Highway Research Record No. 38 (2010-11)

H I G H W A Y RESEARCH

NUMBER 38

General Report on Road Research Work Done In India during 2010-11

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CONTENTSPage No.

INTRODUCTION 1

EXECUTIVE SUMMARY 2

I. PAVEMENT ENGINEERING & MATERIALS 9

1. FLEXIBLE PAVEMENTS 9

SUMMARY 9

A. PROJECTS REPORTED FOR THE FIRST TIME 10

1. Development of Fly Ash –Waste Plastic Composite for Construction of 10 Bituminous Roads

2. Laboratory Study to Determine the Suitability of Fly Ash and Marble Dust as 10 Mineral Filler in Micro-Surfacing Mixture

3. Laboratory Evaluation of Warm Mix Additives 12

4. Feasibility Study on Use of RoadCem for Use in Situ Stabilization of Soil 12

5. ZycoSoilNanotechnologyMultilayerWaterproofingTreatmentofSoiland 13 Asphalt Concrete in Road Construction

6. Zycosoil Nanotechnology Application in Leh Road, BRO 14

7. Evaluation of Bituminous Layers Bond Strength 14

8. Penetrative Preservation Installation Project NH8 Beawar to Gomti 15

9. Use of Fly Ash in Construction of Bituminous Road Surfacings 16

B. ON-GOING / COMPLETED PROJECTS 16

1. Use of Coir Geotextiles in Road Construction 16

2. Resource Mapping of Road Construction Materials in Kerala - Phase II 17 Pathanamthitta District

3. Study on the Use of Waste Plastic for Road Construction in Urban Areas 17

4. Development of Cold Mix Technology for Structural Layers of Flexible Pavement 18 in Different Climates

5. Performance Evaluation of Bituminous Concrete Surfacing Laid with SBS 19 ModifiedBitumen(PMB-40)onNH-1,NearDelhi

6. Repair of Potholes and Patching using Jetpatcher and Infrared Recycling Patcher 20

7. Laboratory and Field Evaluation of Asphalt Mixes and Performance Evaluation of 20 Shell Thiopave Test Sections

8. Development of Methodology for Commissioning and ‘Site Acceptance Test (SAT)' 21 of ‘Heavy Vehicle Simulator (HVS)’ Type of APTF

ISSN 0970-2598

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9. Development & Design of Thin Stone Matrix Asphalt (TSMA) Mixes as Preventive 21 Maintenance Treatment

10. Development of Improved Quality Bituminous Binders through Polymer 22 Incorporation, Laying and Monitoring of Test Sections

C. R & D ACTIVITY REPORT BY CONSULTANCY FIRMS/CONTRACTORS/ 23 CONCESSIONAIRES

1. Design & Construction of Sub-Grade & Base Pavement Layers with Soil Stabilized 23 Base Course (SSB) for Lighter and Durable Highway Crust for Township Road at M/s. Sasan Power Limited, Sasan, Madhya Pradesh (2nd Year)

2. Nano Polymer Base Stabilization of NH-1 Stretch on Panipat-Jhalandhar Section 29 from km 96.000 to km 387.000 in the State of Haryana & Punjab,

3. Village Road to Jhenjhari Joining State Highway Road of Durg to Dhamda under 31 PMGSY, Chhattisgarh

2. RIGID PAVEMENTS 36

SUMMARY 36


1. Technical Feasibility Studies on Geopolymer Based Building Blocks/Pavers 37

2. Study on Suitability of Synthetics Fiber Reinforced Concrete for the Construction 37 of Concrete Pavements


1. R & D Studies on Performance Evaluation of Rigid Pavements on High Density 38 TrafficCorridorsUsingInstrumentationSupportedbyLaboratoryTests

2. Effect of Bottom ash from Thermal Power Stations as an alternate to Fine Aggregate 38 in Cement Concrete

3. A Study on Dry Lean Concrete Containing Portland Pozzolana Cement 39

3. PAVEMENT EVALUATION AND PERFORMANCE 40

a. PAVEMENT EVALUATION 41

SUMMARY 41

A. PROJECT REPORTED FOR THE FIRST TIME 42

1. Evaluation of Master Plan Roads (60 m & 45 m ROWs) in Dwarka and Needed 42 Remedial and Improvement Measures

2. Design, Construction and Performance Evaluation of New Materials and Mixes 43 TowardsDevelopmentandUpgradationofStandards/Specifications

3. Evaluation of Kosi- Nandgaon-Barsana-Govardhan Road and Needed Remedial 43 Measures

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4. Investigation to Determine the Likely Causes of Pre-mature Distress in Road Section 45 on NH-58 and Needed Remedial Measures


1. Development of National Document /Guidelines on the Use of Weigh-In-Motion 47 System in India for Axle Load Monitoring

2. Development of Management System for Maintenance Planning and Budgeting of 48 High Speed Road Corridors (Supra Institutional Project)

3. Investigation to Determine and Ascertain the Causes of Distress and Suggest Remedial 49 Measures for Runway Pavement at Jaipur Airport

b. PAVEMENT PERFORMANCE 51

SUMMARY 51


1. Applications of Rhinophalt Preservative and its Performance Evaluation on Three 52 Toll Roads (Trial Stretches) in Rajasthan and Gujarat States

B. COMPLETED PROJECTS 52

1. Design of Flexible Pavements for Optimum Performance in Fatigue and Rutting 52 Characteristics Using KENLAYER

c. INSTRUMENTATION 55

SUMMARY 55

A. ON-GOING PROJECT 56

1. Upgradation of Road Geometrics and Road Condition Evaluation System 56

II. GEOTECHNICAL ENGINEERING 57

SUMMARY 57


1. Feasibility Study of Jarosite Waste Materials (from Chanderia & Debari) in 58 Construction of Embankment and Sub grade

2. Study on Stabilisation of Black Cotton Soil with Lime and Rock Dust 58

3. Experimental Test Track Construction with Cement Stabilisation 59

4. Feasibility Study of Super Fine Copper Slag in Land Filling and Road Construction 59

5. Guidelines for Stabilization of Hill-Rock Slopes 60

6. Guidelines on Management of Landslides on the Indian Roads and Highways 61

7. Design and Performance Monitoring of Test Road Constructed Using C&D Waste 62

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8. ExperimentalTestTrackConstructionUsingJarofixWasteMaterial 62

9. Guidelines for Soil and Granular Material Stabilisation Using Cement, Lime & Fly Ash 62

10. Typical Problems for Drainage System on Roads and their Remedial Measures 63

B. ON–GOING/COMPLETED PROJECTS 64

1. Detailed Geological & Geotechnical Investigation, Instrumentation and Monitoring 64 of Amparav Landslide, Uttarakhand State

2. Demonstration Project on Use of Jute Geotextiles in PMGSY Roads 65

3. Preparation of Guidelines for Construction of Roads, Culverts and Bridges in 65 Cyclone Prone Areas

4. Instrumentation and Monitoring of Kaliasaur Landslide on National Highway-58 66 (Network Project with SERC)

5. Design and Execution of Soil Nail Wall System for the Stabilisation of Railway 67 Embankment for the Construction of Underpass Using Box Pushing Technique Under the Existing Railway Line Near Apsara Border, Dilshad Garden

6. Soil Nailing Technique for Facilitating Construction of Underpass by Box Pushing 67 Technique at Western Approach of Old Yamuna Bridge

7. Design and Execution of Soil Nail Wall System for the Stabilisation of Railway 68 Embankment for the Trenchless Crossing of 1700 mm Diameter MS Pipe Below Railway Track Near Old Steel Bridge Near Yamuna Bazaar, Delhi.

8. Problem of Landslides on Dimapur-Kohima-Maram Road (National Highway-39) 68 in Nagaland and Manipur States: (Supra Institutional Project)

9. Protection of Unstable Cut Slopes along Approach Roads and Railway Lines and 69 Stabilization of the Proposed Dumping Sites

10. Design of Road Embankment In Submerged/Flood Affected Border Areas Of Bhuj, 69 Gujarat

11. Validation of Slope Protection Works of Zirakpur-Parwanoo Four Laning Project 70 (Himalayan Expressway)

12. Preparation of Guidelines on ‘Recommended Practice for Treatment of Embankment 70 and Hill Slopes For Erosion Control

C. R&D ACTIVITY REPORT BY CONSULTANCY FIRMS/CONTRACTORS/ 71 CONCESSIONAIRES

1. Evaluating In Situ Performance of Neoweb Novel Polymeric Alloy (NPA) Geocell 71 Reinforcement for Service Roads on Expansive Clay at Govind Dairy Factory, Phaltan

III. BRIDGE ENGINEERING 73

SUMMARY 73


1. Long-Term Performance Assessment of Masonry Arch Bridges under Dynamic 74 Loading Conditions

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2. Development of Structural Health Monitoring Schemes for Civil Engineering 74 Infrastructure in India using Smart Sensing Technologies

3. Study on Corrosion Susceptibility of Steel Reinforcement Protected with Anti-Corrosive 75 Coatings / Special Treatments on Ordinary and High Performance Concrete

B. ON-GOING/ COMPLETED PROJECTS 75

1. Mathematical Modeling for Repaired Concrete Structures 75

2. StudiesonVibrationCharacteristicsforDamageidentification 76

3. Development of a Critical Infrastructure Information System in GIS Environment 77 for Maintenance of Bridges on National and State Highways

4. Development of One Prototype of the Bridge Inspection Unit 78

5. Creation of Complete Range on Independent Testing Facilities for Expansion 79 Joints at Central Road Research Institute (CRRI) (B-34 Research Scheme)

6. Rehabilitation of Sultanpuri Bridge at RD 21260m on Supplementary Drain, Delhi 80

7. Strengthening Measures for Kalimati Bridge, Jamshedpur 80

8. Assessment of Load Carrying Capacity of a Bridge at Koteshwar HE Project, Uttarakhand 81

IV. TRAFFIC & TRANSPORTATION 82

1. PLANNING & MANAGEMENT 82

SUMMARY 82


1. Preparation of Computerized Inventory of Roads for Peravoor and Kuthuparamba 83 Block Panchayaths in Kannur District

2. Integrated Development of Transport Infrastructure for an Emerging Town – 83 Kottarakkara Grama Panchayath in Kollam

3. TrafficandTransportationStudiesfor23townsinKeralaState 84

4. TrafficandTransportationStudiesforCochin–Coimbatore,IndustrialCorridorin 85 Kerala and Tamil Nadu States

5. Evaluation of Predictive Accuracy of Urban Transport Studies in Selected Towns of 87 Kerala

6. A Study of Para Transit Services for Selected Cities in Kerala 88

7. Design of Rotary at Englishia Intersection 89

8. TrafficStudyforPreparationofTransportSystemManagementPlanforMajor 90 Corridors of Lucknow (Comprehensive Mobility plan of Lucknow)

9. ComprehensiveTrafficandTransportationStudiesofGoa 90

B. ON-GOING/COMPLETED PROJECTS 90

1. TrafficMedicine-AStatusProject 90

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2. Preparation of Parking Policy for nine TIER II Cities in Karnataka, i.e. Mangalore, 94 Mysore, Hubli-Dharwar, Bellary, Belgaum, Gulbarga, Bijapur, Tumkur and Davangere

3. StudyonTrafficManagementandParkingSpacesforFairsatPragatiMaidan,NewDelhi 95

4. DesignandDrawingof10IntersectionswithComprehensiveTrafficCirculation 96 Scheme Around CBD within New Town, Kolkata

5. Planning and Design of Grade Separator at Crossing of Road No. 56 & G.T. Road 96 near Apsara Border in Delhi

6. Construction of Road Under Bridge (RUB), Connecting Road No. 58 & 64, passing 97 under Delhi – Ghaziabad Railway Line near Jhilmil Colony, Delhi

7. Consultancy Services for Formulation of Master Plan for National Network of 98 Expressways in India

8. Comprehensive Mobility Plan for Indore Urban Area 100

9. Detailed Project Report for Mumbai Metro Phase II & III: Mahim – BKC – 101 Kanjur Marg via Airport

10. Feasibility Study for Elevated Rail Corridor from Churchgate to Virar in Mumbai 102

11. Technical Consultancy for Preparation of Detailed Project Report for 3 - Metro 102 Corridor in Kolkata

12. Constraints in Developing West Coast Canal in Kerala – Case Study of National 103 Waterway No.III

13. Computation of Price Index for Auto and Taxi Operations (PIATO) 104

14. Pre-Feasibility Study for Improving Road Connectivity to Kannur Airport 105

15. Development of GIS Based National Highway Information System 105

16. EvaluationofOperationalEfficiencyofHighwayNetworkUsingTravelTime 106 Reliability Measure

17. ApplicationofGeographicalInformationSystem(GIS)inTrafficcongestion 107 Management

18. Modelling of Driving Cycle for Road Network Development Plan in Urban Area and 108 Suburban Area Applying GPS – A Case Study in NCR

19. Travel Time Related Performance Measures for Evaluation of Sustainable Road 108 Transportation System

20. Evaluation Study on Use of On-Site Visualization Method for Monitoring of Safety 109 Management at Construction Site

IV. TRAFFIC & TRANSPORTATION 111

2. SAFETY & ENVIRONMENT 111

SUMMARY 111


1. ImpactofPostingScientificSpeedLimitsonNationalHighways-CaseStudyof 112 Thiruvananthapuram-Kollam section of NH-47

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2. DevelopmentofRoadSafetyStrategyandGeneratingAwarenessonTrafficand 113 Road Safety - Package VII (Phase-II)


1. PedestrianBehaviourUndervariedTrafficandSpatialConditions(CSIRSponsored) 114

2. Safety Audit for Development period of the “6-Laning of Chilakaluripet–Vijayawada 114 Section of NH-5 from km 355.00 to km 434.150 in the State of Andhra Pradesh to be Executed as BOT (Toll) on DBFO Pattern under NHDP (length 82.5 km)

3. Safety Audit for Development & Construction period for Package No. 1 – 6-laning 115 of Gurgaon – Kotputli – Jaipur section of NH-8 (NHDP – V) under PPP on DBFO basis (Total length – 231.0kms)

4. Study on Ambient Air Quality and its Contribution to Climate Change in Kerala 116

5. Distracted Driving in Simulated Environment: Present Challenges and Mitigation 117

6. Micro Simulation based Driving Cycle in Delhi City for Sustainable Transportation 118 System

V. RESEARCH PROJECTS RELATED TO THESIS FOR POST - GRADUATION/Ph.D. 119

A. PAVEMENT EVALUATION AND PERFORMANCE 119

1. Finite Element Analysis of Flexible Pavements 119

2. Evaluation of IRC Method and Effect of Bituminous Mixtures on Pavement 119 Performance Using M-EPDG

3. Experimental Investigations and Modeling of Rutting of Asphalt Concrete Mixtures 120

4. Forensic Investigations on Pre-mature Rutting on a National Highway Pavement 121

B. TRAFFIC & TRANSPORTATION 122

1. StudiesonSafetyPerformanceofTwo-laneRuralHighwaysunderMixedTraffic 122

2. StudyofHeterogeneousTraffic-FlowCharacteristicsonUrbanArterialsinthe 123 Light of Energy Consumption and Environmental Impact.

3. Study on the Effect of Geometric Design Consistency on Level of Safety on 124 Inter-City Roads

4. ReliabilityBasedOptimalRoutingandTrafficAssignmentinStochastic 125Transportation Networks

5. EvaluationofTurnLanesatSignalizedIntersectioninHeterogeneousTraffic 126 using Microscopic Simulation Model

6. To Assess the Impact of Information Communication and Technology on Travel for 127 Shopping Purpose

7. Transport Strategies and Development Measures for a Green City of Baruipur, 128 West Bengal

8. Impact of Metro on Mobility Patterns in Metropolitan City-Case Study: Delhi 130

9. Role of PPP in Urban Transport Infrastructure Development of Gurgaon 131

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10. Mobility Strategies for Inclusive Development of Urban Poor: A Case Study of 131 Faridabad

11. Transit Oriented Development along an Urban Arterial - A Case Study of Delhi 132 (Indraprastha Estate, ITO)

12. Impact of Mobility Hub on Urban Arterial Road Network, Case study, Kochi 133

13. Development of Road User Cost Equations for High Speed Corridors 133

14. Speed-Flow Characteristics and Roadway Capacity of Multi-Lane Highways 134

15. Probabilistic Models for Prediction of Road Crash Occurrence and Crash Severity on 135 High speed Corridors

16. Development of Steady State Fuel Consumption Models for Different Vehicle 135 Types on High Speed Corridors

17. Development of Congestion Cost Equations for High Speed Corridors 136

18. Impact of Lane Change Behaviour on Capacity of Multi-Lane Highways using 137 Microscopic Simulation

19. Evaluation of Roadway Capacity of Multi-Lane Highways under Varying Terrain and 138 LaneChangeBehaviorusingMicroscopicTrafficSimulation

20. Critical Evaluation of Free Speed Characteristics and Development of Vehicle 139 Operating Cost Models for High Speed Corridors in India

21. Evaluation of Relationships Between Pavement Distress Parameters 140

22. Modeling Travel Time Variations of Urban corridors 141

23. Accessing Road Compaction Impact on Life Cycle Cost of Road Projects 142 Using HDM-4

24. EvaluationofTurnLanesatSignalizedIntersectioninHeterogeneousTraffic 143 using Microscopic Simulation Model

25. Study of Merging at Urban Uncontrolled Major-Minor Road Intersections under 144 HeterogeneousTrafficConditions

26. TravelTimeandCongestionAnalysisunderHeterogeneousTrafficConditions 145

27. TrafficModelingunderHeterogeneousTrafficConditions 146

28. InfluenceofCrossRoadsandFringeConditionsonTravelTime 147

29. Departure time and Route Choice Modelling for Work Trips 147

30. Study of Arterial Congestion Using Global Positioning System and Geographical 148 Information System

31. Planning for Safe Movement along Linear Intercity corridor 148

32. Safety Along Urban Arterial Roads: Case Study - Delhi 149

33. EstimationofTravelTimeandDelayinUrbanArterialsunderIndianTrafficConditions 150

34. Crowd Behaviour of Pedestrians arriving at Railway Station 151

35. DevelopmentofMethodologyforJustificationforProvisionofExclusiveBusLanes 151 on Urban Roads

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36. ApplicationofDynamicTrafficAssignment(DTA)underIndianTrafficConditions 153

37. TrafficDataFusionunderIndianTrafficConditions 153

38. Analysis of Interrelated Activity and Travel Patterns 154

39. EstimationofOrigin-DestinationMatricesforDynamicTrafficAssignmentModels 154

40. DynamicTrafficAssignment(DTA)underMultipleVehicleClasses 154

41. Routing Algorithms on Stochastic and Time Dependent Networks 155

42. Analysis of Delays Along Signalized Urban Corridor 155

43. Modelling Overtaking Sight Distance and Risk Assessment on Two-Way 156 Highway Midblock

44. Modelling Driver Behaviour at Signalized Intersection 157

45. IdentificationofMissinglinksbasedonTravelDemandforCalicutUsingTransCAD 158

46. School Bus Routing Using TransCAD - A Case Study 159

47. TrafficMonitoringUsingGSMTechnology:AnEmergingOpportunityforATIS 160

ACkNOWLEDGEMENTS 163

LIST OF ORGANISATIONS 164

APPENDIX - PROFORMA SHEET FOR REPORTING R&D WORk 165 FOR THE GENERAL REPORT

GENERAL REPORT ON ROAD RESEARCH IN INDIA 2010-2011

INTRODUCTION

Highway Research Record No.38 describes the General Report on Road Research Work done in India during the year 2010-2011. This document has been prepared by compiling the progress of research work reported by 16 Research Organisations and Academic Institutions in the country. The names of reporting organizations have been listed at the end of the report. As the General Report on Road Research is intended to provide information on research works carriedoutundervariousresearchprojects,worksreportedonroutineinvestigationsandlaboratory/fieldtestinghavebeen omitted from the document.

Asper theclassification, theentirematerialhasbeendivided into foursections,namely,PavementEngineering&PavingMaterials;GeotechnicalEngineering;BridgeEngineeringandTraffic&TransportationEngineering.Theprojectsineachsectionarefurtherclassifiedintotwobroadcategoriesnamely(i)ProjectsReportedFirstTime,i.e.,New Projects and (ii) Ongoing Projects/ Completed Projects. The research works carried out as a part of Master and Doctoral thesis in the Academic Institutions have also been reported separately in Section V of the report.

The research work in each section has been reported as per the standard Proforma for the three broad categories of projects. The proformae alongwith other related information are given in Appendix.

Each sectional report begins with a brief overview in the form of summary followed by a few salient points towards channelising the discussions during the presentation of the report in the IRC Annual session.

2 GENERAL REPORT ON

EXECUTIVE SUMMARY

In the General Report on Road Research Work done in India for the year 2010-2011, published as Highway Research Record No. 38, the research work done by 16 organisations on various aspects has been reported. The report has beencompiledbyCRRI.TheR&Dworkreportedunderthefollowingfivemajorareasandtheresearchworkdonein Academic Institutions related to the thesis work is reported under Section V:

1. Pavement Engineering and Paving Materials2. Geotechnical Engineering3. Bridge Engineering4. Traffic&TransportationEngineering

1. Pavement Engineering and Paving Materials

In this chapter projects related to “Flexible Pavements, Rigid Pavements, Pavement Evaluation, Pavement Performance and Instrumentation” have been reported.

1.1 Flexible Pavements

This subsection deals with projects reported in the Flexible Pavement area related to design, construction and materials. CSIR-Central Road Research Institute reported twelve projects. The significant projects pertain touseofflyash inconstructionofbituminousroad surfacing, development of cold mix technology for structurallayersofflexiblepavement,performanceofbituminousconcretesurfacinglaidwithSBSmodifiedbitumen, repair of potholes and patching using different techniques/machines, evaluation of asphalt mixes containing thiopave. The developments and design of thin stonematrix asphalt formaintenanceof flexiblepavements, and warm mixes for bituminous road construction. Guidelines have been developed for bituminous Macadam, Semi dense bituminous concrete and Mix seal surfacing using cationic bitumen emulsion. Studies on use of chemical additives for improvement of engineering properties of sub grade are also reported by different organisations.

National Transport Planning and Research Center reported findings of studies on coir jute geotextileand plastic waste in road construction. The resource mapping of available road construction materials in Kerala is also reported as a ongoing project. Feasibility study on use of Road Cem for insitu stabilization of soil has been completed. From the durability test, it is concluded that the resistance to effect of water on strength is enhanced by use of 0.1 percent additive in cement stabilization. Two projects related to water proofing treatment of bituminous pavement are

reported.Studiesindicatedsignificantimprovementinproperties of soil as well as bituminous mixes. Studies have been carried out on performance of crumb rubber, SBSandEBAmodified bitumen. Laboratory studieson warm mix additives indicates that the addition of 0.5 percent additive by weight bituminous mix can lower the mix laying temperature by 40°C to 50°C. Successful installation and field calibration ofState-of-Art Accelerated Pavement Testing Facility, Heavy Vehicle Simulator is also reported by CSIR-CRRI.

1.2 Rigid Pavements

Research works reported in the area of Rigid Pavements relate to technical feasibility studies on Geopolymer based building blocks/ pavers, R&D studies on the performance evaluation of rigid pavements on high densitytrafficcorridorsusinginstrumentationsupportedby laboratory tests ( in continuation of the earlier work reported), study on the properties of concrete incorporating bottom ash/pond ash as a replacement offineaggregate,studyonsuitabilityofsyntheticsfiberreinforced concrete for the construction of concrete pavements, study on dry lean concrete containing portland pozzolana cement and suitability of oil well drill cuttings (Assam assets) for road making.

1.3 Pavement Evaluation

Research works reported in this area include projects on structural and functional evaluation of pavements and pre-mature distress / failure investigations for road and airfield pavements.Completed projects includeInvestigation to determine and ascertain the causes of distress and suggest remedial measures for runway pavement at Jaipur Airport.

On-going projects include Development of National Document /Guideline on the Use of Weigh-In-Motion System for Axle Load Monitoring. Development of

ROAD RESEARCH IN INDIA 2010-11 3

national guideline on the use of WIM System for axle load monitoring on Indian Highways would assist Enforcement authorities to decide the appropriate WIM system to be used at various locations towards controlling overloading on Indian Highways which would economize on road maintenance and rehabilitation costs, minimize road accidents, and bring about improved road safety.

ProjectsreportedforthefirsttimeincludeEvaluationofMaster Plan Roads (60 m and 45 m ROWs) in Dwarka and Needed Remedial and Improvement Measures; Design, Construction and Performance Evaluation of New Materials and Mixes towards Development and UpgradationofStandards/Specifications;EvaluationofKosi-Nandgaon-Barsana-Govardhan Road and Needed Remedial Measures and Investigation to Determine the Likely Causes of Pre-mature Distress in Road Section from km 72.600 to km 105 on NH-58 and Needed Remedial Measures.

Research projects for Thesis work include Finite Element Analysis of Flexible Pavements and Evaluation of IRC Method and Effect of Bituminous Mixtures on Pavement Performance Using M-EPDG. Finite Element Analysis of Flexible Pavements has been carried out (i) to analyze and compare stress-strain distribution and response of pavement system by using asphalt mixes with various additives like hydrated lime and sulphur; (ii) to analyze a typical 4 layer flexible pavement structure by means of Finite Element Method, and (iii) to study the stress-strain distribution of pavement using linearized elastic theories and comparisons with Finite Element Analysis.

1.4 Pavement Performance

This sub-section on Pavement Performance covers projects related to Design of Flexible Pavements for Optimum Performance in Fatigue and Rutting Characteristics Using KENLAYER; Modeling of Rutting of Asphalt Concrete Mixtures; and Forensic Investigations on Pre-mature Rutting on a National Highway Pavement. The study on Design of Flexible Pavements for Optimum Performance in Fatigue and Rutting Characteristics Using KENLAYER is focused on comparing the various design methods in terms of its performance by conducting damage analysis in KENLAYER and suggesting the optimum design method.

Project reported for the first time include Design, Construction and Performance Evaluation of New Materials and Mixes towards Development and

Upgradation of Standards / Specifications; and Rhinophalt Preservative and its Performance Evaluation on Three Toll Roads in Rajasthan and Gujarat States. The study is planned to be implemented in three different phases viz. (i) Pre-Application Investigations (ii) Post-Application Investigations and (iii) Periodic Performance Monitoring / Evaluation.

Research projects for Thesis work include Design of Flexible Pavements for Optimum Performance in Fatigue and Rutting Characteristics Using KENLAYER; Experimental Investigations and Modeling of Rutting of Asphalt Concrete Mixtures; and Forensic Investigations on Premature Rutting on a National Highway Pavement.

1.5 Instrumentation

Research work reported in the area of Instrumentation and Micro-processor Application is an ongoing project related to Upgradation of Road Geometrics and Road Condition Evaluation System. The road surface condition evaluation involving measurement of areas of surface disintegration will form an important input to Pavement Maintenance Management Systems which is directed at coordinating and controlling pavement rehabilitation associated activities on a road network. The upgraded and validated system will help in speedy inventorisation of road network.

2. Geotechnical Engineering

In this chapter projects related to “Geotechnical Engineering” and “Soil Stabilization, Low Grade Materials & Low Volume Roads” have been reported.

The projects reported in Geotechnical Engineering area relate to geological and geotechnical investigations , instrumentation & monitoring of landslides, problems of landslides, soil nailing technique for stabilisation of railway embankment for construction of an underpass using box pushing technique has been reported. In addition to the above pushing of a very large size MS pipe below a railway track using soil nailing has also been reported. A project on design of road embankment in submerged/flood affected border areas of Bhuj, Gujarat has also been reported. A new project on evaluating in situ performance of “Geocell Reinforcement for Service Roads on Expansive Clay” has also been reported. Another continuing study relates to Use of Jute Geotextiles in PMGSY roads. In order to mitigate and address the problems of landslides and natural disasters; following guidelines have also been prepared :

4 GENERAL REPORT ON

“Guidelines for construction of roads, culverts and bridges in cyclone prone areas”, “Guidelines on “Recommended practice for treatment of embankment and hill slopes for erosion control”, “Guidelines for stabilisation of hill rock slopes” and “Guidelines on management of landslides on the Indian roads and highways”.

The projects reported in the area of Soil Stabilization, Low Grade Materials and Low Volume roads relate to Feasibility study of Jarosite Waste Materials (from Chanderia & Debari) in construction of embankment and subgrade, Feasibility study of Super Fine Copper Slag inlandfillingandroadconstruction,stabilisationofblackcotton soil, test track construction with cement stabilised subgrade and subbase, design and construction of test roads using construction and demolition waste and Jarofix(wasteofZincindustry).GuidelinesforSoilandGranular Material Stabilisation Using Cement Lime & Fly Ash. (IRC special publication, IRC: SP: 89- 2010) have also been reported.

Therearenineprojectswhichhavebeenreportedfirsttime. Twelve projects are reported under the ongoing and completed project category and one project is reported asR&D activity by the consultancy firms/contractors/ concessionaries.

3. Bridge Engineering

Under this section, four projects have been reported by CSIR-SERC, Chennai covering topics such as long term performance studies of arch bridges, technologies for structural health monitoring of bridges, vibration studies on bridges and mathematical model for repaired concrete bridges.

Evaluation of performance of bridges is a major task to ensure their safety. It also helps in planning the maintenance scheme for bridges. CSIR-CRRI has reported the completion of two projects in which a bridge with distressed pier caps and a bridge with impact damaged longitudinal girders were investigated and suitable repair/strengthening schemes were suggested and implemented. In the third completed project the load testing of an old bailey bridge is reported.

There are large number of distressed bridges in our country which require inspection, repair and strengthening for their efficient maintenance. An indigenously designed Mobile Bridge Inspection Unit (MBIU) is being fabricated for bridge inspection by CSIR-CRRI and CSIR-CMERI-CoEFM and the project

is partially funded by DST. Also, a Critical Infrastructure Information System in GIS Environment is being developed by CSIR-CRRI, New Delhi for maintenance management of bridges. This consists of development of various modules such as Inventory Module, Inspection Module, and Load Carrying Capacity Module, Maintenance/Rehabilitation/Strengthening Module, Budgeting Module and Advance Decision Support System Module. For the ease of implementation, the road network of Ghaziabad District has been considered.

Corrosion of reinforcement is a major cause of distress in bridges especially located in coastal areas. CSIR-CRRI has undertaken a new research scheme (B-42) sponsored by MORTH, under which corrosion susceptibility of steel reinforcement protected with anti-corrosive coatings embedded in ordinary concrete vis-a-vis steel reinforcement without anti-corrosive coating embedded in high performance concrete will be evaluated.

The Creation of Expansion Joint Test Facility at CSIR-CRRI, New Delhi is another on-going Research Scheme (B-34), funded by MORTH.

4. Traffic&Transportation

Inthischapterprojectsrelatedto“Traffic&TransportationEngineering” and “Highway Planning, Design, Management and Performance Evaluation” have been reported.

4.1 Planning and Management

The salient features of some of the completed projects are:

Out of total 29 studies reported, 11 studies were on comprehensive traffic and transportation studies of various cities further focusing on airport links, feasibility studies for cities. 7 Projects completed on investigationonvariousaspectsofTrafficcirculationand management plan at intersections, feasibility of RUB and Master plan of national highway network of Expressways in India and one on Evaluation Study on Use of On-Site Visualization Method for Monitoring of Safety Management at Construction Site. 11 On-going projectsincludestudiesoncomprehensivetrafficandtransportation studies, in addition to this, feasibility study of various public transport systems such as Metro, airport connectivity and computerized Inventory of Roads, Travel Time Related Performance Measures, Application of Geographical Information System (GIS) inTraffic congestionmanagement andDevelopment


of GIS Based National Highway Information System was reported.

Study of proposed methodology for digitized road maps with supporting data for each Grama Panchayath using the GIS format consisting of road availability, location of facilities Road level data-connecting settlements, populationbenefited,facilitiesalongtheroadinventory-length, width, surface type, settlements.

Study on Integrated Development of Transport Infrastructure for an emerging Town was proposed the various strategies for improving the mobility within the region and connectivity to the existing ring road was explained.

Astudyontrafficandtransportationstudiesfor23townsinKeralaStateconductedthetrafficandtransportationstudies by classifying the total 23 town into large, medium and small towns. Estimated travel demand for horizon year; and prepared short-term and long-term traffic and transportation development proposals forthe selected towns.

StudyonTrafficandtransportationstudiesforCochin–Coimbatore, Industrial corridor in Kerala and Tamil Nadu States.Studiedthetrafficpatternandcharacteristicsof goods vehicles passing through the study area, projected the passenger and freight traffic for the next 20 years and suggested transport infrastructure requirements for the study region.

A study on evaluation of predictive accuracy of urban transport studies in selected Towns of Kerala. Studied the cross-sectional analysis of socio-economic variables suchasvehicleownership,andtravelbudgetandtrafficflowpatternofselectedtowns.Evaluatedthepredictiveaccuracy of selected variables by comparing the study forecasts with the actual / observed data in selected towns and prepared the general guidelines for realistic projectionofinputvariablesthathaveinfluencetrafficdemand forecasting.

A study of Para transit Services for Selected Cities in Kerala, studied the characteristics of Para transit modes, analyzed various current issues regarding paratransit such as, Organizational set-up, policy and planning, impact on employment, co-ordination and competition, cost of service and studied behavior, characteristics and problem of paratransit drivers and developed the models to estimate the demand of paratransit.

Study on design of rotary at Englishia Intersection studiedthetrafficflowpatternaroundtheintersection

andproposeda trafficmanagementplanaround theEnglishia Intersection area at Varanasi.

A study on traffic study for preparation of transportsystem management plan for major corridors of Lucknow,studiedthecharacteristicsofTraffic,parkingand pedestrians and suggested the intersections improvementsandtrafficmanagementplansatselectedIntersections/locations at Lucknow.

AstudyonComprehensiveTrafficandTransportationStudies of Goa proposed the short term and long term solutionsafterconductingthetrafficandtransportationstudies to reduce the congestion and the accidents on Goa road network and further to suggest the phase- wise development based on the forecasted travel demand.

Study onTrafficMedicine-AStatusProject basicallyenvisaged to prepare a status report of “Traffic Medicine” for Kerala covering emergency medical care system in Kerala giving special emphasis to Trivandrum. Prepared resource material for training NGOs and other interested persons in taking care of accident victims andadministeringfirst-aidataccidentsiteandstudiedthe present system of trauma registry in hospitals and suggest methods for improvement.

A study on Preparation of Parking Policy for nine TIER II Cities in Karnataka, i.e. Mangalore, Mysore, Hubli-Dharwar, Bellary, Belgaum, Gulbarga, Bijapur, Tumkur and Davangere studied parking characteristics based on the CTTS studies available and suggested the various parking measures in addition to cap on registering a certain number of automobiles as a demand management measure.

StudyonTrafficManagementandParkingSpacesforFairs at Pragati Maidan, New Delhi studied the parking requirements and various trafficmanagement plansduring the fairs and suggested that various options oftrafficmanagementandparkingspacealternativesto reduce the congestion around the Pragati Maidan during the Fairs.

A study on design and drawing of 10 intersections withcomprehensivetrafficcirculationschemearoundCBD within New Town, Kolkata, taken up to study the trafficflowpatternandsuggest the improvementsatthe selected ten intersections at Kolkata and trafficmanagement schemes around the CBD area to reduce the congestion.

A study on Planning and design of grade separator at Crossing of Road No. 56 and G.T. Road near

6 GENERAL REPORT ON

Apsara Border in Delhi studied the feasibility of grade separated and detailed design drawings were prepared, comprehensive scheme showing the general arrangement drawings showing the flyover, ramps,underpass and adjoining roads at proposed location have been shown. Based on this study grade separator wasconstructedandopenedto the trafficduring theCWG (Common Wealth Games-2010) at Delhi.

A study on Construction of Road Under Bridge (RUB), connecting Road No. 58 and 64, passing under Delhi – Ghaziabad Railway line near Jhilmil Colony, Delhi studied the feasibility of RUB and detailed design drawings were prepared and submitted to the client.

Study on consultancy services for formulation of master plan for National network of Expressways in India recommend guidelines for the new expressways, ROW and facilities for pedestrians if passing through urban areas and further recommended a separate called the National Expressway Authority of India (NEAI) for functioning and execution of expressways.

A study on comprehensive mobility plan for Indore urban Area envisages measures to strengthen Pedestrian movement, Junction improvement plans to ease the movementof trafficandwellaspedestrians,parkingand public transport proposals.

A study on detailed project report for Mumbai Metro Phase II & III: Mahim – BKC – Kanjur Marg via Airport workedoutthefinancialviabilityoftheproject.

A study on feasibility study for elevated rail corridor from Churchgate to Virar in Mumbai is to study the feasibility of two track elevated corridor with a capacity to run 15 car, air conditioned trains for Churchgate – Virar section along the existing tracks with least disturbance to existing operations, the study is under progress.

Study on technical consultancy for preparation of detailed project report for 3 – Metro Corridors in Kolkata to study the implementation of new metro rail corridors in Kolkata and the study is aimed to provide all necessary details to RVNL for preparing tender design andtenderdocumentsforfloatingthetenderon“designand construct” basis, the study is under progress.

The study on constraints in developing West Coast Canal in Kerala – Case Study of National Waterway No.III suggested some measures such as taking adequate measures for effective integration of IWT and coastal shipping, integration of IWT with rail and road to improve connectivity, revival of inland vessels

building subsidy scheme and operationalisation of freight subsidy scheme, formation of an inland vessel leasing company and strengthen the set up of Kerala Govt. for fulfilling its obligation as a regulator underInland Vessel Act.

A study on Computation of Price Index for Auto and Taxi Operations(PIATO)aimedattofindouttheoperationalcharacteristics like passenger load, passenger lead, daily collection and expenditures (fixed andV.C) ofAuto and Taxi operations in Kerala and to prepare a Price Indices for Auto and Taxi Operations (PIATO) for understanding the periodical movement of prices of operating cost, and other inputs for different types of Auto and Taxi operations. Accordingly, study suggested the Price Indices for Auto Rickshaw Operations (PIARO) other modes.

A study on pre-feasibility study for Improving road connectivity to Kannur airport, based on limited surveys conducted,roughcostestimate,andfinancialanalysis,the study suggested that development to 4/6 lane standards on Public – Private partnership on annuity basis is viable. Further, suggesting the Government should bear the initial cost of land acquisition and provide a viability gap funding or annuity to ensure the expected 16 percent return on investment. All other referred roads may be developed as per the existing practices and full budgetary support by the Government.

As study on ‘Development of GIS Based National Highway Information System’ is to develop National Highways Information System in GIS environment which is to be achieved through collection and collation of road related information both from primary and secondary sources for 50,000 km long National Highways network (except roads under NHDP), the study is under progress.

A study on ‘Evaluation of Operational Efficiency of Highway Network Using Travel Time Reliability Measures’ is to evaluate operational efficiency/characteristics of highway transportation system by considering various travel time reliability measures, the study is under progress.

The study on ‘Application of Geographical Information System (GIS) inTrafficCongestion Management’ is to frame amethodology formeasurement of trafficcongestion is developed and to quantify the magnitude of the congestion, the study is under progress.

A study on ‘Modelling of driving cycle for road network development plan in urban area and suburban area


applying GPS – A case study in NCR’ is to Model the driving cycles and find the effect of road geometry,trafficvolume,speed-limitondrivingcycle, thestudyis under progress.

A study on ‘Travel Time Related Performance Measures for Evaluation of Sustainable Road Transportation System’ is to identify various performance Measures for evaluating sustainability of road Transportation System and analyse the variability of travel time under various uncertainties from demand side and supply side of the system, the study is under progress.

A study on ‘Development of Multimodal Level of Service (MMLoS) Measure for Urban Roads of India’ is to develop ‘Level of Service’ (LOS) measure for pedestrians on intersection of Indian roads, the study is under progress.

A study on ‘Effect of Bypass Road on Traffic and Habitants along Highway’ is to propose various measures to control haphazard growth pattern along the Highways after identifying the performance parameters of growth and extent of ribbon sprawl along the National Highway, the study is under progress.

A study on ‘Evaluation Study on Use of On-Site Visualization Method for Monitoring of Safety Management at Construction Site’ is to evaluate the use of On-Site Visualization (OSV) Method for Monitoring of Safety Management at Construction Site (AIIMS Metro Station). The safety awareness and consciousness among various stakeholders during construction was demonstrated.

4.2 Safety and Environment

Research works reported in the area of Safety and Environment relate to projects on ambient air quality, trafficemergentsituations,accident&safetyaspectsincluding safety audit of national highways at design stage and safety audit of state highways/MDR/ODR and Road user behavior, Driver simulation and Micro Simulation based Driving Cycle in Delhi City.

Out of total 8 Projects reported, 2 projects are reported first time both studies relating to the safety, one on safe speed limits and second study is on Road safety audit of Punjab State Highways/MDR/ODR and Road user behaviour . Under the on-going/completed section total 6 projects are reported relating to the pedestrian studies, Road safety, Micro Simulation based Driving Cycle in Delhi City for Sustainable Transportation System, Distracted

Driving in Simulated Environment and one project on study on ambient air quality and its contribution to climate change in Kerala.

AstudyonImpactofpostingscientificspeedlimitsonNational Highways - Case study of Thiruvananthapuram-Kollam section of NH-47 studied the various factors governing the speed limit for various sections of NHunderstudy, identificationanddesignofvariousspeed control devices and signage scheme for such locations. It also spells out the techniques available formonitoring speed limit and trafficmanagement.It is expected that implementation of the speed limit scheme at appropriate level, would improve the safety efficientoperationofthefacilitytothesatisfactionofthe various road users.

A study on development of road safety strategy and generating awareness on traffic and road safety - PackageVII (Phase-II), study first phase covers theroad safety audit to be conducted on state highways/MDR/ODR and Road user behaviour, second phase covers based these studies road safety measures and generation of awareness plan would be disseminated and monitored along the project road stretches in Punjab.

AstudyonPedestrianBehaviourUndervariedTrafficand Spatial conditions envisaged three types of crossing patterns exist in Indian conditions. These are single stage, rolling and two stage. The study shows that speed-density forms negative exponential relations for crossing facilities and speed-density relationship is exponential in all types of walking facilities except for pedestrians walking through carriageway where as it is linear. A level of service criteria was developed for crossing and walking facilities with pedestrian perception under Indian conditions.

A study on Safety Audit for development period of the “6-laning of Chilakaluripet – Vijayawada section of NH-5 from km 355.00 to km 434.150 in the State of Andhra Pradesh to be executed as BOT (Toll) on DBFO Pattern under NHDP (length 82.5 km)” carried out the design stage audit and recommend the various safety measures at the design stage.

A study on Safety Audit for Development & Construction period for Package No. 1- 6 - laning of Gurgaon – Kotputli – Jaipur section of NH-8 (NHDP – V). under PPP on DBFO basis (Total length – 231.0 km) proposed to carry out the safety audit at development stage as well as construction stage to enhance the safety during

8 GENERAL REPORT ON

the design stage as well as construction stage, the study is under progress.

A study on ambient air quality and its contribution to climate change in Kerala proposed is to assess the air quality in Kerala State and develop a model for change in climatic conditions due to air pollution and formulate further preventive and control measures for abatement of air pollution. The Air Pollution Index and Wind Rose graphs are prepared after monitoring air pollutants at 55 locations. From the study results it indicates that deposition as well as the dispersion of air pollutants in the ambient air. A prediction model for change in climatic condition due to air pollution in the State will be developed, the study is under progress.

A study on ‘Distracted Driving in Simulated Environment: Present Challenges and Mitigation’ is to compare the behaviour of drivers risk taking practices in both distracted driving conditions and driving without distraction, the study results used to create awareness among the road users and drivers to see the consequences whichareotherwisemayprovefatalinrealistictrafficenvironment.

A study on ‘Micro Simulation based Driving Cycle in Delhi City for Sustainable Transportation System’ is to estimate the emissions based on real world driving cycle for Delhi, the study is under progress.

5. Research Work done in Academic Institutes related to Thesis Work

A total of 46 research works have been reported in the area of TrafficEngineering and Transportation Planning encompassing various projects focusing on traffic flow simulation, roadway capacity estimationof two lane and multi-lane highways, congestion cost studies ofmulti lane highways, trafficmanagementstudies, energy consumption of selected transport modes, road user cost equations for high speed corridors, road crash management, safety issues on inter-city roads, impact of metro on mobility patterns, Mobility Strategies for Inclusive Development, Role of PPP in Urban Transport, Transit Oriented Development on typical urban arterials, Impact of Mobility Hub on Urban Arterial Road Network and Modeling Travel Time Variations, Evaluation of Relationships Between Pavement Distress Parameters and Assessment of impact of communication technologies on shopping trips etc.

Out of the 46 reported research studies, 14 are either completed or ongoing Ph.D. works and the remaining 32 are completed Masters dissertation works reported from various institutions like IIT(Madras), SPA (New Delhi), CSIR-CRRI (New Delhi), M.S. University (Vadodara), NIT (Surathkal), S.V. NIT (Surat), College of Engineering, (Thiruvananthapuram), IIT (Roorkee) and Anna University, Chennai.


I. PAVEMENT ENGINEERING & MATERIALS

1. FLEXIBLE PAVEMENTS

SUMMARY

Research work reported under the area of Flexible Pavementincludesstudiestofindoutthepossibleutilizationofflyash,marbledustandwasteplasticsasfillerandfineaggregateinbituminousmixes.Laboratoryandfieldperformancestudies pertaining to the cold mixes, warm mixes additives for soil stabilization and use of nanotechnology based materials in pavement layers have been also reported. Some of the reported studies includes performance of use of coir and jute geotextile. Studies on use of plastic waste are also reported. Long term performance studies on use ofSBSmodifiedbitumenonheavilytraffickedroadshavebeencompleted.Laboratorystudiesonthinstonematrixasphalt are also reported.

Therearenineprojectswhichhavebeenreportedfirsttime.Twelveprojectsarereportedundertheongoingandcompleted project category.

SALIENT POINTS FOR DISCUSSION

1. Utilizationofflyash,wasteplasticandmarbledustinbituminousmixes

2. Use of warm mixes in bituminous road construction

3. UseofthinSMAforpreventivemaintenanceofflexiblepavement

4. Use of jute and coir based geotextile in pavements

5. Use of chemical additives include nanotechnology for stabilization of soil

6. Performanceofpolymermodifiedbitumen

7. Sustainable technologies for pothole repair & patching

10 GENERAL REPORT ON

A. PROJECTS REPORTED FOR THE FIRST TIME

1. Development of Fly Ash–Waste Plastic Composite for Construction of Bituminous Roads

Date of Start: March 2011 Date of Completion: March 2013

CSIR- Central Road Research Institute, New Delhi (R)

Scope and Objectives

The objective of the project, is development of technology forutilizationofwasteplastic-flyashcompositeasfillerandfineaggregateinbituminousroadconstruction.Toachieve this objective, following scope of work have beenidentified:

● Optimization of fly ash and waste plastic for development of useful composite

● Performance of bituminous mixes containing modifiedflyash.

Methodology

Following methodology shall be adopted to carry out study :

● Characterizationofflyash,pondashandplasticwaste material

● Optimization of fly ash and plastic waste for development of composites

● Characterization of composite by IR, TGA, DSC and microscopic methods

● Optimization of dose of FLYPLA in a SMA and BC mixes.

● Study of fatigue, rutting and moisture sensitivity of SMA and BC mixes

● Data analysis and report preparation

Significance/UtilizationPotential

Plastic waste along with byproduct of thermal power planti.epondashwillfindpotentialforuseinbituminousroadconstructiontoreplaceconventionalfillermaterialandfiveaggregate.

LimitationsofConclusions/Recommendations forfurtherwork/furtherproposedwork

Study is under progress.

Furtherinformation/copyofreportcanbeobtainedfrom

Dr. P.K. Jain, ([email protected]), Chief Scientist & Head, Flexible Pavement Division CSIR-Central Road Research Institute, New-Delhi-110 025.

2. Laboratory Study to Determine the Suitability of Fly Ash and Marble Dust as Mineral Filler in Micro-Surfacing Mixture

Date of Start: October 2007 Date of Completion: April 2010

CSIR-Central Road Research Institute, New Delhi


ThemajorobjectivesoftheprojectaretofindouttheviabilityofutilizationofflyashandMarbledustasmineralfillerinmicrosurfacingmix.Foraccomplishmentoftheobjectives,followingscopeofworkwereidentified:

● Developmentofsuitabletypeofpolymermodified(Naturalrubber/SBRmodified)emulsiontomeetout the compatibility requirement with micro surfacing aggregate blend

● Laboratory evaluation of polymer modified emulsion, mineral aggregate and waste materials i.eflyashandmarbledust

● Development of new formulations of micro surfacingmixwithflyashandmarbledust

● Determinationofoptimumcontentofflyashandmarble dust in micro surfacing mix

● Laboratoryevaluationofmodifiedmicrosurfacingmix at varying percentage of bitumen emulsion

● Analysis of results

● Development of mix design guidelines for micro surfacingmixcontainingwastematerials i.e flyash and marble dust

Methodology

Micro surfacing is themixture of polymermodifiedbitumen emulsion, mineral aggregate, water and necessaryadditive(ifneeded).Mineralaggregate,flyash andmarble dustwere characterized to find outtheir engineering properties. Micro surfacing aggregate blend containing flyash andmarble dust in varyingpercentage (by total wt. of aggregate) were prepared as pertherequirementofIRC:SP-81.Polymermodifiedbitumen emulsion than mixed with the aggregate blend


and prepared micro surfacing slurry were evaluated on various performance parameters given in IRC:SP-81 andISSA–A-143.Optimizationofflyashandmarbledust concentration in the micro surfacing were carried out with the help of consistency, set time and wet track abrasion tests.

● SBR modif ied bitumen emulsion can be successfully used for preparation of micro surfacing slurry with f ly ash and marble dust.

● Micro surfacing slurry prepared with SBR modified bitumen emulsion satisfies all the requirement of quick set – quick traffic mixsystem.


Research study can be further extended in to the following areas :

● Effectoffinecontenti.e.flyashandmarbledustover deformation characteristics of micro surfacing mix

● Variation in the upper limit of emulsion content with thevaryingconcentrationofflyashandmarbledust in the mix

● DevelopmentofemulsifierforpreparationofSBRlatexmodifiedemulsion

● Relation between the torsional elastic recovery and ductility of residual bitumen

● Naturalrubbermodifiedbitumenemulsionvs.SBRlatexmodifiedbitumenemulsion

Reports/Publications

1. Project report entitled “Laboratory study to determinethesuitabilityofflyashandmarbledustasmineralfillerinmicrosurfacing”isavailablewithCRRI.

2. Interim conclusion of the project report help to develop IRC:SP-81 “TentativeSpecification forSlurry Seal and Microsurfacing”.

3. Satish Pandey, Dr. Sangita, Dr. N.K.S Pundhir, “Microsurfacing: An Ecofriendly Bailout for Indian Roads”, 11th-12th Feb.2011, presented in 8th All India People Technology Congress, Kolkata.


Dr. P.K. Jain, Chief Scientist & Head, Flexible Pavements, CSIR-Central Road Research Institute, New-Delhi–110 025.

Percen

tage

passingby

weigh

t

Sieve Size in mm

Microsurfacing withFly Ashupper value

lower value

Fig. 1 Aggregate blend containing 8 percent fly ash (by wt. of aggregate)

Table1DeterminationofTrafficTime and Cohesion Characteristics

Time in

Minute

Torque in kg-cmJob Mix A Job mix B Job mix C SpecifiedValue

15 11 14 9 12 kg-cm in 30 minute20 kg-cm in 60 minutes

30 14 17 11

60 21 26 18

120 27 31 23

180 28 33 24

240 29.5 34 26

InterimConclusions/Conclusions/SupportingData

● Marble dust can be used successfully in the micro-surfacing mix as alternate of ordinary Portland cement.

● Micro surfacing mix containing 6 percent marble dust by wt. of aggregate, offer better set time in comparison to Fly Ash mix.

● Lowcalciumflyashcannotbeusedasreplacementof OPC in the micro surfacing mix.

● Flyashcanbeutilizedsuccessfullyasfinesinthemicro surfacing mix.

● Bothmarbledustandflyashofferbettercohesionand torque resistance to the micro surfacing mix.

● Under wet abrasive condition mix containing fly ash andmarble dust offers better abrasionresistance.


3. Laboratory Evaluat ion of Warm Mix Additives

Date of Start: July 2009 Date of Completion (Actual): April 2010

i. MeadWestvaco India Pvt. Ltd., Pune- (I)

ii. CSIR-Central Road Research Institute, New Delhi (R)


To evaluate Evotherm additive for its ability to bring down the mixing and compaction temperature of bituminous mixes as compared to the conventional mix and to check whether it affects the other mix performance properties.

Methodology

● Designof30-45mmthickBituminousConcrete(BC) using VG-30 grade bitumen.

● [email protected] percent by weight of the bitumen and BC mix was designed.

● Various performance tests of thepreparedmixwere carried out in laboratory and the behavior of Evotherm Warm Mix Asphalt was studied and compared with the conventional bituminous mix.


● Warmmixat(150ºC) can be successfully laid at lower temperature as low as 100ºC as compared to conventional hot mix.

● Warmmixasphaltisabletoachievethedesiredproperties of mix like, stability, durability, workability, compaction, resistance to deformation.

● Reduction of the mixing and compactiontemperature by 35ºC.

● Improvedresistancetopermanentdeformation.

LimitationsofConclusions/Recommendations forfurther work

It is obvious that there will be an overall reduction in quantity of emission of pollutants when the mix is made at 120ºC than at 155ºC. Extensive study is required in this area to get better conclusion. Field performance studies have to be carried out to actually see and substantiate the behavior and economy of the warm mix in pavements.

Furtherinformation/Copyofreportcanbeobtainedfrom

Dr. P.K. Jain, Chief Scientist & Head, Flexible Pavement Division, CSIR-CRRI, New Delhi-110 025.Phone 011-2631 1117 Fax +91 2684 5943; e-mail ID: [email protected]

4. Feasibility Study on Use of RoadCem for Use in Situ Stabilization of Soil

Date of Start: May 2010 DateofCompletion(Targeted/Actual): December 2011

i. PowerCem Technologies, SK Moerdijk, Neitherlands(I)

ii. CSIR-Central Road Research Institute, New Delhi (R)


Laboratory studies on use of RoadCem in the stabilization of soil

Methodology

● Inthisstudy,engineeringpropertiesofsoilwereinvestigated.

● RoadCemwasusedasasoilstabilizerattherateof 0.1 percent by weight of the soil along with 10 percent cement by weight of the soil.

● SamplespreparedforCBR,UCSandITSweretested with and without the addition of stabilizer.

● Durabilitywasinvestigated

● TheeffectofRoadCemStabilizerwasstudiedandnecessary recommendations were made based on the test data.

InterimConclusions/Conclusions/ Supporting Data

● TheCBRvaluesofuntreatedsoil sampleafter7 days soaking period is found to be 7 percent, whereas the soil stabilized with 10 percent cement and 0.1 percent Roadcem by weight of soil indicates CBR value of 126.4 percent (7 days soaking) as compared to 122.8 percent (7 days soaking) for cement stabilized soil without Roadcem.

● TheUCSofuntreatedsoilafter7dayscuringisfound to be 1.07 kg/cm2.


● The soil stabilized with 10 percent cement and 0.1 percent Roadcem gives 28 days curing UCS value of 26.1 kg/cm2 as compared to 25.6 kg/cm2 UCS value for cement stabilized soil without Roadcem.

● Theadditionof10percentcementand0.1percentRoadcem lead to increase in CBR as well as UCS value of soil.

● From durability test, it is observed that theresistance to effect of water on strength for soil treated with 10 percent cement and 0.1 percent Roadcem is 92 percent and as compared to 78 percent of cement stabilized soil.

Recommendations for further work / furtherproposed work

Full scale field studiesmay be done for large scaleadoption of RoadCem technology.


Dr. P.K. Jain, Chief Scientist & Head, Flexible Pavement Division, CSIR-CRRI, New Delhi-110 025Phone 011-2631 1117 Fax +91 2684 5943; e-mail ID: [email protected]

5. Zycosoi l Nanotechnology Mult i layer Waterproofing Treatment of Soil and Asphalt Concrete in Road Construction

Date of Start: March 2010 Date of Completion (Actual): June 2010

i. Zydex Industries, Vadodara (R,S)

ii. Gujarat, Panchayat (R&B), Vadodara (R, C)

iii. GERI, Vadodara (R, C, I)


StudyonZydexnanotechnologiesand its efficacy toenhance pavement life on black cotton soil and water logged area.

Methodology

Soil base: Zycosoil (new name Terrasil for soil application) applied on the compacted soil layers for making waterproofed vapour permeable layer

WBM/Carpetlayer: Prime / Tack coat using Zycosoil (new name Terrasil) solution with cationic bitumen emulsion and sprayed on WBM / Carpet layer for improved wetting, penetration, bonding and quick set.

Asphalt layer: Zycosoil added in hot asphalt binder @ 0.1 percent by weight of binder and mixed thoroughly withcirculatingpump.Thehotmodifiedasphaltbinder(80/100 Pen.) was mixed with heated aggregates in drum mix plant at site.

InterimConclusions/Conclusions/ Supporting Data

Sections A–D detail the findings and define the benefits/potentialapplicabilityofthetechnology.

Section A: No waterproofing treatment- Bituminous surface stripped out and formed big depression with water pond, few cracks and depression were observed.

Section B: Subgrade and Sub-base waterproofing- (Black top) BT surface was little bit damaged and cracks and settlement on BT surface at few places observed.

Section C: Waterproofing of Subgrade and Sub-base, WBM primecoat, tack coat on carpet layer and anti-strippingadditive on carpet &wearing coat (BUSG between WBM and carpet not treated)-waterproofingtreatment in earth work and BT surface has worked perfectly.

Section D: Only wearing coat is treated- no pot holes, no cracks, no depression was observed.


Long term evaluation by GERI, Vadodara for 3 post monsoon years for conclusive effectiveness of the technology

Initial visual inspection in June 2011 shows no deterioration.


● Firstpostmonsoonreportdetailingeffectivenessdocumented in year 2010, issued by Gujarat Engineering Research Institute, Vadodra.


● SecondreportexpectedbyOct2011.


Zydex Industries, 25-A, Gandhi Oil Mill Compound, Gorwa, Vadodara-390 016, Gujarat Phone +91 265 2280120 Fax +91 265 2280872, e-mail ID: [email protected]

6. Zycosoil Nanotechnology Application in Leh Road, BRO

Date of Start : March 2011 Date of Completion (Actual): March 2011

i. Zydex Industries, Vadodara, Gujarat (R,C)

ii. Border Roads Organisation, Leh (R,I)


Zycosoil additive mixed with hot asphalt binder for improving asphalt-aggregate bonding, eliminating moisture sensitivity (anti-stripping) and to improve compaction and workability.

Methodology

Zycosoil added in hot asphalt binder @ 0.15 percent by weight of binder and mixed thoroughly with circulating pump.Thehotmodifiedasphaltbinder(80/100Pen.)was mixed with heated aggregates in drum mix plant at site.

Significance/UtilisationPotential

● Laying & compaction of asphalt concrete was found to be better and no sticking was observed on the compactor’s roller. It took 4 passes as against 8 passes inconventional material, for same amount of compaction.

● Asphalt coating on aggregates found to be a very uniform coating and mixture was found shiny.

Field Lab Test Report:-

● Stripping value at 0.1 percent to 0.15 percent dose was found 90 to 100 percent.

● Better bonding and improved stability laboratory test samples of Zycosoil mixed Asphalt – concrete mixture.

● Zycosoil mixed easily in hot melted asphalt tank.

Recommendations for further work / furtherproposed work

Considering the life of pavements and low stripping value which happens on the mountainous snowy roads quartzite/metamorphic rock aggregates, it is strongly recommended to carry out extensive trials & long term evaluation of the pavements.


Report issued by Border Roads Organisation


Zydex Industries, 25-A, Gandhi Oil Mill Compound, Gorwa, Vadodara-390 016, Gujarat.

Phone +91 265 2280120, Fax +91 265 2280872, e-mail ID: [email protected]

7. Evaluation of Bituminous Layers Bond Strength

Date of Start : December 2010 Date of Completion : On-going

L&T ECC, LTD (R.I)


In recent times there has been a notable increase in the slippage cracks on high volume highways, expressways and runways. In runways the areas subjected to high breaking and turning have been found to be prone to slippage cracks. In highways and in particular at ghat road section with curves, top layers experiences high breaking and turning forces. The slippage cracks mainly occur due to poor bonding between the asphalt layers. The bonding between the pavement layers is achieved with application of sufficient quantity of asphalt emulsion tack coat. The lack of testing procedures to evaluate the bond strength between layers, often leads to the use of inferior quality material as binding agents leading to bond related cracks and failure. Therefore, there is a need to develop and regularize a test procedure to determine the bond strength between various pavement layers. Larsen and Toubro Construction Research and Testing Centre (LTCRTC) had taken up the task to evaluate a runway portion with slippage cracks. The bond strength between the DBM and BC layers were evaluated with the in-house developed bond strength set up. Further to study the effect of tack coats, the same set up was also used to evaluate few laboratory prepared samples.


Methodology

● Bituminous core samples with intact DBM and BC were obtained from the distressed and non-distressed areas of the runway or a pavement.

● The samples were evaluated for their dimensions and density.

● The LTCRTC developed bond strength set up was used to determine the bond strength of the specimen.

● The set up had arrangement to keep the DBM part ofthespecimenfixedandtheBCportioncouldbe sheared.

● The BC portion was loaded circumferentially at the rate of 1mm/min till the specimen failed at the interface.

● The maximum load at failure is recorded and used to determine the bond strength of the specimen.

● Laboratory samples were also prepared using Marshall Compactor with rapid setting emulsion as the binder between the DBM and BC layers.

Conclusions

● The specimens were found to fail at the interface. The average Bond strength of the core samples was found to be around 0.6 MPa. As per International practice bond strength of 1.0 MPa has been found to be adequate for critical sections of runways where as a bond strength of 0.5 MPa has been found to give good performance for highways.

● Samples prepared with emulsion as bonding agent were found to be dependent with minimum curing period. Some emulsions even after 28 days of curing have not improved the bond strength beyond 0.2 Mpa.

● Some laboratory samples have been evaluated with some mechanical interlocking grooves, which can enhance the shear strength properties at the intersection.

Recommendationsforfurtherwork/furtherproposedwork

● Bond strength depends on climate conditions and the application process. Due to high wind and crude methods of application will not be able to yield better bond properties.

● Guidelines on tack coats in terms of mechanical properties will be very essential to improve the service life of highways.

Further information can be obtained from

Larsen & Toubro Construction Research and Testing Centre.

8. Penetrative Preservation Installation Project on NH-8 Beawar to Gomti

Date of Start : October 2010 Date of Completion : On-going

i. ASI Solutions plc (R)

ii. ITNL (S)

iii. CRRI (I)

iv. Gordon Paving (I)


The scope is to evaluate the benefits of applying aPenetrative Preservation onto a relatively new surfaced road to extend the operational life of that road.

The objectives of this project were:

● Carry out an installation section on a post investigatory section of new road, NH8 Beawar to Gomti, Rajastan.

● On-site monitoring of the Penetrative Preservation area against a control section over a range of extreme weather conditions

● On-site testing with laboratory evaluation of the benefits Penetrative Preservation can give inextending the operational life of that road.

Methodology

To carry out a series of site inspections to pre and post application of the Penetrative Preservation product and a series of planned site assessments, pre and post monsoon, with samples taken for on-going evaluation between the sprayed sections and the control sections. The testing ranges from:

- Surfaceprofile - Bitumen analysis - Skid Resistance - Surface integrity - Hydro Conductivity - Accelerated ageing



● Asphalt Preservation as a Means of Reducing Carbon Footprint in the Road Construction Industry

● Rhinophalt Cost Comparison under Indian Conditions

● Case History, Beawar, Rajasthan, India, NH8 Beawar to Gomti


M/s ASI Solutions plcMobile +44(0)7841863320 Phone+44 (0) 1908246000 Fax+44 (0) 1908246000e-mail ID:[email protected]

9. Use of Fly Ash in Construction of Bituminous Road Surfacings

Date of Start and Duration : April 2009 Date of Completion (Actual) : May 2010

i. NTPC Ltd. (I) ii. CSIR-Central Road Research Institute,

New Delhi (R)

Present Status and Progress

Completed.Possibleutilizationofflyashasamineralfiller in various bituminous surfacing i.e. bituminousconcrete (BC), Semi dense bituminous concrete (SDBC), Stone Matrix asphalt (SMA) besides micro surfacing and cold mix technology has been investigated. Laboratory evaluation of constituent materials i.e mineral aggregate, fillers,SMAadditive, bitumenand bitumenemulsionwere carried out to determine engineering properties. Test samples were prepared at varying concentration offlyashtofindout themechanicalandengineeringproperties of bituminous mixes. Optimum concentration of fly ash and binder content in different bituminoussurface treatment has been ascertained though laboratory detailed studies.

FurtherFindings/Conclusions/SupportingData

● Pondashcanbeusedasfillerforbituminousroadconstruction.

● Pondash canbeusedupto 5 percent as partof mineral aggregate for semi dense and dense bituminous concrete. However, usage of ash may be in the range of 8-10 percent for microsurfacing and stone matrix asphalt.

● Optimizedmixeswithashasfillerinplaceoflimeled to about 0.2 percent lesser bitumen content, which amounts to 4-5 percent saving in bitumen consumption.

● Useofashasfiller inSDBC,BCandSMAmixenhance resistance to moisture sensitivity of mix as evident from higher value of indirect tensile strength ratio and retained Marshall stability, after conditioning Marshall specimen in water.

● Cold mix SDBC containing 5 percent ash indicates acceptable values of stability and volumetric properties.

● Cold mixed micro-surfacing containing 8 percent ash and 9 percent latex modified emulsion meet requirement of specification given in IRC:SP:81-2008.

Limitations of Conclusions or Interim Conclusions

Bituminous mixes containing ash are slightly susceptible to rutting.

Recommendations for further work

Full scale performance studies are needed for hot mixed SDBC, BC and SMA as well as cold mixed SDBC, BC and Micro surfacing for framing standard guidelines and specifications.

Recommendations for Discussion/ Revision ofCodes/Specifications

NeedofIRCGuidelinesandfullscalefieldtrials.


Dr. P.K.Jain, Chief Scientist & Head, Flexible Pavement Division, CSIR-Central Road Research Institute, New Delhi- 110 025.

B. ON-GOING/COMPLETEDPROJECTS

1. Use of Coir Geotextiles in Road Construction

Date of Start : April 2010 Date of Completion (Targeted) : March 2012

National Transportation Planning and Research Centre (R)



Laboratory experiments were conducted on weak soil reinforced using natural geotextiles like coir mattings with different mesh size (half inch and one inch), panama weave (commercial name given by manufacturer) and also polymeric geotextile viz. High Density Poly Ethylene (HDPE). The improvements in soil properties obtained with the use of coir geotextiles were found out. It is proposed to lay test tracks and canal bank protection using biodegradable geotextiles like coir. The performance of the same will be monitored and evaluated.


By providing geo-textiles the CBR value of weaker sub grades could be enhanced. Thereby, the pavement layer thickness can be considerably reduced and this facilitates the construction of roads in poor sub-grade soil areas.


Performance studies have to be conducted on test tracks and canal bank protection constructed using biodegradable geotextiles like coir. The performance of the same has to be monitored and evaluated. Also studies are to be conducted regarding the useful age of these biodegradable geotextiles like coir.


Director, National Transportation Planning and Research Centre, Sasthra Bhavan, Pattom Palace P. O., Thiruvananthapuram-695 004.

2. Resource Mapping of Road Construction Materials in Kerala - Phase II Pathanamthitta District

Date of Start: April 2010 Date of Completion (Actual): March 2011



Geo referenced maps in GIS platform is prepared for resource locations in Kollam district with attribute data containing the physical and engineering properties of the resources, geo coordinates, photos and bitmaps

showing the accessibility of resource locations. Similar work is being done for other districts in Kerala. Inventory oftheaggregatequarriesinfivetaluksofPathanamthittaDistrict is completed. General data is collected and the quantum of materials available is assessed. Laboratory testing of the samples is also completed.


In the case of coarse aggregate, most of the samples testedhavedesirablevaluesofSpecificGravity,Waterabsorption, Bulk density and Aggregate Impact Value. As regards to the shape of the coarse aggregates, higher values is obtained for the combined index for majority of samples showing their unsuitability for road construction purpose when compared with the present MORTH Specifications.The properties of the fine aggregatesamples tested are within the values stipulated for construction purposes.


Majority of coarse aggregates have combined index valueshigherthedesirablevaluesspecifiedinMORTHindicating that they are unsuitable for construction purposes.Thesefindingscallforathoughtontheneedfor revision of the current specification of combinedindex values, and also for recommending these for low volume roads.

Recommendations for further Work

Study could be extended by relating the characteristic properties of the coarse aggregates especially the shape of the aggregates with the type and age of the crushers used for their production.


Interim Report


Director, National Transportation Planning and Research Centre, Sasthra Bhavan, Pattom Palace, P.O.,Thiruvananthapuram-695 004.

3. Study on the Use of Waste Plastic for Road Construction in Urban Areas

Date of Start: April 2009 DateofCompletion(Targeted/Actual): March 2012




Marshal Mix design of Bituminous Concrete, Semi Dense Bituminous Concrete and Dense Bituminous Macadam using ordinary aggregate and waste plastic coated aggregate is done and the results are compared. Test stretchesareresurfacedusingmodifiedmixwithplasticcoated aggregates and control section using ordinary aggregates. Periodical evaluation of the test stretches is done. Both functional and structural evaluation is done. Condition survey, roughness, skid resistance and texture depth studies were done and the results are compared.


It was found from the studies that the optimum binder contentgetsreducedbyusingmodifiedmixinalltypesresulting in savings in bitumen. The stability increases by 1.2 times for DBM and 1.5 times for BC and SDBC. Aggregates coated with plastic waste showed zero stripping even after 72 hours of soaking. Roads laid with modifiedmixshoweddelayeddistress.


Performance studies were conducted only on roads resurfacedwithmodifiedmixhavingwasteplastics.Morestudies have to be conducted on roads constructed or overlaidwithmodifiedmixhavingwasteplasticundercontrolled conditions.


Studies may be extended towards providing input for evolvingguidelines/specificationsfortheuseofwasteplastic materials in road construction and help in its effective usage thereby reducing a serious community menace.


Interim Report


Director, National Transportation Planning and Research Centre, Sasthra Bhavan, Pattom Palace, P. O., Thiruvananthapuram- 695 004.

4. Development of Cold Mix Technology for Structural Layers of Flexible Pavement in Different Climates

Date of Start and Duration: April 2006 Date of Completion (Actual): Dec. 2010



Status : Completed

Year of Last Reporting : 2009-10

Progress : The construction of Bituminous Macadam as binder course with emulsion based cold mix technology was carried out with existing hot mix road construction machineries as Hot mix Plant (with out heating facility) for manufacturing cold mixes, paver for laying mixes and road roller at three locations, viz. (i) Dantaur-Khajuwala in Rajasthan in desert area, (ii) By-pass Road Aizawl, Mizoram in heavy rainfall area and (iii) near Jawahar Tunnel on Jammu-Srinagar National Highway (NH-1A) in J&K under cold and snow bound area. The semi dense bituminous concrete / mix seal surfacing were laid over cold mixed bituminous macadam on the same road stretch. The post construction performance evaluation was carried out by visual inspection based on 8- performance factors.


● Construction of structural layer bituminousmacadam (BM) and semi dense bituminous concrete (SDBC) and mix seal surfacing (MSS) as wearing courses using bitumen emulsion based cold mixes is feasible using presently available road construction machineries.

● The per formance of road speci f icat ion BM+ SDBC and BM+ MSS was satisfactory after 3 years.

● Theperformanceof road specificationPMC issatisfactory in High rainfall area (Mizoram) after 3 years.

● Construction with coldmix is economical by 15-20 percent as against hot mix.

● The construction of roadwith emulsion basedcold mixes is environment friendly and energy efficient.

● Constructionof roadswithcoldmix technologyis feasible in inclement weather including wet conditions.



The setting of mix takes a longer time compared to hot mix.


The cold mix technology for construction of dense graded specificationsuchasDenseBituminousMacadamandBituminous concrete.


Report on “Development of Emulsion Based Cold Mix Technology for Structural Layers of Flexible Pavement” is available with CRRI.

Thefollowingtentativespecificationswereprepared.

● TentativeSpecificationforBituminousMacadam(Base & Binder Course) with Cationic Bitumen Emulsion

● ProposedTentativeSpecificationforSemi-DenseBituminous Concrete Using Cationic Bitumen Emulsion

● ProposedTentative Specification ofMix SealSurfacing (Dense-Graded Premix Carpet) with Cationic Bitumen Emulsion


Framing of Code for Cold Mix Design for Dense Graded Mixes.


Dr. P.K. Jain, Chief Scientist & Head, Flexible Pavements Division, CSIR-Central Road Research Institute, New Delhi–110 025.

5. Performance Evaluation of Bituminous Concrete Surfacing Laid with SBS Modified Bitumen (PMB-40) on NH-1, Near Delhi

Date of Start and Duration:March 2006 Date of Completion (Actual): March 2011

CSIR-Central Road Research Institute, New Delhi (R )


Status: Completed

Year of Last Reporting: First time

Progress: Laboratory evaluation of SBSmodifiedbitumen binder was carried out to determine engineering properties.Modifiedbituminous concretemixeswereretrieved and laboratory evaluation of retrieved core samplewere carried out to findout thebulk density,Marshall stability, Flow value and marshall quotient. Important performance parameters of road ie. surface distress,roughnessanddeflectionweremeasuredoncontrol section constructed with normal bitumen and thesectionconstructedwithmodifiedbitumen.Periodicperformance was monitored for 60 months at the internal of 6 months.


● ThepropertiesofSBSmodifiedbituminousmixesare superior than bituminous mixes produced with 60/70 conventional bitumen.

● SBSmodified bituminousmixes have betterresistance to rutting at higher temperatures.

● The progression of development of surfacedistressislowontestsectionslaidwithmodifiedbitumen as compared to test sections laid with conventional bituminous mixes.

● TherutdepthvalueonSBSmodifiedsectionsislow as compared to conventional sections.

● SBSmodifiedsectionsindicatedlesserincreasein roughness than conventional sections.

● SBSmodified bitumen performed better thanconventional bitumen under overloading condition/exceptionallyheavytraffic.

● SBSmodifiedbitumen lead to increaseservicelife of overlays.


Report on “Performance Evaluation of Bituminous ConcreteSurfacingLaidwithSBSModifiedBitumen (PMB-40) on NH-1, Near Delhi” is available with CRRI.


Report is useful for revision of IRC:SP:53



Dr. P.K.Jain, Chief Scientist & Head, Flexible Pavement Division, CSIR- Central Road Research Institute, New Delhi-110 025.

6. Repair of Potholes and Patching using Jetpatcher and Infrared Recycling Patcher

Date of Start and Duration: December 2010 Date of Completion (Actual): March 2011

i. CSIR-CRRI, New Delhi (R) ii. Municipal Corporation of Delhi (I)


Status : Completed

Progress

● PerformanceofJet Patcher & Infrared Recycling Patcher and then working on the roads under the jurisdiction of Municipal Corporation Delhi

● Utilityofmachineswithrespecttofillingofpotholesof different sizes

● Utilityofmachinesforpatchingofraveledareainterms of quality and quantity

● Performanceofpatchespreparedandpotholesfilledduringlast2-3months

● Correctionofothertypesofsurfacedefectslikecracking, undulations and utility cuts

● Efficiency of machines in items of hourlyoutput


● Machinesaresuitable for faster repairofsmallas well as large raveled surface area by patching aswellasfillingofpotholesonvariousroadsofMCD.

● Machines can be used for repair of surfacedefects viz., small, medium and deep potholes, depressions, utility cuts, edge breaks, wheel path rutting, cracked stripped and raveled area efficiently.

● The treated area can be opened for trafficwithin30minutesaftercompactionwithefficientmachine.


● ItissuggestedthataggregateinmixedmaterialmayconformtogradingspecifiedinClause No. 519ofMORTHspecifications.

● RapidSetting-2 (RS-2) Emulsion conforming to IS:8887-2004 may be used to rejuvenate the oxidizerd surface and prepair by premix for repair.


Reports on “Nuphalt Infrared Recycling Patcher & Jet Patcher Works”, are available with CRRI.


IRC may bring out Codes/Guidelines.


Dr. P.K.Jain, Chief Scientist & Head, Flexible Pavement Division, CSIR-Central Road Research Institute, New Delhi–110 025.

7. Laboratory and Field Evaluation of Asphalt Mixes and Performance Evaluation of Shell Thiopave Test Sections

Date of Start: July 2010 DateofCompletion(Targeted/Actual): July 2013

CSIR-Central Road Research Institute, New Delhi (R)


A Thiopave test has been laid at 1 km with support from Shell Technical Team. CRRI has done two rounds of fieldperformanceevaluation.Benkelmanbeamstudiesdeflectionstudiesvisualobservationofthetestsectionand roughness were done and cores were obtained for further analysis in laboratory.


● TheThiopaveDBMmixtureshavehigherMarshalstability values than the Conventional DBM mixtures

● TheThiopaveDBMmixtureshavehigherstiffnessvalues indicating better resistance to rutting compared to conventional DBM mixture.

● TheBenkelmanbeamdeflectionvaluesshowedthat the thiopave section indicated lower characteristic deflection as compared to othertwo sections showing better structural adequacy of the pavement.



Work is under progress


Interim Report


Dr. P.K. Jain, Chief Scientist & Head, Flexible Pavement Division, Central Road Research Institute, New Delhi – 110 025.

8. D e v e l o p m e n t o f M e t h o d o l o g y f o r Commissioning and ‘Site Acceptance Test (SAT)’ of ‘Heavy Vehicle Simulator (HVS)’ Type of APTF

Date of Start: 2010 DateofCompletion(Targeted/Actual): 2010

CSIR-Central Road Research Inst i tute, New Delhi (R,I,S)


Completed.


The accelerated pavement testing facility is the answer for the R&D needs of developing performance based specificationsformaterialsanddesignasapplicableto Indian conditions, but in a much shorter period. Actually, Accelerated Pavement Testing Facility (APTF) simulates, under controlled conditions of load, speed and pavement temperature, the rolling action of the wheels of heavy commercial vehicles to produce realistic data which otherwise is needed under normal trafficconditions.

However, the facility requires careful commissioning and a ‘Site Acceptance Test (SAT) for ensuring its proper working before any R&D application is made. The same was achieved under the task.

APTF, after commissioning and SAT, is now ready to put for R&D usage. When properly used with adequate planningandwelldefinedobjectives,APTFallowsforthe monitoring of pavement performance and response to accelerated accumulation of damage within a shorter time frame, providing pavement engineers with valuable information concerning the behaviour, performance, and life expectancy of pavement structures. This ultimately results in enhanced understanding of pavement structures and improved, cost effective design and

rehabilitation construction methods. However, the facility is expected to be used at various sites in the long run and hence needs a methodology developed that could help systematic and near trouble free commissioning at every new site.

Thus, HVS has been found to help researchers and road authorities to bring theory and practice together to the benefitofbothfields,elsewhere,andthesamemaybeexpected in this country also.

Significant/UtilizationPotential

ThedevelopmentandrefinementoftheAPTFprogrammeis expected to have a major technological and economic impact on the design, construction and maintenance of Indianroadswithsignificantcostsavingsandamany-fold return on research investment. Data obtained from HVS testing is invaluable as decision support for the selection of alternative road design and rehabilitation options.

LimitationsofConclusions/InterimConclusions

SAT is through short term operation period.


Further work involves research applications of APTF (HVS) involving different new materials, techniques, designs and maintenance treatments for improved pavement performance of Indian roads


Documented procedures


Dr. P.K. Jain, Chief Scientist & Head, Flexible Pavement Division, Central Road Research Institute, New Delhi – 110 025.

9. Development & Design of Thin Stone Matrix Asphalt (TSMA) Mixes as Preventive Maintenance Treatment.

Date of Start: 2010 Date of Last Report : 2010 Date of Completion (Actual): 2010

Central Road Research Institute, New Delhi (R,I,S)


Completed.



SMA principally is the mineral aggregate composition (gap-graded)whichgivesacoarseandfirmskeletonofcoarseaggregate.Thestresses imposedby trafficloads can thus be absorbed by coarse aggregates and recovered by the stone-on-stone contact in the aggregate skeleton. SMA offers improved functional characteristics over conventional dense graded bituminous mixes (DBM and BC). A detailed laboratory investigation has been carried out on constituent materials used for production of TSMA, which include Delhi quartzite of 9.5 mm nominal sized stone aggregate, stone dust, lime asmineralfiller,cellulosefibers in the formofpelletsasstabilizingadditivesandpolymermodifiedbitumen.Marshall method of mix design was adopted, wherein the optimum binder content was calculated based on the criterion of 4.5 percent air voids in the mix and voids in the mineral aggregateat min. 17 percent. Following are thesignificantfindingsofthestudy:

● SMAmixes designedwith available aggregateshowed good stone on stone contacts.

● The criterion of 17 percent voids inmineralaggregate and 3 percent air voids in the mix were fulfilledasSMAMixdesignrequirement.

● TSRvalueisfoundtobeintherangeofmorethan80.

● ThedraindownvaluesofSMAmixesinvestigatedare in the range of 0.05 to 0.12 percent against the stipulated value of 0.3 percent. Hence, use of stabilizing agent reduced the drain down of SMA mixes at hot storage and during transportation.

Significant/UtilizationPotential

Thin SMA can be use as preventive maintenance treatment on urban roads to restrict thickness and save aggregateasitoffersignificantresistancetodeformationonheavytrafficroads.


Report on“Development & Design of Thin Stone Matrix Asphalt (TSMA) Mixes as Preventive Maintenance Treatment” is available with CRRI.


Dr. P.K. Jain, Chief Scientist & Head, Flexible Pavement Division, Central Road Research Institute, New Delhi – 110 025

10. Development of Improved Quality Bituminous Binders Through Polymer Incorporation, Laying and Monitoring of Test Sections

Date of Start : December 2005 Date of Completion: December 2010

CSIR-Central Road Reseach Institute, New Delhi (R)


One km test section was laid with 25 mm SDBC mix prepared with three different modified binders commercially developed by IIP Dehradoon (under a CHT funded project) at Chenni Refinery using modifiers namely crumb rubber modifier (CRM), styrene–butadiene–styrene (SBS) and ethylene butyl acrylate (EBA). These binders were characterized for their physical properties as per IRC:SP:53-2002 and a comparison of the properties of PMBs and CRMB, theirmodifiedmixesandtheirfieldperformanceisbeingassessed on a 1 km long test section in Uttaranchal on SH-57 (Sharanpur-Herbertpur Road, km 223 to 224). Post construction evaluation included unevenness measurementsusingdipstick(Photo1),deflectionbyBenkelman beam test and evaluation of bituminous mix properties through testing of core samples extracted from test section.

Condition of SBS and CRMB sections in June 2009

SBS CRMB 2009

SBS

EBA

View of test section in June 2010

Photo 1

The data generated through this study will become the basis to compare the relative performance of thin SDBC overlays containing different PMB/CRMB beside correlatingthelaboratoryandfieldperformanceofthesemixes.



Based on the field observations, deflection data, roughness data & subsequent laboratory analysis of core samples, it was concluded that 25 mm SDBC overlay constructed with Polymer and Crumb Rubber modified binders sustained for three years more than the conventionalSDBCunder the similar trafficand and environmental conditions on SH-57.The comparative performance was in the following order: SBS>CRMB=EBA.


Thin PMB/CRMB overlays for State Highways catering mediumtraffic.


● Development of ImprovedQuality BituminousBinders Through Polymer Incorporation , Laying and Monitoring of Test Sections (SSP 4409) Submitted in Jan, 2011

● Useof polymers/waste rubber in roadnetworkin Uttarakhand, Kamal Kumar, and Singh (IIP), Dr. Sangita, M.N. Nagabhushana, M.P. Singh & Shivani (CRRI) 10th - 12th November, 2010 presented at Uttarakhand State Council for Scince and Technology, Dehradun.


Dr. P.K. Jain, Chief Scientist & Head, Flexible Pavement Division, Central Road Research Institute, New Delhi – 110 025.Mobile 99101 13992 Phone 011-2631 1117, 2692 1833, 2692 1835 Fax +91 2684 5943, e-mail ID: [email protected]

C. R & D ACTIVITY REPORT BY CONSULTANCY FIRMS/CONTRACTORS/CONCESSIONARIES

1. Design and Construction of Sub-Grade and Base Pavement Layers with Soil Stabilized Base Course (SSB) for Lighter and Durable Highway Crust for Township Road at M/s. Sasan Power Limited, Sasan, Madhya Pradesh (2nd Year)

Date of Starting and Duration: 02 Sep 2011 DateofCompletion(Actual/Targeted) : 02 Sep 2011

i. Sasan Power Limited, Madhya Pradesh (SPL)(I)

ii. India Polyroads Pvt. Ltd., Gurgaon, Haryana (IPPL) (R,I)


● ToassessthesuitabilityofSSBLayerwithNanoPolymer base “SoilTech MK-III” for Road, Runway, Hard Strand Construction by comparing their Physical, Engineering, Financial and Execution time properties with those already implemented vide IRC Codes, MORTH, MORD, NNRDA and StatePWD’sspecificationsbydetailedLaboratoryinvestigations.

● To correlate design procedure with IRC:37;as per the Pavement Crust Catalogue frizzed in IRC:37, though; how the crust derived in catalogue not detailed but formulas are given for Layer Theory of Crust Design. Considering the same formula but different E-module value of higher strength Layer like SSB, design establishment has been derived for failure of Rutting and need to be endorsed.

● Design of Pavement Cross Section usingSoilTechMK-III, considering the actual trafficto be stimulated over design life and site condition.

● Geotechnical Laboratoryand field investigationto evaluate the suitability ofmaterial/design mix/product application for real time construction.

● Qualityexecutionandcontrolassurance,guidelineand its implementation at site.

● MonitoringofperformanceofConstructedRoadover a period of time including monsoon which includes DCP Test and APTF simulates.

Design, Drawing and Execution Methodology

Design of Road and Concept

As per IRC:37-2001, trail pavement design are to be analyzed using linear elastic layered theory and maximum vertical strain on sub-grade and maximum tensile strain at the bottom of bituminous layer are computed for a standard load. Design thickness combination is so selected that the computed critical strain values, which correspond to the initial condition of the pavement, are less than the limiting strain values given by the performance criteria adopted in the guidelines. Limiting strain criteria have been given in IRC:37 for two distresses: - rutting along wheel paths and fatigue cracking in bituminous layers. No separate criterion is available for rutting in bituminous layers. The criteria for rutting and fatigue cracking in bituminous layers are given in Equations 1 and 2 respectively.

24 GENERAL REPORT ONTa

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Thereafter the highway stretch had been constructed with an over strength Nano Polymer Base Liquid called SoilTech MK-III, as a composite SSB (Soil Stabilized Base) Layer. While calculating the stress/strain failures in Layer Theory formulated in IRC:37 for this crust, it was found the reduced crust itself is more than enough to take 5 CBR & 4 msa design over a period of 10 years.

Table B- Cross-Section Overview

CONVENTIONAL CRUSTPMC 20 mmBM 50 mm

WMM 250 mmGSB 250 mm

SUB GRADE 500mmPOLYMAR STABILIZED ROAD

SEAL COAT 10 mmBM 40 mm

SOIL STABILIZED BASE 150 mmGSB 125 mm

SUD GRADE 200 mm

Execution Methodology

● Atfirsttheselectedborrowsoilwasspreadoverthe Sub-grade top layer.

● Theadditional blendingofAggregates forSSBlayer as per Design/requirement was spread over the borrow soils for 150 mm thickness layer and the aggregates mixed thoroughly with borrow soils.

● OMC of the material to be stabilized wascalculated as per lab. Thereafter SoilTech MK-III @ 0.5 percent of the weight of Soil to be stabilized was added to the water in the water tanker.

● ThiswatermixedwithSoilTechwasspreadoveruniformly on the desired layer.

● PulverizationontheSSBlayerafterapplyingtheSoilTech MK-III.

● Afterpropermixing,thesurfacewasgradedtotherequired camber and compacted to 98 percent of MDD.

● Oncompletionofstabilization,adilutedmixofSoilTech + Water was sprinkled on treated road surface in order to avoid dust during its usage by the villagers and as the wearing course had be done after 7 days.

Situations of Constructions

In this particular project the borrow/In-situ material available in the entire stretch was plastic soil. Then, additional 15 percent of 0 - 40 mm size aggregate blended with this soil and then Soil Tech MK-III used. The outcome is excellent with CBR more than 90 percent, UCS 2918 KPa and Resilient Modulus 4578 MPa.

PerformanceofSuchNewMaterials/Technology

The product had been invented long 13 years back and being used extensively in South Africa, Australia, Middle East, Europe and Far East Countries. Before India Polyroads launched it commercially in India, extensive trials were conducted in many places and the outcomes are evaluated by Premier Authorities like Central Road Research Institute, New Delhi, Indian Institute of Technology, Kharagpur, West Bengal, Council forScientificIndustrialResearch,SouthAfricaetc.

AnnexedTabularReportsarethefactfindingresults:

Table C

Sr. No. Description Test Type

IIT, Kharagpur Test Results IPPL, Gurgaon CSIR, South Africa Test Results

Sasan Power Ltd Township Road

Natural Soil

With 0.5% SoilTech MK-III

by weight of Soil

Natural Soil

With 0.5% SoilTech MK-III by weight of

Soil

Natural Soil

With 0.5% SoilTech MK-III by weight

of Soil

Natural Soil

With 0.5% SoilTech MK-III by weight of

Soil

A. Physical Properties of Natural Soil

1 Gradation

Gravel (%) 17.00 12.00 24.00 4.3

Sand (%) 62.00 34.50 52.00 72.2

Silt & Clay (%) 21.00 53.50 24.00 23.5

2 Liquid Limit (%) 25.00 33.50 28.00 26.67

...Contd.


3 Plastic Limit (%) 13.00 19.60 18.00

4 Plasticity Index (%) 12.00 13.90 10.00 10.44

15% Aggregate Blending materials

B. Laboratory Output results with Soil Tech MK-III

5 C.B.R. (%) 16.80 30.80 7.60 28.50 28.00 101.00 12.90 40.57

6 U.C.S. (KPa) 790 3871 378 1465 386 1100 (soaked) 2918

7 Resilient Modulus (MPa) 154 8016 268 6895 4578

C. Field Testing & Visual Observation

8 C.B.R. (%)

IIT & CRRI Laboratory Test Only

90

9 R.I.(mm/km) 1706

10 Rutting Not Found

11 Actual Traffic Stimulation 3,000 ESAL

Looking to Table C and Layer Theory of Highway Design (IRC:37); it is now understood that once, we are replacing Base /Sub-base Layer with SSB Layer, the impact of wheel load or failure of Fatigue & Rutting minimize substantially.

Themostsignificantandimpotentpointinthisroadtobenoted that the Soil Stabilized Base (SSB) Layer which is the top surface now has not been salted with the designed Bituminous Layer. Already 2nd monsoon period is going to get over and movement the earth moving equipments such as dumpers, Tripper and 110 Transit Mixture Machine on the bed of SSB layer is intact with no Rutting, Porthole or any other failure.

Evaluation Report (Half Yearly) and Performance under real traffic is regularlysubmitted to IRCandallotherpremium Government Organisation.

Interim Conclusion

● TheusageofNanoPolymerbaseSoilTechMK-III has been optimized at 0.5 to 0.55 percent by weight of Mix to be stabilized for cost effective SSB Layer. In case, soil criteria don’t suit, then additional blending of material recommended.

● TheGeotechnical Characteristics, Laboratoryresultsandfieldin-situresultsofmanytypeofsoil stabilization are available. It is now time to evaluate the standard of each based on Strength, Durability and Ease of Application. The outcome results of SoilTech MK-III is substantially higher than any other stabilizer and as it is used in OMC Ratio with water to be

pulverized, the ease of application and misuse in this case is zero.

● Performance of real time traffic stimulation forlast twelve month shows that; this SSB Layer in construction enhances the pavement life and also minimizes the maintenance cost of pavement.

● AlternatecompositedesignandpavementsaveTimeandenablefirstconstruction.

ConnotationandUtilizationPotential

● Substantially increases theSoil strength over 300 percent.

● StabilizedBaseLayerhasE-modulusofmorethan 3000 MPa.

● RoadcanbedesignedwithreducedBituminousand Base Layers.

● Thus;ReductioninQuarry/MiningofAggregateis Substantial

● Reduction inCrust LayersHence; reduction inConstruction time.

● ResultinginLowerCosts–Lessequipmentwearand tear.

● Stabilizationprocess simple-NoSpecializationrequired.

● ExceedingAASHTOstructuralloadbearingaxlecapacity

● Environmentalfriendlyandagreenproduct,(Muchless CO2 emission than other stabilizers)

● ToxicityeffectisZero.

Contd. from prev. page...


Application of SoilTech Mk-III on the SSB Stretch SSB stretch after SoilTech used

Pulverization on the Compaction with 10 ton VibroProfile and Grading the top surface of SSB Layer Roller on the Stretch

Projects and Execution Photographs:

Before Soil Tech used

AdditionalR&D/worksrequiredinthisArea

It may be excellent to stimulate the alternately designed crust with HVS machine in CRRI campus or in any project to know the life of road.


India Polyroads Pvt. Ltd., Plot No.-115, Sector-44, Gurgaon-122002,Haryana.•Mobile: +91 9560106662 Phone: +91124 4477743/47, Fax: +91124 4477748e-mail id:[email protected]


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2. Nano Polymer Base Stabilization of NH-1 Stretch on Panipat-Jhalandhar Section from km 96.000 to km 387.000 in the State of Haryana & Punjab

Date of Starting and Duration : 17 Dec 2010 Date of Completion (Targeted): 23 Dec 2011

India Polyroads Pvt. Ltd., Gurgaon, Haryana (IPPL) (R,I)


● ToassessthesuitabilityofSSBLayerwithNanoPolymer base stabilizer “SoilTech MK-III” for Road, Runway, Hard Strand Construction by comparing their Physical, Engineering, Financial and Execution time properties with those already implemented vide current specifications by detailed Laboratory investigations.

● TocorrelatedesignprocedurewithIRC:37;Asperthe Pavement Crust Catalogue frizzed in IRC:37.

● Design of Pavement Cross Section usingNano Polymer base stabilizer ‘SoilTech MK-III’ consideringtheactualtraffictobestimulatedoverdesign life and site condition.

● GeotechnicalLaboratory&fieldinvestigationtoevaluate the suitability of material/design mix/product application for real time construction


Design, Drawing & Execution Methodology

a) Design of Road and Concept

As per IRC:37-2001, trail pavement design are to be analyzed using linear elastic layered theory and maximum vertical strain on sub-grade and maximum tensile strain at the bottom of bituminous layer are computed for a standard load. Design thickness combination is so selected that the computed critical strain values, which correspond to the initial condition of the pavement, are less than the limiting strain values given by the performance criteria adopted in the guidelines. Limiting strain criteria have been given in IRC: 37 for two distresses: - rutting along wheel paths and fatigue cracking in bituminous layers. No separate criterion is available for rutting in bituminous layers. The criteria for rutting and fatigue cracking in bituminous layers are given as Equations 1 and 2 respectively.

Thereafter the highway stretch had been constructed with an over strength Nano Polymer.

Base Liquid called SoilTech MK-III, as a composite SSB (Soil Stabilized Base) Layer. While calculating the stress/strain failures in Layer Theory formulated in IRC: 37 for this crust, it was found the reduced crust itself is more than enough to take 10 CBR & 10 msa design over a period of 15 years.

Table B- Cross-Section OverviewCONVENTIONAL CRUST

BITUMINOUS CONCRETE

DENSE BITUMINOUS

WET MIX MACADAM 250 mm

GRANULAR SUB BASE 200 mm

SUB GRADE 500mm

POLYMAR STABILIZED ROAD

BITUMINOUS CONCRETE

SOIL STABILIZED BASE 150 mm

GRANULAR SUB BASE 150 mm

SUB GRADE 300 mm

b) Quantity & Resource’s Comparison (Conventional Crust vs Alternate Crust)

Special Situations / Problems faced duringInvestigations/Constructions

In this particular project Panipat – Jhalandhar, NH-1, Six Laning - the Borrow/ In-situ material available in the entire stretch was less than 2µ particle size sandy and non-plastic soil. The stabilization of the same was not cost effective as coating area of SoilTech MK-III was more and grading was not proper.

Then, additional 40 percent of 0 – 40 mm size aggregate blended with this soil and then SoilTech MK-III used. The outcome is excellent with CBR more than 218, UCS 1868 KPa and Resilient Modulus 1887 MPa.


The product Nano Polymer base stabilizer had been invented long 13 years back and being used extensively in South Africa, Australia, Middle East, Europe and Far East Countries. Before India Polyroads launched it commercially in India, extensive trials were conducted in


many places and the outcomes are evaluated by Premier Authorities like Central Road Research Institute, New Delhi, Indian Institute of Technology, Kharagpur, West Bengal,CouncilforScientificIndustrialResearch,South

Africa, Bhilai Institute of Technology, Durg, Chhattisgarh, etc.


Table C Premium Organisation Investigation and Performance Report

Sr. No.

Description Test Type

IIT, kharagpur Test Results IPPL, Gurgaon CSIR, South Africa

Test ResultsIPPL-Panipat-Jh-halandhar (NH-1)

Natural Soil

With 0.5% SoilTech Mk-III by weight of

Soil

Natural Soil

With 0.5%

SoilTech Mk-III by weight of

Soil

Natural Soil


Soil

Natural Soil


Soil


1 Gradation

Gravel (%) 17.00 12.00 24.00 3.00

Sand (%) 62.00 34.50 52.00 62.00

Silt & Clay (%) 21.00 53.50 24.00 35.00

2 Liquid Limit (%) 25.00 33.50 28.00 20.00

3 Plastic Limit (%) 13.00 19.60 18.00 NA

4 Plasticity Index (%) 12.00 13.90 10.00

NP 40% Ag-g r e g a t e B lend ing materials

B. Laboratory Output results with SoilTech Mk-III

5 C.B.R. (%) 16.80 30.80 7.60 28.50 28.00 101.00 12.00 46.00

6 U.C.S. (Kpa) 790 3871 378 1465 386 1 1 0 0 (soaked) 423 1868

7 Resilient Modulus (Mpa) 154 8016 268 6895 154 3264

C. Field Testing and Visual Observation 7 Days 6 Months

8 C.B.R. (%)

IIT & CRRI

Laboratory Test Only

90 218

9 Resilient Modulus (Mpa) 1448 1887

10 R.I. (mm/km) 1436 1232 1265

11 BBD Test (mm) 0.071 0.477

12 Rutting Not Found New Not Found

13 Fatigue Not Found New Not Found

14 Actual TrafficStimulation 1.80 MSA

Looking to Table C and Layer Theory of Highway Design (IRC:37); it is now understood that once, we are replacing Base /Sub-base Layer with SSB Layer, the impact of wheel load or failure of Fatigue & Rutting minimize substantially.

In Table C, it has been observed that after six months report1.80MSARealstimulationoftraffic,thereisnomajor failure or deviation from the original construction made.


Interim Conclusion



● Performance of real time traffic stimulation forlast six months shows that; this SSB Layer in construction enhances the pavement life and also minimizes the maintenance cost of pavement.

● Alternatecompositedesignandpavementsavetime and enable fast construction.

● Reduction inQuarry/Mining ofAggregate isSubstantial





India Polyroads Pvt. Ltd., Plot No.-115, Sector-44, Gurgaon-122 002, Haryana.Mobile: +91 9560106662 Phone: +91124 4477743/47, Fax: +91124 4477748e-mail id:[email protected]

3. Village Road to Jhenjhari joining State Highway Road of Durg to Dhamda under PMGSY, Chhattisgarh

Date of Starting and Duration : 09 June 2010 Date of Completion (Actual/Targeted) : 09 June 2010

i. Pradhan Mantri Gram Sadak Yojana, Chhattisgarh (PMGSY) (I)

ii. Bhilai Institute of Technology, Durg (BIT) (I)

iii. BSBK Private Limited Contractor Bhilai, Chhattisgarh (BSBK) (I)

iv. India Polyroads Pvt. Ltd., Gurgaon, Haryana (IPPL) (R, S)


● To assess the suitability of SSB Layer withNano Polymer base “SoilTech MK-III” for

Road, Runway, Hard Strand Construction by comparing their Physical, Engineering, Financial and Execution t ime properties with those already implemented vide IRC Codes, MORTH, MORD, NRRDA and State PWD’s specifications by detailed Laboratory investigations.

● TocorrelatedesignprocedurewithIRC:37;asperthe Pavement Crust Catalogue frizzed in IRC:37, though; how the crust derived in catalogue not detailed but formulas are given for Layer Theory of Crust Design. Considering the same formula but different E-module value of higher strength Layer like SSB, design establishment has been derived for failure of Rutting and need to be endorsed.

● DesignofPavementCrossSectionusingSoilTech MK-III, considering the actual traffic to be stimulated over design life and site condition.

● GeotechnicalLaboratory&fieldinvestigationto eva luate the su i tab i l i ty o f mater ia l /design mix/product application for real time construction.

● Qualityexecutionandcontrolassurance,guidelineand its implementation at site.


Design, Drawing & Execution Methodology

a) Design of Road and Concept

As per IRC:37-2001, trail pavement design are to be analyzed using linear elastic layered theory and maximum vertical strain on sub-grade and maximum tensile strain at the bottom of bituminous layer are computed for a standard load. Design thickness combination is so selected that the computed critical strain values, which correspond to the initial condition of the pavement, are less than the limiting strain values given by the performance criteria adopted in the guidelines. Limiting strain criteria have been given in IRC:37 for two distresses: - rutting along wheel paths and fatigue cracking in bituminous layers. No separate criterion is available for rutting in bituminous layers. The criteria for rutting and fatigue cracking in bituminous layers are given as Equations 1 and 2, respectively.


ble

A A

ltern

ate

Pave

men

t Des

ign

As

per

IRC

:SP-

72


Alternate Pavement Design as per IRC: SP-72 (Layer Theory of Crust)

Table B Cross-Section Overview

CONVENTIONAL CRUST

PMC 20 mm with Seal CoatWBM 225 mmGSB 100 mm

Sub Grade 150 mm

POLYMAR STABILIZED ROAD

PMC 20 mm with Seal CoatSOIL STABILIZED BASE 125 mm

Sub Grade 100 mm

The reduced crust itself is more than enough to take 3 CBR & 400,000 ESAL design over a period of 10 years.

b) Execution Methodology

● Atfirsttheselectedborrowsoilwasspreadoverthe Embankment top layer.

● Theadditional blendingofAggregates forSSBlayer as per Design/requirement was spread over the borrow soils for 100 mm thickness layer and the aggregates mixed thoroughly with borrow soils.

● OMC of the material to be stabilized wascalculated as per lab. Thereafter SoilTech MK-III @ 0.5 percent of the weight of Soil to be stabilized was added to the water in the water tanker.

● ThiswatermixedwithSoilTechwasspreadoveruniformly on the desired layer.

● PulverizationontheSSBlayerafterappliedtheSoilTech MK-III.

● Afterpropermixing,thesurfacewasgradedtotherequired camber and compacted to 98 percent of MDD.

● Oncompletionof stabilization, a dilutedmix ofSoilTech + Water was sprinkled on treated road surface in order to avoid dust during its usage by the villagers and as the wearing course had be done after 7 days.

Situations of Constructions

In this particular project the borrow/ In-situ material available in the entire stretch was plastic soil. Then SoilTech MK-III used in the borrow soil. The outcome is excellent with CBR more than 66, UCS 1866 KPa & Resilient Modulus 1708 MPa.


The product had been invented long 13 years back and being used extensively in South Africa, Australia, Middle East, Europe and Far East Countries. Before India Polyroads launched it commercially in India, extensive trials were conducted in many places and the outcomes are evaluated by Premier Authorities like Central Road Research Institute, New Delhi, Indian Institute of Technology, Kharagpur, West Bengal, Council forScientific IndustrialResearch,SouthAfrica,BhilaiInstitute of Technology, Durg, Chhattisgarh etc.


Table C Premium Organisation Investigation & Performance Report

Sr. No.

Description Test Type

IIT, kharagpur Test Results

CRRI, New Delhi, Test Results

CSIR, South Africa Test Results

PMGS&Y Road

Durg to Dhamda

Natural Soil


Soil

Natural Soil


Soil

Natural Soil

With 0.5% Soil Tech

Mk-III by weight of Soil

Natural Soil

With 0.5% Soil Tech

Mk-IIIby weight of Soil


1 Gradation

Gravel (%) 17.00 6.00 24.00 27.40

Sand (%) 62.00 88.60 52.00 51.40

....Contd.


Silt & Clay (%) 21.00 17.40 24.00 21.20

2 Liquid Limit (%) 25.00 34.00 28.00 31.85

3 Plastic Limit (%) 13.00 21.30 18.00 21.13

4Plasticity Index (%)

12.00 12.70 10.0010.72

B. Laboratory Output results with SoilTech Mk-III

5 C.B.R. (%) 16.80 30.80 4.80 34.00 28.00 101.00 10.40 43.69

6 U.C.S. (Kpa) 790 3871 3684 4 4 (soaked)

3861 1 0 0 (soaked)

468 1866

7Resilient Modulus (Mpa)

154 8016 172 6254 268 6895 282 7568

C. Field Testing & Visual Observation 7 Days 1 Year

8 R.I. (mm/km)

IIT & CRRI

Laboratory Test Only

1638 1708

9 C.B.R. (%) 57 66

10 Rutting NewNot Found

11Actual TrafficStimulation

1 0 , 0 0 0 ESAL

Looking to Table C and Layer Theory of Highway Design (IRC:37); it is now understood that once, we are replacing Base /Sub-base Layer with SSB Layer, the impact of wheel load or failure of Rutting minimize substantially.

Themostsignificantandimportantpointinthisroadisto be noted that the Soil Stabilized Base (SSB) Later which is the top surface now has not been sealted with the designed Bituminous Layer. Already 2nd monsoon period is going to get over and the bed of SSB layer is intack with no Rutting, Porthole or any other failure (Average Rainfall 1136 mm).

Evaluation Report (Half Yearly) and Performance under real traffic is regularlysubmitted to IRCandallotherpremium Government Organisation.

Interim Conclusion

● TheusageofNanoPolymerbaseSoilTechMK-III has been optimized at 0.5 to 0.55 percent by weight of Mix to be stabilized for cost effective SSB Layer. In case, soil criteria don’t suit, then additional blending of material recommended.

● TheGeotechnical Characteristics, Laboratoryresultsandfieldin-situresultsofmanytypeofsoil stabilization are available. It is now time to evaluate the standard of each based on Strength, Durability and Ease of Application. The outcome results of SoilTech MK-III is

substantially higher than any other stabilizer and as it is used in OMC Ratio with water to be pulverized, the ease of application and misuse in this case is zero.

● Performanceofrealtimetrafficstimulationforlast twelve month shows that; this SSB Layer in construction enhances the pavement life and also minimizes the maintenance cost of pavement.

● AlternatecompositedesignandpavementsaveTimeandenablefirstconstruction.

Connotation and Utilisation Potential


● StabilizedBaseLayerhasE-modulusofmorethan 3000 MPa.


● Thus;ReductioninQuarry/MiningofAggregateis Substantial


● ResultinginLowerCosts–Lessequipmentwearand tear.

● Stabilizationprocess simple-NoSpecializationrequired.

Contd. from Previous page ....


Pulverization on the SSB stretch after Soil Tech used surface of SSB Layer Profiling and grading the top

Compaction with 10 ton Vibro. Roller on the Stretch Surface of SSB Layer Finished

● ExceedingAASHTOstructuralloadbearingaxlecapacity

Projects & Execution Photographs



Spreading the Borrow Soil at Site SoilTech MK-III on the SSB Stretch

AdditionalR&D/worksrequiredinthisarea

It may be excellent to stimulate the alternately designed crust with HVS machine in CRRI campus or in any project to know the life of road.


India Polyroads Pvt. Ltd., Plot No.-115, Sector-44, Gurgaon-122 002, Haryana.Mobile: +91 9560106662 Phone: +91124 4477743/47, Fax: +91124 4477748e-mail id:[email protected]


2. RIGID PAVEMENTS

SUMMARY

Research works reported in the area of Rigid Pavements relate to

1. Technical feasibility studies on Geopolymer based building blocks/ pavers.

2. R&D studies on thePerformanceEvaluation ofRigidPavement onHighDensityTrafficCorridorsUsingInstrumentation Supported by Laboratory Test (in continuation of the earlier work reported).

3. StudyonthepropertiesofconcreteincorporatingBottomash/Pondashasareplacementoffineaggregate.

4. Study on Suitability of Synthetics Fiber Reinforced Concrete for the Construction of Concrete Pavement.

5. Suitability of oil well drill cuttings (Assam assets) for road making.

6. A Study on Dry Lean Concrete Containing Portland Pozzolana Cement.


1. Technical feasibility studies on Geopolymer based building blocks/ pavers.

2. Suitability of Synthetics Fiber Reinforced Concrete for the Construction of Concrete Pavement.

3. SuitabilityofBottomash/PondashasareplacementoffineaggregateinconcretePavement.

4. Use of Portland Pozzolana Cement in Dry Lean Concrete.

5. PerformanceEvaluationofRigidPavementonHighDensityTrafficCorridorsUsingInstrumentation.



1. Technical Feasibility Studies on Geopolymer Based Building Blocks/Pavers

Date of Start : April 2008 Date of Completion: June 2010

i. CSIR- Structural Engineering Research Centre, Taramani, Chennai (R,I)

ii. AEON’s Construction Products Ltd.(S)


● Development ofGeopolymerConcrete (GPC)recipes of consistency suitable for the production of building blocks/pavers and which can be cured under ambient conditions.

● DevelopmentofGPCbuildingblocks/paversoftypical dimensions in the laboratory and in the factory using the developed recipes.

● Testingandevaluationofbuildingblocks/pavers.

Methodology

In this project, the use of eco-friendly Geopolymer Concretes (GPCs) in lieu of Ordinary Portland Cement Concretes (OPCCs) for the production of building blocks and pavers was investigated. Two mix compositions, one incorporating high volume GGBS (75 percent GGBS)andotheronehighvolumeflyash(80percentFA) and activated by alkaline hydroxide-alkali silicate combination, which can acquire the target strength of 25-50 MPa by ambient temperature curing alone were finalized.More than 2000 specimens ofGPCpaver blocks of size 100 x 100 x 200 mm and hollow blocks of size 100 x 200 x 400 mm were with different mix proportions were produced in two stages. Some ofthesolidandhollowblocksutilizedsinteredflyashaggregates keeping in view the dead weight reduction ofmasonry infill and other non-structural infills.Thespecimens were tested for compressive strengths and other important properties at different ages after subjecting to both air curing and high temperature curing (60ºC). Fly ash based geopolymer blocks attained a grade of M35 while GGBS based blocks developed compressive strength of the order of M50 suitable for heavy duty pavers.


With the scarcity in availability of fired clay bricks,concrete building blocks and pavers are the most widely used concrete components other than structural concrete.

● ThestudiesshowedthattheGPCpaverblocksand building blocks have rapid rate of strength development and do not necessitate water curing up to 28 days as in case of conventional concrete blocks. As a result, the turn over time and production cost are reduced.

● GPCpaverblocksbasedonhighvolumeGGBSshow excellent compressive strength (up to 55 MPa), low water absorption (5 per cent) and good resistance to abrasion(thickness loss <2 mm). By varying the mix proportions, it is possible to produce M-30 to M-50 grade paver blockssuitable foruse innon-trafficandheavytrafficareasasperIS:15658:2006.

● Thestudieshavedemonstratedthefeasibilityofproducing GPC paver blocks and building blocks of different grades on a large scale. These blocks because they are non-Portland cement based and utilize large volumes of industrial wastes, they are a viable eco-friendly alternative to conventional concrete blocks.


• N.P. Rajamane, J.K. Dattatreya, P.S.Ambily,and D. Sabitha, “Technical Feasibility Studies on Geo-Polymer Based Building Blocks/Pavers”, SSP 07241, June 2010 for AEONS, Construction Products Limited, Chennai


Director, CSIR-Structural Engineering Research Centre, Chennai

2. Study on Suitability of Synthetics Fiber Reinforced Concrete for the Construction of Concrete Pavements

Date of Start: July 2010 Date of Completion: December 2011 (Targeted)

Central Road Research Institute, New Delhi (R, I)

Present Status and Progress:

On-going and 80 percent completed


The major objective of this project includes

● Evaluation of the suitability of synthetics fiberreinforced concrete for construction of concrete pavements in Indian conditions.


● To investigate on possible increase in flexuralstrengthatoptimumfibredosagew.r.t.controlledconcrete

Toachievetheobjectives,twotypesofsyntheticfibers(polyesterandpolypropylene), threedosagesoffibercontent i.e. critical fiber content required for flexuralenhancement as determined based on the calculations, lessthanthisfibrecontentandmorethanthiscriticalfibre content were used.Additionally, polypropylenefibrillated fiberwas also used for the study. In total,976 concrete specimens (10 cm x 10 cm x 50 cm beams, 15 cm cubes, 15 x 30 cm cylinders, 7.5 cm x 7.5 cm x 30 cm beams and 50 cm x 50 cm x 10 cm slabs) from 36 concrete mixes have been studied. The fresh state properties of concrete such as slump, bleeding, settlement and hardened state properties i.e. flexural strength, compressive strength, abrasionresistance and shrinkage etc. have been studied for fiberreinforcedconcreteaswellascontrolledconcretemixes. Experimental work is almost completed.

Preliminary Conclusions

● Additionofsyntheticfibresdrasticallyreducesthedrying shrinkage.

● Atthesamefibrecontent,thereductionindryingshrinkage is more in case of concrete containing PPfibresthanPolysterfibres.

● Thecompressiveandsplittingtensilestrengtharenotsignificantlyaffectedbyadditionofsyntheticfibres.

Further Information can be obtained from

Dr Rakesh Kumar, Principal Scientist, Rigid Pavements Division, CRRIe-mail : [email protected]

B: ON-GOING/COMPLETEDPROJECTS

1. R & D Studies on Performance Evaluation of Rigid Pavements on High Density Traffic Corridors Using Instrumentation Supported by Laboratory Tests

Date of Start: May 2007 Date of Completion (Targeted): March 2011

i. Central Road Research Institute, New Delhi (R)

ii. Ministry of Road Transport and Highways, New Delhi (S)

Status: On-going

Year of Last Report: 2010

Scope and Objective

The objective of the project is to validate and verify the actual relationships between various design parameters assumed in theoretical design and those actually observed under the rigid pavements. The results of the study are to be used for furthering the actual design consideration and incorporatingmodifications in thedesign methodology to be used in future. The scope of the work includes the following:

● Verificationofdesigntrafficof25percentoftotalcommercial vehicles

● Studyoftemperatureandloadstressesatedgeand corner of concrete slabs

● Impact of 1.5 m wide tied / untied rigidshoulders

● To study the load transfer at joints and itscomparison with assumed value of 40 percent and to examine the stresses surrounding dowel bars

● TimeseriesevaluationoftestsectionswithFWDandBPTtofindkvalue,Evalue,loadtransferatjoints and skid resistance

Progress

The work of embedment of sensors was completed in August, 2008. The sensors were embedded in concrete pavement slabs at Allahabad by-pass on NH-2; Kota, Rajasthan, on NH-76 and Siliguri, West Bengal, on NH-31.Thefieldtestingoftheinstrumentedconcretepavement slabs and the data collection from all the sites has been completed. The analysis of data led to the following major conclusions:

● Measuredcurlingstressessignificantlylessthanthe theoretical stresses

● Loadinducededgestressesmuchlessthanthetheoretically calculated stresses

● Tiedshouldersand tiebarsat longitudinal jointreduces edge load stresses considerably

2. Effect of Bottom ash from Thermal Power Stations as an Alternate to Fine Aggregate in Cement Concrete

Date of Start : April 2010 Date of Completion (Targeted) : December 2011


CSIR – Central Road Research Institute, New Delhi (R)


To study the properties of concrete incorporating Bottom ash/Pondashasareplacementoffineaggregateandstudy its strength development, engineering properties in green and hardened concrete and durability aspects.

Methodology

Bottom ash from NTPC Dadri was used for replacement offineaggregate(Badarpursand).Twotypesofconcretewere prepared M-10 for base course and M-40 for wearing course.The replacement of fine aggregatewas up to 70 percent. A Comparative study with normal cement concrete was carried out on strength development(compressivestrength,flexuralstrengthand split tensile strength) up to 180 days and durability aspects such as abrasion resistance, drying shrinkage, chloride ion penetration and resistance to sulphate attack.

Interim Conclusion

The density of concrete decreased with increase in bottom ash content. The compacting factor in terms of workability is almost same up to 25 percent replacement of fineaggregate by bottomashafter that thewaterdemand increases with increase in the percentage of bottom ash.The compressive strength , flexuralstrength and splitting tensile strength of the bottom ash specimens are low (3-12 percent) at 28 day, compare to normal cement concrete, the bottom ash specimens gained more strength after 28 days and the difference in the strength between normal concrete and bottom ash specimens is reduced between 28 days and 180 days .

3. A Study on Dry Lean Concrete Containing Portland Pozzolana Cement

Date of Start: December 2009 Date of Completion: November 2010

Central Road Research Institute, New Delhi (R, I)


Dry Lean Concrete (DLC) used in the construction of a base/sub-base of concrete pavements contains a large ratio of aggregate to cement than conventional

concrete. DLC is mostly made with Ordinary Portland Cement (OPC). However, IRC:SP-49 advocates use of Portland Pozzolana cement (PPC) in the manufacturing of DLC but gives no further information about concrete mixes containing PPC i.e., the amount of PPC, maximum aggregate to PPC ratio, curing period, etc. Therefore, this research study was conducted with the following important objectives:

● To determine optimum quantity of Portland Pozzolana Cement (PPC) to be used in DLC meeting the strength requirements of IRC:SP-49

● To determine optimum water content for achieving maximum dry density of dry lean concrete containing PPC with a maximum aggregate-to-cement ratio

● Todetermineoptimumcuringperiodfordryleanconcrete meeting the strength

Methodology

After evaluation of suitability of the basic materials of DLC, numerous DLC trial mixes for OPC and PPC with cement contents varying between 125 to and 200 kg/m3 were used in the study. The aggregate to cement ratio was varied between 10 and 15. The moisture content of the mixes was varied from 5 to 9 percent in order to determine OMC for maximum dry density of dry lean concrete. The compressive strength of DLC mixes was determined at different ages i.e. 5, 7, and 28 days.

Conclusions

DLC containing PPC can be manufactured for the use in the construction of base/sub base of concrete pavements. Such concrete mix requires a higher cement content, higher moisture content and lower aggregates-to-cement ratio than the case of OPC for satisfying the strength requirement at 7-day.


Rakesh Kumar and Renu Mathur, “A Study on Dry Lean Concrete Containing Portland Pozzolana Cement,” CRRI/RPD/OLP-490/2011

Further Information can be obtained fromDr Rakesh Kumar, Principal Scientist, Rigid Pavements Division, [email protected]


3. PAVEMENT EVALUATION, PERFORMANCE AND INSTRUMENTATION

(a) Pavement Evaluation

Research work reported in this area include projects on structural and functional evaluation of pavements and pre-mature distress / failure investigations for road and airfield pavements.Completed projects includeInvestigation to determine and ascertain the causes of distress and suggest remedial measures for runway pavement at Jaipur Airport.

On-going projects include Development of National Document /Guideline on the Use of Weigh-In-Motion System for Axle Load Monitoring. Development of national guideline on the use of WIM System for axle load monitoring on Indian Highways would assist Enforcement authorities to decide the appropriate WIM system to be used at various locations towards controlling overloading on Indian Highways whichwould economize on road maintenance and rehabilitation costs, minimize road accidents, and bring about improved road safety.

Projects reported for thefirst time includeEvaluationof Master Plan Roads (60 m & 45 m ROWs) in Dwarka and Needed Remedial and Improvement Measures; Design, Construction and Performance Evaluation of New Materials and Mixes towards Development and UpgradationofStandards/Specifications;EvaluationofKosi- Nandgaon-Barsana-Govardhan Road and Needed Remedial Measures and Investigation to Determine the Likely Causes of Pre-mature Distress in Road Section from km 72.600 to km 105 on NH-58 and Needed Remedial Measures.

Research projects for Thesis work include Finite Element Analysis of Flexible Pavements and Evaluation of IRC Method and Effect of Bituminous Mixtures on Pavement Performance Using M-EPDG. Finite Element Analysis of Flexible Pavements has been carried out (i) to analyze and compare stress-strain distribution and response of pavement system by using asphalt mixes with various additives like hydrated lime and sulphur; (ii) to analyze a typical 4 layer flexible pavement structure by means of Finite Element Method, and (iii) to study the stress-strain distribution of pavement using linearized elastic theories and comparisons with Finite Element Analysis.

(b) Pavement Performance

This sub-section on pavement performance covers projects related to Design of Flexible Pavements for Optimum Performance in Fatigue and Rutting Characteristics Using KENLAYER; Modeling of Rutting of Asphalt Concrete Mixtures; and Forensic Investigations on Pre-mature Rutting on a National Highway Pavement. The study on Design of Flexible Pavements for Optimum Performance in Fatigue and Rutting Characteristics Using KENLAYER is focused on comparing the various design methods in terms of its performance by conducting damage analysis in KENLAYER and suggesting the optimum design method.

Project reported for the first time include Design, Construction and Performance Evaluation of New Materials and Mixes towards Development and Upgradation of Standards / Specifications; and Rhinophalt Preservative and its Performance Evaluation on Three Toll Roads in Rajasthan and Gujarat States. The study is planned to be implemented in three different phases viz. (i) Pre-Application Investigations (ii) Post-Application Investigations and (iii) Periodic Performance Monitoring / Evaluation.


(c) Instrumentation

Research work reported in the area of Instrumentation and Micro-processor application is an ongoing project related to Upgradation of RoadGeometrics and Road Condition Evaluation System. The road surface condition evaluation involving measurement of areas of surface disintegration will form an important input to Pavement Maintenance Management Systems which is directed at coordinating and controlling pavement rehabilitation associated activities on a road network. The upgraded and validated system will help in speedy inventorisation of road network.


(a) PAVEMENT EVALUATION

SUMMARY

Research work reported in this area include projects on structural and functional evaluation of pavements and pre-mature distress/failureinvestigationsforroadandairfieldpavements.Completedprojectsincludeinvestigationtodetermineand ascertain the causes of distress and suggest remedial measures for runway pavement at Jaipur Airport.

On-going Projects include Development of National Document /Guideline on the Use of Weigh-In-Motion System for Axle Load Monitoring; Development of Management System for Maintenance Planning and Budgeting of High Speed Road Corridors (Supra Institutional Project); and Design, Construction and Performance Evaluation of New Materials andMixestowardsDevelopmentandUpgradationofStandards/Specifications.

ProjectsbeingreportedforthefirsttimeincludeEvaluationofMasterPlanRoads(60m&45mROWs)inDwarkaandNeeded Remedial and Improvement Measures; Design, Construction and Performance Evaluation of New Materials andMixestowardsDevelopmentandUpgradationofStandards/Specifications;EvaluationofKosi-Nandgaon-Barsana-Govardhan Road and Needed Remedial Measures; and Investigation to Determine the Likely Causes of Pre-mature Distress in Road Section on NH-58 and Needed Remedial Measures.

Research projects for Thesis work include Finite Element Analysis of Flexible Pavements; and Evaluation of IRC Method and Effect of Bituminous Mixtures on Pavement Performance Using M-EPDG.


1. Effect of Bituminous Mixes on Pavement Performance

2. Use of Weigh-In-Motion System for Axle Load Monitoring



1. Evaluation of Master Plan Roads (60 m & 45 m ROWs) in Dwarka and Needed Remedial and Improvement Measures

Date of Start: July 2009 Date of Completion (Targeted): October 2010

i. Central Road Research Institute (CRRI), New Delhi (R, I)

ii. Delhi Development Authority (DDA)(S)


To carry out detailed evaluation of Master Plan roads (60 m & 45 m ROWs) in Dwarka and subsequently recommend the remedial and improvement measures in termsof specificmaintenance treatments requiredto be applied.

The scope of work included the following:

● Structural evaluation of roads by BenkelmanBeamdeflectionmethod

● Visualassessmentofpavementsurfaceconditionfor the entire length of all the project roads, to assess the extent and severity of various types of surface distress.

● PavementRoughnessmeasurements,lanewise,by using Roughometer II on the entire length of all the project roads.

● Trafficvolumecountsonsixroads,24hoursroundthe clock.

● Axleloadsurvey,coveringonlytrucksandbuses,on random sampling basis, at one location for about 12 hours during the night hours.

● Testpitsobservationscoveringatotalofsixpits

● Laboratory evaluation of sub grade soil todetermine its engineering / physical properties and strength (CBR).

Methodology

Field measurements caried out, as per the scope of work, includeed(i)deflectionmeasurementsbyBenkelmanBeam (ii) assessment of pavement surface condition by visual inspection (iii) roughness measurements by usingRoughometerII(iv)trafficvolumeandaxleloadsurveys (v) test pits observations and (vi) laboratory evaluation of road building materials/mixes. Based on thefieldandlaboratorydata/results,theanalysisofdatawas carriedout and report prepared.


Themajor findings, based on the data/results, aresummarized as under:

● Averageroughnessofprojectroadsvariesfrom2200 mm/km to 3570 mm/km. This indicates that the surface condition of project roads is in average and poor condition and there is a need to provide strengthening and / or resurfacing / renewal layer to improve upon their condition.

● The tota l sur face d is t ress var ies f rom 5 percent to 40 percent. This indicates that the surface condition of project roads is in fair to poor condition and there is a need to provide strengthening and/ or resurfacing / renewal layer to improve upon their condition. Commercial Vehicles Per Day on these project roads varied from 136 to 2463.

● VehicleDamageFactors of 9.29 and 5.54 onRoad No. 201 for Najafgarh Road to Delhi and Delhi to Najafgarh Road carriageways respectively indicate that the commercial vehicles carry more loads on the Najafgarh Road to Delhi carriageway.


The following recommendations were made:

● The requirements for rehabilitation (structuraloverlay) and resurfacing for various project roads have been worked out separately for two different design periods i.e. 5 years and 10 years. Overlay required, based on 10 years design life is recommended, wherever required.

● Itisfurtherrecommendedthatforthoseroadswhich are not in need of any overlay either for 5 years design life and / or for 10 years design life, a 40 mm thick Bituminous Concrete (BC) layer may be provided as resurfacing layer / renewal coat now and at the end of 5 years from functional (serviceability) requirements point of view to ensure better rideability to the road users.


Report on “Evaluation of Master Plan Roads (60 m & 45 m ROWs) in Dwarka and Needed Remedial and Improvement Measures”


Further information/copy of the report can beobtained from

The Director, Central Road Research Institute, New Delhi.Phone: 011- 26313569 Fax: 011-26313569e-mail ID: [email protected]

2. Design, Construction and Performance Evaluation of New Materials and Mixes Towards Development and Upgradation of Standards / Specifications


Central Road Research Institute (CRRI), New Delhi (R, I)


The broad objectives of the study are given as under:

● Laboratory characterization ofmaterials/mixesand design of Stone Matrix Asphalt (SMA), Microsurfacing and Hot Asphalt Mixes using waste plastic.

● Construction supervision and quality checkingduring execution of road sections laid with Stone Matrix Asphalt (SMA), Microsurfacing and Waste PlasticModifiedHotMixAsphalt.

● Time-SeriesPeriodicPerformanceMonitoringofroad sections laid with SMA, Microsurfacing and WastePlasticModifiedHotMixAsphalt.

● Refinement / Revision of present Codes of Practice viz. IRC: SP: 79-2008 for SMA, IRC:SP:81-2008 for Microsurfacing and DevelopmentofSpecificationsforWastePlasticModifiedHotMixAsphalt.

In addition to the above, study will also be extended to other upcoming / new materials such as Warm Mix Asphalt, Foam Bitumen etc., whenever and wherever feasible.

Methodology

40 mm thick Stone Matrix Asphalt (SMA) mix and 40 mm thick Hot Mix Asphalt (HMA) i.e. Bituminous Concrete (BC) mix were designed in the laboratory by using 60/70 Penetration Grade Paving Bitumen. Marshall method of mix design using 50 blows was used for design of SMA Mix. The locally available waste plastic was used as additive in the Bituminous Concrete (BC) mix. The Marshall method using 75 blows was used for design

of HMA Mix. Type-III Microsurfacing (layer thickness of 6-8 mm) was designed using Polymer Modified Bitumen Emulsion and composition of mix designed was 13.0 percent emulsion, 1.0 percent Portland cement asfiller,13.0percentwaterand0.5percentchemical additive.

Different roads in the jurisdiction of Municipal Corporation of Delhi (MCD) and New Delhi Municipal Council (NDMC) wereidentifiedforlaying(i)40mmthickStoneMatrixAsphalt (SMA) (ii) 40 mm thick Bituminous Concrete (BC) with waste plastic over 50 mm thick Dense Bituminous Macadam (DBM) and (iii) Microsurfacing over Dense Bituminous Macadam (DBM) or Semi Dense Bituminous Concrete (SDBC) as preventive maintenance treatments etc on existing bituminous pavement surface as wearing course.


Thefirstseriesofperformanceobservationsonvariousroad sections laid with Stone Matrix Asphalt (SMA), Hot Mix Asphalt mixes using Waste Plastic and Microsurfacing were undertaken during November – December 2010. The performance observations being undertaken over the road sections included the following:

● Assessment ofPavementSurfaceDistress byvisual observation

● Measurementof Pavementsurface roughnessby using Roughometer-II

● Deflectionmeasurements by usingBenkelmanBeam Method

● Trafficvolumesurvey,24hoursroundtheclock

Further work with regard to processing / analysis of 1st series of performance data is in progress.

Further information /copy of the report can beobtained from


3. Evaluation of Kosi- Nandgaon-Barsana-Govardhan Road and Needed Remedial Measures

Date of start: October 2010 Date of Completion: March 2011



ii. P r o v i n c i a l D i v i s i o n o f U P P W D , Mathura (S)


To determine structural capacity so as to evolve suitable corrective /remedial measures needed to improve currentconditionandtocorrectthedeficiencies(distress/defects) being encountered on the road.

The scope of work included the following:

● Visualassessmentofpavementsurfaceconditionfor the entire length of road.

● Laboratory evaluation of materials retrievedthrough test pits in order to assess the subgrade strength and quality of constituent materials.

● Trafficvolumecountsontheprojectroadattwostrategic locations for 24 hours round the Clock.

● Axleloadsurveyatonelocationfor24hoursroundthe clock to compute Vehicle Damage Factor (VDF).

● Benkelmanbeamdeflectionstudieson50percentof road length, covering all types of surface condition, as per IRC: 81-1997.

Methodology

Field investigations and laboratory evaluation of road building materials /mixes were undertaken. A variety of activities / taskswere carried out under the fieldinvestigations with a view to assess the structural and functional conditions of existing pavement, so that the suitable recommendations on remedial/corrective measures for improving the present condition of road can be suggested. The different types of data /results collected /observed /measured, both in the field andin the laboratory, with regard to this project road have been processed /analyzed /computed and presented in the project report.


Salient observations made from the synthesized data / results are discussed below:

● The distress levels on the project road vary from fair to worst. In general, predominant distress types on the pavement surface are large sized and wide pot holes, deep settlement and extensive patching. Though the cracked area had been patched at many locations (between km 3 to km 10) but most of the patched surface has started deteriorating again.

● The higher values of mean characteristicdeflections obtained clearly indicate that the road in question is structurally unsound/weak and has inadequate capacity to be able to resist thestressesduetocurrentandprojectedtrafficloading. It may, therefore, be inferred that the project road is in dire need of rehabilitation / strengthening in terms of structural overlay which is absolutely essential to improve its condition and ensure long term performance.

● Thewheelloadsofvehiclesweremeasuredwiththe aid of static wheel weigh pads. On an overall basis, the average weighted VDF is 6.10 for UP direction (i.e. Kosi to Nandgaon/ Rajasthan border), whereas, it is 13.60 in DN direction (i.e. from Nandgaon/Rajasthan border to Kosi). These results clearly indicate that higher axle loads and overloading are being carried by large number of commercial vehicles plying on the project road, especially in DN direction (i.e. from Rajasthan border to Kosi). The higher value of VDF (which is 13.60), amongst the two values obtained in UP and DN directions, has been considered for rehabilitation design of road section from km 0 to 10.

● As regards theVDF for road section fromkm.10 to km 37 (i.e. from Nandgaon to Barsana/Govardhan), a value of 3.5, as per IRC: 81-1997, has been assumed since this road section is foundtobesubjectedtolightlyloadedtrafficonlyand not many heavily loaded vehicles, as in the road section from km 0 to km 10, are using this particularly road section since it is passing through many villages and no major activities are taking place.

● Therelativecompactionofsubgradelayervariesfrom 89.3 to 91.1 percent. The soil type varies from ML to CL- ML with low CBR values ranging from 3 to 3.5 percent. The physical properties of aggregates used during the production of SDBC mixes are satisfactory, though they are found to behavingmoreflakyandelongatedmaterialsthanpermissible.


In view of the above considerations, it is thought appropriate to provide 150 mm thick layer of Granular subbase (GSB) in road sections from km 0 to km 3 and km 10 to km 37, which would primarily act as the drainage layer which is presently missing in the existing


pavement structure. In addition, it is further advised to provide 250 mm thick (125 mm × 2 ) Wet Mix Macadam (WMM) in road section from km 0 to km 3 which would facilitate and ensure proper levels and Camber/Cross fall of the road section before the bituminous overlay is provided.

As regards the road section from km 10 to km 37, it is advised that 100 to 150 mm thick WMM may be provided, depending on the site requirements, to achieve proper levels and Camber/Cross fall. This is felt absolutely essential to ensure long term performance of the rehabilitation measures being recommended for the two road sections.

In addition to the provision of cement concrete overlay recommended in road section from km 0 to km 3, it is strongly suggested to provide the same Cement Concrete overlay on different road sections lying in the village areas, stating from one end of a village boundary to the another end of a village boundary.


Report on “Evaluation of Kosi-Nandgaon-Barsana-Govardhan Road and Needed Remedial Measures”



4. Investigation to Determine the Likely Causes of Pre-mature Distress in Road Section on NH-58 and Needed Remedial Measures



ii. Project Manager, M/s Gayatri Projects Limited (GPL), Modipuram (S)


To investigate and determine the likely causes for development of pre-mature distress viz. cracking, settlement / deformation and rutting etc. on the road section on NH-58 and suggest the needed remedial measures.

Field investigations undertaken included the

following:

● Assessmentofpavementsurfacecondition(kmwise) on visual basis for the entire length of affected road section (for each of the two carriageways) to find out the extent and severity of variousdistress types developed on the road section

● Laboratoryevaluationofroadmaterialsretrievedthrough the test pits in order to find out the subgrade strength and quality of different materials used

● Trafficvolumesurveyatonestrategic location,representing the road section, for 24 hours round the clock

● Axleloadsurvey,usingstaticwheelweighscales,at thesame traffic location, for24hours roundthe clock (covering commercial vehicles only, on random sampling basis) to compute the extent of axle loading being carried by the trucks and determination of Vehicle Damage Factors (VDFs).

● BenkelmanBeamdeflectionstudiesontheentireroad section

● Measurement of pavement surface roughnesson two carriageways for the entire length of road section (lane wise, per km)

Methodology

Field investigations were undertaken to assess the current pavement condition. Traffic volume survey was done at one strategic location, representing the road section, for 24 hours round the clock (Manual classifiedcounts).Axleloadsurvey,usingstaticwheelweighscales,atthesametrafficlocation,for24hoursround the clock (covering commercial vehicles only, on random sampling basis) was conducted to compute the extent of axle loading being carried by the trucks and determination of Vehicle Damage Factors (VDFs). The trafficloadingintermsofcumulativenumberofstandardaxles has been worked out, separately for each of the two carriageways, for three different scenarios of design lives viz. 5, 10 and 15 years, assuming an annual growth rate of commercial vehicles as 7.5 percent. Roughness measurements, by using Roughometer- II, were undertaken with a view to assess the riding quality of road section, which gets affected mainly by the condition of pavement surface.

A total of five test pits, three onDown carriagewayand two on Up carriageway, measuring 1 m x 1 m in size, were also dug open upto the subgrade level, at


selected/ representative locations. The total thickness including thickness of each constituent layers was also measured at several locations in each of the test pits and average value was computed. The samples of bituminous materials (mixes), granular materials and sub grade soil were also collected from all the test pits for detailed evaluation in CRRI laboratory. Based on the general appraisal of pavement surface condition, a total of 21 cores were retrieved from bituminous layers (BM, DBM and BC), from the representative locations spread over different lanes in each of the two carriageways.

Finally, the overlay thicknesses were worked out, as per IRC: 81-1997, for four segmented road sections, based on the severity of pavement surface condition.


Basedon the field and laboratory investigationsanddata/resultsobtained,themajor/keyfindingsemergedcan be summarized as given under:

● ThemagnitudeofdistressishighonpavementofDown carriageway as compared to pavement of Up carriageway mainly due to its use by increasing number of commercial vehicles carrying heavy axle loads. The predominant types of surface distress developed on the road section are cracking and rutting/settlement.

● Ithasbeenobservedthattheroughnessiswithinthe acceptable limits in both the carriageways, as specifiedintheConcessionAgreementandthepavement may be considered to be functionally adequate at the present time except for few kms. (4 to 5 km) on Down carriageway which would need immediate resurfacing with 40 mm BC.

● Thetrendsofdeflectiondata,obtainedthroughBenkelman Beam deflection studies, clearly indicate that the deflections aremuch higheron Down carriageway as compared to Up carriageway, implying thereby that the pavement is structurally inadequate on Down carriageway and would be unable to cater to anticipated heavier axle loading in future. Consequently, the road sections are in dire need of immediate rehabilitation/ strengthening to augment their structural adequacy so as to improve their load carrying capacity.

● Very highVDFs (17&8) havebeen foundonDown and Up carriageways indicating excessive overloading.VDFs, asper theprevailing trafficloads, are much higher than the VDFs suggested in IRC Guidelines and / or adopted for the road

section during design stage. It is primarily due to the excessive loads that the pavement layers have got over-stressed, resulting into the development of pre-mature distress, especially on Down carriageway.

● Itwasalsofoundthatthebinderfilmorthecoatingof bitumen with aggregates was not satisfactory making the mix vulnerable to stripping in the presence of water.

● Itwasobservedduringthetestpittingthatcracksare not deep seated in lower pavement layers and thesewereconfinedonlyuptoBClayer.

Some of the probable causes for development of pre-mature distress on the road section may be summarized, as given below:

● Theshapeandbinderabsorptioncharacteristicsof aggregates used during the execution of bituminous works may have impacted on the fatigue and deformation characteristics of bituminous mixes.

● Itappearsthatthepavementlayershavegotover-stressed, primarily due to these being subjected to excessivestresses/strains(duetohighertrafficvolume and excessive axle loads), especially due to repetitive loads on wheel paths (mainly within the inner lane of Down carriageway).

● Useofuncrushedgravel(shingles/riverpebbles)in bituminous mixes appears to be one of the contributing factors in development of pre-mature distress on the road section since such aggregates have got poor / inadequate binder-aggregate coating ability.

● Excessivetrafficvolumeandaxleloads(i.e.highvehicle damage factors) than considered during the pavement design stage are largely responsible for the distresses developed.


Recommendations, based on the investigations undertaken, are given as under:

● ItisfurtheradvisedthatnoBClayerberemovedsince even the distressed BC layer would only add to the structural strength of existing pavement (which seems to be structurally inadequate commenuseratingtotheprojectedtrafficloading)and would thus contribute in resisting/ bearing the stresses and strains which are excessive on


theroadsectionduetohighertrafficvolumeandheavier axle loading.

● AnumberofroadsectionsonDowncarriagewayare distressed due to inadequate structural strength of the existing pavement. Thus, some of the sections would need immediate resurfacing while the rest of sections would need strengthening/ rehabilitation in the immediate future.

● Openandwidecracks,atisolatedlocations,shallbe sealed with rubberized bitumen (preferably PolymerModifiedBitumen)immediatelyaftertheiroccurrence on the pavement surface.

● As regards the rectification of distresses (i.e.mainly alligator cracks), developed on the road section, it is suggested that crack prevention course in the form of Stress Absorbing Membrane Interlayer (SAMI), as per Clause 522 of MORTH Specification,maybeprovidedovertheaffectedroad sections. For ensuring desirable performance, two coats of SAMI on Down carriageway have been recommended for majority of the sections due to the extensive cracking and inadequate structural capacity of the pavement. Two / one coat of SAMI, only on few sections, on Up carriageway (as the case may be), has also been recommended.

● SAMIwouldarrest thecrackingandminimize /retard further deterioration of road section which would in a way lead to augmentation of the ability of existing pavement to some extent to enable it to resist heavy stresses being witnessed on this road section and minimize progressive deterioration. This would ensure not only the improved pavement performance but also the safeandcomfortabletrafficoperations.

● StressAbsorbingMembrane (SAM),which iselastomeric bitumen rubber membrane, is laid over the cracked surface, together with a cover of aggregate chips, in order to extend the life of pavement before major treatment is carried out. SAM can be laid either in single coat or in double coat depending on the type, severity and magnitude of cracking. It is recommended that SAM may be provided in double coat on the cracked surface of road section in question.

● Inviewofpoorbinderabsorptioncharacteristicsof aggregates available in the vicinity of project road, it is advised that anti-stripping agent may be used in both DBM and BC mixes. It may also be consideredtousepolymermodifiedbitumeneven

in DBM mixes (as against the conventional 60/70 bitumen), which is though slightly costlier and not a common practice in India, but it is expected to provide durable, long lasting and improved performance of the road section. If this is not found appropriate / acceptable, then the source of aggregates will need to be changed at least fortheBClayerandaggregatesfinallyselectedshould be cubical having adequate binder coating ability.

● Resurfacingwith 50mmBC is recommendedfor some sections on immediate basis. However, rehabilitation in terms of structural overlay will be required for the remaining sections after about 1-1.5 years on Down carriageway to sustain projected traffic loading,overadesign lifeof5years.Basedonthecharacteristicdeflectionsdataandprojectedtrafficloading,theoverlaythicknessand suggested treatments, as recommended, may be provided.


Report on “Investigation to Determine the Likely Causes of Pre-mature Distress in Road Section on NH-58 and Needed Remedial Measures”




1. Development of National Document /Guidelines on the Use of Weigh-In-Motion System in India for Axle Load Monitoring

Date of Start: 01 Oct 2009 Date of Completion (Targeted): 31 Oct 2011

Central Road Research Institute, New Delhi (R, S, I)


Status: On-going

Year of Last Report : 2010

Progress

Literature survey covering various Weigh-In-Motion technologies available worldwide and their operational


practices have been completed. State-of-Art-Report on Weigh-In-Motion Technologies/System is currently under preparation.


● Thisstudywillbeastep forward indevelopingnational guidelines on the use of weigh-in-motion (WIM) systems for axle load monitoring on Highways.

● Enforcement authoritieswould be able to usethe appropriate WIM system towards controlling overloading on Indian Highways which would economize on road maintenance and rehabilitation costs, minimize road accidents costs, and bring about improved road safety.

Further information/copy of the report can beobtained from

The Director, Central Road Research Institute, New Delhi.Phone: 011- 26313569 Fax: 011-26313569; e-mail ID: [email protected]

2. Development of Management System for Maintenance Planning and Budgeting of High Speed Road Corridors (Supra Institutional Project)

Date of Start: April 2007 Date of Completion: March 2012


ii. Council of Scientific and Industrial Research (CSIR), New Delhi (S)


Status: On-going


Progress:

Pavement Related Aspects

● Procurement of hardwares and softwares forEstablishing Data Management and Information System (DMIS) completed.

● 1stseriesofperformanceobservationsonidentifiedtest sections completed.

● MethodologyforcalibrationofHDM-4PavementDeteriorationModelsfinalised.

Landslide Related Aspects

● Five critical landslide locations have beenidentifiedinthestateofNagalandonNH-39.

● All five locations have been investigatedwithregard to their geological, geomorphological and geotechnical aspects.

● Remedialmeasures designed for all the fivelandslides.

● Implementation of the remedialmeasures hasbeen completed in some locations and is in progress for the remaining locations

● OutofsixteenlocationsselectedonMumbai-PuneExpressway,fieldworkhasbeencompletednowin six locations.

● Remedialmeasureshavealsobeendesignedforsix locations and implementation of the same has been completed in four locations.

Road User Cost Related Aspects

● RoadUserCostDatacollectedinDelhi,Chennai,Kolkata, Hyderabad, Vijayawada and Mumbai cities

● RoadwayCapacityEstimatesdoneformultilaneHighways

● PreliminaryRoadUserCostModelsdevelopedfor multilane Highways

Bridge Related Aspects

● Culvertandbridgeinspectionandconditionratingmodule has been developed. The development of repair and strategizing / budgeting module is in progress.

● Analyzed the axle load data of different types of trucks presently plying at 10 locations for use in the load carrying capacity evaluation of bridges

● Two concrete bridgeswith distress in bridgesuperstructure and substructure have been identified for carrying out the field studies forphysical and material characterization




3. Investigation to Determine and Ascertain the Causes of Distress and Suggest Remedial Measures for Runway Pavement at Jaipur Airport

Date of start: February 2010 Date of Completion (Targeted): June 2010


ii. Airports Authority of India, Jaipur(S)

Present status and progress

Status: Completed


Progress

The field investigations undertaken at JaipurAirportincluded general appraisal of surface condition to assess the likely causes of distresses developed. The pavement surface of Runway was closely examined through visual survey for evidence of distress / deterioration. In order to collect detailed information regarding the depth of differentpavement layers, theircompositionandfielddensities etc., four test pits, of size 1.25 m x 1.25 m, on/ near the edge of pavement were cut open. Samples of sub grade soil from the representative locations and construction materials from different component layers in the pavement structure were also collected for laboratory evaluation. Finally, results obtained from the field and laboratory were analyzed and recommendations made.

Inordertoassesstheinfiltrationofwaterthroughthesurface of runway and the rate of exit of water through the pavement layers, software available at CRRI called “DRIP” (Drainage Requirement in Pavements) was used to check the severity of problem. It was found that the time to drain i.e., ‘t’ for the given condition is about 1588 hrs, which comes out to be almost 2 months, therebyconfirmingthestatusofrunwayin“PoorQualityDrainage”.

FurtherFindings/Conclusions/Supportingdata

● Testpitobservationsandlaboratorytestresultsshow that that there is ingress / movement and entrapment of moisture into the bituminous layers. Moisture movement into these lower layers were generally through porous surface of

runway, through wide cracks in surface course and / or through water which percolates down into the pavement structure from or near the shoulders.

● Laboratoryevaluationofcores forbituminousmixes shows that the densities of DAC and SDAC layers are less than the designed bulk density. Binder contents in DAC and SDAC mixeswerealsolessthanthespecifiedvalues.The physical properties of aggregates used for production of DAC and SDAC mixes are well within the specified limits except for thecombined flakiness and elongation indices. The gradations of DAC and SDAC mixes are outside the grading envelope and these are on the coarser side making the surface texture porous.

● Camber was also found to be disturbedthroughout the runway due to f requent ma in tenance and rehab i l i ta t ion works undertaken from time to time for repair of distressed pavement. As the top surface of runway had already stripped off, the surface has become porous and in the absence of proper camber, rainwater tends to percolate down through the pavement surface, allowing the passage of surface water in road pavement. Most of the free water has entered underneath into pavement through joints, cracks, and pores in the surface of pavement.

● Theprimarysourceoffreewatertothepavementstructureisinfiltratedwater.

● Permeabilityrequirementsforlateralflowareveryhigh because the hydraulic gradient is very low andtheareaofflowissmall.

● Properfiltersneedtobeincludedifthedrainagesystem is to function properly for a longer period of time.

● Onthebasisoffieldandlaboratoryinvestigations,it can be concluded that the following three factors have contributed to the distress related problems on the runway.

o Poor drainage condition

o Stripping of binder o Inadequate quality control measures


Recommendation for further work (if completed)

In order to drain off the water from runway, the following two remedial measures have been suggested as Option I and Option II.

Option I: Provision of Edge Drains

It is recommended that all along the shoulder of runway, 30 cm wide and 80 cm deep trenches be madewhichmaybe filled inwith granularmaterial(filter)conformingtothespecificationsgiveninTable1.It isalsorecommendedthatthefiltermaterialbeencapsulated with a Geotextile conforming to the specificationsindicatedinTable2.

Geo-textiles of half the strength given above may be used in trenches because of lower stress which would be imposed on them. K of fabric ≥10 k (of the soil to be drained).

Option II : Provision of Geo-Composite Panel Drain

Geo-Composite Panel Drain is a cost effective subsoil drainage system which comprises of high density polyethylene core encapsulated in a filterGeotextilethat provides high strength and faster response due to its unique ribbed panel design. It is supplied in rolls and is simple and easy to installin trench excavations. The cores are supplied in rolls, generally 40 mm wide and 450 mm deep. It can be placed in trenches with a minimum cover of 100 mm. These cores can sustain a loading of more than 150 KPa.

Besides the above, following remedial measures have also been recommended for rehabilitation of runway pavement.

As per PCN reported by AAI, the runway is structurally adequate for the aircrafts presently plying on it. Keeping in view the distress condition of runway, poor surface

Table 1 Grading of Filter Material

IS Sieve Designation Percent passing by weight

75.0 mm 100

26.5 mm 55-75

4.75 mm 10-30

0.425 mm <10

0.075 mm 0

Note: The material passing 425 micron (0.425 mm) sieve according to IS: 2720 (Part 5) shall have liquid limit and plasticity index not more than 25 percent and 6 percent respectively.

and subsurface drainage condition, absence of side drainage, inadequate binder content and compaction of bituminous layers, high porosity and air voids etc., it may be inferred that the runway might deteriorate very rapidly, if corrective measures are not taken timely and urgently. The runway, therefore, requires strengthening/ rehabilitation measures on immediate basis. It is, therefore, suggested that 50 mm thick BC over 75 mm thick DBM may be overlaid after providing the subsurface drainage. It would arrest further deterioration and would also improve the structural and functional ability of runway.


Report on “Investigation to Determine and Ascertain the Causes of Distress and Suggest Remedial Measures for the Runway Pavement at Jaipur Airport”.



Table 2 Strength Requirements of Drainage Textile

Property ASTM Test Method Units

GeotextileElongation,

< 50%

Elongation,

>50%Grab Strength D 4632 N 1100 700Puncture Strength D4833 N 400 250Burst Strength D3786 KPa 2700 1300


(b) PAVEMENT PERFORMANCE

SUMMARY

Under this sub-section on pavement performance, projects reported relate to Design, Construction and Performance EvaluationofNewMaterialsandMixestowardsDevelopmentandUpgradationofStandards/Specifications;Modelingof Rutting of Asphalt Concrete Mixtures; and Forensic Investigations on Premature Rutting on a National Highway Pavement.

ProjectsbeingreportedforthefirsttimeincludeApplicationsofRhinophaltPreservativeanditsPerformanceEvaluationon Three Toll Roads in Rajasthan and Gujarat States; and Design, Construction and Performance Evaluation of New MaterialsandMixestowardsDevelopmentandUpgradationofStandards/Specifications.



1. Modeling of Rutting of Asphalt Concrete Mixtures

2. Premature Rutting on Highways



1. Applications of Rhinophalt Preservative and its Performance Evaluation on Three Toll Roads (Trial Stretches) in Rajasthan and Gujarat States

Date of Start: July 2010 Date of Completion (Targeted): December 2013


ii. IL & FS Transportation Network Limited, Ahmedabad (S)


To undertake performance evaluation of Rhinophalt Preservative used on Three Toll Roads in Rajasthan and Gujarat States viz. (a) Gomti – Beawer, (b) Ahmedabad – Mehsana, and (c) Vadodara - Halol. Performance observations are planned to be undertaken on three stretches for a period of three years and include the following:

● AssessmentofPavementSurfaceConditionbyVisual Inspection

● BenkelmanBeamDeflectionMeasurements

● PavementSurfaceRoughnessMeasurements

● TrafficVolumeandAxleLoadSurveys

● TestPitObservations

● SkidResistance

● LaboratoryEvaluationofCoresRetrieved fromBituminous Layers

Methodology

Rhinophalt preservative protects the surface from weathering and oxidization and following application, effectively halts the deterioration of bituminous surface. Rhinophaltisarevolutionaryprocessthatsignificantlyextends the life of asphalt and macadam. Rhinophalt is suitable for all asphalt surfaces laid on roads, airport runways and taxiways, car parks, platforms, docks and ports etc.

The study is planned to be implemented in three different phases, as described below:

● Phase-I: Pre-Application Investigations

● Phase-II: Post-Application Investigations

● Phase-III:Periodic PerformanceMonitoring /Evaluation

During the first phase, monitoring of construction quality during the application of Rhinophalt preservative treatments on all the three trial stretches has already been done. In addition to the monitoring of construction quality with regard to application of Rhinophalt preservative treatment on trial stretches, pre and post application investigations were also undertaken to study the effectiveness of Rhinophalt preservative on three Toll Roads. Second series of Post-Application Investigations is planned to be undertaken in the month of October 2011.

Significance/Utilizationpotential

The product being applied under this study is already in use in different countries and is now proposed to be evaluated for Indian conditions. If found suitable, it would assist in increasing the life of pavements and ensure improved performance on large term basis.



B. COMPLETED PROJECTS

1. Design of Flexible Pavements for Optimum Performance in Fat igue and Rutt ing Characteristics Using KENLAYER

Date of Start: November 2009 Date of Completion: November 2010

i. College of Engineering, Trivandrum (R)


● Toconductthedesignofflexiblepavementsectionsusing Asphalt Institute Method (AI method: using SW1 software), American Association of State Highways andTransportationOfficialsmethod(AASHTO method) and Indian Roads Congress method (IRC method).

● ToconductthedamageanalysisusingKENLAYERsoftware of pavement section designed by using the above three methods.

● To compare the design outputs of the threemethods when applied on selected study


stretches on a National Highway with different soil characteristicsandtrafficdata.

● To study the variations in damage ratio owingto thevariations in failurecoefficientsspecifiedby agencies like AI, Shell and IRC and their comparisons.

● Toconductsensitivityanalysistounderstandtheeffect of pavement components on pavement life with respect to fatigue and rutting.

● Tostudytheeffectofaxleloadspectrumonthedamage ratio.

Methodology

● Select study stretches – on NH-47 throughBalaramapuram in Thiruvananthapuram District and Kalavoor in Alleppy District and collection of traffic data and determination of layer coefficients.

● Design pavement sections based onAsphaltinstitute method, American Association of State Highways andTransportationOfficialsmethodand Indian Roads Congress method.

● PerformtheDamageanalysisusingKENLAYERsoftware to identify the optimum design method.

● Conduct Sensitivity analysis on the sectionsdesigned using optimum design method to identify the effect of pavement components on pavement life.

● To understand the effect of various failurecoefficientsandaxle loaddataon thedamageratio obtained for sections designed using IRC method.

Findings/Conclusions

● ThedesignforpavementsectionwasdoneusingIRC method and the thickness obtained for the pavement layers such as sub-base, base, Dense Bituminous Macadam (DBM) and Bituminous Concrete (BC) were 260 mm, 250 mm, 134 mm and 46 mm respectively.

● Thedesignforthepavementsectionwasdoneusing AASHTO method and the thickness obtained for the pavement layers such as base course, Dense Bituminous Macadam (DBM) and Bituminous Concrete (BC) were 305 mm, 254 mm and 89 mm, respectively.

● Pavement section designed usingAsphaltInstitute (AI) method which resulted in six types

of pavement section components comprising of Base,Asphalt concrete andEmulsifiedasphaltbase respectively.

● Thetotalthicknessesofeachpavementtypewere431 mm, 583 mm, 685 mm, 660 mm, 635 mm and 761.2 mm for Type 1, 2,3,4,5 and 6, respectively.

● Thoughthetotalthicknessesofpavementlayersdesigned using AI methods for Type 1 to 6 were comparable to that of IRC method and AASHTO method, the Asphalt component layers for sections designed using AI method were higher than that of IRC method (180 mm) and AASHTO method (343 mm) for Type 1, 2,3,4,5,6.

● Thedesign for another pavement sectionwasdone using IRC method and the thickness obtained for the pavement layers such as sub-base, base, Dense Bituminous Macadam (DBM) and Bituminous Concrete (BC) were 200 mm, 248 mm, 128 mm, and 43 mm respectively.

● ThedesignforpavementsectionwasdoneusingAASHTO method and the thickness obtained for the pavement layers such as base course, Dense Bituminous Macadam (DBM) and Bituminous Concrete (BC) were 280 mm, 225 mm, and 86 mm respectively.

● The total thicknesses of pavement sectionsdesigned using AI method for Type 1 to 6 were 454 mm, 556 mm, 693 mm, 647 mm, 591 mm and 736 mm for Type 1, 2,3,4,5 and 6, respectively.

● Thoughthetotalthicknessesofpavementlayersdesigned using AI methods for Type 1 to 6 were comparable to that of IRC method and AASHTO method, the Asphalt component layers for sections designed using AI method were higher than that of IRC method (171 mm) and AASHTO method (311 mm) for Type1, 2,3,4,5 and 6.

● Hence,itcanbeconcludedthatAImethodgivesmore conservative results followed by AASHTO method and IRC method.

● Damageanalysiswas performed for the threemethods of design for a design period of ten years using KENLAYER software.

● Thedamageratioobtainedforthefirstsectionwas1.8, 0.311 and 0.015 for section designed using IRC, AASHTO and AI methods, respectively.

● Thedamageratioobtainedforthesecondsectionwas 1.1, 0.29 and 0.014 for section designed using IRC, AASHTO and AI methods, respectively.


● From thevaluesobtained, it canbeconcludedthat AI method yields the lowest value of damage ratio followed by AASHTO and IRC methods, which indicates that the life of pavement is more for sections designed using AI method.

● Hence, from both the study stretches, it canbe concluded that even though the pavement sections are designed for a design period of ten years, the sections designed using IRC methods needs earlier rehabilitation, owing to the high value of damage ratio followed by AASHTO and AI methods.

● Sensitivityanalysisresultsindicatethatdamageratio caused due to fatigue cracking is highly sensitive to changes in bituminous layer thickness (d1), whereas it changes mildly with variations in subgrade modulus (E3) and insensitive to changes in base layer thickness (d2).

● Damage ratio caused due to permanentdeformation is sensitive to changes in bituminous layer thickness (d1), base layer thickness (d2) and subgrade modulus (E3).

● 25percentdecreaseinbituminouslayerthickness(d1) leads to 83 percent decrease in pavement life compared to 1.24 percent and 8.89 percent in changes for base layer thickness (d2) and subgrade modulus (E3).

● 25percentincreaseinbituminouslayerthickness(d1) leads to 221 percent increase in pavement life compared to 0.53 percent and 11.38 percent in changes for base layer thickness (d2) and subgrade modulus (E3).

● Itcanbeconcludedthatbituminouslayerthickness(d1) is the most effective component in pavement structure followed by subgrade modulus (E3) and base layer thickness (d2).

● TheeffectofvariationsondamageratiousingAI,ShellandIRCfailurecoefficientswasstudiedforpavement section designed using IRC method and the damage ratio obtained were 1.8, 0.2 and 0.03, respectively.

● AI coefficients gave higher value of damageratiofollowedbyShellcoefficientandIRCfailurecoefficients.

● AsAIgivesconservativevalue(muchaheadofothers), the use ofAI coefficient for pavementdesign purpose is recommended.

● For theaxle loaddataofBalaramapuram roadstretch, the damage ratio obtained was 2.5 which indicates pre-mature failure of sections designed using IRC method.

Publications

Aswathy, C.Nair., & Satya Kumar, (2010), “Design of Flexible Pavement for Optimum Performance in Fatigue and Rutting Characteristics using KENLAYER”. ‘International Conference on Technological Trends (ICTT-2010)’, November 25-27, 2010, College of Engineering, Trivandrum, Kerala.

Further Information/copy of the report can beobtained from

Dr. M. Satya Kumar, Deptt. of Civil Engineering, College of Engineering, Trivandrum.


(c) INSTRUMENTATION

SUMMARY

Research work reported in the area of Instrumentation and Microprocessor Applications includes an on-going project on Upgradation of RoadGeometrics and Road Condition Evaluation System. The upgraded and validated system will help in speedy inventorisation of road network. The road surface condition evaluation involving measurement of areas of surface disintegration will form an important input to Pavement Maintenance Management Systems

Salient Points for Discussion

1. Validation of Road Geometrics and Pavement Condition Evaluation System


A. ON-GOING PROJECTS

1. Upgradation of Road Geometrics and Road Condition Evaluation System

Date of Start: June 2009 Date of Completion: May 2011

Central Road Research Institute (CRRI), New Delhi (R, I)


Status: On-going


Progress

● For upgradation ofRoadConditionEvaluationSystem, equipments viz. Distance Measuring Device, Pavement View Cameras and Asset View Cameras have been procured

● ForupgradationofRoadGeometricsMeasuringSystem, equipments viz. Navigation system, Roughness measuring Device and GPS is under progress




II. GEOTECHNICAL ENGINEERING

SUMMARY

In this chapter projects related to “Geotechnical Engineering” and “Soil Stabilization, Low Grade Materials & Low Volume Roads” have been reported.

The projects reported in geotechnical engineering area relate to geological and geotechnical investigations , instrumentation & monitoring of landslides, problems of landslides, soil nailing technique for stabilisation of railway embankment for construction of an underpass using box pushing technique has been reported. In addition to the above pushing of a very large size MS pipe below a railway track using soil nailing has also been reported. A project ondesignofroadembankmentinsubmerged/floodaffectedborderareasofBhuj,Gujarathasalsobeenreported.Anew project on evaluating in situ performance of “Geocell Reinforcement for Service Roads on Expansive Clay” has also been reported. Another continuing study relates to Use of Jute Geotextiles in PMGSY roads. In order to mitigate and address the problems of landslides and natural disasters; following guidelines have also been prepared:

“Guidelines for construction of roads, culverts and bridges in cyclone prone areas”, “Guidelines on “ Recommended practice for treatment of embankment and hill slopes for erosion control”, “Guidelines for stabilisation of hill rock slopes” and “Guidelines on management of landslides on theIndian roads and highways”.

The projects reported in the area of Soil Stabilization, Low Grade Materials and Low Volume roads relate to Feasibility study of Jarosite Waste Materials (From Chanderia & Debari) in construction of embankment and subgrade, Feasibility studyofSuperFineCopperSlag in landfillingandroadconstruction,stabilisationofblackcottonsoil, test trackconstruction with cement stabilised subgrade and subbase, design and construction of test roads using construction &demolitionwasteandJarofix(wasteofZincindustry).GuidelinesforSoilandGranularMaterialStabilisationUsingCement Lime & Fly Ash. (IRC:SP:89- 2010) have also been reported.

Six new R&D projects have been reported, while eighteen projects are reported to be either on-going or completed.


1. Use of geosynthetics, geowebs and other geosynthetics materials in road construction

2. Utilisation of waste materials in road and embankment construction

3. Soil nailing technique /nail wall system for stabilisation of slopes

4. Soil stabilisation techniques

5. Construction of roads in Cyclone prone area

6. Landslides and hill slope stabilisation



1. Feasibility Study of Jarosite Waste Materials (from Chanderia & Debari) in Construction of Embankment and Sub grade

Date of Start: April 2010 Date of Completion : March 2011

i. Centra l Road Research Inst i tu te , New Delhi (R),

ii. Hindustan Zinc Ltd. Chanderia, Chittorgarh, Rajasthan(S)


Feasibility Study of Jarosites Waste Materials in Construction of Embankment and Sub Grade.

Table 1 Laboratory Results of Jarosites

Type of mix* MDD(kN/m3)

OMC(%)

LL(%)

PL(%)

PI(%)

CBR(%)

JD 13.2 32 55 36 19 6

BA 12 30 NA NA NP 22

JD1BA 12.7 25 NA NA NP 21



S 20.5 7 25 12 13 10

JD1S 18.5 14 33 16 17 8

JD2S 16.7 17 37 20 17 8

JD3S 15 26 50 33 17 6

*JD – Jarosite Debari, BA – Bottom ash, S – Soil, NP – Non plastic, NA – Not applicable

Methodology

Laboratory investigation was carried out to utilise them in the construction of embankment and sub grade, results given in table . Both Jarosites (from Chanderia & Debari ) are light weight material having yellowish colour. Considering their low density, both Jarosites were mechanically stabilised in the range of 25 to 75 percent with bottom ash and local soil to improve their geotechnical properties.Typical Geotechnical characteristic of jarosite and mechanically stabilised Jarosite mixes from Debari HZL, Rajasthan, India is given below. It is recommended that Jarosite alone or mixed with bottom ash and local soil can be tried for the construction of experimental test track section in the pavement layers of embankment and sub grade if it is a non hazardous material.


Laboratory investigation-completed. It is recommended that Jarosite alone or mixed with bottom ash and local soil can be tried for the construction of experimental test track section in the pavement layers of embankment and sub grade.


It can be used in construction of embankment and subgrade.


It has to be ascertained that it is a non-hazardous material.


Feasibility Study of Jarosites Waste Materials in Construction of Embankment and Sub Grade (CRRI Report).


The Head, GTE Division,Central Road Research Institute, New Delhi.

2. Study on Stabilisation of Black Cotton Soil with Lime and Rock Dust

Date of Start: June 2011 Date of Completion (Targeted): March 2012


Karnataka Engineering Research Station, Karnataka (R, I)


● Stabilisationofblackcottonsoilwithlime&rockdust

● Improvementinphysical&engineeringpropertiesof black

● Cottonsoilbyrockdustasadditive

Methodology

The study will be done with the BC soil available in Yelandur village area (Yelandur BC soil), stabilizing it with powdered lime and rock dust as an additive. The strength of mix (CBR) along with other characteristics will be noted at different percentages of lime and additive. It is programmed to utilize the rock dust as an additive tosoillimemixinthefirstphaseofstudy.Inthesecondphase, soil will be replaced with a known percentage of rock dust and stabilizing with lime. Guidelines as per IRC:51 will be followed during preparation and testing of the specimen.


Preparation for study under progress.


To be evolved after drawing conclusions.

Furtherinformation/copyofreportcanbeobtainedfrom:

● TheDirector,KERS,K.R.Sagara-571607 Fax : 08236-257223 e-mail ID: kerskrs dir @yahoo.co.in

3. Experimental Test Track Construction with Cement Stabilisation

Date of Start: June 2010 Date of Completion (Targeted): October 2012

Central Road Research Institute, New Delhi (R,S)


● Stabilisation of soil & Granular sub base with cement.

● Construction of Experimental Test Track With Cement

Methodology

This study was carried out under inhouse research programme. Around 60 m length (2 lanes) of road was constructed at left side of road, towards Wagha border near Amritsar along the Amritsar wagha border 4 lane road on National Highway. In this experimental test track construction, two sections were made. One section was constructed with pavement layers as per conventinalmethodofflexiblepavementandsecondone is cement stabilised sub grade and granular sub base layers with 2.5 percent cement. Pavement cross-sectional thickness is as given in Table 1. Performance study of this experimental road is in progress by using Bankelman beem and dip stick equipments before and after monsoon season.

Table 1 Pavement Thicknesses Provided for Conventional and Experimental Stabilised Section

Pavement layers

Conventional design section

(mm)

Experimental design section- stabilised, (mm)

BC 40 40

DBM 90 90

WMM 250 150

GSB 250 300 (GSB I Close graded stabilised with 2.5 % cement)

Sub grade 500(CBR = 7 %)

200 (Stabilised with 2.5 % cement)

300 (Conventional soil CBR = 7 %)


The study is under progress.

Furtherinformation/Copyofreportcanbeobtainedfrom

GTE Division,Central Road Research Institute, New Delhi.

4. Feasibility Study of Super Fine Copper Slag in Land Filling and Road Construction

Date of Start: January 2010 Date of Completion: March 2011

i. Centra l Road Research Inst i tu te , New-Delhi (R)

ii. M/s Hindalco Industries Limited, Dahej, Gujarat (S)


● Characterisationofsuperfinecopperslag


● Mechanicalstabilisationofsuperfinecopperslagwithgranulated copper slag and pond ash

Methodology

Superfinecopperslagisawastematerialproducedduring extraction of copper concentrate from high copper orebyfloatationandfiltrationprocesses.Atpresent, theaccumulatedsuperfinecopperslag isabout 2 lac MT, while its annual production is about 1.5 lac MT per year at Hindalco Industries Limited, Dahej,Gujrat.Feasibilitystudyofsuperfinecopper

slag in the road construction was carried out by detailed laboratory investigation. It is mixed with pond ash and granulated copper slag collected from the same plant in the range of 25 percent to 75 percent. A typical geotechnical property of super fineslagisgivenintheTable2.It isrecommendedthatsuperfinecopperslagaloneormixedwithpondash and granulated copper slag can be tried for the construction of experimental test track section in the pavement layers of embankment and sub grade if it is a non-hazardous material.

Table 2 Laboratory Results of Super Fine Copper Slag

Type of mix MDD(kN/m3)

OMC(%)

LL(%)

PL(%)

PI(%)

CBR(%)

SF 20.12 17 NA NA NP 14

P 10.72 40 NA NA NP 4

SF1P 12.7 32 NA NA NP 6

SF2P 15.2 26 NA NA NP 8

SF3P 18.6 19 NA NA NP 12

G 24.5 7 NA NA NP 50

SF1G 25.3 5 NA NA NP 52

SF2G 24.2 8 NA NA NP 35

SF3G 22.1 12 NA NA NP 22

SF – Super fine slag, P – Pond ash, G – Granulated copper slag, NP – Non plastic, NA – Not applicable


It is concluded that super fine copper slagaloneormixed with pond ash and granulated copper slag can be tried for the construction of experimental test track section in the pavement layers of embankment and sub grade if it is a non hazardous material.


It can be used in embankment and subgrade construction.


It is to be ascertained that the material is non- hazardous.

Reports/Publications:

Feasibility Study of Super Fine Copper Slag in Land Filling and Road Construction

Furtherinformation/copyofreportcanbeobtainedfrom:


5. Guidelines for Stabilization of Hill-Rock Slopes

Date of Start: January 2010 Date of Completion (Targeted): March 2012



Guidelines for stabilization of hill-rock slopes, has been taken up by CRRI to prepare a manual for IRC. The scope & objectives of the project are:

● Evaluation of existing different methods of rock slopeinvestigationinformofnewandmodifiedtechniques

● RockMassRating (RMR),SlopeMassRating(SMR) and Rock Mass Quality (Q) etc and their inter relationship to understand rock defects and rock slope instability

● Lessons learnt from the Implementation ofremedial measures Rock slope failure


● Evaluation of different types of stabilizationtechniques for rock slope failure

● Monitoring the efficacy of different types ofstabilization techniques for rock slope failure

● PreparationguidelinesforstabilisationofHillRockslope failure

Methodology

● Review of existing differentmethods of rockslopeinvestigationinformofnewandmodifiedtechniques such as RMR, SMR and Q etc and their inter relationship to understand rock defects and rock slope instability in a better way.

● RockMassRating(RMR)andSlopeMassRating(SMR) are required to be evaluated in a joint control rock blocks of different locations of hill slope of India. Rock Engineering Investigation as shown infig38forunstablerockslopeareadescribedbased on different method such as Rock Mass Rating (RMR), Slope Mass Rating (SMR), and Rock Mass Quality (Q) and Rock Defect study by determining the Block Volume (Vb), Measurement of the Volumetric Joint Count (Jv) etc. It helps to characterize the rock slope and indicate the causesof slope failure in specific location.

● RockSlopestabilityAnalysiswillbecarriedoutto evolve a set of suitable remedial measures will be brought out both for short term and long term remediation of failure of rock slope. These remedial measures would comprise improving surface and sub-surface drainage, retaining structures, reinforcement techniques, Rock bolts, Shotcrete, Rock Anchors, Cable Anchors, Steel ribs, Steel fiber reinforced shotcrete (SFRS), etc. Rock slopes in hilly terrains of India failed due to several parameters. (The guidelines for stabilization for rock slopes presents concrete remediation programme for unstable rock slope stretches for implementing agencies like state PWD’s and Border Road Organization(BRO) where unstable rock slopes are encountered adjacent to National and State highways in hill region states in India. The preparation of Guidelines for stabilisation of hill rock slope failures is in progress.


Work is under progress.


Guidelines for Stabilization of Hill-Rock Slopes (In House Project)


GTE Division, Central Road Research Institute, New Delhi

6. Guidelines on Management of Landslides on the Indian Roads and Highways

Date of Start:January 2011 Date of Completion (Targeted): March 2012



● To prepare guidelines for integrating landslidemanagement withdevelopment planning.

● NationalGuidelinesonManagementofLandslideson Roads and Highwaysin India will be prepared with particular reference to the background of:

o Planning, preparedness and prevention,

o Cost and time effective slope engineering, landslide correction,and road safety through early warning , and

o Rapid response and speedy reconstruction and rehabilitation.

The Guidelines will address the landslide management issues related to the highway sector in the overall context of national vision, strategy and action plan for management of disasters.

Methodology

Guidelines would be prepared to familiarize highway engineers with special areas of interest such as instrumentation and monitoring of critical slopes and landslide hot spots, landslide hazard zonation mapping and risk assessment, retrofitting of slopes and roadinfrastructure and design of cost-effective slope protection works fashioned to suit different geotechnical situations.

The Guidelines under preparation are the part of IRC (Disaster Management Committee), 11th Five Year Plan, Network project on “Engineering of Structures against Natural and other Disasters” and Collaborative proposal on “Environmental Management Plan (EMP) for Katra- Qazigund sections of proposed Udhampur- Srinagar – Baramullah Railway Link in J&K” with CSIR-NEERI.


Work is under progress.




7. Design and Performance Monitoring of Test Road Constructed Using C&D Waste

Date of Start: June 2009 Date of Completion: February 2012

i. Central Road Research Institute, New Delhi(R)

ii. IL & FS ltd (S)


CRRI had earlier carried out "Feasibility Studies on Use of C&D Waste for Road Construction” to explore and assess its use as an Embankment Fill Material, in Base/ Sub-base layers, for Bituminous and Concrete Pavements’ and had found this material to be useful for Base and Sub-base layers. Extending this laboratory work, test road construction of about 150 m length involving widening on both sides of existing road was taken up in Delhi. The project has been sponsored by IL&FS ltd. The test road is presently under construction. Its performance would be recorded for evolving suitable guidelines for C&D waste usage in road works after the completion of the project. The work is in progress.


Work is in progress.



8. Experimental Test Track Construction Using Jarofix Waste Material

Date of Start : June 2010 Date of Completion (Actual): February 2012

i. Central Road Research Institute, New Delhi(R)

ii. M/s Hindustan Zinc Ltd. Chanderia, Chittorgarh, Rajasthan (S)


Based on labora to ry charac te r i sa t ion and recommendation, an experimental test track section wasconstructedusingJarofixat50kmfromChittorgarh.Design of embankment and sub grade are carried out using Jarofixandmix of Jarofix:soil (50:50)material.

Stability analysis of a proposed typical section under different conditions was evaluated considering the water table and seismic factor and found safe (more than 1.5). Construction of experimental test track of length 500 m is carriedoutusingJarofixandmixes(50Jarofix:50soil)in the embankment and sub grade layers along the left side of widened portion of a State Highway (SH 76) towards Udaipur . Project is under progress.

Reports/Publications: work is in progress



9. Guidelines for Soil and Granular Material Stabilisation Using Cement, Lime & Fly Ash

Date of Start : May 2010 Date of Completion (Actual): March 2011


ii. Indian Roads Congress (S,I)


Presently due to paucity of funds and non availability of good construction materials, great emphasis is being laid to utilise locally, waste and marginal materials. Often these materials need to be stabilised to achieve the desired gradation and strength. It was observed by IRC that there are several guidelines dealing with the subject of soil stabilisation, which is listed below. It was found that most of them are quite old and outdated in context of present day’s construction practices.The identifiedguidelineswere:

● IRC:33-1969:“StandardProcedureforEvaluationand Condition Survey of Stabilized Soil Roads”

● IRC:49-1973: “RecommendedPractice for thePulverisation of Black Cotton Soils for Lime Stabilization”.

● IRC:50-1973: “Recommended Design Criterion for the use ofCementModifiedSoils inRoadConstruction”

● IRC: 51-1992: “Guidelines for the use of Soil- Lime Mixes in Road Construction”

● IRC:88-1984:“Recommended Practice for Lime-Fly Ash Stabilized Soil s Base/Sub-base in Pavement Construction”.


All these Guidelines were reviewed by Central Road Research Institute, New Delhi and based on the current national and international practices, they are being modified and brought into a single document with above title. The Guidelines include, general features of stabilization, guidelines for soil/granular material stabi l ization, specif ications and test requirements for stabilized materials, construction procedure, quality control and limitations for the use of stabilized materials. These Guidelines have been published by IRC as a Special Publication (IRC:SP:89- 2010).


Guidelines For Soil And Granular Material Stabilisation Using Cement, Lime & Fly Ash. (IRC:SP:89- 2010)


Indian Roads Congress, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.e-mail ID:[email protected] / [email protected]

10. Typical Problems for Drainage System on Roads and their Remedial Measures

Date of Start: May 2010 Date of Completion (Actual): April 2011

Central Road Research Institute, New Delhi (R, S)


It has been observed that many roads despite good drainage system, fail prematurely. The reason for the same was investigated and it was found that the reason for failure can be attributed to the poor drainage capacity of the pavement itself. It is essential that whatever amount of water which enters into the road pavement layers due to several reasons, must come out from the pavement as early as possible. The investigations revealed that the pavement during rainy season gets choked with water due to poor permeability of the pavement layers itself. Normally, in conventional method of pavement design, a drainage layer popularly known as Granular Subbase(GSB) is provided on the entire width, to remove the water from pavement structure. But it has been observed that such layers do not serve its intended function. It was therefore decided to study the drainage capacity of Granular Sub-Base Layer for all the six grades ofMORTHspecifications. Further,the effect of permeability was analysed by changing thegradationi.e.,removingthefinesandthenaddingfinesinsmallincrementstotheMORTHspecifications.TheeffectoffinesinGSBlayerwasanalysedfor2,4,6 and 8 lane roads at 2 percent and 3 percent slopes. Results for Coarse Grade-1 are given in Table 3. The Project has been completed and some of the salient findingsareasfollows:

Table 3 Time-to-Drain for 2% and 3% Slope against Permeability Values for Coarse Grade-I

Lane Type K(ft/day)

K(cm/sec)

Time-to-drain (hours)2% Slope 3% Slope

2 Lane (25 ft)As per MORTH 41.44 0.014 50 28Without Fines 87 .0300 23 18With 5% Fines 19.2 .0066 80 634 Lane (49 ft)As per MORTH 41.44 0.014 96 73Without Fines 87 .0300 45 34With 5% Fines 19.2 .0066 207 1596 Lane (70 ft)As per MORTH 41.44 0.014 153 114Without Fines 87 .0300 72 54With 5% Fines 19.2 .0066 254 2478 Lane (92 ft)As per MORTH 41.44 0.014 189 139Without Fines 87 .0300 89 65With 5% Fines 19.2 .0066 408 301



● Ifwerestrict thefines inGSBlayer, therateofflowandpermeability(k) increases.

● Ithasalsobeenconcludedfromthestudiesthatas the lane width increases, GSB layer with higher permeability be used because the time to drain increases with the increase in lane width.

● Rate ofk increases drastically if fines are notpresentandreducessignificantly,evenif5percentfines are added. So, it is suggested that the existingMORTHspecificationsbemodifiedfromthe existing limit of 3-10 percent to 3-5 percent for soil passing 75 micron sieve.

● Theresultsfurthershowthatat3percentinternalslope, time-to-drain off water is far less as compared for time-to-drain at 2 percent internal slope. It is therefore suggested that the slope within the pavement layers should be kept at 3 percent for better intra-pavement drainage.


GTE Division, Central Road Research Institute, New Delhi.


1. Detai led Geological & Geotechnical Investigation, Instrumentation and Monitoring of Amparav Landslide, Uttarakhand State

Date of Start: April 2006 Date of Completion (Actual):December 2010

i. Central Road Research Institute, New Delhi (R) ii. Department of Science and Technology (S)


Status: Completed


Progress: Completed


Detailed studies, which includes geological and geotechnical studies were carried out. For this purpose, large scale mapping was done at 1:500 scales with 2 m contour interval. Large scale mapping include all topographical, manmade features and also the dimension of landslides. It was found that study area is highly vulnerable for slope instability. Mainly, three different types of failures namely, plane/block failure, talus failure on higher reaches and rotational failure at lower reaches are affecting the NH-87. Further, studies revealed that there were natural as well as anthropological factors playing important role, causing instabilities in the area. These factors are listed in Table 1. Proposed remedial measures are given in the report. Project report has now been submitted to DST.

Table1CausativeFactorsIdentifiedatAmparavLandslide

Natural Causative Factors Anthropological Causative Factors

Geology Weak Lithology Deforestation

Structure Domination Excessive irrigation in agriculture fields

Steep Slope Improper Drainage

Land use and land cover Inadequate maintenance of old existing remedial measures

High Weathering Construction of concrete bridge with low ground clearance

Presence of Mud Stone Layers -----

High Seismic Zone / Close to MBT ---------

Limitations of Conclusions

Following are the limitations:

● Large Area – rugged topography –inaccessible areas - wild life

● Restrictedtimeduetounfavourableweatherconditions


Proposed remedial measures may be applied.



Report has been submitted to DST.

Recommendations for Dissemination

The studies made in the project would be utilized by CRRI in the preparation of Guidelines for landslide prevention and control. This work has been assigned to CRRI by Indian Roads Congress.


The Head, GTE Division,Central Road Research Institute, New DelhiPhone: 011-26842612, Fax :011- 26845943,011- 26830480e-mail ID: [email protected]

2. Demonstration Project on Use of Jute Geotextiles in PMGSY Roads

Date of Start : July 2005 Date of Completion: Continuing

i. Centra l Road Research Inst i tu te , New Delhi( R )

ii. Jute Manufacturers Development Council (S),

iii. National Rural Road Development Agency (I)


In continuation to the project entitled, “Pilot Project on Use of Jute Geotextiles in PMGSY” sponsored by Jute Manufactures Development Council (JMDC) on use of JuteGeotextilesinPMGSYRoads,constructionoffivePMGSY roads using different types of jute geotextiles has been completed in four states. Each of these PMGSY Roads, comprise of several sub-sections in which JGT of different varieties (woven, non-woven and open weave), of different strengths and rot treated as well as non treated varieties have been laid to study their relative performance. Control sections without JGT have also been constructed. A distinguishing feature of these test roads is the construction of reduced pavement thickness sections where in JGT as drainage improvement layer has been laid above subgrade. During 2010-11, second cycle of performance monitoring of these roads was completed. The performance indicators which have been recognised for monitoring include – Benkelman Beamdeflectionstudies,DCPtestsatsubgradelevel,retrieval of JGT samples below pavement and tests on retrieved JGT samples and visual pavement surface

condition evaluation for recording distress. Report preparation based on the performance monitoring is under progress.

Further Findings/Conclusions/Supporting Data Work is under progress.


Interim reports submitted to JMDC.

Recommendations forDissemination/RevisionofCodes/Specifications

A State-of-Art-Report on Jute Geotextiles has been prepared by CRRI and has been accepted by IRC for publication.


Head, GTE Division,Central Road Research Institute, New Delhi.Phone: 011-26842612; Fax: 26845943, 26830480e-mail ID: [email protected]

3. Preparation of Guidelines for Construction of Roads, Culverts and Bridges in Cyclone Prone Areas

Date of Start : June 2009 Date of Completion (Actual): February 2011 (Under Review by NDMA and IRC)

i. Central Road Research Institute, New Delhi( R ) ii. National Disaster Management Authority(S)


This project was also undertaken in the network project of CSIR, however, some support was also provided by National Disaster Management Authority in the project by assigning a study to prepare Guidelines for construction of roads in cyclone prone areas and administrative support was also provided to collect the relevant information from different bodies dealing with projects of such nature. After carrying out exhaustive literature review, site visits, discussion with experts, etc., draft of the ‘Guidelines for Road Construction in Cyclone Prone Areas’ has been prepared and submitted to NDMA. Brief summary of the Guidelines is given below:

TheGuidelinesdealswith‘Definition’and‘DestructionsCaused by Cyclones, ‘Planning of Road Network in Cyclone Prone Areas, Construction of Road Embankments, ‘Sea Erosion Control Techniques & River


Bank Protection’ selection of pavement types for roads to be constructed in Cyclone prone areas, mitigation measures for bridge structures to effectively withstand impactofcycloneandtrafficmanagementmeasurestobe taken while conduction evacuation exercises before the onslaught of cyclone.


Construction of Roads, Culverts and Bridges in Cyclone Prone Areas may be done in the light of the Guide lines.


Draft Guidelines for Construction of Roads, Culverts and Bridges in cyclone Prone Areas


Head, GTE Division,Central Road Research Institute, New Delhi.Phone: 011-26842612; Fax: 011- 26845943, 011- 26830480e-mail ID: [email protected]

4. Instrumentation and Monitoring of Kaliasaur Landslide on National Highway-58 (Network Project with SERC)

Date of Start : June 2010 Date of Completion (Targeted): December 2012


ii. Structural Engineering Research Centre (C)

iii. Department of Science & Technology (S)


Under network project of CSIR, i.e., “Engineering of Structures against Natural and Other Disasters”, two landslides namely, Patalganga and Kaliasur landslides had been selected. In continuation to this project the work on investigation, instrumentation and monitoring of Kaliasaur Landslide on National Highway-58 has been done by CRRI under a DST sponsored project and Network Project of CSIR. The work done on Kaliasaur Landslideduringthelastfiveyearshasbeenanalyzedandafinalreportalongwithsuggestionsforlong-termremedial measures for the stability of Kaliasaur landslide was submitted to DST. One of the most important elements of our research work which continued under Network Project was monitoring of the slope through DGPS (Differential Global Positioning System) and

specially designed steel pedestals. Monitoring results of the slope and other investigations have revealed that the landslide was still in active form. This was clearly brought out in our report submitted to DST. The reactivation of this slide in themonths of Sept-Oct 2010 has confirmed the revelation of the predictionmade on the basis of the monitoring results and other investigations. Highly fractured rocks at the crown part of the landslide have been indicated with least safety factor and maximum movement magnitude during the analysis. During recent reactivation of slide this part (crown portion) in the month of October 2010 has been thesourceoffailure.Significantincreaseintheextensionof landslide boundary i.e., 20 meters was observed with in a period of 45 days. A stretch of about 93 m of National Highway-58 was blocked for almost all these 45 days. Indirect losses on account of detouring due to reactivation of this slide have been calculated using unit cost estimation method.

Closure of the NH-58 forced traveller to detour through by-pass: Khedakhal- Kandai. The detour distance is approximately 28km which is three times the distance on highway (aprox. 9 km, i.e. A to B). To calculate the costofthesedetours,wehaveexaminedtrafficpattern,extra charges on fares as well as on vehicles fuel, along the highway and used the unit cost estimation method. The total detouring cost calculated for 45 days during September-October, 2010 was Rs 2,45,43,180 (approx).Thoughthisfigureonlyindicatesthedetouringcost excluding the cost on man hour lost, expenditure on repeated restoration and sliding for four months by BRO (this includes two dozers deputed with a dozens of laborers for four months and still continuing), cost of life lost, cost of property (including a few damaged vehicles) etc. The total loss due to this landslide is being estimated.

The reactivation of Kaliasaur landslide comes as a constraint for our slope monitoring agenda. Out of 75 pedestals installed in landslide for the purpose of monitoring, only a few have been able to sustain their positions. The rest of the pedestals have got buried under the debris or carried away by it.


Project is still in progress.


Instrumentation and Monitoring of Kaliasaur Landslide on National Highway-58 (Network Project with SERC)


Recommendations forDissemination/RevisionofCodes/Specifications

Thefindingsofthestudyshallbeusedinthepreparationof Guidelines on Landslide investigations and mitigations measures awarded by Indian Roads Congress to CRRI.


GTE Division, Central Road Research Institute, New DelhiPhone: 011-26842612; Fax :011- 26845943,011- 26830480e-mail ID: [email protected]

5. Design and Execution of Soil Nail Wall System for the Stabilisation of Railway Embankment for the Construction of Underpass using Box Pushing Technique under the Existing Railway Line near Apsara Border, Dilshad Garden

Date of Start : June 2009 Date of Completion (Actual): December 2010


ii. Public Works Department, Delhi (S)


Under this project, Delhi PWD has proposed to construct two subways across the Shadhara-Gaziabad road at the intersection of Apsara border. One of the underpasses was proposed from ISBT Anand Vihar side to Seemapuri and the other was proposed from Seemapuri side to ISBT, Anand Vihar bus terminal. These two proposed underpasses are parallel to existing Railway over bridge (ROB) on either side of the same ROB. The side slopes of the approaches embankments for ROB were protected and confinedwith 900mmdiametersheet piles These sheet piles were constructed from the footpath top and were interconnected with girder arrangements prior to construction of underpass. The internal dimensions of each segment of precast boxes were of 9.0 m x 5.75 m with the thickness of 0.90 m. The maximum outer dimensions of the boxes are 10.80 m x 7.55 m with an overburden of about 2 m above the box level. The estimated pushing length was found to be 50 m for each box.

About 200 to 250 trains pass this section daily. In order to create an underpass box pushing was proposed through a strata which was of consisting of Silty sand/

Poorly graded fine sand. The work of designing a scheme for stabilisation of cohesion less soil strata so thatitremainsstablewhencuttoalmostverticalprofilefor a height of about 7.5 to 8 m during box pushing operation was entrusted to CRRI by M/s AFCONS Infrastructure Limited. After site visit, exploratory boring, laboratory tests and meetings with Contractor/ Railway authorities, CRRI Team proposed the use of ‘Soil Nailing Technique’ for stabilisation of sandy soil. The complete design details of soil nailing and a suitable construction methodology was provided. As per the design provided by CRRI, series of driven nails were inserted into the ground which resulted in the stabilisation of vertical cut slope. The box pushing and gradual removal of sand of the cut slope was taken up simultaneously. The exposed nails were pushed further after subsequent pushing and removal of sand till the target end was reached. Project is successfully completed.


Design and Execution of Soil Nail Wall System for the Stabilisation of Railway Embankment for the Construction of Underpass Using Box Pushing Under the Existing Railway Line Near Apsara Border, Dilshad Garden


Head, GTE Division, Central Road Research Institute, New Delhi.Phone: 011-26842612; Fax :011- 26845943, 011- 26830480e-mail ID: [email protected]

6. Soil Nailing Technique for Facilitating Construction of Underpass by Box Pushing Technique at Western Approach of Old Yamuna Bridge

Date of Start : June 2009 Date of Completion (Actual): September 2010

i. Central Road Research Institute, New Delhi (R) ii. M/s S.P. Singla, Contractor, Northern

Railway (S)


For the underpass construction by pushing two numbers of RCC Boxes with internal dimensions (opening) of 10.5 m x 5.75 m each and one number RCC box of 9 m x


4 m, the boxes were pushed through existing 135 years old embankment having highly unstable cohesionless sandysoilbackfillinbetweenretainingwalls.About200to 250 trains pass this section daily, and any disruption torailtrafficinanycasewasnotallowed.Toaccomplishbox pushing for construction of underpass a novel methodology using ‘Soil Nailing’ was adopted. The project is now completed.


Soil Nailing Technique for Facilitating Construction of Underpass by Box Pushing Technique at Western Approach of Old Yamuna Bridge


GTE Division, Central Road Research Institute, New Delhi.Phone: 011-26842612, Fax : 011- 26845943, 011- 26830480e-mail ID: [email protected]

7. Design and Execution of Soil Nail Wall System for the Stabilisation of Railway Embankment for the Trenchless Crossing of 1700 mm Diameter MS Pipe Below Railway Track Near Old Steel Bridge Near Yamuna Bazaar, Delhi

Date of Start: June 2010 Date of Completion (Actual): February 2011


ii. Larsen and Toubro Limited (S)


Delhi Jal Board had proposed the work to lay a water pipe line of 1700 mm diameter parallel to new bye-pass ring road, below railway track near old steel bridge, Yamuna Bazar. A small Tunnel Boring Machine (TBM) of diameter 1.7 m having length of 3 m was being used for trenchless technique at the depth of 7.5 m from the rail top. The work was allocated to Larson & Toubro (L&T) Ltd., further, the work was awarded by L&T to CRRI. The alignment of the pipe line was passing through the Railway embankment near old steel bridge at Saleem Garh Fort, comprising of poorly graded sand. The pipe was pushed through sandy strata by stabilising the embankment

using driven Soil Nailing Technique as was done for box pushing through the same embankment 2.5 m away. The work was completed manually by cutting and pushing the vertical face with the help of jack without using the heavy TBM before stipulated time.


Design and Execution of Soil Nail Wall System for the Stabilisation of Railway Embankment for the Trenchless Crossing of 1700 mm Diameter MS Pipe Below Railway Track Near Old Steel Bridge Near Yamuna bazaar, Delhi.


GTE Division,Central Road Research Institute, New Delhi.Phone: 011-26842612, Fax : 011- 26845943, 011- 26830480E-mail ID: sudhirmathur.crri@ nic.in

8. Problem of Landslides on Dimapur-Kohima-Maram Road (National Highway-39) in Nagaland and Manipur States (Supra Institutional Project)

Date of Start : June 2009 Date of Completion (Actual): February 2011

i. Central Road Research Institute, New Delhi (R) ii. Border Roads Organisation (S)


National Highway-39 is the only connecting route between Dimapur and Kohima (the state capital of Nagaland) and having slope failure at various locations. The investigation work required geomorphologic, structural and geological analysis along with the evaluation of geo-technical properties for designing suitable remedial measures to stabilize the slopes at various critical locations including km 162, km 174, km 179, km 180, 214 and km 221., which have been completed. Geo-technical evaluation of slope materials was done to perform the stability analysis. Several remedial measures were suggested including the provision of a reinforced earth wall. The complete report has been submitted to BRO for the purpose of implementation.


Problem of Landslides on Dimapur-Kohima-Maram


Road (National Highway-39) In Nagaland and Manipur States.


GTE Division, Central Road Research Institute, New Delhi.Phone: 011-26842612; Fax No. : 011- 26845943, 011- 26830480e-mail ID: [email protected]

9. Protection of Unstable Cut Slopes along Approach Roads and Railway Lines and Stabilization of the Proposed Dumping Sites

Date of Start : June 2009 Date of Completion: February 2012

i Central Road Research Institute, New Delhi (R)

ii M/s Konkan Railway Corporation Limited (S)


The project was sponsored by M/s Konkan Railway Corporation Limited to study for protection of unstable cut slopes along the approach roads and railway lines and to stabilize the proposed dumping sites on Katra-Quazigund section of Udhampur Srinager-Baramullah Rail link in Jammu and Kashmir. From Kashmir to Banihal section, three dumping yards were selected for the study. On Katra to Laole section (Jammu to Banihal), preliminary site visit was carried out. Laboratory investigation of muck generated during tunnelling and stability analysis of selected dumping yards is in progress. Stability analyses of existing slopes of all three sections were carried out.


Work is in progress.


"Interim Report on Protection of Unstable Cut Slopes Along Approach Roads and Railway Lines and Stabilization of the Proposed Dumping Sites".


GTE Division, Central Road Research Institute, New DelhiPhone: 011-26842612;

Fax No. : 011- 26845943, 011- 26830480e-mail ID: [email protected]

10. Design of Road Embankment in Submerged/Flood Affected Border Areas of Bhuj, Gujarat

Date of Start : June 2010 Date of Completion (Actual) : March 2011

i. Centra l Road Research Inst i tu te , New Delhi (R)

ii. National Buildings Construction Corporation Ltd (S,I)


The National Buildings Construction Corporation Ltd (NBCC) is executing the works to construct ‘Border Fencing and Border Roads’ along a part of our country’s international border in Gujarat. India’s international border in Gujarat is situated in Rann of Kutch where Arabian Sea water enters and recedes frequently leaving inland marshy and swampy, dotted with small to very large salt water bodies. During 2010-11, CRRI proposed road construction methodology for a severely water logged stretch of about 3.5 km. The natural ground level along this stretch is in the form of a bowl, hence even after the stagnated water dries up, this area may get waterlogged once again during monsoon. Depth of waterlogging at present varies from 1.5 to 2 m. Hence it was suggested that well graded coarse particles, obtained from stone ormoorum quarry can be used as fill material inwaterlogged area. This material can be back dumped into the water (by end tipping) and a working platform be created. Once the working platform rises above surrounding water level, compaction of further layers offillingmaterial(coarsegrainedmaterialfromquarry)can be taken up using vibratory rollers in layers. Construction of side slope erosion control measures using revet mattresses and geotextile layer and toe wall made of gabions can be taken up in the next stage after the stagnant water dries up. Accordingly, NBCC has now constructed road embankment in this stretch using coarse granular material .


Design of Road Embankment in Submerged/Flood Affected Border Areas of Bhuj, Gujarat




11. Validation of Slope Protection Works of Zirakpur-Parwanoo Four Laning Project (Himalayan Expressway)

Date of Start : May 2010 Date of Completion (Actual) : March 2011


ii. M/s Himalayan Expressway Ltd (I)


Transportation corridors in hilly regions are highly susceptible to landslides/ rockfalls. M/s Himalayan Expressway Ltd (Concessionaire) are executing Zirakpur-Parwanoo Road project for NHAI, which involves four laning of NH–22 (Chandigarh-Shimla Road) for 17.44 km length and new bypass of 10.14 km length in the states of Punjab, Haryana and Himachal Pradesh. Bypasses are being constructed to provide alternate routes to existing congested road sections passing through towns, namely Pinjore, Kalka and Parwanoo in this project. Such bypass section of this new alignment is being constructed in hilly terrain involving embankment construction of height upto about 20 m and slope cutting upto 25 m. Suitable slope protection measures are required in slope cutting sections to prevent occurrence of landslide/ rockfall. The task of ‘Validation of Slope Protection Measures’ was taken up by CRRI.

CRRI undertook detailed field and laboratory investigations including electrical resistivity studies to characterise slope forming material. The slopes comprise of weathered shale/ conglomerate/ soil mix. Stability of slopes was analysed using software. The analysis showed that even though slopes are safe under normal serviceability conditions, when saturation/ earth quake conditions are considered, the slopes had factor of safety less than one. Hence, passive protection measures like provision of steel rope net/ cable panel, turfing with netting, ISMB fencing, etc have been suggested.


Validation of Slope Protection Works of Zirakpur-Parwan

Four Laning Project (Himalayan Expressway)



12. Preparation of Guidelines on ‘Recommended Practice for Treatment of Embankment and Hill Slopes For Erosion Control

Date of Start : May 2010 Date of Completion (Actual) : March 2011


ii. Indian Roads Congress (S)


The impact of highway location on the environment is a major concern to the highway engineer and the public. The highways, if they are not properly located, designed, constructed or maintained, would be subjected to erosion and may at times contribute sediments to the streams. The control of soil and water is basic to the protection of the road structure and the conservation efforts; therefore, highway design, construction and maintenance procedures must be continuously evaluated to minimise erosion and sedimentation problems. Erosion can be controlled to a considerable degree by geometric design, particularly through aspects relating to cross section. In some respects the control is directly associated withproperprovisionofdrainageandfittinglandscapedevelopment. Thus effect of erosion should be considered in the location and design stage. Instances are not wanting where many embankment slopes made up of different types of soils have suffered a high degree of damage due to erosion from rain and wind. Denudation of vegetation from soil slopes or the lack of vegetative cover on embankment slopes is often responsible for formation of rills and rain-cuts,eventually leading toasurficial slideor toanundermining of the edges of the road pavement structure. When vegetation is established on the slopes, there becomes available an effective dense network of root system, penetrating to a depth of about 0.5 to 0.75 m into the slope, which serves to anchor down the soil mantle and render it resistant to erosion. CRRI took up the task of revising the IRC Guidelines on erosion control (IRC:56) which was formulated in


1974. Presently this task has been completed and IRC Council has approved the revised guidelines prepared by CRRI. This revised guideline highlights the techniques of establishing a vegetative cover on embankment slopes by different methods such as use of organic mulch, readymade turfs of grass, application of jute or coir nettings, etc. In the recent past, considerable research has been carried out in thefieldof‘UseofGeosynthetics’forerosioncontrol.There is also an emerging area of bioengineering techniques, which can be adopted for erosion control byfieldengineers.Theseaspectshavebeenkeptinview while revising these guidelines.


Guidelines on ‘Recommended Practice for Treatment of Embankment and Hill Slopes for Erosion Control.


GTE Division, Central Road Research Institute, New Delhi.Phone: 011-26842612; Fax No. : 011-26845943, 011-26830480e-mail ID: [email protected]

C. R&D ACTIVITY REPORT BY CONSULTANCY FIRMS/CONTRACTORS/CONCESSIONAIRES

1. Evaluating In Situ Performance of Neoweb Novel Polymeric Alloy (NPA) Geocell Reinforcement for Service Roads on Expansive Clay at Govind Dairy Factory, Phaltan

Date of Start and Duration : March 2010 Date of Completion : April 2011

i. Dapatment of Civil Engineering, Indian Institute of Technology Madras, Chennai (R)

ii. PRS- Professional Reinforcement Solution, Israel (S)

iii. Technochem Agencies (I)

iv. Govind Milk & Milk Products Pvt. Ltd. (C)

Special Situations/ Problems faced DuringInvestigations/Constructions

● Subgrade – Restrain expansive clay subgrade and increase bearing capacity, lime treatment and

NPA geocell stiffened the pavement structure.

● Reinforcement – Neoloy@ Neoweb@ cellular confinement system manufactured by PRS was installed in base layer with local morrum infill,whosemoduluswasimprovedbytheNPANeoweb.

● New Concept – evaluates and calibrates the magnitude of the Modulus Improvement factor (MIF); i.e. the increase in modulus of NPA Neoweb reinforced vs. Unreinforced sections.

● Laboratory Limitations – validated modulus improvement by back calculations of static plate load test.

● Field investigations – on site forensic investigation revealed large indigenous boulders under unreinforced section, affecting data collection for unreinforced section.

Methodology /Procedureadopted forsolving theProblems

● Installation – Neoloy based Neoweb geocell was installedinbaselayerofaccessroadandinfilledwith locally available granular material.

● Laboratory Plate Load tests- Test pavement structures over soft clay subgrade with and without Neoweb reinforcement.

● Field plate load tests- Plate load tests at Govid on Neoweb and unreinforced pavements generated pressure settlement data for interpreting layer modulus.

● DatawascalibratedviabackcalculationusingUSDOT Kenpave pavement design program.

● Modulus Improvement Factor- the structure design performance was validated by the mechanistic-empirical design method which utilized the MIF whichwasconfirmedbythefieldtesting

AnyNewMaterials/NewTechnologiesifAdopted

Utilization Potential – Neoweb Neoloy@ provides high tensile strength, rigidity and durability with low polymeric creep&lowcoefficientofthermalexpansion.Neowebconfinementincreasesthemodulusandbearingcapacityof granular materials in structural layers. This enables the use of low quality local and recycled material in the base layer reinforcement for pavements.


New Methodologies –Thelayeredelasticmodeldefinedby thickness, modulus and poisson ratio is applied to evaluate the Neoweb reinforced base layer as compared to an unreinforced layer. Pressure settlement data was generated by plate load tests in laboratory and in-situ. Black calculation method were used to calibrate the Modulus Improvement Factor (MIF).

PerformanceofsuchNewMaterials/Technology

Laboratory test results- modulus of Neoweb layer was nearly 3 times greater than the unreinforced layers.

In-situ Tests

● Visual observation – after 9 months and 1 severe monsoon season, Neoweb pavement section maintained perfect level surface and good riding quality while unreinforced section evidenced severe rutting.

● Plate load tests- average settlement of 3.35mm under 10T load in Neoweb reinforced section.

● AnalysisbyUSDOTKenpaveprogram

Conclusions

● Neoloy Neoweb increases layer strength andstiffness with low quality (low-modulus), low cost infill.

● Field test data supports previous research,calibrates and substantiates Neoweb modulus Improvement Factor (MIF) of 2.75.

AdditionalR&D/Workrequiredinthisarea

Conduct additional laboratory plate load tests with differentinfillmaterialforNeowebcellularconfinementsystem, as well as in situ plate load tests in following years.

Further details can be obtained from

Dr. K.Rajagopal, Department of Civil Engineering, IIT Madras, Chennai-600 036.


III. BRIDGE ENGINEERING

SUMMARY

Under this section, four projects have been reported by CSIR-SERC, Chennai covering topics such as long term performance studies of arch bridges, technologies for structural health monitoring of bridges, vibration studies on bridges and mathematical model for repaired concrete bridges.

Evaluation of performance of bridges is a major task to ensure their safety. It also helps in planning the maintenance scheme of bridges. CSIR-CRRI has reported completion of two projects in which a bridge with distressed pier caps and a bridge with impact damaged longitudinal girders were investigated and suitable repair/strengthening schemes were suggested and implemented.

There are large number of distressed bridges in our country which require inspection, repair and strengthening fortheirefficientmaintenance.AnindigenouslydesignedMobileBridgeInspectionUnit(MBIU)isbeingdesignedand fabricated for bridge inspection by CSIR-CRRI and CSIR-CMERI-CoEFM and the project is partially funded by DST. Also, a Critical Infrastructure Information System in GIS Environment is being developed by CSIR-CRRI, New Delhi for maintenance management of bridges. This consists of development of various modules such as Inventory Module, Inspection Module, and Load Carrying Capacity Module, Maintenance/Rehabilitation/Strengthening Module, Budgeting Module and Advance Decision Support System Module. For the ease of implementation, the road network of Ghaziabad District has been considered.

Corrosion of reinforcement is a major cause of distress in bridges especially located in coastal areas. CSIR-CRRI has undertaken a new Research Scheme (B-42) sponsored by MORTH, under which corrosion susceptibility of steel reinforcement protected with anti-corrosive coatings embedded in ordinary concrete vis-a-vis steel reinforcement without anti-corrosive coating embedded in high performance concrete will be evaluated.

The Creation of Expansion Joint Test Facility at CSIR-CRRI, New Delhi is another on-going Research Scheme (B-34), funded by MORTH.


1. Development of Bridge Maintenance Management System

2. Creation of Complete Range of Independent Testing Facility for Expansion Joints

3. Long Term Performance Monitoring of Arch Bridges

4. Repair and Strengthening of Bridges



1. Long-term Performance Assessment of Masonry Arch Bridges under Dynamic Loading Conditions

Date of Start: January 2010 Date of Completion (Targeted): December 2012

● CSIR-Structural Engineering Research Centre, Chennai (R, I)

● Southern Railways, Chennai (S)

Scope and objectives

Long-term performance assessment of a masonry arch railway bridges underdynamic loading conditions.

Methodology

A masonry stone arch bridge between Tirutani and Nagariwasinstrumentedwithflatjacksforevaluatingtheperformance of the bridge under increased axle loads of freight wagons. Flat jacks were inserted into the arch span at two locations by cutting slots along masonry joints.Aftercuttingtheslot,theflatjackwasinsertedintothe slot and then the slot was grouted fully for ensuring proper contact with the masonry. A pressure sensor was connectedtotheflat jackformeasuringthepressureexerted during testing. Dynamic load test at various speeds of the Loco with bogies was conducted to obtain response of the bridge under dynamic loads. Response of the bridge was also measured due to traction and brakingeffects.Usingtheflatjackstressesduetoliveloads are evaluated. Further, long-term performance evaluationofthebridgeisbeingcarriedoutusingflatjack technique.

Interimconclusions/conclusions/supportingdata

Condit ion assessment of masonry bridges is evaluated.


The outcome of the investigation is useful to evaluate the structural safety of old masonry bridge and also used to design the strengthening/repair measures, if necessary.


Director, CSIR- Structural Engineering Research Centre, Chennai

2. Development of Structural Health Monitoring Schemes for Civil Engineering Infrastructure in India using Smart Sensing Technologies

Date of Start : April 2010 DateofCompletion(Targeted/Actual): March 2013

i. CSIR – Structural Engineering Research Centre (R, I)

ii. Indian Institute of Technology Madras, Chennai (I)

iii. National Program on Micro and Smart Systems, ADA, Bangalore (S)


To formulate and implement a cost effective smart structural monitoring framework for remote and wireless monitoring of the health of civil engineering infrastructure with a special focus on existing railway / highway bridges in India taking advantage of recent developments.

Methodology

● Theworkinvolvesdevelopmentoflowcostremote/ wireless smart structural health monitoring (SHM) strategies for ageing infrastructure especially railway / highway bridges. Further, the applicability of the developed strategy is demonstrated through an on-fieldpilotproject.Guidelinesareproposed tobe prepared for scaling up the bridge monitoring of railway and highway bridges in India, which can be used to develop appropriate strategies for health monitoring of generic railway and highway bridges.

● A comprehensive State-of-the-Art-Report on“Analytical and Experimental Methods for Remote and Conventional Structural Health Monitoring Techniques of Civil Infrastructures” is prepared. The report has ample coverage on some of the recent trends of Structural Health Monitoring (SHM) which include the following aspects:

o Advanced analytical techniques for damage identification including output-onlymodalanalysis techniques

o ConfigurationandArchitectureofMotes

o Sensors and fault diagnosis techniques

o Electro-mechanical impedance based damageidentificationmethodologies

Supporting Data

● Development of novel feature extraction techniques fordamageidentificationofbridges


● Laboratory level demonstration of remote structural health monitoring techniques using IMote2 platform


Development of new devices and systems for structural health monitoring.


“Analytical and Experimental Methods for Remote and Conventional Structural Health Monitoring Techniques of Civil Infrastructures”, State-of-the-Art Report on Grant-in-Aid Project GAP 4341, CSIR-SERC, December 2010


Director, CSIR – Structural Engineering Research Centre, Chennai.

3. Study on Corrosion Susceptibility of Steel Reinforcement Protected with Anti-Corrosive Coatings / Special Treatments on Ordinary and High Performance Concrete

Date of Start: June 2010 Date of Completion (Targeted): May 2015

i. CSIR- Central Road Research Institute, New Delhi (R, I)

ii. Ministry of Road Transport & Highways, New Delhi ( S)


The objective of the project is to compare the corrosion susceptibility of steel reinforcing bars, protected with anti-corrosive coatings / special treatments, and embedded in ordinary concrete vis-à-vis the un-coated steel reinforcing bar embedded in high performance concrete. Two grades of concrete viz. M 35 and M 40 shall be used. The commercially available anti-corrosive coatings / special treatments for steel reinforcing bars shall be tested. HPC shall be made using fly ash, silica fume or ggbfs, or a suitable combination. The mechanical properties of the plain concrete specimen and, the corrosion potential, corrosion current, chloride penetration, chloride permeability of the rebar embedded concretespecimenshalltested.Theflexuralbehaviourof RCC beams, reinforced with the chosen reinforcement bars shall also be tested.

Present Status & Progress

The inception report, and the State-of-the-Art-Report have been prepared. Beam moulds have been

fabricated and the reinforcement cages are under fabrication at the time of reporting.


State-of-the-Art-Report entitled “Study of Corrosion Susceptibility of Steel Reinforcement Protected with Anti-Corrosive Coating/ Special Treatment in Ordinary and High Performance Concrete, Report No. CRRI/ BAS/B-42/2011/1, March 2011.


Director, CSIR-CRRI, Delhi-Mathura Road, New Delhi –110 025.

Phone: 011-26832173, 26831760, Fax: 011-26845943, 26830480e-mail: [email protected]


1. Mathematical Modeling for Repaired Concrete Structures

Date of start : October 2008 Date of completion: October 2011

CSIR-Structural Engineering Research Centre, Chennai (R,I)

Present Status

Status : On-goingYear of Last report : 2010

Progress

Experimental investigation has been conducted for two simply supported RC beams of span 3.74 m (section size: 150 mm x 275 mm) strengthened by external prestressing using single draped tendons, as follows:

Phase-I: Inducing cracks in the RC member by subjecting two-point load such that the strain in untensioned steel is 80 percent of the yield strain, and removal of load.

Phase-II: Strengthening by external prestressing while the member is subjected to UDL (by loading sand bags) to simulate the dead weight of a bridge girder.

Phase III: Load testing of the strengthened member to study the post-strengthening flexural behavior tillfailure.



● Flexuralloadcarryingcapacityofthestrengthenedmembers were increased by 41percent when compare to the calculated ultimate load capacity of the RC member.

● Compression received due to the externalprestressing (maximum of 0.64 fpu) has shifted the neutral axis in the strengthened members and increasedtheflexuralcapacity.

● Usingexternalprestressing the inducedcrackscould be closed.

● Strengthenedmembers failedwhen concretecrushing occur in the extreme compressive fiber.


The conclusions are applicable only for the cracked RC Beams strengthened by external prestressing with single draped steel tendons, in which limitation of the crack is such that the untensioned steel is not yielded.

Recommendations for further work (if completed)

Investigations are still going.


Manisekar, R., Sivakumar, P., Lakshmikandhan K.N. and Ravichandran, R., (2010) “Strengthening of Concrete Beams by External Prestressing-Various issues”, Proceedings of the Seventh Structural Engineering Convention (SEC-2010), Annamalai University, Annamalainagar, 8-10 December 2010, pp.814-823.


Director, CSIR-Structural Engineering Research Centre, Chennai.

2. Studies on Vibration Characteristics for Damage Identification

Date of Start : April 2009 Date of completion (Targeted) : March 2012

CSIR-Structural Engineering Research Centre, Chennai (R,I)


Status: On-going


Progress

Forced vibration testing of reinforced concrete beam of 3.3 m overall length withcross section of 0.3 m x 0.3 m was carried out using the electro-dynamic shaker and impacthammer towardsdamage identificationbasedon system parameters. Vibration testing was also performed at different levels of damage that was induced by static loading. Dynamic characteristics (frequencies and mode shapes) were calculated based on measured vibration data.

Analytical and experimental studies were also carried out on a reinforced concrete (RC) slab strip towards identificationofdamageusingvibrationcharacteristics.The dimensions of the slab strip are 3.3 m long, 0.1 m deep and 0.5 m wide. Experimental studies were carried out on the slab strip by applying incremental static load. Thefirstcrackwasobservedat7.9kN.Thesubsequentcracks were observed at 10 kN. The yielding of the reinforcement occurred at 16.2 kN. Further, to study the changes in vibration responses at various damage levels, vibration testing was conducted at different damage levels.

Transient dynamic analysis of reinforced concrete slab strip was also carried out at selected damage levels, i.e., initial cracking, yielding of steel, failure of the concrete element in order to study the variation in vibration responses with damage. The stiffness matrix corresponding to selected damage level was used for transient dynamic analysis. Displacement and acceleration time histories were obtained corresponding to each damage level including undamaged case. The frequencies obtained from the power spectral plots clearly indicated decrease in frequencies with the progression of damage. Steep decrease with increase in damage level was observed in frequencies of higher modes. It was also observed that the amplitudes increase with increase in the level of damage/cracking. Further studies are being carried out to study the effect of damage on nonlinearity in vibration responses of reinforced concrete structural elements.


A significant shift in natural frequency of reinforcedconcrete beam at different levels of damage was observed. Shift in frequencies of different modes during different levels of damagewas also quantified.The


frequencies corresponding to undamaged, first crackand yielding of reinforcement cases are found to be 52.34 Hz, 45.16 Hz, 36.25 Hz, respectively.


1. V. Srinivas and K. Ramanjaneyulu, “ArtificialNeural Networks for Structural Damage Detection using Modal Data”, Journal of the Institution of Engineers (India), Vol 91, May 2010, pp.3-9.

2. V.Srinivas, K., Ramanjaneyulu and Antony Jeyasehar “Multi-Stage Approach for Structural DamageIdentificationusingModalStrainEnergyand Evolutionary Optimization Techniques”, International Journal of Structural Health Monitoring, 10(2), 2011, 219–230.

3. V. Srinivas, Saptarshi Sasmal, K. Ramanjaneyulu and Nagesh R.Iyer, “Vibration Testing of a Concrete Bridge for Evaluation of Modal Characteristics”, Jl of The Bridge & Structural Engineer, Vol 39, No.3, September 2010.

4. V. Srinivas, C. Antony Jeyasehar, Saptarshi Sasmal and K. Ramanjaneyulu “Modal Characteristics Based Computational Approaches for Structural Damage Identification”, Proc. of Structural Engineering Convention -2010 (SEC2010), 8-10 December 2010, Annamalai University, Tamilnadu, Vol II, pp. 709-720.

5. V. S r i n i v a s , K . R a m a n j a n e y u l u a n d C. Antony Jeyasehar “A Combined Evolutionary Optimization and Modal Strain Energy Approach forDamageIdentificationinStructures”,Proc.of International Conference on Theoretical, Applied, Computational and Experimental Mechanics (ICTACEM 2010), December 27-29, 2010, IIT Kharagpur, India.

6. M. Kishor Kumar, V.Srinivas, P. Eswaramoorthi, K. Ramanjaneyulu, Non-Linear Numerical Investigations of Reinforced Concrete Beam towardsDamageIdentification,Proc.ofNationalConference on Innovations in Civil Engineering-NCIEC’11, 26th March 2011, Erode, Tamilnadu, pp. 31-43.

Further information/copy of report be obtainedfrom

The Journal Papers and Conference Proceedings are in Public Domain.

3. Development of a Critical Infrastructure Information System in GIS Environment for Maintenance of Bridges on National and State Highways

Date of start : February 2005 Date of completion : March 2012

i. CSIR- Central Road Research Institute, New Delhi (R.I)

ii. Department of Science and Technology, New Delhi (S)


On-going

The following work has been completed:

● CollectionofdatafrombridgeAuthority

● Procurementofsatellitedata

● PreparationofabasemapforGhaziabaddistrictand other features from topographical maps and satellite data.

● GenerationofexistingroadnetworkforNHandSH

● GenerationofBridgeinventory

● PreparationofThematicBaseMapsofthearea

● Upgradation of GIS Database and spatialanalysis

● Development of bridge /culvert inventorymodule

● Development of culvert and bridge inspectionmodule

● DevelopmentofLoadcarryingcapacitymodule

● Development ofMethodologies&Algorithm –Repair & Strengthening module

● Development ofMethodologies &Algorithm -Budgeting module

● Criteria for prioritization of maintenance ofbridges

The following work is in progress:

● Development of user friendly andwebenablesoftware in .NET environment and database in SQL and report generation using CRYSTAL software

Significance/UtilizationPotential:

The software being developed could be effectively used as Bridge Maintenance Management System in


GIS environment, which is very much required for our Country.

Recommendationsforfurtherwork/furtherproposedwork

● Integration of all themodules by advanceddecision support system

● Preparationoffinalreport


● Rajeev Goel, R.K. Garg, P. Lakshmy andRam Kumar (2010), "Assessment of Residual Life of Existing RCC Bridges", Proceedings of Joint IABSE-fibConference onCODES INSTRUCTURAL ENGINEERING - "Developments and Needs for International Practice", Cavtat, Dubrovnik-Neretva County, Croatia, May 3-5, 2010, pp.1209-1216.

● "Development of a Critical InfrastructureInformation System in GIS Environment for Maintenance of Bridge", Report No. CRRI/BAS/GAP-4456/2010/11 July 2010.


The Director, Central Road Research Institute, Mathura Road, New Delhi 110 025.Phone: 011-26832173, 26831760, Fax: 011-26845943, 26830480, e-mail: [email protected]

4. Development of One Prototype of the Bridge Inspection Unit

Date of Start : April 2008 Date of Completion (Targeted) : June 2012

i. CSIR- Central Road Research Institute, New Delhi (R,I)

ii. Department of Science & Technology, New Delhi (S)


Status : On-goingYear of Last Report : 2010

Progress

To facilitate the proper inspection of the bridge a truck mounted device called the Mobile Bridge Inspection Unit (MBIU) was planned to develop indigenously. The MBIU is a mechanical device mounted on a truck

which is being developed jointly by CSIR-CRRI and (CSIR-CMERI-CoEFM, Ludhiana (erstwhile MERADO renamed as Centre of Excellence for Farm Machinery) with partial grants from DST. The objective of this project on the MBIU is to design and fabricate indigenously a mobile bridge inspection unit.

The major activities involved in the development of the MBIU are

(a) Design of the structural frame and joints

(b) fabrication of the frame and the joints

(c) Procurementofatruckandthemodificationofitsthesuspensionsystem,fixingofadditionalaxlesandmodificationofchassis

(d) Construction of the test platform along with ramp (mimicking the bridge) for testing of various componentsoveritbeforefittingonthetruck

(e) Fitting of the frames on the truck

(f) Development and installation of the control system, to integrate the operations of various components of MBIU

(g) Testing and Demonstration of the functions of the MBIU.

Regarding the present progress/ status of the project, the activities (a) and (b) have been completed. Regarding the activity (c) a Tata truck with BSIII compliance has been procured. The vehicle has been temporarily registered in the name of CRRI. The suspension system hasbeenfittedatPuneandthetruckhasbeenbroughtback to COEFM, Ludhiana. The strengthening of the existing chassis of the truck is under progress. The activity (d) is in progress. Under the activity (e) the frame and the joints have been tested individually for their intended functionality at the raised test platform.

Significance/UtilizationPotential:

The Mobile Bridge Inspection Unit being fabricated indigenously could help in visual inspection of in accessible parts of the bridge with ease. The technology could be used in the fabrication of more number of less expensive MBIU’s, which are very much required in our country.


Applicable for 2-3 lane bridges only.


Interim reports



Director, Central Road Research Institute, Delhi- Mathura Road, New Delhi 110 025Phone: 011-26832173, 26831760, Fax: 011-26845943, 26830480, e-mail: [email protected]

5. Creation of Complete Range on Independent Testing Facilities for Expansion Joints at Central Road Research Institute (CRRI) (B-34 Research Scheme)

Date of Start : June 2005 Target Date of Completion : March 2012

i. CSIR-Central Road Research Institute, New Delhi (R, I)

ii. Ministry of Road Transport and Highways (S)

Scope and objective

To create an independent testing facility for expansion

joints consisting of the following:

● Opening movement vibration (OMV) test/cyclic motion test.

● Fatigue test on expansion joints assemblies

● Debris expulsion / Pull out test

● Ponding test

● Upgradation of the existing Shimadzu universal testing machine (UTM)

● To set up test for the chemical composition of steel and neoprene seal


On-Going

FurtherFinding/Conclusions/SupportingData

During the reporting period the following test facilities have been created:

Further the testing system requirements to conduct the (a) cyclic motion test, (b)debris expulsion test, (c) pull out test (d) OMV test (e) fatigue test and (f) seal push outtestofexpansionjointshavebeenfinalized.

Significance/UtilizationPotential

The facility being could be used to evaluate the raw materials used in expansion joints/ bearings well as for testing of different types of expansion joint assemblies as stated in IRC: SP:69.

Sr. No.

Type of Material Type of Property of Evaluate Testing Standard

A. Chloroprene Seal Hardness•

Tensile Strength•

Elongation of Fracture•

Tear Propagation Strength•

Shock Elasticity•

Abrasion•

Residual Compression Strain•

Ageing in hot air•

Swelling behaviour in oil•

Cold Hardness point•

Adhesion Strength•

ASTM D2240

ASTM D412

ASTM D412

ASTM D624C

ASTM D7121

ASTM D5963

ASTM D395

ASTM D573-04

DIN 53521

ASTM D1043

IS :3400 (Pt-14)

B. Edge Beam (Steel)

Mechanical Properties•

Thickness of Paint Coating•

Inspection of Weld joints•

IS:1499/IS:1608

-

LPT



Director, Central Road Research Institute, Delhi -Mathura Road,New Delhi- 110 025.Phone : 011-26832173, 26831760, Fax : 011-26845943, 26830480e-mail : [email protected]

6. Rehabilitation of Sultanpuri Bridge at RD 21260 m on Supplementary Drain, Delhi

Date of Start : March 2010 Date of Completion (Actual) : June 2010

i. CSIR- Central Road Research Institute, New Delhi (R, I)

ii. Irrigation & Flood Control Department, New Delhi (S)


To carry out visual inspection of superstructure and pier caps of four spans of the bridge and determination of in-situ concrete strength of superstructure and substructure (deck slab, longitudinal girders, diaphragms, pier and pier cap) through non-destructive tests. To suggest suitable rehabilitation measures for the pier caps and for other components (if required).

Methodology

Conducted non-destructive investigations such as Schmidt Rebound Hammer test for estimating the compressive strength of concrete, Ultrasonic Pulse Velocity test to find out the uniformity of concrete and strength of concrete and chloride content on four spans.


Based on the investigation, rehabilitation measures have been suggested for the pier caps and other components. The existing elastomeric bearings need to be replaced with new elastomeric bearings of the same dimensions. The expansion joints are also needs repair or to be replaced with strip seal type expansion joints.


Technical Report entitled “Rehabilitation of Sultanpuri Bridge at RD 21260 m on Supplementary Drain, Delhi Report No. RRI/QSP/BAS/CNP-1652.


Director, CSIR-CRRI, Delhi-Mathura Road, New Delhi-110 025Phone : 011-26832173, 26831760, Fax : 011-26845943, 26830480, e-mail : [email protected]

7. Strengthening Measures for Kalimati Bridge, Jamshedpur

Date of Start : December 2009 Date of Completion (Actual) : March 2011

i. CSIR- Central Road Research Institute, New Delhi (R,I)

ii. TISCO, Jamshedpur (S)


To suggest the strengthening measures of impact damaged bridge based on NDT.

Methodology

The visual inspection of the 45 year old, 4-span, RCC T-girder road over bridge at 30º skew at Kalimati road, Jamshedpur was carried out to quantify the type and extent of damage occurred to the longitudinal and cross-girder near the central pier. During the visual inspection it was noticed that the bridge was gunited sometimes back, prior to the impact damage. Subsequently, the non-destructive investigations of the distressed spans of the bridge were carried out by conducting the Schmidt Rebound Hammer test, Ultrasonic Pulse Velocity test, Core test, Rebar Locator Test and Carbonation test.


Based on the results of the study it was concluded that no major damage to the bridge has occurred due to the collision of the vehicle with the bridge deck and the damaged portion is repairable. The scheme for repair of the damaged portion of the bridge was suggested.


Strengthening measures for Kalimati Road Bridge, Jamshedpur, TATA Steel Limited, Jamshedpur, Report No. CRRI/BAS/CNP-1665.


Director, CSIR-CRRI, Delhi-Mathura Road, New Delhi-110 025


8. Assessment of Load Carrying Capacity of a Bridge at Koteshwar HE Project, Uttarakhand

Date of Start : December 2011 Date of Completion (Actual) : January 2011

i. CSIR-Central Road Research Institute, New Delhi (R,I)

ii. THDC Ind ia L im i t ed , R i sh i kesh , Uttarakhand (S)


To assess the load carrying capacity of an existing Bailey Bridge through load testing.

Methodology

Prior to load testing of bridges, steel samples were collected and tested for properties. The bridge was modeled and analysed using RM-2006 software for IRC 30R tracked and wheeled loading to obtain the load effects. Subsequently, load testing of the bridge

was carried out for placing the load symmetrically and asymmetrically and deflectionwasmeasured duringloading and unloading. Temperature corrections were appliedtothemeasureddeflections.


Based on the results of load testing, theoretical analysis, conclusions were drawn on the ability of superstructure to withstand the IRC 30R loading.


Technical Report entitled “Assessment of Load Carrying Capacity of Bailey Bridge, Koteshwar Hydroelectric Project, Uttarakhand”, Report No. CRRI/QSP/BAS/CNP-1712, January 2011.


Director, CSIR-CRRI, Delhi-Mathura Road, New Delhi-110 025.Phone : 011-26832173, 26831760, Fax : 011-26845943, 26830480 e-mail : [email protected]

82 General report on

IV. TRAFFIC & TRANSPORTATION

1. PLANNING & MANAGEMENT

SUMMARY

Research/Consultancy works reported in the area of Traffic & Transportation-Planning & Management on comprehensive traffic and transportation studies of various cities, feasibility studies for cities and airport links. Traffic circulation plans, master plan of expressways network in India, travel time related performance measures and GIS applications in transportation sector are reported.

Out of total 31 studies reported, 11 studies were on comprehensive traffic and transportation studies of various cities further focusing on airport links, feasibility studies for cities. 7 Projects completed on investigation on various aspects of Traffic circulation and management plan at intersections, feasibility of RUB and Master plan of national highway network of Expressways in India and one on Evaluation Study on Use of On-Site Visualization Method for Monitoring of Safety Management at Construction Site . 12 on-going projects include studies on comprehensive traffic and transportation studies, in addition to this, feasibility study of various public transport systems such as Metro, airport connectivity and computerized Inventory of Roads, Travel Time Related Performance Measures, Application of Geographical Information System (GIS) in Traffic Congestion Management and Development of GIS Based National Highway Information System.


1. Traffic Management, Traffic Flow and Transportation Planning

2. Feasibility Studies for Various Studies and Airport Connectivity

3. Simulation Studies for Capacity Analysis Under Heterogeneous Traffic Conditions

4. Road User Cost Models for High Speed Multi Lane Corridors.

5. Travel Time Related Performance Measures

6. Application of GIS in Transportation Sector



1. Preparation of Computerized Inventory of Roads for Peravoor and Kuthuparamba Block Panchayaths in Kannur District

Date of Start: April 2010 Date of Completion (Targeted /Actual):

March 2011

National Transportation Planning and Research Centre (NATPAC) (R)


The scope of the study is limited to rural roads coming under the rural local bodies comprising of Grama Panchayaths, Block Panchayaths and District Panchayath. Within the scope, the objectives of the study are:

• Identification of all sub settlements (wards) within each Grama Panchayath in the study area;

• Listing of all roads passing through the settlements (all categories);

• Inventory of Grama Panchayath roads (roads having a minimum width of six meters that can be developed to motorable standards and a minimum length of 500 m), and

• Preparation of digitized road maps with supporting data for each Grama Panchayath using the GIS format.

Methodology

• Settlement level data-sub settlement (within each Panchayath) identification, road availability, location of facilities

• Road level data-connecting settlements, population benefited, facilities along the road

• Road inventory-length, width, surface type, settlements connected

• Road mapping-base maps(cadastral) provided by the Kerala State Land Use Board were further modified by Digitizing, Mosaicing, Geo-referencing, Scaling using GIS format and development of attribute tables

Interim Conclusions/ Conclusions/ Supporting Data

• Assessment of settlement level connectivity

• Total settlements

• Connected/unconnected

• Road length requ i red for connect iv i ty improvements

Significance /Utilisation Potential

Development of an authentic spatial data base on Grama Panchayath roads together with supporting information required for the development of plan documents and rural road management system in GIS platform.

Limitations of Conclusions/ Recommendations for further work /further proposed work

Updated road details along with settlement level data can be used for the preparation of Road Development Plan required for PMGSY, Bharath Nirman or NABARD funded road development schemes.

Reports/ Publications

Preparation of Computerized Inventory of Roads for Peravoor and Kuthuparamba Block Panchayaths in Kannur District.

Further information/ Copy of report can be obtained from

The Director, National Transportation Planning and Research Centre, Sasthra Bhavan, Pattom Palace P. O., Thiruvananthapuram- 695 004.

2. Integrated Development of Transport Infrastructure for an emerging Town – Kottarakkara Gramapanchayath in Kollam

Date of Start: April 2010 Date of Completion (Targeted /Actual):

March 2011

National Transportation Planning and Research Centre (NATPAC) R


The scope of the study was to understand the existing transport infrastructure facilities available in the Kottarakkara Panchayath and to suggest and formulate strategies for improving the mobility within the region.

Methodology

● Discussion with Local Administration

● Inventory of Roads/other transport infrastructure facilities


● Traffic Surveys

o Traffic Volume – Midblock and Intersection

o Speed and Delay

o Parking Survey

o Pedestrian Volume

● Data Analysis


The present status of various transport infrastructure facilities in the study area was assessed. The traffic demand on the existing system was quantified.

Significance /Utilization Potential

The data obtained will be used for assessing the need for new infrastructure facilities required to be developed in the town taking into account its future developments also.

Limitations of Conclusions/ Recommendations for further work /further proposed work

Scope for developing bypass/ring road for the town to be assessed and the alignment for the same to be identified.


"Integrated Development of Transport Infrastructure for an emerging Town – Kottarakkara Gramapanchayath in Kollam".

Further information/ copy of report can be obtained from

The Director, National Transportation Planning and Research Centre, Sasthra Bhavan, Pattom Palace P. O., Thiruvananthapuram- 695 004.

3. Traffic and Transportation Studies for 23 Towns in Kerala State

Date of Start : 20 April 2010 Date of Completion : 25 March 2011

i. National Transportation Planning and Research Centre (NATPAC) (R)

ii. Department of Town and Country Planning, Government of Kerala (S)


• To assess the existing condition of road network and transportation issues of selected towns in Kerala State

• To study the traffic volume on selected roads and to assess the deficiencies of the road system

• To analyse the origin-destination characteristics of traffic passing through the town and to estimate the extent of by- passable traffic

• To estimate the traffic demand for the horizon year and formulate a suitable transportation development plan for the selected towns

Methodology

The study was carried out in 23 small and medium sized towns in Kerala State, where Preparation of Development Plan for next 20 years is in progress. The lists of towns identified for the study are given below:

● Large Towns (Population above one lakh) (7 No. of Towns)

Thiruvananthapuram, Kozhikode ,Kollam, Thrissur town, Alappuzha, Palakkad, Kottayam

● MediumTowns (Population between 50,000&one lakh) (6 No. of Towns)

Vadakara, Neyyattinkkara, Kayamkulam, Kannur, Malappuram, Kasaragod

● Small Towns (Population below 50,000) (10No.ofTowns)

Thodupuzha, Pathanamthitta, Kothamangalam, Angama ly, Nor th Paravoor, Ka lpe t ta , Moovattupuzha, Adoor, Aluva and Idukk

The tasks undertaken include:

• Design and conduct of primary surveys covering road inventory, volume count, O-D survey, screen line counts, goods transport, parking, speed and delay and collection of data pertaining to rail, water and air transport services in the study town;

• Analysis of data to prepare a base line data report of the town, and identification of deficiencies in road network and major travel corridors;

• Estimation of traffic and transport demand for horizon year; and Preparation of short-term and long-term traffic and transportation development proposals for the selected towns.


Analysis of data : The data collected from the field studies were analyzed using appropriate computer software. From the analysis, the base year travel characteristics of the study area were obtained namely:

• Deficiencies in existing transportation system.

• Capacity of major roads, and intersections.

• Parking demand and supply.

• Pedestrian demand.

• Inter-city passenger movement and freight transportation.

• Inter-city vehicular traffic.

Forecasting of travel demand : transportation plans are long range and involve planning for future target year. The usual horizon period of transportation plan varies from 15 to 25 years into the future. Provision of facilities such as widening of roads, transport terminals, restructuring of the public transport system and development of off-street parking-lots will come under this category. Therefore, the facilities are designed to meet the travel demand for the anticipated future year. Future transportation demand is tied up with the future land use, economic activities, future population and employment data. For forecasting of future travel demand, a horizon year of 2030 was considered and accordingly future levels of traffic on the road system were estimated. Growth rate method was used to project the traffic demand for various horizon years.

Preparationof trafficand transportation improvementproposals : To meet the base year and projected demand for various horizon years, a long term transportation development plan was formulated for each of the identified towns. The proposals include: planning of future transport system and network improvements such as developing parallel roads, missing links, bypasses for inter-city movement, grade-separated pedestrian facilities across busy roads, flyovers at major intersections, over bridges/underpasses and development of integrated bus terminals. These proposals would become an integral part of the Master Plan being finalized for the selected urban centres.

Conclusions and Significance/Utilization potential

Based on detailed studies, base line data pertaining to traffic and transportation system has been prepared for all 23 towns. The base line data contains an evaluation of existing transport network in the study area, volume and capacity ratio and utilization of major roads, parking demand, pedestrian traffic, intersection studies, inter-city

passenger and goods traffic movement. Projection of traffic on major roads has been carried out for various horizon years considering the growth potentials of the study area. Based on traffic projection, a long term development plan and transport network plan has been prepared covering all modes of transport namely: road, rail, and water transport. The data base and the long term transport development plan contained in this report would be useful to the Town and Country Planning Department for finalization of Development Plan for the towns.


The Reports are completed and available for reference in NATPAC.

Further information/copy of report can be had from

Director, National Transportation Planning and Research Centre, Sasthra Bhavan, Pattom Palace P. O., Thiruvananthapuram- 695 004.

4. TrafficandTransportationStudiesforCochin–Coimbatore, Industrial Corridor in Kerala and Tamil Nadu States

Date of start : January 2011 Date of completion : April 2011

i. National Transportation Planning and Research Centre (NATPAC) (R)

ii. Infrastructure Kerala Limited (S)


• To assess the traffic potentials for developing the identified corridor for industrial development;

• To study the traffic pattern and characteristics of goods vehicles passing through the study area;

• To project the passenger and freight traffic for the next 20 years; and

• To suggest transport infrastructure requirements for the study region.

Methodology

The following tasks were performed:

• Collection of socio economic data for the study area and time -series traffic data

• Traffic surveys and analysis

• Traffic demand estimation

• Preparation of project report


The study was confined to the transportation corridor between Cochin and Coimbatore (193 km long) with a band width of 50 km on either side of the existing arterials road corridors.Collection of Secondary data pertaining to the socio-economic profile of the study area was collected from census publications. Past traffic volume data were obtained from study reports prepared by NATPAC and other organizations during the last ten years. Classified traffic volume counts were carried out at important locations on the Cochin-Coimbatore industrial corridor. The survey was carried out continuously for a period of three days at three locations and for one day at two locations. Origin-destination survey was carried out continuously for a period of 24 hours at five locations where volume count survey was conducted.

Analysis of data: The data compiled from the field were analyzed to arrive at the base year traffic of the study area and prediction of future traffic scenario. The following parameters were used to assess the base year traffic scenario:

● Average Annual Daily Traffic (AADT) along the study corridor

● Pattern of passenger traffic and freight movement

Volume count data collected from the selected locations were analyzed to estimate the daily traffic volume and converted into Passenger Car Units (PCU) using conversion factors suggested by IRC. Daily traffic volume was then converted into Average Daily Traffic (ADT) using conversion factors obtained from past traffic data. This was done to account for weekly variations in traffic volume. Average Daily Traffic Volume (ADT) estimated above was converted into Average Annual Daily Traffic (AADT) to account for seasonal variations in traffic volume. Past traffic data were used for obtaining the conversion factors.Origin-destination details of passenger and goods traffic passing through the survey points on the Cochin Coimbatore industrial corridor were analyzed to obtain the pattern of movements taking place among various regions. For this purpose, the study region was divided into a number of zones so as to identify the traffic generating and attracting points.

Future traffic scenario: Future traffic scenario of the study region was evolved by considering various traffic flow likely to pass through the corridor and projecting the same for various horizon years. Three types of traffic flows were considered for the purpose of traffic projection. They were;

● Existing traffic volume passing through the study region

● Traffic flow generated due to the impact of proposed infrastructure in the study region

● Traffic flow generated and induced to the existing travel corridors due to the proposed improvements in the road network.

● Existingtrafficvolume: Growth rate method was used to project the base year traffic volume for various horizon years. In this way, future traffic flow arising out of growth in vehicle population, socio-economic and industrial development was accounted for. Two different methods were adopted to estimate the growth rates. By comparing the growth rates obtained from both methods, realistic growth rate for passenger and goods vehicles were adopted for various horizon periods.

o ADB method: This is a method employed by Asian Development Bank for their highway projects. In the case of passenger vehicles, the growth rates are obtained based on the parameters of annual population growth rate and per capita income growth of Kerala State. In the case of goods vehicles, the growth rates are calculated by taking the weighted average of the growth of industrial and agricultural sectors of the States of Kerala, Karnataka and Tamil Nadu.

o Trafficgrowthmethod: Under this method, data pertaining to past traffic volume were obtained from earlier studies carried out in the study region.

● Generatedtrafficduetoinfrastructuredevelopment: This component of traffic pertains to the additional demand arising out of infrastructure development proposed for the study region. To assess the extent of such traffic, a three stage method was used.

o In the first stage, additional income generated in the region due to the investment on infrastructure development was quantified. The concepts of marginal propensity to consume and investment multiplier were used for quantification of additional income generated.

o In the second stage, income elasticity of traffic demand was estimated from time series data available on gross state domestic product and vehicle population for the study region.


o The third stage involved the estimation of projected vehicle population in response to the additional income generated in the region. The data were then used to arrive at the proportion of generated traffic.

From the three stage procedure adopted, generated traffic arising out of infrastructure development was derived for both passenger and goods traffic demand.

● Generatedandinducedtraffic: Generated traffic reflects the economic “law of demand’, which states that consumption of a good increases as its price declines. Induced traffic is defined as the additional traffic that has been induced by the project through mode changes, destination changes, trip re-timing, trip frequency changes or new trips associated with different land uses.

In the present study, Variable Trip Matrix (VTM) method is used to model Generated and Induced Traffic. In this VTM method, an elasticity approach, where all responses are subsumed into a single elasticity, is used to estimate the Generated and Induced Traffic. The basic model used for estimating the Generated and Induced Traffic is based on elasticity of demand for travel in response to reduction in generalized cost.

Significance/ Utilization Potential

NATPAC carried out traffic volume counts and origin destination surveys at five travel corridors on the Cochin Coimbatore Industrial corridor. Based on the analysis of data compiled from the surveys, the existing traffic scenario was assessed in terms of volume of traffic plying on the travel corridors and pattern of passenger and goods traffic passing through the Industrial corridor. From the base year traffic scenario assessed from detailed traffic surveys, the volume of passenger and goods traffic likely to ply through Cochin-Coimbatore industrial corridor for the horizon year of 2030 have been estimated. The data inputs provided in the report would help in assessing the infrastructure requirement of the study area especially in the transportation sector.


Final Report

Further information/Copy of report can be had from

Director, National Transportation Planning and Research Centre, Sasthra Bhavan, Pattom Palace P. O., Thiruvananthapuram- 695 004

5. Evaluation of Predictive Accuracy of Urban Transport Studies in Selected Towns of Kerala

Date of Start : 01 April 2011 Date of completion : 31 March 2012



The scope of the study is confined to Urban Transportation studies conducted between 2000 and 2010. Scheme-specific studies such as parking / intersection designs, inter-urban highway studies, rural road studies, traffic management schemes etc are excluded from the study.

The objectives of the study are as given below:

● To undertake cross-sectional analysis of socio-economic variables, vehicle ownership, travel budget and traffic flow pattern of selected towns;

● To evaluate the predictive accuracy of selected variables by comparing the study forecasts with the actual / observed data in selected towns;

● To critically examine the assumptions made in forecasts and cause-effect of the same in predictive accuracy of travel demand estimation;

● To identify the commonalities in transportation issues, traffic problems and remedial actions suggested thereof; and

● To prepare general guidelines for realistic projection of input variables that have influence traffic demand forecasting.

Methodology

NATPAC has carried out Traffic and Transportation studies for more than 30 towns in Kerala during the last 10 years. There is a wealth of information and data-base available in NATPAC. As a part of these studies, socio-economic characteristics, travel data and traffic flow pattern were collected. Data-base on population projections, growth of vehicles, trip rate, traffic volume, parking demand, public transport demand on different corridors are available for different time periods. It is proposed to analysis the temporal variation and predictive accuracy of the identified variables for towns of different sizes in Kerala.


Conclusions

Available data from urban transport studies will be utilized to assess the accuracy of various parameters by comparing the study of forecasts with the actual changes that have taken place. A cross-sectional analysis of changes in planning variables like population growth, vehicle ownership, trip rate, travel budget, modal split, public transport demand, traffic flow pattern etc. will be undertaken. The assumptions made in various studies will also be critically examined.

Significance / Utilization Potential

Based on the evaluation of predictive accuracy of selected parameters, a general guide line will be prepared for the benefit of Urban Planners and Transportation Researchers.



6. A Study of Para Transit Services for Selected Cities in Kerala

Date of Start : April 2009 Date of Completion : March 2011


Scope and Objectives of the Study

● To identify and study the characteristics of Paratransit modes;

● To analyses and study various current issues regarding paratransit like, Organizational set-up, policy and planning, impact on employment, co-ordination and competition, cost of service etc;

● To develop models to estimate the demand of paratransit; and

● To study the behaviour, characteristics and problem of paratransit drivers.

Methodology

NATPAC has collected data on paratransit modes for few cities in Kerala. The data and other information available in these reports/ and published material was collected. A primary surveys to understand the problems of drivers were also conducted.

By using time series, data demands for paratransit modes for cities in Kerala are estimated. Along with traffic demand estimation, a comparative analysis of paratransit modes has been undertaken. Suitable models to estimate the optimum number of different types of paratransit modes is developed and used.

Interim Conclusion/Conclusions/Supporting Data

Paratransit modes in urban areas occupy an important place. These modes have many distinguishing characteristics, like, low carrying capacity, low speed, high cost, and low fuel efficiency, more dependable and easily available. Due to many advantages the paratransit modes offer commuter, these have grown quick fast. However, as the city size increases mass transit tends to carry proportionately more passengers.

The study has proposed two models to estimate the demand for paratransit modes. For this purpose, a concept of Capacity Equivalent Auto Rickshaw (CEAR) has been introduced. The CEAR has been defined as the weighted average of various paratransit modes, weights being the service capability of these modes. The computation of CEAR may be of great value when the combined demand of all paratransit modes is to be estimated.

The second model tries to estimate the population size ‘p’ which can be satisfactorily served by one vehicle of mode ‘m’. This is achieved by first estimating the traffic demand of population ‘p’ for mode ‘m’ and then equating it with the estimated service capability of one vehicle of mode ‘m’. Once the value of ‘p’ is known, the total demand for mode ‘m’ can be calculated just by dividing the total population of the city by (p).

Significance/Utilisation Potential

Models developed can be used as a tool for obtaining the optimum demand for various paratransit modes on other places where similar transportation scenario is found.


A Study of Paratransit Services for Selected Cities in Kerala

Further information/copy of report can be obtained from



7. Design of Rotary at Englishia Intersection

Date of Start : 11 Nov. 2010 Date of Completion : 28 Dec. 2010

CSIR- Central Road Research Institute, New Delhi (R)


● To design the rotary on old G.T. Road at the Englishia Line Intersection and

● To design the access points around the intersection and to suggest measures to relieve congestion. The scope is limited to design of Rotary at English intersection based on intersection traffic volume survey conducted by CRRI and Topographical map supplied by UPPWD.

Methodology

The physical survey plan supplied by UPPWD for the study section has been critically examined to ascertain the appropriateness of the intersection details on the ground including location of utilities and structures. Classified Turning Volume Count was conducted for 14 hour period (from 07:00 A.M. to 09:00 P.M.) at Englishia intersection. Further, 24-hour classified mid-block traffic volume count survey near Varanasi Cantonment railway station was also conducted to understand the pattern of traffic volume during the night hours on the G.T. Road. The traffic data was analyzed for effecting geometric improvements to the Englishia intersection. Based on the observed traffic flows the intersection design has been recommended keeping in mind the available ROW.

Conclusions/Supporting Data Provision of Rotary at Englishia Intersection

As the maximum traffic interaction is between Mughal Sarai and BHU bound approaches, a roundabout of (15 m radius) coupled with dividers and channelising islands of appropriate dimensions has been proposed to guide the traffic. This design is prepared keeping in mind the higher percentage of traffic plying between Mughal Sarai and BHU bound approaches suiting to the geometry of the intersecting legs and thereby achieve longer weaving length for the desired intersecting approaches. The design is self regulating without any external control and would be capable of handling the projected peak traffic in the immediate short term which is expected to sustain for the next 4-5 years. This design also facilitates easy movement of straight traffic between Allahabad and Mughal Sarai bound approach

arms through properly delineated lane markings and at the same time, appropriate weaving length has been provided for the right turning traffic from BHU approach arm to the Mughal Sarai approach arm. Further, the left turning traffic from BHU to Allahabad direction is physically segregated by providing 5.5 m exclusive lane and thereby the traffic bound to / from the Nehru Market has also been merged with the left bound traffic emanating from BHU approach as shown in the drawing.

Provision of Pedestrian Facilities like contiguous foot path all around the vicinity of the intersection and pedestrian zebra crossing is earmarked at appropriate locations.

Provision of Parking Facilities like parking lots have been recommended to be earmarked on both sides of the BHU approach arms catering to the parking of auto rickshaws and cycle rickshaws. To facilitate the rail commuters emerging from Varanasi Cantonment railway station, exclusive parking area has been allocated for auto rickshaws.

Provision of Service Road has included on approach of railway station only due to non availability of ROW on other approaches

Estimation of Future Traffic and Sustainability of Improvement Plan : The maximum peak hour traffic handled presently at this intersection is of the order of 5398 PCUs. Since the left turning traffic from BHU approach to the Allahabad has been segregated coupled with provision of two lanes for the left turning from Mughal Sarai approach to BHU approach, the peak hour traffic estimated to negotiate at this intersection is about 3741 PCUs only at present. Assuming 7 percent growth rate in traffic in the next 4 years, the projected traffic volume which will be handled at this intersection is estimated to be 4903 PCUs by the end of 2014 and it is expected that the short term design conceived in this study would be sustainable till that period of time. Further, it may be noted that it will be useful to consider extending the flyover presently being constructed beyond Cantonment Railway Station up to Kamlapati Girls Inter College.


The recommendations were made to implement the action plan on ground expecting to reduce traffic and pedestrian problems around the Englishia intersection which is closely located near Varanasi Railway station.



One Technical report along with action plan submitted to UPPWD, Varanasi, Uttar Pradesh


Director, CSIR- CRRI, Mathura Road, New Delhi-110 025, Phone 011-26312268; Fax: 011-26845943; e-mail ID: [email protected]

8. Traffic Study for Preparation of Transport System Management Plan for Major Corridors of Lucknow (Comprehensive Mobility plan of Lucknow)

Date of Start : December 2009 Date of Completion (Targeted) : August 2011


On-going; Reported first time.

Further Findings/Conclusions/Supporting data

In order to meet the objectives of the study the study was divided into three sub-studies.

(a) Interseciton Study : Keeping in view the traffic problems, strategic importance and location of intersections, six typical intersections, were selected for study. Keeping in view the existing topographic and other site conditions, available Right Of Way (ROW), peak hour traffic turning movements, pedestrian flow and other traffic characteristics, traffic management plans and infrastructure improvement plans have been prepared for each intersection for efficient and safe operation of existing traffic and near future traffic along. Other recommendations such as road marking, road signage, lighting and proper drainage have also been proposed for efficient and safe operation of traffic at the intersections. It is also recommended to upgrade the intersections in future (5 to 10 years later) as grade separated intersections (flyovers / interchanges) when total traffic at these intersections reach 10,000 PCU during critical peak hour. It is hoped that the proposed intersection designs if implemented along with suggested traffic management plans and other recommended measures will help in efficient and safe operation of existing and future traffic at these intersections at Lucknow.

(b) Parking Study : Keeping in view the problems of intensive parking demand in different parts of the city, eight parking areas/ locations were identified for detailed

parking study and parking management planning. As part of study various field surveys were carried out in order to quantify and assess the characteristics of parking, site conditions and appreciate the improvement needs.Keeping in view the parking demand, parking characteristics and availability of parking spaces and other site conditions following conclusions/ recommendations have been made for effective parking management of the locations:

● It is proposed to manage the parking facility so created by state of art technology and employing Intelligent Parking Management System and discourage on-street parking by strict enforcement.

● It is also recommended to encourage use of public transport and explore other measures to curtail the increase in parking demand.

● It is further recommended to improve infrastructure for pedestrians and non-motorised vehicles for efficient use of parking and other transport infrastructure.

(c) Corridor Management Study :efficiency of transport system of a city depends upon the performance of its road network particularly major arterial and arterial corridors. In order to improve the performance of transport operation of a city or area it is important to consider the improvement of arterial corridors of the area or city rather than local improvements. Keeping this in view the whole road network of Lucknow was studied and ten corridors comprising of arterial network of the city were considered for detailed study. For the purpose of detailed surveys each corridor was divided into a number of small links based on the overall length of the corridor, homogeneity of traffic and physical parameters and indicators. In order to assess the performance parameters of each corridor and to prepare traffic management plan and infrastructure improvement plans following field surveys were carried out viz. (i) Traffic Volume Survey, (ii) Occupancy Survey, (iii) Pedestrian Survey, (iv) Non-Motorised Transport Survey, (v) Speed and Delay Survey, (vi) Inventory Survey and (vii) Topographic Survey. Analyses of data were carried out to assess the desired traffic and transportation characteristics of each corridor.

Details of CorridorsManagement Plans :Detail of various traffic and transportation characteristics, physical parameters, limitations and site constraints, performance parameters, suggested traffic and transportation management plans, infrastructure improvement plans and other measures, recommendations and policy


guidelines for efficient and safe transport system operation along each link of the each of the selected corridors and for the city road network is presented and described in the report.

TrafficManagement and Infrastructure ImprovementPlans : Details of proposed traffic management plan, traffic management measures, recommendations and transport infrastructure improvement plans for various sections (links) and nodes (intersections) of the corridor are worked out and presented in the report. Keeping in view the traffic characteristics and site conditions at these intersections improvement proposals have been worked out for each of the critical intersections. It is observed that the existing layout and geometrics of intersections are not appropriate. The improvement proposals and traffic management plans have been suggested based on scientific analyses of requirement of different users, site condition and functional requirements at each of links and the intersections. The brief of proposed traffic management plan and geometric improvement plan of various links and intersections are presented in the report and recommendations have further been made for safe and efficient transport system management along the corridor.

Recommendations

● Keeping in view the varying width of available right of way, it is recommended to ensure uniform width of ROW for links depending upon its location in the inner or outer part of the city and land-use by removing encroachments or acquisition.

● Keeping in view the low share of passenger flow by public transport in the outer areas along the corridor it is recommended to introduce reliable and efficient public transport to reduce the dependability of commuters on private and intermediate modes of transport.

● In view of the higher percentage of NMT vehicles in traffic and share of passengers flow by NMT along the corridor, it is recommended to segregate NMT traffic from MV traffic by providing well constructed and maintained NMT lanes along the corridor with boarding, resting and parking facilities and safe crossing at intersections.

● It is recommended to provide minimum number of cuts in median and integrate various entries/ exits to streamline the traffic flow along the corridor.

● It is recommended to regulate pedestrian flow along the corridor and crossing access the

corridor and intersections by providing railing barrier along median and side walk with openings only at designated pedestrian crossings at grade with zebra marking and provision for exclusive pedestrian phase in signal cycle at intersections.

● It is proposed and recommended to provide appropriate road marking, signage and lighting for guiding the road users.

● On-street parking may strictly be removed from the entire corridor and may be shifted to off-street parking. Strict enforcement is recommended in order to make the proposed traffic and transport management plan successful and safe.

● It is recommended to plan and assess the feasibility of providing flyovers/ elevated road along section of the corridor passing through heavily built up areas and where, ROW is limited such as Nishatganj, Sikanderbagh, Hazratganj, Husainganj, Charbagh, Alambagh, Awadh Hospital intersection, Kanpur road-Shahidpath intersection for enhancement of capacity and segregation of smaller (local) and longer trips through city in the long run.


The study recommendations are based on detailed study of the existing traffic and site conditions and considering normal growth of traffic and are relevant for short term (up to five years). The basis of proposed traffic management plans and infrastructure improvement plans/ design have been taken as existing traffic volume and its characteristics. The future traffic has been assessed keeping in view normal growth of traffic, the role and importance of the various roads of the network in near future. For long term planning of transport infrastructure Comprehensive Traffic and Transportation study is needed to prepare Transport System plan for the city.

Recommendations for Further Work

The study recommendations are required to be implemented with immediate effect to achieve the benefits and further study may be carried out may be on pilot basis to study and evaluate the impact of proposed interventions for the given traffic, topographic and geometric parameters. This would help in assessment of the requirement of transport infrastructure improvement needs of a city in more realistic and scientific manner, which will further help in better planning and management of existing and infrastructure.



Interim report submitted to Lucknow Development Authority (LDA). Draft final report.

Further information/ copy of the Reports can be obtained from

The Head,TES Division, Central Road Research Institute, Delhi-Mathura Road, New Delhi-110 025Mobile: +91- 9311158643 Phone : 91-11 – 26312268 Fax: 91-11 – 26845943, 91-11-26312268; e-mail: [email protected] Chairman, Lucknow Development Authority, Vipin Khand, Gomti Nagar, Lucknow

9. Comprehensive Traffic and TransportationStudies of Goa

Date of Start : 01 June 2010 Date of Completion (Targeted) : 31 May 2012

CSIR- Central Road Research Institute, New Delhi


To accomplish the above said objectives, the study would be conducted in two phases namely short term and long term:

• The scope of the study in Phase-I encompasses conducting field studies for the preparation of Traffic System Management Plans for all the five traffic circles. Study of major intersections on national highways corridors in addition to the other major roads. On the basis of set of traffic surveys proposed to be conducted on the identified road network of the city, short term traffic improvement plans would be recommended.

• This phase is to prepare a comprehensive road network plan such as multi-modal transport system considering transport requirements of existing and future travel demands. In the long term study under phase II, the household travel characteristics and establishment surveys will form the basis for recommending transport plan for the horizon years.

Methodology

The short term solutions will provide relief to the congestion and chaotic situations of traffic. To achieve perceivable relief certain minimum required structural changes and mandatory controls will have to be devised. These changes may be in the form of geometric design of intersections and provision of signals to control the

movements at intersections by allocating the right of way. Besides this, the parking characteristics would be analyzed and polices for parking regulations in terms of time rationing, physical restrictions, designing and control of off-street facilities will be undertaken. Safety measures at some accident prone zones along the National Highways passing through the Goa cities shall be recommended.

The parking needs of the central business area will be assessed at more detailed level to work out regulatory steps which might include physical and fiscal measures. Pedestrian facilities will be recommended on the basis of scientific study of pedestrian counts along the roads and across the roads.

Long term solutions are aimed at developing the transport infrastructure and related system in a scientific manner by considering the planned growth of the city and estimating the future travel demand. This shall be accomplished by systematically conducting the primary surveys to assess the transport demand of passenger and goods as existing and evolve transport models to project this demands for the horizon years. On the basis of estimating demands the master plans of roads with appropriate hierarchical set-up will be prepared. Efforts will also be made to identify the phase wise development of this proposed master plan.

Significance/Utilization Potential

The recommendations were made to implement the action plan on ground expecting to reduce traffic, parking problems and pedestrian problems. And Phase wise development of road network would immensely help to reduce the congestion as well as accidents on road network of Goa.

Reports/Publications: Inception Report

Further information/Copy of report can be obtained from

Director, CSIR- CRRI, Mathura Road, New Delhi -110 025 Phone : 011-26312268; Fax: 011-26845943; e-mail : [email protected]

B. ON-GOING/COMPLETED PROJECTS

1. TrafficMedicine-AStatusProject

Date of Start : April 2009 Date of Completion : March 2011



Scope and Objectives of the Study

The study would basically concentrate on preparing a status report of “Traffic Medicine” for Kerala. The main objectives of the study would be as given below:

● To review the emergency medical care system in Kerala, with special reference to Trivandrum.

● To analyse the accident injury pattern of accident victims from hospital records.

● To interact with doctors involved in treating accident victims, especially orthopedic and neuro surgens, in order to understand the problems of accident victims as perceived by them.

● To prepare resource material for training NGOs and other interested persons in taking care of accident victims and administering first-aid at accident site.

● To examine the accident victims rehabilitation programme and suggest methods to improve the system.

● To study the present system of trauma registry in hospitals and suggest methods for improvement.

Methodology

The first part of the study would examine the emergency medical care system in Kerala and study the ambulance service system. The second part of the study would concentrate on understanding the injury pattern of accident victims. Accident victims would be classified according to helmet/non helmet users, seat belt/non seat belt users and socio-economic and demographic characteristics. Interviews and discussions with doctors would also be held to understand the problems of accident victims. The third part of the study would examine the rehabilitation programme of accident victims. Along with this resource - material for training volunteers, NGOs etc in first-aid, and care of victims at accident site would be developed.

Interim Conclusion/Conclusions / Supporting Data

The MACT and Peoples’ Lok Adalat is a good beginning to cut the delays in disposing of accident claims. But there are obvious short comings with respect to the expenses incurred, the amounts claimed and the amounts actually disbursed. These processes should

be further streamlined to avoid falsification of records and to make sure that injured persons get a fair share of their medical expenses as compensation after the accident.

In the case of rehabilitation services in Trivandrum, the suggestions from some physiotherapists are:

● The Government should start a degree in Physiotherapy.

● One Physiotherapy Centre in Medical College is not enough. Road traffic injuries are increasing. The demand for physiotherapy is also increasing. They should start Physiotherapy Department in district hospitals.

● They should start high quality training in PT and increase recruitment.

Road traffic injury is a major problem in Trivandrum, but, it has got very little attention in terms of support for interventions to reduce them. A comprehensive injury prevention program with a public health and traffic medicine perspective has to be considered, if the policy makers are serious about the problem.

Policy makers should acknowledge that accidents are a public health problem and take immediate action. At first, a preliminary policy should be attempted from the health sector point of view. The following activities should be supported: a booklet as training resource for paramedics, establishment of a trauma registry/hospital RTA surveillance system, education of general public and prevention education in educational institution and community organisations.


Characteristics of accident victims can be analysed and suitable insurance plan need to be developed. A database is prepared regarding the accidents reported in Thiruvananthapuram city. Improvement measures are suggested for trauma registration in hospitals.

Reports

Traffic Medicine- A Status Report




2. Preparation of Parking Policy for Nine TIER II Cities in Karnataka, i.e. Mangalore, Mysore, Hubli-Dharwar,Bellary,Belgaum,Gulbarga,Bijapur, Tumkur and Davangere

Date of Start : June, 2010 Date of Completion : Ongoing

CRAPhTS Consultants (I) Pvt. Ltd., Faridabad (R)

Present Status and Progress:

Status : On-going


Progress : Draft Final Report submitted. Awaiting comments / observations from client.

Further Findings/Conclusions/Supporting Data

Summary of parking data as given in the Report.


In all nine TIER II towns have been studied. Sample parking survey have been carried each landuse category in each town. However, the desired database from CTTS of certain towns were not comprehensive enough for further analytical purposes. Also some of the towns have not been able to frame up their Master / Development Plans. Stakeholders’ comments are of course, more or less, consistent.

Reports / Publications

● Inception Report● Stakeholder Consultation Report● Draft Final Report

Conclusions

This Draft Final Report, while enunciating the Parking Policy for the nine Tier II towns, also gives an overview of the activities undertaken by the Consultants so far. It examines the parking characteristics as could be observed in each of the nine towns in terms of space utilization and duration of parking by various modes. All these towns are at an economic threshold and a “lift off” could be expected sooner than later when space will be available at a tremendous premium. That brings into focus the need and importance of the Parking Policy as enunciated in this Report.

Parking Policy never aims at suggesting case specific parking development schemes. However, keeping in

view the need to draw up certain action plans (by the ULBs / Development Authorities) along the contemplated lines as reflected in the policy statement, an effort has been made by the Consultants to suggest town-wise parking action plans and the same have been reported in the Report.

Recommendations

● On–street parking shall have to be regulated. Every parking lot must be priced. Long term parking must be discouraged at on – street parking facilities. The revenues so generated shall be utilized towards development and upkeep of off– street parking facilities.

● ULBs to be in-charge of priced parking (both on-street and off-street). Where necessary these may also be outsourced on an appropriate revenue sharing basis.

● A committee of ULB and Traffic Police to designate on-street parking stretches after considering present and future traffic / parking loads.

● Develop off-street parking facility on vacant lands in a judicious manner (both public and private) wherever available near the key demand generating zones. However, the basic principle of sustainable development as enunciated elsewhere must not be lost sight of.

● Design mechanisms to incentivize private land owners for creating parking facilities that are essential for economic sustainability of activity areas.

● ULB and UDA to invest in new parking facilities, if and when required. This may also be done on PPP basis under certain revenue sharing scheme.

● Mandatory provision of NMT parking in off-street parking facilities. The proportion of areas to be dedicated to such modes shall be decided on the principles of hierarchy as mentioned in this report.

● Provisions for IPT parking to be made on-street at key demand generating zones (select streets) and at all public transport terminals. The total number of vehicles to be parked at any such lot must be pre decided.

● Either the ULB or UDA to have a wing on developing, operating and maintaining new parking facilities that must work in close coordination with the urban planning wing.


● Either the ULB or UDA to take up the provisioning of Truck Terminals, unless DDUTL is willing to develop in the respective city. Such terminals are to be located outside the town limits.

● Traffic restraint measures must be introduced for CBDs and other important activity areas through introduction of peripheral parking facilities, park and ride system etc (may be at a later stage)

The cap on registering a certain number of automobiles as a demand management measure can be pursued in the long run as felt necessary by respective towns but certainly something on this should be introduced in the next 5 - 10 years.


Office of the Commissioner, Directorate of Urban Land Transport No. 504, 5th Floor, 4th Gate, MS Building, Ambedkar Veedhi, Bangalore – 560 001.e-mail : [email protected]

3. Study on TrafficManagement andParkingSpaces for Fairs at Pragati Maidan, New Delhi

Date of Start : July 2010

Date of Completion : April 2011



Status : Completed

Year of Last Report : April 2011


● The IITF may not result into any significant traffic demand if the maximum number of visitors is restricted to 1,00,000 (and an additional 25,000 pass holders). However, the problem of parking needs to be addressed through augmentation of P & R services along with other achievable means.

● The transport network around the venue is already overloaded with the city level traffic and the same warrants implementation of a combination of remedial measures (greater usage of public transport, demand management, capacity augmentation etc).

● Great emphasis must continue to be laid on increased use of public transport like the Metro

Rail, the P&R buses, the proposed Mono Rail, the route buses, the Ring railway etc. for accessing the core area. This should be attempted through development of attractive P&R terminals as mentioned in the report and through efficient multi – modal integration.

● Introduction of BRT corridor along Mathura Road is likely to change the traffic operational characteristics along this road. The impact of that must be duly assessed and short comings if any, promptly addressed.

● With slowing down of traffic as is likely to happen along Mathura Road after implementation of BRT, traffic pile up might escalate at the intersections enroute. The solution to this problem should become an integral part of the BRT package. P&R buses and other HOVs should be allowed to use the BRT lane for better capacity utilization of the facility so created.

● In the long term the Consultants have proposed a two tier system (surface level road and underpass) along Mathura Road between Bhairon Marg and Bhagwan Dass Road. One could examine if one tier could be used exclusively for BRT. That will leave the surface geometry of the carriageway largely undisturbed.

● A decision on long term solution for ‘A’ Point intersection has been pending for over two decades. Perhaps it is high time that a decision is taken towards resolving the traffic problems being faced at ‘A’ & ‘W’ Point intersections. The Consultants have indicated the latest plan that had some semblance of approval at the level of the DDA.

● The Loop Road along Bhairon Marg shall have to be improved as mentioned in the report and traffic circulation along Bhairon Marg organized in the manner shown.

● Three FOBs are already in place across Mathura Road in addition to a pedestrian subway across Bhairon Marg. The Consultants recognize the need to have additional pedestrian facilities across Bhairon Marg and go on to suggest construction of one pedestrian subway/FOB across Bhairon Marg near Gate No.1

● The Consultants also recommend development of a P&R terminal towards NOIDA at the Metro Rail Station. The Metro Rail could offer the P&R service from this location to IITF.


● Towards increasing the parking capacity around the core area the Consultants recommend that augmentation of parking capacity should be strictly need based in such areas and every parking slot must be priced.

● The parking at the Ware House Complex should have certain area ear–marked for Exhibitors. They should be following a circulation pattern as indicated in the report.

● Loading/unloading shall be done only between 10.00 pm and 6.00 am and the goods vehicles should not be allowed to park for any duration longer than what is reasonable for performing the intended tasks.

● VIP movement shall continue to take place through Gate No. 7. VIP routes have been indicated in the report although these routes might change depending on the traffic situation at the appointed time.

● The ent i re area must have a complete and comprehensive signage scheme for all categories of users. Extensive use must be made of Variable Message Signs (VMS) which must be controlled from a centralized control unit. An extension control unit (in addition to Central Police Control Room) could be set up at Bhairon Marg DTC terminal. The P&R terminals, the parking lots, the road segments in between could all be linked to this for central/segmental monitoring (inputs from Traffic Police will be necessary). This system (of VMS) could gradually be extended towards Connaught Place, Delhi Gate, Kashmere Gate, ITO Chunghi, NOIDA Morh, Ashram, Moolchand intersection etc. Proper pavement marking must complement all signage schemes.


Delhi is continuously experimenting with various systems and all recommendations are valid only for the given system as obtaining at the time of the study.


Detailed Feasibility Studies for Parking Facilities and Mono Rail


● Final Report● Supplementary Report to Final Report


Senior Manager (Civil), India Trade Promotion Organization, Pragati Bhawan, Pragati Maidan, New Delhi – 110 001Phone : 91-11-23371540, 91-11-23371492/1493 Email id : [email protected]

4. Design and Drawing of 10 Intersections with Comprehensive TrafficCirculationSchemeAround CBD Within New Town, Kolkata.

Date of Start : February 2010

Date of Completion : On-going



Status : On-going, Inception Report submitted. Awaiting client’s observations.Year of Last Report : April 2011Reports / Publications : Inception Report


Special Officer (EP), WBHIDCO, HA-304, Sector 3, Salt Lake, Kolkata – 700 156e-mail id : [email protected]

5. Planning and Design of Grade Separator at Crossing of Road No. 56 & G.T. Road Near Apsara Border in Delhi.

Date of Start : October 2005

Date of Completion (Actual) : October 2010



Completed and open to traffic during CWG-2010


Feasibility Study

● Collection of data on existing traffic characteristics at the project location including assessment of peak hour traffic volume and projection of traffic for design year.

● Development of conceptual alternative schemes for the grade separator including submission of Feasibility Report.


● Obtaining approval from PWD, Technical Committee of DDA, DUAC etc.

● Development of L-section,, X-section of approved schemes including development of architectural model of the approved scheme.

Detailed Design :

● Submission of comprehensive scheme showing the general arrangement drawings showing the flyover, ramps, underpass and adjoining roads at proposed location.

● Submission of soil investigation report.

● Submission of Architectural Drawing for various components of structures covered in the scheme.

● Submission of Preliminary Drawings & Cost Estimate.

● Submission of suitable scheme for traffic diversion during construction to ensure smooth traffic flow during construction.

● Submission of the Tender Drawings, Bill of Quantities, Detailed Estimate including Tender Documents.

● Submission of the detailed design and construction drawings of all components covered in the scheme.

● Submission of detailed Horticultural and Electrical Drawings, Estimates and related Tender Documents.


● Feasibility Report

● Design Philosophy

● Sub Soil Exploration Report

● Design Calculations

● Detailed Good-for-Construction Drawings


Executive Engineer, Flyover Project Division F-113, PWD, Govt. of Delhi, Apsara Border, Near Dilshad Garden Metro Station, Behind Red Cross Hospital, Delhi – 110 095Phone : 91-11-22597067 ; Fax : 91-11-22597067Email id : [email protected]

6. Construction of Road Under Bridge (RUB), Connecting Road No. 58 & 64, Passing under Delhi – Ghaziabad Railway Line Near Jhilmil Colony, Delhi

Date of Start : February 2006 Date of Completion (Actual) : October 2010



Completed in October 2010


Feasibility Study:

● Collection of data on existing traffic characteristics at the project location including assessment of peak hour traffic volume and projection of traffic for design year.

● Development of conceptual alternative schemes for the grade separator including Feasibility report

● Obtaining approval from PWD, Technical Committee of DDA, DUAC etc.

● Development of L-section, X-section of approved schemes including preparation of traffic diversion scheme during construction.

Detailed Design:

● Submission of comprehensive scheme showing the general arrangement drawings showing the ramps of underpass and adjoining roads at proposed location.

● Submission of soil investigation report .

● Submission of Architectural Drawing for various components of structures covered in the scheme.

● Submission of Preliminary Drawings & Cost Estimate.

● Submission of suitable scheme for traffic diversion during construction to ensure smooth traffic flow during construction

● Submission of the Tender Drawings, Bill of Quantities, Detailed Estimate including Tender Documents.

● Submission of the detailed design and construction drawings of all components covered in the scheme.


● Submission of detailed Horticultural and Electrical Drawings, Estimates and related Tender Documents.


● Feasibility Report● Design Philosophy● Sub Soil Exploration Report● Design Calculations● Detailed Good-for-Construction Drawings


Executive Engineer, Flyover Project Division F-113, PWD, Govt. of Delhi, Apsara Border, Near Dilshad Garden Metro Station, Behind Red Cross Hospital, Delhi – 110 095Phone : 91-11-22597067; Fax : 91-11-22597067Email id : [email protected]

7. Consultancy Services for Formulation of Master Plan for National Network of Expressways in India

Date of Start : Dec 2008

Date of Completion (Targeted/Actual) : Dec 2009



Completed (All formalities completed during March – April, 2010)

Conclusions/Supporting Data

● The study brings out clearly the urgency of developing an expressway network in India in a phased manner by the year 2022. The present National Highway System cannot cope with the current and anticipated traffic requirements as is already evident from the levels of congestion along the existing arterials. By all indications road will continue to remain the back bone of the inland transportation system.

● The study having considered the existing and already proposed expressway segments in different states, revealed the need to construct 18,477 kms of expressway network (as against a target of 15,600 kms. set by the Ministry) spanning the length and breadth of the country. The network so developed shall be both supplementary and

complimentary to the existing arterial network including the North – South and East – West Corridors and the GQ (besides the well laid out network of National Highways).

● The expressway network will offer the highest level of service and would connect major economic hubs in a purposive manner thereby facilitating faster economic development. It will not involve up-gradation of any of the existing corridors and instead, would be the Primary Road Transport Network developed entirely as a “Green Field” Project.

● Development of expressways in the said manner would call for large scale land acquisition effort by the government. By and large, the network is proposed to be developed on PPP model except in cases where connectivity warrants could dictate construction of expressway links on Annuity basis.

● It is recognized that the States would be major stake holders in this entire exercise. State level inputs and involvements would be a mandatory requirement for successful implementation of the project. However, till the time of finalizing this report, reactions from only a few states had become available for consideration.

● This is a Master Plan level study and the objective is to translate a “Vision Statement” into a physical plan based on the basis of Map Study and data gathered largely from secondary sources. This is therefore, not a detailed feasibility study and thus, the corridor alignments shall have to be examined critically during Feasibility Study/ Detailed design stages. For the same reason, this study is not in a position to exactly define the capacity requirements of each separate expressway link. However, since the prioritization of expressway segments takes into account the base year and estimated design year traffic volumes, it could be said that all the links to be constructed on PPP model shall have at least 4 lane divided carriageway cross section. The Right of Way (ROW) shall of course, be a uniform 90 m. It will be a Toll Expressway Network with toll rates as per the Ministry’s Guidelines (2008). The prioritized segments are to be constructed in three phases for which the Viability Gap Funding would be to the extent of 20 percent and the concession period 20 years.

● Construction of this network over the next decade would call for the creation of a separate


authority, much in the lines of the NHAI. The new authority so created could be named as the National Expressway Authority of India (NEAI). This shall have appropriate state/project units for coordinating various project activities. The Consultants have emphasized the creation of a Commissionerate (Lands) within the NEAI for easing the task of land acquisition. Suitable amendments in the Land Acquisition Act have also been visualized by the consultants.

Recommendations

● The present study, being only a Master Plan Level Study, must be adequately supplemented by detailed feasibility/design studies before project packages could actually be taken up for implementation.

● Towards successful implementation of the project, formation of a separate authority that would be dedicated to this task shall be absolutely essential. This separate body could be called the National Expressway Authority of India (NEAI).

● A separate cell (Commissionerate) must be formed within the NEAI for overseeing the Land acquisition process. Following the DMRC Act, even developers/builders could be authorized to undertake land acquisition and its utilization for decentralizing the whole process. In addition to the usual stake holders, the PAPs must lo be made stake holders in the project.

● Considering the fact that the expressway network shall have to be totally access controlled, it must have a level difference with the natural ground level (NGL). The optimum level should be +3.5 m above the NGL.

● Expressway shall have no at – grade intersections. All such intersections with National and State Highways shall be developed into interchanges. There shall be no intersections with roads of lower hierarchy.

● A reserved ROW of 90 m must be uniformly provided over the entire network except in hill sections/other sensitive areas where the ROW could be suitably modified if absolutely necessary.

● For best results the entire length of 18,477 km of the expressway network must be constructed following the certain prioritization scheme.

● Construction of new expressway links is likely to result in certain changes in the existing travel

pattern. This is likely to be significant for some of the hitherto less trafficked segments that have been proposed to be taken up for construction on annuity basis. It is recommended that data on traffic volumes etc. along these links be recorded on a regular basis towards revalidation of priorities for some of these (and other related) segments.

● Certain schematic interchange plans have been proposed by the Consultants. Efforts must be made to make best use of the land confined within the interchange ramps for development of way side amenities so that best value for land is obtained.

● Service roads, wherever necessary, shall have to be provided as an integral part of the total project.

● Being a Green Field Project, the expressway network is most likely to have significant environmental impacts. All mandatory clearances therefore, must be obtained before proceeding with actual execution of the projects. The NEAI must have a separate cell to expedite actions on this.

● Wherever necessary conflict free pedestrian crossings and cattle crossings must be provided across the expressway segments in a realistic manner.


As a Master Plan level study, this involved translating a vision statement to a physical network. The findings are based on data gathered largely from secondary sources. Sample data collected through primary surveys have also been used.

Recommendations for further Work (if completed)

The study gives broad alignments for 18,477 km of green field expressways. These shall have to be fine tuned through the conduct of Feasibility studies and DPR for each segment.


Final Report submitted to MoRTH

Further information/copy of report can be obtained from:

Executive Engineer (Plng.), Ministry of Road Transport & Highways, Transport Bhawan, 1, Parliament Street, New Delhi – 110 001


8. Comprehensive Mobility Plan for Indore Urban Area

Date of Start : December 2010 Date of Completion (Targeted) : October 2011

RITES, Gurgaon (R)


Status: On-going

Year of Last Report: June 2011

Progress: Draft Final Report in Progress

Study Progress:

● The Indore Metropolitan, industrial/commercial hub of State of Madhya Pradesh, is poised for a higher growth in coming decades. As per Master Plan 2021, the population of Indore is expected to grow from 1.54 million to 2.2 million in the year 2011. The developed area of the city is expected to grow from 10,000 hectares to 21,000 hectares by the year 2011 as per the City Development Plan 2005-06.

● With the expected phenomenal growth of the city, the existing problems are bound to multiply in magnitude unless advance actions are undertaken now. There is an urgent need for significant improvements in the transport system including mass transport system keeping in view the long term requirements of the city.

● The Indore Municipal Corporation has, therefore, decided to undertake a detailed study for preparation of Comprehensive Mobility Plan (CMP) for the Indore Urban Area which will give short, medium and long term requirement of transportation infrastructure for the horizon year 2031.

● The Study is being carried out in close coordination with IMC and a Monitoring Committee with members from IDA, IMC, AICTSL, Traffic Police, PWD and Transport Department and other related agencies involved in the development of the city.


● In all about 7 lakh vehicles ply at 15 surveyed mid block traffic locations.

● Private Modes account for 74 percent of the total passenger trips while the passenger trip catered by buses and mini buses is only

19 percent as tabulated from the midblock traffic volume surveys. Locations handling more than 1 lakh passenger trips per day are Jawahar Marg, Near Prem Sukh, A.B Road, Near Indra Colony, Bhanwar Kuan Road, Near Allahabad Bank, M G Road, Near TI Mall, New Dewas Road, A.B. Road Near Surabhi Garden, Ring Road, Near Mayur Hospital, Usha Nagar

● Main Road.

● The discharge capacity observed at various midblock locations varies from 350 PCU’s /m/h to 550 PCU’s /m/h depending upon the traffic conditions, composition, delay profile, pedestrian vehicular intermixing, etc.

● National and State highways account for majority of the traffic however function inefficiently due to insufficient carriageway width and absence of essential network facilities such as medians, footpaths etc.

● Most of the roads in the Study Area have on-street parking resulting in reduced speeds, reduced discharge rate, congestion and a higher VC ratio leading to reduced level of service of the roads and degrading conditions of travel.

● There are a number of issues in relation to the pedestrian movement. The four prime locations that experience very heavy pedestrian and vehicular flow are MG Road towards Regal, Guitar Chowk towards Vijay Nagar, Imli Sahib Gurudwara Chowk towards Gandhi Hall and palassia Chowk towards Vijay Nagar, each of these having very high PV² values of 225.2, 63.1, 60.6 and 48.2, respectively.

● Parking is an important component in a traffic and transport plan and its management needs priority. Some of the parking issues observed in the Study Area are Lack of off street parking spaces, Extensive on street parking at Rajwada, Jail road, Jawahar marg, Siyaganj etc, availability of easy and free parking and absence of good public transport is pushing people to use private vehicles, Parking on the junctions and absence of a comprehensive parking policy for the Study

● Area.

● The effective implementation of Public transport is limited primarily due to financial unavailability, lack of road carriageway, lack of parking spaces as well as the competition of PT from other IPT modes of transport on the same routes.


● IPT has grown on an alarming rate over the years. As the city grows the informal high demand to travel is being catered by IPT and recently by bus after the formation of AICTSL.

● IPT system is highly unorganized. Dishonoring the route permits, overloading, running on high demand corridors, misbehaving etc are some of the major issues in case of IPT.

● Enforcement on traffic control and management is very weak in case of IPT as such IPT has become a major competitor to PT and is damaging city’s growth towards better PT systems.

● The IPT system is considered to be inconvenient and unsafe. Overcrowding is also one of the reasons that limit a huge segment of the society from choosing IPT modes.

● IPT fleet operators charge higher rent for their vehicles/day due to which the drivers are constrained with long working hours, overloading of the vehicles, rash driving, misbehaving with bus drivers, run on high demand routes, deviate from their route permits etc.

● The short term proposals recommended in the Study aims at giving priority to the movement of people rather than movement of vehicles and generally follow the guidelines of National Urban Transport Policy (NUTP). The Study, therefore, suggests measures to strengthen Pedestrian movement, Junction improvement plans to ease the movement of traffic and well as pedestrians, parking and public transport proposals.


Inception Report, Interim Report

Recommendations for Dissemination/Revision of Codes/Specifications

IRC Codes need to be revised for urban roads in the context of contemporary research and NUTP for promoting usage of Public transport, NMVs and pedestrians by way of standardized cross sections for different ROWs for providing dedicated/painted bus lanes, segregated/painted NMV lanes and pedestrian /NMV friendly designs for footpath and road crossings. The discharge capacity of number of PCU’s per hour per lane for different category of roads need to be revised based on contemporary research. Parking norms also need a revision based on specific areas (central, outer), availability and public transport accessibility, different land uses.

Further information/copy of the report can be obtained from

Mr Piyush Kansal, RITES Bhawan, No.1, Sector-29, Gurgaon-122001 (India)Phone: (0124) - 2571666 Fax: (0124) – 2571638 e-mail ID: [email protected]

9. Detailed Project Report for Mumbai Metro Phase II & III: Mahim – BKC – Kanjur Marg via Airport

Date of Start : January 2010 Date of Completion : June 2011

RITES, Gurgaon (R)


Status : CompletedYear of Last Report : April 2011Progress : Study Completed. The study corridor is part of the Master Plan for Mumbai Metro. This Corridor is proposed to be integrated with the Colaba – Mahim – Bandra Corridor with an extension from BKC to Mahim.


The Metro Corridor of 22.0 km length (elevated for about 10 km and underground for about 12 km) is feasible and a total of 16 stations have been proposed - 8 stations areunderground and remaining 8 are elevated.The Corridor is planned to connect the major nodes of Mumbai i.e Colaba, Bandra Kurla Complex (BKC), Airport (both Domestic and International), SEEPZ (Industrial Hub), Powai – Residential cum Institutional area and Hiranandani – Residential cum Commercial Estate.

This Corridor will provide a diagonal connectivity i.e. from Colaba – in the South to Centre (BKC & Santacruz) and Kanjur Marg in the west.The MRT system is expected to cater to a daily ridership of about 12 lakh passengers with maximum PHPDT of 20,000 by 2031. It will provide intermodal integration with Metro Line II at ITO, Suburban Railway in Santacruz, Metro Line I at Marol Naka and Suburban Railway & proposed Ghatkopar Mulund Metro Line at Kanjur Marg. The project cost is estimated at ` 82018 Million including taxes and duties with an annual operating & maintenance cost of ` 2886 Million (2016). EIRR is greater than 12 percent in the base case, thus reflecting the economic viability of the project.

The project is however, not financially viable and will require a financial support, which may be in the form of:


● Increasing the concession period beyond 35 years;

● Giving the right of real estate development to the entrepreneur who constructs and operates the proposed metro line;

● Providing full tax exemption to the project to make it more attractive;

● Revising the tariff structure imposed on the metro system for increase in the fare box revenue;

● Considering the option of giving land to the Concessionaire with commercial development rights, to cross subsidize the losses on the metro project with the earnings from the commercial development;

● Implementing the project on Annuity, so that the payment to be made by MMRDA is deferred over time; or

● Implementing the project through government funding.

Recommendations for Further Work (if completed)

Further work on utilities, land and financial planning etc may be taken up once the project has ‘in-principle’ approval of the Government.


Inception Report; Ridership Report; Final Alignment Report with Horizontal and Vertical details; Report on Train Operation Plan, System Design, Depot and Maintenance Facilities, Cost Estimates, Financial & Economic Analysis; and Detailed Project Report.

Recommendations for Dissemination/Revision of codes/Specifications

A new set of IRC Codes may be developed to standardize urban road/ transport networks to accommodate the provision for the metro systems/ stations in conjunction with road based modes.


UT Division, RITES Bhawan, No.1, Sector-29, GurgaonPhone: (0124) – 2818666 Fax: (0124) – 2571638 e-mail ID: [email protected]

10. Feasibility Study for Elevated Rail Corridor from Churchgate to Virar in Mumbai

Date of Start : January 2009

Date of Completion (Targeted) : June 2011

RITES, Gurgaon (R)


Status : On-going


Progress : Draft Feasibility Report Submitted. Mumbai is the financial capital of India with a population of over 13 million, and one of the most populous cities in the world. The objective of the study was to check the feasibility of two track elevated corridor with a capacity to run 15 car, air conditioned trains for Churchgate – Virar section along the existing tracks with least disturbance to existing operations.


After the consultations with State Government and Indian Railways, the corridor is technically found feasible. Further, Indian Railways will undertake a study on the financial feasibility of the corridor.


Inception Report, Gauge Study Report, Ground Survey and Alignment Reports, Architectural Report, Construction Planning Report, Mandatory CAPEX Report and Draft Feasibility Report


In view of the recent emergence and development of ‘Rail based Mass Transit’ as a functional urban transport system, it is important that a new set of IRC Codes are developed to standardize urban road/ transport networks to accommodate the provision for the system and its stations in conjunction with road based modes.


UT Division, RITES Bhawan, No.1, Sector-29, GurgaonPhone: (0124) – 2818666 Fax: (0124) – 2571638 e-mail ID: [email protected]

11. Technical Consultancy for Preparation of DetailedProjectReportfor3-MetroCorridorin Kolkata.

Date of Start : May 2010 Date of Completion : On-going

RITES, Gurgaon (R)



Status : On-goingYear of Last Report : 2011Progress : Draft DPR for New Garia Airport Corridor submitted


RVNL has been mandated by Indian Railways, with the task of implementing the additional Corridors of Metro Rail system in Kolkata area. The Corridors identified for development of Metro System include the following:

● Baranagar – Barrackpore (10.5 km)

● Dum Dum Airport – New Garia via Rajerhat (32 km)

● Joka – Binoy Badal Dinesh Bagh via Majerhat (16.72 km)

The overall study objective is to implement the new metro rail corridors in kolkata and the Study is aimed to provide all necessary details to RVNL for preparing tender design and tender documents for floating the tender on “design and construct” basis.


Inception Report; Ridership Assessment Report; Technical Report of Corridor 1 & 2; Survey and Alignment Report for Corridor 3; GT Report for all three Corridors; Draft Detailed Project Report for Corridor 3.

Recommendations for Dissemination/Revision of Codes/Specifications (if completed):

A new set of IRC codes may be developed to standardize urban road/ transport networks to accommodate the provision for the metro systems/ stations in conjunction with road based modes.


UT Division, RITES Bhawan, No.1, Sector-29, GurgaonPhone: (0124) -2818666 Fax: (0124) -2571638 e-mail ID: [email protected]

12. Constraints in Developing West Coast Canal in Kerala – Case Study of National Waterway No.III

Date of Start: March 2010 Date of Completion (Targeted/Actual):

March 2011



Development of the National Waterway No.3 has almost reached the final stage of completion. But even after providing the necessary infrastructure facilities, the anticipated traffic is not achieved so far. At this instance it is necessary to study the problems of waterway development so as to improve the traffic and maintain the sustainability of the canal. The current status of development of the project is studied and the problems encountered during execution are identified. The status of the canal in terms of traffic achieved and regional development are also studied. After discussion with the IWAI Authorities, state departments and other stake holders like industries, boat operators, shipping companies etc. the constraints in cargo movement are identified and suggestions for improvement are proposed.

Further Findings/Conclusions

It is necessary to study the socio economic impacts of the development of the waterways. Specific problems are to be addressed and necessary additional facilities are to be provided. It is required to work out an efficient management system for the smooth operation of the waterways.

Suggestions for improvement of the navigability of the NW-3 are

● Completion of capital dredging work in NW-3

● Removal of fishing nets from the navigable channel of the waterways

● Widening of lock gates at Thaneermukkom and Thrikkunnapuzha locks

● Development of feeder canals of NW-3

● Encourage transportation of containers through NW-3

● Providing container handling facilities at terminals of IWAI

● Exploring the possibility of usage of bullet containers on NW-3

● Conceptualization of cargo oriented projects with guaranteed quantity of cargo for a specified time frame for movement by waterways

● Encouraging facilities for construction of ship building and ship repair in Kerala

● Taking adequate measures for effective integration of IWT and coastal shipping

● Integration of IWT with rail and road to improve connectivity


● Revival of inland vessels building subsidy scheme and operationalisation of freight subsidy scheme

● Formation of an inland vessel leasing company

● Strengthen the set up of Kerala Govt. for fulfilling its obligation as a regulator under Inland Vessel Act


Cross structures not confirming to the standards of horizontal and vertical clearances, fishing nets obstructing the waterway are the main constraints for the operationalisation of the waterway.

Recommendations for further Work (if completed)

The cargo potential of the waterway is to be studied and a strategy for suitable vessel design is to be developed.


Interim Report



13. Computation of Price Index for Auto and Taxi Operations (PIATO)

Date of Start: June 2010



Status : On-going Year of last Report : March, 2011


The major objectives of the study area:

● To find out the operational characteristics like passenger load, passenger lead, daily collection and expenditures (fixed and V.C) of Auto & Taxi operations in Kerala.

● To prepare a Price Indices for Auto and Taxi Operations (PIATO) for understanding the periodical movement of prices of operating cost, and other inputs for different types of Auto & Taxi operations.

Methodology

National Transportation Planning and Research Centre (NATPAC) brought out Price Indices for Auto and Taxi Operations (PIATO) for the first time in Kerala State. Cost table approach is adopted to compute cost of operations of vehicles under optimum utilization of capacity, which is derived from detailed analysis of life cycle behavior of almost all important vehicle components. The Price Index compares the movement of prices of operating components for any base year with current year. The method has compared entry – level conditions for two time periods and has the advantage that the movement of prices can be assessed and the index revised in future also. The index presents a clear methodology for taking decisions such as fare revisions.


The fare for Taxi services was fixed as ` 6.50 per kilometer and that of Autos at ` 4.58 per km as per the fare revision effected in March 2010. The Price Indices for Taxi Operations (PITO) moved from 128.02 in 15th December 2010 to 143.57 at the end of March 2011. The Price Indices for Auto Rickshaw Operations (PIARO) moved from 130.41 in 15th December 2010 to 148.22 at the end of March 2011.


Computation Periodical updating of Price Indices for Auto and Taxi Operations (PIATO) gives a scientific basis of fare revision of Stage Carriage Operation. The value of inputs compiled for PIATO refers to survey based on limited sample basis conducted by NATPAC in 2006 and accurate demand forecast have not been made for any particular route. Frequent fluctuations in fuel and other cost inputs and also the load and lead parameters could not be realistically estimated. The cost of components and weights used for computing the values of these factors remain unaltered.


Interim Report -December 2010 and Final Report – March 2011

Further information / copy of report can be obtained from



14. Pre-Feasibility Study for Improving RoadConnectivity to Kannur Airport

Date of Start: December 2009 Date of Completion: March 2011



The Pre-feasibility study of the identified seven project roads were taken up by NATPAC in December 2008 and the Final Report has been submitted to the Kerala Road Fund Board in December 2009. A summary report was also presented to the Government in December 2009. As per suggestion from the district level committee the feasibility of new green field alignment was carried out along with the revised FIRR calculations and again the final report was submitted to the Kerala Road Fund Board in March 2011.


As per the pre- feasibility study conducted based on limited surveys, rough cost estimate, and financial analysis, Kannur – Mattannur road, Thalassery – Mattannur road and Thaliparamba – Mattannur road will qualify for development to 4/6 lane standards on Public – Private partnership on annuity basis. The Government should bear the initial cost of land acquisition and provide a viability gap funding or annuity to ensure the expected 16 percent return on investment. All other referred roads may be developed as per the existing practices and full budgetary support by the Government.

Limitations of Study

The present pre-feasibility report is intended to give only a broad picture of undertaking the proposed airport road connectivity project under public – private participation nods. The preliminary financial analysis results suggest that the project will not be financially viable without major financial commitment from the Government especially considering the present uncertainty brought about by global economic recession. Broad assumptions made with regard to regional economic development and land use changes in the vicinity of improved roads and the optimistic traffic projections need not be exactly realized. As the present exercise is carried out based on limited field surveys and broad assumptions with regard to the demand for real estate/commercial/business space in the region and suitability of land for various uses, detailed exercises on planning and design of facilities

need to be done at the time of preparation of detailed feasibility study/ DPR.


Interim Report, February 2009

Draft Final Report, March 2009

Summary Report, July 2009

Final Report, December 2009

Final Report, March 2011 (New Green Field Alignment)


Road development if properly planned in any region is expected to bring improvement in socio-economic condition of people. Unplanned spatial growth of regions cause ultimately many traffic woes and chock up further development. Such road improvement works can be made financially viable if it is developed as a public-private joint venture project.

Further information/ copy of report can be obtained from


15. Development of GIS Based National Highway Information System

Date of Start: Feb 2006 Date of Completion (Targeted): Dec 2011

Central Road Research Institute, New Delhi (R)


The main objective of the project is the development of National Highways Information System in GIS environment which is to be achieved through collection and collation of road related information both from primary and secondary sources for 50,000 km long National Highways network (except roads under NHDP).

Methodology

The entire study comprises of the following four modules:

● Module I: Development of GIS Based Highways Information System

● Module II: Inventorisation of National Highways


● Module III: Traffic Volume and Axle Load Surveys for National Highways

● Module IV: Long Term Maintenance and Rehabilitation Strategies for National Highways Based on HDM-4 Tool

Interim Conclusion/Conclusions/Supporting data

A GIS based database software has been developed and about 40,000 km of primary data collected has been uploaded in the software. Integration with HDM-4 is in progress. Till now, about 45,000 km of National Highways has been surveyed using the Network Survey Vehicle. Secondary data for about 25,000 km has been completed and uploaded in to the software. The survey in the remaining section is under progress.

Limitations of conclusion/Recommendation for further work/further

The inventory data collection is for one time only, these data should be updated in time series manner.


Director, CSIR- CRRI, Mathura Road, New Delhi-110 025 Phone : 011-26312268 Fax : 011-26845943; e-mail ID : [email protected]

16. Evaluation of Operational Efficiency of Highway Network Using Travel Time Reliability Measures

Date of Start : March 2009

Date of Completion (Targeted/Actual): December 2011



● To evaluate operational efficiency/characteristics of highway transportation system by considering various travel time reliability measures.

● Analyse travel time variability under various uncertainty factors of transportation system by considering stochastic simulation technique. from demand side factors, supply side factors and external factors.

● Selection of appropriate travel time reliability Indices for Indian Highways.

● Application of stochastic simulation modelling

technique and Artificial Intelligence modelling techniques such as Stochastic Response Surface Method (SRSM).

● Neural Network Models and Genetic algorithms models for modelling travel time distribution in the light of demand side factors, supply side factors and other external effects of the transportation system.

Methodology

● Review of Various Performance Measures.

● Development of Frame Work for Factors Influencing Travel Time Reliability Measures.

● IdentificationofStudyArea: In this study initially one corridor from urban arterial road network (Delhi), one corridor from National Highway and a small road network (urban area, within Delhi) will be identified for performance measurement.

● Data Collection: Various surveys are to be carried out in the proposed study area for collecting the necessary traffic information, incident information. Similarly external data such as rainfall intensity and fog visibility information is to be collected from various Meteorological agencies related to study area. In this study continuous 24 hours data for 6 months duration would be considered for travel time estimation.

● Estimation of Travel Time: In this study the direct measurements would be considered for travel time estimation.

● Performance Evaluation of Proposed Study Area: Examination of various reliability measures for the study area and investigation of the appropriate measures to passenger and freight traffic.

● Application of SRSM and ANN Simulation Model for Travel Time Distribution.


For examining travel time reliability on Indian roads a pilot based study has been carried on National Highway route number 2 (NH2). Urban corridor (from km 8 to km 12) and Rural corridor (km 47 to km 52) has been identified and travel time reliability analysis has been carried separately. License plate matching techniques has been considered for measuring travel time of the study area. Travel Time has been computed from the difference in arrival times of matching the license plate between entry and exit points. The following conclusions were drawn based on the analysis.


● This study identified the requirement of travel time reliability measurements for measuring performance of Road Network in India than the traditional measures.

● Vehicle enters on study area before 9 AM the 90 percent (planning time) travel time is about 12 minutes, where as vehicles enter after 9 AM and before 10 AM has to plan 25 minutes to ensure 90 percent on time arrival at the destination on urban corridor.

● Highest BI value i.e. more than1.0 was observed during morning period between 9 to 9.15 AM. This indicates that travellers should budget an additional 12 minutes buffer to ensure 90 percent on time arrival at the destination on urban corridor

● The mean 95 percent travel time for urban corridor is varies between 3.45 to 8 min per km during morning peak hour. Whereas this value varies between 1.5 to 1.74 min per km in rural section on NH-2.

● Travel time reliability measures such as buffer time index is more useful to the commercial vehicle users and freight significant corridors. Whereas planning time and planning time index is more suitable to normal traffic.

● SRSM technique was found to be an efficient method of uncertainty analysis for determining the travel time variation under the uncertainty of traffic fluctuation and effect of random pedestrian crossing on highway.

● Travel time distribution obtained by MLR models are bimodal frequency curves having two peaks, one maximum at 665 seconds and the other maximum at 797 seconds, whereas travel time obtained by SRSM model is well distributed between 545 seconds to 985 seconds.

● Further, the difference between the estimated distribution by SRSM model and actual distribution may be improved by increasing the number of uncertainty parameters in the model.


● Dr. Ch. Ravi Sekhar, Dr. B.K. Durai, A.Mohan Rao and K. Sitaramanjaneyulu "Toll System Design based on Travel Time Reliability for High Speed Corridors”, 2009

● Dr. S. Gangopadyay Dr. Ch. Ravi Sekhar, Dr. B. Kanaga Durai, “Travel Time Reliability

Measurement for an Urban Corridor - A Case Study”, Indian Highways, May 2010.

● Ch. Ravisekhar., B. Kanagadurai and S. Gangopadhyay “Modeling Travel Time Variation under Uncertainties: A Case Study of Urban Corridor in Delhi”, Conference on Infrastructure, Susta inable Transpor tat ion and Urban Planning, Indian Institute of Science, Bangaluru (CDROM).

● Ch.Ravisekhar, B. Kanagadurai and S. Gangopadhyay “Examining Travel Time Distribution of Urban and Rural Corridor of National Highway in India”, Eastern Asia Society for Transportation Studies,(EASTS) 2011.

Further information/copy of Report Can be obtained from

Director, CSIR- CRRI, Mathura Road, New Delhi-110 025 Phone : 011-26312268 Fax : 011-26845943 e-mail ID: [email protected]

17. Application of Geographical Information System (GIS)inTrafficCongestionManagement

Date of Start: May 2009 Date of Completion (Targeted) : Feb 2011



● Review of traffic congestion characteristics and existing indices worldwide.

● To identify the congested areas.

● A methodology for measurement of traffic congestion is developed.

● To quantify the magnitude of the congestion.

● Suggestion of mitigation measures for traffic congestion.

Methodology

● Identification of study area

● Data collection

● Analysis of the data

● Development of congestion measurement methodology

● Report Preparation


A statistical study was performed to see whether there


are significant differences between the manual method and the GPS method. Analyses of means and variances were used to test if the difference between the two methods was due to a significant difference or due to chance. Evidently, when the variances and means have no significant difference, the two methods can be said to be statistically indifferent. Thus, they can be used interchangeably.

Significance/ Utilisation Potential

Traffic congestion management and suggestions for mitigations

Limitations of conclusion/Recommendation for further work/further

Proposed work Study will be limited to few stretches in urban arterials of Delhi area.


K. Ramachandra Rao and A. Mohan Rao , “Application of GPS for Traffic Studies” Journal of Urban Transport Vol 8 No.1, December 2009-12-08.

Further information/copy of Report can be obtained from

Director, CSIR- CRRI, Mathura Road, New Delhi-110 025 Phone : 011-26312268 Fax : 011-26845943 e-mail ID: [email protected]

18. Modelling of Driving Cycle for Road Network Development Plan in Urban Area and Suburban Area Applying GPS – A Case Study in NCR

Date of start: March 2010 Date of completion (Targeted): October 2011

i. Central Road Research Institute, New Delhi (R) ii. Edinburgh Napier University, UK


● Modelling the driving cycles and to develop the efficiency of road network

● To find the effect of road geometry, traffic volume, speed-limit on driving cycle

● Scope of the work will be initially restricted to Delhi & NCR corridors for cars only.

● Application of driving cycle to estimate pollution

Methodology

● Identification of study area in Ghaziabad, Gurgaon and Delhi

● Collection of data using GPS

● Synthesising and deriving driving cycle obtained from GPS

● Application of driving cycle for traffic demand management

Significance/ Utilisation Potential

Traffic demand management and emission estimation in real world scenario

Limitations of conclusion/Recommendation for further work

Proposed work study is limited to car only.


Kumar Ravindra, Kamini Gupta and B.K.Durai (2010) “Credibility of Speed Limit –A Case of Gaziabad City", International Conference on National Road Safety Issue India, March 2011, SAP and WRA Delhi


Director, CSIR- CRRI, Mathura Road, New Delhi-110 025 Phone : 011-26312268 Fax : 011-26845943 e-mail ID : [email protected]

19. Travel Time Related Performance Measures for Evaluation of Sustainable Road Transportation System

Date of Start : Aug 2010 Date of Completion (Targeted) : Aug 2012



● To identify various performance Measures for evaluating sustainability of road Transportation System.

● To Analyse the variability of travel time under various uncertainties from demand side and supply side of the system

● To evaluate sustainability of road transportation system for current future transportation scenarios.

Methodology

This proposed system collects the traffic related data through video graphic tools such as handy cameras for the identified road network (Small size). This data used


to estimate travel time for the same network. Travel time variation due to various uncertainties for link wise of network will be modeled with the help of stochastic and Artificial Intelligent (AI) modeling techniques such as Neuro Genetic Algorithms etc. Finally, sustainability of transportation system is evaluated by considering travel time based performance measures.


This project has taken an initial research on the pedestrian level of service for Indian road & traffic scenario at an intersection. Considering the pedestrians’ opinion on crossing facilities; extracted factors with significant effects are: walking/running speed while crossing, initial wait time, safety, active/inactive signal and their education level. Model has been developed based on these significant variables however factors other than these have been considered important through literature and fields surveys. Therefore the need of revealed data collection is being highlighted. Such data include number and type of conflicts; wait time at median, attempts made for road crossing, etc.


● Master Thesis is on “Modeling Travel Time Variation for Urban Corridor”, jointly organized by Anna University and CRRI is submitted to Anna University, Chennai.

● Kamini Guptra, Ch. P. Ravisekhar, Kanagadurai and S. Gangopadhyay “Provision of Sustainable Road Transport Infrastructures: A case study of Urban Corridor in Delhi”, published in International Conference for Women Engineers & Scientists, ICWES 2011, Adelaide,Australia


Director, CSIR- CRRI, Mathura Road, New Delhi-110 025 Phone : 011-26312268 Fax : 011-26845943; e-mail ID: [email protected]

20. EvaluationStudyonUseofOn-SiteVisualizationMethod for Monitoring of Safety Management at Construction Site

Date of Start : April 2010 Date of Completion (Actual) : December 2010

i. Central Road Research Institute, New Delhi (R) ii. Kobe University, Kobe Japan iii. Japan International Cooperative Agency

(JICA) Japan

Progress

Completed


The main objective of the study is to evaluate the use of On-Site Visualization (OSV) method for monitoring of Safety management at Construction Site (AIIMS Metro Station) by considering the following evaluating criteria:

● Safety awareness and consciousness among various stakeholders during construction.

● Recognizing of OSVs and safety issues

● Effectiveness of OSV techniques

● Contribution of OSV to the safety activities/management

● Improvement of safety mind/consciousness through OSV activities

Methodology

● Awareness programme/demonstration of OSV system

● Technical Discussions on Design Parameters for Opinion Survey

● Design of Survey Formats for Various Groups such as Workers, Site Engineers and Road Users.

● Data Collection at DMRC Metro stations (AIMS and Green Park)

● Data Analysis


● The rate uses of OSV in construction safety monitoring were quantif ied on a 4 point measurement scale. Site Workers it is about 3.0, for nurse building residents and road users is about 2.22 and site Engineers/Officers/ Scientists is about 2.79.

● The improvement of safety conscious by introducing OSV has been quantified on a 4 point measurement scale. From results, it is identified that workers group, it is about 3.3, engineer/officers/Scientists it is about 2.94 and Nurse building residents and road users is about 2.3.

● Randomly 118 site worker at AIIMS metro station have been Interviewed including day and night shift. Out of this, 95 percent of the workers


understand the purpose of OSV. Very often they observed the sensor during the work. This emphasizes that Site workers are very keen interest in monitoring the safety condition through OSV.

● Randomly 45 nurse building residents at Safdajung nurse hostel have been interviewed. Out of this, 78 percent residents are very keen in watching the lights installed on top of the building and 82 percent residents are agreed that they feel of security by installing OSV on top their hostel building.

● Randomly 47 road users in front of AIIMS metro station have been interviewed. Out of this, 46 percent residents are very keen in watching the lights installed on top of the hostel building and 79 percent of observed road users are agreed that they feel of security by installing OSV on top their hostel building.

● Site Engineers of SOMA, officers of DMRC and some selected Scientist of CRRI have been interviewed (total 38 sample). 97 percent of this group understands the purpose of OSV. Very often they observed the sensor during the work. This emphasizes that Site Engineers and Officers

are very keen interest in monitoring the safety condition through OSV.


● Dr. Ch.Ravi Sekhar and Dr.B.K Durai “Evaluation Study on Use of On-Site Visualization Method for Monitoring of Safety Management at Construction Site", Workshop on SAPI- Applying the Monitoring Method by OSV at Delhi Metro Construction Site, Claridges, New Delhi, organized by JICA, on 4th June 2010.

● Dr.Ch.Ravi Sekhar, Ms Kamini Gupta and Dr.B.K.Durai “Techniques for Monitoring Safety Management at Construction Site”, Proceedings of the International Seminar on National Road Development Strategies and Road Safety on Improved Highways, Indian Habitat Center, New Delhi, Organized by School of Planning and Architecture.

Further information/Copy of Report can be obtained from

Director, CSIR- CRRI, Mathura Road, New Delhi-110 025 Phone : 011-26312268 Fax : 011-26845943 e-mail ID : [email protected]


IV. TRAFFIC & TRANSPORTATION

2. SAFETY & ENVIRONMENT

SUMMARY

Research/Consultancy worksreported in the area of Safety and Environment relate to projects on ambient air quality, traffic emergent situations, accident & safety aspects including safety audit of national highways at design stage& Construction stage and safety audit of state highways/MDR/ODR and Road user behavior, Driver simulation and Micro Simulation based Driving Cycle in Delhi City.

Out of total 7 Projects reported, 2 projects are reported first time both studies relating to the safety, one on safe speed limits and second study is on Road safety audit of Punjab State highways/MDR/ODR and Road user behaviour . Under the on-going/completed section total 5 projects are reported relating to the pedestrian studies, Road safety, Micro Simulation based Driving Cycle in Delhi City for Sustainable Transportation System, Distracted Driving in Simulated Environment and one project on study on ambient air quality and its contribution to climate change in Kerala.


1. Road Safety Audit

2. Pedestrian Behaviour

3. Speed Limits on National Highways

4. Driver Simulation

5. Micro –Simulation for Development of Driving Cycle Pattern for Emission Estimation

6. Ambient Air Quality and its Contribution to Climate Change



1. Impact of Posting Scientific Speed Limits on National Highways - Case Study of Thiruvananthapuram-KollamSectionofNH-47

Date of Start: 01 April 2010 Date of Completion: 31 March 2011



The aim of the study is to evaluate various techniques available for establishing scientific speed limits on highways and propose appropriate speed limits on National Highways in Kerala. It is also intended to implement a scheme of speed limits and evaluate its impact on traffic flow and safety of road users.

The objectives of the study are:

● To review the modern techniques for evaluating travel speed and posting speed limits on major arterial roads;

● To assess the travel speeds of vehicles on different sections of the road under study;

● To evaluate the effect of land use, road geometrics, roadside developments, pedestrian movements, number of accesses and their influence on travel speed of different vehicle types;

● To identify the locations for posting of speed limits; and

● To assess the requirement of various types of speed control measures like speed limit, signage, road markings, other auxiliary devices to be posted.

The scope of the study was limited to Thiruvananthapuram - Kollam section of NH 47 having a distance of 70 km.

Methodology

The tasks carried out include collection of data through primary and secondary sources, analysis of data to arrive at speed limit restriction on selected stretches.

The required data for the study were collected through both primary and secondary surveys. The following surveys were conducted:

● Inventory survey of the study stretch to assess the geometric profile of the highway including

roadway and shoulder widths, and adjoining land use characteristics

● Traffic surveys including classified volume count, pedestrian and parking activities

● Speed and delay survey along the sections

● Collection of accident data for the last three years

Data collected from primary and secondary surveys were systematically analyzed to obtain the required inputs for the study.

● Analysis of speed data to estimate the 85th percentile speed on selected sections along the study corridors

● Analysis of the road geometrics, land use pattern, road side development, etc. and to evaluate their impact on travel speeds of vehicles.

● Analysis of traffic flow, pedestrian, parking activities and accident statistics.

● Posting differential speed limits for various types of vehicles.

A scheme to post various speed limits was formulated on the study stretch and it involved the following tasks.

● Identifying locations for implementation of speed limit scheme and the type of control devices to be installed.

● Detailed design of various speed control devices.

Conclusions/ Significance of the Study

The research report gives a detailed account of various factors governing the speed limit for various sections of NH under study, identification and design of various speed control devices and signage scheme for such locations. It also spells out the techniques available for monitoring speed limit and traffic management. It is expected that implementation of the speed limit scheme at appropriate level, would improve the safety efficient operation of the facility to the satisfaction of the various road users.


There are several tools available for management of speed. The study recommends posting of advisory speed limit signage as a method for bringing a balance between safety and travel time. Besides engineering treatments, effective enforcement of speed limits by police and the use of extensive public information and


education programmes for encouraging compliance to both advisory and statutory speed limits will be required. The advisory speed posted is based on the 85th percentile method which was modified on the basis of trial runs and speed tests.

The advisory speed limit will not be applicable for all times of the day, and for all weather conditions. The motorist is expected to make appropriate judgment during night time and adverse weather conditions.

Further work include fine tuning of the basic speed which is applicable to a particular section of the road taking into consideration various factors such as road geometrics, road side development, traffic characteristics and roadway conditions.

The study report is completed and it is implemented on the selected corridor. Evaluation of the speed limit on the safety and level of service is being monitored.

Further information/copy of report can be had from

Director, National Transportation Planning and Research Centre, Sasthra Bhavan, Pattom Palace P. O., Thiruvananthapuram- 695 0042. Development of Road Safety Strategy and

GeneratingAwarenessonTrafficandRoadSafety-PackageVII(Phase-II)

Date of Start : 08 December 2010 Date of Completion (Targeted) : 07 August 2012

CSIR- Central Road Research Institute, New Delhi(R)


Objectives are divided into two phases. The objective of the study entails “prevention and minimization of road accidents”. The other key objectives are:

● Review of the Road Safety Audit studies undertaken by PRRDB for the test sections and conduct of RSA conforming to IRC ‘Manual on RSA - 2010

● Study Road User Behaviour on project roads

● Study Enforcement & Evacuation mechanism as prevalent on road Corridors

● Identify an exhaustive list of stakeholders expected to bear the direct and indirect impacts of Road Safety measures (or lack of it)

● Review of safety status of select stretches during construction stage.

● Develop a Safety Awareness Generation Plan with an object to:

o Instigate a sense among communities that traffic safety is a community concern.

o Educate Policy makers as well as common people regarding the road safety as a major tool to prevent accident & action to be taken in the incident of accident.

o Initiate community policing in the selected areas to ensure obedience to traffic laws by local road users.

o Indoctrinate the residents along the road, the sense of ownership of the road signs & other safety measures installed and explain that these are meant for their safety.

o Provide capacity building training to target population.

o Strengthening of local Non-Governmental Organizations (NGO) and Community Base organizations (CBO) and their linkage through capacity building training, so that they in-turn can provide training to other road users/personnel

o Delivery of an Awareness Generation plan

Methodology

The Study proposed the following methodology for carrying out the study, which is sub-divided into Group Tasks, Tasks and Sub-Tasks.

Task 1: Reconnaissance Survey of

the Identified Road Sections and Data Collection

Task 2: Study of Road User

Behaviour

Task 3: Analysis of Data

Task 4: Presentation of the

Data and the Report

Task 5: Awareness Generation

Plan

Task 6: Delivery of Road Safety Awareness Campaign

Task 7: Campaign Monitoring,

evaluation & Coordination

Significance/Utilization Potential

The recommendations were made to implement the action plan on ground expecting to reduce the accidents and generate the awareness along the project roads.


Director, CSIR- CRRI, Mathura Road, New Delhi-110 025 Phone 011-26312268 Fax 011-26845943; e-mail ID: [email protected]


B. ON-GOING / COMPLETED PROJECTS

1. PedestrianBehaviourUndervariedTrafficandSpatial Conditions (CSIR Sponsored)

Date of Start : 01 June 2008 Date of Completion : 31 May 2011

Indian Insti tute of Technology Roorkee, Roorkee (R)


Status : CompletedYear of Last Report : June 2010

Progress: Data were collected by videography at 36 locations in five cities of India for walking and crossing conditions. The pedestrian parameters like speed, flow, gap accepted and arrivals was extracted from recorded data, and the pedestrian flow analysis, vehicle interaction analysis, risk analysis was carried out. Behaviour analysis was done separately to know the pedestrian movement under the influence of various factors like bottleneck, encroachment, road width etc. Pedestrian interview survey was also conducted to model the pedestrian Level of Service in different facilities.

Conclusions

● The pedestrians in India walk at slower speeds (1.17 m/s) as compared to their counterparts in countries like China, Sri Lanka and Singapore where as the average crossing speed on a two-lane one-way system (1.34 m/s) is higher than that reported in most of the earlier studies.

● Three types of crossing patterns exist in Indian conditions. These are single stage, rolling and two stage.

● The study shows that speed-density forms negative exponential relations for crossing facilities and speed-density relationship is exponential in all types of walking facilities except for pedestrians walking through carriageway where as it is linear.

● A level of service criteria was developed for crossing and walking facilities with pedestrian perception.


The study of pedestrians’ speed by geographical region has not incorporated the features of population like their ethnic characteristics, body-dynamics, attires,

temperatures in the area, etc. The relationship between flow characteristics could not be developed based on multi-regime approach mainly due to limited size of data.


The present study enhances the knowledge pertaining to pedestrian behaviour on different types of facilities and land uses. Though it covers almost all factors influencing the pedestrians, further research may taken up to study the LOS for controlled type of crossing, effect of city size and demography on pedestrian speed, behaviour and flow.

Reports and Publications

1. Final Technical report on "Pedestrian Behavior under Varied Traffic and Spatial Conditions", Submitted to CSIR, New Delhi, June 2011.

2. Kotkar, K. L., Rastogi, R. and Satish Chandra (2010), “Pedestrian Flow Characteristics in Mixed Flow conditions.” Journal of Urban Planning and Development, Vol. 136 (3), ASCE, pp.23-33.

3. Ilango, T, Satish Chandra and Rajat Rastogi, (2010), "Comparison of Pedestrian Characteristics of North and South India", Indian Highways, Journal of Indian Roads Congress, pp.29-37.


IRC: 103–1988, “Guide Lines for Pedestrian Facilities” can be modified with the design values given in the report.


Dr. Satish Chandra, Professor, Department of Civil Engineering, IIT Roorkee.

2. Safety Audit for Development Period of the “6-laning ofChilakaluripet–VijayawadaSectionofNH-5fromkm355.00tokm434.150in the State of Andhra Pradesh to be Executed as BOT (Toll) on DBFO Pattern under NHDP (length 82.5 km)”

Date of Start : February 2010 Date of Completion : On-going




Road Safety Audit has been carried out for 82.5 km of NH5. The bypass alignment connecting km 355 to km 375 could not be audited in absence of approved alignment plan.


The accident scenario in India is extremely grim. At least 13 people die every hour in road accidents in the country (latest report of the National Crime Records Bureau). Nearly 1.14 lakh people in India lost their lives in road mishaps during the year 2007. Road deaths in India registered a sharp 6.1 percent rise between 2006 and 2007. Andhra Pradesh accounts for a very significant proportion of total number of road accidents in the country. The existing road [NH5] (of four lane divided carriageway configuration) is going to be widened to six lanes. This is also going to be an access controlled highway. This report on Accident Analysis in connection with Development Stage Road Safety Audit relates to the existing road. The set of parameters leading to heightened hazard index at various locations along the existing alignment would expectedly undergo significant changes coinciding with widening of this section of NH5. However, importance (and relevance) of this activity lies in the fact that the nature of traffic – abutting land use and traffic – road characteristics interactions as studied during this phase would become a useful analytical tool for the next stage of activity wherein the detailed drawings are to be audited in terms of road safety within the already analyzed traffic environment.

The major deficiencies observed by the Consultants for the project stretch are:

● Improper median opening

● Inadequate sight distance at junctions

● Inadequate intersection design at the cross roads merging with the main carriageway

● Improper design of median

● Uncontrolled junctions even where signalization is inevitable

● Deficiencies in Road Signs, Markings, Signages, Street Lights (even where necessary) etc.

● Irrational behavior of Vulnerable Road Users and lack of traffic enforcement

● Improper location of Bus shelters


● Accident Report

● Safety Audit Report


The General Manager (Safety), National Highways Authority of India (Ministry of Road Transport & Highways), Plot No. 20, Institutional Area, Sector – 32, Gurgaon – 122 001 (Haryana)3. Safety Audit for Development & Construction

Period for Package No. 1 – 6-Laning of Gurgaon – Kotputli – Jaipur SectionofNH-8(NHDP – V). under PPP on DBFO Basis (Total Length – 231.0 km)

Date of Start : June 2010 Date of Completion : On-going



● Development stage audit completed

● Construction stage audit completed for two Calendar Quarters


Construction Stage Audit : Following are some of the important findings :

● Barricades/Guard fences are discontinuous over large part of the sections

● Standard Practice of Guard fencing/Barricading was not been adopted for protecting the construction zone.

● Consistency in using materials for guard fencing is not observed.

● Concrete blocks placed for barricades are hazardous at some locations as these protrude in to the main carriageway

● Retro reflective markings required to guide the users are missing on the concrete blocks/ barricades at some locations.

● Proper Entry/Exit is not demarcated for the construction vehicles moving around the site.


● Piling of materials such as sand and loose earth on the berns without purpose protection / Signages.

● Sub standard work zone signages placed in the work zone area.

● Retro reflective Curve signs are not present at some of the Curves.

● Guard rails are damaged/broken at most of the locations.

● Edge lane marking is not visible throughout over certain segments.

● Pavement marking is missing even where 3 laning has been completed

● Unevenness of surface is observed in some of the stretches as smooth transition has not been provided (between new and old carriageways).

● Poor traffic management around construction sites including lack of measures prohibiting traffic from using incomplete/ under construction road segments.

● Retro-Reflective bollards/ median opening signs must be provided at appropriate locations.

● Truck parking particularly along the outer lane is seen over the entire stretch (km 42.7- km 220.00), and this needs to be dealt with seriously.


● Accident Report

● Safety Audit Report (Part I & Part II)

● Construction Stage Audit Report (Part I & Part II)


The General Manager (Safety), National Highways Authority of India (Ministry of Road Transport & Highways), Plot No. 20, Institutional Area,Sector – 32, Gurgaon – 122 001 (Haryana)

4. Study on Ambient Air Quality and its Contribution to Climate Change in Kerala

Date of Start : March 2009 Date of Completion (Targeted/Actual) :

September 2012



Asses the air quality in Kerala State and develop a model for change in climatic conditions due to air pollution. Also formulate further preventive and control measures for abatement of air pollution.

Methodology

The concentration of air pollutants such as Suspended Particulate Matter (SPM), Respirable Particutlae Matter (RSPM/PM10), Sulphur dioxide (SO2), Nitrogen dioxide (NO2), and Carbon Monoxide (CO) in the ambient air is at 55 locations throughout Kerala State as per Central Pollution Control Board (CPCB) Guidelines IS:5182 Part 14; 2000. The meteorological parameters like wind speed, wind direction, relative humidity and temperature are included for monitoring at the sampling stations. The Air Pollution Index and Wind Rose graphs are prepared and it may indicate the deposition as well as the dispersion of air pollutants in the ambient air. A prediction model for change in climatic condition due to air pollution in the State will be developed.

Interim Conclusions/Conclusions/Supporting Data

The 24 hourly average value of particulate matter concentration at few sampling stations is exceeding the prescribed standards of CPCB may be due to heavy traffic density and other industrial activities.


The air pollution prediction and dispersion model will bring out the actual requirement of mitigation measures of air pollution.

Limitations of conclusion/recommendations for further work/further proposed work

The monitoring will be carried out for 3 years and the prediction of air pollution will be evaluated. The correlation of vehicular emission into air pollution will also be assessed.


1. Interim Report

2. Annual Report

3. Seminar Papers

● “Prediction of Vehicular pollution on nHs in Kerala”, P.Kalaiarasan & B.G Sreedevi, National Seminar on Emerging Trends in Environment and Development (KUNSED),


8th and 9th Oct. 2009, Thiruvananthapuram, organized by University of Kerala.

● “Ambient Air Quality Monitoring and Evaluation of Vehicular Emission in Thiruvananthapuram District, Kerala”, P.Kalaiarasan & B.G.Sreedevi, National Seminar on Recent Advances in Civil Engineering (RACE 2010), 16th and 18th September 2010, organized by Cochin University for Science and Technology (CUSAT), Ernakulam.

● “Status of Air Quality in Thiruvananthapuram Dist r ic t , Kera la” , P.Kala iarasan & B.G.Sreedevi, 23rd Kerala Science Congress, Thiruvananthapuram organized by Centre for Earth Science Studies (CESS), 28th and 31st January 2011, Thiruvananthapuram.


Director, National Transportation Planning and Research Centre Sasthra Bhavan, Pattom Palace P. O., Thiruvananthapuram- 695 004.

5. Distracted Driving in Simulated Environment: Present Challenges and Mitigation

Date of Start : May 2011

Date of Completion (Targeted /Actual) : July 2011



The main objective of the study was to compare the behaviour of drivers risk taking practices in both distracted driving conditions and driving without distraction

Methodology

In the present project we are using this experimental approach to study the distraction effects on driving performance. In the present project a fixed base driving simulator installed at CSIR-CRRI has been used to evaluate the behavior of drivers and the effects of various in-vehicle distractions on their driving performance under virtual realistic driving environment.

The variation in their driving performance was compared under various circumstances involving other road users, road side assets/infrastructure and static and kinetic

objects. In the present study following sample size was adopted.

In the present study repetitive test design was used hence large sample population could not be selected. Total eleven subjects of different gender, profession and age group was selected for the present study which combinations of the various independent variable characteristic are as follows:


● From our study “text messaging” was found to be the most distracted behaviour pattern (22 percent) because participants have done highest number of errors in this condition. followed by listening to music (21 percent) and talking in cell phone (20 percent).

● Age-wise analysis highlighted that subjects pertaining to the age group between 22 years - 24 years committed maximum errors followed by the younger age group i.e. 18 years to 20 years as compared to the older age groups.

● In profession-wise analysis highlights that “students” who are having less driving experience committed maximum errors.

● Gender-wise analysis also highlights that “female” participants have committed more errors as compared to the other gender.

● Qualification-wisefindingsof the study show that highly qualified i.e. drivers who have completed graduation committed maximum errors.

● From driving experience-wise analysis it is evident that “up to 2 years experienced” drivers have done maximum errors.

● City vs. highway Driving Conditions : this was highlighted in the present study that in the City driving environment where the maximum stimulation were present drivers committed more errors as compared to the highway driving situation.

Significance /Utilisation Potential

The data of the present study highlights the risk taking practices among the novice as well as commercial experienced drivers with and without distracted driving conditions ,the findings of this report is useful to create awareness among the road users and drivers to see the consequences which are otherwise may prove fatal in realistic traffic environment.


Limitations of Conclusion/ Recommendation for further work

Time limit : Due to the limitation in time (i.e. two month period) administration of the tests on large number of sample was not possible in this study hence only 11 subjects were randomly selected for the study.

Repeated Test Design: In the study repeated test measure was selected which was more time consuming but in depth behaviour performance analysis for each distracted driving activity was possible hence this type of test design is more suitable for validation study.


Report has been submitted in CRRI.


Director, CSIR- CRRI, Mathura Road, New Delhi-110 025 .Phone 011-26312268 Fax 011-26845943; e-mail ID: [email protected]

6. Micro Simulation based Driving Cycle in Delhi City for Sustainable Transportation System

Date of start: August 2010 Date of completion (Targeted): August 2012

CSIR - Central Road Research Institute, New Delhi


The objective of this study is two folds (a) to derive the driving cycle and compare it with existing regulatory driving cycle using micro-simulation and real world data and (b) to estimate the emission based on real world driving cycle for Delhi.

Methodology

In this study the real world driving cycle is being carried out in selected seven routes in Delhi City. These routes represent different types of lane, connectivity, land-use pattern, etc. to capture the road and travel related parameters. It covered all most all part of the Delhi city with variations in route characteristics. The survey will be

carried out using GPS based Performance Box, which is fitted in different type of vehicles. Questionnaire also has been developed to capture the driver related parameters. In first instance, on pilot basis the survey was carried out in four routes for car only. In addition, traffic volume data were also collected in selected locations (mid points) of these routes.


Delhi Traffic Police,IOCL,CIRT, ICAT


1 Ravindra Kumar, B.K. Durai, Wafaa Saleh, Colin Boswell., "Comparison and Evaluation of Emissions for Different Driving Cycles of Motorcycles: A note Published on Line Transportation Research" Part D 16 (2011) pp 61–64.

2 Wafaa Saleh, Ravindra Kumar, Añil Sharma, "Driving Cycle for Motorcycles in Modern Cities: Case Studies of Edinburgh and Delhi", World Journal of Science, Technology & Sustainable Development, Vol. 7, No. 3, 2010 pp 263-274.

3 Dr. Ravindra Kumar, Dr. Wafaa Saleh “Motorcycle Emission-Effect of Driving Cycle in Urban and Rural Areas”, VDM Verlag Dr. Muller GMBH & Co., KG, Germany, 2011.

4 Ravindra Kumar, Kamini Gupta, B.K. Durai, S.Gangopadhyaya "Driving Cucle for Measuring Vehicle Emissions on Roads at Bus Raid Transit (BRT) Corridor in Delhi"., World Engineer Convention 2011 Geneva.

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Director, CSIR- CRRI, Mathura Road, New Delhi-110 025 Phone 011-26312268 Fax 011-26845943; e-mail ID: [email protected]


V. RESEARCH PROJECTS RELATED TO THESIS FOR POST-GRADUATION/Ph.D.

A. PAVEMENT EVALUATION AND PERFORMANCE

1. F in i te Element Analysis of F lexible Pavements

Date of Start: November 2009 Date of Completion: November 2010

College of Engineering, Trivandrum (R)


The objectives of the study are:

● To analyze and compare the stress-strain distribution and response of the pavement system by using asphalt mixes with various additives like hydrated lime and sulphur;

● To analyze a typical 4 layer flexible pavement structure by means of Finite Element Method; and

● To study the stress - strain distribution of pavement using linearized elastic theories and compare with the Finite Element Analysis.

Methodology

The following are the overall steps followed in this investigation.

● The first step consists of defining the model of the physical problem. In the present case, the model consists of a one layered pavement structure.

● In the second step, the material properties, the boundary conditions and the loading details are given and the numerical problem associated with the model is solved.

● The third and final stage consists of processing the results computed and generate various solutions for further processing/analysis.

Salient Findings/Conclusions

● The vertical stresses at various depths obtained from one layer axisymmetric analysis for a circular loading on an elastic half space is comparable to that of Boussinesq’s solution.

● The results obtained through stress-strain analysis of multilayer system are comparable to that of mechanistic method (Jones table).

● When the material is viscoelastic in nature, the loading pattern and duration of loading affects the vertical strain distribution.

● The typical creep and recovery behavior, a characteristic behavior of viscoelastic material, is observed in the pavement response.

● When the pavement is modeled as a four layer system with viscoelastic model of asphalt layer, the vertical stress and strain in different layers are less than that of the system with elastic asphalt layer.

● Four layer pavement systems are modeled and the behavior of systems is studied by using asphalt mix with hydrated lime and sulphur as additives.

● As the mix becomes stiffer, the vertical strains are reduced and hence the deflections at various points are reduced.

● The creep strain decreases as the stiffness of mix increases.

Further Information/copy of the report can be obtained from

Mr. R. Satheesh Chandran, Dept. of Civil Engineering, College of Engineering, Trivandrum.

2. Evaluation of IRC Method and Effect of Bituminous Mixtures on Pavement Performance UsingM-EPDG

Date of Start : November 2009 Date of Completion : November 2010

College of Engineering, Trivandrum (R)


The specific objectives of the study included:

● Comparison of IRC method of flexible pavement design and the design procedure as per ‘The New Mechanistic - Empirical Pavement Design Guide (2002)’, in terms of the design concepts and input requirement.

● Evaluation of a pavement section, designed as per IRC method, using M-EPDG, in terms of its structural adequacy and performance.


● To study the effect of modified binders on pavement performance using M-EPDG.

Methodology

● The soil data, traffic data, axle load data and laboratory test results for the asphalt mixes and their respective binders needed for the parametric analysis were collected from IIT, Madras.

● Traffic data and axle load data were analyzed to find out the inputs required for IRC design method and M-EPDG analysis.

● The dynamic modulus for asphalt mixes was used to find out the equivalent dynamic modulus for two layers. Using these equivalent dynamic modulus values for each temperature frequency combination, the dynamic modulus master curve equation was optimized. This was done for each mixture combination.

● After completing the data analysis, an IRC design for the section was done.

● The IRC design was analyzed using KENLAYER to check whether the design life requirement is satisfied, as per IRC 37:2001.

● Using the IRC design as the trial design, M-EPDG analysis was also carried out. The material properties were assumed as per IRC:37-2001 and MORTH Specification.

● The results obtained from the above analysis were used for evaluating IRC design.

● Next step was the parametric analysis. The performance of pavement while using different asphalt mix combination on the surface course was studied.

● The mix which gave the best pavement performance was figured out.


● IRC section was found to be safe according to damage equations given in IRC:37-2001.

● IRC section failed in reliability criteria for longitudinal cracking as per M-EPDG. The section was found to pass when the thickness of A.C layer was increased to 170 mm, which was initially 163 mm.

● The increase in thickness from 163 mm to 170 mm enhanced the performance by bringing about the following percentage reductions:

o IRI – 0.9 percent

o Longitudinal Cracking – 45 percent

o Alligator Cracking- 25 percent

o A.C Rutting – 9 percent

o Total Rutting – 5 percent

● From performance evaluation using different combinations of asphalt mixes on the top two asphalt layers, it was found that when Bituminous Concrete Mixture using Polymer Modified Binder (BCPMB) or Bituminous Concrete Mixture using Crumb Rubber Modified Binder (BCCRMB) were used as the first asphalt layer, the pavement performance improved.

● The combination which used BCPMB on top of Dense Bituminous Macadam mixture using unmodified V.G-30 binderhad the greatest effect on all the distresses and IRI. The percentage reductions for this layer combination were as follows.

o IRI reduced by 1.3 percent.

o Longitudinal cracking reduced by 72 percent.

o Alligator cracking reduced by 33 percent.

o Asphalt layer rutting reduced by 8 percent.

o Total rutting reduced by 8.5 percent.

As a result, it was inferred that polymer modified binder is more effective in reducing the longitudinal cracking.


Ms. Preethi. P., Dept. of Civil Engineering, College of Engineering, Trivandrum.

Dr.J.Murali Krishnan, Dept. of Civil Engineering, IIT, Madras.

Publications

Devi Ramachandran & Preethi, P., (2010), “Evaluation of IRC Method of Flexible Pavement Design Using M-EPDG” ; "International Conference on Technological Trends (ICTT-2010)", November 25-27, 2010, College of Engineering, Trivandrum, Kerala.

3. Experimental Investigations and Modeling of Rutting of Asphalt Concrete Mixtures

Date of Start: July 2009 Date of Completion: December 2012

Indian Inst i tute of Technology Madras, Chennai



The overall objective of this study is to develop an understanding of rutting of asphalt concrete mixes through laboratory investigations and analytical modeling. The following are the sub-objectives:

● Laboratory Investigations:

o To design laboratory experiments to differentiate between densification and shear flow

o To investigate the influence of confinement pressure on densification and shear flow

● Analytical Modelling:

o To develop appropriate pressure dependant visco-elastic model for predicting the laboratory experimental data.

Proposed Methodology (Type of Study, Laboratory/Field)

The main intent related to the laboratory investigation is to understand the factors which influence densification and shear flow. In order to simulate the mechanical response related to densification, samples of mixtures will be fabricated at 7 to 8 percent air voids and subjected to repeated creep and recovery loading. These tests will be conducted at range of temperatures. While at low temperature (below 20ºC), one could expect densification alone, it is expected that samples will exhibit shear flow also at higher temperature (above 30ºC). To quantify the response of shear flow, samples will be fabricated at air voids close to 2 percent and creep and recovery tests will be carried out. The total number of cycles will depend on the temperature, type of mix, confinement conditions and ratio of deviator to confinement stress. A proper frame invariant non-linear viscoelastic model will be identified and used for validation of the experimental data. All materials parameters corresponding to this model will be pressure dependent.

Salient-Findings and Conclusion(s)

Research is on-going.

Further information/copy of the report can be obtained from:

Neethu Roy, Ph.D. Scholar, Transportation Engineering Division, Department of Civil Engineering, IIT Madras, Chennai – 600 036Mobile : 0956616 9941 E-mail ID: [email protected]

4. ForensicInvestigationsonPre-matureRuttingon a National Highway Pavement

Date of Start : August 2010 Date of Completion: June 2011

Indian Inst i tute of Technology Madras, Chennai


Broad objectives of the study include the following:

● Field investigations to identify the causes of rutting.

● Laboratory investigations on pavement materials to identify contribution of bituminous layers towards rutting.

● Design of rut-resistant mix as an alternate solution.

● Laboratory tests to study the performance of rut resistant mix in comparison to existing pavement materials.


● Review literature pertaining to investigation of pavements suffering premature failure and alternate rut-resistant mixes.

● Acquisition of data regarding extent and locations of permanent deformation.

● Acquisition of core samples of various bituminous layers from site.

● Laboratory tests on core samples acquired from field for conformation to standards.

● Design of gap-graded mix (Stone Matrix Asphalt) as binder course and wearing course by using polymer modified bitumen.

● Mix design of conventional mixes as found at site, but, using polymer modified bitumen.

● Fabrication of samples of SMA, BC and DBM mixes at laying / field density for laboratory testing.

● Testing the samples fabricated at laying density for rutting under wheel tester, dynamic modulus, creep and recovery under cyclic loading for comparison of performance and their relations to rutting.

● Suitable solution to rutting of the failed highway pavement section.



● Higher binder content than designed results in higher plastic strain.

● Excessive compaction with higher binder content of the bituminous mix causes permanent deformation in the form of shoving and early rutting.

● High IDT strength does not ensure longer life of pavement. It can be due to high binder content or air voids, either of which reduces the pavement performance.

● SMA mixes are more resistant to rutting, due to stone-on-stone contact of coarse aggregate. Though it is expensive, it has great applications in locations subjected to heavy loading.

● Addition of fibre in SMA is required to reduce the drainage of mastic. The cellulose fibre restricted the drain-down to a maximum of 0.2 percent. Modification to binder does not restrict the drain-down significantly.

● Compaction of coarser grade SMA (SMA II) is easier as compared to finer grade SMA (SMA I) due to better gradation. SMA I has large proportion (approximately 50 percent) of aggregates passing 9.5 mm sieve and retained on 4.75 mm sieve.

● SMA design by Marshall Method of compaction is more reliable, since air voids with 100 gyrations compactive effort results in wide variation in air voids.

● Dynamic modulus of SMA was better than conventional mix for very low frequencies, indicating better performance under extreme heavy loading. However, due to variation in air void ratio, the results for controlled loading conditions could not be evaluated.

● Cooper wheel tracker simulates field condition of pavements subjected to rutting to a great extent and is a very good test for comparison. However, the rutting in field cannot be predicted using the same results.

● Even SMA can fail severely when not compacted properly. Excessive compaction may lead to crushing and eventually ravelling. Low compaction level will make the mix susceptible to rutting despite stone-on-stone contact.

Recommendations for Dissemination/ Revision of Codes/Specifications (if completed)

● Samples / Results of construction materials used in large projects should be maintained / preserved for future analysis in case required.

● SMA mixes should be used in rut prone areas. Test tracks in rut prone areas should be constructed using SMA and studied for their performance.

● Compaction of SMA is difficult. Methodology to compact it to fabricate 150 mm size samples for testing on SPT needs to be devised.

● Modulus values of various mixes at 4 percent air void ratio are known and a databank can be created. However, modulus values at 6-7 percent air voids are not readily available. This density is critical since all pavements are initially compacted to this density. These values may also be evaluated in future.

Further information/Copy of the report can be obtained from

Lt. Col. Girish Kumar, VSM, ADG (D&C), Khadki, Pune – 411 003Mobile : 9271922619 / 9677164353E-mail ID : [email protected]

B. TRAFFIC AND TRANSPORTATION

1. StudiesonSafetyPerformanceofTwo-laneRuralHighwaysunderMixedTraffic

Date of Start and Duration : Aug 2005 Date of Completion : Dec 2011

IndianInstituteofTechnology,Madras,Chennai(R)


The scope of the study is limited to two-lane undivided rural highways in India, which operate under mixed traffic. The objectives of the study include:

● Identifying explanatory factors related to traffic, road geometry and land-use, which influence occurrence of road crashes

● Developing road crash prediction models and road crash modification factors using mixed effects count data modeling


The methodology adopted for the study include collection of road crash, traffic, road geometry and land-use data


for selected segments and intersections of two-lane undivided highways and development of mixed effects count data models for road crash prediction, through simulation assisted parameter estimation. These models are then reduced to base models with minimum of explanatory variables, related to traffic, segment length, etc. The engineering variables, such as variables related to road geometry and land-use were then converted to multiplicative factors, called road crash modification factors.


● Traditional Poisson and negative binomial models were found to be insufficient to model road crashes on Indian two-lane undivided rural highways, due to the heterogeneity observed in the data.

● Mixed effects models with corridor level and individual level random parameters, which allow the model coefficients to vary across locations, were found to model these road crashes more accurately.

● Traffic levels and traffic composition, density of access, horizontal curvature, gradient and presence of signs and markings were found to significantly influence the occurrence of these road crashes.


Mixed effects models, with corridor level and individual level random parameters, are recommended for modeling road crashes with heterogeneity, as is in the case of Indian highways.


Dinu R. R., Ph.D. Scholar, Department of Civil Engineering, Indian Institute of Technology Madras, Chennai - 600 036.Mobile : +91 9945 8750 65, Phone : +91 4422 5752 92, E-mail : [email protected]

2. Study of Heterogeneous Traffic-FlowCharacteristics on Urban Arterials in the Light of Energy Consumption and Environmental Impact

Date of Start and Duration : 10 Aug 2010 Ten months

Date of Completion : 17 June 2011 IndianInstituteofTechnologyMadras(R)


The following are the specific objectives of the study:

● To develop appropriate data base on the effect of traffic flow characteristics on fuel consumption of different categories of road vehicles.

● To develop data base on the effect of traffic flow characteristics on emission rate of road vehicles.

● To quantify traffic flow characteristics on urban arterials for a wide range of volume (with typical composition of traffic) using micro simulation technique.

● To develop relationships between heterogeneous traffic flow characteristics and fuel consumption and emission rate to serve as additional guidelines for traffic regulation on urban arterials.

● To understand the optimum V/C ratio, at which the emission rate of major pollutants and fuel consumption, will be minimum under Indian conditions.


This research work is mainly concerned with the study of traffic flow characteristics i.e., V/C ratio with due consideration to the emission rate of major pollutants like Co2, CO, NOx, HC along with the fuel consumption rate for different categories of vehicles present in heterogeneous traffic (Indian traffic condition) like Buses, Cars, Two-wheelers, Three-wheelers, Trucks, Light Commercial Vehicles. To study the impact of traffic flow characteristics and emission rate and fuel consumption, reliable data on these two aspects are required.To address this problem, a new on-road mobile source emissions model designed for use in developing countries termed as the International Vehicle Emissions (IVE) model has been deployed. In this study, the on-road vehicle data was collected in Chennai in 2009 for different categories of vehicles like buses, cars, two-wheelers, three-wheelers, trucks and LCV. The IVE model has been used to collect the emission rates of various pollutants like CO2, CO, NOx, HC, PM, VOC and CH4 at a speed range of 25 kmph-40 kmph, with an average trip length of 11 km. In order to estimate the capacity of a road by simulation traffic composition is an essential parameter and this should be a replica of the real traffic system. For this classified traffic counts for the considered study section is required.By simulating heterogeneous traffic flow at different volume levels,


starting from 2000 to 9700 (capacity-flow) vehicles/hr the average speeds of the different categories of vehicles were estimated for each flow level. For these speeds the emission rate of different pollutants like CO2, CO, NOx, HC were estimated based on the data base prepared from the literature.By simulating traffic flow at different (V/C) ratios, the speeds of the individual vehicles were obtained. From the available data-base for all the individual speed emission rates as well as fuel consumption rate were estimated. By summing up of the emission rates of all the individual vehicles at a particular V/C ratio say 1.0 the total quantity of emission of the four major pollutants and the total quantity of fuel consumed were estimated. Based on the results, the optimal traffic volume expressed in terms of volume - capacity ratio for minimizing total fuel consumption and emission of the pollutants was determined.


The following are the important conclusions drawn based on this study:

● It has been found through the study that for the observed traffic composition, the capacity flow in one direction on a 14.5 m wide road is 8650 vehicles/hour and the resultant stream speed is 16.75 kmph.

● The variation of emission rate of CO2 with respect to volume-to-capacity ratio is parabolic with convexity downwards. As the (V/C) ratio increases, the emission rate of CO2 increases moderately up to a (V/C) ratio of 0.7 (with almost constant slope) and then, it shows a steep increasing trend.

● The variation of emission rate of CO with respect to V/C ratio is parabolic with convexity downwards. As the V/C ratio increases, the emission rate of CO increases moderately up to a ratio of 0.7 (with almost constant slope) and then it shows a steep increasing trend.

● The variation of emission rate of NOx with respect to V/C ratio is parabolic with convexity upwards. As the V/C ratio increases the emission rate of nox decreases moderately up to a V/C ratio of 0.7 (with almost constant slope) and then it decreases steeply.

● The variation of emission rate of HC with respect to V/C ratio is parabolic with convexity downwards. As the V/C ratio increases the emission rate of HC increases gradually up to a V/C ratio of 0.7 (with almost constant slope) and then it shows a steep increasing trend.

● The Fuel consumption increases linearly with increase in V/C ratio. The increase is moderate up to a V/C ratio of 0.7 (with almost constant slope) and then it shows a steep increasing trend.

● For the roadway and traffic conditions considered the optimal V/C ratio which will result in minimum emission rate of CO2, CO and minimum fuel consumption is 0.7 at which the average stream speed is 45.86 kmph.


Indian Institute of Technology MadrasMobile :09441843966, E-mail ID: [email protected]

3. Study on the Effect of Geometric Design ConsistencyonLevelofSafetyonInter-CityRoads

Date of Start and Duration : 23 July 2010, 3 years

Date of Completion : On-going Research

IndianInstituteofTechnologyMadras,Chennai


The scope of the study is limited to intercity roads. The study mainly focuses on the geometric design consistency at mid-block section and curves. Efforts will be made to correlate the results with the existing traffic and road crash data pertaining to a study stretch for the safety effectiveness of intercity roads. To incorporate the real world problem of the intercity roads, microscopic simulation will be performed.

● Develop acceleration and deceleration models to study the impact of road geometry on mixed traffic flow

● Evaluate the geometric variables which affect speed and to develop speed profile model along inter-city roads

● Study the relationship between alignment indices and road safety

● Check the safety aspects of intercity roads under heterogeneous traffic condition using microscopic simulation and develop models relating highway geometrics, heterogeneous traffic and road crashes

● Validation of the models using Road crash Data



The study stretch will be identified in such a way that it is a combination of both straight stretches and curves and is not affected by intersections. Using GPS data, centre line alignment of a selected highway section will be created for the analysis.

Proposed methodology for the study is :

● Identify the stretch of road that satisfies the requirement for the study

● Carry out design consistency evaluation on the selected stretch of road

● Carry out traffic studies to determine the traffic flow characteristics

● Collect the GPS data pertaining to the study to get alignment of study stretch

● Collect the road crash data pertaining to the identified stretch of road

● Carry out microscopic simulation

● Develop a relation between alignment indices and road safety


Transportation Engineering Division, Department of Civil Engineering Indian Institute of Technology Madras, Chennai - 36Mobile : 09445515414, E-mail ID:[email protected]

4. ReliabilityBasedOptimalRoutingandTrafficAssignment in Stochastic Transportation Networks

Date of Start and Duration : 21 July 2006 Date of Completion : On-going Research

(Expected to be completed by June 2012)

IndianInstituteofTechnologyMadras,Chennai(R)


● MostReliableShortestPaths : To characterize the different measures of reliability at the link/path level, and

○ Formulate the most reliable travel time path (ORP) problem on a network with random and correlated link travel times, and develop an algorithm to solve this ORP problem;

examine computational performance of proposed algorithm on synthetic networks.

○ Application: To model, calibrate and quantify the distribution of travel times, and apply the developed ORP algorithm to the Chennai road network.

● Robust Shortest paths

○ To formulate the optimal robust cost path problem (MRCP) on a network with random and correlated link travel times and propose/implement solution algorithms to compute the optimal robust cost path under various correlation structures; to examine computational performance of proposed algorithms on synthetic networks.

○ Application: To model & calibrate the flow dependent distribution of link travel times, and apply the developed optimal robust path algorithms to the Chennai road network.

● Robust(ReliabilityBased)TrafficAssignment

○ To propose a robust traffic assignment algorithm to compute the link traffic volumes on the network resulting from individual traveler’s choice of his/her optimal most robust/reliable path.

○ To calibrate and validate the robust traffic assignment model for Chennai City.

Proposed Methodology

To address the first two objectives the various measures of reliability are first identified from the literature and their pros/cons are examined. Based on the suitability of the different measures for the present context, two measures of reliability, namely probability of on time arrival (travel time reliability) and robust cost (weighted combination of mean and variance of path travel time) are selected. Next, the most reliable path problem (ORP) and optimal robust cost path (MRCP) problem are formulated as integer non-linear programming problems. Optimality criteria are subsequently established for the formulated ORP/MRCP problems, based on which, first, an efficient algorithm combining simulation and network optimization is developed to compute the ORP on networks with stochastic correlated link travel times. The algorithm is illustrated for the case of multivariate normal and multivariate log normal link travel times. Next, an algorithm that applies a label correcting procedure for the multi criteria SP problem is proposed


and implemented to compute the MRCP on networks with stochastic link travel times under certain correlation structures. In addition, a pruning strategy within a label correcting procedure is proposed/ implemented to relax the previously imposed restrictions on correlation structure. Finally, it is shown that for certain classes of distributions, optimization of commonly used reliability measures such as buffer time, buffer index, planning time index reduces to the robust cost objective with suitable weights. After implementation of the solution algorithms, computational experiments are conducted to study their performance under different network conditions and user risk preferences. In addition, the impact of distributions, variability, correlations and risk attitudes for different metrics is investigated by studying their influence on the MRP at varying input levels.

With regard to the tasks involved under third the objective the robust traffic assignment problem is first formulated as an equilibrium problem. A solution scheme will then be proposed that iteratively uses the MRCP algorithm developed under the second objective. The developed algorithm is then applied to the Chennai network and calibrated suitably using, (a) Secondary travel time and volume data (b) Primary data from a questionnaire based stated/revealed preference survey. Suitable performance measures are to be then identified and the calibrated model is compared with existing static assignment models on suitable real world networks.

Salient Findings and Conclusion

The salient findings from the study are briefly summarized below:

MostReliableShortestPaths(Objective1):

For the optimal reliability path problem it is shown that the sub-path optimality property does not hold, thus making conventional shortest path algorithms inapplicable. A new reliability-bounds based optimality criterion is proposed and an algorithm developed that combines bounding and MC based path generation. The algorithm models correlations in link travel times (to the best of our knowledge all existing approaches assume independence).

The proposed algorithm for the optimal reliability path problem is found to be practically efficient limited path enumeration. The algorithm is accurate even for a very small of value of enumerated paths and Monte Carlo simulation draws. Computational time reasonable

(59s for 1000 node, 3000 link network) for real world networks (Chennai Road Network). The number of network links is found to have a more significant effect than number of network nodes. In addition, the proposed algorithm is computationally faster than both a bounding heuristic (K doubling) and a pure Monte Carlo draw based simulation procedure.

Empirical experiments on the Chennai Road Network indicate that using travel time reliability instead of the expected travel time (current practice) can yield significant improvements in reliability (of up to 35 percent) without adversely compromising on mean travel times (less than 10 percent).Further, neglecting correlations between link travel times (assuming independence) can result in choice of seriously sub-optimal paths. The study also underscores the role of risk attitudes (reflected by reliability threshold) on benefits obtained from using reliability as a route choice criterion.


Ravi Seshadri, Flat No 5/1 RAMS Apartment, Third Main Road, Gandhinagar, Adyar, Chennai - 600 020Mobile : 9884517532, Phone: (044) 24413524, E-mail ID: [email protected]

5. Evaluation of Turn Lanes at Signalized Intersection inHeterogeneousTrafficusingMicroscopic Simulation Model

Date of Start and Duration : 03 Aug 2004, 7 years

Date of Completion : 16 March 2011

Indian Inst i tute of Technology Madras, Chennai (R)


The scope of this research study is limited to evaluation of the two types of turn lanes through simulation approach using a study intersection in Chennai city, India. The broad objective of this research work is to study the effectiveness of right turn lane and unconventional channelized left turn lane at intersections in heterogeneous traffic with unique traffic and driver behaviour. The specific objectives are:

● To study the characteristics of traffic flow at signalized intersections under heterogeneous traffic conditions.


● To develop a microscopic traffic simulation model for a signalized intersection under heterogeneous traffic conditions using C++ adopting Object Oriented Programming methodology.

● To apply the above simulation model to study the traffic flow using a case study intersection with and without (a) Right Turn Lane (RTL) and (b) Channelized Left Turn Lane (CLTL).

● To evaluate the efficacy of RTL and CLTL through sensitivity analysis.

● To determine optimal lengths of RTL and CLTL for various scenarios of influencing variables.


A microscopic traffic simulation model for intersection flow under heterogeneous traffic conditions was specifically developed for this study. The simulation model was programmed in C++ using Object Oriented Programming (OOP). The modeling of traffic flow at intersections consists of the following five major sequential steps: (i) vehicle generation, (ii) vehicle placement, (iii) vehicle movement, (iv) vehicle accumulation, and (v) vehicle dissipation. The model was validated considering the queue density, dissipation of vehicles and control delay at the intersection. Accordingly, the field observed and simulated values were compared to verify for the validity of the model.

The developed simulation model was then used to study the efficacy of RTL and CLTL on control delay of vehicles through a case study intersection in Chennai city, India. A sensitivity analysis was performed by varying the approach volumes, turn proportions and turn lane lengths. For this purpose, control delays for the two major approaches without and with turn lanes were determined from simulation model. Each scenario was examined in two sets of simulation modeling runs: one with and one without a turn lane. Simulation runs were performed for 640 scenarios with a turn lane and 128 scenarios without it (total of 768 runs).


A microscopic traffic simulation model was developed for heterogeneous traffic flow at signalized intersections and implemented in C++ language using Object Oriented Programming (OOP) concepts. This model, specifically developed for evaluation of turn lanes, has yielded valuable insights on such an application. Scenario analysis was conducted for various combinations of related factors. It is also useful in determining the optimal

lengths of turn lanes. The key conclusions arising out of this research based on the case study intersection are:

● In general, RTL is found to be advantageous only up to certain approach volumes and right-turn proportions, beyond which it is counter-productive. This study pinpoints the break-even points for various scenarios. RTL is disadvantageous for higher turn proportions (40 percent for 3000-3500 veh/h (for shorter turn lane lengths), and 35 percent and 40 percent for 4000 veh/h). Optimal RTL lengths are found (10-30 m for 500-1500 veh/h and 30-50 m for 2000-4000 veh/h) for combinations of considered values for the different parameters.

● CLTL is found to be advantageous for lower approach volumes at all turn proportions, signifying the benefits of CLTL. It is counter-productive for higher approach volume and lower turn proportions. CLTL is disadvantageous for lower left turn proportions (5 percent for 2000 veh/h, 10 percent and lesser for 2500 veh/h and 20 percent and lesser for 3000-4000 veh/h). The optimal lengths of CLTL (10 m for 500 veh/h, 30 m for1000 veh/h, 40-50 m for 1500 veh/h and 50 m for 2000-4000 veh/h) are obtained for combinations of considered values for the different parameters.

The above findings demonstrate that turn lanes can be considered for application as an appropriate intersection lane control tool for enhancing the efficiency of flow at signalized intersections in heterogeneous traffic conditions. Such an analysis can serve as a valuable tool in deciding whether to adopt turn lanes, and if so in determining the optimal lengths of turn lanes for various conditions.


Transportation Engineering Division, Department of Civil Engineering, IIT Madras, Chennai – 600 036Mobile : 9486640274 Phone : 044-22575292 E-mail ID : [email protected]

6. To Assess the Impact of Information Communication and Technology on Travel for Shopping Purpose

Date of start & Duration : 11 Jan 2011 Date of completion : 07 May 2011


School of Planning and Architecture, New Delhi


● To understand the concept and component of e-shopping.

● To review impact of e-shopping and appraise its best practices.

● To assess the shopping behavior on the basis of residential socio economy and demographical characteristics in case study.

● To assess the impact of e-shopping on travel behavior of shopper in case study.

● To evolve the policies for Travel Demand Management adopting the demand of e shopper

● The Scope of the study is to understand the various components of Information communication and technology and its impact on shopping travel pattern.

● Keeping in view the diverse nature of online shopping, the detailed analysis will be focused on the travel behavior pattern of online shoppers.


The methodology consists of four steps Literature review, Need of study, Aim and Objective of study. Data collection was done which comprises of Primary and Secondary Data collection for which questioner for survey and checklists for data collection was prepared. Data Analysis majorly was divided into two parts (i) Shopper characteristics in which personal and trip information of shopper will be collected, and (ii) Type of shopper which identified the factors for E shopping. During the modeling stage, Binary Logistic Model was formulated to correlate the behavior of shopper with some of the societal parameters. Sensitivity analysis was carried out by increasing the societal parameters to understand the probability of shopper to increase as online shopper.

Salient Findings and Conclusions from Primary Survey

● It has been also observed that Online buyers predominantly are male and between the age groups of 20 to 40 years having income group between ` 20,000 to ` 40,000 and shoppers booked tickets online, purchase electronic item, grocery and food through telephone.

● Majority of shopper’s opinion for online shopping is time saver and convenience and 50 percent of

offline shopper does not prefer online shopping as they do not have much schemes and sale on online products as well there is lack of assurance of quality of product.

● The average travel length, average travel time and average travel cost of the shopper surveyed is 8 km, 17 minutes and ` 35 respectively.

● It has been observed through establishment survey of market that only 37 percent of establishment in these six markets are having the home delivery facility and the average delivery travel length is 2.5 km in the establishment which provides free home delivery.

● The present level of e-shopping in case market is quite low 70 percent users shopped through online or telephonic medium once or twice per month.

Further information /copy of report can be obtained from

Ruchika Mattoo,191 C, Regent Shipra Suncity Indrapuram, Ghaziabad.Mobile : +919999958635, E mail ID : [email protected]

7. Transport Strategies and Development Measures for a Green City of Baruipur, West Bengal

Date of Start and Duration : 11 Jan 2010 Date of Completion : 18 May 2010

School of Planning and Architecture, New Delhi (R)


● To review the relevant literature relating to green city planning with respect to transport system.

● To study the urban form and urban structure of a green city.

● To analyze and appreciate various transport planning parameters under different transport scenarios, by using land use transport model.

● To evaluate various alternative transport plans based on the green city concept.

● To select the appropriate transport strategies and policies to assist the development of transport systems for a green city.

● To evolve planning and design guidelines with respect to policies, evaluation, implementation


and monitoring framework which will be a part of green modules.

● Study will be confined to review of planning and design concepts of green cities based on relevant national and international literatures.

● A case study of a new town with a population of 1 lakh is been selected. Relevant information from the secondary source is used to conduct the study.

Methodology

As per the objectives, various literature studies have been done to understand the stages through which the thesis can be achieved. It has been done at three different levels. Literature studies were done at Macro level planning, Micro level planning and Selection of green technologies. Baruipur, the city with population of 1,10,000 is located at a distance of approximately 5 km. It has been envisaged to be developed as a green town. This town has been taken as a case study.

Analysis was at a macro level where the city form was decided by using the Lowry Garin’s Landuse Transport Model. Three urban forms were considered: ring- radial, grid and linear – grid. In linear– grid urban form, the linear stretch was considered as the main artery which was counteracted by perpendicular sub arteries which were the part of grid. These urban forms were analyzed as per the mono centric urban structure. Under every urban form, four technological scenarios were considered: pedestrian scenario, bicycle scenario, electric car scenario and the combination of the three modes. The basic data of projected employment and population were considered for distribution of densities at different zones and accordingly the travel demand was estimated in the network. The data of vehicle km, passenger km, average trip length and average trip time were the outcomes which were compared for different urban form to establish the most efficient urban form. Here linear- grid form was found out to be most efficient and strategies are framed accordingly.

At strategy level, the proposals at macro level considered the hierarchy setting of the network, modal split, NMT hierarchy etc. Whereas at the micro level strategy formation, the landuse and density distribution at neighborhood level, NMT hierarchy, etc were framed along with some minute level design strategies for barrier free movement.

Salient Findings and Proposals

● The vehicle km governs the emission in a city. Lower the vehicle km., less distance will be travelled and thus less emissions.

● The vehicle-km is lowest in grid-linear pattern urban form as the dominant share is pedestrian followed by bicycle and electric auto rickshaw scenario i.e., 38,945.

● The average trip length is also lowest in grid linear with 0.59 km (viz. three modes of transport are considered- Pedestrian, Bicycle and Electric car).

● Again if we check another scenario e.g., electric auto rickshaw scenario, the passenger km is lowest in linear grid system i.e., 43205 and vehicle km of 10700 and vehicle hours of 536.

● The average trip length in electric auto rickshaw scenario is 0.63 km in linear grid urban form which is least in compare to the grid iron for with average trip length of 0.68 km and ring radial urban form with average trip length of 0.74 km.

● Thus grid-linear urban form is the best and is greener as compared to the other urban form as it is with the least emission due to least vehicle km which is due to least average trip length and trip time.

Recommendations of Dissertation

● Study reveals that urban form with linear grid form exhibits comparatively better distribution of population and service employment with respect to basic employment. Analysis also demonstrates that the travel demand generated on account of home to work journey experiments optional relationship between homes to work in terms of various physical parameters (average. Trip time, average Trip length)

● Study finally concludes that the design strategies in order to make the environment friendly not only at city level but also at neighborhood level. The designed elements considered at city level envisaged the development of 60 m ROW as the main SPINE of the network coupled with sub-arterial, collector and local distributor.

● The design consideration for neighborhood level is the surrounding network of collector road followed by local access penetrating into neighborhood level with a provision of various transportation


infrastructure facilities namely cycle rickshaw stand, sidewalks etc.

● Design also emphasizes the provision of facilities for disabled people in terms of ramps, curves at appropriate location like road links and junctions. The network, also was envisaged the provision of NMT facilities including pedestrian, bicycles and cycle rickshaws in most of the areas of the town.


Pianka Bhattacharya, Institute of Urban Transport, Ministry of Urban Development, Ground Floor, Behind Axis Bank, N.B.O Building, Nirman Bhawan, Maulana Azad Road, New Delhi-110 011.Mobile : 09871908187, E mail ID : [email protected], [email protected]

8. Impact of Metro on Mobility Patterns in MetropolitanCity-CaseStudy:Delhi

Date of Start and Duration : Jan 2011, 5 months Date of Completion : May 2011



In this research study, an attempt has been made to assess the mobility patterns of metro users in Delhi and how the people of Delhi are adapting to the expanding system and alsoto assesswhether the metro network is providing sufficient and equitable service to population or not.

● To appreciate the role and importance of Metro in Urban Mobility.

● To study internat ional experiences and identification of factors which affects metro ridership.

● To study the personal and travel characteristics of metro passengers in Delhi and across all lines and station typologies.

● To assess the accessibility levels of various metro stations and their impact on ridership.

● To appreciate the concept of equity in metro service.

● To evolve and propose planning guidelines for future expansion for enhancing metro ridership.


To accomplish the stated objectives, a systematic methodology was prepared. The first stage was identification of need, objectives, scope and limitations of the study. Next stage included detailed literature review, which consisted of Delhi’s city profile, MRTS around the world, various papers related to the topic and then a detailed appraisal of Delhi Metro system.

After this, various parameters were identified which had direct impact on ridership like location of station, personal and travel characteristics of the passengers etc, according to which the metro system was categorized and then stations were selected for sample collection. Numerous surveys were conducted across the metro stations and various official departments were contacted for relevant information. After the completion of data collection, this data was analyzed in a detailed manner, which in turn provides numerous important findings. The issues and problems emerging from the analysis were addressed in the final part of the study.

Salient Findings and Conclusions

The study concluded with the establishment of metro passenger characteristics throughout the metro network. The study also brought out the variation in the passenger’s characteristics with respect to the system location parameters, estimation of metro ridership by the end of third phase. The inequality and the accessibility parameters were also explored and solutions were suggested accordingly.


As the study was limited to Delhi only, the guidelines proposed are for general metro station, which may be modified as per requirement. Such studies should be carried out at regular intervals so as to map the changes in mobility of people and then plan for newer and efficient services accordingly, which suit the requirement of people.


Pawan Dwivedi,14/878, Lodhi Colony, New DelhiMobile : 09654484847, E mail ID : [email protected]


9. Role of PPP in Urban Transport Infrastructure Development of Gurgaon

Date of Start and Duration: 11 Jan 2011 Date of Completion : 07 May 2011



To develop a Public Private Partnership Structure to attract the private investors for financing the transport infrastructure projects in Gurgaon. The study is done on the 5.4 km stretch of Golf Course Link Road, which is the main arterial in Gurgaon. The PPP Structure created for the development of urban transport infrastructure of this stretch would be used as a model for the whole of Gurgaon.


The research project involved intensive literature study. Various PPP models adopted for various infrastructure facilities were covered. The problems which are generally faced in implementing a PPP project were critically examined. In the second stage, the study area characteristics were defined. The existing scenario of the Gurgaon Urban Transport was studied. The demand and supply characteristics of the Gurgaon Transport were examined. In the stage 3 of the research, the potential investors which can be involved in the PPP structure were identified. In the subsequent stages the estimation of the cost required to heal the existing issues was identified and the IRR calculations for the project were carried out in a way to prove its sustainability. In the last stage of the project, PPP arrangement was proposed in order to explain the responsibilities of each party.


An Integrated PPP approach can be more effective as the development is interlinked and no one sector is oversupplied with facilities. The Private Players can be involved in non profitable business like street lighting maintenance and improving bus sheds by offering them greater IRR in an integrated PPP model for the infrastructure development.


Shashwat Shrivastava, D-308, Sector 5, Tagore Nagar, Raipur, C.G.Mobile : +919893255854, E mail ID : [email protected]

10. Mobility Strategies for Inclusive Development of Urban Poor: A Case Study of Faridabad




The study is to understand the mobility patterns of the urban poor (economically disadvantages) in the study area and prepare strategies to minimize their need of travel with respect to their work structures and their spatial locations to achieve social equity for the transport in the society.

Objectives

● Understanding & assessing the scenario of urban poor in the mega cities in the country and compare with the condition of study area.

● Examine the condition of mobility patterns of the urban poor with respect to their destinations (i.e. work, education etc.)

● Including them in the equity process with income, transport mobility, social status etc as parameters.

● Understanding the strengths & limitations of the urban poor in their mobility.

● Analyzing the deficiencies and problems relating to the transport availability.

● Preparation of Policies & Strategies to relocate the urban poor with respect to their major destinations in the study area.


The study overlooks the scenario of the urban poor from the past subjects and experiences around the world to understand their basic structure of mobility. Many studies have been done by the institute in the past years concentrating on their travel patterns of the poor in urban areas and their part in the economy. This study includes the data collected through a sample of household survey with respect to their trip information and the modes of transport available in the study area. Strategies and recommendations have been outlaid to overcome the travel deficiencies of the poor and improve their economic status.



● When compared, Faridabad has high trip length of almost double than the other cities but having less travel cost due to availability of good public transport than other cities.

● City's geography decides the type of public transport, and the average income of the city.

● Consideration for NMT has to be overlooked due to high amount of trips performed under the 2 km of radius which are also includes non-work trips.

● The concept of UID can be built in every city where it has a deficiency of public transport, trying to elevate poverty and their inefficiency of mobility.

● Unique Identification System is a system in which every citizen of a country will have a unique Identification for each individual in the country.


Swati Kiran ,# 303, Ganesha Enclaves, Tirumala Nagar, Vadlapudi, VSP – 46.Mobile : 9717981808, 9392624777, E mail ID : [email protected]

11. Transit Oriented Development along an Urban Arterial-ACaseStudyofDelhi(IndraprasthaEstate, ITO)




● To develop alternative scenarios for preparing transport strategies for the Commercial Transit Oriented Development.

● Redeveloping adjacent land along the metro corridor near Pragati Maidan metro Station which results in the increase in Public Transport Ridership.

● Formulation of Strategies which will reduce the trip length (by providing a choice of close-by destination), for e.g. high commercial TOD along the Public Transport Corridor.

● Accessibility improvement for the Pedestrian.

● The scope of the study is limited to 0.5 km radius of Pragati Maidan Metro Station.


The study starts by identifying the statement of the problem and need of the study followed by literature study. The study overlooks the scenario from the past studies and experiences around the world to understand the different concepts and tools for transit oriented development. After going through on different studies related to transit oriented development my main focus is on commercial mixed land use development in ITO area. The study includes the data collected through a sample of establishment survey withrespect to their trip information and the modes of transport available in the study area. Different models have been prepared on the basis of the survey data. Strategies and recommendations have been outlaid to increase the use of public transport, increase FAR to accommodate more service holders, to promote high occupancy vehicle in the HOV lane in the peak hour, increasing pedestrian facilities so that they can easily access the public transport and can direct access to every offices with the help of elevated pedestrian bridges as a result of which the level of economic status of the area can be increased.


To meet the growing demand of commercial activities and to overcome the shortfall of available commercial space there is a need for the provision of mixed use commercial development in Indraprastha Estate (ITO) area along the metro line which has been adopted while achieving better synergy between workplace and transportation. This research topic is about creating compact walk able commercial mixed use development around high quality metro system. By creating the TOD model we can achieve high density with less vehicular traffic in the Indraprastha Estate (ITO).TOD is the trick/approach to combat traffic congestion and protect the environment.


The research contains recommendations which contain two aspects which suggest action which could be taken right now in relation to a particular issue of the topic for e.g. reducing traffic by promoting public transport, van pooling etc. At the later stage the final strategies for the TOD can be implemented with the help of the local government and other stake holders.



Rajesh Kumar Sahoo,N1/187, IRC Village, Nayapalli, Bhubaneswar-751015, OrissaMobile : +91-9861129398, E-mail ID : [email protected]

12. Impact of Mobility Hub on Urban Arterial Road Network, Case study, Kochi




● To appreciate the importance of a Mobility Hub in a metropolitan city.

● To appreciate the inter-relationship between Mobility Hub and travel characteristics of the city

● To study the present network pattern in the city.

● To study how the network pattern will change with the implementation of Mobility Hub, keeping all other parameters like constant.

● To study on the relationship between speed and V/C ratio on different corridors of the network in the pre and post development of the Mobility Hub.

● To evaluate the city as per the LOS for Arterial and Sub-arterial networks.


Detailed literature study was done taking into account two domestic and eight international case studies with the aim to appreciate the importance of Mobility hub, evaluation and benefits of Mobility Hub. Secondary data was collected from different sources with the help of which, study of existing travel network and travel pattern of Kochi city was done. Data was then forecasted for the future year. Site for the proposed mobility hub was studied in detail. Stretch wise analysis of the network and a comparative study was done in both the pre and post condition of a Mobility hub such that from the analysis the difference in intercity and intra-city travel pattern and network pattern was studied in detail with respect to travel time, distance and LOS and connectivity. Drawing of travel network pattern on both the pre and post development of Mobility hub was done.


Through secondary data collection traffic volume, OD survey, Outer cordon survey, trip – passenger characteristics, network characteristics, proposed metro route etc are collected. From these data, the growth rate on every influence zones of the Outer Cordon locations was found out and distributed to obtain OD matrix for 2011. Using TRIPS software OD matrix of 2011 was assigned and shortest path is found out. Time matrix is also calculated using the software throughout the network. Twelve hour traffic volume and passenger volume is assigned on major travel corridors in Kochi City. Desire line diagrams are made for the whole traffic; trip assignment for the intercity traffic and speed flow on different corridors are also calculated using the TRIPS software for both the pre and post development of the hub.

Eight main corridors are identified and regression analysis is done between V/C ratio and Speed. From the analysis on eight corridors it is found that after the implementation of Mobility hub the LOS has become better except at corridor number 8 which is the NH-47 passing through the vicinity of the proposed site. Before the development of the hub, NH-47 was under LOS B and after the implementation of the hub it has come under LOS C. Proposals are made to improve the LOS for the NH-47.

Conceptual drawing of the Mobility hub is proposed with Inter and Intra city bus terminal, Metro Station, Boat jetty. Within the catchment area of 800m from the hub a regional railway station is also proposed. Road network to connect through the Mobility hub with different modes of transportation are made. New network connecting all these modes and connecting other roadways and traffic movements are also done. Simulation of the proposed road network is done using VISSIM software.


Ammu Gopalakrishnan,Kambisseril, Pratheeksha Nagar House No: 14, Kilikolloor (PO), Kollam, Kerala – 691 004Mobile : 09871908187, E mail ID : [email protected]

13. Development of Road User Cost Equations for High Speed Corridors

Date of Start and Duration : 11 Jan 2010 Date of Completion : 18 July 2010


i. National Institute of Technology, Warangal (R)

ii. CSIR-Central Road Research Institute, New Delhi (I)


● To build database for quantifying Road User Costs considering the spectrum of vehicles plying on high speed corridors.

● To determine statistical relationships between the VOC components (such as fuel, lubricants, tyre, spare parts, maintenance, labor, depreciation cost etc.) and the various factors namely age of the vehicle, road parameters on high speed corridors.

● To develop relation between Travel Time Cost models and Rate of Flow.

● To develop relation between fuel consumption and speed of the vehicles.

Methodology

● Develop VOC equations for high speed corridors considering only four-lane divided carriageways for different variable costs namely fuel, spare parts, engine oil, repair & maintenance and tyre life.

● Develop VOC equations for different vehicle types namely cars, heavy vehicles namely Bus, LCV, HCV and MAV.

● To carry out “User Cost Surveys” covering two cities (namely Hyderabad and Vijayawada) involving limited study of selected vehicles based on actual vehicle operations on homogeneous routes encompassing mainly the high speed intercity highway corridors.

● Gather primary data for the new generation of the vehicle through limited field studies for free speed, speed-flow, vehicle interaction, and user cost surveys including quantification of road user costs, which would be adequate to establish the user cost relationships for each vehicle classes.


In the present study, an attempt has been made to identify the need to develop or update the equations of VOC components for specific vehicle types operating on high speed corridors in varied conditions. Also another attempt has been made to develop the travel time cost

models for different vehicle types plying on high speed corridors. The vehicle types considered in the present study include two wheeler, small car, big car, Bus, HCV and MAV. The data used in the present study were based on VOC and VOT data obtained during the road user cost study data collection from vehicle owners/operators and from value of time survey. Using the above data, VOC equations and also time cost models for different vehicles were developed. The relationship between the fuel consumption and speed of the vehicles was also examined under steady state and congested state conditions.


Traffic Engineering and Transportation Planning Area, CSIR-CRRI, New Delhi - 25.E mail ID : [email protected]

14. Speed-FlowCharacteristics andRoadwayCapacityofMulti-LaneHighways

Date of Start and Duration : 11 Jan 2010 Date of Completion : 18 July 2010

i. National Institute of Technology, Warangal (R)



● To establish realistic profile of free speeds on high speed corridors for different vehicle types.

● To evolve speed-flow relationships for High Speed Corridors for different vehicle types and thus estimate the capacity of High Speed Corridors for different carriageway widths.

● To find the design service volume.

● The High Speed Corridors referred in this report implies the four-lane to eight-Lane carriageways. The scope of the study is to mainly consider Four-Lane, Six-Lane and Eight-lane carriageways and develop the Speed-Flow.

Methodology

Data collection is the first and foremost requirement for understanding free speed and speed-flow characteristics on high speed corridors. To determine the free speeds for different vehicle types on these high speed corridors,


Radar Gun method has been adopted for data collection. From this data, speed profiles were analyzed using normal distribution and free speeds for different vehicles. In the case of Speed - Flow studies, Registration Plate method was used for the determination of journey speeds and classified traffic volume count studies were conducted in a synchronized fashion. Based on the collected data, previous speed - flow relationships were refined for four-lane divided carriageway namely linear and non-linear (BPR and linear methods) formulations, linear method was adopted to develop speed-flow equations for six-lane and eight-lane divided carriageway and accordingly capacity of the candidate road sections was determined. Subsequently, the constants derived from speed-flow equations are compared with free speed values to check the consistency of the results. Finally design service volume for four-lane, six-lane and eight-lane divided carriageways were determined.In the present study, free speed and speed-flow data were conducted covering different NHs spread across the length and breadth of the country which included 22 test sections encompassing straight and horizontal curved sections.


In the present study, non-linear and linear models are proposed to develop speed-flow equations and along with the assessment of the free speeds of different vehicles on selected road sections of high speed corridors. The study results shows that the mean free speed of cars is more or less same in four-lane and six-lane divided carriageways, however it is slightly less in the case of heavy vehicles on six-lane as compared to four-lane divided carriageways. Obviously, the mean free speed of all vehicle types is relatively high for all the vehicle types on eight lane divided carriageways as compared to four-lane divided carriageways and six-lane divided carriageways. Subsequently the speed-flow models are used to estimate roadway capacity and the design service volume. From this study, the estimated capacity of the four-lane divided carriageways is 6050 PCU/h/direction; six-lane divided carriageway is 6400 PCU/h/direction, whereas the capacity of eight-lane divided carriageway is 10800 PCU/h/direction.



15. Probabilistic Models for Prediction of Road Crash Occurrence and Crash Severity on High Speed Corridors

Date of Start and Duration : June 2010, one year Date of Completion : May 2011

i. MaharajaSayajiraoUniversityofVadodara, Baroda (R)

ii. CSIR- Central Road Research Institute, New Delhi (I)


● Collection and analysis of the timeseriesdata of road crashes on selected high speed corridors.

● Developmentof the road crash occurrence prediction model and road crash severity prediction on selected high speed corridors.

● To identify road crash prone locations (Black-spot) by employing different method and developed model.


Collection and analysis of road Crashdata of selected National Highways of Golden Quadrilateral, Identifying Black- spot and developing occurrenceprediction and severity prediction models using PASW -18.0 Software.


Binary Logit modelforprediction of crash occurrence has yielded good result as average 98 to 99 percent prediction accuracy has been obtained when considering NH wise data for model formulation.

Multinomial Logit model for severity prediction has yielded encouraging results concerning the prediction of the grievous injury and non injury type road crashes.

Further information/copy of the report canbe obtained from

Civil Engineering Department, Faculty of Technology & Engineering at Kalabhavn, Vadodara, (or) Traffic Engineering and Transportation Planning Area, CSIR-CRRI, New Delhi - 25.E mail ID : [email protected]

16. Development of Steady State Fuel Consumption Models for Different Vehicle Types on High Speed Corridors

Date of Start : 11 Sep. 2010 Date of Completion : 14 April 2011


i. National Institute of Technology, Surathkal (R)



● To study fuel consumption pattern on varying carriageway widths of multi-lane highways and subsequently develop fuel consumption inter-relationship for various vehicles under steady state condition.

● To determine statistical relationships between the Fuel, speed, road surface condition and vertical profile parameters and on high speed corridors.

Methodology

To facilitate in developing fuel consumption model, experiments were conducted under controlled steady state speed condition on different vehicles types (Bharat Stage-II compliant Maruti Van, Tata Sumo and Tata Truck) at selected test sections encompassing Delhi - Gurgaon Expressway (Eight Lane Divided Carriageway), Greater Noida Expressway and NH-1 (both Six Lane Divided Carriageway sections) and NH-2 (Four Lane Divided Carriageway). The steady speed fuel consumption experiments were carried out by maintaining constant speeds ranging from 20 km/h to 70 km/h (at increments of 10 km/h) for each unit kilometre on the selected test sections. Care was exercised to maintain the appropriate speeds without entailing to undue acceleration or deceleration of the vehicle coupled with proper gear position for the selected speed of travel. The V-Box fuel flow data acquisition system was installed in each of the above vehicle integrating with the fuel flow detector which is capable of measuring at an accuracy of 0.1ml and the distance measurement accuracy is to the tune of 1 min.

The data obtained from the above experimental studies was subjected to preliminary analysis in V-Box Tools software environment and the processed data was subsequently analyzed using SPSS 18.0 software to arrive at the fuel consumption model under steady state conditions. For this purpose, roughness data, vertical profile and P/W ratio (Trucks only) of the test sections were used as the independent variables aimed at developing non-linear fuel consumption model for different vehicle types. The predicted values from the developed model have been compared with the

observed values collected for validation purpose and thereby the validity of the model was established.


In the present study, an attempt has been made to identify the need to develop the fuel consumption models with respect to vertical profile, speed and surface condition which is a major component of VOC for specific vehicle types operating on high speed corridors under steady state operating condition. The vehicle types considered in the present study include Bharat Stage – II compliant Petrol Car (Maruti Van), Diesel Car (Tata Sumo) and Tata Truck under varying loading conditions. The data used in the present study were based on fuel consumption experiments conducted on selected road sections (presented in Chapter 3) and the data has been analyzed using VBox Tools Software as described in Chapter 4. Using the above data, Fuel Consumption models for different vehicles were developed (presented in Chapter 5) and the models have been validated by performing appropriate statistical tests as well.



17. Development of Congestion Cost Equations for High Speed Corridors

Date of Start : 11 Sep. 2010 Date of Completion : 14 April 2011

i. National Institute of Technology, Surathkal (R)



● To quantify the effect of roadway congestion on cost of vehicle operation.

● To estimate the travel time cost and fuel consumption equations under varying flow conditions for different vehicle types considering varying widths of multi-lane divided carriageways.

● To develop time related and distance related congestion cost equations for different vehicle types.


Methodology

For the determination of the time related congestion cost, the value of time and value of commodity data collected from the commuters located on high speed national highways in the vicinity of Hyderabad, Vijayawada, Warangal and Mumbai was deployed. Time related congestion factor has been evolved by comparing the Travel time under congested state to that at free speed. Based on the collected data, the travel time cost has been evolved and subsequently, time related congestion factor has been developed.

In the case of distance related congestion cost, fuel consumption data was collected was collected using the sophisticated V-BOX instrumentation on Delhi - Panipat section of NH-1 in the case of two axle heavy commercial vehicles whereas the fuel consumption data was collected on Eight Lane divided carriageway section of Delhi - Gurgaon expressway in the case of petrol and diesel driven small and big cars respectively. It has been assumed that the above fuel consumption pattern would be prevalent under congested conditions of travel on the Indian roads and hence the distance related congestion factor has been estimated.

Both Congestion factor and Uncongestion factor was developed in the case of Distance related VOC component, indicating the lower (congested) and upper (uncongested) areas of the speed-flow curve. As the fuel consumption increases at both lower speeds and higher speeds compared to optimum speed, the fuel consumption for different vehicle types on different carriageway types are estimated both under uncongested area and congested area of vehicle manoeuvres respectively. The former one is termed as fuel consumption due to high speeds / free speeds whereas the latter one is termed as fuel consumption due to congestion. The ratio between fuel consumption due to congestion and steady state fuel consumption is called Congestion Factor (CF) whereas the ratio between fuel consumption due to free speeds and steady state fuel consumption is called free-flow or Uncongested Factor (UCF). The relationship between these factors and V-C ratios for these conditions are separately determined for each of the vehicle types on varying widths of multi-lane highways. The results obtained have been critically examined by conducting the appropriate statistical validity tests in the case of distance and time related congestion cost equations.


To demonstrate the suitability of the congestion cost equations developed in this study, 1 km test stretch

of Ashram - Badarpur Border section of NH-2 falling in the suburbs of Delhi has been considered. The fuel consumption and time cost has been estimated for the observed classified traffic flow from 6 A.M. to 10 P.M. using the appropriate equations evolved in this study. Thereafter, the fuel cost and travel time cost per vehicle across all the vehicle types has been worked out. It has been estimated from this analysis that about ` 1.3 lakhs and ` 2.9 lahks is spent on extra fuel and time cost in a day for one kilometre of stretch due to congestion. Hence, the congestion cost equations developed in this study are very useful and would play an important role in estimating vehicle operating costs namely fuel and time costs in carrying out economic analysis of highway projects.


The results can be used in the Updation of IRC:SP-30 especially for four-lane to eight-lane divided carriageways.

Further information /copy of report can be obtained from:

Traffic Engineering and Transportation Planning Area, CSIR-CRRI, New Delhi - 25E mail ID : [email protected]

18. Impact of Lane Change Behaviour on Capacity ofMulti-LaneHighwaysusingMicroscopicSimulation

Date of Start : 11 Jan 2010 Date of Completion : 14 Sep 2010

i. S.V.NationalInstituteofTechnology,Surat(R)



● To develop a microscopic traffic simulation system to simulate vehicular movements on multi-lane highway considering lane change behaviour

● To develop speed flow relationships and estimate capacity of multi lane highway

● To find out the impact of lane change behaviour on capacity of multi-lane highway

● To demonstrate the suitability of the developed simulation system by comparing the capacity estimated through macroscopic approaches


The scope of the study is to mainly consider four-lane divided carriageways and use VISSIM 4.10 software to simulate vehicular movements and find out the impact of lane change behaviour on capacity of the multi-lane highways.

Methodology

To determine impact of lane change behavior on capacity on these high speed corridors which is a primary objective of the present study, videography method has been adopted for data collection. Classified traffic volume count studies, space mean speed studies and lane change behaviour were conducted in a synchronized fashion. From this data, model is developed in VISSIM 4.10, a microscopic simulation software. Then the model is appropriately calibrated and validated using the observed data considering volume, speed and number lane changes. Using this validated simulation model, speed - flow relationships were developed under lane change and no lane change conditions. The capacity under these two scenarios is further estimated to assess the impact of lane change.

The calibration and validation was successfully carried out by trial and error method by running simulation number of times till the desired accuracy achieved. Thereafter, the developed simulation model is applied to estimate speeds for given traffic volume conditions on four-lane divided carriageway. Subsequently same simulation model is applied for six-lane and eight-lane divided carriageway and simulation results are obtained to estimate capacities of these carriageways.


The results derived from this study are summarized below:

● From this study, the estimated capacity of the Four-Lane divided carriageways is 5574 PCU/h/direction, Six-Lane divided carriageway is 7733 PCU/h/direction, whereas the capacity of Eight-Lane divided carriageway is 9796 PCU/h/direction.

● From this study, without lane change consideration, the estimated capacity of the Four-Lane divided carriageways is 5408 PCU/h/direction, Six-Lane divided carriageway is 7508 PCU/h/direction, whereas the capacity of Eight-Lane divided carriageway is 8741 PCU/h/direction.

● The restriction of lane change behaviour has marginal impact on the capacity (about 3 percent reduction) on four-lane divided carriageway and

six-lane divided carriageway whereas its impact is slightly high (9 percent reduction) in the case of eight-lane divided carriageway.

● The Design Service Volume (DSV) under LOS - B and LOS - C of four-lane divided carriageway is ranging from 22,296 to 47,777 PCUs/day/direction for different peak hour ratios of 7 to 10 percent. In case of six-lane divided carriageway it is ranging from 30,932 to 66,283 PCUs/day/direction and for eight lane divided carriageway, it is ranging from 39,184 to 83,966 PCUs/day/direction for different peak hour ratios of 7 to 10 percent.


The results can be used in the Updation of IRC:SP:30 especial ly for four-lane to eight-lane divided carriageways.



19. EvaluationofRoadwayCapacityofMulti-LaneHighways Under Varying Terrain and Lane ChangeBehaviorUsingMicroscopicTrafficSimulation

Date of Start : 11 Sep. 2010 Date of Completion : 14 May 2011

i. The Maharaja Sayajirao University of Vadodara,Baroda(R)



● To develop speed flow relationships and estimate the roadway capacity multi-lane highway and expressways on plain terrain

● To find out the impact of terrain, geometry condition along with the lane change behavior on roadway capacity of multi-lane highway and expressways.

The scope of the study is to mainly consider multi-lane highways namely four and six lane divided carriageways on plain terrain. The expressway of six lane divided carriageway is considered to study the roadway capacity


on plain and hilly terrains with horizontal curve. In the present study, VISSIM 5.30 software has been utilized to simulate vehicular movements and subsequently applied to find out the impact of lane change behavior on roadway capacity of the multi-lane highways namely four and six lane on plain terrain and six lane divided expressways on both plain and hilly terrain with horizontal curve.

Methodology

To determine impact of lane change behavior on capacity on these high speed corridors which is a primary objective of the present study, video graphic method has been adopted for data collection. Classified traffic volume count studies, space mean speed studies and lane change behaviour were conducted in a synchronized fashion. From this data, model is developed in VISSIM 5.30. Then the model has been appropriately calibrated and validated using the observed data considering volume, speed and number lane changes. Using the validated simulation model, speed - flow relationships were developed under lane change and no lane change conditions. The capacity under these two scenarios is further estimated to assess the impact of lane change. Thereafter, the observed data on classified volume count, average speed and number of lane changes of each vehicle category was extracted using the video data and thereafter the microscopic simulation model was developed in VISSIM. The calibration and validation was successfully carried out by trial and error method by running simulation number of times till the desired accuracy achieved. Now the developed simulation model is applied to estimate speeds for given traffic volume conditions on varying widths of multilane highways covering plain and hilly terrain.


● The speeds on the hilly terrain with curve have reduced by about 40 percent compared to straight section on plain terrain on six-lane divided expressways.

● The roadway capacity estimated on four-lane divided highway is 5574 PCU/h/direction where as it is 7950 PCU/h/direction for six-lane divided expressway. The roadway capacity estimated on curve section on hilly terrain is 6194 PCU/h/direction for six-lane divided expressway.

● The roadway capacity under without lane change condition is 5408, 6238 and 8102 PCU/h/direction for four-lane divided highways, six-lane divided expressway on hilly terrain and plain terrain respectively.

● It was also found from this study that terrain (hilly) and geometric conditions (horizontal curve) have reduced roadway by about 22 percent.

● Interestingly, it has been found that roadway capacity with lane change restrictions has marginally increased about 1.9 percent on six-lane expressways on plain terrain and hilly terrain with curve.

Recommendations for Dissemination/Revision of Codes

The results can be used in the Updation of IRC:SP:30 especial ly for four-lane to eight-lane divided carriageways.



20. Critical Evaluation of Free Speed Characteristics and Development of Vehicle Operating Cost Models for High Speed Corridors in India

Date of Start : 11 July 2010 Date of Completion : 14 April 2011

i. The Maharaja Sayajirao University of Vadodara,Baroda(R)



● To develop the free speed equations for different vehicle types on varying multi lane highway (i.e. four lane to eight lane divided carriageways widths) based on the road geometry conditions.

● To develop the VOC equations oriented towards high speed corridors covering different types of vehicle types

● To evaluate the effect of the rain on the free speed of the vehicles by considering the dry and wet road surface conditions on four-lane and six-lane divided carriageways.

● To assess the effect of the different geographical terrain namely mild rolling, steep rolling and hilly terrain on the free speed of varying vehicle types plying on four lane and six lane divided carriageways.


● To distinguish the cause of adverse weather conditions on the free speed of the vehicles by considering the foggy and normal conditions on eight lane divided urban corridors. Further, the quantum of speed reduction in urban areas has been critically compared with typical inter-city segment in the case of eight lane divided expressway corridor.

● To carry out “User Cost Surveys” covering six major metropolitan cities involving limited study of selected vehicles based on actual vehicle operations on homogeneous routes encompassing mainly the high speed intercity highway corridors.


In the present study, an attempt has been made to identify the need to develop or update the equations of VOC components for specific vehicle types operating on high speed corridors in varied conditions. The vehicle types considered in the present study include small car, big car, Bus, LCV, HCV and MCV.

The main conclusions drawn from this study are given below:

● Increase in the speed from wet conditions to dry condition on four-lane divided carriageway is ranging from 1.2 percent to 5.2 percent, for LCV, Big cars and HCV.

● Reduction in the free speed from Plain terrain to Mild Rolling terrain is ranging from 10.11 percent to 21.29 percent, while reductions in free speed from Mild rolling terrain to Steep rolling terrain is varying between 4.40 percent to 12.48 percent.

● It is found that the decrease in the average free speed for six-lane divided carriageway is hovering from 0.38 percent to 13.12 percent across different vehicle types except in the case of LCV and HCV.

● Reduction of free speed was drastic from plain terrain to hilly terrain is in the range of 36.7 percent to 46.2 percent in the case of six-lane divided carriageways.

● The speed equations developed for the four-lane and six-lane is quite acceptable because the error between the observed free speed and estimated free speed is below 9.43 percent.

● It is observed that reduction of speed due to the urban traffic across different vehicles types on eight lane divided urban high speed corridor

is understandably quite high ranging between 18.08 percent to 32.29 percent.

● Free speed equation for the eight-lane divided urban high speed corridor is also more realistic because the error between the observed speed and estimated speed is below 5.98 percent.

Recommendations for Dissemination/ Revision of Codes/Specifications

The results can be used in the Updation of IRC:SP-30 especially for four-lane to eight-lane divided carriageways.


Traffic Engineering and Transportation Planning Area, CSIR-CRRI, New Delhi - 25E mail ID : [email protected]

21. Evaluation of Relationships Between Pavement Distress Parameters

Date of Start and Duration : August 2010 Date of Completion : June 2011

i. CSIR-CRRI New Delhi (R) ii. IIT Roorkee, Roorkee


● To develop the Present Serviceability Rating (PSR) from the roadway data collected through Network Survey Vehicle (NSV) for the selected study area.

● To develop the relationship between International Roughness Index (IRI) and Present Serviceability Rating (PSR) based on statistical criteria.

● To develop the relationship between IRI and pavement distress parameters such as rutting, cracking, potholes, patching, raveling of the flexible pavement data for the selected corridor.

● To make comparative evaluation between traditional statistical models and ANN models for studying the relationship between distresses and IRI.


The proposed methodology mainly consists of collection of primary data of Network Survey Vehicle (NSV), processing of pavement view camera data with the help


of Hawkaye software tools and modelling the parameters using traditional statistical techniques and advanced modeling techniques such as Artificial Neural Network (ANN). This has been briefly explained below:

● Primary Data Collection: Primary data of NSV such as road rutting data (left and right rutting), roughness data (left and right roughness), road geometric data and GPS (latitude and longitude) data are collected for the study area. In this study four study stretches have been identified for collecting NSV primary data. These are National Highway number 49 , 205, 6 and 15 .

● PavementVideoDataProcessing: The automatic evaluation of distress parameter is not available at present in the literature. The Australian Road Research Board developed Hawkaye processing software tool kit for processing the pavement video camera data collected by NSV. Determination of pavement distress type and counting its corresponding distress for the entire study area are calculated with the help of this software.

● Developing Relationship between distress parameters: Identifications of model variables for evaluating the relationship between pavement distresses parameters as well as distress and pavement performance indicator such as IRI using statistical methods and ANN models.


● Six different forms of relations are attempted between PSR and IRI. The best two relations are exponential and logarithmic with R2 value 0.891 and 0.89 respectively. The ANN model is still better with r2 value of 0.89.

● The limitations of traditional regression models can be overcome by latest tools such as neural network models. It has been identifies that neural network models are superior to other statistical models.

● The relations between pavement distress data and roughness are developed considering the linear and non-linear regression models.

● Relative importance of input parameters were estimated using synaptic weights of developed ANN model. It has been observed that raveling, potholes and total crack significantly contribute to the road roughness.

● Three types of relations are developed between IRI and distress parameters. These are linear non-

linear with fixed power and non-linear with variable power. Out of these three non-linear relations (with variable power) is better than the other two relation based on R2, Root Mean Square Error and (RMSE) and Mean absolute error (MARE) value.


Director, CSIR- CRRI, Mathura Road, New Delhi-110 025 Phone 011-26312268 Fax 011-26845943 e-mail ID : [email protected]

22. Modeling Travel Time Variations of Urban Corridors

Date of Start and Duration : August 2010 Date of Completion : March 2011

i. Anna University, Chennai (R)

ii. CSIR-CRRI New Delhi


● To study the necessity of travel time reliability/variability for Indian road network and a detailed review on various travel time reliability measurements.

● Examining the fundamental characteristics of travel time reliability measures for urban corridors of the National Highway.

● To identify the factors (Source of Uncertainties) that will affect on travel time variation and development of simulation for modeling travel time distribution under multiple causes in travel time variability.

● To analyze travel time variation using microscopic simulation tool such as VISSIM under the influence of uncertainties as a system of transportation


● Identification of demand side factor and supply side factor which affect the travel time variation and Preparation of framework for modeling travel time variation

● Selection of study Area

● Data collection: Traffic surveys were conducted for the study area of urban corridors at Chennai and Delhi.

● Estimation of travel time reliability indices:


o Modeling Travel time variation

o Modeling Demand side variation (Traffic Volume) and supply side variation (Capacity variation) has been carried out by using Probabilistic modeling techniques

o Modeling Demand side variation (Traffic Volume) and supply side variation (Due traffic Incidents ) has been carried out by using Microscopic simulation techniques such as VISSIM software

● Evaluating the Travel Time Reliability for various scenarios


● This study identified the requirement of travel time reliability measurements for measuring performance of transportation network than the traditional measures.

● Travel time reliability measures such as buffer time index is more useful to commercial vehicle/ business trip users. Whereas planning time and planning time index is more suitable to normal traffic and working trips.

● On Anna Salai section during morning peak hours PTI values are about 5.0 for vehicles enter after 9 AM. Similarly BTI values become larger for the vehicles enter after 9 AM and before 10 AM in the morning peak hour. Whereas on non working days during morning peak hours PTI values are very low about 2.0 compared to working days.

● On NH-2 section during morning peak hours PTI values are about 3.5 for vehicles enter after 9 AM. Similarly BTI values become high for the vehicles enter after 9.15AM and before 10.15 AM in the morning peak hour. Whereas on non working days during morning peak hours PTI values are low about 1.5 compared to working days.

● SRSM technique was found to be an efficient method of uncertainty analysis for determining the travel time variation under the uncertainty of traffic fluctuation as demand side variation and capacity variation as supply side factor.

● The percentage of change in reliability measures, with and without accident is 20 percent. The percentage of change of reliability measures when the traffic signal is failure is about 23 percent.


Director, CSIR- CRRI, Mathura Road, New Delhi-110 025Phone 011-26312268 Fax 011-26845943 e-mail ID : [email protected]

23. Accessing Road Compaction Impact on Life CycleCostofRoadProjectsUsingHDM-4

Date of Start and Duration : May 2010 Date of Completion : March 2011

i. NIT Suratkal (R)

ii. CSIR-CRRI New Delhi


● Literature review of the road compaction and its consequences

● To evaluate the road compaction impact on life cycle cost of roads using HDM-4.

● To gain insight of implementation and suitability of HDM-4 to Indian road system

● Quantification of losses for quality of compaction


● Literature review includes the study of identification of technology options for road construction, study of compaction and life cycle cost analysis of road works.

● National Highways segments selection for study and its pavement inventory and distress data collection.

● Identification and collection of other relevant data required for HDM-4 inputs from secondary sources.

● Analysis of life cycle cost using HDM-4 and estimate performance outcomes.

● Analysis of the results.

● report preparation


● In this study two sections of National Highways (one on NH-69 and another on NH-11) passing through Rajasthan comprising 100 km of each NHs and a total length of 200 km was considered, these are existing two lane roads.


● An attempt has been made to see the impact of compaction by doing sensitivity analysis on base layers as well as surface layers and its consequences on life cycle cost of roads using HDM-4 version 2, while widening these sections in to four lanes.

● This study clearly quantified the impact of compaction on road works deterioration such as roughness progression, long and short term maintenance etc. and increase in life cycle cost if the compaction quality of road is not maintained to standard level, while construction of roads.

● The results are showing for 200 km length of National Highways if the relative compaction is compromised to 5 percent, 10 percent and 20 percent less than the desired level, the increase in life cycle cost is 0.34 percent, 1.41 percent and 2.27 percent respectively in terms of life cycle cost.


Director, CSIR- CRRI, Mathura Road, New Delhi-110 025 Phone 011-26312268 Fax 011-26845943 e-mail ID: [email protected]

24. Evaluation of Turn Lanes at Signalized Intersection inHeterogeneousTrafficusingMicroscopic Simulation Model

Date of Start and Duration : 03 Aug 2004, 7 years

Date of Completion : 16 March 2011



The scope of this research study is limited to evaluation of the two types of turn lanes through simulation approach using a study intersection in Chennai city, India. The broad objective of this research work is to study the effectiveness of right turn lane and unconventional channelized left turn lane at intersections in heterogeneous traffic with unique traffic and driver behaviour. The specific objectives are:

● to study the characteristics of traffic flow at signalized intersections under heterogeneous traffic conditions.

● To develop a microscopic traffic simulation model for a signalized intersection under heterogeneous traffic conditions using C++ adopting Object Oriented Programming methodology.

● To apply the above simulation model to study the traffic flow using a case study intersection with and without (a) Right Turn Lane (RTL) and (b) Channelized Left Turn Lane (CLTL).

● To evaluate the efficacy of RTL and CLTL through sensitivity analysis.

● To determine optimal lengths of RTL and CLTL for various scenarios of influencing variables.


A microscopic traffic simulation model for intersection flow under heterogeneous traffic conditions was specifically developed for this study. The simulation model was programmed in C++ using Object Oriented Programming (OOP). The modeling of traffic flow at intersections consists of the following five major sequential steps: (i) vehicle generation, (ii) vehicle placement, (iii) vehicle movement, (iv) vehicle accumulation, and (v) vehicle dissipation. The model was validated considering the queue density, dissipation of vehicles and control delay at the intersection. Accordingly, the field observed and simulated values were compared to verify for the validity of the model.

The developed simulation model was then used to study the efficacy of RTL and CLTL on control delay of vehicles through a case study intersection in Chennai city, India. A sensitivity analysis was performed by varying the approach volumes, turn proportions and turn lane lengths. For this purpose, control delays for the two major approaches without and with turn lanes were determined from simulation model. Each scenario was examined in two sets of simulation modeling runs: one with and one without a turn lane. Simulation runs were performed for 640 scenarios with a turn lane and 128 scenarios without it (total of 768 runs).


A microscopic traffic simulation model was developed for heterogeneous traffic flow at signalized intersections and implemented in C++ language using Object Oriented Programming (OOP) concepts. This model, specifically developed for evaluation of turn lanes, has yielded valuable insights on such an application. Scenario analysis was conducted for various combinations of related factors. It is also useful in determining the optimal


lengths of turn lanes. The key conclusions arising out of this research based on the case study intersection are:

● In general, RTL is found to be advantageous only up to certain approach volumes and right-turn proportions, beyond which it is counter-productive. This study pinpoints the break-even points for various scenarios. RTL is disadvantageous for higher turn proportions (40 percent for 3000-3500 veh/h (for shorter turn lane lengths), and 35 percent and 40 percent for 4000 veh/h). Optimal RTL lengths are found (10-30 m for 500-1500 veh/h and 30-50 m for 2000-4000 veh/h) for combinations of considered values for the different parameters.

● CLTL is found to be advantageous for lower approach volumes at all turn proportions, signifying the benefits of CLTL. It is counter-productive for higher approach volume and lower turn proportions. CLTL is disadvantageous for lower left turn proportions (5 percent for 2000 veh/h, 10 percent and lesser for 2500 veh/h and 20 percent and lesser for 3000-4000 veh/h). The optimal lengths of CLTL (10 m for 500 veh/h, 30 m for1000 veh/h, 40-50 m for 1500 veh/h and 50 m for 2000-4000 veh/h) are obtained for combinations of considered values for the different parameters.

The above findings demonstrate that turn lanes can be considered for application as an appropriate intersection lane control tool for enhancing the efficiency of flow at signalized intersections in heterogeneous traffic conditions. Such an analysis can serve as a valuable tool in deciding whether to adopt turn lanes, and if so in determining the optimal lengths of turn lanes for various conditions.


Transportation Engineering Division, Department of Civil Engineering, IIT Madras, Chennai – 600 036Mobile : 9486640274 Phone: 044-22575292 e-mail ID: [email protected]

25. StudyofMergingatUrbanUncontrolledMajor-Minor Road Intersections under Heterogeneous TrafficConditions

Date of Start and Duration : 03 Feb 2005, 6 years

Date of Completion : 13 Feb 2011



In urban areas, a large number of minor roads join or cross arterials/sub-arterials at close intervals. At these intersections, vehicles merge to enter the main traffic stream. In congested situations, acceptable gaps in main traffic are often not available, leading to more complex merging phenomena. This affects the main road traffic in terms of speed, flow and safety. Due to complex driver behaviour, vehicular interactions and their manoeuvresunder heterogeneous traffic conditions, developing merging models that reflect high degree of realism has been challenging. The study of such merging processes is, however, important for operational analysis and in devising traffic control measures. The broader objective of this research work is to model the vehicular merging at major-minor road intersections under heterogeneous traffic conditions. The specific objectives are:

● To identify and study the various types of merging and parameters influencing the merging characteristics of vehicles at urban uncontrolled major-minor road intersections under heterogeneous traffic conditions.

● To develop models for the following types of merging at these intersections: (a) Normal, (b) Forced, (c) Group, and (d) Vehicle Cover.

● To develop a microscopic traffic simulation framework incorporating the above merging models and provide an abstract illustration of the same.


In congested situations in heterogeneous traffic, the merging vehicle attempts complex merging manoeuvre to enter the main traffic stream. Under these situations, four different types of merging phenomena can occur: (i) normal merging, (ii) forced merging, (iii) group merging, and (iv) vehicle cover merging. These reflect the different types of driver behaviour - merging normally, aggressively, in groups, and by taking cover of another vehicle. Group merging and vehicle cover merging are unique merging processes under heterogeneous traffic conditions as found in India.

Separate probabilistic models for normal and forced merging are developed that capture drivers' merging behaviour under congested situations. The minor road vehicles join the main road traffic stream if the available gap (spacing between the back of lead vehicle and front of lag vehicle on the main road) is greater than the acceptable gap (critical gap) (normal merging). When the


level of congestion on the main road increases, drivers attempting to enter the main road get more impatient and aggressive. In such situations, the lag vehicles are forced to slow down or change lane, thereby creating a gap for the entering vehicle (forced merging). In the combined merging model, both normal and forced merging is combined in a unified modeling framework. This integrated merging model closely reflects realistic behaviour and is superior to single merging behaviour models. A separate merging model for two-wheelers was also developed due to their unique merging characteristics. Two unique merging processes are commonly observed in heterogeneous traffic: group and vehicle cover merging. These reflect the different types of driver behavior - merging in groups, and by taking cover of another vehicle. Probabilistic models for group and vehicle cover merging are developed that capture this unique merging behaviour.


● Separate probabilistic models for normal and forced merging were developed that capture drivers' merging behavior under congested situations. This is a significant improvement over the existing deterministic lane changing models under heterogeneous traffic conditions.

● A forced merging model was developed that captures merging in heavily congested traffic by gap creation through forced yielding.

● In the combined merging model, both normal and forced merging is combined. The integrated models sequentially consider normal and forced merging behaviour in a unified modeling framework. Integrated merging model closely resembles the field conditions compared to single merging behaviour models.

● Two unique merging behaviour prevail in heterogeneous traffic: group and vehicle cover merging. Probabilistic models for these merging were developed that capture the drivers' unique merging behavior under heterogeneous traffic conditions.

● A separate merging model for two-wheeler was developed due to its unique characteristics and driver behaviour.

● Detailed microscopic data collection and extraction were carried out to study the merging process under congested conditions

● Finally, a simulation framework of major-minor road intersections for heterogeneous traffic was presented.


Transportation Engineering Division, Department of Civil Engineering, Indian Institute of Technology Madras, Chennai - 600 036Mobile: 9444328429 Phone: 044-22575292 e-mail ID: [email protected]

26. Travel Time and Congestion Analysis under HeterogeneousTrafficConditions

Date of Start and Duration : July 2008; 4 years Date of Completion : July 2012



The broad objective is to analyze and model traffic state (which includes travel time) and congestion under heterogeneous traffic conditions as prevailing in urban areas in India. The following specific objectives have been identified:

● To collect and analyze traffic and travel time data under heterogeneous traffic conditions that will specifically suit the requirements of the present study.

● To develop and validate models for representing the complex heterogeneous traffic state by a suitable macroscopic traffic flow model.

● To predict the travel times and other fundamental parameters like flow, speed and density by using the above developed models via model based techniques (Kalman filtering) and popularly adopted field methods and to validate the prediction accuracy under heterogeneous traffic conditions.

● To develop model to predict the travel time of other personal vehicles from public transit vehicles and to validate the same.

● To quantify congestion under heterogeneous traffic conditions using the predicted travel time values.

The scope of the present thesis work is restricted to urban arterials under heterogeneous traffic conditions. The traffic state estimation (density, speed and travel time) requires only the location based data from videos. The prediction of travel time of private vehicles uses only the Automatic Vehicle Location (AVL) data from GPS fitted public transit vehicles due to privacy issues with private


vehicle operators. Also, the congestion quantification will be based on travel time based measures.


The data collection will involve the videotaping of the traffic conditions at selected study route to get the required data on flow, density and travel time. The GPS fitted private and public transit vehicles will be used to get the required AVL data under different traffic conditions which includes the dwell time at bus stops, signal delays, etc. The collected data will undergo data cleaning and grouping during the data synthesis step. The next and most important step is the identification/modification/development of macroscopic traffic flow model to be used for estimation and short term prediction of travel time and other fundamental traffic parameters. The existing macroscopic models like LWR will be analyzed for its suitability under heterogeneous traffic conditions and if necessary suitable modifications will be done so that it can be used under the heterogeneous traffic conditions. The model has to be validated with the help of real world data.

The next step is to identify the various patterns of bus travel time, namely the weekly, daily and trip-wise patterns to identify the most significant inputs for bus travel time/arrival time prediction. Only the most significant inputs identified in the previous step, will be used while developing the prediction models for bus travel time prediction using model based approach (Kalman filtering) and data driven techniques (time series, regression) and combined data driven and model based techniques. The idea of bus travel time prediction will be extended to predict the travel time of other personal vehicles using AVL data from GPS fitted public transit buses, which will be followed by the validation of results.

The final phase of the work will be to quantify congestion based on the estimated traffic stream travel times. The various congestion indices will be examined in detail and suitable modification/adaptation will be carried out for use in better characterizing the congestion levels in heterogeneous traffic.


It is found that the macroscopic traffic flow model developed in this study can use the location based data available from the decoding of videography collected on the road network to provide a complete set of spatial parameters such as density and travel time estimates, which are difficult to measure or

estimate on an urban arterial particularly under heterogeneous traffic conditions. Further, the model based approach using the macroscopic traffic flow model proposed in this study can likely be used to represent heterogeneous traffic conditions at macroscopic level. It is found that, for the estimation of density and travel time, an exponential speed-density relation or the traffic stream model specific to that particular corridor may be considered rather than a simple Greenshield’s linear model. Also the use of linear interpolation of input flow values is found to be performing better than cubic spline interpolation.

The pattern identification of bus travel time reveals that under heterogeneous traffic conditions, there exists a strong weekly and trip-wise pattern which demonstrates that the most significant inputs for predicting the current bus trip travel time can be from the previous two weeks same time trip and the previous two trips of the same day. The classical time series methods like multiplicative decomposition and exponential smoothing which are popular in financial forecasts and never been tried for bus travel time prediction were explored in the present thesis work and found to be performing well for the problem of bus travel time/arrival time prediction.


S.Vasantha Kumar, Ph.D Research Scholar, Transportation Engineering Division, Dept. of Civil Engineering, IIT Madras, Chennai - 36Mobile : 094440 50435 e-mail ID: [email protected]

27. TrafficModelingunderHeterogeneousTrafficConditions

Date of Start and Duration : 17 July 2009, 3 years

Date of Completion : July 2012 (Expected)



● To develop suitable traffic stream models relating fundamental traffic flow variables namely speed, flow, and density under Indian traffic conditions that will be essential for the development of a continuum macroscopic model.


● To develop and validate a Dynamic macroscopic traffic flow model incorporating heterogeneity in to account for better modelling of Indian traffic.


Traffic data collection through videographic technique from field and extraction of speed, density and flow manually from the collected videos in laboratory.


A steady state traffic stream model was developed for the heterogeneous traffic in urban arterials.


Research Scholar, Dept. of Civil Engineering, Transportation Engineering Division, IIT Madras Mobile : 9444973563 e-mail ID: [email protected]

28. Influence of Cross Roads and Fringe Conditions on Travel Time

Date of Start and Duration : 05 August 2010, 9 Months

Date of Completion : 01 May 2011



The scope of this project work was limited to analyzing the influence of cross roads and fringe conditions on travel times and a selected congestion index through two case study corridors in Chennai. The overall objective of this study was to develop relationships between travel times and various influencing factors. Specific objectives of the study were:

● To develop a methodology for the study and identify appropriate data collection techniques and case study corridors.

● To evaluate travel times of test vehicles for various scenarios of cross roads and fringe conditions.

● To model the relationships between travel time and related influencing parameters through regression analysis.


In this study, travel time data was collected using GPS fitted to test vehicles (cars and two wheelers). Data on cross roads and fringe conditions data was collected manually by travelling along the corridor. Analysis

was done using Map Source, Visual C++ and SPSS software.


● Causal relationships could be established between the two dependent variables (travel time and congestion index) and selected independent variables. The developed relationships were logical and the goodness of fit of many models was reasonable.

● The coefficient values and signs are also generally logical and reasonable, indicating the validity of the models.

● Signalized crossing roads, signalized joining roads and (v/c) were the variables which were significant in most of the cases.

● Non-signalized crossing roads and joining roads have almost no impact on travel time and congestion index (they did not enter the model in most cases).

● In the combined model (including corridors I and II, all time periods and vehicle types), most of the selected independent variables were found to be significant.

● Considering the various scenarios of Corridor I, II and combined cases, vehicle type (car/two-wheeler) enters in most of the models with positive coefficient for car as vehicle type, indicating higher travel times and congestion index for cars (as compared to two-wheelers). This is logical in heterogeneous traffic conditions as prevailing in India, since two-wheelers travel faster due to their greater maneuverability and the drivers’ behavior of utilizing gaps between larger vehicles to get ahead.


Shivprasad B. Khedkar, At Post: Chaklamba, Tq: Gevrai, Dist: Beed - 431127 (Maharashtra) Mobile : 08015817276 e-mail ID: [email protected]

29. Departure Time and Route Choice Modelling for Work Trips

Date of Start and Duration : July 2010- May 2011 Date of Completion : May 2011




● Develop and implement suitable departure time choice model for work trips

● Analyze key factors influencing route choice of workers in mixed traffic


Travel Data survey and analysis


Departure time decisions for work trips of individuals are primarily influenced by their schedule delays with reference to their anchor points. The anchor points, or where there is a maximum gain on arrival, vary across population groups. While some have preferred arrival times as their anchors, others have work start times. The non-linearity effect of travel time and influence of schedule delay on route choice have been studied.


Meenu Francis, Transportation Engineering Division, Department of Civil Engineering, IIT Madras, Chennai-600 036Mobile : 09043633095 or 099847111035 e-mail ID: [email protected]

30. Study of Arterial Congestion Using Global Positioning System and Geographical Information System

Date of Start and Duration : August 2010, 10 Months

Date of Completion : May 2011

IndianInstituteofTechnologyMadras,Chennai)R)


To evaluate the Land use structure (density and mix), density of cross roads (signalized and Unsignalized) on Arterial Travel Times


The following methodology was followed to realize the study objectives:

● Reconnaissance Survey and Identification of Study Corridors based on Google Earth images, field visits, trial probe vehicle runs.

● Data collection: conducting probe vehicle runs with GPS devices to measure the travel times on both the arterials. This was followed by collection of volume data using video cameras and manual counts at select locations.

● Building the land use data and in ArcGISTM using GoogleTM Earth and CMDA land use map. Land uses are classified into 5 types namely, residential, commercial, industrial, institutional, open-space or recreational. An area of influence of 500 m on either side of the corridors was considered.

● Measuring cross roads density. This was divided into two types viz. Signalized, Unsignalized.

● Data extraction and analysis. The travel time values were extracted for each 500 m segments. The volumes were extracted in terms of PCUs per hour and subsequently volume capacity ration was obtained. Travel Time Index (TTI) was calculated for each of the segments which are given by ratio of actual travel time to free flow travel time. Land use values were obtained from ArcGIS in terms of density, which is nothing but the area of the land use divided by the total area.

● Model building: A congestion Index model was built using linear regression analysis. TTI was considered as the dependent variable along with 8 independent variables


Density of Signalized cross roads was found to be the commonly influencing variable. The land use density or mix did not have any significant influence on the travel times.

Recommendations for Dissemination/ Revision of Codes/Specifications

Land use structure of larger area (beyond the area of study) has to be considered in decision making process in transportation planning. A localized study of land use has not shown any significant effect on the travel.


Pratyasha Shetty, Transportation Engineering Division, IIT Madras

31. Planning for Safe Movement along Linear Intercity Corridor

Date of Start & Duration : 11 Jan 2011 Date of Completion : 08 June 2011


School of Planning and Architecture, New Delhi


To identify the major planning and design parameters influencing the safe movements along an Intercity Corridor. This aim has been achieved by following the further mentioned activities.

● To study the selected inter-city corridor with respect to:

o History of Corridor (Pre & Post Freeway)

o Road Crash Characteristics post conversion to Expressway

o Traffic Characteristics

o Geometric Characteristics

o Facilities provided for access control on corridor.

● To identify the corridor’s safety issues and relate them with the Design & Planning parameters by conduction of reconnaissance surveys, primary surveys & secondary surveys and thus typical improvement proposals for typical corridors. The limitations of this dissertation are listed as under:

o Case study is confined to Delhi-Gurgaon Expressway (28 km stretch).

o For Planning & Design methodology factors like Pavement design, Environmental effects, Land use impact, Tolling operations etc has not been considered


Surveys like reconnaissance survey, traffic volume survey, speed surveys etc were conducted. And recommendations for the case study stretch were evolved based on the above traffic studies wherein a planning methodology was prepared for any upcoming intercity corridor.


Based on the various studies, the fol lowing recommendations have been proposed for the study corridor:

● The speed profile on the corridor revealed that change in speed occurs gradually over a distance of 2 km and this speed is observed to reduce near the exit points which are located within 2 km.

Hence during planning stage, to achieve uniform speed on an access controlled intercity corridor the intersection spacing should be made more than 2 km.

● From Weaving analysis, it can be recommended for an upcoming corridor, having a speed range of 90-95 kmph with a flow of 5100 PCU/h, minimum 4-lanes should be provided for weaving & weaving length shall be more than 200 m.

● the analysis of road Crash data illustrates that rear end road crashes occur because of two wheeler interference, which ply on expressway because proper service lane width is not provided. Hence it is recommended that a dedicated two-wheeler lane be provided for safe movement. Further, the road crash depicts that the increased incidence of head on collision involving goods vehicles and car near industrial area, main reason for this being wrong side driving warranting for the provision of dedicated freight lane.


Sandeep Shanbhag, Row House No. C-1-14, Sector-4, Airoli, Navi Mumbai-400 708, Maharashtra. Mobile : 9650019947 e-mail ID: [email protected], [email protected]

32. Safety Along Urban Arterial Roads: Case Study -Delhi

Date of Start & Duration : 11 Jan 2011 Date of Completion : 07 May 2011



● To study the Planning Consideration, Functional Characteristics of an Urban Arterial Road.

● To study Issues, causative factors of trends of Road crashes on urban roads of Delhi with & without system Interventions (BRT / Metro).

● To derive appropriate strategies relevant to Planning, Engineering & Management Transport System to maximize Urban Road safety.


To start with, the various aspects were studied from different Literature Reviews of International Case studies on this topic. Followed by this a detailed description


of an Arterial road with Definition, Standards, factors in Consideration were described. It is continued with an Arterial road Description with / without system Intervention of Delhi roads with the Road crash Profile on Delhi Roads for past three years & their causal Factors. Case study areas for Road, BRT & Metro Based Systems showing their Characteristics, Road crash Profile & Surveys were conducted on different Stretches. Analysis of different system followed by comparative analysis between all the three systems has been done. Finally various Strategies and recommendation for the analysis followed by Conclusion drawn from the entire study has been presented.


The study work is divided into three parts (Road Based System, BRT Based System, Metro Based System) of Delhi. All the Three Systems were comparable on the Basis of their Geometric behavior, Right of Way & Land use. Road crash Data along the Corridor is collected to analyze the Road crash Spots, Time Interval, Type of Road crash and Vehicle at Fault vs Victim on the study corridor. Various surveys were conducted like Traffic Composition, Speed & Delay, Videography Survey, etc. along the Road crash Areas of different corridors. It leads us to major Causative factors & Issues related to System Intervention along the Corridors. Various Issues which are analyzed are in the form of Human Behavior, Geometric Factor and Vehicular Factors (insufficient Sight Distance, waiting time at median, Gap Occurrence, Access Spacing etc.).


In the last various Appropriate Strategies are provided relevant to Planning, Engineering & Management Transport System to maximize Urban Road safety. Recommendations are interlinked with Safety issues along all the three systems. In BRT Corridor, there could be provision of the pedestrian underpass through the cross section of the road enabling easier access to the subways for pedestrians, An alternative option of raising the carriage way by a height of 2.0 m enabling easier access to stops for all user groups. Similarly, Large Median refuge islands provided reducing pedestrian-vehicle collisions by 50 percent., Span of Metro Pillars should be more between the Intervals helping in proper visibility & Sight Distance, Provision of Service Roads & there should be proper planning consideration at time of placing systems for arterial Roads.


Sharad Kumar Sharma,58, Basant Nagar, P.O: VasantVihar, New Delhi-110 057Mobile : +919650747891 e-mail ID : [email protected]

33. Estimation of Travel Time and Delay in Urban ArterialsUnderIndianTrafficConditions

Date of Start and Duration : August 2010 Date of Completion : May 2011

IndianInstituteofTechnologyMadras, Chennai (R)


A large proportion of research studies focus on travel time estimation and forecasting for freeways than on urban roads. However, majority of the models developed for freeways cannot be applied directly on urban networks without further calibration due to the difference in behaviour of traffic on the freeway and urban facilities. The situation is more challenging for Indian conditions because of the additional issues related to heterogeneity, lack of lane discipline and minimal data availability. The present study looks into the need to estimate travel time in an Indian urban roadway by a method which is straight-forward to use and can be driven with existing and cost effective data sources. The specific objectives of the study presented in this project are the following:

● Identification of viable methods of travel time and delay estimation for an urban link under Indian conditions, on a real-time basis that requires as minimal calibration as possible.

● Identification of the specific issues in applying the above methods under Indian conditions and modifying them for better performance.

● Development of an analytical model for the estimation of travel time in an Indian urban roadway based on the above methods, taking into account varying traffic flow conditions.

● Validation of the travel time and delay estimation models with field data collected using GPS probes and simulated data using VISSIM simulation package.

● Checking the performance of the developed method for longer sections using simulation.



Field study and Simulation using VISSIM


The current work takes in to account the travel time estimation for a signalized urban arterial having all the constraints of heterogeneous and less lane disciplined road conditions by employing a hybrid method, where the total travel time of the link is obtained by summing up the segment travel time and delay incurred at the bounding intersection.


Deepa L,TC 9/1199-2, Sreeranjanam, Mangalam Lane, Sasthamangalam P.O., Thiruvanathapuram-695 010Mobile :9445874314 Phone: 0471- 2725533 e-mail ID: [email protected]

34. Crowd Behaviour of Pedestrians Arriving at Railway Station

Date of Start and Duration : August 2010, 10 months

Date of Completion : June 2011



this research is restricted only to pedestrians without considering vehicular – pedestrian interaction. The videos of uncongested pedestrian flow at Central Railway Station, Chennai is used for the purpose of the analyzing the pedestrian flow characteristics. No lane discipline is followed and only the unidirectional pedestrian flow is observed.

The main objective of this work is to study the pedestrian flow at a typical railway station at both the macroscopic level and microscopic level encompassing the following:

● To identify the factors influencing the pedestrian flow at railway station.

● To extract macroscopic parameters from the video recordings of pedestrian flow at selected location namely the Central Railway Station, Chennai.

● To draw the fundamental diagrams from the extracted macroscopic parameters.

● To compare the speeds of the pedestrians with respect to different characteristics.

● To understand and analyze the pattern of the pedestrian behaviour.


Data collection of pedestrian flow, data extraction and analysis of the extracted data.


It was found that pedestrian characteristics have effect of pedestrian speeds. Average speed of the pedestrian on railway platform is found to be 1.07 m/s.


H.No. 1-4-63/8/104, Sri Sai Nest Apts, Street No. 8, Habsiguda, Hyderabad, Andhra Pradesh – 500 044Mobile :09502196997 e-mail ID: [email protected]

35. DevelopmentofMethodologyforJustificationfor Provision of Exclusive Bus Lanes on Urban Roads

Date of Start and Duration : June 2009 Date of Completion : June 2011



The specific objectives of this study are:

● To study the general impact of provision of exclusive bus lanes on traffic flow characteristics under heterogeneous traffic conditions.

● To develop social criteria to justify provision of exclusive bus lanes on urban roads based on the proportion of travellers using different modes for a range of roadway and traffic conditions.

● To develop economic criteria to justify the provision of exclusive bus lanes on urban roads based on the money value of time of travellers using the different modes for a range of roadway and traffic conditions.


The methodology adopted to carry out the project work consists of the following major sections:

● Problem Definition: Problem definition phase gives the brief background of the study and


its significance in the Indian context, and the objectives and scope of the present research work.

● Literature Review: This helps to get a clear understanding about the current state of the procedures and techniques related to the provision of exclusive bus lane. This section mainly contains review of literature on exclusive bus lanes, value of travel time and micro-simulation of heterogeneous traffic flow.

● The Frame Work: The general procedural framework to be followed for justification of provision of exclusive bus lanes under Indian traffic conditions is first formulated.

● Data Collection: Collection of data on traffic flow to estimate the represent traffic volume and composition at the chosen study section. Data was collected using video camera and the data then transferred to a computer. Vehicle occupancy survey was also carried out at two major intersections in Chennai city, Tamilnadu. Winshield method was used for the occupancy survey. The data on vehicular characteristics were adopted from the available literature.

● Social Justification: Justification of provision of exclusive bus lane on urban roads by giving equal priority to all the users without considering the mode of transport. The occupancy, road width allotted and composition of different modes of transport were used for this justification. This was done by comparing the road width consumed by one bus traveller and the road width consumed by one passenger of other vehicle.

● EconomicJustification: This justification is based on the money value of traveller’s time savings due to provision of exclusive bus lane on urban roads. For this purpose, different monetary values have been given to travel time of each mode user based on the wage rate of travellers. A questionnaire survey was carried out at different locations in Chennai to estimate the monthly income of travellers of different modes.

● Findings and Conclusion: The main findings and conclusion of the study on justification for provision of exclusive bus lanes on 11 m and 14.5 m wide urban roads under highly heterogeneous traffic conditions were presented.


The following are the important conclusions drawn based

on this study:

● It has been found through the study that for the observed traffic composition, without any exclusive bus lane, the capacities of the 11.0 m wide and 14.5 m wide road spaces considered for analysis, are about 6794 and 9044 vehicles per hour respectively for one-way movement of traffic.

● In the case of three lane roadway (11 m) in one direction, when an exclusive bus lane is provided, the bus travellers, constituting 57 percent of the total of the travellers (using all the available modes), will use only 38 percent of the road space, whereas, the users of all the other modes (excluding buses) constituting 43 percent of the total of the travellers, will use 62 percent of the road space. This shows that the provision of exclusive bus lane on 11 m urban arterial road is justifiable based on the proportion of travellers using different types of road vehicles.

● The least bus flow required for justification of provision of exclusive bus lane on 11 m urban road, at capacity and at LOS “C” conditions were estimated as, 151 buses/hour and 106 buses/hour respectively. The minimum frequency of bus service determined was one bus at every 24 seconds at capacity flow and one bus at every 38 seconds at LOS “C”. The corresponding minimum percentage of bus composition required for the justification was 2.23 percent.

● In the case of four lane roadway (14.5 m) in one direction, when an exclusive bus lane is provided, the bus travellers, constituting 57 percent of the total of the travellers (using all the available modes), will use only 28 percent of the road space, whereas, the users of all the other modes (excluding buses), constituting 43 percent of the total of the travellers, will use 72 percent of the road space. This shows that the provision of exclusive bus lane on a 14.5 m urban arterial road is justifiable, if we give equal priority to all the users.

● The least bus flow required for justification of provision of exclusive bus lane on 14.5 m urban road, at capacity and at LOS “C” conditions were estimated as, 148 buses/hour and 104 buses/hour respectively. The minimum frequency of bus service determined was one bus at every 24 seconds at capacity flow and one bus at every 35 seconds at LOS “C”. The corresponding minimum percentage of bus composition required for the justification was 1.71 percent.


● The money value of total travellers’ time savings/loss in one hour, due to the provision of exclusive bus lane on 11 m wide and 10 km long urban road stretch was estimated as ` 53475 (loss) at LOS “C” and ̀ 169213 (gain) at capacity-flow condition. The corresponding monetary savings in one day for the assumed traffic condition was estimated as ` 4.8 lakhs.

● The money value of total travellers’ time savings/loss in one hour, due to the provision of exclusive bus lane on 14.5 m wide and 10 km long urban road stretch was estimated as ` 6914 (gain) at LOS “C” and ` 254612 (gain) at capacity-flow conditions. The corresponding monetary savings in one day for the assumed traffic condition was estimated as ` 15.96 lakhs.


Noor Mahal (H.O), Meppayyur, Kozhikode, Kerala Mobile : 9790860543 Phone: 0496-2775004 e-mail ID: [email protected]

36. ApplicationofDynamicTrafficAssignment(DTA)underIndianTrafficConditions

Date of Start and Duration : August 2010 Date of Completion: On-going Ph.D. Work



● There are several applications for DTA which will save great quantum of time and energy consumption and experiencing peaceful and tension free ride by road users. The main domain of application of DTA is Intelligent Transportation System (ITS).

● The Dynamic Traffic Assignment (DTA) models aim to describe time varying network and demand interaction using a behaviorally sound approach.

● DTA models differ in the implementation of three components: they are network loading, path update, and path adjustment or traffic assignment.

● Most DTA applications have been developed for homogenous traffic conditions. Indian traffic conditions are heterogeneous. Therefore the traffic flow modeling in network loading step of DTA needs to be suitably calibrated for Indian traffic conditions. Calibrating the network loading

step accounting for mixed traffic conditions will be the primary objective of the proposed research work.


Laboratory experiments


Parvathy.V.S, ‘Lakshmi Bhavan’, Kadayilmudumpu, kodunganoor.P.O, Thiruvanathapuram-695 013Mobile : 9444401423 e-mail ID: [email protected]

37. Traffic Data Fusion under Indian Traffic Conditions

Date of Start and Duration : July 2009 Date of Completion : On-going



The overall objective of the work is to develop a data fusion model for estimating the parameters of heterogeneous traffic. The specific objectives include:

● To compare the data fusion model with another model which uses only one type of data source and recommend the one performing better.

● To estimate traffic density using the recommended model. This can be used as an input to many Intell igent Transportation Systems (ITS) applications such as Advanced Traveler Information Systems (ATIS).


The following are the different tasks carried out in the present study:

● Literature review : A detailed literature review was carried out on various traffic data fusion approaches.

● Data collection and extraction : the location data (flow and Space Mean Speed) and spatial data (travel time) were collected using video cameras and GPS equipped test vehicles respectively from the selected road stretch in Chennai.


● Model Development and corroboration : two models have been developed for comparison – one using data fusion approach and the other one using data from only one type source. The data fusion model uses flow from video data and travel time from GPS data to estimate density. Whereas the second model estimates density using the flow and Space Mean Speed (SMS) from video data. The density estimation is carried out using Kalman filter technique.

● Evaluation of Alternatives : The performance of both models was evaluated using a suitable performance index.

● Recommendation : From the comparison, it was found that the data fusion model was performing better than the second model.


The following are the specific findings from the present study:

● The data fusion model was performing better than the model which used only one data source.

● The result shows that though the travel time from GPS is sparse and less in number, it is more reliable and accurate than the SMS from video.

● The results indicates data fusion as a technique that can be adopted to capture the variations in traffic in a better way, with limited data sources.


Asha Anand R., Room No. 332, Sarayu Hostel, IIT Madras, Chennai-600 036Mobile : 09962246274 e-mail ID : [email protected]

38. Analysis of Interrelated Activity and Travel Patterns

Date of Start and Duration : July 2010 Date of Completion : On-going

IndianInstituteofTechnologyMadras, Chennai (R)


Episode level analysis of activity tours.


Being Formulated.


House No. 42, East Mada Street, Velachery, Chennai – 600042Mobile : 8124550180 e-mail ID : [email protected]

39. EstimationofOrigin-DestinationMatricesforDynamicTrafficAssignmentModels

Date of Start and Duration :16 Dec 2010 Date of Completion : On-going research

IndianInstituteofTechnology,Madras(R)


To develop an integrated model for estimating and predicting real-time origin-destination matrices per time slice.

Most of the approaches are developed for closed networks. Estimation and prediction of dynamic O-D demand from time-varying link volumes in networks with multiple routes is relatively under explored. Also, the traffic conditions in a network are largely influenced by travel times. By incorporating the effect of the travel times in addition to the link counts, the reliability of estimation and prediction of dynamic O-D matrices may be improved. In addition, the possibility of collecting data with the help of Bluetooth technology embedded in cell phones needs to be investigated.


On-going Research


Room No. 117, Sarayu Hostel, IIT MadrasMobile :8608651677 e-mail ID: [email protected]

40. Dynamic Traffic Assignment (DTA) under Multiple Vehicle Classes

Date of Start and Duration : 23 July 2010 Date of Completion : On-going




Most of the DTA models present today assume homogeneous traffic condition. Even for the homogeneous traffic, accurate modeling of flow phenomena is difficult because of the complexity in driver-vehicle-environment interaction. Thus, in order to replicate the Indian heterogeneous traffic more realistically, there is a need to develop a DTA algorithm incorporating an appropriate multi vehicle traffic flow model which is attempted in this study.


On-going Research


Ph. D. Scholar, Transportation Engineering Division, Department of Civil Engineering, Indian Institute of Technology Madras, Chennai - 36Mobile : 9884992976 e-mail ID: [email protected]

41. Routing Algorithms on Stochastic and Time Dependent Networks

Date of Start and Duration : 23 July 2010 Date of Completion : On-going Research



● To quantify uncertainty in travel times on stochastic time dependent urban road networks using empirical data

● To develop appropriate algorithms based on uncertainty quantification to determine the robust optimal path with link correlations.

● Generalize the algorithm in objective 2 to capture flow-dependence and network interactions

● Apply the proposed algorithms for traffic assignment and ITS applications such as advanced traveller information systems.


● Develop algorithms to determine optimal paths on STD networks with reliability as the objective.

● Determine relationship between the uncertainty of the travel times and traffic characteristics using field data.

● Dynamic traffic assignment using the relationships and algorithms developed above and qualitatively analyze its application to the real urban transportation network.


Arun Prakash, Transportation Research Lab, Transportation Division, Building Sciences Block, Indian Institute of Technology Madras, Chennai - 36Mobile : +919884446773 e-mail ID: [email protected]

42. Analysis of Delays Along Signalized Urban Corridor


College of Engineering, Thiruvananthapuram (R)


Delays at signalized intersections are becoming the main subject area for many of the researchers and scientists. This is because the delays when calculated in monitory terms give an indication of the losses that incurred. To minimize these losses proper remedial measures are to be found via proper designing and planning of the intersection. This requires the collection of the delay data in real time, in a reliable and cost effective manner. By this study a method is found to determine the delay values accurately in a second by second basis, using GPS equipped probe vehicle. This study consists of the analysis of 13 signalized intersections along a signalized corridor in Thiruvananthapuram city. The vehicle trajectories are plotted during each test run and the delay values were obtained. The weighted average segment delays were found by assigning weights for the number of stops and for the trip delay values. The results were compared and the method which assigns weights based on the trip delays was found giving more accurate results. Based on the measured delay data, the Level of Service for the segments under study were evaluated and compared with the LOS given by the traditional criteria based on speed. The present study was undertaken with the following objectives:

● To develop a method to find out the overall delay along a corridor using second-by-second GPS (Global Position System) data.


● To estimate the delays along different segments in the signalized corridor.

● To find the influence of the length of segment on delays.

● To establish LOS based on delay.

Methodology

● Identify the study corridor and divide the corridor into segments.

● Collect the road inventory, traffic and signal data.

● Data collection to be done with multiple runs along the corridor with the GPS instrument, along with trip logging followed by corridor level analysis.

● Draw the Time-Space diagram and estimate average delay values for the whole segments.

● Assign weights based on number of stops and based on average trip delay and compare both methods.

● Interpretation of results.


● Two methods for computing the delay from GPS data were developed and the results were compared

● Method in which the weights assigned for delays was found more realistic.

● Using this method delay for the segments were found

● West gate of Secretariat-VJT segment had the highest delay in route A (107 sec)

● Pulimoodu - Over bridge segment has the highest delay in Route B (91.93 sec)(longest segment in that route)

● Method analyses each segment separately giving more reliable delay values

● In some cases, shorter segments experience higher values of delays. Hence, volume of traffic, speed, mix of traffic and position in queue should also be taken for delay estimation.

● Negative value of delays were observed (as the free flow was not estimated from field)


Dr.R.Padmakumar, Dept. of Civil Engineering, College of Engineering, Thiruvananthapuram.

43. Modelling Overtaking Sight Distance and Risk AssessmentonTwo-WayHighwayMidblock




This present study was undertaken with the following objectives:

● To study overtaking methods of different types of vehicles on different sections of a two way two lane Highway road.

● To select the model parameters for calculating OSD and to compare it with the existing standards.

● To develop OSD models and to validate it.

● To calculate the risk index for different OSD lengths at certain designspeeds.

Methodology

● the route selected for the present study was the stretch of road on NH-47 and the MC road.

● The study was concentrated on mid block sections with two way traffic.

● Parameters which affect the overtaking sight distance were extracted from the video taken at the study areas for 1 hour.

● The collected data was used for calculating overtaking sight distance and it was compared with the IRC standards (IRC: 66-1976).

● The collected data were statistically analyzed to evaluate the effect of the selected parameters on overtaking sight distance.

● A unique microscopic simulation using C program for replicating passing manoeuvres on two-lane two-way roads was devised.

● Passing attempts were simulated for each OSD length, and a weighed risk index was obtained.

● Using the simulation results, risk of various OSD lengths for different design speeds can be assessed.



● The overtaking methods of different types of vehicles on different sections of a two way two lane Highway roads was studied.

● Overtaking sight distance was calculated using the data collected from the field and the effect of different parameters on OSD was found.

● The comparison of calculated OSD with the IRC standards (IRC: 66-1976) showed that the OSD values obtained by calculation and IRC standards lies in the same range.

● Models were developed for NH Road and MC Road and models were validated.

● Risk Index was calculated for each OSD length at the end of the simulation runs.

● From the simulation it was found that a 100 m OSD length will end up in a crash and an OSD length of 300 m to 400 m will be sufficient for a safe overtaking maneuver at 40, 50 and 60 kmph speeds.

Further Information/copy of the report can be obtained from

Ms. Salini S, Dept. of Civil Engineering, College of Engineering, Thiruvananthapuram.

44. Modelling Driver Behaviour at Signalized Intersection




Safety at signalized intersection depends on a number of factors among which are the layout of the site, the traffic volumes at the approaches, the phasing and the time settings of the traffic signal and human behaviours of both drivers and pedestrians. Of this, human behaviour is the sole significant factor that is unpredictable, as it varies continuously. The driving behaviour varies with the different factors which include intrapersonal and interpersonal psychological attributes as well as social demographic factors. An individual’s speed choice can be conceptualised as a behavioural manifestation of their cognitive, social, attitudinal and motivational characteristics. These characteristics not only determine choice of speed, but also more general driving behaviour. When the driver encounters a signal

change from green to yellow, he is required to make a stop or go decision based on the speed and distance to the stop bar. This dilemma is usually characterized by a physical zone in advance of the intersection termed as dilemma zone, within which an individual driver can neither safely clear the intersection nor make a stop. The yellow phase dilemma is one of the major contributing factors to intersection related crashes particularly the rear end and right angle crashes. Driving behaviour is significantly affected by the actions of the neighbouring vehicles and can differ significantly if there are non-motorized vehicles or high pedestrian activities. On top of that, driver characteristics like aggressiveness, driver education and adherence to traffic rules can significantly affect driving behaviour models and pose challenge to transferability of driving behaviour models across networks. During red phase, vehicles occupy the position in a queue considering factors like the length of queue, type of vehicles in the queue, the position to be taken etc. and the preferences of these factors varies with person to person as it depends on the psychological attributes of an individual.

● To model the driver behaviour towards the onset of yellow phase considering various factors that includes vehicle approaching speed, distance from stop-line, vehicle type and age of driver.

● To study the accumulation pattern of vehicles at intersection approach during the red phase.

● To model the lane changing behaviour of vehicles approaching in the green phase.

● To analyze the effect of lane changing on saturation flow at the intersection area.

Methodology

● Identify the location of study and data collection by video and manual methods and extract the required data.

● Plotting vehicle trajectory data for the yellow phase vehicles and determination of type-I dilemma zone and determination of type-II dilemma zone by regression method.

● Determination of vehicle accumulation pattern in the red phase by developing a model considering contributing factors.

● Developing lane change model in the green phase with the affecting factors.

● Determining the effect on saturation flow with the vehicular interactions that occurs in the


intersection area when the queue is dissipated by calculating the dynamic PCU.


● Dilemma zone moves away from the stop-line as the speed increases. Type I dilemma zone can be eliminated if signal is designed with proper change intervals according to ITE recommendations. Countdown timers were found to reduce the type-II dilemma zone.

● A Multinomial Logit Model explains the probability of a vehicle accumulating in a section with respect to section 1.

● A binomial Logit Model is developed which explains the lane changing behaviour of the vehicles.

● There is significant reduction in Dynamic PCU value with the interaction between the vehicles.With the reduction of PCU values, the Saturation Flow also decreases.


College of Engineering, Thiruvananthapuram, Kerala.

45. IdentificationofMissingLinksBasedonTravelDemand for Calicut Using TransCAD




The transportation planning process is a key component for urban planning and development. In this work the application of TransCAD software in estimation of Origin Destination (O-D) matrix from link volume counts and preparation of desire line diagrams for the identification of missing links in selected areas of Calicut city network was taken in to account. For the identification of Missing links, desire line diagram was required. The preparation of desire line diagram can be done with the help of estimated O-D matrix. In the transportation planning process, one of the key input elements is the transport demand. The demand represented in the form of a matrix called O-D matrix is essential to identify the infrastructure requirements. The cell entries of an O-D matrix give the number of trips between an O-D pair. Scope of the study is limited to the estimation of O-D matrix from link volume

counts and identification of missing links in selected areas of Calicut city.

The present study was undertaken with the following objectives:

● To review available techniques for estimation of O-D matrix from link volume counts

● To solve a hypothetical network and to apply the methodology in real network for the estimation of O-D matrix

● To identify congested links based on volume to capacity ratio

● To prepare desire lines for estimated O-D matrix and to identify the missing links in the network by superimposing over the existing network

Methodology

● Selection of network and preparation of network

● Collection of the directional peak hour link volume counts, link length, width of the road, travel time and capacity, for selected networks

● Preparation of input file and Estimation of O-D matrix

● Preparation of desire line diagrams

● Superimposing the desire line diagram with existing network

● Identification of the missing links


● Review of various O-D matrix estimation techniques was done.

● Hypothetical network and real network was solved and estimated O-D matrix was obtained as output.

● Congested links were identified and it was found that out of 30 links three links were congested.

● Desire line diagram for estimated O-D matrix was prepared.

● Five missing links were identified.


Ms. Leema Peter, Dept. of Civil Engineering, College of Engineering Thiruvananthapuram.


46. SchoolBusRoutingUsingTransCAD-ACaseStudy




While providing primary and secondary level educational services, it is important to provide transportation for students to and from their respective schools. In urban areas, due to high population density of students, school bus routes tend to be relatively short because bus capacity is reached after a small number of stops are visited. Buses are over loaded and hence school bus routing need attention. So it is necessary to distribute students to various routes such that their walking distance from home to bus stops and the travel time of each student should be within the permissible limit and the route length and load on buses should be approximately same. The school bus transportation services provided must be evaluated by both efficiency and equity measures. Vehicle Routing Problem (VRP) can be conducted using TransCAD. School Bus Routing Problem (SBRP) is similar to VRP. Hence it has to be studied whether the vehicle routing procedure can be adapted for solving the SBRP. TransCAD provides a powerful set of tools for creating, displaying, and using the route system. TransCAD is the most capable and effective system for transportation demand modeling. This is a package that fully integrates a Geographic Information System (GIS) for transportation with transportation modeling and logistics applications. Reallocation of existing stops was done using the data collected from St. Thomas High School and St. Thomas Central School, in Thiruvanathapuram city. Bus stop allocation and bus route generation was done for St. Thomas High School, in Thiruvanathapuram city. The present study was undertaken with the following objectives:

● To identify whether the existing routes satisfy the performance criteria for school bus transport service

● To reallocate the existing routes without changing the existing bus stop allocation while satisfying the performance criteria

● To generate a set of routes by assigning the students to potential bus stops so that the performance criteria is satisfied

Methodology

● The vehicle routing procedure in TransCAD is used for solving the SBRP.

● The goal of vehicle routing procedure is to obtain a set of routes that minimizes the total time or distance travelled by the entire fleet of vehicles.

● The steps to solve vehicle routing problem include

o Preparing the depot and stop data

o Creating the vehicle routing matrix

o Creating the vehicle table

o Solving the vehicle routing problem

● Reallocation of existing routes was done for St. Thomas High School and St. Thomas Central School.

● The weighted average distances of students for existing and reallocated routes were calculated and the savings in distance for students was calculated.

● Bus stop allocation and bus route generation was done for St. Thomas High School.

● In bus stop allocation, each student was assigned to a bus stop and in bus route generation step; the routes combining these stops were generated.

● Students were assigned to stops in such a way that the capacity of the vehicles was not violated and student’s walk from home to their bus stops should be 0.5 km or less as far as possible.

● Physical stops were combined such that the route lengths, and travel times of students should be same and load on buses should be within the permissible limit.


● The vehicle routing problem in TransCAD can be effectively used for solving the SBRP.

● Reallocation of existing routes using TransCAD provided 28 routes instead of the existing 21 routes for carrying students of St. Thomas High School and St. Thomas Central School.

● Reallocation of routes by TransCAD showed that there was savings in travel time and distance for students.

● 11 percent savings in distance was obtained for students in the reallocated routes


● Route generation using TransCAD provided 12 routes for carrying students from St. Thomas High School.


Ms. Manju.V.S, Dept. of Civil Engineering , College of Engineering, Thiruvananthapuram

47. TrafficMonitoringUsingGSMTechnology:AnEmerging Opportunity for ATIS




This study was limited to a single corridor in Thiruvanathapuram city. The East-Fort to Sreekaryam route of 10.2 km was selected for the study. Only public transit vehicles were tracked and only real-time travel time data were collected. The travel time data were collected for one representative day from 0800 hours to 1900 hours which is divided into three spells viz, 0800 hours to 1100 hours, 1300 hours to 1500 hours and 1600 hours to 1900 hours. Monday to Friday morning peak hour travel time data were also collected to develop a model to predict arrival time of public buses.

This work examines the emerging opportunities to collect network wide traffic information using mobile phones as traffic probes. By measuring the time of travel and speed of mobile phone movement, the associated traffic data can be determined. The specific objectives of this study are:

● Studying the possibilities of a new method for the estimation of real-time travel time and speed using Resources Tracking and Management System (RTMS) of BSNL

● Mapping real-time urban mobility to identify congestion using real time data

● Developing and comparing ANN Model and Kalman Filter Algorithm for forecasting arrival pattern of public transit units

Outcome: Accurate bus arrival information at bus stops will help to reduce the waiting time for buses, make the service more reliable and thus attract more people to use the same, thereby reducing congestion on the road. Forecasted arrival pattern can be utilized for disseminating information on the transit arrival.

Information on congestion level will help the road users to select less congested route. The following information on congestion can be extracted from the real-time traffic flow measurements:

● Spatial location of the congestion in the city area: Information on which roads are experiencing the congestion and where exactly the starting and ending points of the congestion are can be clearly obtained from the real-time vehicle movement data.

● Temporal characteristics of the congestion: Ideas on, at what times of the day the congestion is experienced most and in what days of the week, can be understood through the analysis of real-time traffic data.

● Unusual congestion: occurrence of road crashes may be easily identified by an unusual congestion experienced in a route through an unusual increase in travel time in that particular stretch and real-time travel time data provides such information easily.

To detect events such as road crashes, jams or any incident that may alter the normal traffic stream, it is possible to use historical measures of travel times during different similar time periods. Abrupt variation in travel time along different sections with regard to typical values will represent the occurrence or non-occurrence of congestion. From the travel time data of each section, the exact location and time period of congestion can be identified in real-time. These congestion levels obtained through the travel time variation trend may be mapped, which may become the most attractive application of ATIS. This congestion information can be used for representing trend in traffic density also.

Methodology

LBS data provided by BSNL is used in this study. 14 RTMS activated SIMs were subscribed from BSNL. The Resource Tracking and Management Service (RTMS) of BSNL, tracks its mobile phones at every 5 minutes interval and gives the location details in longitude and latitude along with the time stamp with respect to pre-defined positions/landmarks along the roadway.

The RTMS activated SIMs were tracked continuously and the location details of these SIMs were updated at 5 minute interval. The report generated in the RTMS web portal is extracted to get the longitude and latitude of the locations where the mobile phones where tracked. The report also gives the time of arrival of the tracked


mobile phones at these locations. With the help of Google Map these locations where identified and the entire study route was divided into 6 stretches taking some of the identified locations as end points. Time of travel between these end points was calculated from the time of arrival details at these locations and average journey speed of public buses was obtained. Tracking has been done for 4 consecutive days of a week and ANN Model and Kalman Filter Algorithm were developed to predict the travel time for the fifth day taking 4 day’s tracking details as history.


The increasing traffic mobility emerged in recent years requires more complex mechanisms and techniques to properly manage and plan the road network. Unfortunately, the traditional sensor systems are sometime expensive and so it is almost impossible to install and maintain sensors for entire road network. So, new alternatives are required to monitor traffic in a fast, accurate, economic and continuous manner. Vehicle detection technologies coupled with information and communication technologies provide a good means to collect real time traffic data. With rapid spread of communication technologies, their use by transit operators could be an attractive proposition leading to operational efficiencies. A new alternative resides in mobile systems. The new-generation mobile phone system architecture provides an efficient approach of transforming mobile phone location into vehicular location, through the use of LBS.

The methodology experimented in this study works well for measuring travel time for a given corridor. It can be observed that the cell-phone-based systems have potential large sample size, are more economic and require minimal man power than the traditional methods. Moreover, the results obtained are more reliable as they require minimum human intervention and hence reduce the chance of errors in data collection and analysis.

To make a Public Transportation System (PTS) more efficient, it is essential that the ridership of the PTS should increase, for that the services should be reliable and should provide better service to the users. One of the methods for making the PTS attractive is to provide bus arrival time information in advance. If buses can be utilized as potential probes for collection of traffic data in general, the cost of infrastructure facilities and quantity of data collection can be reduced. In this study, travel times and speed of the buses on the study route are determined using the real-time data obtained from the

RTMS facility of BSNL. The data helped in analyzing the speed of the buses along various sections of the route and in identifying the bottlenecks and congested links of the route. This study has demonstrated a new methodology that will be valuable to transit operators in identifying delays along the bus routes and in better management of their fleet.

In addition to this, in this study, innovative models like ANN Model and a Kalman Filter Algorithm were developed for dynamic bus arrival time prediction. Both the models performed very well in the prediction process. The data analysis shows that the results were statistically significant and the error was within acceptable limits. It was also observed that ANN Model outperforms in prediction the Kalman Filter Algorithm. But due to ease of implementation, dynamic Kalman Filter may be more suitable.

These type of prediction models, in general, provide continuous information on the expected arrival time of buses at downstream stops and hence information on the expected deviations from the actual schedule. This facility enables the authorities to assess in real-time transit stop-based control actions to avoid such deviations before their occurrence, hence allowing for proactive control, as opposed to the traditional reactive control which attempts to recover the schedule after deviations occur. The model developed here was based on data from one bus route in Thiruvanathapuram City. However, the same modeling approach may be applied to other routes also. Importance of such prediction models can be enlisted as:

● Travel time prediction models make it possible to keep track of the buses and thus calculate whether a bus is running early or late with respect to the schedule.

● It helps initiation of dynamic control actions such as bus holding, bus expressing etc., if found buses are deviating from their schedules.

● Real-time comparison of congestion levels along different alternate routes and diverting the traffic to a comparatively lesser congested route if situation demands.

The findings in this study can be summarized as follows:

● Real-time traffic situations can be obtained through tracking of mobile phones in a vehicle.

● Abnormal variations in the schedule/travel time of public buses can be viewed in real-time and precaution can be initiated.


● Exact location, time and duration of congestion may be made available in real-time through the tracking of in-vehicle mobile phones.

● Real-time, street/route wise mobility pattern/information is available through tracking of mobile phones in vehicles.

This study is concluded with the following findings:

● GSM Mobile tracking technology is one of the best methods for real-time traffic data collection.

● Mobile tracking technology can be used for getting real-time urban mobility pattern.

● Both ANN Model and Kalman Filter Algorithm predict travel time of public buses satisfactorily with MAPE less than 15 percent.


There are several challenges that need to be overcome such as determination of the number of probes required to achieve a desired level of reliability, suitable probe sampling frequency and identification of the phones that are in-vehicle or not in-vehicle. Some of the limitations of the technology used in this study for the vehicle tracking are as follows:

● Five minute minimum tracking time interval: In the existing system the minimum possible tracking time interval is only 5 minutes. Within this time interval the prevailing traffic scenario along a stretch may change. So there is a chance of information being missed.

● Pre-definedlandmarks: At present the system has predefined landmarks only. Provisions should be provided to define landmarks by the user himself. If so, locations of bus stops can be defined accurately.

● Low accuracy of location estimation: Existing system has an accuracy of 200-250 m only. But for an urban scenario it is necessary to have an accuracy of about 5 m or less. Otherwise, in a junction it will be difficult to identify the exact road, on which the vehicle is.

Privacy is an aspect to be mentioned in the use of data from cellular networks systems. The phone location data would be received and handled in aggregate and anonymous manner, in accordance with current regulations, so that the use of cell phone data does not break the law on private data protection.

The data used for this study were relatively limited. The results and the models’ predictive ability will certainly improve when data of greater quantity and quality are available. In the future, it may be possible to generate models for trips grouped by day, time of the day, etc. Furthermore, as the ITS deployment continues, the models could be expanded to include traffic condition variables, such as congestion and incidents, that can be automatically generated by these systems.


Mr. Anil. R., Dr. M. Satya Kumar, Dept. of Civil Engineering, College of Engineering, Thiruvananthapuram.


ACKNOWLEDGEMENTS

The Highway Research Board (HRB) of the Indian Roads Congress (IRC) expresses thanks to Dr. S. Gangopadhyay, Director, Central Road Research Institute (CRRI), New Delhi for preparation of the General Report on Road Research Work Done in India during 2010-2011. The report was prepared, compiled and edited by Shri T.K. Amla (Head, Information, Liaison & Training), S/Shri R.C. Agarwal (Sr. Technical Officer (3)) and M.K. Meena (Scientist), Information, Liaison & Training Division, CRRI with inputs from the scientists of the various R&D Divisions of CRRI viz. Dr. P.K. Jain, Chief Scientist & Head (FPD), Dr. Renu Mathur, Senior Principal Scientist & Head (RPD), Shri S.P. Pokhriyal, Senior Principal Scientist (PED), Dr. P. Lakshmy, Senior Principal Scientist & Head (BAS), Shri R.K. Swami, Principal Scientist (GTE), Dr. S. Velmurugan, Principal Scientist (TES) and Dr. K. Ravinder, Senior Scientist (TPE).

The useful suggestions received from the scientists of R&D Divisions in compilation and editing of the report are gratefully acknowledged. The Board also expresses its gratitude to the various research organizations and Institutes for providing research progress reports.


LIST OF ORGANISATIONS

1. ASI Solutions Plc, Milton Keynes

2. Central Road Research Institute (CRRI), New Delhi

3. CRAPHTS Consultants (I) Pvt. Ltd., Faridabad

4. Indian Institute of Technology Madras, Chennai

5. Indian Institute of Technology Roorkee, Roorkee

6. India PolyRoads Pvt. Ltd. (IPPL), Gurgaon

7. Karnataka Engineering Research Station, Krishnarajasagara, Karnataka

8. Larsen & Toubro Construction Research and Testing Centre, Chennai

9. M.S. University, Baroda, Vadodara

10. National Institute of Technology, Warangal

11. National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram

12. PRS Mediterranean Ltd., Israel

13. RITES Limited, Gurgaon

14. School of Planning and Architecture, New Delhi

15. Structural Engineering Research Centre, Chennai

16. Zydex Industries, Vadodara


IRC HIGHWAY RESEARCH BOARD

GENERAL REPORT ON ROAD RESEARCH IN INDIA

PROFORMA SHEET FOR REPORTING R&D WORK FOR THE GENERAL REPORT

1. Please furnish the report in the specified proformae (specimen copies enclosed), using separate proforma for each Project, appropriate to the Project Status, viz.:

Proforma A: Projects Reported for the First Time Annexure 1

Proforma A: Projects Reported for the First Time Annexure 1

Proforma B: On-going/Completed Projects Annexure 2

Proforma C: Research Projects Related to Thesis for Annexure 3 Post Graduation/Ph.D.

Proforma D: R&D Activity Report by Consultancy Firms/Contractors/ Annexure 4 Concessionaires

2. Please furnish report, in Proforma A or B, only on those projects which have led to some significant conclusions, or are expected to make R&D contribution of overall general interest.

3. Precise and concise information may be provided for EACH ITEM of the Proformae, in NOT MORE THAN 100 WORDS. Additional important information, if any, may be appended separately.

4. The following codes may be used for indicating the Section and Sub-Section Codes on Each Project Proforma:

Section Section Code

Sub-Section Sub-Section Code

Highway Planning, Design,Management,Performance Evaluationand InstrumentationHighway Planning,Design and Management

1100 Design 10Road Transportation Management 20Road Pavement Management 30Maintenance Management 31Construction Management 32test track research 40Software Development 50

Pavement Evaluation 1200 Surface CharacteristicsRiding Quality 10Skid Resistance 20Structural Evaluation 30

Pavement Performance 1300 Pavement Performance 10Traffic Characteristics & Effects 20Material Characteristics 30

Instrumentation and Micro-Processorapplications

1400 Instrumentation Development 10Micro-Processor/Applications 20

Appendix


Section Section Code

Sub-Section Sub-Section Code

Pavement Engg. andPaving MaterialsSoil Stabilisation, LowGrade Materials andLow Volume Roads

2100 Soil Stabilisation 10Low Grade Materials 20Low Volume Roads 30

Flexible Pavements 2200 Binders and Binder Improvement 10Materials and Mixes 20Pavement Design 30Construction Techniques 40Maintenance Aspects 50

Rigid Pavement 2300 As in case of Flexible Pavements Division

Geotechnical Engineering 3000 landslides 10Ground Improvement Techniques 20Embankments and Slope Stability 30Roads and Embankments in Clay Areas 40

Bridge Engineering 4000 Structural Field Investigations 10Laboratory Investigations 20Foundation Investigations 30Structural Design 40

Traffic & TransportationPlanning & Management 5100 Traffic Management Studies 10

Travel Demand Forecasting 20Transportation Planning 30Transportation Economics 40Public Transport Planning 50Intelligent Transport System 60

Safety & Environment 5200 Accidents and Safety 10Traffic Environment 20

5. PROJECT TITLE

(1) In case of Proformae A and B, please indicate the same title as reported earlier.

(2) In case of sponsored projects, please indicate the name of the sponsoring organisation and Research Scheme number (e.g., MORT&H Research Scheme R-19), immediately after the project title.

6. DATE OF START/DATE OF COMPLETION: Please indicate month and year, e.g., May, 1988. In case of sponsored Research Scheme, only the Sponsoring Organisation should report completion of the project, and not the implementing Organisation(s).

7. LAST REPORT : Indicate the year of the last General Report on Road Research in India (GRRRI) in which the project was reported, e.g., for GRRRI 1988-89, indicate 1988-89.


8. ORGANISATION (S) : Please indicate the name of all involved organizations, in the case of multi-organisation project, using the following code to indicate the status of the organization with regard to the project:

Reporting Organisation (R) Sponsoring Organisation (S) Coordinating Organisation (C) Implementing Organisation (I)

If an organization has multiple status, the appropriate codes may be used together, e.g., (R,C), (R,S).

9. SCOPE AND OBJECTIVE : Please give a concise statement. In case of multiple objective projects, indicate each objective separately.

10. PRESENT STATUS AND PROGRESS : For Proforma B, if the project is on-going, please include a brief report on progress since the last report, and if the project is complete, please provide brief progress report for the project as a whole.

11. SUPPORTING DATA : Please indicate selected important supporting data or illustrations of special interest. Any correlations or charts developed may specifically be included. Please list the items enclosed.

12. CONCLUSIONS : Please indicate significant conclusions/interim conclusion.

13. SIGNIFICANCE / UTILISATION POTENTIAL : Please highlight only special aspects. Under “Utilisation Potential”, also specifically indicate whenever the development(s) / conclusion(s) are regarded appropriate for consideration by the IRC.

14. LIMITATIONS OF CONCLUSIONS / RECOMMENDATIONS FOR FURTHER WORK / FURTHER PROPOSED WORK : The limitations, if any, may be specifically indicated. Other aspects may be indicated wherever applicable.

15. REPORTS / PUBLICATIONS : Only reports/publications since last reporting may be included, alongwith bibliographical details, in the following order:

Author(s) (Surname, followed by initial, in all capitals). Title of Paper/Article/Report/Book, Nature of Report (e.g., M.E./Ph.D. Dissertation, Interim/Final Report), Journal or Periodical (alongwith Vol. and No.) / Conference or Seminar Proceedings (alongwith the place where held) / Publishing Organisation, Month and Year of Publication. The report may be provided in not more than 500-600 WORDS.

16. Copies of publications, if published through a source other than IRC, may please be enclosed.

17. Wherever more than one sub-items are to be reported (e.g., in case of items No. 8, 9, 13, 15, etc. above, please number the sub-items 1, 2, 3, …… and list them one below the other.

18. In addition to 3 typed/computer print out copies, the report may also be supplied on floppy/CD to enable expeditious editing and compiling. Cooperation in this regard will be specially appreciated. The Window MS Word Software may please be used for the purpose.

______


Annexure 1

I R C H I G H W A Y R E S E A R C H B O A R D

PROFORMA - A

P R O J E C T S R E P O R T E D F O R T H E F I R S T T I M E

Section Code

REPORTING ORGANISATION:

1. Project Title Sub-Section Code

1.1 Date of Start 1.2 Date of Completion (Targeted/Actual)

2 Organisation(s)*

3 Scope and Objectives

4 Methodology

5 Interim Conclusions/Conclusions/Supporting Data

5.1 Significance/Utilisation Potential 5.2 Limitations of Conclusions/Recommendations

for further work/further proposed work

6 Reports/Publications

7 Further information/Copy of report can be obtained from:

7.1 Address

7.2 Mobile _______________ Phone ____________ Fax _________

7.3 e-mail ID:

* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization


Annexure 2


PROFORMA - B

O N – G O I N G / C O M P L E T E D P R O J E C T S

Section Code



1.1 Date of Start 1.2 Date of Completion (Targeted/Actual)

2 Present Status and Progress

2.1 Status: Ongoing/Completed 2.2 Year of Last Report 2.3 Progress

3 Further Findings/Conclusions/Supporting Data

4 Limitations of Conclusions or Interim Conclusions

5 Recommendations for further Work (if completed)

6 Reports / Publications

7 Recommendations for Dissemination/ Revision of Codes/Specifications (if completed)

8 Further information/Copy of report can be obtained from:

8.1 Address

8.2 Mobile _______________ Phone ____________ Fax _________

8.3 E-mail ID

(Presentation Material may be e-mailed to [email protected] / [email protected] )


Annexure 3


PROFORMA - C

R E S E A R C H P R O J E C T S R E L A T E D T O T H E S I S F O R P O S T - G R A D U A T I O N / Ph. D.

Section Code



1.1 Date of Start and Duration 1.2 Date of Completion

2 Institution*

3 Scope and Objectives

4 Proposed Methodology (Type of Study, Laboratory/Field)

5 Salient-Findings and Conclusion(s)

6 Recommendations for Dissemination/ Revision of Codes/Specifications (if completed)

7 Further information/Copy of the report can be obtained from: 7.1 Address

7.2 Mobile _______________ Phone ____________ Fax _________

7.3 E-mail ID

(Presentation Material may be e-mailed to [email protected] / [email protected] )

* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.


Annexure 4


PROFORMA - D

R & D AC T I V I T Y R E P O R T B Y C O N S U L T A N C Y F I R M S / C O N T R A C T O R S / C O N C E S S I O N A I R E S

Section Code


1. Project / Activity Title Sub-Section Code

1.1 Date of Start and Duration 1.2 Date of Completion (Actual/ Targeted)

2 Organisation(s)*

3 Special Situations/ Problems faced During Investigations/ Constructions:

4 Methodology / Procedure adopted for solving the Problems:

5 Any New Materials/ New Technologies if Adopted:

6 Performance of such New Materials/ Technology:

7 Additional R&D / Work required in this area:

8 Further details can be obtained from:

8.1 Address

8.2 Mobile _______________ Phone ____________ Fax _________

8.3 e-mail ID:

* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.

Highway Research Record No. 38 (2010-11)

Documents

interim conclusion

reportspublicationsinterim

otherpremium

fl exi bl

reductioninquarryminingofaggregateis

natural soil1

maximum tensilestrainatthebottomofbituminouslayerare

heavy vehicle