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2017
ISSN 0376-7256 Newspaper Regd. No.25597/73 Price 20

INDIAN HIGHWAYS
Volume: 45 Number: 1 Total Pages: 76 January, 2017

Photo: Ravi Shankar Dhoundiyal

77TH
TH
ANNUAL SESSION OF
INDIAN ROADS CONGRESS
held at Hyderabad (Telangana)

https://www.irc.nic.in
INDIAN HIGHWAYS JANUARY 2017
C INDIAN HIGHWAYS
Volume: 45 Number: 1 JANUARY 2017 ISSN 0376-2756

Indian Roads Congress

Founded : On 10th December 1934

O 


FROM THE EDITORS DESK

NEWS BOX

IMPORTANT ANNOUNCEMENTS
4

N
 MEET THE NEW EXECUTIVE COMMITTEE OF IRC 2017 10

 HIGHLIGHTS OF 77TH ANNUAL SESSION OF IRC 13

 TECHNICAL PAPERS

VARIATION OF PAVEMENT DESIGN WITH ENVIRONMENTAL 29

T
TEMPERATURE VARIATION
by Dr. Swapan K. Bagui & Mrs. Atasi Das

INFLUENCE OF ROUNDABOUT SIZE AND CIRCULATING TRAFFIC 37

FLOW ON CRITICAL GAPS, FOLLOW-UP TIMES AND SPEEDS
by Abdullah Ahmad & Rajat Rastogi

E
 CIRCULARS 49

 TENDER NOTICES 67

Cover Honble Union Minister for Road Transport & Highways and
Shipping Shri Nitin Gadkari innaugurated the 77th Annual Session of IRC by
lighting the traditional lamp at Hyderabad on 17th December, 2016.

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

Email: secygen.irc@gov.in / publication.irc@gov.in

Headquarter: Secretary General, Indian Roads Congress, Sector-6, R K Puram,

Kama Koti Marg, New Delhi-110 022. Phone: 91 11 26185303, Fax: 91 11 26183669.

T
Cover and Typesetting: Darpan Video India.
Printed at: I G Printers Pvt. Ltd., 104, DSIDC Complex, Okhla Industrial Area, Phase-I,
New Delhi-110020.

No part of this publication may be reproduced by any means

without prior written permission from the Secretary General, IRC.

S
The responsibilty of the contents and the opinions expressed in Indian Highways
is exclusively of the author/s concerned. IRC and the Editor disclaim
responsibility and liability for any statements or opinion, originality of contents
and of any copyright violations by the authors. The opinions expressed in the
papers and contents published in the Indian Highways do not necessarily
represent the views of the Editor or IRC.
FROM THE EDITORS DESK
I
ndia has a road network of
5.5 million km, the second
largest in the world. At 1.66
km of roads per square km of
land, the quantitative density
of Indias road network is higher
than that of Japan (0.91) and
US (0.67), and far higher than
that of China (0.46), Brazil
(0.18) and Russia (0.08).
Highways consisting of
1,00,087 kmNational Highways
and 1,67,109 km State
Highwaystogether accounted
for less than 5% of road
network and responsible for
52.4% of the road accidents.
Rural areas are more prone to
road accidents, accounting for
61.0% of total road
accidentfatalities. Drivers fault
has been the single most
responsible factor,accounted
for 77.1% of total road
accidents.India has 160 million
registered motor vehicles
consisting 110 million two/three
wheelers (70%); 25 million cars
(16%) and 12 million
commercial trucks (6%). The
share of two wheelers and cars
including jeeps and taxis is
4 INDIAN HIGHWAYS  JANUARY 2017
VERDICT ON PROHIBITION
WAKE-UP CALL FOR
ENACTMENT OF POLICY ON
USE OF INTOXICATED
SUBSTANCES
accounted for 28.8% and
23.6% respectively. Pedestrian
road users accounted for 53%
and two-wheeler drivers in the
tune of 28% are the victims
of fatal road accidents.The
thirteen States namely
Tamilnadu, Maharashtra,
Madhya Pradesh, Karnataka,
Kerala, Uttar Pradesh, Andhra
Pradesh, Rajasthan, Gujarat,
Telangana, Chhatisgarh, West
Bengal and Haryana together
accounted for 86.7% of all road
accidents in the Country. India
alone accounts for 11% over
of the Global Road Crashes the
highest in the World, a dubious
distinction. In the year2015,
we had over half a million road
accidents (5,01,423) resulting
1,46,133 fatalities.This means
loss of 17 lives on an average
every hour in our Country. The
total socio-economic loss due
to road accidents is estimated
@ 4.0% of Gross Domestic
Product (GDP). India is
signatory to the UN Brasilia
Declarationthat the decade
2011-2020 to be the Decade
of Action for Road
Safety,aiming to reduce
road fatalities by 50% by
2020.
Bearing in mind the
galloping trend in road accident
and devastating consequen-
ces, the Honble Supreme
Court of India (SCI), in a three-
judge bench of Chief Justice
T.S. Thakur and Justices Dr.
D.Y. Chandrachud and L.
Nageswara Rao, on 15 th of
December, 2016, in the matter
ofCivil Appeal Nos.12164-12166
of 2016 {Arising out of SLP (C)
Nos.14911-14913 of 2013} filed
across the Country seeking a
direction to amend excise laws
to ensure that no liquor is sold
along side highways, has
directed and ordered:
 All states and union
territories shall forthwith cease
and desist from granting
licences for the sale of liquor
along national and state
highways;
 The prohibition
contained in (i) above shall
extend to and include stretches
of such highways which fall
within the limits of a municipal
corporation, city town or local
authority;
 The existing licences
which have already been
renewed prior to the date of
this order shall continue until the
term of the licence expires but
no later than 1 April, 2017;
 All signages and
advertisements of the
availability of liquor shall be
prohibited and existing ones
removed forthwith both on
national and state highways;
 No shop for the sale of
liquor shall be (i) visible from a
national or state highway; (ii)
directly accessible from a
national or state highway and
(iii) situated within a distance
of 500 metres of the outer
edge of the national or state
highway or of a service lane
along the highway.
 All States and Union
territories are mandated to
strictly enforce the above
directions. The Chief
Secretaries and Directors
General of Police shall within one
month chalk out a plan for
enforcement in consultation
with the state revenue and
home departments. Responsi-
bility shall be assigned inter alia
to District Collectors and
Superintendents of Police and
other competent authorities.
Compliance shall be strictly
monitored by calling for
fortnightly reports on action
taken.
 These directions issue
under Article 142 of the
Constitution.
The problem of boozing
and drug abuse is a social
malaise and acute in the State
of Punjab in North-West and
Manipur in North-Eastdue to
their location close to the major
pappy growing areas of the
world. The dilemma is
thatsupply reduction is
under the purview of the
enforcement agencies with the
Department of Revenue as
the Nodal Agency whereas the
demand reduction strategy
is under the domain of Social
Sector and the Union Ministry
of Social Justice & the state of Punjab and
Empowerment. Section-71 of
the Narcotic Drugs and
Psychotropic Substances Act,
1985 empower the Govt. to
supply of narcotic drugs and
psychotropic substances.
Alcohol and drug use have
been identified as important risk
factors of road accidents world-
wide. The prevalence of drugs
and alcohol and its role in rural
accidents have been the
objects of research. The
study has shown that majority
of injured drivers were motor-
cyclists, who had not worn
helmets and mostly were in
early thirties. Over all 54% of
injured drivers were positive for
alcohol and/or drug use. Under
Motor Vehicle Act, 1988, the
traffic regulatory authorities are
penalizing the drunk drivers by
the way of roadside breath
alcohol testing with no
protocols for drug
screening.
It is inevitable to save
avoidable and unaffordable
INDIAN HIGHWAYS
socio-economic loss caused due
to road accidents out of which
nearly 40% of fatal road
accidents occur under the
influence of intoxication/
tobacco and consumption of
alcohol whereas two third of
these casualties occur in the
age less than 40 years.
The Arrive SAFE India, a
NGO dedicated to Road Safety
founded by Harman Singh
Sidhu, who has been confined
to a wheelchair for the past 20
years following a car crash, is
possibly the first person to drag
Haryana to court in December,
2012 through CWP (PIL)
No.25777 of 2012 regarding
removal of Unauthorized Liquor
Vendors along NH-1 (Panipat
Jalandhar Section). Mr Sidhu
has already surveyed about
60,000 km and feels still a long
way to go before any
perceptible change ought to be
seen on the ground.
It is therefore, contempl-
ated to enact national policy on
use of Ayurveda as an
alternative to use of substance
(alcohol& drugs) being a
pragmatic preventive measure
as win-win strategy in
replacement of State Excise
Policies In collaboration with
Patanjali Yogpeeth of Yog
Guru Baba Ramdev in order
to protect fundamental right to
health guaranteed under Article
21 read with Article-47 of the
Constitution of India.
Sajjan Singh Nahar
secygen.irc@gov.in
 JANUARY 2017 5
6 INDIAN HIGHWAYS  JANUARY 2017
NEWS BOX

The Prime Minister, Shri Narendra Modi launching the Char Dham Rajmarg Vikas Pariyojna, at Dehradun, Uttarakhand on
December 27, 2016. The Governor of Uttarakhand, Dr. K.K. Paul, the Union Minister for Road Transport & Highways and
Shipping, Shri Nitin Gadkari, the Chief Minister of Uttarakhand, Shri Harish Rawat and the Minister of State for Petroleum and
Natural Gas (Independent Charge), Shri Dharmendra Pradhan are also seen.

 On 27th December, 2016 Prime Minister Shri Narendra Modi laid the foundation stone of the ambitious Chardham
Mahamarg Vikas Pariyojna at Dehradun. The project of the Ministry of Road Transport and Highways, aims
at improving the connectivity to the Char Dham pilgrimage centres in the Himalayas, making journey to these
centres safer, faster and more convenient. The Chardham project includes developing 900 km of national
highways in Uttarakhand at a total cost of Rs. 12000 crores. Work for 17 projects worth Rs 3000 crores have
already been sanctioned and tendered. The entire length of the highways will be two-laned with paved
shoulder and with a minimum width of 10 metres. There will be tunnels, bypasses, bridges, subways and
viaducts to prevent traffic bottlenecks. A team of experts have been engaged to identify zones prone to
landslides, and environment friendly techniques are being incorporated in the design to make these zones
safer. Wayside amenities and public facilities will be constructed all along the Chardham route, including
parking spaces and helipad for emergency evacuation.
 On 15th December, 2016, the Committee constituted by the Ministry of Road Transport and Highways to
review issues relating to taxi permits and propose taxi policy guidelines to promote urban mobility has submitted
its report. The Committee recommended that city taxies should be allowed to run on App Based platforms.
The policy recommendations also ensure that bigger aggregators do not undercut the traditional cabs. The
committee comprised the representatives from MoRT&H, Transport Commissioners from four States and
representatives from Central Pollution Control Board, Delhi Police, Ministry of Women and Child Development,
NITI Aayog and Ministry of Electronics and Information Technology. The major focus of the policy is to ensure
safe, secure and affordable ride to the common public so as to help in reducing congestion as well as pollution
in the cities. The policy also recommends that the app used by aggregators is validated for its integrity by an
agency authorized by Ministry of Electronics and Information Technology.It is expected that the policy would
help in a healthy growth of the taxi industry.

INDIAN HIGHWAYS  JANUARY 2017 7
IMPORTANT ANNOUNCEMENTS

NEW MEMBERSHIP FEE/FORM

APPLICATION FORM FOR LIFE/INDIVIDUAL ASSOCIATE/STUDENT MEMBERSHIP
(TO BE FILLED IN CAPITAL LETTERS)
1. NAME:
2. NATIONALITY:
(Passport No. & Date of Issue, if Foreigner):
3. DATE OF BIRTH (attach matriculation certificate as proof):
4. QUALIFICATIONS:
5. DESIGNATION AND ORGANIZATION:
6. CONTACT (Mailing) ADDRESS:
(Postal with Pin Code):
Telephone with STD/Mobile:
Email:
7. BRIEF OF EXPERIENCE IN HIGHWAY
SECTOR (Period; Office/post held & Nature of duties performed)
8. PROFESSIONAL AREA OF SPECIAL INTEREST:
9. PAYMENT MODE FOR LIFE/INDIVIDUAL ASSOCIATE/STUDENT MEMBERSHIP FEE:
Through Non-Refundable Demand draft/cheque No.________________ Dated_________________
issued by_________________________________drawn in favour of Secretary General, IRC payable at
New Delhi amounting Rs. __________________as Membership fee is enclosed
10. I hereby request to become Life/Individual Associate/Student Membership (please tick ) of the
IRC and undertake to abide by the bye-laws of IRC and promote the objectives of the Society to
the best of my ability.
Date: Signature
For Official Use
Receipt No: Roll No:
Date: Amt. Received:
Authorized Signatory of IRC

Guidelines for Life/Individual Associate/Student Membership & New Membership Fee Structure
(approved by the IRC Council in its 206th Meeting held at Srinagar, J&K on 25th/26th June, 2015)

1. For Life Membership: Graduate Engineer or equivalent (AMIE) or Diploma with 10 years experience
or engineers/scientists having experience in relevant field for more than 10 years.
2. For Individual Associate Membership: All professionals other than eligible for Life Membership
3. For Student Membership: Any engineering student.
4. FEE (Inclusive of Service Tax) TO BE PAID ALONGWITH APPLICATION FORM:
India & SAARC Countries
*E-Life Membership Rs5000/-
**Non E-Life Membership Rs10000/- (upto age of 45 years)
Rs7500/- (above age of 45 years)
Foreign Countries
*E-Life Membership US$ 150
**Non E-Life Membership US$ 500
Individual Associate E-Membership
*E-Life Membership Rs5000/-
**Non E-Life Membership Rs15000/-
E-Student Membership
Rs 500/- per annum
* For e-membership periodical materials and correspondence by e-mail only
** For non e-membership periodical materials and correspondence by post

8 INDIAN HIGHWAYS  JANUARY 2017

 NEW MEMBERSHIP FEE/FORM
APPLICATION FORM FOR CORPORATE (ASSOCIATE) ANNUAL MEMBERSHIP
(FOR GOVT. DEPTTS., INSTITUTIONS, CORPORATIONS, COMPANIES, ETC. )
(TO BE FILLED IN CAPITAL LETTERS)
1. NAME OF ORGANISATION:
2. CORPORATE ADDRESS (Mailing) (ATTACH REGISTRATION OF THE ORGANIZATION):
(Postal with Pin Code):
Telephone with STD/Mobile:
Email: Website:
3. NATURE OF ACTIVITIES (ATTACHED PROFILE OF THE ORGANIZATION):
Categories: (Tick whichever applicable) (a) Machinery (b) Instrumentation Material
Testing & Others (c) Cement/Concrete/Chemicals (d) Consultant (e) Contractor (f)
Asphalt/Bitumen/Material etc. (g) Any other relevant category
4. ANNUAL TURNOVER (ATTACH DULY AUDITED BALANCE SHEET FOR THE PRECEDING
THREE YEARS)
5. BRIEF OF EXPERIENCE IN HIGHWAY/ROAD TRANSPORTATION SECTOR:
(Period & Nature of activities performed)
6. PAYMENT MODE FOR CORPORATE MEMBERSHIP FEE:

Through Non-Refundable Demand draft/cheque No._____________Dated______________

issued by__________________________drawn in favour of Secretary General, IRC payable at
New Delhi amounting Rs. __________________as Annual Corporate Membership fee is enclosed

7. FOR THE REPRESENTATIVE/NOMINEE:

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

Corporate E-Membership (Annual)

Annual turnover upto Rs.5 Cr.
Annual turnover above Rs.5 Cr. and upto Rs.10 Cr. Rs. 25000/-
Annual turnover above Rs.10 Cr. and upto Rs.25 Cr.
Annual turnover above Rs.25 Cr. and upto Rs.100 Cr Rs. 50000/-
Annual turnover above Rs.100 Cr. Rs. 100000/-

Corporate E-Membership (Foreign Countries) (Annual)

US $ 350

INDIAN HIGHWAYS  JANUARY 2017 9

MEET THE NEW EXECUTIVE COMMITTEE OF IRC 2017
Er. Nalini Kanta Pradhan completed B.Sc Engg (Civil) with Hons in 1980 and M.Sc
Engg (Transportation) with Hons in 1996 besides P.G. Diploma in Environmental
Education & Management in 1999. In his over 33 year professional career, he has
been instrumental in preparing State Road Master Plan, e-governance and Asset
Management besides early completion of many Mega road & bridge projects. He has
shown exemplary improvement in the overall functioning and efficiency of the Deptt.
Presently he is working as E-in-C-cum-Secretary to Works Department, Govt. of Odisha.
Er. Nalini Kanta Pradhan
President

Er. Sajjan Singh Nahar inherited the quality of dedication & hard-work being son of
an Army man (Parents: Mr. Darshan Singh & Mrs. Joginder Kaur). He graduated in
Civil Engg. with distinctions from MBM Engg. College, Jodhpur in 1982 & passed Pilot
Aptitude and Battery Test (PABT).
He started his career in 1983 as Asst Prof in Faculty of Engg, Jodhpur thereafter he
joined CES (R) Gr A in MoRTH in 1985. He graduated in Law from University of Delhi
in 1989. He is credited to have vast experience of field as well as institutional
Er. Sajjan Singh Nahar management during his service career over three and half decade. Some of his
Secretary General
remarkable achievements includes (i) C/o of State of the Art 40 m single span cable
stayed ROB on NH-4 in Bangalore, inaugurated by then Honble PM Mr. A.B. Vajpayee
and the project was bestowed with the best concrete structure award in 2003 (ii) Procured MOEF clearance
for the chronic 4L of Belgoria Expressways costing Rs129 Cr in West Bengal in a record time of three weeks
in the year 2000, the project was originally sanctioned in 1972 for Rs2.50 Cr (iii) Prepared policy guidelines for
mandatory use of fly ash in road construction within 100 km from TPP (published in Japan) and use of cold
applied road markings paint developed by MoRTH under R-40.
He received special commendation as being Focal Point Officer in organizing 1st meeting of SAARC
Technical Committee on Transport held in January, 2005 at New Delhi & attended Dhaka SAARC
Summit of Head of States in 2005 as Chairman of SAARC Technical Committee on Transportation.
In recognition of his outstanding contribution to the development of highway sector, he was
honoured with IRC Pt. Jawaharlal Nehru Birth Centenary Award, 2005.
During his tenure (2008-2011) as CGM in NHAI, he set the trend in no. of assignments which includes
Procurement of BOT contracts, SPV of Port Connectivity as MD, resolution of chronic land acquisition/forest
issues of chronic NHDP projects in Bihar, Jharkhand and NE States besides incredible draft cabinet note on
creation of Expressway Authority of India. As CE (South) during 2013 & 2014, Mr. Nahar got sanctioned
the chronic Allapuzha and Kollam Bypasses on NH-47 in Kerala, at the cost of Rs.42 cr per km, a
record highest cost so far. Mr. Nahar participated in no. of panel discussions and presented various papers
covering vital aspects like pre-construction activities and road safety, the recent one on Cable stayed &
Suspension bridges-a way forward presented during 75th Annual Session at Bhubaneshwar bestowed with
the IRC award for best paper discussed in the Session. He represented for over four years SAARC and JICA
each. Mr. Nahar is privileged to be nominated for Indian delegation to Bangladesh in 2010 & International
Expressway Conference held at Kuala Lumpur in 2011.
Mr. Nahar took over as SG, IRC since October, 2014 and accredited with remarkable achievements like green
initiative simplified e-membership); hosting IRC website on govt. domain (www.irc.nic.in); institution
of long awaited life time achievement award; revival of Pt. Nehru Birth Centenary Award besides
comprehensive SOAR on Road Safety submitted to 3 Member Committee of Honble Supreme Court etc.

10 INDIAN HIGHWAYS  JANUARY 2017

 Mr. S.N. Das is graduated in Mechanical Engg with distinctions in 1979 from MIT
Muzaffarpur. He joined M/s Rohtas Industries thereafter.
Mr. Das was promoted as Chief Engineer in October 2008 and elevated to the rank of
Addl DG in Dec. 2012 and assigned the challenging job of reviving the pace of progress
of flagship program SARDP-NE handled successfully. In August 2014, he was elevated
as DG (RD) & Spl. Secy. to GOI, the highest position in Highway Sector. Under his
command to get approval of ROB/RUB GAD on fast track from the Railways, a MOU
Mr. Satya Narayan Das
was entered into. He is instrumental in preparing the policy guidelines for construction
DG (RD) & Spl. Secy. of concrete roads and carrying out the condition survey of old bridges and rehabilitation
and Treasurer, IRC
thereof.
During his vast experience over three and half decade including 25 years in Highway Sector, Mr. Das is
credited with outstanding achievements which includes (i) Accelerated the training activities in full swing
during his tenure as Director, IAHE, Noida (ii) He is committed for introduction of new materials and latest
technologies in Highway Sector, as such during his convenorship of G-4 Technical Committee (2012-2014) on
Mechanisation and Instrumentation, the vital documents namely, IRC:SP-96-2012 Guidelines for Selection,
O&M of Concrete Batching and Mixing Plants; IRC:SP-97-2013 Guidelines on Compaction Equipment for
Road Works; IRC:SP-86-2010 Guidelines for Selection, O&M of Paver Finishers where brought out and (iii)
He is dedicated in promoting the State-of-the Art R&D activities aiming at clean technologies and use of C&D
waste in road construction, besides recycling of bituminous roads.

Dr. S.S. Porwal graduated in Civil Engineering with Honours from MBM Engineering
College
Jodhpur in 1978, Mastered from IIT, Delhi in 1987 and rewarded with Doctorate by
NIT Silchar in 2015. Dr. Porwal joined BRO in 1980 through CES-1978 exam, UPSC.
He commanded four Chief Engineer Projects in North East, two Task Force Commands,
two Road Construction Companies and two Platoon Commands. During his long service
career of over 36 years including 26 years in Remote/Inaccessible areas of NER
(North-Eastern Region), some of the outstanding achievements during his long service
Dr Shyam Sunder Porwal, VSM
career includes, early opening of Manali-Sarchu Axis which facilitated timely induction
Immediate Past President
of troops during OP Vijay in 1999; Restorations of Hindustan Tibbet (H-T) road in
Satluj Valley on war footing after devastating floods of 31st July/01 Aug night of year
2000; with his out of box innovative ideas, successful construction of Sonapur Cut & Cover structure as a
mitigation measure to the chronic and notorious Sonapur landslide which was adversely affecting 4 NE States
and 16 million people, the concept was replicated to mitigate the similar chronic and notorious Bardang
landslide on NH -10 in Sikkim successfully besides upgradation to double lane of JNM road leading Nathula
Pass from Gangtokon NH-10. In recognition of outstanding work and exemplary service rendered in NER, he
was awarded with VISHISHT SEVA MEDAL (VSM ) in 2001.
He served as Vice-President of IRC in 2014 also. At present, he is promoted as Addl. DG in 2015 and posted
at Guwahati, in charge of NE Region, the newly created wing. He is also Convenor of H-10 (2015-17) Technical
Committee on Hill Roads and Tunnels.

Shri Vinod Kumar completed B.Sc. Engg (Civil) in 1980 and continued for M.Tech in
Structures from same College i.e. Punjab Engineering College, Chandigarh. During
his 33 years plus professional career he served in various difficult and inhospitable
terrains and has handled many important command and staff appointments. Before
his promotion to the rank of Chief Engineer and placed as Dy Director General in
charge of planning and monitoring at HQ DGBR in 2005, he worked in project Chetak
(Rajasthan), Project Pushpak (Mizoram) and as Deputy Director (Bridges) at Hq. He
surveyed Asian Highway (AH-I) in Myanmar for International connectivity from
Shri Vinod Kumar
Vice President
eastern states of India to Thailand via Myanmar. As project Chief Engineer, he
commanded three Projects namely Project Chetak in Rajasthan (2006-2008), Project

INDIAN HIGHWAYS  JANUARY 2017 11

Pushpak in Mizoram (2008-2011) and Project Sewak in Nagaland (2013-2015). He was again placed as Dy
Director General (Bridging & Tunnels) at HQ DGBR, New Delhi in the intermittent period (2011-2013).
Besides construction of buildings and roads, he was involved in design of several important major permanent
bridges viz 764 m span Passighat bridge on River Siang, 410 m span Parashuramkund bridge on River Lohit,
bothe in Arunachal Pradesh, 592 m span cable stay Basoli bridge across River Chenab etc. He has been
actively participating in various Technical Seminars, consortiumsand also published a technical paper on road
and bridge works with special reference to use of bitumen emulsion during 1984-85.
Presently he is working as an Additional Director General Border Roads at New Delhi and looking after
the overall functioning of the Organisation.

Shri K.S. Krishna Reddy Graduated in Engineering and M.Sc. in Engineering from
Govt. B.D.T. Collage of Engineering, Davanagere Mysore University. After working
in academic field for 4 years in 1991, joined Karnataka PWD as AEE Grade 1. He
was promoted as Chief Engineer in 2007 and worked in roads and NH Zones. Since
2013 he has been working as Managing Director, Karnataka Road Development
Corporation Ltd. Bangalore.
In his professional career of over 31 years he has received many awards and Honour
including Bharatha Ratna Sir M. Visweswaraiah Best Engineer Awarded by Govt. of
Shri K.S. Krishna Reddy Karnataka in 2014 and visited several countries including USA, Australia, New Zeland,
Vice President
Philippines, Thailand, Nepal etc.

Shri P. Ravinder Rao, graduated from Osmania University in Civil Engineering in

the year 1981 with Gold Medal, did Masters in Structural Engineering from JNTU,
Hyderabad. In 1982, he Joined Roads & Buildings Department as Deputy Executive
Engineer . In his professional career of nearly 35 years, he worked in design wing
and handled mega projects like Bridges across River Godavari. During his tenure in
HUDA (now HMDA) in 2002 he completed work of Lumbini Park and involved in
prestigious Hyderabad Outer Ring Road Project.
He also worked in NHAI as GM for over 7 years since 2005 and handled number of
Shri P. Ravinder Rao mega projects on NS Corridor including Agra to Nagpur and Kurnool Nagpur and
Vice-President Hyderabad-Yadagirigutta besides Hyderabad-Vijayawada Projects. Shri Rao was
promoted as Chief Engineer in 2012 and posted as Chief Technical Examiner (R&B)
Deptt. He was promoted as E-in-C (R&B) in 2013 and after bifurcation of Andhra Pradesh , has since been
working as E-in-C (R&B) Telangana State.

Shri Pravin Kumar Chharia is a Commerce Graduate from St. Xaviers College of
Kolkata. In 1984, he started the business with Roof Treatment Plant successfully.
Then since 1994 he has been engaged in Manufacturing of special bituminous products
for road construction and up gradation of roads in Eastern India and introduced a
branded bitumen product known as ECOFRIENDLY Cationic Bitumen Emulsion which
made commendable construction in Road construction, operation and Maintenance.
He is strong believer of collective wisdom through the platform provided by IRC in
order to achieve the fruitful results in the larger interest of Highway Industry.
Shri Pravin Kumar Chharia
Vice President



12 INDIAN HIGHWAYS  JANUARY 2017

77TH ANNUAL SESSION OF IRC

HIGHLIGHTS OF 77TH ANNUAL SESSION OF IRC

HELD AT HYDERABAD (TELANGANA)
FROM 15TH TO 18TH DECEMBER, 2016

Honble Chief Secretary, Telangana, Dr K Pradeep Chandra is Lighting the Traditional Lamp during 77 th Annual Session of IRC at
Hyderabad (Telangana)

On the invitation of Govt. of Telangana, the IRC organized 77th Annual Session at Hyderabad from 15th
to 18th December, 2016. On the 16th December, 2016, the Session was inaugurated by lighting the traditional
lamp by Dr K Pradeep Chandra, Honble Chief Secretary, Telangana who was kind enough to grace the
occasion as Chief Guest in presence of Dr S S Porwal, VSM, President IRC; Shri S N Das, DG(RD) & SS
and other dignitaries on the dais; delegates and Invitees among chanting of the Telangana State Gaan by a
team of Telangana Samskritika Saradhi, a State cultural organization. Thereafter, the Saraswati Vandana
was sung by two Officers of Roads & Buildings Department, Telangana namely, Ms CH Mahathi & Ms
Naga Venkata Srinija.
In the Welcome Address, Shri Sunil Sharma, Principal Secretary, Roads & Buildings, Telangana, extended
warm welcome to the respected Chief Guest, Dr K Pradeep Chandra, Chief Secretary, Telangana and
dignitaries on the dais and delegatesand expressed his gratitude to IRC for giving the opportunity to host the
77th Annual Session at Hyderabad (Telangana). He appreciated IRC for the success in their objective for
preparing the standards for construction and maintenance of roads & bridges all over the country.

INDIAN HIGHWAYS 
 JANUARY 2017 13
 Principal Secretary, Roads & Buildings, Telangana, Secretary General, IRC, Shri S S Nahar delivering
Shri Sunil Sharma delivering Welcome Address Key Note Address

President, IRC, Dr S S Porwal, VSM delivering Honble Chief Secretary, Telangana Dr K Pradeep Chandra, IAS
Presidential Address delivering address

In the truncate Key Note Address of Shri S S Nahar, SG IRC, he expressed the gratitude to the
Government of Telangana, highlighted the theme of the session i.e. Waste to Wealth (W2W) and Earn
Carbon Credit and the Topics of deliberations on the environment-friendly technology based on the
globally best practices.
Shri S N Das, DG (RD) & SS, MoRT&H, in his Address, expressed gratitude to Shri Nitin Gadkari,
Honble Minister (RTH&S), for his vibrant leadership in bringing the globally best practices in road
development right from the conceiving of the project, preparation of Detailed Project Report (DPR) and
Action Plan for rehabilitation of blackspots in improvement of road safety.
Dr S S Porwal, VSM, President, IRC, in his Presidential Address expressed gratitude to the Govt of
Telangana for organizing the 77th Annual Session and painstaking efforts of the concerned officers and
staff in making the session memorable. Dr Porwal expressing concern about the quality assurance in
development of highways emphasized upon inclusive and sustainable growth as the commitment of IRC.
Dr K Pradeep Chandra, IAS, Honble Chief Secretary, Telangana in his Address expressing his gratitude
to the IRC for hosting 77th IRC Sessionand delegates, emphasized upon the quality of roads since good
roads are not only benefited to the common road user, but also have multiplied effect on the economy of the
country in terms of huge saving on foreign exchange and recurring damages to the vehicles. Dr Chandra
contemplated cleaner, economical indigenously available technology compatible to global practices in order
to faster the construction of roads & bridges in turn to accelerate the growth of economy. He was optimistic
that our engineers have potential to take the challenges successfully.

14 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 14

 Honble Union Minister for Road Transport & Highways and Shipping, Shri Nitin Gadkari, the Chief Guest is Lighting the
Traditional Lamp besides Honble Minister for Roads & Buildings, Telangana, Shri Tummala Nageswara Rao (Third from right)
during Plenary Special Ceremony of the 77 th Annual Session of IRC at Hyderabad (Telangana)

On 17th December, 2016, the Plenary Special Ceremony was inaugurated by lighting the traditional lamp
by Shri Nitin Gadkari, Honble Union Minister of Road Transport, Highways & Shipping who was kind
enough to grace the occasion as Chief Guest in presence of Shri Tummala Nageswara Rao, Honble
Minister, Roads & Buildings, Telangana, Shri Takema SAKAMOTO, Chief Representative, JICA India
Office; Dr S S Porwal, VSM, President IRC; Shri S S Nahar, Secretary General, IRC; Shri S N Das, DG
(RD) & SS, MoRT&H and other dignitaries on the dais; delegates and Invitees among chanting of the
Telangana State Gaan by a team of Telangana Samskritika Saradhi, a State cultural organization. Thereafter,
the Saraswati Vandana followed by IRC Geet was sung by a team lead by two Officers of Roads &
Buildings Department, Telangana namely, Ms CH Mahathi & Ms Naga Venkata Srinija.
In the truncate Welcome Address of Shri S S Nahar, SG, IRC, he extended warm welcome to the Chief
Guest and expressed the gratitude to the Government of Telangana. On the appeal to the August House
from Shri Nahar, a warm welcome by standing ovation was given to the Respected Mrs Kanchan Gadkari,
wife of Shri Nitin Gadkari, Honble Union Minister of Road Transport, Highways & Shipping. He highlighted
the crux of discussions on use of clean cutting edge technology in fast construction of highways.
Dr S S Porwal, VSM, President, IRC, in his Presidential Address, expressing concern about the crucial
role of DPR, emphasized upon the warranted National Centre for Landslide Management (NCLM). Dr
Porwal informed that IRC is endeavoring to contribute vigorously the flagship programme of Smart City
Mission and improvement of road safety under the spirit of the national flagship programme of Digital
India.

15 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 15

 From right to left : Shri Takema SAKAMOTO, Chief Representative, JICA India Office; Shri Bheemarao Basavantarao Patil,
Honble MP (LS), Telangana, Shri Kotha Prabhakar Reddy, Honble MP (LS), Telangana; Dr S S Porwal, President, IRC;
Shri Tummala Nageswara Rao, Honble Minister, Roads & Buildings, Telangana; The Chief Guest, Shri Nitin Gadkari,
Honble Union Minister of Road Transport, Highways & Shipping; Shri S S Nahar, Secretary General, IRC and
Shri Anand Kumar, MD, NHIDCL.

Honble Smt. Kanchan Gadkari, w/o Honble Union Minister for Road Transport & Highways and Shipping Shri Nitin Gadkari
was felicitated with a IRC Momento and Shawl by Shri S.S. Nahar, S.G., IRC during Plenary Special Ceremony of the
77 th Annual Session of IRC at Hyderabad (Telangana)

Shri Tummala Nageswara Rao, Honble Minister for Roads & Buildings, Telangana expressing gratitude
to Shri Nitin Gadkari for gracing the 77th Annual Session of IRC and specially for being kind enough to
upgrade 2650 km of State Roads as National Highways and sanctioning NH prpojects worth Rs 3620 crore
including Rs 1020 crore under Central Road Fund Schemes. He attributed the credit to Honble CM,
Telangana under whose visionary leadership State of Telangana could made the massive development of
road network in a such a short period of just over two years. Shri Rao assured the constructive support of
Telangana in acquiring incumberance free land for development of highways.

16 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 16

The Chief Guest, Shri Nitin Gadkari, Honble Union Minister for Road Transport & Highways and Shipping, addressing the August
House during the Plenary Special Ceremony of 77 th Annual Session

Honble Minister for Roads & Buildings, Telangana Shri Tummala Nageswara Rao delivering Address

Shri Takema SAKAMOTO, Chief Representative, JICA India Office, in his remarks expressing gratitude
to the Honble Minister (RTH&S) and IRC highlighted the JICA support to Indian Govt for over five
decades. Shri SAKAMOTO, expressing his concern to the road safety in India, informed that under the
JICAs assistance ITS based technological assistance is being introduced in number of projects in India. He
assured that JICA is committed to extend the continued support in improvement of roads and road safety.
The Chief Guest, Shri Nitin Gadkari, Honble Union Minister for Road Transport & Highways and
Shipping in his vibrant Address said that utilizing the innovative technologies in road construction to reduce

17 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 17

 The Chief Guest, Shri Nitin Gadkari, Honble Union Minister for Road Transport & Highways and Shipping Releasing IRC Annual
Report 2015-16 and IRC Publications

cost and improve quality of roads is the need of the hour. He said that research and International practices
are must in road construction to reduce cost and improve quality of roads. Shri Gadkari also said that the top
priority should be on reducing deaths due to the road accidents. The time had come to shed lethargy and
come out with innovative ideas to strengthen the road sector as it plays key role in the nations development,
he added. Shri Gadkari stated that 40% of the total traffic is dependent on National Highways and these
highways constitute only 2% of total roads in India. Ethics, economy, ecology and environment must be the
key milestones in building roads, said Shri Gadkari. He informed that he has asked premier IITs to come up
with path breaking research in developing roads while protecting the environment in creating amenities
centres to provide employment and Marketing opportunities for the locals, thereby bringing overall development
to the regions. The strengths and weakness of the system should be identified and fixed. Shri Gadkari
added that the road sector would have to adopt new technologies to achieve the targets. Shri Gadkari said
that the Government had already allowed the use of 8% plastic waste in road construction and at the
threshold to utilize the municipal waste in the construction roads in a big way. Shri Gadkari announces Rs
8000 crore worth of road projects in Telangana State. Shri Gadkari appreciating the endeavors of IRC
in upgradation of IRC Standards / Codes comparable to be globally best practices, complimented
Shri S S Nahar, SG, IRC for his concerted efforts in achieving the mission.
Honble Chief Guest, Shri Nitin Gadkari, Honble Union Minister for Road Transport & Highways and
Shipping released the Souvenir and following five new IRC documents:
(i) IRC Annual Report 2015-16
(ii) IRC:12-2016 Unified Guidelines for Access Permission to Fuel Stations, Private Properties, Rest
Area Complexes and such other Facilities along National Highways (Fourth Revision)
(iii) IRC: SP: 64-2016 Guidelines for the Analysis and Design of Cast-in-Place Voided Slab
Superstructure
(iv) IRC: SP: 66-2016 Guidelines for Design of Continuous Bridges

18 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 18

 Chief Guest, Shri Nitin Gadkari, Honble Union Minister for Road Transport & Highways and Shipping presenting the IRC
Lifetime Achievement Award, 2016 to Er Ninan Koshi

On behalf of Brig Gobindar Singh AVSM, Prof C G Swaminathan & Er M K Agarwal, Shri S S Nahar, SG, IRC is receiving the IRC
Lifetime Achievement Award, 2016 from the Chief Guest, Shri Nitin Gadkari, Honble Union Minister for Road Transport &
Highways and Shipping

(v) IRC: SP: 70-2016 Guidelines for the Use of High Performance Concrete (including self-compacting
concrete) in bridges
Honble Chief Guest conferred the IRC Lifetime Achievement Award, 2016, the highest honour
of IRC in recognition of lifetime outstanding contribution in Highway profession to the following six
distinguished personalities:

19 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 19

On behalf of Er S Arunachala Reddi, his son, Shri Ashok Reddi is receiving the IRC Lifetime Achievement Award, 2016 from the
Chief Guest, Shri Nitin Gadkari, Honble Union Minister for Road Transport & Highways and Shipping

Chief Guest, Shri Nitin Gadkari, Honble Union Minister for Road Transport & Highways and Shipping presenting the IRC
Lifetime Achievement Award, 2016 to Er H P Jamdar

(i) Brig Gobindar Singh AVSM (iv) Er S Arunachala Reddi

(ii) Er Ninan Koshi (v) Er MK Agarwal
(iii) Prof C G Swaminathan (vi) Er HP Jamdar

20 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 20

 Honble Chief Guest, Shri Nitin Gadkari, Honble Union Minister for Road Transport & Highways and Shipping also felicitated
the promising upcoming young Highway Professional Shri Vikas V Thakar with the IRC Pt. Jawaharlal Birth Centenary Award
(for the year 2015) in recognition of outstanding contribution in highway profession.

Honble Chief Guest, besides, felicitated the distinguished Authors with (i) IRC Medal for the Best
Paper presented and discussed at the 77th Annual Session at Hyderabad (Telangana) to Shri Sajjan
Singh Nahar & Shri Satander Kumar for Paper entitled: Construction of Precast Concrete Box Culvert
A Cutting Edge Technology; (ii) Maharashtra PWD Medal for the Best Paper on Construction to
Shri V N Heggade, for Paper entitled Evolution of Precast Segmental Technology for Bridges in India;
(iii) Bihar PWD Medal for the Best Paper on Road Research jointly to Ms Swati Roy Maitra, Shri
K S Reddy & Shri LS Ramchandra for Paper entitled A Comprehensive Three-Dimensional Finite Element
Model for the Analysis of Jointed Concrete Pavement and to Ms MR Archana, Shri HS Sathish, Shri G
Brijesh & Shri Vinay Kumar for the Paper entitled Effect of Utilization of Waste Marble on Indirect
Tensile Strength Properties of Bituminous Concrete Mixes; (iv) CPWD Medal for the Best Paper on
Maintenance to Shri ML Gupta, Shri Dhananjay A Bhide & Shri Prashant Dongre for Paper entitled
Replacement of Damaged Suspended Span of Varsova Bridge Across Vasai Creek on NH-8.
Further, the distinguished Authors were facilitated with Commendation Certificates for the paper on
significant work jointly to Ms Manju Suthar & Shri Praveen Aggarwal for Paper entitled, Clayey Subgrade
Stabilization with Lime and Recron
Fiber and Ms Ankita Chowgule
& Shri M Manjunath for Paper
entitled Analysis of T-Beam Skew
Bridges under Live Loads.
Shri K Bikshapathi, E-in-C,
Roads & Buildings (Admn. &
QC), Telangana proposed of Vote
of Thanks and Plenary Special
Ceremony declared closed with the
singing of National Anthem.
Shri K Bikshapathi, E-in-C, Roads & Buildings (Admn. & QC), Telangana
proposed the Vote of Thanks.

21 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 21

 During the 77th Annual Session,Presentations on following 34 Technical Papers covering the
topics on latest best practices in the world were made:
1. Paper No. 642: Analysis of Partially Prestressed Beams Serviceability Limit State by Shri T
Viswanathan
2. Paper No. 644: Steel-Precast Concrete Composite Deck Construction for a Railway Over Bridge
by Shri KP Abraham, Shri R C Sharma, Shri Manish Krishna & Shri Surajit Chakraborthy
3. Paper No. 645: Cantilever Construction of Bridge Over Punatsangchhu by Shri Ashish Srivastava,
Shri Vikrant Chaudhary & Prof Mahesh Tandon
4. Paper No. 646: Composite Corrosion Protection System in Rehabilitation of Steel Structures in
Corrosive Environment A Case Study by Ms Ishita Manjrekar, Shri Raghuvir Salkar, Shri Sourabh
Manjrekar & Shri Abhishek Salkar
5. Paper No. 647: Effect of Modulus of Subgrade Reaction on Thickness of Rigid Pavement A
Case Study by Shri S Singh, Dr GD Ransinchung R N, Shri S N Sachdeva, Dr. Praveen Kumar &
Dr. M. Parida.
6. Paper No. 648: Performance Evaluation of Geocell Reinforced Granular Subbase (GSB) Layers
through Field Trials by Shri Sireesh Saride, Shri Vijay K Rayabharapu, Shri Gautam Dalmiya &
D. Madhav MR
7. Paper No. 650: Review of Design Procedure of Reinforced Earth Wall based on American
Practices by Shri B N Sinha & Ms Agnimita Das
8. Paper No. 651: Demand Estimation of Non-Motorized Trips generated in Delhi by Dr Mukti
Advani & by Dr Purnima Parida
9. Paper No. 652: Proposed Green Guidelines for Highway Projects: Dry Semi-Arid Region of India
by Ms Tamosi Bhattacharya & Dr Anuradha Shukla
10. Paper No. 653: Feasibility of RAP in Rigid Pavement Slab A Review by Shri S Singh, Dr GD
Ransinchung RN and Ms S M Abraham.
11. Paper No. 655: Study on Permeability of Granular Sub-Base (GSB) Material by Field and Laboratory
Model by Ms G.Kavitha, Prof Krishnamurthy & Shri B R Srinivasa Murthy
12. Paper No. 656: Construction of 4-Laned Cable Stayed Road Over Bridge over Barddhaman Railway
Yard: A Case Study by Shri Harsimran Singh.
13. Paper No. 657: Fast Track Aesthetic Design of Segmental Elevated Road Bridge by Prof Mahesh
Tandon, Shri Sarvagya Srivastava &Shri Ashish Srivastava
14. Paper No. 658: Permeability Characteristics of Bituminous Premix Carpet and Mix Seal Surfacing
by Shri Rajan Choudhary, Shri Shiv K Singh, Shri Abhinay Kumar & Dr SS Porwal
15. Paper No. 659: Challenges in Repair & Rehabilitation of an Old Bridge over River Sone near
Chopan, Uttar Pradesh by Shri Alok Bhowmick, Shri GS Taunk, Shri PY Manjure & Shri Harpreet
Singh
16. Presentation on: Japanese Experience for Mountainous and Green Highways by Shri Denichiro
YAMADA, Japan Road Association (JRA)
17. Presentation on: Environmental-friendly Cost Effective Road Rehabilitation through Stabiliser
Engineering Method by Shri Ryousuke WATANABE, JRA
18. Presentation on: Developing Smart Cities A Way Forward by Ar Prof Prasanna Desai
19. Presentation on: Emerging Highway Engineering Challenges in Disaster Prone Areas by Dr
Rajendra Kumar Bhandari
20. Presentation on: ITS in Regional Transportation with PPP Model towards Smart Cities by Shri
Tsutom TSUBOI, JRA

22 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 22

 A view of the dais during the Panel Discussion on Initiatives to make India the Skill Capital of the World Role of Road
Industry

21. Presentation on: Urban Transport Corridors Strategic Road Development Plan for Hyderabad
City by Shri I Ganapathi Reddy
22. Presentation on: Smart Drainage for Smart Cities by M. Minimol Korulla
23. Presentation on: Road Development Plan for New State of Telangana by Shri Ravinder Rao
24. Presentation on: Infrastructure Improvement for Smart Cities by Shri KK Pahuja
25. Presentation on: White Topping for Sustainable Road Infrastructure by Dr Ramachandra (CMA)
& Shri Satander Kumar
26. Presentation on: Choice of Composite Pavement with Asphalt Overlay Technology by Shri S S
Nahar, Dr S S Porwal & Shri Satander Kumar
27. Presentation on: Improved Version of BMP/HMP in regarding to heating of Stone Aggregate by
using Hot Air Generator instead of Burner by Shri J Chandra Sekhar Reddy
28. Presentation on: Road to an Equitable, Sustainable and Inclusive Urban Future by Ms Anjlee
Agarwal
29. Presentation on: Man-Power Skilling in Road Sector by Major VC Verma
30. Presentation on: An Overview of Vehicle Safety by Shri Balraj Bhanot
31. Presentation on: Waste to Wealth Techniques for Roads in the World by Shri Kiyoshi DACHIKU,
JRA
32. Presentation on: CMR Bitplast Wet Process Method 8% Waste Plastics Impregnated Bitumen
for Laying Roads An Environmental Friendly Process by Shri G Venkat Iyer
33. Presentation on: Comparative Case Studies of Two PPP Bridges on River Godavari in Southern
and Kosi in Northern India by Shri V N Heggade
34. Presentation on: Life Cycle Analysis of Pond Ash Stabilized Pavements for Earning Carbon Credits
in India by Dr Gaurav Gupta

23 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 23

 Ms Anjali Agarwal (on Wheel Chair) and Mr. Kiyoshi DACHIKU making the presentation during the Technical Session

Technical Presentations by following Stakeholder Firms were also held:

(i) M/s. Prasuna Infra, Hyderabad
(ii) M/s. MIT-Mess-und Pruftechnik GmbH, Germany
(iii) M/s. Delta Make, Denmark
(iv) M/s. Tiki Tar Danosa India Private Limited
(v) M/s. Ammann Apollo India Private Limited
(vi) M/s. Maccaferri Environmental Solutions Pvt. Ltd.
Besides, the Panel Discussion on Initiatives to make India the Skill Capital of the World Role of
Road Industry was graced by the distinguished Panelists: (i) Shri S S Nahar, SG, IRC (Chairman); (ii) Shri
Bikshapathi Kondai, E-in-C (R&B), Telangana & DG, NAC (National Academy of Construction), Hyderabad
(Telangana) (Co-Chairman); (iii) Shri Madhav Rao Gajre, Regional Director, Regional Directorate of
Apprenticeship Training (RDAT), Ministry of Skill Development & Entrepreneurship, Hyderabad (Key
Speaker); (iv) Shri Jayant Mukherjee, Director (Training & Development), DDU-GKY Div., NIRDNPR,
Hyderabad (Prominent Speaker); and (v) Shri B. Seenaiah, MD, BSCPL Infrastructure Limited, Hyderabad
(Versatile Speaker)
Technical Exhibition having 89 stalls covering latest technologies including six based on IT available
globally was inaugurated by Shri Tummala Nageswara Rao, Honble Minister, Roads & Buildings, Telanagana.
Nearly 4000participants participated from all walk including Highway Engineers from various facets of
roads transport fraternity from all over the country and abroad including dignitaries like Chief Representative,
JICA, India Office.
The Council of IRC in its 210th meeting held on 17thDecember, 2016applauded and complimented the
efforts of SG, IRC for green initiatives and for economizing the IRC expenditure radically. The Council
considered and approved the proposal for reducing the tenure of Past Presidents and Secretary Generals of
IRC from three years to one year as Council Member after they vacate their seat under Rule 9h & Rule 9i
of MoA, respectively. The Council considered the proposal for amendment in Rule 9p(i) of MoA and
approved the proposal to the extent that two additional representatives from North-Eastern States to the

24 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 24

 A view of Audience during the Plenary Special Ceremony of 77th Annual Session.

Council shall be elected annually at the time of Annual General meeting by all present and voting in order to
have fair representation, in addition to the ten representatives from the States/UTs. However, in eventuality
of non-availability of elected member(s) from North- Eastern States, Executive Committee will appoint the
N-E representative(s) to the Council. The Council considered the proposed amendment to Rule 9s of MoA
and approved with modification of three lady representatives instead of proposed five in amendment to
existing two lady representatives to the Council.
The Council considered and approved the proposal of accredited certification ISO-9001-2015 organisation
for IRC by improvement in quality management system through digital mode and increasing efficiency of
establishment. The proposal for nomination of the Uralungal Labour Contract Cooperative Society (ULCCS)
Limited was deliberated in the Council and remained inconclusive.

During the 77th IRC Annual General Body (Business) Meeting held on 18th December, 2016,
the new IRC Council, 2017 constituted as under:
(i) Executive Committee, 2017:
Shri N.K. Pradhan, E-in-C Cum Secy Odisha PWD and President
Shri S.S. Nahar, Secretary General
Shri S.N. Das, DG(RD)&SS and Hon. Treasurer
Dr. S.S. Porwal, VSM, ADG (E), BRO and Immediate Past-President
Shri Vinod Kumar, ADG (Hq), BRO and Vice President
Shri K.S. Krishna Reddy, MD, KRDCL and Vice President
Shri P. Ravinder Rao, E-in-C R&B (TS) and Vice President
Shri Praveen Kumar Chharia, MD, ABC and Vice President
(ii) The Nominations for IRC Council, 2017 received from the participating administrations
under Rule 9(a to j, r, t, u, v, w & x) of the Society as under:

25 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 25

Rule Participating Administration Nominations
States
9-a Andhra Pradesh Shri M. Gangadharam
9-a Arunachal Pradesh Shri Bora Ete
9-a Assam Shri A.C. Bordoloi
9-a Bihar Awaited
9-a Chhattisgarh Awaited
9-a Delhi Shri Sarvagya Kumar Srivastava
9-a Goa Shri U.P. Parsekar
9-a Gujarat Awaited
9-a Haryana Shri Rakesh Manocha
9-a Himachal Pradesh Awaited
9-a Jammu and Kashmir Awaited
9-a Jharkhand Awaited
9-a Karnataka Shri K.S. Krishna Reddy
9-a Kerala Shri P.K. Satheesan
9-a Madhya Pradesh Shri C.P. Agrawal
9-a Maharashtra Awaited
9-a Manipur Shri Khurajan Temba Singh
9-a Meghalaya Shri Bibstar Khurbali
9-a Mizoram Shri R. Vanlaltluanga
9-a Nagaland Shri D. Mero
9-a Odisha Shri N.K. Pradhan
9-a Punjab Shri A.K. Singla
9-a Rajasthan Shri Shiv Lahri Sharma
9-a Sikkim Awaited
9-a Tamil Nadu Thiru A.K. Rajaduraivelpandian
9-a Telangana Shri R. Ravinder Rao
9-a Tripura Shri Sumesh Chandra Das
9-a Uttarakhand Shri H.K. Upreti
9-a Uttar Pradesh Shri Masarrat Noor Khan
9-a West Bengal Awaited
Union Territories
9-a Andaman & Nicobar Island (UT) Shri Mathura Prasad
9-a Chandigarh (UT) Shri Mukesh Anand
9-a Dadra and Nagar Haveli Shri R.N. Singh
9-a Daman and Diu Shri Sanjay Kumar
9-a Lakshadweep SE, PWD
9-a Puducherry Shri P. Swaminathan
Central Organizations/Institutions
9-b E-in-Cs Br., Army Hq Awaited
9-c CPWD Awaited
9-d MoRT&H Shri S.N. Das
9-e CRRI Prof. Satish Chandra, Director
9-f BRO Shri Vinod Kumar
9-g Bureau of Indian Standards Shri B.K. Sinha
9-h Past President Dr. Mahesh Kumar
9-i Immediate Past Secretary General Vacant
9-j Local Organising Secretary Shri P. Satish

26 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 26

 9-k(i) Six Reps. of Associate Members from Shri Pratap S. Raizada
Private Sector Shri Swantantra Kumar
Shri Neeraj Chadha
Shri Sanjay Dalmia
Shri Pravin Kumar Chharia
One vacant
9-k(ii) Three Reps. of Associate Members from Shri Ghanshyam Pandey
Govt./Public Sector Shri N.M. Sharma
One vacant
9-l One Rep. of Associate Members from Vacant
Road Transport Research
(Private/Public Sector)
9-m One Rep. of Associate Members from Prof C.S.R.K. Prasad
Academic Institution (IIT/ Engg. College)
9-n One Rep. of Associate Members from Shri Mahendra Kumar Gupta
Local Rural Engg. Organization
9-o One Rep. of Associate Members from Ranjan P. Patil
Local Municipal Engg. Organization
9-p(i) 10 Reps. of States Shri J. Mohan Naik
(Jointly nominated under Rule 9-j)
Shri Mohit Verma
Shri B.B. Rampal
Shri Jaswant Singh
Shri Y.R. Subramaniyam
Shri Dukhbandhu Behra
Shri Sanjay Khande
Shri Birender Kumar
Shri S. Mano Mohan
Shri Prem Kumar Gupta
Shri Ayaz Ahmad
9-p(ii) Two Rep. below 35 year of age Shri Satish Pandey
One vacant
9-q One rep. of Mechanical Engg. Vacant
9-r NHAI Shri D.O. Tawade
9-s Two rep. of lady members Ms. V.K. Vijayashree
(Council allowed two joint winners) Ms. Shobha Khanna
Dr. Purnima Parida
9-t NRRDA Dr. I.K. Pateriya
9-u NEC Shri P.K.H. Singh
9-v IAHE Shri V.L. Patankar
9-w IRF-Geneva Dr. K.K. Kapila
9-x IRF-India Chapter Shri N.K. Sinha
9-y NHIDCL Shri Anand Kumar
9-z QA&R (HRS) Shri R. Arunachalam
9-aa NATPAC Dr. B. G. Sreedevi



27 INDIAN HIGHWAYS  JANUARY 2017 INDIAN HIGHWAYS  JANUARY 2017 27

28 INDIAN HIGHWAYS  JANUARY 2017
TECHNICAL PAPERS
VARIATION OF PAVEMENT DESIGN WITH
ENVIRONMENTAL TEMPERATURE VARIATION
by Dr. Swapan K. Bagui & Mrs. Atasi Das
INTRODUCTION
There are several methods for
design of pavement. Several
countries proposed pavement
design taking a single average
annual pavement temperature.
AASHTO 1993 proposed
pavement design considering
environmental variation i.e.,
seasonal effects.
IRC: 37-2012 proposes
pavement design based on average
annual pavement temperature
which varies from 20 to 350 C for
use in different regional zones.
However, charts have been
developed for 35 0C representative
of the general climate in various
regions of India. E value of asphalt
mix has been tested in the
laboratory at different
temperatures and different values
have been observed which are
presented in Table 7.1 of
IRC:37-2012. A linear
relationship has been noticed for
VG 30 which is presented in Fig.1.
Regression equation may be used
to interpolate / extrapolate the E
Value to other temperatures. This
paper presents pavement design
based on seasonal variation and
determines design life for different
months and compares with
conventional pavement design life.
A temperature model has been
proposed for evaluation of air and
pavement temperature for a
particular location.
ABSTRACT
Indian Roads Congress (IRC): 37-
2012 is the main guideline for design
of flexible pavement. The guideline
developed several pavement design
charts ready for use based on
Average Annual Pavement
Temperature (AAPT) which varies
from 200C to 400 C. Environmental
condition pertaining to the monthly
variation of temperatures have not
been considered in the pavement
design. This paper presents
pavement design considering
variation of resilient / elastic modulus
value at different time periods
throughout the year (month wise)
using IIT Pave software and compare
conventional pavement design as
proposed in IRC: 37 2012. A
different temperature model has
been used to determine pavement
temperature month wise. Different
elastic moduli (E) values of Bituminous
Concrete (BC) and Dense Bituminous
Macadam (DBM) have been
considered based on air temperatures
and design life based on monthly
pavement temperature is calculated
for each month and average value is
adopted for final pavement design
life. It has been found that
conventional pavement design is
underestimated when pavement
design is conducted using monthly
variation of pavement temperature
at lower tire pressure(for e.g. 0.56
Mpa and below) and is overestimated
at higher tire pressure. Design life
with variation of temperature is
found 3 times approximately thrice
of that obtained from conventional
method of pavement design. It is also
found that rut and fatigue life varies
with tire pressure. Both lives
decrease with increasing tire pressure
and maximum tire pressure is
determined as750 KPa (0.75 MPa).
INDIAN HIGHWAYS
PAVEMENT TEMPERATURE
MODEL
The design pavement
temperatures can be calculated
from design air temperatures using
analytical models and regression
equations. In the analytical models,
the heat equation is solved and the
pavement temperature is
calculated knowing the weather
parameters such as solar radiation,
absorptivity and emissivity of the
surface and air temperature.
Regression equation developed
from the measured pavement
temperature database relating air
temperature and latitude can also
be used and the pavement
temperature for the required time
period can be calculated. Due to
the complexity in measuring the
material parameters required for
use in the analytical models, most
of the attempts related to
pavement temperature have
focused on regression models. The
various factors influencing the
pavement temperature are air
temperature, latitude, solar
radiation, wind speed and rainfall
(Nivihta and Krishnan 2014).
Among these factors, air
temperature and latitude are
reflected as the sole factors
influencing the pavement
temperature. To formulate a
regression equation using this
database, a linear regression
equation with two variables has
been assumed considering the
 JANUARY 2017 29
effect of latitude and air CASE STUDY
temperature on the pavement A hypothetical case
temperature (Wahhab et. al. study has been considered.
1998). Following pavement
The coefficients of the compositions for a road with
equation are determined by the latitude of 31 degree.
in-built linear regression Design CBR:10%
function in MATLAB and given
Dr. Swapan K. Bagui Mrs. Atasi Das Pavement Compositions:
as follows (Wahhab et. al.
(LM 24276) (LM 4113)
1998): Chief General Manager General Manager BC=40 mm
ICT Pvt Ltd GR Infraprojects Ltd,
Pt = 0.7147 + 1.3023At + swapan.bagui@ictonline.com Vasant Kunj, New Delhi DBM=80 mm
0.1103L (1) atasid@gmail.com
WMM=250 mm
Where, GSB=200 mm
based on the following empirical
0
Pt=pavement temperature ( C) relationship: Bitumen used: V G 30
At=air temperature (0C) The relation between resilient Latitude of a place is assumed
L=latitude of the selected location. modulus and the CBR is given as: 31 degree. Pavement temperature
E (MPa) = 10*CBR has been determined using
This regression model
for CBR < 5 and Equation 1 and presented in Table
developed is used to calculate
1.
pavement temperature for the = 17.6*(CBR)0.64
entire country. Elastic moduli(E) of
for CBR > 5 (2) bituminous mix varies with
PAVEMENT DESIGN
E= Resilient modulus of temperature. It decreases with
Pavement Failure
subgrade soil in MPa increasing pavement temperature.
Structural deterioration, and IRC: 37-2012 recommended E
ultimately failure of a flexible Resilient modulus(MR) of the value mix at different temperature
pavement, are generally defined untreated GSB above the subgrade for using VG 30 bitumen. Based
by the development of cracks in of modulus, MRsubgrade is given as: on these E values as reported in
the bituminous surfacing and ruts MRgsb= 0.2h0.45 * MRsubgrade (3)
in the wheel paths. Cracking and
Where h=thickness of sub base Table 1 Relationship between
rutting are, in turn, indicated by Air and Pavement Temperature
elastic strains at critical locations layer in millimeter.
(Nivihta and Krishnan (2014).
within the pavement system. Fatigue life of a bituminous
Horizontal tensile strains at the mixture for bottom up cracking at Month Air Pavement
bottom of the bituminous surfacing a reliability level of 80% is given Temp Temp
ultimately result in fatigue cracking as:
Jan 12 18
in response to repeated flexural Nf = 2.21 * 10-04 x [1/v]3.89 * [1/ Feb 15 22
stress, or excessive vertical E] 0.854 (4)
compressive strains at the top of March 22 31
Nf = fatigue life, t= Maximum April 28 39
the subgrade causing rutting
(Yoder and Witczak 1975). When Tensile strain at the bottom of the
May 33 46
bituminous layer, E= Elastic
a pavement structure is designed, June 34 47
modulus of the bituminous layer
these strains are commonly limited
Subgrade Rutting Criteria July 30 42
to prevent cracking and rutting.
Aug 27 38
Model for Pavement Design The equation for rutting is given
as (MOST 1999): Sep 26 37
The resilient modulus of the
Oct 24 34
subgrade is estimated from its N= 4.1656 x 10-08 [1/v]4.5337 (5)
respective CBR-value which is Nov 18 26
Where, v=Subgrade strain at the
top of subgrade. Dec 15 22

30 INDIAN HIGHWAYS  JANUARY 2017

IRC:37-2012, a graph E Vs.
temperature has been plotted and
regression equation has been
developed and same has been
presented in Fig.1.
VG 30 has been proposed for
the case study and E values of mix
at different months have been
determined from Fig.1 and
presented in Table 2.
Pavement design is carried out
taking E values as mentioned in
Table 2 and varying tire pressure
from 0.3 MPa to 1.0 MPa. Fatigue
strains have been calculated using
IIT PAVE Software and presented
in Fig. Fatigue and rut life are
calculated and presented in Table
3.
Tire pressure Vs. Fatigue and
rut has been plotted and presented
in Fig.3. Fatigue and rut damage
meets at a common point. Tire
pressure at this point is found as

Table 2 Variation of E
throughout Year

Month E Value(Mpa)
Jan 3745
Feb 3300
March 2250
April 1340
May 585
June 427
July 1035
Aug 1490
Sep 1635
Oct 1940
Nov 2850
Fig.1 Variation of E value with Temperature Dec 3295

Table 3 Fatigue and Rut Life

Month Design Life (MSA) Design Life (MSA) Design Life (MSA) Design Life (MSA)
for tire Pressure 0.56 for tire Pressure 0.3 for tire Pressure 0.7 for tire Pressure 1.0
Mpa Mpa Mpa Mpa
Fatigue Rut Fatigue Rut Fatigue Rut Fatigue Rut
January 83.3 417.9 133.1 455 63.6 408.4 43.1 402.2
February 64.1 374.7 104.4 409 48 367.5 32.1 358.3
March 28.6 279.9 51.8 307.9 20.6 274.1 13.3 267.7
April 308 202.2 22.8 226 7.5 199 4.54 194
May 3.1 140.9 8.6 157.4 1.95 136.8 1.04 133.6
June 2.1 126.7 6.7 142.4 1.32 123.7 0.7 120.2
July 7 178.7 16.1 198.6 4.7 173.7 2.8 169.4
August 13.1 216.7 26.8 239.8 9.2 196.5 5.6 204.4
September 15.6 229.1 31 253.3 11.1 224.2 6.8 218.3
October 21.4 254 40.1 279.1 15.4 249.9 9.7 241.8
November 46.2 333.4 78.6 364.7 34.3 326.6 22.8 317.3
December 63.1 373.5 104.4 409 48 367.5 32.1 358.3
Average 54.6 260.6 52.0 286.9 22.1 254.0 14.5 248.8

INDIAN HIGHWAYS  JANUARY 2017 31

750 KPa (0.75 MPa). This in Fig.3. Similarly, values are
indicates that maximum allowable calculated for other tire pressures
tire may be adoptedas 0.75 MPa. and presented in Fig.3.
The proposed pavement Based on monthly air
compositions are suitable for temperature range (Low and High
carrying fatigue life of 20 MSA value) in different important places
and rut life of 234 MSA as per of India, average monthly
IRC:37-2012. Considering tire temperature has been calculated
pressure, average fatigue life and and presented in Table 4 as
rut life have been found as 54.6 obtained from the following
and 260.6 MSA. Cumulative sources:
Damage factors=20/54.6=0.384  India Meteorological
for fatigue and 234/260.6n =0.889 Department and World
for rutting which have been plotted Meteorological Organization.
Fig.2 Fatigue Strain
Fig. 3 Determination of Maximum Allowable Tire Pressure
32 INDIAN HIGHWAYS  JANUARY 2017
World Weather Information
Service.
 World Data Center for
Meteorology. Climate of the
World.
This table may be used for
determination of pavement
temperature using Equ.1 and
finally pavement compositions of
flexible pavement as proposed in
this present paper. Latitude of
some places in India is presented
in Table 5.Some typical pavement
temperature calculations month
wise are also presented in Table
5.
ANALYSIS OF RESULTS
From Table 1, it is observed
that both air and pavement
temperatures increase gradually
from January to June and then
decrease from June to December.
E value of the bituminous mix is
reverse in nature of air / pavement
temperature as obtained from
Table 2. From Fig.1, it is found that
E value of mix with VG 30 bitumen
decreases with increasing
temperature of mix. Behavior of
fatigue strain is similar to that of
air/ pavement temperature.
Behaviour of Fatigue / rut life of
the mixture is similar to E value of
mixture. Pavement Life is least
value during the month June.
Tire pressure VS. Cumulative
damage both fatigue and rut has
been presented in Fig.3. Damage
increases with increasing
pressure. Lowering tire pressure
causes lower damage road but
increases the damage with higher
tire pressure. Therefore, tire
pressure should be minimum as
possible practically. But, vehicle
owner does not follow, they allow
higher tire pressure to prevent
damage of tire but it higher tire
 Table 4 Average Monthly Temperature in Different Important Places of India

INDIAN HIGHWAYS
 JANUARY 2017 33
34 INDIAN HIGHWAYS  JANUARY 2017
pressure damages the road rapidly. BC=30 mm (Original 40 mm) study, following conclusions may
A methodology has been DBM=50 mm (Original 80 mm) be drawn from the present
proposed to evaluate maximum research work and presented here
WMM=250 mm in:
allowable tire pressure and
presented in Fig. 3. Firstly, fatigue GSB=200 mm  Fatigue and rut strain of
life and rut life have been Further study is required for pavement are varying parabolic
determined based on IRC Model. consideration of environmental shape. Maximum values are found
These values are found as 20 and variation of temperature in Indian at the month of June.
234 MSA (approximately) for condition.  Rut / Fatigue life is found
fatigue and rut for proposed Table 4 may be used to parabolic nature and it is minimum
compositions adopted in the case determine pavement thickness for at the month of June and highest
study. These are taken as actual other places of India knowing at December and January.
value. Now again, rut and fatigue latitude of the project road. Latest  E value BC / DBM mix
life has been determined varying average monthly temperature may
tire pressure from 0.3 MPa to 1.0 decreases with increasing
be collected from metrological temperature linearly with negative
MPa. These values are assumed department located near to the
theoretical values. Rut and Fatigue slope.
project road location.
damage are calculated (actual/  The regression equations
CONCLUSIONS
theoretical) and plotted in Fig.3. for the estimations of E Value of
Both curves meet at tire pressure The analysis of the present bituminous mix, allow the
of 750 KPa. This is the maximum paper is limited to the particular calculation of the required E value
allowable value of tire pressure. case study. Therefore, conclusions for flexible pavements to be made
are very limited and specific and in practical applications with
IRC: 37-2012 recommended
applicable for this case study only. sufficient accuracy within the
pavement design at tire pressure
It may be varied for other case range of the available data
560 KPa with axle load of 80 KN.
studies. On the particular case including extrapolation.
The proposed compositions carry
design traffic of 20 MSA.
When the design is checked Table 5 Average Pavement Temperature Month wise in 0C and
Latitude of Places
with temperature variation of per
wise throughout the year, it has Month Important Places
been found that the same
New Delhi Lucknow Srinagar Jaipur Guwahati
compositions is capable of
sustaining traffic up to 54.6 MSA. Jan 21.3 21.1 6.3 22.4 25.0
Therefore, pavement design has Feb 24.6 25.7 7.6 26.3 26.9
been underestimated or on the Mar 31.1 32.8 14.1 33.5 32.1
other hand a factor of safety 2.7 April 40.2 40.6 21.9 40.6 35.4
has been provided in the pavement May 44.7 44.5 26.5 45.2 36.7
design. This factor may be
June 46.0 45.2 32.3 45.8 39.3
checked for other parts of India.
July 42.8 41.3 34.3 41.3 39.3
DBM thickness may be
Aug 41.5 40.6 34.3 39.3 39.3
reduced to 50 mm for design life
of 20 MSA.BC thickness may Sep 40.8 39.3 28.4 39.3 38.0
also be reduced to 30 mm. Oct 36.9 36.1 21.3 36.7 36.0
Following pavement compositions Nov 29.1 28.9 13.5 30.2 31.5
may be proposed for design traffic Dec 23.3 23.1 7.0 24.4 25.6
20 MSA with subgrade CBR of LATITUDE
10%.
Latitude 28.37 26.55 34.08 26.53 26.11

INDIAN HIGHWAYS  JANUARY 2017 35

  Fatigue life and rut life
decrease with increasing tire
pressure. Therefore, tire pressure
should be minimized as practicable
to prevent damage of road. But
lower tire pressure damage tire life
rapidly.
 Design life with variation
of temperature is found 2.7times
more than the design life obtained
from conventional method of
pavement design.
 Trucks operating with
conventional tire pressures can
cause significant damage,
particularly in the form of cracking
36 INDIAN HIGHWAYS  JANUARY 2017
and damage can be reduced
substantially with reduced tire
pressures.
 The reduction in damage
by using reduced tire pressures
would increase pavement life and
reduce maintenance costs
significantly and economic benefits
may be obtained.
REFERENCES
H.A.-A. Wahhab, I. Al-Dubabe, I.M.
Asi, M.F. Ali (1998), Performance
based characteri-zation of Arab
asphalt. Constr. Build. Mater. 11,15
22.
Nivutha and Krishnan (2014).
Development of Pavement
Temperature Contours for India,
Journal of Institute of Engineer, June
Issue
IRC:37-2012. Guideline Pavement
Design for New Pavement.
AASHTO (1993). Pavement Design
Guideline.
Yoder, E. J., and M. W. Witczak
(1975). Principles of Pavement
Design, 2nd Ed. Wiley, New York.
MOST (1999). Research Scheme R
56,Analytical Design of Flexible
Pavements. Civil Engineering
Department, Indian Institute of
Technology, Kharagpur, West Bengal

TECHNICAL PAPERS
INFLUENCE OF ROUNDABOUT SIZE AND
CIRCULATING TRAFFIC FLOW ON CRITICAL
GAPS, FOLLOW-UP TIMES AND SPEEDS
1. INTRODUCTION
Roundabout is an intersection,
which is laid with an island at the
center of the layout of the crossing
roads. The shape of the island at
the center is modulated to
synchronize with the traffic
flowing around it, as well as, with
the orientation of intersecting legs.
In case the roundabout is laid with
four mutually perpendicular
approaches, the best shape is
circular. The size of the roundabout
is kept such that the traffic has to
slow down while entering it and
traversing along the central island.
At the same time, the exit is
designed in a manner that exiting
vehicle can attain and move at
higher speeds. Traffic signals are
not placed on the roundabouts,
unless the traffic situation has
crossed the limits of efficient
working of a roundabout without
getting locked at any point of time
in a day. If signals are placed then
it works as signalized intersection
rather than a roundabout. The
geometric features of the
roundabout reduces the possibility
of crashes and thus improves the
safety of users. The traffic enters
a roundabout after seeking a
suitable gap in the circulating
stream of vehicles thereby, the
crossing conflicts which are the
most severe are completely
by Abdullah Ahmad & Rajat Rastogi
ABSTRACT
Estimation of critical gaps and follow-
up times is tedious under mixed
traffic conditions on roundabouts.
The roundabouts are designed for a
speed of 30 km/h. If the operating
speeds go down than this then that
can be treated as a performance
measure. This paper estimates the
critical gaps, follow-up times and
speeds for cars and motorized two
wheelers on two roundabouts of
different central island diameters and
tries to examine the effect of
circulating traffic flow and size of the
central island diameter on variation
in these values. Two roundabouts,
with central-island diameter 25 m and
37 m, were selected in Chandigarh
city, India. The inventory and traffic
data were collected on the
roundabouts. Gaps accepted and
rejected by entering vehicle have
been extracted by vehicle type.
These are used to estimate critical
gap by using maximum likelihood
method. Estimated values of critical
gaps and follow-up-times are found
to be different than those adopted
in developed countries like U.S. and
European countries. The critical gaps
and follow-up times are not found
varying with the change in circulating
traffic flow. The critical gap and
follow-up time are found decreasing
with an increase in the diameter of
the central-island. Speed of the
vehicles at entry and within
circulating area are found higher for
larger diameter roundabout than the
smaller diameter roundabout.
Keywords: Roundabout, Critical
gap, Follow-up time, Speeds, India
INDIAN HIGHWAYS
eliminated and converted to
merging and diverging. Besides,
during low flows, there is less
likelihood of crashes due to over
speeding vehicles as there are
inherent geometric features in the
approaches to a roundabout which
discourage high entry speeds.
Quantitatively, the number of
conflict point reduces from 32 in a
Two-Way Stop Controlled
(TWSC) intersection to 8 in the
case of a roundabout.
High level of motorization and
increase in population in
developing countries is causing
traffic congestion at the
roundabouts especially during
morning and evening peak traffic
hours. At times they get locked due
to impatient driver behavior, which
get resolved only after intervention
of the traffic police. This problem
will aggrieved in future by
spanning on more roundabouts in
a city. Some of the problems are:
 Slowing down of traffic
flow in circulation area with
speeds dropping down below 30
km/hr (the standard speed for
traffic operation on the
roundabouts as per IRC-65, 1976).
 Formation of queue at the
entry approaches due to non-
availability of gaps between the
vehicles in the circulating traffic
stream.
 JANUARY 2017 37
 There are other issues likelihood method giving
also which influences the satisfactory results.
maneuvers of vehicles on a Table 1 below presents
roundabout. Some city the critical gap and follow-up
authorities landscape the time values from different
central island space by way works inn different countries.
of arboriculture or placement
of objects. This reduces the A look at the critical gap
across visibility which is the and follow-up time values
Abdullah Ahmad Rajat Rastogi
key to smooth self-defined LM- LM- indicate that both the values
Former Research Scholar, Associate Professor,
movements of vehicles. Email: abd.zubari@gmail.com Email: rajatfce@iitr.ac.in are quite high in U.S. and
Similar observations have (Corresponding author) European countries. The

been made in India regarding Department of Civil Engineering, critical gap values are found
Indian Institute of Technology Roorkee, to be varying between 4.0 s
the operation of traffic on Roorkee247667
roundabouts. Therefore, it and 5.9 s and that of follow-
was felt to analyze the the minimum time interval in the up time are varying between 2.2 s
performance of roundabouts in circulating flow that allows and 4.7 s. Relative to these, the
terms of operational speeds, gaps intersection entry for one entry values in Australia are found to be
accepted or rejected by the vehicle (HCM 2010); and the gap quite low. These are 1.4 s to 4.9 s
vehicles entering the circulating that has an equal probability of for critical gap and 1.8 s to 4.0 s
area and the follow-up time being accepted or rejected (Polus for follow-up time. In China, it is
available which defines the et al., 2005). Vasconcelos et al. 2.65 s for critical gap. The values
opportunity available to the (2012) reported that a 0.5 s are found influenced by the number
vehicles following other vehicles difference in the critical gap can of lanes in the circulating area, as
while merging in the circulating result in capacity difference of up well as, with the relative location
flow. to 15%. A particular driver would of lane. In some studies the values
2. LITERATURE REVIEW reject any gaps less than the are also found getting influenced
by the inscribed circle diameter
An attempt is made here to critical gap and would accept gaps and location of roundabout say in
organize the available literature on greater than or equal to the critical urban or rural area.
roundabout performance with gap.
Guo (2010) found on the basis Another aspect taken up for
respect to gap acceptance
the study is vehicles speeds on a
parameter and speed of the of video survey of Shuma Square
roundabout. Some of the studies
vehicles, and to arrive at the best roundabout in Dalian, China that
in this area are discussed here.
estimation method for critical Ashworths method gave the most
Coelho et al. (2006) discovered
gaps. Critical gap is an important accurate value and other methods
that drivers are compelled to
parameter in the gap acceptance had a little difference because
reduce their speed on the
behavior. It is defined as gap from Ashworths method uses only
roundabout. Configuration forces
the rear of one vehicle to the front accepted gap, but modified Raffs
drivers to slow down from the
of the following vehicle (Ashworth method and maximum likelihood
speed along the upstream highway
and Green); the major stream methods use both accepted gap
(entry road link before the
headway wholly available to a and rejected gap. Brilon et al. in
roundabout), stop or yield at the
waiting vehicle from the minor 1999found that the maximum
roundabout area, then accelerate
road (Adebisi); the time interval likelihood procedure and Hewitts
to the speed along the downstream
between two successive vehicles method for estimation of critical
highway (exit road link after the
in the major road stream (Polus); gap give the best result and
roundabout), producing different
the size of the gap whose number recommended to use these two
speed profiles as compared with
of accepted gaps shorter than it is methods for practical application.
other types of intersection control
equal to the number of rejected Miller in 1972 found Ashworth
or traffic calming devices. Hels
gaps longer than it (Raff and hart); method along with maximum
and Orozova-Bekkevold (2007)

38 INDIAN HIGHWAYS  JANUARY 2017

have observed that probability of
an accident is higher at
roundabouts with bigger drive
curves allowing higher driving
speeds. Montella et al. (2012) had
proposed that the main variables
controlling the roundabout speed
are, deviation angle (angle
between straight vehicle and the
tangent along that curve), the
deflection radius (shift in the path
of the vehicle while moving from
the road link), and the entry path
radius.
Conclusively, it can be said that
the above studies have helped to
establish a firm base to study
performance of roundabout in
terms of gap acceptance and
speed of the vehicles. The above
studies of the research articles
explain that best suited method for
estimating the critical gap is MLM
(Maximum Likelihood Method).
3. Methodology
The methodology adopted is
shown in flow chart below
(Figure1).
4. Data collection and
extraction
Data collection is a very
important part of any traffic

Table 1 Critical gap and follow up time values as reported in literature

Researchers Geometry of roundabout Critical Follow-up Country

Name gap(s) time(s)
(Troutbeck, 1989) 1-lane 1.4 4.9 1.8 2.7 AUSTRALIA
2-lane (dominant lane) 1.6 4.1 1.8 2.2
2-lane (subdominant lane) - 2.2 4.0
(Hagring et al., 2003) 2-lane roundabouts (L) 4.4-4.6 - SWEDEN
2-lane roundabouts (R) 4.0-4.3 -
(Tolazzi, 2004) - 4.8 2.9 SLOVENIA
(Polus et al., 2005) 1-lane, urban/sub-urban 4.0 - ISRAEL
(Mensah et al., 2010) - 2.5-2.6 - MARYLAND
(Brilon, 2011) [1/2] 40 d Inscribed circle 5.6 2.5 GERMANY
Dia d 60 m [entry /
circulating lane]
[2/2] compact 40 d 5.2 2.2
Inscribed circle Dia d 60 m
[2/2] large Inscribed circle 4.4 2.9
Dia> 60 m
(Greibe, 2011) 1-lane, urban 5.1 3.0 DENMARK
1-lane, rural 4.7 3.0
2-lane, rural 4.0 2.6
(Guo, 2010) 2- lane roundabouts 2.65 - CHINA
(HCM, 2010) 1- lane roundabouts 5.19 3.19 U. S.
2- lane roundabouts ( L) 4.29 3.19
2- lane roundabouts (R) 4.11 3.19
(Romana, 2011) - 3.3-3.5 1.65-1.75 SPAIN
(Tracz et al., 2011) Medium 2-lane (L) 4.3 3.3 POLAND
Medium 2-lane (R) 4.6 3.6
Large 2-lane (L) 3.8 2.6
Large 2-lane (R) 4.2 2.9
Semi 2-lane 4.7 2.8

INDIAN HIGHWAYS  JANUARY 2017 39

engineering study and the success
of the effort is heavily dependent
on the quality of data. Proper
identification of study sites is very
important for gathering useful data.
The requirement for this study was
a roundabout located in an urban
or sub-urban area. The city of
Chandigarh was chosen for the
study as it had some well-designed
roundabouts. Chandigarh, capital
of both the Indian states of Punjab
and Haryana, is a union territory
with well-planned roads and
Figure 1: Methodology adopted in this work
40 INDIAN HIGHWAYS  JANUARY 2017
buildings. The population of the
city has crossed the designed
population and this has resulted in
traffic problems. It is visible on the
roundabouts in the form of slowing
down of the traffic and the
formation of queue. The city is
divided into sectors from 1 to 47
of almost equal size. Most of the
intersections of roads are four
legged. Two roundabouts were
selected for the study purpose.
The traffic and operational
conditions of the two roundabouts
are shown in Figure 2. The
roundabouts are named as R25 and
R37, where R stands for a
roundabout and number (25 or 37)
represents the diameter of the
central island, in meters.
Following requirements were
satisfied while selecting these
roundabouts:
 The roundabouts have four
approaches which are mutually
perpendicular to each other.
  The roundabouts are
uncontrolled.
 There is minimum
interference from cyclists and
pedestrians.
 No gradient is present at any
of the approaches.
 The parking bays or bus
bays are sufficiently away from
the intersection.
The inventory and traffic data
were collected at the roundabouts.
The inventory data includes the
geometric details of the
roundabout like central island
diameter, entry width, approach
width, etc. The inventory data of
the selected roundabouts is shown
in Table 2.
Traffic data were collected
using video camera placed at a
suitable location from where a
complete view was obtained. A
nearby multi-storied building
served the purpose. The video was
captured from 8 a.m. to 12 a.m. in
the morning and 3 p.m. to 7 p.m.
in the evening on a typical clear
weekday. The duration of the video
was such that it could take into
Figure 2 Traffic and operational condition of selected roundabouts
account, both the morning as well roundabout R25 and R37 is
as the evening peak hour traffic. presented in Figure 3 and 4,
Traffic volume data is about the respectively.
volume of circulating traffic and its The examination of the two
composition. The video was roundabouts clearly indicates that
analyzed to extract the circulating cars and motorized two wheelers
traffic flow in front of the constitute 91% to 95% of the total
approach, the gaps accepted or traffic on entry approaches, and
rejected, the follow-up time, and 88% on the circulating pathway.
entry speed on an approach Cars are found plying more in
section and within the circulating numbers on a small size
section. The pcu values for roundabout as compared to
converting the heterogeneous motorized two-wheelers. This is
traffic into a homogeneous one opposite on a larger size
were taken from IRC-65 (1976). roundabout. These may be
The pcu values taken are 0.75 for locational influences. Heavy
motorized two-wheelers (2W), 1.0 vehicles are negligible, varying
for motorized three-wheeler (3W) within 1% and 3%, and therefore
and 2.8 for buses and trucks (HV). it can be considered that their
The composition of traffic flow on influence on the flow
Table 2 Geometric Data of the Selected Roundabouts (in meters)
Geometric Parameters R25 R37
Entry Width 7.0 8.5
Exit Width 7.0 8.5
Approach Width 6.7 7.5
Departure Width 6.7 7.5
Circulating roadway width 8.0 7.0
Central island diameter 25.0 37.0
INDIAN HIGHWAYS  JANUARY 2017 41
characteristics on the roundabouts
will not be significant. It is
interesting to note that the
concentration of vehicles, other
than cars and motorized two-
wheelers, is increasing in the
circulating pathway as compared
to the entry of the approach. This
influence is very high in the case
of motorized three wheelers on
both the roundabouts. This may be
an indication of building of
concentration due to reduction is
Figure 3 Mean Composition of traffic flow on roundabout R 25
Figure 4 Mean Composition of traffic flow on roundabout R 37
42 INDIAN HIGHWAYS  JANUARY 2017
speeds of vehicles from
approaches to circulating area on
a roundabout.
5. Analysis and results
Critical gap, follow up time and
speed are important parameters on
the roundabout. Accepted gaps and
maximum rejected gaps are
extracted for the estimation of
critical gap. The follow-up time
and speed of the vehicles are also
extracted from the captured video.
5.1. Estimation of critical
gap and follow-up time
The critical gap is estimated
using accepted gap and maximum
rejected gaps by an entering
vehicle. In this study, only car and
motorized two-wheeler are
considered, because the
percentage of other vehicles is not
sufficient to generate adequate
gap data. Gaps (accepted and
rejected by a vehicle) and speed
data were extracted for every 10
min interval. These were used to the data for cars on a larger critical gap is reducing with an
estimate critical gap using MLM diameter roundabout is relatively increase in the diameter of the
method. The estimated critical gap higher. roundabout. The same is observed
for car and motorized two-wheeler, 5.2. Relationship between to be true in the case of motorized
on both the roundabouts, are given critical gap and circulating two-wheelers on the two
in Table 3. It can be noted that the traffic roundabouts. The value varied
critical gap value for both the within a narrow range of 1.6 s and
In the same time interval of 10
vehicles at a smaller diameter 1.7 s on a smaller diameter
min the circulating traffic data
roundabout is higher than that on roundabout and within 1.5 s and
were also extracted from the
a larger diameter roundabout. 1.6 s on a larger diameter
video. The associative critical gaps
Mean value of critical gap for car roundabout.
for car and motorized two-wheeler
is between 2.13 s and 2.32 s, To arrive at the best fit
and the circulating traffic volume
whereas, for motorized two- relationship between the estimated
are plotted. The circulating traffic
wheeler it is ranging between 1.55 critical gap and circulating traffic
volume was converted into pcu
s and 1.65 s. flow a large number of
using the values as mentioned
The follow-up time of car and before. The variation of critical distributions were examined. The
motorized two-wheeler on both gap with circulating traffic flow on best fit is found to be the
roundabouts are given in Table 4. both the roundabouts is shown in exponential function between the
The mean value of follow-up time Figure 5 and 6. It has been two, but with very low value of
has a narrow range, 1.53 s to 1.56 observed that with an increase in coefficient of correlation. Based
s for car and between 1.11 s and the circulating traffic flow the on the statistical parameters it has
1.16 s for motorized two-wheeler. estimated value of critical gap been concluded that there is no
It can be seen that the behavior is remains more or less constant. It effect of the circulating traffic flow
opposite on the two roundabouts. has been found to be within 2.3 s on the critical gap.
Follow-up time for car is higher on and 2.5 s for cars on smaller It is also observed that the
larger diameter roundabout, diameter roundabout, whereas, it reduction in the estimated critical
whereas, it is motorized two- reduces to between 2.1 s and 2.2 gap between smaller and larger
wheeler in the case of smaller s on a larger diameter roundabout. diameter roundabout is 6% to 8%
diameter roundabout. Variation in As mentioned before the estimated for motorized two-wheelers and
cars respectively. In general, the
Table 3 Estimated Critical-gap (in sec.) for car and motorized estimated mean critical gap value
two-wheeler for motorized two-wheeler is 28%
R-25m R-37m lower than that of car.
Car 2W Car 2W 5.3. Relationship between
Mean 2.32 1.65 2.13 1.55 follow-up time and
circulating traffic flow
S.D 0.05 0.02 0.01 0.02
Min 2.23 1.62 2.11 1.52
The follow up-time of the
entering vehicles under queue
Max 2.40 1.70 2.17 1.59
condition has been estimated by
considering a 10 min time period
Table 4 Follow-Up Time (in sec.) for car and motorized two- in succession. This helped in
wheeler getting the follow-up time value
for car and motorized two-wheeler
R-25m R-37m
with respect to the circulating
Car 2W Car 2W traffic flow in that time period. The
Mean 1.53 1.16 1.56 1.11 follow up-time for car and
S.D 0.10 0.12 0.19 0.13 motorized two-wheeler is plotted
Min 1.40 0.98 1.27 0.92 against the circulating flow for
Max 1.71 1.35 1.90 1.41 both roundabouts are shown in
Figure 7 and 8.

INDIAN HIGHWAYS  JANUARY 2017 43

 It can be seen that the follow-
up time is decreasing with an
increase in the circulating traffic
flow. That indicates that as number
of vehicles increases on the
circulating roadway, the vehicles
Figure 5 Critical gap v/s circulating traffic flow at roundabout
R-25
Figure 6 Critical gap v/s circulating traffic flow at roundabout
R-37
Figure 7 Follow up time v/s circulating traffic flow at roundabout
R-25
44 INDIAN HIGHWAYS  JANUARY 2017
in the entry approach start availing
small opportunities. This behaviour
is more pronounced in the case of
motorised two-wheelers as
compared to cars. The follow-up
times are found varying between
1.4 s and 1.7 s for cars on a smaller
diameter roundabout, whereas, the
range increase to 1.3 s and 1.8 s
on a larger diameter roundabout.
Similarly, for motorized two-
wheelers, the range is 1.0s to 1.4s
on a smaller diameter roundabout,
whereas, it is 0.9s and 1.4s on a
larger diameter roundabout.
Another point to be noted is
the percent change in the values
of follow-up time for cars and
motorised two-wheelers across
the roundabouts. The follow-up
time value has increased by around
2% for cars and decreased by
4.3% for motorized two-wheelers
when moving from smaller to
larger diameter roundabout. The
follow-up time values for
motorised two-wheelers are
around 26.5% 2.3% lower than
that of cars.
The best fit relationship
between follow-up time and
circulating traffic flow has been
examined and exponential function
has been found to be the best out
of many distributions. Based on
the statistical parameters, it has
been concluded that the
relationship between the follow-up
time and circulating traffic flow is
not significant.
5.4. Estimation of entry
speed and circulating
speed
Vehicle speed has been
measured at two locations on a
roundabout, one at the entry of the
approach and other in the
circulating pathway. Average
circulating speed and entry speed
of car and motorized two-wheeler
on the roundabouts are given in
Table 5. It can be noted that the
speed of cars and motorized two-
wheelers at the entry of the
approach and in the circulating
pathway is higher on larger similar for both the vehicles on of the roundabouts increased, the
diameter roundabout as compared small size roundabout. On larger rate of decrease in vehicle speed
to the smaller diameter size roundabout the rate of at the entry of an approach also
roundabout. At both the locations decrease is higher for motorized decreased. Table 6 shows the
on a roundabout, the motorized two-wheeler as compared to car. equation for entry speed and
two-wheelers are found moving Across the roundabouts, as the size circulating volume with statistical
faster than the cars.
The relative increase in the
speeds of cars and motorized two-
wheelers with respect to the
diameter of the roundabout gives
some interesting results. It is noted
that the increase in entry speed of
car is only 2% whereas, for
motorized two-wheelers it is 22%.
Very high change in speed is
observed in the circulating area
with the increase in the size of the
roundabout. Car speed has
increased by 133% and motorized
two-wheeler speed by 72%. The Figure 8 Follow up time v/s circulating traffic flow at roundabout
R-37
relative difference between entry
speed of motorized two-wheeler
and car is +19% on smaller size
roundabout whereas, it increases
to +43% on a larger size
roundabout. In the circulating area,
though the difference between the
two vehicles respectively is +37%
on a smaller size roundabout but
as the size of the roundabout
increases the circulating speed of
the two type of vehicles
approaches near to each other, at
around +5% only. Figure 9 Entry speed v/s circulating traffic flow at roundabout
R-25
5.5. Relationship between
entry speed and circulating
traffic
The scatter plot for entry
speed of car and the motorized
two-wheeler with the circulating
traffic volume is shown in Figure
9 and 10 for both roundabouts R-
25m and R-37m, respectively.
The entry speed of vehicles at
approaches is found to be
decreasing with an increase in the
circulating traffic flow for both
Figure 10 Entry speed v/s circulating traffic flow at roundabout
types of vehicles. The trend looks R-37

INDIAN HIGHWAYS  JANUARY 2017 45

parameter. Based on the statistical
parameters, it can be concluded
that satisfactory and significant
relationship exists between the
speed of vehicles at the entry and
circulating traffic flow.
5.6. Relationship between
circulating speed and
circulating traffic
The scatter plot for circulating
speed of car and the motorized
two-wheeler with the circulating
traffic flow is shown in Figure 11
and 12 for both roundabouts R-
25m and R-37m, respectively.
It is clear from the two figures
(11 and 12) that circulating speed
for car and motorized two-wheeler
is linearly decreasing, with an
increase in the circulating traffic
flow. The relationship has
reasonable coefficient of
determination. The reduction in the
circulating speed is found to be
lower on the bigger size
roundabout as compared to smaller
size roundabouts. Table 7 shows
the equation for circulating speed
and circulating volume with
statistical parameters. Based on
these, it is concluded that the
relationship between the
circulating traffic flow and the
speed of vehicles in the circulating
pathway of the roundabout is
significant and above satisfactory
to good.
6. Conclusions
Following points emerged
from the analysis of the two
roundabouts, one with diameter of
central-island as 25 m and other
with 37 m. The entry approach and
circulating section are both
classified as two-lane systems
though there is some difference in
the widths.
1. The roundabouts were
found to be free of influences like,
presence of heavy vehicles and
pedestrians or cyclists; longitudinal
gradients; parking of buses, etc.
These provide almost ideal
situation for carrying out the study.
The selected roundabouts fall in
two-lane circulating roadway (7.0

Table 5 Summarize circulating and entry speed (km/h) for car and motorized two-wheeler

R-25 R-37
Circulating speed Entry speed Circulating speed Entry speed
Car 2W Car 2W Car 2W Car 2W
Mean 11.63 15.91 18.89 22.52 27.14 28.41 19.26 27.47
S.D 2.06 1.96 2.09 1.58 2.77 2.95 1.56 3.10
Min 8.35 13.11 15.19 20.23 24.23 25.05 17.25 22.97
Max 14.69 19.12 21.97 25.21 32.35 33.41 22.11 33.37

Table 6 Equation of entry speed (Ve) and circulating traffic flow (qc) with statistical parameters

Roundabouts Vehicle Equation R2 P-value

D-25 Car Ve= -0.0076*qc + 32.604 R = 0.5363 0.0067
2W Ve = -0.0064* qc +34.073 R = 0.6622 0.0013
D-37 Car Ve = -0.0021* qc +24.186 R = 0.6535 0.0016
2W Ve = -0.0043* qc +37.607 R = 0.7002 0.0007

Table 7 Equation of circulating speed (Vc) and circulating traffic flow (qc) with statistical
parameters
Roundabouts Vehicle Equation R2 P-value
D-25 Car Vc= -0.0085* qc +27.016 0.6944 0.0007
2W Vc= -0.0074* qc +29.286 0.5823 0.0039
D-37 Car Vc = -0.0041* qc +36.770 0.7945 0.0001
2W Vc = -0.0044* qc +38.717 0.8037 0.0001

46 INDIAN HIGHWAYS  JANUARY 2017

m to 8.0 m width), and therefore,
the results can be compared with
reported literature on similar
conditions. The average critical
gap value in U.S. and European
countries is found to be 4.38 s, and
average follow-up time is 3.16 s.
Under similar conditions, the
average critical gap values in
Australia and China are 2.85 s and
2.65 s respectively. The average
follow-up time value in Australia
is 2.55 s.
2. The mean critical gap on
the two roundabouts is found
varying between 2.13 s and 2.32 s
for cars and between 1.55 s and
1.65 s for motorised two-wheelers.
These values are much lower than
even those observed in Australia
and China, by around 16% to 22%
for cars and by 40% to 44% for
motorised two wheelers.
Comparing to U.S. and Europe,
the estimated values are almost
50% for cars and 36% for
motorised two-wheelers. These
values indicate that drivers on
roads in developing countries are
ready to pick small gaps to
complete their maneuver. It is
because of higher pressure on
roads during peak periods, may be
due to increasing motor vehicle
ownership and population. The
data interpretation may put these
drivers in aggressive driver
category, as compared to the
driver discipline and behaviour in
developed countries, which is
traffic lane based. But this may not
be true. Under unconstrained or
off-peak traffic conditions, the
same drivers may be behaving
normal.
3. Similar look at follow-up
times reveals that it is ranging
between 1.53 s and 1.56 s for cars
and 1.26 s and 1.11 s for motorised
two wheelers. The range is narrow
as compared to critical gaps.
These values are 43% lower for
cars than that observed in Australia
and 54% lower than those
observed in U.S. and Europe. If
we compare motorised two
wheelers also than these become
lower by 53% to 62%. It is again
indicative of driver behaviour
under constrained conditions. The
drivers are bound to accept lower
gaps while following the vehicle
ahead for entering into the
circulating stream. If they try to
maintain safe margins then that
may result in queues.
4. The data clearly shows
that the safety margin maintained
by the drivers in developed
countries is much higher than that
being maintained in developing
countries. In terms of space gap
(at 30 km/h speed on roundabouts)
the cars and motorised two
wheelers are maintaining an
average gap of 18 m and 13 m
respectively in the developing
countries, whereas, in developed
countries like U.S. and Europe,
Australia and China, it is 36 m, 24
m and 22 m respectively. In the
scenario of vehicles entering from
approach legs, the safety condition
is further bad. The space gap
maintained by vehicles is 13 m for
cars and 10 m for motorised two
wheelers in the developing
countries. This is against 26 m in
U.S. and Europe and 22 m in
Australia. If we look at these data
from the safe stopping distance
perspective (with perception-
reaction time 2.5 s, speed 30 km/h
and coefficient of longitudinal
friction as 0.40), then it should be
30 m. In almost all cases, across
the world, the driver behaviour
cannot be termed as safe in this
INDIAN HIGHWAYS
aspect. This can be probably
termed safe at a speed of 20 km/h
and high perception capability (i.e.
low perception-reaction time of say
2s or lower).
5. The critical gaps are not
found getting influenced by the
circulating traffic flow within a
range of 1300 pcu/hr and 2500 pcu/
h. The critical gaps are found
varying within a narrow range. But
with respect to the same
circulating traffic flow, the follow-
up times are found decreasing with
an increase in the flow value. This
driver behaviour is logical and
looks to be similar to what is
observed across the world.
Referring back Table 1, it can be
noted that follow-up times, as low
as 1.8 s in Australia, 2.5 s in U.S.,
2.2 s in Germany, 1.65 s in Spain
and 2.6 s in Poland and Denmark
are observed against a high
follow-up time of 4.7 s (U.S.). This
must be the influence of increase
in the traffic flow in respective
local conditions.
6. The relative critical gap
and follow-up times for car and
motorised two-wheelers are in
sync. The value of second vehicle
is found to be around 28% lower
than that of first one. These values
are found to be influenced by the
size of the roundabout. In the case
of critical gaps, the effect is more
certain. It was observed that the
values reduced by 6% to 8% with
an increase in the size of the
roundabout. It can be simply
attributed to the psychological
effect arising out of increase in size
of the roundabout. In the case of
follow-up times, the range has
increased with the increase in the
size of the roundabout. This is
indicative of higher variation in the
driver behaviour with the increase
 JANUARY 2017 47
in size. The change of size has
caused diverse behaviour for car
drivers and motorised two wheeler
drivers. Car drivers have become
a bit cautious, whereas, motorised
two wheeler drivers have become
opportunist in accepting the follow-
up times.
7. Motorized two wheeler
drivers are observed to be driving
at speed higher than car drivers on
both sized roundabouts. The
increase in the size of the
roundabout has profound influence
on the entry speed of the
motorized two wheelers. Increase
is negligible in the case of cars. But
drastic variation is observed in the
circulating area where with an
increase in the size of the
roundabout the speeds of both
vehicles has increased heavily.
This increase is such that the speed
of two vehicles approaches nearer
to each other (within 5%).
8. Entry speed and
circulating speed, both, are found
getting influenced by the
circulating traffic flow. These are
reducing with an increase in the
circulating traffic flow. The
influence of an increase in the size
of the roundabout is higher on the
rate of decrease for motorized
two-wheeler as compared to car.
This might be because of higher
variation in the speeds of individual
48 INDIAN HIGHWAYS  JANUARY 2017
motorized two wheelers as
compared to cars, and a stabilizing
effect on the speeds. Across the
roundabouts, as the size of the
roundabouts increased, the rate of
decrease in vehicle speed at the
entry of an approach also
decreased. The reduction in the
circulating speed is found to be
lower on the bigger size
roundabout as compared to smaller
size roundabouts.
The above discussion clearly
highlights the differences between
developing countries and
developed countries, with regard
to the estimated critical gaps and
follow-up times for different
vehicles on roundabouts.
Therefore, the critical gap and
follow-up time values as
recommended in other countries
cannot be used directly as such in
the traffic conditions prevailing in
developing countries like India.
This paper has suggested the
tentative values of critical gaps and
follow-up times for cars and
motorised two wheelers plying on
a roundabout with two-lane
approach and circulating roadway.
The influence of roundabout size
(central island diameter) is clearly
highlighted. The suggested values
and results have application under
similar traffic and facility
conditions in developing countries.
References
1. Brilon, W., 2011. Studies on
roundabouts in Germany: lessons
learned, in: 3rd International
Conference on Roundabouts. Carmel,
Indiana, May 18-20, pp. 115.
2. Coelho, M.C., Farias, T.L., Rouphail,
N.M., 2006. Effect of roundabout
operations on pollutant emissions.
Transp. Res. Part D Transp. Environ.
11, 333343. doi:10.1016/
j.trd.2006.06.005
3. Greibe, P., 2011. Roundabout: Design
and capacity, in: International
Roundabout Design and Capacity
Seminar - 6th International
Symposium on Highway Capacity.
Stockholm, Sweden, June 28 July 1.
4. Guo, R., 2010. Estimating critical gap
of roundabouts by different methods,
in: Transportation of China, 6th
Advanced Forum on Transportation
of China. Beijing, China, October 16,
pp. 8489.
5. Hagring, O., Rouphail, N.M.,
Srensen, H.A., 2003. Comparison of
capacity models for two-lane
roundabouts. Transp. Res. Rec. J.
Transp. Res. Board No. 1852, 114
123. doi:10.3141/1852-15
6. HCM, 2010. Highway capacity manual
2010, in: Transportation Research
Board, National Research Council.
Washington, D. C.
7. Hels, T., Orozova-Bekkevold, I.,
2007. The effect of roundabout design
features on cyclist accident rate.
Accid. Anal. Prev. 39, 300307.
doi:10.1016/j.aap.2006.07.008
8. IRC-65, 1976. Recommendation
practice for traffic rotaries, in: Indian
Roads Congress. New Delhi, India.

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UNDER U NUMBER U(SW)-12/2016-2018
At Lodi Road, PSO on dated 28-29.12.2016 LICENCE TO POST
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INDIAN HIGHWAYS PUBLISHED ON 26 DECEMBER 2016

JANUARY 2017

TEN GOLDEN RULES FOR ROAD SAFETY

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

ROAD SAFETY FOR CHILDREN

Edited and Published by Shri S.S. Nahar, Secretary General, Indian Roads Congress, IRC HQ Sector-6, R.K. Puram, Kama Koti
Marg, New Delhi-110 022. Printed by Shri S.S. Nahar on behalf of the Indian Roads Congress at M/s. I G Printers Pvt. Ltd.,104,
DSIDC Complex, Okhla Industrial Area, Phase-I, New Delhi-110020