Annual Report - Central Road Research Institute · CSIR-CRRI Annual Report 2014-15 v It is indeed my pleasure to present the Annual Report of the Institute for the period 2014-15

Annual Report

2014-2015

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CSIR-Central Road Research InstituteNew Delhi (India)

CSIR-Central Road Research Institute, New DelhiAnnual Report2014-2015

Edited, Compiled & Produced by:

Information, Liaison & Training Division

Edited, Compiled & Produced by:

Sh. T.K. Amla, Chief Scientist & Head

Smt. Anita Arora, Ex. Pr. Technical Officer

Sh. M.K. Meena, Senior Scientist

Assisted by:

Sh. R.C. Pardesi, Ex. Technical Officer

Sh. Ashok Kumar, Technical Officer

Overall Supervision:

Sh. T.K. AmlaHeadInformation, Liaison & Training Division

Designed & Printed at:

Pushpak Press Pvt. Ltd.203-204, DSIDC Sheds, Okhla Industrial Area, Phase-1, New Delhi-110020

Contents

CSIR-CRRI Annual Report 2014-15 iii

From Director’s Desk v

Objectives of CRRI vii

Quality Policy viii

Summary of Progress

RESEARCH & DEVELOPMENT

GEOTECHNICAL ENGINEERINGGround Improvement 5

Landslide Management 11

PAVEMENT ENGINEERING

Pavement Design & Rehabilitation 27

Pavements Materials & Construction Technologies 41

Road Asset Management 52

BRIDGES AND STRUCTURES 65

INSTRUMENTATION 84

TRAFFIC & TRANSPORTATION PLANNING

Traffic Engineering and Road Safety 87

Environmental Science 99

Transportation Planning 110

INFRASTRUCTURE & SUPPORT

HRD & PROJECT MANAGEMENT

Planning, Monitoring & Evaluation 127

Technology Management and Business Development 129

Information, Liaison & Training 130

DOCUMENTATION AND LIBRARY SERVICES 143

R&D SUPPORT SERVICES Computer & Networking 144

Mechanical Engineering Support 146

Civil Engineering Support 148

Quality Management 149

Rajbhasha 150

Contents

CSIR-CRRI Annual Report 2014-15iv

OTHER ACTIVITES OF THE INSTITUTE

Events 152

Award 168

Lectures Delivered 169

Technical Training, Deputation etc. CRRI Scientists / Staff Deputed for Training 170

Deputation Abroad 172

Student Trainees 173

Visitors 179

Membership of Staff on Various Technical Committees 180

Membership of National and International Organisations 187

Marketable Products and Services 188

Publications

Papers Published in Journals 190

Papers Published in Seminar / Conference /Symposia 197

Staff of CRRI 207

Management Council 215

Research Council 216

From Director’s Desk

CSIR-CRRI Annual Report 2014-15 v

It is indeed my pleasure to present the Annual Report of the Institute for the period 2014-15 which reflects Institute’s progress and achievements in all aspects including sponsored, collaborative, R&D works, consultancy services provided, in-house projects carried out for the development of technology and all other infrastructure and services provided during the year.

The R&D and consultancy services were focused in the area of Traffic Engineering, Transportation Planning, Road Safety & Transport Environment; Geotechnical aspects of Road Development Investigation, Slope Stability, Ground Improvement, Subsurface Drainage; Use of Waste and Marginal Materials for Road Construction etc; Material Characterization, Design & Construction Techniques of Flexible and Rigid Pavements, Pavement Evaluation, Maintenance and Rehabilitation; Instrumentation for Highway and Bridges; Bridge Design, Instrumented Monitoring, Inspection & Evaluation, Rehabilitation and Software Development.

Under 12th Five Year Plan Network Project on “Development and Application of Technologies for Sustainable Transportation (SUSTRANS), research has been conceived under two main modules (i) Transportation Modules (8 work packages) and (ii) Road Modules (7 work packages). Under Transportation Modules, work related to Advanced Car Driving Simulator for assessing the driving related abilities of Drivers with Psychomotor problems or impairments is in progress. To achieve overall objective of integrating of Public Transportation System, the transport model is developed using Four Stage Modeling technique utilizing VISCOM software for the city of Delhi. A Petroleum based Rejuvenating Agent has been developed for Recycling of Asphalt Pavement. Studies on the Development of Manual on Indo-HCM for Determining the Roadway Capacity and Level of Service (LoS) for Varying Type of Inter-urban Roads and Urban Roads separately are in progress. Studies are being carried out at Signalized Intersections of Seven Cities – Delhi, Chennai, Kolkata, Mumbai, Bhopal, Vadodara and Chandigarh to Evaluate the Economic Loss due to Idling of Vehicles at Signalized Intersections and Mitigation Measures.

The Institute also continued with its year round activities of conducting refresher course / training programme in the area of road and road transport sector. In addition, an International Training Course on Dissemination of Highway Development and Management was organized. It was attended by participants within the country and other fellow development countries. Short term tailor made training programmes were organized for the Engineers of Government of Iraq; National Rural Road

FromDirector’s Desk

From Director’s Desk

CSIR-CRRI Annual Report 2014-15vi

Development Agencies; Uttar Pradesh Awas Evam Vikas Parishad, Lucknow; AECOM, New Delhi; Rural Engineering Department, UP; and Road Construction Department, Bihar.

CSIR-CRRI contributed to human resource development in various areas by providing facilities to students for project work and training. During the year, several students from reputed academic institutions carried out their project work for B.Tech/M.Tech/M.Sc. programmes. Some of the students worked for their Ph.D/post-graduate programme. In addition, under AcSIR, CRRI has also admitted Students under M.Tech and Ph.D Programmes.

In its endeavor for effective technology transfer and building a close linkage with user organization, the Institute handled large number of consultancy assignments and earned a sizeable cash resource. Licensing agreements were signed with the Industries for transfer of Technologies – SETUCARE : the Mobile Bridge Inspection Unit and PATCHFILL: the Portable Repairing Machine. Three Patent applications on “A Process of using Thermocoal (Expanded Polystrene) Waste in Hot Bituminous Mixes for Road Construction”, “Utilization of PVC Pipe Waste in Modifying Bitumen for Paving Application”, “Development of Electro Mechanical Field Density Gauge” were filed for Intellectual Property Protection. A Memorandum of Understanding has been signed with Airports Authority of India; NIT Calicut; HRS, Chennai and IDAC – the Training and Assignment Institute.

A large number of distinguished Scientists both from India and abroad visited our Institute, delivered Lectures, and held discussions with R&D Scientists of the Institute.

Many of our Scientists received National and International recognition, served as expert members on important Committees and contributed in the preparation of Standards/ Codes of Practices/ Manuals/ Guidelines / Specification (IRC/BIS/MORTH).

I acknowledge the contributions made by everyone of our staff in the success achieved by the Institute during the year.

Dr. S. GangopadhyayDirector

Objectives

Objectives

CSIR-CRRI Annual Report 2014-15 vii

The scientific & technical objectives of CSIR-CRRI are:

l To develop specifications and manuals for construction of low cost roads for different regions of country.

l To carry out applied research for investigation, construction and maintenance of different type of roads and runway including studies on related materials such as aggregates, bitumen, cement, etc. With a view to effecting economy and achieving greater serviceability.

l To develop appropriate tools, machinery, equipment and instruments for adapting technologies as related to highway engineering and relevant to the country for indigenous use.

l To carry out research and development activities in all aspects of roads under varying climatic and traffic conditions.

l To carry out research and development in all aspects of road traffic and transportation engineering, including study of accidents, development of road safety measure, psychology of road users and transportation economics in relation to different forms of transport.

l To render technical advice and consultancy services to various organisation in roads and related fields to avoid import of foreign expertise.

l To train engineers through refresher courses, workshops and training programmes for wider application of indigenously developed technologies .

l To create and establish all the needed infrastructure, both equipment and expertise , in the various facets of highway and transportation engineering for investigation, planning, design, construction and maintenance as well as to achieve judicious solutions for special problems.

l To collaborate with other institution for R&D studies concerning roads, road transportation and related practices particularly on regional problems.

l Publication of scientific and technical findings in journals, symposia, conferences, etc. Devoted to research and development in related areas of highway engineering .

l Generation of intellectual property and its commercialization through technology transfer.

Quality Policy

Quality Policy

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CSIR-CRRI Annual Report 2014-15viii

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CSIR-Central Road Research InstituteNew Delhi (India)

The CSIR-Central Road Research Institute (CSIR-CRRI)

endeavors to develop Professional Excellence in the area

of Roads and Road Transport and to undertake Research

& Development (R&D) Programmes, Consultancy Services

and HRD Programmes to evolve appropriate solutions to

the diverse technical problems faced by the profession.

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Summary ofProgress

Geotechnical Engineering

l Ground Improvement

l Landslide Management

Geotechnical Engineering Ground Improvement

CSIR-CRRI Annual Report 2014-15 5

Feasibility study for Utilisation of Air Cooled Blast Furnace Slag (ACBFS) in Road Making As reported earlier, this study has been sponsored by Steel Authority of India Limited, Ranchi. Air Cooled Blast Furnace Slag (ACBFS) from Bhilai Steel Plant, was crushed to different sizes and investigated for its suitability in sub base, base, bituminous and concrete mixes. Laboratory investigations were carried out to investigate the feasibility of ACBFS-moorum-fly ash mixes instead of conventional Granular sub base. Crushed ACBFS

was also investigated for its suitability in Wet Mix Macadam (WMM), Bituminous Concrete (BC) and Stone Matrix Asphalt (SMA) mixes. Experimental investigations were carried out to investigate the feasibility of ACBFC as a replacement of fine and coarse aggregates in Dry Lean Concrete (DLC) and Pavement Quality Concrete (PQC) mixes. Typical Properties of Aircooled Blast Furnace Slag in given in Table I. Design mix for WMM is given in Fig. 1. Fig. 2 shows BC Slab prepared from ACBFS for wheel tracking test.

Table I : Properties of Aircooled Blast Furnace Slag

Property Tested Test Results

MoRTH Specification Limits for Aggregates (%)

IS Code Remarks

Aggregate Impact Value (Dry Condition)

18.5% 24 Max for BC30 Max for Base40 Max for Sub-Base

IS 2386(Part IV)

Values are well within the specified limits

Aggregate Impact Value (After Soaking 3 days)

22% -do- IS 5640 -do-

Los Angeles Abrasion Resistance

37% 30 Max for BC35 Max for DBM and Cement Concrete,40 Max for Base

IS 2386(Part IV)

Value is marginally higher but it is expected to have no adverse effect on performance of road pavement made using ACBFS

Aggregate Crushing Test 34% Limits as per literature – 45 for Base and 30 for cement concrete

IS 2386 (Part IV)

-do-

Water Absorption Test Varying from 2.5 to 4%

2 Max(Soundness test required if it is more than 2)

IS 2386(Part III)

Less Reproducibility compared to natural aggregates, High value is perhaps due to high porosity

Specific Gravity 2.50 – IS 2386(Part III)

Typical Range2.40 – 2.80

Combined Flakiness and Elongation (EI + FI) Index

34% 35 Max for Base and Surface Courses

IS 2386(Part I)

Can be further reduced by adopting proper crushing method

Soundness Test 5.1% 12 Max IS 2386(Part V)

Sodium Sulphate Solution used for test

Stripping Value Test (Bitumen coating retention)

94% Minimum retained coating 95

IS 6241 Within the specified limits

Geotechnical EngineeringGround Improvement

CSIR-CRRI Annual Report 2014-156

Fig. 1 : Design of WMM mix with Air cooled Blast Furnace Slag Fig. 2 : BC slab prepared from ACBFS for Wheel Tracking test

Fig. 3 : Data of different waste materials in GIS platform



Technologies for Utilisation of Waste and Marginal Materials in Road Construction (12th Five year plan project SUSTRANS)The research is being carried out under different Tasks. Under Task 1, Database of different waste materials is being compiled on a GIS platform (Fig. 3). Collection of available data (Physical, Chemical and Geotechnical/Engineering properties) on waste materials viz.-Cinder, Coal ashes from some of the power plants, Copper slag , Kimberlite, Jarofix, Steel slag and Zinc slag have been completed. Digitisation of maps of India viz. physical boundary, rainfall and soil maps have also been completed. Along with this data, typical pavement cross-sections, photographs of field construction have also been compiled.

Under Task 2, Different types of identified waste/marginal materials viz. Pond ash, Foundry sand and Copper slag are being investigated for their suitability as a backfill material in reinforced earthwall construction. Delhi silt is used as a reference material for comparison purposes. Pond ash was collected from Badarpur power plant located in the outskirts of Delhi, Copper slag was collected from Sterlite Industries Tuticorin, Tamil Nadu. Delhi silt was collected locally for

the experimental investigation. All the proposed backfill materials were investigated for their geotechnical characteristics. The pullout resistance versus displacement curves of georids embedded in badarpur pond ash have been shown in Fig. 4. It is observed that pullout resistance increases with increase in displacement at all normal stresses. The increase is more significant at higher normal stresses as compared to lower normal stress.

Under Task 3, Fly ash was collected from badarpur power station and was studied for its morphology, physical, geotechnical and for its mechanistic characteristics.Cement stabilized fly ash was investigated for different mechanistic parameters viz.

Unconfined compressive strength (UCS), Indirect tensile Strength (IDT), Resilient modulus test, and Fatigue life. Resilient Modulus Test was carried out on cement stabilized fly ash cured for different curing periods (Fig. 5).

Pneumatic testing machine which was capable of applying haversine loading pulse having 0.1 second rise time (10 to 90 percent) and 2 second pulse repetition period (10 to 10 percent) was used as per AUSTROADS (2008). The load level value for resilient modulus testing was selected as 30 percent

Fig. 4 : Pullout test results of Geogrid -2 (60 kN/m) embedded in Badarpur pond ash



of the ITS value. The results of resilient modulus values for different cement stabilized fly ashes is given in Table II.

Table II : Resilient Modulus (MPa) Values for Cement Stabilized Fly Ashes

Cement Content (%) 3 6 9

7 Day Curing 1620 3212 4423

14 Day Curing 1828 4028 6287

21 Day Curing 1918 4800 7475

28 Day Curing 6787 6912 8633

Statistical correlations have been developed between resilient modulus and ITS Value (Fig. 6). It is observed that resilient modulus value varying linearly with ITS value having coefficient of determination value (R2) equal to 0.96. This correlation could be used for predicting the resilient modulus value for cement stabilised fly ash mixture with only ITS test, where there is no infrastructural facility available for carrying cyclic test.

Fig. 6 : Relationship between resilient modulus and ITS for cement stabilised fly ash

Fig. 5 : Set-up for Resilient Modulus testing of cement stabilized material



Fig. 7 : A typical line diagram of proposed capillary cut off layer

Development of Non Nuclear Density Gauge for Evaluation of Dry Density of the Compacted FillDeveloped and fabricated a low cost non destructive, non nuclear, electro-mechanical equipment for determination of dry density of compacted in situ soils. The equipment will be quite useful to user agencies for fast and safe quality assurance of highway projects. This equipment is indigenously developed/economical and it is marketable. A patent has been filed. Technology transfer is under process.

Consultancy Assignment

Design of Capillary Cutoff and Improvement of Sub Grade Layers for the Construction of Thanesar Dhand to Khanouri Road

A bypass road of about 3.50 km length was constructed in the district Kaithal, Haryana. Considering the high water table in the area, laying a capillary cut-off to protect the subgrade was a necessity. At the instance of Haryana PWD, different available local materials viz. coarse sand, stone chips, fine sand (Two types, A&B) and tibba soil was investigated for its suitability as capillary cut-off. From the results it was concluded that coarse sand and stone chips did not satisfy the filter criterion and are not found suitable as capillary cut-off, its

usage would chocking of voids of capillary cut off layer or migration of fine particles which may further reduce the drainage capacity of the capillary cut off layer. Fine sand (A&B) and stone dust satisfy the filter criterion and were proposed to be used as capillary cut off. Detailed analysis was carried out to arrive at thickness of capillary cut-off (Table III) which was laid below the subgarde. A typical line diagram of proposed capillary cutoff layer is shown in Fig. 7.

Table III : Recommended Thickness of Capillary Cut Off

Materials

Thickness of Capillary Cut Off (mm)

Virgin Material

Excluding 0.15mm Passing

Material

Fine sand (A) 500 250

Fine sand (B) 600 250

Stone Dust 700 300

Pavement Design of 2-Lane Road to be Constructed on Existing Embankment bund from Km. 13.175 to 17.000 adjacent to NH-24 on the Upstream Right Side of Hindon River, GhaziabadThe widening of existing bund road from Km 13.175 to 17.000, connecting NH-24 to Hindon Barrage



was taken up by Irrigation Construction Division, Ghaziabad considering the rapid development of residential area in and around this bund and increase in road traffic. The bund road would also to be part of road connectivity plan of Ghaziabad Development Authority, between NH-24 and NH-58. The existing top width of bund is 5.5 m and side slope is 2:1. The available width of land is 28m.

The existing embankment bund road was widened by increasing the top width to 11m with side slope of 1.5H:1. The width of carriage was increased to 7.5 m with shoulder of 0.75 m on both side.

Overall stability of widened embankment was checked by carrying out slope stability analysis.

Factor of safety of critical slip circle was evaluated for different heights of embankment viz. 3, 4, and 5m (as per RL of bund). The stability analysis was carried for different conditions viz. (a) Embankment compacted at MDD/OMC (partially saturated conditions) (2) Full saturation up to H.F.L and (3) For sudden draw down conditions. The traffic and other live loads are considered as 24 kN/m2. Analysis was carried out for both earthquake and without earthquake conditions. The earthquake factors viz. ah= 0.05, av= 0.025 were used during the analysis. The factor of safety calculated under different saturated conditions is shown in Table IV. Based on the results, it was concluded that the embankment is safe for construction.

Table IV: Results of Slope Stability Analysis

Moisture conditions H=3 m H=4 m H=5 m

With E.Q. Without E.Q. With E.Q. Without E.Q. With E.Q. Without E.Q.

Partially Saturated 2.90 3.16 2.68 2.90 2.50 2.70

Submerged 2.89 3.22 2.77 3.09 2.67 2.97

Sudden draw down 2.50 2.75 2.26 2.47 2.06 2.25

* E.Q.-Earthquake

Geotechnical Engineering Landslide Management


Shielding of Structures from the Vibrations Resulting from Earthquakes and Isolation of Ground Vibrations using Trench Barriers

Under this project different materials are proposed to be characterized in terms of their vibration-absorption ability. The materials are to be used in the in-filled trenches for isolation of vibrations. Among the different materials, one material is sawdust. This has got a very high value of porosity (87 percent) and angle of friction (around 50 degrees). This material has shown very good stabilizing capacity

for a B.C.Soil. This removes any possibility of swell-shrink and has shown a very uniform settlement behaviour under loads as shown in Fig. 8. After the stabilization of sawdust, the material becomes very porous and acquires the grain size distribution of a sand. For the sawdust itself, 98 percent of the particles are of sand size and it can be classified as SP group of classification. The permeability behaviour of the different mixes of soil has also been studied and has been found that the variation of permeability with the grain size(different percentages of sawdust) is of parabolic nature which is shown in Fig. 9.

Fig. 9 : Variation of permeability with Sawdust in a B.C. soil & sawdust mix

Fig. 8 : Settlement vs time curve of sawdust

Geotechnical EngineeringLandslide Management


The same nature of variation has been found with its mixes with local soil. The value of liquid limit is very high for the mixes of soil and sawdust mixes. The nature of variation of liquid limit with the percentage of sawdust is parabolic for B.C. soil whereas it is linear for the local soil.

Preparation of Data-Base of Conventional / Waste/ Marginal Materials for Construction of Embankment and Pavement Layers

Large scale infrastructural development is being carried out in the country in the form of National Highway Development Program (NHDP) and Pradhan Mantri Gram Sadak Yojana (PMGSY) program. Use of good earth and conventional hard stone aggregates for road construction adversely affects our environment and it would be disastrous if similar practice continues in future also. Also conventional aggregates are depleting very fast and the good quality aggregates have to be brought from large distances, increasing tremendously the cost of the road project. Hence the development of green and sustainable roads with locally available marginal aggregates and waste material will not only protect our environment but also reduces the cost of construction.

This problem of transporting aggregates for considerable distances is now affecting even rural roads being built under PMGSY program. The large transportation cost not only results in the budgetary constraints but it also affects the plan targets for completion. This problem can be solved by using waste and other marginal materials found locally. But the non-availability of material information and their basic properties has affected their immediate usage. Hence it is very essential to have a compiled data of waste/marginal materials available in different parts of the country, which would help the authorities to explore the possibilities of their usage in different layers of road pavement. This project sponsored by National Rural Road Agency (NRRDA) was taken up to prepare material database (conventional as well as locally available/ marginal materials) in four districts as a pilot project. The districts selected were Bhagalpur and Darbhanga in Bihar and Jabalpur and Gwalior in Madhya Pradesh.

Extensive interactions were held with executing agency (PIU) and Public Works Department engineers, Mining Department officials, Industrialists, Consultants representatives, STAs, etc to gather information about locally available materials in these districts. Based on information collected, different types of locally available materials like river sand, brick bats, iron ore mine overburden (OB) material, stone quarry overburden material, soft rock (Phyllite), fly ash, etc were collected Fig. 10 & 11) and their characterisation was carried out. Strength test (CBR) was carried out at standard proctor density and modified proctor density to determine improvement in strength due

Fig. 10 : Collection of iron ore mine OB Waste

Fig. 11 : Phyllite (Soft Rock) sample collected



to increased compaction. These materials were then stabilised using cement to study improvement in strength properties. Further studies are under progress.

Rock Dynamic Study of Joint Controlled Hill Rock Slopes As reported earlier (Annual Report 2013-14), the rock fracturing is a dynamic micro-scale process leading to macro-scale deformation and failure. Although rock fracture mechanics is primarily concerned with the fracture behavior of rock materials rather

than rock masses, fracture mechanics principles have been extensively applied to practical rock engineering.

The purpose of rock slope stability analysis in earthquake loading conditions is usually to assess if the shear stress accumulation may cause instability along discontinuities. In addition to this, the usefulness of the rock chemistry for rock engineering investigation is inevitable for this project work. The common rock-forming minerals in order of increasing resistance to chemical weathering are shown in Fig. 12.

Fig. 12 : Resistance to chemical weathering of rock forming minerals



Fig.14 : Uniaxial compressive strength values for five categories of rocks

Fig. 13 : Variation of P-wave velocity for three different categories of rocks

For each mineral, the chemical process or processes that cause it to decompose is also identified. Chemistry of rock and resistance to chemical weathering also indicate the influence towards static and dynamic disintegration of rock and rock mass to establish the relationship for fracture mechanics of rocks.

An effort was also made for understanding the intricacies related to Compressional wave (P-wave) velocities of various rocks: Different range of variations of P-wave velocity inferred. The inferred data is shown in Fig. 13 and is having the following relation - Igneous rocks (such as Granite, Diorite, Gabbro, Rhyolite, Andesite, basalt) have least variation range of 4500 to 7000 m/s, Sedimentary rocks (such as Conglomerate, Sandstone, Shale, Mudstone, Dolomite, Limestone) have maximum

variation range of 1500 to 6000 m/s and Metamorphic rocks (such as Gneiss, Schist, Phyllite, Slate, Marble, Quartzite) have variation range of 3500 to 7000 m/s for the respective values of Compressional wave velocity. Other characteristic of rocks such as Uniaxial Compressive Strength (UCS) is an important factor for the stability and safety against failure due to shear, compressive loading or due to other instability conditions. Typical values of Uniaxial Compressive Strength for some of the rocks which are grouped under five categories as per their composition and characteristics have been shown in Fig. 14. Geological and Geotechnical studies were evaluated in detail to understand and quantify the number of factors related to mechanism of rock slope failures. The evaluation of stability monitoring of rock mass of a rock slope by



The proposed underpass would have seven segments of pre cast RCC Boxes which were pushed using jacking technique under the existing railway embankment. The inner dimensions of each segments of RCC precast boxes was 9.0 x 4.50 m (BxH) with box thickness of 0.90m. The overburden comprises of about 0.7m thick railway ballast and 1.50m thick filled up soil. The estimated pushing length was about 67.5 m. About 300 to 350 trains pass over this section daily.

It was informed by railway that during box pushing, rail traffic should not be disrupted. The geotechnical investigation report of the site was provided by the GHAI construction Ltd. The geotechnical investigation report revealed that filled up soil was encountered up to 1.50m depth from existing ground level and thereafter the stratum consists of Silty Sand/Sandy Silt up to and around 4.5m depth which is underlain by sandy silt and thereafter, poorly graded fine sand was encountered up to the thrust bed level.

As per loading condition of railway, CRRI designed and recommended the soil nails above the box level (overburden soil). In view of the site condition and protection of other services like; pipe line, signal cabling buried in overburden soil, the submitted design was asked to review as per the site condition. Accordingly, the designed was reviewed and submitted to client.

rock dynamic study, rock engineering investigation and fracture mechanics provide an in-depth know-how regarding its stability; which otherwise would have been an impossible task with the existing conventional methods.

Based on above mentioned different category of works, the relationship between the role of dynamic loadings for a Joint controlled and fracture governed rock slope to improve the methods for its stability in a more specified manner which cater to need for better stabilization works has been established. This work is carried out based on secondary data available for this project.

Consultancy Assignments

Design and Supervision of Soil Nailed System for Construction of Underpass at Railway Level Crossing No. 156, Sahibabad, U.PNorthern Railway proposed to construct the underpass below nine railway tracks at railway crossing No. 156 on Delhi-Ghaziabad Rail line near Sahibabad Railway Station, Uttar Pradesh (U.P) to decongest the traffic of Vasundhara-Mohan Nagar road section.

The work of construction of underpass was awarded to Ghai construction Ltd. by Deputy Chief Engineer (Construction), Northern Railway, State Road Entry

Fig. 15 : Constructed boxes ready for pushing

Delhi. Since, the underpass has to be constructed through the collapsible sandy soil which was highly prone to collapse and the slope was protected by a suitable technique.

In order to protect the soil, CRRI is recently patented a technique for Stabilisation and De-stabilisation of collapsible soil by using soil nailing technique for underpass construction below the live railway line and road. In this regard, the work of designing and supervision of “Soil Nailed System” was entrusted to CRRI.



Fig. 16 : Close view of box and stable face

Fig. 17 : Failure of cut slope at bottom

Fig. 18 : Failure of cut slope at Top

During the subsequent visit, CRRI team has been observed that the cutting edge of the box is touched with the soil face and tried to push the box into the soil mass without driving the nails. However, it was mentioned in the CRRI report that Soil Nailing is to be adopted prior to pushing of Box. The soil face of pushing end is fractured immediately after touching the cutting edge with the soil face as shown in Fig. 17. Failure of cut slope at the top face is shown in Fig. 18.

As per the design scheme, the CRRI has suggested the 7m length of the nail inside the box boundary and computed the factor of safety. In view of the site requirement and the length of tor steel bar equal to 12.50m available in the market, therefore, there will be huge wastage of steel if 7m length of

As per the scope of work the construction methodology for the above said technology to be guided to GHAI by CRRI. In this regard subsequent field visit at site were carried out by CRRI team. The following observations were made till July, 2015.

The four RCC boxes constructed initially as per the available space in the required alignment and were ready for the pushing as shown in Fig.15. The front end of the soil bass below the railway track was stable and the slope was protected for surface erosion by cement/gunny bags. The cutting shoe is far away from the front face of slope, Fig. 16. shows the close view of box and stable face of slope prior to pushing.

nail is used. In order to minimise the wastage of tor steel, 6.25m (two half’s) length of nail is suggested and accordingly the vertical cut slope is redesigned using 6.25m length of nail. All possible analysis were tried and found that the slope was not stable for the existing loading conditions. Thereafter, the load on the track was reduced significantly, considering the load dispersion at wider area (same was discussed at site with railway officials), then analysed the slope and found stable. As per the designed length of nail, the work of fabrication of shoe for Nail was executed at site as shown in Fig. 19. The load dispersion of track using extra girder is shown in Fig. 20. The box pushing operation is shown in Fig. 21 and soil slope protected with soil nails is shown in Fig. 22. The summary of revised design scheme with different cases of possible surcharge loads with and without nails in the overburden soil mass is depicted in Table V.



Fig. 19 : Fabrication of shoe of Nail at site

Fig. 20 : Load dispersion using extra girder

Table V: Summary of Revised Design of Soil Nail System

Cases Surcharge (kN) With Nails above Box

(Length of Nail)

With Out Nails above Box

Stability(inside Nail)

Case-1 110 110 110 12m - 7m Stable

Case-2 110 110 110 6m 6m Not Stable

Case-3 35 110 110 - √ 6m Not Stable

Case-4 30 110 110 - √ 6m Not Stable

Case-5 25 110 110 - √ 6m Stable

Note : Loading is to be reduced up to a large extent as shown in analysis



Fig. 21 : Box pushing in progress

Fig. 22 : Soil cut slope protected by Soil Nails



Fig. 23 : Location of 12 critical sites on Google earth

Designing Remedial Measures for Sinking/Landslide Affected Stretches in Contract Package AS-21 at NH-54National Highways Authority of India (NHAI) is presently executing one of the Packages, AS-21 of NH 54. This package (Length – 25.187 km) extends from chainage km 165.400 (Jatinga Junction near Haflong) to 190.587 (Harangajao). The road works being executed comprise broadly construction of four lane road and associated bridge/CD works as per contract agreement. This road stretch is aligned on the left bank of Jatinga River on the slopes of Dimasa Hills of Assam State (Dima Hasao District). Road alignment rises above the river to a

considerable height, at some stretches, while it is quite near to river at other locations. Old alignment of this road was also located on the same bank of river. A new broad gauge (BG) railway line is also being constructed on the same left bank. Package AS-21 is severely affected by landslides throughout the stretch (Fig. 23).

The Study area on NH 54 between Silchar to Haflong is tectonically disturbed as manifested by the presence of Schuppen tectonic belt, which is bound by Naga thrust on the west and Haflong Disang thrust on the east, combination of multiple group of closely spaced folds, low angle thrust faults resulting in highly fractured rocks as noticed in the



Fig. 26 : Pencil structures in shale

region and believed happened due to the movement of rock mass from east to west. Rocks exposed in the area are mainly of two types namely Sandstone and Black shale. The rocks, as observed in the field are highly folded, faulted, jointed and crushed. The joints are very closely spaced, converting rock mass into smaller fragments forming scree material; to the extent that, at places, these rock mass behave like very loose cohesive silty materials.

The fractured rocks become easily erodible and after absorption of water flows like a slushy material. The typical pencil structures on shale formed due to discrete interference between compaction cleavages and a subsequent tectonic cleavage, or between two equally developed tectonic cleavages make the rocks highly crumbled.

As seen in Figs. 24, 25 & 26 the rocks, in some places, rest on critical situations and after cutting, the whole mass collapses much easily than the soil. This kind of conditions of rocks can be observed at almost whole stretch barring only a very few areas. At places, sandstone which is mostly found in intercalation with shale was also observed to be highly weathered, fractured and folded. The typical spheroidal type of weathering in sandstone, weathers the rock into spherical shape. The resultant spherical boulders which rest imbedded into the surrounding mass make the slope more vulnerable on exposure.

Detailed stability analysis was carried out for the sections proposed by NHAI. Keeping in view the stability of the road, at some places, the road

Fig. 24 : Low Grade metamorphosed shale Fig. 25 :Scree material



alignment has been slightly modified and shifted towards the left side / right side (uphill / downhill slope side). Stability analysis clearly shows that at all the sections slopes are stable in dry condition, while the slopes are unstable under saturation condition.

From the results of the stability analysis it was clearly identified that grading of the slope (1 Vertical: 2

Location 3

(b) Suggested remedial measures for location km174+580

Fig. 27 : Remedial measures for landslide location

Horizontal (1V:2H) to 1 Vertical: 2.5 Horizontal (1V: 2.5H)) at some places, providing berm of width 2 meters at regular heights, lowering the water table and construction of retaining structures (concrete retaining walls / Gabion walls) was the best solution for solving the instability problem at these locations. The typical remedial measures for landslide location are shown in Figs. 27 (a & b).

(a) Suggested remedial measures for location km174+540



Investigation & Remedial Measures for Upheaval of PQC Panels Adjacent to Piers of Monorail in Mumbai

Mumbai city has several modes of public transport system including ‘Monorail’. Monorail in Mumbai operates between Wadala and Chembur in eastern sub-urbs. The project is being executed by the Mumbai Metropolitan Region Development Authority (MMRDA). Construction work started in the year 2009 and the first operational line from Wadala Depot to Chembur (Phase I - About 8.5 km in length) was opened to the public in February 2014. This section is an elevated monorail system which is supported by pier, pile cap and piles as shown in Fig. 28. Near Wadala station and monorail depot, the alignment is adjacent to a creek. The length of the stretch (From monorail pier no 80 in Anik-Wadala Road to Wadala Monorail station) is about 2 km. Monorail piers have been positioned in the median portion of these roads. Cement concrete road has been provided on either side of the medians in these roads for vehicular traffic movement.

As informed by MMRDA, cement concrete pavement in front of Wadala Monorail station and in the Sion-Koliwada Connector road were constructed recently above the filled up material at these locations. Since the sub-soil comprises of marine clay in these two roads, stone columns (0.9 m diameter at a spacing

of 2.5 m c/c in a triangular patter) were installed before constructing the cement concrete pavement. Construction of monorail piers and cement concrete pavement was carried out almost simultaneously. Presently the cement concrete pavement near the monorail piers in these roads (Sion-Koliwada Connector road and Anik-Wadala Road as well as in front of Wadala Monorail Station) is severely distressed in the form of level displacement (which appears as upheaval) and cracking while the concrete panels away from the piers are intact. The problem of level displacement (upheaval) of slabs near monorail pier and subsequent cracking in such panels can be seen from Wadala Monorail Station up to about Pier No 80 on Anik-Wadala Road (North Connector road) until the alignment takes a turn towards Mysore Colony Station. Following remedial measures have been suggested.

In the course of time, due to settlement / level differences, if PQC slabs away from the piers also develop distress, they should be dismantled and the whole pavement can be reconstructed using flexible pavement. The thickness of pavement in such case can be decided based on IRC: 37-2012, Tentative Guidelines for Design of Flexible Pavements. Since the sub-soil comprises of marine clay and subgarde is made of select soil (filled up soil), there would be significant difference between the CBRs of the selected subgrade and foundation soils. As per

Fig. 28 : Schematic view of monorail pier and road pavement



IRC:37 - 2012, in such a scenario, effective CBR is to be considered for pavement design. Considering CBR of soft marine clay as 2 per cent, CBR value of filled up material to be 6 per cent, the effective CBR for subgrade would be 5 per cent.

The design of flexible pavement has been carried out based on IRC: 37- 2102. Data assumed for the design is as follows:

l Effective CBR of the subgrade = 5 percent

l Traffic in terms of million standard axles considered for the Main road (Anik - Wadala Road) = 150 msa

l The traffic in terms of million standard axles considered for Sion - Koliwada road (Wadala

monorail station and behind the station) = 30 msa

To prevent differential settlement and to improve the bearing capacity and drainage of fill material non-woven geotextile and bi-axial geogrid of ultimate tensile strength 100 kN/m are proposed to be used.

Based on the above data the proposed pavement cross sections of the road for long term remedial measures (reconstruction of affected stretch) is given in Fig. 29(a&b).

Finally the proposed cross section road level should be matched with existing finished road top levels of the other lane which is stable and not showing any sign of distress.

Fig. 29(b) : Proposed cross section from Wadala station to Main road(Wadala station and Sion – Koliwada road behind the Wadala Monorail station)

Fig. 29(a) : Proposed cross section for Anik-Wadala road (Northern connector road)



Probable Causes and Corrective Measures for Landslides on Aizawl-Lunglei Road (NH-54), MizoramHimalayan roads are extremely important for the defence as well as trade purposes as they lead to the remote and border areas of our neighbouring countries. Landslides are one the widely spread hazard recurring in nature and which frequently damages the hill roads, especially in Himalayan region. They have strong correlation with the rainfall intensity apart from the geological formations, slope steepness and anthropological activities etc. The National Highway-54, Aizwal-Lunglei Road, is an important highway connecting South Mizoram with other parts of the country and also connecting to the border areas. Part of this highway (about 100m in length) got affected due to slope stability problem

at chainage 173.5 km. Slope failure damages the road and leaves insufficient carriageway width with unsafe roadside slope. Border Road Organisation (BRO), responsible for the construction and maintenance of Aizwal-Lunglei Road (NH - 54), referred this problem to CSIR-CRRI. After carrying out detailed field investigations, laboratory studies and analysis of data, it is found that causative factors responsible for slope failure are natural and manmade too. Factor of Safety (FOS) is less than unity or close to unity on problematic slopes. Detailed suitable remedial measures were designed to raise FOS to the required level of damaged slopes and restore the desirable carriageway width for the safe and smooth traffic flow on NH-54. Figure 30(a,b,c&d) illustrates locations of landslides, the features of problems encountered and remedial measures recommended.

Fig. 30(d) : Remedial Measure for widening of existing road and the protection of central portion of slide

Fig. 30(c) : Orthogonal Joints in Carbonaceous Shale

Fig. 30(b) : Folds in Brown Shale

Fig. 30(a) : Location Map; A- Location of Mizoram; B- Location of Hnathial and C-Problematic Area

Pavement Engineering

l Pavement Design & Rehabilitation

l Pavements Materials & Construction Technologies

l Road Asset Management

Pavement Engineering Pavement Design and Rehabilitation


Development of Technology for Compensating Strength Loss in Paving Concrete due to Use of Aggregate from C&D Debris

As per an estimate, India needs a landfill size of West Bengal in order to dump about 21,630 million tonnes of construction and demolition (C&D) debris that will be generated from repair, rehabilitation, and demolition of old buildings and from new ones between 2015 and 2030. On the other hand there is a huge gap between demand and supply of good quality concrete aggregate. Therefore, an alternate perpetual source in the form of aggregate derived from C&D debris is being explored. So far the study reported in India is based on aggregate generated at laboratory or Institution by crushing discarded concrete elements. But in this study commercially available aggregate from C&D debris is proposed to be investigated in details for the impacts on the properties of paving grade concrete.

This study aims to carry out an extensive investigation firstly to report the variation in different physical properties of Recycled Concrete Aggregate (RCA) (obtained from a commercial recycling plant) such as specific gravity, bulk density, aggregate crushing value, impact value, abrasion resistance, composition of different materials found in RCA and their water absorption. Further, these values will be compared with natural aggregate. Finally, results obtained for concrete manufactured with RCA & natural aggregate (NA) will be compared.

Paving grade concrete of different strength (30-40 MPa) will be used to evaluate and compare the mechanical properties of concrete in order to find reduction in strength and durability of concrete containing different levels of RCA i.e. 20, 30, 40, 60, 80, 100 percent of coarse aggregate substituted for virgin natural aggregate. It is well documented that use of RCA results 10 to 30 percent loss in strength of concrete containing it. Finally, technology will be developed for overcoming this reduction in strength and durability quality of concrete manufactured with RCA. This technology not only would reduce gap in demand and supply of good aggregate but also help in adopting sustainable construction practices in the construction of concrete roads. The progress made for this project so far is as follows:

Fig. 31 : Composition of C&D waste

Fig 32 : Constituents of RCA

Composition of C&D Debris and Constituent of RCA

C&D debris is mainly heterogeneous in nature. Figure 31, shows the composition of typical C&D debris available in Delhi. The constituent of RCA obtained from C&D debris obtained on average of three samples is shown in Fig. 32.

Recycled Vis-à-vis Natural Crushed Coarse Aggregate

Recycled concrete aggregate is not homogeneous like natural aggregate (NA) derived from a crushed rock rather it contains many materials. Therefore, it is necessary to first evaluate the recycled aggregate thoroughly for its compositions and other physical properties. The important physical properties of aggregates (RCA & NA) has been summarized in the Table VI. From the Table, it is evident that water absorption of RCA is about 10 times more than NA. In order to evaluate the reasons, the water absorption of RCA components were determined separately (Fig. 33).

Pavement EngineeringPavement Design and Rehabilitation


Table VI : Physical Properties of Aggregate

Physical Properties Value Percentage Variation wrt NA (%)RCA NA

Specific gravity 2.24 2.71 - 17.3

Aggregate crushing value (%) 28.16 30.7 - 8.1

Bulk Density (kg/l) 1.47 1.65 -11.0

Moisture absorption (%) 5 0.48 + 941

After the evaluation of RCA for its suitability for use in pavement concrete trial mixes were prepared to examine the influences of RCA on the properties of concrete. The detail about the materials used is given in Tables VII, VIII & IX.

Table VII : Gradation of Coarse Aggregates (Nominal Maximum Size 20 mm)

Opening size (mm) Percentage Retained (%)

RCA NA

25 0 0

19.5 8.5 8.5

12.5 80.40 83.35

9.5 97.7 97

4.75 99.31 99.61

2.36 99.34 -

1.18 99.35 -

Fig. 33 : Water absorption by different constituent of RCA



Compressive Strength of Concrete Manufactured with RCA and NAThe mix proportions used for this preliminary study were 1:1.9:2.97:0.38 (cement: sand: coase aggregate: water/ cement). Two mixes (Table X) namely NAC which contained natural aggregate only and RCA in which the coarse aggregate 10 to 20mm was replaced with recycled aggregate were used. Figure 34 presents the compressive strength developed by the mixes at 7 and 28 days.

The other properties are under investigation. Details study at different W/C ratio and with different level of replacement of NA by RCA is under progress. The preliminary study suggests that:

• RCA comprises of different component ofbuilding material. Fig. 34 : Development of compressive strength by RCA and NA.

Table VIII : Gradation of Fine Aggregate

Opening Size (mm) Percentage Retained (%)

4.75 0

2.36 0

1.18 12.16

600μ 52.66

300μ 89

150μ 98

Table IX : Physical Properties and Compressive Strength of Cement

Physical Properties Value Permissible Range as per IS 8112

Specific gravity 3.12 3.10 - 3.15

Normal consistency (%) 32 28 - 32

Initial setting time (min) 120 > 30

Final setting time (min) 240 < 600

Compressive Strength

7 Days (MPa) 35.6 > 33

28 Days (MPa) 50.5 > 43

Table X : Mix Details

Mix Mix ID Cement (kg)

Water (kg)

Sand (kg)

WRA (% of cement)

RCA (kg) NA (kg)

20 mm- 10 mm

10 mm- 4.75 mm

20 mm-10 mm

10 mm-4.75 mm

NAC Controlled 390 150 750 0.4 0 0 696 464

RCA R100 390 150 750 0.4 696 0 0 464

• Theoverallparameterofphysicalpropertiesof RCA is lower than NA.

• WaterabsorptionofRCAwithcomparisonofNA is 900 percent higher.

• TheamountofmortarcontentattachedtotheRCA varies from size to size. In general, lower the size, higher is the presence of mortar content.

• Concretecontaining100percentRCAin therange of 10 to 20 mm shows about 15 percent less compressive strength at 28 days.



Disposal of many million tons of non-decaying fly ash solid waste is responsible for health hazards and degradation of the environment.

The use of fly ash waste in road construction has a great potential for considerable saving in the use of natural resources, enhances the pavement performance and protect environment, and therefore is very relevant in sustainable road development.

Development of Technology for Use of Fly Ash as An Alternate Material in Pavement Construction Through Accelerated Pavement TestingSolid waste management has become a major environmental issue in India, which seeks to minimise the health, environmental and aesthetic impacts of solid waste.

Fig. 35 : Conventional and alternative design specifications



This mega project, initiated in the last quarter of 2014, has been sponsored by Department of Science and Technology, DST (Govt. of India). The concept is of great significance with the background that pavements serving traffic for the Indian rural road and low volume roads are being explored for a technology of maximised ustilisation of fly ash waste.

The objectives of the study are:

• Experimental design of test pavement usingselected fly ash waste in sub-base/base and construction of test strips within CRRI.

• Semi-field performance evaluation ofpavement constructed using these materials using Accelerated Pavement Testing Facility (APTF)

• Development of design guidelines on theiroptimal usage

The scope involves assessing the basic engineering properties and behaviour of the selected fly ash

Fig. 36(a) : CSIR-CRRI Accelerated Pavement Testing Facility (APTF)

blended sub-base/base course materials, field performance evaluation under real life like traffic loads and drawing inferences on the utility of the fly ash based on analysis of observations and documenting

Design Specifications

The following conventional and alternate design specifications are proposed to be studied (Fig. 35).

Expected Deliverables

Deliverables of the Project include the following:

• Guidelines for assessing the suitability anduse of fly ash in road construction

• Designapproachesforuseofflyashmaterial

• Quantificationoftechno-economicbenefitsofthe proposed use of fly ash in the lower layers of flexible pavements

Fig. 36 (a, b, c, & d) shows APTF, fresh and available aggregate for base and typical gradation results of aggregate base mix.



Fig. 36(d) : Gradation of commercially available aggregate base mix

Fig. 36 (b) : Fresh aggregate for base

Fig. 36 (c) : Available aggregate for base



Alternate Materials and Technologies for Conservation of Natural AggregatesThe coal from coal mines is supplied to the thermal power plants for electricity production contains both coal and stones. The material which contains less than 40 percent coal is rejected due to its containment of less coal percent and when it is feed in the machinery it causes harm to the machinery.

This material is separated out at the thermal power plants and the power plants have to make a new arrangement of space to hold that material indefinitely. There is limited awareness to reuse it except as a filling layers in embankments and other depressions, and therefore heaps and heaps of this material are lying at NTPC premises thus occupying a lot of space and similar situation exists all over the India at different power plants.

To dispose the waste aggregates, an extra cost of transportation of the such material has to be incurred. On the other hand, there is a need to conserve the natural aggregates which are diminishing day by day due to huge infrastructure development activities taking place all around the country. Two categories

Fig. 37 : Boulders of different sizes

of waste aggregates are available at thermal power plants.

a) Boulders

b) Coal mixed aggregates

The above two aggregate materials were tested separately

I. Feasibility of using Boulders and Coal Mixed Aggregates for full Depth Construction of Roads

Boulders were broken into suitable sizes to test their suitability for different layers of a pavement right from GSB to bituminous overlays. The performance tests Impact value, Abrasion, water absorption test, specific gravity and soundness were carried out (Fig 37) (Table XI).

Preliminary studies indicated that more than 80 percent boulders can be sent to the crushers to have the proper sizes that can to be used in the construction of different layers of pavement. The sandy stones which did not meet the basic requirements as per MoRTH can be used for some other applications like sand blanket layers.

Table XI : Summary of Test Results with Boulders of Different Sizes

Stone Stripping (%) 20mm pass,

12.5 retained

Limit (%) (As per

MORTH)

Aggregate Impact

Value(%)

Limit (%) (As per

MORTH)Max

Water Absorption

(%)

Limit (%) (As per

MORTH) Max

Sample No.-1 NIL < 5 23 24-27 1.84 2

Sample No.-2 NIL < 5 23 24-27 1.54 2

Sample No.-3 NIL < 5 18 24-27 1.67 2

Sample No.-4 NIL < 5 23 24-27 1.79 2

Sample No.-5 (Sand Stone)

NIL < 5 47 24-27 2.38 2



II. Suitability of Coal Mixed Waste Aggregate for Granular Sub Base

For checking suitability for Granular Sub-base (GSB) layer, proper size of material was sieved from the heap of coal mixed waste aggregate Fig. 38 (a) & (b). Modified proctor test and CBR test were performed. The Optimum moisture content was found to be 6.33 percent and maximum dry density was 2.12 gm/cc. The CBR value for the particular OMC-MDD was found to be 50 percent at 5mm penetration. The required CBR as per MORTH 2013 is 30 percent. Therefore the material is suitable to be incorporated in GSB layer.

III. Development of Bituminous Mixes from Coal Mixed Aggregates

Various tests as water absorption, soundness, impact test, abrasion test, flakiness and elongation, specific gravity, stripping were performed on coal mixed waste aggregate. The test values were found suitable to use this aggregate for development of different types of bituminous mixes such as BM, DBM and BC.

Job mix for different layers such as BM, BC, DBM, and SDBC with coal mixed waste aggregates was prepared by sieving the waste material to have the proper gradation of aggregates as per MORTH Specifications for Road and Bridge Works-V Revision.

The performance parameters such as (indirect tensile strength, tensile strength ratio, retained

stability, resilient Modulus, fatigue and rut resistance obtained for cold mix, emulsion based Half Warm Mix Asphalt (HWMA) and conventional Hot Mixes were as good as the mixes developed with natural aggregates.

In general use of Coal mixed waste aggregates in emulsion based HWMA and CMA mixes are environment friendly technologies that allows the reduction in mixing and compaction temperature of asphalt mixes at lower temperatures without compromising the quality of the mix.

IV. Development of Patch and Pothole Repair Mixes from Coal Mixed Waste Aggregates

Aggregates sizes suitable to prepare patch mixes were sieved from the heap of coal mixed waste aggregates. Cut back was prepared in laboratory and Cut back based patch mixes were prepared from coal mixed waste aggregates, as well as natural aggregates. The laboratory performance of these formulations was evaluated based on curing, setting time and strength gained after 1, 3 and 7 days. Further work is in progress.

Based on above studies following interim conclusions have been drawn

An alternate aggregate resource has been explored. Most of the Boulders are suitable for road construction purpose. Mechanical properties such as Marshall’s stability, Indirect tensile strength, tensile strength ratio of CMA, emulsion based HWMA and HMA mixes with coal mixed waste aggregates satisfied

(a) (b)Fig. 38 (a & b) : Heap of coal mixed waste aggregate



the requirements as per IRC SP-100 (for CMA), IRC SP- 101 (for WMA) and MORTH-V Revision. As localized material, coal mixed waste aggregates can be used as a warm mix and cold mixes in DBM, BM works for low volume roads to be constructed nearby various NTPC Plants in India

Coal mixed waste aggregate is an alternate to natural aggregate for GSB and all other bituminous layers A small quantity of coal does not interfere in Hot, cold and half warm mix technology. It is a solution for disposal as well as utilization of Coal Mixed Waste Aggregates from Thermal Power Plants.

Feasibility Study on Printed Circuit Board Powder as Sand Replacement in Paving ConcretePowder from Printed Circuit Board (PCB) is plenty available from e-waste recycling industries. R&D studies on an alternate innovative approach to modify concrete mixes by replacing sand with waste PCB powder( dust) was initiated. Metal free PCB waste was obtained from the electronic waste processing industry in dust form. Sieve analysis and FTIR of PCB dust were carried out. The PCB powder as a replacement of sand was carried out for paving grade concrete in laboratory.

The sieve analysis of this type of e-Waste indicated that the fines in the form of powder can replace the sand requirement in paving concrete. PCB powder was also tested for specific gravity, bulk density, water absorption and F.M values. These are 1.91, 0.76, 2.42 and 1.48 percent respectively. It was used as replacement of sand in 0, 10, 15, 20 and 25 percent for paving concrete. Presently, the testing of hardened concrete i.e compressive strength, flexural strength, drying shrinkage and abrasion resistance tests is in progress.

Nanomaterial Compatibility and Effect on Properties of Base Bitumen Binder and Polymer Modified BitumenSome of the Modified binders met the requirement of all test parameters except phase separation and elastic recovery. Polyethylene (virgin) and waste plastic binders are one of them. To further improve this shortcoming in physical properties, Nano clay

is one of the promising compatibiliser to improve the phase separation phenomenon. Effect of montmorillonite (MMT) on compatibility and other properties of base bitumen and polymer modified binders is being studied. Presently the study in progress.

Laboratory Evaluation of BC Mixes containing Steel Slag and Modified BinderThe physical properties of slag aggregates were improved when coated with 2 percent Shredded polyethylene. Use of 20 percent modified slag in BC mixes improved mechanical properties (stability, retained stability, Indirect tensile strength ratio and resilient modulus) while using modified binder instead of VG-30. BC Mixes with improved performance were developed by using plastic coated steel slag as a partial replacement of coarse aggregates in BC mixes with VG-30 and modified binder.


Investigation for Distress and Providing Remedial Measures on the Runway of Flexible Pavement at Calicut International AirportThe air traffic has got more importance due to many carriers providing service with beneficial flexibilities to the air commuters and this has resulted in increased usage of airways. However, this increase has put severe stress on the infrastructure facilities available for the air traffic operations, including runways and allied structures, demanding continued improvements. The Calicut International Airport(CIA) of Kerala is an important international air transport hub serving the south-west part of the country, mainly connecting to middle-east region nations. The runway was reported to have distress developed in different portions and the airport authorities referred and sponsored the matter to the Institute for the purpose of evaluation of the runway condition to provide appropriate remedial recommendations (Fig. 39 & 40).

The scope of work under the project includes the following major activities / tasks:



Fig. 39 : A general view of the runway

Fig. 40 : Cracks and water inlets on pavement surface

• Assessment of pavement surface conditionthrough visual inspections

• Extractionofspecifiednumbersof100mm(4”)diameter cylindrical cores

• Test pits observations and collection ofsubgrade soils and other road building materials used for construction of runway pavement

• Laboratoryevaluationofin-situmaterialsandmixes retrieved from the existing pavement structures for ascertaining the construction quality of pavement component layers

• Analysis of data / results to determine theprobable causes for the development of distresses

• Design, settlement analysis and stabilityanalysis of the embankment

• Recommend remedial measures to improvethe current condition of main old runway pavement so as to make the runway suitable for the anticipated proposed aircraft operations

The detailed investigations and evaluations were carried out to make appropriate rehabilitation recommendations. Further, considering the more specific features, drainage improvement measures were also suggested to accomplish the project.

Investigations for Causes of Pre-mature Failure of Flexible Pavement of Haveri-Hubli (km 340-404) Section of NH-4 in KarnatakaFour/six laning of the majority of earlier two-lane National Highways is being effected in a big way for augmenting the capacity of existing road network. However, the situation is that even the improved facilities created/being created at huge capital costs are falling short of requirements and are severely overstressed. Consequently, some of the sections of National Highways recently



materials used for construction, for laboratory evaluation for ascertaining the construction quality of pavement component layers. Analysis of data/ results to determine the probable causes for the development of distresses was carried out and a report with recommended remedial measures to improve the current condition of the road stretch was submitted.

Investigation for Causes of Distresses of Flexible Pavement on Road Stretch Between Sector 62, 63 and NH-24 in Noida (Flex Intersection to Model Town Crossing)The study was sponsored by Noida Authority,Noida, U.P. The main objective of the study is to carry out the field investigation for determining the causes of distresses of flexible pavement on road stretch between sector 62, 63 and NH-24 in Noida (Fig. 42 & 43).

Field investigations were carried out during which surface condition and structural data, bituminous cores samples, material samples from test pit and traffic-load data were collected for investigation.

developed are deteriorating faster than expected primarily due to the excessive axle loads carried by trucks traffic coupled with the environmental/climatic influences and other factors like improper materials/mixes clubbed with constructional issues (Fig. 41. (a),(b),(c),(d).

National Highways Authority of India(NHAI) seriously concerned with the deterioration and development of pre-mature distress on the Haveri-Hubli(km 340-404) stretch of NH-4 had requested CSIR-Central Road Research Institute (CRRI), to undertake the investigations towards determining the probable causes of development of excessive rutting on affected road section and to suggest needed remedial/rehabilitation measures for rectification of these defects.

The detailed investigations and evaluations were carried out to make appropriate rehabilitation recommendations. The study thus was accomplished through assessment of pavement surface condition through visual inspections, test pits observations, extraction of cores and collection of subgrade soils and other road building

Fig. 41 : Condition of the Haveri-Hubli section of NH-4 (Km 340-404)



Fig. 43 : A general view of the road stretch

Fig. 42 : A layout plan of the study location

A detailed report containing data of field investigation, laboratory investigation, data analysis, inferences drawn and recommendation was provided.

Based on the field and laboratory investigations, it is recommended that an overlay of Dense Bituminous Macadam (DBM) with Dense Bituminous concrete shall be provided on both carriageways for strengthening of road in order to provide additional structural strength to the pavement to enable it to carry the present and anticipated future

traffic volume and loads in the next 10 years. An alternative option of Stone Matrix Asphalt + Dense Bituminous Concrete for design life of 10 years was also suggested.



Investigation for Causes of Distress of Flexible Pavement of Four Lanes Road in Tronica Industrial City, Ghaziabad The study was sponsored by U.P. State Industrial Development Corporation Limited (UPSIDC). The main objective of the study is to carry out the field investigation for determining the causes of distresses in flexible pavement on road stretch between C.C. Crossing and Alipur Band-Pusta road, Tronica Industrial City, Ghaziabad

Field investigations were carried out and material samples were collected for laboratory investigation. A view of the distresses developed in the bituminous pavement is shown in Fig. 44 & 45. The report contains data of field investigation, laboratory investigation, data analysis, inferences drawn and recommendations.

Based on the field and laboratory investigations, appropriate rehabilitation recommendations were made. Following two options were provided for strengthening of road in order to provide additional structural strength to the pavement to enable it to carry the present and anticipated future traffic

Fig. 44 : A layout map of the study C.C.Crossing to Alipur bituminous band pusta

volume and loads in the next 5 years:

(i) Dense Bituminous Macadam (DBM) with Stone Matrix Asphalt

(ii) Dense Bituminous Macadam (DBM) with Dense Bituminous concrete

It is also suggested that during 5th year, road section is to be re-evaluated for the requirements and proper attention is given.

Fig. 45 : A close-up view of cracked & deformed road surface



Investigation to Study Causes of Distress/Rutting on Orai–Bhognipur Section of NH-25 from Km 220.000 to 255.000 and on Bhognipur -Barah Section of NH-2 from Km 421.200 to 449.000 in the State of Uttar PradeshOrai–Bhognipur Toll Road (BOT-Annuity) being managed by the Concessionaire on NH-25 and NH-2 section started developing distresses/defects about two years after the road was opened to traffic. Since then the pavement has deteriorated extensively and severely and has started showing signs of pre-mature distress/failure, especially in the form of severe rutting coupled with cracks and deformation/depression/settlement etc. (Fig. 46).

The study has been carried out with the objective to evaluate/investigate the affected/ distressed sections of Orai–Bhognipur-Barah road project by checking materials quality used in the pavement structure, construction quality achieved in respect of the constituent layers, and structural and functional

Fig. 46 : A typical view showing severe rutting in inner lane of LHS carriageway

evaluation of pavement, towards identifying the probable causes of distress(rutting) and other defects developed and to Suggest/Recommend remedial measures/ rehabilitation design based on the data/results obtained through investigation conducted for the purpose.

The study thus was accomplished through assessment of pavement surface condition through visual inspections, extraction of cylindrical cores, test pits observations and collection of subgrade soils and other road building materials used for construction.

Laboratory evaluation was carried out for in-situ materials and mixes retrieved from the existing pavement structures for ascertaining the construction quality of pavement component layers with analysis of data / results t o determine the probable causes for the development of distresses. A report with recommend remedial measures to improve the current condition of the road stretch was submitted.

Pavement Engineering Pavement Materials and Construction Technologies


Effect of Rheological Characteristics of Bitumen on Foam and Resulting Mixes

Foaming characteristics depends upon rheological properties of bitumen along with foaming temperature and foamant water content. The performance of foamed bitumen depends upon not only rheology of bitumen, also on chemical and physical composition of bitumen. Scope and Objectives of the project is to study of rheological characteristics of different foamed bitumen and effect of rheology on performance of foamed bitumen mixtures. A low viscosity bitumen consumes low energy during foam process compared to high viscosity bitumen. Foaming temperature may be decided on the basis of viscosity value. The optimum viscosity for foaming is 400 to 600 poise. With increasing the bitumen content in the foamed bitumen mixes, the tensile strength ratio increases showing resistance to moisture damage. Bitumen foaming was undertaken in WLB-10S laboratory plant (Fig. 47) to determine the optimum foaming water content and optimal foaming temperature.

Use of Reclaimed Asphalt Pavement (RAP) in Construction and Maintenance of Bituminous Roads (12th Five Year Plan Project - SUSTRANS)As reported earlier (Annual Report 2013-14), the objectives of this study are to characterize (physical and chemical) of RAP material extracted from different sources/pavements of different aging characteristics so as to identify deficiencies therein; Development of Mix Design with varying RAP content, their characterization and formulation of optimum proportion of RAP; Design and Construction of test sections with identified RAP proportions and their performance evaluation using APTF; Performance Evaluation of the test section with APTF; Design Manual/Guidelines on the use of RAP in road construction. Collection of milled material and separating the aggregates and the bitumen by centrifuge extraction has been done. The solution containing the bitumen is subjected to distillation and Abson recovery for the recovery of oxidized binder for further analysis. The average binder

Fig. 47 : Foam bitumen laboratory plant (WLB-10S)

Pavement EngineeringPavement Materials and Construction Technologies


content of the RAP is determined. The properties of the oxidised binder is restored by the rejuvenator which is prepared in the laboratory. Optimizing the dose of rejuvenator is done by checking the binder properties such as viscosity by using rotational viscometer for old binder and rejuvenated binder. The rutting factor (G*/sin d) is also calculated by using Dynamic Shear Rheometer (DSR) for both old binder as well as rejuvenated binder. The gradation of the RAP aggregates is found and the proportioning is done such that the resultant gradation meets the requirements for BC mix as per MORTH, 2001 specifications. Marshall mixes are to be prepared

using VG-30 i.e. 0 percent RAP, which is taken as the reference for comparing the results with mixes containing RAP. The RAP percentage was varied from 10 to 50 percent and Optimum Binder Content (OBC) was calculated by Marshall Mix design method. Marshall Samples were prepared at OBC and various performance tests were carried out. A test section has been constructed with following design specification:

l Design traffic -110msa (10 years). Instrumentation 15 % RAP without Additive. 30% RAP with Additive (2 Locations). 30 % RAP without Additive.

Without Additive With Additive

0% RAP 15% RAP 30% RAP

Additive-1 Additive-1 Additive-1 Additive-2 Additive-2

0% RAP 15% RAP 30% RAP 15% RAP 30% RAP

75mm DBM with CRMB-60








90 m 30 m 30 m 30 m 30 m 30m

Construction of test track NH-1 to Alipur road (Narela, DDA).

Laboratory Evaluation of Rig Mat as Ready to Use Pavement With the phenomenal increase in number of automobiles in India during recent years, the demand of tires as original equipment and as replacement has increased from 22,846 thousand tyres in the year 1990-91 to 94.10 million in 2011-12. As every tire is destined to go to waste stream for disposal /recycling /reclamation, despite its passage through retreading process, the number of used tires being discarded is increasing rapidly.

Timely action regarding recycling of used tires is necessary in view to solve the problem of disposal of used tires keeping in view the increasing cost of raw material, resource constraints and environmental problems including fire and health hazards associated with the stockpiles of the used tires.

OWS Technical Services which deals in Recycled

Rubber Solution and products for engineering applications approached CSIR-CRRI for laboratory evaluation of crumb rubber rig mat as ready to use pavement for difficult terrain and site conditions.

The main objective of this study is to evaluate the feasibility of using crumb rubber rig mat as ready to use pavement over stable sub-grade foundation. For this purpose, evaluation of rig mat is carried out as possible replacement of bituminous and base course layers of bituminous pavement (Fig. 48).

Crumb rubber rig mat is evaluated using non destructive pavement evaluation technique i.e Falling Weight Deflectometer (FWD) to characterize its in-situ behavior under real traffic loading (Fig. 49). Crumb rubber mat is evaluated to substitute bituminous and base course layers of conventional flexible pavement by placing it directly on stable sub-grade.



Fig. 49 : F.W.D placed on Rig Mat on stable subgrade

Fig. 48 : Rig Mat with supported edge



Deflection basin parameters of rig mat pavement and conventional bituminous pavement are determined at identical load and compared to ascertain the bending stiffness of both pavement systems. Skid resistance characteristics of both the pavement systems were also determined under wet and dry

Table XII : Deflection Bowl Area of Different Pavement System

Test Description

Position of Geo PhonesBasin Area

(inches)Geophone

Distance in (mm)

0 450 600 900 1200 1500 1800 2100

D1 D2 D3 D4 D5 D6 D7 D8

Test 19 Bituminous Pavement 279.2 143.3 113.5 73 49.7 36.1 28.7 23.1 25.82

Test 17 Rig Mat Pavement 1383 1071 321.68 135 55.41 37.21 31.11 23.01 17.06

Test 18 Subgrade 1843 289.5 176.5 90.6 57 35.6 26.5 20.6 13.16

Fig. 50 : A schematic illustration of area basin factor used in the study

surface conditions using the British Pendulum Friction Tester. Figure 50 shows the schematic illustration of area basin factor used in the study. Table XII shows the deflection bowl area of different pavement system as determined through FWD testing.



very high which makes it unsuitable to be used in subbase course. Though durability is not specified to be a mandatory requirement for subbase materials but the excessive soundness value is expected to lead to disintegration or breaking down of OB Materials over a period of time which may render pavement to deteriorate and/or to fail pre-maturely since the grading requirements and other properties would fall apart.

The results for soundness test for OB material is 39 percent loss of material with Sodium sulphate. The water absorption of OB material is greater than 2 percent and thus it is unsound in nature. Therefore, all these parameters (water absorption and soundness values) do not allow OB materials to be used in granular base layer. Marshall Stability of samples prepared with OB materials is 8.5 kN. Whereas, the minimum stability requirement of BC mixes, as per MoRTH specification is 9.0 kN. In view of non-compliance of OB materials vis-

Laboratory Study to Determine the Feasibility of Utilizing Overburden from Coal Mines as Road Construction MaterialTata, Jamshedpur (Jharkhand) has sponsored the study to evaluate the feasibility of using overburden material from coal mines as a road construction material, in different layers of the flexible pavement. Overburden was generated during mining operations (Fig. 51 a,b,c & d).

CRRI has done the laboratory study of overburden in various layers of flexible pavement. As the dust obtained from OB material is well graded and is non-plastic in nature, it can be used as bulk fill material for road construction. Dust from OB can be used as bulk fill on its own or in combination with soil. OB material does not comply the durability requirements for subbase material. Although CBR value of OB material is found to be 56 percent but loss of material during the durability test is very

(a) : 40 mm sized (b) : 20 mm sized

(c) : 10 mm sized (d) : DustFig. 51 (a,b,c & d) : Overburden produced from Coal Mine



avis MoRTH specifications, it is concluded that OB materials cannot be used in bituminous layers of road pavement.

Field Evaluation of Evotherm Trial sections As reported earlier, this study is sponsored by M/s. Mead Westvaco India Pvt. Ltd, to evaluate three field sections laid by using Evotherm warm mix technology for a period of two years. The two year evaluation for two trial stretches (one in DSIDC Bwana and another in Godhra Gujarat) has been done.

Final series of evaluation for third stretch (Jaipur) is ongoing. The BBD values of control (HMA) and Evotherm sections show almost comparable values. All the sections are behaving structurally sound. The Resilient Modulus values of the extracted cores from the sections show that Evotherm based samples showed improved performance as compared to the control hot mix. Dynamic creep test results showed that Evotherm core specimens had better resistance to permanent deformation.

Evaluation of Basalt Chopped Fiber and Basalt Fiber Pins in M30 Grade ConcreteThe Basalt fiber is made from Rock fiber by pulling fibers from the melt. It has a high natural strength, durability, insulating properties, resistance to corrosion, the use of fibers in concrete structures may contribute to improve structural and durability properties. The objective of this study is to improve

the structural and durability properties of concrete by using Basalt chopped fiber and Basalt Pines (Fig. 52 & 53). A marginal improvement upto 5 percent has been observed in compressive strength and flexural strength and a significant improvement is abrasion has been observed by its use, further study is in progress.

Guidelines for the Use of Geo-Cells in Flexible PavementsThe study on “Guidelines for the Use of Geo-Cells in Flexible Pavements” has been undertaken by CRRI as a collaborative project with Indian Institute of Science, Bangalore and Karnataka Rural Road Development Authority (KRRDA), Bangalore.

The project is sanctioned by Department of Science and Technology. The primary objective of the CRRI element of the study is Periodic Performance Monitoring of Experimental Sections laid with different specifications, using geo-cells, roadmesh, geogrid and bamboo as reinforcement.

Objectives and Scope

The various field tests, the aspects on which CRRI has to collaborate periodically for 3 series to be carried out by the Institute in the collaborative project under the scope of this study are as given below.

1. Assessment of pavement surface condition, in terms of types, extent and severity of distress

Fig. 53 : Basalt fIber pines

Fig. 52 : Chopped basalt fiber



/ defects, on visual basis for the experimental sections

2. Deflection studies on all the road sections by using Falling Weight Deflectometer (FWD) as well as Benkelman Beam Deflection Method

3. Measurement of Pavement Surface Roughness by using Dipstick or other appropriate equipments (in terms of International Roughness Index)

4. Measurement of rut depth

5. Traffic volume surveys (Classified manual counts, round the clock for 24 hours continuously)

6. Axle load surveys using static wheel weigh pads (round the clock on random sampling basis for 24 hours continuously, covering only commercial vehicles like trucks and multi-axle vehicles)

7. Evaluation of quality of materials / mixes used during the execution of work and construction quality achieved through digging of test pits

The project road is a single lane road from Gudumadanahalli to T-02 Road in Chamundeshwari Constituency, Mysore with the length of 4.285 km. KRRDA completed the construction of the experimental road sections during June-July 2014. The particulars of the sections laid for the study are given in Table-XIII.

Table – XIII : Characteristic of Experimental Road Sections on Gudumadanahalli to T-02 Road

Type ofExperimental

Section

Chainage Length of Section

CarriagewayWidth

ShoulderWidth

From (km) To (km) (m) (m) (m)

Conventional-1 0.900 1.414 514 3.75 1.875

Bamboo 1.414 1.917 503 3.75 1.875

Conventional-2 1.917 2.659 742 3.75 1.875

Road Mesh 2.659 2.847 188 3.75 1.875

Geocell-150mm 2.847 3.095 248 3.75 1.875

Geocell-100mm 3.095 3.347 252 3.75 1.875

Geogrid 3.449 3.652 203 3.75 1.875

Conventional-3 3.652 4.285 633 3.75 1.875

The performance monitoring and various performance parameters / observations on Gudumadanahalli to T-02 Road was undertaken for the 1st series of field survey. The following aspects were covered during the study:

1) Visual condition survey

2) Benkelman Beam deflection measurements (Fig. 54)

3) Roughness Survey (Fig. 55)

4) Rut depth measurements (Fig. 56)

5) Test pit for Laboratory Evaluation for material characterization (Fig. 57)

6) Traffic volume and Axle load surveys

7) FWD deflection measurements (Fig. 58)

Fig. 54 : Benkelman Beam Deflection measurements in progress



Fig. 58 : Falling Weight Deflectometer (FWD) measurement in progress

Fig. 55 : Roughness measurements in progress using Dipstick Fig. 57 : Test Pit observation in progress

Fig. 56 : Rut Depth Measurement Using a straight edge in Progress


Inspection and Evaluation of Distressed Bituminous Surface of Dwarka Palam FlyoverDwarka-Palam Flyover over Palam village in Delhi is a major link for getting into and out of Dwarka since it connects Dwarka to South Delhi, Central Delhi and Gurgaon. It extends from the road between sector-7 and sector-1, Dwarka upto Delhi Cantonment after crossing Delhi-Rewari railway line. This flyover is approximately 2.1 km long and crosses/overpasses Palam village and the railway track. The flyover was opened to traffic in the year 2004-2005. The flyover is subjected to very high volume of mixed traffic

comprising medium to heavy goods and passenger vehicles plying throughout the day. It is a four lane divided carriageway flyover, having 7.5 m width in each direction, covering deck and approach portions of the flyover. Carriageways comprise bituminous wearing course over bituminous binder course placed over R.C.C deck while bituminous pavements are provided on earth filled portions of the flyover (i.e. approach road). Bitumen Mastic Surface of flyover on both carriageways has developed moderate to severe distress in terms of unevenness, cracking, isolated pot holes and shoving/slippage etc (Fig. 59 & 60). The Bituminous Concrete (BC) below the Bitumen Mastic surface is also found to be distressed. As the extent and severity of distresses developed in both the carriageways and the downward ramp is significant,



the Executive Engineer, Flyover Division No.1, Delhi Development Authority, requested CSIR-CRRI to assess the physical condition of the distress/damage developed on the flyover and suggest suitable remedial /rehabilitation treatment/measures to improve upon their functional conditions. CSIR-CRRI team investigated the distressed pavement surface and suggested remedial measures for rehabilitation of pavement on deck and approach portions of flyover.

Fig. 60 : Extensive and severely distressed sectionconcrete pavement was provided for Road No. 209 and Road No. 224 in SWD-8, Dwarka. Both the roads have dual carriageways. The width of each bituminous carriageway is 11 m with 2.5 m wide median. The width of service roads on the sides of both carriageways is 6.5 m. The length of the road proposed to be re-constructed as concrete road is approximately 1000 m for Road No. 209 and 400 m for Road No. 224. The proposed cross section is given in Fig. 63.

Fig. 59 : Severely cracked pavement surface with local subsidence and slippage

Design of Concrete Pavement for Master Plan Road No. 209 and 224 in Dwarka, Delhi In order to improve and strengthen the condition of Master Plan Roads, Delhi Development Authority (DDA) has planned to construct few of the roads as concrete pavement. Figures 61 & 62 show existing cracked and damaged surface of roads. Design of

Fig. 61 : Existing cracked surface of roads

Fig. 62 : Damaged bituminous surface



Design of Rigid Pavement for Temporary Ash Stock Yard of Ash Mound at NTPC Dadri National Thermal Power Corporation Ltd. (NTPC), requested the Institute for providing design of rigid pavement for temporary ash stock yard of ash mound at NTPC, Dadri. This road is to be used by the fly ash loaded trucks which take away the fly ash from the yard to the required destinations (Fig. 64). The length of the road proposed to be constructed as rigid pavement is approximately 600 m and its width is 7.0 m (Fig. 65). At the end of the road a paved area of size approximately 20 m x 20 m is to be provided for the turning movement of the vehicles. The design of rigid pavement for the proposed road was provided to NTPC. Pavement Quality Concrete (PQC) of M40 Grade and

280 mm thick was recommended over 100 mm thick leveling layer of Dry Lean Concrete (DLC) and 300 mm thick Granular Sub Base (GSB) drainage layer. 32 mm dia, 50 cm long, plain mild steel dowels at spacing of 23 cm c/c were recommended at all transverse contraction and construction joints. 12 mm dia, 64 cm long, deformed tie bars at spacing of 64 cm c/c were designed for longitudinal joints.

Surface Rectification of Abraded Pavement Quality Concrete at ICD Tuglakabad, New DelhiInland Container Depot (ICD), Tughlakabad operates two empty container yards at PRC and NPRC,

Fig. 63 : A schematic diagram of rigid pavement cross section

Fig. 65 : Road proposed for rigid pavement

Fig. 64 : Fly Ash loaded trucks



which are located between the railway tracks and NH-2. The area of the yards is used for the movement of trailers loaded with empty containers and Sling Cranes for handling empty containers. Strengthening of the existing damaged bituminous yards having a total area of 82000 m2 was carried out by providing Pavement Quality Concrete (PQC). The surface of PQC has been abraded under the movement of trailers and cranes (Fig. 66). Container Corporation of India Ltd. requested Central Road

Fig. 67 : Abrasion testing on the road

Fig. 66 : Road surface abraded due to traffic

Research Institute (CRRI) to conduct abrasion test on the in-situ concrete surface and suggest remedial measures for the abraded surface. Abrasion tests were conducted at three locations on the existing road surface and average wear depth of 0.96, 0.86 and 0.93 mm was observed (Fig. 67). The use of low grade concrete i.e. M20 was the primary reason for the high abrasion of concrete surface.

The application of 3 to 5 mm thick epoxy-sand mortar layer or 40 mm thick Mastic Asphalt was recommended for the rectification of abraded surface.

Pavement EngineeringRoad Asset Management


Design, Construction and Performance Evaluation of New Materials and Mixes toward Development and Upgradation of Standards / Specifications

This study includes new materials and mixes viz. Stone Matrix Asphalt (SMA), Microsurfacing and Hot Asphalt Mixes using waste plastic, which have been laid on actual sites, for performance monitoring, towards development and upgradation of Standards / Specifications. The study is being done with the following objectives:

i. Laboratory characterization of materials / mixes and design of Stone Matrix Asphalt (SMA), Microsurfacing and Hot Asphalt Mixes using waste plastic.

ii. Construction, supervision and quality checking during execution of road sections laid with Stone Matrix Asphalt (SMA), Microsurfacings and Waste Plastic Modified hot mix asphalt.

iii. Time series periodic performance monitoring of road sections laid with SMA, microsurfacings and waste plastic modified hot mix asphalt.

iv. Refinement / Revision of present Codes of Practice viz. IRC: SP: 79-2008 for SMA, IRC: SP: 81-2008 for Microsurfacing and Development of Specifications for Hot Mix Asphalt using waste plastic.

Performance observations have been taken upto December 2013 as envisaged. The time series data includes the following:

a. Assessment of Pavement Surface Distress by visual observation

b. Measurement of Pavement surface roughness by using Roughometer-II

c. Deflection measurements by using Benkelman Beam Method

d. Traffic volume survey, 24 hours round the clock

Final set of performance Monitoring on various road sections laid with Stone Matrix Asphalt (SMA), Hot Mix Asphalt mixes using Waste Plastic and Microsurfacing were undertaken during March – April, 2015. Processing / analysis of performance

data and report preparation is under progress. Figures 68 to 70 present the road sections laid with Stone Matrix Asphalt (SMA), Hot Mix Asphalt mixes using Waste Plastic and Microsurfacing respectively.

Fig. 70 : Hot Mix asphalt surface using waste plastic on Maa Anandmayee Marg

Fig. 68 : Condition of SMA surface on Lodi road

Fig. 69 : Condition of microsurfacing on Chandra Gupta marg

Pavement Engineering Road Asset Management


Study of Noise Reflection and Absorption for Flexible and Rigid Pavement SurfaceThe study had been carried out with the following Objectives:

• Tostudy thenoise reflectionandabsorptionin different types of pavement surface

• Tomeasurethesurfaceroughnessofselectedpavement surface

• Developed the Noise Reduction Coefficient(NRC) of different types of pavement surface

The study methodology has been shown in Fig. 71.

Noise absorption and reflection measurements (Fig.

72) have been made on number of rigid and flexible pavement surfaces as detailed below:

• CRRI-Mahipal Pur (Mastic Asphalt/Concreteon flyover)

• RingRoad-Delhi(MasticAsphalt/Concreteonflyover)

• NoidaExpressway(BituminousConcrete)

• DNDExpressway(BituminousConcrete)

• NH-24(BituminousConcrete)

• YamunaExpressway(ConcreteRoad)

• AkbarRoad(Microsurfacing)

The final report with data analysis is in progress.

Fig. 72 : Noise absorption and reflection measurements

Fig. 71 : A flow chart of study methodology



Study on the Effect of Surface Texture of Bituminous and Cement Concrete Surfacing on Skid Resistance In continuation of earlier report (Annual Report 2013-14), different pavement surfacing types, old and new for the both Bituminous and Cement Concrete were studied. Micro texture and macro texture were measured using British Portable Skid Resistance Tester (BPT) and Sand Patch Method respectively. The data so obtained for the various pavement surfaces is analyzed and a good correlation has been found to exist between British Pendulum Number (BPN) and Mean Texture Depth (MTD) for both the new and old Bituminous Concrete (BC) surfaces.

Regression analysis has been carried out between BPN and MTD, for the three cases of Bituminous Concrete (BC) pavements namely overall, old and new BC surfaces respectively and good correlations were obtained. The relationship derived is as follows,

For overall BC, BPN=27.29 (MTD) + 40.92 (R²=0.79).....(i)

For old BC, BPN=31.37 (MTD) + 37.53 (R²=0.74)....(ii)

For new BC, BPN=25.52 (MTD) + 43.69 (R²=0.94)...(iii)

The relationships in the form of scatter charts are shown in the Figs. 73 to 75.

It can be seen from the above Figures, that new Bituminous Concrete (BC) surface indicate the best correlation among all the three cases, followed by overall BC and then old BC surfaces. The

correlation between the British Pendulum Number (BPN) value in wet condition and MTD for Semi Dense Bituminous Concrete (SDBC) could not be established due to insufficient sample size and also due to the heterogeneous site conditions.

Regression analysis between BPN and MTD values has been carried out for the identified sections of Cement Concrete roads. A linear relationship has been established between the BPN in wet condition and MTD with an R2 value of 0.40.

For CC, BPN = 43.12 (MTD) + 38.20 (R² = 0.40)

More sections of CC pavement surfaces are required to arrive at generalised and reliable correlation. The following salient points emerged from the study:

1. The study has provided useful database on skid resistance for the different surfacing i.e.

Fig. 75 : Relationships between BPN (Wet) and MTD in new bituminous concrete (BC) surfaces

Fig. 73 : Relationships between BPN (Wet) and MTD in overall bituminous concrete (BC) surfaces

Fig. 74 : Relationships between BPN (Wet) and MTD in old bituminous concrete (BC) surfaces



Bituminous and Cement Concrete Pavements. It has been observed from the study that there are few test locations / test sections which exhibit low skid resistance as well as low texture depth, indicating that these test sections or locations performed “fair” from the consideration of surface friction. The average skid resistance value at these locations was found close to the specified value and even in some cases below the specified value of 55. Therefore, these locations would require periodic and closer evaluation to reduce skid related risk in future. A pavement surface can be maintained at an acceptable level, if the maintenance strategies that are planned and implemented without any delay.

2. The study further indicates that skid resistance values show an increasing trend with increase in texture depth for most of the test locations conforming to the findings reported by earlier studies.

3. Positive correlation between Macro Texture depth and microtexture (BPN value) of the pavement has been established for Bituminous Concrete (BC) and cement concrete surfaces (CC). Further, skid characteristics exhibited by various pavement surfacings i.e. Bituminous Concrete (BC), Semi Dense Bituminous Concrete (SDBC), Micro surfacing (MS) and Cement Concrete (CC) pavements were studied. From the data, it has also been observed that Cement Concrete (CC) Pavement with grooving transverse texture pattern exhibited very good skid resistance followed by Micro surfacing (MS), Bituminous Concrete (BC), Semi Dense Bituminous Concrete (SDBC), and normal Cement Concrete (CC) pavements. Since the data undertaken for the study is one time observation, therefore, it is very difficult to predict the change in skid resistance with time. Time series data or comprehensive long term performance study would require arriving at a meaningful conclusion in the context of high speed corridors.

4. Surface friction property is becoming an emerging issue in India too in the context of road traffic safety, therefore, long term

performance evaluation using high speed measuring equipments is recommended both at routine / project level and at net work level to enable advanced planning for corrective measures at the most appropriate time.

Applications of Rhinophalt Preservative and its Performance Evaluation on Three Toll Roads (Trial Stretches) in Rajasthan and Gujarat StatesIn continuation of the earlier report (Annual Report 2013-14), final series of performance observations on the road sections identified in different states have been completed. The product Rhinophalt preservative is being evaluated for Indian condition for assessing its suitability in increasing the life of pavements and ensure improved performance on large term basis. Performance observations to be undertaken on three selected road sections / stretches include the following:

1) Assessment of Pavement Surface Condition by visual inspection

2) Benkelman Beam Deflection measurements

3) Pavement Surface Roughness measurements

4) Traffic Volume and Axle Load surveys

5) Test pit observations

6) Skid Resistance

7) Laboratory Evaluation of cores retrieved from bituminous layers

Further analysis of data and preparation of report is in progress


Implementation of Microsurfacing Technology on NDMC Roads under Riding RIP (Phase-IV)The project consist of a total Twenty Eight roads falling under the jurisdiction of New Delhi Municipal Council (NDMC) in New Delhi where implementation of Microsurfacing Technology is under progress. Microsurfacing as a renewal treatment was suggested by CSIR-CRRI after evaluating the roads by taking into consideration of structural capacity and traffic conditions plying on



these roads and the same is being implemented by the user agency. The results are quite encouraging and performance of the Microsurfacing as a renewal layer for urban roads is quite positive.

Evaluation of Peripheral Road from Shani Temple to J.P. Office Intersection Between Sector 128 and Noida-Greater Noida Expressway Noida Industrial Development Authority (NOIDA) requested Central Road Research Institute (CRRI), New Delhi to carry out a detailed investigation with remedial measures for peripheral road starting from Shani Temple to J.P. office intersection between Sector 128 and Noida-Greater Noida Expressway. Figures 76, 77, 78 & 79, present view of existing development work near Shani Temple to J.P. office intersection Road. During the site visits/inspections, it was observed that pavement surface defects/ distress, in terms of slippage, cracking, patchwork and undulations have been developed on these project roads which have significant impact on riding quality. The report brings out the details of field

investigations undertaken on the project road which includes laboratory evaluations on bituminous material, granular material, subgrade material and discussions with inferences of the data / results obtained. Conclusions were drawn for arriving needed remedial measures in the form of structural overlay to cater the existing and projected traffic loading towards improving the current condition of project road.

Evaluation of Pavement Condition, Strengthening Requirements and Development of Database Management System for Delhi PWD Roads (Ring Road and Outer Ring Road)As reported earlier, Delhi, PWD has awarded the assignment to develop a Data base Management System on Road Inventory and Pavement Condition for a length of about 100 km covering Ring Road and Outer Ring Road in Delhi. The overall objective of this study was to evaluate the road condition and development of database management system on road inventory and pavement condition for ring road and outer ring road with the ultimate aim to maintain

Fig. 76 : Ongoing development work near the project road

Fig. 79 : Extensive potholes, loss of materials and patch work

Fig. 77 : Uneven road profile and patch works

Fig. 78 : Road surface having raveling



activities included are as follows:

• Pavement deflection measurements usingBenkelman Beam and Falling Weight Deflectometer

• Test Pit evaluation, axle load and trafficsurveys at key locations

• Assessment of pavement surface condition(distress) on visual basis

• Developmentofdatabasemanagementsystem(Fig. 80) and

• Recommendations for strengtheningrequirements (Ring Road and Outer Ring Road)

Figure 81 (a, b & c) shows a typical layout of map generated using Real Time Differential Global Positioning System (RTGPS) Installed in Automated Road Survey System for Ring Road and Outer Ring Road respectively.

and manage roads at a desired level of serviceability. As a part of this activity, it was recommended that the information on road inventory and condition data will be collected using State-of Art Equipments available with the Institute.

In order to accomplish the entire scope of the study, state-of art equipments namely Automated Road Survey System (ARSS), Falling Weight Deflectometer and Weigh-In-Motion System have been used on the study network. The other survey includes Benkelman Beam Deflection (BBD), Traffic Volume Count, Visual Distress Survey and Test Pit Evaluation. The recommendations on Strengthening/Rehabilitation requirements are given on the basis of measurements by Benkelman Beam, traffic and axle load data.

The methodology used for the survey included Road Inventorisation (gradient, cross slope and curvature), GPS Coordinates and Roughness Index using Automated Road Survey System. The other

Fig. 80 : Database Management System

Fig. 81 (a, b, c) : Typical layout of generated maps using real time differential GPS

(a) Map Generated using RTDGPS for Ring Road

(b) Map Generated using RTDGPS for Outer Ring Road from Wazirabad to Janakpuri

District Centre

(c) Map Generated using RTDGPS for Outer Ring Road from NH-8 to Okhla



The final report contains the methodology adopted for conducting various field studies/surveys and presents the data/results obtained from functional and structural evaluations including the traffic volume and axle loads for Ring Road and Outer Ring Road. The report presents recommendations on maintenance and strengthening requirements required for improvement of Ring Road and Outer Ring Road.

Functional Evaluation of Selected NDMC Roads and Needed Remedial Measures to Improve the Riding QualityThis consultancy assignment was referred to Central Road Research Institute (CRRI), New Delhi by the Executive Engineer (RIP), New Delhi Municipal Council (NDMC), with the primary aim to evaluate / assess the existing condition of a total of twenty four roads scattered in NDMC area, and to recommend the needed remedial / resurfacing treatments which may be required to improve upon their current condition.

The New Delhi Municipal Council (NDMC) has a large number of roads within its jurisdiction, mainly falling in the VIP area of Delhi. These roads need proper maintenance and rehabilitation for smooth flow of traffic.

Most of the project roads, confined in NDMC area are in around of Connaught Place, India Gate and Chanakayapuri area. The total length of roads taken up for evaluation under this assignment is 29140 metres with a total paved area of about 4,69,224.00 sq. metres. Majority of roads are divided carriageways with road width varying from two lanes, four lanes and six lanes.

Most of the roads serve both as internal roads within the colony and / or as link roads connecting to the main roads / hospitals / markets etc. Length of various roads covered under the project ranges from 185 to 2800 m while pavement width varies from 11.30 to 21.50 m. Traffic plying on these roads varying from light to heavy volume and comprises of buses, cars, three wheelers, pick-up vans, two wheelers and cycles. Very less numbers of heavy vehicles / trucks use these roads on occasions by various departments of NDMC for servicing and maintenance of roads and other infrastructure

facilities. Sardar Patel Marg is only road which cater heavy volume of traffic.

To meet the objective of the assignment, field evaluations were carried out in the month of April -June 2014 with a view to assess the existing functional condition of project roads, in order to recommend suitable remedial / resurfacing treatments for improving upon their present condition. Field evaluations undertaken included

(i) Assessment of pavement surface condition of all the proposed roads by visual inspection to find out the extent and severity of various distress types developed.

(ii) Measurement of pavement surface roughness of all proposed roads by using Roughometer-III.

(iii) Analysis of data / results to make recommendations on resurfacing / remedial treatments.

In the present study, pavement surface of all project roads were closely examined for evidence of distress / deterioration etc. through the visual inspection / observation. Predominant distress types encountered on most of the roads are in the form of ravelling or loss of fines, and light to moderate cracks at isolated locations. Data on pavement surface condition in terms of total surface distress with respect to total paved area (i.e. % distressed area), as observed for twenty four roads, taken up under the present investigations. Figures. 82, 83 & 84 show the type and extent of distresses observed on some of the project roads.

Fig. 82 : A general view of Rajaji Marg, New Delhi



Major patch repair works were also observed on Bhagwan Dass Road and Janpath Marg (between Tolstoy Marg and Windsor Place) due to metro works. Overall the surface condition in majority cases fall under the category of good to fair. Total distressed area for the project roads under evaluation is found to be in the range of minimum 1 to 5 percent to maximum 20 to 25 percent.

Fig. 84 : A view of poor surface condition on Nyaya Marg (Between Satya Marg R/A and Shanti Path R/A)

Fig. 83 : A view of major cracks & settlement on Janpath Road

Pavement surface roughness, on different roads, was measured by using Roughometer-III. It is a high speed response type road roughness measuring device developed by Australian Road Research Board (ARRB) Ltd. Roughness measurements were undertaken with a view to assess the riding quality of roads, which gets affected mainly by the condition of pavement surface. The measurements, using Roughometer-III, were undertaken on two wheel paths. The measurement of pavement surface roughness, carried out on all the twenty four roads, indicate that pavement surface roughness for majority of the roads is in good to fair condition. The average roughness values for various project roads are observed in the range of 2360 mm/km to 3290 mm /km.

The data as obtained from the field evaluation for all the twenty four roads was processed, analyzed and applied in making recommendations towards remedial / resurfacing treatments for improving upon their current condition. In order to provide

maintenance treatments (resurfacing), a criterion based on pavement distress and roughness has been recommended.

The salient criterion and major considerations based on which recommendations for resurfacing treaments are being made for the project roads are given in Table XIV.

Table XIV : Salient Criterion and Major considerations adopted while making recommendations

S.No Total Surface Distress (%)

Roughness (mm/km)

Recommended / Resurfacing Treatment (mm)

1 <10 <2800 Single layer of micro surfacing (Type III)/ or two layers of (Type II)

2 >10 >2800 Two layers of MS (Type III) or 40 mm thick SDBC layer + MS (Type III)



It should further be noted that in order to provide smooth riding quality, resurfacing treatments were carried out by NDMC on majority of the project roads during 2007-08. Hence, it is now also assumed that all the project road are structurally adequate since practically no commercial vehicles except buses are plying on these roads and majority of these project roads were resurfaced with DBM and SDBC before laying of micro surfacing in 2007-08. Profile correction course (PCC) wherever required in particular the roads where metro works have been carried out in order to bring it to proper profile, the same may be applied as per requirements before laying of Micro Surfacing.

As stated above, it is assumed that none of the project roads are in need of any overlay/strengthening. Therefore, maintenance treatments, in terms of only resurfacing, based on the criterion formulated by considering pavement distress and roughness, as indicated in above table, have been recommended.

Evaluation of Road from Gwalior - Jhansi Road to Ghongha (Bilouwa) in Gwalior District of Madhya Pradesh for Needed Remedial Measures This project was sponsored to Institute by Madhya Pradesh Rural Road Development Authority, Bhopal (MP). The traffic loading on the project road has been increased in order of 122 msa against the designed traffic loading of 12 msa and this enormous

Fig. 85 : A layout plan of project road from Gwalior - Jhansi road junction to Ghongha (Bilouwa)

increase in traffic has resulted in premature failure of project road. Fig. 85 shows layout plan of project road. The detailed evaluation of project road was done by Institute team to recommend the needed remedial measures in the form of flexible / concrete pavement, as feasible. The scope of work taken up under this study include the following activities:

• Assessmentofpavementsurfaceconditionofthe project road by visual inspection.

• Commercial traffic volume and axle loadsurveys.

• Testpitobservations.

• Laboratorycharacterization ofsubgardesoilretrieved through test pits.

• Toframerecommendationsforneededflexible/ concrete pavement, as feasible.

Fig. 86 & 87 show typical views of distress developed on project road. Fig. 88 shows the typical view of weighing of multi- axle truck in progress. Table XV shows commercial vehicles per day on project road and Table XVI shows observed vehicle damage factor values which have been used for the design of project road. The laboratory study shows that the stripping values of locally available aggregates collected from site were found to be in the range of 75 to 80 percent, against the maximum permissible limit of 5 percent (retained coating). Figure 89 shows the typical view of stripped coarse aggregate found after stripping test.



Fig. 86 : A typical view of exposed granular layer Fig. 87 : A typical view of deep seated potholes upto GSB level

Fig. 88 : A view of weighing of multi- axle truck in progress Fig. 89 : A typical view of stripped coarse aggregate found after stripping test

Table - XV : Commercial Vehicles Per Day (CVPD) on Project Road

Sl. No.

Type of Vehicles Gwalior- Jhansi Road to Ghongha (Bilouwa)

(UP)

Ghongha (Bilouwa) to Gwalior- Jhansi Road

(Down)

Daily Traffic (Up + Down)

1. Two Axle- Trucks 56 53 109

2. Multi- Axle Trucks 411 475 886

Total Commercial Vehicles per Day (CVPD)

467 528 995

Note: Traffic Volume survey was conducted from 18.03.2015 (9 AM) to 19.03.2015 (9AM)

Table - XVI : Vehicle Damage Factors (VDFs) for Project Road

Sl. No. Type of Vehicles VDF Observed

1. 2- Axle Trucks 29.43

2. Multi- Axle Trucks 38.35



It is known that cement concrete pavements require very little maintenance and provides good riding quality and better reflectivity. Even also drainage deficiencies do not damage much the concrete pavement. Concrete pavements are not very much affected at water logged areas and also function properly. Keeping in view the above considerations such as commercial traffic movement with higher axle loads (overloading) and poor quality of aggregates especially due to higher stripping value, the project road is found suitable to be rehabilitated with cement concrete pavement rather than flexible pavement.

The values obtained for pavement design in the case of rehabilitation / upgradation of 7 m wide main carriageway of the project road are as under:

(i) CBR value of existing soil = 10%

(ii) Existing granular subbase cum drainage layer = 260 mm

(iii) Design Period = 25 years

(iv) Dry Lean Concrete Layer = 100 mm (7 days compressive strength -10 mpa)

(v) Polythene sheet separation membrane = 125 micron

(vi) Pavement Quality Concrete (PQC) = 220mm (28 days flexural strength 45 kg/cm2)

(vii) Spacing of contraction joint = 4.5 m

(viii) Width of the PQC Slab = 3.5 m

(ix) Dowel Bar Details at each transverse joint: • Diameterofmildsteelbars=32mm • Lengthofmildsteelbars=500mm • Spacingofmildsteelbars=270mm

(x) Details of tie bars at longitudinal joints:

• Diameterofdeformedsteelbars=12mm

• Lengthofdeformedsteelbars=640mm

• Spacingofdeformedsteelbars=800mm

(xi) Camber in transverse direction = 1.5 %

Further, it is recommended that existing bituminous and granular base course layers should be removed completely and existing GSB should be rolled and compacted adequately (98 percent of maximum dry density of GSB) before laying of proposed DLC layer. The DLC layer should be extended on both sides beyond concrete slabs minimum by 300 mm.

The rehabilitation design of Interlocking Concrete Block Pavement (ICBP) shoulder on either side of main carriageway is also recommended and details are as under:

(i) Width of shoulder on either side of 7 m wide carriageway = 2.5 m

(ii) Thickness of Concrete Blocks = 120 mm

(compressive strength of blocks at 28 days = 50 N / mm2)

(iii) Thickness of Sand Bedding = 50 mm

(iv) Thickness of Wet Mix Macadam Base = 150 mm

(v) Thickness of Granular Subbase = 260 mm

(vi) Camber in transverse direction = 2.5 %

The cross section details of proposed cement concrete pavement on project road from Gwalior- Jhansi Road junction to Ghongha (Bilouwa) is given in Fig. 90.

Fig. 90 : A cross section of recommended cement concrete pavement on project road from Gwalior - Jhansi road junction to Ghongha (Bilouwa)

Notes: (1) The DLC levelling course shall extended both sides beyond concrete slab minimum by 300mm. (2) Existing bituminous and granular base course layers shall be removed completely and existing GSB shall be rolled at 98% of Maximum Dry Density before laying of proposed DLC layer.

Bridges and Structures



Development of a New Fatigue Load Model for Road BridgesThe increase in truck traffic frequency and load affects the fatigue life of road bridges. Fatigue damage occurs when the bridge undergoes cyclic loading during service life. Fatigue is a great concern for bridge engineers with the use of high strength steel and concrete for the construction. Also, consideration of fatigue for design of bridges has drawn great attention due to the introduction of limit state design of road bridges. However, a suitable Fatique Load Model (FLM) is necessary for fatigue assessment of bridges. The objective of this study is to establish a new Fatigue Load Model (FLM) which can represent the characteristics of actually plying truck traffic on Indian road network.

To achieve the objective, the detailed analysis of truck traffic data, truck axle configuration and axle load data were carried out. The truck traffic database used for the study consisted of 47317 trucks collected on eleven National Highways (NH) by CRRI during 2006-2013. The analysis of truck traffic data was carried out to study the proportion of truck in total traffic volume, estimation of Average Truck Traffic (ADTT), truck traffic distribution per lane and direction effect on percentage of truck traffic. It was observed that percentage of truck traffic varies from 21 to 54 percent on NHs outside the city area and 1 to 12 percent on NHs passing within the city. From the analysis of ADTT, it was found that average ADTT for NH is 2087 and it is 2200 for a probability of occurrence of 50 percent. From the study of truck traffic distribution per lane it is found that 62 to 99 percent of the truck traffic plied on the lane 1 i.e. inner lane (near to central verge or median). From the direction effect on percentage of truck traffic it was that for fatigue design, directionality effect can be ignored as the difference in truck traffic between “up” and “down” direction is not more than 4 percent.

The database of truck axle load data used in the present study includes data collected on fourteen locations of National Highways (NH), State Highways (SH) and Major District Roads (MDR) of Indian road network, collected by using static weigh station and Weigh-In-Motion (WIM) system during the period of 2009 to 2013. This database comprises

of 16317 trucks. The truck axle configuration and load data are analyzed to estimate the parameters which could be useful to define the fatigue load model such as equivalent weight, number of axles, axle spacing and axle load ratio. To arrive at the equivalent weight of the most frequent truck, the procedure given by Schilling and Klippstein (1978) was adopted. After studying number of axles of 16317 trucks of 14 different locations it is seen that three axle trucks is plying on the road in majority. Study of axle load ratio of 3420 three axle trucks gave most common axle load ratio as 0.3:0.35:0.35. The most frequent spacing between 1st and 2nd axle is 4.5m and between 2nd and 3rd axle is 1.4m. Also, a separate analysis was performed, assuming that the trucks for which data was collected were not overloaded. Based on this study, the overloading factor and increase in equivalent weight of FLM due to overloading has been estimated. It is found out that the average overloading factor is 1.5. The calculated equivalent weight (Weq) for actual truck traffic plying on road is 40.7 tons while after assuming that the trucks are not overloaded it is estimated as 27.08 tons. The new FLM has been defined with three number of axles, 40 tons equivalent weight with axle weight 12 ton, 14 ton and 14 ton of axle 1, axle 2 and axle 3 respectively as shown in Fig. 91.

Fig. 91: Vehicle for fatigue studies

The principle of development of FLM is based on the hypothesis that the damage produced by FLM is equivalent to the damage produced by actual truck traffic plying on road bridges. Therefore, it has been planned to validate the proposed fatigue load model by comparing the fatigue damage due to FLM with that by actually plying truck traffic, for which WIM measurements would be carried out on selected



roads. This fatigue load model has been introduced in IRC: 6-2014 “Standard, Specifications and Code of Practice for Road Bridges” Section II Loads and Stresses for design of bridges.

Study on Effect of Soil-Structure Interaction on Seismic Response of Pier-Pile Foundation System of a Multi-Span Elevated RoadwayBridges are critical infrastructure in a road network and availability of transport network is very crucial for post disaster rescue operations. Therefore, bridges are to be designed such that no collapse occurs during an earthquake. This demands rigorous analysis of a bridge under seismic forces depending on span arrangement, structural configuration and its location. The objective was to analytically investigate the seismic effect of pier-pile foundation and to study the seismic response of pier-pile foundation system of a multi-span elevated roadway, considering the soil –structure interaction.

In this study, pier-pile foundation of a continuous elevated road way with a span of 102m has been chosen. This elevated roadway is supported by piers of varying heights in the range of 4 to 16m and the pile foundation and to consists of piles of 1.2m diameter and 20.0m deep. The modeling of each of the pier-pile foundation system was carried out, and effect of soil-structure interaction

Fig. 92 : Variation in time period of fixed pier- pile foundation system with different soil conditions

included with the help of soil springs. Free vibration analysis was carried out for the – (i) single pier-pile foundation system constructed in different type of soils by varying the modulus of subgrade reaction from 525 to 9960 T/m3, (ii) Three span continuous unit with individual span of 34m. Assuming the elevated roadway is situated in Seismic zone V, the seismic forces in transverse, longitudinal and vertical directions were estimated. Also, the tip displacement of pier, support BM, and shear forces were obtained. Based on the study it is seen that with increase in the height of pier, frequency gets reduced and time period of vibration increases for longitudinal, transverse and vertical direction. As the soil gets denser the frequency also increases and time period decreases as shown in Fig. 92. As height of the pier increases the deflection of pier also increases. In the case of a multi span continuous bridge the displacement at the top of free pier along x, y and z direction decreases as the modulus of sub grade reaction of soil increases. Also, the fixed piers attract larger seismic forces in comparison to free piers.

Seismic Risk Assessment of Typical Urban Bridges using Pushover Analysis

In the present study, the assessment of vulnerabilities using a deterministic approach based on nonlinear



Fig. 94 : Vulnerability curve of bridge (Longitudinal direction)

static analysis i.e. pushover analysis has been successfully achieved for the bridge structure. Considering the uncertainty in the seismic activity as well as in the capacity of the bridges, seismic fragility curves have been developed. Soil structure interaction is included in the study which helps to assess its effect on the response of the structure. Fragility curves for the mono-pier, bent and a typical urban bridge have been developed (Fig. 93). These fragility curves can be used as an input in risk and loss assessment. It may help the administrator to devise a rehabilitation priority programme and in

Fig. 93 : Pushover curve for mono-pier (similar to metro pier) with different base conditions

planning of disaster mitigation programs.

The results of pushover analysis of the bridge in the form of demand capacity curve in different directions has been shown in Fig. 94 under a bridge in Delhi region. This suggests that the bridge under consideration as per IS/ IRC considerations for seismicity there are 18 percent chances of slight damage. However, if the intensity of earthquake is higher than the codal recommendations these values will change. The technique available with CSIR-CRRI can provide answers of possible damages under changed seismic scenario. Further,



load carrying capacity of bridges has been undertaken in collaboration with Structural Engineering Research Centre (SERC), Chennai and Coimbatore Institute of Technology (CIT), Coimbatore.

The health monitoring of bridges employs wireless technology for data transmission to the master control station. There is a provision of continuous monitoring and warning during abnormal behavior for which suitable damage detection, life estimation and performance evaluation algorithms are to be integrated with the system.

In the first stage, the sensors (vibrating wire strain gauges) have been installed in a few of the girders in a bridge linking NH-24 and NH-58 in Ghaziabad. The free vibration characteristics of the PSC girder have also been assessed on site using accelerometers and FFT analyser (Figs. 95, 96 & 97).

(ii) Health Monitoring of 6-lane Roadway over Palam Drain Dwarka, New Delhi through Instrumentation

Towards continued efforts of assessing health on long-term basis during service life of infrastructure, Six-lane Roadway over Palam Drain in Dwarka, New Delhi has been chosen for study. The work of installation of instruments was completed earlier and monitoring of the instrumented sections has been planned. The changes in the values of performance parameters beyond the normal limits are the direct Fig. 95 : A PSC Bridge under construction

study is planned to extend this for a transportation network.

Condition Assessment, Structural Health Monitoring and Remaining Life Assessment of Bridges(i) Intelligent Remote Health Monitoring

for Bridge System

This study, sponsored by Department of Science & Technology towards assessing structural health and

Fig. 96 : Sensors (VW and Accelerometers) installed in the girder



indication of some sort of distress in the structure. Thus through the instrumentation the distress can be identified and the proper remedial measures can be adopted at an appropriate time. The cross section adopted is shown in Fig. 98.

The strains in the drain structure are measured with the help of V.W. strain gauges embedded in the structure during concreting. At each instrumented section, about 20 strain gauges have been installed in the drain. To obtain temperature profile across the depth of the deck slab, V.W. temperature sensors have been installed at two locations as shown in Fig. 99.

Fig. 98 : A cross section of 6-lane roadway, Dwarka, New Delhi

In addition to the v.w. temperature sensors, thermistor type temperature gauges have also been attached with each strain sensors for measurement of temperature.

To obtain probability of corrosion and rate of corrosion in the different component of Palam drain, corrosion sensors have been installed at nine instrumented sections as shown in Fig. 100. To obtain pressure in the different component of retaining wall of Palam drain, pressure sensors have been installed at two locations in the retaining walls and at one location at the sedimentation chamber.

Fig. 99 : Installation of temperature sensors in deck slab

Fig. 97 : Spectrum of the free vibration of the girder



Noise and Vibration Assessment along a Train CorridorThe noise and vibration generated by underground transit trains have significant environmental impact on occupants of nearby buildings. The inhabitants perceive vibration either directly as motion of the floors and walls or indirectly as reradiated noise. A third and significant source of disturbance to the occupants is from movement of suspended household objects, the rattling of windowpanes, shaking of items kept on the shelves, and rumbling sounds. Annoyance from vibration often occurs when the vibration exceeds the threshold of perception. In all the above cases the problem of ground-borne vibration (GBV) is important at frequencies typically up to 200 Hz or so.

The present study was accomplished to assess the vibratory characteristics of the nearby structure of a train passing through a tunnel (Fig. 101). The response vibration was measured in all three orthogonal directions simultaneously using accelerometers as well as velocity sensors (Fig. 102). The results as obtained on the site were presented to the sponsor along with suitable remedial measure to be employed.

Fig. 100: Installation of corrosion sensor in deck slab

Fig. 101 : A typical apartment building and relative distance from tunnel

Fig. 102 : Placement of sensors on the floor of the building

Durability of Concrete StructuresDurability is defined as the ability of a material or product to perform satisfactorily in a given environmental / exposure conditions. Towards the goal of improving the durability of concrete, the following research studies were taken.

1) Experimental investigation on structural properties of nano-silica added high performance concrete

2) Study on Effects of Partial Replacement of Cement with Rice Husk Ash in Concrete

3) Performance Evaluation of Silane Based Protective Surface Coatings for Cement Concrete

(i) Experimental Investigation on Structural Properties of Nanosilica added High Performance Concrete

The objective of this study is to investigate the effect of addition of nanosilica on the strength, durability and time dependant properties like creep



and shrinkage of cement concrete and, compare the same vis-à-vis the micro-silica added high performance concrete.

The study focuses to study the influence of the nanosilica addition on the various mechanical, structural, durability and time dependent properties of nanosilica added concrete and their comparison with those of the microsilica added concrete and a concrete with no cementitious admixtures (reference concrete). Colloidal nanosilica (CNS) was procured for the purpose.

The solid (nano-silica) content of the colloidal silica was determined as 50 percent, the rest being water. Microsilica (MS) was obtained from a standard supplier [Fig. 103 (a) & (b)]. The surface characteristics and the average particle size of the CNS and MS were obtained from Transmission Electron Microscopy (TEM) and Scanning Electron Microscopy (SEM).

(ii) Study on Effects of Partial Replacement of Cement with Rice Husk Ash (RHA) in Concrete

As reported earlier (Annual Report 2013-14), this study has been planned to investigate the effect of RHA as obtained from uncontrolled burning on the properties of concrete vis-a-vis that of a reference concrete made with Portland cement. The properties of concrete containing Portland cement and rice husk ash (RHA) were evaluated using a RHA sample received from Punjab.

The RHA was black in colour in as received condition indicating that it contained some un-burnt carbon. When the same was burnt in a furnace at 600 °C to burnt-out the carbon, after which the RHA was whitish in colour. This was done to ensure that the un-burnt carbon does not influence the water demand of the resulting concrete mix. The RHA was burnt for 24 hours after which the weight of the residue was taken and the loss in weight was calculated to estimate the carbon content that has been lost from the RHA as carbon dioxide during burning in the furnace. The carbon content of the as received RHA was found out to be 12.38 percent. Concrete test specimen were cast for study of compressive, flexural and split tensile strengths, elastic modulus, water absorption, RCPT, concrete resistivity and flexural behavior of RCC beam.

The standard consistency test of the cement paste containing different proportions of RHA showed that the consistency increased with increase in proportion of RHA. The setting times of the cement +RHA paste were higher than those of the paste made with Portland cement alone. The compressive strength, tensile strength and flexural strength of both the reference and 10 percent RHA admixed concrete mix were almost similar. At later ages than 90 days, the compressive strength increased more than that of the reference concrete.

This is due to the slow reactivity of RHA in 10 percent RHA admixed concrete. The elastic modulus of recycled aggregate concrete was found to decrease with 10 percent RHA in concrete when compared to the reference concrete. The E value of RHA was found to be 16.2 percent lesser than that of reference concrete at 90 days age.

(a) : Colloidal Nanosilica (b) : Microsilica

Fig. 103 :

A 40 MPa concrete was designed as per IS 10262 to fulfill the requirements of a concrete exposed to severe environmental conditions as defined in IRC 112.

Optimum replacement contents of cement with CNS and MS, were determined by a study of strength efficiency factor. The concrete test specimen of different sizes were cast for study of strength, durability, time dependent properties and the structural behavior.

The nano-silica imparts high early strength (within 24 hours) to the concrete and reduced RCPT values (i.e. improved durability). The testing of the specimen is in progress.



The water absorption of 10 percent RHA admixed concrete was less than that of the reference concrete without any RHA. The concrete resistivity of 10 percent RHA concrete specimens was 24.575 KΩcmand thatof reference concretewas36.675KΩcm. The lesser concrete resistivity of reference concrete specimens than 10 percent RHA concrete specimens indicate that the electrical resistivity increases with use of RHA in concrete due to lesser porosity of RHA concrete. The rapid chloride penetration tests (RCPT) indicate that the chloride penetration decreased with use of 10 percent RHA in concrete (Fig. 104). This upholds the fact that the porosity in concrete is reduced by RHA and has a dense mortar structure.

RH for 14 days. A total of about 250 specimen were prepared. Three different types of liquid silane coatings from the one manufacturer were procured. The coated concrete specimen were cured at 30 ± 2°C, and 65 ± 2 percent RH for 15 days. The coated and cured concrete specimen were subjected to the following tests:

• Waterabsorptionanddesorption

• Alkali exposure test followed by waterabsorption and desorption

• Chloride exposure for 56 days anddetermination of chloride content

• Durability (heating and cooling) cycles:Specified tests to be carried out after 10, 20 and 40 cycles

• Concreteresistivity

• Capillarywaterabsorption

• Penetrationdepth

The coated and cured concrete specimen were evaluated for the stated properties. The water absorption of the concrete specimen has significantly reduced after application of the water repellent coatings. The water absorption of the reference specimen after 72 hours was about 3.72 percent while that of the coated specimen at the same period ranged from 0.40 to 2.76 percent. The coating in liquid consistency performed best, with a water absorption of 0.4 percent, but this was not significantly different from the diluted coating which exhibited a water absorption of 0.81 percent (Fig. 105).

Fig. 104 : RCPT results of RHA added concrete

(iii) Assessment of Performance Evaluation of Protective Surface Coatings for Cement Concrete

To assess performance of selected water repellent coatings on concrete, silane based water repellent coatings have been considered for their efficacy to inhibit water penetration into concrete specimen. The concrete specimen of type cubes, cylinders and prisms were made with water/cement ratios of 0.4 and 0.7. The concrete specimen were wet cured for 28 days. The cured concrete specimen were conditioned by cleaning with tap water, followed by drying in air circulating oven for 72 hours at 100 ± 5 °C, and then subjecting the same to a temperature of 30 ± 2 °C, and 80 ± 2 percent Fig. 105 : Coated and un-coated specimen immersed in water



The coated and reference specimen were immersed in 0.1 N KOH solution and the increase in weight was measured at regular intervals over a prescribed period of 21 days. The alkali absorption of the un-coated (reference) concrete remained almost constant during the period of test. However the same for the coated specimen increased with time. The alkali absorption of coating in crème consistency and the liquid concentrate coating was found to be higher than that of reference specimen at 21 days while that of the coating in liquid consistency and the dilute coating was lower. Undiluted liquid consistency exhibited best performance among all the coatings tested.

The chloride resistance of the coated specimen was tested by immersing the coated and un-coated specimen in 15 percent NaCl solution for 56 days. Following immersion, the concrete was extracted from depths of 0 to 20 mm and 20 to 50 mm. The chloride content was determined through titration. The durability of the coated concrete specimen was tested by subjecting them to cycles of heating and cooling in an oven (Fig. 106). One cycle comprises of heating the samples for eight hours at 70 ± 2°C followed by 16 hours of immersion in water at 27 ± 2°C. The specimen were subjected to three different cycles namely, 10, 20 and 40.

After the chosen no. of cycles were completed, the concrete specimen were tested for their water absorption, and the desorption after periodic time intervals to assess the performance of the coatings. The concrete resistivity testing was carried out on the prism specimen using a four-probe resistivity

tester. Higher the concrete resistivity, higher is the resistance to corrosion of reinforcement. Thus it may be inferred that, the concrete specimen with silane coatings exhibit higher resistance to corrosion to steel reinforcement than the uncoated specimen. The ingress of water into concrete specimen through capillary action was assessed in this test. For this purpose, the concrete specimen, coated and uncoated, were placed on blotting papers in a tray and just sufficient water was poured to wet the blotting papers. The water would then get sucked into the concrete specimen through capillary action. The increase in water content of the specimen with time was determined through weighing the specimen. It was observed that the uncoated concrete specimen exhibited a capillary water absorption of 1.29 percent while the concrete specimen coated with liquid consistency coating exhibited a capillary water absorption of 0.22 percent, indicating that the coating is about 600 percent efficient in resisting water ingress into concrete through capillary action when such concrete specimen in contact with wet soil, in comparison to the un-coated concrete.

Water penetration test was carried out by attaching cylindrical tubes to the concrete specimen and filling the same with water. The ingress of water into the concrete was measured through monitoring the decrease in the volume of water in the tube. A higher change in the volume of the water in the tube indicates a higher penetration of the water into the concrete specimen. It was concluded from the test results that the uncoated concrete specimen exhibited higher water penetration while the coated specimen exhibited much less water penetration. It was concluded from the available test results that the silane based water repellent coatings offer better protection to the concrete from water ingress and inturn from the associated concrete deterioration. Therefore the application of silane based water repellent coatings to the concrete structures can be recommended for their improved durability.

(iv) Characterisation of Various Types of Waterproofing Membranes and its Effect on Durability of RCC Slabs

The reinforced steel bars are susceptible to corrosion due to ingress of water and harmful chemicals. Waterproofing membrane (wpm) (sheet, board Fig. 106 : Durability test of coated concrete specimen in oven



and liquid membrane) is an additional solution to improve the durability of bridge decks. There are different types of waterproofing membranes being used on bridge decks such as Atactic Polypropylene Polymeric(APP) and Styrene Butadiene Styrene (SBS). Though these materials have been used in some of the Indian bridges, no Indian standards have been developed so far. This in-house research project has been undertaken with the objective to study the effect of waterproofing membrane on durability of concrete bridge decks.

The properties of WPM mainly depend upon the type of material used to form the sheet such as rubberized asphalt, bituminous membrane, polymer-modified asphalt, modified-bitumen, polymeric membrane or bitumen and polymers and also the manufacturing process. A membrane will protect a bridge deck only if it is installed properly, stays intact and remain firmly bonded to the deck. Cracked or poorly bonded membrane can lead to serious roadway deterioration such as cracking and developing of potholing. Construction period is crucial for the life of a membrane, because during construction that most of the problems begin. For example, membranes are subjected to abrasion damage from foot and vehicle traffic, puncture from dropped objects and stones pressed into the membrane, poor adhesion due to inadequate workmanship, inclement weather or material defects.

To achieve the above objective the proposed methodology includes the study of literature to understand the significance of various properties of WPM and to design and develop equipments and apparatus which could be used characterization of properties of waterproofing membranes. Subsequently, experimentally evaluate the physical and mechanical properties of unbonded membranes and then to perform studies on membranes bonded to concrete specimens in the laboratory and then to conduct field studies.

As the thickness of WPM affects the tensile strength, % elongation and tear strength, checking of its dimensions and unit weight is important. Also, the important temperature based properties of WPM are softening point, heat resistance and low temperature flexibility. The softening point is an indicative of the tendency of bitumen in the sheet

to flow in the elevated temperature; it is a decisive factor in selection of appropriate samples for use on bridge decks. The flexibility of WPM reduces when they are exposed to low temperature, and they can crack or tear during handling. Therefore, this test helps to compare the performance of the different type of WPMs at low temperature. Further, water absorption test and pressure head test are performed on the membranes. Pressure head test determines the leakage if any of WPM under a constant pressure head of water and was conducted according to IS 13826 Part 4 and Figs. 107 & 108 shows the apparatus used for the test.

Fig. 107 : Pressure head test apparatus

During the year four APP samples and one SBS samples of WPM were evaluated to characterize the physical, temperature based and mechanical properties. Tensile strength test helps to determine how well a membrane can resist and accommodate movement of the concrete deck. Figure 109 shows the tensile strength test of a WPM specimen and the tear strength is presented in Fig. 110.

The studies carried out indicate that the (i) Physical properties of WPM are governed by the bitumen whereas the strength properties, puncture resistance and overall system integrity is affected by the composition used. (ii) The low temperature flexibility helps to select a suitable WPM for use on



Fig. 108 : A view of Pliability test apparatus

Fig. 110: Tear strength test apparatusFig. 109 : Tensile strength test apparatus



bridges located in cold region and SBS is a better choice in cold climate. (iii) When the softening point is less than 120°C, then generally an additional protective layer needs to be used to protect WPM from hot bituminous concrete.

Development of Low Cost DwellingsThe need to develop and spread possible low cost dwelling which may replace thatched roof dwellings in the country has been felt. Towards this responsibility of structural engineering ferrocement dwellings have been revisited. The geometry of the dwelling is chosen as of length, width and height as 2.75 m *1.8 m * 2.5 m (9 ft x 6 ft x 8 ft), an isometric view of the dwelling. The material chosen is ferrocement with common strength and the mesh wire with 0.83 mm diameter (square opening of 12.5 mm* 12.5 mm), strengthened by 6 to 8 mm diameter reinforcement bars. The walls have a thickness of 50 mm with a number of layers of the mesh with a cover of 5mm on both the faces. The roof has a thickness of 25 mm with 2 layers of mesh with a cover of 5 mm and 7 mm respectively from the bottom face.

The analysis has been done on a model without the roof, with flat roof and curved roof. The sections of the wall and roof along with induced stresses have been shown in Fig. 111 under imposed loads. Further, studies are being carried out to address the environmental conditions such as temperature effect in summer and the prototype is being prepared.


Structural Condition Assessment of Old Yamuna Bridge on SH-33 at MathuraThe bridge was constructed in the early 1960’s and is located near Mahadev Ghat connecting Gokul and Sadar Bazar in Mathura. On the request of U.P. State Bridge Corporation, visual inspection of Old Yamuna Bridge site at Mathura has been carried out jointly with the officials of U.P. State Bridge Corporation. Total length of bridge is about 340 m and it comprises of four units of balance cantilever single cell box girders and three units of intermediate suspended single cell box girders. The bridge is having 6.7m wide carriageway and 1.8m wide footpath on either side of the carriageway. The general view of the bridge is shown in Fig. 112.

Fig. 111 : Stress profile of the building and curved roof

Fig. 112 : A general view of the old Yamuna Bridge, Mathura



The visual inspection of both the abutments, inside of the box girders of two end spans, two penultimate spans and two cantilever portions of the suspended spans have been carried out during the visit. Being an old bridge, drawings and design details of the bridge could not be arranged by the officials of U.P. State Bridge Corporation. Failure of the both the abutment walls observed from Fig.113. It is clear

Fig. 113 : A view of failure of abutment wall A2 (U/s) Fig. 114 : Condition of bearings of Pier P1

Fig. 115 : A view of damaged railing /foot path in the span

that there is shear failure of the abutment wall. Minor cracks and erosions of surfaces of piers have been observed at some locations. Cracks have also been observed on pier caps of pier P1 and P8. There are several cracks observed in webs, soffit and deck slabs of superstructures. Bearings as shown in Fig. 114 have been found non functioning. Fig. 115 shows the bad condition of foot path and railings.



Fig. 117 : Determination of depth of Well Foundation by Resistivity test

Fig. 116 : Determination of depth of Well Foundation by Impact Echo test

It was observed that the expansion joints were filled up with debris and not functioning properly. Bearing got tilted and needed replacement. Other minor deficiency in alignment were observed. A plan for rehabilitation was suggested.

Assessment of Load Carrying Capacity of the Bridge over Agra Canal in FaridabadThe under construction bridge at R.D. 07.150 km over Agra Canal near NTPC’s Badarpur Thermal Power Plant in Faridabad consists of two identical carriageways. Each carriageway consists of two simply supported spans of 22.0 m length with 3 PSC longitudinal girders. Superstructure of only one span of each carriageway has got constructed whereas the construction activities in the other span have reached up to the level of abutment cap. There was a need to assess quality and load carrying capacity of the partially constructed bridge.

Fig 118 : Load Testing of Bridge using MBIU

In this study, the depth of executed well foundations of abutments and piers was estimated using – a) using Electrical Imaging Technique at two Abutment locations for two different carriageways; b) using Pile Integrity Test / Impact Echo Test at twelve locations at two locations for each of the abutment or pier (Fig. 116 & 117); c) using Parallel Bore Hole Seismic Test at one Abutment location. The estimated depth of executed well foundations was found comparable to their respective design depth. Overall quality of concrete in terms of compressive strength and homogeneity was evaluated using in-situ NDT measurements, namely Rebound Hammer (RH), Ultrasonic Pulse Velocity (UPV), Core Test and Carbonation measurements. Results of the RH, UPV, Core Test and Carbonation measurements taken on the longitudinal Girders, Abutments and Piers revealed that the overall quality of concrete used in these structural elements was satisfactory. Results of the RH, UPV and Core Test measurements taken on the deck slab, cross girders, and pedestals was not satisfactory and needed suitable rehabilitation measures.

Load Carrying Capacity of bridge was evaluated by performing Load Test on the constructed superstructure using improvised superimposed live loads using the Mobile Bridge Inspection Unit (MBIU) (Fig. 118) and the sand filled bags as per the guidelines of IRC: SP 37 and IRC: SP 51. The response of the bridge spans measured during the Load Test was found satisfactory.



A rehabilitation scheme for deck slab, cross girders and pedestals was prepared wherein partial replacement of hardened concrete surface by rich concrete mix of M45 grade, pressure grouting with cementitious material and guniting were suggested. Preventive maintenance measures were suggested for all the bearings such as cleaning, rectifying the displaced bearings to their original place with respect to the approved design, so as to ensure their proper functioning.

Quality Assurance of Construction of Infrastructures The Planning Commission has envisaged infrastructure development in country in a big way. The role of “Quality Assurance” during construction of Infrastructure is quite important. In this direction some studies have been carried out to assist the infrastructure owners to achieve specified quality of construction.

(i) Project Monitoring and Quality Assurance of Additional Two Lane Bridges over River Hindon on NH-58 in Ghaziabad

The new bridge on Hindon River in Ghaziabad of Ghaziabad Development Authority (GDA) was constructed successfully (Fig. 119 & 120) and is presently under use.

(ii) Quality Control/ Assurance of the Comprehensive Development of Elevated Corridor (Outer Ring Road)

Public Work Department (PWD) Delhi, in the year 2013 planned to execute the highly congested old ring road elevated corridor of Delhi between Vikaspuri to Makurba Chowk by upgrading the existing road with additional six-lane elevated road structure. The technical aspects taken into considerations were the project planned not to hinder the day to day traffic movement and utilizing the minimum working area along with appropriate traffic safety measures during constructions.

Various stages of construction have been shown Fig. 121 (a), (b), (c) & (d).

(iii) Quality Assurance of Constuction of Structure of Inner Ring Road in Agra

At the request of Agra Development Authority, the quality assurance of an inner ring road in Agra linking Yamuna expressway with Taj Mahal monument, has been carried out. Total length of the stretch of Kuberpur to Fatehabad Road is about 11.00 Km which is being constructed on embankment. There are one Flyover, 8 Vehicular underpass, 2 Pedestrian underpass, 15 Box culverts, 5 Pipe culverts and one drain being constructed in this section as shown in Fig. 122. Fig. 119 : Entrance to completed Hindon Bridge, Ghaziabad

Fig. 120 : Constructed bridge on link road between NH-24 and NH-58



(a) :

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road

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(d) : Portion completed with segments and wing

Fig. 121 : Various stages of construction of elevated corridors

(c) : Pier before & after Launching of segments and launching & placing of wings

(b) : Precast segments and wings



CRRI performed random checking of workmanship and methods, random sampling of construction material and their testing, verification of concrete mixes, non-destructive testing on completed portions of the structures and prepared reports of material testing (Fig. 123). Suggestions to the client/contractor to improve the quality of the construction / setting of site laboratory etc. were also given.

(iv) Quality Assurance of Bridges over Agra Canal in Faridabad

As reported earlier, U.P. Irrigation awarded the work of quality assurance of four bridges over Agra Canal at Faridabad. The study has been completed. Figure 124 shows the construction of bridge no. 2 completed at Faridabad.

Fig. 123 : A typical views of non-destructive testing

Fig. 122 : A typical views of construction of vehicular underpass (Agra)

Fig. 124 : Construction of Bridge No. 2 Completed at Faridabad

Instrumentation

Instrumentation


Calibration of Automatic Road Unevenness Recorder (ARUR)Automatic Road Unevenness Recorder (ARUR) units, comprising Both Car Axle Mounted Bump Integrator and Fifth Wheel Bump Integrators, received from different manufacturers and user agencies, were calibrated using Dipstick Class I equipment. Roughness measurements, using Dipstick and the response type roughness measuring device, were undertaken on a number of selected test sections having varying roughness levels (Excellent to very poor). Roughness is developed to determine the Corrected / calibrated roughness. Calibration certificate is issued to those agencies.

Repair & Maintenance Work 1. Management of Communication facilities

• 256lineC-DOTEPABXSystem

• DRRIOfficeSiemensExchange

• O&MofInternalTelephonelines

• Repair of 27 Nos. of Telephone wiringfor Canteen, Guest House II, and Console Wiring etc.

• Publicaddresssystems

2. Repair & Maintenance

• 82Nos.–500VAOfflineUPSforComputerSystems NGPBS / Uniline / Samtek / Jet Power / APC

• DifferentCapacitiesof1/2/3/5KVAOnlineUPS

• VariouslabandotherR&Dequipments

• ManagementofNucleonicDevices

The Calibration of various R&D Equipments was also carried out as per the ISO requirement of different divisions.

Traffic & Transportation Planning

l Traffic Engineering and Road Safety

l Environmental Science

l Transportation Planning

Traffic & Transportation Planning Traffic Engineering and Road Safety


Assessment of Psycho-Physical Traits of Drivers in Relation to Road Safety in IndiaIn developing countries like India, rising population together with higher levels of economic activities and rapid growth in motor vehicle usage over the years have all contributed to congestion, frustration and fatalities on roads. The loss of lives and property damage besides sorrow and sufferings caused due to the road crashes is a major cause of concern. Significant number of road crashes takes place due to human error, negligence of road users and disobedience to rules of the road. The mixed traffic flow has also contributes negatively to the safe traffic operations. In addition to this the psychological build up and behaviour of drivers has been the cause of many road crashes in India. There is a serious need to educate the drivers about safety skills before issuing them driving licenses and letting them use the roads. Precisely the importance of driver education must be focused upon.

Another key issue to be stressed upon is the challenge to keep the traffic moving with adequate safety in India. This challenge which is faced at all levels of traffic management requires a new way of looking at the problems. Introduction of Intelligent Transportation System (ITS) is one such approach for better traffic management and to reduce congestion and road crashes. ITS is the application of information technology (IT) tools such as computers, sensors and other electronic equipments into the traffic system that are designed to improve the performance of existing transport system particularly in the efficiency, comfort and safety aspects. It is envisioned that the linking of information technology to transportation system would save time, lives and also the environment in addition to the monetary benefits. On the contrary, there is still requirement of adequate number of detailed researches for efficient implementation of ITS for traffic law enforcement in India and thereby substantiate its use.

With this background, the present study jointly pursued by CSIR-CRRI and Indian Institute of Science, Bangalore, under CSIR- Grant in Aid Project, was proposed to address the following three significant issues revolving around road safety and mobility in India:

• EvaluationofPsycho-physicaltraitsofdriverson road safety in India

• Impact of driver education on road userbehaviour in India

• Impact of ITSbased traffic lawenforcementon road safety and mobility in India

Evaluation of Psycho-Physical Traits of Drivers Identification of the crucial psychological and physical traits of driver in relation to road safety was focussed upon in this part of the research. As vision and risk taking behaviour (sensation seeking) are among the fundamental components of safe driving, the study concentrated on various visual parameters and sensation seeking behaviour of drivers and investigated their influence on safe driving. The sensation seeking behaviour of drivers was assessed using a modified version of the Zukerman’s Sensation seeking scale (ZSSS) form V questionnaire, which included sub scales such as boredom susceptibility, disinhibition, experience seeking, and thrill and adventure seeking scales. Visual tests were conducted using Keystone vision testing instrument on 277 drivers of different classes and different age groups from KSRTC, BMTC, VRL, IISc, and also some of the learner license aspirers at Regional Transport Office, Yeshwanthpura, Bangalore. Personal details along with crash histories of each of the subjects were collected either from self reports or from the database of their respective organisations. The vision parameters tested included visual acuity, night vision, colour vision, phoria, depth perception, contrast sensitivity, glare recovery and peripheral vision (vertical and horizontal). A comparative study of these parameters in relation to crash propensity was conducted using statistical methods. Generalised linear model with a log link Poisson error was developed to understand the significance of each of the tested parameters and also its influence on accident occurrence.

The outcome of this study shows that risk of crash involvement is more in driver’s having acute levels of Sensation Seeking. Persons with high levels of sensation seeking are found to urge for high degree of stimulations to reach their optimal level of arousal. This need triggers the risky driving behaviors such as over speeding, racing, violating traffic rules

Traffic & Transportation PlanningTraffic Engineering and Road Safety


etc. The ratio analyses as well as the GLM results obtained from this study are more or less similar in relation to accident propensity. The extreme levels of sensation seeking in drivers such as boredom susceptibility and disinhibition, higher levels of experience seeking and very low levels of thrill and adventure seeking were found to be hazardous to road safety.

Also, with certain modifications in the Zukerman Sensation Seeking Scale (ZSSS), it was found that it could efficiently be used in driver behavioral studies for Indian conditions.

The study also highlighted the significance of visual parameters for safe driving. The vision test results show that accident tendencies are high in drivers with unacceptable standards of mainly night vision, visual acuity, colour vision, depth perception, glare recovery and peripheral vision.

Based on the results obtained from the study, the following recommendations are proposed:

• From the present study, the influence ofsome of the psychological and vision related defects on accident risks were recognized. It was concluded that these parameters play a crucial role in road safety. The most important psycho-physical parameters identified from the present research and literature review are listed below:

Many countries worldwide follow systematic procedures to evaluate the above mentioned parameters in drivers before the issuance of driver license. These parameters are required to be tested in India also, at the initial level of screening during driver licensing. A systematic testing procedure and the feasibility of testing all the above mentioned parameters in India require some more amount detailed research. Based on the level of importance of these parameters and detailed scientific judgment, the regional transport offices need to decide upon the parameters of extreme importance that require tests before driver licensing.

Effect of Bypass Road on Traffic and Habitants along Highways The major objectives of this study are :

• To identify the performance parameters ofgrowth of urban sprawl along the National Highway (NH-58) passing through Khatauli

• Tounderstand the traffic characteristics andaccessibility parameters of the study area

• To understand the changes occurred alongthe highway since the opening of the bypass based on the temporal data

Study MethodologyAn attempt was made in this study to elucidate the parameters responsible for the organic growth/

Physical Parameters Psychological Parameters

Vision

Visual acuity Emotional Stability (Anger, Anxiety, Happiness etc)

Peripheral Vision Aggression

Depth Perception Fatigue

Glare Recovery Risk Seeking Behavior (Sensation Seeking)

Colour Vision

Confidence

Contrast Sensitivity

Phoria

Hearing

Hand Grip

Reaction Time



sprawl along the highway which had taken place over a period of time. An attempt was also made to understand the effect of existence such bypasses on the highway traffic and presence of habitants along the National Highways. Moreover, an attempt was made to compare some of the quantitative/ objective parameters like incidence of road crashes, traffic levels, economic development, with that of the qualitative / subjective parameters through the conduct of questionnaire survey in which respondents were posed questions on the effectiveness of the bypass.

The bypass road significantly affected the town in all areas examined: the number and severity of crashes, vehicle distribution within the town boundaries, land prices in different neighbourhoods within the town, spatial distribution of business activities and land uses (including agriculture). Different sub-areas within the town were affected by the bypass road differently and in some cases in contradictory directions (e.g. road crashes and land prices). This implies that the effects of the bypass road need to be taken into consideration, in addition to efficiency considerations. A notable finding is the adverse effect upon the town from the bypass construction on the development of local businesses and on the commercial activities alongside the previous traffic artery. However, traffic crashes within the town reduced following the construction of the roads, possibly due to the reduction in traffic since 71 percent of the total traffic had diverted towards bypass road. Various habitants and shopkeepers perception were included through personal interviews to examine the economic and travel impacts after bypass construction and also utilized observable non crash traffic events to suggest preventive measures to reduce crashes on bypass road. The following major inferences were drawn from the study:

• The road owning authorities often opt forbypasses when heavy traffic makes them places to avoid or places that are unsafe. Bypasses do seem to reduce through traffic which would help in making the places more attractive to investors and customers. However, in the case of candidate bypass stretch considered in this study, it is noted that the road safety

on the bypass road due to its initial period of opening was high which may be attributed to the high speed traffic in the first 6 months and thereafter it reduced.

• Whenbypassconnectionsofferdirectaccess,it is strengthened by the combination of improved accessibility and improved local traffic conditions. Travel time has reduced from 12 to 13 minutes to 6 to 7 minutes after the construction of bypass road.

• Greateraccessibilitytotheregionfromnearbyjob centers also supports growth. Since traffic has distributed in 71 percent and 29 percent on bypass and through road after the construction of bypass road, delay and congestion has drastically reduced. Now, after construction of bypass road, the travel time on through road and bypass road is almost same. Average travel time on bypass road was 6.9 min by covering 9.2 km with average speed of 80kmph; similarly, average travel time on highway passing through Khatauli was 6.84 min by covering 6.5 km with an average speed of 57 kmph.

• However, when bypass connections are tothe town’s periphery, the new accessibility thus provided can help spawn new commercial centers there that may compete with downtown merchants and reduce their market share - a fact that was not fully appreciated in advance by local officials and merchants. Business at Highway passing through Khatauli town has reduced and many Hotels (Cheetal), restaurants, petrol pumps, educational institutions, factories and other businesses have shifted to bypass road which were depending on commuters shifted on bypass road.

• Khatauli bypass serves as the lifeline to thehilly area of Uttaranchal. A road crash trends on the stretch shows a significant impact of traffic on bypass road. The total number of fatal crashes as well as related fatality on bypass is quite high. The following conclusions have been drawn from crash analysis:

– A crash trends on the stretch shows a significant impact of traffic on bypass



road. As per FIRs, crash severity is 43 persons killed per 100 crashes whereas as per toll plaza data, 8 persons killed per 100 crashes. It may be for the reason that most of the fatal crashes victim contacts to police station compared to other crashes as this also a requirement of insurance related process. Crash rate is as high as 95 crashes per month on bypass road and rate of animal killed is 23 animals killed per month though fatalities have reduced after 6 months of construction of bypass road. Crash severity index showing decreasing trend depicts that despite considerable amount of increase in vehicles in one year, fatality rate has decreased with time. This may be due to the help provided by ambulance/crane/police van to the victims.

– It was observed that among all categories of vehicles, car/jeep (36.9 percent) and trucks (12.6 percent) comprised the highest number of involvement in crashes. They share the maximum percentage of traffic though it was observed that pedestrians/cyclists are most vulnerable. It was observed through interviews with different stakeholders — residents, business owners, and government officials as they cross the bypass road for agriculture purpose, for market or the bus stop. There is no provision for them to cross the bypass road.

– There was a substantial increase in rate of crashes from 6385 to 18133 per 10000 km of road length in one year whereas crash fatality rate showing no clear trend. It may be noted here that although the number of crash deaths on this stretch reduced significantly with the ambulance facility, number of overall crashes increases with vehicle population in the same period.

– Major share of causes of crashes are faults of driver/other driver/cyclist/pedestrians/passengers which constituted 40.7 percent followed by over-speeding constituted 22.3 percent and vehicle out of control constituted 6.2 percent of all causes of crashes.

– Traffic composition shows that car has the major share in total traffic counts (60 percent) and it also has the major involvement in crashes i.e. 52 percent. However, in case of bicyclist and pedestrians; it can be observed that its share in total traffic volume count is not even 1 percent but they are involved in 4 percent crashes. This is a major concern pedestrian and bicyclists are not actual users of the highway but must be crossing the highway and therefore demand a safe infrastructure provision for road crossings.

– Amongst the various types of crashes, rear end collision was found to be the highest constituting 34.8 percent of all the total reported crashes followed by side wipe constituting 10.0 percent, overturning constituting 9.6 percent, skidding 6.1 percent and head on collision 5.6 percent. This could be due to higher speed of vehicles and higher volume of traffic on bypass and when the vehicles try to overtake the other vehicles; they cause side wipe or rear end collision. Head on collision may be when slow moving vehicles or pedestrians cross the bypass road.

This suggests that there is an urgent need for the conduct of an exhaustive Road Safety Audit to investigate the possible causes to reduce road crashes in order to find appropriate remedial measures:

Outcomes

• Identificationof theperformanceparametersof growth and extent of ribbon sprawl along the National Highway

• Understanding ofTrafficCharacteristics andaccessibility Parameters of the study area

• IdentificationofchangeinHighwaytrafficandhabitants along Highway due to bypass road in terms of speed, time, delay and safety.

Analysis of Driver Behaviour and Crash Characteristics during Adverse Weather Conditions As reported earlier, the objectives of this study are :

• To capture drivers visual and measurable



fatigue during fog driving under simulated environment and realistic setting.

• To investigateandanalyzedrivers’choiceofheadway and speed in fog under simulated environment and realistic setting.

• To investigate if the choice of speed andheadway are affected by the vehicle they drive or follow (under simulated environment and realistic setting).

The characteristics of the drivers were measured with the help of the Video Velocity Box (popularly termed as V-Box). This instrumentation setup consists of three cameras to measure reaction time exhibited by the drivers for the various stimuli and their behavioural movements coupled with the capturing of the road assets during the acquisition. One camera was deployed to monitor eye movements and other facial movements which accommodated drivers of varying heights and seating positions in its field-of-view. The positioning was done such that the view of the subjects i.e. drivers was focused allowing eye movements during the data collection period. The second camera was located on the centre -view mirror and it served to collect relevant data from the road (e.g. traffic density, signs and markers, and headway distance). Third camera was providing a view of driver’s foot movements which was stored automatically for measuring the reaction time of the driver during different traffic conditions

The above survey was conducted for 21 days which comprised of surveys on clear sunny days coupled with during heavy rainy days on eight days and rest of the days it was mainly clear sky with spell of cloudy weather. Twenty one Heavy Commercial Vehicle (HCV) drivers possessing 2 to 15 years of driving experience falling under the similar economic strata were randomly selected for the study.

The study was conducted in two parts:

a) The first part of the study focused on the assessment of psycho-physical traits of the drivers assessed with respect to age and driving experience within the laboratory coupled with the use of Driving Simulator to analyze the driver behaviour i.e. crash characteristics, risk taking practices, reaction

time under rainy and foggy conditions.

b) In the second part, characteristics of the drivers and road environment were measured with the help of the V-Box in which three cameras were fitted in the vehicle.

Conclusion and Recommendations

The findings of the present study reported the impact of adverse weather on human psychomotor capacities and behaviour and related speed profile. Further,visual traits and psychomotor behaviour along with their choice of speed, reaction time and lane driving behaviour during adverse weather conditions under simulated and realistic field conditions capabilities of the commercial drivers were evaluated. The study yielded the following major findings from the results of the Driver Diagnostics test as well as from the V-Box Test:

• Visual Acuity Test (Both Eyes): 27 percentdrivers needed retesting and 11 percent have performed poor

• Visual Acuity Test (Right Eye): 29 percentdrivers needed retesting and 16 percent performed poor.

• VisualAcuityTest(LeftEye):21percentdriversneeded retesting and 12 percent performed poor.

• GlareTest:28percentperformedsatisfactory,5 percent below average and 3 percent poor.

• Night Vision Test: 22 percent performedsatisfactory, 4 percent below average, 2 percent poor.

• DuringUpandDownruns,theaveragespeedon 4, 6 and 8 lanes divided carriageways was observed to be 34.1, 47.72 and 63.25 Kmph respectively on the UP Direction of travel (i.e. CRRI - IDTR Loni Direction) and 39.14, 54.61 and 62.42 Kmph in the Down direction (i.e. IDTR Loni – CRRI Direction) of travel which can be attributed to rain.

• Theaveragereactiontimeon4,6and8lanedivided carriageways was observed as 3.4, 3.2 and 2.9 seconds respectively. This indicates that as speed increases, the reaction time decreases.



Based on these findings itis recommended that frequency and severity of road crash like situations and other related incidents can be reduced by providing drivers with enough information about the roadway and traffic conditions as well as through better traffic management during adverse weather conditions.

Limitation and Future Perspective of the Study

Due to paucity of time and with small sample size, sensitivity analysis could not be possible. As a future perspective of this study, the sensitivity analysis may be included by considering different locations with large sample population among different driver categories e.g. private drivers, commercial drivers of medium motor vehicle and multi-axle truck drivers and truck drivers.Similar data can be collected continuously for five years which can help in the establishing the temporal trends.


Identification of Sites for the Display of 125 Unipole Advertisement Hoardings in Gurgaon TownMunicipal Corporation Gurgaon (MCG) was constituted on 2nd June 2008 and it is the second largest urban agglomeration of Haryana as well as in the National Capital Region (NCR). Gurgaon shares its boundaries with Delhi and Faridabad. With a population of 8,76,824 and an effective literacy rate of 86.30 percent, Gurgaon is also otherwise known as the “Millennium City”.

Taking on board the above rapid developments in the city during the last couple of years, MCG has taken various initiatives towards the constant upgrading of the civic amenities, road infrastructure in the city for the benefit of the citizens. As the city is growing rapidly due to the above intense development coupled with the growing needs of the migrating population in the city, the MCG has been exploring various source of revenue in the form of house tax, Value Added Tax (VAT), revenue from the hoardings for the above envisaged upgrading of .the city infrastructure.

In this regard, the revenue resources derived from the hoardings (through the unipoles and other associated measures) would be dependent on the number of hoardings and their location as these two parameters primarily dictate the quantum of revenue earned through for each hoarding. During the course of their approval for erection at various places on the city road network, it is essential to accord proper weightage in terms of their implications on road safety so as to not to cause distraction to the road traffic. Further, aesthetics and environment of the city needs to be protected against disfigurement and visual intrusion while erecting the hoardings. On the other hand, the permitted hoardings should blend with the surrounding environs and enhance the ambience through their proper placement without any compromise on the road safety resulting in distraction to the motorists as well as other road users. In this study, striking the balance between the placement of advertisements hoardings and the roads safety coupled with the aesthetics has been made. The advertisement hoardings at the existing and proposed locations for erection by MCG are shown in the Gurgaon city map (Fig. 125).

It can be inferred from the above figure that majority of the existing as well as proposed adverstisement hoardings on the unipoles are located along the arterial roads which are serving the various residential and commercial sector roads of the city and also on the National Highway-8 (i.e. Delhi - Jaipur Highway). Based on the reconnaissance

Fig. 125 : Map of the Gurgaon city showing the existing and proposed advertisement locations



visit carried by the CSIR - CRRI study team, the feasibity of the locations have been studied in terms of analysing whether the existing and proposed uni-pole locations are conforming to the Indian Roads Congress (IRC) document titled, “A Policy on Roadside Advertisements IRC:46 (1992)”. Basically, this study highlights whether the existing and proposed unipole advertisement locations are in any way acting as distraction to the motorists / other road users from the road safety as well as from the aesthetics viewpoints. If there is any deviation on the above two fronts, the appropriate suggestions for their relocation are suggested in the subsequent appropriate sections of the report.

ObjectivesFollowing study objectives have been as given relating to the assessment of the placement of Unipole hoardings in the MCG area

• ToconducttheRoadSafetyAuditoftheexistingand the proposed unipole advertisement locations by evaluating whether the locations of the unipoloes are in any way acting as distraction to the motorists / other road users compromising road safety as well as aesthetics. To conduct the above evaluation

in conformity with the Indian Roads Congress (IRC) document titled, “A Policy on Roadside Advertisements IRC: 46 (1992)”.

• WhereverthereisanydeviationfromIRC:46(1992) in the placement of unipoles both in terms of road safety and aesthetics, to evolve the appropriate suggestions / solutions for their relocation.

Scope of the Study

The scope of the study covers the Gurgaon Municipal Corporation area spread over 207 Sq.kms addressing the following:

• To conduct the reconnaissance study of the125 locations falling under four municipal corporation zones, where the unipole advertisement hoarding are already in place or being proposed for erection.

Methodology

To carry out the safety audit of the existing as well as the proposed unipoles in terms of their conformity to IRC: 46 (1992) stipulations, the following methodology has been formulated and the sequence of steps followed are shown in Fig. 126.

Fig. 126 : A schematic flow chart of methodology of RSA



The recommendations evolved for the identified safety deficiencies also includes the shifting of the existing unipoles poles to the safer locations wherever there is a need to do so coupled with rejection of some of the proposed locations from the safety viewpoint. The detailed assessment report is presented.

Summary Findings

Based on the advertisement policy review, the methodology was formulated to carry out the safety audit of the existing as well as proposed unipoles and their conformity to IRC: 46-1992. Accordingly, the poles requiring either relocation or removal have been suggested so as to enhance the safety of types of road users as well as to enhance the aesthetics and ambience. Some of the typical findings are as given below:

• Shift theplacementof existingUnipolenos.14 & 16 by at least 10 meters and maximum of 50 meters from edge of Main carriageway, preferably on edge of green belt area and maintain minimum of 100 meters distance between for each unipole. Unipole erection shall be facing only at the nearer side direction traffic and also not two sided; Unipole should be at 10 meters away from the existing signs laterally if not possible, 100 meters longitudinal distance shall be maintained [Fig. 127 (a) & (b)].

• Wallwrapadvertisementas shownFig.128,can be permitted because, it is located about 100 m away from adjoining highway i.e. NH-8

Wall warp advertisement on ABW building permitted since it is away from the main carriageway of NH-8 as well as well above driver vision

Fig. 127(a & b) : A view of existing unipole

Fig. 128 : A view of Wall Warp Advertisement

Fig. 129 : A view of LED Advertisement

• LEDadvertisementdisplayoveracommercialbuilding permitted since it is located about 100 m away from the highway i.e. NH-8 as well as well above the driver vision (Fig. 129).



• UnipoleplacementneartotheFuelStations/Petrol pumps shall be permitted following the guidelines stated in the first report (Identification of Sites for the Display of Advertisement Hoardings in Gurgaon Town) submitted in the month of September, 2014 (i.e 10 meters away from the edge of main carriageway (Fig. 130).

iv) Wherever the clear zone area is not available, minimum set back distance of 50 meters shall be maintained and the unipole shall be placed at the distance minimum of 10 mtrs from the carriageway and a maximum of 50 meters is recommended.

v) At the mid block sections, the minimum gap of 100 mtrs between two successive unipoles shall be maintained.

vi) Since most of the major arterial roads in the city are having green belt area, it is universally suggested that efforts shall be made by MCG to relocate the existing poles as well as the proposed erections at the extreme edge of the green belt area which would indirectly help in maintaining the above envisaged minimum distance criteria.

vii) While relocation / removal of the unipole structure has been suggested, it is essential to take proper care for the complete removal of the foundation structure and also remove the dangling electric wires, if any at the previous location.

viii) Unipoles are strictly prohibited from erection at the curved portion of any road section.

ix) Further, it was noticed that series of hoardings erected on piers / pillars of Metro are serious distractions to the motorists/other road users because such closely spaced hoardings compromising aesthetics and that too containing the same matter (not at all conforming to IRC on both the fronts) invite increased attention of the road users as compared to the unipole hoardings erected on the roadside by MCG. This type of appearance of repeated matter in the hoardings increases the curiosity of the motorists for reading the left over information if any by them in the successive hoardings endangering road safety. Therefore, such type of hoardings which are erected just within 5 to 7 m lateral distance from the road carriageway needs immediate removal.

x) Advertisements on the Foot Over Bridges (FOBs) are appropriately suggested without compromising the safety of the road users

Fig. 130 : A view of Unipole Placement

The recommendations evolved from this study are:

i) At the intersections, the number of unipoles shall be restricted to a maximum of two numbers with the minimum clear zone distance of 50 meters between the two poles. It is to be noted that the clustering of unipoles at such locations would not only disturb the ambience but also distract the attention of the road users which in turn could jeopardize road safety. Further all the unauthorized boards erected by unknown agencies shall be removed immediately.

ii) On the major arterials of the city as well as NH-8 and Gurgaon - Faridabad road, the unipole display shall be facing only the nearer side direction traffic and not two sided / double faced.

iii) The unipole hoardings shall be kept at least 100 mtrs away from the school zones on both directions of travel so as not to catch the kids gaping while crossing the road. Similar analogy is applicable for the other establishments like hospitals, memorials of national importance, places of worship, etc.,



as well as the users of the FOBs. It is felt Advertisements can be placed on one side of the carriageway (in the directional of travel) keeping minimum 0.5metres above the deck of FOB, with the reduced area in size and without crossing the centerline of road.

xi) The Wall wrap advertisements are permitted where placement of wall wrap is well above vision of the drivers and as such this type of advertisements are widely practiced in most of the developed economies too.

xii) LED advertisement display at commercial building is permitted since location of the advertisement is far away from the vision of the drivers.

xiii) The location of the Unipoles near to the Fuel stations shall be followed adhering to the guidelines mentioned in Section 3 of the first report submitted by CSIR - CRRI in September, 2014. Unipoles at the petrol pump area shall align with the existing Unipoles on either side entry/exit of fuel stations coupled with adhering to the minimum distance criteria set forth for Unipole erection as 100 meters.

xiv) At the mid block sections, the minimum gap of 100 meters between two successive Unipoles shall be maintained. Further locations of this Unipoles should in no way obstruct the road signs already in place or proposed to be placed by MCG at a later date.

It is recommended to have a periodical monitor and review at a gap say, every three years on the existing/ proposed unipoles in place so as to address the safety concerns of all types of road users. This review exercise shall be with the specific emphasis on the road sections “with” and “without” unipoles and shall evaluate the number and severity of the road crashes based on the critical assessment of FIR records. Unfortunately, such types of studies have not been undertaken in the country so far and it is high time such an endeavour shall be undertaken immediately.

Assessment of the Need for Capacity Augmentation of Mumbra Bypass in Thane District This study was referred to the Institute by

Maharashtra Public Works Department, Panvel Region, with the following objectives and scope of the study

l To assess the traffic and travel characteristics through the conduct of relevant traffic studies on the study corridor which include mid block volume count, Speed and Delay surveys, Spot Speed studies and Origin - Destination (O-D) at toll plaza on the study corridor.

l Projection of traffic for the horizon time period of 20 years.

l To evolve the technically feasible alternatives aimed at effecting capacity augmentation of the study section considering the projected horizon year traffic.

l Economic Viability analysis of the feasible alternative(s) using the HDM-IV software by comparing with Business As Usual (BAU) scenario.

l Conduct of the Sensitivity Analysis for the accounting for increase / in traffic from the projected levels and increase in overall construction due to inflation.

Scope

l Conduct of Classified 24 hour classified Traffic volume counts at toll plaza location.

l Conducting Speed and Delay Surveys on the study corridor covering minimum of six to eight runs spread over different time periods of the day.

l Conduct of Origin-Destination (O - D)Survey at toll plaza location for 24 hours.

l Projection of traffic on study corridor for the analysis period of 20 years.

l Collection of the estimated construction cost of the elevated road and maintenance standards and their costs from Maharashtra Public Works Region for deployment during the conduct of the economic analysis.

In order to accomplish the study objectives in a scientific manner, a detailed methodology was drawn up. The characteristics of the study corridor are pictorially shown in Fig. 131.



The above identified traffic surveys were conducted on the project corridor. Base year traffic estimates were derived based on the traffic studies conducted on the project corridor and thereafter traffic forecasts were arrived for the horizon year by using two techniques namely, Growth Factor and Econometric Analysis. It was found from this analysis that the deployment of Growth factor method is more effective as compared to econometric modeling technique with the underlying assumption that the historic growth rate trends exhibiting stable trends.

An insight provided on one of the important components in this study related to the development of technically feasible engineering alternatives and performing the detailed economic analysis by comparing the various alternatives with the Business-As-Usual (BAU) scenario using HDM-IV (Version 2.0) software. Finally, inferences were drawn out of the traffic analysis and economic feasibility studies coupled with the results of the sensitivity analysis aimed at evolving specific recommendations towards the capacity augmentation of the study corridor.

Feasibility Study on the U-Turn Provision through Modifications on Delhi - Noida - Direct (DND) Flyway at the Delhi Border Merging with Inner Ring RoadTraffic congestion has been one of the major

Fig. 131 : Study Corridor of Mumbra bypass

issues that most metropolises are facing in spite of measures being taken to mitigate and reduce it. During the last decade, various measures are being undertaken to alleviate the traffic congestion as it has emerged as one of the main challenge for engineers, planners and policy makers in the metropolitan cities like Delhi. To address the above, the road owning agencies are resorting to the construction of flyovers and even the urban expressway for achieving increased mobility. In this regard, Delhi-Noida-Direct (DND) Flyway is an eight-lane access controlled tolled expressway constructed way back in 2001 which connects Delhi to Noida.DND Flyway is an urban expressway maintained and operated by Noida Toll Bridge Company Ltd. (NTBCL), Due to the non availability of U-turn at Maharanibagh, traffic emerging from Kilokri and Ashram area and bound towards the Maharanibagh / New Friends Colony have to take the detour route at present in the form of travel on the Inner Ring Road (IRR) up to the U-Turn provision available below the single direction Flyover at Sarai Kale Khan. To address the above detoured route for U -Turns, the possibility of providing a facility for the U - Turning traffic on the DND approach (leading to Noida)which is at a much shorter distance is being contemplated by Public Works Department (PWD). In this regard, Noida Toll Bridge Company Limited has approached CSIR - CRRI to conduct a feasibility study on the provision of U-Turn facility. Therefore, the NTBCL requested CSIR - CRRI to make an independent assessment on the feasibility of providing U-turn at this location.

The objectives conceived in this study are :

l Study the proposed U-turn on the DND Flyway near the Delhi Border contemplated by PWD Delhi.

l To assess the present circulation pattern / traffic flow at the entry and exit of the DND Flyway on the Maharanibagh side.

l Study the merging and diverging mechanism which would be in vogue once the proposed Kalindi Kunj bypass road with DND Flyway is operational

l Enumeration of the U-turning and straight traffic volume presently occurring under the Sarai Kale Khan flyover towards Ashram Chowk.



l To assess the quantum of traffic presently emerging from the Barapulla elevated road and its contribution to the U-Turning traffic.

l Study the speed characteristics of the traffic at appropriate locations and

l To assess the feasibility of providing U-Turn through modification on the DND flyway at the Delhi Border merging with IRR.

The location of the study area is shown in Fig. 132.

Traffic surveys were conducted on the study area and the results of the speed and delay survey for various rums on the study section are shown in Fig. 133.

Conclusionl Based on the above exhaustive technical

feasibility study it was concluded that the Inner Ring Road and the DND Flyway at the Delhi Border are running above capacity level and the journey speed and the delays coupled with the volume capacity ratios results are showing the provision of at grade U-turn at this aggravate the traffic congestion resulting in choker blocker situation for the entering and exiting traffic on the DND Flyway and IRR.

l Considering the above results emanated out of this study, it is advisable not to provide U-turn facility at DND Flyway entry point at the Delhi Border. Moreover, the expected increase in traffic congestion does not justify the provision of a U-Turn facility at the DND Flyway exit point considering the fact that the commuters using the DND Flyway are paying toll with the fond hope that the traffic congestion will be minimal.Fig. 132 : Location of the study area

Fig. 133 : Results of speed and delay survey on study section

Traffic & Transportation Planning Environmental Science


Assessment of Atmospheric Pollutants Exposure to the Golden Temple, AmritsarThe Golden Temple in Amritsar is one of the most famous religious places of Sikh faith in India. It was thought prudent to carry out a study to know the status of air pollution to which it is exposed to. The pollutants exposure has been reported to have adverse effect on buildings/materials resulting in aesthetic and economic losses. Degradation processes of building materials are mainly affected by the climatic situation and the deposition of

and Saragarhi Memorial Gurudwara - Dharam Singh Market area was 46,912 PCUs (37,646 vehicles). The maximum peak hour flow of 6,466 PCU/hr (5582 Vehicles/hr) during 01:00 PM to 02:00 PM was observed at Dharam Singh Market area - Jallianwala Bagh area and the maximum peak hour flow of 5,002 PCU/hr (3,983 Vehicles/hr) during 11:00 AM to 12:00 PM was observed at Saragarhi Memorial Gurudwara - Dharam Singh Market area. The slow moving vehicles (SMV) were observed to be about 45 percent of total traffic (Fig. 134).

Fig. 134 : Mix of vehicle movement with cycle rickshaws and pedestrian movements near Golden Temple area

Air Pollution Studies

The air quality measurements were carried out within the Golden Temple premises The air quality measurements were carried out continuously for 7-days from 21 to 27 February 2012 at one location within the premises of the Golden Temple premises, a heritage place in Amritsar, Punjab to assess the status of existing air quality with the help of mobile air pollution monitoring laboratory (Fig 135). The state-of-the-art automatic continuous pollutant-specific analyzers for CO, SO2, NO2, O3, methane,

reactive atmospheric substances onto their surface. An increase in the concentration of atmospheric pollutants can harm building materials, if the pollutants ‘depose’ on the material surfaces. Cosidering this, CSIR-CRRI had taken up in-house R&D study to assess the status of air pollution in the Golden Temple premises with the following objectives:

• Measurement of airpollution at an identified location within the Golden Temple premises to assess the status of air quality to which the Golden Temple is currently exposed to and

• Evaluationof influenceoftraffic emissions and other anthropogenic emission sources, if any

The city of Amritsar lies at 31º-07’ and 32º- 03’ North latitude and 74º-29’ and 75º-23’ east longitude on the Grand Trunk Road, 480 km from New Delhi. It lies in a depression in the middle of the Bari Doab, occupying 142.37 sq. kms. with a population of 11,32,761 persons (Census 2011).

Traffic field studies were carried out along the road network leading to and around the Golden Temple. It was observed that traffic volume between Dharam Singh Market area - Jallianwala Bagh area was 50,315 PCUs (47,069 vehicles) for 11-hour period

Traffic & Transportation PlanningEnvironmental Science


non-methane and total hydrocarbons, VOC and particulate matter (PM2.5) were used for the measurement (~3m height) and collection of the data. The prevailing meteorological conditions during the course of the study could be summed up as typical calm winter weather conditions. The observed pollutant concentrations were assumed indicative of the level of exposure the religious heritage place receives on a regular basis, more so during the calm conditions of the winter months. The smoke from fuel wood burning could be one of the emission sources of the pollutants (Fig. 136).

CO exhibited higher concentrations during the forenoon period. The sources could be fuel wood burning, diesel generator emissions and vehicle emissions. The summary data is shared for a few of the pollutants (Fig. 137).

Fig. 135 : Air pollution measurement location within the premises

Fig. 136 : Fuel wood burning in the community kitchen within the Golden Temple premises

The temporal distribution patterns of pollutants indicate possibility of similar emitting sources as higher concentrations follow more or less similar pattern. For example SO2, NO2, PM2.5 and



Fig. 137 : Diurnal distribution pattern of pollutant concentrations within the Golden Temple premises, Amritsar

SO2

CO

NO2

THC

Study of Benzene and VOCs in Different Corridors of DelhiDelhi’s traffic produces a lot of poisonous gasses that we have to breathe every day. Reports suggest pollution is the biggest cause of early deaths in India; claiming around 1.6 million lives annually. Due to the oil shortage and the resulting high price of oil, light-duty diesel vehicles (LDDVs) have become popular based on their lower fuel consumption and durability. Despite advances in emission control technologies for diesel and gasoline engines, vehicle pollution is still an important issue. Volatile Organic Compounds (VOCs) are organic species with very high vapour pressure in the earth’s atmosphere. For maintaining healthy air quality, knowledge of ambient levels of VOCs is necessary but unfortunately the information on VOCs level for most of the Indian cities is lacking. Among the aromatic volatile hydrocarbons (benzene, toluene,

ethylbenzene and xylenes, BTEX), xylenes are considered as the more reactive species with respect to ethylbenzene, whereas benzene has a lower reactivity and more stable in the atmosphere, due to its relatively longer lifetime. Xylenes [(m,p)-xylene plus o-xylene] are the most dominant contributor to ozone formation among BTEX. Based on the MIR scale, xylenes are the most dominant contributor to ozone formation among BTEX. Toluene is the second largest contributor to ozone formation. Ozone formation potential of benzene is minimal though it is the most hazardous (cancer causing) species among BTEX.

In the present study for the characterization of VOCs in ambient air of Delhi, passive based (activated charcoal) sampling methodology has been used for the collection of VOCs and the analysis was carried out using GC-FID instrument. Four categories of sampling sites were chosen (residential, traffic



junctions, road side corridors and petrol pumps). The sampling was done for one week duration time for the month of Oct 2013, Nov 2013, Jan 2014, Feb 2014, March and May 2014. Figure 138 shows the typical seasonal variation of BTEX at CRRI gate. The concentration of benzene was lowest in summer (0.25 μg/m3) and maximum in winter (0.66 μg/m3). Xylene concentration was 1.60 μg/m3 in spring and 0.05 μg/m3 in summer season. Toluene was found in the range of 0.70 μg/m3 (winter) to 0.20 μg/m3 (spring). The figure shows that the concentrations of BTEX are lower in summer and highest in winter and spring season. This may be due to metrological factors. During summer, the dispersion is fast due to high turbulence and temperature, while during winter, due to stable condition and inversion, dispersion is less and accumulation of pollutants occurs. BTEX concentration shows seasonal variation.

found in aged air via a long range transport. B/T ratio can be thus used as a tracer to predict long range transport. However, if sources of benzene or toluene other than vehicular exhaust are present B/T ratio cannot be considered as a tracer.

Figure 139 shows the seasonal variation of BTEX at Ashram Intersection, which shows the predominance of Xylene at almost all the locations. Vehicular exhaust is invariably the major contributor (more than 50 percent) to non methane hydrocarbons (NMHC) in urban areas. Diesel internal combustion engine emissions, evaporative emissions of petrol, natural gas combustion and vehicular exhaust are the major contributors to the ambient levels of VOCs. According to Anjali et al (2004) study, the influential species in case of diesel engine exhaust are benzene, ethylbenzene, xylenes, propane, n-decane and undecane and in case of gasoline vehicle exhaust influential species are benzene, ethylbenzene, 1,2,4-methylbenzene, 1,3,5-methylbenzene, n-hexane and 2-methylhexane. So Xylene is mainly from diesel exhaust since gasoline vehicle exhaust does not show this species. Source apportionment study using chemical mass balance (CMB) model indicate that emissions from diesel internal combustion engines dominate in Delhi. The data shows predominance of diesel driven vehicles in Delhi. Figure 140 shows the concentration profile of diesel and petrol pump where it could be seen that the xylene is dominant in diesel pump which also proves and confirms the dominance of diesel driven vehicles in Delhi.

Fig. 139 : Seasonal variation of BTEX at Ashram Intersection

Atmospheric behaviour of VOCs is governed to a large extent by their life time. In the process of long range transport, the primary pollutants such as VOCs and NOx will react with atmospheric to produce secondary pollutants such as ozone and PAH (polyaromatic hydrocarbons) etc with different reaction rates. Highly reactive species will react near the vicinity of the sources, while slow reacting species may be transported to large distances. Toluene has much shorter life time than benzene. So higher Benzene to Toluene (B/T) ratio will be

Fig. 138 : Seasonal variation of BTEX at CRRI gate



Fig. 140 : Concentration profile of BTEX at Petrol Pump and Diesel Pump

Therefore, it is a matter of concern that government should take immediate action to control VOCs especially BTEX in Delhi city. The data obtained in this study will be helpful in making regulations of toluene and xylene which is of equal important VOCs as compared to benzene. Till now there is no permissible standard for toluene and Xylene. Therefore the study will help in regulating these VOCs standards.

Nanotechnology for Construction Industry Nanotechnology is an art and science of manipulating atoms and molecules at the nanoscale to create new systems, materials, and devices. After more than a decade of progress in other industrial sectors, the nanotechnology revolution has just begun to impact highway, road, bridge materials and construction industry. In construction industry it can be visualized in a two different ways; (1) better understanding or organic or inorganic materials by analyzing them at the nanometer scale (chemical and physical interactions), and (2) development of micro and nanotools. Since materials designed and manufactured at the nanosclae can change their traditional physical and chemical behaviour, it is worthwhile to the construction industry to investigate this emerging technology. The emerging fields of nanoscience and its ability to work at the molecular level, atom by atom, to create large structures with fundamentally new properties and functions are leading to a new understanding and control over the basic building blocks and properties of all natural and man-made materials, such as asphalt and concrete.

Portland cement concrete is the world’s most widely used manufactured material, but is also one of the most complexes. After more than a century of study, basic questions remain unanswered regarding its internal structure over the nanometer to macroscopic scale range and its effects on concrete behaviour. Most of these questions pertain to the primary hydration product and binding phase of Portland cement paste, the calcium silicate hydrate (C–S–H) gel. The complex behaviour of concrete is largely related to the viscoelastic response of C–S–H gel to mechanical loading (creep) and to relative humidity changes (drying shrinkage) both critically affecting concrete performance and the subject of increasingly sophisticated modelling efforts that demand an increased understanding of C–S–H gel at the nanoscale level. In this context, knowledge of the mean composition and density of the solid C–S–H component, together with its microstructure over a scale range from nanometers to several micrometers, is essential. Despite decades of studies of calcium-silicate-hydrate (C-S-H), the structurally complex binder phase of concrete, the physical and chemical interaction at nanoscopic level and the interplay between chemical composition and density remains essentially unexplored. Therefore a study on “Physical and chemical interaction at the nanoscopic level in concrete structure” has been taken up. Extensive literature survey, work plan and Methodology have been completed.

Safety Guidance Manual for Laboratories Laboratories plays important role in the development of new technology and science. To find new possibilities laboratories is always expected to be expanded and without safety culture it is impossible for a laboratory to work efficiently. In India, laboratory Safety in R&D and academic Laboratories is not given due importance. These labs not address the safety issues and they sometime function without lab safety standards which can be harmful for environment as well as human beings. There are no mandatory safety guidelines for laboratories for safe usage and disposal of chemicals and due to the low chemical waste production, laboratories do not keep the details of waste and its proper deposal methods. Figure 141 shows the common hazard and its control in the laboratory



In CRRI under the various road related research activities, there are various laboratories such as Pavement/bitumen Water testing and Computer lab along with Mechanical Workshops. These laboratories are equipped with costly and expensive equipment and machinery. Laboratories are modernized in outer shell but poor in safety in core. The Laboratories are running with old laboratory system which shows little interest towards Laboratories Safety Practices. Existing safe working practices are inadequate. The main hazards present in the labs are unskilled manpower, nonworking equipments and their slack disposal, outdated chemicals and their improper disposal and lack of attention towards use of Personal Protective Equipment. There is a need to reconsider the current Laboratory safety status in the CRRI. An accident brings several problems. The best way to prevent lab accidents is to be prepared and knowledgeable about what you are working with, be it equipment or chemicals thus creation of a Laboratory Safety Manual is very important.

The objective of this project is to prepare a Lab safety guidance manual for CRRI Laboratories in order to ensure safe working environment. The project is under process wherein physical and questionnaire survey has been conducted. Awareness workshop and training programme on Laboratory Safety issue will be completed in next few months.

Emission Reduction from MRTS Projects – A Case Study of Delhi Metro Rail Metro rail has been introduced in Delhi in 2002 to provide alternative mode of public transportation.

The introduction of metro rail has resulted in passenger ridership shift from road based transport to metro rail. In order to estimate the emissions (CO, HC, NOX, PM and CO2), metro rail ridership has been converted to equivalent number of on–road vehicles which otherwise would have been playing in the absence of mass rapid transit system. The emission estimation for the year 2006 and 2011corresponding to the completion of phase I and phase II of Delhi metro rail has been made. CO2 emissions saved due to shifting of motor vehicle ridership to metro rail has been estimated and compared with the CO2 produced (off–site) , due to electricity consumption by Delhi metro rail for its various operations. The findings indicate that 2011 modal shift scenario does not yield CO2 benefits. However, it is expected that with the increase in metro ridership, changes in modal shift and energy conservation initiatives by Delhi metro, CO2 emission saving could be possible.

Methodology(i) Estimation of emission saved due to shifting

of on–road motor vehicles to metro rail:

Total vehicular emissions saved

(P) = (SNo. of Vehicles) x (EF) x (DF) x (VKT) x 365 x 10–6 (Eq. 1)

where, P is the vehicular emissions saved (t/y); EF is the emission factor (g/km); DF is the deterioration factor (assumed=1 for CO2); and VKT is the vehicle kilometers travelled per day by a particular category of vehicle (km).

(ii) Estimation of CO2 emissions due to electricity consumption by Delhi metro rail

Fig.141 : Common hazard, its control and benefit in the lab



The CO2 emissions per day for Delhi metro due to electricity consumption are estimated by the following equation:

Em (t/day) = ECper day x EFgrid (Eq. 2)

where, Em is the CO2 emissions in t per day (t/day), ECper day is the electricity consumption (kWh/day), EFgrid is the emission factor of Indian electricity grid (tCO2/MWh).

The total emissions saved (CO, HC, NOX, PM) have been estimated to be nearly 1,882 t in 2006 to nearly 7,120 t during 2011, a 5–fold increase during this period. Comparison of CO2 emissions saved due to shifting of passengers from motor vehicles to metro rail has been shown in Table XVII. It is evident from the table, that, if total electricity consumption (traction + auxiliary) are considered, metro rail operation cause additional CO2 burden. However, a better picture emerged if CO2 emissions from motive power (traction) are compared against the CO2 emissions saved due to shifting of on–road vehicles. Based on 2011 ridership and corresponding modal shift, the Delhi metro rail is not a net saver of CO2 emissions.

Delhi Metro Rail Corporation has carried out a similar study and has reported emissions saving of 1453 t/day for 2011 of CO2 emissions using fuel–based emission factors (top–down approach). In this study, emissions have been estimated by using emission factors for different categories of Indian vehicles (bottom–up approach). Secondly, DMRC methodology considered electricity consumed for traction purposes only, ignoring the electricity consumption for auxiliary purposes (nearly 50 percent).

Electricity based transportation systems like metro rail are non–site emitters. Their emissions depend upon the type of fuel used for the generation of electricity. The major share of electricity (51 percent) consumed in Delhi metro rail operation used for auxiliary or non–traction activities, which are essential for the functioning of the metro rail system hence cannot be ignored in emission calculations. Public transportation systems make the most optimum use of the available road space and transportation fuels. They are expected to reduce vehicle emissions pollution locally, including GHG emissions (primarily CO2) associated with road transportation sector. It has been estimated that after the completion of Phase III of Delhi metro rail in year 2017 there will be a increase from present ridership of 2.4 million (network length of phase I and II is 190km) to 4 million (network length in phase III is 160km) with total network length of nearly 350km. Therefore, it is expected that with increase in passenger ridership and modal shift (more from the private vehicles as compared to buses) as well as with energy conservation practices, DMRC could save CO2 emission in future.

Atmosphere and its Probing the Changing Impacts in Indo-Gangetic Plains (IGP) and Himalayan Regions (AIM–IGPHim)Perspective on Emission Inventory of Climate Forcing Gases from Transportation Sector in IndiaThe reality of climate change has brought to the forefront the need to significantly curb greenhouse gas (GHG) emissions and adapting to the changing climate. Transport activity has been a key facilitator

Table XVII : Estimation of CO2 Emissions from Delhi Metro Rail

Metro Rail On-road Vehicles

Electricity ConsumptionkWh + 3% T&D Losses

Emission Factor for Northern Grid kg CO2/

kWh

CO2 Emissions (tonnes)

CO2 Emissions (tonnes)

2006 2011 2006 2011 2006 2011 2006 2011

Traction 6,46,60,379 31,75,28,746 0.800 0.8409 51,728 2,67,010

43,809 264,209Auxiliary 10,54,00,587 33,04,89,102 0.800 0.8409 84,320 2,77,908

Total 170,060,966 648,017,848 136,049 544,918



and driver of economic prosperity worldwide. Yet the transport sector is a significant contributor to GHG emissions. Growth in transport sector GHG emissions has typically mirrored growth in economic wealth. The transport sector was 3rd largest source of anthropogenic CO2 emissions in India in 2007.

Indo-Gangetic Plain (IGP), the bread basket of the country and Himalayan region (Him), the ecosystem service provider to the country, have immense societal and economic importance. The key questions envisaged to be addressed by AIM-IGPHim include

• Quantification of anthropogenic emissionsources (AMEI)

• Studyofthechangingatmosphericprocessesover IGP and Himalayan regions

• Understanding the role of drivers (i.e. tracegases & aerosols) in influencing the changes in the atmospheric processes (i.e. physics and chemistry of the atmosphere) in the region

• Assessmentofimpactsofchangingatmosphereon crops, floral biodiversity and human health

• Emissions are major drivers for changingatmosphere and transportation sector is one of the major emitters

CRRI Intent (AMEI)

CRRI activities fall under Atmospheric Measurement and Emission Inventory (AMEI) activity (WP 1) of the study. It broadly involves uncertainty reduction in activity data, refine and improve the

apportionment of fuel types used in different modes of transportation and include

• Collectionandcollationofactivitydata(fuelconsumption) for all the fuel types at segregated level for different modes of transportation

• Reduce the level of uncertainty in activitydata for different modes of transportation

• Generationofemissioninventoriesforclimateforcing gases viz. CO2, CH4, N2O for transport sector in IGP and Himalayan region states using IPCC methodology protocol

Interim Outcome: Emission inventory generated for road transport sector and civil aviation for states falling under Himalayan region and Indo-Gangetic plains (IGP) respectively.

The following outputs have been achieved this year under this study

• Activity data for 11 states falling underHimalayan region and 9 states in IGP region were collected and collated for civil aviation and road transport sector respectively for the years 2004-05 to 2008-2009.

• Emission inventories for road transport andcivil aviation were generated for states falling under Himalayan Region and Indo-Gangetic Plains respectively for climate forcing gases (CO2, CH4 and N2O). The emissions are reported as CO2 equivalent emissions (CO2e) for the period 2004-05 to 2008-2009. The part of the information is shared and presented for road transport (Fig. 142 & 143) and civil aviation (Fig. 144).

Fig. 142 : CO2e emissions from petrol combustion in road transportation sector in states of Himalayan region



Fig. 143 : CO2e emissions from diesel combustion in road transportation sector in states of Himalaya

Fig. 144 : CO2e Emissions from ATF combustion in civil aviation in the states of Indo-Gangetic plains

Evaluation of Economic Loss due to Idling of Vehicles at Signalized Intersection and Mitigation Measures (ELSIM-12th Five Year Plan Project)

(i) Measurement of Idling Fuel Consumption of Different Types of Vehicles

The objective of the study is to measure idling fuel consumption for different types of vehicles. The following steps are involved in the measurement:

a) Identifying & disconnecting the existing fuel flow pipe to engine.

b) Connecting the fuel flow detector between the disconnected joint and to use battery power to capture the data.

c) Conducting test for 40 minutes and recording the data.

d) Removing fuel flow detector and refitting the original fuel flow pipe

The test duration was for 40 minutes per vehicle and was conducted to capture steady state value of idling fuel consumption in warmed up condition. The study involves connecting the fuel flow detector with the existing fuel line of the vehicle to capture the fuel consumption at idling. This data will be used to quantify the total fuel loss during idling at signalized intersection

Idling fuel consumption were carried out on 348 in use vehicles covering two wheelers, three wheelers, four wheelers, trucks and buses on petrol, diesel powered vehicles (including 250 vehicles reported earlier) (Figs. 145 & 146).



(ii) Emission Estimation of Fuel Loss Due to Idling of Motor Vehicles at Signalised Intersections

Countries around the world are concerned with the impact of transportation on the environment and human health. Efforts to reduce unnecessary idling particularly at traffic intersections are therefore a key component of many national climate change programs. Major traffic intersections are generally considered urban hotspots due to high concentration of pollutants emitted from vehicles idling due to one or the other reasons. The variety of settings in which vehicular idling occurs, can be broadly categorized into three domains : (1) idling to warm the engine; (2) idling while waiting for something unrelated to traffic (e.g., waiting for a passenger); and (3) idling while in traffic (e.g., at intersections; during traffic jams). In urban areas, idling due to red light stop or due to congestion or traffic jam also constitute the part of driving cycle. The running engines during idling also generate emissions, which are harmful both for human health and ecology.

type, fuel consumption during idling, gas specific emission factors have been used for the estimation of emissions during idling.

Estimation of fuel loss during idling is based on the category of vehicles, fuel type, fuel consumption during idling and delay time at intersections. According to estimate, ~4 tonne of petrol, ~2 tonne of Diesel and ~7 tonnes of CNG is lost per day due to idling of vehicles at various intersections of Delhi.

Emissions have been estimated using appropriate (e.g. IPCC) Emission Factors for different pollutants and by using following equations:

Emission(s)=∑[Fuela*EFa]

Where,

Emission(s) = Emission of Gases [e.g., CO2, CH4, N2O, CO, NOx and NMVOC] (kg)

EF = Emission Factor for pollutant a (CO2, CH4, N2O, CO, NOx and NMVOC) (kg/TJ) (IPCC, 2006)

Fuel Consumption = Activity as Energy Input of fuel type a (TJ)

(Determined from Net Calorific Value of Corresponding Fuels)

a = fuel type

Emission Factor by IPCC (IPCC, 2006)

Emissions (CO, NOX, NMVOC, CH4 and N2O) during idling of vehicles at various intersections of Delhi have been estimated (Table- XVIII) on the basis of fuel consumed by various categories of vehicles idling at 12 intersections. The ~13 tonne of fuel loss occurs per day during idling at 11 intersections in Delhi. Among all pollutants, CO2 emissions are highest (~93%) followed by CO (~5.3%), NOX (~1%), NMVOC (~0.7%), CH4 (~0.08%) and N2O (~0.004%).

Fig. 145 : Details of vehicles tested across different cities

Fig. 146 : Measured fuel consumption for various categories of vehicles

In present study, estimation of emissions during idling at various signalized intersection of Delhi has been carried out.

Methodology

Various input data viz., number of vehicles idling at intersection, type of vehicles, vintage of vehicles (emission control technology used), fuel



Such kind of studies could be helpful in securing organizational support for fuel consumption idling reduction programs to improve air quality in urban areas and associated health and environmental benefits. As a part of study estimation of emissions caused due to fuel consumption during idling by various categories of vehicles at various major signalized traffic intersections in Chandigarh, Chennai, Bhopal, Vadodara and other major cities of India is in progress.

Consultancy Assignment

Biennial Update Report (BUR) under the Preparation of India’s Third National Communication (TNC) and Other New Information to the UNFCCCIndian Transportation Sector Greenhouse Gas Emission Inventory 2010

As reported earlier (Annual Repport 2013-14), the study was sponsored by Project Management

Unit, Ministry of Environment Forests and Climate Change, Government of India. The project envisaged undertaking the activities pertaining to the preparation of India’s First Biennial Update Report (BUR 1) to the United Nations Framework Convention on Climate Change (UNFCCC).

The national inventory of greenhouse gases (GHGs) was generated for the calendar year 2010 for the Indian transportation sector comprising of major modes of transportation viz. road, rail, aviation and water-borne navigation. In addition, emission inventories for 2008 and 2009 were provided. The international bunker emissions for aviation and water-borne navigation were estimated and reported separately. The national emissions were estimated and reported for greenhouse gases CO2, CH4, N2O as well as for CO, NOx and NMVOC.

The Final Report was submitted in October 2014. The consolidated report, comprising of other sectors, will be published by the Ministry of Environment Forests and Climate Change (MoEFCC), Government of India.

Table XVIII : Estimation of Emissions during Idling of Vehicles at Various Intersections in Delhi

Intersections

No. of Vehicles Idling at

Intersection (24 Hrs)

Fuel Consumption

per day During Idling

(kg)

Emissions per Day (kg/day)

CO2 NOX CO N2O CH4 NMVOC

Ashram 67075 4495 13132.0 132.0 749.6 0.6 11.2 99.8

KG Marg 19043 533 1543.4 15.5 89.2 0.1 1.4 11.8

Preet Vihar 28765 1227 3561.7 35.6 208.6 0.2 3.2 28.8

Peeragarhi 64864 2495 7297.5 73.0 426.3 0.3 6.2 58.5

Lodhi Road 19461 498 1451.7 14.5 89.1 0.1 1.3 11.8

Paharganj 14936 583 1664.0 17.0 68.6 0.1 1.8 9.3

Shakti Nagar 20087 707 2055.5 20.5 120.4 0.1 1.9 16.4

Patel Nagar 29164 1090 3188.5 31.7 200.6 0.1 2.7 27.0

Kingsway Camp 18698 498 1438.3 14.6 72.7 0.1 1.4 9.7

Shastri Park 39453 849 2447.6 24.8 119.4 0.1 2.4 16.6

Shanti Van 25831 282 817.2 8.2 43.3 0.0 0.8 6.1

Total 347377 13256 38597.4 387.4 2187.8 1.8 34.3 295.8

Traffic & Transportation PlanningTransportation Planning


Development and Application of Technologies for Sustainable Transportation (SUSTRANS) (12th Five Year Plan Network Project)Sustainable development is a holistic practice that includes efforts to mitigate negative effects on every part of the road infrastructure and transportation system which are generally ignored in traditional transportation system planning. Sustainable transportation system must consider the interconnected issues under social, economy and environment areas. The interconnections are shown in Fig. 147.

As seen from the figure, the sustainable system which considers social, economic and environment related parameters at the same time. The need to plan for sustainable transport system is evident since global warming possesses significant challenges for cities. The transport sector alone accounts for 24 percent of CO2 emissions worldwide. The energy consumption is about 75 to 80 percent by road transport and India’s share is about 10 percent from all transport modes. The safety of road user is also a major concern towards achievement of sustainability. On Indian roads, about 1.4 Lakhs deaths occur in fatal accidents in a year. About 3 percent of GDP is wasted due to the fatal road crashes on Indian roads in a year. Moreover, the sources of natural mineral aggregates are depleting

Fig. 147 : Sustainable System and its Interconnections

fast due to massive infrastructure development and road construction activities going on in India which consumes huge quantity of material (about 15,000 tonnes of aggregates/km of highway). Also, enormous amount of energy is consumed in the production and transportation of huge quantities of Hot Mix Asphalt (HMA) required for road construction (about 90,000 litres of diesel/km). Hence, there is an urgent need to develop technologies to utilize waste and marginal materials, innovative designs to achieve reduction in pavement thickness using high performance materials.

In view of this, there is a high need of conducting a research study on sustainable transportation covering transportation, road safety and road materials in order to develop appropriate guidelines to design a sustainable transportation system. Considering these issues, the conceived objectives of the present study include, design symbiotic sustainable mass transportation system and sustainable non-motorised system applying appropriate ITS technologies along with development of indigenous driving simulator to evaluate the road users in terms of road safety. The study should also include innovative technologies for utilization of waste and marginal materials in road construction, improved design methods and materials/ mixes towards achieving reduced pavement thickness, superior performing bituminous technology for long lasting pavements, warm mix technologies for road construction, use of reclaimed asphalt pavement (RAP) in construction and maintenance of roads and estimation of carbon footprints in road construction process. The details of the objectives and scope of the work are:

Objectives of the Proposed Research

The objectives of the present research are conceived under following two modules:

(i) Transportation Module: The work packages (WP) in this module are:

WP-1. Quality enhancement of public transport system

WP-2. Feeder transport system and parking facilities at public transport terminals

WP-3. Advanced public transport information systems using ITS technologies

Traffic & Transportation Planning Transportation Planning


WP-4. Design and Development of Car Driving Simulator

WP-5. Sustainable Non-Motorised Transport (NMT) system

WP-6. Policy level sustainable strategies to restrict/ control usage of private vehicles

WP-7. Sustainable integrated mass transportation system

WP-8. Evaluation of sustainable transportation system (environment, social and economy)

The city of Delhi and NCR regions would be considered as the study area for the conceptual development of a sustainable transport system. The developed sustainable transportation system would be considered to implement as a Pilot Study in a small road network of Delhi to demonstrate the benefits generated from the proposed sustainable system. The industrial waste and marginal materials will be collected from selected areas of the country for laboratory study. The proposed designs will be evaluated with APTF (Accelerated Pavement Testing Facility) available at CSIR-CRRI by constructing test tracks.

Envisaged Outcomes and Outputs

The major outputs envisaged in the present proposal include:

l Framework and guidelines to design a sustainable integrated mass transportation system and NMT system for any given city

l Pilot study to demonstrate the benefits quantified from Integrated Intelligent Dynamic Information System, Advanced Public Transport Information Systems using ITS, Sustainable NMT and Integrated Mass Transportation System

l Indigenous Advanced Driving Simulator for testing and evaluation of drivers

l Guidelines to design sustainable roads using waste, marginal materials and RAP and warm mix in bituminous pavements

l New Design guidelines to reduce thickness of pavement and Superior Performing Bituminous

Technology for Long Lasting Pavements

l Model for Life Cycle Assessment (LCA) of roads

l Publications in SCI Journals

l New Guidelines, Specifications & Manuals

l Patents for Developed New Designs for Pavement Construction and Materials with Indian Conditions

Interim results obtained from the work carried out under above mentioned work packages.

This section provides few interim but key results obtained from the work done till know under various work packages.

• With respect to the quality enhancement ofpublic transportation system; the selection of performance evaluation parameters solely depends upon the transit system. In this study the parameter that defines the service performance are categorized in two.

First: The first category includes Demographic, which includes the basic user characteristics i.e. Gender, education, Income, Occupation, Vehicle ownership, Trip Purpose, Mode used for access and egress trips, Ticket type, Frequency of travel, Ticket type etc.

Second: Second category includes performance evaluation Parameters as per the system configuration. In this study both Rail and Bus questionnaire incorporates observed variables that helps in identification of important parameters that defines the latent variables.

In this study questionnaire has been prepared for Bus and Railway performance evaluation. To capture the user perception and to know the current status of transit performance it is essential to compare the satisfaction level with the base line of comparison i.e. Importance/Expectation level. Accordingly questionnaire has been designed and interviews carried at various locations. Figure 148 shows the demographic parameters of age for different mode users. Similarly other parameters have been studied too.



Under the work package dealing feeder transport system, it has been observed that the trend of walk and cycly rickshaw is decling with increase in distance from metro station. At distance 2 to 5 km, share of all types of modes has been observed. Mode choice is maximum for bus/ gramin sewa at distance more than 5 km as shown in Fig. 149.

• Project scope also includes the design ofadvanced public transport information system. The schedule bus fleet data (Green and Red buses) of DTC were collected online from DTC website and DIMTS data base (Orange buses) were collected from DIMTS website which was launched in June 2013.

• AnalysisofUsercharacteristicsandevaluationof APTIS of Mysore city is also studied. The average satisfaction level of the respondent is shown in Fig. 150, where it is observed that average satisfaction level of the respondent is 3.60 which is coming between the Moderate (3 out of scale 5) and High (4 out of scale 5).

Fig. 148 : Demographic parameters of different modes

Fig. 149 : Mode choice depending on distance from metro station Fig. 150 : Average satisfaction level of respondents of Mysore city



• Workrelatedtodevelopmentofacarsimulatoris ongoing as per schedule. This includes various stages as shown in Fig. 151 and at its final stage of installation. Testing work would be followed.

• Workrelatedtonon-motorisedtransportisatthe stage where a methodology (Fig. 152) is being developed to identify the most suitable infrastructure for the road crossings. This methodology is based on the delay caused

Fig. 151 : Stages of development of advanced car driving simulator

Stage-1 Stage-2 Stage-3 Stage-4 Stage-5 Stage-6

Stages of Development

Fig. 152 : Methodology for identifying most suitable road crossing infrastructure



to all road users including their priority. Gross delay has been calculated for alternate road crossing infrastructure to identify the most suitable road crossing infrastructure alternative.

Integration of mass transportation system through travel demand modelling using soft computing techniques is an important part of the study. This includes modelling for all four stages of transport planning. After trip generation, trip distribution and mode choice modelling, trips have been assigned to the network of study area as shown in Fig. 153 for the base year of 2013.

For the work package dealing with the evaluation of sustainable transportation system (economic, social and environment), the most important task is to identify the indicators to be selected for evaluation. Based on the discussion held among expert group meeting and task force committee members, four

indicators from the group of social indicators, six indicators of economics and indicators of environment have been selected. These would be further analysed using the widely used method of Analytical Hierarchy Process (AHP).

Evaluation of Economic Loss Due to Idling of Vehicles at Signalized Intersection and Mitigation Measures (ELSIM) (12th Five Year Plan Project)Planning commission, government of India accord sanction under 12th Five year plan project routed through Council of Scientific and Industrial Research (CSIR) to carry out research project titled “Evaluation of Economic loss due to Idling of Vehicles at Signalized Intersection and Mitigation measures and in this regard, CSIR-Central road research Institute, New Delhi is the nodal organization to implement this project. This project is the major national level

Fig. 153 : User equilibrium traffic assignment for base year (2013)



project, study at signalised intersection are being considered spread over seven cities in the country (Delhi, Chennai, Kolkata, Mumbai, Bhopal,Vadodara and Chandigarh).

The major objective of this project is:

l Quantification of fuel loss due to idling of motorized vehicles at signalized intersections covering various cities.

l Estimation of emission and energy due to fuel loss during idling for various categories of vehicles.

l To propose mitigation measures and estimate the benefits over a period of time.

l Development of models between fuel loss and emission.

Variety of road based transport modes catering to the transport demand ply in large numbers on the road system of urban India. As a result, the traffic and transportation problems are aggravating day by day. These problems manifest in the form of

increased traffic congestion, increased air and noise pollution, accidents, delays etc. The consumption of fuel is on the increase due to enhanced trip lengths, shift of modal share towards personalized modes of travel and at signalized intersections due to idling of vehicles during stoppage phases. The running engines during idling also generate emissions, which are harmful both for human health and ecology. A major quantum of fuel is wasted during idling of vehicles at intersections. Estimated fuel loss in terms of monetary units will be widely publicized through print and electronic media to create awareness among road users to switch off their vehicles during red signal phase to conserve precious fossil fuels.

Proposed Frame Work

l Estimation of Traffic Volume and Delays at Signalized Intersections

l Measurement of Idling Fuel Consumption of different types of vehicles

Fig. 154 : Identified Signalized Intersections in Delhi



l Estimation of Fuel & Time Loss due to Idling

l Emission Estimation of Fuel Loss due to Idling

l Exploring Suitable Mitigation Measures

l Development of Models between Fuel Loss and Emission

Estimation of Traffic Volume and Delays at Signalized Intersections

Classified Traffic volume count survey has conducted at identified inter sections in Delhi (12 number intersections) Chandigarh (9 to 10 Intersection) and Vadodara (13 intersections) in the year 2013. This will help to study the traffic flows characteristics and to study the speed and delay characteristics of vehicles plying on the road network. The location of study intersection at delhi road network, Chandigarh and Vadodara has been presented in Fig. 154, 155 & 156. The summary of classified traffic volume and composition traffic at various cities have been presented at Fig. 157.

Fig. 155 : Identified study intersections in Chandigarh

Fig. 156 : Identified signalized intersections in Vadodara



Fig. 157 : Classified traffic volume and average traffic composition in Delhi, Chandigarh and Vadodara



The traffic Composition at Inner, Middle and Outer part of the city for various years are shown in Fig. 158.


Consultancy Services for Developing Thematic GIS Data Base for Integrating Road Management SystemThe State Government of Bihar is taking many initiatives for the road development by up-grading State Highways and Major District Roads with the growth of National Highways and rural roads. Bihar Road Construction Department (RCD), with the aid of World Bank under DFID TF TA (TA- 011445) Technical Assistance Program, for Institutional strengthening and Capacity Building activities and

Fig. 158 : Traffic Composition at Inner, Middle and Outer part of the city for various years

carried out Road Condition Survey and Inventory of roads and bridges, assessment of Road Construction Industry in Bihar. Thus, a massive road data base is being prepared (which is now at the verge of completion) for the development of road network in Bihar. There is always a requirement of intelligent thematic map for engineer to convey information about a single topic or theme, such as road length, road condition, road inventory, traffic data etc for planning and appraisal purpose at regional and local level engineer to build, maintain and operate these roads in effective manner.

To meet these challenges, urgent need was felt to store and save the entire data base with the support of Thematic GIS Data base with the aim to integrate



the data with Road Management System (RMS). This system will provide a important tool to engineers in facilitating formulation of plan / program for the improvement and management of Road Assets of the State. This GIS database will be integrated with the Road Assets Management System (RAMS).

Objectives and Scope of work:

As per contract agreement following are the objective and scope of the work to developing Thematic GIS data base for Integrating Road Management System of RCD

(a) To prepare seamless mosaic of Cartosat-1 image for entire Bihar, ensuring seamless matching of the cartosatimages.

(b) To prepare mosaic of all the eleven thematic GIS layers for the whole Bihar and carry out necessary edits/updates for complete seamlessness.

To meet this objective, CSIR-CRRI Joint Venture with Matrix Geo Solution Pvt Ltd., has been awarded the project from Road Construction department

by competing eleven multinational and national road and transport related company through Qualification based Selection(QBS) method as per World Banks Guideline. Currently CRRI in JV has completed Geo-referencing of 161 Topo-sheets for entire Bihar and quality checks of data integration and preparation of layers are under progress. Figure 159 shows the grid creation as per topo-sheets.

Fig. 159 : The Geo-referenced toposheet for whole Bihar State

Fig. 160 : Thematic GIS data base for integrating road management system of Bihar State



Figure 160 shows typical Thematic GIS data base for Integrating Road Management System of RCD Bihar. Road inventory and condition, bridge inventory and condition data area collected from RCD Bihar.

Village data, block boundary, district boundaries state boundaries, waterbodies, settlement area, forest areas etc. are being mosaiced with help of Survey of India toposheets and updated with help of satellite imageries procured from NRSA. The entire database is GIS platform and is working on open source QGIS software which is freely available. Data available from both RCD and NRSA are integrated so that it can be used for variety of purpose such as asset management, mapping, design, development, planning and appraisal. Fifty percent work has been completed.

Traffic Study for Feasibility of Mineral Transportation in Joda-Barbil, OdishaThe recent growth in industrialization and mining activities have resulted in increase of motorization and consequently mobility in the mining areas, due to which the freight vehicle population have been increased tremendously in the mining influenced areas. The national steel policy envisages production of 110 million ton steel by 2020. One of the main area for this target is the Joda-Barbil located in Keonjhar

Fig. 161 : Geographical Joda Block map

Fig. 162 : Traffic survey locations inJoda-Barbil,Odisha

district of Odisha’s state (Fig. 161). This is state border sharing with Jharkhand’s West Sighbhum District. Joda block is in Keonjhar district and is the largest mining circle with the mining capacity of 40 million tons per Annum. The existing road infrastructure which serves both freight traffic of mines and the public/ private traffic is inadequate. This situation is expected to be worsen in the near future if there is no augmentation in the road network. Keeping in view the current situation of road network, M/s



Thriveni Consultants Services have approached CSIR-CRRI, New Delhi to undertake the study towards evaluation of current road condition and study the feasibility of mineral transportation for Base and horizon years to ensure smooth movement of traffic without delays. The main objective of this study is to develop a truck travel demand model for study road network, where trucks are carrying iron ore from mines (Origin) to railway sidings, processing plants or ports (Destinations).

This will be useful for strengthening exiting road infrastructure facilities as well as proposing new road infrastructure facilities such as enhancement of capacity of existing roads and provision of bypass etc.

Study Area and Data collection

A total of 256 km length of road network including 18 intersections were considered under study, Various traffic surveys such as classified turning movement studies and Speed and Delay studies were conducted to understand the prevailing traffic problems and to assess the capacity of roads with respect to the vehicular traffic plying through the intersections on the study road network (Fig. 162).

Classified Traffic Volume count

Traffic surveys at intersections were carried out on normal working days of the week for 24 hours period from 9:00 am to 9:00 pm along with turning movements. Out of 18 major intersections considered in study area, the traffic study revealed that maximum traffic was observed at Bhadrasahi (35554) followed by Jurudi (29345) and the minimum was observed at Nalda gate (2648).

Bhadrasahi had maximum traffic due the fact that it’s the centre part of the district and connects Joda with Barbil and with NH-215.Trucks (2axle 25 percent, 3axle 14 percent and Multiaxle 2 percent) contribute to major share (40 percent) followed by 2wheelers (30 percent) and then cars (16 percent). On all the road links, peak hour traffic not governed by any time but by the site requirements and railway sidings. Heavy traffic was observed during morning hours from 10:00 am to 12:00 pm and during late night hours from 11:00 pm to 1:00 am.

Speed and Delay

Speed and delay survey was conducted on the study area corridor by moving car method and Probe vehicle method on normal working days. The entire study road network was divided into seven road links to know the speed and delay characteristics. Two runs were carried out on each link, one is in morning hours (between 8:00 am to 10:00 am and another was in evening hours between 8:00 pm to 10:00 pm to assess the variation in journey and running speed along with delays and their associated causes. It could be seen that the journey speed and running speed were observed maximum between the stretch Hathgamaria to Noamundi and the minimum between Joda Mod to Jurudi. This could be attributed to the physical bottlenecks in the form of varying road widths due to severe encroachments occupying the identified Right of Way, and wear and tear of road which contributes to poor road conditions and drainage facility. There is insignificant difference between Journey speed and Running speed on all the study links. Higher journey speed was observed on Hatgamharia to Rumuli (Link 2) due to less volume of traffic and good condition of pavement. Lower average journey speed was observed on Joda Intersection to Jurudi. (Figs. 163 & 164).

Fig. 163 : Journey speed variation



Development of Truck Demand Model

Travel demand model is a technical tool which assist in the development of the regional transportation plan and in policy decision making process. The travel demand model utilizes a conventional four step trip based model/process consisting of trip generation, trip distribution, mode choice and traffic assignment.

Truck Generation

The entire study area is divided into 26 zones based on location of mining and railways sidings. Trip generation model was developed by considering only trucks that are originating from mines and going to railway siding, out of state or processing plants. Government of Odisha provided mineral transportation portal, this site has provided real time truck movement from mines to rail sidings and outside of state. In this study, one week data has been collected from this web site and weekly maximum of truck production and attraction was taken as the input data for development of truck production and attraction model.

Truck Distribution

Trip distribution models are used to predict the spatial patterns of trips or other flow between

origins and destinations. Elements of the demand matrix are calculated in the trip distribution operation. Trips are allocated to certain end zone on the basis of its attractiveness and on the other hand the impedance of the trip from origin to destination zone is measured using skim matrices. In this study, gravity model has been considered for developing the distribution of truck demand. Travel time (minutes) is considered for obtaining the skim matrix

Truck Traffic Assignment

Truck traffic assignment models are used to estimate the flow of truck traffic on a network. These models taken as input matrix of flow that indicates the volume of traffic between Origin and Destination pairs.

The flows for each O-D pair are loaded on the network based upon the travel time or impedance of the alternate path that could carry this traffic. In this study, a truck traffic assignment model is developed so as to evaluate the network performance in the current scenario and for the future scenario. Two widely used traffic assignment models such as All or Nothing (AON) and User Equilibrium (UE) methods are considered to carry out the truck traffic assignment.

Fig. 164 : Running speed variation



b) Horizon year traffic assignment

Fig. 165 (a&b) : Estimated Base and Horizon Year truck traffic due to mines operation in Joda Barbil using UE Assignment method

a) Base year traffic assignment

Truck Traffic Assignment for Base Year

Estimated truck traffic for base year due to mines operation in study area by considering UE method was presented in Fig. 165 (a). From the figure it can be observed that heavy truck traffic was observed between Banaspani and Nayagarh. Also significant truck traffic was observed on NH 215 between Gandhalphada and Bhadrasahi. Remaining links

were observed to have low amount of truck traffic. The developed truck demand model is validated by comparing the observed truck flows (Traffic survey) and estimated trucks traffic obtained by truck demand model. This model was considered for horizon year truck traffic (volume/day ) estimation.

Estimation of Truck Demand For Horizon Year

For the above purpose, proposed capacity of mines in Million Tons Per Annum (MTPA) in corresponding zone was considered. In this study, same numbers of Railway sidings were considered as a attraction of truck traffic. Based on this data, truck production and attraction of each zone has been estimated. Horizon Year truck traffic, estimated by UE assignment methods are presented in Fig. 165 (b). This truck volume has been considered further in performance evaluation of corridors in study road network.

It was observed from the truck traffic assignment for the base year, more number of trucks concentrated on KIDCO road between Jurudi and Nayagarh and NH 215 (KJSA mines and Bhadrasahi). Horizon year truck demand is estimated by considering the future capacity of mines provided by M/s Thriveni Consultants. From the horizon year traffic assignment of trucks, it was observed that there is need to augment capacity of road network in Joda Barbil. Following provisions for improving the performance of study road network was proposed.

Provision for Improving the Performance of Study Road Network

Considering the future projected traffic expected to be generated from the proposed capacity of mines, it is recommended widening of the major road corridors in addition to provide additional road connectivity. Based on the results obtained from truck demand modeling and v/c ratio, this study is recommended the following issues for improving the traffic flow on study road network for base and horizon year and is represented in Fig. 166.

l Widening of National Highway 215: The existing carriageway of NH 215, is two lane undivided carriageway, the widening of this NH 215 from 2 lane to four divided carriageway is under progress.



Fig. 166 : Schematic representation of recommendations for widening the major road corridors on study road network

Fig. 167 : Noise and traffic monitoring station in Trivandrum City

l Road Widening from Joda to Nayagrah: Two lane undivided carriageway exists between Joda and Nayagrah. KIDCO road is operated between Kalimati to Banaspani and this road is also a two lane undivided carriageway.

l Bypass Road from Nayagarh to Kalimati: A new bypass road minimum two lane carriageway is recommended from Kalamati to Nayagarh to decongest the existing KIDCO road. M/S Thriveni Consultants services was already planned and constructed a ring road. The starting point of this road is near the ROB of Nayagarh Railway Siding and this will end near M/s Serajuddin and co mines.

l Provision for Railway sidings Near to NH-215: Most of the railway siding in Joda Barbil area are located near to KIDCO road. Due to this, the approaching roads to this KIDCO road are overcrowded with higher truck traffic. This will impact on pavement structure and lead to distress of pavement surface.

Noise Mapping Study of Thiruvananthapuram Corporation - KeralaThis study is sponsored by Kerela State Pollution Control Board. The study includes monitoring of various noise parameter, traffic parameter and prediction for twenty years and noise prediction. The traffic and noise monitoring has been carried out at 19 section of different corridor in Trivandrum city (Fig. 167). Further work is in progress.

HRD & Project Management

l Planning, Monitoring & Evaluation

l Technology Management and Business Development

l Information, Liaison & Training

HRD & Project Management Planning, Monitoring & Evaluation


R&D management is the main activity of this Division which inter-alia covers Planning, Monitoring & Evaluation of R&D projects, attending to technical queries and technical performance audits and assistance to Director, Management Council (MC) and Research Council (RC) on the project related matters.

Major activities that PME Division carried are as follows:

Planning Activities

Annual Plan 2015-16The Annual Plan 2015-16 documents for CRRI contained information related to research work plan to be carried out during the year 2015-16 has been prepared. The financial requirements for these projects were also mentioned.

CRRI Budget The financial requirements are defined on Plan and Non-Plan basis. Plan items include all research components whereas Non-Plan items cover infrastructural support. The plan requirement of the Institute for the year 2015-16 (Budget Estimate) has prepared.

Monthly Expenditure PlanPreparation of a document contains Monthly Expenditure Projections for all programmes / projects in the Institute for better management of the projects.

Scrutiny & Registration of Project ProposalsRegistration of all externally funded projects and allotment of specific identity in terms of a Project Number is effected at PME, soon after the project changes is received along with In-Principle approval, Identification, registration and technical scrutiny of in-house R&D projects is also carried out.

Development and Regular Maintenance of Project DatabaseA Project Database has been developed which is regularly updated incorporating addition of new projects, and modifications during their

implementation stage and finally during their completion. The database includes project title, classification and technical and financial details which help in tracking the technical and financial progress of the projects.

Monitoring ActivitiesReporting on the performance and the status of various projects was carried out through preparation of Progress Report which contains information related to various projects handled by the Institute.

The Division also calls for progress report of all the on-going projects in the Institute for processing. This exercise is meant to monitor and ascertain the status of each of the projects with respect to adherence to time schedule and other milestones. Any deviation is intimated to the respective project leader and remedial measures are taken to put the project on course. Completed projects, as reported by the respective Project Leaders are processed for closure.

Projects Monitoring

Externally Funded Projects Externally funded projects were regularly monitored particularly for their adherence to time schedule, amount dues, if any, documentation, closure etc. through divisional review.

In-house ProjectsProject Identification and Monitoring of the In-house projects were also carried out periodically. The new projects are taken up if approved by the competent authority after the presentation made by the Project Leader. Similarly at the time of completion of a project, a presentation is made by the Project Leader to incorporate suggestions, if any.

External Cash Flow (ECF)The Institute undertakes projects sponsored by various external agencies such as Ministry of Road Transport & Highways (MORT&H), National Highway Authority of India (NHAI), Department of Science and Technology (DST), Industries etc. The details of External Cash Flow i.e., money received from these agencies to carry out specified task was regularly recorded and monitored vis-à-vis target established by the Institute.

HRD & Project ManagementPlanning, Monitoring & Evaluation


Expenditure MonitoringEfforts were made to keep track on the expenditure vis-à-vis budgeting allocations/ requirements on the monthly basis so that performance/ working of the Institute could be made more effective.

Evaluation ActivitiesProjects’ Summary for Management Council / Research Council Responsible for preparing the up-to-date Projects’ Summary and providing the information on projects that are to be ratified by the Management Council. It also provides the necessary project related information for the Research Council to review and decide the future programmes of R&D for the Institute.

Technical Queries from within/or outside CRRI and CSIR The division handles technical queries pertaining to various projects being handled by the various R&D Divisions of the Institute. These queries are related to CSIR guidelines, technical progress of projects etc. Also interact with various divisions of CSIR particularly PPD regarding the preparation of Annual Plans, Five Year Plans of the Institute, Management of Plan Projects, ECF queries etc.

Service Tax Activity On receipt of amounts under externally funded projects, Service Tax is paid to the Government. The division regularly prepares the statement on receipts and ensures the payment of Service Tax by accounts section on monthly basis. PME also prepares and files the half yearly returns of Service Tax.

Miscellaneous ActivitiesThe division also handles parliament questions which are technical in nature. During the year, Parliament questions were prepared after collecting, compiling and collating information from various divisions of the Institute. In addition the division also handled the audit related issues.

Management of various Project ProformaeThe division designs, maintains, manages and modifies the proformae pertaining to various project related activities as per the need arises from time to time.

Development of PME SystemDesinged & Developed webbased “Project Management System” to manage the projects in the Institute effectively with less manpower. This is also increased the transperency in the system.

e-PPS (e-Project Proposal System)This is a new intiative taken by the division. In this, the scanned copies of all the Project Proposal after approval are uploaded on to PME Intranet and also a copy is sent to Concerned PL & F&A Section through email. This has reduced a lot of manpower time, saving of paper and printing / xeroxing in turn saving of environment.

ERP (Projects, R & D Module)The Division has uploaded the details of all ongoing projects in the CSIR ERP site, also entry of Projects amount reciept in the Central Value Register of ERP site. Addition / Deletion of projects members and map their credentials according to the requirement of ERP System.

HRD & Project Management Technology Management and Business Development


Agreement signed• Gujarat Apollo Industries Limited, Gujarat,

5th Dec, 2014 for SETUCARE – The Mobile Bridge Inspection Unit

• Torchtar Membranes – PATCHFILL ThePothole Repairing Machine

– Bitumen Products Pvt. Ltd., New Delhi

– SM Engineers Pvt. Ltd., Guwahati

– Leofab Projects Pvt. Ltd., Odisha

MoUs Signed• AirportsAuthorityofIndia(AAI),NewDelhi,

May 28, 2014

• CentreforTransportationResearch,Departmentof Civil Engineering, National Institute of Technology - Calicut NIT, November 18, 2014

• IDAC-TheTrainingandAssessment Institute(A unit of P C Training Institute Limited), New Delhi, November 20, 2014

• HighwaysResearchStation,Chennai,March17, 2015

Intellectual Property Management1. IP Filed

• A Process of using Thermocol (ExpandedPolystrene) Waste in Hot Bituminous Mixes for Road Construction, Shanta Kumar, Ajay Pal Singh, Devesh Tiwari, Kota Sitaramanjaneyelu & Subhamay Gangopadhyay, May 9, 2014 (1258 DEL 2014)

• Utilisation of PVC PipeWaste inModifyingBitumen for Paving Application, Ambika Behl,Girish Sharma, Gajendra Kumar, Pramod Kumar Jain, Subhamay Gangopadhyay, May 23, 2014 (1368 DEL 2014)

• Development of Electro Mechanical FieldDensity Gauge, Vasant Havangi, Anil Kumar Sinha, Rajesh Rana, Yogendra Kumar

Singh, Sunil Saha Chnadra & Subhamay Gangopadhyay, June 17, 2014 (1632 DEL 2014)

2. Technology Transfer

Licensing agreements were signed for transfer of following two technologies to the companies.

SETUCARE: the Mobile Inspection Unit (MBIU) is an electro – mechanical device mounted on a truck which provides access to hidden parts of bridges or similar infrastructures for their proper inspection – Two Companies

PATCHFILL: This is an invention of machine mainly for quick, safe and economic repair of potholes, which have been always problem for Indian roads.

Regardless of its small size, it yet provides effective results and the efficiency could match to any of the giant machine serving for the same purpose – Four Companies

Significant ActivitiesSalary System of CRRI• CreatenewModuleofCPFinSalarySystem

• UpdateSalaryBill

• Daytodaychanges

Software Developed / Being Developed• WebsiteonEventManagementforIIRTF

• Website for the India International Road &Transportation Fair (IIRTF)

• AndroidbasedAppforIIRTF

• SalarySystemforCSIR-CRRI

• Android based CSIR-CRRI application as amicro-site of CRRI showing the details of the Divisions – published on Google Play

• Android based Driving skill test applicationwhere one can test her driving skills undertaking a test of 25 questions – published on Google Play.

HRD & Project ManagementInformation, Liaison and Training


Regular Training ProgrammeImparting training to the engineers of the user agencies is an integral part of the research programme of the Institute. During the year, following refresher courses/training programmes for in-service engineers of the user organizations related to roads and road transportation in the Govt. Public & Private Sectors were organized. Through these programmes, the Institute imparted training to the junior, middle and senior level engineers of the user organizations and acquainted them with the latest research based information on various aspects of road and road transportation.

Special Training ProgrammeBesides the regular training programmes, the Institute conducted customer oriented programmes to meet the specific training requirements of

the user agencies. During the year, the Institute conducted the following customer oriented training programmes :

International Course on Data Acquisition and HDM-4 ApplicationOn the request of M/s Stanley Consultants India Pvt. Ltd. New Delhi, a special Training Programme on Data Acquisition and HDM-4 Application for the engineers of Govt of IRAQ was organised from June 16-27, 2014. During the programme hands on Experience on HDM Software was given to the participants for arriving decision making strategies for implementation of Highway Project.

Project Preparation, SBD, Quality Assurance and Maintenance of Rural RoadsOn the request of National Rural Roads Development Agencies (NRRDA), CRRI successfully organized a

Title of the CourseDuration with

Dates

A. Pavement Engineering & Materials

•Design,ConstructionandMaintenanceofFlexiblePavements 21-25 July, 2014

•RigidPavements:Design,Construction&QualityControlAspects 08-12 Sep., 2014

•PavementEvaluationTechniquesandtheirapplicationsforMaintenanceandRehabilitation

24-28 Nov., 2014

B. Road Development Planning & Management

•Geo-SpatialTechnology(GIS,GPS,RSetc)forRoadandTransportation 05-08 Jan., 2015

C. Geotechnical Engineering

•GeotechnicalandLandslideInvestigationsforHighwayProjects 25-29 Aug., 2014

D. Bridges & Structures

•BridgeDiagnostics,PerformanceEvaluationandRehabilitation 16-20 June, 2014

•BridgeDesignandConstruction 13-17 Oct., 2014

E. Traffic & Transportation Planning

•TrafficEngineering&RoadSafetyAudit 04-08 Aug., 2014

•EnvironmentalImpactAssessment(EIA)andEnvironmentalClearanceProcessfor Road & Highway Projects

10-13 Nov., 2014

HRD & Project Management Information, Liaison and Training


customized training programme for the engineers involved in PMGSY (in five batches) as per details given below:

i) June 30 - July 04, 2014

ii) July 7-11, 2014

iii) July 14-18, 2014

iv) Sept 1-5, 2014

v) October 27-31, 2014

International Course on Dissemination of HDM-4

A special Training Programme on Highway Development and Management (HDM-4) was organised from September 15-26, 2014, During the programme hands on Experience on HDM Software was given to the participants for arriving decision making strategies for implementation of Highway Project.

Road Specification/ Soil Material Testing, Problems-Solution in Road Construction and Latest Techniques

On the request of Uttar Pradesh Awas Evam Vikas Parishad, Lucknow, a customized training programme on Road Specification/ Soil Material Testing, Problems-Solution in Road Construction and Latest Techniques was organized from September 19-20, 2014 at Lucknow.

Road Safety Audit

On request of AECOM, a tailor made training programme on “Road Safety Audit” for the officials of NHAI Concessionair, Independent Engineer and AECOM, was organised from December 22-26, 2014 at CSIR-CRRI, New Delhi

Road Safety Aspect and Audit

On request of Uttar Pradesh Public Works Department, a customised training programme on “Road Safety Aspect and Audit” was organised for the engineer of PWD at Lucknow, from January 27-28, 2015.

Design, Construction & Maintenance for Flexible and Rigid Pavements

On request of RED, U.P., a customised training programme on “Design, Construction & Maintenance

for Flexible and Rigid Pavements” was organised for the Field Engineers of RED, UP from February 02-07, 2015 at CSIR-CRRI, New Delhi.

Quality Control and Quality Assurance for Roads and Bridges

On request of RED, U.P., a customised training programme on “Quality Control and Quality Assurance for Roads and Bridges” was organized for the Field Engineers of RED, UP from February 16-21, 2015 at CSIR-CRRI, New Delhi.

Good Practice in Highway Construction and Earthquake Resistance Structures / Buildings

On request of RED, U.P., customised training programme on Good Practice in Highway Construction and Earthquake Resistance Structures/ Buildings for the Field Engineers of RED, UP was organized from March 09-14, 2015 at CSIR-CRRI, New Delhi.

Design, Construction & Maintenance for Flexible and Rigid Pavements and Road Safety

On the request of RCD, Bihar, a customized training programme on “Design, Construction & Maintenance for Flexible and Rigid Pavements and Road Safety” for the engineers of Road Construction Department, Bihar was organized from February 09-12, 2015 at Patna.

Project Preparation, SBD, Quality Assurance, R&D & New Innovative Technology and Maintenance of Rural Roads including Environmental on Social Aspects

On the request of NRRDA, New Delhi, a customized training programme on Project Preparation, SBD, Quality Assurance, R&D & New Innovative Technology and Maintenance of Rural Roads including Environmental on Social Aspects for Field Engineers involved in PMGSY Project, was organised at CSIR-CRRI, New Delhi from March 16-20, 2015

Quality Control, Supervision of Road Works and Contract Management

On the request of NRRDA, New Delhi, a customized



training programme on Quality Control, Supervision of Road Works and Contract Management for the Engineers of Ethiopian Roads Authority, was organised at CSIR-CRRI, New Delhi from March 23-27, 2015.

Human Resource Development Programme

Human resource development is a philosophy of management and is purported to upgrade the capabilities and professional skills of the personnel working in an organization to match the changing work demands. To enhance the professional capabilities of scientists and scientific staff for undertaking the R&D work in frontline areas of highway engineering and with the urge to develop technologies which have competitive edge and marketable strength, CRRI has been devoted in human resources development. Realizing the need for skill development and capacity building of the human resources, training programmes were selected. Staff members received specialized training in the areas of their expertise to cope up with the challenging assignments. The details of those who attended various training programme and the specialized areas of training are given on page 170-171.

PublicationsCRRI Annual Report for the Year 2013-2014

The report is the profile of achievements of the Institute during the year 2013-2014. It also serves as a medium to acquaint the user agencies, clients and the other related organizations in the roads and road transportation research with R&D and other concomitant activities of the Institute. Progress reports of the R&D work and other related activities during the year from the various divisions/sections of the Institute was collected, compiled, edited and brought out as Institute’s Annual Report for the year 2013-14.

General Report on Road Research Work Done in India during 2013-2014

The progress reports on R&D and consultancy projects involving innovative ideas at the highway engineering, research and development and academic institutions from all over the country were received from the Indian Roads Congress for

preparation and compilation of the General Report on Road Research work done in India during the year 2013-2014. Based on the input received from organizations including CRRI, the report was compiled in six sections, namely, Highway Planning, Management, Performance Evaluation and Instrumentation; Pavement Engineering and Paving Materials; Geotechnical Engineering; Bridge Engineering; Traffic and Transportation and Research work done in Academic Institutions related to Thesis Work. The suggestions received from the scientists of the various R&D areas were incorporated and the report was finally compiled and edited by CRRI as the General Report on Road Research work done in India which was published as Highway Research Record Number 36 by Indian Roads Congress. The report was presented by CRRI in 75th Annual session of Indian Roads Congress at Bhubaneshwar from January 18-22, 2014.

CRRI Newsletter

During the year, three issues of CRRI Newsletter were brought out. The Newsletter contains information related to R&D activities and other general information related to the Institute.

Other ActivitiesMailing of Publications

The Institute’s R&D publications such as CRRI Annual Report and CRRI Newsletter were sent to highway professionals, engineering & academic organizations in the country and abroad. The publications are meant to disseminate R&D based information to the highway engineering profession.

Technical Queries

Technical queries concerning the R&D activities and technical know-how of the Institute were attended. Information on various technologies developed by the Institute were sent to a number of organizations dealing with databases, technology transfer and consultancy assignments pertaining to roads and road transportation.

Press Publicity

Various local presses approached CRRI for information on research & developments and studies carried out by the Institute on roads, flyovers,



bridges etc. The needed information was provided to the press for the purpose of publicity.

Press clipping pertaining to road and road transport in particular and Science and Technology in general were culled out from various National dailies and were brought to the notice of the Director and circulated to staff members for information, if needed. These were also compiled in the form of document.

Publicity through CRRI Advertisement

To popularise the Institute past R&D achievements and present R&D programmes, capabilities, facilities and expertise, the Institute issued various advertisements at various forums. One such forum was the scientific documents brought out by various organizations on different occasions. The Institute got published its various advertisements in the documents brought out by the various organizations on the different occasions.

Publication of Research Outputs

Research outputs i.e. Research Papers emanating from the R&D work were processed for publication in various National & International Journals/Conferences through internal review system. Cases pertaining to deputation of CRRI Scientists to attend various Conference/Symposia were processed and attended.

ISTAG Activities

The scientists of the Institute were deputed abroad under various collaborative, exchange and bilateral programme of CSIR to participate in various conferences/symposia/seminar/study programme and to attend advanced equipment training.

Exhibitions

The Institute participated in the following exhibitions and depicted its expertise, capabilities and R&D achievements.

1. Technical Exhibition on the occasion of CSIR-CRRI Foundation Day and Organization of

National Conference on Transport Noise and Abatement on July 16, 2014 at New Delhi.

2. 5th Regional SARF/IRF 2014 Conference for Africa on “Better Roads, Moving Africa & Trade exhibitions organized by South Africa Road Federation (SARF) in association with International Road Federation (IRF) at Pretoria, South Africa during September 2-4, 2014.

3. Technical Exhibition on the occasion of Seminar on Sustainable Green Innovations in Construction & 4th Convocation and Engineers Day celebration organized by Institution of Civil Engineers (India), New Delhi on September 15, 2014 at New Delhi.

4. IGC Conference – 2014 on Geo-technique for inclusive Development of India (GEOIND) Kakinada, December 18-20, 2014.

5. Traffic Infra Tech. Expo – organized by M/s Virtual Info Systems Pvt. Ltd, January 7-9, 2015.

6. Annual session of Indian Roads Congress, Bhubneshwar, January 18-22, 2015.

Visitors

Visits of distinguished professionals and delegates from various organizations related to road transportation from India and abroad to CRRI were organized during the year.

Linkages with Professional Bodies

The Institute is represented as the Institutional Member on the various technical, executive and administrative committees and groups of various National and Foreign Organizations. These organizations maintain their databases including R&D activities, Organizational Heads, etc. of the Member Institutions and regularly seek the updated information. The updated information on CRRI were provided to various organizations and the annual subscriptions were paid to continue the membership. The Institutional membership of the Institute is given on page 187.



Skill Development Programme for Assistants Workshop on Team Building, March 13, 2015

Skill Development Programme

Workshop on Use of Changer, May 23, 2014Workshop on Change Management, March 20, 2015



Visit of Foreign Delegation at CRRI

Visit of delegation from University of Tokyo, Japan

Visit of Afghan delegation at CRRI

Visit of Ethiopian delegation at CRRI



Organisation of Training Programme at CRRI









Presentation on General Report on Road Research work done in India at 75th Annual Session of Indian Road Congress A view of CRRI pavilion in the IRC Session at Bhubaneshwar

CRRI participation in 5th Regional SARF/IRF 2014 Conference, September 2-4, 2014 at Pretoria, South Africa



Organisation of Training Programme on Road Construction for Engineers of UP Avaas Avam Vikas Parishad, September 19-20, 2014



Training at CRRI



MOU signing ceremony

A Technical Presentation at CRRI

Presentation by Vectra Germany

Documentation and Library Services


Prof. S.R. Mehra LibraryProf. S.R. Mehra library provides information services to the staff of the Institute in the field of traffic, transportation and highway engineering. The library has a collection of over 90,000 publications including books, reference books, periodicals, conference proceedings, technical reports standards specifications, microfilms, maps, CD-ROM databases, video cassettes etc.

Bibliographic ServicesLiterature searches were carried out and bibliographic service was provided on request to researchers of CRRI on topics related to highway engineering and transportation.

Reference ServiceSpecific information provided on more than one hundred reference queries.

Collection DevelopmentPublications like books, periodicals, conference proceedings, technical reports, CD-ROM databases, standards related to roads, transport and related areas etc, were acquired for updating the library collection.

Technical ProcessingPublications added to the collection were classified, catalogued, indexed and well maintained for efficient retrieval.

Professional DevelopmentInformation on refresher and training courses and workshops etc. available in the field of highway engineering and related areas were recorded and displayed regularly for the benefit of the users.

Access to International and National DatabasesAccess to national and international databases like TRIS, IRRD, TRANSDOC from TRANSPORT CD, has been provided through CD for quick retrieval of information. BSI Eurocodes in Civil Engineering has been installed on Intranet.

Access to E-Journals Access to full text E-Journals is being provided through Internet from various publishers like WOS, ASCE, ASTM Digital Library, Taylor & Francis, Wiley, ICE, Springer, etc.

Computerisation of Documentation and Library ServicesDatabase is being developed for the publications received in the library. OPAC has been installed on Intranet to search the database of CRRI Library.

E-CART Bulletin - Current Awareness in Roads & TransportA monthly current awareness service containing scanned content page of the current journals received in the library is e-mailed to individual scientists to make them abreast of latest developments in the field of transportation and highway engineering.

Library StatisticsBooks added during the period 173(01.04.2014 - 31.03.2015)

Total No. of books as on 31.03.2014 55666

Maps 688

Microforms 655

Videocassettes 122

Periodicals titles received regularly 75

R & D Support ServicesComputer & Networking


LAN Hardware• The Lab level ERP Implementation is

completed and Storage was configured in CRRI end.5 Nos. of IBM x 3650 servers and FUJITSU - ETERNUS DX440 SAN system with scalable 20TB storage capacity were installed for the same. The schematic diagram of CRRI – computer Centre SAN is shown in the Fig. 168, Integration of the above storage with RDM SAN is under anvil.

• HPProliantML570andML350(XeonQuadProcessor) hardware platforms are used for server activities (DNS, ADS, WSUS Update Server, Proxy Server and NMS Server). More than 400 LAN I/O points are operational.

• Implementation of FG-800C UTM Multi-Threat Security Appliance is under process

• PGRPEBuildingisconnectedthroughWi-fitoCRRI LAN and the expansion plan of CRRI LAN to Guest House Wing-1 and Wing-2, Canteen, Main Store and Stores is under process.

Softwares and IT ServicesIntranet service (http://CRRINET) provides Online Library Search (Web OPAC) , BIS Searching facility, Transport Database, Links for E-Journal Driver Testing Software and CRRI Online Salary System.

The information related with all the division including the equipment list are also available. Essential forms, compliant request formats and various application formats are available at CRRI Intranet.

Updates of information related to CRRI such as scientific, administration, training programmes, events, tenders, history, recruitment and other activities, etc. are being done regularly in the official website of CRRI. i.e www.crridom.gov.in.

Installation and configuration of various Scientific Softwares like ARC-GIS , Mx-Road, HDM, NISA, Heads & SPSS also provided.

The E-Mail facility for all the staff of this Institute is also available.

The Computer Training programme for Group II staff was also conducted to sensitize the computer literacy for ERP readiness. Computer facility to all Training programmes & Seminars/ Conferences etc organized at CRRI is also provided.

The Corporate Antivirus Solutions is provided against the Campus wide Antivirus protect , Web reputation, URL Filtering etc to all the servers and nodes.

Video Conferencing facility is operated and maintained by the centre and It is available in all CSIR lab level meeting.

R & D Support Services Computer & Networking


Fig.

168

R & D Support ServicesMechanical Engineering Support


The Division is responsible for:1. Design and Development of Mechanical

Equipment required by R&D divisions for carrying out Sponsored, In-house R&D and Consultancy services.

2. Repair and maintenance of R&D equipment (Mechanical & Electrical).

3. Air conditioner repairs and maintenance.

4. Operation and maintenance of Air conditioning plants.

5. Repair and maintenance of Infrastructural Facilities including furniture

6. Book Binding

7. Training

8. Contribution in different R&D and research projects

9. Participation in extracurricular activities

Design and DevelopmentDuring the period under report the division was involved in the design and development of the following:

i. Various modifications were done to meet out the onsite requirements on Pneumatic Camera Hoisting Machine for videography of intersections for “Indo HCM” project

ii. Various prototype Gym Equipment were fabricated for the health benefits of CRRI staff.

iii. A waterproof cabin was fabricated on the request of Manager Guest House

iv. Enclosures with gate were fabricated and fitted at Guest House for the safety of guests

( Scrap material was used in all of the above reported fabrications)

R & D Support Services Mechanical Engineering Support


iv. Fabrication of Moulds for beam casting for BAS division.

Repair of R&D and other equipment1. Pneumatic Camera Hoisting Equipment

2. Automatic Soil Compaction Machine

3. Compression Machine

4. Automatic Bitumen Compactors

5. Core Cutting Machine

6. CBR Moulds

7. UTM

Around 230 job card related to repairs and fabrication were completed during the reported period.

Contribution in Different R&D ProjectsContributed substantially in the following projects

• “IdlingFuelConsumptionStudies”under12thfive year plan’s ELSIM project. Various cities have been identified for carrying out the study. Participated in studies at Delhi and CSIR-AMPRI, Bhopal, CSIR-NCL Pune, CSIR-IMT, Chandigarh, CSIR-CSIO, Chandigarh, CSIR-CLRI, Chennai, CSIR-SERC, Chennai, Parul Institute of Engineering, Vadodara project.

• Involved in “GAP Acceptance Studies” and“Pedestrian Movement Study” under INDO-HCM project. Videography for this project is being done with the help of camera hoisting equipment repaired and modified by the division there by resulting in huge amount of savings on each site.

Air conditioner Repairs and Maintenance• Undertakesin-houserepairandmaintenance

of approximately 350 air conditioners of the Institute.

• The division is also supervising Operationand Maintenance of Air Conditioning Plant.

Estate ServicesCivil Engineering Support


The Civil Engineering Section of the Institute has the following major activities:-

1) Excellence in providing the best R&D Infrastructure

2) Maintaining the essential services

The Civil Engineering section is responsible for the construction and maintenance of all Civil Engineering assets, viz all buildings of the office campus , water supply and sanitary installations, Cleaning & hygienic services, Pest Control services, Firefighting equipment installations, Building assets & property tax management, arrangement of seminars, lectures etc at Council hall, Auditorium, C.V.Raman Conference hall. Maintaining inventory of furniture’s, electrical installations etc. for the general areas etc.

During the year following works have been executed in the Institute

1. Renovation of TMBD, SBI, Conference room, toilet and Civil Section ground floor rooms CRRI.

2. Development of Infrastructure for the lab. of Sustainable Transportation (SUSTRANS) CRRI.

3. Renovation of GTE shed-2.

4. Whitewashing and painting of caretaker residence & Canteen.

5. Renovation of room no 128 B , MES division Aluminiam partition Vigilance section and painting work, SO room Personal cell.

6. Providing and Fixing Aluminiam partition in the room no 159 and Aluminum door in the room no 161 D of FP division.

7. Refilling of fire extinguishers cylinders.

8. P/F fire extinguishers, fire hydrant & fire escape stair.

9. Construction of open shed for air pollution monitoring van of ES division.

10. Sanitation & Upkeeping Services of CRRI Institute Building (Annual Contract).

11. Providing & Controlling the Larvae, Fogging, Rodent &Termite through spraying at CRRI, New Delhi (Annual Contract).

12. Development of Rain Water Harvesting system at CRRI.

Quality Management


Quality Management Divison is responsible to ensure that IS/ISO 9001:2008 Quality Management System operates effectively and efficiently in the Institute. Besides, adopting higher level of quality standards in the working of the Institute is also the mandate of the divison during the year, the division was engaged in conducting internal quality audits: discussing the findings of the audit in the management review committee meetings; ensuring the Institute’s readiness for the external audits to be conductied by certification agency i.e Bureau of Indian Standards (BIS) for the survellance audit for higher level of quality standards in the working of the Institute.

Internal Quality Audits (IQA)The Internal Quality Audits are systematic and independent examination of the system to determine whether the planned arrangements are implemented effectively and are suitable to achieve the objectives.The audit was carried out by trained quality auditors of the Institute with the following objective:

l To determine the conformity or non-conformity of the quality system elements with specified requirements.

l To determine the effectiveness of the implemented quality system in meeting the specified quality objectives.

l To provide the auditee with an opportunity to improve the quality system.

l To meet regulatory requirements.

During the internal audit, two aspects namely the requirements of the quality management system

as defined in the Quality Manual and the Quality System Procedures were focused. The non-conformity reports (NCR) and corrective action report (CAR) were communicated to the auditees for ensuring the corrective and preventive actions. The actions taken by the auditees were verified during the subsequent audit and NC’s were closed.

The Internal Quality Audit of the Institute was carried out during September 27 -30 ,2014 to check whether the IS/ISO 9001:2008 QMS is effectively and efficiently in place in the Institute. The audit findings were discussed in the Management Review Meeting.

Management Review Meeting (MRM)After the internal quality audits, the findings of the audit and its reports were discussed in the detail in the Management Review Committee. Besides the finding of the audits, the gray areas related to the functioning of the Institute were also discussed and resolved to ensure that Institute’s work is carried out as per the planned arrangements. The Quality Policies and Quality Objectives were reviewed to make them in line with each other keeping in view the mandate of Institute. The Quality Objectives were renewed to ensure that they are quantifiable and measureable to meet the QMS requirement.

Modification and Updation of Quality System Procedure (QSPs)The Quality System Procedures – the procedures (QSPs) of the division /section activities were in place since February 2003. Since then many changes i.e., addition / deletion in the procedures have been done. The QSPs were modified and updated.

Rajbhasha


Different types of activities were conducted to so to ensure the compliance of the official language policy of the Union Government. Rajbhasha Section continued in its endeavor to promote the official language in day-to- day routine work as well as official work of permanent nature. For this, Official Language Implementation Committee (OLIC) meetings were organized on quarterly basis and follow up actions were taken on the decisions taken in these meetings. Various incentive schemes were implemented in the Institute and Employees doing remarkable work in Hindi were given cash incentives as well as certificates of commendation. Hindi Day & Hindi Week were celebrated to enhance official language use in day to day work. A large number of staff took participation in different competitions organized during the Hindi Week. Cash prize and certificates were also distributed to the winners.

In accordance with the official language policy of Govt. of India, Rajbhasha section assisted other sections in the translation work of different type

of documents. Assistance was offered to various areas with respect of Hindi correspondence and preparation of technical reports, abstracts, work reports etc. in Hindi. Scientists actively participated and presented their papers in Hindi at different Seminars organised by CSIR Labs as well as other government organisations. Scientists were awarded cash incentives and certificates for the papers which were published in Hindi during the last year.

Rajbhasha Section also helped scientists in preparing lectures/presentations related to their research work in Hindi. Lectures on various subjects related to R&D work of the Institute were delivered by the scientists in Hindi which was organized on a monthly basis. To encourage the staff to do more and more work in Hindi “Hindi workshops” were organized in every quarter of the year. To promote Official Language Policy and to assist employees of the Institute to write and express themselves in Hindi, Eleventh issue of “Sarak Darpan”, the scientific magazine of CRRI has been finalized and is under the process of publication.

Hindi Saptah Samaroh, September 8-15, 2014

Other Activities ofthe Institute

Other Activities of the InstituteEvents


National Workshop on Fuel Efficiency Standards of Heavy Duty Vehicles in IndiaA National Workshop on ‘Fuel Efficiency Standards of Heavy Duty Vehicles’ in India was organised at CSIR-CRRI on April 1, 2014. The workshop was attended by a total of 34 delegates from a number of agencies/organisations viz. Bureau of Energy Efficiency (BEE); Former Member Secretary, CPCB; TERI University; Voice NGO; PCRA; HART; Ministry of Health; Shakti Sustainable Energy Foundation and CSIR-CRRI. Dr. Ajay Mathur, Director General, Bureau of Energy Efficiency (BEE), GoI delivered the keynote address. In his address, he stated that it is a beginning step in dealing with the Heavy Duty Vehicles in the country. He congratulated both the Shakti Sustainable Energy Foundation as well as CSIR-CRRI for conducting this study. He stressed that the study is the need of hour to reduce the emissions from Road Transport sector, and increase the fuel efficiency of Heavy Duty Vehicle.

Shri Krishan Dhawan, CEO - Shakti Sustainable Energy Foundation stated the importance of the study as well as the results/recommendations made for the Heavy Duty Vehicles towards ensuring efficient road transport system.

Shri Chinmaya Acharya, Chief of Programmes, Shakti Sustainable Energy Foundation gave as overview of activities of Shakti Sustainable Energy Foundation.

Subsequently, the study findings were presented by Dr. Kayitha Ravinder and Dr. Errampalli Madhu from CSIR-CRRI. Dr. B. Sengupta, Former Member Secretary, CPCB appreciated the study and results obtained and mentioned that it is a very good attempt in this area. However, he stated that the latest emission factors developed by ARAI (ICAP) can be used to estimate the emission loads and the emission norms proposed shall be taken in line with Draft Auto Fuel Policy & Vision - 2025 document.

Workshop on Online Designing & Dimensioning Tool for Designing Slope Stabilization SolutionsA half day Workshop on “Online Designing & Dimensioning Tool for Designing Slope Stabilization Solutions (Ruvolum ®)was organized in association

with M/s. Geobrugg India Pvt. Ltd., Gurgaon, on April 9, 2014 at CRRI.

Workshop on Use of CHANGEROn the request of International Road Federation (India Chapter) New Delhi, CSIR-CRRI organized a Training-cum-Workshop on Use of “CHANGER” at CRRI on May 23, 2014. Dr. P.K. Nanda, Ex-Director, CRRI gave a presentation on Green House Gas Emission and its impact. In the afternoon a presentation-cum-demo of software “CHANGER” was made by Ms. Tomosi of ICT, New Delhi.

Anti-terrorism DayAnti-terrorism Day is observed each year in the country on 21st May to wean away people specifically the youth from terrorism and cult of violence by enlightening the suffering of common people. To observe the anti-terrorism day, a pledge was taken by the officers and staff members of the Institute.

World Environment DayThe Institute celebrated World Environment Day on June 4, 2014. Prof. Arun K. Attri, Dean, School of Environmental Sciences, Jawahar Lal University, New Delhi was the Chief Guest on this occassion. Prof. Attri delivered a lecture on “Climate Change???” which was attended by the staff of the Institute.

A Conclave on Development and Management of Border Roads-Problems, Constraints, Challenges and Appropriate SolutionsA Conclave on “Development and Management of Border Roads - Problems, Constraints, Challenges and Appropriate Solutions” was organized on June 16, 2014 at CRRI. In the conclave, eight major technical problems in which CRRI can associate with BRO were identified. Dr S. Gangopadhyay, Director, CRRI welcomed the dignitaries and delivered the welcome address which was attended by Dr P.S. Ahuja, DG, CSIR; Lt. Gen. A T Patnaik, DGBR, BRO; Dr R.K. Bhandari, Ex-Head ISTAD, CSIR and large number of participants. The conclave was also attended by Dr Sanjeev Ranjan, Secretary, BRDB; Prof B.R. Madhav, Chairman, CRRI research council; officers from BRO, PWDs of NER states,

Other Activities of the Institute Events


DTRL, MoRTH, SASE, CSMRS and concerned sister laboratories of CSIR. During the inaugural session, Dr P.S. Ahuja, DGCSIR appreciated the working of BRO and stressed upon the element of Tunneling to be looked at very rigorously in hill roads to avoid the landslide. Lt. General A.T Patnaik, DGBR desired that scientific topic for research should be taken up to bring about scientific and engineering solutions. Dr R.K Bhandari in his remarks stressed on the need to rapidly restore roads and bridges after occurance of any disaster. He insisted on appropriate policies and strategies for construction and maintenance of roads in border areas and emphasized on the need to conduct special training programme for BRO officers. During the Technical Sessions-I & II, presentations were made by Brig. Kattarya, BRO and Shri Mehta, CE, BRO. Border roads organisations subsequently referred to CRRI following eight major problems of current concern on various border roads. Out of which, four have been given as priority I and other four as Priority II.

Priority I

1. Surfacing of Roads in Wild Life Area (Gangotri National Park)

2. Landslide Investigation, Analysis and Design of Permanent Remedial Measures for its prevention at Lambagarh, Kaliasaur & Pangi

3. Alignment of Sasoma-Saserla Road

4. Technology for use of locally available material in road construction

Priority II

1. Snow Avalanche arresting on Manali-Sarchu (M-S) Road

2. Solution for 240m Bridge of Road D-S-DBO

3. Design of Standard Readymade Erosion Protection Structures

4. Design of Gravity Paved Blocks for Roads in Snow Bound Areas : Road Surfacing using Paved Blocks on Zojila.

Subsequent to the conclave CRRI has taken immediate steps to investigate the priority areas and has submitted the project proposals to BRO for further necessary action.

Workshop on Rural RoadsOn the request of National Rural Road Development Agency, a workshop on Rural Roads was organized on June 17-18, 2014. The workshop was attended by senior level officers of various states along with CEOs / E-in-Cs /CEs and officials of Ministry of Rural Development.

Celebration of CSIR-CRRI Foundation Day and Organization of National Conference on “Transport Noise and Abatement Measures”CSIR-CRRI Foundation Day was celebrated on July 16, 2014. As part of celebration of CSIR-CRRI Foundation day, a two days conference-cum-exposition on Transport Noise and Abatement Measures was organized which brought together researchers, academicians, implementing agencies, engineers and production units on one platform to share their knowledge and experience. The conference was inaugurated by Sh. Mangu Singh, Managing Director, DMRC, New Delhi and was attended by a galaxy of Transportation professionals. The workshop was conducted over five Technical sessions encompassing presentations by the professionals of CSIR-CRRI, IIT etc. on following themes :

• NoiseModellingandMapping

• GuidelinesforNoiseBarrier

• IndustryPresentation

• NoiseBarrierDesignandCaseStudies

• NoisePollutionRelatedIssues

A technical exhibition displaying the technologies/products developed by CRRI and private organizations was also organized.

Hindi SaptahHindi Saptah was organized from September 8-15, 2014 at CSIR-CRRI, New Delhi. Several competitions like Essay writing, Technical paper presentation, Hindi poster, Debate and Hindi speech were organized during the week. A total of about 120 employees took part in these competitions. Hindi Saptah was inaugurated by Dr. S. Gangopadhyay, Director, CSIR-CRRI who dwelt upon the role of Hindi in official work and the need



to ensure its progressive use in day to day work. On September 15, 2014 Prof. (Dr.) Keshari Lal Verma, Chairman, Commission for Scientific and Technical Terminology, Ministry of HRD, Govt. of India graced the occasion as Chief Guest in the closing ceremony and prize distribution function. Prizes were given away to winners of different competitions and also to all those employees who published their research papers in Hindi and had done commendable official work in Hindi.

CSIR Foundation DayCSIR Foundation Day was celebrated on September 26, 2014 in which Shri V.L. Patankar, Director, Indian Academy of Highway Engineers (IAHE), Noida was the Chief Guest of the main function. Shri Patankar delivered the Foundation Day Lecture on “Road Development in India” and highlighted the Road development process since Independence; CRRI’s contribution in Pradhan Mantri Gram Sadak Yojana and development of standards etc. Prizes were given away by the Chief Guest to the winners of various competitions organized earlier for the children of employees. The employees of CRRI who had completed 25 years of service in CSIR and all those who had retired during September 2013 to August 2014 were also honoured and mementoes presented to them by the Chief Guist. The function was graced by invited Guests, fellow scientists and employees and ex-colleagues of CRRI.

Swachh Bharat Mission A cleanliness campaign is being run by the Govt. of India which has been initiated by the Hon’ble Prime Minister, Sh. Narendra Modi on Oct. 2, 2014. The main objectives of Swachh Bharat Mission are to bring about improvements in well being of general public by promoting quality of life, cleanliness, hygiene and eliminating open defecation. On Oct 2, 2014, the Institute was kept open for the staff members. Banners for Swachh Bharat Mission with appropriate slogans were displayed. A pledge was taken by the staff members. A special derive for cleaning of offices/ rooms / laboratories including corridors, galleries etc. was made by the staff members, senior officers of Administration and Scientists of R&D divisions including Director, CSIR-CRRI.

Workshop on Development of Greener RoadsInternational Road Federation (India Chapter) in association with MoRTH and CRRI organized a Workshop on “Development of Greener Roads” on Oct 15, 2015 at CSIR-CRRI. The Workshop was inaugurated by Shri. S.N. Das, Director General, MoRTH. About seventy participants which included Consultants, Contractors, Scientists etc, attended the workshop.

Vigilance Awareness WeekVigilance Awareness Week was observed at CSIR-CRRI during Oct 27 to Nov 1, 2014. On Oct. 27, a pledge administered by Dr. P.K. Jain, Chief Scientist was taken by the staff members for maintaining integrity and continue to strive in bring about transparency in all spheres of life. Banners and posters were displayed at the prime locations in the premise of Institute. A lecture on “Corruption: Violation of Human Rights” was delivered on this occasion by Sh. Anil Kumar Parashar, Joint Registrar (Law), NHRC. Several events such as Debate competition on “Mitigation of Corruption by using Modern Technology”; Slogan writing competition on “Child Labour” and Essay writing competition on “Importance of Relevance of Science in Human Life – Indian Scenario” were organized earlier for the staff members and winners of these competitions were awarded on this occasion.

Workshop on New Materials/Technologies in Rural Roads for STAs of North Eastern StatesA Workshop on New Materials / Technologies in Rural Roads for State Technical Agencies (STAs) of North-Eastern States was organised at Guwahati, Assam jointly by CSIR-Central Road Research Institute and Assam Road Research and Training Institute, Government of Assam on December 2-3, 2014. The programme was sponsored by National Rural Road Development Agency (NRRDA). About 30 participants comprising of STA Faculty and Engineers implementing PMGSY projects in North-Eastern States attended the Workshop. The programme was inaugurated by the Chief Secretary, Government of Assam. Several scientists from CRRI made presentations in the workshop covering



new materials and new technologies which can be adopted for PMGSY works.

Technology Transfer EventTechnology Transfer event was organized on Dec 5, 2014 at this Institute. On this day agreements were signed for the transfer of two technologies viz; PATCHFILL – Machine for quick, safe and economic repair of Potholes and; SETUCARE – An electromechnical device mounted on truck which provide access to hidden parts of bridges or similar infrastructure for their proper inspection. Presentations on the Technologies were made by Dr. R.K. Garg and Shiksha Swaroopa; Scientists of the Institute respectively. The event was attended by following dignitaries:

• Dr.P.S.Ahuja,Director-General,CSIR

• Prof.D.V.Singh,FormerDirector

• Prof. D.N. Trikha, Former Director, CSIR-SERC

• Dr. I.K.Pateria, FormerDirector (Technical),NRRDA

Workshop on Aspects of Road Safety in SikkimA workshop was organised jointly by CSIR-CRRI and Motor Vehicle Division, Transport Department, Govt. of Sikkim at Gangtok on “Aspects of Road Safety in Sikkim” on December 08, 2014. Shri D.T. Lepctia, Hon’ble Minister, Transport Department, Govt. of Sikkim was the Chief Guest. The inaugural address was delivered by Shri T.T. Sherpa, Special Secretary, Transport Department. Shri A.K. Shrivastava, Additional Chief Secretary, Govt. of Sikkim and Col. Raman Kakkar, Director (W), GREF, addressed the delegates and highlighted various important aspects related to road safety. At the outset, Sh. T.K. Amla, Head, Information, Liaison and Training giving brief about the training workshop. The Workshop was attended by sixty participants, which also included members of State Road Safety Council and District Road Safety Committee. The workshop was conducted over two technical sessions encompassing technical presentations by the Scientists of CSIR-CRRI, Faculty from AIIMS, New Delhi, Transport Department and Traffic Police, Gangtok, Sikkim.

Visit of Parliamentary Committee on Official LanguageThe Parliamentary Committee on official language headed by Dr. Satyanarayan Jatiya, Hon’ble Member of Parliament (Rajyasabha) visited and reviewed the work done by the Institute in Official Language on December 31, 2014.

In his welcome address, Dr. S. Gangopadhyay, Director, CRRI gave a brief account of Scientific/ Technical/ Administrative work carried out by the Institute in Hindi, The committee made point wise analysis and reviewed the progressive use of Hindi in the Institute on the basis of inspection, questionnaire related to official language.

Earlier, the committee went through the exhibition material displayed by the Institute. Which included publications such as Sadak Darpan, Annual Report, Telephone Directory etc. brought out by the CRRI in Hindi. The Committee appreciated the work done by CRRI in official language.

Interactive Session on Road Safety Issues and Challenges in IndiaTo showcase and promote Australian Road Safety expertise to the premier Road Research Organizations in India, an Australian delegation comprising 25 ABWI Transport Road Safety Delegates visited CRRI on Jan 13, 2015. Dr. S. Gangopadhyay, Director, while welcoming the delegates made presentations on CRRI’s activities and achievements etc. An Interactive session, moderated by Dr. Grayson Perry, Trade Commissioner, Austrade provided an opportunity for Australian delegates to make a brief pitch and present their capabilities, Areas of potential opportunities for further collaboration and Q&A session was highlighted. The session was concluded by Dr. Grayson Perry followed by visit to the various laboratories of CSIR-CRRI. The event was also attended by the Area Advisors, HODs and senior Scientists of the Institute. Earlier, a Gala reception was hosted by the Australian Minister for Trade and Investment Mr. Andraw Robb AO MP at Delhi to open Australian Business Week in India (ABWI).

Celebration of Road Safety weekRoad safety week is celebrated to create awareness amongst people about the importance and essence



of road safety rules. It also focuses on creating awareness as to how simple steps can save the lives of thousands of people dying every year just because they are not aware of first aid techniques which is badly needed in the event of medical emergencies. CSIR-CRRI celebrated Road Safety Week during Jan. 11-17, 2015. On Jan. 13, 2015, Dr. Amit Gupta, Surgeon, AIIMS, Trauma Centre, delivered a talk on “Emergency Response: Handling and Transfer of Road Crash Victims at the Institute”, which was attended by a large number of staff members.

Training-cum-Workshop on Development of Database Management System on Inventory and Condition of Delhi PWD Roads (Ring Road and Outer Ring Road)Public Works Department, Govt. of Delhi had Instituted a study at CSIR-CRRI which is aimed to develop a Database Management System on Road Inventory and Pavement Condition for a length of about 100 kms covering Ring Road and Outer Ring Road. The overall objective of this study was to evaluate the road condition and the reafter develop

a database management system on road inventory and pavement condition for Ring Road and Outer Ring Road towards maintaining and managing roads at a desired level of serviceability. As part of this study, training-cumworkshop was organized on Jan 13, 2015 which was attended by about 50 Engineers of Delhi PWD.

National Science DayTo commemorate the discovery of Raman Effect made by Sir C.V. Raman, the Institute celebrated National Science Day on March 2, 2015. Prof. S.K. Bhattacharya, Director, CSIR-CBRI Roorkee, graced the occasion and delivered National Science Day Lecture. In his lecture, Prof. Bhattacharya mentioned several indicators which make city a smart city. He stressed the need to develop alternate technologies towards saving natural resources. Dr. S. Gangopadhyay, Director, CSIR-CRRI also highlighted the background of celebrating National Science Day. Sh. T.K. Amla, proposed the Vote of Thanks and conveyed greatfulness to Chief Guest for sparing his valuable time.



Glimpses of National Workshop on Fuel Efficiency Standards of Heavy Dury Vehicles in India, April 1, 2014



Celebration of CSIR-CRRI Foundation Day &National Conference on “Transport Noise and Abatement Measures”

July 16, 2014



World Environment Day celebration on June 4, 2014

Conclave on Development and management of Border Roads-Problems, Constraints, Challenges and Appropriate Solutions, June 16, 2014

Celebration of Independence Day Function at CRRI, August 15, 2014



CSIR Foundation Day



Workshop on Development of Greener Roads, October 15, 2015 organised jointly by CRRI, IRF (India Chapter) and MoRTH

Workshop on Rural Roads organised for NRRDA, June 17-18, 2014

Workshop on New Materials/Technologies in Rural Roads for STAs of North Eastern States, December 2-3, 2014



Workshop on Aspects of Road safety in Sikkim organised for Transport Department, Govt. of Sikkim at Gangtok,

December 8, 2014

Celebration of Road Safety week, January 11-17, 2015

Interactive Session on Road Safety Issues and Challenges in India with Austrade, Australia, January 13, 2015

Interactive Session on Road Safety Issues and Challenges in India with Austrade, Australia, January 13, 2015



Celebration of National Science Day, March 2, 2015

Cleanliness Campaign at CRRI under Swachh Bharat Mission, October 2, 2014

Celebration of Vigilance Awareness Week, November 1, 2014



Technology Transfer Event of PATCHFILL & SETUCAREDecember 5, 2014



Visit of Parliamentary Committee on Official LanguageDecember 31, 20 14



Glimpses of Research Council Meetings at CRRI



Celebration of New Year Function

Meeting of Road Research Managers of AFCAP/ASCAP, February 26, 2015 at Pretoria, South Africa

Training-cum-workshop on Development of Database Management System, PWD Roads, January 13, 2015

Other Activities of the Institute


• Dr. S. Gangopadhyay, Director, CSIR-CRRI,has been conferred Distinguished Alumnus Award by the Institute of Engineering Science & Technology (IIEST), Shibpur, in recognition of brilliant contributions made by him in Science & Technology.

• Dr.PankajGupta,Sh.A.K.Sinha,Dr.VasantG.Havanagi and Sh. Sudhir Mathur, Scientists were awarded commendation certificate by Indian Roads Congress for their paper entitled ‘Probable Causes and Corrective Measures of Landslide on Aizawl - Lunglei Road (NH-54) Mizoram, published in Highway Research Journal Vol. 6 No.2. The award was given during 75th IRC Session held at Bhubaneshwar during Jan 18-22, 2015.

• Sh.A.K. Sinha,Dr.V.G.Havangi, S/Sh.V.K.Arora, Alok Ranjan and Sudhir Mathur Scientists were awarded Commendation

Certificate for their Paper entitled ‘Characterisation of Jarofix Waste Materials for the Construction of Road’ Published in Journal of Highway Research Board. The award was given during 75th IRC Session held at Bhubneshwar during Jan 18-22, 2015.

• Sh. K. Sitaramanjaneyulu and Dr. PurnimaParida have been elected as the Council Members during 75th IRC Session at Bhubaneshwar.

• Sh. R.K. Panigrahi has been awardedRashtriya Gaurav Award by IIFS, New Delhi on November 24, 2014.

• Dr. S.Velmurugan, Scientist was bestowedwith the Outstanding Scientist Medal by the Construction Industry Development Council (CIDC). The award was given during Vishvakarma Award Function, March 2015.

Honour/Awards

Other Activities of the Institute


Lecture Delivered

S.No. Topic Place and Date Presented by

1 Vehicle Population and Determination of Urban Air Quality

Indian Institute of Petroleum, Dehradun, August 8, 2014

Dr. Niraj Sharma

2 Air Quality Monitoring and Vehicle Emission Control & Cleaner Fuels

ESCI ,Hyderabad, August 19 - 21, 2014

Dr. Niraj Sharma

3 Nanotechnology Application and Opportunities in Road Transport and Environment

Indian Roads Congress, August 19 -20, 2014

Dr.Rina Singh

4 The Utilization of Geosynthetics for Construction and Rehabilitation of Bituminous Pavement

CII, Ahmadabad (Gujarat), September, 5 - 6, 2014

Sh.Satish Pandey

5 Vehicle Population and Determination of Urban Air Quality

Indian Institute of Petroleum, Dehradun, October 31, 2014

Dr. Niraj Sharma

6 Overview of New Bridge Codes of IRC & Planning, Design and Erection of Precast Structures

Indian Academy of Highway Engineer, Noida, Dec. 17, 2014

Dr. Lakshmy P

7 Survey Investigation and Pavement Evaluation for Road & Bridge and Performance Monitoring of Bridges through Instrumentation

Indian Academy of Highway Engineer, Noida, Jan. 6, 2015

Dr. Lakshmy P. Sh. G.K.Sahu

8 Instrumentation Rating and performance monitoring of Bridge

Indian Academy of Highway Engineer, Noida, Jan. 9, 2015 Dr. Lakshmy P

9 Environment Related Issue Training Programme organised by NIOH & CPCB, Ahmadabad, February 9 - 13, 2015

Dr. Niraj Sharma

10 Bridge Inventory & Inspection, Condition Survey and Bridge Management System

Indian Academy of Highway Engineer, Noida, March 16 - 20, 2015

Dr. Lakshmy P. Sh. G.K. Sahu

11 Bitumen, Bituminous Mixs and Bituminous Mix Design Quality Control test for Bitumen and Hand on Practice

Indian Academy of Highway, Engineer, Noida, March 16, 2015

Dr. Sangita

Technical Training, Deputation etc.


S.No. Area of Training Staff Nominated Date Venue

1 Skill Development Programme for Assistants of CRRI

35 nos. Assistants April 21-25, 2014

CSIR-CRRI Ghaziabad

2 Application of Numerical Methods in Geotechnical Engineering

Alok Ranjan May 01-02, 2014

CSMRS, New Delhi

3 Programme on Crafting Effective S&T Communication

Ms. Siksha Swaroopa Kar

Sh. Dinesh Ganvir

Sh. Alok Ranjan

Sh. V.K.Kanaujia

Sh. Pradeep Kumar

Sh. S.Kannan

Sh. H.L.Sachdeva

Sh. Md. Irshad

May 26-28, 2014

CSIR-HRDC Ghaziabad

4 Financial Management in Scientific Organisation

Sh. D. Ravinder August 25-29, 2014

Indian Institute of public Administration, New Delhi

5 Work Life Balance for Women Scientists and Officers

Mrs. Shanta Kumar

Mrs. Sarita Rastogi

Mrs. Prema Prasad

August 25-27, 2014

CSIR-HRDC Ghaziabad

6 Advance leadership Development Programme

Dr. Rajeev Goel September 01-05, 2014

CSIR-HRDC Ghaziabad

7 Knowledge Management & Knowledge Sharing in Organization

Sh. A.K.Jain

Sh. Pradeep Kumar

Sh. Anshul Saxena

September 22-26, 2014

Indian Institute of public Administration, New Delhi

8 Limit State Design of Steel Structures based ISO 800

Sh. Kumar Shashi Bhushan

October 29-31, 2014

NITTTR, Chandigarh

9 Managerial Effectiveness for Technical Officers

Sh.R.C.Agarwal

Sh.Shankh Das

Sh.Vivek Dubey

Sh.S. Mariappan

Sh.D.Ravinder

Nov. 10-12, 2014

CSIR- HRDC Ghaziabad

CRRI Scientists/Staff Deputation for Training



S.No. Area of Training Staff Nominated Date Venue

10 DST sponsored National Training Programme on Entrepreneurship Development and Management for Scientist & Technologist working in Govt. Sector

Sh. Sanjay Singh Gaharwar

December 08-12, 2014

EDI, Ahmadabad

11 Recent Advances in Highway Construction

Sh. Dinesh Ganvir December 05-19, 2014

IIT Delhi, New Delhi

12 Refresher Training Programme for Section Officer (G) Roster, Assessment, Vigilance etc.

Sh. Vinod Kumar SO February 16-18, 2015

CSIR-HRDC Ghaziabad

13 Naya Safar 25 Nos. of CRRI Staff Members

March 13, 2015 CSIR-CRRI New Delhi

14 Induction Motor Efficiency Monitory System

Sh. Sunil Grover

Shri Muni Raj Meena

March 13, 2015 CSIR-NPL New Delhi

15 Sab Sath Ek Sath 25 Nos. of CRRI Staff Members

March 20, 2015 CSIR-CRRI New Delhi

CRRI Scientists/Staff Deputation for Training



Deputation Abroad

S/Shri Satish Pandey and Gagandeep Singh, Scientists were deputed to Durham, North Carolina, USA for Factory Acceptance Test (FAT) of Machine “Large Size Wheel Tracking Device and Roller Compacted procured by the Institute, from June 9-20, 2014.

Dr. S. Gangopadhyay, Director, Shri T.K. Amla and Ms. Shiksha Swaroopa, Scientists were deputed to Pretoria, South Africa to attend 5th Regional SARF/IRF 2014 Conference for Africa on Better Roads Moving Africa & Trade exhibitions organised by South Africa Road Federation in association with IRF during September 2-4, 2014. Ms. Shiksha Swaroopa present a paper entitled “Bitumen Emulsion based on Low Energy MildWarm Mixes for Maintenance of Roads” during the conference.

Shri J.B. Sengupta, Scientist was deputed to Sydney, Australia to present his paper entitled “Fourier Transform infrared Spectroscopy-A Tool for Detection of Lime Content in Hot Mix Asphalt” in 26th ARRB Conference, 2014 at Sydney from October, 20-22, 2014.

Ms. Kamini Gupta, Scientist was deputed to Los Angeles, California to present papers entitled “Quality Enhancement Parameters for Buses in India”, by Shri Ravinder Kumar, Ms. Kamini Gupta, Dr. Neelima Chakrabarty and Shri Satinder Tomar & “Driver Behaviour and Psychophysical Characteristics in Indian Traffic Conditions” by Dr. Neelima Chakrabarty, Ms. Kamini Gupta and

Ms. Geetanjali Singh from October 23-25, 2014.

Dr S. Gangopadhyay, Director and Dr Devesh Tiwari, Scientist were deputed to Germany and France to attend the meeting cum workshop on ‘Modern Mobile Geomatic Data Acquisition Systems and Pavement Quality Analysis’ organised by Lehmann and Partner GbH, Germany and to present live demonstration on the working of Lacroix Deflectograph in Buzaneal, France from October 26- 31, 2014.

Dr. K. Ravinder, Scientist was deputed to Ulann Batar, Mangolia to attend and present a paper at IRF-MRA International Conference on Road Traffic Safety, Mangolia, January 8-9, 2015.

Dr. P.K. Jain, Scientist was deputed to U.K. to attend the 14th Annual International Conference on Asphalt Pavement Engineering and Infrastructure, U.K from February 11-12, 2015.

Shri T.K. Amla, Scientist was deputed to South Africa to attend Road Research Managers meeting of AFCAI/ASCAP, South Africa from February 25-26, 2015.

Dr. Ch. Ravi Sekhar, Scientist was deputed to Kobe University, Japan to attend and make presentation on Questionnaire survey analysis of onsite visualization (OSV) monitoring at International workshop on “Safety Improvement Strategy during Metro Construction in Asian Cities, Japan, from March 8-10, 2015.



Student NameCourse Being

PursuedTitle of the Training / Research Report

AI-Fah School of Engnieering & Technology

Md. Badar Alam B.Tech Quality Aspects in construction of Road and Bridges

Pankaj Kumar Pandey

B.TechExposure to various tests for the Evaluation of Suitability of Aggregate,Cement and Water reducing Admixture for making of Concrete

Md. Gul Hassan B.Tech - do

Saleem Yousuf B.Tech - do

NIT, Surathkal

Anant Gupta M.Tech Laboratory Investigation of High Modulus Bituminous Mixtures

Deenbandhu Chottu Ram University of Science and Technology,Murthal

Mamta Batra M.Tech.Study of co-relation between Air pollution, Noise, Meteorology and Traffic at Three Selected Sites in Delhi

Meenakshi M.Tech.LCA Assessment and Carbon Footprint Estimation due to Road Construction

Neha Saini M.EHorizontal and Vertical Distribution of BTEX in ambient air of Delhi and its Health Impacts

Shaheed Bhagat Singh State Technical Campus, Ferozpur, Punjab

Gurpreet B.Tech Online Complaint Management System

NIT, Warangal

Anamika Yadav M.Tech Capacity Estimation of Multi-lane Interurban Highways in India

Umesh Shroff M.Tech Capacity Estimation for Urban Road in Delhi

Thaper University, Patiala

Annu M.E. Sensitive Analysis of HDM-4 Toolkit using A Case Study

Shri Govindram Seksaria Institute of Technology and Science

Rahul Dubey M.EUtilization of Electronic Waste and Recyclable Industrial Plastic Scrap in Flexible Pavement

SRM University, Modinagar

Dharmendra Upadhyay

B.Tech Laboratory Evaluation of VG10 and VG 30 for Bituminous Mixes

Aashish Malik B.Tech do

Abhishek Srivastava

B.Tech - do

Student Trainees





Sharda University

Mandeep Kumar B.TechLaboratory Evaluation of Modified Binders and Mixes Developed with New Series Polyethylene Plastic

Himanshu Shivhare B.Tech - do

Chakrapani Shekhawat

B.TechExperimental Study on Manufacturing of Pavement Quality Concrete using Recycled Aggregates

Ishan Sihna B.Tech - do

Punjab Engineering College, Chandigarh

Aman Bansal B.TechAnalysis and Design of Two-Lane Reinforced Concrete and Six-Lane Prestressed concrete Girder Bridges

Dhury Gupta B.TechNumerical Modelling, Analysis of Bridge Girder and Review of construction

Manoj Shararan B.E Comparative Study of Load Effects on Skew Bridge

Simian Kaur B.E Evaluation of Parking Facilities at Public Transport Terminal

Jasmeet Kaur B.EDevelopment of Feeder Transport System Facilities at Public Transport Terminal

Gurmeet Singh Rai B.EDesign of Microsurfacing and Patch Repair Mixes using Coal Mixed Aggregates

Shubham Sehgal B.EDevelopment of Saturation Flow Moodel- A Signalised Intersection for Hetrogeneous Traffic

Siddharth Jain B.ECritical Gap Estimation of Roundabout under Mixed Traffic Condition

SVNIT, Surat

Rabindranath Ghosh

M.TechStudy on Moisture Susceptibility in Bituminous Concrete using Moisture induced Stress Tester

Tapan Khandelwal M.TechAumated Road Data Collection Techniques for Road Asset Management

Ritika Mishra M.TechOptimisation of Chromium Fiber Content for Improved Performance of Bituminous Concrete

Aniket Shirke M.TechA Critical Review on Road Asset Management Intergrated with Decision Making Software

D.Sowjanya M.Tech Travel Demand Modelling for NCT of Delhi

M.M. University, Ambala

Rajeev Gupta M.Tech Characterisation of Properties of Water Proofing Membranes

NIT, Trichy

Ricky Anand B.TechExperimental Study of Physical and Mechanical Properties of Unbonded APP Waterproofing Membrane

Student Trainees





North Carolina State University,

Monisha Badarinath

M.Sc (Transportation System)

Roadway Capacity Estimation for an Urban Expressway under Mixed Traffic Condition: Case Study of Noida-Greater Noida Expressway in National Capital Region Delhi, India

ITM University, Gwalior

Nitesh Kumar B.Tech Development of Quality Assurance Plan for a Bridge Project

Upender Kumar B.Tech - do

Vivek Singh Kushwah

B.Tech - do

Rohit Gupta B.Tech Performance Monitoring of Bridges through Instrumentation

Raulak Dandotia B.Tech - do

ITM, Gurgaon

Himanshu Mittal B.TechCharacterization of Binders,Aggregates and Preparation of Job Mix Formula for Different Types of BC Mixes

IIT, Bhubneswar

Divyakant Tahlyan B.Tech Four Stage Transport Demand Modelling for Delhi City

Swastik Singh B.Tech Impact of Congestion Pricing on Travel Demand

Akash Kumar B.Tech Analysis of Rigid Pavement using “KENPAVE”

Amity University, Noida

Gargi YadavM.Sc Applied Physics

Instrumentation in Highway Engineering

Chavi Tuukral M.TechDetermination of VOC’s Emissions during Manufacturing of different types of Bituminous Mixes in Laboratory and Field

Richa Khurana M.Tech - do

NIT, Calicut

Mohammed Ashraf K

M.TechExploration of Statistical Relationship between Time Mean Speed and Space Mean Speed

Aswathy K.P M.Tech Anaysis of Travel Time Reliablity for an Urban Arterial Corridor

lndhu Sidharthan M.Tech Development of Free Flow Speed Model for Urban Highways

Ani K.S M.Tech Study of Traffic flow at Signalised Intersections

Amitha T.P M.Tech Structural Evaluation of Flexible Pavement

Anju K.R M.Tech - do

Student Trainees





Anna University, Chennai

P. Ponnurangam M.Tech Development of Link Performance Function for Urban Roads

L. Vinoth Kumar M.TechStudy of Driver’s Driving Behaviour at different Driving Environment

H.Gayathri M.TechStudy of Relation between Spot Speed, Space Mean Speed and Streem Speed on Urban Arterials in Delhi

M.Hemavathy M.TechGap Calculations for Mixed and Car Only Traffic at three unsingnalised intersection

BITS, Pilani

A. Pradeep Ram B.Tech Study of Platoon Characteristics on Urban Arterials of Delhi

Monia Jain B.EMitigation Measures to Minimise Delay and Fuel Loss due to Idling at Shakti Nagar, Intersection

Ruben Sharma B.EDevelopment of Integrated Asset Management System using GIS-A Case Study

Ashutosh Jadhav M.EDevelopment of integrated Road Asset Management system using GIS for Road Network Planning,Design and Management

Aman Kumar M.EApplicability of GIS for Road Planning, Development and attribute addition of Bihar

Gautam Budh University, Greater Noida

Tarang KumarIntegrated M.Tech

Design of Flexible Pavement and Mix Design

Jyoti Bankoti B.Tech Quality of Air in Delhi

Indian Institute of Engineering Science and Technology, Shibpur

Mainak Jana B.Tech Design and Construction Aspects of Rigid Pavements

Saikat Khan B.Tech - do

Debarun Banerjee B.Tech - do

Sourav Chakraborti B.Tech - do

MTU

Kanika Goel B.Tech (IT) Bridge Management System —A GIS based Infrastructure

Kunwar Satyavira College of Engineering and Management , Bijnor

Kuldeep Singh B.Tech Concrete Mix Design

IIT, Guwahati

Rajesh Panwar B.Tech Geotechnical Engineering

Student Trainees





Shriram Kushwaha B.Tech - do

Prateek Kumar B.Tech - do

Ritesh Kumar Agarwal

B.Tech - do

Ajay Singh Meena B.Tech - do

Rajesh Kumar B.Tech - do

University of Tornto, Canada

Homagni Ghosh B.Tech Study and Design of High Speed Campus wide Network

Delhi Technological University, Delhi

Arnesh Das B.Tech Evaluation of Electrochemical based Stabilizer in Black Soil

Vishal B.Tech Network Survey Vehicle

Vishal Saini B.Tech - do

International Institute of Technology & Business , Sonipat

Rohit Kumar Kardam

B.TechCharacterisation of Binder , Coal mixed Aggregates and different types of Bituminous mixes

VIRA College of Engineering

Chirag Soti B.Tech Concrete Mix Design

Indraprastha Engineering College, Delhi

Akansha Bhatnagar B.Tech Geotechnical Investigation (Testing of different type of Soil )

Ch. Brahm Prakash Govt. Engineering College, Jffarpur, I. P. University, Delhi

Poonam Kumari B.Tech Geotechnical Investigation (Testing of different type of Soil )

KU College of Engineering , Gurgaon

Pooja B.Tech Geotechnical Investigation (Testing of different type of Soil )

NIT , Kurushetra

Aakash Gupta M.TechPavement Performance Prediction Models and their use in Road Asset Management

Inverties University, Bareily

Pawan Kumar Yadav

B.E Soil Characterisation and Design for Wet Mix Macadam

Jamia Millia Islamia, Delhi

Imran QureshiDiploma in Civil Engineering

Estimation and Costing of Civil Construction works

Student Trainees





The Maharaja Sayajiroa University of Baroda , Vadodara

Patel Parth Dhirajkumar

M.EEvaluation of Traffic Management Measures by Developing Traffic Assignment Model

Raval Nimitkumar Jayeshkumar

M.EMethodology for Estimation of Commuter Satisfaction Level for Evaluation of its based Public Transportation System

Patel Parinkumar Hasmukhbhai

M.EEffect of Pavement Characteristics on Free Flow Speed and Roadway Capacity

Dave Darshan Dilip M.EUrban Roadway Capacity Estimation by Incorporating Dynamic PCUs

Lingaya University

Varun Mehndiratta B.TechCharacterisation of Binder, Coal mixed Aggregates and Use of Cold Mix Technology in Construction of Road using Bitumen Emulsion

Nichiketa Virmani B.Tech - do

Mohit Chawla B.Tech - do

Meerabai Institute of Technology, Maharani Bagh, New Delhi

Jyoti DeviDiploma in Library Sciences

Routine work in Different Sections of the Library

Kamlesh Kumari - do - - do

Sadhana Verma - do - - do

Priyanka Ranjan - do - - do

Rinki Ranjan - do - - do

Student Trainees

Visitors


S.NO. Name of Visitors Date of Visit Purpose of Visit

1 A high level delegation Members from Ethiopia

April 21, 2014 To explore possibilities of initiating joint collaboration with CSIR .Both sides made presentation on the R&D activities being pursued in their respective organisations. The Ethiopian delegation visited various divisions/labs of CSIR-CRRI to get acquainted with the state-of-art infrastructure facilities available with CSIR-CRRI.

2 Dr. Dirk Ebersbach, Vectra Germany, CEO of LEHMANH+PARTNER, Germany

June 23, 2014 Made a presentation on ‘Pavement Quality Estimation using Mobile Technologies’.

3 Mr. Bob Khetti, Sr. Scientist, Innovation Centre in Houston

Oct. 9, 2014 A technical presentation on Highly Modified Asphalt (HIMA)

4 Delegation from Vectra, Germany

Dec. 17, 2014 A technical presentation on Mobile Light Detection and Ranging (LIDAR), a State of Art Technology used for Improvement of Road Network and Traffic Scenario.

5 Sh. Chandra R. Bhat, University of Texas, Austin

Jan. 23, 2015 A technical presentation on New High Dimensional Data Analysis Techniques for Urban Planning

6 Sh. Brad Ysseldyk from Applanix, Canada and Sh. Jens Morawietz from Vectra, Germany

Feb. 16, 2015 A technical presentation on APPLANIX SYSTEM.

7 A Delegation from Japan comprising Professors from University of Tokyo and HOKKAIDO University

Feb. 25, 2015 To explore possibilities of Initiating Joint Collaborative Research Projects with CSIR-CRRI.

8 A high power Afghan delegation led by Sh. H.E.Abdul Hadi Rafey, Deputy Minister for Administration and Finance.

March 3, 2015 Discussions with Heads of R&D Division of CSIR-CRRI to explore the possibilities of initiating joint collaboration with CSIR-CRRI .

Membership of Staff on Various Technical Committees


S.No. Committee Representative’s Name Position Held

Highway Research Board of IRC

1 Highway Research Board Dr. S. Gangopadhyay Member

2 HRB Identification, Monitoring & Research Application Committee

Dr. S. GangopadhyaySh.U.K. Guruvittal(Till Dec.,2014)Dr. Lakshmy P.

ConvenorMember-Secretary

Member

3 Highway Research Board Core Group Dr. S. Gangopadhyay Member

4 Accredation of New Materials and Techniques Dr. S. GangopadhyaySh.U.K. Guruvittal(Till Dec.,2014)Sh. P.K. Jain

ChairmanAlternate-Member

Member

Indian Roads Congress, New Delhi

1 Council of Indian Roads Congress Dr. S. GangopadhyaySh. P.K.Jain Dr. Lakshmy P.Dr. Purnima ParidaSh. K. Sitaramanjaneyulu

MemberMember (Till-2014)Member (Till-2014)MemberMember (w.e.f Dec.2014)

2 H-1 Traffic Engineering and Transportation Planning Committee

Dr. S. GangopadhyayDr. S.Velmurugan

Dr. Purnima Parida

Co-convenerMember-Secretary(till Dec.2014) &Member(w.e.f Jan.2015)Member-Secretary(w.e.f Jan.2015)

3 H-2 Flexible Pavement Committee Sh. K. SitaramanjaneyuluDr. P.K. JainAmbika Bahl

Member

MemberInvited Member

4 H-3 Rigid Pavement Committee Sh. J.B. Sen GuptaSh. K. SitaramanjaneyuluSh. Binod Kumar

MemberMember

Member

5 Highway Specification & Standards Committee Dr. S. Gangopadhyay Member

6 Bridge Specification & Standards Committee Dr. Lakshmy P. Member

7 B-2 Load and Stresses Committee Dr. Lakshmy P. Member-Secretary(upto Dec.2014)Co-convener(2015-2017)



S.No. Committee Representative’s Name Position Held

8 Chief Engineer Committee Director Member

9 G-2 Human Resource Development Sh. T.K. Amla Member

10 G-3 Reduction of Carbon Footprint in Road Construction and Environment

Dr. Anuradha ShuklaDr. Niraj Sharma

Member Correspondence Member

11 G-6 Disaster Management Committee Dr. Kishor KumarSh. U.K. Guruvittal

Co-ConvenorMember

12 G-4 Mechanization and Instrumentation Committee

Dr. Devesh TiwariSh. R.S. BhardwajDr. Lakshmy P.Dr. R.K. Garg

Dr. D.C. Sharma

MemberMemberMember (2015-2017)Member-Secretary(2015-2017)Member

13 H-4 Embankment, Ground Improvement and Drainage Committee

Sh. Sudhir MathurSh. U.K. Guruvittal

MemberMember-Secretary(Till Dec. 2014)Member (2015-2017)

14 H-6 Road Maintenance and Asset Management Dr. P.K. JainSh. K. Sitaramanjaneyulu

MemberMember-Secretary

15 H-5 Rural Roads Committee Dr. P.K.JainDr. Lakshmy P.

MemberMember

16 H-8 Urban Roads, Streets & Transportation Committee

Dr. S. GangopadhyayDr. Purnima Parida

MemberCorrespondence Member

17 H-9 Composite Pavement Committee Sh. K. SitaramanjaneyuluSh. Binod Kumar

MemberMember

18 B-3 Foundation Substructure Protective Works and Masonry Structures Committee (2015-2017)

Sh. S.S. Gaharwar Member

19 B-4 Concrete (Reinforced and Pre-stressed) Structures Committee

Dr. Lakshmy P.Dr. Rajeev Goel

MemberMember

20 B-5 Steel and Composite Structure Committee Dr. Lakshmy P. Member

21 B-6 Bearings ,Joints & Appurtenances Committee

Dr. Suraj PrakashSh. S.S. Gaharwar

Member(2011-2014)Member-Secretary(2011-2017)

22 B-7 Foam Work and Temporary Structures Committee

Sh. J.K. GoyalSh. G.K. Sahu

Member (2011-2014)Member (2011-2017)

23 B-8 Bridge Maintenance and Rehabilitation Committee

Dr. V.V.L. K.Rao Member

24 H-7 Road Safety and Design Committee Dr. S. VelmuruganMs. Kamini Gupta

MemberMember(w.e.f .2015)



S.No. Committee Representative’s Name Position held

Bureau of Indian Standards, New Delhi

1 Civil Engineering Division Council, CED DirectorDr. Lakshmy P.

MemberMember

2 Standards Advisory Committee Director Member

3 Executive Council Director Member

4 Building Lime & Gypsum Products Sectional Committee, CED4

Sh. Sudhir MathurSh. J.B.Sen Gupta

MemberAlternate Member

5 Plain Reinforced and Prestressed Concrete CED 46-P8

Dr. Rajeev Goel Alternate Member

6 Soil Engineering Sectional Committee CED 23 Sh. Sudhir MathurSh. U.K.Guruvittal


7 Rock Mechanics Sectional Committee CED18 Dr. Kishor KumarDr. Pankaj Gupta


8 Freight Containers Sectional Committee HMD12

Dr. S. Gangopadhyay Member

9 Soil and Foundation Engineering Sectional Committee CED 45

Sh. Sudhir MathurSh. U.K.Guruvittal


10 Geo-Synthetics Sectional Committee CED 45 Sh. Sudhir MathurSh. U.K.Guruvittal


11 Stone Sectional Committee CED 6 Sh. SitaramanjaneyuluSh. Sudesh Kumar


12 Bitumen ,Tar & Their Products Sectional Committee PCD 6

DirectorDr. P.K. JainMiss Ambika Bahl

ConvenorMemberAlternate Member

13 Method of Test for Bitumen, Tar & Their Products Sectional Committee PCD 6:1

Dr. P.K. Jain Member

14 Bitumen & Bituminous Product Sub-Committee, PCD 6:2

Dr. P.K. Jain Member

15 Sieves, Sieving and other Sizing Methods Sectional Committee, CED-55

Sh.Binod Kumar Member

16 Pozzolanas and Cement Additives CED-2 Sh. J.B. Sen Gupta Member

17 Hill Area Development Engineering Sub-Committee, CED-56

Dr. Kishor KumarSh. Sudhir Mathur

Member Alternate Member

18 Environment Protection and Waste Management CHD-32

Dr. Anil Singh Member

19 Special Structures Sectional Committee CED 38

Dr. R.K.GargDr. Lakshmy P.


20 Guidelines for Risk Zonation Dr. Pankaj Gupta Member




21 Panel for Aggregates from other than Natural Sources CED 2/P3

Dr. Devesh Tiwari Member

22 Transport Engineering Division Committee (TED-4)

Sh. Sudesh Kumar Alternate Member

23 Solid Waste Management CHD: 33 Dr. Anuradha ShuklaSh. U.K.Guruvittal

ChairpersonMember

24 Intelligent Transport System Dr. J.NatarajuDr. A.Mohan Rao


Ministry of Road Transport & Highways (MoRTH) New Delhi

1 Research Application Committee Director Member

2 Transport Statistics Committee Dr. S.Gangopadhyay Member

3 Committee on Upgradation of NH from 2 Lane to 4 Lane

Dr. S.Gangopadhyay Member

4 Committee for Empanelment of Bearing and Expansion Joint Manufacturers and Suppliers

Dr. Lakshmy P. Member

5 Cost Committee Dr. S.Velmurugan Member

Delhi Traffic Police

1 Central Traffic Advisory Committee Dr. S.Velmurugan Member

New Delhi Municipal Corporation

1 Traffic Advisory Committee Dr. S.Velmurugan Member

Delhi Development Authority

1Sub-Group for Examination of Various Projects in Delhi

Dr. S.Gangopadhyay Member

Indian Society of Wind Engineering (ICWE)

1 Executive Committee Dr. Lakshmy P. Member

Institution of Engineering ,Ghaziabad Local Centre

1Executive Committee Dr. Rajeev Goel

Sh. A.SaurikhiaMemberHonorary Secretary

Ministry of Rural Development, Govt. Of India

1PMGSY Empowered Committee Director

Dr. B.K.DuraiMemberAlternate Member

Central Building Research Institute ,Roorkee

1 Research Council Director Member




School of Planning & Architect ,New Delhi

1 Review of Project Work of PG Student Dr. S.Gangopadhyay Juri Member

MCGB ,Mumbai

1Standing Technical Advisory Committee (STAC)

Director Sh.U.K.Guruvittal

MemberMember

Delhi Pollution Control Committee for Ambient Air Quality System (AAQS)

1 Delhi Pollution Specification Committee Dr. Anil Singh Member

Indian Concrete Institute ,Western UP Centre ,Ghaziabad Chapter

1Executive Committee Dr. Rajeev Goel

Sh. G.K.SahuChairmanSecretary

Advanced Material and Process Research Institute , Bhopal

1 Management Council Dr. S.Gangopadhyay Member

Thana Municipal Corporation

1 Science & Technology Advisory Committee Dr. S.Gangopadhyay Member

Konkan Railway Corporation

1 Technical Advisory Group (TAG) Dr. S.Gangopadhyay Member

National Rural Roads Development Authority ( NRRDA)

1 Executive Committee Dr. S.GangopadhyayDr. B.K.Durai


2 Principal Technical Agency (PMGSY) Dr. B.K.Durai Coordinator

3 Expert Group for Suggesting Measures for Cost Reduction in Rural Roads


National Highways Authority of India

1 Committee to Review of All Toll Related Issues Dr. B.K.Durai Member

Public Works Department

1 Committee on Subway Sh. Subhash Chand Technical Member

National Physical Laboratory ,New Delhi

1 Management Council Dr. S.Gangopadhyay Member

National Institute of Science ,Technology and Development Studies

1 Research Council Dr. S.Gangopadhyay Member




Delhi Technological University

3 Departmental Advisor (DAC) Dr. Anuradha Shukla Member

Pune Municipal Corporation

1 Standing Technical Advisory CommitteeDr. P.K.JainDr. Lakshmy P.

MemberMember

ITM University

1 Board of Studies Dr. Lakshmy P. Member

Institute of Steel Development and Growth ,Kolkata

1 Project Review Committee Dr. Lakshmy P. Member

Dr. Ambedkar National Institute of Technology, Jalandar, Punjab

1 Board of Studies Dr. Devesh Tiwari Member

Transportation Research Board ,Washington DC ,USA

1Concrete Materials and Placement Techniques (AFN40)

Sh. Binod Kumar Member

TERI University

1 Project Review and Supervisory Group Constituted by MOHRD, Deptt. of Higher Education, Govt. Of India

Dr. Niraj Sharma Member

Indian Association of Structural Engineering, New Delhi

1 Executive Committee Dr. Rajeev Goel Member

DTTDC, New Delhi

1 Committee for Technical Evaluation of Structural Health Monitoring of Signature Bridge


2 Technical Committee Sh. D.C. Sharma Member

Uttar Pradesh Public Works Department (UPPWD) Uttar Pradesh State, India

1 Technical Scrutiny Committee, World Bank Aided Project

Dr. Devesh Tiwari Member

Indian Association of Standard Engineers

1 GC Member (2012-2014) Dr. Rajeev Goel Member

2 BIS Coded Committee (2014-2018) Dr. Rajeev Goel Member

3 BIS Coded Committee (2011-2015) Dr. Rajeev Goel Alternate Member




NIT, Tirucharappali

1Research Advisory Board of Centre of Excellence in Transportation Engineering (CETransE)

Sh. K. Sitaramanjaneyulu Member

Ministry of Environment, Forest and Climate Change, Govt. of India

1 Expert Appraisal Committee (EAC) for Project Related to Infrastructure Development, Coastal Regulation Zone, Building /Construction and Miscellaneous Project.

Dr. Anuradha Shukla(w.e.f. Sept. 2013)

Member

2 Expert Committee for Drating Rules on Construction and Demolition Waste Management

Sh. U.K.Guruvittal Member

Department of Civil Engineer, JMI

1 UGC-BSR Fellowship for the Award of Fellowship for Pursuing PhD. Programme

Dr. Niraj Sharma Member

Ministry of Power, Govt of India

1 Fly Ash Utilization Dr. Niraj Sharma Member

National Disaster and Management Authority (NDMA)

1 Formulating of DPR for Landslide Sh. Kanwar Singh Member


Membership of National and International Organisations

Australian Road Research Board (ARRB)•

Bureau of Indian Standards, Manak Bhawan, •9, Bahadur Shah Zafar Marg, New Delhi

Indian Institute of Bridge Engineers (IIBS), •New Delhi

International Road Federation (IRF), Geneva•

Indian Association of Special LIbraries and •Information Centres, Kakugachi, Kolkata

Indian National Group of International Society •for Rock Mechanics, Central Board of Irrigation and Power, Malcha Marg, Chanakyapuri, New Delhi

Indian Society of Desert Technology, College •of Engineering, Jodhpur, Rajasthan

Asian Information Centre for Geotechnical •Engineering, Bangkok, Thailand

Permanent International Association of Road •Congress, 43, Avenue D4, President Wilson 75116, Paris, France

Indian Scientific Translators Association, •New Delhi

Transportation Research Board of the •National Academy of Science, National Research Council, 2101, Constitution Avenue, Washington DC, USA

Indian Geotechnical Society, C/o Central Soil •and Material Research Station, Olof Palme Marg, Hauz Khas, New Delhi

Indian Roads Congress, Jamnagar House, •Shahjahan Road, New Delhi

Government of Indian Librarians Association •(GILA (Regd.)) C/o Planning Commission, Library, Yojna Bhawan, Sansad Marg, New Delhi

Society for Information Science, NISCAIR •Building, Hillside Road, New Delhi

Indian Group of Geotextiles, Central •Board of Irrigation & Power, Malcha Marg, Chanakyapuri, New Delhi

Institutional Membership of Belgium Road •Research Institute, Belgium

Associate Membership of Current Science •Association, Bangalore

Asian Institute of Transport Development •(AITD), New Delhi

Institutional Membership of Consultancy •Development Centre, New Delhi.

International Road Federation (IRF) India •Chapter.


Marketable Products and Services

Intellectual Property (Patents)Patented Process Released so far to the Industry

Bitumastic Jointing Composition (Pat. No. 50474)•Improvement in or relating to Pitch Mastic •Composition (two patent No. 92526 and 95305).

A Process for the Treatment of Styrene Pitch •(Pat No. 96710)

Improvements in or relating to the manufacture •of Lime-Surkhi Mixture (Pat No. 90470)

Improvements in or Relating to the Manufacture •of Reactive Surkhi (Pat No. 93276)

Fatigue Testing Machine (Pat No. 11142)•Unevenness Indicators (two patent No. 121776 •& 121777)

A Profilograph for Checking Pavement •Unevenness (Pat No. 121114)

Automatic Road Unevenness Recorder (three •Pat No. 146517, 146572, 146543)

Rotiller (developed jointly by MERADO & CRRI)•Pavement Paint Marking Machine (developed •jointly by CMERI Durgapur and CRRI)

Vertical Profile Meter•Polymer Modified Bitumen•SBS Modified Bitumen•Crumb Rubber Modified Bitumen•Waste Plastic Modified Bitumen•Axle Mounted System for Measuring Road •Roughness

Impact Tester•A Device for Sensing and Measuring Moisture •in Soil and Other Porous Materials (Pat No. 173089)

Improved Bullock Cart Technology•Cold mix Technology•Patch Fill - Pothole repairing machine•Setucare - Mobile Bridge Inspection Unit•

Process Ready for ExploitationA Process for the Production of Magnesium •Phosphate Cement for Emergency Repair of Concrete Pavement

A New Paving System for Desert Areas•Electronic Probe•Process know-how for Construction of •Roads in Sandy Area using Soil Stabilization Technique with Magnesium Oxy-chloride

Indigenous Weigh-in-Motion and Vehicle •Classification System

Automated Benkleman Beam•Concrete Abrasion Resistance Tester•Ready Made Mix for Patch Repair•Bitumen Emulsion•Portable Ponding-cum-Debris Expulsion •Equipment

Design of a Mobile Visual Inspection Unit•

Marketable SoftwarePavement Deterioration Model (PDM)•Asphalt Concrete Mix Design (ASCOMID)•Planning Model for Rural Roads•Landslide Analysis•Stability Analysis of Embankments with Stone •Columns

Expert System for Structural Optimisation of •Trussed Girder Bridges

Bridge Deck Analysis (BDAN)•Software for the Accident Analysis•Copyright for Software Package for Design of •Trail Suspension Bridges

Software “CRASH” for Prediction of Strains •Induced in Concrete due to Effects Creep and Shrinkage

Services OfferedContract Research

Collaborative Projects•Sponsored Projects•

Consultancy Services

Training Programmes

Testing & Calibration


Marketable Products and Services

Training Programmes OrganisedFor capacity building in human resources in the area of highway engineering to undertake and execute roads and runway projects, CSIR-CRRI organises following regular training programme each year for the in-service highway, traffic and transportation engineers and planners. The details of the training programme organised are as follows:

Customized Tailor Made ProgrammesIn addition to the above, CSIR-CRRI also organises customized tailor made programmes as per the clients requirements.

Course Fee: The course fee is payable in advance by crossed bank draft in favour of Director, Central Road Research Institute, New Delhi.

Title of the Course Duration

A. PAVEMENT ENGINEERING & MATERIALS

• Design, construction and Maintenance of Flexible Pavements (5 days)

• Rigid Pavements: Design, Construction & Quality Control Aspects (5 days)

• Pavement Evaluation Techniques and their applications for Maintenance and Rehabilitation

(5 days)

B. ROAD DEVELOPMENT PLANNING & MANAGEMENT

• International Course on Dissemination of HDM-4 (2 Weeks)

• Geo-Spatial Technology (GIS, GPS, RS etc.) for Road and Transportation (4 days)

C. GEOTECHNICAL ENGINEERING

• Geotechnical and Landslide Investigations for Highway Projects (5 days)

D. BRIDGES & STRUCTURES

• Bridge Diagnostics, Performance Evaluation and Rehabilitation (5 days)

• Bridge Design and Construction (5 days)

E. TRAFFIC & TRANSPORTATION PLANNING

• Transport Planning & Economics (5 days)

• Traffic Engineering and Road Safety Audit (5 days)

• Environmental Impact Assessment (EIA) and Environmental Clearance Process for Road & Highway Projects

(4 days)

For Further information & sending nomination contact:

Shri T.K. Amla, Head & Course Organiser, Information, Liaison & Training Division, CSIR-Central Road Research Institute, P.O. CRRI, Delhi-Mathura Road, New Delhi-110 025 (India), Phone: 91-11-26921939, E-mail: [email protected], [email protected]

PublicationsPapers Published in Journals


S.No. Title of the Paper Name of Author Journals

1 Environmental Management Plan for Satellite Town of Gurgaon

D Malik M Saxena N Sharma

Management & Change, Journal of IILM Institute for Higher Education, 18(1):55-72, 2014.

2 Assessment of Vehicular Impacts on Ambient Air Quality Due to Seasonal Variations : A Case Study of Gurgaon City

D Malik M Saxena N Sharma

International Journal of Social & Allied Research, 2(2):53-60, 2014.

3 Air Quality Impact Assessment of a Highway Corridor Through Vehicular Pollution Modelling

R Dhyani S Gulia N Sharma A Singh

International Journal of Renewable Energy & Environmental Engineering, 2014, 2(2): 93-99.

4 Understanding Variability of Fuel Consumption in Vehicle

P V Pradeep C R Sekhar A Singh N Sharma

Project Stream Magazine, 2014, 1(1):25-26.

5 Emission Reduction from MRTS Projects - A Case Study of Delhi Metro

N Sharma A Singh R Dhyani S Gaur

Atmospheric Pollution Research, 2014, Vol.5 (4): 721-728. (IF:1.227)

6 Recent Trends of Volatile Organic Compounds in Ambient Air or its Health Impacts : A Review

Sippy K Chauhan Neha Saini Vijay Bahadur Yadav

International Journal for Technological Research in Engineering, Vol 1, Issue 8, April 2014.

7 Greener Concrete using Post-consumer Products

Rakesh Kumar Tarun R Naik

The Indian Concrete Journal, Vol. 88, No.4, pp. 16-28

8 Greener Concrete using Industrial by-products

Rakesh Kumar Tarun R Naik

The Indian Concrete Journal, Vol. 88, No.4, pp. 29-40.

9 Review of Feeder System for Public Transport towards Sustainability

Neelam J Gupta Subhash Chand E Madhu

Indian Journal of Transport Management- IJTM, ISSN 0970-4736, Central Institute of Road Transport (CIRT), Pune, India and Association of State Road Transport Undertakings (ASRTU), New Delhi, Vol. 38, No. 2, pp 113-123, April – June 2014.

10 Skid Resistance Behaviour of Bituminous Pavement-Case Study

Athem Gowthim Sudesh Kumar R K Srivastava P Prasanna Kumar

International Journal of Applied Engineering Research © Research India Publication, April, 2014.

Publications Papers Published in Journals



11 Performance Characteristics of Fiber Modified Asphalt Concrete Mixes

Manoj Shukla Devesh Tiwari K Sitaramanjaneyulu

International Journal of Pavement Engineering and Asphalt Technology (PEAT), U.K., ISSN 1464-8164, Volume 15, Issue 1, May 2014, pp. 38-50.

12 Mode Choice Analysis: The Data, The Models and Future a Head

Minal Ch Ravi Sekhar

International Journal of Traffic for Transportation Engineering, Vol. 4 (3), pp 269-285, May, 2014

13 Relation Between Pavement Serviceability and Roughness for Flexible Pavement

Anish Kumar Bharti Satish Chandra Ch Ravi Sekhar

Indian Highways, Volume 42(5) May 2014

14 Performance of Concrete Containing Polypropylene Multifilament Fibre vis-à-vis Fibrillated Fibre

Pankaj Goel Rakesh Kumar Bhattacharjee B RenuMathur

The Indian Concrete Journal, Vol. 88, No.6, pp.16-24

15 Magnetized Water: An Upcoming Technology for Construction Industry

Pankaj Goel Rakesh Kumar

NBM & Construction World, Construction World, ISSN 0973-0591, Vol. 19 (12), June 2014, pp. 126-132

16 Assessment of Policies towards an Environmentally Friendly Urban Transport System: Case Study of Delhi, India

Kirti Bhandari Purnima Parida Neelima Chakroborty Kamini Gupta

Bharatiya Vaigyanik Evam Audyogik Anusandhan Patrika (BVAAP) Vol.22(1), June, 2014

17 GIS for Traffic Congestion Management

A Mohan Rao S Velmurugan Arpita Chakraborty

Journal Geospatial World, Volume 04, Issue 11, ISSN 2277-3134, June 2014

18 Safety Audit of an Urban Expressway

S Velmurugan Traffic InfraTech Magazine, June, 2014.

19 Experimental Evaluation of Models in IRC: 112 for Prediction of Concrete Properties

Lakshmy P M Surya V V L K Rao

The Bridge & Structural Engineer, ING-IABSE, Vol. 45, No. 2., pp. 110-119, June 2014.

20 New Special Vehicle Loading in IRC:6 for Design of Bridges

Alok Bhowmick Lakshmy P G L Verma

The Bridge and Structural Engineer, ING-IABSE, Vol. 44, No. 2, pp. 92-101, June 2014.

21 Determination of Trace Metals in the Road Runoff of Delhi

Sippy K Chauhan Vijay Bahadur Yadav Anuradha Shukla

ISH News, The India Society for Hydraulics, ISSN – 0971-5002, Vol23, No 1, pp 1- 4, July 2014.

22 Suitability of Synthetic Fibre for the Construction of Pavements

Rakesh Kumar Pankaj Goel Renu Mathur Bhattacharjee B

Journal of Scientific and Industrial Research, Vol. 73, (7), pp. 448-452.




23 Design of Remedial Measures at Lukhbir slide on NH – 31 A

P S Prasad Kishor Kumar Indervir Singh Negi Anil Kathait

Journal of Engineering Geology. Vol. XXXVIII, No. 2, pp. 49 – 62, July, 2014

24 Review of the Gap Phenomena at Unsignalised Intersections under Homogeneous and Heterogeneous Traffic Flow Conditions

Rahul Bhasin Mukti Advani S Velmurugan

Indian Journal of Transport Management (IJTM), Vol. 38 (3), pp. 161- 172, ISSN: 0970-4736, July, 2014

25 Inclination to Speeding and its Correlates among Two-wheeler Riding Indian Youth

Rajeev J Michael Manoj K Sharma Seema Mehrotra Humera Banu Rajesh Kumar Paulomi M Sudhir Neelima Chakraborty

Industrial Psychiatry Journal, ISSN 0976-2795. 23(2): 105–110, Jul-Dec, 2014.

26 A Critical Appraisal of Urban Drainage Systems - Research and Design Issues

Yogesh U Shah S S Jain M K Jain Devesh Tiwari

Highway Research Journal, Highway Research Board, Indian Roads Congress (IRC), Delhi, India, Volume 7 No. 2, pages 1 to 16, July - December 2014.

27 Source Apportionment for Lower Non-methane Hydrocarbon in the Ambient Air of Delhi a Mega City in India

Sippy K Chauhan Anuradha Shukla Rina Singh Vikram Singh

Indian Journal of Environmental Protection, Vol 34, Issue 8, pp 682-688 (IF=0.2), August 2014.

28 Application of a New Monitoring Scheme “On Site Visualization” for Safety Management on Delhi Metro Project

Chitoshi Izumi Shinichi Akutagawa Jitendra Tyagi Reiko Abe Ch Ravi Sekhar Ayako Kusui

Journal of Tunneling and Underground Space Technology, 44(2), pp.130–147 (SCI Impact Factor: 1.589), September 2014

29 Modeling Mode Choice Behaviour and Estimating Value of Travel Time of Commuters In Delhi

Minal Ch Ravi Sekhar

Journal of Urban Transport, Vol. 13(1) September 2014

30 The PM 10 Fraction of Road Dust in the UK and India: Characterization, Source Profiles and Oxidative Potential

P Pant A Shukla S D Kohl J C Chow J G Watson R M Harrison

Science of the Total Environment, 2015, http : dx.doi.org/10.1016/j scitotenr 2015.05.084

31 Shrinkage and Cracking Behavior of Cement Stabilized Fly Ash in Flexible Pavement - A Critical Review

Ashis Prabin Kumar Havangi Vasant G Tiwari Devesh

Indian Highways, Indian Roads Congress (IRC), Vol. 42, pages 13 - 17, October 2014.




32 Estimation of Capacity for Multi-Lane Divided National Highways In India

Naveen Sharma P K Sarkar Ankit Kathuria S Velmurugan

Journal of Indian Roads Congress, Vol. 75 (3), pp. 271 - 281, October-December 2014

33 Measuring the Performance of Bus Rapid-Transit Corridors Based on Volume by Capacity Ratio

G Godavarthi R Chalumuri S Velmurugun

Journal of Transportation Engineering, Vol.140 (10) ISSN(Print):0733-947X(online) 1943 - 5436, October 2014

34 Indo-HCM: India’s Highway Capacity Manual Project: Developing a National Guide to Address Unique Traffic Conditions

K Ravinder S Velmurugan S Gangopadhyay

Research Digest Published in The Transportation Research Board Issue Number: 295, pp. 17-22, ISSN: 0738-6826, November, 2014.

35 Driving Performance of Drivers and Psychomotor Characteristics at Extreme Weather Conditions

Neelima Chakraborty Kamini Gupta Ravindra Kumar Geetanjali Singh

International Journal of Sustainable Science and Engineering .IRJSSE / Volume : 2 / Issue: 11 / Nov. 2014

36 Capacity Estimation of Urban Roads Carrying Heterogeneous Traffic

Kalaanidhi S Gunasekaran K A Mohan Rao S Velmurugan

ISTE - International Journal of Civil Engineering, Vol 1. (1) November 2014.

37 Effect of Extreme Weather Conditions on Speed Profiles of Drivers: A Case Study in Delhi, India

Neelima Chakraborty Kamini Gupta Ravindra Kumar Geetanjali Singh

International Journal for Research in Applied Science & Engineering Technology (IJRASET), Volume 2 Issue XI, November 2014 ISSN: 2321-9653

38 Effect of Rebar Corrosion on Service Life of Reinforced Concrete Bridges

Lakshmy P Corrosion Combat, Vol. 20, No. 2, pp 7-15, December 2014. (NACE International, Gateway India Section).

39 Nano Technology in Concrete Y C Tiwari Journal of the Instrument Society of India ISSN 0970-9983, Vol. 44 No. 4, December 2014

40 Methodology for Simulating Heterogeneous Traffic on Expressways in Developing Countries: A Case Study in India

Shriniwas Arkatkar S Velmurugan Ravikiran P Balaji P Sukrit Narula

The International Journal of Transportation Research. Maney Online Publisher, DOI: http://dx.doi.org/10.1179/1942787515Y.0000000008.

41 Patch Fill: An Innovative Method for Repair of Potholes

P K Jain Siksha Swaroopa Kar

Indian Road Congress Bulletin, Page No 45-48, January 2015.




42 Feasibility of Using Locally Available Materials for Rural Road Construction

U K Guru Vittal S Gangopadhyay

Civil Engineering & Construction Review, New Delhi, Vol 28, No 2, pp 48-52, Feb 2015.

43 Recent R&D Achievements of CSIR-CRRI in Road Transportation Sector

S Gangopadhyay U K Guru Vittal

Current Science, Bangalore, Feb 2015

44 Comparison of Mechanistic Characteristics of Cold, Mild Warm and Half Warm Mixes for Bituminous Road Construction

Siksha Swaroopa Kar Sravani A P K Jain

Indian Journal of Engineering & Materials Sciences, Vol 22, Pg 85-92, Feb., 2015

45 Assessment of Visual Traits of Heavy Vehicle Drivers in India

Neelima Chakraborty S Velmurugan Kamini Gupta Reetesh Rikku Shriya Shatakshi

The Global Journal for Research Analysis, Volume: 4, Issue:4 ISSN No. 2277 - 8160, 2015.

46 Stabilised Cinder Waste Material for Construction of Pavement Layers

A K Sinha V G Havangi Alok Ranjan Sudhir Mathur V K Kanaujia

Indian Highways,Vol.31,No.3, pp.43-49,2015

47 Environmental Auditing as a Risk Management Tool : Case Study of an Automobile Axle Manufacturing Unit in India

Shweta Gaur Niraj Sharma Rajni Dhyani Anil Singh

Environmental Engineering & Management Journal, 2015, (SCI Journal ) (H Index =29) (SJR=0.49)

48 Challenges of Small Protected Areas in Urban Cities : A Case Study of Okhla Bird Sanctuary, India

Niraj Sharma P Kaur R Dhyani S Gangopadhyay

Environment, Development & Sustainability, Springer, 2015, (DOI 10.1007/s10668-015-0628-z), (SCI, IF-1.258)

49 Characterization of Ambient PM 2.5 at a Pollution Hotspot in New Delhi, India and Inference of Sources

Pallavi Pant Anuradha Shukla Steven D Kohl Judith C Chow John G Watson Roy M Harrison

Atmospheric Environment 109 (2015) 178-189, doi.org/10.1016/j.atmosenv.2015.02.074

50 Pavement Maintenance Prioritization of Urban Roads Using Analytical Hierarchy Process

Akash C Prakasan Devesh Tiwari Yogesh U Shah Manoranjan Parida

International Journal of Pavement Research and Technology (IJPRT), Chinese Society of Pavement Engineering, ISSN 1997 - 1400, Volume 8 N0. 2, March 2015, pp. 112 – 122.




51 Urban Mobility Trends in Indian Cities and Its Implications

Ashish Verma S Velmurugan Sanjay Singh Anjula Gurtoo T V Ramanayya Malvika Dixit

A Book Chapter published in the Book titled, ‘Developing Country Perspectives on Public Service Delivery’, pp. 95 - 116; DOI: 10.1007/978-81-322-2160-9_7; Online ISBN:978-81-322-2160-9; Publisher; Springer, India

52 Free Speed Modeling for Urban Arterials - A Case Study on Delhi

A Mohan Rao K Ramachandra Rao

Journal of Periodica Polytechnica Transportation Engineering, DOI No. 10.3311//pptr.7599, Period. Polytech. Transp. Eng., Vol. 43, No. 3 (2015)

53 National Comprehensive Assessment of Sustainability Indicators for Public Transportation System Including Pedestrians and Feeder Services – A Case Study of Delhi

Amit Dahiya Ravindra Kumar E Madhu Sanjeev Sinha

World Association of Sustainable Development, 2015, Outlook 2015

54 Determination of Combined Exposure Factor of different Transport related Environmental Pollutants by Assessing Air Quality and Noise Levels: A Case Study of Delhi

Ravindra Kumar Errampalli Madhu Anil Maan Sanjeev Sinha

World Association of Sustainable Development, 2015, Outlook 2015

55 Impact of Train Schedule on Pedestrian Movement on Stairway at Suburban Rail Transit Station in Mumbai

Jiten Shah Gaurang Joshi Purnima Parida Shriniwas Arkatkar

Journal of Advances in Civil Engineering, Hindawi, 297807, pp. 1-9, SCI, 2015.

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Publications Papers Published in Seminars/Conferences


S.No Name of the Conference Title of the Paper Author Attended by

1 International Conference on Innovations and Advances in Civil Engineering Towards Green and Sustainable Systems, Coimbatore Institution of Technology, Coimbatore, April 28-30, 2014

Green Buildings: An Analysis of Sustainability Efforts in India

S Gaur R Dhyani N Sharma A Singh

Rajni Dhyani Lakshmy P

Characterization of Thermal, Rheological and Microscopic Properties of Crumb Rubber Modified Binders

C Kamraj Devesh Tiwari

Advancements Towards Sustainable Road Infrastructure in Delhi

Lakshmy P

2 Emerging Technologies in Construction Industry, PHD Chamber of Commerce, New Delhi, April 30, 2014

R K Garg

3 Colloquium on Transportation Systems Engineering and Management, NIT Calicut, May 12-13, 2014

Determination of Critical Gap on Unsignalised Three Armed Intersections- Case Study

Cheeti Sai Abhishek Mukti Advani S Velmurugan P V Pradeep Kumar

Cheeti Sai Abhishek

Roadway Capacity Estimation for Multi-Lane Inter-Urban Highways in India

Anamika Yadav Ashutosh Arun S Velmurugan

Estimation of Capacity of Four Lane Divided Urban Roads

Umesh Shroff A Mohan Rao S Velmurugan

Multinomial Logistic Regression Modelling for Perception Evaluation of Commuters to Work Using Bus

Kamini Gupta Ravindra Kumar Neelima Chakraborty Satyendra Tomar

Access Strategies Around Schools -A Case Study In East Delhi

Kamini Gupta Neelima Chakraborty Geetanjali Singh Satyendra Tomar

PublicationsPapers Published in Seminars/Conferences



Pedestrian Flow Behavior Analysis For Stairway at Busy Suburban Rail Transit Station in India


4 Conference on Women’s Issues in Transportation, Transportation Research Board, USA, Paris, May 2014

Gender Appraisal of Mobility Patterns and Instances of Exclusion for Working Population in Delhi

Taru Jain Purnima Parida

5 Urban Environmental Pollution and Climate Change and Urban Environment (UEP2014), Sheraton Centre, Toronto, Canada. June 12-15, 2014

Road Dust Source Profiles for India and UK. In: Urban Environmental Pollution Climate Change and Urban Environment

P Pant S J Baker A Shukla R M Harrison

Pallavi Pant

Particle Size Distribution of Particulate Matter: A Case Study of Delhi

P Pant R Goel S Guttikunda A Shukla R M Harrison

6 Seminar on Sustainable Development of Mineral & Earth Resources (SDMniER-2014), The Indian Mining & Engineering Journal, New Delhi, June 21-22, 2014

E-Waste for Future Alternative Road Material

R.K. Panigrahi R.K. Panigrahi

7 IABSE, Seminar on Elevated Transport Corridor, Mysore, June 27-28, 2014.

Level of Service Based Maintenance Strategy for Structures of Elevated Corridors

Lakshmy P Lakshmy P

8 Role of Insurance Sector in Road Safety, IRF, New Delhi, July 12, 2014

S S Gaharwar

9 One Day Workshop on Nano Probe Techniques, Nano Scale Research Facility-IIT Delhi in association with Materials and Research Society of India (MRSI), July 14, 2014.

Rina Singh




10 Conference on Transport Noise & Abatement Measures, CSIR-CRRI, July 16-17, 2014

No. of Scientist

11 ICI Workshop on Waterproofing Technologies for Civil Construction, New Delhi, July 18-19, 2014.

Evaluation of Properties of Unbonded Waterproofing Membranes for Use on Bridge Decks

Lakshmy P Lakshmy P

12 5th Regional Conference, SARF/IRF 2014 - Better Roads Moving Africa, and Trade Exhibition, Pretoria, September 2-4, 2014

Bitumen Emulsion based Low Energy Mild Warm Mixes for Maintenance of Roads

Siksha Swaroopa Kar Sravani A P K Jain

S Gangopadhyay T K Amla Siksha Swaroopa Kar

13 Recent Trends in Segmental Construction and Retrofitting of Bridges and Flyovers, BRO, New Delhi, September 5-6, 2014

P Lakshmy S S Gaharwar V V L K Rao Rajeev Goel A K Dhal S K Sharma Pardeep Kumar

14 National Seminar on Road Safety During Dark Hours, IRF, New Delhi, September 13, 2014

S S Gaharwar

15 Knowledge Management & Knowledge Sharing in Organisation, IIPA, New Delhi, September 22-26, 2014

S K Sharma

16 India Infrastructure Summit, 2014 on India’s Transport Sector: Convergence & Connectivity, FICCI, New Delhi, September 23, 2014.

S S Gaharwar

17 Workshop on Development of Greener Roads, CSIR-CRRI, New Delhi, October 5, 2014

No. of Scientist

18 International Conference on Sustainable Civil Infrastructure 2014 (ICSCI), The India Section of American Society of Civil Engineers (ASCEIS), IIT, Hyderabad, October 17-18, 2014.

Efforts Towards Development of Sustainable Road Asset Management System

Pradeep Kumar K Sitaramanjaneyulu




19 International Conference for Women Engineers and Scientist, California, October 23-25, 2014.

Quality Enhancement Parameters for Buses in India

Ravinder Kumar Kamini Gupta Neelima Chakrabarty Satender Tomar

Kamini Gupta Geetanjali Singh

Driver Behaviour and Psychophysical Characteristics in Indian Traffic Conditions

Neelima Chakrabarty Kamini Gupta Geetanjali Singh

Introduction to Traffic Congestion Detection on Indian Roads using Vehicular Ad-Hoc Networks (VANETs)

Geetanjali Singh Neelima Chakrabarty Kamini Gupta

20 National Symposium on Instrumentation NSI 39, October 2014

Nano Technology and Concrete

Y C Tiwari Y C Tiwari

21 26th ARRB Conference on Research Driving Efficiency, Sydney, October, 2014

Fourier Transfer Infrared Spectroscopy - A Tool for Detection of Hydrated Lime Content in Hot Mix Asphalt

Satish Pandey J B Sengupta

J B Sengupta

22 9th International Symposium on Advanced Science and Technology in Experimental Mechanics, Japanese Society for Experimental Mechanics (JSEM), New Delhi November 01-06, 2014

Application of Non-Destructive Evaluation Techniques for Assessment of Present Condition of Concrete Bridges

Rajeev Goel S K Sharma G K Sahu Rajeev Garg Lakshmy P

Lakshmy P R K Garg Rajeev Goel S K Sharma G K Sahu

Performance Monitoring of Bridges through Instrumentation

G K Sahu Rajeev Garg Rajeev Goel Lalita Jangpangi P Lakshmy

23 5th Indian Rock Conference, ISRMTT, New Delhi, November 12-14, 2014

Rock Fracture Rock Chemistry and Rock Engineering Studies for Hill Rock

R K Panigrahi R K Panigrahi

24 International Conference on Corrosion (CORCON 2014), Mumbai, November 12-15, 2014.

Cathodic Protection for Prevention and Rehabilitation of Reinforcement Corrosion in Concrete Structures

V V L K Rao Lakshmy P

V V L K Rao Lakshmy P




25 BAQ 2014 EST Integrated Conference of Better Air Quality 2014 and Intergovernmental 8th Regional EST Forum in Asia, Colombo, Sri Lanka, November 19-21, 2014

Chemical Characterization of Particulate Matter in New Delhi, India

Pallavi Pant Stephen J Baker Rahul Goel Sarath Guttikunda Anubha Goel Anuradha Shukla Steve D Kohl John G Watson Judith C Chow Roy M Harrison

Pallavi Pant

26 National Seminar on Role of Consulting Engineers, Contractors, Developers and Authorities in Infrastructure Development, CEAI, New Delhi, November 28-29, 2014

Rajeev Garg S S Gaharwar

27 2nd International Congress on Durability of Concrete (ICDC), New Delhi, December 4-6, 2014.

Utilization of Supplementary Cementitious Material as Eco-Friendly Road Construction

J B Sengupta Dinesh Ganvir

V V L Kanta Rao Sushil Kumar P Lakshmy Lincy Verghese G K Sahu S K Sharma Rajeev Goel Rajeev Garg Dinesh Ganvir J B Sengupta

An Overview on Effects on Nanosilica on Durability of Concrete

Lincy Verghese V V L Kanta Rao Lakshmy P

Durability Properties on Recycled Aggregate Concrete Containing Fly Ash

M Surya V V L Kanta Rao Lakshmy P

A Laboratory Study on the Performance of Silane Based Hydrophobic Coatings on Concrete

V V L Kanta Rao Sushil Kumar P Lakshmy Rajeev Garg

28 7th International Conference on Nano, Department of IT, S&T, Government of Karnataka under the guidance of Vision Group on Nanotechnology led by Bharat Ratna Prof C.N. Rao, FRS, Bangalore, Dec 5-6, 2014.

Bimetallic Nanocomposites for Surface Enhanced Raman Spectroscopy (Poster Presentation)

Rina Singh R K Soni

Rina Singh




29 International Conference on Transportation Planning and Implementation Methodologies for Developing Countries (11th TPMDC), IIT, Mumbai, December 10-12, 2014.

Free Flow Speed Analysis of Two Lane Inter Urban Highways

Ch Ravi Sekhar J Nataraju S Velmurugan Pradeep Kumar K Sitaramanjaneyulu

Purnima Parida E Madhu K Ravinder Ch Ravi Sekhar

A Critical Review of Endurance Limits of Bituminous Mixes for Developing Countries

Devesh Tiwari P K Jain Gagandeep Singh

Use of RAP Stabilized by Hot Mix Recycling Agent in Bituminous Road Construction

Anil Praduma T P K Jain

Adaptation of HDM-4 Tool for Strategic Analysis of Urban Roads Networks

Yogesh U Shah S S Jain Devesh Tiwari

Characterization of Bituminous Mixes Containing Harder Grade Bitumen

Shiksha Swaroop Kar Khushboo Arora P K Jain

Comparison of Uni and Bi-directional Rutting in Flexible Pavement with Accelerated Pavement Testing Facility

Shahbaz Khan M N Nagabhushana Devesh Tiwari P K Jain

Analysis of Saturation Flow at Signalized Intersection in Urban Area

Subhash Chand Neelam J Gupta

Mode Choice Analysis Using Random forrest Decision Trees

Ch Ravi Sekhar Minal E Madhu

30 15th Symposium on Earthquake Engineering, IIT Roorkee, December 11-13, 2014

Seismic Risk Assessment of Typical Urban Bridges

Kashif Quamar- Inqualabi Rajeev Garg

Kashif Q I Rajeev Garg

31 12th International Conference on Fiber Optics and Photonics 2014, IIT Kharagpur, December 13-16, 2014.

Strain Monitoring of Concrete Bridge Using Fiber Bragg Grating Sensors

Umesh Tiwari Rajeev Garg




32 International Conference on Recent Advances in Nanoscience and Nanotechnology, JNU, December 15-16, 2014

Laser Assisted Synthesis of Hollow Aluminium Micro/Nanoparticles in Polymer Matrix

Rina Singh R K Soni

Rina Singh

33 AGU Conference 2014, San Francisco, US, December 15-19, 2014,

Variation of Site Specific Pollutants with Vehicular Traffic in New Delhi: A Case Study

Srijan Agarwal Anuradha Shukla

Srijan Agarwal

34 Indian Geotechnical Conference, (IGC-2014) Kakinada, India, December 18-20, 2014.

A Rock Chemistry for Slope Stabilization

R.K. Panigrahi R.K. PanigrahiJai BhagwanA K SinhaV G HavangiT K AmlaR C Agarwal

Use of Marginal Materials for Rural Road Construction - Some Recent Initiatives

Jai Bhagwan U K Guru Vittal

Stabilisation of Tunnel Muck Yard at Jammu & Kashmir Link,

A K Sinha V G Havangi P S Prasad Kishor Kumar

Design of Capillary Cutoff for Rural Road

V K Kanaujia A K Sinha P S Prasad V G Havangi

Experimental Studies of Jarofix Embankment Model

A K Sinha V G Havangi V K Arora

35 Structural Engineering Convention on Advances in Structural Engineering, Springer India, IIT Delhi, December 21-22, 2014.

Effect of Overweight Trucks on Fatigue Damage of Bridges

Vasvi Aggarwal Lakshmy P

Vasvi Aggarwal Lakshmy PSurya M V V L K Rao

Study on Some Properties of Recycled Aggregate Concrete with Flyash

Surya M Lakshmy P V V L K Rao

36 Landslide Science for a Safer Geoenvironment, Vol. 2, Part V, Springer International Publishing Switzer Land pp 583-588. (2014)

Highways vs. Landslides and their Consequences in Himalaya

Kishor Kumar Lalita Jangpangi S Gangopadhyay




Monitoring of Critical Himalayan Landslides and Design of Preventive Measures

Kishor Kumar P S Prasad A Kathait Indervir Negi

37 International Conference on Traffic and Transport Engineering, ICTTE, BELGRADE, 2014

Analysis of Pedestrian Flow Characteristics on Stairways at Busy Suburban Railway Station in India


38 75th Annual Session of Indian Roads Congress, Bhubaneswar January 18-22, 2015.

Assessment of Roads in the State of Odisha Using Automated Data Collection Techniques

Pradeep Kumar N C Pal K Sitaramanjaneyulu B C Pradhan

No. of Scientist

BRTS-A Sustainable Public Transport Option

M Parida Anshuman Sharma Ch Ravi Sekhar

State-of Art Technologies in Data Collection for Road Asset Management

Devesh Tiwari Pradeep Kumar S Gangopadhyay

39 94th Annual Transportation Research Board (TRB) Meeting, Washington DC, USA, January 11-15, 2015.

Empirical Study of Bidirectional Movement on Stairway at a Suburban Railway Station in India


40 National Seminar on Landslide: Management & Mitigation Strategies (LAMAMIS-2015), DTRL & DRDO, Delhi, February 5-6, 2015.

Rock Chemistry and Rock Fracture Studies for Rock Engineering Investigation of Hill Rock Slope

R.K. Panigrahi

41 14th Annual International Conference on Asphalt, Pavement Engineering and Infrastructure at Liverpool John Moores University School of the Built Environment and Sustainable Technologies (BEST) Research Institute, Centre for Materials Technology, Liverpool, UK, February 11-12, 2015.

Study on Effect of Viscosity on Foaming Characteristics of Bitumen

Siksha S Kar P K Jain A K Swamy Devesh Tiwari

Dr. P K Jain




Evaluation of Flexible Pavement Performance Using Laser Based Multifunction Automated Road Survey System

Sanjay Deori Rajan Choudhary Devesh Tiwari S Gangopadhyay

Studies on Use of Air-cooled Blast Furnace Slag as Aggregate in Road Construction

P K Jain J B Sengupta R K Swami Gagandeep Singh

42 ^orZeku ifjçs{; esa i;kZoj.k o O‍;kolkf;d L‍okL‍F;* jk"Vªh; fganh laxks"Bh] jk"Vªh; O‍;kolkf;d L‍okL‍F; laL‍Fkku] vgenkckn] Qjojh 20&21] 2015

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43 National workshop cum Exhibition on Adoption of Innovative Technologies and Materials for Road Construction in India, Indian Academy of Highway Engineers (MoRTH) February 20-21, 2015.

Sangita Dinesh GanvirR C Agarwal

44 Innovations in Civil Engineering (BITCON-2015), Bhilai Institute of Technology, Durg, February 20-21, 2015.

Use of Construction and Demolition Waste (CDW) in Concrete – A Paradigm Shift

S S Gaharwar Shraddha Sharma R K Garg

45 4th Science Technology and Emerging Trends in Governance for Scientists and Technologists, February 23-27, 2015

V V L Kanta Rao Rajeev Goel

46 Bhartiya Vigyan Sammelan 2015, Goa, February, 2015

Environment Friendly Road Construction Approach Used for Reducing Global Warming

Sangeeta Yash Pandey Vandena Tare Ajay Jain

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47 All India Seminar on New Developments in Use of Alternate Materials for Concrete (AMCON-2015), ICI Nagpur Chapter Nagpur, India, March 13-14, 2015

Experimental Study on Commercially Available Recycled Aggregate from Construction & Demolition Debris (on CD)

Ishant Sinha Rakesh Kumar

Rakesh Kumar

Recycling and Reuse of Building Waste in Construction Projects –Importance for Indian Conditions

Rajeev Goel Prem C Sharma

Light Weight Concrete Produced by Recycling and Reuse of Aerated Autoclaved Concrete Waste

Prem C Sharma Rajeev Goel

48 Indo-UK Seminar on Green Construction Materials for Sustainable Build (GCMSB-2015), New Delhi, March 28-29, 2015.

Strength and Durability Properties of Recycled Aggregate Concrete for Structural Applications

Lakshmy P Lakshmy P

Staff of the CSIR-CRRI (As on 31st March, 2015)


DirectorGangopadhyay S. (Dr.), M.Tech. (Transportation System), M.Sc. (Transportation), Ph.D.

Bridges & Structures (BAS)Garg R. K. (Dr.), M.Tech, Ph.D. (Head)

Scientists/Technical Officers

Bhushan Shashi Kumar, Diploma in Civil Engg. AMIE

Dhal A. K., M.Tech.

Gaharwar.S. S., M.E. (Structure)

Goyal J. K., M.E. (Structures) (On Deputation)

Goel Rajeev (Dr.), M.E. (Structural Engineering), Ph.D.

Kumar Narendra, M. Sc.

Lakshmy P. (Dr), Chief Scientist M.E., Ph.D.

Pradeep Kumar, M.E. (Structure Engineering)

Prakash Suraj (Dr.), M.E. (Earthquake Engineering), Ph.D. (On Deputation)

Rana, M.S, ITI

Rana Rajesh, Diploma in Mechanical Engg.

Rao U.S., M.Tech. (Structure)

Rao V.V.L.K. (Dr.), M.Sc., Ph.D.

Sahu G.K., M.E. (Structure)

Sharma S.K. (Dr.), M.E. (Structure) Ph.D

Sushil Kumar, B.Sc., Dip. in Civil Engg., AMIE

Yogender K. Singh, Dip. Electronics

S&T and Supporting Staff

Kumar Vijay, ITI, Dip. in Civil Engg.

Ram Lakhan

Rajveer Singh, Non-Matric

Satish Kumar, B.A.

Singh Surinder, ITI (Left on 27.11.2014)

Verma Surender Kumar, Diploma in Civil Engineering

Traffic & Transportation Planning (TTP)

Traffic Engineering & Road Safety (TES)

Shukla Anuradha (Dr.), Chief Scientist & Advisor, R&D Management, M.Sc., M.Tech. (Corrosion Science), P.G. Diploma in Ecology & Environment Science, Ph.D.

Velmurugan, S. (Dr.) M.E., Ph.D. (Transportation Engineering) (Head)

Scientists/Technical OfficersAshutosh Arun, M.Tech

Biswas S.K., Draughtsman

Chakraborty Neelima (Dr.), M.A., (Psycho.), P.G. Dip. (Environmental Psycho.), Ph.D

Gautam S.P., B.A., LLB

Gupta Kamini, M.Tech. (Transportation Planning)

Gupta Neelam J. (Dr.), M Sc, M. Phil (Computer Application), Ph.D. (Numerical Analysis)

Nataraju J. (Dr.), M.E. (Highways) Ph. D.

Rao A. Mohan, M.Tech. (Transportation Engineering)

Sher Singh, B.Sc.

Subhash Chand, M.E. (Highways)

Ummat S.K., B.Com (Retired in April, 2014

S&T and Supporting StaffBhel Sushma, Intermediate

Mutreja Daleep ,B.Com

Mehto Jag Lal, Non-Matric

Narender Kumar, Matric

Raj Bala, Non-Matric

Singh Satyabir, SSC, ITI (Printing)

Verma Rajan, Diploma in Civil Engg.

Ranjan Aniket, ITI.

Transportation Planning (TP)Parida Purnima (Dr.), M.A. (Economics), M.Tech., Ph.D (Head)

Scientists/Technical OfficersAkhtar Nasim, M.Tech. (Environmental Engg.)



Advani Mukti (Dr), M.E. (Transportation Engineering), Ph.D.

Bhandari Kirti (Dr.), M.Sc. (Envirnmental Engg.), Ph.D.

Errampalli Madhu (Dr.) M.Tech (Transportation Planning), Ph. D

H. Lokeshwar, M.Sc. (Electronics)

Kamraj C., M.E. (Transportation Planning)

(on Study Leave)

Padma S., M.Tech. (on Study Leave)

Gupta S.K., Diploma in Draughtsmanship (Mech.)

Ravinder K., (Dr.), M. Tech. (Transportation Engg.) Ph.D.

Ravinder Kumar (Dr.) ME (Transportation Engg.), Ph.D.

Ravi Sekhar Ch. (Dr.), M.E. (Transportation Engineering), Ph.D.

Singh Jagdish, Intermediate

S&T and Supporting StaffDevi Shakuntla, Non-Matric

Kumar Sanjay, M.A. (Pub. Admn.), B.Lib.

Environmental Science (ES)Sharma Niraj (Dr.), M.Tech. (Environmental Engg.), Ph.D. (Head)

Scientists/Technical OfficersSingh Anil (Dr.), M. Phil (Environmental Sciences), Ph.D. (Environmental Science)

P.V. Pradeep Kumar, M.E. (Mech.), M.B.A.,

Chauhan Sippy K. (Dr.), Ph.D. (Chemistry)

Singh Rina, M. Tech.(Material Science), Ph. D (Nanotechnology, Physics)

S&T and Supporting StaffKumar Devender, Matric, ITI (Motor Mech.)

Chaudhary Neha, Diploma in PHE

Daya Ram, B.A.

Kumar Devender, Matric, ITI (Motor Mech.)

Sethi Sarita, B.A.

Singh Brij Mohan, Matric

Pavement Engineering Area (PEA)

Advisory Group

Jain P.K. (Dr.), Chief Scientist, Advisor, R&D Management

Sharma, B. M., Chief Scientist & Area Advisor (Consultancy & Management)

Sitaramanjaneyulu K., M.E. (Highway Engg.)

Sengupta J.B., M.Sc. (Applied Chemistry)

Sangeeta (Dr.), Ph.D. (Polymer Chemistry)

Sudesh Kumar, M.Sc. (Chemistry)

Srivastava R.K., M.Tech.

Pavement Design & Réhabilitation Group

Nagabhushana M.N., M.Sc. (Highway Engg.) (Group Coordinator)

Scientists/Technical Officers

Dass Shankh., B.E. (Civil)

Dinesh V. Ganvir, M.E. (Highways & Transportation)

Rakesh Kumar (Dr.), M.Tech, Ph.D. (Civil Engg)

Shukla Manoj, M.Tech. (Highway Engg.)

Singh Ajay Pal, Diploma in Civil Engg.

Singh Madan Pal, B.Sc.

Mittal Abhishek, M.Tech. (Transportation Engg.)

S&T and Supporting Staff

Hembran Panchanan, Dip. in Mechanical Engineering)

Lohani G.C., B.A., L.L.B.

Pant Ashok, Higher Secondary

Singh P.R., B.Sc.

Pavement Matérials & Construction Technologies Group

Jain Sunil, M.E. (Transportation Engg.) (Group Coordinator) upto Dec.2014

Sen Gupta J.B, M.Sc (Applied Chemistry ) w.e.f. Jan2015



Scientists/Technical OfficersBehl Ambika, M.Tech. (Chemical Engineering)

Binod Kumar, M.E. (Hill Area Development Engineering)

Gajendra Kumar, M.Tech. (Transportation Engg.)

Goel Pankaj, M.Tech (Const. Engg. & Management)

Kumar Shanta, B.Sc., L.L.B.

Sharma Girish, M. Tech (Chemical Engg.)

Shiksha Swaroopa Kar, M.Tech.

Singh Gagandeep, M.Tech. (Infrastructure & Disaster Mitigation in Road)

Pandey Satish, B.E. (Civil), M.Tech. (Transportation Engineering)

Sakkarwal N.K., B.A.

S&T and Supporting StaffAashia, I.T.I.

Raghusaran, Non-Matric

Saini Karuna, M.A. (Economics)

Singh Balbir, Non Metric

Singh Manoj Kumar, B.E. (Civil)

Singh Nihendra, B.A.

Singh Surender, ITI (Retired in November, 2014)

Road Asset Management GroupTiwari Devesh (Dr.), M.E (Transportation Engg.), Ph.D (Group Coordinator)

Scientists/Technical OfficersPradeep Kumar, M.Sc. (Physics), M. Phil (Instrumentation)

Sagar A. K., B.Sc. Engg. (Civil), MBA, M.Tech. (Environmental Engg.)

Jain A. K., M.E. Hons. (Transportation Engg.)

Rampal, B.Sc.

Rao Y.V., M.Sc. (Maths)

Rastogi Sarita, Higher Secondary, Diploma in Commercial Art

S&T and Supporting StaffAmit Kumar, B.Tech (Civil)

Gauba A.K., Intermediate (Retired in March 2015)

Dhiman Neha, ITI

Pardesi R.C., B.Sc. (Retired in July 2014)

Ram Lal, Non-Matric

Rishi S. K., B.Com., Diploma in Book Keeping & Accountancy

Singh Attar, Diploma in Civil Engineering

Singh Pratap , Metric ,ITI

Singh Mahinder Prasad

Subhash

Geotechnical Engineering Area

Advisory Group

Sudhir Mathur, M.Tech (SM & FE), Chief Scientist

Kumar Kishor (Dr.), Ph.D. (Geology Engineering), Chief Scientist & Area Advisor (Consultancy & Management)

Jai Bhagwan, M.Sc. (Physics), Chief Scientist & Area Advisor (R&D)

Guruvittal U. K., M.E. (Highway),

Ground Improvement GroupHavangi Vasant. G. (Dr.), M.Tech, Ph.D. (Highway & Geotech Engg.), (Group Coordinator)

Scientists/Technical OfficerArun Uma, M.Sc. (Chemistry)

Beg Raj, B. Sc

Kanaujia V. K., M.Tech. (Geotechnical Engg.)

Prasad Prema, M.A.

Pramada Valli P. (Dr.), M.Sc. (Applied Geology), Ph.D. (Applied Maths)

Parvathi G.S ,M.Tech.

Saurikhia A, M.Sc (Env.Engg.) PQDPM, AMIE w.e.f Aug.2014

Swami R.K., M.Sc. (Chemistry)

Sinha Anil Kumar, M.Tech. (Geotech. Engg.)

S&T and Supporting StaffJamdar Mehto, Non-Matric

Saha Sunil Chander, Matric



Landslide Management GroupSingh Kanwar, M.Tech. (Geotechnical Engg.), (Group Coordinator)

Scientists/Technical OfficersGanesh J., M.Tech.(Geotechnical Engg.)(on deputation)

Goel Nitesh K., M.Tech (Transportation)

Gupta Pankaj, (Dr.), Ph.D (Engg. Geology)

Murugesan.V., SSLC

Panigrahi R. K., M.Sc.Tech. (Applied Geology).

Prasad P.S., M.E. (Geotechnical Engg.).

Ranjan Alok, M.Tech. (Engineering Geology)

S&T and Supporting StaffHari Ram, Non-Matric

Rekha, I.T.I., B.A.

Surinder Kumar, Non-Matric

HRD & Project Management (HRP)Mathur Sudhir, M.Tech (SM & FE) (Area Advisor)

Planning Monitoring & Evaluation (PME)Dr. Kanaga Durai B. (Dr.), M.A. (Eco), M.R. P. (Regional Planning) Ph. D (Head)

Scientists/Technical OfficersRavinder D., Diploma in Computer Engg., BCA, MCA

Saxena Anshul, M.Tech (IT)

S&T and Supporting StaffSantosh, Non-matric

Sri Lal, H.S.C.

Technology Management & Business Development Cell & EPR CellSaurikhia A., M.Sc. (Env. Engg.), PGDPM, AMIE (Head upto 12th Aug. 2014)

Khan Farhat Zahoor, M.Tech (Geotechnical) Head, w.e.f. 13th Aug. 2014

Scientists/Technical OfficersAggarwal Nidhi, M.Sc. (Chemistry)

S&T and Supporting StaffPrakash Dinesh, Non-Matric

Information, Liaison & Training (ILT)Amla T. K., M.Sc. (Chemistry), Associateship in Information Science, M. Phil. Science Communication & Journalism (Chief Scientist & Head)

Scientists/Technical OfficersAgarwal R.C., B.E. (Mechanical Engg.), AMIE, PG-PDQM (TQM), C. Engr. (I)

Arora Anita, M.Sc. (Chemistry) (Retd. in July 2014)

Jain Kavita, M.Com

Meena M.K., M.Tech. (Civil)

Pal Pratyush Kumar, M.Sc. (Computer Science)

S&T and Supporting StaffBatra Bhupinder Singh, B.Com.

Khan Amin Ali, M.A. (Political Science)

Sumitra Bai, Non-Matric

Photo SectionKumar Ashok, Certificate Course in Colour Photography

Singh Rajbir, B.A.

Quality ManagementBharadwaj R.S., M.Sc., Associateship in Information Science, M.Phil (Science Communication & Journalism) (Head)

Scientists/Technical OfficersKannan S., M.Sc.

S&T and Supporting StaffKumar Sunil, B.A.

Computer & Networking (CCN)Dutta R. N. (Dr.), M.Sc. (Operational Research), Ph.D. (Head)

Scientists/Technical OfficerDubey Vivek, M.C.A., PGDBM (Finance & Marketing)



Mariappan S., M.C.A.

Rajasekhar B., M.Sc.

Rani Reeta, M.Sc. (IT), M.B.A.

Masih Kamla, M.C.A.

S&T and Supporting StaffKumar Anil, Diploma in Computer

Kaushal Vijay Kumar, MCA

Manpreet, M.E. (Electronics & Communication Engg.)

Shiv Lal, Diploma in Computer

Sinha Preeti, B.C.A.

Instrumentation (INS)Sharma D.C., B.E. (Elect), M.Tech (Computers) (Head)

Scientists/Technical OfficersChadda Renu, M.Sc. (Botany)

Jangpangi Lalita, B.Sc. (Engg.)

Meshram P.C., M.Tech. (Digital Communication Engg.)

Saini R.P., B.Sc., Diploma (Electronic Engg.)

Satish Kumar, Diploma (Electronics & Communication)

Subodh Kumar, M.S., M.B.A.

Tiwari Y.C., M.Sc. (Physics)

S&T and Supporting StaffKapoor K.J.S., B.Com, I.T.I.

Shukla Jai Prakash, Matric

Paswan Bhawesh

Mechanical Engineering SupportBharadwaj, R. S., M.Sc, Associateship in Information Science, M.Phil (Science Communication & Journalism) (Head)

Scientists/Technical OfficersArora Ashok Kumar, M.A., Dip. in Auto Engg.

Gola Kewal Krishan,

Sharma N.K, Diploma in Mechanical Engg., B.A., B.Tech. ( Mechanical )

Sharma Ashok Kumar, Inter, I.T.I. (Motor Mech.)

Singh Bir, I.T.I. (Retired in November, 2014)

Singh Gurdeep, Non-Matric (Retired in October, 2014)

Singh Bhim, Non-Metric (Expired on March 20, 2015)

Singh Satnam, Matric, I.T.I., National Apperentiship Certificate

Mohd. Irshad, Diploma in Draftsmanship (Mech.)

S&T and Supporting StaffKishan Swroop, ITI (Electrical/Wireman Course)

Kumar Om, B.A., I.T.I.

Meena Babu Lal, Non-Matric

Om Prakash, I.T.I. (Fitting)

Ram Pal, Non-Matric

Sachdeva H. L., M.E. (Mech. Engineering)

Singh Lakhbinder, H.Sc., I.T.I. (Motor Mech.)

Singh Mohan, Higher Secondary (Retired in June, 2014)

Sunil Kumar,

Sunil Datt, Non-Matric

Documentation & Library Services (DLS)Ashok Kumar (Dr), M.Sc., M.L.I.Sc. Ph.D., (Chief Scientist) Head upto 31st August 2014)

Chhabra Pavan, M.Sc. (Physics), M.LI.Sc, Head w.e.f. 1st September, 2014

Scientists/Technical OfficersAggarwal Neera, M.A., B.LI. Sc., Associateship in Information Science

Mohpatra Mitali, DLISc., PDLSc., MLSc., PGDLAN

Ravinder Kumar, M.A. (Pub.Adm.) Diploma in Offset Printing Technology

S&T and Supporting StaffChing Lydia, B.Sc., MLISc.

Indu Rani, B.A.

Sharma Dev Dutt, Matric



Post-Graduate Research Programme (PGRP)Jain P. K. (Dr.), Ph.D. (Chemistry) (Chief Scientist & Coordinator)

Dr. Kanaga Durai B. (Dr.), M.A. (Eco), M.R. P. (Regional Planning) Ph. D (Chairman Academic Committee)

Rao V.V.L.K. (Dr.), M.Sc., Ph.D., In-charge (Admission and Ph.D. Programme)

Ravi Sekhar Ch. (Dr.), M.E. (Transportation Engineering), Ph.D., In-charge (M.Tech.)

Rajbhasha UnitAnang Pal Singh (Dr.), M.A. (Hindi), B.Ed., Ph.D. Dip. in Translation (In-charge) (Retired in July, 2014)

Choudhary Sanjay, M.A., B.Ed., Adv. Dip. in Computer (In-charge) w.e.f. August, 2014

Khuttan Santosh, B.A.

Thapa Tek Chand, B.A.

Estate Services (ESS)

Civil SectionSharma Neeraj (Dr.), Head

Scientists & Technical OfficersMukesh Kumar, M.Tech. (Construction Engg. & Management)

Sabharwal A.K., B.E.(Civil), M.B.A. (Marketing)

Tyagi V.K., Dip. in Civil Engg.

S&T and Supporting StaffBhatt Pankaj, Diploma in Civil Engineering

Choudhary Asif Hussain, B.Com.

Gautam Pandey, Non-Matric

Harish Kumar, ITI (Plumbing)

Kailash Kumar, Matric

Singh Bhanwar, Non-Matric

Varshney Vaibhav, Diploma in Civil Engineering

Vinod Kumar, Non-Matric

Mohan Lal, Non-Matric. (Retired in June, 2014)

Horticulture Jai Bhagwan, M. Sc. Physics, Head

Ashok Kumar, M.Sc. (Hort.) (In-charge)

S&T and Supporting StaffRaj Pal Singh Gautam

Tek Chand

Electrical SectionSharma D. C., B.E. (Elect.), M.Tech (Computers) (Head)

Scientists & Technical OfficersSuresh Chandra, B.E. (Electrical Engg.), (In-Charge)

S&T and Supporting StaffSant Ram, B.A.

Maharani Bagh Staff Quarters (MBSQ)Sharma B.M., M.E. Transportation Engg., Area Advisor

Tripathi A. K., Dip. in Civil Engg. (Head)

Scientists & Technical OfficersKrishan Kant, Diploma (Civil Engg.)

Grover Sunil, B.E. (Civil)

Meena Muni Raj, B. Tech (Electrical)

Singh D.V., M.Sc.

Tara Chand, Dip. in Civil Engg.

S&T and Supporting StaffManjhi Raja Lal, Non-Matric

Prem Chand, Non-Matric

Singh Babban, B.A

Shababuddin Khan, Non-Matric

DirectorateJetly Pushpa, B.A.

Singh Kartar, Matric

Singh Madhu Sudan, Non-Matric

Saini Sunita, HSc



AdministrationJitender Parasar (Controller of Administration)

Behl A.K. (Retired in June 30, 2014)

Kumar Vijay, HSc

Mehto Yoginder, Non-Matric

Rakesh Kumar, Intermediate

Ravi Kumar, Non-Matric

Sachdeva Priti, B.A. (Hons.) & Diploma in Secretarial Practices, (Receptionist)

Singh Karam, Matric

Thakur Suresh Prasad, Matric

Establishment-IVinod kumar, B.A. (Section Officer)

Kant Chander

Chopra Rajeev, Sr. Sec.

Dhingra S.K., B.Com

Devi Sumitra, Non-Matric

Kaur Satinder, B.A.

Mehto Sri Ram, Matric

Establishment-IISudhanshu Kumar, (Section Officer)

Kumar Anil, B.A.

Desraj

Dinesh Kumar, Non-Matric

Madhu Bala, B.Com

Malhotra R.K., HSc

Sharma Ramesh Chand, H.Sc.

Singh Bhajan, B.A.

Singh Gajai, Non-Matric

Talwar Baldev

Verghese Kunjumol, Senior Secondary

Personnel CellShankar Sanjeev, (Section Officer)

Bhatia Parveen, B.A., Certificate in Lib. Science

Dharam Pal, Non-Matric

Meena Murari Lal, B.A.

Rajan Tirkey, B.A. (Hons.)

Vigilance CellSingh Vandana D., (Section Officer)

Dhamija Aruna, B.A.

Kurian Sam, SSLC

Zaidi Meesam

CashBhambota V.K., Matric

Finance & Account SectionM.K. Jain, C.O. (F & A) (Joined on June 6, 2014)

Avanish Kumar, SO (F&A)

K.C. Paliwal, F & AO (Joined on September 25, 2014)

Indora Jai Prakash, F & AO (Transferred on Sept., 2014)

Gurmeet Kaur, SO, F & A (Transferred on Feb 16, 2015)

Malik Neelam, Matric

Nagi Vikas Singh

Phool Chandra, M.A., SO (F&A)

Sharma Bishan Dass, B.A.

Singh Ajit Kumar, B. A.

Singh Jagdish, Matric

Shiv Narain, Non-Matric

Purchase SectionKhanna Mukesh, Senior Store and Purchase Officer

Kaushal Kishore, Dy. Store and Purchase Officer

Bairagi K.

Chhachhia Sumer Singh

Dussy Virender Kumar

Kumar Vijender, Matric

Rachna Kumari,

Shah Ram Badan, Matric (Retired in December, 2014)

Kumar Sujit, (Joined on July 22, 2014)

Verma Veena, M.A.



Store SectionKukreti C.M., HSc

Kumar Bijender

Paswan Gore Lal, Matric

Marwaha Vijay Kumar, B.Com (Retired in March, 2015)

Security, Guest House and Canteen

SecurityPrakash Om, Non-Matric

Singh Dharam, (Care Taker)

Singh Ram, Non-Matric

Guest House (Wing I & II)Pardesi R.C. (Manager), (Retired in July 2014)

Siddiqui Fasih Ahmed (Manager)

Acharya Keshav Ram

Balmiki Ramsai

Bariya Rajesh

Narayan Chet

Singh Rajbir

Singh Rajpat

Suraj

CanteenPrakash Braham, (Manager)

Hem Kumar

Kumari Kamlesh

Kumar Manoj

Rao Ramesh

Singh Balbir

Singh Rajinder

Thapa Prem Bahadur,


Dr. S.GangopadhyayDirector, CSIR-CRRI New Delhi

Chairman (Ex-officio )

Prof. S.K. Bhattacharya Director, CSIR-CBRIRoorkee

Member

Dr. Anuradha Shukla Chief Scientist, CSIR-CRRINew Delhi

Member

Sh. N. NagabhushanaPrincipal Scientist, CSIR-CRRINew Delhi

Member

Sh. P. Prasad Sr. Scientist, CSIR-CRRI New Delhi

Member

Dr. Mukti Advani Sr. Scientist, CSIR-CRRINew Delhi

Member

Dr. S.K.SharmaTechnical Officer, CSIR-CRRI New Delhi

Member

Dr. B.K.DuraiHead (PME Division), CSIR-CRRI New Delhi

Member (Ex-officio )

Finance & Accounts OfficerCSIR-CRRI New Delhi

Member (Ex-officio )

Sh. Jitender ParasarController of AdministrationCSIR-CRRI New Delhi

Member-Secretary (Ex-officio )

Management Council


Prof. M.R. MadhavProfessorSUTEJA 159, Road No. 10 Banjara Hills,Hydrabad

Chairman

Prof. A.VeeraragavanDepartment of Civil Engineering Indian Institute of Technology, Madras, Chennai

Member

Prof. Arun K. AttriDeanSchool of Environmental Sciences Jawaharlal Nehru UniversityNew Delhi-110070

Member

Dr. Ashwni PahujaDirector GeneralNational Council for Cement and Building Material34,KM Stone,Delhi-Mathura Road, Ballabgarh, Haryana

Member

Dr. Amrita Sen GuptaScientist HDepartment of Time and Frequency StandardsCSIR-National Physical Laboratory New Rajinder Nagar,New Delhi

Member

Prof. G.BiswasDirectorCSIR-CentralMechanical Engineering Research InstituteMahatma Gandhi Avenue,Durgapur

Member

Dr. Sudeep KumarHead, Planning and Performance DivisionCouncil of Scientific & Industrial Research,Anusandhan Bhavan, 2-Rafi Marg New Delhi

Member (Permanent Invitee)

Prof. Partha Chakroborthy Department of Civil Engineering Indian Institute of Technology Kanpur

Member

Mr. Jose KurianChief Engineer ( DTTDC ) Engineering DivisionAruna Nagar,New Delhi-110054

Member

Chief Engineer (Standards &Research )Ministry of Road Transport andHighways,Govt. of India ,1-Parliament Street,New Delhi

Member

Prof. BhattacharyaDirectorCSIR-Central Building Research Institute Roorkee

Member

Dr. S. GangopadhyayDirectorCSIR-Central Road Research Institute New Delhi-110025

Member Director Lab.

Dr. Anuradha ShuklaSecretaryChief ScientistCSIR-Central Road Research Institute New Delhi-110025

Secretary

Research Council

Documents

Annual Report - Central Road Research Institute · CSIR-CRRI Annual Report 2014-15 v It is indeed my pleasure to present the Annual Report of the Institute for the period 2014-15