Highway Engineering

By
Prof. Madhuri K. Rathi, Mr.Darshan V Patel
Department of Civil Engineering, Pune University, India

Abstract
The growing population of India has created many problems one of the challenging ones being car parking which we confront almost every day. Besides the problem of space for cars moving on the road, greater is the problem of space for a parked vehicle considering that private vehicles remain parked for most of their time. While residential projects still escape with designated parking, the real problem lie with commercial spaces many a time which is overcome by taking extra open spaces to park.

Multi-level Parking systems for sometime have provided relief since they come with a number of advantages – optimal utilisation of space, lower maintenance and operational cost, lower construction cost, secure and environment-friendly nature, comfortable for the drivers, cost saving for builders by saving height or depth. Multiple Level Car Parking Systems are much in vogue a method of automatically parking and retrieving cars that typically use a system of pallets and lifts and signalling devices for retrieval. They serve advantages like safety, saving of space, time and fuel space but also need to have an extra and a very detailed assessment of the parking required, space availability and traffic flow.
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By
Ms. Chinkal Patel – M.E. Chemical, GCPC , Gandhinagar
Prof. Rupande Desai – Asst. Professor of Rubber Technology, L. D. College of Engineering, Ahmedabad
Dr. P. J. Gundaliya – Asst. Professor of Civil Engineering, L. D. College of Engineering, Ahmedabad

ABSTRCT
In the Past, bitumen was used to waterproof roofs. The roof crack reflected through to the surface of each successive bitumen patch. The cracking problem solve if incorporated rubber in next round of patching. Roofing is a past or we also say that present waterproof barrier of environment & Human Effectiveness.

The primary reason for using bituminous rubber is that it provides significantly improved engineering properties over conventional grade bitumen.
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By Nurul Hidayah

INTRODUCTION
Bitumen is a black or dark brown non-crystalline solid or viscous material, composed principally of high molecular weight hydrocarbons, having adhesive properties, derived from petroleum either by natural or refinery processes and substantially soluble in carbon disulphide. Refer to Ali Akhber Yousefi (2002), bitumen in pure form is not suitable for modern roads and present traffic, therefore forced engineers to modify bitumen to improve its performance during service life.

The modified binder are more stable under heavy loads, braking and accelerating forces and shows increased resistance to permanent deformation in hot weather. It resists fatigue loads and having better adhesion between aggregates and binders.

TYPE OF BITUMEN MODIFIER AND ADDITIVE

There are 3 type of bitumen modifier, namely :
(1) physical modification
(2) chemical modification
(3) other type modification

The table 1 below showed the type of modifier and example of additive that being used to modify the bitumen.
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By
S.S. KOLO, (Civil Engineering Department, Federal University of Technology, Minna, Nigeria), Y.A.JIMOH (University of Ilorin, Nigeria) AND P. N.NDOKE(Civil Engineering Department, Federal University of Technology, Minna, Nigeria)

Abstract
This paper presents the outcome of the axle load survey on a section of a rural trunk road in Nigeria in order to ascertain the contribution of overloaded goods vehicles to pavement failure. Seven day classified traffic and axle load survey was conducted for the determination of ADT, percentage heavy vehicle and the imposed axle load at respective axle position for the traversing vehicles on the Old Jos –Kaduna road, Kaduna state Nigeria. The proportion of the vehicle laden weight carried by each axle and the corresponding standard axle load (sal) was computed with the index model of power 4. The percentage and magnitude of overloaded axles were respectively determined as an indicative measure of the extent of structural damage to the pavement. The studied pavement was overstressed up to five times beyond the Nigeria standard axle load of 80kN, which was too high and hence constituting the hindsight to frequent structural damage to road pavements in Nigeria. It was recommended that the axle load control with weigh-in-motion weighing bridges to assure protection of the road from failure be instituted that will impact less disturbance to normal traffic flow on the arterial.

Keywords
Commercial Vehicle, Average Daily Traffic, Design life, Axle Load, Gross Weight and Gross Vehicle Weight
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By
S.S.Kolo(1)andy.Ajimoh(2)
Dept.Ofcivilengineering
1. Futminna
2. Unilorin

ABSTRACT
This study present, the Marshall properties of the cold mix asphalt produced with the DPWS modified bitumen were compared with those of the commercial cold mixes in use in Nigeria. The following Stability and flow result were obtained after careful laboratory experiment; for the DPWS modified cold mix Asphalt a stability of 5.8KN and flow of 4mm were obtained when using the normal hot mix method of testing, while stability of 9.58KN and flow of 4.5mm were obtained when air dried method was used. The Portland Emco shows stability of 2.21KN and flow of 3.95mm when it was subjected to test using the normal hot mix method of testing, while a stability of 4.37KN and a flow of 4.85mm were obtained air dried method was used. The Carboncor shows stability of 4.27KN and flow of 5.5mm when it was subjected to test using the normal hot mix method of testing, while a stability of 9.79KN and a flow of 5.5mm were obtained when air dried method was used. The UPM could not be tested for stability when it was subjected to test using the normal hot mix method of testing, but using the air dried method a stability of 1KN and a flow of 6.85mm were obtained. This shows that the modified cold Asphalt has a good strength when subjected to worst condition.

Keywords: Marshall Properties, Stability, DPWS, Cold Asphalt
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With the use of rockfill to build embankment, it is not a concern regarding the build-up of pore water pressure during construction so that the embankment can be filled at the faster rate. Moreover, the use of rockfill allows a steeper angle in forming road embankment when compared with earthfill so that it results in a small amount of fill. As such, it helps save the cost of construction.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.

Hot applied thermoplastic road marking appears to be more commonly used than cold applied road paint as road marking materials. For hot applied thermoplastic road marking, it allows the addition of solid glass head which enhances reflectorisation effect. This essentially makes great improvement on the visibility of road markings at night time. Moreover, from past experience the durability of thermoplastic road marking is higher than that of road paint.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.

Retroreflectivity refers to the part of incident light from headlights of a vehicle being reflected back to the driver. Retroreflectivity is normally achieved in road marking materials by using glass beads or ceramic beads.

These beads are sprayed on the marking materials when the road is marked. The beads are transparent and serve as lenses. When the light passes through the beads, it is refracted through the beads and then reflected back towards the original path of entry. The use of glass beads enhances retroreflectivity which raises the safety level for night driving.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.

In nighttime, car drivers could not see where the road ends and where the alignment of road changes in direction. Without sufficient number of road lightings, it is necessary to provide some means to guide the drivers along dark roads. Hence, in 1933 Percy Shaw invented the cat’s eye (i.e. road studs) which is based on the principle of cat’s eyes. When a ray of light enters the eyes of a cat, the light shall be reflected back towards to the emitting source. As such, with the reflection of car’s headlights by road studs, it is possible to identify road conditions and alignment in darkness.

However, the provision of cats’ eye is not without problem. For instance, there have been reported accidents arising from loosely installed cat’s eye. Some new design of cat’s eye uses LEDs which flash at about 100 times per second. However, it is claimed to cause epileptic fits of drivers.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.

In general, kerbs are essential in road pavements due to the following reasons (based on Arthur Wignall, Peter S. Kendrick and Roy Ancil):

(i) They provide strength to the sides of road pavements and avoid lateral displacement of carriageway due to traffic loads.

(ii) In terms of road safety, they serve as a separation line between footway and carriageway and aid car drivers in driving safely.

(iii) They act as a vertical barrier to guide the surface runoff collected in road pavements to the gullies.

This question is taken from book named – A Self Learning Manual – Mastering Different Fields of Civil Engineering Works (VC-Q-A-Method) by Vincent T. H. CHU.