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H I G H W A Y

RESEARCH

NUMBER 38

General Report on

Road Research Work Done

In India during 2010-11

IRC HIGHWAY RESEARCH BOARD

Price ` 80.00 (Packing &

Postage Extra)

RECORD

WRITTEN COMMENTS ON THIS HIGHWAY RESEARCH RECORD ARE INVITED

Edited and Published by the Secretary, IRC Highway Research Board, New Delhi - 110 011

Printed at : India Offset Press, A-1, Mayapuri Industrial Area, New Delhi-110 064

(i)

CONTENTSPage No.

INTRODUCTION 1

EXECUTIVE SUMMARY 2

I. PAVEMENT ENGINEERING & MATERIALS 9

1. FLEXIBLE PAVEMENTS 9

SUMMARY 9

A. PROJECTS REPORTED FOR THE FIRST TIME 10

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

Bituminous Roads

2. Laboratory Study to Determine the Suitability of Fly Ash and Marble Dust as 10

Mineral Filler in Micro-Surfacing Mixture

3. Laboratory Evaluation of Warm Mix Additives 12

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

5. Zyco Soil Nanotechnology Multilayer Waterproofing Treatment of Soil and 13

Asphalt Concrete in Road Construction

6. Zycosoil Nanotechnology Application in Leh Road, BRO 14

7. Evaluation of Bituminous Layers Bond Strength 14

8. Penetrative Preservation Installation Project NH8 Beawar to Gomti 15

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

B. ON-GOING / COMPLETED PROJECTS 16

1. Use of Coir Geotextiles in Road Construction 16

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

Pathanamthitta District

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

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

in Different Climates

5. Performance Evaluation of Bituminous Concrete Surfacing Laid with SBS 19

Modified Bitumen (PMB-40) on NH-1, Near Delhi

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

7. Laboratory and Field Evaluation of Asphalt Mixes and Performance Evaluation of 20

Shell Thiopave Test Sections

8. Development of Methodology for Commissioning and ‘Site Acceptance Test (SAT)' 21

of ‘Heavy Vehicle Simulator (HVS)’ Type of APTF

ISSN 0970-2598

(ii)

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

Maintenance Treatment

10. Development of Improved Quality Bituminous Binders through Polymer 22

Incorporation, Laying and Monitoring of Test Sections

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

CONCESSIONAIRES

1. Design & Construction of Sub-Grade & Base Pavement Layers with Soil Stabilized 23

Base Course (SSB) for Lighter and Durable Highway Crust for Township Road at

M/s. Sasan Power Limited, Sasan, Madhya Pradesh (2nd Year)

2. Nano Polymer Base Stabilization of NH-1 Stretch on Panipat-Jhalandhar Section 29

from km 96.000 to km 387.000 in the State of Haryana & Punjab,

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

PMGSY, Chhattisgarh

2. RIGID PAVEMENTS 36

SUMMARY 36


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

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

of Concrete Pavements


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

Traffic Corridors Using Instrumentation Supported by Laboratory Tests

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

in Cement Concrete

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

3. PAVEMENT EVALUATION AND PERFORMANCE 40

a. PAVEMENT EVALUATION 41

SUMMARY 41

A. PROJECT REPORTED FOR THE FIRST TIME 42

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

Remedial and Improvement Measures

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

Towards Development and Upgradation of Standards / Specifications

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

Measures

(iii)

4. Investigation to Determine the Likely Causes of Pre-mature Distress in Road Section 45

on NH-58 and Needed Remedial Measures


1. Development of National Document /Guidelines on the Use of Weigh-In-Motion 47

System in India for Axle Load Monitoring

2. Development of Management System for Maintenance Planning and Budgeting of 48

High Speed Road Corridors (Supra Institutional Project)

3. Investigation to Determine and Ascertain the Causes of Distress and Suggest Remedial 49

Measures for Runway Pavement at Jaipur Airport

b. PAVEMENT PERFORMANCE 51

SUMMARY 51


1. Applications of Rhinophalt Preservative and its Performance Evaluation on Three 52

Toll Roads (Trial Stretches) in Rajasthan and Gujarat States

B. COMPLETED PROJECTS 52

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

Characteristics Using KENLAYER

c. INSTRUMENTATION 55

SUMMARY 55

A. ON-GOING PROJECT 56

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

II. GEOTECHNICAL ENGINEERING 57

SUMMARY 57


1. Feasibility Study of Jarosite Waste Materials (from Chanderia & Debari) in 58

Construction of Embankment and Sub grade

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

3. Experimental Test Track Construction with Cement Stabilisation 59

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

5. Guidelines for Stabilization of Hill-Rock Slopes 60

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

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

(iv)

8. Experimental Test Track Construction Using Jarofix Waste Material 62

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

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

B. ON–GOING/COMPLETED PROJECTS 64

1. Detailed Geological & Geotechnical Investigation, Instrumentation and Monitoring 64

of Amparav Landslide, Uttarakhand State

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

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

Cyclone Prone Areas

4. Instrumentation and Monitoring of Kaliasaur Landslide on National Highway-58 66

(Network Project with SERC)

5. Design and Execution of Soil Nail Wall System for the Stabilisation of Railway 67

Embankment for the Construction of Underpass Using Box Pushing Technique

Under the Existing Railway Line Near Apsara Border, Dilshad Garden

6. Soil Nailing Technique for Facilitating Construction of Underpass by Box Pushing 67

Technique at Western Approach of Old Yamuna Bridge

7. Design and Execution of Soil Nail Wall System for the Stabilisation of Railway 68

Embankment for the Trenchless Crossing of 1700 mm Diameter MS Pipe Below

Railway Track Near Old Steel Bridge Near Yamuna Bazaar, Delhi.

8. Problem of Landslides on Dimapur-Kohima-Maram Road (National Highway-39) 68

in Nagaland and Manipur States: (Supra Institutional Project)

9. Protection of Unstable Cut Slopes along Approach Roads and Railway Lines and 69

Stabilization of the Proposed Dumping Sites

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

Gujarat

11. Validation of Slope Protection Works of Zirakpur-Parwanoo Four Laning Project 70

(Himalayan Expressway)

12. Preparation of Guidelines on ‘Recommended Practice for Treatment of Embankment 70

and Hill Slopes For Erosion Control

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

CONCESSIONAIRES

1. Evaluating In Situ Performance of Neoweb Novel Polymeric Alloy (NPA) Geocell 71

Reinforcement for Service Roads on Expansive Clay at Govind Dairy Factory, Phaltan

III. BRIDGE ENGINEERING 73

SUMMARY 73


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

Loading Conditions

(v)

2. Development of Structural Health Monitoring Schemes for Civil Engineering 74

Infrastructure in India using Smart Sensing Technologies

3. Study on Corrosion Susceptibility of Steel Reinforcement Protected with Anti-Corrosive 75

Coatings / Special Treatments on Ordinary and High Performance Concrete

B. ON-GOING/ COMPLETED PROJECTS 75

1. Mathematical Modeling for Repaired Concrete Structures 75

2. Studies on Vibration Characteristics for Damage identification 76

3. Development of a Critical Infrastructure Information System in GIS Environment 77

for Maintenance of Bridges on National and State Highways

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

5. Creation of Complete Range on Independent Testing Facilities for Expansion 79

Joints at Central Road Research Institute (CRRI) (B-34 Research Scheme)

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

7. Strengthening Measures for Kalimati Bridge, Jamshedpur 80

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

IV. TRAFFIC & TRANSPORTATION 82

1. PLANNING & MANAGEMENT 82

SUMMARY 82


1. Preparation of Computerized Inventory of Roads for Peravoor and Kuthuparamba 83

Block Panchayaths in Kannur District

2. Integrated Development of Transport Infrastructure for an Emerging Town – 83

Kottarakkara Grama Panchayath in Kollam

3. Traffic and Transportation Studies for 23 towns in Kerala State 84

4. Traffic and Transportation Studies for Cochin – Coimbatore, Industrial Corridor in 85

Kerala and Tamil Nadu States

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

Kerala

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

7. Design of Rotary at Englishia Intersection 89

8. Traffic Study for Preparation of Transport System Management Plan for Major 90

Corridors of Lucknow (Comprehensive Mobility plan of Lucknow)

9. Comprehensive Traffic and Transportation Studies of Goa 90

B. ON-GOING/COMPLETED PROJECTS 90

1. Traffic Medicine - A Status Project 90

(vi)

2. Preparation of Parking Policy for nine TIER II Cities in Karnataka, i.e. Mangalore, 94

Mysore, Hubli-Dharwar, Bellary, Belgaum, Gulbarga, Bijapur, Tumkur and Davangere

3. Study on Traffic Management and Parking Spaces for Fairs at PragatiMaidan, New Delhi 95

4. Design and Drawing of 10 Intersections with Comprehensive Traffic Circulation 96

Scheme Around CBD within New Town, Kolkata

5. Planning and Design of Grade Separator at Crossing of Road No. 56 & G.T. Road 96

near Apsara Border in Delhi

6. Construction of Road Under Bridge (RUB), Connecting Road No. 58 & 64, passing 97

under Delhi – Ghaziabad Railway Line near Jhilmil Colony, Delhi

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

Expressways in India

8. Comprehensive Mobility Plan for Indore Urban Area 100

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

Kanjur Marg via Airport

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

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

Corridor in Kolkata

12. Constraints in Developing West Coast Canal in Kerala – Case Study of National 103

Waterway No.III

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

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

15. Development of GIS Based National Highway Information System 105

16. Evaluation of Operational Efficiency of Highway Network Using Travel Time 106

Reliability Measure

17. Application of Geographical Information System (GIS) in Traffic congestion 107

Management

18. Modelling of Driving Cycle for Road Network Development Plan in Urban Area and 108

Suburban Area Applying GPS – A Case Study in NCR

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

Transportation System

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

Management at Construction Site

IV. TRAFFIC & TRANSPORTATION 111

2. SAFETY & ENVIRONMENT 111

SUMMARY 111


1. Impact of Posting Scientific Speed Limits on National Highways - Case Study of 112

Thiruvananthapuram-Kollam section of NH-47

(vii)

2. Development of Road Safety Strategy and Generating Awareness on Traffic and 113

Road Safety - Package VII (Phase-II)


1. Pedestrian Behaviour Under varied Traffic and Spatial Conditions (CSIR Sponsored) 114

2. Safety Audit for Development period of the “6-Laning of Chilakaluripet–Vijayawada 114

Section of NH-5 from km 355.00 to km 434.150 in the State of Andhra Pradesh to

be Executed as BOT (Toll) on DBFO Pattern under NHDP (length 82.5 km)

3. Safety Audit for Development & Construction period for Package No. 1 – 6-laning 115

of Gurgaon – Kotputli – Jaipur section of NH-8 (NHDP – V) under PPP on DBFO

basis (Total length – 231.0kms)

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

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

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

System

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

A. PAVEMENT EVALUATION AND PERFORMANCE 119

1. Finite Element Analysis of Flexible Pavements 119

2. Evaluation of IRC Method and Effect of Bituminous Mixtures on Pavement 119

Performance Using M-EPDG

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

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

B. TRAFFIC & TRANSPORTATION 122

1. Studies on Safety Performance of Two-lane Rural Highways under Mixed Traffic 122

2. Study of Heterogeneous Traffic-Flow Characteristics on Urban Arterials in the 123

Light of Energy Consumption and Environmental Impact.

3. Study on the Effect of Geometric Design Consistency on Level of Safety on 124

Inter-City Roads

4. Reliability Based Optimal Routing and Traffic Assignment in Stochastic 125

Transportation Networks

5. Evaluation of Turn Lanes at Signalized Intersection in Heterogeneous Traffic 126

using Microscopic Simulation Model

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

Shopping Purpose

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

West Bengal

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

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

(viii)

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

Faridabad

11. Transit Oriented Development along an Urban Arterial - A Case Study of Delhi 132

(Indraprastha Estate, ITO)

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

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

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

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

High speed Corridors

16. Development of Steady State Fuel Consumption Models for Different Vehicle 135

Types on High Speed Corridors

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

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

Microscopic Simulation

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

Lane Change Behavior using Microscopic Traffic Simulation

20. Critical Evaluation of Free Speed Characteristics and Development of Vehicle 139

Operating Cost Models for High Speed Corridors in India

21. Evaluation of Relationships Between Pavement Distress Parameters 140

22. Modeling Travel Time Variations of Urban corridors 141

23. Accessing Road Compaction Impact on Life Cycle Cost of Road Projects 142

Using HDM-4

24. Evaluation of Turn Lanes at Signalized Intersection in Heterogeneous Traffic 143

using Microscopic Simulation Model

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

Heterogeneous Traffic Conditions

26. Travel Time and Congestion Analysis under Heterogeneous Traffic Conditions 145

27. Traffic Modeling under Heterogeneous Traffic Conditions 146

28. Influence of Cross Roads and Fringe Conditions on Travel Time 147

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

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

Information System

31. Planning for Safe Movement along Linear Intercity corridor 148

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

33. Estimation of Travel Time and Delay in Urban Arterials under Indian Traffic Conditions 150

34. Crowd Behaviour of Pedestrians arriving at Railway Station 151

35. Development of Methodology for Justification for Provision of Exclusive Bus Lanes 151

on Urban Roads

(ix)

36. Application of Dynamic Traffic Assignment (DTA) under Indian Traffic Conditions 153

37. Traffic Data Fusion under Indian Traffic Conditions 153

38. Analysis of Interrelated Activity and Travel Patterns 154

39. Estimation of Origin-Destination Matrices for Dynamic Traffic Assignment Models 154

40. Dynamic Traffic Assignment (DTA) under Multiple Vehicle Classes 154

41. Routing Algorithms on Stochastic and Time Dependent Networks 155

42. Analysis of Delays Along Signalized Urban Corridor 155

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

Highway Midblock

44. Modelling Driver Behaviour at Signalized Intersection 157

45. Identification of Missing links based on Travel Demand for Calicut Using TransCAD 158

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

47. Traffic Monitoring Using GSM Technology: An Emerging Opportunity for ATIS 160

ACKNOWLEDGEMENTS 163

LIST OF ORGANISATIONS 164

APPENDIX - PROFORMA SHEET FOR REPORTING R&D WORK 165

FOR THE GENERAL REPORT

GENERAL REPORT ON

ROAD RESEARCH IN INDIA 2010-2011

INTRODUCTION

Highway Research Record No.38 describes the General Report on Road Research Work done in India during the year

2010-2011. This document has been prepared by compiling the progress of research work reported by 16 Research

Organisations and Academic Institutions in the country. The names of reporting organizations have been listed at the

end of the report. As the General Report on Road Research is intended to provide information on research works

carried out under various research projects, works reported on routine investigations and laboratory/ field testing have

been omitted from the document.

As per the classification, the entire material has been divided into four sections, namely, Pavement Engineering

& Paving Materials; Geotechnical Engineering; Bridge Engineering and Traffic & Transportation Engineering. The

projects in each section are further classified in to two broad categories namely (i) Projects Reported First Time, i.e.,

New Projects and (ii) Ongoing Projects/ Completed Projects. The research works carried out as a part of Master and

Doctoral thesis in the Academic Institutions have also been reported separately in Section V of the report.

The research work in each section has been reported as per the standard Proforma for the three broad categories of

projects. The proformae alongwith other related information are given in Appendix.

Each sectional report begins with a brief overview in the form of summary followed by a few salient points towards

channelising the discussions during the presentation of the report in the IRC Annual session.

2 GENERAL REPORT ON

EXECUTIVE SUMMARY

In the General Report on Road Research Work done in India for the year 2010-2011, published as Highway Research

Record No. 38, the research work done by 16 organisations on various aspects has been reported. The report has

been compiled by CRRI. The R&D work reported under the following five major areas and the research work done

in Academic Institutions related to the thesis work is reported under Section V:

1. Pavement Engineering and Paving Materials

2. Geotechnical Engineering

3. Bridge Engineering

4. Traffic & Transportation Engineering

1. Pavement Engineering and Paving Materials

In this chapter projects related to “Flexible Pavements,

Rigid Pavements, Pavement Evaluation, Pavement

Performance and Instrumentation” have been

reported.

1.1 Flexible Pavements

This subsection deals with projects reported in the

Flexible Pavement area related to design, construction

and materials. CSIR-Central Road Research Institute

reported twelve projects. The significant projects

pertain to use of flyash in construction of bituminous

road surfacing, development of cold mix technology for

structural layers of flexible pavement, performance of

bituminous concrete surfacing laid with SBS modified

bitumen, repair of potholes and patching using different

techniques/machines, evaluation of asphalt mixes

containing thiopave. The developments and design of

thin stone matrix asphalt for maintenance of flexible

pavements, and warm mixes for bituminous road

construction. Guidelines have been developed for

bituminous Macadam, Semi dense bituminous concrete

and Mix seal surfacing using cationic bitumen emulsion.

Studies on use of chemical additives for improvement of

engineering properties of sub grade are also reported

by different organisations.

National Transport Planning and Research Center

reported findings of studies on coir jute geotextile

and plastic waste in road construction. The resource

mapping of available road construction materials in

Kerala is also reported as a ongoing project. Feasibility

study on use of Road Cem for insitu stabilization of

soil has been completed. From the durability test, it

is concluded that the resistance to effect of water on

strength is enhanced by use of 0.1 percent additive

in cement stabilization. Two projects related to water

proofing treatment of bituminous pavement are

reported. Studies indicated significant improvement in

properties of soil as well as bituminous mixes. Studies

have been carried out on performance of crumb rubber,

SBS and EBA modified bitumen. Laboratory studies

on warm mix additives indicates that the addition of

0.5 percent additive by weight bituminous mix can

lower the mix laying temperature by 40°C to 50°C.

Successful installation and field calibration of State-

of-Art Accelerated Pavement Testing Facility, Heavy

Vehicle Simulator is also reported by CSIR-CRRI.

1.2 Rigid Pavements

Research works reported in the area of Rigid Pavements

relate to technical feasibility studies on Geopolymer

based building blocks/ pavers, R&D studies on the

performance evaluation of rigid pavements on high

density traffic corridors using instrumentation supported

by laboratory tests ( in continuation of the earlier

work reported), study on the properties of concrete

incorporating bottom ash/pond ash as a replacement

of fine aggregate, study on suitability of synthetics fiber

reinforced concrete for the construction of concrete

pavements, study on dry lean concrete containing

portland pozzolana cement and suitability of oil well drill

cuttings (Assam assets) for road making.

1.3 Pavement Evaluation

Research works reported in this area include projects

on structural and functional evaluation of pavements

and pre-mature distress / failure investigations for road

and airfield pavements. Completed projects include

Investigation to determine and ascertain the causes

of distress and suggest remedial measures for runway

pavement at Jaipur Airport.

On-going projects include Development of National

Document /Guideline on the Use of Weigh-In-Motion

System for Axle Load Monitoring. Development of

ROAD RESEARCH IN INDIA 2010-11 3

national guideline on the use of WIM System for axle

load monitoring on Indian Highways would assist

Enforcement authorities to decide the appropriate

WIM system to be used at various locations towards

controlling overloading on Indian Highways which would

economize on road maintenance and rehabilitation

costs, minimize road accidents, and bring about

improved road safety.

Projects reported for the first time include Evaluation of

Master Plan Roads (60 m and 45 m ROWs) in Dwarka

and Needed Remedial and Improvement Measures;

Design, Construction and Performance Evaluation of

New Materials and Mixes towards Development and

Upgradation of Standards / Specifications; Evaluation of

Kosi-Nandgaon-Barsana-Govardhan Road and Needed

Remedial Measures and Investigation to Determine the

Likely Causes of Pre-mature Distress in Road Section

from km 72.600 to km 105 on NH-58 and Needed

Remedial Measures.

Research projects for Thesis work include Finite

Element Analysis of Flexible Pavements and Evaluation

of IRC Method and Effect of Bituminous Mixtures on

Pavement Performance Using M-EPDG. Finite Element

Analysis of Flexible Pavements has been carried out

(i) to analyze and compare stress-strain distribution and

response of pavement system by using asphalt mixes

with various additives like hydrated lime and sulphur;

(ii) to analyze a typical 4 layer flexible pavement

structure by means of Finite Element Method, and

(iii) to study the stress-strain distribution of pavement

using linearized elastic theories and comparisons with

Finite Element Analysis.

1.4 Pavement Performance

This sub-section on Pavement Performance covers

projects related to Design of Flexible Pavements

for Optimum Performance in Fatigue and Rutting

Characteristics Using KENLAYER; Modeling of

Rutting of Asphalt Concrete Mixtures; and Forensic

Investigations on Pre-mature Rutting on a National

Highway Pavement. The study on Design of Flexible

Pavements for Optimum Performance in Fatigue and

Rutting Characteristics Using KENLAYER is focused

on comparing the various design methods in terms

of its performance by conducting damage analysis

in KENLAYER and suggesting the optimum design

method.

Project reported for the first time include Design,

Construction and Performance Evaluation of New

Materials and Mixes towards Development and

Upgradation of Standards / Specifications; and

Rhinophalt Preservative and its Performance Evaluation

on Three Toll Roads in Rajasthan and Gujarat States.

The study is planned to be implemented in three

different phases viz. (i) Pre-Application Investigations

(ii) Post-Application Investigations and (iii) Periodic

Performance Monitoring / Evaluation.

Research projects for Thesis work include Design

of Flexible Pavements for Optimum Performance in

Fatigue and Rutting Characteristics Using KENLAYER;

Experimental Investigations and Modeling of Rutting of

Asphalt Concrete Mixtures; and Forensic Investigations

on Premature Rutting on a National Highway

Pavement.

1.5 Instrumentation

Research work reported in the area of Instrumentation

and Micro-processor Application is an ongoing project

related to Upgradation of Road Geometrics and

Road Condition Evaluation System. The road surface

condition evaluation involving measurement of areas

of surface disintegration will form an important input to

Pavement Maintenance Management Systems which

is directed at coordinating and controlling pavement

rehabilitation associated activities on a road network.

The upgraded and validated system will help in speedy

inventorisation of road network.

2. Geotechnical Engineering

In this chapter projects related to “Geotechnical

Engineering” and “Soil Stabilization, Low Grade

Materials & Low Volume Roads” have been reported.

The projects reported in Geotechnical Engineering area

relate to geological and geotechnical investigations ,

instrumentation & monitoring of landslides, problems

of landslides, soil nailing technique for stabilisation of

railway embankment for construction of an underpass

using box pushing technique has been reported. In

addition to the above pushing of a very large size

MS pipe below a railway track using soil nailing has

also been reported. A project on design of road

embankment in submerged/flood affected border

areas of Bhuj, Gujarat has also been reported. A new

project on evaluating in situ performance of “Geocell

Reinforcement for Service Roads on Expansive Clay”

has also been reported. Another continuing study

relates to Use of Jute Geotextiles in PMGSY roads. In

order to mitigate and address the problems of landslides

and natural disasters; following guidelines have also

been prepared :

4 GENERAL REPORT ON

“Guidelines for construction of roads, culverts and

bridges in cyclone prone areas”, “Guidelines on

“Recommended practice for treatment of embankment

and hill slopes for erosion control”, “Guidelines for

stabilisation of hill rock slopes” and “Guidelines on

management of landslides on the Indian roads and

highways”.

The projects reported in the area of Soil Stabilization,

Low Grade Materials and Low Volume roads relate

to Feasibility study of Jarosite Waste Materials (from

Chanderia & Debari) in construction of embankment and

subgrade, Feasibility study of Super Fine Copper Slag

in land filling and road construction, stabilisation of black

cotton soil, test track construction with cement stabilised

subgrade and subbase, design and construction of test

roads using construction and demolition waste and

Jarofix ( waste of Zinc industry). Guidelines for Soil and

Granular Material Stabilisation Using Cement Lime &

Fly Ash. (IRC special publication, IRC: SP: 89- 2010)

have also been reported.

There are nine projects which have been reported first

time. Twelve projects are reported under the ongoing

and completed project category and one project is

reported as R&D activity by the consultancy firms/

contractors/ concessionaries.

3. Bridge Engineering

Under this section, four projects have been reported

by CSIR-SERC, Chennai covering topics such as long

term performance studies of arch bridges, technologies

for structural health monitoring of bridges, vibration

studies on bridges and mathematical model for repaired

concrete bridges.

Evaluation of performance of bridges is a major task

to ensure their safety. It also helps in planning the

maintenance scheme for bridges. CSIR-CRRI has

reported the completion of two projects in which a

bridge with distressed pier caps and a bridge with

impact damaged longitudinal girders were investigated

and suitable repair/strengthening schemes were

suggested and implemented. In the third completed

project the load testing of an old bailey bridge is

reported.

There are large number of distressed bridges in

our country which require inspection, repair and

strengthening for their efficient maintenance. An

indigenously designed Mobile Bridge Inspection Unit

(MBIU) is being fabricated for bridge inspection by

CSIR-CRRI and CSIR-CMERI-CoEFM and the project

is partially funded by DST. Also, a Critical Infrastructure

Information System in GIS Environment is being

developed by CSIR-CRRI, New Delhi for maintenance

management of bridges. This consists of development

of various modules such as Inventory Module,

Inspection Module, and Load Carrying Capacity Module,

Maintenance/Rehabilitation/Strengthening Module,

Budgeting Module and Advance Decision Support

System Module. For the ease of implementation,

the road network of Ghaziabad District has been

considered.

Corrosion of reinforcement is a major cause of

distress in bridges especially located in coastal areas.

CSIR-CRRI has undertaken a new research scheme

(B-42) sponsored by MORTH, under which corrosion

susceptibility of steel reinforcement protected with

anti-corrosive coatings embedded in ordinary concrete

vis-a-vis steel reinforcement without anti-corrosive

coating embedded in high performance concrete will

be evaluated.

The Creation of Expansion Joint Test Facility at CSIR-

CRRI, New Delhi is another on-going Research Scheme

(B-34), funded by MORTH.

4. Traffic & Transportation

In this chapter projects related to “Traffic & Transportation

Engineering” and “Highway Planning, Design,

Management and Performance Evaluation” have been

reported.

4.1 Planning and Management

The salient features of some of the completed projects

are:

Out of total 29 studies reported, 11 studies were on

comprehensive traffic and transportation studies

of various cities further focusing on airport links,

feasibility studies for cities. 7 Projects completed on

investigation on various aspects of Traffic circulation

and management plan at intersections, feasibility of

RUB and Master plan of national highway network of

Expressways in India and one on Evaluation Study on

Use of On-Site Visualization Method for Monitoring of

Safety Management at Construction Site. 11 On-going

projects include studies on comprehensive traffic and

transportation studies, in addition to this, feasibility

study of various public transport systems such as

Metro, airport connectivity and computerized Inventory

of Roads, Travel Time Related Performance Measures,

Application of Geographical Information System (GIS)

in Traffic congestion management and Development


of GIS Based National Highway Information System

was reported.

Study of proposed methodology for digitized road maps

with supporting data for each Grama Panchayath using

the GIS format consisting of road availability, location

of facilities Road level data-connecting settlements,

population benefited, facilities along the road inventory-

length, width, surface type, settlements.

Study on Integrated Development of Transport

Infrastructure for an emerging Town was proposed the

various strategies for improving the mobility within the

region and connectivity to the existing ring road was

explained.

A study on traffic and transportation studies for 23 towns

in Kerala State conducted the traffic and transportation

studies by classifying the total 23 town into large,

medium and small towns. Estimated travel demand for

horizon year; and prepared short-term and long-term

traffic and transportation development proposals for

the selected towns.

Study on Traffic and transportation studies for Cochin –

Coimbatore, Industrial corridor in Kerala and Tamil Nadu

States. Studied the traffic pattern and characteristics

of goods vehicles passing through the study area,

projected the passenger and freight traffic for the

next 20 years and suggested transport infrastructure

requirements for the study region.

A study on evaluation of predictive accuracy of urban

transport studies in selected Towns of Kerala. Studied

the cross-sectional analysis of socio-economic variables

such as vehicle ownership, and travel budget and traffic

flow pattern of selected towns. Evaluated the predictive

accuracy of selected variables by comparing the study

forecasts with the actual / observed data in selected

towns and prepared the general guidelines for realistic

projection of input variables that have influence traffic

demand forecasting.

A study of Para transit Services for Selected Cities

in Kerala, studied the characteristics of Para transit

modes, analyzed various current issues regarding

paratransit such as, Organizational set-up, policy and

planning, impact on employment, co-ordination and

competition, cost of service and studied behavior,

characteristics and problem of paratransit drivers

and developed the models to estimate the demand

of paratransit.

Study on design of rotary at Englishia Intersection

studied the traffic flow pattern around the intersection

and proposed a traffic management plan around the

Englishia Intersection area at Varanasi.

A study on traffic study for preparation of transport

system management plan for major corridors of

Lucknow, studied the characteristics of Traffic, parking

and pedestrians and suggested the intersections

improvements and traffic management plans at selected

Intersections/locations at Lucknow.

A study on Comprehensive Traffic and Transportation

Studies of Goa proposed the short term and long term

solutions after conducting the traffic and transportation

studies to reduce the congestion and the accidents on

Goa road network and further to suggest the phase-

wise development based on the forecasted travel

demand.

Study on Traffic Medicine-A Status Project basically

envisaged to prepare a status report of “Traffic

Medicine” for Kerala covering emergency medical care

system in Kerala giving special emphasis to Trivandrum.

Prepared resource material for training NGOs and other

interested persons in taking care of accident victims

and administering first-aid at accident site and studied

the present system of trauma registry in hospitals and

suggest methods for improvement.

A study on Preparation of Parking Policy for nine

TIER II Cities in Karnataka, i.e. Mangalore, Mysore,

Hubli-Dharwar, Bellary, Belgaum, Gulbarga, Bijapur,

Tumkur and Davangere studied parking characteristics

based on the CTTS studies available and suggested

the various parking measures in addition to cap on

registering a certain number of automobiles as a

demand management measure.

Study on Traffic Management and Parking Spaces for

Fairs at Pragati Maidan, New Delhi studied the parking

requirements and various traffic management plans

during the fairs and suggested that various options

of traffic management and parking space alternatives

to reduce the congestion around the Pragati Maidan

during the Fairs.

A study on design and drawing of 10 intersections

with comprehensive traffic circulation scheme around

CBD within New Town, Kolkata, taken up to study the

traffic flow pattern and suggest the improvements at

the selected ten intersections at Kolkata and traffic

management schemes around the CBD area to reduce

the congestion.

A study on Planning and design of grade separator

at Crossing of Road No. 56 and G.T. Road near

6 GENERAL REPORT ON

Apsara Border in Delhi studied the feasibility of

grade separated and detailed design drawings were

prepared, comprehensive scheme showing the general

arrangement drawings showing the flyover, ramps,

underpass and adjoining roads at proposed location

have been shown. Based on this study grade separator

was constructed and opened to the traffic during the

CWG (Common Wealth Games-2010) at Delhi.

A study on Construction of Road Under Bridge (RUB),

connecting Road No. 58 and 64, passing under Delhi

– Ghaziabad Railway line near Jhilmil Colony, Delhi

studied the feasibility of RUB and detailed design

drawings were prepared and submitted to the client.

Study on consultancy services for formulation of master

plan for National network of Expressways in India

recommend guidelines for the new expressways, ROW

and facilities for pedestrians if passing through urban

areas and further recommended a separate called

the National Expressway Authority of India (NEAI) for

functioning and execution of expressways.

A study on comprehensive mobility plan for Indore urban

Area envisages measures to strengthen Pedestrian

movement, Junction improvement plans to ease the

movement of traffic and well as pedestrians, parking

and public transport proposals.

A study on detailed project report for Mumbai Metro

Phase II & III: Mahim – BKC – Kanjur Marg via Airport

worked out the financial viability of the project.

A study on feasibility study for elevated rail corridor

from Churchgate to Virar in Mumbai is to study

the feasibility of two track elevated corridor with

a capacity to run 15 car, air conditioned trains for

Churchgate – Virar section along the existing tracks

with least disturbance to existing operations, the

study is under progress.

Study on technical consultancy for preparation of

detailed project report for 3 – Metro Corridors in

Kolkata to study the implementation of new metro rail

corridors in Kolkata and the study is aimed to provide all

necessary details to RVNL for preparing tender design

and tender documents for floating the tender on “design

and construct” basis, the study is under progress.

The study on constraints in developing West Coast

Canal in Kerala – Case Study of National Waterway

No.III suggested some measures such as taking

adequate measures for effective integration of IWT

and coastal shipping, integration of IWT with rail and

road to improve connectivity, revival of inland vessels

building subsidy scheme and operationalisation of

freight subsidy scheme, formation of an inland vessel

leasing company and strengthen the set up of Kerala

Govt. for fulfilling its obligation as a regulator under

Inland Vessel Act.

A study on Computation of Price Index for Auto and Taxi

Operations (PIATO) aimed at to find out the operational

characteristics like passenger load, passenger lead,

daily collection and expenditures (fixed and V.C) of

Auto and Taxi operations in Kerala and to prepare a

Price Indices for Auto and Taxi Operations (PIATO) for

understanding the periodical movement of prices of

operating cost, and other inputs for different types of

Auto and Taxi operations. Accordingly, study suggested

the Price Indices for Auto Rickshaw Operations (PIARO)

other modes.

A study on pre-feasibility study for Improving road

connectivity to Kannur airport, based on limited surveys

conducted , rough cost estimate, and financial analysis,

the study suggested that development to 4/6 lane

standards on Public – Private partnership on annuity

basis is viable. Further, suggesting the Government

should bear the initial cost of land acquisition and

provide a viability gap funding or annuity to ensure

the expected 16 percent return on investment. All

other referred roads may be developed as per the

existing practices and full budgetary support by the

Government.

As study on ‘Development of GIS Based National

Highway Information System’ is to develop National

Highways Information System in GIS environment which

is to be achieved through collection and collation of road

related information both from primary and secondary

sources for 50,000 km long National Highways network

(except roads under NHDP), the study is under

progress.

A study on ‘Evaluation of Operational Efficiency

of Highway Network Using Travel Time Reliability

Measures’ is to evaluate operational efficiency/

characteristics of highway transportation system by

considering various travel time reliability measures, the

study is under progress.

The study on ‘Application of Geographical Information

System (GIS) in Traffic Congestion Management’ is

to frame a methodology for measurement of traffic

congestion is developed and to quantify the magnitude

of the congestion, the study is under progress.

A study on ‘Modelling of driving cycle for road network

development plan in urban area and suburban area


applying GPS – A case study in NCR’ is to Model the

driving cycles and find the effect of road geometry,

traffic volume, speed-limit on driving cycle, the study

is under progress.

A study on ‘Travel Time Related Performance Measures

for Evaluation of Sustainable Road Transportation

System’ is to identify various performance Measures for

evaluating sustainability of road Transportation System

and analyse the variability of travel time under various

uncertainties from demand side and supply side of the

system, the study is under progress.

A study on ‘Development of Multimodal Level of

Service (MMLoS) Measure for Urban Roads of India’

is to develop ‘Level of Service’ (LOS) measure for

pedestrians on intersection of Indian roads, the study

is under progress.

A study on ‘Effect of Bypass Road on Traffic and

Habitants along Highway’ is to propose various

measures to control haphazard growth pattern along the

Highways after identifying the performance parameters

of growth and extent of ribbon sprawl along the National

Highway, the study is under progress.

A study on ‘Evaluation Study on Use of On-Site

Visualization Method for Monitoring of Safety

Management at Construction Site’ is to evaluate the use

of On-Site Visualization (OSV) Method for Monitoring of

Safety Management at Construction Site (AIIMS Metro

Station). The safety awareness and consciousness

among various stakeholders during construction was

demonstrated.

4.2 Safety and Environment

Research works reported in the area of Safety and

Environment relate to projects on ambient air quality,

traffic emergent situations, accident & safety aspects

including safety audit of national highways at design

stage and safety audit of state highways/MDR/ODR

and Road user behavior, Driver simulation and Micro

Simulation based Driving Cycle in Delhi City.

Out of total 8 Projects reported, 2 projects are

reported first time both studies relating to the safety,

one on safe speed limits and second study is on

Road safety audit of Punjab State Highways/MDR/

ODR and Road user behaviour . Under the on-going/

completed section total 6 projects are reported

relating to the pedestrian studies, Road safety,

Micro Simulation based Driving Cycle in Delhi City

for Sustainable Transportation System, Distracted

Driving in Simulated Environment and one project

on study on ambient air quality and its contribution

to climate change in Kerala.

A study on Impact of posting scientific speed limits on

National Highways - Case study of Thiruvananthapuram-

Kollam section of NH-47 studied the various factors

governing the speed limit for various sections of

NH under study, identification and design of various

speed control devices and signage scheme for such

locations. It also spells out the techniques available

for monitoring speed limit and traffic management.

It is expected that implementation of the speed limit

scheme at appropriate level, would improve the safety

efficient operation of the facility to the satisfaction of

the various road users.

A study on development of road safety strategy and

generating awareness on traffic and road safety -

Package VII (Phase-II), study first phase covers the

road safety audit to be conducted on state highways/

MDR/ODR and Road user behaviour, second phase

covers based these studies road safety measures and

generation of awareness plan would be disseminated

and monitored along the project road stretches in

Punjab.

A study on Pedestrian Behaviour Under varied Traffic

and Spatial conditions envisaged three types of crossing

patterns exist in Indian conditions. These are single

stage, rolling and two stage. The study shows that

speed-density forms negative exponential relations

for crossing facilities and speed-density relationship

is exponential in all types of walking facilities except

for pedestrians walking through carriageway where

as it is linear. A level of service criteria was developed

for crossing and walking facilities with pedestrian

perception under Indian conditions.

A study on Safety Audit for development period of the

“6-laning of Chilakaluripet – Vijayawada section of

NH-5 from km 355.00 to km 434.150 in the State of

Andhra Pradesh to be executed as BOT (Toll) on DBFO

Pattern under NHDP (length 82.5 km)” carried out the

design stage audit and recommend the various safety

measures at the design stage.

A study on Safety Audit for Development & Construction

period for Package No. 1- 6 - laning of Gurgaon –

Kotputli – Jaipur section of NH-8 (NHDP – V). under

PPP on DBFO basis (Total length – 231.0 km) proposed

to carry out the safety audit at development stage as

well as construction stage to enhance the safety during

8 GENERAL REPORT ON

the design stage as well as construction stage, the study

is under progress.

A study on ambient air quality and its contribution to

climate change in Kerala proposed is to assess the

air quality in Kerala State and develop a model for

change in climatic conditions due to air pollution and

formulate further preventive and control measures for

abatement of air pollution. The Air Pollution Index and

Wind Rose graphs are prepared after monitoring air

pollutants at 55 locations. From the study results it

indicates that deposition as well as the dispersion of

air pollutants in the ambient air. A prediction model

for change in climatic condition due to air pollution

in the State will be developed, the study is under

progress.

A study on ‘Distracted Driving in Simulated Environment:

Present Challenges and Mitigation’ is to compare the

behaviour of drivers risk taking practices in both distracted

driving conditions and driving without distraction,

the study results used to create awareness among

the road users and drivers to see the consequences

which are otherwise may prove fatal in realistic traffic

environment.

A study on ‘Micro Simulation based Driving Cycle in

Delhi City for Sustainable Transportation System’ is

to estimate the emissions based on real world driving

cycle for Delhi, the study is under progress.

5. Research Work done in Academic Institutes

related to Thesis Work

A total of 46 research works have been reported in

the area of Traffic Engineering and Transportation

Planning encompassing various projects focusing on

traffic flow simulation, roadway capacity estimation

of two lane and multi-lane highways, congestion cost

studies of multi lane highways, traffic management

studies, energy consumption of selected transport

modes, road user cost equations for high speed

corridors, road crash management, safety issues on

inter-city roads, impact of metro on mobility patterns,

Mobility Strategies for Inclusive Development, Role of

PPP in Urban Transport, Transit Oriented Development

on typical urban arterials, Impact of Mobility Hub on

Urban Arterial Road Network and Modeling Travel

Time Variations, Evaluation of Relationships Between

Pavement Distress Parameters and Assessment of

impact of communication technologies on shopping

trips etc.

Out of the 46 reported research studies, 14 are either

completed or ongoing Ph.D. works and the remaining

32 are completed Masters dissertation works reported

from various institutions like IIT(Madras), SPA (New

Delhi), CSIR-CRRI (New Delhi), M.S. University

(Vadodara), NIT (Surathkal), S.V. NIT (Surat), College

of Engineering, (Thiruvananthapuram), IIT (Roorkee)

and Anna University, Chennai.


I. PAVEMENT ENGINEERING & MATERIALS

1. FLEXIBLE PAVEMENTS

SUMMARY

Research work reported under the area of Flexible Pavement includes studies to find out the possible utilization of fly

ash, marble dust and waste plastics as filler and fine aggregate in bituminous mixes. Laboratory and field performance

studies pertaining to the cold mixes, warm mixes additives for soil stabilization and use of nanotechnology based

materials in pavement layers have been also reported. Some of the reported studies includes performance of use of

coir and jute geotextile. Studies on use of plastic waste are also reported. Long term performance studies on use

of SBS modified bitumen on heavily trafficked roads have been completed. Laboratory studies on thin stone matrix

asphalt are also reported.

There are nine projects which have been reported first time. Twelve projects are reported under the ongoing and

completed project category.

SALIENT POINTS FOR DISCUSSION

1. Utilization of fly ash, waste plastic and marble dust in bituminous mixes

2. Use of warm mixes in bituminous road construction

3. Use of thin SMA for preventive maintenance of flexible pavement

4. Use of jute and coir based geotextile in pavements

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

6. Performance of polymer modified bitumen

7. Sustainable technologies for pothole repair & patching

10 GENERAL REPORT ON

A. PROJECTS REPORTED FOR THE FIRST

TIME

1. Development of Fly Ash–Waste Plastic

Composite for Construction of Bituminous

Roads

Date of Start: March 2011

Date of Completion: March 2013

CSIR- Central Road Research Institute,

New Delhi (R)

Scope and Objectives

The objective of the project, is development of technology

for utilization of waste plastic-fly ash composite as filler

and fine aggregate in bituminous road construction. To

achieve this objective, following scope of work have

been identified :

● Optimization of fly ash and waste plastic for

development of useful composite

● Performance of bituminous mixes containing

modified fly ash.

Methodology

Following methodology shall be adopted to carry out

study :

● Characterization of fly ash, pond ash and plastic

waste material

● Optimization of fly ash and plastic waste for

development of composites

● Characterization of composite by IR, TGA, DSC

and microscopic methods

● Optimization of dose of FLYPLA in a SMA and

BC mixes.

● Study of fatigue, rutting and moisture sensitivity

of SMA and BC mixes

● Data analysis and report preparation

Significance/Utilization Potential

Plastic waste along with byproduct of thermal power

plant i.e pond ash will find potential for use in bituminous

road construction to replace conventional filler material

and five aggregate.

Limitations of Conclusions/Recommendations for

further work/further proposed work

Study is under progress.

Further information/copy of report can be obtained

from

Dr. P.K. Jain, ([email protected]), Chief Scientist &

Head, Flexible Pavement Division CSIR-Central Road

Research Institute, New-Delhi-110 025.

2. Laboratory Study to Determine the Suitability

of Fly Ash and Marble Dust as Mineral Filler

in Micro-Surfacing Mixture

Date of Start: October 2007

Date of Completion: April 2010

CSIR-Central Road Research Institute,

New Delhi


The major objectives of the project are to find out the

viability of utilization of flyash and Marble dust as mineral

filler in micro surfacing mix. For accomplishment of the

objectives, following scope of work were identified:

● Development of suitable type of polymer modified

(Natural rubber/ SBR modified) emulsion to meet

out the compatibility requirement with micro

surfacing aggregate blend

● Laboratory evaluation of polymer modified

emulsion, mineral aggregate and waste materials

i.e fly ash and marble dust

● Development of new formulations of micro

surfacing mix with fly ash and marble dust

● Determination of optimum content of fly ash and

marble dust in micro surfacing mix

● Laboratory evaluation of modified micro surfacing

mix at varying percentage of bitumen emulsion

● Analysis of results

● Development of mix design guidelines for micro

surfacing mix containing waste materials i.e fly

ash and marble dust

Methodology

Micro surfacing is the mixture of polymer modified

bitumen emulsion, mineral aggregate, water and

necessary additive (if needed). Mineral aggregate, fly

ash and marble dust were characterized to find out

their engineering properties. Micro surfacing aggregate

blend containing flyash and marble dust in varying

percentage (by total wt. of aggregate) were prepared as

per the requirement of IRC:SP-81. Polymer modified

bitumen emulsion than mixed with the aggregate blend


and prepared micro surfacing slurry were evaluated on

various performance parameters given in IRC:SP-81

and ISSA –A-143. Optimization of fly ash and marble

dust concentration in the micro surfacing were carried

out with the help of consistency, set time and wet track

abrasion tests.

● SBR modif ied bitumen emulsion can be

successfully used for preparation of micro

surfacing slurry with f ly ash and marble

dust.

● Micro surfacing slurry prepared with SBR

modified bitumen emulsion satisfies all the

requirement of quick set – quick traffic mix

system.



Research study can be further extended in to the

following areas :

● Effect of fine content i.e. fly ash and marble dust

over deformation characteristics of micro surfacing

mix

● Variation in the upper limit of emulsion content with

the varying concentration of fly ash and marble

dust in the mix

● Development of emulsifier for preparation of SBR

latex modified emulsion

● Relation between the torsional elastic recovery

and ductility of residual bitumen

● Natural rubber modified bitumen emulsion vs. SBR

latex modified bitumen emulsion

Reports/Publications

1. Project report entitled “Laboratory study to

determine the suitability of fly ash and marble dust

as mineral filler in micro surfacing” is available with

CRRI.

2. Interim conclusion of the project report help to

develop IRC:SP-81 “Tentative Specification for

Slurry Seal and Microsurfacing”.

3. Satish Pandey, Dr. Sangita, Dr. N.K.S Pundhir,

“Microsurfacing: An Ecofriendly Bailout for Indian

Roads”, 11th-12th Feb.2011, presented in 8th All

India People Technology Congress, Kolkata.


from

Dr. P.K. Jain, Chief Scientist & Head, Flexible

Pavements, CSIR-Central Road Research Institute,

New-Delhi–110 025.

!

Percentage)passing)by)weight)

Sieve)Size)in))mm

Microsurfacing!with!

Fly!Ash

upper!value

lower!value

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

Table 1 Determination of Traffic Time and

Cohesion Characteristics

Time

in

Minute

Torque in kg-cm

Job Mix A Job mix B Job mix C Specified Value

15 11 14 9 12 kg-cm in

30 minute

20 kg-cm in

60 minutes

30 14 17 11

60 21 26 18

120 27 31 23

180 28 33 24

240 29.5 34 26

Interim Conclusions/Conclusions/Supporting Data

● Marble dust can be used successfully in the micro-

surfacing mix as alternate of ordinary Portland

cement.

● Micro surfacing mix containing 6 percent marble

dust by wt. of aggregate, offer better set time in

comparison to Fly Ash mix.

● Low calcium fly ash cannot be used as replacement

of OPC in the micro surfacing mix.

● Fly ash can be utilized successfully as fines in the

micro surfacing mix.

● Both marble dust and fly ash offer better cohesion

and torque resistance to the micro surfacing mix.

● Under wet abrasive condition mix containing

fly ash and marble dust offers better abrasion

resistance.


3. Laboratory Evaluat ion of Warm Mix

Additives

Date of Start: July 2009

Date of Completion (Actual): April 2010

i. MeadWestvaco India Pvt. Ltd., Pune-

(I)

ii. CSIR-Central Road Research Institute,

New Delhi (R)


To evaluate Evotherm additive for its ability to bring down

the mixing and compaction temperature of bituminous

mixes as compared to the conventional mix and to

check whether it affects the other mix performance

properties.

Methodology

● Design of 30-45 mm thick Bituminous Concrete

(BC) using VG-30 grade bitumen.

● Warm mix additive was added to the bitumen @

0.5 percent by weight of the bitumen and BC mix

was designed.

● Various performance tests of the prepared mix

were carried out in laboratory and the behavior

of Evotherm Warm Mix Asphalt was studied and

compared with the conventional bituminous mix.


● Warm mix at (150ºC) can be successfully laid at

lower temperature as low as 100ºC as compared

to conventional hot mix.

● Warm mix asphalt is able to achieve the desired

properties of mix like, stability, durability, workability,

compaction, resistance to deformation.

● Reduction of the mixing and compaction

temperature by 35ºC.

● Improved resistance to permanent deformation.


further work

It is obvious that there will be an overall reduction in

quantity of emission of pollutants when the mix is made

at 120ºC than at 155ºC. Extensive study is required in

this area to get better conclusion. Field performance

studies have to be carried out to actually see and

substantiate the behavior and economy of the warm

mix in pavements.

Further information/Copy of report can be obtained

from

Dr. P.K. Jain, Chief Scientist & Head, Flexible Pavement

Division, CSIR-CRRI, New Delhi-110 025.

Phone 011-2631 1117 Fax +91 2684 5943;

e-mail ID: [email protected]

4. Feasibility Study on Use of RoadCem for Use

in Situ Stabilization of Soil

Date of Start: May 2010

Date of Completion (Targeted/Actual):

December 2011

i. PowerCem Technologies, SK Moerdijk,

Neitherlands(I)


New Delhi (R)


Laboratory studies on use of RoadCem in the

stabilization of soil

Methodology

● In this study, engineering properties of soil were

investigated.

● RoadCem was used as a soil stabilizer at the rate

of 0.1 percent by weight of the soil along with

10 percent cement by weight of the soil.

● Samples prepared for CBR, UCS and ITS were

tested with and without the addition of stabilizer.

● Durability was investigated

● The effect of RoadCem Stabilizer was studied and

necessary recommendations were made based

on the test data.

Interim Conclusions/Conclusions/

Supporting Data

● The CBR values of untreated soil sample after

7 days soaking period is found to be 7 percent,

whereas the soil stabilized with 10 percent

cement and 0.1 percent Roadcem by weight

of soil indicates CBR value of 126.4 percent

(7 days soaking) as compared to 122.8 percent

(7 days soaking) for cement stabilized soil without

Roadcem.

● The UCS of untreated soil after 7 days curing is

found to be 1.07 kg/cm2.


● The soil stabilized with 10 percent cement

and 0.1 percent Roadcem gives 28 days curing

UCS value of 26.1 kg/cm2 as compared to

25.6 kg/cm2 UCS value for cement stabilized soil

without Roadcem.

● The addition of 10 percent cement and 0.1 percent

Roadcem lead to increase in CBR as well as UCS

value of soil.

● From durability test, it is observed that the

resistance to effect of water on strength for soil

treated with 10 percent cement and 0.1 percent

Roadcem is 92 percent and as compared to

78 percent of cement stabilized soil.

Recommendations for further work / further

proposed work

Full scale field studies may be done for large scale

adoption of RoadCem technology.


from


Division, CSIR-CRRI, New Delhi-110 025

Phone 011-2631 1117 Fax +91 2684 5943;


5. Zycosoi l Nanotechnology Mult i layer

Waterproofing Treatment of Soil and Asphalt

Concrete in Road Construction


Date of Completion (Actual): June 2010

i. Zydex Industries, Vadodara (R,S)

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

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


Study on Zydex nanotechnologies and its efficacy to

enhance pavement life on black cotton soil and water

logged area.

Methodology

Soil base: Zycosoil (new name Terrasil for soil

application) applied on the compacted soil layers

for making waterproofed vapour permeable

layer

WBM / Carpet layer: Prime / Tack coat using Zycosoil

(new name Terrasil) solution with cationic bitumen

emulsion and sprayed on WBM / Carpet layer for

improved wetting, penetration, bonding and quick

set.

Asphalt layer: Zycosoil added in hot asphalt binder

@ 0.1 percent by weight of binder and mixed thoroughly

with circulating pump. The hot modified asphalt binder

(80/100 Pen.) was mixed with heated aggregates in

drum mix plant at site.

Interim Conclusions/Conclusions/

Supporting Data

Sections A–D detail the findings and define the

benefits / potential applicability of the technology.

Section A: No waterproofing treatment- Bituminous

surface stripped out and formed big depression

with water pond, few cracks and depression were

observed.

Section B: Subgrade and Sub-base waterproofing-

(Black top) BT surface was little bit damaged and

cracks and settlement on BT surface at few places

observed.

Section C: Waterproofing of Subgrade and Sub-base,

WBM primecoat, tack coat on carpet layer and anti-

strippingadditive on carpet &wearing coat (BUSG

between WBM and carpet not treated)-waterproofing

treatment in earth work and BT surface has worked

perfectly.

Section D: Only wearing coat is treated- no pot holes,

no cracks, no depression was observed.


further work /further proposed work

Long term evaluation by GERI, Vadodara for 3 post

monsoon years for conclusive effectiveness of the

technology

Initial visual inspection in June 2011 shows no

deterioration.


● First post monsoon report detailing effectiveness

documented in year 2010, issued by Gujarat

Engineering Research Institute, Vadodra.


● Second report expected by Oct 2011.


from

Zydex Industries, 25-A, Gandhi Oil Mill Compound,

Gorwa, Vadodara-390 016, Gujarat

Phone +91 265 2280120 Fax +91 265 2280872,


6. Zycosoil Nanotechnology Application in Leh

Road, BRO

Date of Start : March 2011

Date of Completion (Actual): March 2011

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

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


Zycosoil additive mixed with hot asphalt binder for

improving asphalt-aggregate bonding, eliminating

moisture sensitivity (anti-stripping) and to improve

compaction and workability.

Methodology

Zycosoil added in hot asphalt binder @ 0.15 percent by

weight of binder and mixed thoroughly with circulating

pump. The hot modified asphalt binder (80/100 Pen.)

was mixed with heated aggregates in drum mix plant

at site.

Significance/Utilisation Potential

● Laying & compaction of asphalt concrete was

found to be better and no sticking was observed

on the compactor’s roller. It took 4 passes as

against 8 passes inconventional material, for

same amount of compaction.

● Asphalt coating on aggregates found to be a

very uniform coating and mixture was found

shiny.

Field Lab Test Report:-

● Stripping value at 0.1 percent to 0.15 percent dose

was found 90 to 100 percent.

● Better bonding and improved stability laboratory

test samples of Zycosoil mixed Asphalt – concrete

mixture.

● Zycosoil mixed easily in hot melted asphalt

tank.

Recommendations for further work / further

proposed work

Considering the life of pavements and low stripping

value which happens on the mountainous snowy roads

quartzite/metamorphic rock aggregates, it is strongly

recommended to carry out extensive trials & long term

evaluation of the pavements.


Report issued by Border Roads Organisation


from

Zydex Industries, 25-A, Gandhi Oil Mill Compound,

Gorwa, Vadodara-390 016, Gujarat.

Phone +91 265 2280120, Fax +91 265 2280872,


7. Evaluation of Bituminous Layers Bond

Strength

Date of Start : December 2010

Date of Completion : On-going

L&T ECC, LTD (R.I)


In recent times there has been a notable increase in the

slippage cracks on high volume highways, expressways

and runways. In runways the areas subjected to high

breaking and turning have been found to be prone to

slippage cracks. In highways and in particular at ghat

road section with curves, top layers experiences high

breaking and turning forces. The slippage cracks mainly

occur due to poor bonding between the asphalt layers.

The bonding between the pavement layers is achieved

with application of sufficient quantity of asphalt

emulsion tack coat. The lack of testing procedures

to evaluate the bond strength between layers, often

leads to the use of inferior quality material as binding

agents leading to bond related cracks and failure.

Therefore, there is a need to develop and regularize

a test procedure to determine the bond strength

between various pavement layers. Larsen and Toubro

Construction Research and Testing Centre (LTCRTC)

had taken up the task to evaluate a runway portion

with slippage cracks. The bond strength between the

DBM and BC layers were evaluated with the in-house

developed bond strength set up. Further to study the

effect of tack coats, the same set up was also used to

evaluate few laboratory prepared samples.


Methodology

● Bituminous core samples with intact DBM and

BC were obtained from the distressed and non-

distressed areas of the runway or a pavement.

● The samples were evaluated for their dimensions

and density.

● The LTCRTC developed bond strength set up

was used to determine the bond strength of the

specimen.

● The set up had arrangement to keep the DBM part

of the specimen fixed and the BC portion could

be sheared.

● The BC portion was loaded circumferentially at

the rate of 1mm/min till the specimen failed at the

interface.

● The maximum load at failure is recorded and used

to determine the bond strength of the specimen.

● Laboratory samples were also prepared using

Marshall Compactor with rapid setting emulsion

as the binder between the DBM and BC

layers.

Conclusions

● The specimens were found to fail at the interface.

The average Bond strength of the core samples

was found to be around 0.6 MPa. As per

International practice bond strength of 1.0 MPa

has been found to be adequate for critical sections

of runways where as a bond strength of 0.5 MPa

has been found to give good performance for

highways.

● Samples prepared with emulsion as bonding

agent were found to be dependent with minimum

curing period. Some emulsions even after 28 days

of curing have not improved the bond strength

beyond 0.2 Mpa.

● Some laboratory samples have been evaluated

with some mechanical interlocking grooves, which

can enhance the shear strength properties at the

intersection.

Recommendations for further work/further proposed

work

● Bond strength depends on climate conditions and

the application process. Due to high wind and

crude methods of application will not be able to

yield better bond properties.

● Guidelines on tack coats in terms of mechanical

properties will be very essential to improve the

service life of highways.

Further information can be obtained from

Larsen & Toubro Construction Research and Testing

Centre.

8. Penetrative Preservation Installation Project

on NH-8 Beawar to Gomti

Date of Start : October 2010


i. ASI Solutions plc (R)

ii. ITNL (S)

iii. CRRI (I)

iv. Gordon Paving (I)


The scope is to evaluate the benefits of applying a

Penetrative Preservation onto a relatively new surfaced

road to extend the operational life of that road.

The objectives of this project were:

● Carry out an installation section on a post

investigatory section of new road, NH8 Beawar

to Gomti, Rajastan.

● On-site monitoring of the Penetrative Preservation

area against a control section over a range of

extreme weather conditions

● On-site testing with laboratory evaluation of the

benefits Penetrative Preservation can give in

extending the operational life of that road.

Methodology

To carry out a series of site inspections to pre and post

application of the Penetrative Preservation product and

a series of planned site assessments, pre and post

monsoon, with samples taken for on-going evaluation

between the sprayed sections and the control sections.

The testing ranges from:

- Surface profile

- Bitumen analysis

- Skid Resistance

- Surface integrity

- Hydro Conductivity

- Accelerated ageing



● Asphalt Preservation as a Means of Reducing

Carbon Footprint in the Road Construction Industry

● Rhinophalt Cost Comparison under Indian

Conditions

● Case History, Beawar, Rajasthan, India, NH8

Beawar to Gomti

Further information/copy of reportcan be obtained

from

M/s ASI Solutions plc

Mobile +44(0)7841863320 Phone+44 (0) 1908246000

Fax+44 (0) 1908246000

e-mail ID:[email protected]

9. Use of Fly Ash in Construction of Bituminous

Road Surfacings

Date of Start and Duration : April 2009

Date of Completion (Actual) : May 2010

i. NTPC Ltd. (I)


New Delhi (R)

Present Status and Progress

Completed. Possible utilization of fly ash as a mineral

filler in various bituminous surfacing i.e. bituminous

concrete (BC), Semi dense bituminous concrete (SDBC),

Stone Matrix asphalt (SMA) besides micro surfacing and

cold mix technology has been investigated. Laboratory

evaluation of constituent materials i.e mineral aggregate,

fillers, SMA additive, bitumen and bitumen emulsion

were carried out to determine engineering properties.

Test samples were prepared at varying concentration

of fly ash to find out the mechanical and engineering

properties of bituminous mixes. Optimum concentration

of fly ash and binder content in different bituminous

surface treatment has been ascertained though

laboratory detailed studies.

Further Findings/ Conclusions/Supporting Data

● Pond ash can be used as filler for bituminous road

construction.

● Pond ash can be used upto 5 percent as part

of mineral aggregate for semi dense and dense

bituminous concrete. However, usage of ash may

be in the range of 8-10 percent for microsurfacing

and stone matrix asphalt.

● Optimized mixes with ash as filler in place of lime

led to about 0.2 percent lesser bitumen content,

which amounts to 4-5 percent saving in bitumen

consumption.

● Use of ash as filler in SDBC,BC and SMA mix

enhance resistance to moisture sensitivity of

mix as evident from higher value of indirect

tensile strength ratio and retained Marshall

stability, after conditioning Marshall specimen in

water.

● Cold mix SDBC containing 5 percent ash indicates

acceptable values of stability and volumetric

properties.

● Cold mixed micro-surfacing containing 8 percent

ash and 9 percent latex modified emulsion

meet requirement of specification given in

IRC:SP:81-2008.

Limitations of Conclusions or Interim Conclusions

Bituminous mixes containing ash are slightly susceptible

to rutting.

Recommendations for further work

Full scale performance studies are needed for hot mixed

SDBC, BC and SMA as well as cold mixed SDBC, BC

and Micro surfacing for framing standard guidelines and

specifications.

Recommendations for Discussion/ Revision of

Codes/ Specifications

Need of IRC Guidelines and full scale field trials.

Further information/ copy of report can be obtained

from

Dr. P.K.Jain, Chief Scientist & Head, Flexible Pavement

Division, CSIR-Central Road Research Institute,

New Delhi- 110 025.

B. ON-GOING / COMPLETED PROJECTS

1. Use of Coir Geotextiles in Road Construction

Date of Start : April 2010

Date of Completion (Targeted) : March 2012

National Transportation Planning and Research

Centre (R)



Laboratory experiments were conducted on weak soil

reinforced using natural geotextiles like coir mattings

with different mesh size (half inch and one inch), panama

weave (commercial name given by manufacturer)

and also polymeric geotextile viz. High Density Poly

Ethylene (HDPE). The improvements in soil properties

obtained with the use of coir geotextiles were found

out. It is proposed to lay test tracks and canal bank

protection using biodegradable geotextiles like coir.

The performance of the same will be monitored and

evaluated.

Further Findings/Conclusions/Supporting Data

By providing geo-textiles the CBR value of weaker sub

grades could be enhanced. Thereby, the pavement

layer thickness can be considerably reduced and this

facilitates the construction of roads in poor sub-grade

soil areas.


Performance studies have to be conducted on test

tracks and canal bank protection constructed using

biodegradable geotextiles like coir. The performance

of the same has to be monitored and evaluated. Also

studies are to be conducted regarding the useful age of

these biodegradable geotextiles like coir.


from

Director, National Transportation Planning and Research

Centre, Sasthra Bhavan, Pattom Palace P. O.,

Thiruvananthapuram-695 004.

2. Resource Mapping of Road Construction

Materials in Kerala - Phase II Pathanamthitta

District

Date of Start: April 2010



Centre (R)


Geo referenced maps in GIS platform is prepared for

resource locations in Kollam district with attribute data

containing the physical and engineering properties of

the resources, geo coordinates, photos and bitmaps

showing the accessibility of resource locations. Similar

work is being done for other districts in Kerala. Inventory

of the aggregate quarries in five taluks of Pathanamthitta

District is completed. General data is collected and the

quantum of materials available is assessed. Laboratory

testing of the samples is also completed.


In the case of coarse aggregate, most of the samples

tested have desirable values of Specific Gravity, Water

absorption, Bulk density and Aggregate Impact Value. As

regards to the shape of the coarse aggregates, higher

values is obtained for the combined index for majority of

samples showing their unsuitability for road construction

purpose when compared with the present MORTH

Specifications. The properties of the fine aggregate

samples tested are within the values stipulated for

construction purposes.


Majority of coarse aggregates have combined index

values higher the desirable values specified in MORTH

indicating that they are unsuitable for construction

purposes. These findings call for a thought on the need

for revision of the current specification of combined

index values, and also for recommending these for low

volume roads.

Recommendations for further Work

Study could be extended by relating the characteristic

properties of the coarse aggregates especially the shape

of the aggregates with the type and age of the crushers

used for their production.


Interim Report


from

Director, National Transportation Planning and

Research Centre, Sasthra Bhavan, Pattom Palace,

P.O.,Thiruvananthapuram-695 004.

3. Study on the Use of Waste Plastic for Road

Construction in Urban Areas



March 2012


Centre (R)



Marshal Mix design of Bituminous Concrete, Semi Dense

Bituminous Concrete and Dense Bituminous Macadam

using ordinary aggregate and waste plastic coated

aggregate is done and the results are compared. Test

stretches are resurfaced using modified mix with plastic

coated aggregates and control section using ordinary

aggregates. Periodical evaluation of the test stretches is

done. Both functional and structural evaluation is done.

Condition survey, roughness, skid resistance and texture

depth studies were done and the results are compared.


It was found from the studies that the optimum binder

content gets reduced by using modified mix in all types

resulting in savings in bitumen. The stability increases

by 1.2 times for DBM and 1.5 times for BC and SDBC.

Aggregates coated with plastic waste showed zero

stripping even after 72 hours of soaking. Roads laid with

modified mix showed delayed distress.


Performance studies were conducted only on roads

resurfaced with modified mix having waste plastics. More

studies have to be conducted on roads constructed or

overlaid with modified mix having waste plastic under

controlled conditions.


Studies may be extended towards providing input for

evolving guidelines / specifications for the use of waste

plastic materials in road construction and help in its

effective usage thereby reducing a serious community

menace.


Interim Report

Further information/copy of report can be obtained from


Research Centre, Sasthra Bhavan, Pattom Palace,

P. O., Thiruvananthapuram- 695 004.

4. Development of Cold Mix Technology for

Structural Layers of Flexible Pavement in

Different Climates

Date of Start and Duration: April 2006

Date of Completion (Actual): Dec. 2010


New Delhi


Status : Completed

Year of Last Reporting : 2009-10

Progress : The construction of Bituminous Macadam

as binder course with emulsion based cold mix

technology was carried out with existing hot mix road

construction machineries as Hot mix Plant (with out

heating facility) for manufacturing cold mixes, paver

for laying mixes and road roller at three locations,

viz. (i) Dantaur-Khajuwala in Rajasthan in desert

area, (ii) By-pass Road Aizawl, Mizoram in heavy

rainfall area and (iii) near Jawahar Tunnel on Jammu-

Srinagar National Highway (NH-1A) in J&K under cold

and snow bound area. The semi dense bituminous

concrete / mix seal surfacing were laid over cold mixed

bituminous macadam on the same road stretch. The

post construction performance evaluation was carried

out by visual inspection based on 8- performance

factors.


● Construction of structural layer bituminous

macadam (BM) and semi dense bituminous

concrete (SDBC) and mix seal surfacing (MSS) as

wearing courses using bitumen emulsion based

cold mixes is feasible using presently available

road construction machineries.

● The per formance of road speci f icat ion

BM+ SDBC and BM+ MSS was satisfactory

after 3 years.

● The performance of road specification PMC is

satisfactory in High rainfall area (Mizoram) after

3 years.

● Construction with cold mix is economical by

15-20 percent as against hot mix.

● The construction of road with emulsion based

cold mixes is environment friendly and energy

efficient.

● Construction of roads with cold mix technology

is feasible in inclement weather including wet

conditions.



The setting of mix takes a longer time compared to hot

mix.


The cold mix technology for construction of dense graded

specification such as Dense Bituminous Macadam and

Bituminous concrete.

Reports/ Publications

Report on “Development of Emulsion Based Cold Mix

Technology for Structural Layers of Flexible Pavement”

is available with CRRI.

The following tentative specifications were prepared.

● Tentative Specification for Bituminous Macadam

(Base & Binder Course) with Cationic Bitumen

Emulsion

● Proposed Tentative Specification for Semi-Dense

Bituminous Concrete Using Cationic Bitumen

Emulsion

● Proposed Tentative Specification of Mix Seal

Surfacing (Dense-Graded Premix Carpet) with

Cationic Bitumen Emulsion



Framing of Code for Cold Mix Design for Dense Graded

Mixes.


from

Dr. P.K. Jain, Chief Scientist & Head, Flexible Pavements


New Delhi–110 025.

5. Performance Evaluation of Bituminous

Concrete Surfacing Laid with SBS Modified

Bitumen (PMB-40) on NH-1, Near Delhi

Date of Start and Duration:March 2006



New Delhi (R )


Status: Completed

Year of Last Reporting: First time

Progress: Laboratory evaluation of SBS modified

bitumen binder was carried out to determine engineering

properties. Modified bituminous concrete mixes were

retrieved and laboratory evaluation of retrieved core

sample were carried out to find out the bulk density,

Marshall stability, Flow value and marshall quotient.

Important performance parameters of road ie. surface

distress, roughness and deflection were measured on

control section constructed with normal bitumen and

the section constructed with modified bitumen. Periodic

performance was monitored for 60 months at the internal

of 6 months.


● The properties of SBS modified bituminous mixes

are superior than bituminous mixes produced with

60/70 conventional bitumen.

● SBS modified bituminous mixes have better

resistance to rutting at higher temperatures.

● The progression of development of surface

distress is low on test sections laid with modified

bitumen as compared to test sections laid with

conventional bituminous mixes.

● The rut depth value on SBS modified sections is

low as compared to conventional sections.

● SBS modified sections indicated lesser increase

in roughness than conventional sections.

● SBS modified bitumen performed better than

conventional bitumen under overloading condition/

exceptionally heavy traffic.

● SBS modified bitumen lead to increase service

life of overlays.


Report on “Performance Evaluation of Bituminous

Concrete Surfacing Laid with SBS Modified Bitumen

(PMB-40) on NH-1, Near Delhi” is available with CRRI.



Report is useful for revision of IRC:SP:53



from


Division, CSIR- Central Road Research Institute,

New Delhi-110 025.

6. Repair of Potholes and Patching using

Jetpatcher and Infrared Recycling Patcher

Date of Start and Duration: December 2010


i. CSIR-CRRI, New Delhi (R)

ii. Municipal Corporation of Delhi (I)


Status : Completed

Progress

● Performance of Jet Patcher & Infrared Recycling

Patcher and then working on the roads under the

jurisdiction of Municipal Corporation Delhi

● Utility of machines with respect to filling of potholes

of different sizes

● Utility of machines for patching of raveled area in

terms of quality and quantity

● Performance of patches prepared and potholes

filled during last 2-3 months

● Correction of other types of surface defects like

cracking, undulations and utility cuts

● Efficiency of machines in items of hourly

output


● Machines are suitable for faster repair of small

as well as large raveled surface area by patching

as well as filling of potholes on various roads of

MCD.

● Machines can be used for repair of surface

defects viz., small, medium and deep potholes,

depressions, utility cuts, edge breaks, wheel

path rutting, cracked stripped and raveled area

efficiently.

● The treated area can be opened for traffic

within 30 minutes after compaction with efficient

machine.


● It is suggested that aggregate in mixed material

may conform to grading specified in Clause No.

519 of MORTH specifications.

● Rapid Setting-2 (RS-2) Emulsion conforming to

IS:8887-2004 may be used to rejuvenate the

oxidizerd surface and prepair by premix for repair.


Reports on “Nuphalt Infrared Recycling Patcher & Jet

Patcher Works”, are available with CRRI.



IRC may bring out Codes/Guidelines.


from



New Delhi–110 025.

7. Laboratory and Field Evaluation of Asphalt

Mixes and Performance Evaluation of Shell

Thiopave Test Sections


Date of Completion (Targeted/Actual): July 2013


New Delhi (R)


A Thiopave test has been laid at 1 km with support from

Shell Technical Team. CRRI has done two rounds of

field performance evaluation. Benkelman beam studies

deflection studies visual observation of the test section

and roughness were done and cores were obtained for

further analysis in laboratory.


● The Thiopave DBM mixtures have higher Marshal

stability values than the Conventional DBM

mixtures

● The Thiopave DBM mixtures have higher stiffness

values indicating better resistance to rutting

compared to conventional DBM mixture.

● The Benkelman beam deflection values showed

that the thiopave section indicated lower

characteristic deflection as compared to other

two sections showing better structural adequacy

of the pavement.



Work is under progress


Interim Report


from


Pavement Division, Central Road Research Institute,

New Delhi – 110 025.

8. D e v e l o p m e n t o f M e t h o d o l o g y f o r

Commissioning and ‘Site Acceptance

Test (SAT)’ of ‘Heavy Vehicle Simulator (HVS)’

Type of APTF

Date of Start: 2010

Date of Completion (Targeted/Actual): 2010

CSIR-Central Road Research Inst i tute,

New Delhi (R,I,S)


Completed.


The accelerated pavement testing facility is the answer

for the R&D needs of developing performance based

specifications for materials and design as applicable

to Indian conditions, but in a much shorter period.

Actually, Accelerated Pavement Testing Facility

(APTF) simulates, under controlled conditions of load,

speed and pavement temperature, the rolling action of

the wheels of heavy commercial vehicles to produce

realistic data which otherwise is needed under normal

traffic conditions.

However, the facility requires careful commissioning and

a ‘Site Acceptance Test (SAT) for ensuring its proper

working before any R&D application is made. The same

was achieved under the task.

APTF, after commissioning and SAT, is now ready to

put for R&D usage. When properly used with adequate

planning and well defined objectives, APTF allows for

the monitoring of pavement performance and response

to accelerated accumulation of damage within a shorter

time frame, providing pavement engineers with valuable

information concerning the behaviour, performance, and

life expectancy of pavement structures. This ultimately

results in enhanced understanding of pavement

structures and improved, cost effective design and

rehabilitation construction methods. However, the facility

is expected to be used at various sites in the long run

and hence needs a methodology developed that could

help systematic and near trouble free commissioning

at every new site.

Thus, HVS has been found to help researchers and road

authorities to bring theory and practice together to the

benefit of both fields, elsewhere, and the same may be

expected in this country also.

Significant / Utilization Potential

The development and refinement of the APTF programme

is expected to have a major technological and economic

impact on the design, construction and maintenance of

Indian roads with significant cost savings and a many-

fold return on research investment. Data obtained from

HVS testing is invaluable as decision support for the

selection of alternative road design and rehabilitation

options.

Limitations of Conclusions/ Interim Conclusions

SAT is through short term operation period.


Further work involves research applications of APTF

(HVS) involving different new materials, techniques,

designs and maintenance treatments for improved

pavement performance of Indian roads


Documented procedures





9. Development & Design of Thin Stone

Matrix Asphalt (TSMA) Mixes as Preventive

Maintenance Treatment.

Date of Start: 2010

Date of Last Report : 2010

Date of Completion (Actual): 2010

Central Road Research Institute,

New Delhi (R,I,S)


Completed.



SMA principally is the mineral aggregate composition

(gap-graded) which gives a coarse and firm skeleton

of coarse aggregate. The stresses imposed by traffic

loads can thus be absorbed by coarse aggregates and

recovered by the stone-on-stone contact in the aggregate

skeleton. SMA offers improved functional characteristics

over conventional dense graded bituminous mixes

(DBM and BC). A detailed laboratory investigation

has been carried out on constituent materials used for

production of TSMA, which include Delhi quartzite of

9.5 mm nominal sized stone aggregate, stone dust, lime

as mineral filler, cellulose fibers in the form of pellets

as stabilizing additives and polymer modified bitumen.

Marshall method of mix design was adopted, wherein

the optimum binder content was calculated based on the

criterion of 4.5 percent air voids in the mix and voids in

the mineral aggregateat min. 17 percent. Following are

the significant findings of the study:

● SMA mixes designed with available aggregate

showed good stone on stone contacts.

● The criterion of 17 percent voids in mineral

aggregate and 3 percent air voids in the mix were

fulfilled as SMA Mix design requirement.

● TSR value is found to be in the range of more than

80.

● The drain down values of SMA mixes investigated

are in the range of 0.05 to 0.12 percent against

the stipulated value of 0.3 percent. Hence,

use of stabilizing agent reduced the drain

down of SMA mixes at hot storage and during

transportation.

Significant / Utilization Potential

Thin SMA can be use as preventive maintenance

treatment on urban roads to restrict thickness and save

aggregate as it offer significant resistance to deformation

on heavy traffic roads.


Report on“Development & Design of Thin Stone Matrix

Asphalt (TSMA) Mixes as Preventive Maintenance

Treatment” is available with CRRI.



Division, Central Road Research Institute,

New Delhi – 110 025

10. Development of Improved Quality Bituminous

Binders Through Polymer Incorporation,

Laying and Monitoring of Test Sections


Date of Completion: December 2010

CSIR-Central Road Reseach Institute,

New Delhi (R)


One km test section was laid with 25 mm SDBC

mix prepared with three different modified binders

commercially developed by IIP Dehradoon (under

a CHT funded project) at Chenni Refinery using

modifiers namely crumb rubber modifier (CRM),

styrene–butadiene–styrene (SBS) and ethylene butyl

acrylate (EBA). These binders were characterized for

their physical properties as per IRC:SP:53-2002 and

a comparison of the properties of PMBs and CRMB,

their modified mixes and their field performance is being

assessed on a 1 km long test section in Uttaranchal on

SH-57 (Sharanpur-Herbertpur Road, km 223 to 224).

Post construction evaluation included unevenness

measurements using dipstick (Photo 1), deflection by

Benkelman beam test and evaluation of bituminous mix

properties through testing of core samples extracted

from test section.

Condition of SBS and CRMB sections in June 2009

SBS CRMB

2009

SBS

EBA

View of test section in June 2010

!

Photo 1

The data generated through this study will become

the basis to compare the relative performance of thin

SDBC overlays containing different PMB/CRMB beside

correlating the laboratory and field performance of these

mixes.



Based on the field observations, deflection data,

roughness data & subsequent laboratory analysis of

core samples, it was concluded that 25 mm SDBC

overlay constructed with Polymer and Crumb Rubber

modified binders sustained for three years more

than the conventional SDBC under the similar traffic

and and environmental conditions on SH-57.The

comparative performance was in the following order:

SBS>CRMB=EBA.


Thin PMB/CRMB overlays for State Highways catering

medium traffic.


● Development of Improved Quality Bituminous

Binders Through Polymer Incorporation , Laying

and Monitoring of Test Sections (SSP 4409)

Submitted in Jan, 2011

● Use of polymers/waste rubber in road network

in Uttarakhand, Kamal Kumar, and Singh (IIP),

Dr. Sangita, M.N. Nagabhushana, M.P. Singh

& Shivani (CRRI) 10th - 12th November, 2010

presented at Uttarakhand State Council for Scince

and Technology, Dehradun.

Further information/copy of report can be obtained from




Mobile 99101 13992 Phone 011-2631 1117,

2692 1833, 2692 1835 Fax +91 2684 5943,


C. R & D ACTIVITY REPORT BY CONSULTANCY

FIRMS/CONTRACTORS/CONCESSIONARIES

1. Design and Construction of Sub-Grade and

Base Pavement Layers with Soil Stabilized

Base Course (SSB) for Lighter and Durable

Highway Crust for Township Road at

M/s. Sasan Power Limited, Sasan, Madhya

Pradesh (2nd Year)

Date of Starting and Duration: 02 Sep 2011

Date of Completion (Actual/Targeted) : 02 Sep 2011

i. Sasan Power Limited, Madhya Pradesh

(SPL)(I)

ii. India Polyroads Pvt. Ltd., Gurgaon, Haryana

(IPPL) (R,I)


● To assess the suitability of SSB Layer with Nano

Polymer base “SoilTech MK-III” for Road, Runway,

Hard Strand Construction by comparing their

Physical, Engineering, Financial and Execution

time properties with those already implemented

vide IRC Codes, MORTH, MORD, NNRDA and

State PWD’s specifications by detailed Laboratory

investigations.

● To correlate design procedure with IRC:37;

as per the Pavement Crust Catalogue frizzed

in IRC:37, though; how the crust derived in

catalogue not detailed but formulas are given

for Layer Theory of Crust Design. Considering

the same formula but different E-module value

of higher strength Layer like SSB, design

establishment has been derived for failure of

Rutting and need to be endorsed.

● Design of Pavement Cross Section using

SoilTech MK-III, considering the actual traffic

to be stimulated over design life and site

condition.

● Geotechnical Laboratory and field investigation

to evaluate the suitability ofmaterial/design mix/

product application for real time construction.

● Quality execution and control assurance, guideline

and its implementation at site.

● Monitoring of performance of Constructed Road

over a period of time including monsoon which

includes DCP Test and APTF simulates.

Design, Drawing and Execution Methodology

Design of Road and Concept

As per IRC:37-2001, trail pavement design are to

be analyzed using linear elastic layered theory and

maximum vertical strain on sub-grade and maximum

tensile strain at the bottom of bituminous layer are

computed for a standard load. Design thickness

combination is so selected that the computed critical

strain values, which correspond to the initial condition

of the pavement, are less than the limiting strain

values given by the performance criteria adopted in

the guidelines. Limiting strain criteria have been given

in IRC:37 for two distresses: - rutting along wheel

paths and fatigue cracking in bituminous layers. No

separate criterion is available for rutting in bituminous

layers. The criteria for rutting and fatigue cracking

in bituminous layers are given in Equations 1 and 2

respectively.


Ta

ble

A A

lte

rna

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t D

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ign

as

pe

r IR

C:

37


Thereafter the highway stretch had been constructed

with an over strength Nano Polymer Base Liquid called

SoilTech MK-III, as a composite SSB (Soil Stabilized

Base) Layer. While calculating the stress/strain failures

in Layer Theory formulated in IRC:37 for this crust, it was

found the reduced crust itself is more than enough to

take 5 CBR & 4 msa design over a period of 10 years.

Table B- Cross-Section Overview

CONVENTIONAL CRUST

PMC 20 mm

BM 50 mm

WMM 250 mm

GSB 250 mm

SUB GRADE 500mm

POLYMAR STABILIZED ROAD

SEAL COAT 10 mm

BM 40 mm

SOIL STABILIZED BASE 150 mm

GSB 125 mm

SUD GRADE 200 mm

Execution Methodology

● At first the selected borrow soil was spread over

the Sub-grade top layer.

● The additional blending of Aggregates for SSB

layer as per Design/requirement was spread over

the borrow soils for 150 mm thickness layer and

the aggregates mixed thoroughly with borrow soils.

● OMC of the material to be stabilized was

calculated as per lab. Thereafter SoilTech MK-III

@ 0.5 percent of the weight of Soil to be stabilized

was added to the water in the water tanker.

● This water mixed with Soil Tech was spread over

uniformly on the desired layer.

● Pulverization on the SSB layer after applying the

SoilTech MK-III.

● After proper mixing, the surface was graded to the

required camber and compacted to 98 percent of

MDD.

● On completion of stabilization , a diluted mix of

SoilTech + Water was sprinkled on treated road

surface in order to avoid dust during its usage by

the villagers and as the wearing course had be

done after 7 days.

Situations of Constructions

In this particular project the borrow/In-situ material

available in the entire stretch was plastic soil. Then,

additional 15 percent of 0 - 40 mm size aggregate

blended with this soil and then Soil Tech MK-III used. The

outcome is excellent with CBR more than 90 percent,

UCS 2918 KPa and Resilient Modulus 4578 MPa.

Performance of Such New Materials/Technology

The product had been invented long 13 years back

and being used extensively in South Africa, Australia,

Middle East, Europe and Far East Countries. Before

India Polyroads launched it commercially in India,

extensive trials were conducted in many places and

the outcomes are evaluated by Premier Authorities like

Central Road Research Institute, New Delhi, Indian

Institute of Technology, Kharagpur, West Bengal, Council

for Scientific Industrial Research, South Africa etc.

Annexed Tabular Reports are the fact finding results:

Table C

Sr. No.

Description Test Type

IIT, Kharagpur Test Results IPPL, GurgaonCSIR, South Africa

Test ResultsSasan Power Ltd Township Road

Natural Soil

With 0.5% SoilTech MK-III

by weight of Soil

Natural Soil

With 0.5% SoilTech MK-III by weight of

Soil

Natural Soil

With 0.5% SoilTech MK-III by weight

of Soil

Natural Soil

With 0.5% SoilTech MK-III by weight of

Soil

A. Physical Properties of Natural Soil

1 Gradation

Gravel (%) 17.00 12.00 24.00 4.3

Sand (%) 62.00 34.50 52.00 72.2

Silt & Clay (%) 21.00 53.50 24.00 23.5

2 Liquid Limit (%) 25.00 33.50 28.00 26.67

...Contd.


3 Plastic Limit (%) 13.00 19.60 18.00

4 Plasticity Index (%) 12.00 13.90 10.00 10.44

15%

Aggregate

Blending

materials

B. Laboratory Output results with Soil Tech MK-III

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

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

7 Resilient Modulus (MPa) 154 8016 268 6895 4578

C. Field Testing & Visual Observation

8 C.B.R. (%)

IIT & CRRI Laboratory Test Only

90

9 R.I.(mm/km) 1706

10 Rutting Not Found

11 Actual Traffic Stimulation 3,000 ESAL

Looking to Table C and Layer Theory of Highway

Design (IRC:37); it is now understood that once, we

are replacing Base /Sub-base Layer with SSB Layer,

the impact of wheel load or failure of Fatigue & Rutting

minimize substantially.

The most significant and impotent point in this road to be

noted that the Soil Stabilized Base (SSB) Layer which

is the top surface now has not been salted with the

designed Bituminous Layer. Already 2nd monsoon period

is going to get over and movement the earth moving

equipments such as dumpers, Tripper and 110 Transit

Mixture Machine on the bed of SSB layer is intact with

no Rutting, Porthole or any other failure.

Evaluation Report (Half Yearly) and Performance under

real traffic is regularly submitted to IRC and all other

premium Government Organisation.

Interim Conclusion

● The usage of Nano Polymer base SoilTech MK-

III has been optimized at 0.5 to 0.55 percent by

weight of Mix to be stabilized for cost effective

SSB Layer. In case, soil criteria don’t suit, then

additional blending of material recommended.

● The Geotechnical Characteristics, Laboratory

results and field in-situ results of many type of

soil stabilization are available. It is now time

to evaluate the standard of each based on

Strength, Durability and Ease of Application.

The outcome results of SoilTech MK-III is

substantially higher than any other stabilizer

and as it is used in OMC Ratio with water to be

pulverized, the ease of application and misuse

in this case is zero.

● Performance of real time traffic stimulation for

last twelve month shows that; this SSB Layer in

construction enhances the pavement life and also

minimizes the maintenance cost of pavement.

● Alternate composite design and pavement save

Time and enable first construction.

Connotation and Utilization Potential

● Substantially increases the Soil strength over

300 percent.

● Stabilized Base Layer has E- modulus of more

than 3000 MPa.

● Road can be designed with reduced Bituminous

and Base Layers.

● Thus; Reduction in Quarry/ Mining of Aggregate

is Substantial

● Reduction in Crust Layers Hence; reduction in

Construction time.

● Resulting in Lower Costs – Less equipment wear

and tear.

● Stabilization process simple- No Specialization

required.

● Exceeding AASHTO structural load bearing axle

capacity

● Environmental friendly and a green product, (Much

less CO2 emission than other stabilizers)

● Toxicity effect is Zero.

Contd. from prev. page...


Application of SoilTech MK-III on the SSB Stretch

SSB stretch after SoilTech used

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

Projects and Execution Photographs:

Before Soil Tech used

Additional R&D/works required in this Area

It may be excellent to stimulate the alternately designed

crust with HVS machine in CRRI campus or in any

project to know the life of road.


from

India Polyroads Pvt. Ltd., Plot No.-115, Sector-44,

Gurgaon-122 002, Haryana. • Mobile: +91 9560106662

Phone: +91124 4477743/47, Fax: +91124 4477748

e-mail id:[email protected]


Ta

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A A

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av

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en

t D

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ign

as

pe

r IR

C:

37


2. Nano Polymer Base Stabilization of NH-1

Stretch on Panipat-Jhalandhar Section from

km 96.000 to km 387.000 in the State of

Haryana & Punjab

Date of Starting and Duration : 17 Dec 2010

Date of Completion (Targeted): 23 Dec 2011

India Polyroads Pvt. Ltd., Gurgaon, Haryana

(IPPL) (R,I)


● To assess the suitability of SSB Layer with Nano

Polymer base stabilizer “SoilTech MK-III” for

Road, Runway, Hard Strand Construction by

comparing their Physical, Engineering, Financial

and Execution time properties with those already

implemented vide current specifications by

detailed Laboratory investigations.

● To correlate design procedure with IRC:37; As per

the Pavement Crust Catalogue frizzed in IRC:37.

● Design of Pavement Cross Section using

Nano Polymer base stabilizer ‘SoilTech MK-III’

considering the actual traffic to be stimulated over

design life and site condition.

● Geotechnical Laboratory & field investigation to

evaluate the suitability of material/design mix/

product application for real time construction




Design, Drawing & Execution Methodology

a) Design of Road and Concept











in IRC: 37 for two distresses: - rutting along wheel



layers. The criteria for rutting and fatigue cracking

in bituminous layers are given as Equations 1 and 2

respectively.

Thereafter the highway stretch had been constructed

with an over strength Nano Polymer.

Base Liquid called SoilTech MK-III, as a composite

SSB (Soil Stabilized Base) Layer. While calculating

the stress/strain failures in Layer Theory formulated in

IRC: 37 for this crust, it was found the reduced crust itself

is more than enough to take 10 CBR & 10 msa design

over a period of 15 years.

Table B- Cross-Section Overview

CONVENTIONAL CRUST

BITUMINOUS CONCRETE

DENSE BITUMINOUS

WET MIX MACADAM 250 mm

GRANULAR SUB BASE 200 mm

SUB GRADE 500mm


BITUMINOUS CONCRETE


GRANULAR SUB BASE 150 mm

SUB GRADE 300 mm

b) Quantity & Resource’s Comparison

(Conventional Crust vs Alternate Crust)

Special Situations / Problems faced during

Investigations/ Constructions

In this particular project Panipat – Jhalandhar, NH-1,

Six Laning - the Borrow/ In-situ material available in

the entire stretch was less than 2µ particle size sandy

and non-plastic soil. The stabilization of the same was

not cost effective as coating area of SoilTech MK-III was

more and grading was not proper.

Then, additional 40 percent of 0 – 40 mm size aggregate

blended with this soil and then SoilTech MK-III used.

The outcome is excellent with CBR more than 218, UCS

1868 KPa and Resilient Modulus 1887 MPa.


The product Nano Polymer base stabilizer had been

invented long 13 years back and being used extensively

in South Africa, Australia, Middle East, Europe and Far

East Countries. Before India Polyroads launched it

commercially in India, extensive trials were conducted in


many places and the outcomes are evaluated by Premier

Authorities like Central Road Research Institute, New

Delhi, Indian Institute of Technology, Kharagpur, West

Bengal, Council for Scientific Industrial Research, South

Africa, Bhilai Institute of Technology, Durg, Chhattisgarh,

etc.


Table C Premium Organisation Investigation and Performance Report

Sr.

No.

Description Test

Type

IIT, Kharagpur Test

ResultsIPPL, Gurgaon

CSIR, South Africa

Test Results

IPPL-Panipat-Jh-

halandhar (NH-1)

Natural

Soil

With 0.5%

SoilTech

MK-III by

weight of

Soil

Natural

Soil

With

0.5%

SoilTech

MK-III by

weight of

Soil

Natural

Soil

With 0.5%

SoilTech

MK-III by

weight of

Soil

Natural

Soil

With 0.5%

SoilTech

MK-III by

weight of

Soil


1 Gradation

Gravel (%) 17.00 12.00 24.00 3.00

Sand (%) 62.00 34.50 52.00 62.00

Silt & Clay (%) 21.00 53.50 24.00 35.00

2 Liquid Limit (%) 25.00 33.50 28.00 20.00

3 Plastic Limit (%) 13.00 19.60 18.00 NA

4Plasticity Index

(%)12.00 13.90 10.00

NP 40% Ag-

g r e g a t e

B lend ing

materials

B. Laboratory Output results with SoilTech MK-III

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

6 U.C.S. (Kpa) 790 3871 378 1465 3861 1 0 0

(soaked)423 1868

7Resilient Modulus

(Mpa)154 8016 268 6895 154 3264

C. Field Testing and Visual Observation 7 Days 6 Months

8 C.B.R. (%)

IIT & CRRI

Laboratory Test Only

90 218

9Resilient Modulus

(Mpa)1448 1887

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

11 BBD Test (mm) 0.071 0.477

12 Rutting Not Found New Not Found

13 Fatigue Not Found New Not Found

14Actual Traffic

Stimulation1.80 MSA




the impact of wheel load or failure of Fatigue & Rutting

minimize substantially.

In Table C, it has been observed that after six months

report 1.80 MSA Real stimulation of traffic, there is no

major failure or deviation from the original construction

made.


Interim Conclusion


300 percent.


and Base Layers.


last six months shows that; this SSB Layer in

construction enhances the pavement life and also

minimizes the maintenance cost of pavement.


time and enable fast construction.

● Reduction in Quarry/ Mining of Aggregate is

Substantial


Construction time.





from


Gurgaon-122 002, Haryana.

Mobile: +91 9560106662 Phone: +91124 4477743/47,

Fax: +91124 4477748


3. Village Road to Jhenjhari joining State

Highway Road of Durg to Dhamda under

PMGSY, Chhattisgarh

Date of Starting and Duration : 09 June 2010

Date of Completion (Actual/Targeted) :

09 June 2010

i. Pradhan Mantri Gram Sadak Yojana,

Chhattisgarh (PMGSY) (I)

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

iii. BSBK Private Limited Contractor Bhilai,

Chhattisgarh (BSBK) (I)

iv. India Polyroads Pvt. Ltd., Gurgaon, Haryana

(IPPL) (R, S)


● To assess the suitability of SSB Layer with

Nano Polymer base “SoilTech MK-III” for

Road, Runway, Hard Strand Construction

by comparing their Physical, Engineering,

Financial and Execution t ime properties

with those already implemented vide IRC

Codes, MORTH, MORD, NRRDA and State

PWD’s specifications by detailed Laboratory

investigations.

● To correlate design procedure with IRC:37; as per

the Pavement Crust Catalogue frizzed in IRC:37,

though; how the crust derived in catalogue not

detailed but formulas are given for Layer Theory

of Crust Design. Considering the same formula

but different E-module value of higher strength

Layer like SSB, design establishment has been

derived for failure of Rutting and need to be

endorsed.

● Design of Pavement Cross Section using Soil

Tech MK-III, considering the actual traffic

to be stimulated over design life and site

condition.

● Geotechnical Laboratory & field investigation

to eva luate the su i tab i l i ty o f mater ia l /

design mix/product application for real time

construction.

● Quality execution and control assurance, guideline

and its implementation at site.




Design, Drawing & Execution Methodology

a) Design of Road and Concept











in IRC:37 for two distresses: - rutting along wheel



layers. The criteria for rutting and fatigue cracking in

bituminous layers are given as Equations 1 and 2,

respectively.


Ta

ble

A A

lte

rna

te P

av

em

en

t D

es

ign

As

pe

r I

RC

:SP

-72


Alternate Pavement Design as per IRC: SP-72 (Layer

Theory of Crust)

Table B Cross-Section Overview

CONVENTIONAL CRUST

PMC 20 mm with Seal Coat

WBM 225 mm

GSB 100 mm

Sub Grade 150 mm


PMC 20 mm with Seal Coat


Sub Grade 100 mm

The reduced crust itself is more than enough to take

3 CBR & 400,000 ESAL design over a period of 10 years.

b) Execution Methodology

● At first the selected borrow soil was spread over

the Embankment top layer.

● The additional blending of Aggregates for SSB

layer as per Design/requirement was spread over

the borrow soils for 100 mm thickness layer and

the aggregates mixed thoroughly with borrow

soils.

● OMC of the material to be stabilized was

calculated as per lab. Thereafter SoilTech MK-III

@ 0.5 percent of the weight of Soil to be stabilized

was added to the water in the water tanker.

● This water mixed with SoilTech was spread over

uniformly on the desired layer.

● Pulverization on the SSB layer after applied the

SoilTech MK-III.

● After proper mixing, the surface was graded to the

required camber and compacted to 98 percent of

MDD.

● On completion of stabilization, a diluted mix of

SoilTech + Water was sprinkled on treated road

surface in order to avoid dust during its usage by

the villagers and as the wearing course had be

done after 7 days.

Situations of Constructions

In this particular project the borrow/ In-situ material

available in the entire stretch was plastic soil. Then

SoilTech MK-III used in the borrow soil. The outcome

is excellent with CBR more than 66, UCS 1866 KPa &

Resilient Modulus 1708 MPa.


The product had been invented long 13 years back

and being used extensively in South Africa, Australia,

Middle East, Europe and Far East Countries. Before

India Polyroads launched it commercially in India,

extensive trials were conducted in many places and

the outcomes are evaluated by Premier Authorities like

Central Road Research Institute, New Delhi, Indian

Institute of Technology, Kharagpur, West Bengal, Council

for Scientific Industrial Research, South Africa, Bhilai

Institute of Technology, Durg, Chhattisgarh etc.


Table C Premium Organisation Investigation & Performance Report

Sr.

No.

Description Test

Type

IIT, Kharagpur Test

Results

CRRI, New Delhi, Test

Results

CSIR, South Africa

Test Results

PMGS&Y Road

Durg to Dhamda

Natural

Soil

With 0.5%

SoilTech

MK-III by

weight of

Soil

Natural

Soil

With 0.5%

SoilTech

MK-III by

weight of

Soil

Natural

Soil

With

0.5%

Soil

Tech

MK-III by

weight

of Soil

Natural

Soil

With

0.5%

Soil

Tech

MK-IIIby

weight

of Soil


1 Gradation

Gravel (%) 17.00 6.00 24.00 27.40

Sand (%) 62.00 88.60 52.00 51.40

....Contd.


Silt & Clay (%) 21.00 17.40 24.00 21.20

2 Liquid Limit (%) 25.00 34.00 28.00 31.85

3 Plastic Limit (%) 13.00 21.30 18.00 21.13

4Plasticity Index

(%)12.00 12.70 10.00

10.72

B. Laboratory Output results with SoilTech MK-III

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

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

(soaked)386

1 1 0 0

(soaked)468 1866

7Resilient Modulus

(Mpa)154 8016 172 6254 268 6895 282 7568

C. Field Testing & Visual Observation 7 Days 1 Year

8 R.I. (mm/km)

IIT & CRRI

Laboratory Test Only

1638 1708

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

10 Rutting NewNot

Found

11Actual Traffic

Stimulation

1 0 , 0 0 0

ESAL




the impact of wheel load or failure of Rutting minimize

substantially.

The most significant and important point in this road is

to be noted that the Soil Stabilized Base (SSB) Later

which is the top surface now has not been sealted with

the designed Bituminous Layer. Already 2nd monsoon

period is going to get over and the bed of SSB layer

is intack with no Rutting, Porthole or any other failure

(Average Rainfall 1136 mm).

Evaluation Report (Half Yearly) and Performance under

real traffic is regularly submitted to IRC and all other

premium Government Organisation.

Interim Conclusion

● The usage of Nano Polymer base SoilTech MK-

III has been optimized at 0.5 to 0.55 percent by

weight of Mix to be stabilized for cost effective

SSB Layer. In case, soil criteria don’t suit, then

additional blending of material recommended.

● The Geotechnical Characteristics, Laboratory

results and field in-situ results of many type of

soil stabilization are available. It is now time

to evaluate the standard of each based on

Strength, Durability and Ease of Application.

The outcome results of SoilTech MK-III is

substantially higher than any other stabilizer

and as it is used in OMC Ratio with water to be

pulverized, the ease of application and misuse

in this case is zero.


last twelve month shows that; this SSB Layer

in construction enhances the pavement life

and also minimizes the maintenance cost of

pavement.


Time and enable first construction.

Connotation and Utilisation Potential


300 percent.

● Stabilized Base Layer has E- modulus of more

than 3000 MPa.


and Base Layers.

● Thus; Reduction in Quarry/ Mining of Aggregate

is Substantial


Construction time.

● Resulting in Lower Costs – Less equipment wear

and tear.

● Stabilization process simple- No Specialization

required.

Contd. from Previous page ....


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

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

● Exceeding AASHTO structural load bearing axle

capacity

Projects & Execution Photographs




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

Additional R&D / works required in this area

It may be excellent to stimulate the alternately designed

crust with HVS machine in CRRI campus or in any

project to know the life of road.


from


Gurgaon-122 002, Haryana.

Mobile: +91 9560106662 Phone: +91124 4477743/47,

Fax: +91124 4477748



2. RIGID PAVEMENTS

SUMMARY

Research works reported in the area of Rigid Pavements relate to

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

2. R&D studies on the Performance Evaluation of Rigid Pavement on High Density Traffic Corridors Using

Instrumentation Supported by Laboratory Test (in continuation of the earlier work reported).

3. Study on the properties of concrete incorporating Bottom ash/Pond ash as a replacement of fine aggregate.

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

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

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


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

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

3. Suitability of Bottom ash/Pond ash as a replacement of fine aggregate in concrete Pavement.

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

5. Performance Evaluation of Rigid Pavement on High Density Traffic Corridors Using Instrumentation.


A. PROJECTS REPORTED FOR THE FIRST TIME

1. Technical Feasibility Studies on Geopolymer

Based Building Blocks/Pavers


Date of Completion: June 2010

i. CSIR- Structural Engineering Research

Centre, Taramani, Chennai (R,I)

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


● Development of Geopolymer Concrete (GPC)

recipes of consistency suitable for the production

of building blocks/pavers and which can be cured

under ambient conditions.

● Development of GPC building blocks / pavers of

typical dimensions in the laboratory and in the

factory using the developed recipes.

● Testing and evaluation of building blocks/pavers.

Methodology

In this project, the use of eco-friendly Geopolymer

Concretes (GPCs) in lieu of Ordinary Portland Cement

Concretes (OPCCs) for the production of building blocks

and pavers was investigated. Two mix compositions,

one incorporating high volume GGBS (75 percent

GGBS) and other one high volume fly ash (80 percent

FA) and activated by alkaline hydroxide-alkali silicate

combination, which can acquire the target strength

of 25-50 MPa by ambient temperature curing alone

were finalized. More than 2000 specimens of GPC

paver blocks of size 100 x 100 x 200 mm and hollow

blocks of size 100 x 200 x 400 mm were with different

mix proportions were produced in two stages. Some

of the solid and hollow blocks utilized sintered fly ash

aggregates keeping in view the dead weight reduction

of masonry infill and other non-structural infills. The

specimens were tested for compressive strengths

and other important properties at different ages after

subjecting to both air curing and high temperature curing

(60ºC). Fly ash based geopolymer blocks attained a

grade of M35 while GGBS based blocks developed

compressive strength of the order of M50 suitable for

heavy duty pavers.


With the scarcity in availability of fired clay bricks,

concrete building blocks and pavers are the most widely

used concrete components other than structural concrete.

● The studies showed that the GPC paver blocks

and building blocks have rapid rate of strength

development and do not necessitate water

curing up to 28 days as in case of conventional

concrete blocks. As a result, the turn over time

and production cost are reduced.

● GPC paver blocks based on high volume GGBS

show excellent compressive strength (up to

55 MPa), low water absorption (5 per cent)

and good resistance to abrasion(thickness loss

<2 mm). By varying the mix proportions, it is

possible to produce M-30 to M-50 grade paver

blocks suitable for use in non-traffic and heavy

traffic areas as per IS:15658:2006.

● The studies have demonstrated the feasibility of

producing GPC paver blocks and building blocks

of different grades on a large scale. These blocks

because they are non-Portland cement based and

utilize large volumes of industrial wastes, they are

a viable eco-friendly alternative to conventional

concrete blocks.


• N.P. Rajamane, J.K. Dattatreya, P.S. Ambily,

and D. Sabitha, “Technical Feasibility Studies

on Geo-Polymer Based Building Blocks/Pavers”,

SSP 07241, June 2010 for AEONS, Construction

Products Limited, Chennai


Director, CSIR-Structural Engineering Research Centre,

Chennai

2. Study on Suitability of Synthetics Fiber

Reinforced Concrete for the Construction of

Concrete Pavements


Date of Completion: December 2011 (Targeted)

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

Present Status and Progress:

On-going and 80 percent completed


The major objective of this project includes

● Evaluation of the suitability of synthetics fiber

reinforced concrete for construction of concrete

pavements in Indian conditions.


● To investigate on possible increase in flexural

strength at optimum fibre dosage w.r.t. controlled

concrete

To achieve the objectives, two types of synthetic fibers

(polyester and polypropylene), three dosages of fiber

content i.e. critical fiber content required for flexural

enhancement as determined based on the calculations,

less than this fibre content and more than this critical

fibre content were used. Additionally, polypropylene

fibrillated fiber was also used for the study. In total,

976 concrete specimens (10 cm x 10 cm x 50 cm

beams, 15 cm cubes, 15 x 30 cm cylinders, 7.5 cm

x 7.5 cm x 30 cm beams and 50 cm x 50 cm x 10 cm

slabs) from 36 concrete mixes have been studied.

The fresh state properties of concrete such as slump,

bleeding, settlement and hardened state properties

i.e. flexural strength, compressive strength, abrasion

resistance and shrinkage etc. have been studied for

fiber reinforced concrete as well as controlled concrete

mixes. Experimental work is almost completed.

Preliminary Conclusions

● Addition of synthetic fibres drastically reduces the

drying shrinkage.

● At the same fibre content, the reduction in drying

shrinkage is more in case of concrete containing

PP fibres than Polyster fibres.

● The compressive and splitting tensile strength are

not significantly affected by addition of synthetic

fibres.

Further Information can be obtained from

Dr Rakesh Kumar, Principal Scientist, Rigid Pavements

Division, CRRI

e-mail : [email protected]

B: ON-GOING / COMPLETED PROJECTS

1. R & D Studies on Performance Evaluation

of Rigid Pavements on High Density Traffic

Corridors Using Instrumentation Supported

by Laboratory Tests


Date of Completion (Targeted): March 2011

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

ii. Ministry of Road Transport and Highways,

New Delhi (S)

Status: On-going

Year of Last Report: 2010

Scope and Objective

The objective of the project is to validate and verify the

actual relationships between various design parameters

assumed in theoretical design and those actually

observed under the rigid pavements. The results of the

study are to be used for furthering the actual design

consideration and incorporating modifications in the

design methodology to be used in future. The scope of

the work includes the following:

● Verification of design traffic of 25 percent of total

commercial vehicles

● Study of temperature and load stresses at edge

and corner of concrete slabs

● Impact of 1.5 m wide tied / untied rigid

shoulders

● To study the load transfer at joints and its

comparison with assumed value of 40 percent

and to examine the stresses surrounding dowel

bars

● Time series evaluation of test sections with FWD

and BPT to find k value, E value, load transfer at

joints and skid resistance

Progress

The work of embedment of sensors was completed in

August, 2008. The sensors were embedded in concrete

pavement slabs at Allahabad by-pass on NH-2; Kota,

Rajasthan, on NH-76 and Siliguri, West Bengal, on

NH-31. The field testing of the instrumented concrete

pavement slabs and the data collection from all the sites

has been completed. The analysis of data led to the

following major conclusions:

● Measured curling stresses significantly less than

the theoretical stresses

● Load induced edge stresses much less than the

theoretically calculated stresses

● Tied shoulders and tie bars at longitudinal joint

reduces edge load stresses considerably

2. Effect of Bottom ash from Thermal Power

Stations as an Alternate to Fine Aggregate in

Cement Concrete


Date of Completion (Targeted) : December 2011


CSIR – Central Road Research Institute,

New Delhi (R)


To study the properties of concrete incorporating Bottom

ash/Pond ash as a replacement of fine aggregate and

study its strength development, engineering properties in

green and hardened concrete and durability aspects.

Methodology

Bottom ash from NTPC Dadri was used for replacement

of fine aggregate(Badarpur sand). Two types of concrete

were prepared M-10 for base course and M-40 for

wearing course. The replacement of fine aggregate

was up to 70 percent. A Comparative study with

normal cement concrete was carried out on strength

development (compressive strength , flexural strength

and split tensile strength) up to 180 days and durability

aspects such as abrasion resistance, drying shrinkage,

chloride ion penetration and resistance to sulphate

attack.

Interim Conclusion

The density of concrete decreased with increase in

bottom ash content. The compacting factor in terms of

workability is almost same up to 25 percent replacement

of fine aggregate by bottom ash after that the water

demand increases with increase in the percentage

of bottom ash. The compressive strength , flexural

strength and splitting tensile strength of the bottom ash

specimens are low (3-12 percent) at 28 day, compare

to normal cement concrete, the bottom ash specimens

gained more strength after 28 days and the difference

in the strength between normal concrete and bottom

ash specimens is reduced between 28 days and 180

days .

3. A Study on Dry Lean Concrete Containing

Portland Pozzolana Cement

Date of Start: December 2009

Date of Completion: November 2010

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


Dry Lean Concrete (DLC) used in the construction of

a base/sub-base of concrete pavements contains a

large ratio of aggregate to cement than conventional

concrete. DLC is mostly made with Ordinary Portland

Cement (OPC). However, IRC:SP-49 advocates use of

Portland Pozzolana cement (PPC) in the manufacturing

of DLC but gives no further information about concrete

mixes containing PPC i.e., the amount of PPC, maximum

aggregate to PPC ratio, curing period, etc. Therefore,

this research study was conducted with the following

important objectives:

● To determine optimum quantity of Portland

Pozzolana Cement (PPC) to be used in

DLC meeting the strength requirements of

IRC:SP-49

● To determine optimum water content for achieving

maximum dry density of dry lean concrete

containing PPC with a maximum aggregate-to-

cement ratio

● To determine optimum curing period for dry lean

concrete meeting the strength

Methodology

After evaluation of suitability of the basic materials of

DLC, numerous DLC trial mixes for OPC and PPC with

cement contents varying between 125 to and 200 kg/m3

were used in the study. The aggregate to cement ratio

was varied between 10 and 15. The moisture content

of the mixes was varied from 5 to 9 percent in order to

determine OMC for maximum dry density of dry lean

concrete. The compressive strength of DLC mixes was

determined at different ages i.e. 5, 7, and 28 days.

Conclusions

DLC containing PPC can be manufactured for the

use in the construction of base/sub base of concrete

pavements. Such concrete mix requires a higher cement

content, higher moisture content and lower aggregates-

to-cement ratio than the case of OPC for satisfying the

strength requirement at 7-day.

Reports / Publications

Rakesh Kumar and Renu Mathur, “A Study on Dry Lean

Concrete Containing Portland Pozzolana Cement,”

CRRI/RPD/OLP-490/2011

Further Information can be obtained from

Dr Rakesh Kumar, Principal Scientist, Rigid Pavements

Division, CRRI.

[email protected]


3. PAVEMENT EVALUATION, PERFORMANCE AND INSTRUMENTATION

(a) Pavement Evaluation

Research work reported in this area include projects

on structural and functional evaluation of pavements

and pre-mature distress / failure investigations for road

and airfield pavements. Completed projects include

Investigation to determine and ascertain the causes

of distress and suggest remedial measures for runway

pavement at Jaipur Airport.

On-going projects include Development of National

Document /Guideline on the Use of Weigh-In-Motion

System for Axle Load Monitoring. Development of

national guideline on the use of WIM System for axle

load monitoring on Indian Highways would assist

Enforcement authorities to decide the appropriate

WIM system to be used at various locations towards

controlling overloading on Indian Highways whichwould


costs, minimize road accidents, and bring about

improved road safety.

Projects reported for the first time include Evaluation

of Master Plan Roads (60 m & 45 m ROWs) in Dwarka

and Needed Remedial and Improvement Measures;

Design, Construction and Performance Evaluation of

New Materials and Mixes towards Development and

Upgradation of Standards / Specifications; Evaluation of

Kosi- Nandgaon-Barsana-Govardhan Road and Needed

Remedial Measures and Investigation to Determine the

Likely Causes of Pre-mature Distress in Road Section

from km 72.600 to km 105 on NH-58 and Needed

Remedial Measures.

Research projects for Thesis work include Finite

Element Analysis of Flexible Pavements and Evaluation

of IRC Method and Effect of Bituminous Mixtures on

Pavement Performance Using M-EPDG. Finite Element

Analysis of Flexible Pavements has been carried out (i)

to analyze and compare stress-strain distribution and

response of pavement system by using asphalt mixes

with various additives like hydrated lime and sulphur;

(ii) to analyze a typical 4 layer flexible pavement

structure by means of Finite Element Method, and (iii)

to study the stress-strain distribution of pavement using

linearized elastic theories and comparisons with Finite

Element Analysis.

(b) Pavement Performance

This sub-section on pavement performance covers

projects related to Design of Flexible Pavements

for Optimum Performance in Fatigue and Rutting

Characteristics Using KENLAYER; Modeling of

Rutting of Asphalt Concrete Mixtures; and Forensic

Investigations on Pre-mature Rutting on a National

Highway Pavement. The study on Design of Flexible

Pavements for Optimum Performance in Fatigue and

Rutting Characteristics Using KENLAYER is focused

on comparing the various design methods in terms

of its performance by conducting damage analysis

in KENLAYER and suggesting the optimum design

method.

Project reported for the first time include Design,

Construction and Performance Evaluation of New

Materials and Mixes towards Development and

Upgradation of Standards / Specifications; and

Rhinophalt Preservative and its Performance Evaluation

on Three Toll Roads in Rajasthan and Gujarat States.

The study is planned to be implemented in three different

phases viz. (i) Pre-Application Investigations (ii) Post-

Application Investigations and (iii) Periodic Performance

Monitoring / Evaluation.

Research projects for Thesis work include Design

of Flexible Pavements for Optimum Performance in

Fatigue and Rutting Characteristics Using KENLAYER;

Experimental Investigations and Modeling of Rutting of

Asphalt Concrete Mixtures; and Forensic Investigations on

Premature Rutting on a National Highway Pavement.

(c) Instrumentation

Research work reported in the area of Instrumentation

and Micro-processor application is an ongoing project

related to Upgradation of RoadGeometrics and Road

Condition Evaluation System. The road surface condition

evaluation involving measurement of areas of surface

disintegration will form an important input to Pavement

Maintenance Management Systems which is directed

at coordinating and controlling pavement rehabilitation

associated activities on a road network. The upgraded

and validated system will help in speedy inventorisation

of road network.


(a) PAVEMENT EVALUATION

SUMMARY

Research work reported in this area include projects on structural and functional evaluation of pavements and pre-mature

distress / failure investigations for road and airfield pavements. Completed projects include investigation to determine

and ascertain the causes of distress and suggest remedial measures for runway pavement at Jaipur Airport.

On-going Projects include Development of National Document /Guideline on the Use of Weigh-In-Motion System for

Axle Load Monitoring; Development of Management System for Maintenance Planning and Budgeting of High Speed

Road Corridors (Supra Institutional Project); and Design, Construction and Performance Evaluation of New Materials

and Mixes towards Development and Upgradation of Standards / Specifications.

Projects being reported for the first time include Evaluation of Master Plan Roads (60 m & 45 m ROWs) in Dwarka and

Needed Remedial and Improvement Measures; Design, Construction and Performance Evaluation of New Materials

and Mixes towards Development and Upgradation of Standards / Specifications; Evaluation of Kosi-Nandgaon-Barsana-

Govardhan Road and Needed Remedial Measures; and Investigation to Determine the Likely Causes of Pre-mature

Distress in Road Section on NH-58 and Needed Remedial Measures.

Research projects for Thesis work include Finite Element Analysis of Flexible Pavements; and Evaluation of IRC

Method and Effect of Bituminous Mixtures on Pavement Performance Using M-EPDG.


1. Effect of Bituminous Mixes on Pavement Performance

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



1. Evaluation of Master Plan Roads (60 m & 45 m

ROWs) in Dwarka and Needed Remedial and

Improvement Measures


Date of Completion (Targeted): October 2010

i. Central Road Research Institute (CRRI),

New Delhi (R, I)

ii. Delhi Development Authority (DDA)(S)


To carry out detailed evaluation of Master Plan roads

(60 m & 45 m ROWs) in Dwarka and subsequently

recommend the remedial and improvement measures

in terms of specific maintenance treatments required

to be applied.

The scope of work included the following:

● Structural evaluation of roads by Benkelman

Beam deflection method

● Visual assessment of pavement surface condition

for the entire length of all the project roads, to

assess the extent and severity of various types

of surface distress.

● Pavement Roughness measurements, lane wise,

by using Roughometer II on the entire length of

all the project roads.

● Traffic volume counts on six roads, 24 hours round

the clock.

● Axle load survey, covering only trucks and buses,

on random sampling basis, at one location for

about 12 hours during the night hours.

● Test pits observations covering a total of six pits

● Laboratory evaluation of sub grade soil to

determine its engineering / physical properties

and strength (CBR).

Methodology

Field measurements caried out, as per the scope of work,

includeed (i) deflection measurements by Benkelman

Beam (ii) assessment of pavement surface condition

by visual inspection (iii) roughness measurements by

using Roughometer II (iv) traffic volume and axle load

surveys (v) test pits observations and (vi) laboratory

evaluation of road building materials/mixes. Based on

the field and laboratory data/results, the analysis of data

was carriedout and report prepared.


The major findings, based on the data/results, are

summarized as under:

● Average roughness of project roads varies from

2200 mm/km to 3570 mm/km. This indicates

that the surface condition of project roads is in

average and poor condition and there is a need

to provide strengthening and / or resurfacing /

renewal layer to improve upon their condition.

● The tota l sur face d is t ress var ies f rom

5 percent to 40 percent. This indicates that the

surface condition of project roads is in fair to

poor condition and there is a need to provide

strengthening and/ or resurfacing / renewal layer

to improve upon their condition. Commercial

Vehicles Per Day on these project roads varied

from 136 to 2463.

● Vehicle Damage Factors of 9.29 and 5.54 on

Road No. 201 for Najafgarh Road to Delhi

and Delhi to Najafgarh Road carriageways

respectively indicate that the commercial vehicles

carry more loads on the Najafgarh Road to Delhi

carriageway.



The following recommendations were made:

● The requirements for rehabilitation (structural

overlay) and resurfacing for various project

roads have been worked out separately for

two different design periods i.e. 5 years and

10 years. Overlay required, based on 10

years design life is recommended, wherever

required.

● It is further recommended that for those roads

which are not in need of any overlay either for

5 years design life and / or for 10 years design

life, a 40 mm thick Bituminous Concrete (BC)

layer may be provided as resurfacing layer /

renewal coat now and at the end of 5 years from

functional (serviceability) requirements point

of view to ensure better rideability to the road

users.


Report on “Evaluation of Master Plan Roads (60 m &

45 m ROWs) in Dwarka and Needed Remedial and

Improvement Measures”


Further information/copy of the report can be

obtained from

The Director, Central Road Research Institute, New Delhi.

Phone: 011- 26313569 Fax: 011-26313569


2. Design, Construction and Performance

Evaluation of New Materials and Mixes

Towards Development and Upgradation of

Standards / Specifications



Central Road Research Institute (CRRI),

New Delhi (R, I)


The broad objectives of the study are given as under:

● Laboratory characterization of materials/mixes

and design of Stone Matrix Asphalt (SMA),

Microsurfacing and Hot Asphalt Mixes using waste

plastic.

● Construction supervision and quality checking

during execution of road sections laid with Stone

Matrix Asphalt (SMA), Microsurfacing and Waste

Plastic Modified Hot Mix Asphalt.

● Time- Series Periodic Performance Monitoring of

road sections laid with SMA, Microsurfacing and

Waste Plastic Modified Hot Mix Asphalt.

● 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 Waste Plastic

Modified Hot Mix Asphalt.

In addition to the above, study will also be extended

to other upcoming / new materials such as Warm Mix

Asphalt, Foam Bitumen etc., whenever and wherever

feasible.

Methodology

40 mm thick Stone Matrix Asphalt (SMA) mix and 40 mm

thick Hot Mix Asphalt (HMA) i.e. Bituminous Concrete

(BC) mix were designed in the laboratory by using 60/70

Penetration Grade Paving Bitumen. Marshall method

of mix design using 50 blows was used for design of

SMA Mix. The locally available waste plastic was used

as additive in the Bituminous Concrete (BC) mix. The

Marshall method using 75 blows was used for design

of HMA Mix. Type-III Microsurfacing (layer thickness

of 6-8 mm) was designed using Polymer Modified

Bitumen Emulsion and composition of mix designed

was 13.0 percent emulsion, 1.0 percent Portland cement

as filler, 13.0 percent water and 0.5 percent chemical

additive.

Different roads in the jurisdiction of Municipal Corporation

of Delhi (MCD) and New Delhi Municipal Council (NDMC)

were identified for laying (i) 40 mm thick Stone Matrix

Asphalt (SMA) (ii) 40 mm thick Bituminous Concrete (BC)

with waste plastic over 50 mm thick Dense Bituminous

Macadam (DBM) and (iii) Microsurfacing over Dense

Bituminous Macadam (DBM) or Semi Dense Bituminous

Concrete (SDBC) as preventive maintenance treatments

etc on existing bituminous pavement surface as wearing

course.


The first series of performance observations on various

road sections laid with Stone Matrix Asphalt (SMA), Hot

Mix Asphalt mixes using Waste Plastic and Microsurfacing

were undertaken during November – December 2010.

The performance observations being undertaken over

the road sections included the following:

● Assessment of Pavement Surface Distress by

visual observation

● Measurement of Pavement surface roughness

by using Roughometer-II

● Deflection measurements by using Benkelman

Beam Method

● Traffic volume survey, 24 hours round the clock

Further work with regard to processing / analysis of 1st

series of performance data is in progress.

Further information /copy of the report can be

obtained from


Phone: 011- 26313569 Fax: 011-26313569


3. Evaluation of Kosi- Nandgaon-Barsana-

Govardhan Road and Needed Remedial

Measures

Date of start: October 2010



New Delhi (R, I)


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

Mathura (S)


To determine structural capacity so as to evolve suitable

corrective /remedial measures needed to improve

current condition and to correct the deficiencies (distress/

defects) being encountered on the road.

The scope of work included the following:

● Visual assessment of pavement surface condition

for the entire length of road.

● Laboratory evaluation of materials retrieved

through test pits in order to assess the subgrade

strength and quality of constituent materials.

● Traffic volume counts on the project road at two

strategic locations for 24 hours round the Clock.

● Axle load survey at one location for 24 hours round

the clock to compute Vehicle Damage Factor

(VDF).

● Benkelman beam deflection studies on 50 percent

of road length, covering all types of surface

condition, as per IRC: 81-1997.

Methodology

Field investigations and laboratory evaluation of road

building materials /mixes were undertaken. A variety

of activities / tasks were carried out under the field

investigations with a view to assess the structural and

functional conditions of existing pavement, so that

the suitable recommendations on remedial/corrective

measures for improving the present condition of road

can be suggested. The different types of data /results

collected /observed /measured, both in the field and

in the laboratory, with regard to this project road have

been processed /analyzed /computed and presented in

the project report.


Salient observations made from the synthesized data /

results are discussed below:

● The distress levels on the project road vary from

fair to worst. In general, predominant distress

types on the pavement surface are large sized

and wide pot holes, deep settlement and extensive

patching. Though the cracked area had been

patched at many locations (between km 3 to

km 10) but most of the patched surface has started

deteriorating again.

● The higher values of mean characteristic

deflections obtained clearly indicate that the

road in question is structurally unsound/weak

and has inadequate capacity to be able to resist

the stresses due to current and projected traffic

loading. It may, therefore, be inferred that the

project road is in dire need of rehabilitation /

strengthening in terms of structural overlay which

is absolutely essential to improve its condition and

ensure long term performance.

● The wheel loads of vehicles were measured with

the aid of static wheel weigh pads. On an overall

basis, the average weighted VDF is 6.10 for

UP direction (i.e. Kosi to Nandgaon/ Rajasthan

border), whereas, it is 13.60 in DN direction

(i.e. from Nandgaon/Rajasthan border to Kosi).

These results clearly indicate that higher axle

loads and overloading are being carried by large

number of commercial vehicles plying on the

project road, especially in DN direction (i.e. from

Rajasthan border to Kosi). The higher value of

VDF (which is 13.60), amongst the two values

obtained in UP and DN directions, has been

considered for rehabilitation design of road section

from km 0 to 10.

● As regards the VDF for road section from km.

10 to km 37 (i.e. from Nandgaon to Barsana/

Govardhan), a value of 3.5, as per IRC: 81-1997,

has been assumed since this road section is

found to be subjected to lightly loaded traffic only

and not many heavily loaded vehicles, as in the

road section from km 0 to km 10, are using this

particularly road section since it is passing through

many villages and no major activities are taking

place.

● The relative compaction of subgrade layer varies

from 89.3 to 91.1 percent. The soil type varies

from ML to CL- ML with low CBR values ranging

from 3 to 3.5 percent. The physical properties of

aggregates used during the production of SDBC

mixes are satisfactory, though they are found to

be having more flaky and elongated materials than

permissible.



In view of the above considerations, it is thought

appropriate to provide 150 mm thick layer of Granular

subbase (GSB) in road sections from km 0 to km 3

and km 10 to km 37, which would primarily act as the

drainage layer which is presently missing in the existing


pavement structure. In addition, it is further advised to

provide 250 mm thick (125 mm × 2 ) Wet Mix Macadam

(WMM) in road section from km 0 to km 3 which would

facilitate and ensure proper levels and Camber/Cross

fall of the road section before the bituminous overlay is

provided.

As regards the road section from km 10 to km 37, it

is advised that 100 to 150 mm thick WMM may be

provided, depending on the site requirements, to

achieve proper levels and Camber/Cross fall. This is felt

absolutely essential to ensure long term performance

of the rehabilitation measures being recommended for

the two road sections.

In addition to the provision of cement concrete overlay

recommended in road section from km 0 to km 3, it

is strongly suggested to provide the same Cement

Concrete overlay on different road sections lying in the

village areas, stating from one end of a village boundary

to the another end of a village boundary.


Report on “Evaluation of Kosi-Nandgaon-Barsana-

Govardhan Road and Needed Remedial Measures”


obtained from


Phone: 011- 26313569 Fax: 011-26313569


4. Investigation to Determine the Likely Causes

of Pre-mature Distress in Road Section on

NH-58 and Needed Remedial Measures




New Delhi (R, I)

ii. Project Manager, M/s Gayatri Projects

Limited (GPL), Modipuram (S)


To investigate and determine the likely causes for

development of pre-mature distress viz. cracking,

settlement / deformation and rutting etc. on the road

section on NH-58 and suggest the needed remedial

measures.

Field investigations undertaken included the

following:

● Assessment of pavement surface condition (km

wise) on visual basis for the entire length of affected

road section (for each of the two carriageways)

to find out the extent and severity of various

distress types developed on the road section

● Laboratory evaluation of road materials retrieved

through the test pits in order to find out the

subgrade strength and quality of different

materials used

● Traffic volume survey at one strategic location,

representing the road section, for 24 hours round

the clock

● Axle load survey, using static wheel weigh scales,

at the same traffic location, for 24 hours round

the clock (covering commercial vehicles only, on

random sampling basis) to compute the extent

of axle loading being carried by the trucks and

determination of Vehicle Damage Factors (VDFs).

● Benkelman Beam deflection studies on the entire

road section

● Measurement of pavement surface roughness

on two carriageways for the entire length of road

section (lane wise, per km)

Methodology

Field investigations were undertaken to assess the

current pavement condition. Traffic volume survey

was done at one strategic location, representing the

road section, for 24 hours round the clock (Manual

classified counts). Axle load survey, using static wheel

weigh scales, at the same traffic location, for 24 hours

round the clock (covering commercial vehicles only, on

random sampling basis) was conducted to compute the

extent of axle loading being carried by the trucks and

determination of Vehicle Damage Factors (VDFs). The

traffic loading in terms of cumulative number of standard

axles has been worked out, separately for each of the

two carriageways, for three different scenarios of design

lives viz. 5, 10 and 15 years, assuming an annual growth

rate of commercial vehicles as 7.5 percent. Roughness

measurements, by using Roughometer- II, were

undertaken with a view to assess the riding quality of

road section, which gets affected mainly by the condition

of pavement surface.

A total of five test pits, three on Down carriageway

and two on Up carriageway, measuring 1 m x 1 m in

size, were also dug open upto the subgrade level, at


selected/ representative locations. The total thickness

including thickness of each constituent layers was also

measured at several locations in each of the test pits

and average value was computed. The samples of

bituminous materials (mixes), granular materials and

sub grade soil were also collected from all the test pits

for detailed evaluation in CRRI laboratory. Based on the

general appraisal of pavement surface condition, a total

of 21 cores were retrieved from bituminous layers (BM,

DBM and BC), from the representative locations spread

over different lanes in each of the two carriageways.

Finally, the overlay thicknesses were worked out, as per

IRC: 81-1997, for four segmented road sections, based

on the severity of pavement surface condition.


Based on the field and laboratory investigations and

data/ results obtained, the major / key findings emerged

can be summarized as given under:

● The magnitude of distress is high on pavement of

Down carriageway as compared to pavement of

Up carriageway mainly due to its use by increasing

number of commercial vehicles carrying heavy

axle loads. The predominant types of surface

distress developed on the road section are

cracking and rutting/settlement.

● It has been observed that the roughness is within

the acceptable limits in both the carriageways, as

specified in the Concession Agreement and the

pavement may be considered to be functionally

adequate at the present time except for few kms.

(4 to 5 km) on Down carriageway which would

need immediate resurfacing with 40 mm BC.

● The trends of deflection data, obtained through

Benkelman Beam deflection studies, clearly

indicate that the deflections are much higher

on Down carriageway as compared to Up

carriageway, implying thereby that the pavement

is structurally inadequate on Down carriageway

and would be unable to cater to anticipated

heavier axle loading in future. Consequently,

the road sections are in dire need of immediate

rehabilitation/ strengthening to augment their

structural adequacy so as to improve their load

carrying capacity.

● Very high VDFs (17 & 8) have been found on

Down and Up carriageways indicating excessive

overloading. VDFs, as per the prevailing traffic

loads, are much higher than the VDFs suggested

in IRC Guidelines and / or adopted for the road

section during design stage. It is primarily due to

the excessive loads that the pavement layers have

got over-stressed, resulting into the development

of pre-mature distress, especially on Down

carriageway.

● It was also found that the binder film or the coating

of bitumen with aggregates was not satisfactory

making the mix vulnerable to stripping in the

presence of water.

● It was observed during the test pitting that cracks

are not deep seated in lower pavement layers and

these were confined only upto BC layer.

Some of the probable causes for development of pre-

mature distress on the road section may be summarized,

as given below:

● The shape and binder absorption characteristics

of aggregates used during the execution of

bituminous works may have impacted on the

fatigue and deformation characteristics of

bituminous mixes.

● It appears that the pavement layers have got over-

stressed, primarily due to these being subjected to

excessive stresses / strains (due to higher traffic

volume and excessive axle loads), especially due

to repetitive loads on wheel paths (mainly within

the inner lane of Down carriageway).

● Use of uncrushed gravel (shingles / river pebbles)

in bituminous mixes appears to be one of the

contributing factors in development of pre-

mature distress on the road section since such

aggregates have got poor / inadequate binder-

aggregate coating ability.

● Excessive traffic volume and axle loads (i.e. high

vehicle damage factors) than considered during

the pavement design stage are largely responsible

for the distresses developed.



Recommendations, based on the investigations

undertaken, are given as under:

● It is further advised that no BC layer be removed

since even the distressed BC layer would only

add to the structural strength of existing pavement

(which seems to be structurally inadequate

commenuserating to the projected traffic loading)

and would thus contribute in resisting/ bearing

the stresses and strains which are excessive on


the road section due to higher traffic volume and

heavier axle loading.

● A number of road sections on Down carriageway

are distressed due to inadequate structural strength

of the existing pavement. Thus, some of the

sections would need immediate resurfacing while

the rest of sections would need strengthening/

rehabilitation in the immediate future.

● Open and wide cracks, at isolated locations, shall

be sealed with rubberized bitumen (preferably

Polymer Modified Bitumen) immediately after their

occurrence on the pavement surface.

● As regards the rectification of distresses (i.e.

mainly alligator cracks), developed on the road

section, it is suggested that crack prevention

course in the form of Stress Absorbing Membrane

Interlayer (SAMI), as per Clause 522 of MORTH

Specification, may be provided over the affected

road sections. For ensuring desirable performance,

two coats of SAMI on Down carriageway have

been recommended for majority of the sections

due to the extensive cracking and inadequate

structural capacity of the pavement. Two / one

coat of SAMI, only on few sections, on Up

carriageway (as the case may be), has also been

recommended.

● SAMI would arrest the cracking and minimize /

retard further deterioration of road section which

would in a way lead to augmentation of the ability

of existing pavement to some extent to enable

it to resist heavy stresses being witnessed on

this road section and minimize progressive

deterioration. This would ensure not only the

improved pavement performance but also the

safe and comfortable traffic operations.

● Stress Absorbing Membrane (SAM), which is

elastomeric bitumen rubber membrane, is laid

over the cracked surface, together with a cover

of aggregate chips, in order to extend the life

of pavement before major treatment is carried

out. SAM can be laid either in single coat or in

double coat depending on the type, severity and

magnitude of cracking. It is recommended that

SAM may be provided in double coat on the

cracked surface of road section in question.

● In view of poor binder absorption characteristics

of aggregates available in the vicinity of project

road, it is advised that anti-stripping agent may be

used in both DBM and BC mixes. It may also be

considered to use polymer modified bitumen even

in DBM mixes (as against the conventional 60/70

bitumen), which is though slightly costlier and

not a common practice in India, but it is expected

to provide durable, long lasting and improved

performance of the road section. If this is not

found appropriate / acceptable, then the source

of aggregates will need to be changed at least

for the BC layer and aggregates finally selected

should be cubical having adequate binder coating

ability.

● Resurfacing with 50 mm BC is recommended

for some sections on immediate basis. However,

rehabilitation in terms of structural overlay will be

required for the remaining sections after about

1-1.5 years on Down carriageway to sustain

projected traffic loading, over a design life of 5

years. Based on the characteristic deflections data

and projected traffic loading, the overlay thickness

and suggested treatments, as recommended, may

be provided.


Report on “Investigation to Determine the Likely Causes

of Pre-mature Distress in Road Section on NH-58 and

Needed Remedial Measures”


obtained from


Phone: 011- 26313569 Fax: 011-26313569


B. ON-GOING/ COMPLETED PROJECTS

1. Development of National Document /Guidelines

on the Use of Weigh-In-Motion System in India

for Axle Load Monitoring

Date of Start: 01 Oct 2009

Date of Completion (Targeted): 31 Oct 2011

Central Road Research Institute, New Delhi

(R, S, I)


Status: On-going

Year of Last Report : 2010

Progress

Literature survey covering various Weigh-In-Motion

technologies available worldwide and their operational


practices have been completed. State-of-Art-Report

on Weigh-In-Motion Technologies/System is currently

under preparation.


● This study will be a step forward in developing

national guidelines on the use of weigh-in-motion

(WIM) systems for axle load monitoring on

Highways.

● Enforcement authorities would be able to use

the appropriate WIM system towards controlling

overloading on Indian Highways which would


costs, minimize road accidents costs, and bring

about improved road safety.


obtained from


Phone: 011- 26313569 Fax: 011-26313569;


2. Development of Management System for

Maintenance Planning and Budgeting of High

Speed Road Corridors (Supra Institutional

Project)




New Delhi (R, I)

ii. Council of Scientific and Industrial Research

(CSIR), New Delhi (S)


Status: On-going


Progress:

Pavement Related Aspects

● Procurement of hardwares and softwares for

Establishing Data Management and Information

System (DMIS) completed.

● 1st series of performance observations on identified

test sections completed.

● Methodology for calibration of HDM-4 Pavement

Deterioration Models finalised.

Landslide Related Aspects

● Five critical landslide locations have been

identified in the state of Nagaland on NH-39.

● All five locations have been investigated with

regard to their geological, geomorphological and

geotechnical aspects.

● Remedial measures designed for all the five

landslides.

● Implementation of the remedial measures has

been completed in some locations and is in

progress for the remaining locations

● Out of sixteen locations selected on Mumbai-Pune

Expressway, field work has been completed now

in six locations.

● Remedial measures have also been designed for

six locations and implementation of the same has

been completed in four locations.

Road User Cost Related Aspects

● Road User Cost Data collected in Delhi, Chennai,

Kolkata, Hyderabad, Vijayawada and Mumbai

cities

● Roadway Capacity Estimates done for multilane

Highways

● Preliminary Road User Cost Models developed

for multilane Highways

Bridge Related Aspects

● Culvert and bridge inspection and condition rating

module has been developed. The development of

repair and strategizing / budgeting module is in

progress.

● Analyzed the axle load data of different types

of trucks presently plying at 10 locations for use

in the load carrying capacity evaluation of

bridges

● Two concrete bridges with distress in bridge

superstructure and substructure have been

identified for carrying out the field studies for

physical and material characterization


obtained from


Phone: 011- 26313569 Fax: 011-26313569



3. Investigation to Determine and Ascertain the

Causes of Distress and Suggest Remedial

Measures for Runway Pavement at Jaipur

Airport

Date of start: February 2010

Date of Completion (Targeted): June 2010


New Delhi (R, I)

ii. Airports Authority of India, Jaipur(S)

Present status and progress

Status: Completed


Progress

The field investigations undertaken at Jaipur Airport

included general appraisal of surface condition to assess

the likely causes of distresses developed. The pavement

surface of Runway was closely examined through visual

survey for evidence of distress / deterioration. In order

to collect detailed information regarding the depth of

different pavement layers, their composition and field

densities etc., four test pits, of size 1.25 m x 1.25 m,

on/ near the edge of pavement were cut open. Samples

of sub grade soil from the representative locations and

construction materials from different component layers in

the pavement structure were also collected for laboratory

evaluation. Finally, results obtained from the field

and laboratory were analyzed and recommendations

made.

In order to assess the infiltration of water through the

surface of runway and the rate of exit of water through

the pavement layers, software available at CRRI called

“DRIP” (Drainage Requirement in Pavements) was

used to check the severity of problem. It was found that

the time to drain i.e., ‘t’ for the given condition is about

1588 hrs, which comes out to be almost 2 months,

thereby confirming the status of runway in “Poor Quality

Drainage”.

Further Findings/Conclusions/Supporting data

● Test pit observations and laboratory test results

show that that there is ingress / movement and

entrapment of moisture into the bituminous

layers. Moisture movement into these lower

layers were generally through porous surface of

runway, through wide cracks in surface course

and / or through water which percolates down

into the pavement structure from or near the

shoulders.

● Laboratory evaluation of cores for bituminous

mixes shows that the densities of DAC and

SDAC layers are less than the designed bulk

density. Binder contents in DAC and SDAC

mixes were also less than the specified values.

The physical properties of aggregates used

for production of DAC and SDAC mixes are

well within the specified limits except for the

combined flakiness and elongation indices.

The gradations of DAC and SDAC mixes are

outside the grading envelope and these are

on the coarser side making the surface texture

porous.

● Camber was also found to be disturbed

throughout the runway due to f requent

ma in tenance and rehab i l i ta t ion works

undertaken from time to time for repair of

distressed pavement. As the top surface of

runway had already stripped off, the surface

has become porous and in the absence of

proper camber, rainwater tends to percolate

down through the pavement surface, allowing

the passage of surface water in road pavement.

Most of the free water has entered underneath

into pavement through joints, cracks, and pores

in the surface of pavement.

● The primary source of free water to the pavement

structure is infiltrated water.

● Permeability requirements for lateral flow are very

high because the hydraulic gradient is very low

and the area of flow is small.

● Proper filters need to be included if the drainage

system is to function properly for a longer period

of time.

● On the basis of field and laboratory investigations,

it can be concluded that the following three factors

have contributed to the distress related problems

on the runway.

o Poor drainage condition

o Stripping of binder

o Inadequate quality control measures


Recommendation for further work (if completed)

In order to drain off the water from runway, the following

two remedial measures have been suggested as

Option I and Option II.

Option I: Provision of Edge Drains

It is recommended that all along the shoulder of

runway, 30 cm wide and 80 cm deep trenches be

made which may be filled in with granular material

(filter) conforming to the specifications given in Table

1. It is also recommended that the filter material be

encapsulated with a Geotextile conforming to the

specifications indicated in Table 2.

Geo-textiles of half the strength given above may be

used in trenches because of lower stress which would

be imposed on them. K of fabric ≥10 k (of the soil to be

drained).

Option II : Provision of Geo-Composite Panel Drain

Geo-Composite Panel Drain is a cost effective subsoil

drainage system which comprises of high density

polyethylene core encapsulated in a filter Geotextile

that provides high strength and faster response due

to its unique ribbed panel design. It is supplied in rolls

and is simple and easy to installin trench excavations.

The cores are supplied in rolls, generally 40 mm wide

and 450 mm deep. It can be placed in trenches with a

minimum cover of 100 mm. These cores can sustain a

loading of more than 150 KPa.

Besides the above, following remedial measures have

also been recommended for rehabilitation of runway

pavement.

As per PCN reported by AAI, the runway is structurally

adequate for the aircrafts presently plying on it. Keeping

in view the distress condition of runway, poor surface

Table 1 Grading of Filter Material

IS Sieve Designation Percent passing by weight

75.0 mm 100

26.5 mm 55-75

4.75 mm 10-30

0.425 mm <10

0.075 mm 0

Note: The material passing 425 micron (0.425 mm)

sieve according to IS: 2720 (Part 5) shall have

liquid limit and plasticity index not more than

25 percent and 6 percent respectively.

and subsurface drainage condition, absence of side

drainage, inadequate binder content and compaction

of bituminous layers, high porosity and air voids etc.,

it may be inferred that the runway might deteriorate

very rapidly, if corrective measures are not taken

timely and urgently. The runway, therefore, requires

strengthening/ rehabilitation measures on immediate

basis. It is, therefore, suggested that 50 mm thick BC over

75 mm thick DBM may be overlaid after providing the

subsurface drainage. It would arrest further deterioration

and would also improve the structural and functional

ability of runway.


Report on “Investigation to Determine and Ascertain the

Causes of Distress and Suggest Remedial Measures for

the Runway Pavement at Jaipur Airport”.


obtained from


Phone: 011- 26313569 Fax: 011-26313569


Table 2 Strength Requirements of Drainage Textile

Property ASTM Test Method Units

Geotextile

Elongation,

< 50%

Elongation,

>50%

Grab Strength D 4632 N 1100 700

Puncture Strength D4833 N 400 250

Burst Strength D3786 KPa 2700 1300


(b) PAVEMENT PERFORMANCE

SUMMARY

Under this sub-section on pavement performance, projects reported relate to Design, Construction and Performance

Evaluation of New Materials and Mixes towards Development and Upgradation of Standards / Specifications; Modeling

of Rutting of Asphalt Concrete Mixtures; and Forensic Investigations on Premature Rutting on a National Highway

Pavement.

Projects being reported for the first time include Applications of Rhinophalt Preservative and its Performance Evaluation

on Three Toll Roads in Rajasthan and Gujarat States; and Design, Construction and Performance Evaluation of New

Materials and Mixes towards Development and Upgradation of Standards / Specifications.

Research projects for Thesis work include Design of Flexible Pavements for Optimum Performance in Fatigue and

Rutting Characteristics Using KENLAYER; Experimental Investigations and Modeling of Rutting of Asphalt Concrete

Mixtures; and Forensic Investigations on Premature Rutting on a National Highway Pavement.


1. Modeling of Rutting of Asphalt Concrete Mixtures

2. Premature Rutting on Highways



1. Applications of Rhinophalt Preservative and

its Performance Evaluation on Three Toll

Roads (Trial Stretches) in Rajasthan and

Gujarat States


Date of Completion (Targeted): December 2013


New Delhi (R, I)

ii. IL & FS Transportation Network Limited,

Ahmedabad (S)


To undertake performance evaluation of Rhinophalt

Preservative used on Three Toll Roads in Rajasthan and

Gujarat States viz. (a) Gomti – Beawer, (b) Ahmedabad

– Mehsana, and (c) Vadodara - Halol. Performance

observations are planned to be undertaken on three

stretches for a period of three years and include the

following:

● Assessment of Pavement Surface Condition by

Visual Inspection

● Benkelman Beam Deflection Measurements

● Pavement Surface Roughness Measurements

● Traffic Volume and Axle Load Surveys

● Test Pit Observations

● Skid Resistance

● Laboratory Evaluation of Cores Retrieved from

Bituminous Layers

Methodology

Rhinophalt preservative protects the surface from

weathering and oxidization and following application,

effectively halts the deterioration of bituminous surface.

Rhinophalt is a revolutionary process that significantly

extends the life of asphalt and macadam. Rhinophalt

is suitable for all asphalt surfaces laid on roads, airport

runways and taxiways, car parks, platforms, docks and

ports etc.

The study is planned to be implemented in three different

phases, as described below:

● Phase-I: Pre-Application Investigations

● Phase-II: Post-Application Investigations

● Phase-III: Periodic Performance Monitoring /

Evaluation

During the first phase, monitoring of construction

quality during the application of Rhinophalt preservative

treatments on all the three trial stretches has already

been done. In addition to the monitoring of construction

quality with regard to application of Rhinophalt

preservative treatment on trial stretches, pre and post

application investigations were also undertaken to

study the effectiveness of Rhinophalt preservative on

three Toll Roads. Second series of Post-Application

Investigations is planned to be undertaken in the month

of October 2011.

Significance / Utilization potential

The product being applied under this study is already

in use in different countries and is now proposed to be

evaluated for Indian conditions. If found suitable, it would

assist in increasing the life of pavements and ensure

improved performance on large term basis.


obtained from


Phone: 011- 26313569 Fax: 011-26313569


B. COMPLETED PROJECTS

1. Design of Flexible Pavements for Optimum

Performance in Fat igue and Rutt ing

Characteristics Using KENLAYER

Date of Start: November 2009


i. College of Engineering, Trivandrum (R)


● To conduct the design of flexible pavement sections

using Asphalt Institute Method (AI method: using

SW1 software), American Association of State

Highways and Transportation Officials method

(AASHTO method) and Indian Roads Congress

method (IRC method).

● To conduct the damage analysis using KENLAYER

software of pavement section designed by using

the above three methods.

● To compare the design outputs of the three

methods when applied on selected study


stretches on a National Highway with different soil

characteristics and traffic data.

● To study the variations in damage ratio owing

to the variations in failure coefficients specified

by agencies like AI, Shell and IRC and their

comparisons.

● To conduct sensitivity analysis to understand the

effect of pavement components on pavement life

with respect to fatigue and rutting.

● To study the effect of axle load spectrum on the

damage ratio.

Methodology

● Select study stretches – on NH-47 through

Balaramapuram in Thiruvananthapuram District

and Kalavoor in Alleppy District and collection

of traffic data and determination of layer

coefficients.

● Design pavement sections based on Asphalt

institute method, American Association of State

Highways and Transportation Officials method

and Indian Roads Congress method.

● Perform the Damage analysis using KENLAYER

software to identify the optimum design method.

● Conduct Sensitivity analysis on the sections

designed using optimum design method to identify

the effect of pavement components on pavement

life.

● To understand the effect of various failure

coefficients and axle load data on the damage

ratio obtained for sections designed using IRC

method.

Findings/Conclusions

● The design for pavement section was done using

IRC method and the thickness obtained for the

pavement layers such as sub-base, base, Dense

Bituminous Macadam (DBM) and Bituminous

Concrete (BC) were 260 mm, 250 mm, 134 mm

and 46 mm respectively.

● The design for the pavement section was done

using AASHTO method and the thickness

obtained for the pavement layers such as base

course, Dense Bituminous Macadam (DBM) and

Bituminous Concrete (BC) were 305 mm, 254 mm

and 89 mm, respectively.

● Pavement section designed using Asphalt

Institute (AI) method which resulted in six types

of pavement section components comprising of

Base, Asphalt concrete and Emulsified asphalt

base respectively.

● The total thicknesses of each pavement type were

431 mm, 583 mm, 685 mm, 660 mm, 635 mm and

761.2 mm for Type 1, 2,3,4,5 and 6, respectively.

● Though the total thicknesses of pavement layers

designed using AI methods for Type 1 to 6 were

comparable to that of IRC method and AASHTO

method, the Asphalt component layers for sections

designed using AI method were higher than that

of IRC method (180 mm) and AASHTO method

(343 mm) for Type 1, 2,3,4,5,6.

● The design for another pavement section was

done using IRC method and the thickness

obtained for the pavement layers such as sub-

base, base, Dense Bituminous Macadam (DBM)

and Bituminous Concrete (BC) were 200 mm,

248 mm, 128 mm, and 43 mm respectively.

● The design for pavement section was done using

AASHTO method and the thickness obtained for

the pavement layers such as base course, Dense

Bituminous Macadam (DBM) and Bituminous

Concrete (BC) were 280 mm, 225 mm, and

86 mm respectively.

● The total thicknesses of pavement sections

designed using AI method for Type 1 to 6 were

454 mm, 556 mm, 693 mm, 647 mm, 591 mm and

736 mm for Type 1, 2,3,4,5 and 6, respectively.

● Though the total thicknesses of pavement layers

designed using AI methods for Type 1 to 6 were

comparable to that of IRC method and AASHTO

method, the Asphalt component layers for sections

designed using AI method were higher than that

of IRC method (171 mm) and AASHTO method

(311 mm) for Type1, 2,3,4,5 and 6.

● Hence, it can be concluded that AI method gives

more conservative results followed by AASHTO

method and IRC method.

● Damage analysis was performed for the three

methods of design for a design period of ten years

using KENLAYER software.

● The damage ratio obtained for the first section was

1.8, 0.311 and 0.015 for section designed using

IRC, AASHTO and AI methods, respectively.

● The damage ratio obtained for the second section

was 1.1, 0.29 and 0.014 for section designed using

IRC, AASHTO and AI methods, respectively.


● From the values obtained, it can be concluded

that AI method yields the lowest value of damage

ratio followed by AASHTO and IRC methods,

which indicates that the life of pavement is more

for sections designed using AI method.

● Hence, from both the study stretches, it can

be concluded that even though the pavement

sections are designed for a design period of ten

years, the sections designed using IRC methods

needs earlier rehabilitation, owing to the high

value of damage ratio followed by AASHTO and

AI methods.

● Sensitivity analysis results indicate that damage

ratio caused due to fatigue cracking is highly

sensitive to changes in bituminous layer thickness

(d1), whereas it changes mildly with variations

in subgrade modulus (E3) and insensitive to

changes in base layer thickness (d2).

● Damage ratio caused due to permanent

deformation is sensitive to changes in bituminous

layer thickness (d1), base layer thickness (d2) and

subgrade modulus (E3).

● 25 percent decrease in bituminous layer thickness

(d1) leads to 83 percent decrease in pavement

life compared to 1.24 percent and 8.89 percent

in changes for base layer thickness (d2) and


● 25 percent increase in bituminous layer thickness

(d1) leads to 221 percent increase in pavement

life compared to 0.53 percent and 11.38 percent

in changes for base layer thickness (d2) and


● It can be concluded that bituminous layer thickness

(d1) is the most effective component in pavement

structure followed by subgrade modulus (E3) and

base layer thickness (d2).

● The effect of variations on damage ratio using AI,

Shell and IRC failure coefficients was studied for

pavement section designed using IRC method

and the damage ratio obtained were 1.8, 0.2 and

0.03, respectively.

● AI coefficients gave higher value of damage

ratio followed by Shell coefficient and IRC failure

coefficients.

● As AI gives conservative value (much ahead of

others), the use of AI coefficient for pavement

design purpose is recommended.

● For the axle load data of Balaramapuram road

stretch, the damage ratio obtained was 2.5 which

indicates pre-mature failure of sections designed

using IRC method.

Publications

Aswathy, C.Nair., & Satya Kumar, (2010), “Design

of Flexible Pavement for Optimum Performance in

Fatigue and Rutting Characteristics using KENLAYER”.

‘International Conference on Technological Trends

(ICTT-2010)’, November 25-27, 2010, College of

Engineering, Trivandrum, Kerala.

Further Information/copy of the report can be

obtained from

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

of Engineering, Trivandrum.


(c) INSTRUMENTATION

SUMMARY

Research work reported in the area of Instrumentation and Microprocessor Applications includes an on-going project

on Upgradation of RoadGeometrics and Road Condition Evaluation System. The upgraded and validated system will

help in speedy inventorisation of road network. The road surface condition evaluation involving measurement of areas

of surface disintegration will form an important input to Pavement Maintenance Management Systems

Salient Points for Discussion

1. Validation of Road Geometrics and Pavement Condition Evaluation System


A. ON-GOING PROJECTS

1. Upgradation of Road Geometrics and Road

Condition Evaluation System

Date of Start: June 2009

Date of Completion: May 2011

Central Road Research Institute (CRRI), New

Delhi (R, I)


Status: On-going


Progress

● For upgradation of Road Condition Evaluation

System, equipments viz. Distance Measuring

Device, Pavement View Cameras and Asset View

Cameras have been procured

● For upgradation of Road Geometrics Measuring

System, equipments viz. Navigation system,

Roughness measuring Device and GPS is under

progress


obtained from


Phone: 011- 26313569 Fax: 011-26313569



II. GEOTECHNICAL ENGINEERING

SUMMARY

In this chapter projects related to “Geotechnical Engineering” and “Soil Stabilization, Low Grade Materials & Low

Volume Roads” have been reported.

The projects reported in geotechnical engineering area relate to geological and geotechnical investigations ,

instrumentation & monitoring of landslides, problems of landslides, soil nailing technique for stabilisation of railway

embankment for construction of an underpass using box pushing technique has been reported. In addition to the

above pushing of a very large size MS pipe below a railway track using soil nailing has also been reported. A project

on design of road embankment in submerged/flood affected border areas of Bhuj, Gujarat has also been reported. A

new project on evaluating in situ performance of “Geocell Reinforcement for Service Roads on Expansive Clay” has

also been reported. Another continuing study relates to Use of Jute Geotextiles in PMGSY roads. In order to mitigate

and address the problems of landslides and natural disasters; following guidelines have also been prepared:

“Guidelines for construction of roads, culverts and bridges in cyclone prone areas”, “Guidelines on “ Recommended

practice for treatment of embankment and hill slopes for erosion control”, “Guidelines for stabilisation of hill rock

slopes” and “Guidelines on management of landslides on theIndian roads and highways”.

The projects reported in the area of Soil Stabilization, Low Grade Materials and Low Volume roads relate to Feasibility

study of Jarosite Waste Materials (From Chanderia & Debari) in construction of embankment and subgrade, Feasibility

study of Super Fine Copper Slag in land filling and road construction, stabilisation of black cotton soil, test track

construction with cement stabilised subgrade and subbase, design and construction of test roads using construction

& demolition waste and Jarofix (waste of Zinc industry). Guidelines for Soil and Granular Material Stabilisation Using

Cement Lime & Fly Ash. (IRC:SP:89- 2010) have also been reported.

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


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

2. Utilisation of waste materials in road and embankment construction

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

4. Soil stabilisation techniques

5. Construction of roads in Cyclone prone area

6. Landslides and hill slope stabilisation



TIME

1. Feasibility Study of Jarosite Waste Materials

(from Chanderia & Debari) in Construction of

Embankment and Sub grade


Date of Completion : March 2011

i. Centra l Road Research Inst i tu te ,

New Delhi (R),

ii. Hindustan Zinc Ltd. Chanderia, Chittorgarh,

Rajasthan(S)


Feasibility Study of Jarosites Waste Materials in

Construction of Embankment and Sub Grade.

Table 1 Laboratory Results of Jarosites

Type of mix* MDD

(kN/m3)

OMC

(%)

LL

(%)

PL

(%)

PI

(%)

CBR

(%)

JD 13.2 32 55 36 19 6

BA 12 30 NA NA NP 22

JD1BA 12.7 25 NA NA NP 21



S 20.5 7 25 12 13 10

JD1S 18.5 14 33 16 17 8

JD2S 16.7 17 37 20 17 8

JD3S 15 26 50 33 17 6

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

Methodology

Laboratory investigation was carried out to utilise

them in the construction of embankment and sub

grade, results given in table . Both Jarosites (from

Chanderia & Debari ) are light weight material

having yellowish colour. Considering their low

density, both Jarosites were mechanically stabilised

in the range of 25 to 75 percent with bottom

ash and local soil to improve their geotechnical

properties.Typical Geotechnical characteristic of

jarosite and mechanically stabilised Jarosite mixes

from Debari HZL, Rajasthan, India is given below.

It is recommended that Jarosite alone or mixed

with bottom ash and local soil can be tried for the

construction of experimental test track section in the

pavement layers of embankment and sub grade if

it is a non hazardous material.


Laboratory investigation-completed. It is recommended

that Jarosite alone or mixed with bottom ash and local

soil can be tried for the construction of experimental test

track section in the pavement layers of embankment

and sub grade.


It can be used in construction of embankment and

subgrade.



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

material.


Feasibility Study of Jarosites Waste Materials in

Construction of Embankment and Sub Grade (CRRI

Report).


from

The Head, GTE Division,Central Road Research

Institute, New Delhi.

2. Study on Stabilisation of Black Cotton Soil

with Lime and Rock Dust




Karnataka Engineering Research Station,

Karnataka (R, I)


● Stabilisation of black cotton soil with lime & rock

dust

● Improvement in physical & engineering properties

of black

● Cotton soil by rock dust as additive

Methodology

The study will be done with the BC soil available in

Yelandur village area (Yelandur BC soil), stabilizing it

with powdered lime and rock dust as an additive. The

strength of mix (CBR) along with other characteristics will

be noted at different percentages of lime and additive.

It is programmed to utilize the rock dust as an additive

to soil lime mix in the first phase of study. In the second

phase, soil will be replaced with a known percentage of

rock dust and stabilizing with lime. Guidelines as per

IRC:51 will be followed during preparation and testing

of the specimen.


Preparation for study under progress.


To be evolved after drawing conclusions.


from:

● The Director, KERS, K.R. Sagara-571 607

Fax : 08236-257223

e-mail ID: kerskrs dir @yahoo.co.in

3. Experimental Test Track Construction with

Cement Stabilisation



Central Road Research Institute,

New Delhi (R,S)


● Stabilisation of soil & Granular sub base with

cement.

● Construction of Experimental Test Track With

Cement

Methodology

This study was carried out under inhouse research

programme. Around 60 m length (2 lanes) of road

was constructed at left side of road, towards Wagha

border near Amritsar along the Amritsar wagha border

4 lane road on National Highway. In this experimental

test track construction, two sections were made. One

section was constructed with pavement layers as per

conventinal method of flexible pavement and second

one is cement stabilised sub grade and granular sub

base layers with 2.5 percent cement. Pavement cross-

sectional thickness is as given in Table 1. Performance

study of this experimental road is in progress by using

Bankelman beem and dip stick equipments before and

after monsoon season.

Table 1 Pavement Thicknesses Provided for

Conventional and Experimental Stabilised Section

Pavement

layers

Conventional

design section

(mm)

Experimental design

section- stabilised, (mm)

BC 40 40

DBM 90 90

WMM 250 150

GSB 250 300 (GSB I Close graded stabilised

with 2.5 % cement)

Sub grade 500

(CBR = 7 %)

200 (Stabilised with 2.5 % cement)

300 (Conventional soil CBR = 7 %)


The study is under progress.


from

GTE Division,Central Road Research Institute, New Delhi.

4. Feasibility Study of Super Fine Copper Slag

in Land Filling and Road Construction

Date of Start: January 2010



New-Delhi (R)

ii. M/s Hindalco Industries Limited, Dahej,

Gujarat (S)


● Characterisation of superfine copper slag


● Mechanical stabilisation of superfine copper slag

withgranulated copper slag and pond ash

Methodology

Super fine copper slag is a waste material produced

during extraction of copper concentrate from high

copper ore by floatation and filtration processes. At

present, the accumulated super fine copper slag is

about 2 lac MT, while its annual production is about

1.5 lac MT per year at Hindalco Industries Limited,

Dahej, Gujrat. Feasibility study of super fine copper

slag in the road construction was carried out by

detailed laboratory investigation. It is mixed with

pond ash and granulated copper slag collected

from the same plant in the range of 25 percent to

75 percent. A typical geotechnical property of super

fine slag is given in the Table 2. It is recommended

that super fine copper slag alone or mixed with pond

ash and granulated copper slag can be tried for the

construction of experimental test track section in the

pavement layers of embankment and sub grade if it

is a non-hazardous material.

Table 2 Laboratory Results of Super Fine Copper Slag

Type of mix MDD

(kN/m3)

OMC

(%)

LL

(%)

PL

(%)

PI

(%)

CBR

(%)

SF 20.12 17 NA NA NP 14

P 10.72 40 NA NA NP 4

SF1P 12.7 32 NA NA NP 6

SF2P 15.2 26 NA NA NP 8

SF3P 18.6 19 NA NA NP 12

G 24.5 7 NA NA NP 50

SF1G 25.3 5 NA NA NP 52

SF2G 24.2 8 NA NA NP 35

SF3G 22.1 12 NA NA NP 22

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


It is concluded that super fine copper slag alone or

mixed with pond ash and granulated copper slag can

be tried for the construction of experimental test track

section in the pavement layers of embankment and sub

grade if it is a non hazardous material.


It can be used in embankment and subgrade

construction.



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

Reports/Publications :

Feasibility Study of Super Fine Copper Slag in Land

Filling and Road Construction


from:


5. Guidelines for Stabilization of Hill-Rock

Slopes



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


Guidelines for stabilization of hill-rock slopes, has been

taken up by CRRI to prepare a manual for IRC. The

scope & objectives of the project are:

● Evaluation of existing different methods of rock

slope investigation in form of new and modified

techniques

● Rock Mass Rating (RMR), Slope Mass Rating

(SMR) and Rock Mass Quality (Q) etc and their

inter relationship to understand rock defects and

rock slope instability

● Lessons learnt from the Implementation of

remedial measures Rock slope failure


● Evaluation of different types of stabilization

techniques for rock slope failure

● Monitoring the efficacy of different types of

stabilization techniques for rock slope failure

● Preparation guidelines for stabilisation of Hill Rock

slope failure

Methodology

● Review of existing different methods of rock

slope investigation in form of new and modified

techniques such as RMR, SMR and Q etc and

their inter relationship to understand rock defects

and rock slope instability in a better way.

● Rock Mass Rating (RMR) and Slope Mass Rating

(SMR) are required to be evaluated in a joint control

rock blocks of different locations of hill slope of

India. Rock Engineering Investigation as shown

in fig 38 for unstable rock slope area described

based on different method such as Rock Mass

Rating (RMR), Slope Mass Rating (SMR), and

Rock Mass Quality (Q) and Rock Defect study by

determining the Block Volume (Vb), Measurement

of the Volumetric Joint Count (Jv) etc. It helps

to characterize the rock slope and indicate

the causes of slope failure in specific location.

● Rock Slope stability Analysis will be carried out

to evolve a set of suitable remedial measures will

be brought out both for short term and long term

remediation of failure of rock slope. These remedial

measures would comprise improving surface

and sub-surface drainage, retaining structures,

reinforcement techniques, Rock bolts, Shotcrete,

Rock Anchors, Cable Anchors, Steel ribs, Steel

fiber reinforced shotcrete (SFRS), etc. Rock

slopes in hilly terrains of India failed due to several

parameters. (The guidelines for stabilization

for rock slopes presents concrete remediation

programme for unstable rock slope stretches

for implementing agencies like state PWD’s and

Border Road Organization(BRO) where unstable

rock slopes are encountered adjacent to National

and State highways in hill region states in India.

The preparation of Guidelines for stabilisation of

hill rock slope failures is in progress.


Work is under progress.


Guidelines for Stabilization of Hill-Rock Slopes (In House

Project)


from

GTE Division, Central Road Research Institute, New Delhi

6. Guidelines on Management of Landslides on

the Indian Roads and Highways

Date of Start:January 2011


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


● To prepare guidelines for integrating landslide

management withdevelopment planning.

● National Guidelines on Management of Landslides

on Roads and Highwaysin India will be prepared

with particular reference to the background of:

o Planning, preparedness and prevention,

o Cost and time effective slope engineering,

landslide correction,and road safety through

early warning , and

o Rapid response and speedy reconstruction

and rehabilitation.

The Guidelines will address the landslide management

issues related to the highway sector in the overall

context of national vision, strategy and action plan for

management of disasters.

Methodology

Guidelines would be prepared to familiarize highway

engineers with special areas of interest such as

instrumentation and monitoring of critical slopes and

landslide hot spots, landslide hazard zonation mapping

and risk assessment, retrofitting of slopes and road

infrastructure and design of cost-effective slope

protection works fashioned to suit different geotechnical

situations.

The Guidelines under preparation are the part of IRC

(Disaster Management Committee), 11th Five Year Plan,

Network project on “Engineering of Structures against

Natural and other Disasters” and Collaborative proposal

on “Environmental Management Plan (EMP) for Katra-

Qazigund sections of proposed Udhampur- Srinagar –

Baramullah Railway Link in J&K” with CSIR-NEERI.





from


7. Design and Performance Monitoring of Test

Road Constructed Using C&D Waste


Date of Completion: February 2012

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

ii. IL & FS ltd (S)


CRRI had earlier carried out "Feasibility Studies on

Use of C&D Waste for Road Construction” to explore

and assess its use as an Embankment Fill Material, in

Base/ Sub-base layers, for Bituminous and Concrete

Pavements’ and had found this material to be useful for

Base and Sub-base layers. Extending this laboratory

work, test road construction of about 150 m length

involving widening on both sides of existing road was

taken up in Delhi. The project has been sponsored by

IL&FS ltd. The test road is presently under construction.

Its performance would be recorded for evolving suitable

guidelines for C&D waste usage in road works after the

completion of the project. The work is in progress.


Work is in progress.


from

GTE Division,Central Road Research Institute,

New Delhi.

8. Experimental Test Track Construction Using

Jarofix Waste Material

Date of Start : June 2010

Date of Completion (Actual): February 2012

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

ii. M/s Hindustan Zinc Ltd. Chanderia,

Chittorgarh, Rajasthan (S)


Based on labora to ry charac te r i sa t ion and

recommendation, an experimental test track section

was constructed using Jarofix at 50 km from Chittorgarh.

Design of embankment and sub grade are carried out

using Jarofix and mix of Jarofix:soil (50:50) material.

Stability analysis of a proposed typical section under

different conditions was evaluated considering the water

table and seismic factor and found safe (more than 1.5).

Construction of experimental test track of length 500 m is

carried out using Jarofix and mixes (50 Jarofix : 50soil)

in the embankment and sub grade layers along the left

side of widened portion of a State Highway (SH 76)

towards Udaipur . Project is under progress.

Reports / Publications : work is in progress


from

GTE Division,Central Road Research Institute,

New Delhi.

9. Guidelines for Soil and Granular Material

Stabilisation Using Cement, Lime & Fly Ash

Date of Start : May 2010



ii. Indian Roads Congress (S,I)


Presently due to paucity of funds and non availability of

good construction materials, great emphasis is being

laid to utilise locally, waste and marginal materials.

Often these materials need to be stabilised to achieve

the desired gradation and strength. It was observed by

IRC that there are several guidelines dealing with the

subject of soil stabilisation, which is listed below. It was

found that most of them are quite old and outdated in

context of present day’s construction practices.The

identified guidelines were:

● IRC: 33-1969: “Standard Procedure for Evaluation

and Condition Survey of Stabilized Soil Roads”

● IRC:49-1973: “Recommended Practice for the

Pulverisation of Black Cotton Soils for Lime

Stabilization”.

● IRC:50-1973: “Recommended Design Criterion

for the use of Cement Modified Soils in Road

Construction”

● IRC: 51-1992: “Guidelines for the use of Soil- Lime

Mixes in Road Construction”

● IRC:88-1984:“Recommended Practice for Lime-

Fly Ash Stabilized Soil s Base/Sub-base in

Pavement Construction”.


All these Guidelines were reviewed by Central Road

Research Institute, New Delhi and based on the

current national and international practices, they are

being modified and brought into a single document

with above title. The Guidelines include, general

features of stabilization, guidelines for soil/granular

material stabi l ization, specif ications and test

requirements for stabilized materials, construction

procedure, quality control and limitations for the

use of stabilized materials. These Guidelines have

been published by IRC as a Special Publication

(IRC:SP:89- 2010).


Guidelines For Soil And Granular Material Stabilisation

Using Cement, Lime & Fly Ash. (IRC:SP:89- 2010)


from

Indian Roads Congress, Kama Koti Marg, Sector-6,

R.K. Puram, New Delhi-110 022.

e-mail ID:[email protected] / [email protected]

10. Typical Problems for Drainage System on

Roads and their Remedial Measures


Date of Completion (Actual): April 2011

Central Road Research Institute, New Delhi

(R, S)


It has been observed that many roads despite good

drainage system, fail prematurely. The reason for the

same was investigated and it was found that the reason

for failure can be attributed to the poor drainage capacity

of the pavement itself. It is essential that whatever

amount of water which enters into the road pavement

layers due to several reasons, must come out from

the pavement as early as possible. The investigations

revealed that the pavement during rainy season gets

choked with water due to poor permeability of the

pavement layers itself. Normally, in conventional method

of pavement design, a drainage layer popularly known

as Granular Subbase(GSB) is provided on the entire

width, to remove the water from pavement structure.

But it has been observed that such layers do not serve

its intended function. It was therefore decided to study

the drainage capacity of Granular Sub-Base Layer for

all the six grades of MORTH specifications. Further,

the effect of permeability was analysed by changing

the gradation i.e., removing the fines and then adding

fines in small increments to the MORTH specifications.

The effect of fines in GSB layer was analysed for 2, 4,

6 and 8 lane roads at 2 percent and 3 percent slopes.

Results for Coarse Grade-1 are given in Table 3. The

Project has been completed and some of the salient

findings are as follows:

Table 3 Time-to-Drain for 2% and 3% Slope against Permeability Values for Coarse Grade-I

Lane Type K (ft/

day)

K

(cm/sec)

Time-to-drain (hours)

2% Slope 3% Slope

2 Lane (25 ft)

As per MORTH 41.44 0.014 50 28

Without Fines 87 .0300 23 18

With 5% Fines 19.2 .0066 80 63

4 Lane (49 ft)

As per MORTH 41.44 0.014 96 73


With 5% Fines 19.2 .0066 207 159

6 Lane (70 ft)

As per MORTH 41.44 0.014 153 114


With 5% Fines 19.2 .0066 254 247

8 Lane (92 ft)

As per MORTH 41.44 0.014 189 139


With 5% Fines 19.2 .0066 408 301



● If we restrict the fines in GSB layer, the rate of

flow and permeability (k) increases.

● It has also been concluded from the studies that

as the lane width increases, GSB layer with higher

permeability be used because the time to drain

increases with the increase in lane width.

● Rate of k increases drastically if fines are not

present and reduces significantly, even if 5 percent

fines are added. So, it is suggested that the

existing MORTH specifications be modified from

the existing limit of 3-10 percent to 3-5 percent for

soil passing 75 micron sieve.

● The results further show that at 3 percent internal

slope, time-to-drain off water is far less as

compared for time-to-drain at 2 percent internal

slope. It is therefore suggested that the slope

within the pavement layers should be kept at

3 percent for better intra-pavement drainage.


from

GTE Division, Central Road Research Institute,

New Delhi.

B. ON-GOING/ COMPLETED PROJECTS

1. Detai led Geological & Geotechnical

Investigation, Instrumentation and Monitoring

of Amparav Landslide, Uttarakhand State


Date of Completion (Actual):December 2010


ii. Department of Science and Technology (S)


Status: Completed


Progress: Completed


Detailed studies, which includes geological and

geotechnical studies were carried out. For this

purpose, large scale mapping was done at 1:500

scales with 2 m contour interval. Large scale mapping

include all topographical, manmade features and also

the dimension of landslides. It was found that study

area is highly vulnerable for slope instability. Mainly,

three different types of failures namely, plane/block

failure, talus failure on higher reaches and rotational

failure at lower reaches are affecting the NH-87.

Further, studies revealed that there were natural

as well as anthropological factors playing important

role, causing instabilities in the area. These factors

are listed in Table 1. Proposed remedial measures

are given in the report. Project report has now been

submitted to DST.

Table 1 Causative Factors Identified at Amparav Landslide

Natural Causative Factors Anthropological Causative Factors

Geology Weak Lithology Deforestation

Structure Domination Excessive irrigation in agriculture fields

Steep Slope Improper Drainage

Land use and land cover Inadequate maintenance of old existing remedial measures

High Weathering Construction of concrete bridge with low ground clearance

Presence of Mud Stone Layers -----

High Seismic Zone / Close to MBT ---------

Limitations of Conclusions

Following are the limitations:

● Large Area – rugged topography –

inaccessible areas - wild life

● Restricted time due to unfavourable weather

conditions


Proposed remedial measures may be applied.



Report has been submitted to DST.

Recommendations for Dissemination

The studies made in the project would be utilized by

CRRI in the preparation of Guidelines for landslide

prevention and control. This work has been assigned

to CRRI by Indian Roads Congress.


from

The Head, GTE Division,Central Road Research

Institute, New Delhi

Phone: 011-26842612,

Fax :011- 26845943,011- 26830480


2. Demonstration Project on Use of Jute

Geotextiles in PMGSY Roads

Date of Start : July 2005

Date of Completion: Continuing


New Delhi( R )

ii. Jute Manufacturers Development Council

(S),

iii. National Rural Road Development Agency (I)


In continuation to the project entitled, “Pilot Project on

Use of Jute Geotextiles in PMGSY” sponsored by Jute

Manufactures Development Council (JMDC) on use of

Jute Geotextiles in PMGSY Roads, construction of five

PMGSY roads using different types of jute geotextiles

has been completed in four states. Each of these PMGSY

Roads, comprise of several sub-sections in which JGT of

different varieties (woven, non-woven and open weave),

of different strengths and rot treated as well as non

treated varieties have been laid to study their relative

performance. Control sections without JGT have also

been constructed. A distinguishing feature of these test

roads is the construction of reduced pavement thickness

sections where in JGT as drainage improvement layer

has been laid above subgrade. During 2010-11, second

cycle of performance monitoring of these roads was

completed. The performance indicators which have

been recognised for monitoring include – Benkelman

Beam deflection studies, DCP tests at subgrade level,

retrieval of JGT samples below pavement and tests on

retrieved JGT samples and visual pavement surface

condition evaluation for recording distress. Report

preparation based on the performance monitoring is

under progress.



Reports / Publications:

Interim reports submitted to JMDC.

Recommendations for Dissemination/Revision of

Codes/Specifications

A State-of-Art-Report on Jute Geotextiles has been

prepared by CRRI and has been accepted by IRC for

publication.


from

Head, GTE Division,Central Road Research Institute,

New Delhi.

Phone: 011-26842612; Fax: 26845943, 26830480


3. Preparation of Guidelines for Construction of

Roads, Culverts and Bridges in Cyclone Prone

Areas



(Under Review by NDMA and IRC)

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

ii. National Disaster Management Authority(S)


This project was also undertaken in the network project

of CSIR, however, some support was also provided by

National Disaster Management Authority in the project by

assigning a study to prepare Guidelines for construction

of roads in cyclone prone areas and administrative

support was also provided to collect the relevant

information from different bodies dealing with projects

of such nature. After carrying out exhaustive literature

review, site visits, discussion with experts, etc., draft of

the ‘Guidelines for Road Construction in Cyclone Prone

Areas’ has been prepared and submitted to NDMA. Brief

summary of the Guidelines is given below:

The Guidelines deals with ‘Definition’ and ‘Destructions

Caused by Cyclones, ‘Planning of Road Network

in Cyclone Prone Areas, Construction of Road

Embankments, ‘Sea Erosion Control Techniques & River


Bank Protection’ selection of pavement types for roads

to be constructed in Cyclone prone areas, mitigation

measures for bridge structures to effectively withstand

impact of cyclone and traffic management measures to

be taken while conduction evacuation exercises before

the onslaught of cyclone.


Construction of Roads, Culverts and Bridges in Cyclone

Prone Areas may be done in the light of the Guide

lines.


Draft Guidelines for Construction of Roads, Culverts and

Bridges in cyclone Prone Areas


from

Head, GTE Division,Central Road Research Institute,

New Delhi.

Phone: 011-26842612;

Fax: 011- 26845943, 011- 26830480


4. Instrumentation and Monitoring of Kaliasaur

Landslide on National Highway-58 (Network

Project with SERC)




ii. Structural Engineering Research Centre (C)

iii. Department of Science & Technology (S)


Under network project of CSIR, i.e., “Engineering of

Structures against Natural and Other Disasters”, two

landslides namely, Patalganga and Kaliasur landslides

had been selected. In continuation to this project the

work on investigation, instrumentation and monitoring

of Kaliasaur Landslide on National Highway-58 has

been done by CRRI under a DST sponsored project and

Network Project of CSIR. The work done on Kaliasaur

Landslide during the last five years has been analyzed

and a final report along with suggestions for long-term

remedial measures for the stability of Kaliasaur landslide

was submitted to DST. One of the most important

elements of our research work which continued under

Network Project was monitoring of the slope through

DGPS (Differential Global Positioning System) and

specially designed steel pedestals. Monitoring results

of the slope and other investigations have revealed

that the landslide was still in active form. This was

clearly brought out in our report submitted to DST.

The reactivation of this slide in themonths of Sept-Oct

2010 has confirmed the revelation of the prediction

made on the basis of the monitoring results and other

investigations. Highly fractured rocks at the crown part

of the landslide have been indicated with least safety

factor and maximum movement magnitude during the

analysis. During recent reactivation of slide this part

(crown portion) in the month of October 2010 has been

the source of failure. Significant increase in the extension

of landslide boundary i.e., 20 meters was observed

with in a period of 45 days. A stretch of about 93 m of

National Highway-58 was blocked for almost all these

45 days. Indirect losses on account of detouring due to

reactivation of this slide have been calculated using unit

cost estimation method.

Closure of the NH-58 forced traveller to detour through

by-pass: Khedakhal- Kandai. The detour distance is

approximately 28km which is three times the distance

on highway (aprox. 9 km, i.e. A to B). To calculate the

cost of these detours, we have examined traffic pattern,

extra charges on fares as well as on vehicles fuel,

along the highway and used the unit cost estimation

method. The total detouring cost calculated for 45 days

during September-October, 2010 was Rs 2,45,43,180

(approx). Though this figure only indicates the detouring

cost excluding the cost on man hour lost, expenditure

on repeated restoration and sliding for four months by

BRO (this includes two dozers deputed with a dozens

of laborers for four months and still continuing), cost

of life lost, cost of property (including a few damaged

vehicles) etc. The total loss due to this landslide is being

estimated.

The reactivation of Kaliasaur landslide comes as a

constraint for our slope monitoring agenda. Out of

75 pedestals installed in landslide for the purpose of

monitoring, only a few have been able to sustain their

positions. The rest of the pedestals have got buried

under the debris or carried away by it.


Project is still in progress.


Instrumentation and Monitoring of Kaliasaur Landslide

on National Highway-58 (Network Project with

SERC)




The findings of the study shall be used in the preparation

of Guidelines on Landslide investigations and mitigations

measures awarded by Indian Roads Congress to

CRRI.


from


Phone: 011-26842612;

Fax :011- 26845943,011- 26830480


5. Design and Execution of Soil Nail Wall System

for the Stabilisation of Railway Embankment

for the Construction of Underpass using Box

Pushing Technique under the Existing Railway

Line near Apsara Border, Dilshad Garden


Date of Completion (Actual): December 2010


ii. Public Works Department, Delhi (S)


Under this project, Delhi PWD has proposed to construct

two subways across the Shadhara-Gaziabad road at the

intersection of Apsara border. One of the underpasses

was proposed from ISBT Anand Vihar side to Seemapuri

and the other was proposed from Seemapuri side to

ISBT, Anand Vihar bus terminal. These two proposed

underpasses are parallel to existing Railway over

bridge (ROB) on either side of the same ROB. The

side slopes of the approaches embankments for ROB

were protected and confined with 900 mm diameter

sheet piles These sheet piles were constructed from

the footpath top and were interconnected with girder

arrangements prior to construction of underpass. The

internal dimensions of each segment of precast boxes

were of 9.0 m x 5.75 m with the thickness of 0.90 m.

The maximum outer dimensions of the boxes are

10.80 m x 7.55 m with an overburden of about 2 m above

the box level. The estimated pushing length was found

to be 50 m for each box.

About 200 to 250 trains pass this section daily. In order

to create an underpass box pushing was proposed

through a strata which was of consisting of Silty sand/

Poorly graded fine sand. The work of designing a

scheme for stabilisation of cohesion less soil strata so

that it remains stable when cut to almost vertical profile

for a height of about 7.5 to 8 m during box pushing

operation was entrusted to CRRI by M/s AFCONS

Infrastructure Limited. After site visit, exploratory boring,

laboratory tests and meetings with Contractor/ Railway

authorities, CRRI Team proposed the use of ‘Soil Nailing

Technique’ for stabilisation of sandy soil. The complete

design details of soil nailing and a suitable construction

methodology was provided. As per the design provided

by CRRI, series of driven nails were inserted into the

ground which resulted in the stabilisation of vertical cut

slope. The box pushing and gradual removal of sand of

the cut slope was taken up simultaneously. The exposed

nails were pushed further after subsequent pushing and

removal of sand till the target end was reached. Project

is successfully completed.


Design and Execution of Soil Nail Wall System for the

Stabilisation of Railway Embankment for the Construction

of Underpass Using Box Pushing Under the Existing

Railway Line Near Apsara Border, Dilshad Garden


from

Head, GTE Division, Central Road Research Institute,

New Delhi.

Phone: 011-26842612;

Fax :011- 26845943, 011- 26830480


6. Soil Nailing Technique for Facilitating

Construction of Underpass by Box Pushing

Technique at Western Approach of Old

Yamuna Bridge


Date of Completion (Actual): September 2010


ii. M/s S.P. Singla, Contractor, Northern

Railway (S)


For the underpass construction by pushing two numbers

of RCC Boxes with internal dimensions (opening) of

10.5 m x 5.75 m each and one number RCC box of 9 m x


4 m, the boxes were pushed through existing 135 years

old embankment having highly unstable cohesionless

sandy soil backfill in between retaining walls. About 200

to 250 trains pass this section daily, and any disruption

to rail traffic in any case was not allowed. To accomplish

box pushing for construction of underpass a novel

methodology using ‘Soil Nailing’ was adopted. The

project is now completed.


Soil Nailing Technique for Facilitating Construction

of Underpass by Box Pushing Technique at Western

Approach of Old Yamuna Bridge


from

GTE Division, Central Road Research Institute, New Delhi.

Phone: 011-26842612,

Fax : 011- 26845943, 011- 26830480


7. Design and Execution of Soil Nail Wall System

for the Stabilisation of Railway Embankment

for the Trenchless Crossing of 1700 mm

Diameter MS Pipe Below Railway Track Near

Old Steel Bridge Near Yamuna Bazaar, Delhi




ii. Larsen and Toubro Limited (S)


Delhi Jal Board had proposed the work to lay a water

pipe line of 1700 mm diameter parallel to new bye-

pass ring road, below railway track near old steel

bridge, Yamuna Bazar. A small Tunnel Boring Machine

(TBM) of diameter 1.7 m having length of 3 m was

being used for trenchless technique at the depth of

7.5 m from the rail top. The work was allocated to

Larson & Toubro (L&T) Ltd., further, the work was

awarded by L&T to CRRI. The alignment of the pipe

line was passing through the Railway embankment

near old steel bridge at Saleem Garh Fort, comprising

of poorly graded sand. The pipe was pushed

through sandy strata by stabilising the embankment

using driven Soil Nailing Technique as was done

for box pushing through the same embankment

2.5 m away. The work was completed manually by

cutting and pushing the vertical face with the help of

jack without using the heavy TBM before stipulated

time.


Design and Execution of Soil Nail Wall System for the

Stabilisation of Railway Embankment for the Trenchless

Crossing of 1700 mm Diameter MS Pipe Below Railway

Track Near Old Steel Bridge Near Yamuna bazaar, Delhi.


from


Phone: 011-26842612,

Fax : 011- 26845943, 011- 26830480

E-mail ID: sudhirmathur.crri@ nic.in

8. Problem of Landslides on Dimapur-Kohima-

Maram Road (National Highway-39) in Nagaland

and Manipur States (Supra Institutional Project)




ii. Border Roads Organisation (S)


National Highway-39 is the only connecting route between

Dimapur and Kohima (the state capital of Nagaland)

and having slope failure at various locations. The

investigation work required geomorphologic, structural

and geological analysis along with the evaluation

of geo-technical properties for designing suitable

remedial measures to stabilize the slopes at various

critical locations including km 162, km 174, km 179,

km 180, 214 and km 221., which have been completed.

Geo-technical evaluation of slope materials was done

to perform the stability analysis. Several remedial

measures were suggested including the provision of

a reinforced earth wall. The complete report has been

submitted to BRO for the purpose of implementation.


Problem of Landslides on Dimapur-Kohima-Maram


Road (National Highway-39) In Nagaland and Manipur

States.


from


Phone: 011-26842612;

Fax No. : 011- 26845943, 011- 26830480


9. Protection of Unstable Cut Slopes along

Approach Roads and Railway Lines and

Stabilization of the Proposed Dumping Sites


Date of Completion: February 2012

i Central Road Research Institute, New Delhi (R)

ii M/s Konkan Railway Corporation Limited (S)


The project was sponsored by M/s Konkan Railway

Corporation Limited to study for protection of unstable

cut slopes along the approach roads and railway lines

and to stabilize the proposed dumping sites on Katra-

Quazigund section of Udhampur Srinager-Baramullah

Rail link in Jammu and Kashmir. From Kashmir to

Banihal section, three dumping yards were selected for

the study. On Katra to Laole section (Jammu to Banihal),

preliminary site visit was carried out. Laboratory

investigation of muck generated during tunnelling

and stability analysis of selected dumping yards is in

progress. Stability analyses of existing slopes of all three

sections were carried out.

Limitations of Conclusions or Interim

Conclusions

Work is in progress.


"Interim Report on Protection of Unstable Cut Slopes

Along Approach Roads and Railway Lines and

Stabilization of the Proposed Dumping Sites".


from


Phone: 011-26842612;

Fax No. : 011- 26845943, 011- 26830480


10. Design of Road Embankment in Submerged/

Flood Affected Border Areas of Bhuj, Gujarat


Date of Completion (Actual) : March 2011


New Delhi (R)

ii. National Buildings Construction Corporation

Ltd (S,I)


The National Buildings Construction Corporation

Ltd (NBCC) is executing the works to construct

‘Border Fencing and Border Roads’ along a part of

our country’s international border in Gujarat. India’s

international border in Gujarat is situated in Rann of

Kutch where Arabian Sea water enters and recedes

frequently leaving inland marshy and swampy, dotted

with small to very large salt water bodies. During 2010-

11, CRRI proposed road construction methodology

for a severely water logged stretch of about 3.5 km.

The natural ground level along this stretch is in the

form of a bowl, hence even after the stagnated water

dries up, this area may get waterlogged once again

during monsoon. Depth of waterlogging at present

varies from 1.5 to 2 m. Hence it was suggested that

well graded coarse particles, obtained from stone

or moorum quarry can be used as fill material in

waterlogged area. This material can be back dumped

into the water (by end tipping) and a working platform

be created. Once the working platform rises above

surrounding water level, compaction of further layers

of filling material (coarse grained material from quarry)

can be taken up using vibratory rollers in layers.

Construction of side slope erosion control measures

using revet mattresses and geotextile layer and toe

wall made of gabions can be taken up in the next

stage after the stagnant water dries up. Accordingly,

NBCC has now constructed road embankment in this

stretch using coarse granular material .


Design of Road Embankment in Submerged/Flood

Affected Border Areas of Bhuj, Gujarat



from


11. Validation of Slope Protection Works of

Zirakpur-Parwanoo Four Laning Project

(Himalayan Expressway)




ii. M/s Himalayan Expressway Ltd (I)


Transportation corridors in hilly regions are highly

susceptible to landslides/ rockfalls. M/s Himalayan

Expressway Ltd (Concessionaire) are executing

Zirakpur-Parwanoo Road project for NHAI, which

involves four laning of NH–22 (Chandigarh-Shimla Road)

for 17.44 km length and new bypass of 10.14 km length

in the states of Punjab, Haryana and Himachal Pradesh.

Bypasses are being constructed to provide alternate

routes to existing congested road sections passing

through towns, namely Pinjore, Kalka and Parwanoo in

this project. Such bypass section of this new alignment is

being constructed in hilly terrain involving embankment

construction of height upto about 20 m and slope cutting

upto 25 m. Suitable slope protection measures are

required in slope cutting sections to prevent occurrence

of landslide/ rockfall. The task of ‘Validation of Slope

Protection Measures’ was taken up by CRRI.

CRRI undertook detailed field and laboratory

investigations including electrical resistivity studies

to characterise slope forming material. The slopes

comprise of weathered shale/ conglomerate/ soil mix.

Stability of slopes was analysed using software. The

analysis showed that even though slopes are safe

under normal serviceability conditions, when saturation/

earth quake conditions are considered, the slopes had

factor of safety less than one. Hence, passive protection

measures like provision of steel rope net/ cable panel,

turfing with netting, ISMB fencing, etc have been

suggested.


Validation of Slope Protection Works of Zirakpur-Parwan

Four Laning Project (Himalayan Expressway)


from


12. Preparation of Guidelines on ‘Recommended

Practice for Treatment of Embankment and

Hill Slopes For Erosion Control




ii. Indian Roads Congress (S)


The impact of highway location on the environment

is a major concern to the highway engineer and

the public. The highways, if they are not properly

located, designed, constructed or maintained, would

be subjected to erosion and may at times contribute

sediments to the streams. The control of soil and water

is basic to the protection of the road structure and

the conservation efforts; therefore, highway design,

construction and maintenance procedures must

be continuously evaluated to minimise erosion and

sedimentation problems. Erosion can be controlled

to a considerable degree by geometric design,

particularly through aspects relating to cross section.

In some respects the control is directly associated

with proper provision of drainage and fitting landscape

development. Thus effect of erosion should be

considered in the location and design stage. Instances

are not wanting where many embankment slopes

made up of different types of soils have suffered a

high degree of damage due to erosion from rain and

wind. Denudation of vegetation from soil slopes or

the lack of vegetative cover on embankment slopes

is often responsible for formation of rills and rain-

cuts, eventually leading to a surficial slide or to an

undermining of the edges of the road pavement

structure. When vegetation is established on the

slopes, there becomes available an effective dense

network of root system, penetrating to a depth of about

0.5 to 0.75 m into the slope, which serves to anchor

down the soil mantle and render it resistant to erosion.

CRRI took up the task of revising the IRC Guidelines

on erosion control (IRC:56) which was formulated in


1974. Presently this task has been completed and

IRC Council has approved the revised guidelines

prepared by CRRI. This revised guideline highlights

the techniques of establishing a vegetative cover

on embankment slopes by different methods such

as use of organic mulch, readymade turfs of grass,

application of jute or coir nettings, etc. In the recent

past, considerable research has been carried out in

the field of ‘Use of Geosynthetics’ for erosion control.

There is also an emerging area of bioengineering

techniques, which can be adopted for erosion control

by field engineers. These aspects have been kept in

view while revising these guidelines.


Guidelines on ‘Recommended Practice for Treatment of

Embankment and Hill Slopes for Erosion Control.


from


Phone: 011-26842612;

Fax No. : 011-26845943, 011-26830480


C. R&D ACTIVITY REPORT BY CONSULTANCY

FIRMS/CONTRACTORS/CONCESSIONAIRES

1. Evaluating In Situ Performance of Neoweb Novel

Polymeric Alloy (NPA) Geocell Reinforcement

for Service Roads on Expansive Clay at Govind

Dairy Factory, Phaltan

Date of Start and Duration : March 2010

Date of Completion : April 2011

i. Dapatment of Civil Engineering, Indian

Institute of Technology Madras, Chennai (R)

ii. PRS- Professional Reinforcement Solution,

Israel (S)

iii. Technochem Agencies (I)

iv. Govind Milk & Milk Products Pvt. Ltd.

(C)

Special Situations/ Problems faced During

Investigations/ Constructions

● Subgrade – Restrain expansive clay subgrade

and increase bearing capacity, lime treatment and

NPA geocell stiffened the pavement structure.

● Reinforcement – Neoloy@ Neoweb@ cellular

confinement system manufactured by PRS

was installed in base layer with local morrum

infill, whose modulus was improved by the NPA

Neoweb.

● New Concept – evaluates and calibrates the

magnitude of the Modulus Improvement factor

(MIF); i.e. the increase in modulus of NPA Neoweb

reinforced vs. Unreinforced sections.

● Laboratory Limitations – validated modulus

improvement by back calculations of static plate

load test.

● Field investigations – on site forensic investigation

revealed large indigenous boulders under

unreinforced section, affecting data collection for

unreinforced section.

Methodology / Procedure adopted for solving the

Problems

● Installation – Neoloy based Neoweb geocell was

installed in base layer of access road and infilled

with locally available granular material.

● Laboratory Plate Load tests- Test pavement

structures over soft clay subgrade with and without

Neoweb reinforcement.

● Field plate load tests- Plate load tests at Govid on

Neoweb and unreinforced pavements generated

pressure settlement data for interpreting layer

modulus.

● Data was calibrated via back calculation using US

DOT Kenpave pavement design program.

● Modulus Improvement Factor- the structure design

performance was validated by the mechanistic-

empirical design method which utilized the MIF

which was confirmed by the field testing

Any New Materials/ New Technologies if Adopted

Utilization Potential – Neoweb Neoloy@ provides high

tensile strength, rigidity and durability with low polymeric

creep & low coefficient of thermal expansion. Neoweb

confinement increases the modulus and bearing capacity

of granular materials in structural layers. This enables

the use of low quality local and recycled material in the

base layer reinforcement for pavements.


New Methodologies – The layered elastic model defined

by thickness, modulus and poisson ratio is applied to

evaluate the Neoweb reinforced base layer as compared

to an unreinforced layer. Pressure settlement data was

generated by plate load tests in laboratory and in-situ.

Black calculation method were used to calibrate the

Modulus Improvement Factor (MIF).

Performance of such New Materials/ Technology

Laboratory test results- modulus of Neoweb layer was

nearly 3 times greater than the unreinforced layers.

In-situ Tests

● Visual observation – after 9 months and 1 severe

monsoon season, Neoweb pavement section

maintained perfect level surface and good riding

quality while unreinforced section evidenced

severe rutting.

● Plate load tests- average settlement of 3.35mm

under 10T load in Neoweb reinforced section.

● Analysis by US DOT Kenpave program

Conclusions

● Neoloy Neoweb increases layer strength and

stiffness with low quality (low-modulus), low cost

infill.

● Field test data supports previous research,

calibrates and substantiates Neoweb modulus

Improvement Factor (MIF) of 2.75.

Additional R&D / Work required in this area

Conduct additional laboratory plate load tests with

different infill material for Neoweb cellular confinement

system, as well as in situ plate load tests in following

years.

Further details can be obtained from

Dr. K.Rajagopal, Department of Civil Engineering,

IIT Madras, Chennai-600 036.


III. BRIDGE ENGINEERING

SUMMARY

Under this section, four projects have been reported by CSIR-SERC, Chennai covering topics such as long term

performance studies of arch bridges, technologies for structural health monitoring of bridges, vibration studies on

bridges and mathematical model for repaired concrete bridges.

Evaluation of performance of bridges is a major task to ensure their safety. It also helps in planning the maintenance

scheme of bridges. CSIR-CRRI has reported completion of two projects in which a bridge with distressed pier caps

and a bridge with impact damaged longitudinal girders were investigated and suitable repair/strengthening schemes

were suggested and implemented.

There are large number of distressed bridges in our country which require inspection, repair and strengthening

for their efficient maintenance. An indigenously designed Mobile Bridge Inspection Unit (MBIU) is being designed

and fabricated for bridge inspection by CSIR-CRRI and CSIR-CMERI-CoEFM and the project is partially funded by

DST. Also, a Critical Infrastructure Information System in GIS Environment is being developed by CSIR-CRRI, New

Delhi for maintenance management of bridges. This consists of development of various modules such as Inventory

Module, Inspection Module, and Load Carrying Capacity Module, Maintenance/Rehabilitation/Strengthening Module,

Budgeting Module and Advance Decision Support System Module. For the ease of implementation, the road network

of Ghaziabad District has been considered.

Corrosion of reinforcement is a major cause of distress in bridges especially located in coastal areas. CSIR-CRRI

has undertaken a new Research Scheme (B-42) sponsored by MORTH, under which corrosion susceptibility of steel

reinforcement protected with anti-corrosive coatings embedded in ordinary concrete vis-a-vis steel reinforcement

without anti-corrosive coating embedded in high performance concrete will be evaluated.

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

funded by MORTH.


1. Development of Bridge Maintenance Management System

2. Creation of Complete Range of Independent Testing Facility for Expansion Joints

3. Long Term Performance Monitoring of Arch Bridges

4. Repair and Strengthening of Bridges



TIME

1. Long-term Performance Assessment of

Masonry Arch Bridges under Dynamic Loading

Conditions



● CSIR-Structural Engineering Research

Centre, Chennai (R, I)

● Southern Railways, Chennai (S)

Scope and objectives

Long-term performance assessment of a masonry arch

railway bridges underdynamic loading conditions.

Methodology

A masonry stone arch bridge between Tirutani and

Nagari was instrumented with flat jacks for evaluating the

performance of the bridge under increased axle loads of

freight wagons. Flat jacks were inserted into the arch

span at two locations by cutting slots along masonry

joints. After cutting the slot, the flat jack was inserted into

the slot and then the slot was grouted fully for ensuring

proper contact with the masonry. A pressure sensor was

connected to the flat jack for measuring the pressure

exerted during testing. Dynamic load test at various

speeds of the Loco with bogies was conducted to obtain

response of the bridge under dynamic loads. Response

of the bridge was also measured due to traction and

braking effects. Using the flat jack stresses due to live

loads are evaluated. Further, long-term performance

evaluation of the bridge is being carried out using flat

jack technique.

Interim conclusions/conclusions/supporting data

Condit ion assessment of masonry bridges is

evaluated.


The outcome of the investigation is useful to evaluate

the structural safety of old masonry bridge and also

used to design the strengthening/repair measures, if

necessary.


Director, CSIR- Structural Engineering Research Centre,

Chennai

2. Development of Structural Health Monitoring

Schemes for Civil Engineering Infrastructure

in India using Smart Sensing Technologies


Date of Completion (Targeted/Actual) : March 2013

i. CSIR – Structural Engineering Research

Centre (R, I)

ii. Indian Institute of Technology Madras,

Chennai (I)

iii. National Program on Micro and Smart

Systems, ADA, Bangalore (S)


To formulate and implement a cost effective smart

structural monitoring framework for remote and wireless

monitoring of the health of civil engineering infrastructure

with a special focus on existing railway / highway bridges

in India taking advantage of recent developments.

Methodology

● The work involves development of low cost remote

/ wireless smart structural health monitoring (SHM)

strategies for ageing infrastructure especially railway

/ highway bridges. Further, the applicability of the

developed strategy is demonstrated through an

on-field pilot project. Guidelines are proposed to

be prepared for scaling up the bridge monitoring of

railway and highway bridges in India, which can be

used to develop appropriate strategies for health

monitoring of generic railway and highway bridges.

● A comprehensive State-of-the-Art-Report on

“Analytical and Experimental Methods for Remote

and Conventional Structural Health Monitoring

Techniques of Civil Infrastructures” is prepared.

The report has ample coverage on some of the

recent trends of Structural Health Monitoring

(SHM) which include the following aspects:

o Advanced analytical techniques for damage

identification including output-only modal

analysis techniques

o Configuration and Architecture of Motes

o Sensors and fault diagnosis techniques

o Electro-mechanical impedance based

damage identification methodologies

Supporting Data

● Development of novel feature extraction techniques

for damage identification of bridges


● Laboratory level demonstration of remote

structural health monitoring techniques using

IMote2 platform


Development of new devices and systems for structural

health monitoring.


“Analytical and Experimental Methods for Remote and

Conventional Structural Health Monitoring Techniques of

Civil Infrastructures”, State-of-the-Art Report on Grant-

in-Aid Project GAP 4341, CSIR-SERC, December 2010


Director, CSIR – Structural Engineering Research

Centre, Chennai.

3. Study on Corrosion Susceptibility of Steel

Reinforcement Protected with Anti-Corrosive

Coatings / Special Treatments on Ordinary and

High Performance Concrete


Date of Completion (Targeted): May 2015

i. CSIR- Central Road Research Institute,

New Delhi (R, I)

ii. Ministry of Road Transport & Highways,

New Delhi ( S)


The objective of the project is to compare the corrosion

susceptibility of steel reinforcing bars, protected with

anti-corrosive coatings / special treatments, and

embedded in ordinary concrete vis-à-vis the un-coated

steel reinforcing bar embedded in high performance

concrete. Two grades of concrete viz. M 35 and M 40

shall be used. The commercially available anti-corrosive

coatings / special treatments for steel reinforcing bars

shall be tested. HPC shall be made using fly ash,

silica fume or ggbfs, or a suitable combination. The

mechanical properties of the plain concrete specimen

and, the corrosion potential, corrosion current, chloride

penetration, chloride permeability of the rebar embedded

concrete specimen shall tested. The flexural behaviour

of RCC beams, reinforced with the chosen reinforcement

bars shall also be tested.

Present Status & Progress

The inception report, and the State-of-the-Art-Report

have been prepared. Beam moulds have been

fabricated and the reinforcement cages are under

fabrication at the time of reporting.


State-of-the-Art-Report entitled “Study of Corrosion

Susceptibility of Steel Reinforcement Protected with

Anti-Corrosive Coating/ Special Treatment in Ordinary

and High Performance Concrete, Report No. CRRI/

BAS/B-42/2011/1, March 2011.


Director, CSIR-CRRI, Delhi-Mathura Road, New Delhi

–110 025.

Phone: 011-26832173, 26831760, Fax: 011-26845943,

26830480

e-mail: [email protected]

B. ON- GOING/ COMPLETED PROJECTS

1. Mathematical Modeling for Repaired Concrete

Structures

Date of start : October 2008

Date of completion: October 2011

CSIR-Structural Engineering Research Centre,

Chennai (R,I)

Present Status

Status : On-going

Year of Last report : 2010

Progress

Experimental investigation has been conducted for

two simply supported RC beams of span 3.74 m

(section size: 150 mm x 275 mm) strengthened by

external prestressing using single draped tendons,

as follows:

Phase-I: Inducing cracks in the RC member by

subjecting two-point load such that the strain in

untensioned steel is 80 percent of the yield strain,

and removal of load.

Phase-II: Strengthening by external prestressing while

the member is subjected to UDL (by loading sand bags)

to simulate the dead weight of a bridge girder.

Phase III: Load testing of the strengthened member

to study the post-strengthening flexural behavior till

failure.



● Flexural load carrying capacity of the strengthened

members were increased by 41percent when

compare to the calculated ultimate load capacity

of the RC member.

● Compression received due to the external

prestressing (maximum of 0.64 fpu

) has shifted

the neutral axis in the strengthened members and

increased the flexural capacity.

● Using external prestressing the induced cracks

could be closed.

● Strengthened members failed when concrete

crushing occur in the extreme compressive

fiber.


The conclusions are applicable only for the cracked RC

Beams strengthened by external prestressing with single

draped steel tendons, in which limitation of the crack is

such that the untensioned steel is not yielded.

Recommendations for further work (if completed)

Investigations are still going.


Manisekar, R., Sivakumar, P., Lakshmikandhan K.N.

and Ravichandran, R., (2010) “Strengthening of

Concrete Beams by External Prestressing-Various

issues”, Proceedings of the Seventh Structural

Engineering Convention (SEC-2010), Annamalai

University, Annamalainagar, 8-10 December 2010,

pp.814-823.


Director, CSIR-Structural Engineering Research Centre,

Chennai.

2. Studies on Vibration Characteristics for

Damage Identification


Date of completion (Targeted) : March 2012

CSIR-Structural Engineering Research Centre,

Chennai (R,I)


Status: On-going


Progress

Forced vibration testing of reinforced concrete beam of

3.3 m overall length withcross section of 0.3 m x 0.3 m

was carried out using the electro-dynamic shaker and

impact hammer towards damage identification based

on system parameters. Vibration testing was also

performed at different levels of damage that was induced

by static loading. Dynamic characteristics (frequencies

and mode shapes) were calculated based on measured

vibration data.

Analytical and experimental studies were also carried

out on a reinforced concrete (RC) slab strip towards

identification of damage using vibration characteristics.

The dimensions of the slab strip are 3.3 m long, 0.1 m

deep and 0.5 m wide. Experimental studies were carried

out on the slab strip by applying incremental static load.

The first crack was observed at 7.9 kN. The subsequent

cracks were observed at 10 kN. The yielding of the

reinforcement occurred at 16.2 kN. Further, to study

the changes in vibration responses at various damage

levels, vibration testing was conducted at different

damage levels.

Transient dynamic analysis of reinforced concrete

slab strip was also carried out at selected damage

levels, i.e., initial cracking, yielding of steel, failure of

the concrete element in order to study the variation

in vibration responses with damage. The stiffness

matrix corresponding to selected damage level was

used for transient dynamic analysis. Displacement and

acceleration time histories were obtained corresponding

to each damage level including undamaged case. The

frequencies obtained from the power spectral plots

clearly indicated decrease in frequencies with the

progression of damage. Steep decrease with increase

in damage level was observed in frequencies of higher

modes. It was also observed that the amplitudes

increase with increase in the level of damage/cracking.

Further studies are being carried out to study the effect

of damage on nonlinearity in vibration responses of

reinforced concrete structural elements.


A significant shift in natural frequency of reinforced

concrete beam at different levels of damage was

observed. Shift in frequencies of different modes during

different levels of damage was also quantified. The


frequencies corresponding to undamaged, first crack

and yielding of reinforcement cases are found to be

52.34 Hz, 45.16 Hz, 36.25 Hz, respectively.


1. V. Srinivas and K. Ramanjaneyulu, “Artificial

Neural Networks for Structural Damage

Detection using Modal Data”, Journal of the

Institution of Engineers (India), Vol 91, May

2010, pp.3-9.

2. V.Srinivas, K., Ramanjaneyulu and Antony

Jeyasehar “Multi-Stage Approach for Structural

Damage Identification using Modal Strain Energy

and Evolutionary Optimization Techniques”,

International Journal of Structural Health

Monitoring, 10(2), 2011, 219–230.

3. V. Srinivas, Saptarshi Sasmal, K. Ramanjaneyulu

and Nagesh R.Iyer, “Vibration Testing of a Concrete

Bridge for Evaluation of Modal Characteristics”, Jl

of The Bridge & Structural Engineer, Vol 39, No.3,

September 2010.

4. V. Srinivas, C. Antony Jeyasehar, Saptarshi Sasmal

and K. Ramanjaneyulu “Modal Characteristics

Based Computational Approaches for Structural

Damage Identification”, Proc. of Structural

Engineering Convention -2010 (SEC2010), 8-10

December 2010, Annamalai University, Tamilnadu,

Vol II, pp. 709-720.

5. V. S r i n i v a s , K . R a m a n j a n e y u l u a n d

C. Antony Jeyasehar “A Combined Evolutionary

Optimization and Modal Strain Energy Approach

for Damage Identification in Structures”, Proc.

of International Conference on Theoretical,

Applied, Computational and Experimental

Mechanics (ICTACEM 2010), December 27-29,

2010, IIT Kharagpur, India.

6. M. Kishor Kumar, V.Srinivas, P. Eswaramoorthi,

K. Ramanjaneyulu, Non-Linear Numerical

Investigations of Reinforced Concrete Beam

towards Damage Identification, Proc. of National

Conference on Innovations in Civil Engineering-

NCIEC’11, 26th March 2011, Erode, Tamilnadu,

pp. 31-43.

Further information/copy of report be obtained

from

The Journal Papers and Conference Proceedings are

in Public Domain.

3. Development of a Critical Infrastructure

Information System in GIS Environment for

Maintenance of Bridges on National and State

Highways

Date of start : February 2005

Date of completion : March 2012


New Delhi (R.I)

ii. Department of Science and Technology,

New Delhi (S)


On-going

The following work has been completed:

● Collection of data from bridge Authority

● Procurement of satellite data

● Preparation of a base map for Ghaziabad district

and other features from topographical maps and

satellite data.

● Generation of existing road network for NH and SH

● Generation of Bridge inventory

● Preparation of Thematic Base Maps of the area

● Upgradation of GIS Database and spatial

analysis

● Development of bridge /culvert inventory

module

● Development of culvert and bridge inspection

module

● Development of Load carrying capacity module

● Development of Methodologies & Algorithm –

Repair & Strengthening module

● Development of Methodologies & Algorithm -

Budgeting module

● Criteria for prioritization of maintenance of

bridges

The following work is in progress:

● Development of user friendly and webenable

software in .NET environment and database

in SQL and report generation using CRYSTAL

software

Significance/ Utilization Potential:

The software being developed could be effectively

used as Bridge Maintenance Management System in


GIS environment, which is very much required for our

Country.

Recommendations for further work/ further proposed

work

● Integration of all the modules by advanced

decision support system

● Preparation of final report


● Rajeev Goel, R.K. Garg, P. Lakshmy and

Ram Kumar (2010), "Assessment of Residual

Life of Existing RCC Bridges", Proceedings

of Joint IABSE-fib Conference on CODES IN

STRUCTURAL ENGINEERING - "Developments

and Needs for International Practice", Cavtat,

Dubrovnik-Neretva County, Croatia, May 3-5,

2010, pp.1209-1216.

● "Development of a Critical Infrastructure

Information System in GIS Environment for

Maintenance of Bridge", Report No. CRRI/BAS/

GAP-4456/2010/11 July 2010.


from

The Director, Central Road Research Institute, Mathura

Road, New Delhi 110 025.

Phone: 011-26832173, 26831760, Fax: 011-26845943,

26830480,


4. Development of One Prototype of the Bridge

Inspection Unit


Date of Completion (Targeted) : June 2012


New Delhi (R,I)

ii. Department of Science & Technology, New

Delhi (S)


Status : On-going


Progress

To facilitate the proper inspection of the bridge a truck

mounted device called the Mobile Bridge Inspection

Unit (MBIU) was planned to develop indigenously.

The MBIU is a mechanical device mounted on a truck

which is being developed jointly by CSIR-CRRI and

(CSIR-CMERI-CoEFM, Ludhiana (erstwhile MERADO

renamed as Centre of Excellence for Farm Machinery)

with partial grants from DST. The objective of this project

on the MBIU is to design and fabricate indigenously a

mobile bridge inspection unit.

The major activities involved in the development of the

MBIU are

(a) Design of the structural frame and joints

(b) fabrication of the frame and the joints

(c) Procurement of a truck and the modification of its

the suspension system, fixing of additional axles

and modification of chassis

(d) Construction of the test platform along with ramp

(mimicking the bridge) for testing of various

components over it before fitting on the truck

(e) Fitting of the frames on the truck

(f) Development and installation of the control

system, to integrate the operations of various

components of MBIU

(g) Testing and Demonstration of the functions of the

MBIU.

Regarding the present progress/ status of the project,

the activities (a) and (b) have been completed. Regarding

the activity (c) a Tata truck with BSIII compliance has

been procured. The vehicle has been temporarily

registered in the name of CRRI. The suspension system

has been fitted at Pune and the truck has been brought

back to COEFM, Ludhiana. The strengthening of the

existing chassis of the truck is under progress. The

activity (d) is in progress. Under the activity (e) the frame

and the joints have been tested individually for their

intended functionality at the raised test platform.

Significance /Utilization Potential:

The Mobile Bridge Inspection Unit being fabricated

indigenously could help in visual inspection of in accessible

parts of the bridge with ease. The technology could be

used in the fabrication of more number of less expensive

MBIU’s, which are very much required in our country.


Applicable for 2-3 lane bridges only.


Interim reports



from

Director, Central Road Research Institute, Delhi-

Mathura Road, New Delhi 110 025

Phone: 011-26832173, 26831760, Fax: 011-26845943,

26830480,


5. Creation of Complete Range on Independent

Testing Facilities for Expansion Joints at

Central Road Research Institute (CRRI) (B-34

Research Scheme)


Target Date of Completion : March 2012

i. CSIR-Central Road Research Institute, New

Delhi (R, I)

ii. Ministry of Road Transport and Highways (S)

Scope and objective

To create an independent testing facility for expansion

joints consisting of the following:

● Opening movement vibration (OMV) test/cyclic

motion test.

● Fatigue test on expansion joints assemblies

● Debris expulsion / Pull out test

● Ponding test

● Upgradation of the existing Shimadzu universal

testing machine (UTM)

● To set up test for the chemical composition of steel

and neoprene seal


On-Going

Further Finding/Conclusions /Supporting Data

During the reporting period the following test facilities

have been created:

Further the testing system requirements to conduct the

(a) cyclic motion test, (b)debris expulsion test, (c) pull

out test (d) OMV test (e) fatigue test and (f) seal push

out test of expansion joints have been finalized.

Significance/ Utilization Potential

The facility being could be used to evaluate the raw

materials used in expansion joints/ bearings well as for

testing of different types of expansion joint assemblies

as stated in IRC: SP:69.

Sr.

No.

Type of Material Type of Property of Evaluate Testing Standard

A. Chloroprene Seal Hardness•

Tensile Strength•

Elongation of Fracture•

Tear Propagation Strength•

Shock Elasticity•

Abrasion•

Residual Compression Strain•

Ageing in hot air•

Swelling behaviour in oil•

Cold Hardness point•

Adhesion Strength•

ASTM D2240

ASTM D412

ASTM D412

ASTM D624C

ASTM D7121

ASTM D5963

ASTM D395

ASTM D573-04

DIN 53521

ASTM D1043

IS :3400 (Pt-14)

B. Edge Beam

(Steel)

Mechanical Properties•

Thickness of Paint Coating•

Inspection of Weld joints•

IS:1499/IS:1608

-

LPT



from

Director, Central Road Research Institute, Delhi

-Mathura Road,New Delhi- 110 025.

Phone : 011-26832173, 26831760, Fax : 011-26845943,

26830480


6. Rehabilitation of Sultanpuri Bridge at RD

21260 m on Supplementary Drain, Delhi


Date of Completion (Actual) : June 2010


New Delhi (R, I)

ii. Irrigation & Flood Control Department,

New Delhi (S)


To carry out visual inspection of superstructure and

pier caps of four spans of the bridge and determination

of in-situ concrete strength of superstructure and

substructure (deck slab, longitudinal girders,

diaphragms, pier and pier cap) through non-

destructive tests. To suggest suitable rehabilitation

measures for the pier caps and for other components

(if required).

Methodology

Conducted non-destructive investigations such as

Schmidt Rebound Hammer test for estimating the

compressive strength of concrete, Ultrasonic Pulse

Velocity test to find out the uniformity of concrete

and strength of concrete and chloride content on four

spans.


Based on the investigation, rehabilitation measures

have been suggested for the pier caps and other

components. The existing elastomeric bearings need

to be replaced with new elastomeric bearings of the

same dimensions. The expansion joints are also

needs repair or to be replaced with strip seal type

expansion joints.


Technical Report entitled “Rehabilitation of Sultanpuri

Bridge at RD 21260 m on Supplementary Drain, Delhi

Report No. RRI/QSP/BAS/CNP-1652.


Director, CSIR-CRRI, Delhi-Mathura Road, New Delhi-

110 025

Phone : 011-26832173, 26831760, Fax : 011-26845943,

26830480,


7. Strengthening Measures for Kalimati Bridge,

Jamshedpur




New Delhi (R,I)

ii. TISCO, Jamshedpur (S)


To suggest the strengthening measures of impact

damaged bridge based on NDT.

Methodology

The visual inspection of the 45 year old, 4-span, RCC

T-girder road over bridge at 30º skew at Kalimati road,

Jamshedpur was carried out to quantify the type and

extent of damage occurred to the longitudinal and cross-

girder near the central pier. During the visual inspection

it was noticed that the bridge was gunited sometimes

back, prior to the impact damage. Subsequently, the

non-destructive investigations of the distressed spans

of the bridge were carried out by conducting the Schmidt

Rebound Hammer test, Ultrasonic Pulse Velocity test,

Core test, Rebar Locator Test and Carbonation test.


Based on the results of the study it was concluded

that no major damage to the bridge has occurred due

to the collision of the vehicle with the bridge deck

and the damaged portion is repairable. The scheme

for repair of the damaged portion of the bridge was

suggested.


Strengthening measures for Kalimati Road Bridge,

Jamshedpur, TATA Steel Limited, Jamshedpur, Report

No. CRRI/BAS/CNP-1665.


Director, CSIR-CRRI, Delhi-Mathura Road,

New Delhi-110 025


8. Assessment of Load Carrying Capacity

of a Bridge at Koteshwar HE Project,

Uttarakhand


Date of Completion (Actual) : January 2011

i. CSIR-Central Road Research Institute,

New Delhi (R,I)

ii. THDC Ind ia L im i t ed , R i sh i kesh ,

Uttarakhand (S)


To assess the load carrying capacity of an existing Bailey

Bridge through load testing.

Methodology

Prior to load testing of bridges, steel samples were

collected and tested for properties. The bridge was

modeled and analysed using RM-2006 software for

IRC 30R tracked and wheeled loading to obtain the

load effects. Subsequently, load testing of the bridge

was carried out for placing the load symmetrically and

asymmetrically and deflection was measured during

loading and unloading. Temperature corrections were

applied to the measured deflections.


Based on the results of load testing, theoretical analysis,

conclusions were drawn on the ability of superstructure

to withstand the IRC 30R loading.


Technical Report entitled “Assessment of Load Carrying

Capacity of Bailey Bridge, Koteshwar Hydroelectric

Project, Uttarakhand”, Report No. CRRI/QSP/BAS/

CNP-1712, January 2011.


Director, CSIR-CRRI, Delhi-Mathura Road, New Delhi-

110 025.

Phone : 011-26832173, 26831760, Fax : 011-26845943,

26830480



IV. TRAFFIC & TRANSPORTATION

1. PLANNING & MANAGEMENT

SUMMARY

Research/Consultancy works reported in the area of Traffic & Transportation-Planning & Management on comprehensive

traffic and transportation studies of various cities, feasibility studies for cities and airport links. Traffic circulation plans,

master plan of expressways network in India, travel time related performance measures and GIS applications in

transportation sector are reported.

Out of total 31 studies reported, 11 studies were on comprehensive traffic and transportation studies of various cities

further focusing on airport links, feasibility studies for cities. 7 Projects completed on investigation on various aspects

of Traffic circulation and management plan at intersections, feasibility of RUB and Master plan of national highway

network of Expressways in India and one on Evaluation Study on Use of On-Site Visualization Method for Monitoring

of Safety Management at Construction Site . 12 on-going projects include studies on comprehensive traffic and

transportation studies, in addition to this, feasibility study of various public transport systems such as Metro, airport

connectivity and computerized Inventory of Roads, Travel Time Related Performance Measures, Application of

Geographical Information System (GIS) in Traffic Congestion Management and Development of GIS Based National

Highway Information System.


1. Traffic Management, Traffic Flow and Transportation Planning

2. Feasibility Studies for Various Studies and Airport Connectivity

3. Simulation Studies for Capacity Analysis Under Heterogeneous Traffic Conditions

4. Road User Cost Models for High Speed Multi Lane Corridors.

5. Travel Time Related Performance Measures

6. Application of GIS in Transportation Sector



TIME

1. Preparation of Computerized Inventory of

Roads for Peravoor and Kuthuparamba Block

Panchayaths in Kannur District


Date of Completion (Targeted /Actual):

March 2011


Centre (NATPAC) (R)


The scope of the study is limited to rural roads

coming under the rural local bodies comprising of

Grama Panchayaths, Block Panchayaths and District

Panchayath. Within the scope, the objectives of the

study are:

• Identification of all sub settlements (wards) within

each Grama Panchayath in the study area;

• Listing of all roads passing through the settlements

(all categories);

• Inventory of Grama Panchayath roads (roads

having a minimum width of six meters that can be

developed to motorable standards and a minimum

length of 500 m), and

• Preparation of digitized road maps with supporting

data for each Grama Panchayath using the GIS

format.

Methodology

• Settlement level data-sub settlement (within

each Panchayath) identification, road availability,

location of facilities

• Road level data-connecting settlements, population

benefited, facilities along the road

• Road inventory-length, width, surface type,

settlements connected

• Road mapping-base maps(cadastral) provided

by the Kerala State Land Use Board were

further modified by Digitizing, Mosaicing, Geo-

referencing, Scaling using GIS format and

development of attribute tables

Interim Conclusions/ Conclusions/ Supporting

Data

• Assessment of settlement level connectivity

• Total settlements

• Connected/unconnected

• Road length requ i red for connect iv i ty

improvements

Significance /Utilisation Potential

Development of an authentic spatial data base on Grama

Panchayath roads together with supporting information

required for the development of plan documents and

rural road management system in GIS platform.

Limitations of Conclusions/ Recommendations for


Updated road details along with settlement level data

can be used for the preparation of Road Development

Plan required for PMGSY, Bharath Nirman or NABARD

funded road development schemes.


Preparation of Computerized Inventory of Roads for

Peravoor and Kuthuparamba Block Panchayaths in

Kannur District.

Further information/ Copy of report can be obtained

from

The Director, National Transportation Planning and

Research Centre, Sasthra Bhavan, Pattom Palace


2. Integrated Development of Transport

Infrastructure for an emerging Town –

Kottarakkara Gramapanchayath in Kollam


Date of Completion (Targeted /Actual):

March 2011


Centre (NATPAC) R


The scope of the study was to understand the existing

transport infrastructure facilities available in the

Kottarakkara Panchayath and to suggest and formulate

strategies for improving the mobility within the region.

Methodology

● Discussion with Local Administration

● Inventory of Roads/other transport infrastructure

facilities


● Traffic Surveys

o Traffic Volume – Midblock and

Intersection

o Speed and Delay

o Parking Survey

o Pedestrian Volume

● Data Analysis

Interim Conclusions/ Conclusions/ Supporting

Data

The present status of various transport infrastructure

facilities in the study area was assessed. The traffic

demand on the existing system was quantified.

Significance /Utilization Potential

The data obtained will be used for assessing the need

for new infrastructure facilities required to be developed

in the town taking into account its future developments

also.

Limitations of Conclusions/ Recommendations for


Scope for developing bypass/ring road for the town

to be assessed and the alignment for the same to be

identified.


"Integrated Development of Transport Infrastructure for

an emerging Town – Kottarakkara Gramapanchayath

in Kollam".


from

The Director, National Transportation Planning and



3. Traffic and Transportation Studies for 23

Towns in Kerala State

Date of Start : 20 April 2010

Date of Completion : 25 March 2011

i. National Transportation Planning and

Research Centre (NATPAC) (R)

ii. Department of Town and Country Planning,

Government of Kerala (S)


• To assess the existing condition of road network

and transportation issues of selected towns in

Kerala State

• To study the traffic volume on selected roads and

to assess the deficiencies of the road system

• To analyse the origin-destination characteristics of

traffic passing through the town and to estimate

the extent of by- passable traffic

• To estimate the traffic demand for the horizon

year and formulate a suitable transportation

development plan for the selected towns

Methodology

The study was carried out in 23 small and medium

sized towns in Kerala State, where Preparation of

Development Plan for next 20 years is in progress. The

lists of towns identified for the study are given below:

● Large Towns (Population above one lakh)

(7 No. of Towns)

Thiruvananthapuram, Kozhikode ,Kollam, Thrissur

town, Alappuzha, Palakkad, Kottayam

● Medium Towns (Population between 50,000 &

one lakh) (6 No. of Towns)

Vadakara, Neyyattinkkara, Kayamkulam, Kannur,

Malappuram, Kasaragod

● Small Towns (Population below 50,000)

(10 No. of Towns)

Thodupuzha, Pathanamthitta, Kothamangalam,

Angama ly, Nor th Paravoor, Ka lpe t ta ,

Moovattupuzha, Adoor, Aluva and Idukk

The tasks undertaken include:

• Design and conduct of primary surveys covering

road inventory, volume count, O-D survey, screen

line counts, goods transport, parking, speed and

delay and collection of data pertaining to rail, water

and air transport services in the study town;

• Analysis of data to prepare a base line data report

of the town, and identification of deficiencies in

road network and major travel corridors;

• Estimation of traffic and transport demand for

horizon year; and Preparation of short-term and

long-term traffic and transportation development

proposals for the selected towns.


Analysis of data : The data collected from the field studies

were analyzed using appropriate computer software.

From the analysis, the base year travel characteristics

of the study area were obtained namely:

• Deficiencies in existing transportation system.

• Capacity of major roads, and intersections.

• Parking demand and supply.

• Pedestrian demand.

• Inter-city passenger movement and freight

transportation.

• Inter-city vehicular traffic.

Forecasting of travel demand : Transportation plans

are long range and involve planning for future target

year. The usual horizon period of transportation plan

varies from 15 to 25 years into the future. Provision of

facilities such as widening of roads, transport terminals,

restructuring of the public transport system and

development of off-street parking-lots will come under

this category. Therefore, the facilities are designed

to meet the travel demand for the anticipated future

year. Future transportation demand is tied up with the

future land use, economic activities, future population

and employment data. For forecasting of future travel

demand, a horizon year of 2030 was considered and

accordingly future levels of traffic on the road system

were estimated. Growth rate method was used to project

the traffic demand for various horizon years.

Preparation of traffic and transportation improvement

proposals : To meet the base year and projected demand

for various horizon years, a long term transportation

development plan was formulated for each of the

identified towns. The proposals include: planning of

future transport system and network improvements such

as developing parallel roads, missing links, bypasses for

inter-city movement, grade-separated pedestrian facilities

across busy roads, flyovers at major intersections, over

bridges/underpasses and development of integrated bus

terminals. These proposals would become an integral

part of the Master Plan being finalized for the selected

urban centres.

Conclusions and Significance/Utilization potential

Based on detailed studies, base line data pertaining to

traffic and transportation system has been prepared for

all 23 towns. The base line data contains an evaluation

of existing transport network in the study area, volume

and capacity ratio and utilization of major roads, parking

demand, pedestrian traffic, intersection studies, inter-city

passenger and goods traffic movement. Projection of

traffic on major roads has been carried out for various

horizon years considering the growth potentials of the

study area. Based on traffic projection, a long term

development plan and transport network plan has been

prepared covering all modes of transport namely: road,

rail, and water transport. The data base and the long term

transport development plan contained in this report would

be useful to the Town and Country Planning Department

for finalization of Development Plan for the towns.


The Reports are completed and available for reference

in NATPAC.

Further information/copy of report can be had from




4. Traffic and Transportation Studies for Cochin–

Coimbatore, Industrial Corridor in Kerala and

Tamil Nadu States

Date of start : January 2011

Date of completion : April 2011

i. National Transportation Planning and

Research Centre (NATPAC) (R)

ii. Infrastructure Kerala Limited (S)


• To assess the traffic potentials for developing the

identified corridor for industrial development;

• To study the traffic pattern and characteristics of

goods vehicles passing through the study area;

• To project the passenger and freight traffic for the

next 20 years; and

• To suggest transport infrastructure requirements

for the study region.

Methodology

The following tasks were performed:

• Collection of socio economic data for the study

area and time -series traffic data

• Traffic surveys and analysis

• Traffic demand estimation

• Preparation of project report


The study was confined to the transportation corridor

between Cochin and Coimbatore (193 km long) with

a band width of 50 km on either side of the existing

arterials road corridors.Collection of Secondary data

pertaining to the socio-economic profile of the study

area was collected from census publications. Past traffic

volume data were obtained from study reports prepared

by NATPAC and other organizations during the last ten

years. Classified traffic volume counts were carried out at

important locations on the Cochin-Coimbatore industrial

corridor. The survey was carried out continuously for a

period of three days at three locations and for one day at

two locations. Origin-destination survey was carried out

continuously for a period of 24 hours at five locations

where volume count survey was conducted.

Analysis of data: The data compiled from the field

were analyzed to arrive at the base year traffic of the

study area and prediction of future traffic scenario. The

following parameters were used to assess the base year

traffic scenario:

● Average Annual Daily Traffic (AADT) along the

study corridor

● Pattern of passenger traffic and freight movement

Volume count data collected from the selected locations

were analyzed to estimate the daily traffic volume

and converted into Passenger Car Units (PCU) using

conversion factors suggested by IRC. Daily traffic

volume was then converted into Average Daily Traffic

(ADT) using conversion factors obtained from past traffic

data. This was done to account for weekly variations

in traffic volume. Average Daily Traffic Volume (ADT)

estimated above was converted into Average Annual

Daily Traffic (AADT) to account for seasonal variations

in traffic volume. Past traffic data were used for obtaining

the conversion factors.Origin-destination details of

passenger and goods traffic passing through the survey

points on the Cochin Coimbatore industrial corridor were

analyzed to obtain the pattern of movements taking

place among various regions. For this purpose, the

study region was divided into a number of zones so as

to identify the traffic generating and attracting points.

Future traffic scenario: Future traffic scenario of the

study region was evolved by considering various traffic

flow likely to pass through the corridor and projecting

the same for various horizon years. Three types of

traffic flows were considered for the purpose of traffic

projection. They were;

● Existing traffic volume passing through the study

region

● Traffic flow generated due to the impact of

proposed infrastructure in the study region

● Traffic flow generated and induced to the existing

travel corridors due to the proposed improvements

in the road network.

● Existing traffic volume: Growth rate method was

used to project the base year traffic volume for

various horizon years. In this way, future traffic

flow arising out of growth in vehicle population,

socio-economic and industrial development

was accounted for. Two different methods

were adopted to estimate the growth rates. By

comparing the growth rates obtained from both

methods, realistic growth rate for passenger and

goods vehicles were adopted for various horizon

periods.

o ADB method: This is a method employed by

Asian Development Bank for their highway

projects. In the case of passenger vehicles,

the growth rates are obtained based on the

parameters of annual population growth

rate and per capita income growth of Kerala

State. In the case of goods vehicles, the

growth rates are calculated by taking the

weighted average of the growth of industrial

and agricultural sectors of the States of

Kerala, Karnataka and Tamil Nadu.

o Traffic growth method: Under this method,

data pertaining to past traffic volume were

obtained from earlier studies carried out in

the study region.

● Generated traffic due to infrastructure development:

This component of traffic pertains to the additional

demand arising out of infrastructure development

proposed for the study region. To assess the

extent of such traffic, a three stage method was

used.

o In the first stage, additional income generated

in the region due to the investment on

infrastructure development was quantified.

The concepts of marginal propensity to

consume and investment multiplier were

used for quantification of additional income

generated.

o In the second stage, income elasticity

of traffic demand was estimated from

time series data available on gross state

domestic product and vehicle population

for the study region.


o The third stage involved the estimation of

projected vehicle population in response

to the additional income generated in the

region. The data were then used to arrive

at the proportion of generated traffic.

From the three stage procedure adopted, generated

traffic arising out of infrastructure development was

derived for both passenger and goods traffic demand.

● Generated and induced traffic: Generated traffic

reflects the economic “law of demand’, which

states that consumption of a good increases as

its price declines. Induced traffic is defined as

the additional traffic that has been induced by

the project through mode changes, destination

changes, trip re-timing, trip frequency changes

or new trips associated with different land

uses.

In the present study, Variable Trip Matrix (VTM) method

is used to model Generated and Induced Traffic. In

this VTM method, an elasticity approach, where all

responses are subsumed into a single elasticity, is used

to estimate the Generated and Induced Traffic. The basic

model used for estimating the Generated and Induced

Traffic is based on elasticity of demand for travel in

response to reduction in generalized cost.

Significance/ Utilization Potential

NATPAC carried out traffic volume counts and origin

destination surveys at five travel corridors on the

Cochin Coimbatore Industrial corridor. Based on

the analysis of data compiled from the surveys,

the existing traffic scenario was assessed in terms

of volume of traffic plying on the travel corridors

and pattern of passenger and goods traffic passing

through the Industrial corridor. From the base year

traffic scenario assessed from detailed traffic surveys,

the volume of passenger and goods traffic likely to

ply through Cochin-Coimbatore industrial corridor

for the horizon year of 2030 have been estimated.

The data inputs provided in the report would help in

assessing the infrastructure requirement of the study

area especially in the transportation sector.


Final Report

Further information/Copy of report can be had from



P. O., Thiruvananthapuram- 695 004

5. Evaluation of Predictive Accuracy of Urban

Transport Studies in Selected Towns of

Kerala

Date of Start : 01 April 2011

Date of completion : 31 March 2012


Centre (R)


The scope of the study is confined to Urban Transportation

studies conducted between 2000 and 2010. Scheme-

specific studies such as parking / intersection designs,

inter-urban highway studies, rural road studies, traffic

management schemes etc are excluded from the

study.

The objectives of the study are as given below:

● To undertake cross-sectional analysis of socio-

economic variables, vehicle ownership, travel

budget and traffic flow pattern of selected

towns;

● To evaluate the predictive accuracy of selected

variables by comparing the study forecasts with

the actual / observed data in selected towns;

● To critically examine the assumptions made in

forecasts and cause-effect of the same in predictive

accuracy of travel demand estimation;

● To identify the commonalities in transportation

issues, traffic problems and remedial actions

suggested thereof; and

● To prepare general guidelines for realistic

projection of input variables that have influence

traffic demand forecasting.

Methodology

NATPAC has carried out Traffic and Transportation

studies for more than 30 towns in Kerala during the last

10 years. There is a wealth of information and data-

base available in NATPAC. As a part of these studies,

socio-economic characteristics, travel data and traffic

flow pattern were collected. Data-base on population

projections, growth of vehicles, trip rate, traffic volume,

parking demand, public transport demand on different

corridors are available for different time periods. It

is proposed to analysis the temporal variation and

predictive accuracy of the identified variables for towns

of different sizes in Kerala.


Conclusions

Available data from urban transport studies will be

utilized to assess the accuracy of various parameters by

comparing the study of forecasts with the actual changes

that have taken place. A cross-sectional analysis of

changes in planning variables like population growth,

vehicle ownership, trip rate, travel budget, modal split,

public transport demand, traffic flow pattern etc. will be

undertaken. The assumptions made in various studies

will also be critically examined.

Significance / Utilization Potential

Based on the evaluation of predictive accuracy of

selected parameters, a general guide line will be

prepared for the benefit of Urban Planners and

Transportation Researchers.





6. A Study of Para Transit Services for Selected

Cities in Kerala




Centre (NATPAC) (R)

Scope and Objectives of the Study

● To identify and study the characteristics of

Paratransit modes;

● To analyses and study various current issues

regarding paratransit like, Organizational set-up,

policy and planning, impact on employment, co-

ordination and competition, cost of service etc;

● To develop models to estimate the demand of

paratransit; and

● To study the behaviour, characteristics and

problem of paratransit drivers.

Methodology

NATPAC has collected data on paratransit modes for few

cities in Kerala. The data and other information available

in these reports/ and published material was collected.

A primary surveys to understand the problems of drivers

were also conducted.

By using time series, data demands for paratransit

modes for cities in Kerala are estimated. Along with

traffic demand estimation, a comparative analysis

of paratransit modes has been undertaken. Suitable

models to estimate the optimum number of different

types of paratransit modes is developed and used.

Interim Conclusion/Conclusions/Supporting Data

Paratransit modes in urban areas occupy an important

place. These modes have many distinguishing

characteristics, like, low carrying capacity, low speed,

high cost, and low fuel efficiency, more dependable

and easily available. Due to many advantages

the paratransit modes offer commuter, these have

grown quick fast. However, as the city size increases

mass transit tends to carry proportionately more

passengers.

The study has proposed two models to estimate the

demand for paratransit modes. For this purpose, a

concept of Capacity Equivalent Auto Rickshaw (CEAR)

has been introduced. The CEAR has been defined as

the weighted average of various paratransit modes,

weights being the service capability of these modes.

The computation of CEAR may be of great value when

the combined demand of all paratransit modes is to be

estimated.

The second model tries to estimate the population size

‘p’ which can be satisfactorily served by one vehicle of

mode ‘m’. This is achieved by first estimating the traffic

demand of population ‘p’ for mode ‘m’ and then equating

it with the estimated service capability of one vehicle

of mode ‘m’. Once the value of ‘p’ is known, the total

demand for mode ‘m’ can be calculated just by dividing

the total population of the city by (p).


Models developed can be used as a tool for obtaining

the optimum demand for various paratransit modes

on other places where similar transportation scenario

is found.


A Study of Paratransit Services for Selected Cities in

Kerala


from





7. Design of Rotary at Englishia Intersection

Date of Start : 11 Nov. 2010

Date of Completion : 28 Dec. 2010

CSIR- Central Road Research Institute,

New Delhi (R)


● To design the rotary on old G.T. Road at the

Englishia Line Intersection and

● To design the access points around the intersection

and to suggest measures to relieve congestion.

The scope is limited to design of Rotary at English

intersection based on intersection traffic volume

survey conducted by CRRI and Topographical

map supplied by UPPWD.

Methodology

The physical survey plan supplied by UPPWD for the

study section has been critically examined to ascertain

the appropriateness of the intersection details on the

ground including location of utilities and structures.

Classified Turning Volume Count was conducted for

14 hour period (from 07:00 A.M. to 09:00 P.M.) at

Englishia intersection. Further, 24-hour classified

mid-block traffic volume count survey near Varanasi

Cantonment railway station was also conducted to

understand the pattern of traffic volume during the night

hours on the G.T. Road. The traffic data was analyzed

for effecting geometric improvements to the Englishia

intersection. Based on the observed traffic flows the

intersection design has been recommended keeping

in mind the available ROW.

Conclusions/Supporting Data Provision of Rotary

at Englishia Intersection

As the maximum traffic interaction is between Mughal

Sarai and BHU bound approaches, a roundabout of

(15 m radius) coupled with dividers and channelising

islands of appropriate dimensions has been proposed

to guide the traffic. This design is prepared keeping in

mind the higher percentage of traffic plying between

Mughal Sarai and BHU bound approaches suiting to the

geometry of the intersecting legs and thereby achieve

longer weaving length for the desired intersecting

approaches. The design is self regulating without any

external control and would be capable of handling

the projected peak traffic in the immediate short term

which is expected to sustain for the next 4-5 years. This

design also facilitates easy movement of straight traffic

between Allahabad and Mughal Sarai bound approach

arms through properly delineated lane markings and at

the same time, appropriate weaving length has been

provided for the right turning traffic from BHU approach

arm to the Mughal Sarai approach arm. Further, the

left turning traffic from BHU to Allahabad direction is

physically segregated by providing 5.5 m exclusive

lane and thereby the traffic bound to / from the Nehru

Market has also been merged with the left bound

traffic emanating from BHU approach as shown in the

drawing.

Provision of Pedestrian Facilities like contiguous foot

path all around the vicinity of the intersection and

pedestrian zebra crossing is earmarked at appropriate

locations.

Provision of Parking Facilities like parking lots have

been recommended to be earmarked on both sides of

the BHU approach arms catering to the parking of auto

rickshaws and cycle rickshaws. To facilitate the rail

commuters emerging from Varanasi Cantonment railway

station, exclusive parking area has been allocated for

auto rickshaws.

Provision of Service Road has included on approach of

railway station only due to non availability of ROW on

other approaches

Estimation of Future Traffic and Sustainability of

Improvement Plan : The maximum peak hour traffic

handled presently at this intersection is of the order

of 5398 PCUs. Since the left turning traffic from BHU

approach to the Allahabad has been segregated

coupled with provision of two lanes for the left turning

from Mughal Sarai approach to BHU approach,

the peak hour traffic estimated to negotiate at this

intersection is about 3741 PCUs only at present.

Assuming 7 percent growth rate in traffic in the next

4 years, the projected traffic volume which will be

handled at this intersection is estimated to be 4903

PCUs by the end of 2014 and it is expected that the

short term design conceived in this study would be

sustainable till that period of time. Further, it may

be noted that it will be useful to consider extending

the flyover presently being constructed beyond

Cantonment Railway Station up to Kamlapati Girls

Inter College.


The recommendations were made to implement the

action plan on ground expecting to reduce traffic and

pedestrian problems around the Englishia intersection

which is closely located near Varanasi Railway station.



One Technical report along with action plan submitted

to UPPWD, Varanasi, Uttar Pradesh


from

Director, CSIR- CRRI, Mathura Road, New Delhi-110 025,

Phone 011-26312268; Fax: 011-26845943;


8. Traffic Study for Preparation of Transport

System Management Plan for Major Corridors

of Lucknow (Comprehensive Mobility plan of

Lucknow)


Date of Completion (Targeted) : August 2011


On-going; Reported first time.

Further Findings/Conclusions/Supporting data

In order to meet the objectives of the study the study

was divided into three sub-studies.

(a) Interseciton Study : Keeping in view the traffic

problems, strategic importance and location of

intersections, six typical intersections, were selected

for study. Keeping in view the existing topographic and

other site conditions, available Right Of Way (ROW),

peak hour traffic turning movements, pedestrian flow

and other traffic characteristics, traffic management

plans and infrastructure improvement plans have

been prepared for each intersection for efficient and

safe operation of existing traffic and near future traffic

along. Other recommendations such as road marking,

road signage, lighting and proper drainage have also

been proposed for efficient and safe operation of

traffic at the intersections. It is also recommended

to upgrade the intersections in future (5 to 10 years

later) as grade separated intersections (flyovers /

interchanges) when total traffic at these intersections

reach 10,000 PCU during critical peak hour. It is hoped

that the proposed intersection designs if implemented

along with suggested traffic management plans and

other recommended measures will help in efficient and

safe operation of existing and future traffic at these

intersections at Lucknow.

(b) Parking Study : Keeping in view the problems of

intensive parking demand in different parts of the city,

eight parking areas/ locations were identified for detailed

parking study and parking management planning. As

part of study various field surveys were carried out

in order to quantify and assess the characteristics of

parking, site conditions and appreciate the improvement

needs.Keeping in view the parking demand, parking

characteristics and availability of parking spaces

and other site conditions following conclusions/

recommendations have been made for effective parking

management of the locations:

● It is proposed to manage the parking facility

so created by state of art technology and

employing Intelligent Parking Management

System and discourage on-street parking by strict

enforcement.

● It is also recommended to encourage use of public

transport and explore other measures to curtail

the increase in parking demand.

● It is further recommended to improve infrastructure

for pedestrians and non-motorised vehicles

for efficient use of parking and other transport

infrastructure.

(c) Corridor Management Study : Efficiency of

transport system of a city depends upon the performance

of its road network particularly major arterial and

arterial corridors. In order to improve the performance

of transport operation of a city or area it is important to

consider the improvement of arterial corridors of the

area or city rather than local improvements. Keeping

this in view the whole road network of Lucknow was

studied and ten corridors comprising of arterial network

of the city were considered for detailed study. For the

purpose of detailed surveys each corridor was divided

into a number of small links based on the overall length

of the corridor, homogeneity of traffic and physical

parameters and indicators. In order to assess the

performance parameters of each corridor and to prepare

traffic management plan and infrastructure improvement

plans following field surveys were carried out viz.

(i) Traffic Volume Survey, (ii) Occupancy Survey,

(iii) Pedestrian Survey, (iv) Non-Motorised Transport

Survey, (v) Speed and Delay Survey, (vi) Inventory

Survey and (vii) Topographic Survey. Analyses of

data were carried out to assess the desired traffic and

transportation characteristics of each corridor.

Details of Corridors Management Plans : Detail of

various traffic and transportation characteristics, physical

parameters, limitations and site constraints, performance

parameters, suggested traffic and transportation

management plans, infrastructure improvement plans

and other measures, recommendations and policy


guidelines for efficient and safe transport system

operation along each link of the each of the selected

corridors and for the city road network is presented and

described in the report.

Traffic Management and Infrastructure Improvement

Plans : Details of proposed traffic management plan,

traffic management measures, recommendations and

transport infrastructure improvement plans for various

sections (links) and nodes (intersections) of the corridor

are worked out and presented in the report. Keeping in

view the traffic characteristics and site conditions at these

intersections improvement proposals have been worked

out for each of the critical intersections. It is observed

that the existing layout and geometrics of intersections

are not appropriate. The improvement proposals and

traffic management plans have been suggested based

on scientific analyses of requirement of different users,

site condition and functional requirements at each of

links and the intersections. The brief of proposed traffic

management plan and geometric improvement plan

of various links and intersections are presented in the

report and recommendations have further been made

for safe and efficient transport system management

along the corridor.

Recommendations

● Keeping in view the varying width of available right

of way, it is recommended to ensure uniform width

of ROW for links depending upon its location in

the inner or outer part of the city and land-use by

removing encroachments or acquisition.

● Keeping in view the low share of passenger

flow by public transport in the outer areas along

the corridor it is recommended to introduce

reliable and efficient public transport to reduce

the dependability of commuters on private and

intermediate modes of transport.

● In view of the higher percentage of NMT vehicles

in traffic and share of passengers flow by NMT

along the corridor, it is recommended to segregate

NMT traffic from MV traffic by providing well

constructed and maintained NMT lanes along

the corridor with boarding, resting and parking

facilities and safe crossing at intersections.

● It is recommended to provide minimum number of

cuts in median and integrate various entries/ exits

to streamline the traffic flow along the corridor.

● It is recommended to regulate pedestrian flow

along the corridor and crossing access the

corridor and intersections by providing railing

barrier along median and side walk with openings

only at designated pedestrian crossings at

grade with zebra marking and provision for

exclusive pedestrian phase in signal cycle at

intersections.

● It is proposed and recommended to provide

appropriate road marking, signage and lighting

for guiding the road users.

● On-street parking may strictly be removed from

the entire corridor and may be shifted to off-street

parking. Strict enforcement is recommended in

order to make the proposed traffic and transport

management plan successful and safe.

● It is recommended to plan and assess the

feasibility of providing flyovers/ elevated road

along section of the corridor passing through

heavily built up areas and where, ROW is limited

such as Nishatganj, Sikanderbagh, Hazratganj,

Husainganj, Charbagh, Alambagh, Awadh

Hospital intersection, Kanpur road-Shahidpath

intersection for enhancement of capacity and

segregation of smaller (local) and longer trips

through city in the long run.


The study recommendations are based on detailed study

of the existing traffic and site conditions and considering

normal growth of traffic and are relevant for short term (up

to five years). The basis of proposed traffic management

plans and infrastructure improvement plans/ design

have been taken as existing traffic volume and its

characteristics. The future traffic has been assessed

keeping in view normal growth of traffic, the role and

importance of the various roads of the network in near

future. For long term planning of transport infrastructure

Comprehensive Traffic and Transportation study is

needed to prepare Transport System plan for the city.

Recommendations for Further Work

The study recommendations are required to be

implemented with immediate effect to achieve the

benefits and further study may be carried out may be on

pilot basis to study and evaluate the impact of proposed

interventions for the given traffic, topographic and

geometric parameters. This would help in assessment of

the requirement of transport infrastructure improvement

needs of a city in more realistic and scientific manner,

which will further help in better planning and management

of existing and infrastructure.



Interim report submitted to Lucknow Development

Authority (LDA). Draft final report.

Further information/ copy of the Reports can be

obtained from

The Head,TES Division, Central Road Research

Institute, Delhi-Mathura Road, New Delhi-110 025

Mobile: +91- 9311158643 Phone : 91-11 – 26312268

Fax: 91-11 – 26845943, 91-11-26312268;


Vice Chairman, Lucknow Development Authority,

Vipin Khand, Gomti Nagar, Lucknow

9. Comprehensive Traffic and Transportation

Studies of Goa

Date of Start : 01 June 2010

Date of Completion (Targeted) : 31 May 2012

CSIR- Central Road Research Institute, New Delhi


To accomplish the above said objectives, the study

would be conducted in two phases namely short term

and long term:

• The scope of the study in Phase-I encompasses

conducting field studies for the preparation of

Traffic System Management Plans for all the five

traffic circles. Study of major intersections on

national highways corridors in addition to the other

major roads. On the basis of set of traffic surveys

proposed to be conducted on the identified road

network of the city, short term traffic improvement

plans would be recommended.

• This phase is to prepare a comprehensive road

network plan such as multi-modal transport

system considering transport requirements of

existing and future travel demands. In the long

term study under phase II, the household travel

characteristics and establishment surveys will

form the basis for recommending transport plan

for the horizon years.

Methodology

The short term solutions will provide relief to the

congestion and chaotic situations of traffic. To achieve

perceivable relief certain minimum required structural

changes and mandatory controls will have to be devised.

These changes may be in the form of geometric design

of intersections and provision of signals to control the

movements at intersections by allocating the right of

way. Besides this, the parking characteristics would be

analyzed and polices for parking regulations in terms

of time rationing, physical restrictions, designing and

control of off-street facilities will be undertaken. Safety

measures at some accident prone zones along the

National Highways passing through the Goa cities shall

be recommended.

The parking needs of the central business area will be

assessed at more detailed level to work out regulatory

steps which might include physical and fiscal measures.

Pedestrian facilities will be recommended on the basis

of scientific study of pedestrian counts along the roads

and across the roads.

Long term solutions are aimed at developing the

transport infrastructure and related system in a scientific

manner by considering the planned growth of the city

and estimating the future travel demand. This shall be

accomplished by systematically conducting the primary

surveys to assess the transport demand of passenger

and goods as existing and evolve transport models to

project this demands for the horizon years. On the basis

of estimating demands the master plans of roads with

appropriate hierarchical set-up will be prepared. Efforts

will also be made to identify the phase wise development

of this proposed master plan.



action plan on ground expecting to reduce traffic, parking

problems and pedestrian problems. And Phase wise

development of road network would immensely help

to reduce the congestion as well as accidents on road

network of Goa.

Reports/Publications: Inception Report


from

Director, CSIR- CRRI, Mathura Road,

New Delhi -110 025

Phone : 011-26312268; Fax: 011-26845943;


B. ON-GOING/COMPLETED PROJECTS

1. Traffic Medicine - A Status Project




Centre (NATPAC) (R)


Scope and Objectives of the Study

The study would basically concentrate on preparing a

status report of “Traffic Medicine” for Kerala. The main

objectives of the study would be as given below:

● To review the emergency medical care system in

Kerala, with special reference to Trivandrum.

● To analyse the accident injury pattern of accident

victims from hospital records.

● To interact with doctors involved in treating

accident victims, especially orthopedic and neuro

surgens, in order to understand the problems of

accident victims as perceived by them.

● To prepare resource material for training NGOs

and other interested persons in taking care of

accident victims and administering first-aid at

accident site.

● To examine the accident victims rehabilitation

programme and suggest methods to improve the

system.

● To study the present system of trauma

registry in hospitals and suggest methods for

improvement.

Methodology

The first part of the study would examine the

emergency medical care system in Kerala and study

the ambulance service system. The second part of

the study would concentrate on understanding the

injury pattern of accident victims. Accident victims

would be classified according to helmet/non helmet

users, seat belt/non seat belt users and socio-

economic and demographic characteristics. Interviews

and discussions with doctors would also be held to

understand the problems of accident victims. The third

part of the study would examine the rehabilitation

programme of accident victims. Along with this

resource - material for training volunteers, NGOs etc

in first-aid, and care of victims at accident site would

be developed.

Interim Conclusion/Conclusions / Supporting

Data

The MACT and Peoples’ Lok Adalat is a good beginning

to cut the delays in disposing of accident claims. But

there are obvious short comings with respect to the

expenses incurred, the amounts claimed and the

amounts actually disbursed. These processes should

be further streamlined to avoid falsification of records

and to make sure that injured persons get a fair share

of their medical expenses as compensation after the

accident.

In the case of rehabilitation services in Trivandrum, the

suggestions from some physiotherapists are:

● The Government should start a degree in

Physiotherapy.

● One Physiotherapy Centre in Medical College is

not enough. Road traffic injuries are increasing.

The demand for physiotherapy is also increasing.

They should start Physiotherapy Department in

district hospitals.

● They should start high quality training in PT and

increase recruitment.

Road traffic injury is a major problem in Trivandrum,

but, it has got very little attention in terms of support for

interventions to reduce them. A comprehensive injury

prevention program with a public health and traffic

medicine perspective has to be considered, if the policy

makers are serious about the problem.

Policy makers should acknowledge that accidents are

a public health problem and take immediate action.

At first, a preliminary policy should be attempted from

the health sector point of view. The following activities

should be supported: a booklet as training resource for

paramedics, establishment of a trauma registry/hospital

RTA surveillance system, education of general public

and prevention education in educational institution and

community organisations.


Characteristics of accident victims can be analysed

and suitable insurance plan need to be developed. A

database is prepared regarding the accidents reported

in Thiruvananthapuram city. Improvement measures are

suggested for trauma registration in hospitals.

Reports

Traffic Medicine- A Status Report


from





2. Preparation of Parking Policy for Nine TIER II

Cities in Karnataka, i.e. Mangalore, Mysore,

Hubli-Dharwar, Bellary, Belgaum, Gulbarga,

Bijapur, Tumkur and Davangere

Date of Start : June, 2010

Date of Completion : Ongoing

CRAPHTS Consultants (I) Pvt. Ltd., Faridabad

(R)

Present Status and Progress:

Status : On-going


Progress : Draft Final Report submitted. Awaiting

comments / observations from client.


Summary of parking data as given in the Report.


In all nine TIER II towns have been studied. Sample

parking survey have been carried each landuse category

in each town. However, the desired database from CTTS

of certain towns were not comprehensive enough for

further analytical purposes. Also some of the towns have

not been able to frame up their Master / Development

Plans. Stakeholders’ comments are of course, more or

less, consistent.


● Inception Report

● Stakeholder Consultation Report

● Draft Final Report

Conclusions

This Draft Final Report, while enunciating the Parking

Policy for the nine Tier II towns, also gives an overview

of the activities undertaken by the Consultants so far.

It examines the parking characteristics as could be

observed in each of the nine towns in terms of space

utilization and duration of parking by various modes. All

these towns are at an economic threshold and a “lift off”

could be expected sooner than later when space will be

available at a tremendous premium. That brings into

focus the need and importance of the Parking Policy as

enunciated in this Report.

Parking Policy never aims at suggesting case specific

parking development schemes. However, keeping in

view the need to draw up certain action plans (by the

ULBs / Development Authorities) along the contemplated

lines as reflected in the policy statement, an effort has

been made by the Consultants to suggest town-wise

parking action plans and the same have been reported

in the Report.

Recommendations

● On–street parking shall have to be regulated.

Every parking lot must be priced. Long term

parking must be discouraged at on – street parking

facilities. The revenues so generated shall be

utilized towards development and upkeep of off–

street parking facilities.

● ULBs to be in-charge of priced parking (both on-

street and off-street). Where necessary these may

also be outsourced on an appropriate revenue

sharing basis.

● A committee of ULB and Traffic Police to designate

on-street parking stretches after considering

present and future traffic / parking loads.

● Develop off-street parking facility on vacant

lands in a judicious manner (both public and

private) wherever available near the key demand

generating zones. However, the basic principle

of sustainable development as enunciated

elsewhere must not be lost sight of.

● Design mechanisms to incentivize private land

owners for creating parking facilities that are

essential for economic sustainability of activity

areas.

● ULB and UDA to invest in new parking facilities, if

and when required. This may also be done on PPP

basis under certain revenue sharing scheme.

● Mandatory provision of NMT parking in off-street

parking facilities. The proportion of areas to be

dedicated to such modes shall be decided on

the principles of hierarchy as mentioned in this

report.

● Provisions for IPT parking to be made on-street at

key demand generating zones (select streets) and

at all public transport terminals. The total number

of vehicles to be parked at any such lot must be

pre decided.

● Either the ULB or UDA to have a wing on

developing, operating and maintaining new parking

facilities that must work in close coordination with

the urban planning wing.


● Either the ULB or UDA to take up the provisioning

of Truck Terminals, unless DDUTL is willing to

develop in the respective city. Such terminals are

to be located outside the town limits.

● Traffic restraint measures must be introduced for

CBDs and other important activity areas through

introduction of peripheral parking facilities, park

and ride system etc (may be at a later stage)

The cap on registering a certain number of automobiles

as a demand management measure can be pursued in

the long run as felt necessary by respective towns but

certainly something on this should be introduced in the

next 5 - 10 years.


from

Office of the Commissioner, Directorate of Urban Land

Transport No. 504, 5th Floor, 4th Gate, MS Building,

Ambedkar Veedhi, Bangalore – 560 001.


3. Study on Traffic Management and Parking

Spaces for Fairs at Pragati Maidan, New

Delhi

Date of Start : July 2010

Date of Completion : April 2011

CRAPHTS Consultants (I) Pvt. Ltd., Faridabad (R)


Status : Completed

Year of Last Report : April 2011


● The IITF may not result into any significant traffic

demand if the maximum number of visitors is

restricted to 1,00,000 (and an additional 25,000

pass holders). However, the problem of parking

needs to be addressed through augmentation of P

& R services along with other achievable means.

● The transport network around the venue is already

overloaded with the city level traffic and the

same warrants implementation of a combination

of remedial measures (greater usage of public

transport, demand management, capacity

augmentation etc).

● Great emphasis must continue to be laid on

increased use of public transport like the Metro

Rail, the P&R buses, the proposed Mono Rail, the

route buses, the Ring railway etc. for accessing

the core area. This should be attempted through

development of attractive P&R terminals as

mentioned in the report and through efficient multi

– modal integration.

● Introduction of BRT corridor along Mathura

Road is likely to change the traffic operational

characteristics along this road. The impact of that

must be duly assessed and short comings if any,

promptly addressed.

● With slowing down of traffic as is likely to happen

along Mathura Road after implementation of BRT,

traffic pile up might escalate at the intersections

enroute. The solution to this problem should

become an integral part of the BRT package. P&R

buses and other HOVs should be allowed to use

the BRT lane for better capacity utilization of the

facility so created.

● In the long term the Consultants have proposed a

two tier system (surface level road and underpass)

along Mathura Road between Bhairon Marg and

Bhagwan Dass Road. One could examine if one

tier could be used exclusively for BRT. That will

leave the surface geometry of the carriageway

largely undisturbed.

● A decision on long term solution for ‘A’ Point

intersection has been pending for over two

decades. Perhaps it is high time that a decision

is taken towards resolving the traffic problems

being faced at ‘A’ & ‘W’ Point intersections. The

Consultants have indicated the latest plan that

had some semblance of approval at the level of

the DDA.

● The Loop Road along Bhairon Marg shall have to

be improved as mentioned in the report and traffic

circulation along Bhairon Marg organized in the

manner shown.

● Three FOBs are already in place across Mathura

Road in addition to a pedestrian subway across

Bhairon Marg. The Consultants recognize the

need to have additional pedestrian facilities across

Bhairon Marg and go on to suggest construction

of one pedestrian subway/FOB across Bhairon

Marg near Gate No.1

● The Consultants also recommend development

of a P&R terminal towards NOIDA at the Metro

Rail Station. The Metro Rail could offer the P&R

service from this location to IITF.


● Towards increasing the parking capacity around

the core area the Consultants recommend that

augmentation of parking capacity should be strictly

need based in such areas and every parking slot

must be priced.

● The parking at the Ware House Complex should

have certain area ear–marked for Exhibitors.

They should be following a circulation pattern as

indicated in the report.

● Loading/unloading shall be done only between

10.00 pm and 6.00 am and the goods vehicles

should not be allowed to park for any duration

longer than what is reasonable for performing the

intended tasks.

● VIP movement shall continue to take place through

Gate No. 7. VIP routes have been indicated in

the report although these routes might change

depending on the traffic situation at the appointed

time.

● The ent i re area must have a complete

and comprehensive signage scheme for all

categories of users. Extensive use must be

made of Variable Message Signs (VMS) which

must be controlled from a centralized control

unit. An extension control unit (in addition to

Central Police Control Room) could be set

up at Bhairon Marg DTC terminal. The P&R

terminals, the parking lots, the road segments

in between could all be linked to this for central/

segmental monitoring (inputs from Traffic

Police will be necessary). This system (of

VMS) could gradually be extended towards

Connaught Place, Delhi Gate, Kashmere Gate,

ITO Chunghi, NOIDA Morh, Ashram, Moolchand

intersection etc. Proper pavement marking must

complement all signage schemes.


Delhi is continuously experimenting with various

systems and all recommendations are valid only

for the given system as obtaining at the time of the

study.


Detailed Feasibility Studies for Parking Facilities and

Mono Rail


● Final Report

● Supplementary Report to Final Report


from

Senior Manager (Civil), India Trade Promotion

Organization, Pragati Bhawan, Pragati Maidan,


Phone : 91-11-23371540, 91-11-23371492/1493

Email id : [email protected]

4. Design and Drawing of 10 Intersections with

Comprehensive Traffic Circulation Scheme

Around CBD Within New Town, Kolkata.

Date of Start : February 2010




Status : On-going, Inception Report submitted. Awaiting

client’s observations.


Reports / Publications : Inception Report


from

Special Officer (EP), WBHIDCO, HA-304, Sector 3,

Salt Lake, Kolkata – 700 156

e-mail id : [email protected]

5. Planning and Design of Grade Separator at

Crossing of Road No. 56 & G.T. Road Near

Apsara Border in Delhi.

Date of Start : October 2005

Date of Completion (Actual) : October 2010



Completed and open to traffic during CWG-2010


Feasibility Study

● Collection of data on existing traffic characteristics

at the project location including assessment of

peak hour traffic volume and projection of traffic

for design year.

● Development of conceptual alternative schemes

for the grade separator including submission of

Feasibility Report.


● Obtaining approval from PWD, Technical

Committee of DDA, DUAC etc.

● Development of L-section,, X-section of approved

schemes including development of architectural

model of the approved scheme.

Detailed Design :

● Submission of comprehensive scheme showing

the general arrangement drawings showing the

flyover, ramps, underpass and adjoining roads at

proposed location.

● Submission of soil investigation report.

● Submission of Architectural Drawing for various

components of structures covered in the

scheme.

● Submission of Preliminary Drawings & Cost

Estimate.

● Submission of suitable scheme for traffic diversion

during construction to ensure smooth traffic flow

during construction.

● Submission of the Tender Drawings, Bill of

Quantities, Detailed Estimate including Tender

Documents.

● Submission of the detailed design and construction

drawings of all components covered in the

scheme.

● Submission of detailed Horticultural and Electrical

Drawings, Estimates and related Tender

Documents.


● Feasibility Report

● Design Philosophy

● Sub Soil Exploration Report

● Design Calculations

● Detailed Good-for-Construction Drawings


from

Executive Engineer, Flyover Project Division F-113,

PWD, Govt. of Delhi, Apsara Border, Near Dilshad

Garden Metro Station, Behind Red Cross Hospital,

Delhi – 110 095

Phone : 91-11-22597067 ; Fax : 91-11-22597067


6. Construction of Road Under Bridge (RUB),

Connecting Road No. 58 & 64, Passing under

Delhi – Ghaziabad Railway Line Near Jhilmil

Colony, Delhi


Date of Completion (Actual) : October 2010


(R)


Completed in October 2010


Feasibility Study:

● Collection of data on existing traffic characteristics

at the project location including assessment of

peak hour traffic volume and projection of traffic

for design year.

● Development of conceptual alternative schemes

for the grade separator including Feasibility

Report

● Obtaining approval from PWD, Technical

Committee of DDA, DUAC etc.

● Development of L-section, X-section of approved

schemes including preparation of traffic diversion

scheme during construction.

Detailed Design:

● Submission of comprehensive scheme showing

the general arrangement drawings showing

the ramps of underpass and adjoining roads at

proposed location.

● Submission of soil investigation report .

● Submission of Architectural Drawing for various

components of structures covered in the scheme.

● Submission of Preliminary Drawings & Cost

Estimate.

● Submission of suitable scheme for traffic diversion

during construction to ensure smooth traffic flow

during construction

● Submission of the Tender Drawings, Bill of

Quantities, Detailed Estimate including Tender

Documents.

● Submission of the detailed design and construction

drawings of all components covered in the

scheme.


● Submission of detailed Horticultural and Electrical

Drawings, Estimates and related Tender Documents.


● Feasibility Report

● Design Philosophy

● Sub Soil Exploration Report

● Design Calculations

● Detailed Good-for-Construction Drawings


from

Executive Engineer, Flyover Project Division F-113,

PWD, Govt. of Delhi, Apsara Border, Near Dilshad

Garden Metro Station, Behind Red Cross Hospital,

Delhi – 110 095

Phone : 91-11-22597067; Fax : 91-11-22597067


7. Consultancy Services for Formulation of Master

Plan for National Network of Expressways in

India

Date of Start : Dec 2008

Date of Completion (Targeted/Actual) : Dec

2009


(R)


Completed (All formalities completed during March –

April, 2010)

Conclusions/Supporting Data

● The study brings out clearly the urgency of

developing an expressway network in India in a

phased manner by the year 2022. The present

National Highway System cannot cope with the

current and anticipated traffic requirements as

is already evident from the levels of congestion

along the existing arterials. By all indications road

will continue to remain the back bone of the inland

transportation system.

● The study having considered the existing and

already proposed expressway segments in

different states, revealed the need to construct

18,477 kms of expressway network (as against a

target of 15,600 kms. set by the Ministry) spanning

the length and breadth of the country. The network

so developed shall be both supplementary and

complimentary to the existing arterial network

including the North – South and East – West

Corridors and the GQ (besides the well laid out

network of National Highways).

● The expressway network will offer the highest level

of service and would connect major economic

hubs in a purposive manner thereby facilitating

faster economic development. It will not involve

up-gradation of any of the existing corridors and

instead, would be the Primary Road Transport

Network developed entirely as a “Green Field”

Project.

● Development of expressways in the said manner

would call for large scale land acquisition effort

by the government. By and large, the network is

proposed to be developed on PPP model except

in cases where connectivity warrants could dictate

construction of expressway links on Annuity

basis.

● It is recognized that the States would be major

stake holders in this entire exercise. State level

inputs and involvements would be a mandatory

requirement for successful implementation of

the project. However, till the time of finalizing

this report, reactions from only a few states had

become available for consideration.

● This is a Master Plan level study and the objective

is to translate a “Vision Statement” into a physical

plan based on the basis of Map Study and data

gathered largely from secondary sources. This is

therefore, not a detailed feasibility study and thus,

the corridor alignments shall have to be examined

critically during Feasibility Study/ Detailed

design stages. For the same reason, this study

is not in a position to exactly define the capacity

requirements of each separate expressway link.

However, since the prioritization of expressway

segments takes into account the base year and

estimated design year traffic volumes, it could

be said that all the links to be constructed on

PPP model shall have at least 4 lane divided

carriageway cross section. The Right of Way

(ROW) shall of course, be a uniform 90 m. It will

be a Toll Expressway Network with toll rates as per

the Ministry’s Guidelines (2008). The prioritized

segments are to be constructed in three phases

for which the Viability Gap Funding would be to

the extent of 20 percent and the concession period

20 years.

● Construction of this network over the next

decade would call for the creation of a separate


authority, much in the lines of the NHAI. The

new authority so created could be named as the

National Expressway Authority of India (NEAI).

This shall have appropriate state/project units

for coordinating various project activities. The

Consultants have emphasized the creation of

a Commissionerate (Lands) within the NEAI

for easing the task of land acquisition. Suitable

amendments in the Land Acquisition Act have

also been visualized by the consultants.

Recommendations

● The present study, being only a Master Plan

Level Study, must be adequately supplemented

by detailed feasibility/design studies before

project packages could actually be taken up for

implementation.

● Towards successful implementation of the project,

formation of a separate authority that would be

dedicated to this task shall be absolutely essential.

This separate body could be called the National

Expressway Authority of India (NEAI).

● A separate cell (Commissionerate) must be

formed within the NEAI for overseeing the Land

acquisition process. Following the DMRC Act,

even developers/builders could be authorized

to undertake land acquisition and its utilization

for decentralizing the whole process. In addition

to the usual stake holders, the PAPs must lo be

made stake holders in the project.

● Considering the fact that the expressway network

shall have to be totally access controlled, it must

have a level difference with the natural ground

level (NGL). The optimum level should be

+3.5 m above the NGL.

● Expressway shall have no at – grade intersections.

All such intersections with National and State

Highways shall be developed into interchanges.

There shall be no intersections with roads of lower

hierarchy.

● A reserved ROW of 90 m must be uniformly

provided over the entire network except in

hill sections/other sensitive areas where the

ROW could be suitably modified if absolutely

necessary.

● For best results the entire length of 18,477 km

of the expressway network must be constructed

following the certain prioritization scheme.

● Construction of new expressway links is likely

to result in certain changes in the existing travel

pattern. This is likely to be significant for some of

the hitherto less trafficked segments that have

been proposed to be taken up for construction

on annuity basis. It is recommended that data on

traffic volumes etc. along these links be recorded

on a regular basis towards revalidation of priorities

for some of these (and other related) segments.

● Certain schematic interchange plans have been

proposed by the Consultants. Efforts must be

made to make best use of the land confined

within the interchange ramps for development of

way side amenities so that best value for land is

obtained.

● Service roads, wherever necessary, shall have

to be provided as an integral part of the total

project.

● Being a Green Field Project, the expressway

network is most likely to have significant

environmental impacts. All mandatory clearances

therefore, must be obtained before proceeding

with actual execution of the projects. The NEAI

must have a separate cell to expedite actions on

this.

● Wherever necessary conflict free pedestrian

crossings and cattle crossings must be provided

across the expressway segments in a realistic

manner.


As a Master Plan level study, this involved translating a

vision statement to a physical network. The findings are

based on data gathered largely from secondary sources.

Sample data collected through primary surveys have

also been used.

Recommendations for further Work (if completed)

The study gives broad alignments for 18,477 km of green

field expressways. These shall have to be fine tuned

through the conduct of Feasibility studies and DPR for

each segment.


Final Report submitted to MoRTH


from:

Executive Engineer (Plng.), Ministry of Road Transport

& Highways, Transport Bhawan, 1, Parliament Street,



8. Comprehensive Mobility Plan for Indore Urban

Area


Date of Completion (Targeted) : October 2011

RITES, Gurgaon (R)


Status: On-going

Year of Last Report: June 2011

Progress: Draft Final Report in Progress

Study Progress:

● The Indore Metropolitan, industrial/commercial

hub of State of Madhya Pradesh, is poised for a

higher growth in coming decades. As per Master

Plan 2021, the population of Indore is expected

to grow from 1.54 million to 2.2 million in the year

2011. The developed area of the city is expected

to grow from 10,000 hectares to 21,000 hectares

by the year 2011 as per the City Development

Plan 2005-06.

● With the expected phenomenal growth of the

city, the existing problems are bound to multiply

in magnitude unless advance actions are

undertaken now. There is an urgent need for

significant improvements in the transport system

including mass transport system keeping in view

the long term requirements of the city.

● The Indore Municipal Corporation has, therefore,

decided to undertake a detailed study for preparation

of Comprehensive Mobility Plan (CMP) for the

Indore Urban Area which will give short, medium

and long term requirement of transportation

infrastructure for the horizon year 2031.

● The Study is being carried out in close coordination

with IMC and a Monitoring Committee with

members from IDA, IMC, AICTSL, Traffic Police,

PWD and Transport Department and other related

agencies involved in the development of the

city.


● In all about 7 lakh vehicles ply at 15 surveyed mid

block traffic locations.

● Private Modes account for 74 percent of the

total passenger trips while the passenger

trip catered by buses and mini buses is only

19 percent as tabulated from the midblock traffic

volume surveys. Locations handling more than 1

lakh passenger trips per day are Jawahar Marg,

Near Prem Sukh, A.B Road, Near Indra Colony,

Bhanwar Kuan Road, Near Allahabad Bank, M G

Road, Near TI Mall, New Dewas Road, A.B. Road

Near Surabhi Garden, Ring Road, Near Mayur

Hospital, Usha Nagar

● Main Road.

● The discharge capacity observed at various

midblock locations varies from 350 PCU’s /m/h

to 550 PCU’s /m/h depending upon the traffic

conditions, composition, delay profile, pedestrian

vehicular intermixing, etc.

● National and State highways account for majority

of the traffic however function inefficiently due

to insufficient carriageway width and absence

of essential network facilities such as medians,

footpaths etc.

● Most of the roads in the Study Area have on-street

parking resulting in reduced speeds, reduced

discharge rate, congestion and a higher VC ratio

leading to reduced level of service of the roads

and degrading conditions of travel.

● There are a number of issues in relation to the

pedestrian movement. The four prime locations

that experience very heavy pedestrian and

vehicular flow are MG Road towards Regal, Guitar

Chowk towards Vijay Nagar, Imli Sahib Gurudwara

Chowk towards Gandhi Hall and Palassia Chowk

towards Vijay Nagar, each of these having very

high PV² values of 225.2, 63.1, 60.6 and 48.2,

respectively.

● Parking is an important component in a traffic

and transport plan and its management needs

priority. Some of the parking issues observed

in the Study Area are Lack of off street parking

spaces, Extensive on street parking at Rajwada,

Jail road, Jawahar marg, Siyaganj etc, availability

of easy and free parking and absence of good

public transport is pushing people to use private

vehicles, Parking on the junctions and absence

of a comprehensive parking policy for the Study

● Area.

● The effective implementation of Public transport

is limited primarily due to financial unavailability,

lack of road carriageway, lack of parking spaces

as well as the competition of PT from other IPT

modes of transport on the same routes.


● IPT has grown on an alarming rate over the years.

As the city grows the informal high demand to

travel is being catered by IPT and recently by bus

after the formation of AICTSL.

● IPT system is highly unorganized. Dishonoring

the route permits, overloading, running on high

demand corridors, misbehaving etc are some of

the major issues in case of IPT.

● Enforcement on traffic control and management is

very weak in case of IPT as such IPT has become

a major competitor to PT and is damaging city’s

growth towards better PT systems.

● The IPT system is considered to be inconvenient

and unsafe. Overcrowding is also one of the

reasons that limit a huge segment of the society

from choosing IPT modes.

● IPT fleet operators charge higher rent for their

vehicles/day due to which the drivers are

constrained with long working hours, overloading

of the vehicles, rash driving, misbehaving with bus

drivers, run on high demand routes, deviate from

their route permits etc.

● The short term proposals recommended in the

Study aims at giving priority to the movement

of people rather than movement of vehicles and

generally follow the guidelines of National Urban

Transport Policy (NUTP). The Study, therefore,

suggests measures to strengthen Pedestrian

movement, Junction improvement plans to ease

the movement of traffic and well as pedestrians,

parking and public transport proposals.


Inception Report, Interim Report



IRC Codes need to be revised for urban roads in

the context of contemporary research and NUTP

for promoting usage of Public transport, NMVs and

pedestrians by way of standardized cross sections for

different ROWs for providing dedicated/painted bus

lanes, segregated/painted NMV lanes and pedestrian /

NMV friendly designs for footpath and road crossings.

The discharge capacity of number of PCU’s per hour per

lane for different category of roads need to be revised

based on contemporary research. Parking norms also

need a revision based on specific areas (central, outer),

availability and public transport accessibility, different

land uses.


obtained from

Mr Piyush Kansal, RITES Bhawan, No.1, Sector-29,

Gurgaon-122001 (India)

Phone: (0124) - 2571666

Fax: (0124) – 2571638 e-mail ID: [email protected]

9. Detailed Project Report for Mumbai Metro

Phase II & III: Mahim – BKC – Kanjur Marg via

Airport

Date of Start : January 2010

Date of Completion : June 2011

RITES, Gurgaon (R)


Status : Completed


Progress : Study Completed. The study corridor is part

of the Master Plan for Mumbai Metro. This Corridor is

proposed to be integrated with the Colaba – Mahim

– Bandra Corridor with an extension from BKC to

Mahim.


The Metro Corridor of 22.0 km length (elevated for about

10 km and underground for about 12 km) is feasible

and a total of 16 stations have been proposed - 8

stations areunderground and remaining 8 are elevated.

The Corridor is planned to connect the major nodes

of Mumbai i.e Colaba, Bandra Kurla Complex (BKC),

Airport (both Domestic and International), SEEPZ

(Industrial Hub), Powai – Residential cum Institutional

area and Hiranandani – Residential cum Commercial

Estate.

This Corridor will provide a diagonal connectivity i.e. from

Colaba – in the South to Centre (BKC & Santacruz) and

Kanjur Marg in the west.The MRT system is expected

to cater to a daily ridership of about 12 lakh passengers

with maximum PHPDT of 20,000 by 2031. It will provide

intermodal integration with Metro Line II at ITO, Suburban

Railway in Santacruz, Metro Line I at Marol Naka and

Suburban Railway & proposed Ghatkopar Mulund Metro

Line at Kanjur Marg. The project cost is estimated at

` 82018 Million including taxes and duties with an annual

operating & maintenance cost of ` 2886 Million (2016).

EIRR is greater than 12 percent in the base case, thus

reflecting the economic viability of the project.

The project is however, not financially viable and will

require a financial support, which may be in the form of:


● Increasing the concession period beyond 35

years;

● Giving the right of real estate development to the

entrepreneur who constructs and operates the

proposed metro line;

● Providing full tax exemption to the project to make

it more attractive;

● Revising the tariff structure imposed on the metro

system for increase in the fare box revenue;

● Considering the option of giving land to the

Concessionaire with commercial development

rights, to cross subsidize the losses on the metro

project with the earnings from the commercial

development;

● Implementing the project on Annuity, so that the

payment to be made by MMRDA is deferred over

time; or

● Implementing the project through government

funding.

Recommendations for Further Work (if completed)

Further work on utilities, land and financial planning

etc may be taken up once the project has ‘in-principle’

approval of the Government.


Inception Report; Ridership Report; Final Alignment

Report with Horizontal and Vertical details; Report

on Train Operation Plan, System Design, Depot and

Maintenance Facilities, Cost Estimates, Financial &

Economic Analysis; and Detailed Project Report.


codes/Specifications

A new set of IRC Codes may be developed to standardize

urban road/ transport networks to accommodate the

provision for the metro systems/ stations in conjunction

with road based modes.


obtained from

UT Division, RITES Bhawan, No.1, Sector-29, Gurgaon

Phone: (0124) – 2818666 Fax: (0124) – 2571638


10. Feasibility Study for Elevated Rail Corridor

from Churchgate to Virar in Mumbai

Date of Start : January 2009

Date of Completion (Targeted) : June 2011

RITES, Gurgaon (R)


Status : On-going


Progress : Draft Feasibility Report Submitted. Mumbai

is the financial capital of India with a population of over

13 million, and one of the most populous cities in the

world. The objective of the study was to check the

feasibility of two track elevated corridor with a capacity to

run 15 car, air conditioned trains for Churchgate – Virar

section along the existing tracks with least disturbance

to existing operations.


After the consultations with State Government and

Indian Railways, the corridor is technically found

feasible. Further, Indian Railways will undertake a study

on the financial feasibility of the corridor.


Inception Report, Gauge Study Report, Ground

Survey and Alignment Reports, Architectural Report,

Construction Planning Report, Mandatory CAPEX

Report and Draft Feasibility Report



In view of the recent emergence and development of

‘Rail based Mass Transit’ as a functional urban transport

system, it is important that a new set of IRC Codes are

developed to standardize urban road/ transport networks

to accommodate the provision for the system and its

stations in conjunction with road based modes.


obtained from


Phone: (0124) – 2818666 Fax: (0124) – 2571638


11. Technical Consultancy for Preparation of

Detailed Project Report for 3 - Metro Corridor

in Kolkata.



RITES, Gurgaon (R)



Status : On-going


Progress : Draft DPR for New Garia Airport Corridor

submitted


RVNL has been mandated by Indian Railways, with the

task of implementing the additional Corridors of Metro

Rail system in Kolkata area. The Corridors identified for

development of Metro System include the following:

● Baranagar – Barrackpore (10.5 km)

● Dum Dum Airport – New Garia via Rajerhat (32 km)

● Joka – Binoy Badal Dinesh Bagh via Majerhat

(16.72 km)

The overall study objective is to implement the new

metro rail corridors in kolkata and the Study is aimed

to provide all necessary details to RVNL for preparing

tender design and tender documents for floating the

tender on “design and construct” basis.


Inception Report; Ridership Assessment Report;

Technical Report of Corridor 1 & 2; Survey and Alignment

Report for Corridor 3; GT Report for all three Corridors;

Draft Detailed Project Report for Corridor 3.


Codes/Specifications (if completed):

A new set of IRC codes may be developed to standardize

urban road/ transport networks to accommodate the

provision for the metro systems/ stations in conjunction

with road based modes.


obtained from


Phone: (0124) -2818666 Fax: (0124) -2571638


12. Constraints in Developing West Coast Canal in

Kerala – Case Study of National Waterway No.III



March 2011


Centre (R)


Development of the National Waterway No.3 has

almost reached the final stage of completion. But

even after providing the necessary infrastructure

facilities, the anticipated traffic is not achieved so far.

At this instance it is necessary to study the problems

of waterway development so as to improve the traffic

and maintain the sustainability of the canal. The current

status of development of the project is studied and the

problems encountered during execution are identified.

The status of the canal in terms of traffic achieved and

regional development are also studied. After discussion

with the IWAI Authorities, state departments and other

stake holders like industries, boat operators, shipping

companies etc. the constraints in cargo movement are

identified and suggestions for improvement are proposed.

Further Findings/Conclusions

It is necessary to study the socio economic impacts of the

development of the waterways. Specific problems are to

be addressed and necessary additional facilities are to be

provided. It is required to work out an efficient management

system for the smooth operation of the waterways.

Suggestions for improvement of the navigability of the

NW-3 are

● Completion of capital dredging work in NW-3

● Removal of fishing nets from the navigable

channel of the waterways

● Widening of lock gates at Thaneermukkom and

Thrikkunnapuzha locks

● Development of feeder canals of NW-3

● Encourage transportation of containers through

NW-3

● Providing container handling facilities at terminals

of IWAI

● Exploring the possibility of usage of bullet

containers on NW-3

● Conceptualization of cargo oriented projects with

guaranteed quantity of cargo for a specified time

frame for movement by waterways

● Encouraging facilities for construction of ship

building and ship repair in Kerala

● Taking adequate measures for effective integration

of IWT and coastal shipping

● Integration of IWT with rail and road to improve

connectivity


● Revival of inland vessels building subsidy scheme

and operationalisation of freight subsidy scheme

● Formation of an inland vessel leasing company

● Strengthen the set up of Kerala Govt. for fulfilling

its obligation as a regulator under Inland Vessel Act


Cross structures not confirming to the standards

of horizontal and vertical clearances, fishing nets

obstructing the waterway are the main constraints for

the operationalisation of the waterway.

Recommendations for further Work (if completed)

The cargo potential of the waterway is to be studied

and a strategy for suitable vessel design is to be

developed.


Interim Report


from



Thiruvananthapuram- 695 004

13. Computation of Price Index for Auto and Taxi

Operations (PIATO)



Centre (R)


Status : On-going

Year of last Report : March, 2011


The major objectives of the study area:

● To find out the operational characteristics like

passenger load, passenger lead, daily collection

and expenditures (fixed and V.C) of Auto & Taxi

operations in Kerala.

● To prepare a Price Indices for Auto and Taxi

Operations (PIATO) for understanding the

periodical movement of prices of operating cost,

and other inputs for different types of Auto & Taxi

operations.

Methodology

National Transportation Planning and Research Centre

(NATPAC) brought out Price Indices for Auto and Taxi

Operations (PIATO) for the first time in Kerala State. Cost

table approach is adopted to compute cost of operations

of vehicles under optimum utilization of capacity, which

is derived from detailed analysis of life cycle behavior

of almost all important vehicle components. The Price

Index compares the movement of prices of operating

components for any base year with current year. The

method has compared entry – level conditions for two

time periods and has the advantage that the movement

of prices can be assessed and the index revised in future

also. The index presents a clear methodology for taking

decisions such as fare revisions.


The fare for Taxi services was fixed as ` 6.50 per

kilometer and that of Autos at ` 4.58 per km as per the

fare revision effected in March 2010. The Price Indices

for Taxi Operations (PITO) moved from 128.02 in 15th

December 2010 to 143.57 at the end of March 2011. The

Price Indices for Auto Rickshaw Operations (PIARO)

moved from 130.41 in 15th December 2010 to 148.22

at the end of March 2011.


Computation Periodical updating of Price Indices for

Auto and Taxi Operations (PIATO) gives a scientific basis

of fare revision of Stage Carriage Operation. The value

of inputs compiled for PIATO refers to survey based on

limited sample basis conducted by NATPAC in 2006 and

accurate demand forecast have not been made for any

particular route. Frequent fluctuations in fuel and other

cost inputs and also the load and lead parameters could

not be realistically estimated. The cost of components

and weights used for computing the values of these

factors remain unaltered.


Interim Report -December 2010 and Final Report –

March 2011

Further information / copy of report can be obtained

from





14. Pre-Feasibility Study for Improving Road

Connectivity to Kannur Airport

Date of Start: December 2009



Centre (R)


The Pre-feasibility study of the identified seven project

roads were taken up by NATPAC in December 2008 and

the Final Report has been submitted to the Kerala Road

Fund Board in December 2009. A summary report was

also presented to the Government in December 2009.

As per suggestion from the district level committee the

feasibility of new green field alignment was carried out

along with the revised FIRR calculations and again the

final report was submitted to the Kerala Road Fund

Board in March 2011.


As per the pre- feasibility study conducted based on

limited surveys, rough cost estimate, and financial

analysis, Kannur – Mattannur road, Thalassery –

Mattannur road and Thaliparamba – Mattannur road will

qualify for development to 4/6 lane standards on Public

– Private partnership on annuity basis. The Government

should bear the initial cost of land acquisition and provide

a viability gap funding or annuity to ensure the expected

16 percent return on investment. All other referred roads

may be developed as per the existing practices and full

budgetary support by the Government.

Limitations of Study

The present pre-feasibility report is intended to give

only a broad picture of undertaking the proposed

airport road connectivity project under public –

private participation nods. The preliminary financial

analysis results suggest that the project will not be

financially viable without major financial commitment

from the Government especially considering the

present uncertainty brought about by global economic

recession. Broad assumptions made with regard to

regional economic development and land use changes

in the vicinity of improved roads and the optimistic

traffic projections need not be exactly realized. As

the present exercise is carried out based on limited

field surveys and broad assumptions with regard to the

demand for real estate/commercial/business space

in the region and suitability of land for various uses,

detailed exercises on planning and design of facilities

need to be done at the time of preparation of detailed

feasibility study/ DPR.


Interim Report, February 2009

Draft Final Report, March 2009

Summary Report, July 2009

Final Report, December 2009

Final Report, March 2011 (New Green Field Alignment)



Road development if properly planned in any region

is expected to bring improvement in socio-economic

condition of people. Unplanned spatial growth of regions

cause ultimately many traffic woes and chock up further

development. Such road improvement works can be

made financially viable if it is developed as a public-

private joint venture project.


from




15. Development of GIS Based National Highway

Information System

Date of Start: Feb 2006

Date of Completion (Targeted): Dec 2011

Central Road Research Institute, New Delhi (R)


The main objective of the project is the development

of National Highways Information System in GIS

environment which is to be achieved through collection

and collation of road related information both from

primary and secondary sources for 50,000 km long

National Highways network (except roads under

NHDP).

Methodology

The entire study comprises of the following four

modules:

● Module I: Development of GIS Based Highways

Information System

● Module II: Inventorisation of National Highways


● Module III: Traffic Volume and Axle Load Surveys for

National Highways

● Module IV: Long Term Maintenance and Rehabilitation

Strategies for National Highways Based

on HDM-4 Tool

Interim Conclusion/Conclusions/Supporting data

A GIS based database software has been developed

and about 40,000 km of primary data collected has

been uploaded in the software. Integration with

HDM-4 is in progress. Till now, about 45,000 km of

National Highways has been surveyed using the

Network Survey Vehicle. Secondary data for about

25,000 km has been completed and uploaded in to the

software. The survey in the remaining section is under

progress.

Limitations of conclusion/Recommendation for

further work/further

The inventory data collection is for one time only, these

data should be updated in time series manner.


from

Director, CSIR- CRRI, Mathura Road, New Delhi-110 025

Phone : 011-26312268 Fax : 011-26845943;

e-mail ID : [email protected]

16. Evaluation of Operational Efficiency of

Highway Network Using Travel Time Reliability

Measures



December 2011



● To evaluate operational efficiency/characteristics

of highway transportation system by considering

various travel time reliability measures.

● Analyse travel time variability under various

uncertainty factors of transportation system by

considering stochastic simulation technique. from

demand side factors, supply side factors and

external factors.

● Selection of appropriate travel time reliability

Indices for Indian Highways.

● Application of stochastic simulation modelling

technique and Artificial Intelligence modelling

techniques such as Stochastic Response Surface

Method (SRSM).

● Neural Network Models and Genetic algorithms

models for modelling travel time distribution in the

light of demand side factors, supply side factors

and other external effects of the transportation

system.

Methodology

● Review of Various Performance Measures.

● Development of Frame Work for Factors

Influencing Travel Time Reliability Measures.

● Identification of Study Area: In this study initially

one corridor from urban arterial road network

(Delhi), one corridor from National Highway and

a small road network (urban area, within Delhi)

will be identified for performance measurement.

● Data Collection: Various surveys are to be carried

out in the proposed study area for collecting the

necessary traffic information, incident information.

Similarly external data such as rainfall intensity

and fog visibility information is to be collected from

various Meteorological agencies related to study

area. In this study continuous 24 hours data for

6 months duration would be considered for travel

time estimation.

● Estimation of Travel Time: In this study the direct

measurements would be considered for travel time

estimation.

● Performance Evaluation of Proposed Study Area:

Examination of various reliability measures for the

study area and investigation of the appropriate

measures to passenger and freight traffic.

● Application of SRSM and ANN Simulation Model

for Travel Time Distribution.


For examining travel time reliability on Indian roads a

pilot based study has been carried on National Highway

route number 2 (NH2). Urban corridor (from km 8 to

km 12) and Rural corridor (km 47 to km 52) has been

identified and travel time reliability analysis has been

carried separately. License plate matching techniques

has been considered for measuring travel time of the

study area. Travel Time has been computed from the

difference in arrival times of matching the license plate

between entry and exit points. The following conclusions

were drawn based on the analysis.


● This study identified the requirement of travel

time reliability measurements for measuring

performance of Road Network in India than the

traditional measures.

● Vehicle enters on study area before 9 AM the

90 percent (planning time) travel time is about

12 minutes, where as vehicles enter after 9 AM

and before 10 AM has to plan 25 minutes to ensure

90 percent on time arrival at the destination on

urban corridor.

● Highest BI value i.e. more than1.0 was observed

during morning period between 9 to 9.15 AM.

This indicates that travellers should budget

an additional 12 minutes buffer to ensure

90 percent on time arrival at the destination on

urban corridor

● The mean 95 percent travel time for urban corridor

is varies between 3.45 to 8 min per km during

morning peak hour. Whereas this value varies

between 1.5 to 1.74 min per km in rural section

on NH-2.

● Travel time reliability measures such as buffer time

index is more useful to the commercial vehicle

users and freight significant corridors. Whereas

planning time and planning time index is more

suitable to normal traffic.

● SRSM technique was found to be an efficient

method of uncertainty analysis for determining

the travel time variation under the uncertainty of

traffic fluctuation and effect of random pedestrian

crossing on highway.

● Travel time distribution obtained by MLR models

are bimodal frequency curves having two peaks,

one maximum at 665 seconds and the other

maximum at 797 seconds, whereas travel time

obtained by SRSM model is well distributed

between 545 seconds to 985 seconds.

● Further, the difference between the estimated

distribution by SRSM model and actual distribution

may be improved by increasing the number of

uncertainty parameters in the model.


● Dr. Ch. Ravi Sekhar, Dr. B.K. Durai, A.Mohan Rao

and K. Sitaramanjaneyulu "Toll System Design

based on Travel Time Reliability for High Speed

Corridors”, 2009

● Dr. S. Gangopadyay Dr. Ch. Ravi Sekhar,

Dr. B. Kanaga Durai, “Travel Time Reliability

Measurement for an Urban Corridor - A Case

Study”, Indian Highways, May 2010.

● Ch. Ravisekhar., B. Kanagadurai and S.

Gangopadhyay “Modeling Travel Time Variation

under Uncertainties: A Case Study of Urban

Corridor in Delhi”, Conference on Infrastructure,

Susta inable Transpor tat ion and Urban

Planning, Indian Institute of Science, Bangaluru

(CDROM).

● Ch.Ravisekhar, B. Kanagadurai and S.

Gangopadhyay “Examining Travel Time

Distribution of Urban and Rural Corridor of

National Highway in India”, Eastern Asia Society

for Transportation Studies,(EASTS) 2011.

Further information/copy of Report Can be obtained

from


Phone : 011-26312268 Fax : 011-26845943


17. Application of Geographical Information System

(GIS) in Traffic Congestion Management


Date of Completion (Targeted) : Feb 2011



● Review of traffic congestion characteristics and

existing indices worldwide.

● To identify the congested areas.

● A methodology for measurement of traffic

congestion is developed.

● To quantify the magnitude of the congestion.

● Suggestion of mitigation measures for traffic

congestion.

Methodology

● Identification of study area

● Data collection

● Analysis of the data

● Development of congestion measurement

methodology

● Report Preparation


A statistical study was performed to see whether there


are significant differences between the manual method

and the GPS method. Analyses of means and variances

were used to test if the difference between the two

methods was due to a significant difference or due to

chance. Evidently, when the variances and means have

no significant difference, the two methods can be said

to be statistically indifferent. Thus, they can be used

interchangeably.

Significance/ Utilisation Potential

Traffic congestion management and suggestions for

mitigations


further work/further

Proposed work Study will be limited to few stretches in

urban arterials of Delhi area.


K. Ramachandra Rao and A. Mohan Rao , “Application

of GPS for Traffic Studies” Journal of Urban Transport

Vol 8 No.1, December 2009-12-08.

Further information/copy of Report can be obtained

from


Phone : 011-26312268 Fax : 011-26845943


18. Modelling of Driving Cycle for Road Network

Development Plan in Urban Area and Suburban

Area Applying GPS – A Case Study in NCR

Date of start: March 2010

Date of completion (Targeted): October 2011


ii. Edinburgh Napier University, UK


● Modelling the driving cycles and to develop the

efficiency of road network

● To find the effect of road geometry, traffic volume,

speed-limit on driving cycle

● Scope of the work will be initially restricted to Delhi

& NCR corridors for cars only.

● Application of driving cycle to estimate pollution

Methodology

● Identification of study area in Ghaziabad, Gurgaon

and Delhi

● Collection of data using GPS

● Synthesising and deriving driving cycle obtained

from GPS

● Application of driving cycle for traffic demand

management

Significance/ Utilisation Potential

Traffic demand management and emission estimation

in real world scenario


further work

Proposed work study is limited to car only.


Kumar Ravindra, Kamini Gupta and B.K.Durai (2010)

“Credibility of Speed Limit –A Case of Gaziabad City",

International Conference on National Road Safety Issue

India, March 2011, SAP and WRA Delhi


from


Phone : 011-26312268 Fax : 011-26845943


19. Travel Time Related Performance Measures for

Evaluation of Sustainable Road Transportation

System

Date of Start : Aug 2010

Date of Completion (Targeted) : Aug 2012



● To identify various performance Measures for

evaluating sustainability of road Transportation

System.

● To Analyse the variability of travel time under

various uncertainties from demand side and

supply side of the system

● To evaluate sustainability of road transportation

system for current future transportation scenarios.

Methodology

This proposed system collects the traffic related data

through video graphic tools such as handy cameras for

the identified road network (Small size). This data used


to estimate travel time for the same network. Travel

time variation due to various uncertainties for link wise

of network will be modeled with the help of stochastic

and Artificial Intelligent (AI) modeling techniques such

as Neuro Genetic Algorithms etc. Finally, sustainability

of transportation system is evaluated by considering

travel time based performance measures.


This project has taken an initial research on the

pedestrian level of service for Indian road & traffic

scenario at an intersection. Considering the pedestrians’

opinion on crossing facilities; extracted factors with

significant effects are: walking/running speed while

crossing, initial wait time, safety, active/inactive signal

and their education level. Model has been developed

based on these significant variables however factors

other than these have been considered important

through literature and fields surveys. Therefore the need

of revealed data collection is being highlighted. Such

data include number and type of conflicts; wait time at

median, attempts made for road crossing, etc.


● Master Thesis is on “Modeling Travel Time

Variation for Urban Corridor”, jointly organized by

Anna University and CRRI is submitted to Anna

University, Chennai.

● Kamini Guptra, Ch. P. Ravisekhar, Kanagadurai

and S. Gangopadhyay “Provision of Sustainable

Road Transport Infrastructures: A case study of

Urban Corridor in Delhi”, published in International

Conference for Women Engineers & Scientists,

ICWES 2011, Adelaide,Australia


from


Phone : 011-26312268 Fax : 011-26845943;


20. Evaluation Study on Use of On-Site Visualization

Method for Monitoring of Safety Management

at Construction Site


Date of Completion (Actual) : December 2010


ii. Kobe University, Kobe Japan

iii. Japan International Cooperative Agency

(JICA) Japan

Progress

Completed


The main objective of the study is to evaluate the use

of On-Site Visualization (OSV) method for monitoring

of Safety management at Construction Site (AIIMS

Metro Station) by considering the following evaluating

criteria:

● Safety awareness and consciousness among

various stakeholders during construction.

● Recognizing of OSVs and safety issues

● Effectiveness of OSV techniques

● Contribution of OSV to the safety activities/

management

● Improvement of safety mind/consciousness

through OSV activities

Methodology

● Awareness programme/demonstration of OSV

system

● Technical Discussions on Design Parameters for

Opinion Survey

● Design of Survey Formats for Various Groups such

as Workers, Site Engineers and Road Users.

● Data Collection at DMRC Metro stations (AIMS

and Green Park)

● Data Analysis


● The rate uses of OSV in construction safety

monitoring were quantif ied on a 4 point

measurement scale. Site Workers it is about 3.0,

for nurse building residents and road users is

about 2.22 and site Engineers/Officers/ Scientists

is about 2.79.

● The improvement of safety conscious by

introducing OSV has been quantified on a 4 point

measurement scale. From results, it is identified

that workers group, it is about 3.3, engineer/

officers/Scientists it is about 2.94 and Nurse

building residents and road users is about 2.3.

● Randomly 118 site worker at AIIMS metro station

have been Interviewed including day and night

shift. Out of this, 95 percent of the workers


understand the purpose of OSV. Very often

they observed the sensor during the work. This

emphasizes that Site workers are very keen

interest in monitoring the safety condition through

OSV.

● Randomly 45 nurse building residents at

Safdajung nurse hostel have been interviewed.

Out of this, 78 percent residents are very keen in

watching the lights installed on top of the building

and 82 percent residents are agreed that they feel

of security by installing OSV on top their hostel

building.

● Randomly 47 road users in front of AIIMS metro

station have been interviewed. Out of this,

46 percent residents are very keen in watching the

lights installed on top of the hostel building and

79 percent of observed road users are agreed

that they feel of security by installing OSV on top

their hostel building.

● Site Engineers of SOMA, officers of DMRC and

some selected Scientist of CRRI have been

interviewed (total 38 sample). 97 percent of this

group understands the purpose of OSV. Very

often they observed the sensor during the work.

This emphasizes that Site Engineers and Officers

are very keen interest in monitoring the safety

condition through OSV.


● Dr. Ch.Ravi Sekhar and Dr.B.K Durai “Evaluation

Study on Use of On-Site Visualization Method for

Monitoring of Safety Management at Construction

Site", Workshop on SAPI- Applying the Monitoring

Method by OSV at Delhi Metro Construction Site,

Claridges, New Delhi, organized by JICA, on 4th

June 2010.

● Dr.Ch.Ravi Sekhar, Ms Kamini Gupta and

Dr.B.K.Durai “Techniques for Monitoring Safety

Management at Construction Site”, Proceedings

of the International Seminar on National Road

Development Strategies and Road Safety on

Improved Highways, Indian Habitat Center, New

Delhi, Organized by School of Planning and

Architecture.

Further information/Copy of Report can be obtained

from


Phone : 011-26312268 Fax : 011-26845943



IV. TRAFFIC & TRANSPORTATION

2. SAFETY & ENVIRONMENT

SUMMARY

Research/Consultancy worksreported in the area of Safety and Environment relate to projects on ambient air quality,

traffic emergent situations, accident & safety aspects including safety audit of national highways at design stage&

Construction stage and safety audit of state highways/MDR/ODR and Road user behavior, Driver simulation and

Micro Simulation based Driving Cycle in Delhi City.

Out of total 7 Projects reported, 2 projects are reported first time both studies relating to the safety, one on safe speed

limits and second study is on Road safety audit of Punjab State highways/MDR/ODR and Road user behaviour . Under

the on-going/completed section total 5 projects are reported relating to the pedestrian studies, Road safety, Micro

Simulation based Driving Cycle in Delhi City for Sustainable Transportation System, Distracted Driving in Simulated

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


1. Road Safety Audit

2. Pedestrian Behaviour

3. Speed Limits on National Highways

4. Driver Simulation

5. Micro –Simulation for Development of Driving Cycle Pattern for Emission Estimation

6. Ambient Air Quality and its Contribution to Climate Change



TIME

1. Impact of Posting Scientific Speed Limits

on National Highways - Case Study of

Thiruvananthapuram-Kollam Section of NH-47

Date of Start: 01 April 2010

Date of Completion: 31 March 2011


Centre (NATPAC) (R)


The aim of the study is to evaluate various techniques

available for establishing scientific speed limits on

highways and propose appropriate speed limits on

National Highways in Kerala. It is also intended to

implement a scheme of speed limits and evaluate its

impact on traffic flow and safety of road users.

The objectives of the study are:

● To review the modern techniques for evaluating

travel speed and posting speed limits on major

arterial roads;

● To assess the travel speeds of vehicles on different

sections of the road under study;

● To evaluate the effect of land use, road geometrics,

roadside developments, pedestrian movements,

number of accesses and their influence on travel

speed of different vehicle types;

● To identify the locations for posting of speed limits;

and

● To assess the requirement of various types of

speed control measures like speed limit, signage,

road markings, other auxiliary devices to be

posted.

The scope of the study was limited to Thiruvananthapuram

- Kollam section of NH 47 having a distance of 70 km.

Methodology

The tasks carried out include collection of data through

primary and secondary sources, analysis of data to

arrive at speed limit restriction on selected stretches.

The required data for the study were collected through

both primary and secondary surveys. The following

surveys were conducted:

● Inventory survey of the study stretch to assess

the geometric profile of the highway including

roadway and shoulder widths, and adjoining land

use characteristics

● Traffic surveys including classified volume count,

pedestrian and parking activities

● Speed and delay survey along the sections

● Collection of accident data for the last three

years

Data collected from primary and secondary

surveys were systematically analyzed to obtain

the required inputs for the study.

● Analysis of speed data to estimate the 85th

percentile speed on selected sections along the

study corridors

● Analysis of the road geometrics, land use pattern,

road side development, etc. and to evaluate their

impact on travel speeds of vehicles.

● Analysis of traffic flow, pedestrian, parking

activities and accident statistics.

● Posting differential speed limits for various types

of vehicles.

A scheme to post various speed limits was formulated on

the study stretch and it involved the following tasks.

● Identifying locations for implementation of speed

limit scheme and the type of control devices to be

installed.

● Detailed design of various speed control

devices.

Conclusions/ Significance of the Study

The research report gives a detailed account of various

factors governing the speed limit for various sections

of NH under study, identification and design of various

speed control devices and signage scheme for such

locations. It also spells out the techniques available

for monitoring speed limit and traffic management. It is

expected that implementation of the speed limit scheme

at appropriate level, would improve the safety efficient

operation of the facility to the satisfaction of the various

road users.


There are several tools available for management of

speed. The study recommends posting of advisory

speed limit signage as a method for bringing a balance

between safety and travel time. Besides engineering

treatments, effective enforcement of speed limits by

police and the use of extensive public information and


education programmes for encouraging compliance

to both advisory and statutory speed limits will be

required. The advisory speed posted is based on the

85th percentile method which was modified on the basis

of trial runs and speed tests.

The advisory speed limit will not be applicable for all

times of the day, and for all weather conditions. The

motorist is expected to make appropriate judgment

during night time and adverse weather conditions.

Further work include fine tuning of the basic speed which

is applicable to a particular section of the road taking into

consideration various factors such as road geometrics,

road side development, traffic characteristics and

roadway conditions.

The study report is completed and it is implemented on

the selected corridor. Evaluation of the speed limit on

the safety and level of service is being monitored.

Further information/copy of report can be had

from




2. Development of Road Safety Strategy and

Generating Awareness on Traffic and Road

Safety - Package VII (Phase-II)

Date of Start : 08 December 2010

Date of Completion (Targeted) : 07 August 2012

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


Objectives are divided into two phases. The objective of

the study entails “prevention and minimization of road

accidents”. The other key objectives are:

● Review of the Road Safety Audit studies undertaken

by PRRDB for the test sections and conduct of

RSA conforming to IRC ‘Manual on RSA - 2010

● Study Road User Behaviour on Project Roads

● Study Enforcement & Evacuation mechanism as

Prevalent on Road Corridors

● Identify an exhaustive list of stakeholders

expected to bear the direct and indirect impacts

of Road Safety measures (or lack of it)

● Review of safety status of select stretches during

construction stage.

● Develop a Safety Awareness Generation Plan with

an object to:

o Instigate a sense among communities that

traffic safety is a community concern.

o Educate Policy makers as well as common

people regarding the road safety as a major

tool to prevent accident & action to be taken

in the incident of accident.

o Initiate community policing in the selected

areas to ensure obedience to traffic laws by

local road users.

o Indoctrinate the residents along the road,

the sense of ownership of the road signs &

other safety measures installed and explain

that these are meant for their safety.

o Provide capacity building training to target

population.

o Strengthening of local Non-Governmental

Organizations (NGO) and Community Base

Organizations (CBO) and their linkage

through capacity building training, so that

they in-turn can provide training to other

road users/personnel

o Delivery of an Awareness Generation

Plan

Methodology

The Study proposed the following methodology for

carrying out the study, which is sub-divided into Group

Tasks, Tasks and Sub-Tasks.

Task 1:

Reconnaissance Survey of

the Identified Road Sections

and Data Collection

Task 2: Study

of Road User

Behaviour

Task 3:

Analysis

of Data

Task 4:

Presentation of the

Data and the Report

Task 5:

Awareness Generation

Plan

Task 6:

Delivery of Road Safety

Awareness Campaign

Task 7:

Campaign Monitoring,

evaluation & Coordination



action plan on ground expecting to reduce the accidents

and generate the awareness along the project roads.


from


Phone 011-26312268 Fax 011-26845943;



B. ON-GOING / COMPLETED PROJECTS

1. Pedestrian Behaviour Under varied Traffic and

Spatial Conditions (CSIR Sponsored)

Date of Start : 01 June 2008

Date of Completion : 31 May 2011

Indian Insti tute of Technology Roorkee,

Roorkee (R)


Status : Completed

Year of Last Report : June 2010

Progress: Data were collected by videography at 36

locations in five cities of India for walking and crossing

conditions. The pedestrian parameters like speed, flow,

gap accepted and arrivals was extracted from recorded

data, and the pedestrian flow analysis, vehicle interaction

analysis, risk analysis was carried out. Behaviour

analysis was done separately to know the pedestrian

movement under the influence of various factors like

bottleneck, encroachment, road width etc. Pedestrian

interview survey was also conducted to model the

pedestrian Level of Service in different facilities.

Conclusions

● The pedestrians in India walk at slower speeds

(1.17 m/s) as compared to their counterparts in

countries like China, Sri Lanka and Singapore

where as the average crossing speed on a two-

lane one-way system (1.34 m/s) is higher than

that reported in most of the earlier studies.

● Three types of crossing patterns exist in Indian

conditions. These are single stage, rolling and

two stage.

● The study shows that speed-density forms negative

exponential relations for crossing facilities and

speed-density relationship is exponential in all

types of walking facilities except for pedestrians

walking through carriageway where as it is

linear.

● A level of service criteria was developed for

crossing and walking facilities with pedestrian

perception.


The study of pedestrians’ speed by geographical region

has not incorporated the features of population like

their ethnic characteristics, body-dynamics, attires,

temperatures in the area, etc. The relationship between

flow characteristics could not be developed based on

multi-regime approach mainly due to limited size of

data.


The present study enhances the knowledge pertaining to

pedestrian behaviour on different types of facilities and

land uses. Though it covers almost all factors influencing

the pedestrians, further research may taken up to study

the LOS for controlled type of crossing, effect of city

size and demography on pedestrian speed, behaviour

and flow.

Reports and Publications

1. Final Technical Report on "Pedestrian Behavior

under Varied Traffic and Spatial Conditions",

Submitted to CSIR, New Delhi, June 2011.

2. Kotkar, K. L., Rastogi, R. and Satish Chandra

(2010), “Pedestrian Flow Characteristics in Mixed

Flow conditions.” Journal of Urban Planning and

Development, Vol. 136 (3), ASCE, pp.23-33.

3. Ilango, T, Satish Chandra and Rajat Rastogi,

(2010), "Comparison of Pedestrian Characteristics

of North and South India", Indian Highways,

Journal of Indian Roads Congress, pp.29-37.



IRC: 103–1988, “Guide Lines for Pedestrian Facilities”

can be modified with the design values given in the

report.


Dr. Satish Chandra, Professor, Department of Civil

Engineering, IIT Roorkee.

2. Safety Audit for Development Period of

the “6-laning of Chilakaluripet–Vijayawada

Section of NH-5 from km 355.00 to km 434.150

in the State of Andhra Pradesh to be Executed

as BOT (Toll) on DBFO Pattern under NHDP

(length 82.5 km)”



CRAPHTS Consultants (I) Pvt. Ltd.,

Faridabad (R)



Road Safety Audit has been carried out for 82.5 km

of NH5. The bypass alignment connecting km 355 to

km 375 could not be audited in absence of approved

alignment plan.


The accident scenario in India is extremely grim. At least

13 people die every hour in road accidents in the country

(latest report of the National Crime Records Bureau).

Nearly 1.14 lakh people in India lost their lives in road

mishaps during the year 2007. Road deaths in India

registered a sharp 6.1 percent rise between 2006 and

2007. Andhra Pradesh accounts for a very significant

proportion of total number of road accidents in the

country. The existing road [NH5] (of four lane divided

carriageway configuration) is going to be widened to

six lanes. This is also going to be an access controlled

highway. This report on Accident Analysis in connection

with Development Stage Road Safety Audit relates to

the existing road. The set of parameters leading to

heightened hazard index at various locations along the

existing alignment would expectedly undergo significant

changes coinciding with widening of this section of NH5.

However, importance (and relevance) of this activity lies

in the fact that the nature of traffic – abutting land use

and traffic – road characteristics interactions as studied

during this phase would become a useful analytical

tool for the next stage of activity wherein the detailed

drawings are to be audited in terms of road safety within

the already analyzed traffic environment.

The major deficiencies observed by the Consultants for

the project stretch are:

● Improper median opening

● Inadequate sight distance at junctions

● Inadequate intersection design at the cross roads

merging with the main carriageway

● Improper design of median

● Uncontrolled junctions even where signalization

is inevitable

● Deficiencies in Road Signs, Markings, Signages,

Street Lights (even where necessary) etc.

● Irrational behavior of Vulnerable Road Users and

lack of traffic enforcement

● Improper location of Bus shelters


● Accident Report

● Safety Audit Report


from

The General Manager (Safety), National Highways

Authority of India (Ministry of Road Transport &

Highways), Plot No. 20, Institutional Area, Sector – 32,

Gurgaon – 122 001 (Haryana)

3. Safety Audit for Development & Construction

Period for Package No. 1 – 6-Laning of

Gurgaon – Kotputli – Jaipur Section of NH-8

(NHDP – V). under PPP on DBFO Basis (Total

Length – 231.0 km)





● Development stage audit completed

● Construction stage audit completed for two

Calendar Quarters


Construction Stage Audit : Following are some of the

important findings :

● Barricades/Guard fences are discontinuous over

large part of the sections

● Standard Practice of Guard fencing/Barricading

was not been adopted for protecting the

construction zone.

● Consistency in using materials for guard fencing

is not observed.

● Concrete blocks placed for barricades are

hazardous at some locations as these protrude

in to the main carriageway

● Retro reflective markings required to guide

the users are missing on the concrete blocks/

barricades at some locations.

● Proper Entry/Exit is not demarcated for the

construction vehicles moving around the site.


● Piling of materials such as sand and loose

earth on the berns without purpose protection /

Signages.

● Sub standard work zone signages placed in the

work zone area.

● Retro reflective Curve signs are not present at

some of the Curves.

● Guard rails are damaged/broken at most of the

locations.

● Edge lane marking is not visible throughout over

certain segments.

● Pavement marking is missing even where 3 laning

has been completed

● Unevenness of surface is observed in some of

the stretches as smooth transition has not been

provided (between new and old carriageways).

● Poor traffic management around construction

sites including lack of measures prohibiting traffic

from using incomplete/ under construction road

segments.

● Retro-Reflective bollards/ median opening signs

must be provided at appropriate locations.

● Truck parking particularly along the outer lane is

seen over the entire stretch (km 42.7- km 220.00),

and this needs to be dealt with seriously.


● Accident Report

● Safety Audit Report (Part I & Part II)

● Construction Stage Audit Report (Part I & Part II)


from

The General Manager (Safety), National Highways

Authority of India (Ministry of Road Transport &

Highways), Plot No. 20, Institutional Area,Sector – 32,

Gurgaon – 122 001 (Haryana)

4. Study on Ambient Air Quality and its

Contribution to Climate Change in Kerala


Date of Completion (Targeted/Actual) :

September 2012


Centre (R)


Asses the air quality in Kerala State and develop a model

for change in climatic conditions due to air pollution. Also

formulate further preventive and control measures for

abatement of air pollution.

Methodology

The concentration of air pollutants such as Suspended

Particulate Matter (SPM), Respirable Particutlae Matter

(RSPM/PM10), Sulphur dioxide (SO2), Nitrogen dioxide

(NO2), and Carbon Monoxide (CO) in the ambient

air is at 55 locations throughout Kerala State as per

Central Pollution Control Board (CPCB) Guidelines

IS:5182 Part 14; 2000. The meteorological parameters

like wind speed, wind direction, relative humidity and

temperature are included for monitoring at the sampling

stations. The Air Pollution Index and Wind Rose graphs

are prepared and it may indicate the deposition as well

as the dispersion of air pollutants in the ambient air. A

prediction model for change in climatic condition due to

air pollution in the State will be developed.


The 24 hourly average value of particulate matter

concentration at few sampling stations is exceeding the

prescribed standards of CPCB may be due to heavy

traffic density and other industrial activities.


The air pollution prediction and dispersion model will

bring out the actual requirement of mitigation measures

of air pollution.

Limitations of conclusion/recommendations for


The monitoring will be carried out for 3 years and

the prediction of air pollution will be evaluated. The

correlation of vehicular emission into air pollution will

also be assessed.

Reports/Publications:

1. Interim Report

2. Annual Report

3. Seminar Papers

● “Prediction of Vehicular Pollution on NHs

in Kerala”, P.Kalaiarasan & B.G Sreedevi,

National Seminar on Emerging Trends in

Environment and Development (KUNSED),


8th and 9th Oct. 2009, Thiruvananthapuram,

organized by University of Kerala.

● “Ambient Air Quality Monitoring and

Evaluation of Vehicular Emission in

Thiruvananthapuram District, Kerala”,

P.Kalaiarasan & B.G.Sreedevi, National

Seminar on Recent Advances in Civil

Engineering (RACE 2010), 16th and 18th

September 2010, organized by Cochin

University for Science and Technology

(CUSAT), Ernakulam.

● “Status of Air Quality in Thiruvananthapuram

Dist r ic t , Kera la” , P.Kala iarasan &

B.G.Sreedevi, 23rd Kerala Science Congress,

Thiruvananthapuram organized by Centre

for Earth Science Studies (CESS), 28th and

31st January 2011, Thiruvananthapuram.


from


Research Centre Sasthra Bhavan, Pattom Palace


5. Distracted Driving in Simulated Environment:

Present Challenges and Mitigation


Date of Completion (Targeted /Actual) : July

2011

CSIR-Central Road Research Institute, New

Delhi


The main objective of the study was to compare

the behaviour of drivers risk taking practices in both

distracted driving conditions and driving without

distraction

Methodology

In the present project we are using this experimental

approach to study the distraction effects on driving

performance. In the present project a fixed base driving

simulator installed at CSIR-CRRI has been used to

evaluate the behavior of drivers and the effects of various

in-vehicle distractions on their driving performance under

virtual realistic driving environment.

The variation in their driving performance was compared

under various circumstances involving other road users,

road side assets/infrastructure and static and kinetic

objects. In the present study following sample size was

adopted.

In the present study repetitive test design was used

hence large sample population could not be selected.

Total eleven subjects of different gender, profession

and age group was selected for the present study

which combinations of the various independent variable

characteristic are as follows:

Interim Conclusions/ Conclusions/ Supporting Data

● From our study “text messaging” was found to be

the most distracted behaviour pattern (22 percent)

because participants have done highest number

of errors in this condition. followed by listening

to music (21 percent) and talking in cell phone

(20 percent).

● Age-wise analysis highlighted that subjects

pertaining to the age group between 22 years - 24

years committed maximum errors followed by the

younger age group i.e. 18 years to 20 years as

compared to the older age groups.

● In profession-wise analysis highlights that

“students” who are having less driving experience

committed maximum errors.

● Gender-wise analysis also highlights that

“female” participants have committed more errors

as compared to the other gender.

● Qualification-wise findings of the study show that

highly qualified i.e. drivers who have completed

graduation committed maximum errors.

● From driving experience-wise analysis it is

evident that “up to 2 years experienced” drivers

have done maximum errors.

● City vs. Highway Driving Conditions : This was

highlighted in the present study that in the

City driving environment where the maximum

stimulation were present drivers committed

more errors as compared to the highway driving

situation.

Significance /Utilisation Potential

The data of the present study highlights the risk taking

practices among the novice as well as commercial

experienced drivers with and without distracted driving

conditions ,the findings of this report is useful to create

awareness among the road users and drivers to see the

consequences which are otherwise may prove fatal in

realistic traffic environment.


Limitations of Conclusion/ Recommendation for

further work

Time limit : Due to the limitation in time (i.e. two month

period) administration of the tests on large number of

sample was not possible in this study hence only 11

subjects were randomly selected for the study.

Repeated Test Design: In the study repeated test

measure was selected which was more time consuming

but in depth behaviour performance analysis for each

distracted driving activity was possible hence this type

of test design is more suitable for validation study.


Report has been submitted in CRRI.


from

Director, CSIR- CRRI, Mathura Road, New Delhi-110 025 .

Phone 011-26312268 Fax 011-26845943;


6. Micro Simulation based Driving Cycle in Delhi

City for Sustainable Transportation System

Date of start: August 2010

Date of completion (Targeted): August 2012

CSIR - Central Road Research Institute, New Delhi


The objective of this study is two folds (a) to derive the

driving cycle and compare it with existing regulatory

driving cycle using micro-simulation and real world data

and (b) to estimate the emission based on real world

driving cycle for Delhi.

Methodology

In this study the real world driving cycle is being carried

out in selected seven routes in Delhi City. These routes

represent different types of lane, connectivity, land-

use pattern, etc. to capture the road and travel related

parameters. It covered all most all part of the Delhi city

with variations in route characteristics. The survey will be

carried out using GPS based Performance Box, which is

fitted in different type of vehicles. Questionnaire also has

been developed to capture the driver related parameters.

In first instance, on pilot basis the survey was carried out

in four routes for car only. In addition, traffic volume data

were also collected in selected locations (mid points) of

these routes.


Delhi Traffic Police,IOCL,CIRT, ICAT


1 Ravindra Kumar, B.K. Durai, Wafaa Saleh, Colin

Boswell., "Comparison and Evaluation of Emissions

for Different Driving Cycles of Motorcycles: A note

Published on Line Transportation Research"

Part D 16 (2011) pp 61–64.

2 Wafaa Saleh, Ravindra Kumar, Añil Sharma,

"Driving Cycle for Motorcycles in Modern Cities:

Case Studies of Edinburgh and Delhi", World

Journal of Science, Technology & Sustainable

Development, Vol. 7, No. 3, 2010 pp 263-274.

3 Dr. Ravindra Kumar, Dr. Wafaa Saleh “Motorcycle

Emission-Effect of Driving Cycle in Urban and

Rural Areas”, VDM Verlag Dr. Muller GMBH &

Co., KG, Germany, 2011.

4 Ravindra Kumar, Kamini Gupta, B.K. Durai,

S.Gangopadhyaya "Driving Cucle for Measuring

Vehicle Emissions on Roads at Bus Raid

Transit (BRT) Corridor in Delhi"., World Engineer

Convention 2011 Geneva.

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NIO Goa Hindi Seminar on Enviornmental Impact

of Changed Life Style, 5-8 June.


from


Phone 011-26312268 Fax 011-26845943;



V. RESEARCH PROJECTS RELATED TO THESIS FOR

POST-GRADUATION/Ph. D.

A. PAVEMENT EVALUATION AND PERFORMANCE

1. F in i te Element Analysis of F lexible

Pavements

Date of Start: November 2009


College of Engineering, Trivandrum (R)


The objectives of the study are:

● To analyze and compare the stress-strain

distribution and response of the pavement system

by using asphalt mixes with various additives like

hydrated lime and sulphur;

● To analyze a typical 4 layer flexible pavement

structure by means of Finite Element Method;

and

● To study the stress - strain distribution of pavement

using linearized elastic theories and compare with

the Finite Element Analysis.

Methodology

The following are the overall steps followed in this

investigation.

● The first step consists of defining the model of the

physical problem. In the present case, the model

consists of a one layered pavement structure.

● In the second step, the material properties, the

boundary conditions and the loading details are

given and the numerical problem associated with

the model is solved.

● The third and final stage consists of processing the

results computed and generate various solutions

for further processing/analysis.

Salient Findings/Conclusions

● The vertical stresses at various depths obtained

from one layer axisymmetric analysis for a circular

loading on an elastic half space is comparable to

that of Boussinesq’s solution.

● The results obtained through stress-strain analysis

of multilayer system are comparable to that of

mechanistic method (Jones table).

● When the material is viscoelastic in nature, the

loading pattern and duration of loading affects the

vertical strain distribution.

● The typical creep and recovery behavior, a

characteristic behavior of viscoelastic material,

is observed in the pavement response.

● When the pavement is modeled as a four layer

system with viscoelastic model of asphalt layer,

the vertical stress and strain in different layers are

less than that of the system with elastic asphalt

layer.

● Four layer pavement systems are modeled and the

behavior of systems is studied by using asphalt

mix with hydrated lime and sulphur as additives.

● As the mix becomes stiffer, the vertical strains

are reduced and hence the deflections at various

points are reduced.

● The creep strain decreases as the stiffness of mix

increases.


obtained from

Mr. R. Satheesh Chandran, Dept. of Civil Engineering,

College of Engineering, Trivandrum.

2. Evaluation of IRC Method and Effect of

Bituminous Mixtures on Pavement Performance

Using M-EPDG

Date of Start : November 2009

Date of Completion : November 2010

College of Engineering, Trivandrum (R)


The specific objectives of the study included:

● Comparison of IRC method of flexible pavement

design and the design procedure as per ‘The New

Mechanistic - Empirical Pavement Design Guide

(2002)’, in terms of the design concepts and input

requirement.

● Evaluation of a pavement section, designed as

per IRC method, using M-EPDG, in terms of its

structural adequacy and performance.


● To study the effect of modified binders on

pavement performance using M-EPDG.

Methodology

● The soil data, traffic data, axle load data and

laboratory test results for the asphalt mixes and

their respective binders needed for the parametric

analysis were collected from IIT, Madras.

● Traffic data and axle load data were analyzed to

find out the inputs required for IRC design method

and M-EPDG analysis.

● The dynamic modulus for asphalt mixes was

used to find out the equivalent dynamic modulus

for two layers. Using these equivalent dynamic

modulus values for each temperature frequency

combination, the dynamic modulus master curve

equation was optimized. This was done for each

mixture combination.

● After completing the data analysis, an IRC design

for the section was done.

● The IRC design was analyzed using KENLAYER

to check whether the design life requirement is

satisfied, as per IRC 37:2001.

● Using the IRC design as the trial design, M-EPDG

analysis was also carried out. The material

properties were assumed as per IRC:37-2001

and MORTH Specification.

● The results obtained from the above analysis were

used for evaluating IRC design.

● Next step was the parametric analysis. The

performance of pavement while using different

asphalt mix combination on the surface course

was studied.

● The mix which gave the best pavement performance

was figured out.


● IRC section was found to be safe according to

damage equations given in IRC:37-2001.

● IRC section failed in reliability criteria for

longitudinal cracking as per M-EPDG. The section

was found to pass when the thickness of A.C layer

was increased to 170 mm, which was initially 163

mm.

● The increase in thickness from 163 mm to 170 mm

enhanced the performance by bringing about the

following percentage reductions:

o IRI – 0.9 percent

o Longitudinal Cracking – 45 percent

o Alligator Cracking- 25 percent

o A.C Rutting – 9 percent

o Total Rutting – 5 percent

● From performance evaluation using different

combinations of asphalt mixes on the top two

asphalt layers, it was found that when Bituminous

Concrete Mixture using Polymer Modified Binder

(BCPMB) or Bituminous Concrete Mixture using

Crumb Rubber Modified Binder (BCCRMB) were

used as the first asphalt layer, the pavement

performance improved.

● The combination which used BCPMB on top

of Dense Bituminous Macadam mixture using

unmodified V.G-30 binderhad the greatest effect

on all the distresses and IRI. The percentage

reductions for this layer combination were as

follows.

o IRI reduced by 1.3 percent.

o Longitudinal cracking reduced by 72 percent.

o Alligator cracking reduced by 33 percent.

o Asphalt layer rutting reduced by 8 percent.

o Total rutting reduced by 8.5 percent.

As a result, it was inferred that polymer modified binder

is more effective in reducing the longitudinal cracking.


obtained from

Ms. Preethi. P., Dept. of Civil Engineering, College of

Engineering, Trivandrum.

Dr.J.Murali Krishnan, Dept. of Civil Engineering, IIT, Madras.

Publications

Devi Ramachandran & Preethi, P., (2010), “Evaluation

of IRC Method of Flexible Pavement Design Using

M-EPDG” ; "International Conference on Technological

Trends (ICTT-2010)", November 25-27, 2010, College

of Engineering, Trivandrum, Kerala.

3. Experimental Investigations and Modeling of

Rutting of Asphalt Concrete Mixtures


Date of Completion: December 2012

Indian Inst i tute of Technology Madras,

Chennai



The overall objective of this study is to develop an

understanding of rutting of asphalt concrete mixes

through laboratory investigations and analytical

modeling. The following are the sub-objectives:

● Laboratory Investigations:

o To design laboratory experiments to

differentiate between densification and

shear flow

o To investigate the influence of confinement

pressure on densification and shear flow

● Analytical Modelling:

o To develop appropriate pressure dependant

visco-elastic model for predicting the

laboratory experimental data.

Proposed Methodology (Type of Study, Laboratory/

Field)

The main intent related to the laboratory investigation is

to understand the factors which influence densification

and shear flow. In order to simulate the mechanical

response related to densification, samples of mixtures

will be fabricated at 7 to 8 percent air voids and subjected

to repeated creep and recovery loading. These tests will

be conducted at range of temperatures. While at low

temperature (below 20ºC), one could expect densification

alone, it is expected that samples will exhibit shear flow

also at higher temperature (above 30ºC). To quantify

the response of shear flow, samples will be fabricated

at air voids close to 2 percent and creep and recovery

tests will be carried out. The total number of cycles will

depend on the temperature, type of mix, confinement

conditions and ratio of deviator to confinement stress. A

proper frame invariant non-linear viscoelastic model will

be identified and used for validation of the experimental

data. All materials parameters corresponding to this

model will be pressure dependent.

Salient-Findings and Conclusion(s)

Research is on-going.


obtained from:

Neethu Roy, Ph.D. Scholar, Transportation Engineering

Division, Department of Civil Engineering, IIT Madras,

Chennai – 600 036

Mobile : 0956616 9941

E-mail ID: [email protected]

4. Forensic Investigations on Pre-mature Rutting

on a National Highway Pavement

Date of Start : August 2010

Date of Completion: June 2011


Chennai


Broad objectives of the study include the following:

● Field investigations to identify the causes of

rutting.

● Laboratory investigations on pavement materials

to identify contribution of bituminous layers

towards rutting.

● Design of rut-resistant mix as an alternate

solution.

● Laboratory tests to study the performance of rut

resistant mix in comparison to existing pavement

materials.


Field)

● Review literature pertaining to investigation

of pavements suffering premature failure and

alternate rut-resistant mixes.

● Acquisition of data regarding extent and locations

of permanent deformation.

● Acquisition of core samples of various bituminous

layers from site.

● Laboratory tests on core samples acquired from

field for conformation to standards.

● Design of gap-graded mix (Stone Matrix Asphalt)

as binder course and wearing course by using

polymer modified bitumen.

● Mix design of conventional mixes as found at site,

but, using polymer modified bitumen.

● Fabrication of samples of SMA, BC and DBM

mixes at laying / field density for laboratory

testing.

● Testing the samples fabricated at laying density

for rutting under wheel tester, dynamic modulus,

creep and recovery under cyclic loading for

comparison of performance and their relations to

rutting.

● Suitable solution to rutting of the failed highway

pavement section.



● Higher binder content than designed results in

higher plastic strain.

● Excessive compaction with higher binder

content of the bituminous mix causes permanent

deformation in the form of shoving and early

rutting.

● High IDT strength does not ensure longer life of

pavement. It can be due to high binder content or

air voids, either of which reduces the pavement

performance.

● SMA mixes are more resistant to rutting, due

to stone-on-stone contact of coarse aggregate.

Though it is expensive, it has great applications

in locations subjected to heavy loading.

● Addition of fibre in SMA is required to reduce the

drainage of mastic. The cellulose fibre restricted

the drain-down to a maximum of 0.2 percent.

Modification to binder does not restrict the drain-

down significantly.

● Compaction of coarser grade SMA (SMA II) is

easier as compared to finer grade SMA (SMA I)

due to better gradation. SMA I has large proportion

(approximately 50 percent) of aggregates passing

9.5 mm sieve and retained on 4.75 mm sieve.

● SMA design by Marshall Method of compaction is

more reliable, since air voids with 100 gyrations

compactive effort results in wide variation in air

voids.

● Dynamic modulus of SMA was better than

conventional mix for very low frequencies,

indicating better performance under extreme

heavy loading. However, due to variation in

air void ratio, the results for controlled loading

conditions could not be evaluated.

● Cooper wheel tracker simulates field condition of

pavements subjected to rutting to a great extent

and is a very good test for comparison. However,

the rutting in field cannot be predicted using the

same results.

● Even SMA can fail severely when not compacted

properly. Excessive compaction may lead to

crushing and eventually ravelling. Low compaction

level will make the mix susceptible to rutting

despite stone-on-stone contact.

Recommendations for Dissemination/ Revision of

Codes/Specifications (if completed)

● Samples / Results of construction materials used

in large projects should be maintained / preserved

for future analysis in case required.

● SMA mixes should be used in rut prone areas.

Test tracks in rut prone areas should be

constructed using SMA and studied for their

performance.

● Compaction of SMA is difficult. Methodology to

compact it to fabricate 150 mm size samples for

testing on SPT needs to be devised.

● Modulus values of various mixes at 4 percent

air void ratio are known and a databank can

be created. However, modulus values at 6-7

percent air voids are not readily available. This

density is critical since all pavements are initially

compacted to this density. These values may also

be evaluated in future.

Further information/Copy of the report can be

obtained from

Lt. Col. Girish Kumar, VSM, ADG (D&C), Khadki,

Pune – 411 003

Mobile : 9271922619 / 9677164353

E-mail ID : [email protected]

B. TRAFFIC AND TRANSPORTATION

1. Studies on Safety Performance of Two-lane

Rural Highways under Mixed Traffic

Date of Start and Duration : Aug 2005

Date of Completion : Dec 2011

Indian Institute of Technology, Madras, Chennai (R)


The scope of the study is limited to two-lane undivided

rural highways in India, which operate under mixed

traffic. The objectives of the study include:

● Identifying explanatory factors related to traffic,

road geometry and land-use, which influence

occurrence of road crashes

● Developing road crash prediction models and road

crash modification factors using mixed effects

count data modeling


Field)

The methodology adopted for the study include collection

of road crash, traffic, road geometry and land-use data


for selected segments and intersections of two-lane

undivided highways and development of mixed effects

count data models for road crash prediction, through

simulation assisted parameter estimation. These models

are then reduced to base models with minimum of

explanatory variables, related to traffic, segment length,

etc. The engineering variables, such as variables related

to road geometry and land-use were then converted to

multiplicative factors, called road crash modification

factors.


● Traditional Poisson and negative binomial models

were found to be insufficient to model road crashes

on Indian two-lane undivided rural highways, due

to the heterogeneity observed in the data.

● Mixed effects models with corridor level and

individual level random parameters, which allow

the model coefficients to vary across locations,

were found to model these road crashes more

accurately.

● Traffic levels and traffic composition, density

of access, horizontal curvature, gradient and

presence of signs and markings were found to

significantly influence the occurrence of these

road crashes.



Mixed effects models, with corridor level and individual

level random parameters, are recommended for

modeling road crashes with heterogeneity, as is in the

case of Indian highways.


obtained from

Dinu R. R., Ph.D. Scholar, Department of Civil

Engineering, Indian Institute of Technology Madras,

Chennai - 600 036.

Mobile : +91 9945 8750 65, Phone : +91 4422 5752 92,

E-mail : [email protected]

2. Study of Heterogeneous Traffic-Flow

Characteristics on Urban Arterials in the Light

of Energy Consumption and Environmental

Impact

Date of Start and Duration : 10 Aug 2010 Ten

months

Date of Completion : 17 June 2011

Indian Institute of Technology Madras (R)


The following are the specific objectives of the study:

● To develop appropriate data base on the effect of

traffic flow characteristics on fuel consumption of

different categories of road vehicles.

● To develop data base on the effect of traffic

flow characteristics on emission rate of road

vehicles.

● To quantify traffic flow characteristics on urban

arterials for a wide range of volume (with typical

composition of traffic) using micro simulation

technique.

● To develop relationships between heterogeneous

traffic flow characteristics and fuel consumption

and emission rate to serve as additional guidelines

for traffic regulation on urban arterials.

● To understand the optimum V/C ratio, at which

the emission rate of major pollutants and fuel

consumption, will be minimum under Indian

conditions.


Field)

This research work is mainly concerned with the study

of traffic flow characteristics i.e., V/C ratio with due

consideration to the emission rate of major pollutants

like CO2, CO, NO

x, HC along with the fuel consumption

rate for different categories of vehicles present in

heterogeneous traffic (Indian traffic condition) like

Buses, Cars, Two-wheelers, Three-wheelers, Trucks,

Light Commercial Vehicles. To study the impact of

traffic flow characteristics and emission rate and fuel

consumption, reliable data on these two aspects are

required.To address this problem, a new on-road mobile

source emissions model designed for use in developing

countries termed as the International Vehicle Emissions

(IVE) model has been deployed. In this study, the on-

road vehicle data was collected in Chennai in 2009

for different categories of vehicles like buses, cars,

two-wheelers, three-wheelers, trucks and LCV. The

IVE model has been used to collect the emission rates

of various pollutants like CO2, CO, NO

x, HC, PM, VOC

and CH4 at a speed range of 25 kmph-40 kmph, with

an average trip length of 11 km. In order to estimate the

capacity of a road by simulation traffic composition is an

essential parameter and this should be a replica of the

real traffic system. For this classified traffic counts for

the considered study section is required.By simulating

heterogeneous traffic flow at different volume levels,


starting from 2000 to 9700 (capacity-flow) vehicles/

hr the average speeds of the different categories of

vehicles were estimated for each flow level. For these

speeds the emission rate of different pollutants like CO2,

CO, NOx, HC were estimated based on the data base

prepared from the literature.By simulating traffic flow

at different (V/C) ratios, the speeds of the individual

vehicles were obtained. From the available data-base

for all the individual speed emission rates as well as fuel

consumption rate were estimated. By summing up of the

emission rates of all the individual vehicles at a particular

V/C ratio say 1.0 the total quantity of emission of the four

major pollutants and the total quantity of fuel consumed

were estimated. Based on the results, the optimal traffic

volume expressed in terms of volume - capacity ratio for

minimizing total fuel consumption and emission of the

pollutants was determined.


The following are the important conclusions drawn based

on this study:

● It has been found through the study that for the

observed traffic composition, the capacity flow

in one direction on a 14.5 m wide road is 8650

vehicles/hour and the resultant stream speed is

16.75 kmph.

● The variation of emission rate of CO2 with respect

to volume-to-capacity ratio is parabolic with

convexity downwards. As the (V/C) ratio increases,

the emission rate of CO2 increases moderately up

to a (V/C) ratio of 0.7 (with almost constant slope)

and then, it shows a steep increasing trend.

● The variation of emission rate of CO with respect

to V/C ratio is parabolic with convexity downwards.

As the V/C ratio increases, the emission rate of

CO increases moderately up to a ratio of 0.7 (with

almost constant slope) and then it shows a steep

increasing trend.

● The variation of emission rate of NOx with respect

to V/C ratio is parabolic with convexity upwards.

As the V/C ratio increases the emission rate of

NOx decreases moderately up to a V/C ratio of 0.7

(with almost constant slope) and then it decreases

steeply.

● The variation of emission rate of HC with respect

to V/C ratio is parabolic with convexity downwards.

As the V/C ratio increases the emission rate of HC

increases gradually up to a V/C ratio of 0.7 (with

almost constant slope) and then it shows a steep

increasing trend.

● The Fuel consumption increases linearly with

increase in V/C ratio. The increase is moderate up

to a V/C ratio of 0.7 (with almost constant slope)

and then it shows a steep increasing trend.

● For the roadway and traffic conditions considered

the optimal V/C ratio which will result in minimum

emission rate of CO2, CO and minimum fuel

consumption is 0.7 at which the average stream

speed is 45.86 kmph.


obtained from

Indian Institute of Technology Madras

Mobile :09441843966,


3. Study on the Effect of Geometric Design

Consistency on Level of Safety on Inter-City

Roads

Date of Start and Duration : 23 July 2010,

3 years

Date of Completion : On-going Research

Indian Institute of Technology Madras, Chennai


The scope of the study is limited to intercity roads.

The study mainly focuses on the geometric design

consistency at mid-block section and curves. Efforts will

be made to correlate the results with the existing traffic

and road crash data pertaining to a study stretch for the

safety effectiveness of intercity roads. To incorporate the

real world problem of the intercity roads, microscopic

simulation will be performed.

● Develop acceleration and deceleration models to

study the impact of road geometry on mixed traffic

flow

● Evaluate the geometric variables which affect

speed and to develop speed profile model along

inter-city roads

● Study the relationship between alignment indices

and road safety

● Check the safety aspects of intercity roads under

heterogeneous traffic condition using microscopic

simulation and develop models relating highway

geometrics, heterogeneous traffic and road

crashes

● Validation of the models using Road crash Data



Field)

The study stretch will be identified in such a way that it

is a combination of both straight stretches and curves

and is not affected by intersections. Using GPS data,

centre line alignment of a selected highway section will

be created for the analysis.

Proposed methodology for the study is :

● Identify the stretch of road that satisfies the

requirement for the study

● Carry out design consistency evaluation on the

selected stretch of road

● Carry out traffic studies to determine the traffic

flow characteristics

● Collect the GPS data pertaining to the study to

get alignment of study stretch

● Collect the road crash data pertaining to the

identified stretch of road

● Carry out microscopic simulation

● Develop a relation between alignment indices and

road safety


obtained from

Transportation Engineering Division, Department of

Civil Engineering Indian Institute of Technology Madras,

Chennai - 36

Mobile : 09445515414, E-mail ID:[email protected]

4. Reliability Based Optimal Routing and Traffic

Assignment in Stochastic Transportation

Networks

Date of Start and Duration : 21 July 2006


(Expected to be completed by June 2012)

Indian Institute of Technology Madras, Chennai (R)


● Most Reliable Shortest Paths : To characterize

the different measures of reliability at the link/path

level, and

○ Formulate the most reliable travel time path

(ORP) problem on a network with random

and correlated link travel times, and develop

an algorithm to solve this ORP problem;

examine computational performance of

proposed algorithm on synthetic networks.

○ Application: To model, calibrate and quantify

the distribution of travel times, and apply the

developed ORP algorithm to the Chennai

road network.

● Robust Shortest paths

○ To formulate the optimal robust cost

path problem (MRCP) on a network with

random and correlated link travel times and

propose/implement solution algorithms to

compute the optimal robust cost path under

various correlation structures; to examine

computational performance of proposed

algorithms on synthetic networks.

○ Application: To model & calibrate the flow

dependent distribution of link travel times,

and apply the developed optimal robust path

algorithms to the Chennai road network.

● Robust (Reliability Based) Traffic Assignment

○ To propose a robust traffic assignment

algorithm to compute the link traffic volumes

on the network resulting from individual

traveler’s choice of his/her optimal most

robust/reliable path.

○ To calibrate and validate the robust traffic

assignment model for Chennai City.

Proposed Methodology

To address the first two objectives the various

measures of reliability are first identified from the

literature and their pros/cons are examined. Based

on the suitability of the different measures for the

present context, two measures of reliability, namely

probability of on time arrival (travel time reliability)

and robust cost (weighted combination of mean and

variance of path travel time) are selected. Next, the

most reliable path problem (ORP) and optimal robust

cost path (MRCP) problem are formulated as integer

non-linear programming problems. Optimality criteria

are subsequently established for the formulated

ORP/MRCP problems, based on which, first, an

efficient algorithm combining simulation and network

optimization is developed to compute the ORP on

networks with stochastic correlated link travel times.

The algorithm is illustrated for the case of multivariate

normal and multivariate log normal link travel times.

Next, an algorithm that applies a label correcting

procedure for the multi criteria SP problem is proposed


and implemented to compute the MRCP on networks

with stochastic link travel times under certain correlation

structures. In addition, a pruning strategy within a label

correcting procedure is proposed/ implemented to

relax the previously imposed restrictions on correlation

structure. Finally, it is shown that for certain classes of

distributions, optimization of commonly used reliability

measures such as buffer time, buffer index, planning

time index reduces to the robust cost objective with

suitable weights. After implementation of the solution

algorithms, computational experiments are conducted

to study their performance under different network

conditions and user risk preferences. In addition, the

impact of distributions, variability, correlations and

risk attitudes for different metrics is investigated by

studying their influence on the MRP at varying input

levels.

With regard to the tasks involved under third the

objective the robust traffic assignment problem is

first formulated as an equilibrium problem. A solution

scheme will then be proposed that iteratively uses

the MRCP algorithm developed under the second

objective. The developed algorithm is then applied to

the Chennai network and calibrated suitably using, (a)

Secondary travel time and volume data (b) Primary

data from a questionnaire based stated/revealed

preference survey. Suitable performance measures

are to be then identified and the calibrated model is

compared with existing static assignment models on

suitable real world networks.

Salient Findings and Conclusion

The salient findings from the study are briefly summarized

below:

Most Reliable Shortest Paths (Objective 1):

For the optimal reliability path problem it is shown

that the sub-path optimality property does not hold,

thus making conventional shortest path algorithms

inapplicable. A new reliability-bounds based optimality

criterion is proposed and an algorithm developed that

combines bounding and MC based path generation. The

algorithm models correlations in link travel times (to the

best of our knowledge all existing approaches assume

independence).

The proposed algorithm for the optimal reliability path

problem is found to be practically efficient limited path

enumeration. The algorithm is accurate even for a very

small of value of enumerated paths and Monte Carlo

simulation draws. Computational time reasonable

(59s for 1000 node, 3000 link network) for real world

networks (Chennai Road Network). The number of

network links is found to have a more significant effect

than number of network nodes. In addition, the proposed

algorithm is computationally faster than both a bounding

heuristic (K doubling) and a pure Monte Carlo draw

based simulation procedure.

Empirical experiments on the Chennai Road Network

indicate that using travel time reliability instead of the

expected travel time (current practice) can yield significant

improvements in reliability (of up to 35 percent) without

adversely compromising on mean travel times (less than

10 percent).Further, neglecting correlations between

link travel times (assuming independence) can result

in choice of seriously sub-optimal paths. The study

also underscores the role of risk attitudes (reflected by

reliability threshold) on benefits obtained from using

reliability as a route choice criterion.


obtained from:

Ravi Seshadri, Flat No 5/1 RAMS Apartment, Third Main

Road, Gandhinagar, Adyar, Chennai - 600 020

Mobile : 9884517532, Phone: (044) 24413524,


5. Evaluation of Turn Lanes at Signalized

Intersection in Heterogeneous Traffic using

Microscopic Simulation Model

Date of Start and Duration : 03 Aug 2004,

7 years



Chennai (R)


The scope of this research study is limited to

evaluation of the two types of turn lanes through

simulation approach using a study intersection

in Chennai city, India. The broad objective of this

research work is to study the effectiveness of right

turn lane and unconventional channelized left turn

lane at intersections in heterogeneous traffic with

unique traffic and driver behaviour. The specific

objectives are:

● To study the characteristics of traffic flow at

signalized intersections under heterogeneous

traffic conditions.


● To develop a microscopic traffic simulation model

for a signalized intersection under heterogeneous

traffic conditions using C++ adopting Object

Oriented Programming methodology.

● To apply the above simulation model to study the

traffic flow using a case study intersection with

and without (a) Right Turn Lane (RTL) and (b)

Channelized Left Turn Lane (CLTL).

● To evaluate the efficacy of RTL and CLTL through

sensitivity analysis.

● To determine optimal lengths of RTL and CLTL for

various scenarios of influencing variables.


Field)

A microscopic traffic simulation model for intersection flow

under heterogeneous traffic conditions was specifically

developed for this study. The simulation model was

programmed in C++ using Object Oriented Programming

(OOP). The modeling of traffic flow at intersections

consists of the following five major sequential steps: (i)

vehicle generation, (ii) vehicle placement, (iii) vehicle

movement, (iv) vehicle accumulation, and (v) vehicle

dissipation. The model was validated considering the

queue density, dissipation of vehicles and control delay

at the intersection. Accordingly, the field observed and

simulated values were compared to verify for the validity

of the model.

The developed simulation model was then used to

study the efficacy of RTL and CLTL on control delay of

vehicles through a case study intersection in Chennai

city, India. A sensitivity analysis was performed by

varying the approach volumes, turn proportions and

turn lane lengths. For this purpose, control delays for

the two major approaches without and with turn lanes

were determined from simulation model. Each scenario

was examined in two sets of simulation modeling runs:

one with and one without a turn lane. Simulation runs

were performed for 640 scenarios with a turn lane and

128 scenarios without it (total of 768 runs).


A microscopic traffic simulation model was developed

for heterogeneous traffic flow at signalized intersections

and implemented in C++ language using Object Oriented

Programming (OOP) concepts. This model, specifically

developed for evaluation of turn lanes, has yielded

valuable insights on such an application. Scenario

analysis was conducted for various combinations of

related factors. It is also useful in determining the optimal

lengths of turn lanes. The key conclusions arising out

of this research based on the case study intersection

are:

● In general, RTL is found to be advantageous only

up to certain approach volumes and right-turn

proportions, beyond which it is counter-productive.

This study pinpoints the break-even points for

various scenarios. RTL is disadvantageous for

higher turn proportions (40 percent for 3000-

3500 veh/h (for shorter turn lane lengths), and 35

percent and 40 percent for 4000 veh/h). Optimal

RTL lengths are found (10-30 m for 500-1500

veh/h and 30-50 m for 2000-4000 veh/h) for

combinations of considered values for the different

parameters.

● CLTL is found to be advantageous for lower

approach volumes at all turn proportions,

signifying the benefits of CLTL. It is counter-

productive for higher approach volume and lower

turn proportions. CLTL is disadvantageous for

lower left turn proportions (5 percent for 2000

veh/h, 10 percent and lesser for 2500 veh/h and

20 percent and lesser for 3000-4000 veh/h). The

optimal lengths of CLTL (10 m for 500 veh/h,

30 m for1000 veh/h, 40-50 m for 1500 veh/h

and 50 m for 2000-4000 veh/h) are obtained for


parameters.

The above findings demonstrate that turn lanes can be

considered for application as an appropriate intersection

lane control tool for enhancing the efficiency of flow

at signalized intersections in heterogeneous traffic

conditions. Such an analysis can serve as a valuable

tool in deciding whether to adopt turn lanes, and if so in

determining the optimal lengths of turn lanes for various

conditions.


obtained from

Transportation Engineering Division, Department of Civil

Engineering, IIT Madras, Chennai – 600 036

Mobile : 9486640274 Phone : 044-22575292


6. To Assess the Impact of Information

Communication and Technology on Travel

for Shopping Purpose

Date of start & Duration : 11 Jan 2011

Date of completion : 07 May 2011


School of Planning and Architecture, New Delhi


● To understand the concept and component of

e-shopping.

● To review impact of e-shopping and appraise its

best practices.

● To assess the shopping behavior on the basis of

residential socio economy and demographical

characteristics in case study.

● To assess the impact of e-shopping on travel

behavior of shopper in case study.

● To evolve the policies for Travel Demand

Management adopting the demand of e shopper

● The Scope of the study is to understand the

various components of Information communication

and technology and its impact on shopping travel

pattern.

● Keeping in view the diverse nature of online

shopping, the detailed analysis will be focused on

the travel behavior pattern of online shoppers.


The methodology consists of four steps Literature

review, Need of study, Aim and Objective of study.

Data collection was done which comprises of Primary

and Secondary Data collection for which questioner for

survey and checklists for data collection was prepared.

Data Analysis majorly was divided into two parts

(i) Shopper characteristics in which personal and trip

information of shopper will be collected, and (ii) Type

of shopper which identified the factors for E shopping.

During the modeling stage, Binary Logistic Model was

formulated to correlate the behavior of shopper with

some of the societal parameters. Sensitivity analysis

was carried out by increasing the societal parameters

to understand the probability of shopper to increase as

online shopper.

Salient Findings and Conclusions from Primary

Survey

● It has been also observed that Online buyers

predominantly are male and between the age

groups of 20 to 40 years having income group

between ` 20,000 to ` 40,000 and shoppers

booked tickets online, purchase electronic item,

grocery and food through telephone.

● Majority of shopper’s opinion for online shopping

is time saver and convenience and 50 percent of

offline shopper does not prefer online shopping

as they do not have much schemes and sale on

online products as well there is lack of assurance

of quality of product.

● The average travel length, average travel time

and average travel cost of the shopper surveyed

is 8 km, 17 minutes and ` 35 respectively.

● It has been observed through establishment survey

of market that only 37 percent of establishment in

these six markets are having the home delivery

facility and the average delivery travel length is

2.5 km in the establishment which provides free

home delivery.

● The present level of e-shopping in case market

is quite low 70 percent users shopped through

online or telephonic medium once or twice per

month.

Further information /copy of report can be obtained

from

Ruchika Mattoo,191 C, Regent Shipra Suncity

Indrapuram, Ghaziabad.

Mobile : +919999958635,

E mail ID : [email protected]

7. Transport Strategies and Development

Measures for a Green City of Baruipur, West

Bengal

Date of Start and Duration : 11 Jan 2010


School of Planning and Architecture, New Delhi (R)


● To review the relevant literature relating to green

city planning with respect to transport system.

● To study the urban form and urban structure of a

green city.

● To analyze and appreciate various transport

planning parameters under different transport

scenarios, by using land use transport model.

● To evaluate various alternative transport plans

based on the green city concept.

● To select the appropriate transport strategies and

policies to assist the development of transport

systems for a green city.

● To evolve planning and design guidelines with

respect to policies, evaluation, implementation


and monitoring framework which will be a part of

green modules.

● Study will be confined to review of planning and

design concepts of green cities based on relevant

national and international literatures.

● A case study of a new town with a population

of 1 lakh is been selected. Relevant information

from the secondary source is used to conduct the

study.

Methodology

As per the objectives, various literature studies have

been done to understand the stages through which

the thesis can be achieved. It has been done at three

different levels. Literature studies were done at Macro

level planning, Micro level planning and Selection of

green technologies. Baruipur, the city with population

of 1,10,000 is located at a distance of approximately

5 km. It has been envisaged to be developed as a

green town. This town has been taken as a case

study.

Analysis was at a macro level where the city form was

decided by using the Lowry Garin’s Landuse Transport

Model. Three urban forms were considered: ring-

radial, grid and linear – grid. In linear– grid urban form,

the linear stretch was considered as the main artery

which was counteracted by perpendicular sub arteries

which were the part of grid. These urban forms were

analyzed as per the mono centric urban structure.

Under every urban form, four technological scenarios

were considered: pedestrian scenario, bicycle

scenario, electric car scenario and the combination

of the three modes. The basic data of projected

employment and population were considered for

distribution of densities at different zones and

accordingly the travel demand was estimated in the

network. The data of vehicle km, passenger km,

average trip length and average trip time were the

outcomes which were compared for different urban

form to establish the most efficient urban form. Here

linear- grid form was found out to be most efficient

and strategies are framed accordingly.

At strategy level, the proposals at macro level

considered the hierarchy setting of the network, modal

split, NMT hierarchy etc. Whereas at the micro level

strategy formation, the landuse and density distribution

at neighborhood level, NMT hierarchy, etc were framed

along with some minute level design strategies for barrier

free movement.

Salient Findings and Proposals

● The vehicle km governs the emission in a city.

Lower the vehicle km., less distance will be

travelled and thus less emissions.

● The vehicle-km is lowest in grid-linear pattern

urban form as the dominant share is pedestrian

followed by bicycle and electric auto rickshaw

scenario i.e., 38,945.

● The average trip length is also lowest in grid

linear with 0.59 km (viz. three modes of transport

are considered- Pedestrian, Bicycle and Electric

car).

● Again if we check another scenario e.g., electric

auto rickshaw scenario, the passenger km is

lowest in linear grid system i.e., 43205 and vehicle

km of 10700 and vehicle hours of 536.

● The average trip length in electric auto rickshaw

scenario is 0.63 km in linear grid urban form which

is least in compare to the grid iron for with average

trip length of 0.68 km and ring radial urban form

with average trip length of 0.74 km.

● Thus grid-linear urban form is the best and is

greener as compared to the other urban form as

it is with the least emission due to least vehicle

km which is due to least average trip length and

trip time.

Recommendations of Dissertation

● Study reveals that urban form with linear grid

form exhibits comparatively better distribution of

population and service employment with respect

to basic employment. Analysis also demonstrates

that the travel demand generated on account

of home to work journey experiments optional

relationship between homes to work in terms of

various physical parameters (average. Trip time,

average Trip length)

● Study finally concludes that the design strategies

in order to make the environment friendly not

only at city level but also at neighborhood level.

The designed elements considered at city level

envisaged the development of 60 m ROW as the

main SPINE of the network coupled with sub-

arterial, collector and local distributor.

● The design consideration for neighborhood level is

the surrounding network of collector road followed

by local access penetrating into neighborhood

level with a provision of various transportation


infrastructure facilities namely cycle rickshaw

stand, sidewalks etc.

● Design also emphasizes the provision of facilities

for disabled people in terms of ramps, curves at

appropriate location like road links and junctions.

The network, also was envisaged the provision

of NMT facilities including pedestrian, bicycles

and cycle rickshaws in most of the areas of the

town.


from

Pianka Bhattacharya, Institute of Urban Transport,

Ministry of Urban Development, Ground Floor, Behind

Axis Bank, N.B.O Building, Nirman Bhawan, Maulana

Azad Road, New Delhi-110 011.

Mobile : 09871908187, E mail ID : buntybhattacharya20@

gmail.com, [email protected]

8. Impact of Metro on Mobility Patterns in

Metropolitan City-Case Study: Delhi

Date of Start and Duration : Jan 2011, 5 months

Date of Completion : May 2011



In this research study, an attempt has been made to

assess the mobility patterns of metro users in Delhi and

how the people of Delhi are adapting to the expanding

system and alsoto assesswhether the metro network is

providing sufficient and equitable service to population

or not.

● To appreciate the role and importance of Metro in

Urban Mobility.

● To study internat ional experiences and

identification of factors which affects metro

ridership.

● To study the personal and travel characteristics

of metro passengers in Delhi and across all lines

and station typologies.

● To assess the accessibility levels of various metro

stations and their impact on ridership.

● To appreciate the concept of equity in metro

service.

● To evolve and propose planning guidelines

for future expansion for enhancing metro

ridership.


To accomplish the stated objectives, a systematic

methodology was prepared. The first stage was

identification of need, objectives, scope and limitations

of the study. Next stage included detailed literature

review, which consisted of Delhi’s city profile, MRTS

around the world, various papers related to the

topic and then a detailed appraisal of Delhi Metro

system.

After this, various parameters were identified which

had direct impact on ridership like location of station,

personal and travel characteristics of the passengers

etc, according to which the metro system was

categorized and then stations were selected for sample

collection. Numerous surveys were conducted across

the metro stations and various official departments

were contacted for relevant information. After the

completion of data collection, this data was analyzed

in a detailed manner, which in turn provides numerous

important findings. The issues and problems emerging

from the analysis were addressed in the final part of

the study.

Salient Findings and Conclusions

The study concluded with the establishment of metro

passenger characteristics throughout the metro

network. The study also brought out the variation in the

passenger’s characteristics with respect to the system

location parameters, estimation of metro ridership by the

end of third phase. The inequality and the accessibility

parameters were also explored and solutions were

suggested accordingly.


As the study was limited to Delhi only, the guidelines

proposed are for general metro station, which may be

modified as per requirement. Such studies should be

carried out at regular intervals so as to map the changes

in mobility of people and then plan for newer and efficient

services accordingly, which suit the requirement of

people.


from

Pawan Dwivedi,14/878, Lodhi Colony, New Delhi

Mobile : 09654484847,



9. Role of PPP in Urban Transport Infrastructure

Development of Gurgaon

Date of Start and Duration: 11 Jan 2011




To develop a Public Private Partnership Structure to

attract the private investors for financing the transport

infrastructure projects in Gurgaon. The study is done on

the 5.4 km stretch of Golf Course Link Road, which is

the main arterial in Gurgaon. The PPP Structure created

for the development of urban transport infrastructure of

this stretch would be used as a model for the whole of

Gurgaon.


The research project involved intensive literature study.

Various PPP models adopted for various infrastructure

facilities were covered. The problems which are

generally faced in implementing a PPP project were

critically examined. In the second stage, the study area

characteristics were defined. The existing scenario of the

Gurgaon Urban Transport was studied. The demand and

supply characteristics of the Gurgaon Transport were

examined. In the stage 3 of the research, the potential

investors which can be involved in the PPP structure

were identified. In the subsequent stages the estimation

of the cost required to heal the existing issues was

identified and the IRR calculations for the project were

carried out in a way to prove its sustainability. In the last

stage of the project, PPP arrangement was proposed in

order to explain the responsibilities of each party.


An Integrated PPP approach can be more effective

as the development is interlinked and no one sector is

oversupplied with facilities. The Private Players can be

involved in non profitable business like street lighting

maintenance and improving bus sheds by offering

them greater IRR in an integrated PPP model for the

infrastructure development.


from

Shashwat Shrivastava, D-308, Sector 5, Tagore Nagar,

Raipur, C.G.

Mobile : +919893255854,


10. Mobility Strategies for Inclusive Development

of Urban Poor: A Case Study of Faridabad



School of Planning and Architecture,

New Delhi (R)


The study is to understand the mobility patterns of the

urban poor (economically disadvantages) in the study

area and prepare strategies to minimize their need of

travel with respect to their work structures and their

spatial locations to achieve social equity for the transport

in the society.

Objectives

● Understanding & assessing the scenario of urban

poor in the mega cities in the country and compare

with the condition of study area.

● Examine the condition of mobility patterns of the

urban poor with respect to their destinations (i.e.

work, education etc.)

● Including them in the equity process with

income, transport mobility, social status etc as

parameters.

● Understanding the strengths & limitations of the

urban poor in their mobility.

● Analyzing the deficiencies and problems relating

to the transport availability.

● Preparation of Policies & Strategies to relocate the

urban poor with respect to their major destinations

in the study area.


The study overlooks the scenario of the urban poor

from the past subjects and experiences around the

world to understand their basic structure of mobility.

Many studies have been done by the institute in the

past years concentrating on their travel patterns of the

poor in urban areas and their part in the economy. This

study includes the data collected through a sample of

household survey with respect to their trip information

and the modes of transport available in the study area.

Strategies and recommendations have been outlaid to

overcome the travel deficiencies of the poor and improve

their economic status.



● When compared, Faridabad has high trip length

of almost double than the other cities but having

less travel cost due to availability of good public

transport than other cities.

● City's geography decides the type of public

transport, and the average income of the city.

● Consideration for NMT has to be overlooked due

to high amount of trips performed under the 2 km

of radius which are also includes non-work trips.

● The concept of UID can be built in every city

where it has a deficiency of public transport,

trying to elevate poverty and their inefficiency

of mobility.

● Unique Identification System is a system in which

every citizen of a country will have a unique

Identification for each individual in the country.


from

Swati Kiran ,# 303, Ganesha Enclaves, Tirumala Nagar,

Vadlapudi, VSP – 46.

Mobile : 9717981808, 9392624777,


11. Transit Oriented Development along an Urban

Arterial - A Case Study of Delhi (Indraprastha

Estate, ITO)





● To develop alternative scenarios for preparing

transport strategies for the Commercial Transit

Oriented Development.

● Redeveloping adjacent land along the metro

corridor near Pragati Maidan metro Station

which results in the increase in Public Transport

Ridership.

● Formulation of Strategies which will reduce the

trip length (by providing a choice of close-by

destination), for e.g. high commercial TOD along

the Public Transport Corridor.

● Accessibility improvement for the Pedestrian.

● The scope of the study is limited to 0.5 km radius

of Pragati Maidan Metro Station.


The study starts by identifying the statement of the

problem and need of the study followed by literature

study. The study overlooks the scenario from the past

studies and experiences around the world to understand

the different concepts and tools for transit oriented

development. After going through on different studies

related to transit oriented development my main focus

is on commercial mixed land use development in ITO

area. The study includes the data collected through a

sample of establishment survey withrespect to their

trip information and the modes of transport available in

the study area. Different models have been prepared

on the basis of the survey data. Strategies and

recommendations have been outlaid to increase the

use of public transport, increase FAR to accommodate

more service holders, to promote high occupancy

vehicle in the HOV lane in the peak hour, increasing

pedestrian facilities so that they can easily access the

public transport and can direct access to every offices

with the help of elevated pedestrian bridges as a result

of which the level of economic status of the area can

be increased.


To meet the growing demand of commercial activities

and to overcome the shortfall of available commercial

space there is a need for the provision of mixed use

commercial development in Indraprastha Estate (ITO)

area along the metro line which has been adopted

while achieving better synergy between workplace and

transportation. This research topic is about creating

compact walk able commercial mixed use development

around high quality metro system. By creating the TOD

model we can achieve high density with less vehicular

traffic in the Indraprastha Estate (ITO).TOD is the trick/

approach to combat traffic congestion and protect the

environment.


The research contains recommendations which

contain two aspects which suggest action which could

be taken right now in relation to a particular issue of

the topic for e.g. reducing traffic by promoting public

transport, van pooling etc. At the later stage the final

strategies for the TOD can be implemented with

the help of the local government and other stake

holders.



from

Rajesh Kumar Sahoo,N1/187, IRC Village, Nayapalli,

Bhubaneswar-751015, Orissa

Mobile : +91-9861129398,


12. Impact of Mobility Hub on Urban Arterial Road

Network, Case study, Kochi



School of Planning and Architecture,

New Delhi (R)


● To appreciate the importance of a Mobility Hub in

a metropolitan city.

● To appreciate the inter-relationship between

Mobility Hub and travel characteristics of the

city

● To study the present network pattern in the city.

● To study how the network pattern will change with

the implementation of Mobility Hub, keeping all

other parameters like constant.

● To study on the relationship between speed and

V/C ratio on different corridors of the network in the

pre and post development of the Mobility Hub.

● To evaluate the city as per the LOS for Arterial

and Sub-arterial networks.


Detailed literature study was done taking into account

two domestic and eight international case studies with

the aim to appreciate the importance of Mobility hub,

evaluation and benefits of Mobility Hub. Secondary data

was collected from different sources with the help of

which, study of existing travel network and travel pattern

of Kochi city was done. Data was then forecasted for

the future year. Site for the proposed mobility hub was

studied in detail. Stretch wise analysis of the network and

a comparative study was done in both the pre and post

condition of a Mobility hub such that from the analysis

the difference in intercity and intra-city travel pattern

and network pattern was studied in detail with respect

to travel time, distance and LOS and connectivity.

Drawing of travel network pattern on both the pre and

post development of Mobility hub was done.


Through secondary data collection traffic volume,

OD survey, Outer cordon survey, trip – passenger

characteristics, network characteristics, proposed metro

route etc are collected. From these data, the growth rate

on every influence zones of the Outer Cordon locations

was found out and distributed to obtain OD matrix for

2011. Using TRIPS software OD matrix of 2011 was

assigned and shortest path is found out. Time matrix

is also calculated using the software throughout the

network. Twelve hour traffic volume and passenger

volume is assigned on major travel corridors in Kochi

City. Desire line diagrams are made for the whole traffic;

trip assignment for the intercity traffic and speed flow on

different corridors are also calculated using the TRIPS

software for both the pre and post development of the

hub.

Eight main corridors are identified and regression

analysis is done between V/C ratio and Speed. From

the analysis on eight corridors it is found that after the

implementation of Mobility hub the LOS has become

better except at corridor number 8 which is the NH-47

passing through the vicinity of the proposed site. Before

the development of the hub, NH-47 was under LOS B

and after the implementation of the hub it has come

under LOS C. Proposals are made to improve the LOS

for the NH-47.

Conceptual drawing of the Mobility hub is proposed

with Inter and Intra city bus terminal, Metro Station,

Boat jetty. Within the catchment area of 800m from

the hub a regional railway station is also proposed.

Road network to connect through the Mobility hub

with different modes of transportation are made. New

network connecting all these modes and connecting

other roadways and traffic movements are also done.

Simulation of the proposed road network is done using

VISSIM software.


from

Ammu Gopalakrishnan,Kambisseril, Pratheeksha

Nagar House No: 14, Kilikolloor (PO), Kollam,

Kerala – 691 004

Mobile : 09871908187,


13. Development of Road User Cost Equations for

High Speed Corridors


Date of Completion : 18 July 2010


i. National Institute of Technology, Warangal

(R)


New Delhi (I)


● To build database for quantifying Road User Costs

considering the spectrum of vehicles plying on

high speed corridors.

● To determine statistical relationships between the

VOC components (such as fuel, lubricants, tyre,

spare parts, maintenance, labor, depreciation

cost etc.) and the various factors namely age

of the vehicle, road parameters on high speed

corridors.

● To develop relation between Travel Time Cost

models and Rate of Flow.

● To develop relation between fuel consumption and

speed of the vehicles.

Methodology

● Develop VOC equations for high speed corridors

considering only four-lane divided carriageways

for different variable costs namely fuel, spare

parts, engine oil, repair & maintenance and tyre

life.

● Develop VOC equations for different vehicle types

namely cars, heavy vehicles namely Bus, LCV,

HCV and MAV.

● To carry out “User Cost Surveys” covering two

cities (namely Hyderabad and Vijayawada)

involving limited study of selected vehicles based

on actual vehicle operations on homogeneous

routes encompassing mainly the high speed

intercity highway corridors.

● Gather primary data for the new generation of

the vehicle through limited field studies for free

speed, speed-flow, vehicle interaction, and user

cost surveys including quantification of road user

costs, which would be adequate to establish the

user cost relationships for each vehicle classes.


In the present study, an attempt has been made to

identify the need to develop or update the equations of

VOC components for specific vehicle types operating on

high speed corridors in varied conditions. Also another

attempt has been made to develop the travel time cost

models for different vehicle types plying on high speed

corridors. The vehicle types considered in the present

study include two wheeler, small car, big car, Bus, HCV

and MAV. The data used in the present study were based

on VOC and VOT data obtained during the road user

cost study data collection from vehicle owners/operators

and from value of time survey. Using the above data,

VOC equations and also time cost models for different

vehicles were developed. The relationship between

the fuel consumption and speed of the vehicles was

also examined under steady state and congested state

conditions.


from

Traffic Engineering and Transportation Planning Area,

CSIR-CRRI, New Delhi - 25.


14. Speed-Flow Characteristics and Roadway

Capacity of Multi-Lane Highways


Date of Completion : 18 July 2010

i. National Institute of Technology, Warangal

(R)


New Delhi (I)


● To establish realistic profile of free speeds on high

speed corridors for different vehicle types.

● To evolve speed-flow relationships for High Speed

Corridors for different vehicle types and thus

estimate the capacity of High Speed Corridors for

different carriageway widths.

● To find the design service volume.

● The High Speed Corridors referred in this report

implies the four-lane to eight-Lane carriageways.

The scope of the study is to mainly consider Four-

Lane, Six-Lane and Eight-lane carriageways and

develop the Speed-Flow.

Methodology

Data collection is the first and foremost requirement for

understanding free speed and speed-flow characteristics

on high speed corridors. To determine the free speeds

for different vehicle types on these high speed corridors,


Radar Gun method has been adopted for data collection.

From this data, speed profiles were analyzed using

normal distribution and free speeds for different vehicles.

In the case of Speed - Flow studies, Registration Plate

method was used for the determination of journey

speeds and classified traffic volume count studies were

conducted in a synchronized fashion. Based on the

collected data, previous speed - flow relationships were

refined for four-lane divided carriageway namely linear

and non-linear (BPR and linear methods) formulations,

linear method was adopted to develop speed-flow

equations for six-lane and eight-lane divided carriageway

and accordingly capacity of the candidate road sections

was determined. Subsequently, the constants derived

from speed-flow equations are compared with free

speed values to check the consistency of the results.

Finally design service volume for four-lane, six-lane

and eight-lane divided carriageways were determined.

In the present study, free speed and speed-flow data

were conducted covering different NHs spread across

the length and breadth of the country which included

22 test sections encompassing straight and horizontal

curved sections.


In the present study, non-linear and linear models are

proposed to develop speed-flow equations and along

with the assessment of the free speeds of different

vehicles on selected road sections of high speed

corridors. The study results shows that the mean free

speed of cars is more or less same in four-lane and

six-lane divided carriageways, however it is slightly less

in the case of heavy vehicles on six-lane as compared

to four-lane divided carriageways. Obviously, the mean

free speed of all vehicle types is relatively high for all

the vehicle types on eight lane divided carriageways as

compared to four-lane divided carriageways and six-lane

divided carriageways. Subsequently the speed-flow

models are used to estimate roadway capacity and the

design service volume. From this study, the estimated

capacity of the four-lane divided carriageways is

6050 PCU/h/direction; six-lane divided carriageway is

6400 PCU/h/direction, whereas the capacity of eight-

lane divided carriageway is 10800 PCU/h/direction.


from




15. Probabilistic Models for Prediction of Road

Crash Occurrence and Crash Severity on High

Speed Corridors

Date of Start and Duration : June 2010, one year


i. Maharaja Sayajirao University of Vadodara,

Baroda (R)

ii. CSIR- Central Road Research Institute,

New Delhi (I)


● Collection and analysis of the timeseriesdata of

road crashes on selected high speed corridors.

● Developmentof the road crash occurrence

prediction model and road crash severity

prediction on selected high speed corridors.

● To identify road crash prone locations (Black-spot) by

employing different method and developed model.


Field)

Collection and Analysis of Road Crashdata of selected

National Highways of Golden Quadrilateral, Identifying

Black- spot and developing occurrenceprediction and

severity prediction models using PASW -18.0 Software.


Binary Logit modelforprediction of crash occurrence

has yielded good result as average 98 to 99 percent

prediction accuracy has been obtained when considering

NH wise data for model formulation.

Multinomial Logit model for severity prediction has

yielded encouraging results concerning the prediction of

the grievous injury and non injury type road crashes.

Further information/copy of the report canbe

obtained from

Civil Engineering Department, Faculty of Technology

& Engineering at Kalabhavn, Vadodara, (or) Traffic

Engineering and Transportation Planning Area, CSIR-

CRRI, New Delhi - 25.


16. Development of Steady State Fuel Consumption

Models for Different Vehicle Types on High

Speed Corridors

Date of Start : 11 Sep. 2010

Date of Completion : 14 April 2011


i. National Institute of Technology, Surathkal

(R)


New Delhi (I)


● To study fuel consumption pattern on varying

carriageway widths of multi-lane highways and

subsequently develop fuel consumption inter-

relationship for various vehicles under steady

state condition.

● To determine statistical relationships between

the Fuel, speed, road surface condition and

vertical profile parameters and on high speed

corridors.

Methodology

To facilitate in developing fuel consumption model,

experiments were conducted under controlled steady

state speed condition on different vehicles types

(Bharat Stage-II compliant Maruti Van, Tata Sumo and

Tata Truck) at selected test sections encompassing

Delhi - Gurgaon Expressway (Eight Lane Divided

Carriageway), Greater Noida Expressway and NH-1

(both Six Lane Divided Carriageway sections) and

NH-2 (Four Lane Divided Carriageway). The steady

speed fuel consumption experiments were carried

out by maintaining constant speeds ranging from

20 km/h to 70 km/h (at increments of 10 km/h) for each

unit kilometre on the selected test sections. Care was

exercised to maintain the appropriate speeds without

entailing to undue acceleration or deceleration of

the vehicle coupled with proper gear position for the

selected speed of travel. The V-Box fuel flow data

acquisition system was installed in each of the above

vehicle integrating with the fuel flow detector which

is capable of measuring at an accuracy of 0.1ml and

the distance measurement accuracy is to the tune

of 1 min.

The data obtained from the above experimental studies

was subjected to preliminary analysis in V-Box Tools

software environment and the processed data was

subsequently analyzed using SPSS 18.0 software to

arrive at the fuel consumption model under steady

state conditions. For this purpose, roughness data,

vertical profile and P/W ratio (Trucks only) of the test

sections were used as the independent variables aimed

at developing non-linear fuel consumption model for

different vehicle types. The predicted values from

the developed model have been compared with the

observed values collected for validation purpose and

thereby the validity of the model was established.



identify the need to develop the fuel consumption

models with respect to vertical profile, speed and

surface condition which is a major component of VOC for

specific vehicle types operating on high speed corridors

under steady state operating condition. The vehicle

types considered in the present study include Bharat

Stage – II compliant Petrol Car (Maruti Van), Diesel

Car (Tata Sumo) and Tata Truck under varying loading

conditions. The data used in the present study were

based on fuel consumption experiments conducted on

selected road sections (presented in Chapter 3) and

the data has been analyzed using VBox Tools Software

as described in Chapter 4. Using the above data,

Fuel Consumption models for different vehicles were

developed (presented in Chapter 5) and the models

have been validated by performing appropriate statistical

tests as well.


from




17. Development of Congestion Cost Equations

for High Speed Corridors



i. National Institute of Technology, Surathkal

(R)


New Delhi (I)


● To quantify the effect of roadway congestion on

cost of vehicle operation.

● To estimate the travel time cost and fuel consumption

equations under varying flow conditions for

different vehicle types considering varying widths

of multi-lane divided carriageways.

● To develop time related and distance related

congestion cost equations for different vehicle

types.


Methodology

For the determination of the time related congestion cost,

the value of time and value of commodity data collected

from the commuters located on high speed national

highways in the vicinity of Hyderabad, Vijayawada,

Warangal and Mumbai was deployed. Time related

congestion factor has been evolved by comparing the

Travel time under congested state to that at free speed.

Based on the collected data, the travel time cost has

been evolved and subsequently, time related congestion

factor has been developed.

In the case of distance related congestion cost, fuel

consumption data was collected was collected using

the sophisticated V-BOX instrumentation on Delhi -

Panipat section of NH-1 in the case of two axle heavy

commercial vehicles whereas the fuel consumption data

was collected on Eight Lane divided carriageway section

of Delhi - Gurgaon expressway in the case of petrol and

diesel driven small and big cars respectively. It has been

assumed that the above fuel consumption pattern would

be prevalent under congested conditions of travel on the

Indian roads and hence the distance related congestion

factor has been estimated.

Both Congestion factor and Uncongestion factor was

developed in the case of Distance related VOC component,

indicating the lower (congested) and upper (uncongested)

areas of the speed-flow curve. As the fuel consumption

increases at both lower speeds and higher speeds

compared to optimum speed, the fuel consumption for

different vehicle types on different carriageway types are

estimated both under uncongested area and congested

area of vehicle manoeuvres respectively. The former

one is termed as fuel consumption due to high speeds

/ free speeds whereas the latter one is termed as fuel

consumption due to congestion. The ratio between fuel

consumption due to congestion and steady state fuel

consumption is called Congestion Factor (CF) whereas

the ratio between fuel consumption due to free speeds

and steady state fuel consumption is called free-flow or

Uncongested Factor (UCF). The relationship between

these factors and V-C ratios for these conditions are

separately determined for each of the vehicle types

on varying widths of multi-lane highways. The results

obtained have been critically examined by conducting the

appropriate statistical validity tests in the case of distance

and time related congestion cost equations.


To demonstrate the suitability of the congestion cost

equations developed in this study, 1 km test stretch

of Ashram - Badarpur Border section of NH-2 falling

in the suburbs of Delhi has been considered. The

fuel consumption and time cost has been estimated

for the observed classified traffic flow from 6 A.M. to

10 P.M. using the appropriate equations evolved in this

study. Thereafter, the fuel cost and travel time cost per

vehicle across all the vehicle types has been worked

out. It has been estimated from this analysis that about

` 1.3 lakhs and ` 2.9 lahks is spent on extra fuel and

time cost in a day for one kilometre of stretch due to

congestion. Hence, the congestion cost equations

developed in this study are very useful and would play

an important role in estimating vehicle operating costs

namely fuel and time costs in carrying out economic

analysis of highway projects.



The results can be used in the Updation of

IRC:SP-30 especially for four-lane to eight-lane divided

carriageways.


from:


CSIR-CRRI, New Delhi - 25


18. Impact of Lane Change Behaviour on Capacity

of Multi-Lane Highways using Microscopic

Simulation

Date of Start : 11 Jan 2010

Date of Completion : 14 Sep 2010

i. S.V.National Institute of Technology, Surat (R)


New Delhi (I)


● To develop a microscopic traffic simulation system

to simulate vehicular movements on multi-lane

highway considering lane change behaviour

● To develop speed flow relationships and estimate

capacity of multi lane highway

● To find out the impact of lane change behaviour

on capacity of multi-lane highway

● To demonstrate the suitability of the developed

simulation system by comparing the capacity

estimated through macroscopic approaches


The scope of the study is to mainly consider four-lane

divided carriageways and use VISSIM 4.10 software to

simulate vehicular movements and find out the impact

of lane change behaviour on capacity of the multi-lane

highways.

Methodology

To determine impact of lane change behavior on capacity

on these high speed corridors which is a primary

objective of the present study, videography method has

been adopted for data collection. Classified traffic volume

count studies, space mean speed studies and lane

change behaviour were conducted in a synchronized

fashion. From this data, model is developed in VISSIM

4.10, a microscopic simulation software. Then the model

is appropriately calibrated and validated using the

observed data considering volume, speed and number

lane changes. Using this validated simulation model,

speed - flow relationships were developed under lane

change and no lane change conditions. The capacity

under these two scenarios is further estimated to assess

the impact of lane change.

The calibration and validation was successfully carried

out by trial and error method by running simulation

number of times till the desired accuracy achieved.

Thereafter, the developed simulation model is applied

to estimate speeds for given traffic volume conditions

on four-lane divided carriageway. Subsequently same

simulation model is applied for six-lane and eight-lane

divided carriageway and simulation results are obtained

to estimate capacities of these carriageways.


The results derived from this study are summarized

below:

● From this study, the estimated capacity of the

Four-Lane divided carriageways is 5574 PCU/h/

direction, Six-Lane divided carriageway is

7733 PCU/h/direction, whereas the capacity of Eight-

Lane divided carriageway is 9796 PCU/h/direction.

● From this study, without lane change consideration,

the estimated capacity of the Four-Lane divided

carriageways is 5408 PCU/h/direction, Six-Lane

divided carriageway is 7508 PCU/h/direction,

whereas the capacity of Eight-Lane divided

carriageway is 8741 PCU/h/direction.

● The restriction of lane change behaviour has

marginal impact on the capacity (about 3 percent

reduction) on four-lane divided carriageway and

six-lane divided carriageway whereas its impact

is slightly high (9 percent reduction) in the case

of eight-lane divided carriageway.

● The Design Service Volume (DSV) under LOS - B

and LOS - C of four-lane divided carriageway is

ranging from 22,296 to 47,777 PCUs/day/direction

for different peak hour ratios of 7 to 10 percent. In

case of six-lane divided carriageway it is ranging

from 30,932 to 66,283 PCUs/day/direction and for

eight lane divided carriageway, it is ranging from

39,184 to 83,966 PCUs/day/direction for different

peak hour ratios of 7 to 10 percent.



The results can be used in the Updation of IRC:SP:30

especial ly for four-lane to eight-lane divided

carriageways.


from




19. Evaluation of Roadway Capacity of Multi-Lane

Highways Under Varying Terrain and Lane

Change Behavior Using Microscopic Traffic

Simulation



i. The Maharaja Sayajirao University of

Vadodara, Baroda (R)


New Delhi (I)


● To develop speed flow relationships and estimate

the roadway capacity multi-lane highway and

expressways on plain terrain

● To find out the impact of terrain, geometry

condition along with the lane change behavior

on roadway capacity of multi-lane highway and

expressways.

The scope of the study is to mainly consider multi-lane

highways namely four and six lane divided carriageways

on plain terrain. The expressway of six lane divided

carriageway is considered to study the roadway capacity


on plain and hilly terrains with horizontal curve. In the

present study, VISSIM 5.30 software has been utilized

to simulate vehicular movements and subsequently

applied to find out the impact of lane change behavior

on roadway capacity of the multi-lane highways

namely four and six lane on plain terrain and six lane

divided expressways on both plain and hilly terrain with

horizontal curve.

Methodology

To determine impact of lane change behavior on capacity

on these high speed corridors which is a primary

objective of the present study, video graphic method

has been adopted for data collection. Classified traffic

volume count studies, space mean speed studies and

lane change behaviour were conducted in a synchronized

fashion. From this data, model is developed in VISSIM

5.30. Then the model has been appropriately calibrated

and validated using the observed data considering

volume, speed and number lane changes. Using the

validated simulation model, speed - flow relationships

were developed under lane change and no lane change

conditions. The capacity under these two scenarios is

further estimated to assess the impact of lane change.

Thereafter, the observed data on classified volume

count, average speed and number of lane changes of

each vehicle category was extracted using the video

data and thereafter the microscopic simulation model

was developed in VISSIM. The calibration and validation

was successfully carried out by trial and error method

by running simulation number of times till the desired

accuracy achieved. Now the developed simulation model

is applied to estimate speeds for given traffic volume

conditions on varying widths of multilane highways

covering plain and hilly terrain.


● The speeds on the hilly terrain with curve have reduced

by about 40 percent compared to straight section

on plain terrain on six-lane divided expressways.

● The roadway capacity estimated on four-lane

divided highway is 5574 PCU/h/direction where

as it is 7950 PCU/h/direction for six-lane divided

expressway. The roadway capacity estimated

on curve section on hilly terrain is 6194 PCU/h/

direction for six-lane divided expressway.

● The roadway capacity under without lane change

condition is 5408, 6238 and 8102 PCU/h/direction

for four-lane divided highways, six-lane divided

expressway on hilly terrain and plain terrain

respectively.

● It was also found from this study that terrain (hilly)

and geometric conditions (horizontal curve) have

reduced roadway by about 22 percent.

● Interestingly, it has been found that roadway

capacity with lane change restrictions has

marginally increased about 1.9 percent on six-lane

expressways on plain terrain and hilly terrain with

curve.


Codes

The results can be used in the Updation of IRC:SP:30

especial ly for four-lane to eight-lane divided

carriageways.


from




20. Critical Evaluation of Free Speed Characteristics

and Development of Vehicle Operating Cost

Models for High Speed Corridors in India

Date of Start : 11 July 2010


i. The Maharaja Sayajirao University of

Vadodara, Baroda (R)


New Delhi (I)


● To develop the free speed equations for different

vehicle types on varying multi lane highway (i.e.

four lane to eight lane divided carriageways

widths) based on the road geometry conditions.

● To develop the VOC equations oriented towards

high speed corridors covering different types of

vehicle types

● To evaluate the effect of the rain on the free speed

of the vehicles by considering the dry and wet

road surface conditions on four-lane and six-lane

divided carriageways.

● To assess the effect of the different geographical

terrain namely mild rolling, steep rolling and

hilly terrain on the free speed of varying vehicle

types plying on four lane and six lane divided

carriageways.


● To distinguish the cause of adverse weather

conditions on the free speed of the vehicles by

considering the foggy and normal conditions

on eight lane divided urban corridors. Further,

the quantum of speed reduction in urban areas

has been critically compared with typical inter-

city segment in the case of eight lane divided

expressway corridor.

● To carry out “User Cost Surveys” covering

six major metropolitan cities involving limited

study of selected vehicles based on actual

vehicle operations on homogeneous routes

encompassing mainly the high speed intercity

highway corridors.



identify the need to develop or update the equations of

VOC components for specific vehicle types operating on

high speed corridors in varied conditions. The vehicle

types considered in the present study include small car,

big car, Bus, LCV, HCV and MCV.

The main conclusions drawn from this study are given

below:

● Increase in the speed from wet conditions to dry

condition on four-lane divided carriageway is

ranging from 1.2 percent to 5.2 percent, for LCV,

Big cars and HCV.

● Reduction in the free speed from Plain terrain to

Mild Rolling terrain is ranging from 10.11 percent

to 21.29 percent, while reductions in free speed

from Mild rolling terrain to Steep rolling terrain is

varying between 4.40 percent to 12.48 percent.

● It is found that the decrease in the average free

speed for six-lane divided carriageway is hovering

from 0.38 percent to 13.12 percent across different

vehicle types except in the case of LCV and HCV.

● Reduction of free speed was drastic from plain

terrain to hilly terrain is in the range of 36.7 percent

to 46.2 percent in the case of six-lane divided

carriageways.

● The speed equations developed for the four-lane

and six-lane is quite acceptable because the error

between the observed free speed and estimated

free speed is below 9.43 percent.

● It is observed that reduction of speed due to

the urban traffic across different vehicles types

on eight lane divided urban high speed corridor

is understandably quite high ranging between

18.08 percent to 32.29 percent.

● Free speed equation for the eight-lane divided

urban high speed corridor is also more realistic

because the error between the observed speed

and estimated speed is below 5.98 percent.



The results can be used in the Updation of

IRC:SP-30 especially for four-lane to eight-lane divided

carriageways.


from


CSIR-CRRI, New Delhi - 25


21. Evaluation of Relationships Between Pavement

Distress Parameters

Date of Start and Duration : August 2010


i. CSIR-CRRI New Delhi (R)

ii. IIT Roorkee, Roorkee


● To develop the Present Serviceability Rating

(PSR) from the roadway data collected through

Network Survey Vehicle (NSV) for the selected

study area.

● To develop the relationship between International

Roughness Index (IRI) and Present Serviceability

Rating (PSR) based on statistical criteria.

● To develop the relationship between IRI and

pavement distress parameters such as rutting,

cracking, potholes, patching, raveling of the

flexible pavement data for the selected corridor.

● To make comparative evaluation between traditional

statistical models and ANN models for studying

the relationship between distresses and IRI.


Field)

The proposed methodology mainly consists of collection

of primary data of Network Survey Vehicle (NSV),

processing of pavement view camera data with the help


of Hawkaye software tools and modelling the parameters

using traditional statistical techniques and advanced

modeling techniques such as Artificial Neural Network

(ANN). This has been briefly explained below:

● Primary Data Collection: Primary data of NSV

such as road rutting data (left and right rutting),

roughness data (left and right roughness), road

geometric data and GPS (latitude and longitude)

data are collected for the study area. In this

study four study stretches have been identified for

collecting NSV primary data. These are National

Highway number 49 , 205, 6 and 15 .

● Pavement Video Data Processing: The automatic

evaluation of distress parameter is not available

at present in the literature. The Australian Road

Research Board developed Hawkaye processing

software tool kit for processing the pavement video

camera data collected by NSV. Determination

of pavement distress type and counting its

corresponding distress for the entire study area

are calculated with the help of this software.

● Developing Relationship between distress

parameters: Identifications of model variables for

evaluating the relationship between pavement

distresses parameters as well as distress and

pavement performance indicator such as IRI using

statistical methods and ANN models.


● Six different forms of relations are attempted

between PSR and IRI. The best two relations are

exponential and logarithmic with R2 value 0.891

and 0.89 respectively. The ANN model is still better

with R2 value of 0.89.

● The limitations of traditional regression models

can be overcome by latest tools such as neural

network models. It has been identifies that neural

network models are superior to other statistical

models.

● The relations between pavement distress data and

roughness are developed considering the linear

and non-linear regression models.

● Relative importance of input parameters were

estimated using synaptic weights of developed

ANN model. It has been observed that raveling,

potholes and total crack significantly contribute to

the road roughness.

● Three types of relations are developed between

IRI and distress parameters. These are linear non-

linear with fixed power and non-linear with variable

power. Out of these three non-linear relations

(with variable power) is better than the other two

relation based on R2, Root Mean Square Error

and (RMSE) and Mean absolute error (MARE)

value.


from


Phone 011-26312268 Fax 011-26845943


22. Modeling Travel Time Variations of Urban

Corridors



i. Anna University, Chennai (R)

ii. CSIR-CRRI New Delhi


● To study the necessity of travel time reliability/

variability for Indian road network and a

detailed review on various travel time reliability

measurements.

● Examining the fundamental characteristics of

travel time reliability measures for urban corridors

of the National Highway.

● To identify the factors (Source of Uncertainties)

that will affect on travel time variation and

development of simulation for modeling travel

time distribution under multiple causes in travel

time variability.

● To analyze travel time variation using microscopic

simulation tool such as VISSIM under the influence

of uncertainties as a system of transportation


Field)

● Identification of demand side factor and supply

side factor which affect the travel time variation

and Preparation of framework for modeling travel

time variation

● Selection of study Area

● Data collection: Traffic surveys were conducted

for the study area of urban corridors at Chennai

and Delhi.

● Estimation of travel time reliability indices:


o Modeling Travel time variation

o Modeling Demand side variation (Traffic

Volume) and supply side variation (Capacity

variation) has been carried out by using

Probabilistic modeling techniques

o Modeling Demand side variation (Traffic

Volume) and supply side variation (Due

traffic Incidents ) has been carried out by

using Microscopic simulation techniques

such as VISSIM software

● Evaluating the Travel Time Reliability for various

scenarios


● This study identified the requirement of travel

time reliability measurements for measuring

performance of transportation network than the

traditional measures.

● Travel time reliability measures such as buffer

time index is more useful to commercial vehicle/

business trip users. Whereas planning time and

planning time index is more suitable to normal

traffic and working trips.

● On Anna Salai section during morning peak

hours PTI values are about 5.0 for vehicles enter

after 9 AM. Similarly BTI values become larger

for the vehicles enter after 9 AM and before

10 AM in the morning peak hour. Whereas on

non working days during morning peak hours

PTI values are very low about 2.0 compared to

working days.

● On NH-2 section during morning peak hours

PTI values are about 3.5 for vehicles enter after

9 AM. Similarly BTI values become high for

the vehicles enter after 9.15AM and before

10.15 AM in the morning peak hour. Whereas

on non working days during morning peak

hours PTI values are low about 1.5 compared

to working days.

● SRSM technique was found to be an efficient

method of uncertainty analysis for determining

the travel time variation under the uncertainty of

traffic fluctuation as demand side variation and

capacity variation as supply side factor.

● The percentage of change in reliability measures,

with and without accident is 20 percent. The

percentage of change of reliability measures when

the traffic signal is failure is about 23 percent.


from


Phone 011-26312268 Fax 011-26845943


23. Accessing Road Compaction Impact on Life

Cycle Cost of Road Projects Using HDM-4

Date of Start and Duration : May 2010


i. NIT Suratkal (R)

ii. CSIR-CRRI New Delhi


● Literature review of the road compaction and its

consequences

● To evaluate the road compaction impact on life

cycle cost of roads using HDM-4.

● To gain insight of implementation and suitability

of HDM-4 to Indian road system

● Quantification of losses for quality of compaction


Field)

● Literature review includes the study of identification

of technology options for road construction, study

of compaction and life cycle cost analysis of road

works.

● National Highways segments selection for study

and its pavement inventory and distress data

collection.

● Identification and collection of other relevant

data required for HDM-4 inputs from secondary

sources.

● Analysis of life cycle cost using HDM-4 and

estimate performance outcomes.

● Analysis of the results.

● Report Preparation


● In this study two sections of National Highways

(one on NH-69 and another on NH-11) passing

through Rajasthan comprising 100 km of each

NHs and a total length of 200 km was considered,

these are existing two lane roads.


● An attempt has been made to see the impact

of compaction by doing sensitivity analysis on

base layers as well as surface layers and its

consequences on life cycle cost of roads using

HDM-4 version 2, while widening these sections

in to four lanes.

● This study clearly quantified the impact of

compaction on road works deterioration such

as roughness progression, long and short term

maintenance etc. and increase in life cycle cost if

the compaction quality of road is not maintained

to standard level, while construction of roads.

● The results are showing for 200 km length of

National Highways if the relative compaction

is compromised to 5 percent, 10 percent and

20 percent less than the desired level, the

increase in life cycle cost is 0.34 percent,

1.41 percent and 2.27 percent respectively in

terms of life cycle cost.


from


Phone 011-26312268 Fax 011-26845943


24. Evaluation of Turn Lanes at Signalized

Intersection in Heterogeneous Traffic using

Microscopic Simulation Model

Date of Start and Duration : 03 Aug 2004,

7 years



(R)


The scope of this research study is limited to evaluation

of the two types of turn lanes through simulation

approach using a study intersection in Chennai city,

India. The broad objective of this research work

is to study the effectiveness of right turn lane and

unconventional channelized left turn lane at intersections

in heterogeneous traffic with unique traffic and driver

behaviour. The specific objectives are:

● To study the characteristics of traffic flow at

signalized intersections under heterogeneous

traffic conditions.

● To develop a microscopic traffic simulation model

for a signalized intersection under heterogeneous

traffic conditions using C++ adopting Object

Oriented Programming methodology.

● To apply the above simulation model to study the

traffic flow using a case study intersection with

and without (a) Right Turn Lane (RTL) and (b)

Channelized Left Turn Lane (CLTL).

● To evaluate the efficacy of RTL and CLTL through

sensitivity analysis.

● To determine optimal lengths of RTL and CLTL for

various scenarios of influencing variables.


A microscopic traffic simulation model for intersection flow

under heterogeneous traffic conditions was specifically

developed for this study. The simulation model was

programmed in C++ using Object Oriented Programming

(OOP). The modeling of traffic flow at intersections

consists of the following five major sequential steps:

(i) vehicle generation, (ii) vehicle placement, (iii) vehicle

movement, (iv) vehicle accumulation, and (v) vehicle

dissipation. The model was validated considering the

queue density, dissipation of vehicles and control delay

at the intersection. Accordingly, the field observed and

simulated values were compared to verify for the validity

of the model.

The developed simulation model was then used to

study the efficacy of RTL and CLTL on control delay of

vehicles through a case study intersection in Chennai

city, India. A sensitivity analysis was performed by

varying the approach volumes, turn proportions and

turn lane lengths. For this purpose, control delays for

the two major approaches without and with turn lanes

were determined from simulation model. Each scenario

was examined in two sets of simulation modeling runs:

one with and one without a turn lane. Simulation runs

were performed for 640 scenarios with a turn lane and

128 scenarios without it (total of 768 runs).


A microscopic traffic simulation model was developed

for heterogeneous traffic flow at signalized intersections

and implemented in C++ language using Object Oriented

Programming (OOP) concepts. This model, specifically

developed for evaluation of turn lanes, has yielded

valuable insights on such an application. Scenario

analysis was conducted for various combinations of

related factors. It is also useful in determining the optimal


lengths of turn lanes. The key conclusions arising out of

this research based on the case study intersection are:

● In general, RTL is found to be advantageous

only up to certain approach volumes and right-

turn proportions, beyond which it is counter-

productive. This study pinpoints the break-

even points for various scenarios. RTL is

disadvantageous for higher turn proportions

(40 percent for 3000-3500 veh/h (for shorter

turn lane lengths), and 35 percent and 40

percent for 4000 veh/h). Optimal RTL lengths

are found (10-30 m for 500-1500 veh/h and

30-50 m for 2000-4000 veh/h) for combinations of

considered values for the different parameters.

● CLTL is found to be advantageous for lower

approach volumes at all turn proportions,

signifying the benefits of CLTL. It is counter-

productive for higher approach volume and lower

turn proportions. CLTL is disadvantageous for

lower left turn proportions (5 percent for 2000

veh/h, 10 percent and lesser for 2500 veh/h and

20 percent and lesser for 3000-4000 veh/h). The

optimal lengths of CLTL (10 m for 500 veh/h,

30 m for1000 veh/h, 40-50 m for 1500 veh/h

and 50 m for 2000-4000 veh/h) are obtained for


parameters.

The above findings demonstrate that turn lanes can be

considered for application as an appropriate intersection

lane control tool for enhancing the efficiency of flow

at signalized intersections in heterogeneous traffic

conditions. Such an analysis can serve as a valuable

tool in deciding whether to adopt turn lanes, and if so in

determining the optimal lengths of turn lanes for various

conditions.


obtained from


Engineering, IIT Madras, Chennai – 600 036

Mobile : 9486640274 Phone: 044-22575292


25. Study of Merging at Urban Uncontrolled Major-

Minor Road Intersections under Heterogeneous

Traffic Conditions

Date of Start and Duration : 03 Feb 2005,

6 years

Date of Completion : 13 Feb 2011



In urban areas, a large number of minor roads join or

cross arterials/sub-arterials at close intervals. At these

intersections, vehicles merge to enter the main traffic

stream. In congested situations, acceptable gaps in

main traffic are often not available, leading to more

complex merging phenomena. This affects the main

road traffic in terms of speed, flow and safety. Due to

complex driver behaviour, vehicular interactions and

their manoeuvresunder heterogeneous traffic conditions,

developing merging models that reflect high degree

of realism has been challenging. The study of such

merging processes is, however, important for operational

analysis and in devising traffic control measures. The

broader objective of this research work is to model the

vehicular merging at major-minor road intersections under

heterogeneous traffic conditions. The specific objectives are:

● To identify and study the various types of

merging and parameters influencing the

merging characteristics of vehicles at urban

uncontrolled major-minor road intersections under

heterogeneous traffic conditions.

● To develop models for the following types of

merging at these intersections: (a) Normal, (b)

Forced, (c) Group, and (d) Vehicle Cover.

● To develop a microscopic traffic simulation

framework incorporating the above merging

models and provide an abstract illustration of the

same.


In congested situations in heterogeneous traffic, the

merging vehicle attempts complex merging manoeuvre

to enter the main traffic stream. Under these situations,

four different types of merging phenomena can occur:

(i) normal merging, (ii) forced merging, (iii) group

merging, and (iv) vehicle cover merging. These reflect

the different types of driver behaviour - merging normally,

aggressively, in groups, and by taking cover of another

vehicle. Group merging and vehicle cover merging are

unique merging processes under heterogeneous traffic

conditions as found in India.

Separate probabilistic models for normal and forced

merging are developed that capture drivers' merging

behaviour under congested situations. The minor road

vehicles join the main road traffic stream if the available

gap (spacing between the back of lead vehicle and

front of lag vehicle on the main road) is greater than the

acceptable gap (critical gap) (normal merging). When the


level of congestion on the main road increases, drivers

attempting to enter the main road get more impatient

and aggressive. In such situations, the lag vehicles are

forced to slow down or change lane, thereby creating

a gap for the entering vehicle (forced merging). In the

combined merging model, both normal and forced

merging is combined in a unified modeling framework.

This integrated merging model closely reflects realistic

behaviour and is superior to single merging behaviour

models. A separate merging model for two-wheelers

was also developed due to their unique merging

characteristics. Two unique merging processes are

commonly observed in heterogeneous traffic: group and

vehicle cover merging. These reflect the different types

of driver behavior - merging in groups, and by taking

cover of another vehicle. Probabilistic models for group

and vehicle cover merging are developed that capture

this unique merging behaviour.


● Separate probabilistic models for normal and

forced merging were developed that capture

drivers' merging behavior under congested

situations. This is a significant improvement over

the existing deterministic lane changing models

under heterogeneous traffic conditions.

● A forced merging model was developed that

captures merging in heavily congested traffic by

gap creation through forced yielding.

● In the combined merging model, both normal

and forced merging is combined. The integrated

models sequentially consider normal and

forced merging behaviour in a unified modeling

framework. Integrated merging model closely

resembles the field conditions compared to single

merging behaviour models.

● Two unique merging behaviour prevail in

heterogeneous traffic: group and vehicle cover

merging. Probabilistic models for these merging were

developed that capture the drivers' unique merging

behavior under heterogeneous traffic conditions.

● A separate merging model for two-wheeler was

developed due to its unique characteristics and

driver behaviour.

● Detailed microscopic data collection and extraction

were carried out to study the merging process

under congested conditions

● Finally, a simulation framework of major-minor

road intersections for heterogeneous traffic was

presented.


obtained from


Engineering, Indian Institute of Technology Madras,

Chennai - 600 036

Mobile: 9444328429 Phone: 044-22575292


26. Travel Time and Congestion Analysis under

Heterogeneous Traffic Conditions

Date of Start and Duration : July 2008; 4 years

Date of Completion : July 2012



The broad objective is to analyze and model traffic

state (which includes travel time) and congestion under

heterogeneous traffic conditions as prevailing in urban

areas in India. The following specific objectives have

been identified:

● To collect and analyze traffic and travel time data

under heterogeneous traffic conditions that will

specifically suit the requirements of the present

study.

● To develop and validate models for representing

the complex heterogeneous traffic state by a

suitable macroscopic traffic flow model.

● To predict the travel times and other fundamental

parameters like flow, speed and density by using

the above developed models via model based

techniques (Kalman filtering) and popularly

adopted field methods and to validate the

prediction accuracy under heterogeneous traffic

conditions.

● To develop model to predict the travel time of other

personal vehicles from public transit vehicles and

to validate the same.

● To quantify congestion under heterogeneous

traffic conditions using the predicted travel time

values.

The scope of the present thesis work is restricted to urban

arterials under heterogeneous traffic conditions. The

traffic state estimation (density, speed and travel time)

requires only the location based data from videos. The

prediction of travel time of private vehicles uses only the

Automatic Vehicle Location (AVL) data from GPS fitted

public transit vehicles due to privacy issues with private


vehicle operators. Also, the congestion quantification will

be based on travel time based measures.


The data collection will involve the videotaping of the

traffic conditions at selected study route to get the

required data on flow, density and travel time. The GPS

fitted private and public transit vehicles will be used to get

the required AVL data under different traffic conditions

which includes the dwell time at bus stops, signal delays,

etc. The collected data will undergo data cleaning and

grouping during the data synthesis step. The next and

most important step is the identification/modification/

development of macroscopic traffic flow model to be

used for estimation and short term prediction of travel

time and other fundamental traffic parameters. The

existing macroscopic models like LWR will be analyzed

for its suitability under heterogeneous traffic conditions

and if necessary suitable modifications will be done

so that it can be used under the heterogeneous traffic

conditions. The model has to be validated with the help

of real world data.

The next step is to identify the various patterns of

bus travel time, namely the weekly, daily and trip-

wise patterns to identify the most significant inputs for

bus travel time/arrival time prediction. Only the most

significant inputs identified in the previous step, will be

used while developing the prediction models for bus

travel time prediction using model based approach

(Kalman filtering) and data driven techniques (time

series, regression) and combined data driven and

model based techniques. The idea of bus travel time

prediction will be extended to predict the travel time

of other personal vehicles using AVL data from GPS

fitted public transit buses, which will be followed by the

validation of results.

The final phase of the work will be to quantify congestion

based on the estimated traffic stream travel times. The

various congestion indices will be examined in detail

and suitable modification/adaptation will be carried out

for use in better characterizing the congestion levels in

heterogeneous traffic.


It is found that the macroscopic traffic flow model

developed in this study can use the location based

data available from the decoding of videography

collected on the road network to provide a complete

set of spatial parameters such as density and travel

time estimates, which are difficult to measure or

estimate on an urban arterial particularly under

heterogeneous traffic conditions. Further, the model

based approach using the macroscopic traffic flow

model proposed in this study can likely be used

to represent heterogeneous traffic conditions at

macroscopic level. It is found that, for the estimation

of density and travel time, an exponential speed-

density relation or the traffic stream model specific to

that particular corridor may be considered rather than

a simple Greenshield’s linear model. Also the use of

linear interpolation of input flow values is found to be

performing better than cubic spline interpolation.

The pattern identification of bus travel time reveals that

under heterogeneous traffic conditions, there exists a

strong weekly and trip-wise pattern which demonstrates

that the most significant inputs for predicting the

current bus trip travel time can be from the previous

two weeks same time trip and the previous two trips

of the same day. The classical time series methods

like multiplicative decomposition and exponential

smoothing which are popular in financial forecasts

and never been tried for bus travel time prediction

were explored in the present thesis work and found to

be performing well for the problem of bus travel time/

arrival time prediction.


obtained from:

S.Vasantha Kumar, Ph.D Research Scholar,

Transportation Engineering Division, Dept. of Civil

Engineering, IIT Madras, Chennai - 36

Mobile : 094440 50435 e-mail ID: vasanth_research@

yahoo.co.in

27. Traffic Modeling under Heterogeneous Traffic

Conditions

Date of Start and Duration : 17 July 2009,

3 years

Date of Completion : July 2012 (Expected)



● To develop suitable traffic stream models relating

fundamental traffic flow variables namely speed,

flow, and density under Indian traffic conditions

that will be essential for the development of a

continuum macroscopic model.


● To develop and validate a Dynamic macroscopic

traffic flow model incorporating heterogeneity in

to account for better modelling of Indian traffic.


Traffic data collection through videographic technique

from field and extraction of speed, density and flow

manually from the collected videos in laboratory.


A steady state traffic stream model was developed for

the heterogeneous traffic in urban arterials.


obtained from

Research Scholar, Dept. of Civil Engineering,

Transportation Engineering Division, IIT Madras

Mobile : 9444973563 e-mail ID: [email protected]

28. Influence of Cross Roads and Fringe

Conditions on Travel Time

Date of Start and Duration : 05 August 2010,

9 Months




The scope of this project work was limited to analyzing

the influence of cross roads and fringe conditions on

travel times and a selected congestion index through two

case study corridors in Chennai. The overall objective of

this study was to develop relationships between travel

times and various influencing factors. Specific objectives

of the study were:

● To develop a methodology for the study and

identify appropriate data collection techniques

and case study corridors.

● To evaluate travel times of test vehicles for various

scenarios of cross roads and fringe conditions.

● To model the relationships between travel time and

related influencing parameters through regression

analysis.


In this study, travel time data was collected using GPS

fitted to test vehicles (cars and two wheelers). Data on

cross roads and fringe conditions data was collected

manually by travelling along the corridor. Analysis

was done using Map Source, Visual C++ and SPSS

software.


● Causal relationships could be established

between the two dependent variables (travel time

and congestion index) and selected independent

variables. The developed relationships were

logical and the goodness of fit of many models

was reasonable.

● The coefficient values and signs are also generally

logical and reasonable, indicating the validity of

the models.

● Signalized crossing roads, signalized joining roads

and (v/c) were the variables which were significant

in most of the cases.

● Non-signalized crossing roads and joining

roads have almost no impact on travel time and

congestion index (they did not enter the model in

most cases).

● In the combined model (including corridors I and

II, all time periods and vehicle types), most of the

selected independent variables were found to be

significant.

● Considering the various scenarios of Corridor

I, II and combined cases, vehicle type (car/two-

wheeler) enters in most of the models with positive

coefficient for car as vehicle type, indicating

higher travel times and congestion index for cars

(as compared to two-wheelers). This is logical in

heterogeneous traffic conditions as prevailing in

India, since two-wheelers travel faster due to their

greater maneuverability and the drivers’ behavior

of utilizing gaps between larger vehicles to get

ahead.


obtained from:

Shivprasad B. Khedkar, At Post: Chaklamba,

Tq: Gevrai, Dist: Beed - 431127 (Maharashtra)

Mobile : 08015817276


29. Departure Time and Route Choice Modelling

for Work Trips

Date of Start and Duration : July 2010- May 2011





● Develop and implement suitable departure time

choice model for work trips

● Analyze key factors influencing route choice of

workers in mixed traffic


Field)

Travel Data survey and analysis


Departure time decisions for work trips of individuals

are primarily influenced by their schedule delays with

reference to their anchor points. The anchor points, or

where there is a maximum gain on arrival, vary across

population groups. While some have preferred arrival

times as their anchors, others have work start times.

The non-linearity effect of travel time and influence of

schedule delay on route choice have been studied.


obtained from

Meenu Francis, Transportation Engineering Division,

Department of Civil Engineering, IIT Madras,

Chennai-600 036

Mobile : 09043633095 or 099847111035


30. Study of Arterial Congestion Using Global

Positioning System and Geographical

Information System

Date of Start and Duration : August 2010,

10 Months


Indian Institute of Technology Madras, Chennai )R)


To evaluate the Land use structure (density and mix),

density of cross roads (signalized and Unsignalized) on

Arterial Travel Times


The following methodology was followed to realize the

study objectives:

● Reconnaissance Survey and Identification of

Study Corridors based on Google Earth images,

field visits, trial probe vehicle runs.

● Data collection: conducting probe vehicle runs

with GPS devices to measure the travel times on

both the arterials. This was followed by collection

of volume data using video cameras and manual

counts at select locations.

● Building the land use data and in ArcGISTM using

GoogleTM Earth and CMDA land use map. Land

uses are classified into 5 types namely, residential,

commercial, industrial, institutional, open-space

or recreational. An area of influence of 500 m on

either side of the corridors was considered.

● Measuring cross roads density. This was divided

into two types viz. Signalized, Unsignalized.

● Data extraction and analysis. The travel time

values were extracted for each 500 m segments.

The volumes were extracted in terms of PCUs per

hour and subsequently volume capacity ration was

obtained. Travel Time Index (TTI) was calculated

for each of the segments which are given by ratio

of actual travel time to free flow travel time. Land

use values were obtained from ArcGIS in terms of

density, which is nothing but the area of the land

use divided by the total area.

● Model building: A congestion Index model was

built using linear regression analysis. TTI was

considered as the dependent variable along with

8 independent variables


Density of Signalized cross roads was found to be the

commonly influencing variable. The land use density or mix

did not have any significant influence on the travel times.



Land use structure of larger area (beyond the area of

study) has to be considered in decision making process

in transportation planning. A localized study of land use

has not shown any significant effect on the travel.


obtained from

Pratyasha Shetty, Transportation Engineering Division,

IIT Madras

31. Planning for Safe Movement along Linear

Intercity Corridor

Date of Start & Duration : 11 Jan 2011

Date of Completion : 08 June 2011


School of Planning and Architecture, New Delhi


To identify the major planning and design parameters

influencing the safe movements along an Intercity

Corridor. This aim has been achieved by following the

further mentioned activities.

● To study the selected inter-city corridor with

respect to:

o History of Corridor (Pre & Post Freeway)

o Road Crash Characteristics post conversion

to Expressway

o Traffic Characteristics

o Geometric Characteristics

o Facilities provided for access control on

corridor.

● To identify the corridor’s safety issues and relate

them with the Design & Planning parameters by

conduction of reconnaissance surveys, primary

surveys & secondary surveys and thus typical

improvement proposals for typical corridors.

The limitations of this dissertation are listed as

under:

o Case study is confined to Delhi-Gurgaon

Expressway (28 km stretch).

o For Planning & Design methodology factors

like Pavement design, Environmental

effects, Land use impact, Tolling operations

etc has not been considered


Surveys like reconnaissance survey, traffic volume

survey, speed surveys etc were conducted. And

recommendations for the case study stretch were

evolved based on the above traffic studies wherein a

planning methodology was prepared for any upcoming

intercity corridor.


Based on the various studies, the fol lowing

recommendations have been proposed for the study

corridor:

● The speed profile on the corridor revealed that

change in speed occurs gradually over a distance

of 2 km and this speed is observed to reduce near

the exit points which are located within 2 km.

Hence during planning stage, to achieve uniform

speed on an access controlled intercity corridor

the intersection spacing should be made more

than 2 km.

● From Weaving analysis, it can be recommended

for an upcoming corridor, having a speed range of

90-95 kmph with a flow of 5100 PCU/h, minimum

4-lanes should be provided for weaving & weaving

length shall be more than 200 m.

● The analysis of road Crash data illustrates that rear

end road crashes occur because of two wheeler

interference, which ply on expressway because

proper service lane width is not provided. Hence

it is recommended that a dedicated two-wheeler

lane be provided for safe movement. Further, the

road crash depicts that the increased incidence

of head on collision involving goods vehicles and

car near industrial area, main reason for this being

wrong side driving warranting for the provision of

dedicated freight lane.


from

Sandeep Shanbhag, Row House No. C-1-14,

Sector-4, Airoli, Navi Mumbai-400 708, Maharashtra.

Mobile : 9650019947 e-mail ID: sushan19@gmail.

com, [email protected]

32. Safety Along Urban Arterial Roads: Case Study

- Delhi

Date of Start & Duration : 11 Jan 2011




● To study the Planning Consideration, Functional

Characteristics of an Urban Arterial Road.

● To study Issues, causative factors of trends of

Road crashes on urban roads of Delhi with &

without system Interventions (BRT / Metro).

● To derive appropriate strategies relevant to

Planning, Engineering & Management Transport

System to maximize Urban Road safety.


To start with, the various aspects were studied from

different Literature Reviews of International Case studies

on this topic. Followed by this a detailed description


of an Arterial road with Definition, Standards, factors

in Consideration were described. It is continued with

an Arterial road Description with / without system

Intervention of Delhi roads with the Road crash Profile

on Delhi Roads for past three years & their causal

Factors. Case study areas for Road, BRT & Metro Based

Systems showing their Characteristics, Road crash

Profile & Surveys were conducted on different Stretches.

Analysis of different system followed by comparative

analysis between all the three systems has been done.

Finally various Strategies and recommendation for the

analysis followed by Conclusion drawn from the entire

study has been presented.


The study work is divided into three parts (Road Based

System, BRT Based System, Metro Based System) of

Delhi. All the Three Systems were comparable on the

Basis of their Geometric behavior, Right of Way & Land

use. Road crash Data along the Corridor is collected to

analyze the Road crash Spots, Time Interval, Type of

Road crash and Vehicle at Fault vs Victim on the study

corridor. Various surveys were conducted like Traffic

Composition, Speed & Delay, Videography Survey,

etc. along the Road crash Areas of different corridors. It

leads us to major Causative factors & Issues related to

System Intervention along the Corridors. Various Issues

which are analyzed are in the form of Human Behavior,

Geometric Factor and Vehicular Factors (insufficient

Sight Distance, waiting time at median, Gap Occurrence,

Access Spacing etc.).


In the last various Appropriate Strategies are provided

relevant to Planning, Engineering & Management

Transport System to maximize Urban Road safety.

Recommendations are interlinked with Safety issues

along all the three systems. In BRT Corridor, there

could be provision of the pedestrian underpass

through the cross section of the road enabling easier

access to the subways for pedestrians, An alternative

option of raising the carriage way by a height of

2.0 m enabling easier access to stops for all user

groups. Similarly, Large Median refuge islands

provided reducing pedestrian-vehicle collisions by

50 percent., Span of Metro Pillars should be more

between the Intervals helping in proper visibility &

Sight Distance, Provision of Service Roads & there

should be proper planning consideration at time of

placing systems for arterial Roads.


from

Sharad Kumar Sharma,58, Basant Nagar, P.O:

VasantVihar, New Delhi-110 057

Mobile : +919650747891


33. Estimation of Travel Time and Delay in Urban

Arterials Under Indian Traffic Conditions



Indian Institute of Technology Madras,

Chennai (R)


A large proportion of research studies focus on travel

time estimation and forecasting for freeways than

on urban roads. However, majority of the models

developed for freeways cannot be applied directly on

urban networks without further calibration due to the

difference in behaviour of traffic on the freeway and

urban facilities. The situation is more challenging for

Indian conditions because of the additional issues

related to heterogeneity, lack of lane discipline and

minimal data availability. The present study looks into

the need to estimate travel time in an Indian urban

roadway by a method which is straight-forward to use

and can be driven with existing and cost effective data

sources. The specific objectives of the study presented

in this project are the following:

● Identification of viable methods of travel time and

delay estimation for an urban link under Indian

conditions, on a real-time basis that requires as

minimal calibration as possible.

● Identification of the specific issues in applying

the above methods under Indian conditions and

modifying them for better performance.

● Development of an analytical model for the

estimation of travel time in an Indian urban

roadway based on the above methods, taking into

account varying traffic flow conditions.

● Validation of the travel time and delay estimation

models with field data collected using GPS probes

and simulated data using VISSIM simulation

package.

● Checking the performance of the developed

method for longer sections using simulation.



Field)

Field study and Simulation using VISSIM


The current work takes in to account the travel time

estimation for a signalized urban arterial having all the

constraints of heterogeneous and less lane disciplined

road conditions by employing a hybrid method, where

the total travel time of the link is obtained by summing

up the segment travel time and delay incurred at the

bounding intersection.


obtained from

Deepa L,TC 9/1199-2, Sreeranjanam, Mangalam Lane,

Sasthamangalam P.O., Thiruvanathapuram-695 010

Mobile :9445874314 Phone: 0471- 2725533


34. Crowd Behaviour of Pedestrians Arriving at

Railway Station

Date of Start and Duration : August 2010,

10 months




This research is restricted only to pedestrians without

considering vehicular – pedestrian interaction. The

videos of uncongested pedestrian flow at Central

Railway Station, Chennai is used for the purpose of

the analyzing the pedestrian flow characteristics. No

lane discipline is followed and only the unidirectional

pedestrian flow is observed.

The main objective of this work is to study the pedestrian

flow at a typical railway station at both the macroscopic

level and microscopic level encompassing the following:

● To identify the factors influencing the pedestrian

flow at railway station.

● To extract macroscopic parameters from the video

recordings of pedestrian flow at selected location

namely the Central Railway Station, Chennai.

● To draw the fundamental diagrams from the

extracted macroscopic parameters.

● To compare the speeds of the pedestrians with

respect to different characteristics.

● To understand and analyze the pattern of the

pedestrian behaviour.


Field)

Data collection of pedestrian flow, data extraction and

analysis of the extracted data.


It was found that pedestrian characteristics have effect

of pedestrian speeds. Average speed of the pedestrian

on railway platform is found to be 1.07 m/s.


obtained from

H.No. 1-4-63/8/104, Sri Sai Nest Apts, Street No.

8, Habsiguda, Hyderabad, Andhra Pradesh – 500 044

Mobile :09502196997 e-mail ID: [email protected]

35. Development of Methodology for Justification

for Provision of Exclusive Bus Lanes on Urban

Roads

Date of Start and Duration : June 2009




The specific objectives of this study are:

● To study the general impact of provision of

exclusive bus lanes on traffic flow characteristics

under heterogeneous traffic conditions.

● To develop social criteria to justify provision of

exclusive bus lanes on urban roads based on the

proportion of travellers using different modes for

a range of roadway and traffic conditions.

● To develop economic criteria to justify the provision

of exclusive bus lanes on urban roads based on

the money value of time of travellers using the

different modes for a range of roadway and traffic

conditions.


Field)

The methodology adopted to carry out the project work

consists of the following major sections:

● Problem Definition: Problem definition phase

gives the brief background of the study and


its significance in the Indian context, and the

objectives and scope of the present research

work.

● Literature Review: This helps to get a clear

understanding about the current state of the

procedures and techniques related to the provision

of exclusive bus lane. This section mainly contains

review of literature on exclusive bus lanes, value of

travel time and micro-simulation of heterogeneous

traffic flow.

● The Frame Work: The general procedural

framework to be followed for justification of

provision of exclusive bus lanes under Indian

traffic conditions is first formulated.

● Data Collection: Collection of data on traffic

flow to estimate the represent traffic volume

and composition at the chosen study section.

Data was collected using video camera and the

data then transferred to a computer. Vehicle

occupancy survey was also carried out at two

major intersections in Chennai city, Tamilnadu.

Winshield method was used for the occupancy

survey. The data on vehicular characteristics were

adopted from the available literature.

● Social Justification: Justification of provision of

exclusive bus lane on urban roads by giving equal

priority to all the users without considering the

mode of transport. The occupancy, road width

allotted and composition of different modes of

transport were used for this justification. This was

done by comparing the road width consumed by

one bus traveller and the road width consumed

by one passenger of other vehicle.

● Economic Justification: This justification is based

on the money value of traveller’s time savings due

to provision of exclusive bus lane on urban roads.

For this purpose, different monetary values have

been given to travel time of each mode user based

on the wage rate of travellers. A questionnaire

survey was carried out at different locations

in Chennai to estimate the monthly income of

travellers of different modes.

● Findings and Conclusion: The main findings

and conclusion of the study on justification for

provision of exclusive bus lanes on 11 m and 14.5

m wide urban roads under highly heterogeneous

traffic conditions were presented.


The following are the important conclusions drawn based

on this study:

● It has been found through the study that for

the observed traffic composition, without any

exclusive bus lane, the capacities of the 11.0 m

wide and 14.5 m wide road spaces considered for

analysis, are about 6794 and 9044 vehicles per

hour respectively for one-way movement of traffic.

● In the case of three lane roadway (11 m) in one

direction, when an exclusive bus lane is provided,

the bus travellers, constituting 57 percent of

the total of the travellers (using all the available

modes), will use only 38 percent of the road

space, whereas, the users of all the other modes

(excluding buses) constituting 43 percent of

the total of the travellers, will use 62 percent of

the road space. This shows that the provision of

exclusive bus lane on 11 m urban arterial road is

justifiable based on the proportion of travellers

using different types of road vehicles.

● The least bus flow required for justification of

provision of exclusive bus lane on 11 m urban

road, at capacity and at LOS “C” conditions were

estimated as, 151 buses/hour and 106 buses/

hour respectively. The minimum frequency of

bus service determined was one bus at every

24 seconds at capacity flow and one bus at

every 38 seconds at LOS “C”. The corresponding

minimum percentage of bus composition required

for the justification was 2.23 percent.

● In the case of four lane roadway (14.5 m) in one

direction, when an exclusive bus lane is provided,

the bus travellers, constituting 57 percent of

the total of the travellers (using all the available

modes), will use only 28 percent of the road

space, whereas, the users of all the other modes

(excluding buses), constituting 43 percent of

the total of the travellers, will use 72 percent of

the road space. This shows that the provision of

exclusive bus lane on a 14.5 m urban arterial road

is justifiable, if we give equal priority to all the users.

● The least bus flow required for justification of

provision of exclusive bus lane on 14.5 m urban

road, at capacity and at LOS “C” conditions were

estimated as, 148 buses/hour and 104 buses/

hour respectively. The minimum frequency of

bus service determined was one bus at every

24 seconds at capacity flow and one bus at

every 35 seconds at LOS “C”. The corresponding

minimum percentage of bus composition required

for the justification was 1.71 percent.


● The money value of total travellers’ time savings/

loss in one hour, due to the provision of exclusive

bus lane on 11 m wide and 10 km long urban road

stretch was estimated as ` 53475 (loss) at LOS

“C” and ̀ 169213 (gain) at capacity-flow condition.

The corresponding monetary savings in one day

for the assumed traffic condition was estimated

as ` 4.8 lakhs.

● The money value of total travellers’ time savings/

loss in one hour, due to the provision of exclusive

bus lane on 14.5 m wide and 10 km long urban

road stretch was estimated as ` 6914 (gain) at

LOS “C” and ` 254612 (gain) at capacity-flow

conditions. The corresponding monetary savings

in one day for the assumed traffic condition was

estimated as ` 15.96 lakhs.


obtained from

Noor Mahal (H.O), Meppayyur, Kozhikode, Kerala

Mobile : 9790860543 Phone: 0496-2775004


36. Application of Dynamic Traffic Assignment

(DTA) under Indian Traffic Conditions


Date of Completion: On-going Ph.D. Work



● There are several applications for DTA which

will save great quantum of time and energy

consumption and experiencing peaceful and

tension free ride by road users. The main domain

of application of DTA is Intelligent Transportation

System (ITS).

● The Dynamic Traffic Assignment (DTA) models

aim to describe time varying network and demand

interaction using a behaviorally sound approach.

● DTA models differ in the implementation of

three components: they are network loading,

path update, and path adjustment or traffic

assignment.

● Most DTA applications have been developed

for homogenous traffic conditions. Indian traffic

conditions are heterogeneous. Therefore the

traffic flow modeling in network loading step of

DTA needs to be suitably calibrated for Indian

traffic conditions. Calibrating the network loading

step accounting for mixed traffic conditions will be

the primary objective of the proposed research

work.


Field)

Laboratory experiments


obtained from

Parvathy.V.S, ‘Lakshmi Bhavan’, Kadayilmudumpu,

kodunganoor.P.O, Thiruvanathapuram-695 013

Mobile : 9444401423


37. Traffic Data Fusion under Indian Traffic

Conditions

Date of Start and Duration : July 2009




The overall objective of the work is to develop a

data fusion model for estimating the parameters of

heterogeneous traffic. The specific objectives include:

● To compare the data fusion model with another

model which uses only one type of data source

and recommend the one performing better.

● To estimate traffic density using the recommended

model. This can be used as an input to many

Intell igent Transportation Systems (ITS)

applications such as Advanced Traveler

Information Systems (ATIS).


Field)

The following are the different tasks carried out in the

present study:

● Literature review : A detailed literature review

was carried out on various traffic data fusion

approaches.

● Data collection and extraction : The location

data (flow and Space Mean Speed) and spatial

data (travel time) were collected using video

cameras and GPS equipped test vehicles

respectively from the selected road stretch in

Chennai.


● Model Development and corroboration : Two

models have been developed for comparison –

one using data fusion approach and the other one

using data from only one type source. The data

fusion model uses flow from video data and travel

time from GPS data to estimate density. Whereas

the second model estimates density using the

flow and Space Mean Speed (SMS) from video

data. The density estimation is carried out using

Kalman filter technique.

● Evaluation of Alternatives : The performance

of both models was evaluated using a suitable

performance index.

● Recommendation : From the comparison, it was

found that the data fusion model was performing

better than the second model.


The following are the specific findings from the present

study:

● The data fusion model was performing better than

the model which used only one data source.

● The result shows that though the travel time

from GPS is sparse and less in number, it is

more reliable and accurate than the SMS from

video.

● The results indicates data fusion as a technique

that can be adopted to capture the variations

in traffic in a better way, with limited data

sources.


obtained from

Asha Anand R., Room No. 332, Sarayu Hostel,

IIT Madras, Chennai-600 036

Mobile : 09962246274


38. Analysis of Interrelated Activity and Travel

Patterns

Date of Start and Duration : July 2010


Indian Institute of Technology Madras,

Chennai (R)


Episode level analysis of activity tours.


Field)

Being Formulated.


obtained from

House No. 42, East Mada Street, Velachery,

Chennai – 600042

Mobile : 8124550180


39. Estimation of Origin-Destination Matrices for

Dynamic Traffic Assignment Models

Date of Start and Duration :16 Dec 2010

Date of Completion : On-going research

Indian Institute of Technology, Madras (R)


To develop an integrated model for estimating and

predicting real-time origin-destination matrices per time

slice.

Most of the approaches are developed for closed

networks. Estimation and prediction of dynamic O-D

demand from time-varying link volumes in networks

with multiple routes is relatively under explored. Also,

the traffic conditions in a network are largely influenced

by travel times. By incorporating the effect of the travel

times in addition to the link counts, the reliability of

estimation and prediction of dynamic O-D matrices may

be improved. In addition, the possibility of collecting data

with the help of Bluetooth technology embedded in cell

phones needs to be investigated.


Field)

On-going Research


obtained from

Room No. 117, Sarayu Hostel, IIT Madras

Mobile :8608651677


40. Dynamic Traffic Assignment (DTA) under

Multiple Vehicle Classes






Most of the DTA models present today assume

homogeneous traffic condition. Even for the homogeneous

traffic, accurate modeling of flow phenomena is difficult

because of the complexity in driver-vehicle-environment

interaction. Thus, in order to replicate the Indian

heterogeneous traffic more realistically, there is a need

to develop a DTA algorithm incorporating an appropriate

multi vehicle traffic flow model which is attempted in

this study.


Field)

On-going Research


obtained from

Ph. D. Scholar, Transportation Engineering Division,

Department of Civil Engineering, Indian Institute of

Technology Madras, Chennai - 36

Mobile : 9884992976


41. Routing Algorithms on Stochastic and Time

Dependent Networks





● To quantify uncertainty in travel times on stochastic

time dependent urban road networks using

empirical data

● To develop appropriate algorithms based on

uncertainty quantification to determine the robust

optimal path with link correlations.

● Generalize the algorithm in objective 2 to capture

flow-dependence and network interactions

● Apply the proposed algorithms for traffic

assignment and ITS applications such as

advanced traveller information systems.


Field)

● Develop algorithms to determine optimal paths on

STD networks with reliability as the objective.

● Determine relationship between the uncertainty

of the travel times and traffic characteristics using

field data.

● Dynamic traffic assignment using the relationships

and algorithms developed above and qualitatively

analyze its application to the real urban

transportation network.


obtained from

Arun Prakash, Transportation Research Lab,

Transportation Division, Building Sciences Block,

Indian Institute of Technology Madras, Chennai - 36

Mobile : +919884446773


42. Analysis of Delays Along Signalized Urban

Corridor



College of Engineering, Thiruvananthapuram (R)


Delays at signalized intersections are becoming the main

subject area for many of the researchers and scientists.

This is because the delays when calculated in monitory

terms give an indication of the losses that incurred. To

minimize these losses proper remedial measures are

to be found via proper designing and planning of the

intersection. This requires the collection of the delay

data in real time, in a reliable and cost effective manner.

By this study a method is found to determine the delay

values accurately in a second by second basis, using

GPS equipped probe vehicle. This study consists of

the analysis of 13 signalized intersections along a

signalized corridor in Thiruvananthapuram city. The

vehicle trajectories are plotted during each test run and

the delay values were obtained. The weighted average

segment delays were found by assigning weights for

the number of stops and for the trip delay values. The

results were compared and the method which assigns

weights based on the trip delays was found giving more

accurate results. Based on the measured delay data,

the Level of Service for the segments under study were

evaluated and compared with the LOS given by the

traditional criteria based on speed. The present study

was undertaken with the following objectives:

● To develop a method to find out the overall delay

along a corridor using second-by-second GPS

(Global Position System) data.


● To estimate the delays along different segments

in the signalized corridor.

● To find the influence of the length of segment on

delays.

● To establish LOS based on delay.

Methodology

● Identify the study corridor and divide the corridor

into segments.

● Collect the road inventory, traffic and signal

data.

● Data collection to be done with multiple runs

along the corridor with the GPS instrument,

along with trip logging followed by corridor level

analysis.

● Draw the Time-Space diagram and estimate

average delay values for the whole segments.

● Assign weights based on number of stops and

based on average trip delay and compare both

methods.

● Interpretation of results.


● Two methods for computing the delay from

GPS data were developed and the results were

compared

● Method in which the weights assigned for delays

was found more realistic.

● Using this method delay for the segments were

found

● West gate of Secretariat-VJT segment had the

highest delay in route A (107 sec)

● Pulimoodu - Over bridge segment has the highest

delay in Route B (91.93 sec)(longest segment in

that route)

● Method analyses each segment separately giving

more reliable delay values

● In some cases, shorter segments experience

higher values of delays. Hence, volume of traffic,

speed, mix of traffic and position in queue should

also be taken for delay estimation.

● Negative value of delays were observed (as the

free flow was not estimated from field)


obtained from

Dr.R.Padmakumar, Dept. of Civil Engineering, College

of Engineering, Thiruvananthapuram.

43. Modelling Overtaking Sight Distance and Risk

Assessment on Two-Way Highway Midblock





This present study was undertaken with the following

objectives:

● To study overtaking methods of different types of

vehicles on different sections of a two way two

lane Highway road.

● To select the model parameters for calculating OSD

and to compare it with the existing standards.

● To develop OSD models and to validate it.

● To calculate the risk index for different OSD

lengths at certain designspeeds.

Methodology

● The route selected for the present study was the

stretch of road on NH-47 and the MC road.

● The study was concentrated on mid block sections

with two way traffic.

● Parameters which affect the overtaking sight

distance were extracted from the video taken at

the study areas for 1 hour.

● The collected data was used for calculating

overtaking sight distance and it was compared

with the IRC standards (IRC: 66-1976).

● The collected data were statistically analyzed to

evaluate the effect of the selected parameters on

overtaking sight distance.

● A unique microscopic simulation using C program

for replicating passing manoeuvres on two-lane

two-way roads was devised.

● Passing attempts were simulated for each OSD

length, and a weighed risk index was obtained.

● Using the simulation results, risk of various

OSD lengths for different design speeds can be

assessed.



● The overtaking methods of different types of

vehicles on different sections of a two way two

lane Highway roads was studied.

● Overtaking sight distance was calculated using

the data collected from the field and the effect of

different parameters on OSD was found.

● The comparison of calculated OSD with the IRC

standards (IRC: 66-1976) showed that the OSD

values obtained by calculation and IRC standards

lies in the same range.

● Models were developed for NH Road and MC

Road and models were validated.

● Risk Index was calculated for each OSD length

at the end of the simulation runs.

● From the simulation it was found that a 100 m

OSD length will end up in a crash and an OSD

length of 300 m to 400 m will be sufficient for a safe

overtaking maneuver at 40, 50 and 60 kmph speeds.


obtained from

Ms. Salini S, Dept. of Civil Engineering, College of

Engineering, Thiruvananthapuram.

44. Modelling Driver Behaviour at Signalized

Intersection





Safety at signalized intersection depends on a number

of factors among which are the layout of the site,

the traffic volumes at the approaches, the phasing

and the time settings of the traffic signal and human

behaviours of both drivers and pedestrians. Of this,

human behaviour is the sole significant factor that is

unpredictable, as it varies continuously. The driving

behaviour varies with the different factors which include

intrapersonal and interpersonal psychological attributes

as well as social demographic factors. An individual’s

speed choice can be conceptualised as a behavioural

manifestation of their cognitive, social, attitudinal and

motivational characteristics. These characteristics not

only determine choice of speed, but also more general

driving behaviour. When the driver encounters a signal

change from green to yellow, he is required to make a

stop or go decision based on the speed and distance to

the stop bar. This dilemma is usually characterized by

a physical zone in advance of the intersection termed

as dilemma zone, within which an individual driver can

neither safely clear the intersection nor make a stop. The

yellow phase dilemma is one of the major contributing

factors to intersection related crashes particularly the

rear end and right angle crashes. Driving behaviour is

significantly affected by the actions of the neighbouring

vehicles and can differ significantly if there are non-

motorized vehicles or high pedestrian activities. On

top of that, driver characteristics like aggressiveness,

driver education and adherence to traffic rules can

significantly affect driving behaviour models and pose

challenge to transferability of driving behaviour models

across networks. During red phase, vehicles occupy the

position in a queue considering factors like the length of

queue, type of vehicles in the queue, the position to be

taken etc. and the preferences of these factors varies

with person to person as it depends on the psychological

attributes of an individual.

● To model the driver behaviour towards the onset

of yellow phase considering various factors that

includes vehicle approaching speed, distance

from stop-line, vehicle type and age of driver.

● To study the accumulation pattern of vehicles at

intersection approach during the red phase.

● To model the lane changing behaviour of vehicles

approaching in the green phase.

● To analyze the effect of lane changing on

saturation flow at the intersection area.

Methodology

● Identify the location of study and data collection

by video and manual methods and extract the

required data.

● Plotting vehicle trajectory data for the yellow phase

vehicles and determination of type-I dilemma

zone and determination of type-II dilemma zone

by regression method.

● Determination of vehicle accumulation pattern in

the red phase by developing a model considering

contributing factors.

● Developing lane change model in the green phase

with the affecting factors.

● Determining the effect on saturation flow with

the vehicular interactions that occurs in the


intersection area when the queue is dissipated

by calculating the dynamic PCU.


● Dilemma zone moves away from the stop-line as

the speed increases. Type I dilemma zone can be

eliminated if signal is designed with proper change

intervals according to ITE recommendations.

Countdown timers were found to reduce the type-II

dilemma zone.

● A Multinomial Logit Model explains the probability

of a vehicle accumulating in a section with respect

to section 1.

● A binomial Logit Model is developed which explains

the lane changing behaviour of the vehicles.

● There is significant reduction in Dynamic PCU

value with the interaction between the vehicles.

With the reduction of PCU values, the Saturation

Flow also decreases.


obtained from

College of Engineering, Thiruvananthapuram, Kerala.

45. Identification of Missing Links Based on Travel

Demand for Calicut Using TransCAD





The transportation planning process is a key

component for urban planning and development. In

this work the application of TransCAD software in

estimation of Origin Destination (O-D) matrix from link

volume counts and preparation of desire line diagrams

for the identification of missing links in selected areas

of Calicut city network was taken in to account. For

the identification of Missing links, desire line diagram

was required. The preparation of desire line diagram

can be done with the help of estimated O-D matrix.

In the transportation planning process, one of the key

input elements is the transport demand. The demand

represented in the form of a matrix called O-D matrix

is essential to identify the infrastructure requirements.

The cell entries of an O-D matrix give the number

of trips between an O-D pair. Scope of the study is

limited to the estimation of O-D matrix from link volume

counts and identification of missing links in selected

areas of Calicut city.

The present study was undertaken with the following

objectives:

● To review available techniques for estimation of

O-D matrix from link volume counts

● To solve a hypothetical network and to apply the

methodology in real network for the estimation of

O-D matrix

● To identify congested links based on volume to

capacity ratio

● To prepare desire lines for estimated O-D matrix

and to identify the missing links in the network by

superimposing over the existing network

Methodology

● Selection of network and preparation of network

● Collection of the directional peak hour link volume

counts, link length, width of the road, travel time

and capacity, for selected networks

● Preparation of input file and Estimation of O-D

matrix

● Preparation of desire line diagrams

● Superimposing the desire line diagram with

existing network

● Identification of the missing links


● Review of various O-D matrix estimation

techniques was done.

● Hypothetical network and real network was

solved and estimated O-D matrix was obtained

as output.

● Congested links were identified and it was found

that out of 30 links three links were congested.

● Desire line diagram for estimated O-D matrix was

prepared.

● Five missing links were identified.


obtained from

Ms. Leema Peter, Dept. of Civil Engineering, College of

Engineering Thiruvananthapuram.


46. School Bus Routing Using TransCAD - A Case

Study





While providing primary and secondary level educational

services, it is important to provide transportation for

students to and from their respective schools. In urban

areas, due to high population density of students, school

bus routes tend to be relatively short because bus

capacity is reached after a small number of stops are

visited. Buses are over loaded and hence school bus

routing need attention. So it is necessary to distribute

students to various routes such that their walking

distance from home to bus stops and the travel time

of each student should be within the permissible limit

and the route length and load on buses should be

approximately same. The school bus transportation

services provided must be evaluated by both efficiency

and equity measures. Vehicle Routing Problem (VRP)

can be conducted using TransCAD. School Bus Routing

Problem (SBRP) is similar to VRP. Hence it has to be

studied whether the vehicle routing procedure can be

adapted for solving the SBRP. TransCAD provides a

powerful set of tools for creating, displaying, and using

the route system. TransCAD is the most capable and

effective system for transportation demand modeling.

This is a package that fully integrates a Geographic

Information System (GIS) for transportation with

transportation modeling and logistics applications.

Reallocation of existing stops was done using the

data collected from St. Thomas High School and St.

Thomas Central School, in Thiruvanathapuram city.

Bus stop allocation and bus route generation was done

for St. Thomas High School, in Thiruvanathapuram city.

The present study was undertaken with the following

objectives:

● To identify whether the existing routes satisfy

the performance criteria for school bus transport

service

● To reallocate the existing routes without changing

the existing bus stop allocation while satisfying the

performance criteria

● To generate a set of routes by assigning the

students to potential bus stops so that the

performance criteria is satisfied

Methodology

● The vehicle routing procedure in TransCAD is

used for solving the SBRP.

● The goal of vehicle routing procedure is to obtain

a set of routes that minimizes the total time or

distance travelled by the entire fleet of vehicles.

● The steps to solve vehicle routing problem include

o Preparing the depot and stop data

o Creating the vehicle routing matrix

o Creating the vehicle table

o Solving the vehicle routing problem

● Reallocation of existing routes was done for St.

Thomas High School and St. Thomas Central

School.

● The weighted average distances of students for

existing and reallocated routes were calculated

and the savings in distance for students was

calculated.

● Bus stop allocation and bus route generation was

done for St. Thomas High School.

● In bus stop allocation, each student was assigned

to a bus stop and in bus route generation step; the

routes combining these stops were generated.

● Students were assigned to stops in such a way

that the capacity of the vehicles was not violated

and student’s walk from home to their bus stops

should be 0.5 km or less as far as possible.

● Physical stops were combined such that the route

lengths, and travel times of students should be

same and load on buses should be within the

permissible limit.


● The vehicle routing problem in TransCAD can be

effectively used for solving the SBRP.

● Reallocation of existing routes using TransCAD

provided 28 routes instead of the existing 21

routes for carrying students of St. Thomas High

School and St. Thomas Central School.

● Reallocation of routes by TransCAD showed that

there was savings in travel time and distance for

students.

● 11 percent savings in distance was obtained for

students in the reallocated routes


● Route generation using TransCAD provided 12

routes for carrying students from St. Thomas High

School.


obtained from

Ms. Manju.V.S, Dept. of Civil Engineering , College of

Engineering, Thiruvananthapuram

47. Traffic Monitoring Using GSM Technology: An

Emerging Opportunity for ATIS





This study was limited to a single corridor in

Thiruvanathapuram city. The East-Fort to Sreekaryam

route of 10.2 km was selected for the study. Only public

transit vehicles were tracked and only real-time travel

time data were collected. The travel time data were

collected for one representative day from 0800 hours to

1900 hours which is divided into three spells viz,

0800 hours to 1100 hours, 1300 hours to 1500 hours and

1600 hours to 1900 hours. Monday to Friday morning

peak hour travel time data were also collected to develop

a model to predict arrival time of public buses.

This work examines the emerging opportunities to collect

network wide traffic information using mobile phones

as traffic probes. By measuring the time of travel and

speed of mobile phone movement, the associated traffic

data can be determined. The specific objectives of this

study are:

● Studying the possibilities of a new method for the

estimation of real-time travel time and speed using

Resources Tracking and Management System

(RTMS) of BSNL

● Mapping real-time urban mobility to identify

congestion using real time data

● Developing and comparing ANN Model and

Kalman Filter Algorithm for forecasting arrival

pattern of public transit units

Outcome: Accurate bus arrival information at bus

stops will help to reduce the waiting time for buses,

make the service more reliable and thus attract more

people to use the same, thereby reducing congestion

on the road. Forecasted arrival pattern can be utilized

for disseminating information on the transit arrival.

Information on congestion level will help the road users

to select less congested route. The following information

on congestion can be extracted from the real-time traffic

flow measurements:

● Spatial location of the congestion in the city area:

Information on which roads are experiencing the

congestion and where exactly the starting and

ending points of the congestion are can be clearly

obtained from the real-time vehicle movement

data.

● Temporal characteristics of the congestion: Ideas

on, at what times of the day the congestion is

experienced most and in what days of the week,

can be understood through the analysis of real-

time traffic data.

● Unusual congestion: Occurrence of road crashes

may be easily identified by an unusual congestion

experienced in a route through an unusual

increase in travel time in that particular stretch

and real-time travel time data provides such

information easily.

To detect events such as road crashes, jams or any

incident that may alter the normal traffic stream, it is

possible to use historical measures of travel times

during different similar time periods. Abrupt variation in

travel time along different sections with regard to typical

values will represent the occurrence or non-occurrence

of congestion. From the travel time data of each section,

the exact location and time period of congestion can be

identified in real-time. These congestion levels obtained

through the travel time variation trend may be mapped,

which may become the most attractive application of

ATIS. This congestion information can be used for

representing trend in traffic density also.

Methodology

LBS data provided by BSNL is used in this study. 14

RTMS activated SIMs were subscribed from BSNL. The

Resource Tracking and Management Service (RTMS)

of BSNL, tracks its mobile phones at every 5 minutes

interval and gives the location details in longitude and

latitude along with the time stamp with respect to pre-

defined positions/landmarks along the roadway.

The RTMS activated SIMs were tracked continuously

and the location details of these SIMs were updated at

5 minute interval. The report generated in the RTMS

web portal is extracted to get the longitude and latitude

of the locations where the mobile phones where tracked.

The report also gives the time of arrival of the tracked


mobile phones at these locations. With the help of

Google Map these locations where identified and the

entire study route was divided into 6 stretches taking

some of the identified locations as end points. Time of

travel between these end points was calculated from

the time of arrival details at these locations and average

journey speed of public buses was obtained. Tracking

has been done for 4 consecutive days of a week and

ANN Model and Kalman Filter Algorithm were developed

to predict the travel time for the fifth day taking 4 day’s

tracking details as history.


The increasing traffic mobility emerged in recent years

requires more complex mechanisms and techniques

to properly manage and plan the road network.

Unfortunately, the traditional sensor systems are

sometime expensive and so it is almost impossible to

install and maintain sensors for entire road network. So,

new alternatives are required to monitor traffic in a fast,

accurate, economic and continuous manner. Vehicle

detection technologies coupled with information and

communication technologies provide a good means

to collect real time traffic data. With rapid spread

of communication technologies, their use by transit

operators could be an attractive proposition leading to

operational efficiencies. A new alternative resides in

mobile systems. The new-generation mobile phone

system architecture provides an efficient approach

of transforming mobile phone location into vehicular

location, through the use of LBS.

The methodology experimented in this study works

well for measuring travel time for a given corridor. It

can be observed that the cell-phone-based systems

have potential large sample size, are more economic

and require minimal man power than the traditional

methods. Moreover, the results obtained are more

reliable as they require minimum human intervention

and hence reduce the chance of errors in data collection

and analysis.

To make a Public Transportation System (PTS) more

efficient, it is essential that the ridership of the PTS

should increase, for that the services should be reliable

and should provide better service to the users. One of

the methods for making the PTS attractive is to provide

bus arrival time information in advance. If buses can be

utilized as potential probes for collection of traffic data in

general, the cost of infrastructure facilities and quantity

of data collection can be reduced. In this study, travel

times and speed of the buses on the study route are

determined using the real-time data obtained from the

RTMS facility of BSNL. The data helped in analyzing

the speed of the buses along various sections of the

route and in identifying the bottlenecks and congested

links of the route. This study has demonstrated a new

methodology that will be valuable to transit operators

in identifying delays along the bus routes and in better

management of their fleet.

In addition to this, in this study, innovative models

like ANN Model and a Kalman Filter Algorithm were

developed for dynamic bus arrival time prediction.

Both the models performed very well in the prediction

process. The data analysis shows that the results

were statistically significant and the error was within

acceptable limits. It was also observed that ANN Model

outperforms in prediction the Kalman Filter Algorithm.

But due to ease of implementation, dynamic Kalman

Filter may be more suitable.

These type of prediction models, in general, provide

continuous information on the expected arrival time

of buses at downstream stops and hence information

on the expected deviations from the actual schedule.

This facility enables the authorities to assess in real-

time transit stop-based control actions to avoid such

deviations before their occurrence, hence allowing for

proactive control, as opposed to the traditional reactive

control which attempts to recover the schedule after

deviations occur. The model developed here was based

on data from one bus route in Thiruvanathapuram City.

However, the same modeling approach may be applied

to other routes also. Importance of such prediction

models can be enlisted as:

● Travel time prediction models make it possible to

keep track of the buses and thus calculate whether

a bus is running early or late with respect to the

schedule.

● It helps initiation of dynamic control actions such

as bus holding, bus expressing etc., if found buses

are deviating from their schedules.

● Real-time comparison of congestion levels along

different alternate routes and diverting the traffic to

a comparatively lesser congested route if situation

demands.

The findings in this study can be summarized as follows:

● Real-time traffic situations can be obtained

through tracking of mobile phones in a vehicle.

● Abnormal variations in the schedule/travel time

of public buses can be viewed in real-time and

precaution can be initiated.


● Exact location, time and duration of congestion

may be made available in real-time through the

tracking of in-vehicle mobile phones.

● Real-time, street/route wise mobility pattern/

information is available through tracking of mobile

phones in vehicles.

This study is concluded with the following findings:

● GSM Mobile tracking technology is one of the best

methods for real-time traffic data collection.

● Mobile tracking technology can be used for getting

real-time urban mobility pattern.

● Both ANN Model and Kalman Filter Algorithm

predict travel time of public buses satisfactorily

with MAPE less than 15 percent.



There are several challenges that need to be overcome

such as determination of the number of probes required

to achieve a desired level of reliability, suitable probe

sampling frequency and identification of the phones that

are in-vehicle or not in-vehicle. Some of the limitations of

the technology used in this study for the vehicle tracking

are as follows:

● Five minute minimum tracking time interval: In

the existing system the minimum possible tracking

time interval is only 5 minutes. Within this time

interval the prevailing traffic scenario along a

stretch may change. So there is a chance of

information being missed.

● Pre-defined landmarks: At present the system has

predefined landmarks only. Provisions should be

provided to define landmarks by the user himself.

If so, locations of bus stops can be defined

accurately.

● Low accuracy of location estimation: Existing

system has an accuracy of 200-250 m only. But

for an urban scenario it is necessary to have an

accuracy of about 5 m or less. Otherwise, in a

junction it will be difficult to identify the exact road,

on which the vehicle is.

Privacy is an aspect to be mentioned in the use of data

from cellular networks systems. The phone location

data would be received and handled in aggregate

and anonymous manner, in accordance with current

regulations, so that the use of cell phone data does not

break the law on private data protection.

The data used for this study were relatively limited.

The results and the models’ predictive ability will

certainly improve when data of greater quantity and

quality are available. In the future, it may be possible

to generate models for trips grouped by day, time of

the day, etc. Furthermore, as the ITS deployment

continues, the models could be expanded to include

traffic condition variables, such as congestion and

incidents, that can be automatically generated by

these systems.


obtained from

Mr. Anil. R., Dr. M. Satya Kumar, Dept. of Civil Engineering,

College of Engineering, Thiruvananthapuram.


ACKNOWLEDGEMENTS

The Highway Research Board (HRB) of the Indian Roads Congress (IRC) expresses thanks to

Dr. S. Gangopadhyay, Director, Central Road Research Institute (CRRI), New Delhi for preparation

of the General Report on Road Research Work Done in India during 2010-2011. The report

was prepared, compiled and edited by Shri T.K. Amla (Head, Information, Liaison & Training),

S/Shri R.C. Agarwal (Sr. Technical Officer (3)) and M.K. Meena (Scientist), Information, Liaison &

Training Division, CRRI with inputs from the scientists of the various R&D Divisions of CRRI viz.

Dr. P.K. Jain, Chief Scientist & Head (FPD), Dr. Renu Mathur, Senior Principal Scientist & Head

(RPD), Shri S.P. Pokhriyal, Senior Principal Scientist (PED), Dr. P. Lakshmy, Senior Principal Scientist

& Head (BAS), Shri R.K. Swami, Principal Scientist (GTE), Dr. S. Velmurugan, Principal Scientist

(TES) and Dr. K. Ravinder, Senior Scientist (TPE).

The useful suggestions received from the scientists of R&D Divisions in compilation and editing of the

report are gratefully acknowledged. The Board also expresses its gratitude to the various research

organizations and Institutes for providing research progress reports.


LIST OF ORGANISATIONS

1. ASI Solutions Plc, Milton Keynes

2. Central Road Research Institute (CRRI), New Delhi

3. CRAPHTS Consultants (I) Pvt. Ltd., Faridabad

4. Indian Institute of Technology Madras, Chennai

5. Indian Institute of Technology Roorkee, Roorkee

6. India PolyRoads Pvt. Ltd. (IPPL), Gurgaon

7. Karnataka Engineering Research Station, Krishnarajasagara, Karnataka

8. Larsen & Toubro Construction Research and Testing Centre, Chennai

9. M.S. University, Baroda, Vadodara

10. National Institute of Technology, Warangal

11. National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram

12. PRS Mediterranean Ltd., Israel

13. RITES Limited, Gurgaon

14. School of Planning and Architecture, New Delhi

15. Structural Engineering Research Centre, Chennai

16. Zydex Industries, Vadodara


IRC HIGHWAY RESEARCH BOARD

GENERAL REPORT ON ROAD RESEARCH IN INDIA

PROFORMA SHEET FOR REPORTING R&D WORK FOR THE GENERAL REPORT

1. Please furnish the report in the specified proformae (specimen copies enclosed), using separate proforma for

each Project, appropriate to the Project Status, viz.:

Proforma A: Projects Reported for the First Time Annexure 1

Proforma A: Projects Reported for the First Time Annexure 1

Proforma B: On-going/Completed Projects Annexure 2

Proforma C: Research Projects Related to Thesis for Annexure 3

Post Graduation/Ph.D.

Proforma D: R&D Activity Report by Consultancy Firms/Contractors/ Annexure 4

Concessionaires

2. Please furnish report, in Proforma A or B, only on those projects which have led to some significant conclusions,

or are expected to make R&D contribution of overall general interest.

3. Precise and concise information may be provided for EACH ITEM of the Proformae, in NOT MORE THAN 100

WORDS. Additional important information, if any, may be appended separately.

4. The following codes may be used for indicating the Section and Sub-Section Codes on Each Project

Proforma:

Section Section

Code

Sub-Section Sub-Section

Code

Highway Planning, Design,

Management,

Performance Evaluation

and Instrumentation

Highway Planning,

Design and Management

1100 Design 10

Road Transportation Management 20

Road Pavement Management 30

Maintenance Management 31

Construction Management 32

Test Track Research 40

Software Development 50

Pavement Evaluation 1200 Surface Characteristics

Riding Quality 10

Skid Resistance 20

Structural Evaluation 30

Pavement Performance 1300 Pavement Performance 10

Traffic Characteristics & Effects 20

Material Characteristics 30

Instrumentation and Micro-Processor

Applications

1400 Instrumentation Development 10

Micro-Processor/Applications 20

Appendix


Section Section

Code

Sub-Section Sub-Section

Code

Pavement Engg. and

Paving Materials

Soil Stabilisation, Low

Grade Materials and

Low Volume Roads

2100 Soil Stabilisation 10

Low Grade Materials 20

Low Volume Roads 30

Flexible Pavements 2200 Binders and Binder Improvement 10

Materials and Mixes 20

Pavement Design 30

Construction Techniques 40

Maintenance Aspects 50

Rigid Pavement 2300 As in case of Flexible Pavements

Division

Geotechnical Engineering 3000 Landslides 10

Ground Improvement Techniques 20

Embankments and Slope Stability 30

Roads and Embankments in Clay Areas 40

Bridge Engineering 4000 Structural Field Investigations 10

Laboratory Investigations 20

Foundation Investigations 30

Structural Design 40

Traffic & Transportation

Planning & Management 5100 Traffic Management Studies 10

Travel Demand Forecasting 20

Transportation Planning 30

Transportation Economics 40

Public Transport Planning 50

Intelligent Transport System 60

Safety & Environment 5200 Accidents and Safety 10

Traffic Environment 20

5. PROJECT TITLE

(1) In case of Proformae A and B, please indicate the same title as reported earlier.

(2) In case of sponsored projects, please indicate the name of the sponsoring organisation and Research

Scheme number (e.g., MORT&H Research Scheme R-19), immediately after the project title.

6. DATE OF START/DATE OF COMPLETION: Please indicate month and year, e.g., May, 1988. In case of

sponsored Research Scheme, only the Sponsoring Organisation should report completion of the project, and

not the implementing Organisation(s).

7. LAST REPORT : Indicate the year of the last General Report on Road Research in India (GRRRI) in which the

project was reported, e.g., for GRRRI 1988-89, indicate 1988-89.


8. ORGANISATION (S) : Please indicate the name of all involved organizations, in the case of multi-organisation

project, using the following code to indicate the status of the organization with regard to the project:

Reporting Organisation (R)

Sponsoring Organisation (S)

Coordinating Organisation (C)

Implementing Organisation (I)

If an organization has multiple status, the appropriate codes may be used together, e.g., (R,C), (R,S).

9. SCOPE AND OBJECTIVE : Please give a concise statement. In case of multiple objective projects, indicate

each objective separately.

10. PRESENT STATUS AND PROGRESS : For Proforma B, if the project is on-going, please include a brief report

on progress since the last report, and if the project is complete, please provide brief progress report for the

project as a whole.

11. SUPPORTING DATA : Please indicate selected important supporting data or illustrations of special interest.

Any correlations or charts developed may specifically be included. Please list the items enclosed.

12. CONCLUSIONS : Please indicate significant conclusions/interim conclusion.

13. SIGNIFICANCE / UTILISATION POTENTIAL : Please highlight only special aspects. Under “Utilisation Potential”,

also specifically indicate whenever the development(s) / conclusion(s) are regarded appropriate for consideration

by the IRC.

14. LIMITATIONS OF CONCLUSIONS / RECOMMENDATIONS FOR FURTHER WORK / FURTHER PROPOSED

WORK : The limitations, if any, may be specifically indicated. Other aspects may be indicated wherever

applicable.

15. REPORTS / PUBLICATIONS : Only reports/publications since last reporting may be included, alongwith

bibliographical details, in the following order:

Author(s) (Surname, followed by initial, in all capitals). Title of Paper/Article/Report/Book, Nature of Report (e.g.,

M.E./Ph.D. Dissertation, Interim/Final Report), Journal or Periodical (alongwith Vol. and No.) / Conference or

Seminar Proceedings (alongwith the place where held) / Publishing Organisation, Month and Year of Publication.

The report may be provided in not more than 500-600 WORDS.

16. Copies of publications, if published through a source other than IRC, may please be enclosed.

17. Wherever more than one sub-items are to be reported (e.g., in case of items No. 8, 9, 13, 15, etc. above, please

number the sub-items 1, 2, 3, …… and list them one below the other.

18. In addition to 3 typed/computer print out copies, the report may also be supplied on floppy/CD to enable

expeditious editing and compiling. Cooperation in this regard will be specially appreciated. The Window MS

Word Software may please be used for the purpose.

______


Annexure 1

I R C H I G H W A Y R E S E A R C H B O A R D

PROFORMA - A

P R O J E C T S R E P O R T E D F O R T H E F I R S T T I M E

Section Code

REPORTING ORGANISATION:

1. Project Title Sub-Section Code

1.1 Date of Start

1.2 Date of Completion (Targeted/Actual)

2 Organisation(s)*

3 Scope and Objectives

4 Methodology

5 Interim Conclusions/Conclusions/Supporting Data

5.1 Significance/Utilisation Potential

5.2 Limitations of Conclusions/Recommendations

for further work/further proposed work

6 Reports/Publications

7 Further information/Copy of report

can be obtained from:

7.1 Address

7.2 Mobile _______________ Phone ____________ Fax _________

7.3 e-mail ID:

* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization


Annexure 2


PROFORMA - B

O N – G O I N G / C O M P L E T E D P R O J E C T S

Section Code



1.1 Date of Start

1.2 Date of Completion (Targeted/Actual)

2 Present Status and Progress

2.1 Status: Ongoing/Completed

2.2 Year of Last Report

2.3 Progress

3 Further Findings/Conclusions/Supporting Data

4 Limitations of Conclusions or Interim Conclusions

5 Recommendations for further Work (if completed)

6 Reports / Publications

7 Recommendations for Dissemination/

Revision of Codes/Specifications (if completed)

8 Further information/Copy of report


8.1 Address

8.2 Mobile _______________ Phone ____________ Fax _________

8.3 E-mail ID

(Presentation Material may be e-mailed to [email protected] / [email protected] )


Annexure 3


PROFORMA - C

R E S E A R C H P R O J E C T S R E L A T E D T O T H E S I S

F O R P O S T - G R A D U A T I O N / Ph. D.

Section Code



1.1 Date of Start and Duration

1.2 Date of Completion

2 Institution*

3 Scope and Objectives

4 Proposed Methodology (Type of Study, Laboratory/Field)

5 Salient-Findings and Conclusion(s)

6 Recommendations for Dissemination/

Revision of Codes/Specifications (if completed)

7 Further information/Copy of the report


7.1 Address

7.2 Mobile _______________ Phone ____________ Fax _________

7.3 E-mail ID

(Presentation Material may be e-mailed to [email protected] / [email protected] )

* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.


Annexure 4


PROFORMA - D

R & D AC T I V I T Y R E P O R T B Y C O N S U L T A N C Y F I R M S /

C O N T R A C T O R S / C O N C E S S I O N A I R E S

Section Code


1. Project / Activity Title Sub-Section Code

1.1 Date of Start and Duration

1.2 Date of Completion (Actual/ Targeted)

2 Organisation(s)*

3 Special Situations/ Problems faced During Investigations/ Constructions:

4 Methodology / Procedure adopted for solving the Problems:

5 Any New Materials/ New Technologies if Adopted:

6 Performance of such New Materials/ Technology:

7 Additional R&D / Work required in this area:

8 Further details can be obtained from:

8.1 Address

8.2 Mobile _______________ Phone ____________ Fax _________

8.3 e-mail ID:

* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.