification of possible mitigation measures. If the same is given
a go-by, then opportunity to maximize the returns through optimization of resources may be missed.
Can we think of giving ratings for road developmental projects - [bankable ratings (for financing) is
most common] Developmental plan rating and Construction & Operation plan ratings may to some
extent create embedded sustainability in the project model.
Despite uncertainties in the global economy at present, Indias growth story remains credible as its
fundamental strength remains strong. The road sector considering its resultant economic benefits to
other sectors of economy further strengthens the scope of strengthening the economic foundation and
providing more resilience to the economy. However, some thought may also be given as to what the
other sectors of economy getting benefitted from the good roads are contributing towards the road
sector. Some percentage of Corporate Sector Responsibility (CSR) fund may also be channelized for
research/pilot/pioneering projects in the road sector to create win-win situation.
Lets, therefore, have a unique map to move on the road to peace, prosperity and growth through good
& efficient road network in the country.
Let us involve all sectors and stakeholders in road construction activities so as to develop an exemplary
service model to the mankind peace, prosperity and growth coupled with social harmony with
social development and optimally utilizing the resources including three dimensional developments
in relation to land resources.
The issues, concerns and challenges to road sector are many. However, the need is to consolidate
and move forward with simultaneous increase in capabilities and capacities, etc. Can through PPP
projects in road sector we address the Purchasing Power Parity (PPP) of people. Can we think of
moving to 5 Ps concept with inclusive peoples participation in PPP projects? Can we move towards
the concept of saleability of PPP projects in road sector? The sale profit so accrued can be shared
by the government, public and private sector. Can we think of increasing the lenders confidence in
the soundness of project and its projection with better debt: equity ratio? Such concepts may help in
optimally managing the management of PPP projects in road sector.
The current economic environment have thrown up unique opportunities for effecting structural shift.
Let us join our efforts, as road infrastructure development is a progressive activity of today which
assures brighter future of tomorrow.
John Maynard Keynes said The difficulty lies not so much in developing new ideas as in escaping
from old ones
Place: New Delhi
Dated: 26-12-2012
TECHNICAL PAPERS
2)
3)
4)
5)
TECHNICAL PAPERS
6)
7)
2)
3)
Excellent relationships.
4)
5)
6)
7)
8)
9)
10)
THOUGHTS
DESTINY
CAN
CHANGE
OUR
LIFE TIPS
Ups and downs are common in life. Difficultiesconveniences, having-not having, sweetnessbitterness, happiness-sorrow; all peep into the life, be
they haves or have-nots. Every situation determines
the shape of life. We search for solutions when we
face problems. Those solutions remain as lessons of
experience. If you have the courage to welcome the
issues/challenges, you can be said to have the strength
and skill to lead the life. Failure is the stepping stone
for success. You have to make continuous efforts to
correctly plan the life. Some tips to ensure success
are:
1)
2)
TECHNICAL PAPERS
3)
4)
5)
6)
7)
8)
9)
10)
SPEAK SOFTLY
APPRECIATION
TECHNICAL PAPERS
8
10
PRAYER
TECHNICAL PAPERS
received except by the soul that asks, asks trustingly,
lovingly, faithfully. The last stage of spiritual
progress: a stage where one feels that work is worship
of God. It is not necessary to ring the bells in a temple.
What is required, is to make our daily work into acts
of worship.
The satisfaction of doing a QUALITY job is
unprecedented. It requires that what is delivered
conforms to the requirement, quality control has
been exercised, there are inbuilt mechanisms in the
system/processes to prevent creeping in of errors,
the performance standard of zero defects is satisfied
Abstract
Sustainable development as development that meets the needs of
the present without compromising the ability of future generations
to meet their own needs. There is a need presently to conserve our
limited resources and maintain existing ones in order to remain
sustainable many years from now, that is using, developing and
protecting resources at a rate and in a manner that enables people
to meet their current needs and also provides for future generations
to meet their own needs.
Spiralling oil prices (until recently) and the dwindling of natural
resources such as good-quality crushed aggregates and sand has
forced us to consider new strategies to effectively protect, manage
and sustain our highway pavements so that not only are they safe
to use, but can also be maintained effectively and last longer.
In the present paper author has made an attempt to present the
presently available techniques and technology that can be
incorporated into the various phases of the highway pavement life
(i.e. design, construction and maintenance/rehabilitation) in order
to develop a sustainable highway strategy. It briefly describes on
perpetual pavement design, life-cycle analysis, warm mix asphalt,
performance specifications and pavement recycling.
1.
a)
Engineer-in-Chief cum Additional Commissioner cum Special Secretary, Road Construction Deptt, Bihar, Patna
**
Assistant Engineer, Road Construction Deptt., Bihar, Road Sub Division, Sakri, Darbhanga
10
TECHNICAL PAPERS
11
TECHNICAL PAPERS
The advantages of perpetual pavement include the
following:
b)
12
a)
TECHNICAL PAPERS
c)
Performance-Related Specifications
13
TECHNICAL PAPERS
to allow for more incentive for contractor innovations
and provide rational basis for adjusting contractor
pay when the quality is above or below desired
levels to provide a critical link between pavement
construction and pavement management systems.
MAINTENANCE/REHABILITATION PHASE
CONSIDERATIONS
a)
Pavement Recycling
(2)
(3)
(4)
14
CONCLUSION
The need to maintain existing highways and preserve our
resources has led to innovations in the analytical techniques
and technological processes that can be incorporated in all
phases of highway design, construction and maintenance.
A sustainable highway pavement strategy can, therefore,
be implemented using these innovations in the life-cycle of
highway pavements, provided that the relevant stakeholders
(i.e. government agencies, contractors and consultants) are
fully committed in implementing the strategy.
REFERENCES
1.
2.
3.
4.
5.
6.
7.
Others
17%
Power
32%
Oil&Gas
6%
~ 55,000MW added
(o/w about half was
from private sector)
Total investments
~ USD 400 bn
Railways
10%
Land Acquisition
Telecom
17%
No of mobile
connections rise from
261 mn to ~915 mn
Share of Private Sector is 37%. In terms of PPP investments, India is the largest market in the world ahead of
Brazil, Russia and China
1
Utility shifting
Correct
C
t id
identification,
tifi ti extent
t t off relocation,
l ti costt estimation
ti ti
Clear rules of engagement at state level
Delegation of powers to Regional Offices
RoB Approvals
Forest Clearance
Large pipeline
Indias road building programme is the biggest with a large PPP component
No serious infrastructure p
player
y can afford to ignore
g
the opportunity
pp
y
Most road projects are expansion of existing highways with established patterns
of traffic
Relative lack of competition
Tolls are set by government, escalation are formulaic and automatic
Traffic growth linked to GDP growth
No dependence on large users
Triumph of outsourcing
Risk issues from project development stage have a major impact on project schedule
Lack of competent contractors/sub-contractors
Significant gap between bids and execution, adverse impact of rising commodity prices
Mid-stream changes to scope/alignment
Increasingly difficult to mobilize adequately skilled human resources
The
h O&M
& Challenge
h ll
Lack of adequately experienced vendors with credible tack record
Plethora of exemptions
Public resistance to tolling
tolling, lack of state support
15
PPP is not a panacea, private sector has finite abilities to assume risk
Private sector works for profit, has much higher cost of capital than
g
government
Can deliver value only if it assumes risks it can manage
Each days delay adversely affects capital providers
Spirit of Partnership
Partnership missing in PPPs
Needs fairness and trust
We levy tolls for crossing the gate, not for distance travelled
We charge uniform tolls but dont provide uniform service levels
Users unwilling to pay for traffic jams
Indian highways
g
y continue to have amongg the worst safetyy record
An opportunity like this comes but once in the life of a nation it is for us to
leave a legacy or leave a mess
Build for the future, not just for the next 10 years
Invest in project development, dont short circuit preparation
Reject bids that are out of range
All disagreements need not escalate into disputes, all disputes
need not be settled by the Supreme Court
Comfort the capital providers. An adverse re-rating of the
sector doesnt help anyone
Help bring new capital, review legacy issues, if necessary
Focus on asset management for the long-term
Aggressively promote electronic tolling, thats the future
Engage the users; we exist for them. Value for money must be
delivered communicated and perceived
delivered,
Area-wide
Area
wide Maintenance Contracts
Scope of contracts
1 Routine Maintenance (RM)
1.
Roadside jungle clearance, filling potholes, repairing minor
cracks, shoulder maintenance, etc that are required to be
carried
i d outt almost
l
t daily
d il
2. Periodic Renewal (PR)
More extensive operations such as applying a seal or renewal
surfacing coat required to be done periodically every few years
3 Special Repair (SR)
3.
Major restoration or reconstruction at stretches or application
of overlays to rectify structural deficiencies
Assam has about 45,000 km of SH, MDR, and Rural Roads managed by
the Public Works Department
About 18,000 km added in recent years
16
` Routine Maintenance
Monthly fixed payments
No measurements
` Periodic Maintenance
Payments made as per BOQ for the works
` Special Repairs
Payments
P
t made
d as per the
th BOQ
Compliance Criteria
20%
S f
Surface
d
depressions
i
&R
Ruts
t
10%
Crack sealing
5%
Surface Treatment
6%
Edge repair
5%
R li & stripping
Raveling
ti i
5%
5%
Shoulder fillip
5%
5%
S f
Surface
d
drain
i cleaning
l
i
5%
5%
7%
3%
Sign Maintenance
3%
2%
5%
2%
2%
Challenges
Special Features
Sl.
Serviceability Indicator
Level I
Level 2
Level 3
TTendering
d i off works
k are iinitiated
i i d iin M
March
h off the
h FY previous
i
to
the implementation FYs.
1.
3000 mm/km
4000 mm/km
5000 mm/km
2-3
4-8
9-12
10 %
10-15 %
Upto 25 %
5-10 mm
10-20 mm
Upto 20 mm
40 SN
35 SN
30 SN
W
Works
k off special
i l repairs
i and
d periodic
i di renewals
l are
undertaken within the first 3 months and payments are done
after the first quarter of the FY of implementation.
2.
Potholes per km
(max. numbers)
3
3.
C ki and
Cracking
d patching
t hi area
(max. permissible)
4
4.
5.
R i
Rutting
(20 mm maximum permissible)
Skid resistance
(Skid number minimum
desirable)
17
Network
Network Based Output and
Performance Based Road
Contracts (OPRC)
An Alternate PPP Model
New Delhi
October 10
10, 2012
Rajesh Rohatgi
Senior Transport
p Specialist
p
The World Bank
Outline
1. Urgent need to bring in Asset Management
focus in the Road Sector
1. Asset Management
g
Focus
Currently - focus is on Building and then
B ildi another
Building
h road
d and
d then
h
Building another one
Lack of focus and resources for
maintenance
ad-hoc deployment of available resources
Maintenance is not Asset Management
Hand
over
18
1. Asset Management
g
Focus
Road Asset Management Involves :
Socio
Data Collection - Asset Inventory, Traffic, Socioeconomic, pavement condition
Asset Deterioration Modeling
Network safety, reliability and efficiencies
Budgeting, financing , procurement strategies
to preserve Road Asset Value (replacement
cost)
Lookingg at Network not onlyy Corridor
Corridor Approach
- More Contracts to manage
- Contract management
g
burden and more disputes
- Inconsistency in features
- Data Collection difficult
Network Approach
- fewer contracts to manage
- Less disputes
p
- Data Collection of asset
efficient few agencies
-Unforeseen events better
managed
-Value
Value for money
-Innovation
10
19
Cost
COD
Annuity
y
OPRC
Year
Basics
Engineering Investigations/Data Collection
(light)
Traffic Model ( growth
growth, pattern of changes,
changes
description of the model and its major
features),
features)
Concept Design and Specifications Provided
Service level defined and linked to monthly
payments (reductions defined if not met)
Contract period ideally 10-15 year
14
Basics
Pavement Deterioration Model developed and
Required Residual Life of pavement defined
for taking over.
Risk Framework
Frame ork prepared and included
incl ded in the
contract.
Best Value for Money Financial Model
Developed (Payment Schedule, specified in
the contract)
Bid requires a Contracting Entity or
Developer Contractor + Consultant as this is
more of a management contract.
15
Managementt &
M
Routine Maintenance:
Network
N
t
kk
km x Lumpsum
L
per
km/month x No. of months
Rehabilitation Works:
Improvement Works:
Emergency
g
y Works:
TOTAL BID PRICE:
Payment Mechanism
Contracting Entity prepares a compliance
report + Bill
Employer through a monitoring consultants
check this compliance report
Payment reductions well defined if
compliance not achieved.
Continuous non-compliance triggers actions
(could be termination)
20
The Concessionaire guarantees structure will be required during the entire construction period
because the Government must protect itself against Concessionaires potential breach at
all times during the project cycle
- To ensure Contracting
Entitys will reach
financial closure.
- Significant amount
- Usual Guarantee.
Guarantee
- This guarantee will be returned
after full completion of construction
and completion certificate issued.
Pre-transfer Bond:
yr prior
p
to end of
3y
concession with
validity of 2 yr after
end concession
O&M
Perrmit to
op
perate
Constructio
on Bond at Notice to
proceed
p
Financial
Closure Bond
Finan
ncial Closu
ure Bond
at signatu
ure
- To ensure
Contracting
Entitys
commitment until
financial closure.
- Small amount
Tender Bo
ond at submission
Tender Bond
Construction Bond
milestone
Compliance with m
ng construction
durin
PreTransfer
Bond
18
17
Issues in Financing
for Mega Roads
Projects in India
Presented by,
D R S Krishnan
CFO,
GMR Highways Limited
Wh t is
What
i mega highway?
hi h
?
Why mega highways projects?
Expressways
National
Highways
State
Highways
Major District
Roads and ODRs
Rural Roads
200 km
71,772 km
1,54,500 km
25,77, 400 km
14,33,600 km
Relevant Statistics:
Parameter
Length of National Highway as a % of total roads network
India
Global Average
2%
NA
40%
NA
2.75
6.7
770
841
21
Key Issues
Category of
#
Issue
Issue
Recommendations
Financing
Financial
Closure
Key Issues
Issue
Recommendations
Financing
Debt
D
bt requirement
i
t off a Mega
M
Road Project would range
anywhere between Rs. 3,000
Crores to Rs. 6,000 Crores.
India's infrastructure spend has not kept pace with economic growth
Request
q
for
Underwriting
of the Debt
portion
I
Increase
the
th ti
timelines
li
ffor
financial closure 180
days to 240 days
Key Issues
#
Category of
Issue
Issue
Financing
22
Recommendations
Exposure limits to
infrastructure sector/
Group exposure to be
increased for
infrastructure projects
10
Key Issues
Category of
#
Issue
Issue
Recommendations
Financing
High
g interest
rates
Issue
Recommendations
Financing
Key Issues
Category of
#
Issue
B
Borrowings
i
att
concessional rates for the
Sector
11
Ability to
raise equity
12
******
23
TECHNICAL PAPERS
ABSTRACT
Mastic asphalt is laid on pavements for city streets which carry
extremely heavy traffic, on critical locations such as roundabouts,
intersections, bus stops, bridge decks etc. It could be used
as weaving course in different situations of heavy duty road
pavements. Mastic Asphalt Concrete is a mix of filler, bitumen,
fine aggregates and coarse aggregates in suitable proportion so as
to yield a void less mass which flows like fluid at high temperature,
but on cooling down to normal temperature, it comes in solid or
semisolid state.
In India, due to poor mechanization, skid resistance and cost
considerations, the use of mastic asphalt is very limited till today.
But development of automated equipment, new mixing techniques
and reduced cooking time has brought down cost to a greater
extent. Mastic asphalt is potentially advantageous paving material
due to high stability, high durability, very low maintenance and
good riding quality. Mastic asphalt has gained and would further
gain wide acceptance in road construction technique.
This study includes the various specifications and recommendations,
applications and performance/behavior at different conditions
achieved from continuous research and studies and presents the
essential requisites of mastic asphalt. The present investigation
is performed to study the effect of industrial grade bitumen 85/25
and its blend with penetration grade bitumen 60/70 with various
fillers like cement, cement + fly ash, lime and steel slag in mastic
asphalt preparation. Also, the skid resistance and rut resistance of
mastic asphalt was studied.
INTRODUCTION
**
24
TECHNICAL PAPERS
techniques and reduced cooking time has brought
down cost to a greater extent. Also less repairs and
more service life indicates an economical mix in the
long run. From a road construction point of view, the
placing of mastic asphalt concrete is less weather
dependent than conventional bituminous mixes and
also having less maintenance problems. It overcomes
the problems of water seepage through its void less
nature. Mastic asphalt has been found to satisfy
several requirements to an acceptable degree though
improvement is desirable in certain respects.
2.
NEED OF STUDY
(b)
(c)
(d)
4.
REVIEW OF LITERATURE
(a)
(b)
(c)
(d)
(e)
Temperature.
(f)
(g)
4.1.1 Binder
3.
OBJECTIVES OF STUDY
4.1
25
TECHNICAL PAPERS
bitumen ranging from 20 to 200 penetrations have
been used for preparation and studied the various
characteristics/performance under different conditions.
The properties to mix are highly dependent upon
binder content and its properties.
As per IRC:107-1992 and IS:5317-1987, 14 to 17%
of binder content is required by weight. Physical
properties of bitumen required for mastic asphalt as
wearing course are given in Table-1.
Table 1 Physical Properties of Bitumen for Wearing
Course of Mastic Asphalt
IS
Specification
(IS : 53171987)
IRC/ CPWD
Specification
(IRC:1071992)
MORTH
Specification
Penetration
at 25in 1/10
mm unit
10 to 40
20 to 40
20 to 40
IS:
1203-1978
Softening
Point (R&B
Method)
50C to 90C
50C to 90C
50C to 90C
IS:
1205-1978
Ductility at
27 C (min)
3cm
3cm
10cm
IS:
1208-1978
Loss of
Heating
(Max)
1%
1%
3%
IS
1212-1978
Solubilty in
CS2 (Min)
99%
99%
99%
IS:
1216-1978
Method of
Test
IS Sieve Passing
IS Sieve
Retained
% By Weight
2.36 mm
600 micron
0-25
600 micron
212 Micron
5-35
212 micron
75 micron
10-20
75 micron
30-50
Requirement as per
Characteristic
Grading
% By Weight
Min
Max
40
56
Allowable
(max) in %
Test method
30
Or
Aggregates Impact Value
40
-do-
Flakiness Index
35
Stripping Value
25
IS: 6241
Soundness
12
IS: 2386(part V)
18
-do-
Water absorption
TECHNICAL PAPERS
formations etc. The percentage and grading of coarse
aggregates to be incorporated in the mastic asphalt
Table 5 Grading of Coarse Aggregates for Wearing Course and Footpath (IRC:107-1992)
Grading of coarse aggregates
S.
No
Thickness off
inished course, mm
Type of work
1.
2.
Foot Paths
% of coarse
aggregates
IS Sieve
% Passing
19 mm
13.2 mm
2.36 mm
100
88-96
0-5
a) 25-40
or
b) 41-50
30-40
or
40-50
6.7 mm
600 microm
100
0-15
20-25
15-30
The specifications/compositions used in different countries for mastic asphalt are given in Table 5.1 below
Table 5.1 : Composition of Mastic Asphalt Concrete Used In Different Countries
Name of Country/Mix
Traffic Conditions
Performance
High tensile
strength at 0 C
11.7
10
Heavy
Good
25.0
8.5
Heavy
Good
20.95
8.9
Heavy
Good
22.58
9.7
Heavy
Good
19.2
9.6
Heavy
Good
26.8
11.8
Heavy
Good
Fine Aggts
Filler
Bitumen
German(Gussasphalt)
40.5
27.0
25.5
40.2
26.7
20.1+5.0
(Asbestos
Fiber)
29.7
48.6
40.0
26.5
USA (Gussasphalt)
43.73
26.42
33.86
33.86
40.0
31.2
UK (Mastic Asphalt)
40.0
21.4
5.
Experimental
Results
Programme
and
(b)
Riding quality
(c)
Skid resistance
(d)
Durability
27
TECHNICAL PAPERS
The following tests were performed on sample of
mastic asphalt concrete to determine its stability and
other properties at various conditions:
(a)
(b)
(c)
Rutting test.
5.1
28
IS Sieve
As per IRC /
MORTH
19.0 mm
100
100
13.2 mm
91.4
88-96
2.36 mm
1.03
0-5
Value
Test
Method
Actual
value
As per
IRC
MORTH
11.5%
<40%
-do-
Flakiness Value
29.6%
< 35%
IS:2386
(PtI)
Stripping Value
14.4%
< 25%
IS:6241
6.8%
< 12%
IS : 2386
(Pt. V)
1.1%
< 02%
IS: 2386
(pt. III)
TECHNICAL PAPERS
and the adopted grading of FA has been given in
Table 8. If the FA is free from moisture, and is warm,
it has an advantage during the manufacture of the
mastic asphalt.
Table 8 Final grading and Properties of
Fine Aggregated (FA)
S.
No
Passing IS
Sieve
Retained
IS Sieve
Adopted
(%)
As per IRC/
MORTH (%)
2.360 mm
600 micron
15.30
0-25
600 micron
212 micron
22.3
5 - 25
212 micron
75 micron
15.70
10 - 20
75 micron
46.70
30 - 50
Ref
85/25
60/70
(VG 30)
85/25
60/70
(VG 30)
Penetration
(1/10MM),
100gm, 5
sec, 25c
23
67
20-30
50 - 70
IS: 73-2006
IS: 702-1988
IS: 1203-1978
Softening
Point, c
89
45
80-90
47
IS: 73-2006
IS: 702-1988
IS: 1205-1978
Ductility at
27 c, cm
38
40
IS: 73-2006
IS: 702-1988
IS: 1208-1978
Limits
Testing
TECHNICAL PAPERS
quick and simple one in which a 6.35 mm diameter rod
is loaded to cause an indentation in the test simple. The
depth of indentation in hundredth of a cm. recorded
as a hardness number. A load of 31.7 kg (311N) is
applied to the rod for a period of 60 seconds. The test
is performed in a water both at a constant temperature
of 35 C. The hardness number for M.A. specimens
shall conform to the following requirements.
(a)
(b)
Without CA at 35C -
60-80 (Hardness
Number)
With CA at 35C
-
10-20 (Hardness
Number)
30
TECHNICAL PAPERS
The flow properties of the bitumen are affected by
temperature changes. Beside this, the volatilization
and changes in rheological characteristics of bitumen
during heating at long periods of the time is also due to
oxidation as well as polymerization or decomposition
of bitumen depending upon the temperature and
nature of bitumen. In earlier time of application of
mastic asphalt, long period of cooking had been used
for softer grade of bitumen. However, major objective
of this investigation was to determine whether long
period of cooking (3.5 to 4 hours) is necessary when
industrial grade 85/25 bitumen and when blended with
bitumen 60/70 (VG 20) are used as binder instead of
hard grade of bitumen as recommended by various
codes of practices.
Sample
No.
Filler
C.A.
F.A.
Mastic Formed
(Yes/No)
Bitumen
Cement
FLY ASH
Lime
Steel Slag
85/25
60/70
C-l
40
20
25
15
YES
C-2
50
12.5
25
12.5
YES
C-3
58.5
23.4
9.35
8.75
NO
C-4
62.5
12.5
12.5
12.5
NO
CFA-l
45
10
15
15
YES
CFA-2
40
20
20
YES
CFA-3
38.65
9.66
18.35
18.35
YES
CFA-4
40
22.5
22.5
YES
SL-l
40
25
20
15
NO
10
SL-2
45
15
25
15
NO
11
SL-3
44
25
20
11
NO
12
SL-3
42
20
25
13
NO
13
SLM-l
40
25
20
NO
14
SLM-2
45
15
25
NO
15
SLM-3
44
25
20
6.6
4.4
NO
16
SLM-4
42
20
25
7;8
5.2
NO
17
L-l
50
25
10
YES
18
L-2
45
25
15
15
YES
19
L-3
50
25
10
15
YES
20
L-4
53
20
12
15
YES
21
L-5
53
20
12
YES
22
L-6
47
20
15
18
NO
31
TECHNICAL PAPERS
Contd...
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
L-7
L-8
L-9
L-1O
L-ll
L-12
L-13
L-14
L-15
L-16
L-17
L-18
L-19
SLG-l
SLG-2
SLG-3
SLG-4
SLG-5
SLG-6
44
45
45
42
40
47
44
45
44
45
43
42
40
50
50
48
48
45
45
19
20
15
15
15
20
25
20
19
15
15
15
15
25
25
25
25
23
23
15
15
20
20
30
15
15
15
15
20
20
20
20
-
5.4
10
10
15
15
20
20
22
20
20
20
25
10.8
9.6
12
13.2
12
13.2
13.8
15
15
9
12
7.2
12
7.2
7.2
6.4
8
8.8
8
8.8
8.2
10
6
4.8
4.8
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
Hardness/Penetration Test
Filler: Cement
S.
No
1.
2.
3.
4.
32
Sample
C-1
C-2
C-3
C-4
Composition in %
CA
FA
Cement
Bitumen- 85/25
CA
FA
Cement
Bitumen- 85/25
CA
FA
Cement
Bitumen- 85/25
CA
FA
Cement
Bitumen- 85/25
-40%
-20%
-25%
-15%
-50%
-12.5%
-25%
-12.5%
-58%
-23%
-10%
-9%
-62.50%
-12.5%
-12.5%
-12.5%
Sample 1
Average
Observation
Penetration
Sample 2
Average
Observation
10.5
11.4
10.95
16.43
14.98
15.72
Overall Average
Observation
5.8
5.5
5.65
TECHNICAL PAPERS
Table 12 Penetration Values
Composition
10%
Sample
CFA-l
CF A-2
CFA-3
CFA-4
Sam Die 1
Sample 2
Average
Average
Average
CA
FA
Cement
Fly-Ash
Bitumen- 85/25
60/70
- 45%
- 10%
- 15%
- 15%
- 9%
- 6%
53.1
37.83
45.46
CA
FA
Cement
Fly-Ash
Bitumen- 85/25
60/70
- 40%
- 5%
- 20%
- 20%
- 9%
- 6%
16.88
20.17
18.52
CA
FA
Cement
Fly-Ash
Bitumen- 85/25
60/70
- 38.65%
- 9.66%
- 18.35%
- 18.35%
- 9%
- 6%
12.8
19.4
16.10
CA
FA
Cement
Fly-Ash
Bitumen- 85/25
60/70
- 40%
- 10%
- 22.5%
- 22.5%
- 9%
- 6%
48.3
50.5
49.4
Sample No.
L-l
L-2
L-3
Composition
In %
Sample 1
Sample 2
Average
Average
Avg
CA
FA
Lime
Bitumen- 85/25
60/70
- 50%
- 25%
- 10%
- 9%
- 6%
24.05
24.05
CA
FA
Lime
Bitumen- 85/25
- 45%
- 25%
- 15%
- 15%
5.93
7.02
6.47
CA
FA
Lime
Bitumen- 85/25
- 50%
- 25%
- 10%
- 15%
16.4
18.92
17.66
33
TECHNICAL PAPERS
Contd...
4
10
11
12
13
14
15
34
L-4
L-5
L-6
L-7
L-8
L-9
L-10
L-11
L-12
L-13
L-14
L-15
CA
FA
Lime
Bitumen- 85/25
- 53%
- 20%
- 12%
- 15%
14.12
10.44
12.28
CA
FA
Lime
Bitumen- 85/25
60/70
- 53%
- 20%
- 12%
- 9%
- 6%
43.74
50.86
47.3
CA
FA
Lime
Bitumen- 85/25
- 47%
- 20%
- 18%
-15%
CA
FA
Lime
Bitumen- 85/25
- 44%
- 19%
- 15%
- 22%
46.88
37.75
42.31
CA
FA
Lime
Bitumen- 85/25
- 45%
- 20%
- 15%
- 20%
28.90
36.04
32.47
CA
FA
Lime
Bitumen- 85/25
- 45%
- 15%
- 20%
- 20%
23.50
23.36
23.43
CA
FA
Lime
Bitumen- 85/25
- 42%
- 15%
- 20%
- 23%
37.26
31.12
34.19
CA
FA
Lime
Bitumen-85/25
- 40%
- 15%
- 20%
- 25%
32.0
30.18
31.09
CA
FA
Lime
Bitumen-85/25
60/70
- 47%
- 20%
- 18%
- 10.80%
- 7.20%
27.30
31.24
29.27
CA
FA
Lime
Bitumen-85/25
60/70
- 44%
- 25%
- 15%
- 9.6%
- 6.40%
39.17
45.3
42.23
CA
FA
Lime
Bitumen-85/25
60/70
- 45%
- 20%
- 15%
- 12%
- 8%
68.24
48.07
58.15
CA
FA
Lime
Bitumen-85/25
60/70
- 44%
- 19%
- 15%
- 13.2%
- 8.8%
84.1
92.9
88.53
TECHNICAL PAPERS
Contd...
16
17
18
19
20
21
22
23
24
25
26
27
L-16
L-17
L-18
L-19
SL-l
SL-2
SL-3
SL-4
SLM-l
SLM-2
SLM-3
SLM-4
CA
FA
Lime
Bitumen-85/25
60/70
CA
FA
Lime
Bitumen-85/25
60/70
CA
FA
Lime
Bitumen-85/25
60/70
CA
FA
Lime
Bitumen-85/25
60/70
CA
FA
Lime
Bitumen- 85/25
CA
FA
Lime
Bitumen- 85/25
CA
FA
Lime
Bitumen- 85/25
CA
FA
Lime
Bitumen- 85/25
CA
FA
Lime
Bitumen- 85/25
60/70
CA
FA
Lime
Bitumen- 85/25
60/70
CA
FA
Lime
Bitumen- 85/25
60/70
CA
FA
Lime
Bitumen- 85/25
60/70
- 45%
- 15%
- 20%
- 12%
- 8%
- 43%
- 15%
- 20%
- 13.2%
- 8.8%
- 42%
- 15%
- 20%
- 13.8%
- 9.20%
- 40%
- 15%
- 20%
- 15%
- 10%
- 40%
- 25%
- 20%
- 15%
- 45%
- 15%
- 25%
- 15%
- 44%
- 25%
- 20%
- 11 %
- 42%
- 20%
- 25%
- 13%
- 40%
- 25%
- 20%
- 9%
- 6%
- 45%
- 15%
- 25%
- 9%
- 6%
- 44%
- 25%
- 20%
- 6.6%
- 4.4%
- 42%
- 20%
- 25%
- 7.8%
- 5.2%
35.28
69.34
52.31
79.5
68.08
73.79
61.7
58.3
60.0
97.6
83.52
90.56
35
TECHNICAL PAPERS
Table 14 Penetration Valves
Composition
In %
Sample No.
SLG-l
SLG-2
SLG-3
SLG-4
SLG-5
SLG-6
Sample 1
Sample 2
Average
Average
Average
CA
FA
SLAG
Bitumen- 85/25
- 50%
- 25%
- 10%
- 15%
51.5
19.87
35.68
CA
FA
Slag
Bitumen- 85/25
60170
- 50%
- 25%
- 10%
- 92%
- 6%
52.5
53.0
52.75
CA
FA
Slag
Bitumen- 85/25
- 48%
- 25%
- 15%
- 12%
30.05
19.3
24.67
CA
FA
Slag
Bitumen- 85/25
60170
- 48%
- 25%
- 15%
- 7.2%
- 4.8%
17.04
32.03
24.54
CA
FA
Slag
Bitumen- 85/25
- 45%
- 23%
- 20%
- 12%
13.22
9.87
11.54
CA
FA
Slag
Bitumen- 85/25
60170
- 45%
- 23%
- 20%
- 7.2%
- 4.8%
63.37
71.95
67.66
Only following seven samples passed the penetration test as laid down in IRC: 107-1992. The test results
obtained are summarized in Table 15.
Table 15 Penetration Values
S.
No
Sample
No
Composition %
Average
Penetration/
Binder
C.A
F.A
85/25
Filler
60/70
Cement
Fly
Ash
Hardness
Lime
Steel
Slag
(Standard 10 to 20)
C-l
40
20
15
25
10-95
C-2
50
12.5
12.5
25
15.72
36
TECHNICAL PAPERS
CFA-2
40
20
20
18.52
CFA-3
40
10
17.5
17.5
16.10
L-3
50
25
15
10
17.60
L-4
53
20
15
12
12.28
SLS-5
45
23
12
20
11.54
5.5
penetration test. First the test was carried out before the
rutting test and then skid resistance was checked after
carrying out 1000, 5000, 10000, 15000 and 20000 passes
of rubber tyred wheels in wheel tracking apparatus. The
initial test results are given at Table 16.
Observations
Average
5.6
C-l
60
45
40
50
45
48
C-2
55
58
62
50
52
55.40
CFA-2
70
60
65
65
65
65
CFA-3
95
96
100
105
98
98.80
L-3
85
85
90
93
90
88.60
L-4
75
68
70
72
66
70.20
SLG-5
98
105
100
107
115
105
Rutting Test
(b)
37
TECHNICAL PAPERS
Table -17: Rutting Depth (mm)
S
Sample
No
No of Passes
1000
2000
3000
5000
8000
10000
15000
18000
20000
C-l
0.76
0.79
0.79
0.86
1.22
1.25
1.35
1.46
1.57
C-2
0.11
0.11
0.12
0.15
0.20
0.34
0.41
0.44
0.50
CFA-2
1.16
1.16
1.48
2.16
3.13
3.74
3.80
3.84
4.03
CFA-3
0.26
0.26
0.28
0.67
1.34
1.92
4.58
6.90
7.96
L-3
0.26
0.26
0.38
0.49
0.60
0.79
0.95
1.11
1.27
L-4
0.17
0.17
0.26
0.30
0.35
0.38
0.40
0.46
0.55
SLG-5
0.05
0.05
0.15
0.23
0.40
0.55
0.66
0.70
0.76
e)
5.7
38
TECHNICAL PAPERS
Table 18 Skid Resistance Values
S
Sample
No
No of Passes
0
1000
5000
10000
15000
20000
C-I
48
47
36
34
33
33
C-2
55.40
52
45
41
40
38
CFA-2
65
61
51
55
52
50
CFA-3
98.8
95
86
81
79
80
L-3
88.6
87
78
73
70
70
L-4
70.2
70
63
58
55
54
SLG-5 :
105
100
94
90
87
85
6.
(a)
(b)
(c)
ANALYSIS/CONCLUSIONS AND
RECOMMENDATIONS
39
TECHNICAL PAPERS
(d)
(e)
(f)
(g)
(i)
(h)
(ii)
6.2
(j)
Effects of Fillers
(i)
40
(c)
TECHNICAL PAPERS
(d)
(13)
(14)
(15)
(16)
REFERENCES
(1)
(2)
(3)
IS:73-1961, Paving
Institution, 1961.
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
(12)
Bitumen,
Indian
Standard
41
Introduction
Principal Scientist, Bridges and Structures Division CSIR- CRRI, New Delhi, E-mail: vvlkrao.crri@nic.in
**
*** Sr. Principal Scientist & HOD, Bridges and Structures Division CSIR- CRRI, New Delhi, E-mail: lakshmy.crri@nic.in
42
TECHNICAL PAPERS
overall construction costs. Also, crushing of existing
rock masses from hills would create environmental
imbalance and affect the wild life which made these
hills as its safe home.
Another un-sustainability associated with the
construction industry is the creation of vast amounts
of Construction and Demolition Waste (CDW) during
the production and demolition of concrete structures,
respectively. Huge quantities of waste are generated
during the construction stage and the same is often
left at the temporary casting site. The necessity for
demolition of an existing structure arises due to the
following reasons:
(i)
(ii)
Recycling
of
Construction
and
Demolition
Waste
for
production of Aggregates
TECHNICAL PAPERS
3
Advantages of Recycled
Concrete Aggregate
(ii)
save wildlife
Production of RCA
44
TECHNICAL PAPERS
45
TECHNICAL PAPERS
5
Properties of RCA
Properties
of
aggregate concrete
Recycled
TECHNICAL PAPERS
virgin aggregates. Figs. 1 and 2 show compressive
and flexural strengths of recycled aggregate concrete
containing different proportions of recycled concrete
aggregate, respectively[19].
in
highway
(ii)
(v)
47
TECHNICAL PAPERS
different than those constructed with conventional
mixes. RCA appear to affect slab cracking, load
transfer and durability of concrete pavements. Some
of the observations made by Anderson et.al[19] on
the performance of some of the pavement sections
constructed in USA are:
(ii)
Economics of Recycling
48
TECHNICAL PAPERS
similar study carried out in USA[22] gives a glimpse
of various components involved in establishing the
concrete aggregate recycling business. A capital
investment of $4 to $8 (` 220 440) per metric ton of
annual capacity is generally required. Processing cost
of aggregates range from $ 2.5 to $ 6 (`138 to 330)
per metric ton. Operating rate and revenues generated
from tipping charges and product prices are the most
important factors affecting profitability, but can vary
considerably by operation and region. Transportation
costs associated with feedstock acquisition, while
significant to regional dynamics of the industry were
assumed to indirectly affect profitability of a recycled
concrete aggregate producer, because such costs are
typically incurred by a construction contractor that
supplies material rather than the recycled concrete
aggregate producer, which processes that material.
Mobile, job-site recycling is common for larger
construction projects as a means of avoiding high
transportation, disposal, and new material costs. Cash
flow analyses indicated that all operations could
achieve at least a 12 percent rate of return on total
investment, while the most larger recyclers were more
profitable.
10
Indian Scenario
Lack of standards/specifications/guidelines on
use of RCA
Conclusions
Acknowledgements
TECHNICAL PAPERS
References
15.
16.
1.
2.
3.
17.
18.
19.
20.
21.
22.
23.
5.
6.
7.
8.
9.
10.
24.
11.
25.
12.
26.
27.
13.
14.
50
Abstract
A number of retaining structures are required for construction of hill
roads to achieve the requisite road formation width and to stabilise
disturbed hill slope. The purpose of construction of retaining walls
is to achieve the desired road width instead of cutting when the
same is not economical or possible due to more height of cut. Also
to improve the road geometrics, retaining walls are constructed
at re-entrant curves, zigs etc. The breast walls are constructed to
stabilize the disturbed hill slope. The cost of retaining structures
is about 20% to 30% of total project cost of hill roads including
cross-drainage works. On number of occasions the civil engineer
encounters the problem of increasing formation width on valley
side where the valley side has almost vertical fall or steep slope.
This technical paper recommends a modified design of retaining
structures to achieve the same objective with less effort and less
cost. The emphasis has been laid on construction of modified
retaining structures in plum concrete instead of construction of
conventional retaining structures of stone masonry walls as dry,
banded and fully mortared. Construction of retaining structures in
plum concrete as suggested in this paper is not only cost effective,
but more stable, more beautiful and easy for construction. By
adopting modified design of retaining structures cost can be
reduced by 30 to 80% due to reduction in height depending upon
the slope of hill and further by 5 to 10% by use of plum concrete in
place of stone masonry. Hence the cost of a hill road project can be
reduced by 5 to 15% as saving to the Govt. which can be utilized
for some other development works or rich specifications can be
adopted within the same amount.
Introduction
AIM
BRES, Executive Engineer (Civil), Officer Commanding, 129 RCC (GREF)/758 BRTF/PROJECT SWASTIK, Border Roads,
Email:bro.khural@gmail.com
51
TECHNICAL PAPERS
3
EXISTING PRACTICE
Description
R/W
B/W
0.6m
0.90 m
Top width
Bottom width
up to 6 m ht
0.4 H + 0.3 m
0.33H + 0.90 m
Bottom width
above 6 m ht
0.4H + 0.6 m
NA
Depth of
foundation
0.1 H + 0.3 m
0.1 H + 0.30 m
Front batter
1:4
1:3
Back batter
Vertical
Vertical
MODIFIED PROPOSALS
52
TECHNICAL PAPERS
Table 2 Reduction in Height of Retaining Walls Due to Modified Design
Sl. No.
Hill Slope
Slope
(Degree)
Height of
R/W (CON)
Height of
R/W(MODI)
Reduction in
Height
% age
reduction
1 IN 0.65
33
4.8
0.8
16.67
1 IN 1
45
5.4
1.4
25.93
1 IN 1.19
50
6.0
2.0
33.33
1 IN 1.43
55
6.4
2.4
37.5
1 IN 1.73
60
7.3
3.3
45.21
1 IN 2
63.5
8.5
4.5
52.94
1 IN 3
71.5
17
13
76.47
1 IN 4
76
NA
#VALUE#
#VALUE#
Note:
Sl. No.
Description
Base
Width
Offset
Plum Conc
(Cum)
Hps Fill
(Cum)
0.63
0.30
1.
R/W 1m height
0.6 m
2.
R/W 2m height
1.0 m
0.4m
1.80
0.40
3.
R/W 3m height
1.5 m
0.4m, 0.5m
3.55
1.50
4.
R/W 4m height
2.0 m
5.90
2.90
5.
R/W 5m height
2.5 m
8.22
4.90
6.
R/W 6m height
3.0 m
12.40
7.40
53
TECHNICAL PAPERS
4.4 A number of modified retaining walls have been
constructed on various roads in Bhutan and Sikkim
in plum concrete as well as in stone masonry fully
mortared. Modified retaining wall of size 16m x 2m
has been constructed on Indira Bye Pass road in East
Sikkim at km 7.400. The wall has been constructed
in a slide prone area which is clear from the
Photo. 1. The wall is more safe against failure,
durable and aesthetically beautiful. The wall has also
experienced a major earthquake on 18 Sept 2011
of 6.8 magnitude on Richter Scale and the same is
still safe without any sign of failure where as a few
conventional retaining walls got damaged.
54
TECHNICAL PAPERS
4.7 To construct conventional breast wall, soil has
to be cut almost vertical. But it is pertinent to mention
here that if soil can be stable at an angle of 90 to 63
degree (1 in 2), it means there is no requirement of
any breast wall for stabilizing the hill slope.
DESCRIPTION
TOP
WIDTH
BASE
WIDTH
QTY
(CUM)
1.
B/W 1 m height
0.9 m
1.07 m
1.38 cum
2.
0.9 m
1.15 m
1.57 cum
3.
0.9 m
1.23 m
2.58 cum
55
TECHNICAL PAPERS
Table 5 Dimensions of Modified Retaining Walls and Breast Walls
SL. NO.
DESCRIPTION
B/W
1.
Top width
0.6m
0.90m
2.
Bottom width
0.5H
0.1H +0.90m
3.
Depth of foundation
0.1 H +0.3m
0.1H +0.30m
4.
Front batter
Vertical
1:2
5.
Back batter
Vertical
1:3
PROPOsED THEORY
5.2
5.3
56
R/W
5.4
STABILITY COMPARISON
TECHNICAL PAPERS
fully mortared stone masonry will be equal for same
dimensions and similar soil conditions since the
stability depends upon the compressive strength.
Against sliding the strength of above walls will be
same because it depends upon the co-efficient of
friction between the wall base and foundation material.
The co-efficient of friction between the wall base and
foundation can be increased by laying different kinds
of material on bed base.
6.2 The above discussion makes it clear that there
is no utility of bands or mortar being used in the
retaining structures as far as the strength is concerned.
The basic requirement of cement mortar is to increase
Sl. No.
DESCRIPTION
1m
2m
3m
4m
5m
6m
1.
5.01
3.72
3.72
3.72
3.72
3.72
2.
2.6
2.17
2.17
2.17
2.17
2.17
3.
Tension (e<b/6) e in m
0.07
0.15
0.23
0.30
0.38
0.45
4.
3.50
7.75
11.75
15.51
19.50
23.26
5.
0.64
0.48
0.60
0.97
1.09
1.45
FOS (Sliding)
FOS
(O/Turning)
Eccentricity
Pressure at Toe
Pressure at
Heel
CR
MR
CR
MR
CR
MR
CR
MR
CR
MR
1m
2.77
2.6
5.90
5.00
0.03
0.07
2.12
3.50
1.42
0.64
2m
1.79
2.17
3.02
3.72
0.08
0.15
4.66
7.75
1.88
0.48
3m
1.51
2.17
2.46
3.72
0.15
0.23
7.00
11.75
1.86
0.60
4m
1.36
2.17
2.23
3.72
0.24
0.30
9.65
15.51
1.48
0.97
5m
1.27
2.17
2.09
3.72
0.35
0.38
12.6
19.50
0.76
1.09
6m
1.21
2.17
2.00
3.72
0.47
0.45
15.9
23.26
-0.20
1.45
57
TECHNICAL PAPERS
7
COST COMPARISON
SL.NO.
DESCRIPTION
REMARKS
1.
Rs 14543/-
As basic cost
2.
Rs 16039/-
+10.28%
3.
Rs 14086/-
-03.14%
4.
Rs 10293/-
-29.22%
5.
Rs 9961/-
-31.51%
SL.NO
DESCRIPTION
REMARKS
1.
Rs 8311/-
As basic cost
2.
Rs 8767/-
+5.48%
3.
Rs 6143/-
-26.09%
4.
Rs 6455/-
-22.33%
5.
Rs 7246/-
-12.81%
TECHNICAL PAPERS
Table 10 Weighted % Age Cost Reduction of Retaining Walls
Sl. No.
Average % age
of R/W
% Age Height
reduction
% Age Cost
Reduction
1
2
3
4
5
6
45
50
55
60
65
70 & above
TOTAL
SAY
30
30
15
15
5
5
25.93
33.33
37.50
45.21
57.89
69.2
30.61
39.66
45.83
58.52
71.50
80.96
09.18
11.90
06.87
08.78
03.57
04.05
44.35
45%
7.5
The net saving in any hill road project will be
about 9% as shown in Table 11.
Table 11 % Age Cost Saving
SL. NO.
1.
2.
3.
4.
DESCRIPTION
R/W
B/W
CULVERTS
MISC.
TOTAL
SAY
APPROX
% AGE OF ITEM
40
30
25
5
%AGE SAVING
45
22 +18
20
NA
SAVING = 30%
OF 30%
CONCLUSION
WEIGHTED %AGE
13.50
12.00
05.00
00.00
30.50
30%
9% OF AE AMT
REFERENCES
1.
2.
3.
4.
5.
6.
7.
8.
59
Abstract
Considerable length of roads planned to be constructed
in India under various programs require large quantity of
highway material. The suitability of existing soil as sub-base or
sub-grade course depends on soil characteristics and strength.
The abundantly available local shedi soil in Dakshina Kannada
District of Karnataka state in India has very poor strength when it
comes in contact with water. In order to improve its strength and
other characteristics, the soil has to be stabilized with either sand/
quarry dust or pond ash with lime. To improve the strength further,
it is proposed to stabilize the same with locally available coconut
coir. While stabilizing, coir and lime percentages are kept constant
and pond ash content varied to study the geotechnical properties
of soil. These blended samples were allowed for seven days
curing and properties like California Bearing Ratio (CBR), tensile
strength, Unconfined Compressive Strength (UCS), permeability
and Atterbergs limits were studied. There is improvement in all
these properties when soil is blended with coir, pond ash and
lime.
Introduction
**
60
TECHNICAL PAPERS
1.1
TECHNICAL PAPERS
typically increased the stiffness of granular soil.
Madhu (2004) conducted more than 40 experiments
with randomly distributed coir of 1%, 2% and 3% in
shedi soil. The CBR value decreases beyond 3% coir
addition. The optimum coir content suggested was
2% to enhance the UCC strength. However, based on
the previous studies it is found that many researchers
are stabilized the locally available Lateritic soil in
costal belt of Karnataka (west-cost). Very less work
was done in stabilizing shedi soil to suit the sub-base
requirements. Hence in this experimental investigation
an attempt is made to study the behaviour of shedi soil
blended with pond ash, coir and lime.
3
Materials Used
Atterbergs Limit
Liquid Limit,%
53.0
Plastic Limit,%
33.0
Plasticity Index,%
20.0
Test Adopted
Light
Heavy
Compaction Compaction
21.00
16.50
15.86
17.55
252
354
299
421
Unsoaked Condition, %
6.00
8.00
Soaked Condition, %
<1.00
2.00
20.00
110
41.00
111
U.C.C Test
1 Day Strength, kN/m2
7 Days Strength, kN/m
CBR Test
Tension Test
Description
Specific Gravity
Test Values
Description
Test Values
2.60
Specific Gravity
2.00
1.60
77.40
21
SM
Permeability, cm/s
5.5x10-4
4.70
Sand Size, %
41.30
Silt Size, %
42.10
Clay Size, %
11.90
62
TECHNICAL PAPERS
Table 3 Chemical Properties of Pond Ash
Chemical Composition
SiO2
Al2O3
Fe2O3
CaO
MgO
Na2O
K 2O
SO3
Loss of ignition
pH value
Natural water content
Pond Ash( %)
62.89
27..65
3.98
1.02
0.90
0.58
0.70
0.06
4.80
9.00
4.66
Test Values
Dark Brown
Diameter, mm
0.25
Aspect Ratio
1:10
41553
Specific Gravity
1.025
Laboratory Investigations
4.1
63
TECHNICAL PAPERS
soil are shown in Fig. 1. It is evident from the figure
that the percentage of particles passing 0.075 mm IS
sieve for shedi soil is more than 50% and the soil is
defined as fine grained. The soil is predominantly sand
silt with highly compressible silt, and hence its IS
classification is MH-MC. The colour of soil is whitish
light yellow. It can be seen from the Fig 1 that pond ash
is predominantly sandy and since it is non plastic, its
IS classification is SM. The percent of coarse fraction
retained on 0.075 mm IS sieve is more than 50%. It is
clear that pond ash has more coarse grained particles.
The grain size characteristics of pond ash are shown
in Table 5.
Lime Fixation
Pond
Ash
(%)
D10
(mm)
D30
(mm)
D60
(mm)
Cu
Cc
100
0.054
0.16
0.39
7.22
1.22
100
0.0018
0.015
0.23
127.78
0.54
90
10
0.0026
0.028
0.35
134.62
0.86
80
20
0.0036
0.0355
0.36
100.00
0.97
70
30
0.004
0.055
0.37
92.50
2.04
60
40
0.0048
0.068
0.38
79.17
2.58
50
50
0.006
0.07
0.38
63.33
2.15
40
60
0.01
0.07
0.38
38.00
1.29
Shedi Soil
(%)
Lime
(%)
pH Values
100
4.85
99
11.63
98
11.86
97
11.97
96
12.00
95
11.99
94
11.77
93
11.78
92
11.79
91
11.79
90
10
11.80
100
12.00
TECHNICAL PAPERS
Table 7 UCC Strength of Shedi Soil-Lime Mixes for Heavy and Light Compaction Tests
Type of
compaction
Compaction Characteristics
OMC
(%)
MDD
(kN/m3)
Bulk Density
(kN/m3)
Heavy
97
12.94
18.30
20.69
703
Heavy
96
12.09
18.22
20.42
837
Heavy
95
9.40
18.01
19.70
935
Light
97
20.50
16.30
19.64
616
Light
96
18.15
16.20
19.14
656
Light
95
16.1/8
16.09
18.69
704
Pond Ash
(%) (with
Lime)
100
Without Lime
Liquid
Limit
(%)
Plastic
Limit
(%)
Plasticity
Index
(%)
53
33
20
85
15
51
32.8
75
25
46
65
35
55
Pond Ash
(%)
Plastic
Limit
(%)
Plasticity
Index
(%)
53
33
20
18.2
12
34
28
31
15
22
32
27.6
4.4
41
29
12
32
30
27.8
2.2
45
37
28
42
28
25.7
2.3
45
55
30
NP
52
25
NP
35
65
20
NP
62
21
NP
65
TECHNICAL PAPERS
Change in Atterbergs limits depends on the type of
soil and amount of lime added. An increase in liquid
limit is observed in case of illitic clay and a decrease
in liquid limit is observed in case of montmorillonitic
clay. The shedi soil lies in the region of silts of high
compressibility. After the addition of 3% lime and
10% pond ash to shedi soil it remains in the same
region, but it is closer to the silts of intermediate
compressibility. Addition of 3% lime and pond ash
content from 20 to 40% at an increment of 10%, the soil
behaves like silts of intermediate compressibility, but
it is closer to the region of silts of low compressibility
as the pond ash content increases. With the addition
of 3% lime and pond ash content 50%, 60% to shedi
soil, the soil behaves like silts of low compressibility.
After the addition of 10 to 60% pond ash content at an
increment of 10% to shedi soil it behaves like silts of
low compressibility. The lime causes an aggregation
of the particles and they occupy larger spaces. This
alters the effective grading of the soil mix proportion
which in turn increases the void ratio and porosity
(Attoh and Okine 1995).
4.4 UCC Test on Coir Stabilized Soil : Unconfined
compression tests were carried out on 38 mm diameter
and 75 mm high (L/D ratio is 2) samples of the pond
ash blended soil for one day and 7 days curing for
both light and heavy compactions at OMC. To observe
the variation of UCC strength with replacement of soil
by pond ash, an increment of 10 per cent pond ash
has been tried. The UCC value increases to maximum
with 10 per cent replacement of soil by pond ash after
curing for one day and seven days for both light and
heavy compaction. When compared to virgin soil, the
UCC values are increasing up to 50 per cent of soil
replaced by pond ash for one day and seven days curing
for both light and heavy compaction. These values are
decreasing thereafter with further replacement of soil
by pond ash and the test results are shown in Fig. 2.
66
TECHNICAL PAPERS
Table 9 Compaction Test Results of Blended Soil (Lime + Coir (2%) + Pond Ash)
Pond Ash
Percentage
Heavy Compaction
(Lime = 3% )
Light Compaction
(Lime = 5%)
OMC
(%)
MDD
kN/m3)
Bulk
Density
(kN/m3)
OMC
(%)
MDD
(kN/m3)
Bulk
Density
(kN/m3)
Shedi Soil
16.7
17.55
20.48
21.21
15.86
19.23
2.600
10
15.5
16.55
19.12
21.00
15.03
18.19
2.489
20
16.5
16.13
18.79
21.90
14.4
17.56
2.429
30
17
16.1
18.84
22.82
14.15
17.38
2.369
40
18.5
16.05
19.02
23.00
13.4
16.48
2.309
50
19
14.55
17.31
25.80
13.2
16.63
2.249
60
21.5
14.5
17.62
26.00
12.8
16.13
2.189
67
TECHNICAL PAPERS
4.6 CBR Test Results: The CBR test for the shedi
soil and soil mix proportion was carried out as per
Indian standard specifications and the results are
shown in Table 10. The sample was compacted in
the CBR test mould at OMC and MDD, then kept
for seven days in air for unsoaked CBR value, three
days in air and four days in water for soaked CBR
value. The CBR increases with increase of pond ash
content for both light and heavy compactions. As
OMC increases the CBR also increases for both light
and heavy compactions. But the reverse is true as
pond ash content increases, MDD decreases and CBR
increases for both light and heavy compactions. The
CBR value of the pond ash blended soil increases with
increase in percentage of pond ash. In view of several
Table 10 CBR Test Results Blended Soil (Coir (2%) +Lime +Pond Ash)
Material
Heavy Compaction
(3% Lime)
Material
Light Compaction
(5 % Lime)
Soil
Pond
ash
Soaked
Condition
(%)
100
100
<1
85
10
10
83
10
75
20
12
73
20
10
65
30
11
14
63
30
12
55
40
13
18
53
40
14
45
50
16
22
43
50
10
16
35
60
18
24
33
60
12
18
Unsoaked
Condition
(%)
Soil
Pond
ash
Soaked Condition
(%)
Unsoaked
Condition
(%)
68
TECHNICAL PAPERS
Table 11 Permeability Test Results (Coir (2%) + Lime + Pond Ash)
Permeability
(cm/s) in Heavy
Compaction
(Lime = 3%)
Permeability
(cm/s) in Light
Compaction
(Lime = 5%)
100
3.8x10-7
100
1.6 x10-6
100
5.5 x10-4
85
10
5.0x10-7
83
2.8 x10-6
75
20
7.3x10-7
73
7.7 x10-6
65
30
2.8x10-6
63
1.2 x10-5
55
40
3.6x10-6
53
1.7 x10-5
45
50
1.0x10-5
43
4.7 x10-5
35
60
2.6 x10-5
33
1.0 x10-4
69
TECHNICAL PAPERS
70
Conclusions
TECHNICAL PAPERS
With 3 per cent Lime : As the pond ash content
increased to 62% in steps of 10 %, the LL decreased
from 53% to 21%. Up to 42% of pond ash the PI
decreased from 20% to 2.3% with further addition of
pond ash the blended soil behaves like a non plastic
material.
7.
Moisture-Density Relation
1.
2.
3.
Permeability
4.
Strength Properties
5.
2.
3.
4.
5.
6.
7.
71
TECHNICAL PAPERS
8.
14.
9.
15.
16.
10.
17.
18.
19.
11.
12.
13.
OBITUARY
The Indian Roads Congress express their profound sorrow on the sad demise of Shri Surjit Singh resident
of 771, Sector-60, SAS Nagar. He was an active member of the Indian Roads Congress.
May his soul rest in peace.
The Indian Roads Congress express their profound sorrow on the sad demise of Shri S. K. Mitra resident
of DB-102, Salt Lake, Kolkata. He was an active member of the Indian Roads Congress.
May his soul rest in peace.
72
Introduction
Technical Officer, Central Road Research Institute (CSIR-CRRI), Delhi, Email: hlokeshwor@gmail.com
**
Ex-Head, IDD Centre, Indian Institute of Technology (IIT), Delhi, Email: lalitdas@gmail.com.
*** Chief Design Engineer, IDD Centre, Indian Institute of Technology (IIT), Delhi, Email: sksud123@hotmail.com.
73
TECHNICAL PAPERS
using a processing toolkit supplied with the vehicle
(NSV Toolkit). This toolkit may be considered as one
of semi-automated type since the amount of human
intervention is being reduced by half as compared to
that of a traditional field inspection. Using this toolkit,
the detection and classification of a distress is done
manually through human intervention while video
frames extraction, reporting information and distress
area measurement are done semi-automatically. With
the toolkit, a trained staff needs to mark the distress
area by drawing a rectangle with the mouse over the
distress on each frame of the video to measure the
influence area of the distress, i.e., the area of rectangle
enclosing the distress (bounding box), not the actual
area on road. This toolkit takes many trained staffs
and many hours to process video clip of one km
length road. Therefore, development of an automated
method for detection and measurement of cracks from
a large database of video clips for Indian roads still
remains as a challenge so far. The key challenges are
the segmentation of cracks out of a large raw video
clip collected under different sunlight intensities,
with different images of objects (manholes, animals,
vehicles or their parts), different shadows of various
objects (vehicles, man, animals, trees or poles) and
different road markings (white, yellow or black).
In this paper, a method is proposed for automated
detection and measurement of cracks out of a road
video clip using various image processing techniques.
In the proposed method, cracks are defined as a
series of interconnected small dark regions appearing
against the background of a road surface image with
a minimum standard deviation of 5.0, maximum
circularity of 3.0 and maximum average width of
60cm. Standard deviation (std) is a measure of variation
or dispersion of pixels intensities representing a crack
in a road image from their mean value. The value of
stdis computed using the Eq.1. Circularity is a shape
factor which describes the circular shape of a crack
numerically and its value is 1 for an ideal circle and
between 0 & 1 for all other shapes. The value of circ
74
TECHNICAL PAPERS
2
CRACKS
DETECTION
MEASUREMENT METHOD
AND
2.
3.
4.
5.
6.
7.
8.
9.
10.
TECHNICAL PAPERS
11.
12.
End.
Cracks
Detection
Algorithm
and
Measurement
76
TECHNICAL PAPERS
This filter replaces each pixel by the median or middle
pixel in a square neighborhood around the centre
pixel. The size of the neighborhood used for filtering
is 5X5 pixel. Other technique like simple blurring
that replaces each pixel by an average pixel value can
be sensitive to noisy images, especially images with
large isolated outliner points, sometimes called shot
noise. Large differences in even a small number of
points can cause a noticeable movement in the average
value. However, median filtering is able to ignore the
outliners by selecting the middle points.
2.2.3 Clipping Values
Besides noises or camera artifacts, there are still
unwanted features present in the road frames such
as road markings or white spots. These unwanted
features need to be removed before segmentation. For
this, all the pixel intensity values above their average
(mean) value of the enhanced image are clipped to its
average value. This is because most of the values of
pixels representing these road markings or white spots
are found to be above the average value of the image
and an average value of an image represents the most
occurring pixel value. If clipping values technique is
not applied then some of these features will be falsely
detected as cracks.
2.2.4 Adaptive Thresholding
It is not wise to apply many layers of preprocessing
steps since it will slow automation of image processing
and also waste some valuable information. The main
objective at this stage is only to determine which pixel
belongs to object or region of interest. To achieve this
segmentation, an adaptive thresholding technique
which is based on the weighted mean11,13 is applied.
This is a modified threshold technique in which the
threshold level is itself variable. The threshold level is
set on a pixel by pixel basis by computing a weighted
mean of a neighborhood region around each pixel
location minus a constant. All the pixels in the region
are weighted equally.
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TECHNICAL PAPERS
with that minimum value. This operator is iterated for
a limited number of times using a square 3X3 kernel
with the anchor at its centre, just before the dilation
(discussed in Section 2.2.6), as well as just after the
dilation, so that more detail and useful information is
retained in the image.
2.2.6 Morphological Dilation Operation
After the erosion operation has been applied, isolated
black pixels or their small clusters which constitute
noise are developed in the binary image. This noise
needs to be removed. For this, dilation operation11 is
applied, which is basically addition of white pixels to
a binary image. The action of the dilation operator is
equivalent to computing a local maximum over the area
of the kernel. As the kernel is scanned over the image,
it computes the maximum pixel value overlapped
by the kernel and replaces the image pixel under the
anchor point of the kernel with that maximum value.
By iterating this operation a limited number of times
using same kernel used in erosion, some of the isolated
black pixels or their small clusters are removed away
without affecting the larger black regions. To map the
actual shape and size of the segmented object with
physical road, total number of iterations that has been
eroded throughout the processing must be dilated
back.
2.2.7 Connected Component Labeling and Chain
Coding
After applying all the above image processing
techniques, a binary image containing probable
objects of interests is obtained. To simplify the process
as well as save time, firstly, all the objects whose
area are less than 100 cm2 (minimum cut off area)
are filtered out and called them non-critical object
(NCO). Then, some information are extracted from
the remaining bigger objects, which the authors called
them as critical object (CO). This minimum size of
critical objects can be modified in accordance with
78
N
1
1
( gi ) 2 , where = ,
gi , and g
N i =1
N i =1
= pixels intensity level
(1)
std =
circ =
4A
p2
of the crack
A
, where D = maximum dimension of the
w =
D
crack
(3)
A(m2) = (Number of pixels in CO) * pixel
(4)
size (m2);
P (m) = {/8 (1 + 2) (ne +no)} * pixel length (m);(5)
Where, ne and no are number of even and odd Freeman
chain elements respectively;
D (m) = {P + (P2 16*A)}/4; if (P2 16*A) > 0;
= P/4; if (P2 16*A) < = 0;
(6)
TECHNICAL PAPERS
2.2.8 Decision Logic for Cracks Identification
The extracted information such as std, circ and w are
compared with user defined decision logic for cracks
identification out of shortlisted COs. This decision
logic has been developed by experimenting on 100
numbers of video images having cracks. The cracking
road images used for the experiments have been
selected randomly to determine the deciding range of
values or significant thresholds for std, circ and w. In
this decision logic, a CO is classified using Eq. (7).
Fig. 1(c)
Fig. 1(d)
Fig. 1(e)
Fig. 1(f)
(c ) Cracks, if std > = 5.0 & circ < = 0.30 & w < = 60 mm;
type (CO) =
(7)
Fig. 1(a)
Fig. 1(b)
and
Fig. 1(g)
TECHNICAL PAPERS
Dark Gray Color = Non-Potholes (NP); Bright Gray
Color = Critical Potholes (P) and Brightest Gray Color
= Biggest Critical Object (BCO).
Total
no. of
frames
(TNF)
NSV.1
(0.171km)
Suspicious frames
selection algorithm
Manual
Error
(%)
No.
of
SF
No.
of
CF
Time
(min)
No. of
false
detections
in CF
57
56
1.9
1.75
NSV.2
(0.570km)
190
102
88
6.0
NIL
NSV.3
(0.564km)
188
173
15
6.2
4.2
NSV.4
(0.843km)
301
241
40
8.8
2.9
NSV.5
(0.936km)
312
298
14
10.2
0.9
Note:
Table 2 Comparisons of evaluation done using the proposed cracks detection and measurement algorithm and
processing toolkit at CSIR-CRRI.
Video
No.
Cracks detection and
of SF measurement algorithm
NSV Toolkit
No.
of
FCp
No. of
FNCp
Time
taken
(min)
No.
of
FCt
No. of
FNCt
Time
taken
(min)
Falses
in
FCp
Falses
in
FNCp
Error
(%)
Time saving
(min)
NSV.1
56
56
56
112
NIL
112-3 =109
NSV.2
102
38
64
102
122
38
37.2
122-6 =116
NSV.3
173
172
11
160
13
357
12
6.9
357-11 =346
NSV.4
241
152
89
14
143
98
493
11
6.6
493-14 =479
NSV.5
298
282
16
18
267
21
596
12
5.4
596-18 =578
Note:
Error(%) = {(No. false detections in FCp + No. false detections in FNCp)/ SF}*100;
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TECHNICAL PAPERS
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TECHNICAL PAPERS
Percentage of frames with cracks (%) = (No. of frames
with cracks / TNF)*100;
(8)
Overall extent of cracking area (%) = Sum of cracking
extent in each frame/TNF;
(9)
Where, TNF = Total Number of Frames in a road
video.
A comparison of total critical cracking area measured
using the proposed method and the toolkit is shown
in Table 3 for 6 frames with cracks. The cracks areas
measured using the two different methods are found
to be of huge differences. This is mainly because the
toolkit measures the area of the rectangle that encloses
a crack instead of actual area of the crack on a video
image. And, the rectangle that encloses a crack always
consists of some non-cracking area. Thus, the cracking
area estimated by drawing rectangle over a crack using
the toolkit is always more than that of the proposed
method depending upon the geometrical patterns
of cracks. This can be proved by measuring cracks
area manually or using ImageJ16, open source image
analysis software. Using ImageJ, area of a crack can
be estimated by fitting polygons or freehand selections
over a cracking area, which is more accurate than that
of area given by the enclosed rectangle.
Fig. 2 (1)
Fig. 2 (2)
Fig. 2 (3)
Fig. 2 (4)
Fig. 2 Examples of clear frames with white spots,
road markings and trees shadows
Frames
with
cracks
Fig.1
Fig.5(1)
Fig.5(2)
Fig.5(3)
Fig.5(4)
Fig.5(5)
Difference
Critical cracks area
2
(m2)
(m )
Proposed NSV Toolkit
0.71
1.50
0.77
0.64
0.65
0.83
7.68
7.68
7.68
5.37
3.84
3.83
82
Fig. 3 (1)
Fig. 3 (2)
Fig. 3 (3)
Fig. 3 (4)
6.97
6.18
6.91
4.73
3.19
3.00
Fig.3 Examples of suspicious frames with bleeding,
black road marking, patching, tree and vehicle shadows
TECHNICAL PAPERS
Fig. 4. (1)
Fig. 4. (2)
Fig. 4. (3)
Fig.4 Examples of processed suspicious frames without cracks
Fig. 5 (1a)
Fig. 5 (1b)
Fig. 5 (1c)
Fig. 5 (2a)
Fig. 5 (2b)
Fig. 5 (2c)
Fig. 5 (3a)
Fig. 5 (3b)
Fig. 5 (3c)
Fig. 5 (4a)
Fig. 5 (4b)
Fig. 5 (4c)
Fig. 4. (4)
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TECHNICAL PAPERS
Fig. 5 (5a)
Fig. 5 (5b)
Fig. 5 (5c)
Fig. 6 (1a)
Fig. 6 (1b)
Fig. 6 (1c)
Fig. 6 (2a)
Fig. 6 (2b)
Fig. 6 (2c)
Fig. 6 (3a)
Fig. 6 (3b)
Fig. 6 (3c)
Fig.6 Examples of processed suspicious frames with some falsely detected cracks
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TECHNICAL PAPERS
4
ACKNOWLEDGMENTS
REFERENCES
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
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The IRC has recently brought out the following publications, which will be
quite beneficial to the highway professionals:
a) New Publications:
b) Revised Publications:
i)
Copies of these publications can be obtained from IRC Office
against cash payment or can be purchased online through IRC
website: www.irc.org.in. For more details please contact + 91 11 2338 7759 or
E-mail: sale@irc.org.in
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