Indian Roads Congress Founded : December 1934

VOLUME 44 NUMBER 1 JANUARY 2016

CONTENTS ISSN 0376-7256
Page
Page Technical Papers
4-5 From the Editor’s Desk - “The Report of Parliamentary 9 Computation of Time Delay at Signalized Intersection
Standing Committee on “National Auto Fuel Policy”
Warranted Implementation in a Time-Bound Action Plan”

6-7 Important Announcement - New Membership Fee/Form

Advertisements Shabana M. Kumar

Thabassum
ICT Pvt. Ltd. - Inside Front Cover
17 Evaluation of Fracture Resistance of Asphalt Mixes
Sachi Geosynthetics Pvt. Ltd. - Inside Back Cover Containing Recycled Asphalt Pavement Using SCB Test
Rodic Consultants Pvt. Ltd. - Outside Back Cover
8 TechFab India Industries Ltd.
16 Jalnidhi Bitumen Specialities Pvt. Ltd.
23 Unihorn India Pvt. Ltd. Srinivas F. Dharamveer Singh
23 Casta Engineers Pvt. Ltd. Chitragar

24 Spectrum Chemicals 25 Fine Copper Slag as an Alternative Marginal Material for

Road Construction
35 Arun Soil Lab Pvt. Ltd.
35 Redecon (India) Pvt. Ltd.
37 Sparsh Engineering Company (P) Ltd.
37 Keshav Industries
V.G. Havanagi A.K. Sinha A. Ranjan
38 Amil Ltd.
38 Ooms Polymer Modified Bitumen Pvt. Ltd. 34 Tender Notice, MORTH, New Delhi
39 BASF 36 Tender Notice, MORTH, New Delhi
40 HINCOL
41 Kraton Polymers
42 Tiki Tar Industries India Ltd.

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 From the Editor’s Desk
THE REPORT OF PARLIAMENTARY STANDING COMMITTEE ON “NATIONAL AUTO
FUEL POLICY” WARRANTED IMPLEMENTATION IN A TIME-BOUND ACTION PLAN
S.S. Nahar
Dear Stakeholders,
The Parliamentary Standing Committee
on ‘Petroleum and Natural Gas’ under the
Chairperson ship of Shri Pralhad Joshi
has considered the two vital public policy
instruments viz. Auto Fuel Policy 2003 and
Auto Fuel Vision and Policy 2025 at the
disposal of the Govt. (M/o. P&NG) to address
‘Growing Vehicular Pollution in the Country’,
and adopted the Report on “National Auto Fuel
Policy” on 6th May, 2015. The gist of significant
recommendations is as under:
(i) One Country – One Fuel Norm
The Committee observed that Bharat
Stage-IV quality fuels (maximum Sulphur
content upto 50 ppm motor spirit and high
speed diesel) have so far been introduced
only in 26 highly polluted cities for four
wheelers only is warranted to be
implemented in the entire country by
scheduled programme of April, 2017.
This would not only improve the effective
implementation of mandatory fuel
efficiency norms in the country, but also
remove the confusion on low awareness
among public about the availability and
usage of right quality of fuel in the
market. However, the implementation of
‘One Country – One Fuel Norm’ requires
massive logistics exercise for upgradation
of oil refineries, therefore, the Committee
4 INDIAN HIGHWAYS, January 2016
recommend the Govt. to take a decision on
the levying of cess (Sulphar Cess on
BS-III Fuel and Special Fuel Upgradation
Cess on all Gasoline and Diesel sold in
India) for insuring required funds to the
tune of Rs 80,000 crore for fuel
upgradation projects of Oil Marketing
Companies (OMCs).
(ii) Pollution Under Check (PUC) System
With the alarming rise of pollution levels
becoming a major public health hazard in
Indian cities, the Committee emphasized
that existing PUC system for reduction of
pollution in in-use vehicles should be
replaced with efficient computerized
mechanism for all categories vehicles for
ensuring better compliance, help to identify
polluting vehicles.
(iii) Inspection and Maintenance (I&M)
System and Vehicular Retirement Policy
In order to ensure ‘strict fitness regime’, the
Committee recommend to reduce the
periodicity of mandatory I&M and
certification of private vehicles from the
existing 15 years under the provision of
Motor Vehicle Act, 1988, besides the Govt.
(MoRT&H) to invoke the powers under
Section 59 of MV Act, 1988 to fix an age
limit for retirement of vehicles without any
delay by taking into consideration various
parameters like, mileage clock, emission
levels, age of vehicles or other suitable
 EDITORIAL
criteria. developing methodology and labelling
(iv) Promotion of CNG, other Alternate Fuels programme for passenger cars into five
and Fuel Economy Standards (Star Rating categories i.e. one star to five stars under
System) the support and guidance of Bureau of
The Bureau of Indian Standards (BIS) has Energy Efficiency (BEE) and Petroleum
already evolved a standard (IS-15607) for Conservation & Research Association
Bio-diesel (B 100), which is the Indian (PCRA).
adaptation of the American Standard ASTM (v) Road Safety Audit and Mass Transport
D-6751 and European tandard EN-14214. Systems
BIS has also published IS: 2796: 2008 The Committee observed that the
which covers specification for motor mandatory Road Safety Audit would play a
gasoline blended with 5% ethanol and very significant role in improving the fuel
motor gasoline blended with 10% ethanol. efficiency as well as emission levels of
Rule 115E of the Central Motor Vehicles
motor vehicles and would also reduce
Rules (7th Amendment), 2015 prescribes
vehicle operation costs and a well-planned
Mass emission standards for flex-fuel
mass public transport system in a holistic
ethanol (E 85) and ethanol (ED 95)
approach for ensuring the last mile
vehicles has been notified by the MORTH
connectivity can bring a lot of benefits like,
vide G.S.R. 412 (E) dated 19th May, 2015.
lower pollution levels, decongestion of roads,
Section 52 of the Motor Vehicles Act already
less consumption of fossil fuels, lower
allows conversion of an existing engine of
a vehicle to use biofuels. Engine accidents and cheaper than personal
manufacturers would need to suitably vehicles.
modify the engines to ensure compatibility This is warranted to be launched as a nation
with biofuels, wherever necessary. mission in supplement to “Make in India” and
The Committee observed that the Govt. must “Swachh Bharat” flagship programs, in fulfillment
give high priority for covering more and of dream of the Great Son of Bharat Mata
more areas under CNG; ensure the Dr. Kalam, the Late President of India.
availability of aforementioned alternate
fuels in the entire country and the  Sajjan Singh Nahar
mandatory declaration of fuel economy  Secretary General
standards by automobile manufacturers by  E-mail: secygen.irc@gov.in

Place : New Delhi

Dated : 30th December, 2015

INDIAN HIGHWAYS, January 2016 5

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 8 INDIAN HIGHWAYS, January 2016
 COMPUTATION OF TIME DELAY AT SIGNALIZED INTERSECTION
Shabana Thabassum* and M. Kumar**

ABSTRACT
The objective of this paper is calculate the average time delay caused to vehicles at signalized intersections which is an
important criterion in the evaluation of performance of signalized intersections. Various models have been developed to
estimate delay to traffic at signalized intersections and all these models are based on the homogeneous traffic conditions.
In this study, an attempt has been made to develop a delay model in order to estimate the delay caused to vehicles
given the basic data, which are easily measurable at signalized intersections under heterogeneous traffic conditions.
Highway Capacity Manual (HCM) method modeling technique has been adopted to estimate the saturation flow and the
delay caused to traffic, at signalized intersections, under heterogeneous traffic conditions. The interactions between the
different types of vehicles are incorporated in the modified Webster model by considering the intercorrelation between
different vehicle groups. The input data required for these models and the data required to validate the calculated values
were collected by conducting extensive traffic surveys at Balnagar signalized intersection in the city of Hyderabad,
India. Computational results showed that the delay estimated by surveyed procedure matches with the delay calculated
by Webster and HCM procedure at 10 to 15% variation.

1 INTRODUCTION extensive in most of the towns and queuing are more

India is one of the fastest
growing nations in the world.
Indian road traffic has grown
manifolds in the recent past and
likely to grow further as per
the present trends registered in
the past couple of years(1). Fast
urbanization and rapid growth
in road traffic are responsible
for increasing congestion
and delay in the urban areas.
As the intersections are vital
nodal points in a transportation
network, their efficiency of
operation greatly influence the
entire networks performance. In
addition to that it is complicated
by the fact that each intersection
has unique characteristics of
physical layout, vehicle flow
rates, turning movements and
pedestrian movements. The use
of traffic signals for control of
conflicting streams of vehicular
and pedestrian traffic is
* Associate Prof., Civil Engg. Dept., St. Martins’s Engg. College, Hyderabad, Telangana. E-mail: shabana.t27@gmail.com
** Professor & HOD, Civil Engineering Department, Osmania University, Hyderabad, Telangana.
and cities(2).
Traffic signals improve overall
safety, decrease average travel
time through the intersection
and consequently increase
the capacity and equalize the
quality of service for all or most
traffic streams. A delay is a
time loss that is not within the
realm of control by the vehicle
(or driver). This delay depends
on parameters such as traffic
flow in the roads, behavior of
the driver, the geometric type
of intersection, and whether or
not there is an obstruction(3).
Traffic delays and queues are
principal performance measures
that enter into the determination
of intersection Level Of Service
(LOS), in the evaluation of the
adequacy of lanes, and in the
estimation of fuel consumption
and emissions. In India the
problem of traffic congestion
complex than that in western
countries. This is mainly due
to heterogeneity of traffic flow,
unrestricted mixing of various
vehicles without their physical
segregation, irregular lateral
and longitudinal spacing among
the vehicles while in queue, lack
of lane discipline and haphazard
movement of vehicles and
pedestrians.
2 LEVEL OF SERVICE AND
DELAYS OF SIGNALISED
INTERSECTON
Traffic signal is a power operated
device by which traffic is warned
or directed to take any specific
action. Traffic control signals,
properly located and operated to
provide the orderly movement
of traffic, can increase the
traffic handling capacity of the
intersection and to reduce the
frequency of certain types of
accidents, especially the right

INDIAN HIGHWAYS, January 2016 9


angle type. In the Highway
Capacity Manual(5) approach,
capacity at intersections is
defined for individual lane
groups and for the intersection
as a whole. Estimation of delay
at signalized intersections is a
complex process and depends
on a number of parameters,
among which the degree of
saturation (x = v/c) is the most
important(6). Capacity analysis
of intersections involves the
computation of volume-to-
capacity (v/c) ratios for each lane
group, from which an overall
intersection v/c ratio may be
derived. The concept of a critical
v/c ratio is used to evaluate
the intersection as a whole,
considering only the critical
lane groups or those with the
greatest demand for green time
within each signal phase. The
Table 1 Stopped Delay Range
LOS Stopped Delay (Sec) Range
A <=10.0
B >10.0 and <= 20.0
C > 20.0 and < = 35.0
Delay in the realm of signalized
intersections is associated with
the time lost to a vehicle and/or
driver because of the operation
of the signal and the geometric,
traffic conditions present at the
intersection(8). While delay in
the HCM 2000 context is
defined as the difference
between the travel time actually
experienced and the reference
travel time that would result
during ideal conditions, in the
10 INDIAN HIGHWAYS, January 2016
TECHNICAL PAPERS
period between the end of green
on one approach and the start of
green on a conflicting approach
is known as inter green(7). Level
of service (LOS) is defined in
terms of delay and ranges from
LOS A (free-flow conditions)
to LOS F (long delays). Delay
represents a measure of driver
discomfort, frustration, fuel
consumption, and lost time.
Specifically, level-of-service
delay criteria are stated in terms
of average stopped delay per
vehicle for a 15-minute analysis
period. Delay is a complex
measure that depends upon a
number of variables such as
quality of signal progression,
cycle length, allocation of
green time, and v/c ratio. The
delays and corresponding levels
of service are presented in
Table 1.
LOS Stopped Delay (Sec) Range
D > 35.0 and < = 55.0
E > 55.0 and < = 80.0
F > 80.0
absence of traffic control, in the
absence of geometric delay, in
the absence of any incidents, and
when there are no other vehicles
on the road. There are several
different types of delay that can
be measured at an intersection,
and each serves a different
purpose to the transportation
engineer. The signalized
intersection capacity and LOS
estimation procedures are built
around the concept of average
control delay per vehicle.
Control delay is the portion
of the total delay attributed
to traffic signal operation for
signalized intersections.
Control delay (overall delay)
can be categorized into
 Deceleration delay
 Stopped delay and
 Acceleration delay
Stopped delay is easier to
measure, while overall delay
reflects better the efficiency
of traffic signal operation(9). A
final element that may affect the
delays incurred at intersection
approaches is the randomness
in vehicle arrivals. If vehicles
were to arrive at uniform
intervals, the delays incurred
by vehicles within successive
signal cycles would be
identical, as there would then
be an exact replication of the
arrival and departure patterns.
However, under random arrival
patterns, the number of arrivals
may fluctuate from one cycle
to the other, thus resulting in
different queue lengths. This
may in turn results in arrival
demands that occasionally
exceed the approach capacity,
and therefore, in higher delays.
3 WEBSTER’S DELAY
MODEL (1958)
The delay model developed by
Webster (1958) is the basis for
most delay models developed
subsequently. It is based on the
deterministic queuing theory
and is given as:

D = [C (1- λ)2 /2 (1- λX)] +
[x2 /2q (1-X)]- 0.65
(C/q2)1/3 X(2+5λ)
where,
D = average delay per vehicle
(approach delay) (sec)
C = cycle time in (sec)
λ = proportion of the cycle that
is effectively green for the
phase under Consideration
(i.e. effective green time/
cycle time)
q = flow (veh/lane/sec)
X = degree of saturation, which
is the ratio of actual flow to
the maximum flow that can
be passed through the
approach = q / S
S = saturation flow (veh/lane/
sec).
The first term of Webster (1958)
model represents the average
delay to the vehicles assuming
uniform arrivals. The second
term gives the additional delay
due to random arrivals and
signal cycle failures. The third
term is an adjustment factor
to account for specific field
conditions, developed semi
empirically. The permissible
upper limit of traffic flow for
the model to give satisfactory
results is slightly less than full
saturation.
4 HIGHWAY CAPACITY
MANUAL (HCM 2000)
METHOD
In the HCM 2000, the average
delay per vehicle for a lane
group is given by
d = d1. fPF + d2
INDIAN HIGHWAYS, January 2016 11
TECHNICAL PAPERS
where,
d1 = 0.5 C [ (1-g/C)2] .
[(1-(min (X,1.0) g/C)]
d2 = 900T [(X-l) +√ [(X-l)2 + 8KIX]
fPF = (1-P) fp
1 - g/C
Where,
d = average overall delay per
vehicle (seconds/vehicles),
d1 = uniform delay (seconds/
vehicles),
d2 = incremental, or random,
delay (seconds/vehicles),
fPF = adjustment factor for the
effect of the quality of
progression in coordinated
Systems,
C = traffic signal cycle time
(seconds),
g = effective green time for lane
group (seconds),
X = volume to capacity ratio of
lane group,
c = capacity of lane group
(vehicles/hour),
K = incremental delay factor
dependent on signal
controller setting (0.50 for
Pre timed signals; vary
between 0.04 to 0.50 for
actuated controllers),
I = upstream filtering/metering
adjustment factor (1.0 for
an isolated intersection),
T = evaluation time (hours),
P = proportion of vehicles
arriving during the green
interval,
cT
fp = progression adjustment
factor.
The four influencing factors that
are considered are :
 Cycle time
 Effective green time
 Traffic volume and
 Saturation flow
(10)
estimated the delay at
signalized intersection based
on the field procedure given
in HCM 2000. Using the
measured delays the operating
level of service for the study
intersections are assessed.
5 STUDY AREA
Hyderabad is one of major
growing cities and sixth largest
metropolitan city in India.
The total extent of Hyderabad
Metropolitan Area (HMA)
is 1868 Sq. km. The total
population of HMA is about
77.50 lakhs as per 2011 census.
The phenomenal increase in
population coupled with growth
of road vehicles has created
considerable traffic problems. It
is facing a peculiar problem of
traffic heterogeneity. In addition
to this, the city is facing with
the problems of narrow streets
and choked intersections. The

intersections are vital nodal
points in transportation network
and their efficiency of operation
greatly influence the entire
networks performance. The study
location has been selected as
Balnagar signalized junction on
Balnagar main road connecting
NH-9 with NH-7 as shown in
Fig. 1. Balnagar is a mandal in
Hyderabad  district  located in
the state of Telangana. It is one
of the major Industrial estates
in India located in northwest
side of  Hyderabad. Several
Governments owned industries
are established in this location.
IDPL, IDL, NRSA, HAL, BHEL
R&D are few amongst them.
Balnagar is an area attracting
large number of work trips from
12 INDIAN HIGHWAYS, January 2016
TECHNICAL PAPERS
the surrounding areas. The traffic
at this intersection is highly
heterogeneous comprising
vehicles with different static
and dynamic characteristics
falling on the wide range.
For the purpose of the study,
the vehicles based upon the
size, speed and acceleration
or deceleration characteristics
were grouped into the following
types.
● Cycle
● Two wheeler (Scooter,
moped and motor cycle)
● Three wheeler (Auto
rickshaw)
● Car, van and jeep
● Bus and truck
The measurement for saturation
Fig. 1 Study Location
flow was conducted at the
approaches during the saturated
green times of the signal
cycle. It is a pre timed signal
junction with total signal
cycle time as 180 seconds and
3 phases. Asynchronous-counting
method was adopted because
the vehicles were not exactly
moving one after the other and
thus, the passing of the last
vehicle could not be identified
distinctly. These observations
with varying values of saturated
green were recorded to estimate
the PCU values. The survey
was conducted for eight hours
of peak periods on a
representative working day as
shown in Table 2. The modal
split is presented in Fig. 2.
 TECHNICAL PAPERS
Table 2 Junction Traffic Volume Count
Time Period No. of Vehicles Total Traffic Total Traffic
Cycle Two Wheeler 3 Wheeler Car/Van Bus & Truck (Veh) (PCU)
7:00 - 8:00 166 2626 985 877 128 4782 3642
8:00 - 9:00 171 3354 1113 918 112 5668 4130
9:00 - 10:00 75 2913 860 989 106 4943 3661
10:00 - 11:00 73 3359 1102 921 102 5557 4045
16:00 - 17:00 159 1650 1703 1170 99 4781 4075
17:00 - 18:00 153 3070 973 1115 86 5397 3958
18:00 - 19:00 207 2132 1265 974 111 4689 3742
19:00 - 20:00 146 2362 1386 1092 102 5088 4038

times (t1, t4), while a vehicle

crosses these lines, the time (t2 ),
when it stops because the signal
is red (red time) and the time (t3),
when it starts moving because of
a green signal were noted. The
time taken by vehicles of each
group to traverse the length of
road between the reference
lines, nonstop, were also noted
Fig. 2 Modal Split a number of times, and the mean
6 MEASUREMENT OF OVER- such that their times of arrival value of each vehicle group
ALL AND STOPPED DELAYS were evenly spread over the were arrived at. From these
These measurements were made signal cycle. Two reference lines, observations, the average overall
by observing the movement one about 50 m upstream and and stopped delays due to the
of individual vehicles in each another about 50 m downstream vehicle groups are estimated as
category, selected at random, of the top line were chosen. The shown in Table 3.
Table 3 Acceleration and Deceleration Delay
Mode Dec Delay Acc Delay Acc-Dec Mode Dec Delay Acc Delay Acc-Dec Mode Dec Delay Acc Delay Acc-Dec
(t2-t1) (t4-t2) Delay (sec) (t2-t1) (t4-t2) Delay (sec) (t2-t1) (t4-t2) Delay (sec)
2W 7 33 40 Cycle 15 35 50 Car 15 30 45
9 45 54 22 15 37 17 34 51
6 29 35 19 17 36 16 31 47
8 35 43 15 21 36 19 38 57
10 51 61 19 25 44 14 29 43
7 33 40 20 24 44 19 38 57
8 33 41 22 16 38 20 40 60
9 45 54 29 19 48 16 32 48
8 35 43 27 22 49 13 28 41
11 52 63 23 17 40 15 32 47
9 49 58 25 21 46 17 37 54
8 35 43 18 30 48 15 31 46
7 37 44 17 19 36 13 27 40
9 46 55 15 22 37 14 30 44

INDIAN HIGHWAYS, January 2016 13

 TECHNICAL PAPERS

Mode Dec Delay Acc Delay Acc-Dec Mode Dec Delay Acc Delay Acc-Dec Mode Dec Delay Acc Delay Acc-Dec
(t2-t1) (t4-t2) Delay (sec) (t2-t1) (t4-t2) Delay (sec) (t2-t1) (t4-t2) Delay (sec)
Bus 21 35 56 15 24 39 19 37 56
27 33 60 3W 9 33 42
29 40 69 11 35 46
25 39 64 12 35 47
19 30 49 13 37 50
23 34 57 15 42 57
25 42 67 9 30 39
17 48 65 14 38 52
24 37 61 13 38 51
28 33 61 9 31 40
25 39 64 12 36 48
29 34 63 15 41 56
20 32 52 11 33 44
21 35 56 10 32 42
33 37 70 16 30 46

7 MEASUREMENT OF made by the queue-count delay is then estimated by

AVERAGE STOPPED method explained in the HCM. dividing the total delay
DELAY A classified count of stopped in seconds with the number
The stopped delay measurement, vehicles in the queue was of vehicles stopped during
with a simultaneous measure- made continuously, at 20 sec the red time as shown in
ment of the traffic flow, was intervals. The average stopped Table 4.
Table 4 Average Stopped Delay

Time Delay (Sec) Vehicles Avg Stopped Time Delay Vehicles Avg Stopped
Delay (sec) (Sec) Delay (sec)
7:00 - 7:15 72780 952 76.45 16:00 - 16:15 62280 961 64.81
7:15 - 7:30 66010 860 76.76 16:15- 16:30 56010 953 58.77
7:30 - 7:45 51650 925 55.84 16:30- 16:45 51650 834 61.93
7:45 - 8:00 53090 947 56.06 16:45- 17:00 40580 972 41.75
8:00 - 8:15 40580 1032 39.32 17:00- 17:15 52170 720 72.46
8:15 - 8:30 62180 820 75.83 17:15- 17:30 43620 521 83.72
8:30 - 8:45 43560 772 56.42 17:30- 17:45 46330 640 72.39
8:45 - 9:00 46330 840 55.15 17:45- 18:00 53090 647 82.06
9:00 - 9:15 53090 858 61.88 18:00- 18:15 47210 635 74.35
9:15 - 9:30 47230 635 74.38 18:15- 18:30 41190 526 78.31
9:30 - 9:45 60300 741 81.38 18:30- 18:45 40540 571 71.00
9:45 - 10:00 53090 647 82.06 18:45- 19:00 46330 640 72.39
10:00 - 10:15 40580 972 41.75 19:00 - 19:15 53090 782 67.89
10:15 - 10:30 52170 795 65.62 19:15 - 19:30 41520 805 51.58
10:30 - 10:45 45620 607 75.16 19:30 - 19:45 52170 920 56.71
10:45 - 11:00 46330 740 62.61 19:45 - 20:00 33190 672 49.39

14 INDIAN HIGHWAYS, January 2016


8 COMPARISON OF
CALCULATED AND
MEASURED DELAYS
The maximum stopped delay
from Webster’s model is 53.25
seconds and the maximum
total delay is 70.54 seconds for
this signalized junction. The
maximum flow rate observed
between 16:15 to 17:15 with
4162 PCUs with peak hour
factor 0.86. The delay due
Fig. 3 Delay Models Comparison
9 CONCLUSIONS
Under saturated flow conditions,
the inter correlations of vehicle
groups, in addition to
intersection geometry and
average vehicular composition,
is an important factor
influencing the value of
Passenger Car Unit (PCU) for
different kinds of vehicles.
Above table depicts that the
Webster model delay values
are closer to the observed
delays. This is mainly due to
the consideration of correlation
between vehicular characteris-
tics under heterogeneous traffic
conditions. The average stopped
INDIAN HIGHWAYS, January 2016 15
TECHNICAL PAPERS
to random arrival of traffic
is almost negligible using
HCM Model. The maximum
stopped delay found from this
model is 85.98 seconds and the
maximum total delay is 113.90
seconds. The values of stopped
delay calculated by using the
conventional Webster model
and HCM model are compared
with measured delays at site as
shown in Fig. 3.
delay for this Junction is 66
seconds and from the Table 2,
the Level of Service for this
intersection is E. Traffic delays
at signalized intersections are
better estimated by the Webster
method than the conventional
HCM method as these results
are very closer to measured
values at site. It is concluded
that Webster method delay
models can be conveniently
used for any pre timed signalized
intersection. In the present
study only traffic factors were
considered in developing delay
models, the physical factors
and traffic controls has to be
considered in order to obtain
most precise delay models.
By considering the variability
of delay, more reliable signal
control strategies may be
generated resulting in improved
level of service.
REFERENCES
1. Shabana Thabassum, Rajesh. G.
and Apparao. G. (2014), “Pavement
Design for Lalsot-Dausa Section of
NH-11A Ext. in the State of
Rajasthan - A Case Study”, Indian
Highways, Indian Roads Congress,
Volume 42, Issue 12, pp. 11-16.
2. L.R. Kadiyali. “Traffic Engineering
and Transport Planning”, Khanna
Publishers, Delhi.
3. A.S. Hasiloglu, M. Gokdag, N.
Karsli (2014), “Comparison an
Artificial Intelligence-Based Model
and other Models: Signalized
Intersection Delay Estimates”,
International Journal of Engineering
and Innovative Technology (IJEIT)
Volume 4, Issue 3.
4. Lin, F.-B. (1989), “Applications of
1985 Highway Capacity Manual
for Estimating Delays at Signalized
Intersections”, Transportation
Research Record 1225, TRB,
National Research Council,
Washington, D. C, pp. 18-23.
5. Highway Capacity Manual, Special
Report 209, Transportation Research
Board, Washington, DC 2000.
6. Akgungor, A.P., Bullen, A.G.R
(2007), “A New Delay Parameter for
Variable Traffic Flows at Signalized
Intersections” Turkish J. Eng. Env.
Sci., pp. 61 – 70.
7. J Kennedy and B Sexton (2009),
“Literature Review of Road
Safety at Traffic Signals and
Signalized Crossings”, Published
Project Report, Transport Research
Laboratory, London Road Safety
Unit.
8. Thamizh Arsan. V. and V. Chinama
Naidu (2003),” Estimation of
Delay to Mixed Traffic at
Signalized Intersections an
Emperical Approach”, Indian
Highways, Vol. 27 No 5.
 16 INDIAN HIGHWAYS, January 2016
 EVALUATION OF FRACTURE RESISTANCE OF ASPHALT MIXES CONTAINING
RECYCLED ASPHALT PAVEMENT USING SCB TEST
Srinivas F. Chitragar* and Dharamveer Singh**

ABSTRACT
The present study was undertaken to evaluate fracture resistance of Hot Mix Asphalt (HMA) and Warm Mix Asphalt
(WMA) containing Recycled Asphalt Pavement (RAP) using newly developed Semi-Circular Bending (SCB) test. Two
different WMA additives, one Wax based (W) and one Surfactant (S) based were selected in this study. Two HMA
mixes: HMA+0% RAP, HMA+30% RAP and two WMA mixes:WMA+30% RAP- W (wax based WMA additive), and
WMA+30% RAP – S (surfactant based WMA additive) were designed and tested in the laboratory. The SCB samples
of 150 mm diameter and 50 mm height with different notch depths: 20 mm, 25 mm and 32 mm were prepared in the
laboratory with target air voids in range of 6.5±0.5%. The samples were tested by applying a monotonic load at a rate of
0.5 mm/min at 35ºC. A critical energy release rate (J-integral) or Jc value was calculated from the SCB test. The fracture
resistant ranking of the mixes based on Jc value was found to be in the following order: HMA+30% RAP>WMA+30%
RAP- W>HMA+0% RAP>WMA+30% RAP – S, indicating a better fracture resistant of a mix with RAP. The WMA
mix containing surfactant additive showed the lowest value of Jc, showing a poor fracture resistant of this mix compared
to other mixes.

1 INTRODUCTION and fracture damage. Further, by many researchers to evaluate

The Hot Mix Asphalt (HMA)
and Warm Mix Asphalt
(WMA) are gaining popularity
in construction of highways.
The primarily difference
between HMA and WMA is
the production and compaction
temperatures. The WMA mixes
can be produced and compacted
in the field at lower temperature
compared to HMA mixes,
resulting in eco-friendly and
energy efficient mixes (Hurley
and Prowell 2006; Hurley and
Prowell 2005). Researchers
have reported that both the
mixes are equally good without
any serious concerns (Hurley
and Prowell 2006; Hurley and
Prowell 2005). However, many
studies showed that a lower
production temperature may
result into moist aggregates
and low aging of binder,
which may result in moisture
addition of reclaimed asphalt
pavement (RAP) can result into
mechanical and rheological
changes to performance of a
mix. Many researchers have
reported that addition of RAP
results in rutting resistant
mixes (Ying et al., 2013; Ali
et al., 2012; Mohammad et al.,
2011; Mallick et al., 2008).
However, limited studies have
been conducted on evaluation
of fatigue and fracture
performances of mixes
containing RAP. The fatigue
performance of asphalt mixes
is measured in laboratory by
conducting four point beam
bending test. This test needs a
sophisticated instrument and
skilled manpower. Further, this
test is time consuming, tedious,
and have high variability in the
results. Recently, semi-circular
bending (SCB) have been used
fracture resistance of asphalt
mixes (Mostafa et al., 2012;
Mull et al., 2002; Wu et al.,
2005). Researchers reported that
SCB test can be a good predictor
of cracking performance of
asphalt mixes (Mostafa et al.,
2012; Mull et al., 2002). The
SCB is a fast, simple, reliable,
and repeatable test and does not
require a complicated set up. It
was reported that critical energy
release rate (J-integral or Jc)
obtained from this test can be
used as an indicator of fracture
resistance of a mix. A higher
Jc value indicates a stiffer and
fracture resistant mix. Huang
et al.,(2005) used SCB test to
evaluate fracture resistance of
mixes with different percentages
of RAP (i.e., 0%, 10%, 20%
and 30%). The samples were
compacted at 7±1% air voids.
It was reported that inclusion of

* Assistant Professor, Deptt. of Civil Engg., Basaveshwar Engineering College, Bagalkot. E-mail: fc.srinivas@gmail.com
** Assistant Professor, Dept. of Civil Engg., Indian Institute of Technology Bombay, E-mail: dvsingh@iitb.ac.in

INDIAN HIGHWAYS, January 2016 17

 TECHNICAL PAPERS

RAP increases tensile strength, resistant mix (Huang et al.,

indicating a stronger mix after 2005).The sample of 150 mm in
addition of RAP. diameter and 50 mm in height
The present study was is cut into two semi-circular
undertaken to evaluate fracture halves. Usually, three different
resistance of HMA and WMA notch depths varying from 20
mixes containing RAP using mm to 38 mm are created. The
SCB test. Two different WMA test is conducted by applying
additives: wax W) and surfactant a load at a rate of 0.5 mm/min
(S) based were selected. Two in a three point bending load
HMA mixes: HMA+0% RAP, configuration which is shown in
HMA+30% RAP, and two WMA Fig. 1. The load and deformation Fig. 1 Schematic Diagram of SCB
mixes: WMA+30% RAP- 2% are recorded for each of the
W (wax based WMA additive), notched samples. The strain A plot of notch depth and strain
and WMA+30% RAP – 0.5% S energy (U) to failure strain is energy at failure is drawn, and
(surfactant based WMA additive) estimated from load versus slope of the line “(dU│da)”
were designed and tested in vertical deformation graph is estimated as shown in
the laboratory. So far, limited (Fig. 2(a)). Fig. 2(b).
studies have been conducted
to assess fracture resistance of
WMA mixes in the laboratory
using SCB test, therefore, the
present study provides a good
information to researchers
and agencies to adopt an easy
and simple method for quality
control and assurance of asphalt Figs. 2 (a) Load Versus Vertical Deformation Graph and
mixes. (b) Strain Energy at Failure Versus Notch Depth
2 Overview of Semi-
Thereafter, Jc is estimated from The flow chart of the
Circular Bending
Equation (1) (Wu et al., 2005). experimental methodology is
Test
shown in Fig. 3.
The fracture resistance of  ... (1)
asphalt mixes can be evaluated
using Semi Circular Bending Where,
(SCB) test on the basis of Jc = critical value of J-Integral,
fracture mechanics principle. A kN/mm2,
SCB test schematic is presented
in Fig. 1. Mull et al. (2002) b = thickness of specimen, mm,
reported that SCB test can be a = notch depth, mm, and
a good predictor of cracking U = strain energy, N-mm.
performance of asphalt mixes. A
higher value of critical J-Integral 3 EXPERIMENTAL
(Jc) is desirable for a fracture METHODOLOGY Fig. 3 Flow Chart of Methodology

18 INDIAN HIGHWAYS, January 2016


3.1 Materials Collection
The aggregates of different
sizes: 20 mm and 10 mm down
and stone dust were collected
from J.M. Mhatre Infra Private
Limited near Navi Mumbai.
The aggregates were a basaltic
rock with dark grey colour.
The asphalt binder sample of
viscosity grade (VG30) was
collected from Hindustan Colas
Limited, Mumbai. The RAP
material was collected from
Mulund- Airoli link road
between Eastern Expressway
and Thane-Belapur, Mumbai.
The collected RAP mix was
from the top layer of the
pavement constructed almost
four years back with VG-30
grade bitumen.
3.2 WMA Additives
Two different types of WMA
additives: wax and surfactant
based were collected in this
study. The wax based additive
was a long chain aliphatic
hydrocarbon compound derived
from Fischer-Tropsch process.
It shows crystalline structure
at low temperature and has
melting point between 70 to
120ºC. Typically amount of
wax additive can be at the rate
of 1.5% to 2%   by weight of
asphalt (Qin et al., 2014; Gandhi
and Amirkhanian 2007; Hurley
and Prowell 2005).
The surfactant based additive
can be added at the rate of 0.25
to 0.75%  by weight of asphalt
binder (Prowell and Hurley,
INDIAN HIGHWAYS, January 2016 19
TECHNICAL PAPERS
2007). In the present study, the
percentage of wax and surfactant
additives was selected as 2%
and 0.5% by weight of asphalt
binder.
3.3 Asphalt Mixes
In the present study, a
bituminous concrete (BC)
Grade-1 was design using
Marshall mix design method
in accordance with MORTH
specification. The four different
types of mixes with and without
WMA and RAP mixes were
designed. The 30% RAP was
blended with HMA which is
maximum amount of RAP as per
Fig. 4 Aggregate Gradation for BC Grading-1 with and without RAP
4 Sample Preparation
and Testing
The samples of 150 mm in
diameter and 50 mm in height
were compacted using Marshall
compactor machine with target
air voids in range of 6.5±0.5%.
The WMA mix were mixed at
140°C-150°C and sample were
compacted keeping temperature
in range of at 100-130ºC based
IRC:37-2012. In addition, two
WMA mixes with Wax (W) and
Surfactant (S) were designed.
The list of mixes were: HMA
+ 0% RAP, HMA + 30% RAP,
WMA + 30% RAP + 2% Wax
(WMA + 30% RAP-W), WMA
+ 30% RAP + 0.5% Surfactant
(WMA+30%RAP-S).The
design blended aggregate
gradation is shown in Fig. 4.
The Optimum Binder Content
(OBC) of a mix with 0% and
30% RAP was found to be
5.63% and 5.60%, respectively.
The OBC for WMA mix was
selected as 5.60%.
on the available literature
(Gandhi and Amirkhanian,
2007). For HMA samples,
the mixing and compaction
temperature was selected
approximately 175ºC and
140ºC, respectively. It was
observed that WMA sample
preparation required higher
number of blows to get a
desired air voids because of

lower compaction temperature.
A trial and error procedure was
adopted to compact samples for
air voids in range of 6.5±0.5%.
The circular specimen of
150 mm in diameter was cut
into two semi-circular halves
as shown in Fig. 5(a). Three
different notch depths: 20 mm,
25 mm and 32 mm with
(a)
Fig 5(a) 150 mm Diameter Sample Cut Into Semicircle and
(b) Specimen with Different Notch Sizes
The test was conducted at 35ºC
by applying a load at a rate of
0.5 mm/min in a three point
bending load configuration
shown in Fig. 6. The load
and deformation data were
recorded.
Fig. 6 Semi Circular Bending Setup
5 Results and Discussion
Figs. 7 to 11 show variations of
failure load, vertical deformation
at failure and strain energy
at failure, and Jc for HMA +
20 INDIAN HIGHWAYS, January 2016
TECHNICAL PAPERS
±1 mm and width 2±0.5 mm
were created in semi-circular
samples as shown in Fig. 5(b).
A minimum of six SCB samples
were prepared for each notch
depth for each type of mixes.
Therefore, a total of 72, SCB
samples (4 mixes x 3 notch depth
x 6 samples) were prepared in
the laboratory.
(b)
0% RAP, HMA + 30% RAP,
WMA + 30% RAP-W, WMA
+ 30% RAP-S mixes tested for
20 mm, 25 mm, and 32 mm
notch depths.
5.1 Comparison of Load at
Failure
The Fig. 7 shows variations of
Fig. 7 Comparison of Peak Load at Failure for Different Mixes
load at failure for HMA + 0%
RAP, HMA + 30% RAP, HMA
+ 30% RAP-W, HMA + 30%
RAP-S mixes, estimated at
20 mm, 25 mm and 32 mm notch
depths. At 20 mm and 32 mm
notch depths the order for failure
load was found to be WMA
+ 30% RAP-S > WMA + 30%
RAP > WMA + 30% RAP-W >
HMA + 0% RAP, indicating that
warm mix with surfactant based
additives showed higher load
carrying capacity compared
to WMA with a wax based
additives. Further, addition
of RAP with surfactant based
WMA additives showed better
results than that of a mix without
WMA additives. The HMA mix
with 0% RAP showed lowest
load at failure for all the notch
depths. It can be concluded
that addition of RAP and WMA
increase load carrying capacity
of a mix. A trend was not clear
at 25 mm notch depth.

5.2 Comparison of Vertical
Deformation at Failure
Fig. 8 shows variations of
vertical deformation at failure
for different mixes estimated
at 20 mm, 25 mm and 32 mm
notch depths. The vertical
deformation for WMA mix
with surfactant additive (WMA
Fig. 8 Comparison of Deformation at Failure for Different Mixes
5.3 Comparison of Strain
Energy at Failure
The strain energy at failure was
calculated from a graph plotted
between load and vertical
deformation. The area of curve
up to peak load was calculated
and reported as strain energy.
The Fig. 9 shows variations
of strain energy at failures for
HMA and WMA mixes, with
and without RAP estimated
at 20 mm, 25 mm and 32 mm
notch depths. It was found that
the strain energy was highest for
surfactant based WMA (WMA
+ 30% RAP-S) mix compared
to HMA + 0% RAP, HMA +
30% RAP, and wax based WMA
(WMA + 30% RAP-W) mixes
at all notch depths. The warm
mix with surfactant additives
showed higher strain energy
INDIAN HIGHWAYS, January 2016 21
TECHNICAL PAPERS
+30% RAP-S) was found to be
higher compared to HMA and
WMA mix with wax additive
(WMA +30% RAP-W) for
all notch depths. In general
a consistent trend was not
obtained for variation of
vertical deformation for the
mixes.
compared to warm mix with
wax additive.
The change in strain energy
with notch depth for different
types of mixes is also plotted
in Fig. 10. A straight line was
fit to estimate slope “of this
line which was used to estimate
Jc using Equation (1). The
results show that the rate of
decrease in strain energy is
highest for (WMA + 30% RAP-S)
Fig. 9 Comparison of Strain Energy at Failure for Different Mixes
compared to HMA and (WMA
+ 30% RAP-W) indicating
that warm mix with surfactant
additive fails quickly.
5.4 Critical Energy Release
Rate- Jc
The Fig. 11 shows comparison
Jc for HMA and WMA mixes.
A higher value of Jc indicates
a mix with better fracture
resistant and vice versa (Wu et
al., 2005; and Mull et al., 2002).
It can be seen from this graph
that Jc value for HMA mix with
30% RAP is highest than that
of WMA mixes for 30% RAP
and HMA mix without RAP,
indicating that addition of RAP
increases fracture resistance
of a mix. The fracture resistant
ranking of the mixes based on
Jc value was found to be in
order of HMA + 30% RAP
(0.406 kJ/m2) > HMA + 30%
RAP-W (0.282 kJ/m2) > HMA +
0% RAP (0.208 kJ/m2) > HMA +
30% RAP–S (0.160 kJ/m2). The
WMA mix containing surfactant
additive showed the lowest
Jccompared to all other mixes,
indicating poor performance of
this mix.

Fig. 10 Change of Strain Energy with Notch Depth for Different Mixes
Fig. 11 Comparison of Critical Energy Release Rate- Jc for Different Mixes
6 Conclusion
The present study characterized
the fracture resistance property
of HMA and WMA mixes
with wax and surfactant based
additives containing RAP using
Semi-Circular Bending (SCB)
test. The following conclusions
can be drawn based on the
results and discussion presented
above:
a) Addition of RAP increases
fracture resistant of a mix.
The HMA mix with 30%
RAP had the highest critical
22 INDIAN HIGHWAYS, January 2016
TECHNICAL PAPERS
energy release rate (Jc)
compared to HMA mix
without RAP.
b) The WMA mix with RAP
showed poor fracture
resistant compared to HMA
with RAP.
c) The WMA mix with a wax
based additives showed a
better fracture resistant than
that of a surfactant based
WMA mix.
Acknowledgement
The authors would like to
thank suppliers for their help
in providing materials and
additives. The authors have
no intention to promote any
commercial products used in the
present study.
References
1. Ali, H. and Grzybowski, K. (2012).
“Life Cycle of Hot In-Place
Pavement Recycling,” Transportation
Research Record 2292, Washington,
D.C., pp. 29–35.
2. Gandhi, T. S., and Amirkhanian, S.
N. (2007). “Laboratory Investiga-
tion of Warm Asphalt Binder Prop-
erties – a Preliminary Analysis,”
The Fifth International Conference
on Maintenance and Rehabilitation
of Pavements and Technological
Control (MAIREPAV5), Park City,
Utah, USA, pp. 475–80.
3. Huang, B., Xiang, S., and Yongjing
T. (2005). “Comparison of Semi-
Circular Bending and Indirect
Tensile Strength Tests for HMA
Mixtures,” ASCE Conference,
Advances in Pavement Engineering.:
pp. 1-12.
4. Hurley, G.C. and B.D. Prowell.
(2006). “Evaluation of Evotherm®
for Use in Warm Asphalt
Mixes,” NCAT Report No. 06-02,
Auburn, Alabama.
5. Hurley, G.C., and Prowell, B.D.
(2005). “Evaluation of Sasobit® for
Use in Warm Mix Asphalt,” National
Center for Asphalt Technology,
Report No., 05-06, Alabama, USA.
6. Mallick, R.B., Kandhal, P.S. and
Bradbury, R.L. (2008). “Using-Warm
Asphalt Technology to Incorporate
High Percentage of Reclaimed
Asphalt Pavement Material in
Asphalt Mixture”, Transportation
Research Record 2051, Washington,
D.C., pp. 71-79.
7. Mohammad, L.N., Cooper, S.B.
and Mostafa, A.E. (2011).
“Characterization of HMA Mixtures
Containing High Reclaimed Asphalt
Pavement Content with Crumb
Rubber Additives”, Journal of
Material in Civil Engineering,
Vol. 23, pp. 1560-1568.
 UNIHORN INDIA PRIVATE LIMITED
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24 INDIAN HIGHWAYS, January 2016

 Fine copper slag as an alternative marginal material
for road construction
V.G. Havanagi, A.K. Sinha and A Ranjan

ABSTRACT
Fine copper slag is a waste material generated during the extraction of copper from its ore. This slag was investigated
for its suitability in the construction of embankment and different pavement layers. The paper discusses the geotechnical
properties of fine copper slag with or without mechanical stabilization. It was used as a replacement for fine aggregate in
bituminous layers i.e. bituminous macadam, dense bituminous macadam and bituminous concrete. Mechanical properties
of mixes such as Marshall stability were determined. It was observed that mechanical and volumetric properties are
comparable to conventional materials. It was concluded that this material has potential for uses in construction of
embankment, sub grade, granular sub base and bituminous layers.

1 INTRODUCTION in which sand is replaced by industries, Dahej, Gujarat

Limited use of fine copper
slag has created huge heap of
waste dump inside the plant
premises causing environmental
pollution. About 2.5 lacs tons
of copper slag is produced per
year and the total accumulation
till date is more than 3 lacs
metric tons (CRRI, 2011). Its
application is around 10 % in
shot blasting, additive for
cement manufacturing, land
filling etc. Use of waste
materials like copper slag in
road construction would
definitely solve this problem to
an extent and would definitely
provide an alternative to
conventional materials. It has
potential for use in road base
construction, railroad ballast
and as an engineered fill
(Al-Jabri, 2002). Havanagi
et al. (2009 & 2012) studied
the feasibility of copper slag in
the construction of road with
or without stabilization. Wu et
al. (2010) studied the dynamic
properties of concrete mix
Scientists, Central Road Research Institute, Mathura Road, New Delhi, E-mail: sinha.crri@nic.in,
vasant.crri@nic.in, ranjan.crri@nic.in
copper slag up to 20%. Physical,
chemical and engineering
characteristics of fine copper
slag were investigated to
assess its feasibility for use in
embankment, sub grade, sub
base, base and bituminous
layers of road pavement.
To improve its engineering
characteristics, fine copper slag
was mechanically stabilized
with granular copper slag and
fly ash presently available
abundantly within the plant
area for application in stabilized
layers of pavement construction.
It was also investigated for
utilization in the construction
of bituminous layers. The paper
presents, results of different
laboratory tests, different design
specifications for using fine
copper slag in different layers
of road pavements.
2 MATERIAL
Fine copper slag, granular
copper slag and fly ash were
collected from Birla copper
(India). Each material was
collected from different heaps
of dump and mixed thoroughly
to prepare representative
sample of each material for
laboratory investigation.
Aggregate used for design
mixes was collected from Delhi
(India).
3 LABORATORY INVESTI-
GATION OF UNSTABILIsED
MATERIALS
Different laboratory tests
were carried out as per Indian
standard procedure to study the
geotechnical characteristics of
fine copper slag, granular copper
slag and fly ash, which include:
(a) Grain size distribution
(b) Atterberg limit’s
(c) Free swelling index
(d) Specific gravity
(e) Compaction properties
(f) California Bearing Ratio
(g) Consolidation properties,
(h) Permeability and
(i) Shear strength properties.

INDIAN HIGHWAYS, January 2016 25


3.1 Grain Size Distribution
The grain size distribution of
fine copper slag, granular copper
slag and fly ash were determined
by wet sieve and hydrometer.
Grain size distribution curves
for these materials are shown
in Fig.1. It is observed that fine
copper slag and fly ash are fine
grained material while granular
copper slag is coarse grained
Fig. 1 Grain Size Distribution Curves
3.2 Atterberg Limit’s
The plasticity characteristics
of fine copper slag, granular
copper slag and fly ash were
determined and observed to be
non plastic in nature. According
to Indian standard classification,
fine copper slag and fly ash are
classified as ML i.e. inorganic
silt having low compressibility
while granular copper slag is SP
i.e. poorly graded sand.
3.3 Free Swelling Index
Differential free swelling
index test was carried out on
these materials and is observed
that materials do not possess
swelling characteristics.
3.4 Specific Gravity Test (G)
Specific gravity test was carried
26 INDIAN HIGHWAYS, January 2016
TECHNICAL PAPERS
material. Fine copper slag has
25% sand, 70% silt and 5%
clay size particles; fly ash has
5% sand, 90% silt and 5% clay;
granular copper slag has 100%
sand. The value of coefficient of
uniformity (Cu) and coefficient
of curvature (Cc) of fine copper
slag is 10 and 2.5; for fly ash - 5
and 0.8 and copper slag - 2 and
1.3 respectively.
out and values were found to be
3.2 for fine copper slag, 3.58 for
granular copper slag, and 2.35
for fly ash.
3.5 Compaction Properties
Modified Proctor compaction
test was carried out and
compaction curves are shown
in Fig. 2. The Maximum Dry
Fig. 2 Compaction Curves
Density (MDD) and Optimum
Moisture Content (OMC) are
observed to be 20.12 kN/m3
and 17% for fine copper slag,
21.16 kN/m3 and 11% for
granular copper slag and
10.72 kN/m3 and 40% for fly ash
respectively. The compaction
curves of all the materials
are flat indicating their in-
sensitiveness with variation
in moisture content. These
materials can be compacted in a
wide range of moisture content.
3.6 California Bearing Ratio
(CBR)
California Bearing Ratio Test
was carried out and samples
were prepared by compacting
the material statically at 97%
of their respective MDD/OMC.
The specimens were then soaked
for 4 days in potable water
before testing. The specimens
were then sheared at the rate
of 1.25 mm/min. The average
value of CBR is observed to be
14% for fine copper slag,
50% for granular copper slag
and 4% for fly ash. Both fine
and granular copper slag have
high CBR value as compared to
fly ash.

3.7 Consolidation Properties
To study the settlement
behaviour, consolidation test
was carried out on remoulded
samples prepared at 97% of
respective MDD/OMC. The
value of compression index (Cc)
is observed to be 0.08 for fine
copper slag, 0.06 for granular
copper slag and 0.11 for
fly ash for a loading range of
20 kN/m2 to 80 kN/m2. The value
of coefficient of consolidation
Cv is observed to be 1.0 ×
10-5 cm2/s for fine copper slag,
0.5×10-5 cm2/s for granular
copper slag and 3.0×10-4 cm2/s
for fly ash. The low value of
Cc for both fine and coarse
copper slag indicate their low
compressibility behaviour and
it is expected that there will
be very low post construction
settlements.
3.8 Shear Strength Properties
To determine the shear strength
characteristic, direct shear test
was carried out on samples
prepared with materials passing
through 4.75 mm sieve. Three
specimens of size 60 x 60 x
25 mm were prepared at their
respective MDD/OMC. The
specimens were saturated and
consolidated drained test was
carried out. The specimens
were sheared at the rate of
0.25 mm/min. The angle of
internal friction (φ) were
determined as 23º for fine
copper slag, 35º for granular
copper slag and 27º for fly ash.
Fine copper slag is observed to
be having low angle of internal
INDIAN HIGHWAYS, January 2016 27
TECHNICAL PAPERS
friction as compared to granular mechanically stabilized with
copper slag and fly ash. Selected locally available waste materials
materials were observed to be viz. granular copper slag and
cohesionless. fly ash. Fine copper slag was
3.9 Permeability blended with granular copper
Constant and falling head slag and fly ash in proportions
permeability tests were carried ranging from 25 – 75%. Different
out on remolded samples mixes and their corresponding
prepared at 97% MDD/OMC mix designations are shown in
for granulated copper slag Table 1. Geotechnical charac-
and fly ash/fine copper slag teristics namely, compaction
respectively. The coefficient properties, CBR and shear
of permeability was observed strength properties were studied
to be 1.0x10-5 m/sec for fine for all the mixes. Details of the
copper slag, 3.11 x 10-5 m/sec sample preparation and testing
for granular slag and 0.72x10-5 are discussed below.
m/sec for fly ash. This value of
4.1 Compaction Properties
the permeability indicates that
Proctor compaction test was
they are free draining material
and have the potential for their carried out on different fine
utilization as drainage layer in copper slag-granular copper
road sub base. slag-fly ash mixes. Graphs were
plotted between MDD/OMC
4 GEOTECHNICAL CHARAC-
TERIZATION OF MECHANI-
versus percentage of fine copper
CALLY STABILIZED FINE slag content as shown in Fig. 3.
It was observed that maximum
COPPER SLAG
Based on geotechnical dry density of mixes (fine
investigations, it was observed copper slag + fly ash) increases
that fine copper slag is having with increase in the percentage
low value of shear strength content of fine copper slag and
parameter i.e. cohesion and corresponding decrease in OMC
angle of internal friction. In and vice versa for the mixes
order to improve its shear of fine copper slag + granular
strength characteristics, it was copper slag.
Table 1 Fine Copper Slag and their Mixes Designation
Mix Designation Mixes
SF 100% fine copper slag
P 100% fly ash
SF1P 25% fine copper slag+ 75% fly ash
SF2P 50% fine copper slag + 50% fly ash
SF3P 75% fine copper slag + 25% fly ash
G 100% granular copper slag
SF1G 25% fine copper slag + 75% granular copper slag
SF2G 50% fine copper slag + 50% granular copper slag
SF3G 75% fine copper slag + 25% granular copper slag
 TECHNICAL PAPERS

4.3 Shear Strength Properties

Direct shear tests were carried
out on samples prepared of
different mixes as explained
in section 3.8. The mixes were
observed to be non-cohesive
and the value of angle of internal
friction (φ) ranged from 25 to
33º. Results of geotechnical
characteristics of different fine
Fig. 3 Variation of MDD/OMC with Content of Fine Copper Slag
copper slag-granular copper
4.2 California Bearing Ratio the fine copper slag + fly ash slag-fly ash mixes have been
California Bearing Ratio test was mixes. summarized in Table 2.
conducted on different mixes
on samples prepared in similar
manner as discussed earlier.
Fig. 4 shows the variation of
CBR values of different mixes
with percentage content of fine
copper slag. It was observed that
the value of CBR continuously
decreases with increase in fine
copper slag content in the mixes
of fine copper slag + granular
copper slag and vice versa for Fig. 4 Variation of CBR with Percentage of Fine Copper Slag
Table 2 Geotechnical Characteristics of Mechanically mixes viz. Bituminous
Stabilized Fine Copper Slag Mixes Macadam (BM), Dense
Type of MDD OMC LL PL PI CBR CC φ Bituminous Macadam (DBM)
Mix (kN/m3) (%) (%) (%) (%) (%) (Degree)
and Bituminous Concrete (BC).
SF 20.12 17 NA NA NP 14 0.08 23
P 10.72 40 NA NA NP 4 0.11 27 7.1 Properties of Materials
SF1P 12.7 32 NA NA NP 6 -- 31 Used
SF2P 15.2 26 NA NA NP 8 -- 30
SF3P 18.6 19 NA NA NP 12 -- 28 Aggregates of nominal size
G 24.5 7 NA NA NP 50 0.06 35 20 mm, 10 mm, 6 mm, Stone dust
SF1G 25.3 5 NA NA NP 52 -- 37 and lime were collected from
SF2G 24.2 8 NA NA NP 35 -- 34 the local quarries. Penetration
SF3G 22.1 12 NA NA NP 22 -- 29
grade bitumen (VG30) was
NA – Not applicable, NP – Non plastic. used as bituminous binder in the
5 SUITABILITY OF FINE suitability of fine copper slag as laboratory investigation. The
COPPER SLAG IN DIFFE- a replacement of fine aggregates results of different laboratory
RENT BITUMINOUS MIXES in various bituminous mixes. tests conducted on aggregates
Laboratory studies were also The feasibility of its utilization to determine their suitability
carried out for evaluating the was tried in different bituminous in bituminous mixes are given

28 INDIAN HIGHWAYS, January 2016

 TECHNICAL PAPERS

in Table 5. The test results grain size analysis for different in different proportions to
were compared with MORTH constituent aggregates and achieve the desired/specified
specifications and were found fine copper slag is given in gradation of the mix given in
to be acceptable. The individual Table 6. MORTH specification. Trial and
Table 5 Test Results of Local Aggregates error method was adopted to
IS Sieve % Passing by Weight Stone Dust Fine Copper Filler arrive at the required
Designation, mm Through IS Sieve Slag (Lime) proportions. However, it was
20 mm 10 mm 6 mm not possible to achieve
37.5 100
26.5 100
the designed gradation as
19 68 100 per MORTH specification.
13.2 15 67 100 Therefore, it is concluded that
4.75 0 0 56 100 fine slag cannot be used in the
2.36 - - 24 90 100 100
0.300 - - 8 46 90 95
construction of bituminous
0.075 - - 2 8 22 86 macadam layer.
NA-not applicable 7.3 Dense Bituminous
Table 6 Grain Size Analysis of Different Aggregate Sizes and Macadam
Filler Material Dense Bituminous Macadam
Properties Coarse Aggregates Stone Fine Copper Lime MORTH (DBM) is normally used as
of Nominal Size Dust Slag Specification
binder course in pavement
20 10 6
mm mm mm construction. The thickness
Bulk unit weight, 13.5 13.4 13.2 16.3 19.5 - - of single layer of DBM can
kN/m3 vary from 50 mm to 100 mm.
Specific gravity 2.64 2.64 2.64 2.70 3.2 2.80 - There are two grades for dense
FI+EI, % 30 35 -NA- -NA- -NA- -NA- Max.30
bituminous macadam layer
AIV, % 19 18 -NA- -NA- -NA- -NA- Max.24
Water 0.50 0.50 -NA -NA- -NA- -NA- Max.2
as per MORTH specification
absorption,% (Section 507). In the present
study, fine copper slag was used
7.2 Bituminous Macadam The Grade 1 of BM is a coarser
as fine aggregates and mixed
Bituminous Macadam (BM) is mix (nominal aggregate size of
with conventional aggregates
used as a binder course and can 40 mm) and is generally used to investigate its feasibility in
be laid over a primed granular for laying 80–100 mm thick Grade 2 (Nominal aggregate
base course like Water Bound layer while Grade 2 of BM size of 25 mm, 50-75 mm
Macadam (WBM) or Wet Mix is comparatively a finer mix thickness). Lime was also
Macadam (WMM). This type (nominal aggregate size of 20 added in the mix as a filler
of mix is also used in profile mm) and is generally used for material to obtain better
correction course and for laying 50–75 mm thick layer. adhesion characteristics and to
overlay of existing roads As fine copper slag is a fine improve durability of the mix.
carrying low to moderate grained material, suitability of The optimum proportion of fine
traffic. There are two grades its use in Grade 1 & 2 mixes was and coarse aggregates required
of bituminous macadam evaluated. Fine slag was mixed to achieve the desired/specified
layer indicated in MORTH with conventional aggregates of gradation of the mix for grade
specification (Section 504). size 40 mm, 20 mm and 12 mm 2 of DBM is shown in Table 7.

INDIAN HIGHWAYS, January 2016 29

 TECHNICAL PAPERS

About 15% of conventional fine with fine copper slag in the gradation of DBM mixes as per
aggregates could be replaced mix. The specified and achieved MORTH specification.
Table 7 Proportion of Different Materials for Design of DBM Mix (Grade 2)

Grade of Aggregates Aggregates Aggregates Stone Dust Fine Copper Slag Lime
DBM (20 mm) (10 mm) (6 mm)
G2 30% 15% 28% 10% 15% 2%

For the determination of
optimum bitumen content for
Grade 2 of DBM mixes Marshall
Specimens were prepared at
different bitumen contents viz.
3%, 4%, 5% and 6%. Three
specimens were prepared of
each bitumen content. The bulk
density of the specimens was
Table 8 Marshall Test Results for DBM (Grade 2)
determined as per ASTM D
2041-95. The specimens were
immersed in water bath for 30
to 40 minutes and maintained at
60ºC. The specimens were taken
out after 30 minutes and their
stability was determined using
Marshall apparatus. The load
was applied at a uniform rate of
50 mm/min till failure occurred.
Stability and flow values were
noted for each specimen. Each
specimen was also analyzed
for its respective air voids. The
Marshall Stability test results
have been summarized in
Table 8.

Bitumen Content (%) Stability, (kN) Flow, (mm) Bulk Density, Air Voids (%)
(kN/m3)
3.0 8.63 2.5 20.60 6.5
4.0 9.12 3.2 22.56 5.2
5.0 9.12 3.5 23.54 4.3
6.0 8.04 4.0 22.56 3.8

The stability values ranged
between 8 to 9 kN; Flow
values ranged between 2.5 –
4 mm; percentage air voids
ranged between 3.8 to 6.5 %.
The optimum bitumen content
(OBC) was determined as 4.8%
by weight of total mix for Grade
2, based on considerations of
stability, flow, bulk density and
air voids. To investigate the
properties at OBC Marshall test
specimens were again prepared
as per standard procedure and
volumetric analysis was carried
out. The Marshall Test results
and air void analysis values
are given in Tables 9 & 10
respectively.
The stability, flow and the
retain stability value satisfy
the criteria as per the MORTH
Specifications.

Table 9 Marshall Test Results of Compacted DBM Mixes at OBC (Grade 2)

Properties of Mix Grade 2 MORTH Limits

Grade of bitumen used VG30 --
Per cent OBC by weight of aggregate 5.04 --
Per cent OBC by weight of mix 4.8 --
3
Bulk density (kN/m ) 23.54 --
Stability value (kN) 12.3 9.0
Flow value (mm) 3.3 2-4
Retained stability (%) 80 80

30 INDIAN HIGHWAYS, January 2016

 TECHNICAL PAPERS
Table 10 Voids Analysis of Compacted DBM Mixes at OBC (Grade 2)

Properties of Mix Grade2

Theoretical Sp. Gravity of blended mix, Gm 2.52
Per cent air voids of mix, Vv 4.61
Per cent voids in mineral aggregate, VMA 16.02
Per cent voids filled with bitumen, VFB 71.22

7.4 Bituminous Concrete Grade 2 of BC mixes (Nominal specification. For the

Bituminous Concrete (BC)
is used as wearing course for
high traffic density corridors.
This layer is laid on previously
laid bituminous binder course
on which tack coat has been
applied. The thickness of single
layer of BC varies from 30
mm to 50 mm. The feasibility
of utilization of fine copper
slag as a replacement of fine
aggregates was investigated in
Table 11 Designed Mix Proportions of Different Materials for BC Mixes (Grade2)
aggregate size of 13 mm; 30-50
mm thickness). The proportion
of fine and coarse aggregates
required to achieve the design
gradation as per MORTH
specifications is shown in
Table 11. About 15% of fine
copper slag could be used in
the bituminous concrete mix
replacing fine aggregates. The
gradation achieved for BC
mixes, as per MORTH
determination of optimum
bitumen content for Grade 2 of
BC mixes, Marshall specimens
were prepared at different
bitumen contents viz. 4%, 5%,
6%, and 7%. The method of
preparation of specimens and
laboratory testing is similar
to the procedure explained in
section 7.2. The Marshall Test
results for Grade 2 of BC mix
are given in Table 12.

Grade of BC mix Aggregates (10 mm) Aggregates (6 mm) Fine Copper Slag Stone Dust Lime
Grade 2 27% 30% 15% 25% 3%
Table 12 Marshall Test Results for Bituminous Concrete (Grade 2)

Bitumen Content (%) Stability, (kN) Flow, (mm) Bulk Density, (kN/m3) % Air Voids
4.0 11.28 3.0 22.74 5.2
5.0 12.26 3.6 23.15 4.7
6.0 11.87 3.8 23.35 4.3
7.0 10.89 4.0 22.86 4.0

The stability values ranged
between 10.89 to 11.28; flow
value ranged between 3 to
4 mm; air percent value ranged
between 4 to 5.2. The optimum
bitumen content is averaged as
5.5% by weight of total mix for
Grade 2 of BC mixes, based
on considerations of stability,
flow value, bulk density and air
voids. The Marshall test results
and void analysis for Grade 2 of
BC mixes at optimum bitumen
content are given in Tables 13
& 14 respectively. The results
satisfied the criteria as per
MORTH specification.

INDIAN HIGHWAYS, January 2016 31

 TECHNICAL PAPERS
Table 13 Marshall Test Results of Compacted BC Grade-2 Mixes at OBC

Properties of Mix Grade 2

Grade of bitumen used VG30
Per cent OBC by weight of aggregate 5.5
Per cent OBC by weight of mix 5.82
3
Bulk density (kN/m ) 23.35
Stability value (kN) 12.3
Flow value (mm) 3.3
Retained stability (%) 80

Table 14 Voids Analysis of Compacted BC Grade-2 Mixes at OBC
Properties of Mix
Theoretical Sp. Gravity of blended mix, Gm
Per cent air voids of mix, Vv
Per cent voids in mineral aggregate, VMA
Per cent voids filled with bitumen, VFB
8 SPECIFICATIONS OF FINE
COPPER SLAG FOR ROAD
CONSTRUCTION
Results of geotechnical charac-
teristics of fine copper slag
and their mixes were studied
and compared with MORTH
and MORD specifications.
Recommendations have been
made for its utilization in
embankment, sub grade, sub
base and bituminous layers of
road pavements and structural
fill.
8.1 As an Embankment
Material
● The geotechnical charac-
teristics of fine copper slag
material (100%) i.e. Grain
size, plasticity characteris-
tics, dry density (γd = 20.12
kN/m3) and free swelling
index meet the stipulated
requirements of MORTH
and MORD. Hence, the
Grade 2
2.497
4.68
17.64
73.47
waste material may be
recommened for embank-
ment construction. Since fine
copper slag is a cohesionless
material, the material may
have a tendency to erode.
In order to avoid the erosion
of slope, it is recommended
that slope of fine copper
slag embankment may be
covered with conventional
soil. The specifications of
cover soil and thickness
may be adopted as per
IRC:SP 58.
● The geotechnical charac-
teristics of fine copper slag
+fly ash mixes (50-75%)
indicate all the mixes are
non plastic, cohesionless,
dry density varies from 15.2
to 18.6 kN/m3, CBR varies
from 8 to12 %, and angle
of internal friction lies
between 25 to 320).
Considering the geotechni-
cal characteristics of these
mixes, these mixes may
be tried for experimental
embankment construction
with cover soil as discussed
above.
● The geotechnical charac-
teristics of fine copper slag
+granular copper slag
mixes (25-75%) are non
plastic, cohesionless, dry
density varies from 22.1
to 25.3 kN/m3, and CBR
ranges from 22 to 52%.
These values satisfy the
MORTH/MORD specifica-
tions. Hence, these mixes
can be used for embank-
ment fill application.
● In order to evolve a proper
construction methodology,
it is suggested that a trial
embankment of suitable
height may be constructed,
construction methodology
may be evolved, perfor-
mance may be monitored
before recommending
design specifications for
large scale embankment fill
applications.

32 INDIAN HIGHWAYS, January 2016


8.2 As a Sub Grade Material
● The geotechnical charac-
teristics of fine copper slag
material satisfy the
specification requirement
as per MORTH and MORD
specifications. Therefore,
this material may be tried
for the construction of
experimental test track to
study the performance of
sub grade with cover soil at
both the ends of the road.
● Fine copper slag + fly
ash mix (75%) satisfy the
specification requirements
as per MORTH and MORD
criteria. Therefore, this
mix can also be tried for the
construction of sub grade in
an experimental test track.
8.3 As a Granular Sub Base
Material
● Considering high values of
CBR of mixes (fine copper
slag + granular copper slag,
25-50% fine copper slag),
may be tried for the
construction of experimental
test track section in granular
sub base layer. Final
recommendation can be
made only after construction
of experimental layers and
monitoring for a specified
period of time.
8.4 As a Bituminous Mix
Material
● Fine copper slag is not
suitable for use in the
bituminous macadam layer.
It was not possible to
achieve the gradation as per
MORTH specifications.
INDIAN HIGHWAYS, January 2016 33
TECHNICAL PAPERS
● About 15% of fine copper
slag can be used as a
replacement of fine
aggregate in DBM (Grade-2)
and BC (Grade-2) mixes.
Marshall Stability test
results at OBC and
volumetric analysis indicate
its feasibility in the two
layers. Hence, construction
of test track and monitoring
for a period of time is
required before recom-
mending for large scale
field application.
9 CONCLUSIONS
Fine copper slag, granular
copper slag and fly ash were
observed to be non plastic and
cohesionless materials in nature.
The geotechnical characteristics
of fine copper slag with or
without granular copper slag
and fly ash satisfy the MORTH
(2013) specifications for the use
as an embankment, sub grade
and sub base material. However,
this material has to be protected
with cover soil on both side
slopes to reduce the erosion as it
is cohesion less material. About
15% of fine copper slag can be
used as a replacement of fine
aggregate in bituminous layers
(DBM and BC). However,
its practical feasibility needs
to be investigated under the
actual environmental and traffic
condition before recommending
the same for large scale field
application. Utilization of fine
copper slag and their mixes in
embankment/sub grade/granular
sub base/bituminous layers
construction will certainly
create value addition in the
form of avoiding accumulation
of waste on fertile land at one
end and mining of resources at
the other end.
ACKNOWLEDGEMENT
The authors are thankful to the
Director, CSIR-Central Road
Research Institute, New Delhi
for giving permission to publish
this paper. The research project
is sponsored by M/s Hindalco
Industries Limited, Birla copper
unit, Dahej, Gujarat (India).
REFERENCES
1. ASTM 2041-95 (2011). Standard
Test Method for Theoretical
Maximum Specific Gravity and
Density of Bituminous Paving
Mixtures. Published by American
Society for Testing and Materials,
100 Barr Harbor, PO Box C700, West
Conshohocken, PA 19428-2959,
USA.
2. Al-Jabri, Taha K., and Al-Ghassani,
M. (2002). Use of Copper Slag
and Cement by-Pass Dust as
Cementitious Materials. Cement,
Concrete and Aggregates, Vol.24 (1)
7-12.
3. CRRI Report (2011). Feasibility
Study of Fine Copper Slag in
Road Construction. Submitted to
M/s Hindalco Industries Limited,
Birla copper unit, Dahej, Gujarat
(India).
4. IRC:SP:58-2001. Guide Lines for
Use of Fly Ash in Road Construction.
Published by Indian Roads Congress,
New Delhi, India.
5. MORTH (2013). Specifications for
Road and Bridge Works. Published
by Ministry of Road Transport and
Highway, New Delhi, India.
6. MORD (2004). Specifications for
Rural Road. Published by Ministry
of Rural Development, New Delhi,
India.
 34 INDIAN HIGHWAYS, January 2016
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# NABL Accredited as per ISO/IEC:17025-2005
Main Laboratory: 636/110, Budh Vihar, Takrohi, Indira Nagar, Lucknow
Field T&P Store: Azad Nagar, Chinhat, Lucknow- 227105

"QUALITY CONSCIOUSNESS IS OUR CORE CONCEPT”

REDECON (INDIA) PRIVATE LIMITED

MULTI-DISCIPLINARY CONSULTANCY &CONSTRUCTION MANAGEMENT ORGANISATION
Registered Office :- H - 54 A, Kalkaji, New Delhi - 110019, INDIA Fax : 26239888
Tel : 011- 41605600/41605602 ; E-mail : redecon1@rediffmail.com www.redeconindia.com

REDECON is an acronym of ‘Resources Development CONsortium’ established on 1st January 1980 for pooling
intellectual resources of top professionals of different disciplines for the benefit of society.
REDECON is incorporated as a Private Limited Company under the Companies Act, 1956 and is governed by a Board of
Directors which includes persons of eminence from various sectors of engineering and management
REDECON is looking for experienced Civil Engineers for carrying out various projects including design and construction
supervision of nationally and internationally funded highway projects for its current & future needs –
A. Construction Supervision/IC/PMC Projects B. Design Team (Delhi Office)
Candidates with relevant experience of NH/SH/Expressway projects Experience in Feasibility Studies, DPRs (Design)
with minimum Qualification of Graduation in Civil Engineering and for NH/SH projects, knowledge of MOSS/Mx-Roads
experience of 10years of successful implementation of projects. with minimum experience of 5 years.
Preference will be given for higher qualification, sound knowledge
of PPP projects, FIDIC contracts and international experience.
1. Principal Co-ordinator 1.Bridge Design Engineers
2. Highway Engineers 2.Highway Design Engineers
3. Bridge Engineers 3.Pavement Engineers
4. Road Safety Experts 4.Traffic & Transportation Engineers
5. Environmental Experts 5.Contract/QS/Documentation Engineers
6. R & R Experts/Social Experts 6.Railway Experts with design & execution of
7. Quality cum Material Engineers railway projects
8. Surveyor (Total Station) with Diploma in Civil/Surveying 7.Hydrology/Hydraulic Experts
**Retired/Retiring Officers from Govt. bodies, having sound health &relevant experience are also encouraged to apply.
****Solid Waste Management, Water Treatment Experts, Public Health Engineers, Architects, Urban Planners, Landscape
Planners, Horticulturists are also required.
***** Our Services are also available for Developers/Concessionaires for all types of
surveys/investigations & design
Interested candidates may apply (indicating the relevant post) with their recent CV, copies of testimonials and photograph to
redecon1@gmail.com

INDIAN HIGHWAYS, January 2016 35

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 INDIAN HIGHWAYS, January 2016 37

Aimil Testing Laboratory
NABL Approved (Accreditation no. T-2250)
• All testing equipment are regularly monitored &
calibrated, for their efficacy.
• Systematic test procedure following QMS, right
from the stage of sample inception to its storage,
handling, testing and retaining.
• Monitoring of activities on Daily & hourly basis - by
independent Senior Quality Control Officers.
• Output data provided is reliable & of utmost
accuracy.
• Unmatched Performance.
• A TEAM of highly skilled technical staff headed by
experienced M.Tech Geotechnical Engineer.

Aimil/Ad/Civil/15-16/10/39
Our key services include:
• Engineering Properties - Soil, Rock, Construction Material
• Chemical Properties - Water, Cement, Construction Material
• Petrography - Soil, Rock, Aggregate

For further information, please contact us:

E-mail: delhi@aimil.com Tel: 91-11-3081 0244 www.aimil.com
Offices at :
• Delhi (H.O.) • Mumbai • Bengaluru • Kolkata • Chennai • Vadodara • Hyderabad
• Chandigarh • Guwahati • Bhubaneswar • Indore • Nagpur • Lucknow • Kochi

Ooms
ADVANCED PRODUCTS FOR ROADS
HIGHWAY & AIRPORT PAVEMENTS
With a history of innovation, technological
advancements and strong customer supports, Ooms
PRODUCTS & SYSTEMS
International Holding, bv the Netherlands was,
established in 1913
ƒ VG - 10, 20, 30, 40 Its wholly owned subsidiaries, Ooms Polymer
Modified Bitumen Pvt. Ltd. and Ooms Avenhorn
ƒ PMB - 40, 70, 120 Holding India Pvt. Ltd. have been in India since 1999.
we have innovative p products with pproven
performance, specially designed and developed to
ƒ CRMB - 50,55, 60 provide excellent performance on roads, Highways &
Airports in India. A trusted name in the industry,
ƒ SAMI & ARI Ooms has many prestigious projects to its name in
I di The
India. h company is i proudd to be
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i d with
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Delhi & Mumbai almost all defense Airfields and
Formula 1 race track Noida in India

Plant Location :- Kosi ( Mathura), Panvel ( Mumbai) & Chennai ( Tamil Nadu)
Registered Office :- Unit No -807, 8th Floor, Block B, Unitech Business Zone Golf Course Extension Road Sector-50,
Gurgaon-122 002 Tel: 09009427777, 09771433434 E: ooms@oomsindia.comWebsite: www.oomsindia.com

38 INDIAN HIGHWAYS, January 2016

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 42 INDIAN HIGHWAYS, January 2016