College of Engineering
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CONTENT
(A)Intelligent Transportation System(ITS)
CHAPTER 1
CHAPTER 2
CHAPTER 3
CHAPTER 4
Intro of Advance Trafic Control System, Incident Management & Automatic Vehicle………..46
CHAPTER 5
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CHAPTER 6
CHAPTER 7
Prelude of Regional Strategic, Architecture & ITS safety & security ……………………..68
CHAPTER 8
CHAPTER 9
Use of Waste Material: Flyash, Slag , Recyaclable Waste, Other Waste Materials……..….83
CHAPTER 10
CHAPTER 11
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CHAPTER 12
CHAPTER 13
CHAPTER 14
CHAPTER 15
Porous Asphalt Mix, Fiber Reinforcement Concrete & High Performance Concrete ....145
CHAPTER 16
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CHAPTER :-1
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morning and evening peak hours to the subscribers, indicating
congestion points and bottle necks. In addition, reasons and alternatives
will also be communicated. Additional messages will be sent whenever
there are man-made disruptions in traffic like agitations, serious
accidents etc.
b. Chennai
FM radiosTraffic updates are being provided on FM radio to convey
critical information such as obstruction and road damage due to rain.
c. Delhi
“The Traffic People‟ (April 2009)„TheTrafficPeople‟ provides real
time traffic updates to residents in the Delhi – NCR region. It gives
time-to-time information on traffic situations through websites. Latest
information on traffic jams, processions or rallies resulting in slow
vehicular movement and on any sort of diversion can be obtained from
the website. As of now it provides updates only during peak hours
during mornings and evenings, but will expand coverage as need arises.
They also share traffic updates with radio channels that makes it possible
to reach a broader audience. An SMS alert subscription costs about Rs.
99/- per month.
Real Time Traffic Information Available Online Shown In fig. 1.2
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Figure 1.2 : Real-time Traffic information available online
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different public transportation facilities. This group is divided in four
services which are described as below:
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2. To maintain transportation schedules and to assure transfer
connections from vehicle to vehicle and between modes to facilitate
quick response to service delays .
3. To enhance security of transit personnel by providing access
management of transit ve- hicles.
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Figure 1.4 :Digital announcement of transit arrival
Ans. This user service develop and implement strategies to reduce the
number of single occupancy vehicles (SOVs) while encouraging the use
of high occupancy vehicles (HOVs) and the use of more efficient travel
mode.
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Figure 1.5 - : An Online Information Showing Parking Places Available
in Bangalore
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vehicles at highway-rail intersections. This also monitors the condition
of various HRI equipments.
Q.4 Discuss: How ITS is used for travel and traffic management?
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routes, scheduled road construction and maintenance tasks, transit
routes, schedules, fares, transfers, and parking facilities.
3.Route guidance
This service provides information to the travellers with a suggested
route to reach a specified destination, along with simple instructions on
upcoming turns and other manoeuvres. This also provides travellers of
all modes the real-time information about the transportation system,
including traffic conditions, road closures, and the status and schedule of
transit systems. The benefits of this service are reduced delay and
drivers stress levels particularly in an unfamiliar area.
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This user service provide real-time ride matching information to
travellers in their homes, offices or other locations, and assists
transportation providers with vehicle assignments and
scheduling.Travellers give information to the service center and get
number of ride sharing options from which they can choose the best.
6.Traffic Control
This service collects the real time data from the transportation
system, processes it into usable information, and uses it to determine the
optimum assignment of right-of-way to vehicles and pedestrians. This
helps in improving the flow of traffic by giving preference to transit and
other high occupancy vehicles or by adjusting the signal timing to
current traffic conditions. The information collected by the Traffic
Control service is also disseminated for use by many other user services.
7.Incident Management
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This service aims to improve the incident management and
response capabilities of transporta- tion and public safety officials, the
towing and recovery industry, and others involved in incident response.
Advanced sensors (close circuit TV cameras), data processors and
communication technology ies are used to identify incidents quickly and
accurately and to implement responsewhich minimizes traffic congestion
and the effects of these incidents on the environment and the movement
of people and goods. the occurrence of incident and its detection by the
center and decision implemented responding to the incident on a
highway pertaining to incident management.
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Q.5 Describe in detail the Advanced Traffic Management Systems
(ATMS)
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1.Freeway management systems
•Three primary ITS funtions make up freeway management systems:
monitoring and surveillance, control of freeway operations, and the
display or provision if information to mororists via dynamic massage
signs, highway advisory radio, in-vahicle navigation or information
systems
•Evaluation of freeway management system improvrments such as
safety, reduction in trvel time and delay, increase flows, and flow
improvements.
6.Information management
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•This service is aimed to provide the functionality needed to store and
archive the huge amounts of data being collected on a continuous basis
by different ITS technologies.
•This user service is aimed to provide the functionality needed for
managing the fleets of maintenance vehicles, managing the roadway
with regards to construction and maintenance and safe roadway
operations.
•The weather can cause many incidents espacially in the cold regions of
the country.
•The study cocluded that the anti-icing program can reduce cost of
providing a defined level of service by 10-20 percent, while the snow
and ice control costs pre mile can be reduced up to 50 percent.
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ATMS In India :
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CHAPTER :-2
Operations of TransportationNetwork & Commercial Vehicle
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This service is intended to provide information on expected arrival times of
t vehicles, transfers, and connections to travellers after they begin their trips
using public transportation. This also provide real-time, accurate transit
service information on-board the vehicle, at transit stations and bus stops to
assist travellers in making decisions and modify their trips underway.
Personalized Public Transit
The aim of this service is to offer public transport facility to travellers by
assigning or scheduling vehicles by
1. diverting flexibly routed transit vehicles.
2. assigning privately operated vehicles on demand which include small
buses, taxicabs, or other small, shared-ride vehicles.
Under this service, travellers provide information of their trip origin and
destination to service station. The centre then assigns the closest vehicle to
service the request and to inform the travellers regarding arrival of such
vehicles well in advance to reduce their anxiety.
Public Travel Security
This user service creates a secure environment for public transportation
operators and support staff and monitors the environment in transit
facilities, transit stations, parking lots, bus stops and on-board transit
vehicles and generates alarms (either automatically or manually) when
necessary.
It also provides security to the systems that monitor key infrastructure of
transit (rail track, bridges, tunnels, bus guide ways, etc.).
Bus Rapid Transit System (BRTS) has emerged as a key solution to urban
transportation needs of today's world. Explosive growth in wireless
technologies and information technology has lead to the emergence of
Intelligent Transportation System (ITS) technology. ITS assisted BRTS is
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now being perceived globally as a emerging transportation solution and
research area. India today is one of the fastest growing economies of the
world. To sustain and promote its economic growth India has fast tracked
its infrastructure development including implementation of Bus Rapid
Transit System and Intelligent Transport System. This paper studies and
analyses the same with reference to Indore City Transport Services Ltd.
(ICTSL) in particular and other Indian cities as well. BRTS and ITS
implementation is on track. Indian citizens will soon enjoy ITS supported
world class BRTS experience. Comparative study of ITS and BRTS
implementation in major cities of the world is also carried out. State Road
Transport Corporations also are investing in ITS technology by way of
handheld ticketing machines, RFID tags and online ticket booking through
internet and android based smart phone applications. Also the bus fleet is
being fitted with GPS based AVL system for effective tracking and
monitoring of the intercity and interstate bus movement and predict its
arrival time at scheduled stoppages.
2. Describe the applications of ITS for commercial vehicle operations
and inter modal freight. The aim is to improve the efficiency and safety
of commercial vehicle operations. This involves
following services:
1. CV electronic clearance
2. Automated road side safety inspection
3. On-board safety monitoring administrative process
4. Hazardous material incident response
5. Freight Mobility
Commercial Vehicle Electronic Clearance
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This service allows enforcement personnel to electronically check safety
status, vehicle’s credentials, and size and weight data for the commercial
vehicles before they reach an inspection site.
The authorities send the illegal or potentially unsafe vehicles only for
inspection and bypass safe and legal carriers to travel without stopping for
compliance checks at weigh stations and other inspection sites.
Automated Roadside Safety Inspection
At inspection station the safety requirements are checked more quickly and
more accurately during a safety inspection using automated inspection
capabilities. Advanced equipments are used to check brake, steering and
suspension performance and also the driver’s performance pertaining to
driver alertness and fitness for duty.
On-board Safety Monitoring
This service monitors the driver, vehicle, and cargo and notify the driver,
carrier, and, also to the enforcement personnel, if an unsafe situation arises
during operation of the vehicle.
This is user service also assures freight container, trailer, and commercial
vehicle integrity by monitoring on-board sensors for a breach or tamper
event.
Commercial Vehicle Administrative Processes
This service allows carriers to purchase credentials such as fuel use taxes,
trip permits, over-weight permit, or hazardous material permits
automatically. The mileage and fuel reporting and auditing components are
provided to the carriers automatically which reduce significant amount of
time and paperwork.
Hazardous Materials Incident Response
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This user service provides immediate information regarding the types and
quantities of hazardous materials present at incident location to the
emergency personnel in order to facilitate a quick and appropriate response.
The emergency personnel are informed regarding shipment of any sensitive
hazardous materials so that timely action be taken in case of accidents.
Freight Mobility
This service provides information to the drivers, dispatchers, and inter-
modal transportation providers, enabling carriers to take advantage of real-
time traffic information, as well as vehicle and load location information, to
increase productivity.
3. What is the role of ITS in transportation network operations?
Travel and traffic management
The main objective of this group of services is to use real time information
on the status of the transportation system to improve its efficiency and
productivity and to mitigate the adverse environmental impacts of the
system. This group of user service is further divided in 10 user services.
Most of these services share information with one another in a highly
integrated manner for the overall benefit of the road transportation system.
These services are described as below:
Pre trip information
This user service provides information to the travellers about the
transportation system before they begin their trips so that they can make
more informed decisions regarding their time of departure, the mode to use
and route to take to their destinations. The travellers can accessthis
information through computer or telephone systems at home or work and at
major public places. Different routes and respective travel time durations
indicated on VMS.
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The information include real time flow condition, real incidents and
suggested alternate routes, scheduled road construction and maintenance
tasks, transit routes, schedules, fares, transfers, and parking facilities.
En-route driver information
This user service provides travel related information to the travellersen
route after they start their trips through variable message signs (VMS), car
radio, or portable communication devices. various congested and non
congested routes shown on display screen. VMS indicating different routes
and travel time is shown in Fig. 48:5. This helps the travellers to better
utilize the existing facility by changing routes etc. to avoid congestion. This
also provides warning messages for roadway signs such as stop signs, sharp
curves, reduced speed advisories, wet road condition flashed with in vehicle
displays to the travellers to improve the safety of operating a vehicle. The
information can be presented as voice output also.
Route guidance
This service provides information to the travellers with a suggested route to
reach a specified destination, along with simple instructions on upcoming
turns and other manoeuvres. This also provides travellers of all modes the
real-time information about the transportation system, including traffic
conditions, road closures, and the status and schedule of transit systems.
The benefits of this service are reduced delay and drivers stress levels
particularly in an unfamiliar area.
Ride matching and reservation
This user service provide real-time ride matching information to travellers
in their homes, offices or other locations, and assists transportation
providers with vehicle assignments and scheduling.
Travellers give information to the service centre and get number of ride
sharing options from which they can choose the best.
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Traveller Services Information
This service provides a business directory of information on travel-related
services and facilities like the location, operating hours, and availability of
food, lodging, parking, auto repair, hospitals, gas stations and police
facilities. This also makes reservations for many of these traveler services.
The traveller services information are accessible in the home, office or other
public locations to help plan trips. These services are available en-route
also.
Traffic Control
This service collects the real time data from the transportation system,
processes it into usable information, and uses it to determine the optimum
assignment of right-of-way to vehicles and pedestrians. This helps in
improving the flow of traffic by giving preference to transit and other high
occupancy vehicles or by adjusting the signal timing to current traffic
conditions. The information collected by the Traffic Control service is also
disseminated for use by many other user services.
Incident Management
This service aims to improve the incident management and response
capabilities of transporta-tion and public safety officials, the towing and
recovery industry, and others involved in incident response. Advanced
sensors (close circuit TV cameras), data processors and communication
technologies are used to identify incidents quickly and accurately and to
implement response which minimizes traffic congestion and the effects of
these incidents on the environment and the movement of people and goods.
by the centre and decision implemented responding to the incident on a
highway pertaining to incident management.
Travel Demand Management
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This user service develop and implement strategies to reduce the number of
single occupancy vehicles while encouraging the use of high occupancy
vehicles and the use of more efficient travel mode. The strategies adopted
are:
1. Congestion pricing
2. Parking management and control
3. Mode change support
4. Telecommuting and alternate work schedule.
Emissions Testing and Mitigation
The main objective of this service is to monitor and implement strategies to
divert traffic away from sensitive air quality areas, or control access to such
areas using advanced sensors. This also used to identify vehicles emitting
pollutants exceeding the standard values and to inform drivers to enable
them to take corrective action. This helps in facilitating implementation and
evaluation of various pollution control strategies by authorities.
Highway Rail Intersection
This service is to provide improved control of highway and train traffic to
avoid or decrease the severity of collisions between trains and vehicles at
highway-rail intersections. This also monitors the condition of various HRI
equipments.
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CHAPTER :-3
Exordium of Smart Vehicles & Smart Highways
Abstract
The Automated Highway System (AHS) concept defines a new relationship
between vehicles and the highway infrastructure. AHS refers to a set of
designated lanes on a limited access roadway where specially equipped
vehicles are operated under completely automatic control. AHS uses vehicle
and highway control technologies that shift driving functions from the
driver/operator to the vehicle.
Throttle, steering, and braking are automatically controlled to provide safer
and more convenient travel. AHS also uses communication, sensor and
obstacle-detection technologies to recognize and react to external
infrastructure conditions. The vehicles and highway cooperate to coordinate
vehicle movement, avoid obstacles and improve traffic flow, improving
safety and reducing congestion. In sum, the AHS concept combines on-
board vehicle intelligence with a range of intelligent technologies installed
onto existing highway infrastructure and communication technologies that
connect vehicles to highway infrastructure.
INTRODUCTION
The idea of automated driving dates back to almost 50 years ago when
General Motors (GM) presented a vision of ―driverless‖ vehicles under
automated control at the 1939 World fairs in New York. In the
1950’s research by industrial organizations conceptualized
automated vehicles controlled by mechanical systems and radio controls.
After the first appearance of the computers in the 1960’s, researchers began
to consider the potential use of computers to provide lateral and longitudinal
control and traffic management. The fully automated highway concept was
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initially examined by GM with sponsorship from the US department of
Transportation (DOT) in the late1970’s. During these times, focus was laid
on automated vehicles on a highway as computers were not powerful
enough to consider a complete fully automated highway system.
With the passage of the 1991 Intermodal Surface Transport Efficiency Act
(ISTEA), efforts were on early prototype development and testing of fully
automated vehicles and highways. This act prompted the US DOT to
develop the National Automated Highway System Research Programme
(NAHSRP), whose goal was to develop specifications for a fully automated
highway system concept that would support and stimulate the improvement
of vehicle and highway technologies.
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(NAHSRP) by the US Department of Transportation in the year 1997.
Fatalities.
Personal injury.
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Developing affordable equipment, vehicles, infrastructure, operations,
maintenance, and user fees.
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Methodology
As shown in figure 3.1, a driver electing to use such an automated highway
might first pass through a validation lane, similar to today's high-
occupancy-vehicle (HOV) or carpooling lanes. The system would then
determine if the car will function correctly in an automated mode, establish
its destination, and deduct any tolls from the driver's credit account.
Improperly operating vehicles would be diverted to manual lanes.
The driver would then steer into a merging area, and the car would be
guided through a gate onto an automated lane. An automatic control system
would coordinate the movement of newly entering and existing traffic.
Once travelling in automated mode, the driver could relax until the turnoff.
The reverse process would take the vehicle off the highway. At this point,
the system would need to check whether the driver could retake control,
then take appropriate action if the driver were asleep, sick, or even dead.
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Independent Vehicle Concept:
Cooperative Concept:
his concept lets smart vehicles communicate with each other, although not
with the infrastructure. With on-board radar, vision, and other sensors, these
AHS-equipped vehicles will be able to communicate with each other and
coordinate their driving operations, thereby achieving best throughput and
safety.
Infrastructure-Supported Concept:
smart infrastructure can greatly improve the quality of AHS services and
better integrate AHS with local transportation networks. This concept
envisions automated vehicles in dedicated lanes using global information
and two-way communication with the smart infrastructure to support
vehicle decision-making and operation.
Infrastructure-Assisted Concept:
Adaptable Concept:
his concept acknowledges the fact that AHS implementation will vary by
locality. It envisions the development of a wide range of compatible
standards that leave as many of the specific architecture decisions,
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solutions, and deployment progressions as possible to area stakeholders.
The regulation layer is responsible for the longitudinal and lateral guidance
of the vehicle, and the execution of the manoeuvres ordered by the
coordination layer. The regulation layer must carry out two longitudinal
control tasks. The first task is that of a vehicle follower in a platoon and
consists in maintaining a prescribed constant spacing from the preceding
vehicle. The second task is that of a platoon leader or free agent and
consists in safely and efficiently executing a manoeuvre commanded by the
coordination layer.
The coordination layer is responsible for selecting the activity that the
vehicle should attempt or continue to execute, in order to realize its
currently assigned activity plan. It communicates and coordinates its actions
with its peers—the coordination layers of neighboujring vehicles—and
supervises and commands the regulation layer to execute or abort
manoeuvres. It also communicates with the link layer roadside control
system, from which it periodically receives an updated activity plan.
There is one link layer controller for each 0.5 to 5 km-long segment of the
highway, called a link. Its task is to control the traffic flow within the link
so as to attain its full capacity and minimize vehicle travel time and
undesirable transient phenomena, such as congestion. A link is itself
subdivided in sections, one per lane. A link receives and discharges traffic
flow from and to neighbouring links, as well as AHS entrances and exits.
The controller measures aggregated vehicle densities in each of the link’s
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sections. These densities are specific to vehicle type, including origin and
destination, and whether the vehicle is a platoon leader, follower or is
changing lanes. It broadcasts commands in the form of a specific activity
plan for each vehicle type and section, to the vehicle coordination layer
controllers.
The link layer controller receives commands from the network layer in the
form of demands on the inlet traffic flows at the AHS entrances, and outlet
flow constraints at the AHS exits, as well as desired inlet-to-outlet traffic
flow split ratios, in case a vehicle can take more than one route to each the
same destination, while travelling in that highway link.
The task of the network layer is to control entering traffic and route traffic
flow within the network of highway links that constitute the AHS, in order
to optimize the capacity and average vehicle travel time of the AHS and
minimize transient congestion in any of its highway links.
POTENTIAL BENEFITS
Researchers have attempted to estimate benefits that might accrue from the
implementation of automated highway systems. Table 2 summarizes
potential benefits. Many of the benefits shown in the table are fairly
speculative; the systems they would depend upon are not yet in existence
and there is no clear evidence that the system can produce the following
benefits in reality.
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avoidance systems have been estimated to have the potential to reduce
annual loss of life on U.S. roads by 50 percent by 2020. In addition,
preliminary National Highway Traffic Safety Administration estimates
show that rear-ends, lane-change, and roadway-departure crash-avoidance
systems have the potential to reduce crashes by one-sixth, or about 1.2
million crashes a year.
CONCLUSION
Automated Highway Systems brings major transportation benefits in terms
of safety, efficiency, affordability and usability, and environment in order to
achieve its development goals.
Though it has been said so, the reasons why many federal programs like the
National Automated Highway System Research Program (NAHSRP) failed
was that the program was trapped in technology-optimism. Several U.S.
DOT reports on AHS show that there are no technical and non-technical
showstoppers. However, legal, institutional, and societal challenges just as
critical as technical issues. Moreover, these institutional and societal issues
cannot be settled in one day, because they are much to do with people’s
perception, behavior, consensus and social changes based on those.
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Q 2.What is Smart Highway? How will affect road safety?
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Q 3.Write a short note on Driverless vehicles.
It is so useful for the humans when driving the car . By the Google
driver less can avoid the accidents on the roads and can reduce the traffic
time at the traffic signals can prevent the drinking driving on the roads
.The car itself can driver at night times also .At the same time so many
taxi drivers can lose their jobs .The driver less car's technologies
improves vehicles stability helps to minimize loss of control . Driver less
cars are designed to minimize accidents by addressing the main causes
of collisions:
• Driving error
• Distraction
• Drowsiness
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Broggi directed a project in 2010 that led two driverless cars to
complete an 8 000 - mile trip between Italy and Shanghai Stay farewell
to red lights and stop signs Once cars are driverless ,intersections will be
equipped with sensors , cameras and radar that controls traffic flow.
That will not only end collisions but promote fuel - efficient flow of
traffic .High - Occupancy Vehicle lanes might be replaced by Driverless
Car lanes ,which would not only. promote autonomous travel , but help
driverless cars travel both more safely and faster , reaching speeds of
perhaps 100 mph by 2040 .
1. APPLICATIONS
2. LIMITATIONS
If the vehicle is using internet which is have less security then from
the hackers point of view in some cases the vehicle can be switched off
on the road (in rare cases ) , Hacker can change the rout which is plotted
in the system ( in rare cases ) , In case of failure of main sensor " and
black up sensors the vehicle can create a chance of accident . The cost
of car is high .By coming Google driverless car into the market so many
taxi drivers can lose their jobs.
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CHAPTER :-4
Advance Trafic Control System, Incident Management & Automatic Vehicle
1
- The main goal of our project is to implement an efficient method
for recognizing vehicles in Indian conditions. There are some
challenges in these conditions that makes vehicle recognition much
harder.
1. In India, most of the cases traffic system is non lane based.
2. Road conditions are more varied and traffic is unstructured.
3. Vehicles are parked frequently by the sides of the roads.
4. Within same vehicle class there are large variety’s and models.
These looks different in size and appearance. It is generally
observed in Indian vehicles like cars and Truck’s.
5. Shapes of the vehicles have a key role in recognition ,there is
high intra-class variance among Indian vehicles.
2
- SCOOT continually calculates the required coordination pattern
for a group of signals in real time and immediately implements
the changes. Bus priority, traffic gating, incident detection, on-
line saturation occupancy measurement, and vehicle emissions
estimates are part of the features of SCOOT MC3 systems.
4.Describe Incident management in brief.
Ans. Traffic incident management is the process of coordinating the
resources of a number of different partner agencies and private sector
companies to detect, respond to, and clear traffic incidents as quickly
as possible to reduce the impacts of incidents on safety and
congestion, while protecting the safety of on-scene responders and the
traveling public.
- Traffic Incident Management Program focuses on responses efforts
that protect motorists and responders while minimizing the impact
on traffic flow. TIM efforts include detecting, verifying and
responding to incidents; clearing the incident scene; and restoring
traffic flow.
- When an accident occurs congestion quickly builds up and chances
of a secondary incident increases.The sooner incidents are detected,
the sooner safety people can respond to the incident and clear it from
the roads thereby allowing traffic lanes to re-open and traffic to
return to normal conditions.
- TIM assists with creating a safe work zone with proper signage and
equipment for emergency crews responding to an incident.
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- Reducing the time for incident detection and verification
- Reducing response time (the time for response personnel and
equipment to arrive at the scene)
- Exercising proper and safe on-scene management of personnel and
equipment, while keeping as many lanes open to traffic as possible
- Reducing clearance time (the time required for the incident to be
removed from the roadway)
- Providing timely, accurate information to the public that enables
them to make informed choices
6.What are the challenges you face when you use Automatic
Vehicle Identification system?
Ans. Following are the challenges are being faced while using
Automatic Vehicle Identification.
- Vehicle recognition task deals with only images in outdoor or
natural lighting it is known to cause noise related problems.
- The other is typical geometry of vehicles. Vehicles chassis are
constructed in a significantly greater variety of geometries as
compared to other objects. There are number of dissimilarities in
vehicles like height, number of wheels, body shape and color.
- Objects in small size
- Model
- Clutter
- Poor quality images.
4
Ans. The traffic on the roads is increasing day by day. There is dire
need of developing an automation system that can effectively manage
and control the traffic on roads.
- Vehicle recognition process in Indian scenario has several
challenges. To address these challenges features of an individual
vehicle from different directions are to be considered.
Following are the applications of AVIS
- Electronic toll collection management.
- Identification of unauthorized vehicles on roads as a part of vehicle
surveillance and traffic data analysis.
- License plate localization.
- Computer assisted driving.
- Methods for reducing road accidents.
- surveillance
5
- Pedestrians, Emergency vehicles & RR, Transit vehicles, Light
Rail crossings, Traffic Gating, interface with adjacent systems
operations, and other realities
6
CHAPTER :-5
Ans:- the car is equipped with all the new electronic gadgets. It
helps the user to use service efficiently. Some of the features of
SMART CAR are:
• GPS and on-board communications
• Anti-collision sensors
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three-quarters of the cases human behaviour is solely to
blame. Smart cars present promising potentials to assist
drivers in improving their situational awareness and reducing
errors. With cameras monitoring the driver’s gaze and activity,
smart cars attempt to keep the driver’s attention on the road
ahead. Physiological sensors can detect whether the driver is
in good condition. The actuators will execute specified control
on the car without the driver’s commands. The smart car will
adopt active measures such as stopping the car in case that the
driver is unable to act properly, or applying passiveprotection
to reduce possible harm in abrupt accidents, for example,
popping up airbags. As mentioned earlier SMART CAR alone
cannot operate in a system. Thus along with the SMART CAR,
the infrastructure should also be improved. The infrastructure
also should be well prepared for taking care of smart car. The
road equipment will communicate with the vehicle and provide
real time assistance to the user. Provision of Smart road along
with Smart car will complete the Smart features of any
facility. It may be possible that the highway forms a high
density platoon of vehicles moving bumper to bumper and this
platoon will move at a speed of 70 kmph or so. That road will
be equipped with some sensors may be along the pavements
and the decisions are left to the central unit. The road itself
will show some messages which can be easily read.
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self-positioning, the objects themselves determine where they
are in remote positioning; a central operations system
determines the location of the vehicles. The GPS is an
example of a self-positioning system. Radar is an example of a
remote positioning system. Of course, an inherently self-
positioning system can function as a remote positioning system
if each object transmits its position to a central operations
centre using mobile communication links .This is an indirect
remote positioning system. Similarly, an inherently remote
Positioning system can function as a self-positioning system if
the central operations centre transmits the relevant location
information to each object via a mobile communication link.
This is an indirect self-positioning system. Some systems may
carry out the remote and self-positioning function at the same
time. Positioning systems can be divided into three basic
classes: signpost, wave-based, and dead reckoning
Positioning systems play a key role in transportation areas,
including the following:
In-vehicle navigation;
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Stolen vehicle recovery will be enhanced by systems that allow
police to track down the stolen car;
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the vehicle knows to which beacon it is 'in proximity‟ .
The system can also be remote popositionin if the beacon
senses the presence of the tag on the vehicle. In this case,
the tag emits some form of identification code in order
that the system knows which vehicle is being
interrogated.
Wave-Based Systems
A wave-based system is one that uses the propagation
properties of waves to determineposition. An example is a
radar system that uses the far-field planar wave front and
the finite propagation time of electro-magnetic waves. A
wave-based positioning system will need oneor more
reference sites. The positions of vehicles are measured
relative to these sites. Each reference site may have a
transmitter or receiver, or both. Each vehicle may have a
transmitter, receiver, reflective elements, or some
combination of these. For example, in tht case of GPS,
each satellite is a reference site- there is a transmitter on
each satellite. A mobile vehicle will have a GPS receiver
that picks up the signals from the satellites and uses
time-of-arrival information to calculate position. In simple
radar system there is one reference site fitted with both a
transmitter and a receiver. The „targets‟ reflect the radio
energy back to the reference site.
11
Consider, for example, a compass and odometer system.
The odometer integrates the angular velocity of the
vehicle‟ s wheels in order to estimate the distance
travelled. The compass defines the direction of travel. The
combined information can be used to track the course of
the vehicle. Other sensor technologies used in DR systems
include gyroscopes and accelerometers.
12
studs in roadways), and vision (to detectpedestrians and other
unexpected obstacles).
13
CHAPTER :-6
There are two types of toll collection systems available. These are:
(i) Open Toll System, and (ii) Closed Toll System.
Open toll System
In an open toll system, not all patrons are charged a toll. In such a
system, the toll plaza is generally located at the edge of the urban
area, where a majority of long distance travelers are committed to
the facility, with a minimum likelihood of switching to the parallel
free route, or at the busiest section of the toll way [2]. Patrons are
identified by their category and pay a fixed toll for it. The local
traffic around the plaza either gets rebate or can use a service
lane. The general layout of an open toll collecting system is
highlighted in Fig. 6.1.
14
system. Upon exiting, patron surrenders the ticket to the collector
and is charged a prescribed fee based on category of vehicle and
distance travelled [2]. It has just two stops for the vehicles
whereas open system can have multiple stops. But closed system
is expensive to construct than open system. The general layout of
an open toll collecting system is highlighted in Fig. 6.2.
15
Methods of Toll Collection
There are three methods of toll collection available. These are: (i)
Manual, (ii) Automatic, and (ii) Electronic.
Manual Toll Collection
Manual toll collection is most widely used collection method in
India. It requires a toll collector or attendant. Based on the vehicle
classification, cash toll is received by the collector. The collector,
who also dispenses change, may accept and sell scrip, tickets,
coupons, making an entry of the vehicle in the system and issuing
receipt to the patron [2]. Due to manual intervention, the
processing time is highest.
Automatic Toll Collection
Automatic toll collection is based on the use of Automated Coin
Machine (ACM). These accept both coins and tokens issued by
the operating agency. Depending on the toll rate, the use of
automated coin or token collection instead of manual collection
reduces transaction and processing time as well as the operating
cost.
Electronic Toll Collection
Electronic Toll Collection (ETC) is a system that automatically
identifies a vehicle equipped with a valid encoded data tag or
transponder as it moves through a toll lane or checkpoint. The
ETC system then posts a debit or charge to a patron's account,
without the patron having to stop to pay the toll. ETC increases
16
the lane throughput because vehicles need not stop to pay the
toll.
1) What Do You Understand By Congestion Pricing, Evaluate In
Detail
Congestion pricing
Congestion pricing is a method of road user taxation, charging the
users of congested roads according to the time spent or distance
travelled on those roads. The principle behind congestion pricing
is that those who cause congestion or use road in congested
period should be charged, thus giving the road user the choice to
make a journey or not.
Economic principle behind congestion pricing
Journey costs include private journey cost, congestion cost,
environmental cost, and road maintenance cost. The benefit a
road user obtains from the journey is the price he prepared to pay
in order to make the journey. As the price gradually increases, a
point will be reached when the trip maker considers it not worth
performing or it is worth performing by other means. This is
known as the critical price. At a cost less than this critical price, he
enjoys a net benefit called as consumer surplus(es) and is given
by:
(1)
17
where, is the amount the consumer is prepared to pay, and
is the amount he actually pays. The basics of congestion pricing
involves demand function, private cost function as well as
marginal cost function. These are explained below.
Demand
Fig. 6.3 shows the general form of a demand curve. In the figure,
area QOSP indicates the absolute utility to trip maker and the
area SRP indicates the net benefit.
Private cost
Total private cost of a trip, is given by:
(2)
18
vehicle (km/h). In the congested region, the speed of the vehicle
can be expressed as,
(3)
(4)
(5)
(6)
(7)
19
(8)
(9)
(10)
(11)
Fig. 6.4 shows the variation of marginal cost per flow as well as
private cost per flow.
20
Figure 6.4: Private cost/flow and cost and marginal curve
It is seen that the marginal cost will always be greater than the
private cost, the increase representing the congestion cost.
Equilibrium condition and Optimum condition
Superimposing the demand curve on the private cost/flow and
marginal cost/flow curves, the position as shown in Fig. 3 is
obtained. The intersection of the demand curve and the private
costs curve at point A represents the equilibrium condition,
obtained when travel decisions are based on private costs only.
The intersection of the demand curve and the marginal costs
curve at point B represents the optimum condition. At this point
the flow corresponds to the cost which is the marginal cost
as well as the value of the trip to the trip maker. The net benefit
under the two positions A and B are shown by the areas ACZ
and respectively. If the conditions are shifted from point A
to B, the net benefit due to change will be given by area
minus AXB. If the area is greater than arc AXB, the net
benefit will be positive. The shifting of conditions from point A to B
can be brought about by imposing a road pricing charge BY.
Under this scheme, the private vehicles continuing to use the
roads will on an average be worse off in the first place because
BY will always exceed the individual increase in benefits XY.
21
Figure 6.5: Relation between material cost, private cost and
demand curves.
22
CHAPTER :-7
Prelude of Regional Strategic, Architecture & ITS safety & security
Route Guidance
Navigation systems are in service that guide a driver to a selected
destination, giving advance warning of junctions and necessary
manoeuvres such as lane changes. During the EDDIT Project (Oxiey et
23
al., 1995), one driver described a navigation system as “a co-driver who
knows the way”. Vocal instructions along with turn-by-turn visual
guidance reduce memory load and visual interference with the primary
driving task, and offer the most dramatic improvement and error
reduction of older drivers’ performance. These systems certainly reduce
driving stress and, by avoiding the need to make lane changes or turns
shortly before a junction, should reduce conflicts and accidents.
Obstacle Detection
Systems already exist to detect obstacles behind and beside a vehicle
during low-speed manoeuvres such as parking. Prototypes of similar
systems can warn of vehicles in blind spots or converging during merges
and lane changes. These can warn the driver and prevent conflicts and
collisions.
24
HUD preempts visual attention and prevents detection of critical outside
objects (Tufano, 1997).
In-vehicle Signing
Systems will be developed eventually that display road signs inside the
vehicle and warn drivers of hazards or unusual conditions ahead. These
will need extensive monitoring of road conditions and many transmitters
to relay information from the road to the car. The investment in this
25
infrastructure is likely to delay the implementation of these systems.
Alternatively, details of road signs could be stored with the digital map
for the navigation system, for display at the appropriate time. In this case
the problem is keeping the data base updated. An autonomous system
could not display temporary signs such as “Diversion”, “Road works” or
“Flood”.
26
vehicle, but it can reduce the speed of the vehicle substantially, thereby
preventing a more forceful crash.
FCW systems are also referred to as “Pre-safe Braking”, “Collision
Warning with Auto-Brake”, “Pre-Crash Warning Systems”, “Collision
Mitigation Braking System”, “Predictive Forward Collision Warning”,
and other names. The function and capacities of these systems can vary
greatly, despite a common overall goal to prevent a forward collision
27
A line of cars ahead is stopped at a green light due to an obstacle in
the intersection, and you are driving too fast towards it.
Cars are travelling too close to one another and not leaving a safe
distance between vehicles.
The car ahead unexpectedly slows down to turn without signalling.
The vehicle ahead decelerates rapidly for a pedestrian crossing the
road, but you do not immediately notice the braking.
There is a substantial number of ways that FCW systems work,
including variations in the method used to detect potential collisions and
the ways that the vehicle prepares itself to stop or prepares for a collision
after an alarm has been activated. Warning systems use radar, a laser, or
a camera to detect vehicles ahead, and each of these systems is briefly
described below.
Radar systems work by emitting a radio wave from the hood of the
vehicle. Speed of travel and distance from other vehicles is
determined by monitoring changes in the Doppler Shift of the radio
wave1 after it bounces off something and returns to the point
where it started.
Laser systems work by emitting an infrared laser beam from the
hood of the vehicle. When the beam hits another vehicle and
reflects back to its source, laser technology allows the distance
between the two vehicles to be measured. Using a simple
mathematical formula, the speed of your vehicle can then be
calculated. Based on these two pieces of information, the FCW
system determines the risk of frontal collision.
Camera systems work differently than radar and laser methods.
Instead of relying on Doppler Shift readings or reflections, this
FCW system has a camera mounted on the front of the vehicle and
28
an electronic image-processor. The camera and image-processor
are used to determine the risk of frontal collision.
If the FCW system detects that the vehicle is at risk of a frontal collision,
there are various ways that it alerts the driver of the danger:
Some FCW systems offer extra brake support in the event that the driver
does not respond to the warnings. These systems often pre-charge the
brakes, so that if the driver does press the brake, the vehicle will be able
to take advantage of its full braking capabilities sooner. Some systems
also will apply light braking.
Even newer FCW systems may apply the brakes forcefully if there is no
response to warnings, in an attempt to prevent or mitigate the impending
collision. In addition, these newer systems may also tighten the seatbelt
(causing a tactile sensation) and pre-charge the airbags.
29
To improve effectiveness, efficiency and safety of the road
transportation system.
To provide information
To advise or control the actions of:
Travellers
Drivers
Fleet Operators
Network Managers
Pothole detection
Identification of congestion
Delivering Environmental Benefits
Capacity / Throughput
Information Dissemination
Enhancing Mobility and Convenience
Collision Warning of the vehicles
Real-time Traffic Information
Route Guidance / Navigation Systems
Roadside Weather Information Systems
Congestion Prediction, And Congestion-ameliorating Strategies
30
identifies and describes various functions and assigns responsibilities to
various stake-holders of ITS. The ITS architecture should be common
and of specified standards throughout the state or region so that it can
address solution to several problems while interacting with various
agencies.
Interoperability - The ITS architecture should be such that the
information collected, function implemented or any equipment installed
be interoperable by various agencies in different state and regions.
Capable of sharing and exchanging information - The information by
traffic operations may be useful to the emergency services.
Resource sharing - regional communication towers constructed by
various private agencies are required to be shared by ITS operations.
It helps to ensure that the resulting ITS deployment:
can be planned in a logical manner;
integrates successfully with other systems;
meets the desired performance levels;
has the desired behaviour;
is easy to manage;
is easy to maintain;
is easy to extend;
satisfies the expectations of the users.
Elements of ITS Architecture:
1. Concept of operations
2. User service requirements
31
3. Logical architecture
4. Physical architecture
5. Equipment Packages
6. Market packages
1.Concept of operations:
It identifies and describes who is going to perform what
functions.
It describes roles and responsibilities of stakeholders in the
regional ITS operations by defining the functions of each
stakeholder.
2.User service requirements
This element include what system is required to do to meet user
services.
3.Logical architecture
It provides a detailed description of the system’s behavior that
focuses on the functional process involved and the information
flows of the system
Functions to be performed
Data that flow between functions and processes
4.Physical architecture
It builds on the logical architecture foundation by defining the
physical subsystems and architecture flows.
Defines the physical entities and their connection
32
CHAPTER :-8
Intro of Travel Demand Management &Buisness Models
33
Sub categories:
1.Road pricing
2.Lane Resticted
3.Public transport priority
4.parking information
5.travel & traffic information
As Intelligent transport system useful to easy accessibility for Travel
management.
2.Explain ITS & Its sustainability.
ITS&Sustainable Mobility y benefits but it also causes many problems.
It is It is increasingly 0 Our transportation system provides man
financially burdensome to house hold, government and business.
incfficient due to traffic congestion and dispersed land use. It is the
major cause of many accidents that leads to death and loss of property. It
contradicts environment and quality of e objective (it relies on non
renewable sources of energy that will become scare in future) Trayel de
The main rategies encouragi Despite significant improvement in fuel
efficiency and pollution reduction technologics s ravelers such as
catalytic convertors, the transportation sector continues to damage) In
addition to that it causes air pollution. Motor vehicle emission and
transportation infrastructure also damage ccosystem and deplete natural
resources .there may be global impact as well as the transportation
section is roughly responsible for 30 % of global greenhouse emission ,
service inc that is res which will consibrute uo global warming
'Concerned over these externalities are thetoughout impetus for efforts
tto create a more sustainable transportation systems and the
34
transportation planning process to be truly effective for present as well
as the future, should be more comprehensive, more sophisticated, more
environmentally friendly and
SUSTAINABLE DEVELOPEMENT:
Before describing possible linkages between ITS and sustainable
communities, it i necessary to define sustainable development. The most
widely accepted notion o sustainability can be defined as "development
that meet the need of the present compromising the ability of future
generation to meet their own ne Despite it's promise as a measure of
progress and as amobility vision, the concept of sustainable develope of
space to efl Mode change sup r services previo ement center TMC
would ther elecommuting ar age in telecom som work during p without
rousesial dfiet o ledin nd i ment remains controversial difficult to define
and is particularly difficult to translate into practical action.
35
1) HOV facility management and control .the goal here is to operate
HOV facilities in a fashion that is responsive to current condition .for
example, occupancy requirements could be adjusted throughout the
day based on current traffic and congestion levels.
2) Con gestion pricing this involves adjusting tolls to encourage mode
change and reduce travel ample, tolls could be increased during peak
hours in urban areas around environmentally sensitive attraction in
rural areas.
36
CHAPTER :-9
Use of Waste Material: Flyash, Slag , Recyaclable Waste, Other
Waste Materials
37
station artificial aggregates
38
slags processing mix
industry
39
as unbound aggregates
Colliery - Combustion of unburnt coal,
spoil sulphate attack in case of
concrete roads
Spent oil - Burning of combustible
shale materials
Foundry Substitute for fine Presence of heavy metals in
sands aggregate in non ferrous foundry origin,
bituminous mixes less affinity to bitumen
Mill tailings Some are pozzolanic Presence of poisonous
in nature materials (e.g., cyanide from
gold extraction)
Cement kiln Hardens when Corrosion of metals (used in
dust exposed to moisture, concrete roads) in contact
can be used in soil because of significant alkali
stabilization percentage
Used engine Good air entertainer, Requires well organized
oil can be used in used oil collection system
concrete works
Rubber tires Enhances fatigue life Requires special techniques
for fine grinding and mixing
with bitumen, sometimes
segregation occurs
40
CHAPTER :-10
Q.1. EXPLAIN BRIEFLY (1) PMB (2) EMB (3) NRMB (4) CRMB
(PMB)
41
employed to determine the resulting changes from
the base bitumen. FTIR spectroscopy was also
employed to study the chemical functionalities
present in the bitumen composite. Three prominent
peaks were identified in the spectrum of the
unmodified bitumen, occurring at the 3000-2850cm-
1 IR frequency range, typical of aliphatic –C-H
symmetrical and asymmetrical stretches in alkanes.
CH2 and CH3 bends were also observed at the
characteristic frequencies of 1465cm-1 and 1375cm-
1 respectively. A low intensity peak was observed
within the 2400 cm-1-2100cm-1 range, indicating
the presence of a very weak -C≡C- or -C≡N group
with an absorbance of precisely 0.12. The properties
of the unmodified bitumen were found to be
enhanced with the changes in the rheological
properties of the polymer modified bitumen (PMB).
The viscosity of unmodified bitumen was enhanced
with the addition of the polymers and thixotropic
effect was observed for both HDPE and PP at 60°C.
For all modified binders prepared, the penetration
values decrease as polymer ratio increases whilst,
softening temperature generally increases as
polymer ratio increases. The most compatible and
incompatible blends for HDPE were respectively
observed at 2% and 3% polymer loading. The most
enhanced, homogenous blend is achieved with PP at
3% polymer loading. The use of waste commodity
plastics in binder modification carries the advantage
of a cheap and effective means of enhancing
conventional binder performance and is an
alternative way to utilise plastic waste.
42
(EMB)
(NRMB)
43
better properties for road construction and plastics
waste, otherwise considered to be a pollution
menace, can find its use in this
process and this can help solving the problem of
pollution.
Bitumen is a useful binder for road construction.
Different grades of bitumen like 30/40, 60/70 and
80/100 are available on the
basis of their penetration values. The steady increase
in high traffic intensity in terms of commercial
vehicles and the significant
variation in daily and seasonal temperature demand
improved road characteristics. Any improvement in
the property of the
binder is the needed.
The availability of the Natural Rubber (Latex) is
enormous, as the rubber is a product obtained from
Latex (e.g., mattresses,
gloves, swim caps, balloons) has become part of
daily life. If it is not recycled, its present disposal is
either by land filling or by
incineration. Both the processes have certain impact
on the environment.
Various studies are being carried out to improve the
quality of bitumen used in bituminous road
construction. One of the
results of such studies is to use polymer-modified
bitumen. Use of Natural Rubber (Latex) is the need
of the hour. The studies on
the thermal behaviour and binding property of the
Natural Rubber promoted a study on the preparation
of Natural Rubberbitumen blend and its properties to
find the suitability of the blend for road construction.
44
Natural rubber is an Elastomer that was originally
derived from milky latex found in the sap of some
plants. The purified form
of natural rubber is the chemical Polyisoprene, which
can also be produced synthetically. Natural rubber is
used extensively in
many applications and products, as is synthetic
rubber. Natural rubber is an ideal polymer for
dynamic or static engineering
applications. Natural rubber features:
Excellent dynamic properties with a low hysteresis
loss
Good low temperature properties
Strong bonding to metal parts
High resistance to tear and abrasion and ease of
processing
45
Fig 10.1 Natural rubber (balloons) used as additive
(CRMB)
46
mixtures that are used in the most demanding locations.
47
CRMB 50: recommended for cold climate areas
Advantages
Lower susceptibility to daily & seasonal temperature variations
Higher resistance to deformation at elevated pavement temperature
Better edge resistance properties
Better adhesion between aggregate & binder ensure longer life,
strength & stability
Higher fatigue life of mixes due to high elastic recovery
Delay of cracking & reflective cracking
Overall improved performance in extreme climate conditions & under
heavy traffic condition
Better water resistance
Prevents rutting
Resistance to creep & higher indirect tensile strengthen surface
course
48
Applications
CRMB can be used for wearing courses at heavy trafficked roads, busy
intersections, bridge decks and roundabouts for increased life of the
surfacing.
49
The penetration test involves penetration of a needle that is
loaded by 100g, into a bitumen sample maintained at a
temperature of 25-degree Celsius in a water bath for a period of 5
seconds. The penetration value is measured in millimeters.
The greater the penetration value, the softer the bitumen become.
The ASTM standard D 946 gives 5 penetration grades for the
bitumen binders. They are:
50
shown in below figure, three bitumen binders with 60 to 70
penetration grade is plotted against stiffness values.
Fig 10.2
Fig.4: Graph representing relationship between stiffness
and temperature of three binders A, B and C with
penetration grade 60 -70
51
In the 1970s, US introduced the method of viscosity grading at 60
degree Celsius. This was to ensure a solution for construction
problems and to have high temperature performance. These were
tender mixes that must undergo mix pushing and shoving under
the roller, without which it cannot be rolled properly.
52
In the US, Bitumen is mentioned as asphalt cement or asphalt.
The grades with lower viscosity i.e. AC-2.5 and AC-5 were used for
cold service temperatures; areas like Canada. In Northern tier
states, AC-10 was used. Mostly in the US, AC-2- was used.
53
resulted in no overlap in viscosity range. But the problem of AC-
20 to be too soft and AC-40 to be too hard, that was faced by
countries Florida, Georgia, and Alabama made AC-30 to be
incorporated and hence six grades.
The figure below shows the AC-30 bitumen viscosity grade which
is equivalent to VG-30 in India.
Fig 10.4
Fig.5: Graph representing temperature and stiffness (in
terms of viscosity) relationship of AC-30 (VG-30)
Bitumen
54
3. The potential on tender mixes can be minimized with the
minimum specified values of kinematic viscosity at a
temperature of 135 degrees Celsius.
4. The maximum allowable temperature susceptibility can be
established by specifying the minimum value of
penetration at 25 degrees and the kinematic viscosity at 135
degrees.
5. For a wide variety of temperatures, the viscosity binders
were employed. A temperature of 60 degrees for rutting, 25
degrees for raveling or fatigue problems or 135 degrees for
construction activity.
6. The suppliers can provide the users with accurate asphalt
mixing and temperature values for construction. This is
possible because of the measurement of viscosity at two
temperatures.
55
bitumen sample and the liquid medium is heated
at a rate of 5 C per minute. Temperature is noted
when the softened bitumen touches the metal
plate which is at a specified distance
below.Generally, higher softening point indicates
lower temperature susceptibility and is preferred in
hot climates. Figure 4.3 shows Softening Point test
setup.
Viscosity test
Viscosity denotes the fluid property of bituminous
material and it is a measure of resistance to flow. At the
application temperature, this characteristic greatly
influences the strength of resulting paving mixes. Low or
high viscosity during compaction or mixing has been
56
observed to result in lower stability values. At high
viscosity, it resist the compactive effort and thereby
resulting mix is heterogeneous, hence low stability
values. And at low viscosity instead of providing a
uniform film over aggregates, it will lubricate
theaggregate particles. Orifice type viscometers are used
to indirectly find the viscosity of liquid binders like
cutbacks and emulsions. The viscosity expressed in
seconds is the time taken by the 50 ml bitumen material
to pass through the orifice of a cup, under standard test
conditions and specified temperature. Viscosity of a
cutback can be measured with either 4.0 mm orifice at
25 C or 10 mm orifice at 25 or 40 C.
57
CHAPTER :-11
Q1. What is CRMB? What are its types? Write its advantages and
applications.
58
Higher resistance to deformation and wear and tear at elevated
temperatures.
Better adhesion between aggregate and binder.
Increase in fatigue life.
Delay in cracking & reflective cracking.
Prevents rutting.
Better water resistance
Recommendations for Specific Use:
59
resistance. The fatigue life increases with the increase in resilient
modulus and decreases with the increase in the % air void and
initial strain. The overall performance of NRMB mix is better
compared with that of the ordinary bituminous mix
60
Bitumen emulsions are by far the most commonly used binder in
cold paving technologies, allowing numerous applications such as
tack coats, micro surfacing and chip seals.
One way to improve the use of cold technologies under high traffic
loads is through the use of high-performance binders such as
polymer modified bitumen emulsions (PMBEs). In fact, the micro
surfacing applied on highways are always based on PMBE.
Similarly, chip seals under high traffic loads are also based on
PMBE.
Polymer modified bitumen emulsions (PMBEs) are a special class
of bituminous emulsions.
There are several ways to prepare PMBEs. One possibility is to
emulsify a PMB; another is to add a latex to a bitumen emulsion,
either prior to the colloid mill or after.
In all cases, the resulting PMBE shows improved rheological
properties of the residue after breaking. Their design and
manufacture differ in several ways from those of unmodified
emulsions.
In particular, emulsions of PMB are harder to manufacture than
unmodified bitumen emulsions. However, PMBEs are
characterized in the same way as unmodified emulsions.
PMBEs have been successfully used for several decades in the
road industry. They represent a class of high - performance binders
whose preferred application is in the form of chip seals and as
micro surfacing for heavily trafficked pavements.
ADVANTAGES:
61
Low glass transition temperature which gives excellent
performance properties of pavement at low temperatures.
Stiffer blend reduces rutting and stability at high temperatures.
Improves abrasion resistance of pavement.
Improves Fatigue resistance.
Reduces Oxidation and aging resistance.
Reduces structural thickness of pavement.
Provides better adhesion between different aggregates.
Delay cracking and reflective cracking.
LATEX MODIFIED BITUMEN EMULSION
62
temperature range is expanded, layer formation time decreases,
high elasticity and strain resistance is ensured. For better adhesion
of layers, experts recommend injection of special adhesion
additives into the latex-bitumen emulsions.
Apart from road construction industry, bitumen latex emulsions are
widely used as waterproofing materials, protecting structures from
water and its destructive effects. The so called “liquid rubber” is a
unique waterproofing material based on bitumen-latex emulsion
with no solvents. Liquid rubber ensures high parameters in
essential areas: stability and durability, ease of transportation,
elasticity, high efficiency and safety.
63
The main goal of anti-stripping additives, is to increase the
strength and durability of the adhesion between aggregate and
bituminous binders.
Better adhesion between aggregates and bitumen can be ensured
through the usage of anti-stripping agents.
Perfect adhesion between the binder and the stone elements
prevents water from filtering between the two materials, causing
premature aging of the bituminous mixture and leading to the
formation of instabilities that decrease the pavement’s
performances.
64
grade bitumen at low temperatures (i.e. it has properties that
span multiple grades).
65
CHAPTER :-12
Q.1) What is micro-surfacing? Describe briefly its application locations with advantages?
Sol:- Microsurfacing is a protective seal coat which extends the life of pavement.
It is a thin, tough layer of asphalt emulsion blended with finely crushed stone for
traction. This is a cost-effective method to renew the road surface and seal minor
cracks and other irregularities
Micro-surfacing Advantages
Beyond extending pavement life for a lower cost, here are five other key
benefits of micro-surfacing.
Improves Safety
As pavements wear down over time, they become slick, especially around
curves. The aggregate mix in micro-surfacing restores surface quality and
improves skid resistance helping to dramatically reduce accident rates.
66
Quick Construction
One hour after the micro-surfacing treatment has been applied, it's ready for traffic
and gives the appearance of an all-new surface.
Installation Anytime
Day or night, micro-surfacing is a process that can be performed on high, medium
or low volume roadways without causing extensive construction delays.
67
• Mixing: Will the components mix together and form true, free
flowing slurry?
• Breaking and Curing: Will the emulsion break in a controlled way
on the aggregate, coat the aggregate, and form good films on the
aggregate? Will the emulsion build up cohesion to a level that will
resist abrasion due to traffic?
• Performance: Will the micro-surfacing resist traffic-induced
stresses?
The steps in micro-surfacing design include:
• Prescreening of Materials
• Job Mix Design
• Final Testing
Prescreening
68
components (ISSA, 1990). In this test which is typically
conducted by the testing lab, a matrix of mix recipes are made
up and the manual mixing time is recorded for each mixture. A
minimum time is required to ensure that the mixture will be
able to mix without breaking in the slurry machine. At this
stage, phenomena such as foaming and coating are visually
assessed. Also at this stage, the water content and additive
content can be determined to produce a quality mixture.
Cohesion Build-up
Once the emulsion content is determined, three mixes are then
made, one at the selected emulsion percentage from above, one
at -2% of the selected emulsion content and one at +2% of the
selected emulsion content. This allows a bracketing of the
desired mix proportions. The ISSA test method TB 139 (ISSA,
1990) is used to determine the cohesion build-up in a slurry
mixture. This test may be performed at the expected field
temperatures to provide the most accurate estimate of the
treatment’s characteristics. Table 9-4 lists mix requirements for
micro-surfacing
Abrasion Resistance (Wet Track Abrasion Test – WTAT)
Mixes are made at three emulsion contents, optimum, optimum
+2%, and -2% of optimum. These mixes are then cured in
circular molds for 16 hours at 140°F (60°C). The samples are
then soaked for either 1 hour or 6 days, depending on the
abrasion test (TB 100) (ISSA, 1990) and the material. Slurry
design requires a 1-hour soaking while micro-surfacing requires
1-hour and 6-day soaking periods. After soaking, a standard
69
rubber hose is ground over the surface of the sample (while still
submerged) for a set period of time. The wear loss is then
calculated
Final Testing
Once the job mix components have been selected, the mix is
tested to determine its properties and ensure compliance with
the specifications listed in Table 9-4. If the mix conforms to the
specifications, the emulsion content and aggregate grading is
reported as the job mix formula. Field adjustments may be
made to the job mix formula to accommodate climatic variables
during application. As a result of the mix design process,
adjustments are limited to the amount of additives (cement and
retardant) and water content required to ensure a good
homogeneous mix at the time of application.
70
CHAPTER :-13
Ans.2) The SHRP asphalt research program, the largest SHRP program at
$53 million (FHWA, 1998[1]), had three primary objectives (NECEPT,
2001[3]):
Investigate why some pavements perform well, while others do not.
71
Develop tests and specifications for materials that will out-perform
and outlast the pavements being constructed today.
Work with highway agencies and industry to have the new
specifications put to use.
The final product of this research program is a new system referred to as
“Super pave”, which stands for SuperiorPerforming Asphalt Pavements.
Super pave, in its final form consists of three basic components:
1. An asphalt binder specification. This is the PG asphalt binder
specification.
2. A design and analysis system based on the volumetric properties
of the asphalt mix. This is the Super pave mix design method.
3. Mix analysis tests and performance prediction models. This area
is not yet complete. Test development and evaluation is ongoing as
of 2001.
Each one of these components required new specifications and
performance standards as well as new testing methods and devices. As of
late 2001, most states (48) have adopted or will adopt the Super pave PG
asphalt binder specification and 39 states either have adopted or will adopt
the Super pave mix design method
72
aggregate criteria, which the Asphalt Institute (2001[2]) calls “source
properties” (because they are considered to be source specific) such
as L.A. abrasion, soundness and water absorption are used in Super pave
but since they were not modified by Super pave they are not discussed
here.
73
74
Figure 13.2. Gyratory compactor.
75
3. Nmax. The number of gyrations required to produce a laboratory
density that should never be exceeded in the field. If the air voids
at Nmax are too low, then the field mixture may compact too much
under traffic resulting in excessively low air voids and
potential rutting. The air void content at Nmax should never be
below 2 percent air voids.
Typically, samples are compacted to Ndesign to establish the optimum
asphalt binder content and then additional samples are compacted to
Nmax as a check. Previously, samples were compacted to N max and then
Ninitial and Ndesign were back calculated. Table 6 lists the specified number
of gyrations for Ninitial, Ndesign and Nmax while Table 7 shows the required
densities as a percentage of theoretical maximum density (TMD) for
Ninitial, Ndesign and Nmax. Note that traffic loading numbers are based
on the anticipated traffic level on the design lane over a 20-year
period regardless of actual roadway design life (AASHTO, 2001[4]).
0.3 to 7 75 115
76
10 to 8 100 160
Ta
ble
≥ 30 9 125 205 6.
Nu
mb
* When the estimated 20-year design traffic loading is between 3 er
and initial = 7, Ndesign = 75 and Nmax = 115. of
Gy
rations for Ninitial, Ndesign and Nmax (from AASHTO, 2001[4])
Table 13.2. Required Densities for Ninitial, Ndesign and Nmax (from
AASHTO, 2001[4])
0.3 to ≤ 90.5
3 to ≤ 89.0
10 to
77
≥ 30
Q.4) What is Super pave? Explain steps for mix design of super pave.
Ans.4) The Super pave mix design method. The Super pave system
ties asphalt binder and aggregate selection into the mix design process,
and considers traffic and climate as well. A gyratory compactor has
replaced the compaction devices from the Haveem and Marshall
procedures and the compaction effort in mix design is tied to expected
traffic.
Superpave Procedure
The Superpave mix design method consists of 7 basic steps:
1. Aggregate selection.
2. Asphalt binder selection.
3. Sample preparation (including compaction).
4. Performance Tests.
5. Density and voids calculations.
6. Optimum asphalt binder content selection.
7. Moisture susceptibility evaluation.
Aggregate Selection
Superpave specifies aggregate in two ways. First, it places restrictions
on aggregate gradation by means of broad control points. Second, it
78
places “consensus requirements” on coarse and fine aggregate angularity,
flat and elongated particles, and clay content. Other aggregate criteria,
which the Asphalt Institute (2001[2]) calls “source properties” (because
they are considered to be source specific) such as L.A.
abrasion, soundness and water absorption are used in Superpave but since
they were not modified by Superpave they are not discussed here.
Gradation and Size
Aggregate gradation influences such key HMA parameters as (read about
these parameters here) stiffness, stability, durability, permeability,
workability, fatigue resistance, frictional resistance and resistance to
moisture damage (Roberts et al., 1996[1]). Additionally, the maximum
aggregate sizecan be influential in compaction and lift thickness
determination.
Gradation Specifications
Superpave mix design specifies aggregate gradation control points,
through which aggregate gradations must pass. These control points are
very general and are a starting point for a job mix formula.
Aggregate Blending
It is rare to obtain a desired aggregate gradation from a single aggregate
stockpile. Therefore, Superpave mix designs usually draw upon several
different aggregate stockpiles and blend them together in a ratio that will
produce an acceptable final blended gradation. It is quite common to find
a Superpave mix design that uses 3 or 4 different aggregate stockpiles
79
this is a good indication of aggregate quality – HMA with
excess natural sand will frequently fail the Ninitialrequirement.
A mixture designed for greater than or equal to 3 million
ESALs with 4 percent air voids at Ndesign should have at least
11 percent air voids at Ninitial.
2. Ndesign. This is the design number of gyrations required to
produce a sample with the same density as that expected in
the field after the indicated amount of traffic. A mix with 4
percent air voids at Ndesign is desired in mix design.
3. Nmax. The number of gyrations required to produce a
laboratory density that should never be exceeded in the field.
If the air voids at Nmax are too low, then the field mixture may
compact too much under traffic resulting in excessively low
air voids and potential rutting. The air void content at
Nmax should never be below 2 percent air voids.
Typically, samples are compacted to Ndesign to establish the
optimum asphalt binder content and then additional samples are
compacted to Nmax as a check. Previously, samples were compacted
to Nmax and then Ninitial and Ndesign were back calculated. Table 6
lists the specified number of gyrations for Ninitial, Ndesign and
Nmax while Table 7 shows the required densities as a percentage of
theoretical maximum density (TMD) for Ninitial, Ndesign and
Nmax. Note that traffic loading numbers are based on the
anticipated traffic level on the design lane over a 20-year
period regardless of actual roadway design life (AASHTO,
2001[4]).
80
Less than 0.3 6 50 75
0.3 to 7 75 115
10 to 8 100 160
≥ 30 9 125 205
Table 13.4. Required Densities for Ninitial, Ndesign and Nmax (from
AASHTO, 2001[4])
The standard gyratory compactor sample preparation procedure is:
AASHTO TP4: Preparing and Determining the Density of
Hot-Mix Asphalt (HMA) Specimens by Means of the
Superpave Gyratory Compactor
81
20-yr Traffic Required Density (as a percentage of
Loading TMD)
(in millions of
ESALs) Ninitial Ndesign Nmax
0.3 to ≤ 90.5
3 to ≤ 89.0
10 to
≥ 30
82
Figure 13.5. Superpave gyratory compactor sample (left) vs. Hveem/Marshall compactor sample
(right).
83
CHAPTER :-14
84
Premium materials and additives
Better long life behaviors
85
TABLE:14.1 Physical properties of coconut fiber
Property Value
Ultimate Length 0.6 mm
Diameter/Width 16 micron
Single Fiber Length 6 to 8 inches
Density 1.4 gm/cc
Tenacity 10gm/tex
Breaking Elongation 30%
Moisture regain at 65% RH 10.50%
Swelling in water 5% in diameter
Air filled porosity Up to 70%
Water holding capacity Up to 30%
Electrical Conductivity <1.5 mS/cm
pH 5.8-6.4
86
Jute Fiber:
Jute is a long, soft, shiny vegetable fiber that can be spun into
coarse, strong threads. It is produced from plants in the genus
Corchorus, family Malvaceae.
Jute is one of the cheapest natural fibers and is second only to
cotton in amount produced and variety of uses. Jute fibers are composed
primarily of the plant materials cellulose (major component of plant
fiber) and lignin (major components wood fiber). It is thus a lingo-
cellulosic fiber that is partially a textile fiber and partially wood. It falls
into the best fiber category along with knead, industrial hemp, flax
(linen). Ramie, etc. the industrial term for jute fiber is raw jute. The
fibers are off-white to brown, and 1-4 meters (3-12 feet) long.
Jute is one of the strongest natural fibers. The long staple fiber has
high tensile strength and low extensibility. Its lustre determines quality;
the more it shines, the better the quality. It also has some heat and fiber
resistance. The biodegradable features of jute are becoming increasingly
important.
87
Production:
Jute is a rain-fed crop with little need for fertilizer or pesticides. The
production is concentrated in Bangladesh, India, China, and Thailand.
The jute fiber comes from the stem and ribbon of the jute plant. The
fibers are first extracted by resting. The retting process consists of
bonding jute stems together and immersing them in low, running water.
There are two types of retting; stem and ribbon. After the retting
process, stripping begins. In the stripping process, non-fibrous matter is
scraped off, then the workers dig in and grab the fibers from within the
jute stem.
TABLE:14.3 Physical Properties of Jute Fiber
Property Value
Ultimate Jute Length 1.5 to 4mm
Ultimate Diameter of Jute 0.015 to 0.002mm
Jute fiber Length 150 to 300 cm (5 to 12 feet)
Jute color Jute fiber can be White, Yellow,
Brown or Grey
Strength of Jute 3.5 to 5 g /Den
Specific Gravity 1.48
Moisture Regain of Jute 13.75%
Elasticity Breaking Extension 12.8% and
Elastic Recovery very low
Resiliency Bad
Dimensional Stability of Jute Good on average
88
Hemi-cellulose >22.5%
Lignin >11%
Fat and Wax >0.3%
Water Soluble Material >1.2%
Glass Fiber:
GFRC has been successfully used since the last 25 years for
concrete reinforcement, in addition to steel. GFRC is being
manufactured into big panels with a simple configuration or into
intricate shapes by using special techniques. Originally, GFRC
components were anchored directly with the buildings by the use of
metal studs. It was revealed that GFRC shifts considerably due to which
the direct anchors are being replaced by slip anchors. Several structures
use GFRC for dissimilar facing like ceramic tiles, bricks, and
architectural purpose.
GFRC is composed of concrete, reinforced with glass fibers to
produce a thin, lightweight, yet strong material. The material offered
several benefits to architects and designers:
89
Advantages of GFRC:
90
Materials are classified according to the type of fiber incorporated,
which are: type I, steel fiber reinforced concrete that contains stainless,
alloy, or carbon steel fibers; Type II, glass fiber reinforced concrete that
contains alkali-resistant glass fibers; Type III, synthetic fiber reinforced
concrete that contains synthetic fibers; Type IV, natural fiber reinforced
concrete that contains cellulose fibers. The fiber reinforced concrete
shall be furnish either by batch mixing or continuous mixing, and shall
be free of fiber balls when delivered to the point designated by the
purchaser.
FRC is concrete containing fibrous material which increases its
structural integrity. It contains short discrete fibers that are uniformly
distributed and randomly oriented. Fibers include steel fibers, synthetic
fibers and natural fibers.
Why fiber reinforced concrete is used?
Portland cement concrete is believed to be a comparatively brittle
substance. When unreinforced concrete is exposed to tensile stresses, it
is likely to facture and fail. Since the beginning of the nineteenth
century, studies were conducted to reinforce concrete by using steel.
After reinforcement of concrete by steel, it becomes a composite group
in which the steel endures the tensile strength of the composite system.
Research has revealed that the strength of concrete may be improved
tremendously by the addition of fiber reinforcing. Since the stretching
ability under load of reinforcing fiber is greater than concrete, initially
the composite system will function as un-reinforced concrete. However,
with additional loading the fiber reinforcing will be activated, to hold the
concrete mix together.
Characteristics of FRC:
The characteristics of FRC depends upon the:
91
Type of fiber utilized
Volume proportion of the fiber
Ratio of length of the fiber
Diameter of the fiber
Dispersal, direction and construction of fibers
The condition will improve the mechanical proportion including
toughness, ductility, tensile strength, and shear resistance and loading
limit of the fiber reinforced concrete.
92
b)Representative sample of aggregates of different sizes proposed to
be used in the project are collected from the site of the hot mix
plant or crusher.
c) Sieve analysis is carried out on the samples of the aggregates
collected and the proportion in which they should be mixed to
obtain desired gradation is determined.
d)The specific gravity of the coarse and fine aggregates and the
bituminous binder used are determined.
e) Adequate quality of the aggregates and mineral filler are collected
and mixed in the desired proportion as (c) above.
f) Five to six bitumen contents to be used in the trial mixes are
selected so as to cover at least two values each below and above
the probable/estimated value of optimum binder content (which
depends on the gradation of the aggregates selected and the fines
content).
g)Marshall Stability test specimens are prepared by compacting in the
mould with specified number of blows, using different percentages
of bitumen content (with at least three test specimens at each
bitumen content).
h)The weight and mean dimensions or volume are determined for
each specimen
i) The values of percentage air voids (Vv), voids in mineral
aggregates (VMA) and the voids filled with bitumen (VFB) are
calculated for each test specimen and the mean of these for
specimens prepared using different content are tabulated.
j) Marshall stability test is conducted on each specimen and the mean
of Marshall stability value (after applying the correction factor if
any) and floe value for specimens prepared using different binder
contents are tabulated.
k)Graphs are plotted with bitumen content on the X-axis and (i)
density (ii) Marshall stability (iii) flow value (iv) air voids (v) VFB
and (vi) VMA on the Y-axis (as shown in fig.)
93
l) Individual values of optimum bitumen contents are obtained
considering (i) maximum density (ii) maximum stability (iii) mid-
range of recommended flow value (iv) mid-range of recommended
voids content.
m)Considering the different values of optimum bitumen contents
determined as above, a suitable design bitumen content is selected
within the range of optimum values mentioned. Corresponding to
the selected value of design bitumen content, the values of
Marshall Stability, flow, and air voids in the mix are noted from
the graphs and are checked to find if they fulfil the specified mix
design criteria.
n)If required, another value of design binder content may be tried the
same set of test values and graphs. If all the specified design
criteria could not be fulfilled with the selected gradation of
94
aggregates, the mix design tests may be repeated after altering the
gradation of different aggregates.
o)The proportion of mixing different aggregates, filler and bitumen
are specified by weight or by volume for implementation during
construction as the job mix formula.
95
The theoretical specific gravity value of the bituminous mix
specimen, Gt is given by:
100
Gt = W1 W2 W3 W4
+ + +
G1 G2 G3 G4
Here,
W1 = percentage by weight of coarse aggregate in total mix
W2 = percent by weight of fine aggregate
W3 = percent by weight of filler
W4 = percent by weight of bituminous in total mix
Voids Analysis:
100(𝐺𝑡−𝐺𝑏)
Vv(%) =
𝐺𝑡
𝑊4
Vb= Gb×
𝐺4
VMA (%) = Vv + Vb
100𝑉𝑏
VFB (%) =
𝑉𝑀𝐴
Hence,
96
Vv = air voids in the mix%
Vb= volume of bitumen
Gb = specific gravity of bitumen
VMA = voids in mineral aggregates, %
VFB = voids filled with bitumen, %
97
CHAPTER :-15
98
manufacturing), micro silica fume (from reducing quartz in an
electric furnace), claimed clay, claimed shale, super plasticizers,
corrosion inhibitors, shrinkage reducers, and polymer/latex
modifiers.
Fig15.1
99
2. Advantages of High Performance Concrete
1.Reduction in member size, resulting in increase in plinth area/useable
area and direct savings in the concrete volume saved.
5.Longer spans and fewer beams for the same magnitude of loading.
100
3. What are the advantages and disadvantages of Stone Mastic
Asphalt?
ADVANTAGES
· 20-30% increase in pavement life over conventional pavements
· Good aggregate interlock
· Low permeability
· Improve in skid resistance due to the high percentage of fractured
aggregate to motoring public
Particularly on wet pavement.
· Surface texture characteristic may reduce sound from the tyre and
pavement contact as well as
Water spray and glare.
· Strength and stiffness derived from binder and aggregate
structure
· Relatively high binder contents provide good Durability
· Durability (longer in-service life) of SMA should be equal to, or
greater than, DGA and
Significantly greater than OGA.
· It provides a textured, durable and rut resistant wearing course.
· Surface texture characteristics are similar to OGA, so noise
generated is lower than DGA but
Slightly higher than OGA.
· It can be produced and compacted with the same plant and
equipment as for normal hot mix
DGA using procedural modifications.
· SMA can be used on heavily trafficked roads where good
deformation resistance is required.
· Surfacing may reduce reflective cracking from underlying
cracked pavements due to its flexible
Mastic.
· At the end of its service life it is 100% recyclable.
101
DISADVANTAGES
· SMA mix requires higher mixing temperature.
· Potential construction problem with SMA mixtures are drainage
and bleeding.
· Storage and placement temperatures cannot be lowered to control
drainage and bleeding
problem due to the difficulty in obtaining the required compacted.
· Increased material cost associated with high bitumen and filler
content.
· Increased mixing time and time taken to add extra filler may
result in reduced productivity.
· Possible delays in openings (the road) as SMA should be cooled
to 40°c to prevent early
flushing of the binder to the surface.
· Needs more carefully monitoring the composition at the mixing
plant.
· Moisture seeping from the SMA surface for long periods after
rain.
· White fines on the surface of the pavements.
· Premature rutting
· Stripping of asphalt layers below the SMA surfacing.
102
• reduction in tyre wear due to reduced rolling resistance.
However, there are some disadvantages. These include:
• reduced pavement strength. This leads to having to provide more
support in the
structural layers of the pavement. The reduced strength can also
limit the
application of the material to areas not susceptible to high stresses
which could
lead to aggregate fretting
• reduced pavement life in comparison with other materials due to
the increased
likelihood of binder oxidation caused by the voided nature of the
material
• possible clogging of pores and drainage paths while under
construction and also
during the service life of the road
• the need for more salting during winter as snow and frost linger
longer on PA
• increased construction costs due to the increased sensitivity of the
material to
temperature and adverse weather conditions
• increased maintenance costs incurred by many of the above
factors and the fact that
methods of repairing the pavement would be more complex than
with other more
traditional materials.
HIGHWAYAPPLICATIONS
FLYASH IN PORTLAND CEMENT CONCRETE
Overview. Fly ash is used in concrete admixtures to enhance the
performance of concrete. Portland cement contains about 65
103
percent lime. Some of this lime becomes free and available
during the hydration process. When fly ash is present with free
lime, it reacts chemically to form additional cementations
materials, improving many of the properties of the concrete.
Benefits. The many benefits of incorporating fly ash into a PCC
have been demonstrated through extensive research and countless
highway and bridge construction projects. Benefits to concrete
vary depending on the type of fly ash, proportion used, other mix
ingredients, mixing procedure, field conditions and placement.
Some of the benefits of fly ash in concrete:
➤Higher ultimate strength
➤ Improved workability
➤ Reduced bleeding
➤ Reduced heat of hydration
➤ Reduced permeability
➤ Increased resistance to sulfate attack
➤ Increased resistance to alkali-silica reactivity (ASR)
➤ Lowered costs
➤ Reduced shrinkage
FLY ASH IN STABILIZED BASE COURSE
Overview. Fly ash and lime can be combined with aggregate to
produce a quality stabilized base course. These road bases are
referred to as pozzolanic-stabilized mixtures (PSMs). Typical fly
ash contents may vary from 12 to 14 percent with corresponding
lime contents of three to five percent. Portland cement may also
be used in lieu of lime to increase early age strengths. The
resulting material is produced, placed, and looks like cement-
stabilized aggregate base
Benefits. PSM bases have advantages over other base materials:
➤ Use of locally available materials
➤Provides a strong, durable mixture
➤ Lower costs
➤Autogenous healing
104
➤ Increased energy efficiency
➤ Suitable for using recycled base materials
➤Can be placed with conventional equipment
Cautions. PSM bases require attention to:
➤ Seasonal limitations
➤ Traffic loading before complete curing
➤ Proper sealing and protection with asphalt or other surface
treatment is required to improve skid resistance
Chapter 4 provides a more thorough discussion of stabilized base
course.
105
➤ Decreases the variability in the density of the backfilled
materials
➤ Improves safety at the job site and reduces labour costs
➤ Decreases excavation costs
➤ Allows easy excavation later when properly designed
Cautions. When using flow able fill, care must be taken to:
➤ Anchor lighter weight pipes to prevent floating
➤ Provide confinement before initial set of the material
➤ Evaluate corrosion of metal pipe at interface of soil
Chapter 5 includes a detailed discussion of flow able fill
Applications.
FLY ASH IN STRUCTURAL FILLS/EMBANKMENTS
Overview. Fly ash can be used as a borrow material to construct
Fills and embankments. When fly ash is compacted in lifts, a
Structural fill is constructed that is capable of supporting highway
buildings or other structures. Fly ash has been used in the
Construction of structural fills/embankments that range from small
fills for road shoulders to large fills for interstate highway
Embankments.
Benefits. When used in structural fills and embankments, fly ash
Offers several advantages over soil and rock:
➤ Cost-effective where available in bulk quantities
➤ Eliminates the need to purchase, permit, and operate a
Borrow pit
➤can be placed over low bearing strength soils
➤ Ease of handling and compaction reduce construction time
and equipment costs
Cautions. Be aware that:
➤ State or local environmental regulations may require
Consideration of the potential impacts to ground water at
Adjoining properties
➤requires dust control and erosion prevention measures
Chapter 6 provides additional information.
106
FLY ASH IN SOIL IMPROVEMENT
Overview. Fly ash is an effective agent for chemical and/or
Mechanical stabilization of soils. Soil density, water content,
plasticity, and strength performance of soils. Typical applications
Include: soil stabilization, soil drying, and control of shrink-swell.
Benefits. Fly ash provides the following benefits when used to
Improve soil conditions:
➤ Eliminates need for expensive borrow materials
➤ Expedites construction by improving excessively wet or
Unstable subgrade
➤by improving subgrade conditions, promotes cost savings
through reduction in the required pavement thickness
➤Can reduce or eliminate the need for more expensive natural
Aggregates in the pavement cross-section
Cautions. The most important considerations for soil
Improvement projects are:
➤The rate of the hydration reaction upon exposure to water
➤ Soil moisture content at the time of compaction
➤ Fly ash with a sulphate content greater than 10 percent may
cause soils to expand more than desired
➤ In many cases, leaching tests may be required by local and
state agencies
Soil improvement is discussed more thoroughly in Chapter 7.
FLY ASH IN ASPHALT PAVEMENTS
Overview. Fly ash can be used as mineral filler in HMA paving
Applications. Mineral fillers increase the stiffness of the asphalt
mortar matrix, improving the rutting resistance of pavements, and
The durability of the mix.
Benefits. Fly ash will typically meet mineral filler specifications
for gradation, organic impurities, and plasticity. The benefits of
fly ash include:
➤ Reduced potential for asphalt stripping due to hydrophobic
Properties of fly ash
107
➤ Lime in some fly ashes may also reduce stripping
➤ May afford a lower cost than other mineral fillers
Chapter 8 has additional information.
FLY ASH IN GROUTS FOR PAVEMENT SUBSEALING
Overview. Grouts are proportioned mixtures of fly ash, water,
And other materials used to fill voids under a pavement system
Without raising the slabs (subsealing), or to raise and support
Concrete pavements at specified grade tolerances by drilling and
Injecting the grout under specified areas of the pavement.
Benefits. Fly ash grouts can:
➤be used to correct undermining without removing overlying
Pavement
➤be accomplished quickly with minimum disturbance to
Traffic
➤ Develop high ultimate strength
Cautions. Fly ash grouts:
➤ Require curing period before extremely heavy loading
because of low early strength
➤require confinement of the grout mixture under pavement
a. Performance-specified cements.
b. Next-generation sustainable cements.
c. Eco-friendly cements.
d. Energetically modified cement.
2. Concrete Materials.
a. Engineered cement composites (ECCs).
108
b. Titanium dioxide–modified concrete.
c. Pervious concrete.
d. Self-consolidating concrete.
e. Sulphur concrete.
f. Autoclaved aerated concrete.
g. Geopolymer concrete.
h. Hydrophobic concrete.
i. Ductile concrete.
a. Sulfur-extended asphalt.
b. Bio-derived asphalt binders.
c. High modified asphalt binders.
4. AC Materials.
8. Aggregate Materials.
a. Synthetic aggregates.
b. Manufactured aggregate using captured CO2.
c. Materials that allow internal concrete curing
109
CHAPTER :-16
110
Chemical additives reduce the cost of construction, modify properties of
hardened concrete, ensure quality of concrete during
mixing/transporting/placing/curing, and overcome certain emergencies
during concrete operations.
Mineral additives make mixtures more economical, reduce permeability,
increase strength, and influence other concrete properties. Mineral
admixtures affect the nature of the hardened concrete through hydraulic
or pozzolanic activity. Pozzolanas are cementitious materials and
include natural pozzolanas (such as the volcanic ash used in Roman
concrete), fly ash and silica fume. They can be used with Portland
cement, or blended cement either individually or in combinations.
111
chemical most commonly used in accelerating admixtures, especially for
non-reinforced concrete.
Air-Entrainment
Air-entraining admixtures are used to purposely introduce and stabilize
microscopic air bubbles in concrete. Based on special surfactants, these
admixtures cause tiny air bubbles < 0.3mm in diameter to stabilize
within the cement paste. This air helps to prevent the concrete from
cracking and scaling as a result of frost action. Air also increases
cohesion in the mix, reducing bleed water and segregation of the
aggregate before the concrete can set.
Shrinkage reducing
Shrinkage-reducing admixtures have potential uses in bridge decks,
critical floor slabs, and buildings where cracks and curling must be
minimized for durability or aesthetic reasons. Concrete shrinks, mainly
due to loss of excess water. This causes internal stresses that lead to
cracking or curling, especially in slabs. These admixtures reduce the
shrinkage stress.
Corrosion-Inhibiting
Corrosion inhibitors are used in concrete for parking structures, marine
structures, and bridges where chloride salts are present. The chlorides
can cause corrosion of steel reinforcement in concrete. These admixtures
work for many years after the concrete has set, increasing the corrosion
resistance of reinforcing steel to reduce the risk of rusting steel causing
the concrete to crack and scale.
Super plasticizers
112
They are based on Sulphonated Naphthalene or Melamine formaldehyde
condensates, Vinyl polymers or Polycarboxylate Ethers. These
admixtures give a much higher performance than the normal plasticizers.
They are also known as plasticizers or high-range water reducers
(HRWR), reduce water content by 12 to 30 percent and can be added to
concrete with a low-to-normal slump and water-cement ratio to make
high-slump flowing concrete. Flowing concrete is a highly fluid but
workable concrete that can be placed with little or no vibration or
compaction. The effect of Super plasticizers lasts only 30 to 60 minutes,
depending on the brand and dosage rate, and is followed by a rapid loss
in workability. As a result of the slump loss, Super plasticizers are
usually added to concrete at the jobsite.
Precautions in Use of Concrete Additives-
Following simple precautions should be considered by the concrete
engineer when using the additives: firstly, one should confirm the
quality with relevant codes of practice to ensure that they are aware of
the side effects of the additives and whether they are beneficial or
harmful, the concentration of the active ingredient of the additives
amongst other precautions.
The engineer should also make sure that the negative effects is not more
that acceptable limits; they are to also follow the manufacturer’s
instructions regarding the dosage and also conduct the relevant tests to
make sure that the desired effects are being obtained under the job-site
conditions. Finally, they are to make sure that the batching of the
additives is accurate and there is no overdosing particularly in case of
very sensitive additives.
Concrete additives are used under different situations. They may be used
when properties cannot be made by varying the composition of basic
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material in a mixture, to produce desired effects that are economical, and
also to make concrete that is of poor quality better.
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In practice, the high-performance concrete is obtained by careful
selection of raw materials (including chemical/mineral admixtures) &
appropriate mix design to achieve the desired performance objectives.
Most high-performance concretes have a high cementitious content and
a water-cementitious material ratio of 0.40 or less.
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o Good surface texture
3. Controlled proportions of high performance concrete yields
Resistance to weathering and chemicals
o Appropriate cement type
o Low W/C ratio
o Proper curing
o Alkali-resistant aggregate
o Suitable admixture
o Use of super-plasticizers, fly-ash, polymers or silica fume as admixtures
o Air entrainment
4. Controlled handling of high performance concrete yields Economy
o Large maximum aggregate size
o Efficient grading
o Minimum slump
o Minimum cement content
o Optimal automated plant operation
o Admixtures and entrained air
o Quality assurance and control
5. Appropriate cement type: low C3A, MgO, free lime, low Na2O and
K2O.
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Q.4 What are the advantages of High Performance Concrete?
The following are the major advantages that can be accomplished-
5. Longer spans and fewer beams for the same magnitude of loading.
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Q.5What are the applications of High Performance Concrete?
Major applications of high performance concrete have been in the areas
of pavements, long-span bridges and high-rise buildings. In prestressed
concrete bridges, concrete should have not only high strength, but
reduced shrinkage and creep.
The foremost use of high performance concrete is in high rise buildings,
where advantages like reduction in dead loads and reduced sizes of the
columns which gives more rentable space can be employed.
High performance concrete is being increasingly used for highway
pavements due to the potential economic benefit that can be derived
from the early strength gain of high performance concrete, its reduced
permeability; increased wear of abrasion resistance to steel studded fires
and improved freeze-thaw durability.
The use of high performance concrete in bridges would result in smaller
loss pre-stress and consequently larger permissible stress and smaller
cross-section being achieved, i.e. it would enable the standard pre-
stressed concrete girders to span longer distances or to carry heavier
loads. In addition, enhanced durability allow extended service life of the
structure.
The use of High Performance concrete in hydropower structures results
into lesser repairs and increased durability. A few of its components viz.
glacis of Spillway, Diversion Tunnel, Head Race Tunnel, Silt Flushing
Tunnel, Tail race Tunnels etc. are required to be coated with High
Performance Concrete so that their performance in handling high
velocities of water and huge quantities of silt is enhanced.
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