ROAD INFRASTRUCTURE DEVELOPMENT IN INDIA CHALLENGING ISSUES FOR CIVIL ENGINEERING PROFESSIONALS

Dr. A. VEERARAGAVANProfessor of Civil Engineering &Head, Transportation Engineering DivisionIndian Institute of Technology MadrasChennai.

ROAD DEVELOPMENT SCENARIO

IT IS NOT WEALTH THAT BUILT THE ROADS BUT, ROADS THAT BUILT OUR WEALTH- John F. Kennedy

INDIAN ROAD NETWORK- CURRENT STATUS(in km)NHs are less than 2% of network but carry 40% of total traffic

National Highway (NH)58,112State Highways (SH)1,37,119Major District Roads (MDR)4,70,000Village and Other Roads (ODR & VR)26,50,000Total Road Length33,15,231

STATUS OF MAIN HIGHWAYS

CarriagewayNational Highways State HighwaysLength KMPercentLength KMPercentFour-lane 1800412001Two-lane237006623880019One-lane150003010050080Total49500100125500100

NATIONAL HIGHWAY DEVELOPMENT PROJECTSCountrys most ambitious Highways Development ProjectHighways with International Standard and facilities for uninterrupted traffic flowDivided carriageways & Service roadsGrade separators, over bridges & underpassesBypassesWayside amenitiesEnhanced safety features

NATIONAL HIGHWAYS DEVELOPMENT PROJECTS + Road connectivity to Major Ports 400 km and other projects involve about 600 km road development (* Length after realignment )

Total Length of NHDP13,151Golden QuadrilateralHigh Density Traffic Corridors linkingDelhi, Mumbai, Chennai & Kolkata5,851*Completion by 2003North-South & East-West CorridorsN-S: Kashmir to Kanyakumari including Kochi-Salem : 4,000 E-W: Silchar to Saurashtra : 3,3007,300Completion by 2007

NATIONAL HIGHWAY DEVELOPMENT PROJECT

State-wise Break-up of the Golden Quadrilateral and North-South and East-West Corridor Projects

NHDP Status : May 31, 2003* Length after realignment

In kmsGQNS-EWTotalTotal Length5,851*7,30013151Already 4-laned13276481975Under Implementation24575843041

FUNDING OF NHDPCESS 37%ASSISTANCE FROM WORLD BANK/ADB 37%PRIVATE SECTOR 7.5%MARKET BORROWINGS 18.5%TOTAL AMOUNT Rs. 540 BILLIONCOVERING 14,000 km

POLICY INCENTIVES FOR ATTRACTING PRIVATE INVESTMENT100 % FDI permitted in Road sectorGovernment to carry out all preparatory work including land acquisitionGovernment to provide land at no cost and free from all encumbrancesNHAI to provide capital grants upto 40%Ten year tax holiday for road, bridge and highway projectsConcession period allowed upto 30 yearsHousing and real estate developmentDuty free import allowed of specified modern high capacity equipments for highway construction

PRIVATE PARTICIPATION IN EXECUTION OF NHDPINDIAN FIRMS 65%FOREIGNERS 8%JOINT VENTURES 27%TOTAL No. OF CONTRACTS = 118

NATIONAL HIGHWAYSLength has increased to 58,112 kmAround 13,250 km for four/six lane by NHAI8000 km identified for four laning by MoRTH - (Improving about 4000 km to four lane and the balance to be made all-weather two lane roads)Additional lane to be added to about 8000 km in the NH network.

STATE HIGHWAYSAbout 5,000 km need upgradation to four lane and the entire balance length needs quality improvement to be made to fit as potential future NHs.Being improved through enhanced Budget, external loan, 15% part receipt from cess on diesel.Private sector participation for bridges, bypasses and maintenance works.

URBAN ROADS30 % of the 100 crore population lives in urban areas expected to grow 40 % of 140 crores in 2025Severe pressure on the existing 2 lakh km of Urban RoadsNeed for augmentation of quality, capacity through construction of flyovers and underpassess etc.

RURAL ROADSOther District Roads and Villages roadsOnly 50 percent of habitations are provided with all-weather roadsMassive rural road programme under PMGSY

Aim to connect all the habitations with 500 and above by the year 2007 with all-weather roads. Separate fund has been created by allocating 50 % of cess on diesel (Dedicated Fund)

PRADHAN MANTRI GRAM SADAK YOJANAA Centrally sponsored programmeRs. 60,000 crores required upto 2007Rs. 2500 crores available per year from 50% of diesel cess

STATUS OF UNCONNECTED VILLAGES# WITH POPULATION ABOVE 1000# WITH POPULATION BELOW 50051,1631,74,954Total Number Of Villages In India Are About 6,84,620Number of Villages3,02,267Total Number of Unconnected Villages# WITH POPULATION between1000 - 50076,150

P.M.S RURAL ROAD PROJECTAims to provide all-weather roadTo link all villages with more than 1000 population by 2003 and those with over 500 population by 2007. A road, which is negotiable during all weathers, except at major river crossings. This implies that the road bed is drained effectively by adequate Cross Drainage structures such as culverts, minor bridges and causeways. Interruption to traffic as per permitted frequency and duration are, however, allowed. The pavement should be negotiable during all-weathers, but this does not necessarily imply that it should be paved or surfaced or black topped. An earthen road with gravely soil or an earthen road with a gravel or WBM layer on top permits all-weather use, depending upon rainfall and soil type.

All-Weather Road

P M G S YCARRIAGEWAY WIDTHFORMATION WIDTHLAND WIDTH 3.75 m 7.50 m12.00 m* There will be variation in hilly & other difficult terrainTo provide gravel/black top/semi-rigid or rigid pavement with all-weather accessRural Roads With Specifications

TECHNICAL INPUTS THE PROGRAMME (PMGSY) IS DESIGNED WITH REQUIRED TECHNICAL INPUTS CONCEPT OF THE STATES ABOUT RURAL ROAD IS CHANGEDRURAL ROAD IS ENGINEERING STRUCTUREIT IS TO BE DESIGNED FOR TRAFFIC AND SOIL STRENGTH PROJECT BASED PROGRAMME IMPLEMENTATION FOR REALISTIC OUTPUT UNIFORM STANDARDS AND SPECIFICATION ADOPTED FROM INDIAN ROAD CONGRESS ONLY ALL-WEATHER ROADS TO BE BUILT

Good and properly evaluated materials conforming to respective IRC or BIS specifications shall be usedSpecial efforts to be made for use of locally available materials without compromising qualityUse of waste materials e.g. fly ash, slag, sludge etc. to be explored, maintaining requirements of design & performance DESIGN SPECIFICATIONS

LOCAL & WASTE MATERIALSKankarU.P., RajasthanDhandlaPart of RajasthanGravel NE,J&K,Himachal, Punjab, Bihar, MP, Orissa,Gujarat, Maharashtra & TamilnaduLaterite Parts of NE, Maharashtra, AP, TN, Karnataka, & KeralaMoorum MP,Orissa, Maharashtra, AP, Karnataka &TNFly ash In vicinity of Thermal Power plantsSlag In vicinity of Steel plantsMarble waste Rajasthan, Gujarat etc.

Case - I

Soil Type : Black Cotton (CBR 2)Rainfall : 1000-2000 mm per annumTraffic : 15- 45 commercial vehicles per dayDesign Crust Thickness : 475 mmExample States : Gujarat, Madhya Pradesh, Maharashtra, A.P. etc Two coat surface dressing / mix seal surfacing / open graded premix with sand sealWBM Gr. IIWBM Gr. I75 mm 100 mm 300 mmSubbase GSB/Stabilized soil

Subgrade CBR 2

475 mmSand drainage layer200 mmApproximate Cost of Construction Rs. 12 to 14 lakh per km

Case - II

Soil Type : Silty Clay (CBR 3 to 4)Rainfall : >1000 mm per annumTraffic : 15- 45 commercial vehicles per dayDesign Crust Thickness : 300 mmExample States : West Bengal, Bihar and North East 20 mm Mix seal surfacing / open graded premix with sand seal or liquid sealWBM Gr. IIIWBM Gr. II100 mmSubbase GSB/Lime flyash

Subgrade CBR 3 to 4

Approximate Cost of Construction Rs. 10 to 12 lakh per km

UPGRADATION WIDENING & STRENGTHENING20 mm Mix seal surfacing/ open graded premix with sand seal or liquid sealBMWBM Gr. I100 mmApproximate Cost of Upgradation Rs. 7 to 8 lakh per kmE X I S T I N GSTRENGTHENINGW I D E N I N GW I D E N I N G

RIGID PAVEMENT DESIGN (RCCP) (IRC:58-2002)

Based on: Traffic, Flexural Strength Soil CBRDLC, M-10 Grade, 100mm PQC, M-35 Grade, 200mmDrainage LayerGravel/graded sand, 150 mm X- Section of Cement Concrete RoadCost Rs. 18-20 lakh per lane kmSubgrade CBR 2-5

CAPACITY REQUIRED

BROADLY ESTIMATED MANPOWER NEEDS (15-20 YRS.)

ROAD CONSTRUCTION Road Construction Industry in India is about Rs.150 billion size The contracting industry consist of Large scale contractors (Rs.500 million & above ) about 20 large contractors accounting 40 % of construction activities Medium scale contractors (Rs.100 500 million) is involved about 20 % of construction activitiesSmall scale contractors (Rs.5-100 millions) is involved about remaining 40 % .

ROAD CONSTRUCTION EQUIPMENTEarlier labour-based methodIn 1960s Mechanisation introduced. Govt. Bodies are the main buyers of the road construction equipment, market is limitedDuring 1980s, transformation took place. Project became much larger size external agency funding mandatory to use appropriate equipmentPre-qualification criteria: based on ownership of equipment for selection of contractors. In large projects 10 % advance were given, as a result contractors began purchasing their own equipment.Half of Indian manufactures producing equipment in India have tie-up with foreign partners to improve their products.

CONSTRUCTION MATERIALS

MATERIALS FOR ROAD CONSTRUCTION EmbankmentSubgradePavement structurebase coursesurface course Special materials for drainagemaintenance

FLY ASH FOR ROAD EMBANKMENTIdeally suited as back fill materialHigher shear strength leads to greater stabilityDesign by conventional methodIntermediate soil layers to provide confinementSlope erosion controlled by soil coverCan be compacted under adverse weather Guidelines approved by IRC

APPROACH EMBANKMENT FOR SECOND NIZAMUDDIN BRIDGE AT DELHILength of embankment - 1.8 km, height 6 to 9 mFly ash utilized - 1,50,000 cubic metreSavings Rs.1.00 crore

LAYING OF GEOTEXTILE OVER SOIL SUBGRADE (AS SEPARATOR)

USE OF GEOTEXTILES FOR CONSTRUCTION OF EMBANKMENT WITH STEEP SLOPE

REINFORCED FLY ASH EMBANKMENTFly ash - better backfill material for reinforced embankmentsPolymeric reinforcing materials - Geogrids, friction ties, geotextilesConstruction sequence - similar to reinforced earth structures

Reinforcement, erosion control and drainage Coir and woven jute netting can be used for erosion control

GEOSYNTHETICS FOR EMBANKMENT

SARITA VIHAR FLYOVER REINFORCED APPROACH EMBANKMENT ARRANGEMENT OF FRICTION TIES BEFORE LAYING POND ASHLAYING OF FRICTION TIESLENGTH - 90 M, MAX. HEIGHT - 5.25 MASH UTILIZED - 15, 000 CUBIC METRE

MATERIALS FOR ROAD PAVEMENTS Subgrade upgradation (stabilisation)Improvement in CBR and reduction in pavement thickness by stabilisation (use of foamed bitumen-cement, enzymes, resins etc.)Sub-base/base coursesUse of waste materials like fly ash, Blast furnace slag, Aircooled slags, municipal wastes, etcWearing coursesModified bitumens, multigrade bitumens and improved emulsions

View of finished road surface Lime stabilisation of (Orissa)

USE OF PROCESSED MUNICIPAL WASTES (PMW) Construction of stabilised base/sub-base courses(PMW-lime-fly ash, PMW-soil-cement)Material available in about 25 cities in our country

Construction of test track using municipal wastes

MODIFIED BINDERSActs as multi-grade Withstand higher resistance to deformation and cracking Demonstrate better adhesion, higher fatigue life under heavy axle load, and better resistance to ageingImproved road performance

BACKGROUNDHeavy Wheel LoadsHigh Service TemperatureChannelised TrafficHigh Tyre PressureNeed for stiffer Asphalt MixesNeed for Stiffer Asphalt Binder

TECHNICAL REASONS FOR USE OF POLYMERSStiffer mixtures at higher temperaturesSofter mixtures at low service temperaturesImproved fatigue resistance of HMA mixturesReduced life cycle costs of HMA pavements

TYPES OF BITUMEN MODIFIERS

Types of ModifiersExamplesPlastomeric ThermoplasticsPolythylene (PE), Ethylene Vinyl Acetate (EVA), Ethylene Butyl Acrylate (EBA) and Ethylene Ter Polymer (ETP), etc.Elastomeric ThermoplasticsStyrene Isoprene Styrene (SIS), Styrene-Butadiene Styrene (SBS) block copolymer, etc.Synthetic Rubber LatexStyrene Butadine Rubber (SBR) latex and any other suitable synthetic rubberNatural RubberLatex or Rubber powerCrumb RubberCrumb Rubber powder from discarded truck tyres further improved by additives, viz., gilstones resin, etc.

APPLICATIONS OF RUBBER AND POLYMER MODIFIED BITUMEN Modified Bitumen High Stiffness Modulus Enhanced Fatigue LifeBetter Resistance to CreepHigh Indirect Tensile StrengthQuite Suitable as Renewal Course and Overlay MaterialUsed as Stress Absorbing Membrane (SAM) for Sealing of CracksUsed as Interim Overlay for Preventive MaintenanceStress Absorbing Membrane Interlayer to Delay Reflection Cracking

PENETRATIONTEMPERATUREBITUMENMOD.BITUMENTEMPERATURE vs PENETRATIONFOR NEAT AND MOD.BITUMEN

No.of cycles to failureTensile strainMix with bitumenMix with mod.bitumenFATIGUE BEHAVIOUR OF MIXES

CRITERIA FOR SELECTION OF MODIFIERS AND GRADE OF MODIFIED BITUMEN Traffic ClimateCost effectivenessPerformance reportsConstructabilityAvailability

SELECTION CRITERIA FOR PMB AND CRMB GRADE BASED ON ATMOSPHERIC TEMPERATURE

Minimum Atmospheric Temperature 0C

Maximum Atmospheric Temperature 0C

< 30

30 to 40

> 40

< - 15

PMB -120

CRMB-50

PMB 70

CRMB-55

PMB 70

CRMB-60

15 to 15

PMB -120

CRMB-55

PMB 70

CRMB-55

PMB 40

CRMB-60

> 15

PMB 70

CRMB-55

PMB 40

CRMB-60

PMB 40

CRMB-60

PMBPolymer Modified Bitumen

CRMB Crumb Rubber Modified Bitumen

MATERIALS FOR RIGID PAVEMENTSRoller compacted concrete (RCCP)Faster and economical Can be used for base course and for wearing course Saving of cement by using fly ash and GBFS

Construction of roller compacted concrete

MATERIALS FOR RIGID PAVEMENTS Contd. Use of waste materials like Marble slurry dust, Slag, Fly ash, etcUse of waste materials to replace aggregates (DLC)Use of pozzolanic waste materials to replace part of cement (CC and RCC pavements)

Magnesium oxychloride cement As a substitute to OPC in CC pavements Used for stabilisation of sand

MATERIALS FOR RIGID PAVEMENTS Contd.High performance concreteImproved resistance to environmental influences (Durability)Low water/cement ratio leads to high strengthSupplimentary cementing materials silica fume, fly ash, slagHigh ability to protect embedded steel from corrosion

INTERLOCKING CONCRETE BLOCK PAVEMENTS (ICBP)Fully interlocking blocks for road with traffic(medium/heavy)Non-interlocking/ partially interlocking blocks for pedestrian/ light trafficPreferred optimum strength & thickness: 25-35 MPa for light/ medium traffic; 60 mm thick40-50 MPa for heavy traffic; 80 to 100 mm thickAbove 50 MPa for heavy punching loads; 100 mmEdge restraint to be provided for optimum performanceStrong Subgrade and Base Pre-requisite and Essential

Different shapes of Interlocking Paving BlocksUse of ICBP for paving

POROUS ASPHALT

Reduction of Traffic NoiseEffectsAbsorb the exhaust noiseRestrain the generation of air pumping soundDifference in traffic noise level 3 dB

Clogging by Sand and DustPoint to Note in OperationRainwaterSand & DustExpensiveHigh-pressure waterNoise reduction

PREPARATION OF DETAILED PROJECT REPORT

OBJECTIVES Eatablish Technical, Economical and Financial Viability of the Project DPR for Rehabilitation and Upgradation of Existing 2-lane to 4-lane or 6-lane Depending upon the Requirements Designed as Partially Access Controlled Detailed Design of Pavement duly considering the options, Bridges, CDs, Grade-Separated Structures, Service Roads Economic and Financial Viability Analysis

SCOPE OF SERVICES Widening Within Right of Way, if Possible Feasibility of Toll Collection - Location for Toll Plaza, wayside amenities, service roads Financing Options like BOT, Annuity EIA, EMP etc

SURVEYS Classified Volume Count 3 locations/100 km O-D Commodity Movement 2/ 200 kmAxle Load Survey 2 / 100 kmIntersection Volume Count All major JunctionsSpeed and Delay Studies Project Road SectionPedestrian and Animal Cross Traffic Count

TRAFFIC VOLUME COUNT SURVEYS 7 days Continuous, Direction-wise Vehicle Classification Motorised -New Technology, Old Technology, 2 W, 3 W, Utility Vehicles, MCV, HCV, MAV Non-Motorised Bicycle, Cycle Rickshaw, ADV, HC, others

ENGINEERING SURVEYSReconnaissance and AlignmentTopographic SurveysL/S and C/SDetails of Utility Services and other Physical FeaturesRoad Inventory Surveys

PAVEMENT INVESTIGATIONSPavement CompositionRoad and Pavement Condition SurveysPavement RoughnessPavement Structural StrengthSubgrade Characteristics and Strength

INVESTIGATIONS FOR BRIDGES AND STRUCTURESInventory for Bridges and StructuresHydraulic and Hydrological InvestigationsCondition Surveys for Bridges, Culverts and StructuresGeotechnical Investigations and Sub-Soil ExplorationMaterial Investigations

DETAILED DESIGN OF ROAD AND PAVEMENTSDesign StandardsGeometric DesignPavement DesignDesign of EmbankmentsDrainage SystemTraffic Safety Features, Road Furniture and Road MarkingsToll Plaze

ECONOMIC ANALYSISAssess Capacity of Existing Roads and Effect of Capacity on VOCQuantify Benefits viz., due to Reduced Congestion, Travel Distance, Road Maintenance Cost Saving, Reduced Incidence of Accidents Estimate Economic Internal Rate of ReturnSaving in Travel Time

REDUCTION IN VOC DUE TO ROAD SURFACE IMPROVEMENTS ON ROADS OF DIFFERENT WIDTHS

VEHICLE TYPEVOC CONSIDERING FUEL, TYRES AND SPARES, RS.SINGLE LANEINTERMEDIATETWO LANEUI=8000mm/kmUI=3000mm/kmUI=8000mm/kmUI=3000mm/kmUI=8000mm/kmUI=3000mm/kmBus5.184.845.104.783.783.64Truck6.786.045.935.484.013.87MAV15.8114.4614.3913.5211.0010.67Jeep & Maxi Cab3.472.873.222.712.552.18Car3.992.812.982.792.812.70T/W1.270.971.010.960.980.94A/R2.021.561.651.341.251.04

PERCENTAGE SAVING IN VOC DUE TO ROAD IMPROVEMENT VIZ., UI 8000 TO 3000 MM/KM AND WIDENING OF CARRIAGEWAYNote: UI Values are in mm/km

VEHICLE CLASSPERCENTAGE SAVING IN VOC DUE TO ROAD IMPROVEMENTSingle, UI = 8000Single, UI = 3000Single, UI = 8000Two lane, UI = 3000Bus6.5629.73Truck10.9142.92MAV8.5432.51Maxi Cab/ Jeep17.2937.18Car29.7032.46Two-Wheeler23.6225.98Auto-rickshaw22.7748.51

HDM-4 TECHNICAL IMPROVEMENTSPavementsWider range of flexible pavementsRigid pavementsMore maintenance typesDrainage effectsFreezing climates effectsRoad UsersNew vehicle typesCharacteristics of Modern VehiclesNon-motorized trafficCongestion effects AccidentsEmissions & Energy consumption

THE HDM-4 MODELAnalytical tool for engineering and economic assessment of - road investments and maintenance - transport pricing and regulationPhysical and economic relationships derived from extensive research on road deterioration, the effects of maintenance activities, and vehicle operation and user costs

ROAD AGENCY ALTERNATIVES Standards / Alternatives Policies / Strategies Norms / Options - 4 cm overlay every 8 years - 6 cm overlay every 15 years - reseal the road and postpone the overlay - reconstruct the road when IRI = 10 - do nothing - grading every 180 days - upgrade unpaved road to a paved standard

EVALUATION OF ALTERNATIVESEconomic evaluation Technical evaluation Institutional evaluation

Financial evaluation

Commercial evaluation

Social evaluation

Environmental evaluation

TRANSPORT BENEFITS Reduce vehicle operating cost Savings in time of passengers and cargo Reduction of accidents Stimulate regional development Increase the comfort and convenience Better national integration National security Greater self-sufficiency Equal distribution of income Prestige of the country

TECHNICAL-ECONOMIC EFFICIENCYTerminal LifeR.L.Current ConditionComposed IndexOverall Index- Current Condition - Deterioration PredictionRemaining Service Life- Current Condition - Deterioration Prediction - Maintenance Effects - Vehicle Operating CostsBenefits to SocietyConditionConditionCondition

TOTAL SOCIETY COSTSConstructionMaintenanceVehicle operationPassenger and cargo timeAccidentsROAD AGENCY COSTSROAD USER COSTS=+

MINIMIZING CONSUMPTION OF RESOURCESConsumption of Resourceslitresm3hoursXUnit Costs=Total Society Costs

ROAD USER COSTS MODELFuel & LubricantsTireMaintenance Parts & LaborCrew TimeDepreciation & InterestPassenger & cargo timeSPEEDCONSUMPTION

PAVED ROAD DETERIORATION MODELCrackingRavellingPotholingRuttingRoughness

VEHICLE OPERATING COSTS

COSTS-SHARES UNDER OPTIMAL MAINTENANCE50 veh/day300 veh/day5000 veh/dayAgency CostsAgency CostsAgency CostsUser CostsUser CostsUser Costs

PRIMARY FEATURES OF HDM-4Simulates deterioration and maintenance of paved and unpaved roads, in physical condition and quantities, for strategies defined by the user

Simulates road user costs (speeds and consumption of physical components)

Determines time-streams of road agency, road user costs, and net benefits

Computes economic indicators

IMPORTANT USES OF HDM-4Analytical support to justify fundingForecasting financial and physical needs for preserving road networkOptimal maintenance strategiesEconomic thresholds for road improvementsTradeoffs between design and maintenance standards or optionsSimulating type and extent of deteriorationRoad use cost and damage attribution, in road transport pricing and taxation (user charges, fuel tax, etc.)Optimal axle loading and configurationFleet modernizationPlanning and ProgrammingTechnical ApplicationsEconomic Applications

COMPARISON OF ALTERNATIVES Evaluation Period = 20 years Discount rate = 12.00 % Internal Construction Road Net Rate of Length Maintenance User Total Present Return (km) Alt Costs Costs Costs Value (%) 100.0 BASE 2.71 26.7 29.4 PROJ 9.28 17.0 26.2 3.2 17.1Is the project economically justified?

MAINTENANCE NEEDS FORECASTINGA Paved Road in Good Condition- Routine Maintenance Reconstruction when IRI > 11.0- Routine Maintenance Patching 100% of potholes Reconstruction when IRI > 11.0- Routine Maintenance Patching 100% of potholes 12 mm Resealing when damage is > 30% Reconstruction when IRI > 11.0- Routine Maintenance Patching 100% of potholes 4 cm overlay when IRI is > 4.0- Routine Maintenance Patching 100% of potholes 8 cm overlay when IRI is > 4.0

ROUGHNESS PROGRESSION

NETWORK PROGRAM FORMULATIONAND OPTIMIZATIONA Road Network- What are the resources needed to maintain the network?- How should the agency allocate the resources needed for an optimal maintenance program?- What maintenance program should be implemented in case of budgetary constraints?

BUDGETARY CONSTRAINTSA Road NetworkGFPLMHA.C.Resource ConstraintsOptimal Strategy under Budgetary ConstraintsStrategy without Budget ConstraintOptimization Module

VEHICLE POLICIESHow much road damage is caused by trucks?

ROLE OF HDM-4 IN ROAD MANAGEMENTRoadInventoryRoadConditionTrafficDataBridgesInventoryBridgesConditionHDM4Long TermStrategicRoadPlanMulti -YearRollingWorkProgramDetailedProjectLevelAppraisalPoliciesStandardsResearchDesignINPUTSOUTPUTSHDM-4DATABASES

SCOPE FOR HIGHWAY ENGINEERSHIGHWAY PLANNINGHIGHWAY DESIGNHIGHWAY CONSTRUCTIONHIGHWAY MAINTENANCE MANAGEMENTTRAFFIC CONTROL & MANAGEMENTROAD SAFETYUSE OF NEW MATERIALSASSET MANAGEMENTECONOMICS PROJECT MANAGEMENT

CHALLENGING ISSUESAsset Management Preservation of the Road Infrastructure AssetsResearch and DevelopmentOptimal Design of Roads Considering Life Cycle Cost AnalysisDevelopment of Highway Management SystemLow Cost Construction Considering Locally Available MaterialsUse of New and Innovative Materials to Improve the PerformanceUse of Waste Materials to Improve the EnvironmentHighway Traffic Management System to Enhance SafetyTraining

A TYPICAL COMPLETED NHDP ROAD

THE END

Thank you

The second effect is reduction of traffic noise.

Traffic noise is said to be mainly caused by air pumping sound due to tire tread and exhaust noise. Air voids in porous bituminous pavement can restrain the generation of air pumping sound and absorb the exhaust noise. The difference in traffic noise level between porous bituminous pavement and dense grade bituminous pavement is about 3 dB. The second issue is Clogging by sand and dust.

In porous bituminous pavement, air voids are used as ways for water. However, under sandy and dusty circumstances, air voids are sometimes filled by sand and dust. Fortunately, at present on expressways, this clogging has little negative influence on drainage ability of pavement.

But, it has negative influence on noise reduction. A road administrator, which adopts porous bituminous pavement, takes countermeasures such as installation of vehicles for function recovery. This vehicle sprays high-pressure water on road surface and collects sand and dust with vacuum pump. However, this treatment is not so common, because it is expensive.

So, it is important to avoid installation of porous bituminous pavement in sandy and dusty areas.