Green Road Approach for the Sustainable Development in India
Road transport is considered to be one of the cost effective and preferred modes oftransport for both freight and passengers. India has an extensive road network of 4.24million km– the second largest in the world (MoRTH, 2005). The National Highways havea total length of 70,934 km and serve as the arterial road network of the country. It isestimated that more than 70 per cent of freight and 85 per cent of passenger traffic in thecountry is being handled by roads. While Highways/ Expressways constitute only about 2% of the length of all roads, rest are state highway, major district road , district roads andrural and other road which is consider as low volume road.Growing public awareness of climate change requires transportation professionals tointegrate green concepts into the transportation planning, design, construction, andoperation processes.Green highways are a relatively new concept although the implementation of technologiesinvolved in green highway design has been encouraged for many years. A green road maynot look like normal road at first glance, but with closer inspection a driver will noticesubtle difference. More plant life grows along the shoulder, and more trees are planted aswildlife buffers and ridding quality. In towns, highways become more aestheticallypleasing, and in rural areas highways become a more natural part of the environment agreen highway can be defined by five broad topics such as Conservation and EcosystemManagement, Water Shed Driven Strong Water Management, Life Cycle Energy andEmissions Reduction, Recycles Reuse And Renewable, Overall Societal Benefits.This paper describes the factor affecting of green road and construction process ofwearing course of pavement through Microsurfacing which reduce the both direct andindirect cost. Microsurfacing is environmental friendly which reduce the greenhouse gasand fuel consummation.
Life-Cycle Cost Analysis of Surface Retexturing with Shotblasting as an Asphalt Pavement Preservation Tool
This study explored the economics of replacing chip sealing and thin hot-mix asphalt overlays for highways with surface retexturing with the same shotblasting technology that is used on airport pavements. This technology can restore both the microtexture and macrotexture on pavements that have skid resistance due to polishing. An economic analysis of a typical highway lane is conducted to determine life-cycle costs of various options for the hypothetical project. The study uses FHWA pavement life-cycle cost methodology and reports the results on a net present value basis to compare each skid restoration alternative. The analysis is conducted on two levels. First, a traditional deterministic life-cycle cost analysis is completed; and second, a stochastic analysis of life-cycle cost follows, using a Monte Carlo simulation. The conclusion is that shot-blasting is an economically viable alternative to traditional methods for restoring lost skid resistance. Shotblasting also allows achievement of the desired engineering objective without consumption of additional asphalt binder or aggregate, thus making it an environmentally sustainable alternative as well.
COMPARISON OF METHODS TO MEASURE MACROTEXTURE
Macrotexture depth is an important criterion in the assessment of pavement skid resistance. It is also becoming increasingly important as a measure of pavement acceptance in performance based specifications. This paper gives the results of precision trials using the volumetric sand circle test (similar to the sand patch test), and an alternative test based on using a viscous liquid instead of sand. It also gives results of trials with three mini texture meters. The reproducibility of the tests was found to be 41 percent of the mean for the sand circle test, 18 percent of the mean for the alternative test, and approximately 13 percent of the mean for the mini texture meter. An outline of the stationary laser profilometer is given. This instrument gives an accurate elevation profile of the pavement surface, enabling a precise measurement of texture depth, thereby enabling standardisation between the different methods used for quantifying surface texture. (a) For the covering entry of this conference, please see ITRD abstract no. E202467.