Highways Research

H I G H WAY
RESEARCH
RECORD
NUMBER 40
General Report on
Road Research Work Done
in India during 2012-13
Price ` 80.00
(Packing &
Postage Extra)
IRC HIGHWAY RESEARCH BOARD
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 : Aravali Printers & Publishers Pvt. Ltd., W-30, Okhla Industrial Area Phase-II,
New Delhi-110020
i
CONTENTS
INTRODUCTION 1
EXECUTIVE SUMMARY 2
I. PAVEMENT ENGINEERING AND PAVING MATERIALS 6
1. FLEXIBLE PAVEMENTS 6
SUMMARY 6
A. PROJECTS REPORTED FOR THE FIRST TIME 7
Zero Emission Research Initiative for Solid Wastes from Leather Industry (Materials for 7 1.
Road Applications from Chrome Shavings)
Development of Low Energy Asphalts Mixes using Foam Bitumen and Bitumen Emulsion 7 2.
Improved Materials/ Mixes and Design Methods 3. Towards Achieving Reduced Pavement 7
Thickness
Use of Reclaimed Asphalt Pavement (RAP) in Construction and Maintenance of Bituminous 8 4.
Roads
Deepalapatty to Sarkapatty, Udumalpet TirupurPackage no: TN-02-55. 8 5.
Construction of Section in Muzaffarnagar - Haridwar NH-58 near Purkaji Bye 8 6.
Pass with RBI-81, Uttar Pradesh.
CNN to KOLO road near Sandy Village District Bilgram, Hardoi in Uttar 9 7.
Pradesh (PMGSY).
Diversion on Hyderabad-Vijayawada section on NH-9 Near Chitiyala 9 8.
Village -Diversion of NH-9.
Development of Technology For Superior Performing Bituminous Pavements 9 9.
(SUPERBITPAVE)
B. ONGOING/ COMPLETED PROJECTS 10
Laboratory & Field Evaluation of Shell Thiopave (Sulphur Extended Asphalt) 10 1.
Verifcation of Flexible Pavement Design by IRC: 37-2001 Using Heavy Vehicle 10 2.
Simulator (HVS-APTF)
Zycosoil as an Additive for Bituminous Road Works 11 3.
Development of Emulsion Based Half Warm Mix for Road Construction 11 4.
Development of a Suitable Methodology in Terms of Repair Treatment of Defense 11 5.
Runway in Emergency
Demonstration of Field Trials for Emergency Repair of Defense Runways 12 6.
Demonstration of Cold Mix Technology for Structural Layers of Flexible Pavement in Assam 12 7.
Performance 8. Valuation of RBI-81 Technology on Dadu Phagu Road, NH-22 Near 13
Kufri (Shimla) Himachal Pardash.
ISSN 0970-2598
ii
NICE layout Mandavara, Marchehalli and Adavi Mallapura with RBI-81, 13 9.
Davengara, Bangalore, Karnataka.
Runway Pavement Design For New Airport: A Case Study Of Proposed International 14 10.
Airport At Village Federa, Dholera
Flexible Pavement Rehabilitation Sarsa Junction to Vasad Junction Sh188 15 11.
(Ch: 0.00 To Ch: 9.00)
Demonstration Project on the use of Plastic Waste for Road Construction and 16 12.
study on its suitability to Kerala conditions
2. RIGID PAVEMENTS 17
SUMMARY 17
A Novel Process for Making Fly Ash Based Advanced Geo-Polymeric Materials Useful 18 1.
for Making (i) Advanced Cement Free Concrete for Non- Structural Applications and
(ii) Advanced Ligno-Silico-Aluminous Materials.
Study of Dry Lean Concrete Mixes with 7 Days Strength of 7 MPa Using Ordinary 19 2.
Portland Cement (OPC), Portland Pozolana Cement (PPC) and Portland Slag Cement (PSC)
Utilization of Industrial Waste Jarosite in Concrete Pavement (DLC & PQC) 19 3.
B. ON-GOING / COMPLETED PROJECTS 20
Bangalore Mysore Infrastructure Corridor Project (Phase-1)-Expressway. 20 1.
Utilization of Waste Foundry Sand in Pavement Quality Concrete and Dry Lean Concrete. 20 2.
Investigation of Causes of Longitudinal Cracking in Concrete Pavements on National Highways 21 3.
3. PAVEMENT EVALUATION AND PAVEMENT PERFORMANCE 22
A. PAVEMENT EVALUATION 22
SUMMARY 22
Pavement Deterioration Studies for Highways in Kerala 23 1.
Study on the 2. Effect of Surface Texture of Bituminous and Cement Concrete 23
Surfacings on Skid Resistance
Evaluation of Pavement Condition, Strengthening Requirements and Development 24 3.
of Database Management System for Delhi PWD Roads (Ring Road and Outer Ring Road)
Assessment of Orissa Road Network using Falling Weight Defectometer and Automated 24 4.
Road Survey System
Study on Periodically Distressed Road Stretches in Thiruvananthapuram - 5. Conduct 25
of Axle Load Surveys
BBD Surveys in Technopark, Thiruvananthapuram 25 6.
iii
B. PAVEMENT PERFORMANCE 27
SUMMARY 27
Applications of Rhinophalt Preservative and its Performance Evaluation on Three 28 1.
Toll Roads (Trial Stretches) in Rajasthan and Gujarat States
Design, Construction and Performance Evaluation of New Materials and Mixes Towards 28 2.
Development and Upgradation of Standards / Specifcations
Pavement Evaluation Studies for Low Volume Roads in Kerala 28 3.
Development of National Document /Guidelines on the Use of Weigh-In-Motion System 29 4.
in India for Axle Load Monitoring
Study on the Performance of Highway Development Projects in Kerala 29 5.
C. INSTRUMENTATION AND MICRO-PROCESSOR APPLICATIONS 31
SUMMARY 31
PROJECTS REPORTED FOR THE FIRST TIME 32
Design and Development of Pothole Repair Machine 32 1.
II. GEOTECHNICAL ENGINEERING 33
SUMMARY 33
Reviewing of Pavement Design for Thermal Plant Road in Black Cotton Soil area 34 1.
in Dahej, Gujarat
Innovative Technologies for Utilisation of Waste and Marginal Materials for Road Construction 34 2.
Engineering of Disaster Mitigation and Health Monitoring for Safe and Smart Built Environment 34 3.
Sub-Soil Investigations for the Construction of Bridges at Different Locations Across 35 4.
Gurgaon Canal at Faridabad, Haryana
Evaluation of Geosynthetic Reinforced Wall with Different Backfll 35 5.
Development and Evaluation of Soil Nailing Technique for the Stabilisation of Vertical 36 6.
Cut Slope for the Construction of Underpass
Embankment Design for Construction of Two Lane Road with Paved Shoulders on 36 7.
NH 31 (Khagria-Purnea Section)
B. ON-GOING PROJECTS / COMPLETED PROJECTS 37
Design and Construction of Embankment and Pavement Layers Using Copper Slag 37 1.
Experimental Test Track Construction Using Jarofx Waste Material 37 2.
iv
Feasibility Study on Usage of Super Fine Copper Slag in Land Filling and Road Construction 38 3.
Feasibility Study of Cinder Waste Material for Road Construction 38 4.
Runway Shoulder Stabilization at Phalodi Airforce Station in Rajasthan with RBI-81. 38 5.
Internal Road in Affordable Group Housing Society in Jaipur, Rajasthan. 39 6.
Construction and Evaluation of Hard Standing Constructed with RBI-81. 39 7.
Zycosoil Nanotechnology Multilayer Waterproofng Treatment of Soil & Asphalt Concrete 40 8.
in Road Construction. Bharthana-Bharthali Road Tal.-Karjan, Dist.-Vadodara
Zycosoil Nanotechnology Multilayer Waterproofng Treatment of Soil & Asphalt Concrete in 41 9.
Road Construction. Tarsali-Dhaniyavi road, Dist.-Vadodara.
Guidelines for Landslide Management on Indian Roads and Highways 10. 42
Site Stabilisation for Platform Construction on a Hilltop at Diglipur (North Andaman) 42 11.
Geotechnical Study of Jugsalai Cinder Dump Area for Construction Purposes 43 12.
Use of Geo-Textiles in Road Construction and Embankment Works a Demonstration 43 13.
Project in Aakulam Campus
III. BRIDGE ENGINEERING 44
SUMMARY 44
Characterization of Various Types of Water Proofng Membranes and to Study 45 1.
Their Effects on RCC Slabs
Creation of Complete Range of Independent Facility for Testing of Expansion Joints 45 1.
at CSIR-CRRI New Delhi (B-34 Research Scheme)
Investigation for Improvement of Condition of Road Over Farakka Barrage, West Bengal. 46 2.
Study on Corrosion Susceptibility of Steel Reinforcement Protected with Anti-Corrosive 47 3.
Coatings/ Special Treatments on Ordinary and High Performance Concrete
Development of One Prototype of the Bridge Inspection Unit 47 4.
Distress Diagnosis and Rehabilitation of a PSC Girder Bridge on Maskararo River, 47 5.
Chilkana - Gandved Route Near Saharanpur (UP).
Development of a Critical Infrastructure Information System in GIS Environment for 48 6.
Maintenance of Bridges on National and State Highways
IV. TRAFFIC & TRANSPORTATION 51
1. HIGHWAY PLANNING, DESIGN AND MANAGEMENT 51
SUMMARY 51
Road Connectivity to the SEZ at KINFRA Park, Kakkanchery, Malappuram, Kerala 52 1.
v
Design of Proposed Outer Ring Road and River View Extension Road in Pala Region 52 2.
Preparation of Project Report for the Widening of NH-47 between Kazhakoottam and 53 3.
Kesavadasapuram in Thiruvananthapuram District
Preparation of Traffc Improvement Plan for Pala Region 54 4.
Automated Detection & Analysis of Road User Information and Distresses Using 55 5.
Digital Image Processing Techniques
Pre-Feasibility Study for Constructing a Green Highway between Nedumbassery and 56 6.
Vytilla in Kochi
Widening, Strengthening and Extension of Existing Tippu Sultan Road 57 7.
Feasibility of Commissioning a Ropeway System at Elaveezhapoonchira in Kottayam 58 8.
District, Kerala
Use of Waste Plastic in Construction of Roads 58 1.
Development of Management System for Maintenance Planning and Budgeting of 59 2.
High Speed Road Corridors (Supra Institutional Project)
Quality Audit of Eight Contract Packages of LucknowMuzaffarpur National Highway Project 59 3.
2. PLANNING & MANAGEMENT 60
SUMMARY 60
Traffc Management Plan for International Greenfeld Stadium Complex at Kariyavattom 61 1.
in Trivandrum.
Gravity Model Callibration and Used in Trip Distribution 62 2.
Optimization of City Bus Routes Using GIS Technique: A Case Study of Vadodara City 62 3.
Development and Application of Sustainable Transportation System (SUSTRANS) 63 4.
Traffc and Transportation Studies for Kodungallur Municipality 64 5.
Traffc and Transportation Studies for Kunnamkulam Municipality 65 6.
Traffc and Transportation Studies for Chalakudy Municipality 66 7.
Improvement of Kovalam-Akkulam Stretch in Thiruvananthapuram Region for Inland 67 8.
Navigation, Tourism and Recreational purposes
Comprehensive Mobility Plan for Kalamasserry Town in Ernakulam District 68 9.
Development of Indian Highway Capacity Manual (Indo - HCM) 69 10.
Evaluation of Economic Loss Due to Idling of Vehicles at Signalized Intersection and 71 11.
Mitigation Measures (ELSIM)
Study on Operation of Boat Services by State Water Transport Department (SWTD) 72 12.
Application of Road Pricing as a Tool for Reducing Traffc Congestion in Cities Case 73 13.
Study of Trivandrum Capital Region
vi
Assessment of Annual Toll Collection Potentials for Different Sections of National Highways 74 14.
Impact of Speed Restriction Measures on Road Safety and Level of Service 74 15.
Effect of Type of Lead Vehicle on Headway in Two Cities of North East-Silchar and Shillong 76 16.
Traffc Studies for Junction Improvement of Major Road Corridors in Ahmedabad 76 17.
Traffc Studies for Major Intersections Improvement in Vadodara City 77 18.
Effect of Countdown Display on Traffc Flow Characteristics and Driver Behaviour at 78 19.
Signalised Intersections
Development of Performance Parameters for Two-Lane Roads Under Mixed Traffc Condition 78 20.
Traffc and Transportation Studies for Port Blair City 78 1.
Traffc and Transportation Studies for Selected Towns in Kerala State 80 2.
Preparation of Inventory of Roads for Selected Grama Panchayaths in Kannur District 80 3.
Updation of Price Index for Stage Carriage Operations (PISCO) in Kerala 81 4.
Updation of Price Indices for Auto and Taxi Operations (PIATO) in Kerala 81 5.
Development of Multimodal Level of Service (MMLoS) Measure for Urban Roads of India 82 6.
3. SAFETY AND ENVIRONMENT 83
SUMMARY 83
Performance Assessment & Product Behaviour Observation of Crash Tested Road 84 1.
Safety Barrier (Plastic) Model Cosmos Road Liner 2000S in Indian Varied
Climate & Traffc Pattern.
Installation of Crash Tested Road Safety Barrier (Plastic) Model Cosmos Road Liner 87 2.
2000S at the Edges and Median on a Road Construction Site to Observe the Suitability
of Road Safety Application.
Evaluation of Accident Black Spots on Roads using Geographical Information 90 3.
System and Remote Sensing.
Road Safety Audit of PV Expressway Project from SD Eye Hospital, Mahadipatnam 91 4.
to Aramgarh Junction in Hyderabad
Road Safety Audit and Design Safety Measures Of Selected Stretch From Umreth 92 5.
Junction To Vasad Junction.
Road Safety Audit and Suggesting Improvement on Central Verge of Noida - Greater 94 6.
Noida Expressway (Ch.0/000 Km to 20/000 Km)
Traffc Census on Vadodara Savli Road (Dumad Chowkadi) District Vadodara 95 7.
Road Safety Audit Study on Vadodara - Savli Road (S.H.-158) Km. 9/6 to 32/0. 95 8.
Road Safety Audit Study on Vadodara - Dabhoi road. (S.H.64) Km. 8/3 to 31/0 96 9.
Study of Drivers Coping Behaviour Under High Stress and Workload Situations 96 10.
vii
Design of Rotary at Kanawani Intersection, Ghaziabad 97 11.
Study on Estimation of Carbon Footprint with Transportation in and around 97 12.
Secretariat Building, Thiruvananthapuram
Measurement of Air Quality and Noise Level at Proposed IISER Campus at Vithura in 98 13.
Thiruvananthapuram District
Pedestrian Friendly Urban Transport System for Cochin City in Kerala 99 14.
Safety Audit for Development & Construction Period of the Six Laning of Indore Dewas 100 1.
Section of NH-3 from Km 577.550 to Km 610.000 and 0.000 to Km 12.60 (Approx Length
45.05km) in the State of Madhya Pradesh Under NHDP Phase V to be Executed as BOT
(toll) Project on DBFOT Pattern (Package No. 8)
Safety Audit for Development & Construction Period of the Widening of 2-Lane to 4 lane 101 2.
Divided Carriageway Confguration of Panvel - Indapur (Km 0.00-Km 84.00) Section of
NH-17, in the State of Maharashtra (Package No. 22)
Safety Audit for Development & Construction Period of the for 4- laning of Deoli 102 3.
(Km 165/0 of NH-12, Project Chainage Km 0/0) to Junction of NH-76 on Kota Bypass
(Project Chainage Km 83.042) of NH-12 in the State of Rajasthan
Safety Audit for Development & Construction Period for Four Laning of Ludhiyana -Talwandi 103 4.
Section of NH - 95 now NH-5 from Km 92.000 to Km 170.00 to be Executed as Build Operate
and Transfer (BOT) Toll Project on Design Build Finance and Operate (DBFO) Pattern.
Safety Consultants for 5. Development & Construction Period of 6- Laning of 104
Bhubaneswar - Chandikhol Section of NH- 5 Chainage from Km 414 to Km 419.2 of
(Vizag - Bhubaneswar Section) and from Km 0.00 to Km 62.00 (Bhubaneswar
Kolkata Section) under NHDP phase V in Orissa.
Safety Consultants for 6. Development & Construction Period of Four/Two Laning of 106
Rimuli-Roxy-Rajamunda Section of NH 215 from km 163.00 to km 269.00 (Design
Chainage km 163.00 to Km 259.453) in the State of Orissa to be Executed as BOT (Toll)
Project on DBFOT Pattern under NHDP Phase III Project (Package No. 24)
Analysis of Driver Behaviour and Crash Characteristics during Adverse Weather Conditions 107 7.
Safety Consultants for Development & Construction Period of 4- laning of Bhubaneswar-Puri 108 8.
section of NH-203 in the State of Orissa, Chainage Starts from km 0.00 of NH-203
(Rasulgarh Chowk at Bhubaneswar) to Km 59.00 of NH-203 (Puri Bada Danda Chowk)
(Project Chainage from Km 0.00 Km 67.255) to be Executed as Build Operate and
Transfer (BOT) Toll Project on Design Build Finance and Operate (DBFO) Pattern
Development of Most Economical Design Standards for Anti-Glare Screen Barrier. 109 9.
Road Safety Audit Study on Vadodara-Padra-Jambusar Road 109 10.
Study of Benzene and VOCs in Different Corridors of Delhi 110 11.
Modifcation of Bitumen and Its Emission Characteristics 111 12.
Variability in Vehicle Fuel Consumption Under Controlled Conditions 112 13.
A Study on Vehicle Kilometers Travelled, Fuel Consumption and Emissions Relating 112 14.
to Heavy Duty Passenger and Goods Vehicles in India
viii
V. RESEARCH PROJECTS RELATED TO THESIS FOR POST- GRADUATION/ Ph.D 114
A. PAVEMENT ENGINEERING AND PAVING MATERIALS 114
SUMMARY 114
A Study on Pavement Performance and Overlay Design using HDM-4 115 1.
Pavement Performance Modeling a Case Study 115 2.
Performance Prediction Models for Bituminous Mixes 116 3.
Design of Open Graded Frictional Course in Pavement with Modifed Bitumen 116 4.
Characterization of Thermal, Rheological and Microscopic Properties of Crumb Rubber 117 5.
Modifed Binders
Utilization of Reclaimed Asphalt Pavement (Rap) in Mastic Asphalt Pavement 117 6.
Design of Stone Matrix Asphalt Using Leather Waste 117 7.
Performance Evaluation of Nano-Modifed Bituminous Concrete Mixes 118 8.
Studies on Recycled Bituminous Mixtures 118 9.
Utilization of Coconut Shell and Coir Fibre in Bituminous Concrete 119 10.
Finite Element Analysis of Coir Geotextile Reinforced Flexible Pavements 120 11.
Evaluation of Effect of Pavement Drainage on Pavement Performance 121 12.
B. TRAFFIC AND TRANSPORTATION 123
SUMMARY 123
Reliability Based Analysis of Geometrics of Rural Highways 124 1.
Interrelation Between Network and Land Use 124 2.
Development of Automated Pothole Detection & Measurement System 125 3.
An Improved Method for Automated Evaluation of Critical Road Surface Distresses Using 126 4.
Video Image Based Techniques
Pavement Condition Evaluation for Selected Roads in Chennai 127 5.
Development of a Simulation Model for Prediction of Rutting in Flexible Pavements 127 6.
Developing Travel Time Prediction Models using Kalman Filter and Extended Kalman Filter 128 7.
Development of Work Activity Generation Model for Thiruvananthapuram City 130 8.
Performance Evaluation and Level of Service Determination of Signalised Intersections 131 9.
Under Mixed Traffc Conditions.
Modelling Congestion for Urban Heterogeneous Traffc Including the Effect of Road Geometry 132 10.
Saturation Flow Modelling at Signalized Intersections under Heterogeneous Traffc Conditions 133 11.
Estimation of Vehicular Emissions in Thiruvananthapuram City Using IVE model 134 12.
Traffc Management for a Part of CBD Using Dynamic Traffc Assignment 135 13.
Infuence of Pedestrians on Capacity of Urban Arterials 136 14.
ix
Demand Directed Operation on Road Network 137 15.
Dynamic Assignment of Traffc on Urban Road Networks 137 16.
Estimating Traffc Congestion on Urban Roads 138 17.
Development of Criteria for Provision of Pedestrian Crossing Facilities 139 18.
Characterization of Peak Hour Traffc 139 19.
Development of Activity Generation Models 140 20.
Planning and Design of Logistics Hub in Kozhikode 141 21.
Activity Based Modelling For Mode Choice Analysis 141 22.
Microscopic Modeling of Road Traffc Signal Coordination using Transyt and Vissim Softwares 142 23.
Microscopic Modeling of Urban Intersection using VISSIM and MXROAD Softwares 143 24.
Evaluating Accessibility using GIS 143 25.
Modeling of Mode Preferences for Travel in Calicut 144 26.
Serving the Un-Served Areas through Public Transportation using GIS 27. 144
Estimation of Bus Transport Ridership Accounting Accessibility. 145 28.
Determination of Passenger Car Unit and Level of Service Based on Acceleration Noise 145 29.
Impact of Countdown Timer on Performance of Signalized Intersection 146 30.
Study on Pedestrian Flow Characteristics 147 31.
Design and Coordination of Vehicle Actuated Signals on Kamaraj Salai in Chennai City 148 32.
Effect of Approach Width on Saturation Flow at Signal Controlled Intersections 148 33.
Capacity Analysis of Urban Arterial Roads Under Mixed Traffc Conditions 148 34.
Safety Evaluation of Urban Intersections using Empirical Bayes Approach 149 35.
Geometric Design Consistency and Safety of Two-lane Rural Highways 149 36.
Safety Prediction of Urban Midblocks using Hierarchical Modelling Approach 150 37.
Carbon Footprint Assessment of Highways 151 38.
ACKNOWLEDGEMENTS 153
LIST OF ORGANISATIONS 154
APPENDIX: PROFORMA SHEET FOR REPORTING R & D WORK FOR 155
THE GENERAL REPORT
GENERAL REPORT ON
ROAD RESEARCH IN INDIA 2012-2013
INTRODUCTION
Highway Research Record No. 40 describes the General Report on Road Research Work done in India during
the year 2012-2013. This document has been prepared by compiling the progress of research work reported by
15 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/
feld testing have been omitted from the document.
As per the classifcation, the entire material has been divided into four sections, namely, Pavement Engineering
& Paving Materials; Geotechnical Engineering; Bridge Engineering and Traffc & Transportation Engineering. The
projects in each section are further classifed 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 proforma along with 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.
GENERAl REPORT ON
2
EXECUTIVE SUMMARY
In the General report on Road Research Work done in India for the year 2012-2013, published as Highway Research
Record No. 40, the research work done by 15 organisations on various aspects has been reported. The report has
been compiled by CRRI. The R&D work reported under the following four major areas and the research work done
in Academic Institutions related to the thesis work is reported under Section fve:
Pavement Engineering and Paving Materials 1.
Geotechnical Engineering 2.
Bridge Engineering 3.
Traffc & Transportation Engineering 4.
1. Pavement Engineering and Paving Materials
1.1 Flexible Pavements
The research topics covered in this section include
development of low energy asphalt mixes, foamed
bitumen, sulphur extended asphalt, effect of directional
traffc on rutting, chemically stabilized sub-bases and
bases, reclaimed asphalt pavement (RAP), validation
of fexible pavement design procedure, development of
improved materials and mixes for thinner pavements,
utilization of tannery solid waste, plastic waste and
commercially available soil stabilizers. It has been
reported that sulphur extended asphalt mixes have
performed better than the hot mix asphalt in the feld.
Such mixes also save bitumen upto 30-40 percent.
Evaluation of test sections with Heavy Vehicle Simulator
(HVS-APTF) has shown that directional traffc should be
a design parameter for fexible pavement, A statistical
model has also been developed for rut development.
1.2 Rigid Pavements
In this section longitudinal cracking of concrete
pavements on National Highways, utilization of foundry
sand as fne aggregates in concrete road construction,
fy ash based geopolymeric materials, low strength dry
lean concrete mixes, and utilization of industrial waste
Jarosite in cement concrete has been discussed. Full
depth longitudinal cracking has led to the premature
structural failure of rigid pavements on many National
Highways. An investigation into the possible reasons of
such cracks is reported. It has been reported that the
longitudinal saw cut between the outer lane and tied
concrete shoulder had not developed the crack under
it. Instead, the crack developed in the outer lane under
traffc movement. Vibratory trail marks have helped the
development of longitudinal cracks. The Foundry sand,
a waste of foundry industries, has being investigated
for its possible use as a partial replacement of fne
aggregate in cement concrete road construction. It has
been reported that foundry sand can be used in cement
concrete only in small amount of 20 to 30 percent of the
fne aggregates.
1.3 Pavement Evaluation
Research work reported in this area includes projects
on structural and functional evaluation of pavements,
use of weigh-in-motion system for axle load monitoring
and correlation between mean texture depth measured
by sand patch method and BPT No. for measuring the
skid resistance. Assessment of pavement condition
and rehabilitation methods is to being done using
Automated Road Survey System and falling weight
defectometer for ring road and outer ring road in Delhi
and around 800 km long road network of Orissa.
1.4 Pavement Performance
This sub-section on pavement performance covers
projects related to the performance evaluation of
bituminous mixes using some commercially available
additives. A comparative study of stone matrix asphalt
and bituminous mixes containing plastic wastes. It has
been reported that stone matrix asphalt performs better
than the bituminous mixes containing plastic wastes.
Guidelines about using weigh-in-motion system have
been prepared on the basis of the limited study.
2. Geotechnical Engineering
The projects reported in the Geotechnical Engineering
area relate to Ground improvement techniques,
Soil Stabilisation with chemicals/polymers, sub-soil
investigations in waste dump sites, landslide related
studies and use of waste and marginal materials. Waste
materials (copper slag, WRP slag and Jarofx) have
been evaluated in the laboratory as well in the feld by
constructing experimental test sections. Performance
observations are being taken up periodically before
and after monsoon. To nullify the effect of swelling and
shrinking on road pavement construction, dredged sand
used as alternative material in-place of CNS layer for BC
3
soil areas. Design of road embankment in soft sub-soil
conditions, wherein, new embankment resting partially
on existing embankment, evaluation of geosynthetics
reinforced wall with different back fll materials and
laboratory studies on soil nailing technique, etc. have
been reported.
The embankment was constructed with a fll material
of copper slag mixed with pond ash in the bridge
approaches of Madurai-Tuticorin Highway. The length
of the test section is about 200m and height of the
embankment is 4m. It was observed that performance
of copper slag embankment was very good without
any settlements or erosion or distress and bituminous
pavement in which copper slag was incorporated has
also performed very well, comparable to conventional
bituminous pavement in terms of defection and
roughness characteristics.
Experimental test track construction of road using
Jarofx was carried out at Mungana Village, 40 km
from Chittoragarh, Rajasthan on Udaipur-Chittorgrah
State Highway. After two cycles of observations, the
performance of both the Jarofx and Jarofx+soil mix
sections are comparable with that of conventional soil
section.
Runway Shoulder Stabilized successfully with RBI-81
at Phalodi Air force Station in Rajasthan and pavement
evaluation work has been carried in the year 2011
and 2012. Internal Road in Affordable Group Housing
Society in Jaipur, Rajasthan, and the subgrade 150 mm
of local soil (Sandy-silt) stabilized with 3 percent RBI-81
was laid. The layer catered the complete construction
material, even though it was submerged during the
rains. The Mooram stabilized with 4 percent RBI81 is
suitable in sea shores, where salinity is at maximum. It
improves the bearing capacity of subgrade and arrests
the settlements.
Soil & Asphalt concrete treated with Zycosoil
Nanotechnology multilayer waterproofng material
in road construction for Tarsali-Dhaniyavi Road and
Bharthana-Bharthali Road Dist.-Vadodara. Performance
observations are being taken up periodically. Conclusive
report could be generated after third post monsoon
report evaluation.
In order to mitigate the problems of Natural Hazards,
preparation of guidelines on landslide hazards have
also been reported.
3. Bridge Engineering
In this Chapter, the projects related to various aspects
such as, measures to achieve durable bridges, tools
for condition survey of bridges, techniques for distress
diagnostics, development of bridge maintenance
management system, repair and rehabilitation of
bridges and creation of test facilities for expansion
joints have been reported.
As large number of bridges in our road network are
distressed, there is an urgent need to effectively
implement the Bridge Management System (BMS)
to prioritize the maintenance of bridges in a road
network. Bridge Management include inventorization,
condition assessment of the existing bridge with the
help of inspection or NDTs, load carrying capacity
evaluation of existing bridges with the help of analytical
or experimental or a combination of both considering
an appropriate degradation model, loading and
environmental conditions, selection of an appropriate
repair, rehabilitation and strengthening techniques and
budgeting.
Development of tool for inspection of bridges such as
Mobile Bridge Inspection Unit and Creation of Bridge
Expansion Joint Test Facility are of great interest to
professionals.
4. Traffc and Transportation
4.1 Planning and Management
Research works reported in the area of Traffc
Engineering, Transportation Planning and Management
were briefy Summarised in this section. In this section
there are eight completed projects and six new
projects were reported. In this area the projects works
were related to sustainable Transportation, traffc
and transportation studies, route network planning,
integration of Public Transportation, Highway Capacity
Manual and delays due to idling at inersections. The
salient area covered in this area are listed as follows:
Development and Application of Sustainable
Transportation System (SUSTRANS) covering
Advanced Public Transport Information Systems
using ITS technologies, Development of Car Driving
Simulator, Development of SUPERBiPAVE, Warm Mix
Technologies and Estimation of Carbon Foot Prints.
One of the reported project is aimed at Development of
Indian Highway Capacity Manual (Indo - HCM) where
in different roadway facilities such as, single lane,
two lane, intermediate lanes, urban roads, multi lane
highways, expressways, uncontrolled intersections,
signalized intersections, gap acceptance studies and
pedestrian studies were planned.
Evaluation of Economic loss Due to Idling of
Vehicles at Signalized Intersection and Mitigation
Measures (ElSIM) project included many aspects for
research such as, Estimation of Delays at Signalized
Intersections, Measurement of Idling Fuel consumption
of different types of vehicles, Emission Estimation
GENERAl REPORT ON
4
of Fuel loss due to Idling, Development of Models
between Fuel loss and Emission.
Other studies are Gravity model calibration, Optimization
of city bus routes using GIS techniques, Revision of bus
schedules, Effect of type of lead vehicle on headway
in two cities of North east, Traffc Studies for Junction
Improvement of Major Road Corridors in Ahmedabad,
Traffc Studies for Major Intersections Improvement in
Vadodara City, Traffc and Transportation Studies for
Port Blair City and Development of Multimodal level of
Service (MMloS) measure for urban roads of India.
4.2 Safety and Environment
In the area of Safety and Environment related to road
safety Audit, Identifcation of Accident Prone location
on National Highways and Measurement of air quality.
In this section there are 13 completed projects and 13
new projects were reported. The salient areas covered
in this areas are briefy discussed.
One of the project stressed that all plastic products, like,
traffc delineators, safety barriers, cones, etc. need to be
specifed in terms of capacity, dimensions, raw material
specifcation, thickness, approx. weight, etc. so as to
avoid monopolistic approach and to protect the usage
of sub-standard raw material, lookalike light weight
products. The temporary road safety products should
have some standardized parameters well defned & the
highway projects should incorporate the crash tested
plastic barriers to offer road safety to vehicles movement
on stretches undergoing development. There is a need
of Main Govt. Body should take initiative to guard the
new road safety developments and should not leave it
to concessionaires who primarily look for only cheaper
versions unless specifed or directed by Nodal Agency.
The other concern area is that budget allocation for
road safety during road construction is always preferred
to keep on a little lower side may be due to reasons
that these temporary road safety solutions lose the
importance after completion of work.
There are about 12 safety audit projects were reported.
The studies highlighted the common problems in
construction stage audit i.e. Improper barricading in
work zone area by providing Gunny bags, Improper
median opening, Presence of unprotected edge drop
observed, Absence of proper night time visibility at
construction zones, Absence of warning signs and
refectors at/near curve sections, Absence of Crash
Barrier at the required locations, Hazardous parking
of trucks on the outer lane of the road, Poor Traffc
management near the access points and at construction
zones, Placement of unprotected construction materials
on the berm, Absence of pavement markings at least
at critical locations, Absence of proper pavement
condition, Absence of proper Signages in the work
zone area along the project stretch. Some studies
reported the inclusion black spot analysis of the project
stretch and remedial measures at those locations.
A study also reported to be examining the infuence of
life stress and associated stress factors during long and
monotonous driving situations among different categories
of drivers. The study on analysis of driver behavior and
crash characteristics during adverse weather conditions
found that frequency and severity of accident, like,
situations and other related incidents can be reduced
by providing drivers with enough information about the
roadway and traffc conditions as well as through better
traffc management during adverse weather conditions.
One of the study is aimed at developing the design
standards for anti glare screen barrier.
A study on Benzene and VOC in Delhi corridors
warranted to control VOC at petrol pumps. One of the
study suggests that efforts should be directed to assess
the health aspects of the workers for evolving suitable
standards for the hot mix plant emissions.
5. Research Work Done in Academic Institutions
Related to Thesis Work
5.1 Pavement Engineering and Materials
The research work-done under various thesis projects
have concluded the following:
Four types of gradings were taken to optimize the i.
RAP percentage. Mastic asphalt surface may be
designed using 100 percent RAP with hydrated
lime and VG-40.
Binder tests have proved that nano-modifcation ii.
of the binder does not signifcantly affect the
original binder properties.
Modifed Marshall Compaction method proved iii.
to give better compaction and improvements in
volumetric properties of the mix compared to
conventional Marshall Compaction method.
Use of nano-material in VG30 bituminous mixes iv.
resulted in Marshall Stabilities as high as 21.55 kN.
It was higher by 30 percent than control mixes with
a satisfactory level of air voids and fow values.
The binder content of RAP without correction by v.
ignition method was found to be 2.72 and 3.87
percent. whereas, it was 5.09 and 6.64 percent
by centrifuge extraction method.
The RAP aggregates have less faky and vi.
elongated particles. Similarly, most of the higher
sizes are missing which might have degraded
due to traffc load, climate etc.
5
The properties of RAP, binder content, gradation vii.
and combined Flakiness & Elongation index were
evaluated and compared with the properties of
virgin aggregates. Flakiness and elongation indices
obtained were less than that of virgin aggregates.
The binder content of RAP without correction by viii.
ignition method was found to be 2.72 and 3.87
percent. whereas, it was 5.09 and 6.64 percent
by centrifuge extraction method.
The RAP aggregates have less faky and ix.
elongated particles. Similarly, most of the higher
sizes are missing which might have degraded
due to traffc load, climate etc.
The properties of RAP, binder content, gradation x.
evaluated and compared with the properties
of virgin aggregates. Flakiness and elongation
indices obtained were less than that of virgin
aggregates.
For poor drainage condition the Rate of xi.
deterioration value found to be high and for
excellent drainage condition rate of deterioration
value is relatively low.
5.2 Traffc and Transportation
A total of 34 Research projects related to thesis for
post-graduation/PhD reported in the area of Traffc
& Transportation area. Mainly these studies focused
on, Traffc Engineering and Management related
studies, Transportation Planning, Advanced Modeling
Techniques and Vulnerable Road User Studies. These
are briefy in the following:
A study was carried out for safety evaluation criteria
based on reliability index are developed for both
horizontal curves and crest vertical curves on rural two-
lane highways, by which curves can be classifed as
safe, fairly safe and not safe. One of the study developed
an algorithm and program for automated detection with
accuracy of 85 percent and measurement of pothole
89.7 percent from road surface video clips.
Accurate and reliable road video processing software
has been developed for automated detection and
assessment of cracks, potholes and patches and the
developed software reports distresses information in
printable format as per Indian guidelines.
A travel time prediction model was developed for
different modes of vehicles for predicting travel times
using Kalman Filtering & Extended Kalman Filtering
Algorithm.
A thesis reported Modelling Congestion for Urban
Heterogeneous Traffc including the Effect of Road
Geometry. Saturation Flow Model was developed for
through traffc by considering the approach width,
proportion of right turn vehicles and proportion of
heavy vehicles and bus stop location as independent
variables. Saturation Flow models was developed for
right turn traffc by considering the right turn radius,
proportion of two wheelers and proportion of heavy
vehicles as independent variables.
In one of the thesis, it was found that a reduction in
capacity of about 10-25 percent in urban arterials due
to pedestrian infuence. Formulation of a framework
for evaluating the accessibility of urban transportation
networks and assessing its infuence on the ridership of
bus transit system was reported in a thesis.
A new concept for determination of Passenger Car
Unit and level of Service based on Acceleration Noise
is also reported. One of the thesis studied the effect
of timer at signalized intersection and found that the
percentage reduction in starting delay for intersection
with timer is around 50 percent for all the vehicle types.
Reduction in staring starting delay is more for two-
wheelers and cars. One thesis reported that on a life
cycle base analysis emission from rigid pavement is
less compared to fexible pavements.
GENERAl REPORT ON
6
I. PAVEMENT ENGINEERING AND PAVING MATERIALS
1. FLEXIBLE PAVEMENTS
SUMMARY
Research Projects in this Section includes the use of reclaimed asphalt pavement, use of chemically stabilized
sub-bases and bases, economical pavement design methods, cold mix and foamed bitumen technologies for
environmental friendly construction of roads. Issues related to pavement rehabilitation and airport design have also
been dealt with.
SALIENT POINTS FOR DISCUSSION
Utilization of leather industry waste in road construction. 1.
low energy asphalt mixes. 2.
Sulphur extended and foamed bitumen. 3.
Effect of directional traffc on rutting. 4.
Chemically stabilized sub-bases and bases. 5.
Reclaimed asphalt pavement. 6.
Economical design for fexible pavements. 7.
Pavement management systems. 8.
7
A. PROJECTS REPORTED FOR THE FIRST TIME
1. Zero Emission Research Initiative for Solid
Wastes from Leather Industry (Materials for
Road Applications from Chrome Shavings)
Date of Start: January 2013
Date of Completion (Targeted): August 2017
CSIR- Central Road Research Institute (R) i.
CSIR- Central Leather Research Institute ii.
(C)
Scope and Objectives
Utilization of tannery solid waste as an ingredient of
road construction material.
Methodology
Collection of chrome shavings waste from tannery
and its processing.
Preparation of various bituminous mixes using
chrome shavings.
laboratory performance related tests.
Analysis of data.
Construction of experimental section.
Post construction evaluation of experimental
section.
Further information/Copy of report can be obtained
from:
The Director, CSIR-Central Road Research Institute,
Mathura Road, New Delhi 110025, E-mail ID: director.
[email protected]
2. Development of Low Energy Asphalts Mixes
Using Foam Bitumen and Bitumen Emulsion
Date of Start: August 2012
Date of Completion (Targeted): March 2014
CSIR-Central Road Research Institute, New
Delhi (R)
To develop specifcations of low energy mild warm
and half warm asphalt mixes using cationic bitumen
emulsion and foam bitumen.
Methodology
Collection of different grades of emulsion and design
of warm and half warm mixes using emulsion.
Production of foam bitumen and design of mix
using foam bitumen.
Evaluation of performance characteristics and
comparisons.
Calculation of energy saving and preparation of
draft specifcation for foam bitumen paving.
Publication
Studies on Performance of Mild Warm Asphalt (MWA)
Mix for Road Construction, Siksha Swaroopa Kar,
Sravani Arimilli and P K Jain, International Science
Congress Association 8-9
th
December 2013.
from
[email protected]
3. Improved Materials/ Mixes and Design
Methods Towards Achieving Reduced
Pavement Thickness
Date of Start: October 2012
Date of Completion (Targeted): December
2016
Delhi
Present Status and Progress
Ongoing; a State of Art Report has been prepared.
New generation additives have been identifed for the
improvement of sub-grade and bituminous binders.
Various laboratory studies have been carried out
to verify the improvement in performance through
strength properties of sub-grade. laboratory evaluation
of the bituminous binders and mixes containing highly
polymer modifed bitumen and mixes have been
developed having very high value of resilient modulus.
A characterization of binder and mixes are in progress
using instruments such as MIST, DSR.
Limitations of Conclusions or Interim Conclusions
Validation of results required.
Reports / Publications
Effect of Polymer Modifed Bitumen on Flexible
Pavement by Gagan Deep Singh, Satish Pandey, M.
N. Nagabhushana and P. K. Jain, Civil Engineering and
Construction Review May (2013).
GENERAl REPORT ON
8
Further information/ Copy of report can be obtained
from:
Prof. (Dr.) P. K. Jain, Chief Scientist, F.P. Division CSIR-
Central Road Research Institute, New Delhi 110025
Mobile 09910113992, Phone 011-26311117, Fax 011-
26845943, E-mail ID: [email protected], pk_crri@
rediffmail.com
4. Use of Reclaimed Asphalt Pavement (RAP) in
Construction and Maintenance of Bituminous
Roads
Date of Start: Oct. 2012
Date of Completion (Targeted): Dec. 2016
Delhi
Ongoing; a State-of-Art Report has been prepared.
Characterization of reclaimed asphalt binder has been
completed. Development of Rejuvenating agent for
rejuvenating the aged binder has been completed.
Restoration of defciencies of binder in RAP by
optimizing the dosage of rejuvenating agent by SHRP
specifcations has been done. Marshall mix design for
virgin and RAP contained bituminous mixes has been
completed and the performance evaluation of the mixes
has been completed.
Anil Pradyumna. T, Abhishek Mittal and Dr. P. K.
Jain, Mechanistic Characterization of Bituminous
Mixes Containing Reclaimed Asphalt Pavement
(RAP) for Road Construction, - Submitted to
Journal of Construction & Building Materials (Under
Review).
Anil Pradyumna. T, Abhishek Mittal and Dr. P. K. Jain,
Recycling of Pavements - An Approach Suitable
for Sustainable Development, Twenty-Eighth
National Convention of Civil Engineers and National
Seminar on Role of Infrastructure for Sustainable
Development, Institution of Engineers (India),
Roorkee local Centre, Roorkee , October 2012.
Jain, Characterization of Reclaimed Asphalt
Pavement (RAP) for Use in Bituminous Road
Construction, Proceedings of 2
nd
Conference of
Transportation Research Group of India, December
2013, Agra, India.
Jain, Studies on Rejuvenation of Oxidized Asphalt
Binder in Reclaimed Asphalt Pavement (RAP),
3rd International Science congress(ISC-2013),
December 2013,coimbatore (Accepted).
from:
Prof. (Dr.) P. K. Jain, Chief Scientist, F.P. Division CSIR-
Central Road Research Institute, New Delhi 110025
Mobile 09910113992, Phone 011-26311117 Fax 011-
26845943, E-mail ID: [email protected], pk_crri@
rediffmail.com
5. Deepalapatty to Sarkapatty, Udumalpet
TirupurPackage No: TN-02-55.
Date of Start : Aug 2013
Rural Development and Panchayat Raj
Department, Tiruppur District, Govt of Tamilnadu
for low Volume Roads.
Ongoing; The construction of 1800 m of test track with
RBI-81 is completed. Rotary tiller is used to mix the
stabilizer. On top of black cotton soil 100 mm of stabilized
layer (75 percent mooram +25 percent aggregate + 2.75
percent RBI-81) is laid under 20mm PMC.
from:
Mr. Mohit Verma, Alchemist House, Building No: 23,
Nehru Place, New Delhi-110019. Mobile: 9711996441,
Phone: 91-11-40600800, Fax: 91-11-40600888,
E-mail ID: [email protected]
6. Construction of Section in Muzaffarnagar -
Haridwar NH-58 near Purkaji Bye Pass with
RBI-81, Uttar Pradesh.
Date of Start Feb 2013.
Era Infra.
Ongoing. The construction of by pass is done in 20000
m
2
with RBI-81, using STEHR stabilizing equipment.
Alchemist Touchnolgy limited has bought this
equipment from Germany. The equipment provides
the great speed of stabilization and at the same time
maintains the homogeneity. The stabilization is done
in the depth of 150mm using 4 percent RBI-81 in
combination of 50 percent 20mm down Aggregate and
50 percent non-plastic soil. Under it is GSB and over it
is 50mm each of DBM and BC layer.
Further Findings/Conclusions/Supporting Data
The evaluation will be conducted soon.
9
from:
Nehru Place, New Delhi-110019, Mobile: 9711996441
Phone: 91-11-40600800, Fax: 91-11-40600888, E-mail
ID: [email protected]
7. CNN to KOLO Road Near Sandy Village District
Bilgram, Hardoi in Uttar Pradesh (PMGSY).
Date of Start March, 2013
Uttar Pradesh Rural Road Development
Corporation
On-going. The rural road of 600 m done using RBI-81
in base course of the pavement. 75 mm stabilized base
using stone dust and aggregate with 3 percent RBI-
81 is constructed. The mixing of stabilizer was done
with rotary tiller. The construction though involved un-
skilled labor has performed to satisfaction. Pavement
Evaluation work was carried out on the stretch in July,
2013.
The stabilized layer with 3 percent RBI-81 has replaced
granular layers successfully.
Recommendations for further Work
The performance is very promising and technology
must be adopted for rural roads.
Test report.
Recommendations for Dissemination/ Revision of
Codes/Specifcations
More stretches shall be implemented with different
specifcations.
from:
Phone: 91-11-40600800, Fax: 91-11-40600888,
8. Diversion on Hyderabad-Vijayawada Section on
NH-9 Near Chitiyala Village - Diversion of NH-9.
Date of Start: May 2011
Date of Completion: June 2011
GMR Infrastructure Ltd., Hyderabad
Completed. The RBI Grade-81 stabilizer was taken by
the client, the studies were done in there laboratory.
After detailed analysis, the design was done by the
client and Alchemist Touchnology limited constructed
the pavement as per design. In design the local soil
was stabilized with 4 percent RBI-81 to the depth of
225mm. Pavement Evaluation work was carried out
twice on the stretch i. e. in Feb-2012 & Feb-2013.
The stretch carried the entire load of both sides till
the structure (underpass) was completed. The results
obtained are very positive and supports the use of local
construction material. No Aggregate Viz Fine or Course
aggregate was used in RBI-81 stabilized layer.
Interim Conclusions
Road is performing well.
More diversions and main carriage way work shall be
done with this technology.
Test report.
Codes/Specifcations
More studies must be done to arrive at draft
specifcation.
from:
Phone: 91-11-40600800, Fax: 91-11-40600888,
9. Development of Technology For Superior
Performing Bituminous Pavements
(SUPERBITPAVE)
2016
Delhi
Ongoing; a State-of-Art Report has been prepared.
GENERAl REPORT ON
10
Available bitumen in different viscosity grades (VG-
10 and VG-30) and sources have been identifed and
some have been evaluated for laboratory performance.
Efforts are being made to develop methods for
formulation of VG-20 and VG-40 which are not readily
available. Also, methodologies for deriving bitumens
meeting the Indian requirements for better/enhanced
performance are being developed.
Validation of results required.
Reports/ Publications
SOAR-Superbitpave (2012)
from:
The Director, CSIR Central Road Research Institute,
[email protected]
B. ONGOING/ COMPLETED PROJECTS
1. Laboratory & Field Evaluation of Shell
Thiopave (Sulphur Extended Asphalt)
Date of Start: July 2010
Date of Completion (Targeted): July 2014
CSIR- Central Road Research Institute, New
Delhi 110 025
Status: Ongoing
Year of Last Report: 2012
Progress: Two years feld evaluation two test sections
has been completed. Third and fnal evaluation is to be
done.
From two years of feld evaluation of stretches
laid at Nashik and Belgaum, it is concluded that
Thiopave sections are performing well in comparison
to conventional hot mix asphalt. 1
st
and 2
nd
round of
evaluations showed encouraging results. Also while
laying these sections it was observed that due to use of
Sulphur pellets in bituminous mixes, 30-40 percent of
bitumen savings can be achieved.
Till now three interim reports have been submitted.
from:
Flexible Pavement Division, CSIR-CRRI
Mrs. Ambika Behl, Scientist, Flexible Pavement Division,
CSIR- Central Road Research Institute, Mathura Road,
New Delhi 110 025, Phone: 011-26832173, 26831760,
Mobile: 9810248680, Fax: 011-26845943, 26830480,
E-mail ID: [email protected], behl.ambika@gmail.
com
2. Verifcation of Flexible Pavement Design by
IRC: 37-2001 Using Heavy Vehicle Simulator
(HVS-APTF)
Date of Completion (Actual): October 2012
Delhi (R,I)
Status: Completed.
At the same load application levels, Uni-directional
and bi-directional have signifcantly different effects
on development of rut.
Specifcations need to consider the directional traffc
as an additional design parameter for the separate
designs of undivided and divided carriageways
differently, as they cater to bi-directional and uni-
directional traffc, respectively.
The effect of the overloading and high tyre pressure
on the pavement is evident.
A statistical model has been developed for rut
development with load applications.
Recommendations for further work
Extending the study for different specifcations/design
life.
Recommendations for Dissemination/Revision of
Codes/Specifcations
Presented in the council/HRB of IRC for the information
and consideration.
from:
The Director, CSIR- Central Road Research Institute,
11
Mathura Road, New Delhi 110 025, Phone: 011-
26832173, 26831760, Fax: 011-26845943, 26830480,
3. Zycosoil as an Additive for Bituminous Road
Works
Date of start : Jan- 2009
Date of completion (Targeted): March- 2014
Gujarat Engineering Research Institute (GERI),
Vadodara (R)
Present status and Progress
Status: On going.
Year of last Report: August 2009 (in Govt. of Gujarat)
also Published in General Report on Road Research
Work Done in India during 2008-09, IRC HRB No. 36.
Progress: The Evaluation and analysis of the results
of testing of samples from all the regions (i.e. Central
Gujarat Zone, South Gujarat Zone, North Gujarat
region, Saurastra zone) was completed. The fnal
report has been prepared and the scrutiny of the same
is under progress.
Further information / copy of report can be obtained
from:
Road Research Division-1, Gujarat Engineering
Research Institute (GERI), Race Course, Vadodara-
390007, Phone : 0265 2313413-14-15, Fax : 0265
2313416, E-mail ID : [email protected]
4. Development of Emulsion Based Half Warm
Mix for Road Construction
Date of Start: April 2012
Delhi (R,I)
Status: On-going.
Progress: A number of new technologies have been
developed to lower the production and placement
temperatures of Hot-Mix Asphalt (HMA). These
technologies are referred to as Warm-Mix Asphalt
(WMA). The lower mixing temperature by 30-35C is
achieved by adding natural or synthetic zeolite , Aspha-
Min, sasobit, evotherm. The study for development of
emulsion based warm mixes ( Half Warm Mix) for road
construction has been undertaken to further reduce the
production and laying of bituminous mix by 70-80
O
C, to
protect the environment and conserve the energy.
Mix Design for Emulsion half Warm Mix of Bituminous
Concrete (BC)The construction of Dense Bituminous
Concrete with emulsion based half warm mix technology
along with control section with neat bitumen VG-30 was
carried out on NH-27 East West Corridor near Rajkot.
The aggregate was heated at 110
O
C and cationic
bitumen emulsion SS-2 at 70
O
C. These aggregates
and binder were mixed together resulting in half warm
mix at 80-85
O
C. The half warm mix was laid on NH-
27 with paver and compacted with vibratory roller. The
two series of performance monitor was carried out just
after construction and December 2012.
The test sections of Half Warm Mix , Polymer Modifed
Bitumen and VG-30 Bitumen for Accelerated Pavement
Test Facility (APTF) in CRRI campus were laid for
testing.
Further Findings/ Conclusions/Supporting Data
Optimum bitumen emulsion content was found
9.5 percent for BC by wt. of aggregates or 8.71
percent by wt. of mix.
B 6.0 percent optimum bitumen content for BC by
wt. of aggregates or 5.7 percent by wt. of mix.
The emulsion based warm mixture process is
promising method to produce bituminous mixtures
at signifcantly lower temperatures.
Roughness values of half warm section and
control section are 2084 mm/km and 2016 mm/
km. Benkelman Beam Defection of test section
of half warm mix and control section are 0.87 mm
and 0.80 mm.
5. Development of a Suitable Methodology
in Terms of Repair Treatment of Defense
Runway in Emergency
Date of Completion (Targeted/Actual): May
2013
Delhi (R,I)
Status: Completed.
Progress: The present emergency repair practices of
Indian Air Force (IAF) include utilization of quick setting
cement or hot bituminous mixes. The utilization of quick
setting cement in emergency repair of crater has many
disadvantages such as (i) It is a costly product @ Rs
80,000/- per MT, and (ii) it has limited shelf life, say two
GENERAl REPORT ON
12
years. The use of hot bituminous mixes for crater repair
makes the entire process cumbersome and impractical
due to the heating of bitumen and aggregates, resulting
generation of dense smoke. These schemes, besides
the occupational and environmental hazard, also make
the repair activities known to enemy due to the fre and
smoke.
The cold mix of SDBC/MSS was used as wearing
surface as it eliminates heating of binder and aggregates
resulting in no smoke and pollution.
The mix properties at 8 percent optimum binder content
(Bitumen emulsion) *
Bulk density , gm/cc 2.242 i.
Stability, kg at 25 ii.
0
C 680
Flow, mm 7.0 iii.
Voids, percent 9.91 iv.
VFB, percent 50.90 v.
* 8 percent optimum bitumen emulsion as binder by wt.
of aggregate or 7.4 percent by wt. of mix.
The following conclusions are drawn from the study:
(i) The semi dense graded cold mix such as Semi
Dense Bituminous Concrete (SDBC) may be
used as wearing course on emergency repair of
bomb crater on runway.
(ii) The or Mix Seal Surfacing (MSS) may also be
(iii) Stabilisation of base course in emergency repair
will enhance the structural strength of pavement
compatible to aircraft (more than 15 PCN value)
in lieu of conventional pavement.
(iv) The use of Geogrid / glass grid will enhance the
air feld pavement strength.
(v) Indian Air Force has sponsored the project to
CRRI for development of method for emergency
repair of runway. The feld trials on emergency
repair of runway will be carried out at Pune and
Jaiselmer Runways likely to be completed in
2012-13.
6. Demonstration of Field Trials for Emergency
Repair of Defense Runways
Date of Completion (Targeted): May 2014
CSIR-Central Road Research Institute, New i.
Delhi (R,I)
Indian Air Force ii.
Status: Completed
Progress: The utilization of quick setting cement in
emergency repair of crater has many disadvantages
such as (i) It is a costly product @ Rs 80,000/- per
MT, and (ii) it has limited shelf life, say two years. The
use of hot bituminous mixes for crater repair makes
the entire process cumbersome and impractical due
to the heating of bitumen and aggregates, resulting
generation of dense smoke. These schemes, besides
the occupational and environmental hazard, also make
the repair activities known to enemy due to the fre
and smoke. The cold mix of SDBC / MSS was used as
wearing surface as it eliminates heating of binder and
aggregates resulting in no smoke and pollution.
The feld trials were conducted in CRRI campus to repair
bomb crater with half warm, cold mix seal Surfacing using.
The following conclusions are drawn from the study:
(i) The semi dense graded cold mix such as Semi
Dense Bituminous Concrete (SDBC) may be
(ii) The Mix Seal Surfacing (MSS) may also be used
as wearing course on emergency repair of bomb
crater on runway.
(iii) Stabilisation of base course in emergency repair
will enhance the structural strength of pavement
compatible to aircraft (more than 15 PCN value)
in lieu of conventional pavement.
(iv) The use of Geogrid / glass grid will enhance the
air feld pavement strength.
Reports/ Publications: The Report is available with
CRRI.
7. Demonstration of Cold Mix Technology for
Structural Layers of Flexible Pavement in
Assam
Date of Completion (Targeted/Actual): Dec.,
2013
Delhi (R,I)
13
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 in Guwahati ( Assam) at
three locations, viz. (i) Rani Kamrup (ii) Bhogpur village
and near Mirzapur as part of technology transfer to Bit.
Che. Asphalt Technology, Guwahati.
Findings/ Conclusions/Supporting Data
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- Hot Mix Plant (
without heating) , Paver, roller.
The performance of road specifcation MSS was
satisfactory for PMGSY Roads (Rural Roads).
The performance of road specifcation PMC is
satisfactory for rural roads.
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 effcient
reducing carbon footprints.
Construction of roads with cold mix technology
is feasible in inclement weather including wet
conditions.
from:
[email protected]
8. Performance Valuation of RBI-81 Technology
on Dadu Phagu Road, NH-22 Near Kufri
(Shimla) Himachal Pardash.
Date of Start: Nov 2011
Date of Completion: Dec 2011
Alchemist Touchnology Ltd., New Delhi
The construction of stretch on NH-22 is done using
RBI-81 technology. The basic construction equipments
like Motorgrader, Rotovator, Vibratory Roller, Water
Spinkler were deployed during construction. On top
of existing GSB , 150 mm of aggregate combination (
25 percent 20mm down + 25 percent 10mm down +50
percent Stone dust) is stabilized with 5 percent RBI-81
Rotary tiller was used to mix the stabilizer. i. e. in April-
2012, & April- 2013.
RBI-81 technology is very effective even in colder
regions. The stretch has performed successfully for 2
cycles of annual snowfall.
The strength parameters obtained through feld
evaluation supports suggest the technology is
successful.
More stretches shall be constructed with RBI-81 for
detailed evaluation under different freeze and thaw
condition.
Test report.
Codes/Specifcations
Shall be studied to be part of composite pavement
codes under very cold climatic conditions.
from
Mr. Mohit Verma, Alchemist House, Building No:
23, Nehru Place, New Delhi-110019, Mobile:
9711996441, Phone: 91-11-40600800, Fax:
91-11-40600888, E-mail ID: mohit.verma@
alchemisttouchnology.com
9. NICE layout Mandavara, Marchehalli and
Adavi Mallapura with RBI-81, Davengara,
Bangalore, Karnataka.
Date of Start: Dec 2012.
Date of Completion: April, 2013.
Karnataka Rural Road Development Authority.
Completed. Different designs with RBI-8 technology
were adopted to construct the pavement.
GENERAl REPORT ON
14
Limitations of Conclusions
The Study could be performed with Only Geo gauge.
The stretch has shown positive results, thus shall be
repeated over pavements with similar requirements of
low volume roads.
Test report.
Codes/Specifcations
The RBI-81 layers have shown good performance and
proven successful replacement to convention layers
up to base course. More studies shall be constructed
to establish the strength and thickness requirement to
arrive at draft specifcations.
from
Phone: 91-11-40600800, Fax: 91-11-40600888, E-mail
ID [email protected]
10. Runway Pavement Design For New Airport: A
Case Study of Proposed International Airport
at Village Federa, Dholera
Birla Vishvakarma Mahavidyalaya Engineering
College, Vallabh Vidyanagar, Anand, Gujarat (C)
The scope of the study is to examine the key factors
impacting pavements ability to safely land aircraft
and stop on a runway. This includes an analysis of
the construction of fexible runway pavements. The
study includes an analysis of runway pavement design
best practices; the pavement is designed for Fedara
International Airport by evaluating soil subgrade and
air traffc data available from Sardar Vallabhai Patel
International Airport.
Objectives
Conduct a literature review to understand current
industry practices.
To study the characteristics of soil for proposed
International Airport.
To defne climatic condition and environment factor
for proposed Airport.
To study the software FAARFIElD and design
pavement.
To compare the results obtained from software as
well as manually.
Methodology
DATA FOR PAVEMENT DESIGN
RUNWAY PAVEMENT DESIGN &
METHODOLOGY
PAVEMENT SUBGRADE
STRENGTH
TRAFFIC DATA PREDICTIONS
PAVEMENT THICKNESS
DERIVATION
CONSTRUCTION DRAWING AND
SPECIFICATI ONS
AIRPORT PAVEMENT DESIGN
ENVIRONMENT
FACTORS
AIRCRAFT
TRAFFIC
SOIL TYPE &
CHARACTERISTIC
S
C.B.R TEST
MIX
CHARACTERISTICS
EQ. ANNUAL
DEPARTURES
USING SOFTWARE USING GRAPH
PROBLEM: RUNWAY PAVEMENT
DESIGN
THICKNESS
AGREEMEENT
YES
NO
REDESIGN THICKNESS
Limitations of Conclusions/Recommendations for
Further Work/Further Proposed Work
To study the characteristics of soil and classifcation
for proposed Airport.
Improved CBR of soil with addition of Cement, lime
and Fly ash and various mixes such as cement +
lime, cement + fy ash, cement + lime + fy ash.
A method was proposed, based on the FAARFIElD
(Federal Aviation Administration Rigid and Flexible
Iterative Elastic layered Design) program for the
estimation of thickness in airport pavements.
To identify the Aircraft class and its thickness as per
its wheel load/ gross weight.
Thickness without soil improvement is 2170.43
mm and with improved soil comes out to be 591.57
mm.
Recommendations
The need for a new international airport was felt because
15
of rising international passenger traffc at the existing
airport at Hansol, which despite a new world-class
international terminal, is expected to face expansion
constraints in the future. In general, the soil type in the
Fedara is fne (shrinkage and swelling characteristics)
calcareous and mostly saline. Generally, construction
of rigid structures on such soils is not deemed feasible.
Even in the case of fexible structures, though the
settlements occur uniformly, such heavy settlements
are not permissible. The need for improving ground
conditions prior to commencement in construction
activity is extremely critical.
Bhalla Amandeep Singh B, Vankar Amit A, Dr. Zala l.B.
Runway Pavement Design of a proposed Airport with
the use of FAARFIElD Software, International Journal
of Science and Modern Engineering (IJISME) ISSN:
2319-6386, Volume-1, Issue-6, May 2013.
from:
Civil Engg. Dept., BVM Engg. College, Vallabh Vidyanagar,
Anand, Gujarat, Mobile: +91 9427062248; Phone: 02692
230104, E-mail ID: [email protected]
11. Flexible Pavement Rehabilitation Sarsa
Junction to Vasad Junction Sh188 (Ch: 0.00
To Ch: 9.00)
Present study is limited to Sarsa Junction to Vasad
Junction (CH:0.00 km to CH:9.00 km) on SH-188. It
includes visual survey, Benkelman beam survey and
traffc survey with the objectives to:
Collect and interpret existing design, construction
data if available.
Identify the different deterioration aspects of
roadway infrastructure. Carry out surface condition,
and traffc surveys.
Carry out Benkelman beam test for structural
Evaluation of pavement and soil testing for sub
grade evaluation.
Establish the cause of the pavement deterioration.
Select appropriate method of maintenance or
rehabilitation.
Methodology
Interpretation of Existing Data
Design, construction and maintenance data if available,
these data are used to establish the type and approximate
thickness and type of construction identifed. If historical
traffc data is available, the total commercial traffc
loading that the road has carried out since construction
is estimated. If data is not available the traffc data is
collected.
Surface Condition and Roughness Survey
Detailed conditional survey is to be carried out in different
section of the road In this the road is to be divided by
500 meter interval to enable the condition of the road
pavement and collect road deterioration data.
Localized surface defects
After the surface conditional survey has been completed,
the results are interpreted and where repairs are needed
and what form of maintenance required that decision
has been taken from the bases of the survey results.
Additional tests
Benkelman beam test is to be done to measure the
defection of existing road.
Identify the Causes of Pavement Deterioration
To identify the causes of pavement deterioration by
interpreting the data collected during the surface
condition survey and additional testing. The causes
of deterioration combined with the extent of failure
considered together.
Maintenance and Rehabilitation
The selection of appropriate method of rehabilitation or
maintenance is carried out in this stage.
Interim Conclusions/Conclusions
The visual observation for Cracks, Potholes,
Raveling, Stripping can explain weak support for
the pavement.
The Benkelman beam study was conducted on
all the selected sections of SH: 188 from Sarsa
to Vasad Junction of the road and structural
inadequacy were found in all the sections.
There is a need to go for measures such as an
overlay on all the sections of SH: 188 from Sarsa
To Vasad Junction. The overlay thicknesses in
terms of Bituminous Macadam were found for
all the stretches, it ranges from 110 mm to 210
mm.
GENERAl REPORT ON
16
The visual observation and Benkelman beam
defection correlates each other.
Signifcance/Utilisation Potential
A good road management is necessary and
maintenance and rehabilitation actions must be
taken at appropriate time.
Pavement rehabilitation activities, though not as
spectacular as the construction ones, are of major
importance for protecting the initial important
investments made for development of transportation
infrastructure.
Major economic losses will continue unless
improved capabilities for rehabilitation design are
provided to meet todays highway traffc needs, as
most projects today include rehabilitation design.
Improved rehabilitation designs will lead to longer-
lasting and more cost-effective rehabilitated
pavements.
Recommendations for Further Work/Further
Proposed work
We can conclude that for strengthening, improve
riding surface and rehabilitation treatments for asphalt
pavement, the asphalt overlay is far better as economical
point of view and also a conventional type.
Reports/Publications
Bhatt Mayank G., Prof. Vankar Amit and Dr Zala
l.B Structural Evaluation Using Benkelman Beam
Defection Technique and Rehabilitation of Flexible
Pavement For State Highway 188 (Sarsa Junction to
Vasad Junction), Journal of International Academic
Research for Multidisciplinary JIARM Volume -1 Issue-
4 (May-2013) ISSN:-2320 -5083.
Further Information/ Copy of Report can be obtained
from:
Civil Engg. Dept., BVM Engg. College, Vallabh
Vidyanagar 388 120 Anand, Gujarat, Mobile: +91
9427062248; Phone: 02692 230104, E-mail ID: lbzala@
bvmengineering.ac.in
12. Demonstration Project On the Use of Plastic
Waste for Road Construction and Study on
its Suitability to Kerala Conditions
Date of completion (Targeted) : March 2013
National Transportation Planning and Research
Centre (NATPAC), Thiruvananthapuram (R)
Status: Ongoing
Year of Last Report: 2011-12
The use of waste plastic for road construction can save
the environment, increase the service life of roads,
reduce the consumption of petroleum products and
serve the society with additional income associated
with it. The effectiveness of using waste plastic coated
aggregates in bituminous mixes has been established in
the study. laboratory studies proved that the strength of
the bituminous mix increases by 1.5 to 2 times by using
PCA. The coating of molten-plastic over the aggregate is
found to reduce water absorption. The study showed that
the voids at the surface were reduced which improved the
quality of aggregate. The improved stripping resistance
of modifed mix is due to better binding property of the
plastic waste-bitumen blend. When compared with the
control section, the stretches overlaid using plastic coated
aggregates have shown improved functional performance
in terms of better surface condition, characteristic
defection, delayed distress initiation and progression,
desirable skid resistance and surface texture.
This study helps to conclude that plastic-waste coated
aggregate can be considered as most suitable material
for fexible pavement construction. The improved
stripping resistance of modifed mix is due to better
binding property of the plastic waste -bitumen blend.
When compared with the control section, the stretches
overlaid using plastic coated aggregates have shown
improved functional performance in terms of better
surface condition, characteristic defection, delayed
distress initiation and progression, desirable skid
resistance and surface texture.
Pavement Performance Studies on Roads Surfaced
Using Bituminous Mix with Plastic Coated Aggregates,
B.G.Sreedevi and Salini, P N International Journal of
Engineering Research and Technology (IJERT), Volume
2, issue 9, September 2013.
from:
The Director, National Transportation Planning and
Research Centre, Sasthra Bhavan, Pattom Palace P.
O., Thiruvananthapuram- 695 004, Mobile: 9446342828
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
17
2. RIGID PAVEMENTS
SUMMARY
This section contains the research projects related to concrete and concrete pavements. The projects on fy ash
based geo-polymeric materials, dry lean concrete mixes, longitudinal cracking of concrete highways and use of
industrial waste jarosite in concrete, have been included in this section.
longitudinal cracking of concrete national highways. 1.
Strength of dry lean concrete sub-bases under rigid pavements. 2.
Use of industrial wastes in concrete. 3.
Fly ash based geo-polymeric materials. 4.
GENERAl REPORT ON
18
1. A Novel Process for Making Fly ash Based
Advanced Geo-polymeric Materials Useful for
making (i) Advanced Cement Free Concrete
for Non-Structural Applications and (ii)
Advanced Ligno-Silico-Aluminous Materials.
Date of Completion: March 2013
CSIR- Advanced Materials and Processes i.
Research Institute (CSIR-AMPRI), Bhopal
(M.P.).
M/s Jindal Steel and Power Limited, Raigarh ii.
(C.G.)
To develop Cement Free concrete made from this
process which is fre resistant.
To address global warming: One tone of
conventional cement production generates one
tone of carbon dioxide - global warming.
To develop and patent advanced geopolymeric
materials possessing pentavalent silicon
complexes due to incorporation of mother
liquor from ligno Silico-Aluminous system as
special additives (3 to 5 percent only) leading to
improved engineering properties in comparison to
conventional geopolymeric materials containing
tetravalent silicon complexes only.
Obviate the need of water curing.
Energy effcient - can be made at ambient
temperature (35-40
0
C approximately).
Enhanced use of conventional machineries.
Increase in productivity as strength is achieved
in seven days only compared to twenty eight
days required for conventional cement concrete
system.
To save on project cost and duration.
Methodology
Novel process has been developed for making fy ash
based cement free Advanced geopolymeric materials
possessing very broad application spectrum ranging
from cementitious materials to advanced functional
materials as follows:
Interim Conclusions / Conclusions / Supporting
Data
The present novel and patented process* for making
fy ash based Advanced geopolymeric materials useful
for making a) Advanced cement free concrete for non-
structural applications and b) Advanced ligno-Silico-
Aluminous Materials involves, simultaneous chemical
reaction of silicon, aluminum and lignin containing
materials (namely fy ash and rice husk) in alkaline
environment which enables in obtaining highly reactive
pentavalent silicon species (as confrmed by
29
Si NMR
studies) in comparison to the conventional tetravalent
silicon species possessing limited reactivity . Apart from
this, the process also enables in obtaining increased
concentration of silicon and aluminum species
possessing nano size (as confrmed by FESEM)
which leads to homogeneous dispersion of reacting
species in the developed matrix leading to improved
engineering characteristics of the developed fy ash
based Advanced geopolymeric materials.
(*Patent fled in India and USA (2301 DEL 2012) of the
developed Know- How)
Limitations of Conclusions/ Further Proposed
Work
Estimated Value of Annual and Cumulative a.
Output Derived by Each Party: Technology has
been transferred recently on 11
th
May 2013 and
output/ is being studied.
Quantify the Contribution Directly Attributable b.
to this Technology/ Development: Technology
has been transferred recently on 11
th
May 2013
and Annual/cumulative productivity resulting from
the development is being studied.
The opportunities for exporting Know-How are
being explored.
Employment Generated: c. The process is novel,
energy effcient and enables the in is-situ formation
of fy ash based Advanced geopolymeric materials
useful for making a) Advanced cement free concrete
for non- structural applications and b) Advanced
ligno-Silico-Aluminous Materials. It will be used for
making on - site and in situ cast Advanced cement
free concrete as well as for making prefabricated and
pre engineered materials and has huge potential for
employment generation.
Value Addition to Raw Materials and Natural d.
Resources: The developed fy ash based Advanced
geopolymeric materials are weather resistant,
machineable, mouldable, curing-free and can
even be made manually on site, single handedly
on demand by an individual by appropriate training
at village level. Further, no huge capital investment
is involved and it can also be produced by using
19
natural resources available locally in rural areas
also. Thus it will result in employment generation,
provide basic amenities and results in improvement
of quality of life at mass level.
Environmental Issues (Pollution Mitigated, e.
Averted etc.):
Addressing Global warming issue and 9
earning carbon credits.
Developed Process is highly energy 9
effcient.
Bulk utilization of fy ashes thus results in 9
mitigation of environmental pollution and also
saving cost of land required for its disposal.
Savings of lime stone, clay, fuel- i.e. non- 9
replenish able natural resources and water
which are among the precious commodity.
The future potential applications of developed advanced
geopolymeric materials in strategic area can be as
follows:
Design mix of shielding concrete. 9
Shielding materials based on nano materials. 9
On-site and In-situ chemical encapsulation of 9
Radioactive wastes.
Reports /Publications
Feasibility studies on utilization of fy ash from thermal
power plant for making geopolymeric cementatious
materials by Deepti Mishra, Manish Mudgal, R.K.
Chouhan, Prabha Padmakaran, Swati lahiri, Mohd.
Akram Khan, S.S. Amritphale and Navin Chandra
(Communicated for publication in Global NEST Journal).
Further information / Copy of report can be obtained
from:
The Director, CSIR - Advanced Materials and Processes
Research Institute (CSIR-AMPRI), Hoshangabad
Road, Bhopal 462064 (M.P.), Mobile: 09425300747
Phone:0755-2457105, Fax:0755-2457042, E-mail ID:
[email protected]
2. Study of Dry Lean Concrete Mixes with 7 Days
Strength of 7 MPa Using Ordinary Portland
Cement (OPC), Portland Pozolana Cement
(PPC) and Portland Slag Cement (PSC)
Date of Start: March 2013
Date of completion: December 2013
Delhi (R,I)
Scope & Objective
Dry lean Concrete (DlC) is used for the construction
of sub-bases under concrete pavements. Almost all the
concrete National Highways constructed so far in India
have DlC sub-bases. DlC is a no-slump concrete which
is compacted by using static and/or vibratory rollers.
Normal cement-aggregate ratio varies from 1:12 to 1:15
and water content varies from 5 to 7 percent. As per the
existing specifcations DlC mixes are designed to achieve
7 days compressive strength of 10 MPa with minimum
cement content of 150 kg/m
3
. It has been brought out
by many researchers that stronger sub-bases result in
higher stresses in concrete pavement slabs. Therefore,
the DlC specifcations need to be revised to lower down
the required 7 days strength to 7.0 MPa.
The objective of the study is to determine the
requirement of minimum cement content to achieve
the compressive strength of 7.0 MPa at 7 days using
different type of cements viz. Ordinary Portland Cement
(OPC), Portland Pozzolana Cement (PPC) and Portland
Slag Cement (PSC).
Methodology
Concrete mixes for DlC with different cement-aggregate
ratios and cement contents were designed for all type
of cements. Samples were prepared in the laboratory
using vibratory hammers to simulate the compaction
under vibration. Samples were cured and then tested
for 7 days compressive strength.
Interim Conclusion
Cement content of 140 kg per cubic meter of concrete
can fulfll the requirement of compressive strength of 7
MPa at 7 days.
from
Mathura Road, New Delhi 110 025 Phone: 011-
26832173, 26831760, Fax: 011-26845943, 26830480,
3. Utilization of Industrial Waste Jarosite in
Concrete Pavement (DLC & PQC)
Date of Completion: June 2014 (Targeted)
Delhi (R,I)
Scope & Objective
Jarosite is a waste material obtained from zinc smelting
industry. The objectives of the study are:
GENERAl REPORT ON
20
To evaluate the engineering properties of i.
jarosite;
To evaluate the properties of Pavement Quality ii.
Concrete and Dry lean Concrete (DlC) mixtures
prepared with the jarosite as partial replacement
of cement.
Methodology
Jarosite was collected from zinc industries. Engineering
properties, like, lime reactivity, fneness, soundness,
specifc gravity, compressive strength etc of all the
material were tested in the laboratory. Controlled
concrete mixes for PQC and DlC were designed using
ordinary Portland cement. Different amount of jarosite
was then replaced with Ordinary Portland Cement in the
controlled mix. Concrete specimen shall be tested for
various properties of green and hardened concrete.
from:
26832173, 26831760, Fax: 011-26845943, 26830480,
B. ON-GOING/COMPLETED PROJECTS
1. Bangalore Mysore Infrastructure Corridor
Project (Phase-1)-Expressway.
Date of Start: Jan 2013
Date of Completion: August, 2013
NICE
The base course is stabilized with 4 percent RBI-81
under the white topping. The design used RAP and
20 percent WMM with 4 percent RBI-81 for 150mm
under 180mm PQC. The current traffc is plying on the
surface. So far the stretch has performed as per the
project requirement, the ffth wheel bump integrator
test has shown the BI value well under the limit of 2000
mm/Km.
Codes/Specifcations
Field studies are to be done to arrive at draft specifcation
on RBI-81.
from:
Phone: 91-11-40600800, Fax: 91-11-40600888,
2. Utilization of Waste Foundry Sand in Pavement
Quality Concrete and Dry Lean Concrete.
Date of Start: August, 2012
Date of Completion: March, 2013
Delhi (R,I)
Completed.
Scope & Objective
Foundry sand is a waste of foundry industries. The
objectives of the study are:
To evaluate the engineering properties of foundry i.
sand.
To evaluate the properties of Pavement Quality ii.
Concrete (PQC) and Dry lean Concrete (DlC)
mixtures prepared with foundry sand as partial
replacement of natural sand.
To develop the methodology of possible benefcial iii.
use of foundry sand in PQC and DlC mixes for
road construction.
Methodology
Foundry sand was collected from metal casting
industries. Engineering properties, like, gradation,
fneness modulus, water absorption, specifc gravity,
strength etc. of all the materials including foundry sand
were tested in the laboratory. Control concrete mixes
for PQC and DlC were designed using natural sand/
crushed stone dust as fne aggregate. Different amounts
of foundry sand then was used as partial replacement
of fne aggregate used in the control mixes. Concrete
samples were tested for various properties of concrete
like workability, compressive and fexural strength and
drying shrinkage.
Conclusions
On the basis of the results generated during the study,
following conclusions were drawn:
Foundry sand is a very fne material. Its higher
fneness infuences most of the properties of
green and hardened concrete.
Foundry sand reduces the workability of concrete
mix. In other words, water demand of the mix is
increased when fner foundry sand is used in partial
21
replacement of coarser natural sand.
Due to increase in water demand, higher water
content is required for achieving the desired
workability. But, it increases the water-cement ratio
of the mix which reduces both compressive and
fexural strength of concrete.
Drying shrinkage coeffcient of concrete increases
when foundry sand is used in the concrete mix.
Foundry sand can be used in cement concrete
only in small amount of 20 to 30 percent of fne
aggregate after some modifcations in the mix
so that workability and strength of the mix is not
compromised.
from:
26832173, 26831760, Fax: 011-26845943, 26830480,
3. Investigation of Causes of Longitudinal
Cracking in Concrete Pavements on National
Highways
Date of Start: June, 2012
Date of Completion: March, 2014
Delhi (R,I)
Scope & Objective
Concrete pavements at many locations have been
constructed in the last 8-10 years under NHDP. These
concrete pavements have been designed and constructed
for the design life of 25-30 years. The structural failure
at some of these concrete highways, for examples
Indore By-pass, Kanpur-Allahabad, Balasore-Odisha,
Chittorgarh Mangalwar, have occurred because of full
depth longitudinal cracking. A thorough investigation of
causes of longitudinal cracking is urgently required to
help built better concrete roads in future. The objective
of the project is to carry out detailed investigation and
possible ways of avoidance of such cracking.
Status: Ongoing.
Year of last Report: 2012
Progress:
Concrete cores were extracted from the cracked
sections of Kanpur-Allahabad and Balasore-Kharagpur
National Highway. One thing which was observed at
both the locations is that longitudinal saw cut between
tied concrete shoulder and outer lane did not developed
the crack under it which should have been developed.
It has also been observed that vibratory trail marks
helped in development of longitudinal cracking under
heavy axle loads.
from:
26832173, 26831760, Fax: 011-26845943, 26830480,
GENERAl REPORT ON
22
3. PAVEMENT EVALUATION AND PAVEMENT PERFORMANCE
A. PAVEMENT EVALUATION
SUMMARY
Research work reported in this sub section includes projects on structural and functional evaluation of pavements.
Projects reported for the frst time include (i) Study on the effect of Surface Texture of Bituminous and Cement Concrete
Surfacing on Skid Resistance, (ii) Evaluation of Pavement Condition, Strengthening Requirements and Development
of Database Management System for Delhi PWD Roads (Ring Road and Outer Ring Road) (iii) Assessment of Orissa
Road Network using Falling Weight Defectometer and Automated Road Survey System.
Ongoing projects / projects in the advanced stage of completion include - Development of Management System for
Maintenance Planning and Budgeting of High Speed Road Corridors (Supra Institutional Project); and (ii) Development
of national document /guideline on the use of weigh-in-motion system for axle load monitoring.
Pavement Management System Strategy for Using PMS on High Speed Corridors in India. 1.
Use of Weigh in- Motion System for Axle load Survey / Monitoring. 2.
23
1. Pavement Deterioration Studies for Highways
in Kerala
Date of start: April 2012
Date of completion: March 2013
Scope and objectives
Development of a comprehensive database on
pavement performance,
Generation of data on the construction and
maintenance inputs of different pavements,
Development of a model that predicts the likelihood
of deterioration and surface distress like cracks,
potholes, raveling, etc.
Methodology
Field investigations and Performance Monitoring,
Collection of baseline data,
Structural Evaluation of Pavements,
Functional Evaluation of Pavements,
Detailed Condition Survey,
Skid Resistance studies,
Texture Depth studies,
Axle load studies,
Traffc volume count,
laboratory Studies.
From lab investigations, it was found that soil with good
CBR strength was used as aggregate. Study road has
good performance as indicated by lower defection
value and desirable skid resistance values. Texture
depth studies reveal the macro texture of pavement
which is further related to skid resistance. The study
road exhibits a current functional performance of good
to average rating based on the unevenness values
indicated by IRI values. Signs of impending failures
have initiated on the pavement surface of the study
roads in the form of various distresses like fractures or
cracks, distortion, disintegration, etc.
Limitations of Conclusions/ further proposed
work:
Due to the insuffcient data for model development
this year, feld data obtained will be collected and
compiled for another two years to develop the
pavement deterioration model, Prediction of pavement
performance and deterioration of pavements, Quantify
the contribution of the most relevant variables leading
to pavement deterioration.
from:
Research Centre, Sasthra Bhavan, Pattom Palace P. O.,
Thiruvananthapuram- 695 004, Mobile: 9446342828,
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
2. Study on the effect of Surface Texture of
Bituminous and Cement Concrete Surfacings
on Skid Resistance
Date of Start: October, 2012
Date of Completion (Targeted): March, 2014
CSIR-Central Road Research Institute (CRRI),
New Delhi (R, I)
Development of data on skid resistance for fexible
and rigid pavement surfacing under different road
categories.
Development of correlation(s) between surface
texture depth and skid resistance measurements
for different surfacings.
Recommend preventive measures for restoration
of adequate skid resistance on different road
categories with different surfacing.
Methodology
Road sections, each 100 to 200 m in length, on
different categories of roads covering different
types of surfacing i.e. fexible pavements and
cement concrete pavements with different texturing
under varying traffc conditions will be covered, to
the extent possible.
Collection of secondary data on traffc volume, if
possible
Data on skid resistance and surface texture depth
for the identifed test sections would be collected
using British Portable Skid Resistance Tester and
Sand Patch Method.
Data Analysis & Report preparation
Further information /Copy of the report can be
obtained from:
The Director, Central Road Research Institute, New
GENERAl REPORT ON
24
Delhi, Phone: 011- 26313569; Fax: 011- 26313569;
3. Evaluation of Pavement Condition,
Strengthening Requirements and
Development of Database Management
System for Delhi PWD Roads (Ring Road and
Outer Ring Road)
CSIR-Central Road Research Institute i.
(CRRI), New Delhi (R, I)
Public Works Department, Government of ii.
Delhi (S)
To Recommend Strengthening/Rehabilitation
Requirements for Ring Road and Outer Ring Road
of Delhi PWD.
Development of Database Management System
(DBMS) for about 100 km of Road length Covering
Ring Road and Outer Ring Road of Delhi PWD.
Methodology
Use of Benkelman Beam Defection Technique a.
for Structural Evaluation of the Project Roads for
Strengthening/Rehabilitation Requirements.
Use of State-of-Art Equipments like Weigh-In- b.
Motion, Falling Weight Defectometer, Automated
Road Survey System for development of
database for about 100 km length of Road
length Covering Ring Road and Outer Ring
Road of Delhi PWD.
Development of Database Management System c.
for the Project Roads.
further work/further proposed work
The capabilities of the developed system (which is
under development) can be extended for management
of entire network of Delhi PWD Roads.
Further information/ Copy of the report can be
obtained from:
Delhi, Phone: 011- 26313569, Fax: 011- 26313569;
4. Assessment of Orissa Road Network using
Falling Weight Defectometer and Automated
Road Survey System
Date of Completion (Targeted): July 2013
Public Works Department, Government of ii.
Odisha (S)
Assessment of Orissa Road Network of about 800
km length using Falling Weight Defectometer and
Automated Road Survey System. Data collected would
be used for developing an Asset Management System
(AMS) for the State Road Network of Odisha.
Scope of work included collection of Road Inventory,
Pavement Condition and Defection Data using State-
of-Art equipments / tools / technologies like Automated
Road Survey System (ARSS) and Falling Weight
Defectometer (FWD) on the selected road network of
800 km in the State of Odisha.
Methodology
In order to accomplish the entire scope of the study,
equipments namely Automated Road Survey System
(ARSS) and Falling Weight Defectometer have been
used for the study network. Pavement defection
measurements using FWD were undertaken on
the representative points on the identifed roads in
different districts of Odisha. Automated Road Survey
System (ARSS) was used in the collection of data on
road inventory, pavement condition, road geometrics
and other parameters as well. Processing of data
is in progress and the project is under completion
stage.
Signifcance/Utilization Potential
Data generated would be helpful for the development of
asset management System (AMS) for the State Road
Network of Odisha.
Limitations of Conclusions/ Recommendations for
further work
The Study was limited for a Road Network of about
800 kms only.
Report on Assessment of Orissa Road Network using
Falling Weight Defectometer and Automated Road
Survey System.
25
obtained from:
New Delhi, Phone: 011- 26313569; Fax: 011-
26313569; E-mail ID: [email protected]
5. Study on Periodically Distressed Road
Stretches in Thiruvananthapuram - Conduct
of Axle Load Surveys
Date of Start : February 2013
Date of Completion (Actual): March 2013
National Transportation Planning i.
and Research Centre (NATPAC),
Thiruvananthapuram (R)
Kerala Highway Research Institute (KHRI) ii.
(C)
The scope of the study was confned to conduct of
axle load survey at Ch. 0/800 of the Aryanad Palode
road in Thiruvanathapuram District, Kerala where the
pavement has been found to be deteriorating in spite of
various treatments. The main objective of the project
was to determine the Equivalency Factor of various
categories of commercial vehicles passing through the
location. The following were the major components of
the study:
Field reconnaissance survey for fxing the survey
location;
Conduct of axle load surveys using portable
weighing bridge;
Classifed traffc volume survey of the vehicles;
Analysis of the Data and Determination of
Equivalency Factor.
Methodology
The methodology adopted for the study includes
preliminary reconnaissance and feld surveys including
traffc surveys and axle load surveys. A reconnaissance
survey was conducted to determine the suitable site for
conducting the axle load survey. In order to estimate
the total traffc of the road, manual counts were carried
out by observers situated at an observation point at
the side of the road. The axle load survey was carried
out to determine the axle load distribution of the heavy
vehicles using the road. These survey data were then
used to calculate the mean number of equivalent
standard axles for a typical vehicle in each class. These
values are then combined with traffc fows forecasted
to determine the total predicted traffc loading that
the road will carry over its design life. The axle load
survey was conducted using portable weigh pads. The
Equivalency Factor (EF) for each axle of each vehicle is
determined and the sum of these gave the EF for each
and every vehicle. The average EF multiplied by the
total number of vehicles in that category gave the total
Equivalent Standard Axles (ESA) and the summation
of ESAs for all categories of vehicles per day gave the
total loading on the road for a day.
Conclusions
It was found that the daily traffc through the project
road was 3,435 comprising of more than 2,000 two
wheelers and about 450 cars. The number of trucks
was 43 and number of minitrucks was 92. It could be
seen that the daily loading per direction amounted to
35.2 ESA for Arynad Parandode direction and is 25.6
ESA for Parandode - Aryanad direction.
Signifcance/ Utilisation Potential
An axle load survey is carried out to determine the
axle load distribution of the heavy vehicles using the
road. These survey data are then used to calculate the
mean number of equivalent standard axles for a typical
vehicle in each class. These values are then combined
with traffc fows and forecasts to determine the total
predicted traffc loading that the road will carry over its
design life in terms of millions of equivalent standard
axles (msa).
Study on Periodically Distressed Road Stretches in
Thiruvananthapuram Conduct of Axle load Surveys-
Project Report.
from
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
6. BBD Surveys in Technopark,
Thiruvananthapuram
Technopark (C) ii.
GENERAl REPORT ON
26
The scope of the study was confned to conduct
of pavement evaluation surveys using Benkelman
Beam in the inner roads of Technopark Campus in
Thiruvananthapuram. The ultimate objective was to
design the overlay required for these roads based on
the defection values and the design traffc.
Methodology
The following were the major tasks in the study:
Classifed traffc volume survey to assess the
distribution of traffc and also to ascertain the
number of vehicles to be considered for the design
purpose;
Collection of soil samples from the site;
Conduct of Benkelman Beam Defection (BBD)
Survey on the project roads, data analysis and
determination of overlay thickness as per IRC 81-
1997.
Conclusions
Based on the various feld surveys and laboratory
investigations followed by analysis of data, characteristic
defection values were calculated for the project
roads. The defection values obtained were moderate
and based on the design traffc, the required overlay
thickness was determined from the chart given in IRC:
81-1997.
Signifcance / Utilisation Potential
The overlay design of roads inside the Technopark
campus was done using the study data.
BBD Surveys in Technopark, Thiruvananthapuram
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
27
B. PAVEMENT PERFORMANCE
SUMMARY
Research work reported in this sub section includes projects on pavement performance related to (i) Design,
construction and performance evaluation of new materials and mixes towards development and upgradation of
standards / specifcations and (ii) laboratory characterization of materials / mixes and design of Stone Matrix Asphalt
(SMA), Microsurfacing and Hot Asphalt Mixes using waste plastic.
Ongoing projects reported under this sub section include (i) Application of Rhinophalt preservative for studying /
evaluating its performance on three toll roads in Rajasthan and Gujarat states.
Rutting in Flexible Pavements. 1.
Pavement Deterioration Models for Indian Conditions. 2.
GENERAl REPORT ON
28
ON-GOING / COMPLETED PROJECT
1. Applications of Rhinophalt Preservative and
Its Performance Evaluation on Three Toll
Roads (Trial Stretches) in Rajasthan and
Gujarat States
2013
IL & FS Transportation Network Limited, ii.
Ahmedabad (S)
Status: On-going
Progress
last series of periodic performance observations
on three selected road sections / stretches on
Three Toll Roads in Rajasthan and Gujarat States
are being planned.
laboratory evaluation of road building materials
collected from the selected road sections and
thereof analyses of pavement performance data
collected for different series of data is in progress.
obtained from:
2. Design, Construction and Performance
Evaluation of New Materials and Mixes
Towards Development and Upgradation of
Standards / Specifcations
Date of Completion (Targeted): October 2015
Delhi (R, S, I)
Status: On-going
Progress
Performance observations for the third series of
data on various road sections laid with Stone Matrix
Asphalt (SMA), Hot Mix Asphalt mixes using Waste
Plastic and Microsurfacing were undertaken during
November / December, 2012.
last series of periodic observations are being
planned to be undertaken in the month of November
/ December 2013.
Further work with regard to processing / analysis
of data for different series of performance data is
in progress.
Based on the data already collected, performance
behaviors of different specifcations are being studied.
Preliminary fndings show that there are more signs of
distress on road sections laid using waste plastic as
compared to other experimental sections. Road sections
laid with SMA are showing least signs of distress. Further
work with regard to processing / analysis of performance
data for different series of data is in progress.
obtained from:
3. Pavement Evaluation Studies for Low Volume
Roads in Kerala
Date of Start : April 2012
The scope of the study was limited to understand the
present condition of a few PMGSY roads constructed
in Kerala. The major objective of the study was to
formulate a methodology for determining the Pavement
Condition Index (PCI) of the roads. The following tasks
were accomplished:
Identifcation of study roads
Assessment of traffc through the roads
Conduct of functional evaluation of roads
Determination of the Pavement Condition Index
(PCI) of the roads
29
Methodology
The methodology consisted of a reconnaissance
survey to identify the study roads. This was followed
by condition survey of the roads and data regarding
various pavement distresses like rutting, corrugations,
raveling, bleeding, cracking, pot holing etc. Based on
these values, the PCI of the roads were determined by
using Deduct Value method.
Conclusions
The PCI values ranged from 0 to 100 and based on the
values, the roads under study has been classifed as
excellent, fair, Poor, very poor and failed.
Signifcance /Utilisation Potential
The study roads need to be provided with suitable
treatment to maintain the minimum serviceability.
The methodology can be applied for evaluating the
performance of other roads as well.
Limitations of Conclusions/ Further Proposed Work
Only one time data has been collected. If more data
could be collected, the pavement performance models
could be established.
Pavement Evaluation Studies for low Volume Roads
Kerala- Project Report.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
4. Development of National Document /
Guidelines on the Use of Weigh-In-Motion
System in India for Axle Load Monitoring
Date of Completion (Actual): July 2013
Delhi (R, S, I)
Status: Completed.
Progress: Project Completed.
Field works was limited for Portable Weigh-In-Motion
System only.
Recommendations for Further Work
The Study can be further extended by considering
the feld data of Permanent Type of Weigh-In-Motion
Systems also.
Guidelines on the Use of Weigh-In-Motion System in
India for Axle load Monitoring
obtained from:
5. Study on the Performance of Highway
Development Projects in Kerala
Date of completion (Targeted) : March 2014
Status: Ongoing.
Conclusions
The traffc plying on the study roads vary from 1288
commercial vehicles per day (CVPD) to 2868 CVPD
conforming to heavy traffc on most of the stretches.
From the lab investigations it is clear that soil with good
CBR strength was used as subgrade. Mostly the soil is of
clayey sand type (SC). Study road (strengthened under
KSTP) has good performance as indicated by lower
defection value and desirable skid resistance value.
From the BBD studies, the defection measured on the
study stretches of SH 1 varied from 0.29 to 0.54 mm.
The study roads exhibits a current functional
performance of good to average rating based on the
unevenness values indicated by the IRI values of the
study stretches which range from 2.512 m/km to 3.213
m/km. (IRC:SP: 16-2004).
Signs of impending failures have initiated on the
pavement surface of the study roads in the form of
various distresses like fractures or cracks, distortion,
GENERAl REPORT ON
30
disintegration etc. Ravelling and alligator cracks are
the major distresses seen on the pavement surface.
And initiation potholes are also noticed at some of the
locations.
Realizing the importance of road infrastructure in
accelerating the economic growth, the Kerala state
has taken up several ambitious road development
projects like KSTP. A critical evaluation of these
projects will contribute constructively towards the
highway development process of the state. Moreover
this will contribute towards making a comprehensive
database on structural and functional performance of
the upcoming highways and major roads of the state
thereby help in formulation of a prediction modeling
paving way evolving an optimum maintenance strategy
for the state roads.
The study will bring out quantifed results in fgures
and facts to substantiate the performance of State
Highways strengthened through the Kerala State
Transport Project.
Reports/Publications: Interim Report, March 2013
from:
Thiruvananthapuram- 695 004, Mobile: 9446342828
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
31
C. INSTRUMENTATION AND MICRO-PROCESSOR APPLICATIONS
SUMMARY
The research work reported in this section is focused on the development of a machine useful for the repair of pot
holes using bituminous mixes.
Pot hole repair machine.
GENERAl REPORT ON
32
PROJECT REPORTED FOR THE FIRST TIME
1. Design and Development of Pothole Repair
Machine
Date of Start: January 2013
Delhi (R)
To design and develop low cost Pothole Repair
Machine
Methodology
literature review on conventional pothole repair
machine with cold mix technology;
Development of suitable raw sketch of the machine
with necessary accessories;
Development of suitable sensor and controller to
run the equipment.
Development of mixer design for proper mixing;
Development of protocol of machine and calculation
of price.
from
[email protected]
33
II. GEOTECHNICAL ENGINEERING
SUMMARY
Research projects reported in this section relate to Ground improvement techniques, Soil Stabilisation with chemicals/
polymers, sub-soil investigations in waste dump sites, landslide related studies and use of waste materials. Design
of road embankment in soft sub-soil conditions, wherein new embankment resting partially on existing embankment,
use of alternative materials in-place of CNS layer for BC soil areas, laboratory studies on soil nailing technique, etc
have been reported in new projects category. Progress made in studies relating to copper slag road embankment,
Jarofx waste, cinder, etc have also been reported. In order to mitigate the problems of Natural Hazards, preparation
of guidelines on landslide hazards and Cyclones have also been reported.
Construction of road embankment in soft-soil/ food prone areas. 1.
Preparation of database on marginal materials for conserving good quality construction materials. 2.
Use of alternative materials in-place of CNS for road construction in BC soil areas. 3.
Effcacy of Soil nailing technique in sandy soils. 4.
GENERAl REPORT ON
34
1. Reviewing of Pavement Design for Thermal
Plant Road in Black Cotton Soil area in Dahej,
Gujarat
Date of Start: November 2012
Date of Completion (Targeted): September
2013
Delhi (R)
Adani Power (Dahej) Ltd (S) ii.
Pavement design for proposed power plant roads to be
constructed in Black cotton soil area in Gujarat.
Methodology
As a part of setting up of new power plant at Dahej,
Gujarat, it is required to construct a network of roads in
the plant area. As per the earlier plans, for construction
of roads inside plant area, usage of 900 mm thick
Cohesive Non Swelling (CNS) soil layer below road
pavement had been proposed. This was based on the
fact that, at proposed plant location, sub-soil comprises
of expansive clay which is also known as black cotton
(BC) soil which extends upto several metres depth.
BC soil has a tendency to swell when it comes in
contact with water and shrinks with loss of moisture.
When it swells, it exerts considerable swell pressure
on overlaid structures. To nullify the effect of swelling
and shrinking on road pavement construction of a CNS
layer was proposed. However, at Dahej, natural CNS
is not available; it needs to be manufactured at site,
which resulted in enormous increase in estimated costs
for road works. Alternatively, dredged sand is available
at site quite economically and hence sand blanket
course was proposed. In addition to acting as drainage
layer, this layer would be considered as subgrade for
road pavement. Accordingly the road pavement cross
sections have been modifed/ reviewed.
Interim Conclusions/Conclusions/Supporting Data
Sand blanket can be effectively used as an alternative
to CNS layer.
Proposed sand blanket in place of Cohesive Non
Swelling (CNS) layer would substantially reduce the
cost of construction
from:
Head, Geotechnical Engg Division, CSIR-Central
road research institute, New Delhi - 110025, Mobile:
09868858380, Fax: 011-26845943/ 26830480, E-mail
2. Innovative Technologies for Utilisation of
Waste and Marginal Materials for Road
Construction
Date of Completion (Targeted): March. 2017
Central Road Research Institute, New Delhi (R)
Preparation of data base of selected waste and a.
marginal materials on GIS platform.
Evaluating effcacy of using waste / marginal b.
materials for road pavement construction through
feld performance evaluation study.
Methodology
The methodology adopted mainly includes collection
of data viz. Physical, chemical, geotechnical and other
engineering properties of different waste and marginal
materials; Characterization of few unexplored selected
waste/marginal materials; R& D studies to study their
feasibility of its utilization in bituminous and concrete
construction; Development of typical embankment/
pavement cross sections and uploading these data,
location wise on GIS platform. Field performance
evaluation of rural roads constructed using such
materials is also being pursued.
The data base will be very useful to State PWDs, NHAI,
MORTH etc.
from
road research institute, New Delhi - 110025 , Mobile:
09868858380, Fax: 011-26845943/ 26830480, E-mail
3. Engineering of Disaster Mitigation and
Health Monitoring for Safe and Smart Built
Environment
35
The main scope of work is to develop a landslide
hazard information system and design of innovative
measures for landslide control
Methodology
A feld visit was made for (a) Selection of a typical
landslide for detailed studies in Chamoli District of
Uttarakhand; and (b) Collection of landslide data on
National Highway 58 for landslide Hazard Information
System. Based on the site visit and also discussion with
BRO offcials, Ravigram landslide on Joshimath-Malari
road which is at a distance of 3 km from Joshimath
has been selected. Many landslides on NH-58 from
Chamoli to lambagarh have also been recorded and
some available details on these slides have been
collected from Border Road Organisation for preparing
landslide hazard information system.
The proposed landslide hazard information system
and remedial measures will be very much useful to
Uttarakhand PWD and BRO.
from:
09868858380, Fax: 011-26845943/ 26830480, E-mail
4. Sub-Soil Investigations for the Construction
of Bridges at Different Locations Across
Gurgaon Canal at Faridabad, Haryana
Delhi (R)
Irrigation Department, Haryana (S) ii.
Construction of several bridges has been proposed
across Gurgaon canal in Faridabad, Haryana. The main
objective of the project consists of carrying out sub-soil
investigations, studying sub-soil variations at these
locations and making recommendation about type of
foundation to be adopted for the construction of bridge.
Methodology
The methodology consists of carrying out sub soil
investigation upto a depth of 30m, determination of
N values at different depths, collection of undisturbed
samples and laboratory investigations to characterise
the undisturbed samples.
Bored cast in-situ pile foundation was recommended
and safe load carrying capacity of piles was computed.
Preliminary results show that there is not much variation
in sub-soil profle at these locations.
The sub soil data and design would be very useful for
designing proposed new bridges across the Gurgaon
canal. Preliminary.
from:
09868858380 Fax: 011-26845943/ 26830480, E-mail
5. Evaluation of Geosynthetic Reinforced Wall
with Different Backfll
Delhi (R)
The main objective of the project is study interfacial
friction between different types of backfll materials and
soil reinforcement and impact of interfacial friction on
reinforced soil wall design.
Methodology
Extensive literature review has been carried out regarding
the physical (grain size distribution, liquid limit and plastic
limit) and engineering properties (c and F) of different
Industrial wastes like Fly ash, Pond Ash and Bottom
ash which are suitable as backfll material for reinforced
soil walls. locally available Silty soils / sand are also
being tested for usage as backfll material for reinforced
earth wall. Soil Geosynthetics interfacial friction is
most important for design of reinforced earth wall. A
geosynthetic pull out apparatus has been designed and
fabricated. Pull-out tests with different types of backfll
material and geosynthetics are in progress.
A unique testing facility called Geosynthetic Pullout
GENERAl REPORT ON
36
Apparatus has been designed and fabricated. It is now
operational at CSIR-CRRI.
Charts for Reinforced soil wall design will be developed
which will be very useful to State PWDs, NHAI, MoRTH
and Private Industries.
from:
09868858380, Fax: 011-26845943/ 26830480, E-mail
6. Development and Evaluation of Soil Nailing
Technique for the Stabilisation of Vertical Cut
Slope for the Construction of Underpass
Delhi (R)
Feasibility of Soil Nailing Technique for the stabilisation
of vertical cut slope for the construction of underpass
by box pushing technique.
Methodology
Rapid growth in population, industries and infrastructure
development all around the country is leading to
shortage of suitable land for infrastructure building.
Therefore, the necessity for underground structures
like subways, underground parking, etc., has
tremendously increased in recent times. Many a times,
sub-soil conditions may not permit deep excavations
(vertical open cuts) to build such structures. In such
situations, the stability of cut slopes in these projects
assumes great signifcance. Soil nailing technique can
be adopted for in-situ stabilization of such cut slopes.
This project was taken up to carry out laboratory model
studies on load/ surcharge carrying capacity of vertical
cut slopes stabilised with soil nails.
As a part of the studies, fabrication of soil nail pull-
out apparatus is under progress. This equipment is
being developed by modifying existing large box direct
shear test apparatus. Fabrication of load frame with
arrangement of vertical facia for studying stabilisation
of backfll using soil-nails has been carried out and
tests are in progress.
The successful development of technique would
economise the cost of construction of underpass
from:
09868858380, Fax: 011-26845943/ 26830480, E-mail
7. Embankment Design for Construction of Two
Lane Road with Paved Shoulders on NH 31
(Khagria-Purnea Section)
Date of Start: Aug 2012
Delhi (R)
Evaluation of different options for construction of road
embankment in Kosi river food prone area including
feasibility of construction of new embankment over the
existing embankment.
Methodology
As part of Golden Quadrilateral Project, road stretch
from km 301 to km 317 of NH 31, located between
Khagaria and Purnea in Bihar has been taken up for
widening and strengthening by NHAI. The existing road
embankment in this road section suffers from sinking
problem during monsoons. This road stretch is skirting
the food prone basin of Kosi river on one side and on
another side a railway embankment runs parallel to
road embankment. Flood waters inundate the entire
area between July to November. The road embankment
almost acts like an earth dam holding food waters.
The existing embankment has been constructed using
locally available clayey soil. The slope stability of
existing embankment under diffcult site conditions was
reviewed feasibility of constructing new embankment
which would be having higher height and resting partially
on existing embankment was investigated.
Considering further consolidation of existing clayey
embankment due to new construction, it was advised
that the existing embankment should be removed
before undertaking new embankment construction. The
slope stability of fve typical new embankment cross
sections after partial removal of existing embankment
37
were checked and the factor of safety was found to be
more than 1.0 under different conditions like fooding,
draw down, earthquake, etc.
The proposed methodology would inhibit the failure of
proposed embankment and would reduce substantially
the cost of maintenance.
from:
09868858380, Fax: 011-26845943/ 26830480, E-mail
B. ON-GOING PROJECTS / COMPLETED PROJECTS
1. Design and Construction of Embankment and
Pavement Layers Using Copper Slag
Date of Start: April. 2011
Date of Completion (Targeted): Dec 2013
Delhi (R)
Sterilite Industries Pvt Ltd, Tuticorin (S) ii.
Construction of experimental test section a.
embankment in the bridge approaches of Madurai-
Tuticorin Highway (NH-45B) using copper slag.
Performance observation of experimental b.
test section of copper slag embankment and
bituminous concrete layer (having copper slag as
fne aggregates) in terms of Roughness, settlement
and defection of the test track.
Methodology
The construction of experimental test section
using copper slag was carried out on NH 45B, as
per the methodology developed by CSIR-CRRI.
The embankment was constructed in the bridge
approaches of Madurai-Tuticorin Highway. One side
bridge approach (Towards Madurai) for a length of
200m on both lanes, was constructed with copper slag
while other side bridge approach (towards Tuticorin)
for a length of 200m was constructed using soil. The
maximum height of copper slag embankment was
4m. Copper slag is sand sized cohesionless material;
hence construction of embankment using copper clag
alone is not feasible. Hence Copper slag was mixed
with locally available pond ash in equal proportion and
embankment was successfully constructed. Copper
slag which was found suitable as a replacement of fne
aggregates in bituminous construction was tried for its
feld usage, by constructing a 350m length experimental
bituminous concrete layer. Three cycles (annual cycles)
of performance observation of experimental test section
of copper slag embankment and bituminous concrete
layer have been recorded. Defection, Rutting and
Settlement of the test track were noted using different
equipment, viz. Benkelman beam, dip stick and Total
station. It was observed that performance of copper slag
embankment was very good without any settlements or
erosion or distress and bituminous pavement in which
copper slag was incorporated has also performed very
well, comparable to conventional bituminous pavement
in terms of defection and roughness characteristics.
from:
09868858380, Fax: 011-26845943/ 26830480, E-mail
2. Experimental Test Track Construction Using
Jarofx Waste Material
Date of Completion (Targeted): February 2014
Delhi (R)
Hindustan Zinc Ltd. Chanderia, Chittorgarh, ii.
Rajasthan(S)
Construction of experimental test tracks to study a.
performance of Jarofx under actual traffc and
environmental conditions.
Pavement performance study of the experimental b.
test section constructed using Jarofx by visual
condition survey, defection study by Benkelman
beam, roughness observation by dipstick, and
auto level observation for the predicting the surface
settlement.
Methodology
Jarofx is a waste material produced during zinc mining.
To fnd new avenues for usage of Jarofx material,
experimental test track construction of road using
Jarofx was carried out at Mungana Village, 40 km
from Chittoragarh, Rajasthan on Udaipur-Chittorgrah
State Highway. Jarofx was used in the construction
GENERAl REPORT ON
38
of embankment and subgrade with and without mixing
with local soil in four experimental sections. Pavement
performance study is in progress and performance is
being evaluated by visual condition survey, defection
study by Benkelman beam, roughness observation by
dipstick, and auto level observation for monitoring the
surface settlement. Two cycles of observations have
been completed. It has been noticed that the performance
of both the Jarofx and Jarofx+soil mix sections are
comparable with that of conventional soil section.
from:
09868858380, Fax: 011-26845943/ 26830480, E-mail
3. Feasibility Study on Usage of Super Fine
Copper Slag in Land Filling and Road
Construction
Date of Completion (Targeted): November.
2013
M/s Hindalco Industries Limited, Dahej, i.
Gujrat.( S)
CSIR-Central Road Research Institute, New ii.
Delhi (R)
Feasibility study of super fne copper slag waste
material in land flling and road construction.
Methodology
Super fne copper slag is a waste material produced
during extraction of copper concentrate from high
copper ore by foatation and fltration processes. At
present, the accumulated super fne 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. After investigating its feasibility for construction
of road embankment, laboratory studies were also
carried out for evaluating the suitability of material as
a replacement of fne aggregates in various bituminous
mixes. The feasibility of its utilization was tried in
different bituminous mixes viz. Dense Bituminous
Macadam (DBM) and Bituminous Concrete (BC). The
study indicated that 10-15 percent of fne aggregate can
be replaced by super fne slag. The optimum bitumen
content was obtained as 4.8 percent and 5.5 percent
respectively for DBM and BC mixes. The bituminous
samples with superfne copper slag satisfed the design
requirements as per MORTH specifcations.
from:
09868858380, Fax: 011-26845943/ 26830480, E-mail
4. Feasibility Study of Cinder Waste Material for
Road Construction
Date of Completion (Targeted): Oct. 2012
Tata steel limited, Jamshedpur, Jharkhand.( i.
S)
Delhi (R)
Feasibility study of cinder waste material for use in
embankment, sub base, base course and bituminous
layers of road pavement.
Methodology
Cinder, WRP (Waste Recycled Product, which iron
industry slag left after recycling), local soil and their
various mixes in different proportions have been studied
for their use in different layers of road construction. These
materials have been tested to determine whether they
satisfy the criteria laid down by MORTH specifcations
for use in road works.These materials were found to
be granular in nature having good drainage properties
and high angle of friction. A combination of WRP and
cinder was found to satisfy density requirements of the
materials for the embankment construction.
from:
09868858380, Fax: 011-26845943/ 26830480, E-mail
5. Runway Shoulder Stabilization at Phalodi
Airforce Station in Rajasthan with RBI-81.
Date of Start July 2011.
Date of Completion (Actual) Sep 2011.
Garrison Engineer (P) ( AF) Phalodi.
39
Completed. The stabilization of runway shoulder with
RBI-81 was done to suffce two needs, (1) the strength
requirement and (2) the control on foreign objects. The
stabilization done with RBI-81 successfully established
both. Pavement Evaluation work was carried out twice
on the stretch i. e. in Dec-2011 & Dec-2012.
The locally available soil was stabilized successfully to
satisfy the intended purpose.
The arrest on FODS (foreign objects with different soil
should be studied). More work, especially for non-
turfed shoulders shall be constructed and studied with
RBI-81.
Reports / Publications: Test report.
from:
Nehru Place, New Delhi-110019, Mobile: 9711996441,
Phone: 91-11-40600800, Fax: 91-11-40600888, E-mail
6. Internal Road in Affordable Group Housing
Society in Jaipur, Rajasthan.
Date of Completion (Actual): June 2011
Affordable Group Housing Society, Jaipur
Status: Completed.
Year of Last Report: Sep 2012.
Progress:
The client intended to use the excavated soil for
pavement construction on the main entry road of
housing society. The soil was Sandy-silt in nature. On
the compacted subgrade 150mm of local soil stabilized
with 3 percentRBI-81 was laid. The layer catered the
complete construction material , even though it was
submerged during the rains.
The stretch performed very well, although it remained
under submergence for 3 months. It was evaluated
with Geogauge. The average CBR values obtained in
dry and saturated stretch are found to be 70 percent
and 40 percent respectively.
Heavy rain fall before the test made it diffcult to evaluate
the stretch completely, but the visual inspection during
movements of loaded trucks showed no signs of
distress. The stretch has performed satisfactorily.
More such stretches shall be constructed using RBI-
81 and evaluated, the study shall be done on different
designs.
Reports / Publications Test report
Codes/Specifcations
More studies needs to be done to arrive at draft design
with RBI-81.
from:
Phone: 91-11-40600800, Fax: 91-11-40600888,
7. Construction and Evaluation of Hard Standing
Constructed with RBI-81.
Date of Start: Jun 2011
Date of Completion: July 2011
Dharma Port Company Limited., Odisha
Completed. A hard standing ground is constructed
with RBI-81 technology. The project was initiated to
improve the bearing capacity of subgrade and arrest
the settlement under the stockpiles. The representative
soil was tested in laboratory. 150 mm of mooram was
stabilized with 4 percent RBI-81. The design and
execution is done based on the results obtained. Rotary
tiller was used to mix the insitu stabilizer.
Field evaluation was conducted, using Geo gauge
and DCP to analyze bearing capacity, the results were
found satisfactory to the design values.
Continuous downpour hampered the strength gain
process.
GENERAl REPORT ON
40
The technology is suitable in sea shores, where salinity
is at maximum. More stretches shall be conducted
using RBI-81.
Reports / Publications: Test report attached.
Codes/Specifcations
More stretches of similar nature under varying conditions
shall be constructed and observed to prepare design
draft with RBI-81 and subsequently recommend code
changes.
from:
Phone: 91-11-40600800, Fax: 91-11-40600888,
8. Zycosoil Nanotechnology Multilayer
Waterproofng Treatment of Soil & Asphalt
Concrete in Road Construction. Bharthana-
Bharthali Road Tal.-Karjan, Dist.-Vadodara
Date of Start: March, 2010
Date of Completion (Actual): June, 2010
Vadodara (R)
Status: Ongoing
Year of Last Report: Year 2011 (Second post monsoon
intermediate brief report is enclosed.)
Progress: Third post monsoon feld work completed &
report under evaluation.
Further Findings/ Supporting Data
Second post monsoon intermediate brief report is
enclosed.
Conclusive report could be generated after third post
monsoon report evaluation.
Second post monsoon intermediate brief report is
enclosed.
from
Research Institute (GERI), Race course, Vadodara-
390007, Phone : 0265 2313413-14-15, Fax : 0265
Second Post Monsoon Intermediate Brief Report
Location: 700 meter road of Bharthana-Bharthali Tal. Karjan. Dist.- Vadodara. The break up treatment on stretch
along-with status of road after second post monsoon Year 2011
Section Chainage length, m Width, m Details Observations
A 1520 to
1770
250 3.75 Untreated section Part section damaged after frst
monsoon was patched. After second
monsoon patch work again damaged
with cracks and depressions. Cracks,
depression also observed in other
length in the section
B 1770 to
1920
150 3.75 Soil sub-grade
treatment with Zycosoil
Small pot holes observed on BT
surface.
C 1920 to
2130
210 3.75 Zycosoil treatment in
Soil sub-grade, prime
coat, tack coat and hot
bitumen mixes.
(except BUSG)
The wearing surface is observed
without potholes or cracks; however
surface smoothness has been affected.
D 2130 to
2220
90 3.75 Zycosoil mixed in
Bitumen at plant site for
wearing course (carpet
and sealcoat)
In this section no potholes or no cracks,
no depression observed, however
surface smoothness has been affected.
41
Third Post Monsoon Report
Location: 700 meter road of Bharthana-Bharthali Tal. Karjan. Dist.- Vadodara. The break up treatment on stretch
along-with status of road after third post monsoon Year 2012.
Sect-ion Chain-age length, m Width, m Details Observations
A 1520 to
1770
250 3.75 Untreated section A section, which is untreated has more
damaged B.T. surface, than other sections
B,C & D. Although, in terms of percentage
damage, Section A has 3.08 percent
of damage only & the entire stretch is
traffcable at present. The start point of the
road is having T junction. The damage
observed at start point in stretch A seems
to have occurred due to braking effect of
vehicles at T junction of the road & CH
type of sub-grade soil in the road.
B 1770 to
1920
150 3.75 Soil sub-grade
treatment with Zycosoil
There is no indicative variation in moisture
content levels, in B, which is sub grade
and earthwork treated as compared to
untreated section A & D. Percentage
damage in section B 0.09 percent .
C 1920 to
2130
210 3.75 Zycosoil treatment in
Soil sub-grade, prime
coat, tack coat and hot
bitumen mixes.
(except BUSG)
There is no indicative variation in moisture
content levels, in c, which is sub grade
and earthwork treated as compared to
untreated section A & D. The wearing
surface is observed without potholes or
cracks; however surface smoothness has
been affected.
D 2130 to
2220
90 3.75 Zycosoil mixed in
Bitumen at plant site
for wearing course
(carpet and sealcoat)
In this section no potholes or no cracks,
no depression observed, however surface
smoothness has been affected.
NOTE: The road is not damaged severely in entire stretch length, including untreated stretch A (percentage damage
3.08) till the end of three years of post monsoon period. This may be due to very low traffc intensity. Thus effectiveness
of the water proofng effect of the product, where traffc volume is very low and where there is no indicative variation
in moisture content levels, in differently treated stretches can be clearly opined.
9. Zycosoil Nanotechnology Multilayer
Waterproofng Treatment of Soil & Asphalt
Concrete in Road Construction. Tarsali-
Dhaniyavi Road, Dist.-Vadodara.
Date of Start: January 2011.
Date of Completion (Actual): Feb 2012.
Status: Ongoing
Year of Last Report: Year 2012 (First post monsoon
intermediate report is under evaluation.)
Progress: Second post monsoon feld work will be
carried-out within short-time.
Conclusive report could be generated after third post
monsoon report evaluation.
First post monsoon intermediate report is under
evaluation.
from:
390007, Phone : 0265 2313413-14-15, Fax : 0265
GENERAl REPORT ON
42
10. Guidelines for Landslide Management on
Indian Roads and Highways
Date of Completion (Targeted): Dec. 2013
Indian Roads Congress (IRC)(S), New Delhi i.
CSIR- Central Road Research Institute, New ii.
Delhi (R)
The Guidelines being prepared by CSIR-CRRI include
following details:
Case Records of Some Major landslides and a.
Identifcation of Areas of Concern.
landslide Hazard Mapping, Vulnerability and Risk b.
Assessment.
Scientifc Investigation of Slopes and landslides. c.
landslide Instrumentation, Monitoring, Prediction, d.
Forecasting and Early Warning.
landslide Risk Reduction through Improved e.
Planning, Design and Construction Practices.
Technology for landslide Prevention and f.
Remediation.
Methodology
These guidelines have been prepared for usage by
State Public Works Departments, and other agencies
who are responsible for building road infrastructure.
These guidelines have been prepared by consolidating
CSIR-CRRI experiences over last six decades,
literature review of international and national
expertise, interactions with road construction agencies
in hill states, etc. Presently the Guidelines are under
consideration of IRC.
The Guidelines will be prepared in the form of Practical
Usage Handbook for Road Construction Agencies.
from:
09868858380, Fax: 011-26845943/ 26830480, E-mail
11. Site Stabilisation for Platform Construction
on a Hilltop at Diglipur (North Andaman)
Date of Start: Feb 2012
Date of Completion: Dec. 2012
Military Engineering Services( MES) (S) i.
Delhi (R)
Stabilisation of Hill-Cut Slope at North Andaman Island
(Near Diglipur) using appropriate landslide remediation
measure
Methodology
The area under the study falls in the Northern Part of
Andaman Islands. Diglipur is the main township of the
North Andaman Island, which is about 325 km from
Port Blair. Most of the hill ranges in these islands,
show a parallel trend to each other. The Platform
was constructed after cutting two adjoining hillocks.
The hilltop is at an elevation of 148m from mean sea
level. The terrain is fully covered with dense vegetation.
Nearly 3.5 lakhs cubic meters of earth was excavated to
create platforms on the hilltop. Debris excavated from
that area was loosely dumped on side slopes. Berms
were provided on the slope. These hill cut platforms now
face instability problems due to landslides. Heavy rainfall
during monsoon contributes to slope stability problems
in this area. The frst landslide was observed in one side
of the hill cut platform during September 2008. Presently
another slide has occurred in the opposite side of the
frst slide. CRRI carried out detailed feld investigations
at site. Based on the results of feld and laboratory
investigations, remedial measures for stabilisation slope
face have been designed and communicated to MES.
Techniques like soil nailing, promoting vegetation
growth, improving drainage in the area, etc have been
incorporated in the remedial measures.
Implementation of proposed remedial measures would
result in overcoming instability problem at site.
from:
09868858380, Fax: 011-26845943/ 26830480, E-mail
43
12. Geotechnical Study of Jugsalai Cinder Dump
Area for Construction Purposes
Date of Completion (Targeted): December.
2012
Tata steel limited, Jamshedpur, Jharkhand. i.
(S)
Delhi (R)
Determining Feasibility for using cinder dump site a.
for construction purposes.
Determining the type of foundations to be adopted b.
for structures built on cinder dump.
Methodology
Cinder is a waste material of coal burning residue
from blast furnaces/ power plants. Slag is another
waste material generated as a by-product during the
manufacturing of iron. At Jamshedpur, both cinder and
slag have been dumped together in the form of a dump.
The slope of the mound is around 45
0
and the height is
varying from 10 m to 45 m. Tata Steel works now intend
to use this dump area to build structures and connecting
roads on this dump. Sub-soil investigation was carried
out at this dump area and different feld tests viz. SPT,
DCPT and Plate load tests were conducted. Based
on the bearing capacity estimated from these tests
raft foundation was recommended for construction of
single/double storey building.
from:
09868858380, Fax: 011-26845943/ 26830480, E-mail
13. Use of Geo-Textiles in Road Construction
and Embankment Works a Demonstration
project in Aakulam Campus
Centre (NATPAC), Thiruvananthapuram
Status: Ongoing
Coir Geo-textiles offer a major solution for subgrade
improvement and road side embankment protection.
They can perform different functions like fltration,
separation, drainage, reinforcement and erosion
control. The study also shows that the coir geo-textile
laid embankments perform very well in terms of
functional and structural evaluation. Condition survey
along the road stretches shows that the road pavement
deteriorates severely in control stretch without coir
geo-textiles.
The use of coir geo-textiles in subgrade reinforcement
and road side embankment protection are very effective
and are recommended to construct more test tracks
using different grade coir geo-textiles under different
soil conditions to further evaluate their performances.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
GENERAl REPORT ON
44
III. BRIDGE ENGINEERING
SUMMARY
There are different means to achieve durable bridges of 100 year service life. Emphasis has been given to study
the susceptibility of corrosion of epoxy coated bars, hot dipped galvanized bars and TMT bars embedded in
normal concrete and also to study that of uncoated bars embedded in high performance concrete. Use of water
proofng membranes over bridge deck is another approach to enhance the durability of bridges. As different types
of membranes are available, with no guidelines on their use, an attempt has been made to initiate a detailed study
involving characterization of water proofng membranes and their effect on durability of RC decks.
After the construction of bridge, there is a need to carry out periodic inspection of bridges for their condition
assessment. In this context, accessibility to various bridge components needs to be established, for which a Mobile
Bridge Inspection Unit (MBIU) has been indigenously designed and developed. The data thus collected using a
MBIU needs to be used for distress diagnostics, repair and rehabilitation of bridges. Considering these aspects a GIS
based Bridge Maintenance System has been developed.
Bridge management consists of inventorisation, distress diagnostics with the help of visual inspection or by NDTs,
load carrying capacity evaluation of existing bridge, prioritization of bridges for repair, selection of appropriate
strengthening and rehabilitation schemes, budgeting and implementation of schemes. All these demand appropriate
knowledge as well as technology for which research in our country is going on in a fast pace. Some of the research
projects reported here in highlight the analytical and feld investigations. Investigation of Farraka Barrage and a PSC
girder bridge near Saharanpur illustrate the application of bridge management techniques to extend the service life
of bridges.
Creation of expansion joint test facility is another topic of interest.
A total of 7 projects have been reported out of which four are completed and three are on-going.
Mobile Bridge Inspection Unit for Condition Survey of Bridges. 1.
GIS based Bridge Maintenance Management System. 2.
Repair and Rehabilitation of concrete bridges. 3.
Measures to achieve durable bridges. 4.
Creation of Test Facility for Expansion Joints. 5.
45
1. Characterization of Various Types of Water
Proofng Membranes and to Study Their
Effects on RCC Slabs
Date Completion (Targeted/Actual): June 2014
Delhi (R,I,S)
The reinforcing steel embedded in concrete are
susceptible to corrosion due to ingress of water and
harmful chemicals. With the publication of IRC: 112,
the bridges are being designed using limit state
approach for a service life of 100 years. Durability
of concrete bridges is a very important aspect and
different solutions are given in IRC: 112 to enhance the
durability. Waterproofng membrane (sheet, board and
liquid membrane) is an alternative solution to usage
of coated rebars/high performance concrete or can be
used in combination with these measures depending
on the exposure conditions. There are different types of
water proofng membranes used in countries like UK,
Europe, USA, South Africa etc. Even in our country
a beginning has been made to start the same in few
bridges. Even though some of the materials have been
accredited by IRC, no specifcations/ guidelines for
their use is available in our country.
Therefore, it is proposed to study the characteristics of
different types of water proofng membranes available
and study the effect of waterproofng membrane on
durability of concrete bridge decks.
Methodology
To achieve the above objective the following
methodology has been adopted:
Study of codes of practice such as BD47/88, i.
NCHRP Synthesis 425, ASTM test procedures
etc.
Design and development of various test ii.
equipments/fxtures as per relevant standards.
Evaluation of properties on unbonded iii.
waterproofng membranes.
Durability studies on concrete specimen bonded iv.
with waterproofng membrane.
Field trials. v.
During the reporting year, the following facilities has
been created for testing the unbounded and bonded
waterproofng membranes:
For the evaluation of Un-bonded Waterproofng
Membranes, the following equipments/ fxtures have
been developed (i) Pliability Test Apparatus (ii)
Puncture Resistance Fixture (iii) Grips for Tear Strength
and (iv Pressure Head Test Apparatus have been
completed.
For evaluation of Bonded Waterproofng Membranes
the following fxtures have been developed: (i) Impact
Testing Fixture and (ii) Tensile Adhesion Test Fixture.
Using the above equipments and fxtures and available
UTM, characterization of properties of water proofng
membrane will be carried out.
The project will help in categorization of waterproofng
membranes for use in bridge decks based on their
effect on enhancing durability of bridge decks and other
aspects.
Further Information/Copy of report can be obtained
from:
26832173, 26831760, Fax: 011-26845943, 26830480,
B. ONGOING/ COMPLETED PROJECTS
1. Creation of Complete Range of Independent
Facility for Testing of Expansion Joints
at CSIR-CRRI New Delhi (B-34 Research
Scheme)
Date of Start: February 2010
2013
Delhi
Present status and Progress: On-going
The objective of this Research Scheme is to establish
the complete test facilities for testing of different types
of expansion joints widely used in bridges as well
modular joints, such as:
Testing of raw materials used in the fabrication of
expansion joints such as chloroprene and steel.
GENERAl REPORT ON
46
Performance evaluation of expansion joints by
(a) cyclic motion test (ii) debris expulsion test, (iii)
Pullout test (iv) Opening movement vibration test
and (v) fatigue test and (vi) seal push out test.
During the reporting period, the ozone test chamber (to
study the effect of ozone concentration on chloroprene
seal material) and Fourier Transform Infra Red
Spectrophotometer (FTIR for identifying the chemical
composition of chloroprene sample were installed and
commissioned. Also, the performance evaluation of a
chloroprene sample was carried out.
Also, tendering was done for the appointment of
Consultant for functional design, detailed engineering
design, preparation of design drawings, assistance
in preparation of tender documents, supervision
during the fabrication, installation and commissioning,
integration and testing and to provide training on
various test equipments/systems related to the Creation
of Expansion Joint Test Facility, which essentially is
pertaining to three test rigs required for performance
evaluation of assembled expansion joints. The
specifcation of the test rigs were fnalized based on
the details given in IRC: SP-69, Ministrys specifcation,
NCHRP reports, other relevant literature and based on
the inputs received from some of the expansion joint
manufacturers.
Subsequently, the functional design and overall drawing
was completed for cyclic motion test rig( the same will
be used for pull out test and debris expulsion test), OMV
test rig and seal push out test) and (iiii)fatigue test rig
for modular expansion joints. The functional design
of these test rigs was also verifed by a expert group,
prior to the preparation of detailed design drawings,
incorporating the suggestions given by the experts.
Further fndings/Conclusions/Supporting Data
Based on the test carried out using the equipments
procured for testing the raw material used in the
fabrication of expansion joints such as chloroprene and
steel a paper entitled Evaluation of strip Seal for Use
In Expansion Joints was submitted to IRC for possible
publication.
All the test facilities required for testing the raw materials
such as chloroprene and steel used for manufacturing
the expansion joints is available at CSIR-CRRI.
However, only after the fabrication, installation and
commissioning of three test rigs the complete test
facility for expansion joints will be in place.
Reports/ Publications: 1.First Interim Report on
Creation of complete range of Independent facility
for testing of expansion joints at CRRI (Research
Scheme, B-34), July-2011.
Second Interim report of the project Creation of
Complete range of Independent Testing Facility for
Expansion Joints at CRRI, New Delhi , (Research
Scheme B-34), March 2012
Further Information can be obtained from:
26832173, 26831760, Fax: 011-26845943, 26830480,
2. Investigation for Improvement of Condition
of Road Over Farakka Barrage, West Bengal.
Date of Start: May,2012
Date Completion (Targeted/Actual): Oct, 2012
CSIR-Central Road Research institute, New
Delhi ( R,I)
Status: Completed
Progress:
Further Findings/ Conclusions/Supporting data:
Based on the extensive feld investigations, the causes
for distresses were identifed. Appropriate repair and
rehabilitation scheme(s) have been suggested.
Recommendations for further work (if completed):
NA
Reports / Publications:
Report on Investigation for improvement of condition
of road over Farakka Barrage, West Bengal, CSIR-
CRRI, New Delhi, 2012
from:
Delhi-Mathura Road, New Delhi-110 025, Phone: 011-
26832173,26831760, Fax: 011-26845943, 26830480,
47
3. Study on Corrosion Susceptibility of Steel
Reinforcement Protected with Anti-corrosive
Coatings/ Special Treatments on Ordinary
and High Performance Concrete
Date of Start : June 2010
CSIR-Central Road Research institute, New
Delhi ( R,I)
Present status and Progress
In continuation of the work reported earlier, concrete
test specimen using 35 MPa and 40 MPa grade normal
concretes were cast with TMT, Fusion bonded epoxy
coated and Hot dip galvanized reinforcing bars. Cube
(plain and rebar embedded), cylinder, prism, rebar
embedded slab and reinforced beam specimen were
cast. The rebar embedded cube specimen are being
subjected to exposure in salt spray chamber. Rebar
embedded slab specimen are under exposure to
alternate wetting and drying conditions of salt solution.
Other types of reinforcing bars identifed for study are
under various stages of procurement.
from:
Delhi-Mathura Road, New Delhi-110 025, Phone: 011-
26832173,26831760, Fax: 011-26845943, 26830480,
4. Development of one Prototype of the Bridge
Inspection Unit
CSIR- Central Road Research Institute, New i.
Delhi (R,I)
CSIR-CMERI-COEFM, Ludhiana (R,I) ii.
Department of Science & Technology, New iii.
Delhi (S)
Status: Completed
Progress
To facilitate the distress diagnostics and repair of
a bridge situated over a river, it was planned to
indigenously develop a truck mounted device called
the Mobile Bridge Inspection Unit (MBIU). The MBIU
has been designed and a prototype 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
indigenously developed mobile bridge inspection unit
(MBIU) is a low cost and low maintenance device
suitable for Indian Highways.
The features of the MBIU are given below.
Vehicle used-Truck Model TATA 2518Xl, Horizontal
range 10.0 meters, Width of Platform 0.75 meters,
Max. load on platform 400 kg, Max. load on far end
of platform 200 kg, Max. lowering depth 8.0 meters,
Rotation of platform 90, G.V.W. 21,000 kg, length of
unit 11,0 meters. Width of unit 2,5 meters, Height of
unit 4,0 meters The MBIU structure folding / opening
is controlled by a dedicated PlC controller. The unit is
operated through two touch screen operating console
(one fxed at the rear of MBIU and second on the
inspection platform).
Signifcance /Utilization Potential
The Mobile Bridge Inspection Unit so designed and
fabricated indigenously would be owned and used by
CSIR-CRRI, New Delhi for its R&D involving visual
inspection/repair of inaccessible parts of a bridge
with ease and collecting data for Bridge Management
System approach. The technology has been subjected
to patent. This is also available for commercialization
and prototyping to industry/ construction sector. The
MBIU will also be made available to infrastructure
owners as and when demanded so that the technology
developed is used for society effectively.
Applicable for 2-3 lane bridges only.
Reports / Publications: Final report.
from
Delhi-Mathura Road, New Delhi 110 025, Phone: 011-
26832173, 26831760, Fax: 011-26845943, 26830480,
E-mail: [email protected]
5. Distress Diagnosis and Rehabilitation of
a PSC Girder Bridge on Maskararo River,
Chilkana - Gandved Route Near Saharanpur
(UP).
Date of Start: Oct 2011
Date of Completion: April 2012
GENERAl REPORT ON
48
Delhi (R,I)
UP Public Works Department, Lucknow (S) ii.
Scope and Objective
The objective of this project was distress diagnostics of
a PSC girder bridge and prescription of the rehabilitation
scheme.
Methodology
This 2- lane bridge of 7.5m wide carriageway was built
in 1973-74 and opened to the traffc around that time.
The total length of this bridge is about 120 m arranged
in a four span confguration of 29.0 m, 28.25 m, 28.25
m and 29 m length (approx) resting on three piers
and two abutments, through steel roller-rocker type
bearings and separated by expansion joints. The deck
comprises the slab supported by two PSC girders and
RC cross- girders.
The investigations comprised of identifcation of causes
of distresses in the girders, assessment of quality of
in-situ concrete in different components of the bridge
through NDT, and load testing of one span of the bridge
to assess the existing load carrying capacity of bridge.
Based on the investigations it is observed that the
bridge is defcient in load carrying capacity and suitable
scheme for rehabilitation and strengthening of the
bridge are proposed.
Signifcance/ Utilization Potential
The fndings of the study are useful for strengthening
of the bridge.
Report on Distress diagnostics and rehabilitation
of a PSC girder Bridge on Maskarao River, near
Saharanpur, CSIR-CRRI, New Delhi, 2012
Further Information can be obtained from:
26832173, 26831760, Fax: 011-26845943, 26830480,
6. Development of a Critical Infrastructure
Information System in GIS Environment for
Maintenance of Bridges on National and State
Highways
Date of start: February 2005
CSIR-Central Road Research institute, New i.
Delhi (R,I)
Department of Science & Technology, New ii.
Delhi (S)
Status: Completed
Progress:
The objectives of this study were as given below:
To develop Inventory module of bridges in GIS
environment.
To develop methodology and software for
Inspection, load Carrying Capacity, Strengthening
& Budgeting for bridge structures.
To develop an Advanced Decision Support System
module for prioritization of repairs and maintenance
of bridges.
Although the methodologies and software developed are
general purpose in scope, the data base for inventory
has been limited to one chosen district (Ghaziabad
in U.P.). The methodology and software have been
validated with respect to the data collected from this
district. The developed software can then be suitably
extended by State Agencies and NHAI at the National
level into a Comprehensive Bridge Management
System, valid for a network or a region.
A Software (named as INDO-BMMS) has been
developed which can be used for prioritisation of
maintenance of Bridges based on sound technical
ground. This software comprises the following
modules:
Inventory Module.
Inspection Module.
load Carrying Capacity Module.
Strengthening Module.
Budgeting Module.
Advanced Decision Support System Module.
This software was developed in DOTNET environment.
To validate the software, bridges and culverts data data
of District Ghaziabad, UP was collected.
To develop this software, following work was carried
out:
49
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 Methodologies & Algorithm-
Inspection Details.
Development of Methodologies & Algorithm - load
carrying capacity.
Development of Methodologies & Algorithm
Strengthening models.
Development of Methodologies & Algorithm -
Budgeting module.
Knowledge disseminations workshops were also
organised at New Delhi and Coimbatore I May 2012
and December 2012.
It would be desirable to update software INDO-BMMS
to include other types of bridges.
More Workshops need to be arranged in various
part of country including West, Central, North-East
& East part of the Country for dissemination of the
know-how. This will help implementation of the
developed system by the user agencies.
Application of the developed software in the feld.
Patenting/ copyright of the software for wide usage
in the country.
Ministry of Road Transport and Highways has
shown interest to use of formats developed for
Inventory and Inspection modules of this software
for the condition assessment of bridges.
B-8 Committee of Indian Roads Congress has
shown interest to use the outcome of this project to
revise the relevant IRC codes of practices.
Development of a Critical Infrastructure Information
System in GIS Environment for Maintenance
of Bridges on National and State Highways
Progress Report, Report No. CRRI/BAS/GAP-
4456(01)/2008-09, CSIR-CRRI, New Delhi,
October 2008.
GPS based Data Acquisition of Bridges and Culverts
on National and State Highways of Ghaziabad
District, Report No. CRRI/TPE/GAP-4456(02)/2008-
09, CSIR-CRRI, New Delhi, March 2009.
Development of critical infrastructure information
system in GIS environment for maintenance of
bridges on National & State highways (for validation
focus is kept on District Ghaziabad, UP) Interim
Report, Report No. CRRI/BAS/GAP-4456/2010-
11/01, CSIR-CRRI, New Delhi, July 2010.
System in GIS Environment for Maintenance of
Bridges on National and State Highways (For
Validation, focus is kept on District Ghaziabad,
UP), Second Interim Report, Report No. CRRI/
BAS/GAP-4456/2011-12/02, CSIR-CRRI, New
Delhi, July 2011.
System in GIS Environment for Maintenance of
Bridges on National and State Highways (For
Validation, focus is kept on District Ghaziabad, UP),
Final Report, Report No. CRRI/BAS/GAP-4456/2012-
13/01, CSIR-CRRI, New Delhi, March 2013.
Publications
Rajeev Goel, RK Garg and Ram Kumar (2009),
Assessment of Present and Future Rating of
Existing RCC bridges, Proceedings of First
International Conference on Advances in Concrete,
Structure, and Geotechnical Engineering, BITS
Pilani, October 25-27, 2009, pp.1-10.
Rajeev Goel, RK Garg, P lakshmy and Ram
Kumar (2010), Assessment of Residual life of
Existing RCC bridges, Proceedings of Joint IABSE-
fb Conference on CODES IN STRUCTURAl
ENGINEERING - Developments and Needs for
International Practice, Cavtat, Dubrovnik-Neretva
County, Croatia, May 3-5, 2010, pp.1209-1216.
Rajeev Goel and P lakshmy (2011), Development
of Bridge Management System in GIS Environment,
Souvenir of Diamond Jubilee of CSIR-CRRI, July
2011, pp.63-66.
Rajeev Goel (2012), Bridge Maintenance
Management System in GIS Environment,
Souvenir of Diamond Jubilee of CSIR-CRRI, July
2012, pp.79-81.
Presentations
C SIR-CRRI regular course on Geo-spatial
Technologies for Roads and Transportations.
GENERAl REPORT ON
50
GIS based Critical Infrastructure Information
System for Maintenance of Bridges,
66
th
Meeting of Highway Research Board and Mid-
term Council Meeting of Indian Roads Congress,
Kohima, May 31, 2012.
Bridge Management - Challenges and Solutions,
Conference on Urban Transportation, Delhi, August
29, 2012.
Bridge Management - Challenges and Solutions,
Conference on Roads and Transportations for
North-East, Gauhati, February 22-23, 2013.
Recommendations for Dissemination / Revision of
Codes
Although the product and process developed herein
are being utilised continuously for several highway
and railway bridges and two nos. of knowledge
dissemination workshops have been organised at New
Delhi and Coimbatore, more such workshops may be
organised in near future at other places of the country.
This will help implementation of the system by user
agencies.
Further Information can be obtained from
26832173, 26831760, Fax: 011-26845943, 26830480,
51
IV. TRAFFIC & TRANSPORTATION
1. HIGHWAY PLANNING, DESIGN AND MANAGEMENT
SUMMARY
There are four projects reported out of which one is new project and three are ongoing projects. One of the projects
is aimed at developing automated detection & analysis of road user information and distresses using digital image
processing techniques. This is very challenging task and is very useful in road management system. Other projects
attempting use of waste plastic in construction of Roads, Development of Management System for Maintenance
Planning and Budgeting of High Speed Road Corridors where in calibration factors for pavement deterioration models
of HDM-4 is being initiated and Quality Audit of Eight Contract Packages of lucknowMuzaffarpur National Highway
Project.
Application of data image processing techniques in road management system. 1.
Calibration factors for pavement deterioration models of HDM-4. 2.
Use of waste plastic in construction of roads. 3.
Effectiveness of Quality Assurance System (QAS) adopted by the Contractors as well as by the Project 4.
Supervision Consultant.
GENERAl REPORT ON
52
1. Road Connectivity to the SEZ at KINFRA Park,
Kakkanchery, Malappuram, Kerala
Date of Completion (Targeted): November
2013
Kerala Industrial Infrastructure Development ii.
Corporation (KINFRA) (C)
The scope of the work was to carry out Detailed
Engineering surveys on the proposed road stretches
in the KINFRA Park area in Kakkanchery, Malappuram
District, Kerala. The objective of the study was to prepare
engineering design and detailed cost estimate for
providing separate road connectivity to the demarcated
SEZ areas in the Park along with supplementing details
regarding internal road arrangement in the SEZ area.
Methodology
The methodology adopted for the study included
preliminary reconnaissance and extensive feld surveys
including traffc surveys and topographic surveys
followed by laboratory investigation of subgrade soil
samples collected from the feld. The data collected
were analysed in detail and the proposed alternative
alignment was designed for its geometrics. Based
on the subgrade soil strength and the amount of
potential traffc, pavement design for the section was
done. Cost estimate for developing the road to two
lane standards was done by taking into account of the
geometric improvements, pavement construction and
cost of retaining structures.
Conclusions
The main aim was to study the feasibility of establishing
separate road connectivity to SEZ and non SEZ areas
in the KINFRA Park, Kakkanchery. Several options
were tried for the same and fnally the option of utilising
the grama panchayath road was chosen for detailed
studies. As it was found that the implementation of
this option will result in public reactions as it needs
demolition of some buildings and also land acquisition,
it was decided to postpone the implementation of
the option until the National Highway gets widened.
The SEZ area was thus decided to be given with an
exclusive connectivity by dividing the existing road
within the KINFRA area. The SEZ area need to be
divided into plots and this needed to be accomplished
with the provision of internal road arrangement. Hence
an internal road has also been proposed and the cost
for developing the internal road to standards including
the construction of retaining wall and pavement layers
along with side drains has also been worked out.
As far as the KINFRA Park at Kakkanchery is concerned,
the SEZ and non SEZ area of this park is distributed at
different locations in the park which have only common
access available to these areas. As per the SEZ norms,
there need to have a separate entry/exit point for the
SEZ area. Also the SEZ area is lying on an undulating
terrain and requires to be provided with a good road
arrangement so that the plots allotted can have good
access. The designed alignment can cater to these
needs.
Road Connectivity to the SEZ at KINFRA Park,
Kakkanchery, Malappuram, Kerala - Draft Project
Report.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
Section Code: 1110
2. Design of Proposed Outer Ring Road and
River View Extension Road in Pala Region
Date of Start: June 2012
Date of Completion: Nov. 2013
Public Works Department (PWD) (C) ii.
The following broad objectives have been identifed for
the study.
Detailed study of the existing traffc and i.
transportation pattern of study region
Identifcation of problems and issues related to ii.
traffc and transportation
53
Formulation of short, medium and long iii.
term traffc and transportation development
proposals.
Within this scope, the following tasks will also be
accomplished:
Reconnaissance survey along the proposed i.
alignment
Topographic Survey using Total Station ii.
Geotechnical Surveys iii.
Traffc Surveys iv.
Pavement Design v.
Preparation of alignment design drawings vi.
Preparation of detailed cost estimate vii.
Preparation of Traffc circulation Plan viii.
Preparation of junction design drawings ix.
Methodology
Phase I
Start-up activities, site appreciation and i.
reconnaissance survey;
Collection and review of past study reports/ ii.
development proposals;
Collection of secondary data; iii.
Design and conduct of the primary traffc iv.
surveys;
Conduct of Topographical surveys v.
Preparation of interim Report vi.
Horizontal and vertical design of proposed vii.
Alignment
Junction Improvement proposals ( 9 Nos.) viii.
Pavement Design ix.
Cost estimate of the proposed Schemes x.
Preparation of fnal Report xi.
Phase II
Junction improvement proposals (29 Nos.)
Detailed project report were prepared for the proposed
Pala outer ring road and river view extension
road including cost estimate and detailed junction
drawings.
The proposed roads will cater traffc smoothly along the
outer ring road without creating congestion to the Pala
Town.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
3. Preparation of Project Report for the Widening
of NH-47 between Kazhakoottam and
Kesavadasapuram in Thiruvananthapuram
District
Date of Completion: Nov. 2013
Public Works Department (PWD) NH, Govt. ii.
of Kerala (C)
The following broad objectives have been identifed for
the study:
Detailed study of the existing traffc and i.
transportation pattern of study region.
Identifcation of problems and issues related to ii.
traffc and transportation.
Formulation of short, medium and long term traffc iii.
and transportation development proposals.
Within this scope, the following tasks will also be
accomplished:
Reconnaissance survey along the proposed i.
alignment
Topographic Survey using Total Station ii.
Geotechnical Surveys iii.
Traffc Surveys iv.
Pavement Design v.
Preparation of alignment design drawings vi.
Preparation of detailed cost estimate vii.
Preparation of Traffc circulation Plan viii.
GENERAl REPORT ON
54
Preparation of junction design drawings ix.
Methodology
Start-up activities, site appreciation and i.
Collection and review of past study reports/ ii.
development proposals;
Collection of secondary data; iii.
Design and conduct of the primary traffc iv.
surveys;
Conduct of Topographical surveys; v.
Horizontal and vertical design of proposed vi.
Alignment;
Pavement design; vii.
Cost estimate; viii.
Preparation of junction improvement proposals; ix.
Preparation of Final report. x.
Detailed projected report were prepared for the the
widening of NH-47 between Kazhakoottam and
Kesavadasapuram by taking into consideration of
the implementation of monorail system. The report is
divided into three volumes - including project report,
cost estimate and design drawings.
further work
The proposed four lane road widening scheme will
reduce the traffc congestion along this busy corridor
especially at critical junctions such as Kazhakootam,
Sreekariyam and Ulloor.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
4. Preparation of Traffc Improvement Plan for
Pala Region
Date of Start: 01.06.2012
Date of Completion (Targeted/Actual):
31.04.2013
Public Works Department (PWD); Roads ii.
Sub Division, Pala (C)
The main aim of the study is:
To prepare a Transport Infrastructure Development
plan for the Pala town for a horizon of 20 years
and thereby solving the present and future traffc
problems faced by Pala town.
Detailed study of the existing traffc and
transportation pattern of study region.
The main objectives are:
To conduct detailed inventory of roads with respect
to surface condition, carriageway width, right of
way, availability of traffc facilities and amenities.
Identifcation of problem and issues related to traffc
and transportation.
To collect traffc volume data on major roads and to
assess the extent of shortfall of the road system.
To assess geometric defciency of road sections,
pedestrian facilities and various road intersections
in Pala town.
To evaluate the parking demand and supply
characteristics on the main corridors.
To formulate suitable short-term and long-term
improvement schemes for the development of Pala
town.
Methodology
Start up activities and reconnaissance survey.
Collection of past study reports.
Collection of secondary data.
Design and conduct of primary surveys.
Topographic survey.
Analysis and interpretation of Data.
Forecasting of transport Demand for horizon year.
Preparation of traffc and transportation
improvement plans.
Based on the feld studies and analysis of data, the
shortcomings in the existing road system have been
identifed. The study has formulated implementable
solutions to the traffc problem of the City. The volume-
55
capacity ratio on majority of roads are either greater than
unity or are expected to be so in the near future. This
has resulted in serious problems associated with safety,
economy of operation and environmental aspects. The
junctions are not planned properly which adversely
affect the traffc fow of the entire road network. In order
to improve the road network, several widening schemes
and proposals for completing the missing links on the
road network have been recommended. Junction
improvement proposal have been prepared for those,
which have been identifed as functionally important,
for sustaining the current traffc fow and also expected
traffc rise in the foreseeable future.
The space available for developing off-street parking
facilities is limited. Therefore, in the short run, parking
arrangement of on-street type will have to be relied
on. Pedestrians, both side stream and cross-stream,
encounter problems. In the short run, provisions for
zebra crossing, raised footpath and walkways are
recommended at various locations. Pedestrian facilities
have been incorporated in the junction improvement
plans proposed for the city. Pedestrian subways are
recommended at various locations in Pala Town.
The origin destination studies helped in determining
among other things, the volume of divertible traffc
and interaction areas between the City and external
areas. Several passengers and goods vehicles, which
have neither origin nor destination in Pala Town, are
actually using the already congested streets. In order
to decongest the CBD areas of Pala town, proposal
for constructing an outer ring road is recommended.
Identifcation of solutions to transportation problems
need not necessarily be confned to options strictly
related to transportation aspects.
Suitable improvement measures are suggested in three
stages namely:
Short-term traffc improvements, i.
Medium-term traffc improvements and ii.
long term transport development. iii.
The various short-term schemes suggested are:
Traffc improvement plan for junctions,
Road signage plan,
Developing parking - lots,
Provision of pedestrian facilities and
Segregated bus bay at selected bus stops.
Medium and long-term schemes are those that are
essentially required to meet the anticipated traffc
demand for the next 5-20 years period. The suggested
proposals include:
Widening of existing roads to four lane/ two lane
standards,
Construction of missing links,
Development of off-street parking lots,
Integrated bus terminal and transport infrastructure
development plan,
Pedestrian facilities etc.
further work
Early implementation of traffc improvement schemes
would reduce the traffc congestion and ensure safe
and orderly movement of traffc on the existing road
system. A phased implementation of medium and long-
term development may be considered as per the priority
fxed by the local people through public participation
programme. It is hoped that implementation of proposed
traffc and transportation improvement proposals
would bring a better level of service and qualitative
improvement in traffc and transportation system of
Pala town.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
5. Automated Detection & Analysis of Road
User Information and Distresses Using Digital
Image Processing Techniques
Date of Start and Duration: June 2012
Date of Completion: December 2013
Delhi
The assessment of roads user information and surface
distresses is an essential part of a road management
system for developing repair and maintenance
strategies. Road signs, lane markings and Km stones
are the most commonly used road user information
while cracks, potholes and patches are the most
common forms of distresses occurring in India. Thus,
detection and analysis of road signs, lane markings, Km
stones, cracks, potholes and patches are necessary
to ensure a good and an effective road network. Now
a days, road condition and user information data
collection technique is increasingly automated by using
GENERAl REPORT ON
56
various imaging systems. However, in the absence of
reliable video image processing software, the analysis
of the collected raw visual data is still being done
manually or semi-automatically. This is expensive, time
consuming and has limited uses in road maintenance
management.
The Research Objectives are as follows:
Design & Development of a framework for feld a.
data collection using imaging systems.
Development of algorithms for automated detection b.
of road user information.
Development of algorithms for automated detection c.
and measurement of distresses from video clips,
Comparison of implementation results of the d.
developed algorithms with that of a manual
technique.
Methodology
With regard to the overall objective of this research
study, the following work plan and methodology will be
applied:
The video imaging modules ftted in the a.
multifunctional network survey vehicles at CSIR-
CRRI will be chosen as the imaging systems to
capture the video clips of Indian Highways.
A framework will be designed and developed for b.
automated collection of road visual data using the
existing vehicles.
Automated video processing algorithms will be c.
developed for assessing road user information and
distresses from collected video clips.
Indian roads user information and distress data d.
will be collected automatically using the developed
framework as well as manually using a traditional
feld inspection technique.
The developed algorithms will be implemented in e.
an integrated software development platform.
The implementation results will be compared with f.
that of manually collected road data.
Signifcance / Utilization Potential
A new methodology for automated collection of road
visual data and processing of the collected raw data
will be developed using low cost systems. Besides,
an advanced digital image processing facility or
laboratory may be established in CSIR-CRRI for road
transportation applications.
Further information/Copy of the report can be
obtained from:
Mathura Road, New Delhi-110025, Phone: 011-
26313569/ 26848917; Fax: 011- 26313569; E-mail ID:
[email protected]
6. Pre-Feasibility Study for Constructing a
Green Highway between Nedumbassery and
Vytilla in Kochi
Date of start : February 2012
Date of completion : Final Report on September
2012
Kochi Metro Rail Corporation Limited (KMRL) ii.
(C)
The main objectives of the study are:
To assess the existing and projected traffc i.
situation in Kochi and adjoining region;
To explore the scope for constructing a new ii.
Bypass between Kundannur and Athani
along NH 47 connecting the Nedumbassery
International Airport and and Vyttila Hub entirely
on a Greenfeld alignment; and
To carry out necessary techno-economic iii.
evaluations for selecting the most feasible
alignment for the above green feld road.
The scope of the study covers only the preliminary
technical aspects of identifying all possible alignments,
assessment of existing land uses, traffc demand,
evaluation of alternative alignments, preliminary
(conceptual) alignment drawings and preliminary
design and preparation of rough cost estimate.
Methodology
Capacity and service level assessments of i.
various existing routes between Vytila and
Airport through reconnaissance survey followed
by detailed inventory survey of roads;
Collection of satellite imageries of the areas, ii.
assessment of existing land use and identifcation of
all possible alignments for the Greenfeld highway;
Conducting traffc surveys for studying the volume, iii.
origin-destination and other characteristics of
traffc passing through the region;
57
Assessment of bye passable traffc and forecasting iv.
traffc for the horizon year;
Evaluation of economic and fnancial benefts for v.
choosing the new alignment;
Evaluation of the alternative routes/alignment vi.
and selection of most feasible route/alignment
including alternative proposal to the road
alignment, if any;
Broad assessment of fnal route/ alignment vii.
selected by conducting reconnaissance,
inventory and GPS Surveys and verifcation with
topo sheets;
Preparation of preliminary (conceptual) drawings viii.
and designs;
Preparation of rough cost estimate. ix.
Signifcance of the study
Although Kochi is well connected to other regions with
rail, road and air linkages, the quality of transport
infrastructure and mobility standards are far from
satisfaction. The vertical growth and land use
expansion in and around Kochi are bound to generate
and attract heavy commuter and goods traffc which
the existing transport network system cannot handle.
Government of Kerala and Government of India are
evolving many new schemes to improve the existing
transport infrastructure of Kochi and adjoining region
substantially.
An alignment option was selected as green feld
alignment among the four alternative options considered
based on the traffc, economic and fnancial analysis
study conducted.
Limitations
The study is of preliminary in nature indicating the
possible alignment options for connecting the node
points which may vary in implementation process.
Reports/Publications: Final Report, Sep 2012
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
7. Widening, Strengthening and Extension of
Existing Tippu Sultan Road
Date of start: January 2012
Date of completion: April 2012
Roads and Bridges Development Corporation ii.
of Kerala Limited (RBDCK) (C)
The main objective of the study is to suggest most
suitable alignment for constructing 4 lane roadways
from Ponnani to Francis Road junction in Kozhikode.
The tasks involved are:
Technical evaluation of the alignments suggested i.
by M/s. RITES and KITCO
Assessment of existing land use ii.
Assessment of Traffc demand iii.
Selection of best alignment and iv.
Updation of cost estimate v.
Methodology
Capacity and service level assessments of i.
various existing routes in the study stretch
through reconnaissance survey followed by
sample cross checking of the inventory survey
data contained in the DPR
Collection and sample cross checking land ii.
use data, assessment of existing land use and
technical evaluation of alternative alignments as
found in the DPR study
A broad assessment of existing socio-economic iii.
conditions for the potential growth in various
regions
Verifcation and critical assessment of projected iv.
traffc as per the DPR study
Evaluation of technical, economical and fnancial v.
aspects of alignments proposed in the DPR.
The estimate on cost of road construction based vi.
on unit rate available for each items
Signifcance of the study
The coastal hinterland region between Ponnani and
Francis Road Junction on beach road of Malabar region
of Northern Kerala is underdeveloped. The Govt. of
Kerala desires to construct a new coastal road between
this region to serve the much needed connectivity to
the coastal hinterland and boost the economy of the
Malabar region.
Reports/Publications: Final Report, April2012
GENERAl REPORT ON
58
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
8. Feasibility of Commissioning a Ropeway
system at Elaveezhapoonchira in Kottayam
District, Kerala
Date of Start : November 2012
2013
National Transportation Planning and i.
Research Centre (NATPAC) R
Department of Tourism, Government of ii.
Kerala S, I
The main objective of the project is to establish
the feasibility of developing a Ropeway System at
Elaveezha-Poonchira in Kottayam District for tourism
promotion in the region.
The scope of the study is limited to undertake a techno-
economic feasibility of Ropeway project in Elaveezha-
Poonchira.
The tasks undertaken for the project include:
Reconnaissance cum engineering survey using i.
Differential GPS instrument, total station etc
for locating alignment to connect the proposed
control points in the study region.
Preparation of map of the area showing the ii.
tentative alignments and fxing of location of
base station and intermediate stations along with
details of the span arrangement.
Assessment of geological, climatological and iii.
meteorological data relevant to the area.
Assessment of tourist traffc demand on the iv.
ropeway and estimation of anticipated number of
tourists for horizon period.
Selection of appropriate ropeway system, power v.
requirements, electrical and telecommunication
requirements along with details about
manufacturers/vendors/ suppliers and installation
of major components.
Indication of staffng requirements for operation vi.
and maintenance of ropeway.
Environmental impact assessment of the project vii.
along with mitigation measures
Economic viability of the project along with viii.
implementation plan for the project.
Methodology
The methodology adopted for the study is given
below:
Discussion with stake holders regarding the i.
project along with potential manufacturers and
fabricators of the project.
Orientation on potential project area and ii.
discussion on the project is held, and the potential
infuence area of the project is agreed upon for
planning the feasibility study.
The potential area is studied on topographic iii.
map, and preparatory work for detailed survey is
carried out before the site visit.
Social impact and technical feasibility surveys were iv.
carried out at nearby tourist locations in 100km
range. Topographic map of the area is prepared
using satellite imageries and DGPS survey.
Conclusions
Passenger demand for the ropeway is estimated for
different horizon years and the most feasible alignment
is fnalized between the base station and top terminal
station. Other required facilities needed to supplement
ropeway tourism are also planned.
Feasibility of commissioning a Ropeway system at
Elaveezha-Poonchira in Kottayam District, Kerala
Study Report NATPAC 2013.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
B. ON-GOING / COMPLETED PROJECT
1. Use of Waste Plastic in Construction of
Roads.
Date of start: June- 2010
Date of completion (Targeted): March- 2014
Gujarat Engineering Research Institute,
Vadodara
59
On-going; the observation for the sixth set of performance
study was carried out during May-2013. The preparation
of performance study report is in progress.
from:
390007, Phone: 0265 2313413-14-15, Fax : 0265
2313416, E-mail ID: [email protected]
2. Development of Management System for
Maintenance Planning and Budgeting of High
Speed Road Corridors (Supra Institutional
Project)
2013
Council of Scientifc and Industrial Research ii.
(CSIR), New Delhi (S)
Status: On-going
Progress:
Third series of performance data on the road
sections identifed in different states are almost
under completion stage.
Based on 1
st
and 2
nd
series of performance data,
calibration factors for pavement deterioration
models of HDM-4 are being fnalized.
Based on 3
rd
series of data, validation process
for calibration factors for pavement deterioration
models of HDM-4 is being initiated.
obtained from:
Delhi, Phone: 011- 26313569; Fax: 011- 26313569;
3. Quality Audit of Eight Contract Packages
of LucknowMuzaffarpur National Highway
Project
Date of Completion: December 2012
Delhi (R)
National Highways Authority of India (S) ii.
The major objectives of this project are given below:
To identify non conformances and suggest remedial
measures / corrective actions to minimise or avoid
their future occurrences
To confrm effectiveness of Quality Assurance
System (QAS) adopted by the Contractors as well
as by the Project Supervision Consultant
To suggest / recommend rectifcation measures
toward improvements in the QAS.
Methodology
Various tasks carried out by CRRI as part of audit
exercise included interactions with NHAI/ Contractor
and Supervision Consultant Team leader and
members, extensive review of project documents
including quality control records, physical inspection
of project roads, recording visual observation of
pavement distress, bridge inspections, in-situ
non destructive testing, studying previous quality
audit reports, reviewing contract and quality plan
documents, assessing non compliances, reviewing
actual feld testing data carried out by CRRI teams,
test pit observations and testing retrieved pavement
layer materials at CRRI for checking specifcation
conformance, roughness evaluation to determine
riding quality, etc.
Audit reports containing CRRI fndings have been
submitted to NHAI.
The fndings of audit would help NHAI to improve the
quality of works in future projects.
from:
09868858380, Fax: 011-26845943/ 26830480, E-mail
GENERAl REPORT ON
60
2. PLANNING & MANAGEMENT
SUMMARY
There are 7 new projects and 3 ongoing projects reported under planning and management under traffc and
transportation area. The research covers various wide varieties of aspects. Development and Application of
Sustainable Transportation System (SUSTRANS) covering Advanced Public Transport Information Systems using
ITS technologies, Development of Car Driving Simulator, Development of SUPERBiPAVE, Warm Mix Technologies
and estimation of Carbon Foot Prints. One of the reported project is aimed at Development of Indian Highway
Capacity Manual (Indo - HCM), where in different roadway facilities such as, single lane, two lane, intermediate lanes,
urban roads, multi lane highways, expressways, uncontrolled intersections, signalized intersections, gap acceptance
studies and pedestrian studies were planned. Evaluation of Economic loss Due to Idling of Vehicles at Signalized
Intersection and Mitigation Measures (ElSIM) project included many aspects for research such as, Estimation of
Delays at Signalized Intersections, Measurement of Idling Fuel consumption of different types of vehicles, Emission
Estimation of Fuel loss due to Idling, Development of Models between Fuel loss and Emission. Other studies are
Gravity model calibration, Optimization of city bus routes using GIS techniques, Revision of bus schedules, Effect
of type of lead vehicle on headway in two cities of North east, Traffc Studies for Junction Improvement of Major
Road Corridors in Ahmedabad, Traffc Studies for Major Intersections Improvement in Vadodara City, Traffc and
Transportation Studies for Port Blair City and Development of Multimodal level of service (MMloS) measure for
urban roads of India.
Development of Advanced Public Transport Information Systems using ITS. 1.
Development of Car Driving Simulator. 2.
Estimation of Carbon Foot Prints. 3.
Development of Indo-HCM. 4.
Measurement of Idle fuel consumption for different vehicles. 5.
Emission Estimation of Fuel loss due to Idling. 6.
Development of Model between Fuel loss and Emission. 7.
61
1. Traffc Management Plan for International
Greenfeld Stadium Complex at Kariyavattom
in Trivandrum.
Date of Start : August, 2012
Date of Completion (Actual) : March, 2013
Kariyavattom Sports Facilities Ltd. - S ii.
The scope of work involve assessing the adequacy
of existing road infrastructure and transport facilities
available in the infuence area of the proposed Stadium
Complex in Trivandrum and suggest appropriate traffc
management measures for safe and smooth conduct
of the events at the stadium.
The following tasks were carried out as part of the
study:
Assessment of adequacy of the existing road
network to cater to expected traffc fow during
event days and design of the approach road to the
stadium facility.
Preparation of parking management plan and
crowd dispersal arrangement to meet the expected
traffc infow.
Planning of road network for the Sports complex
including strengthening/ widening of existing roads
and pedestrian walkway facilities for quick dispersal
of vehicular traffc and crowd during the event.
Design of road intersections and the main approach
road to the Stadium Complex and other minor roads
within the project infuence area.
Planning of public transport facilities including
sheltered bus stops on the NH and channelization
of pedestrian movement to /from the stadium
complex.
Provision of segregated bus-bays, auto/taxi-cab
pick-up and dropping points, buffer space to hold
the crowd outside the Stadium site etc.
Preparation of signage scheme and identifcation
of safe passage for operating emergency services
to reach medical facilities, major hospitals etc.
Preparation of route plan from Airport and major
transport centres in the city to the Stadium for
hassle free movement of VIPs/Sports Personnel.
Assistance in preparation of proposals to accommodate
stadium facility as part of the overall Development
Plan of Thiruvananthapuram Capital Region.
Methodology
A detailed inventory was conducted to identify the road
system leading to the stadium. Based on the expected
number of spectators, parking areas have been identifed
and their access to the stadium was detailed out.
The following primary surveys were conducted in the
infuence area of the proposed Greenfeld Stadium
Facility:
Detailed inventory of roads in the infuence area of
the stadium complex.
Traffc volume counts and turning movements at
intersections in the project area.
Opinion survey to assess the mode choice
behaviour of spectators during major events at
various stadiums in Thiruvananthapuram region.
Topographic details of the roads and intersections
in the infuence area of stadium complex.
Details of nearby Hospitals, Police Stations and
Fire & Rescue services.
Inventory of open spaces and maiden area in and
around the proposed stadium for vehicle parking
during the events.
Based on the inputs obtained from various primary and
secondary sources, traffc management plan for the
proposed stadium complex was prepared to meet the
desired objectives.
Conclusions
Traffc Management Plan for Kariyavattam Sports
Facility is prepared taking into account the stadium
capacity of 55,000 spectators plus another 5000 invited
guests, VIPs and print/visual media personnel. On the
basis of the expected traffc generation and parking
requirements, the proposals are formulated.
The implementation of proposal contained in this study
report will help in streamlining the traffc movement
and crowd management during major events in the
stadium.
Proposed Traffc management plan will have to be
evaluated during major events after the construction of
Stadium facility and the facilities need to be augmented
based on the need.
GENERAl REPORT ON
62
Traffc Management Plan for Kariyavattam Greenfeld
Stadium Complex in Thiruvananthapuram, Kerala
Revised Project Report, NATPAC, 2013
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
2. Gravity Model Callibration and Used in Trip
Distribution
Date of Completion:June 2013
Objectives
To prepare GIS database. 9
To carry out house hold survey for trips and 9
socio economic data.
To generate trip distributions and attraction 9
models.
To do gravity model calibration for various trip 9
classes.
Scope
Present study is limited to Anand Agglomeration. The
study includes preparing GIS database, household
interview survey for trips and socio economic data and
generation of trip distribution matrix and desire lines
for urban transportation planning. Also gravity model
calibration for various trip classes.
Methodology
The fow chart describes the methodology followed in
the study.
Conclusions/Recommendations for further work
The desire lines of trips indicate that dominant traffc
directions are:
Zone 15 (Bakrol) to zone 1 (Railway Station) via
from zone 16 (V. V. Nagar), zone 14 (Big Bazar &
Town Hall).
Zone 17 (Karamsad) to zone 5 (Anand Nagarplaika)
via from zone 16 (V. V. Nagar) and zone 14 (Big
Bazar &Town Hall).
The value of exponent is different for different cost
attributes.
Zala Kartik S , Dr Zala l. B., Prof. Vankar A. A. Gravity
Model Calibration and Use in Trip Distribution , Journal
of International Academic Research for Multidisciplinary,
Volume No. 1 Issue 4 (May 2013) Issn: 2320- 5083.
from:
Vidyanagar 388 120 Anand, Gujarat, Mobile:- +91
9427062248; Phone: 02692 230104, E-mail ID:
[email protected]
3. Optimization of City Bus Routes Using GIS
Technique: A Case Study of Vadodara City
College, Vallabh Vidyanagar, Anand, Gujarat
(C)
Scope
Route network of any city is a spinal cord of any public
63
transport system. The place of growth of urbanization
of Vadodara city is very high which is mismatching with
the present mass transit system i.e. Bus Network. The
performance of the public transport system more or
less depends on it. Route should be proposed after the
detailed analysis of population growth, land use pattern
of the city, commercial and industrial areas, work trips,
educational trips, desire line diagram showing desire of
people, socio-economic condition of people etc. Most
of the VITCOS routes are revenue loss making routes.
There is a need of revitalization of the route structure
of VITCOS and propose some remedial measure to
improve its performance.
Objectives
To develop an intelligent maps showing attributes
of various zones in study area.
To create a GIS database system for all route
covering the study area.
To create coverage of both road and bus network
and bus stop location together.
To optimize study bus route corridors.
To propose new routes.
To Revise time table of study bus routes.
Methodology
remaining as existing route. Hence, the travelling
route of buses is remaining as it is.
The decision variable affecting bus scheduling
is number of passenger travelling in buses. The
number of passenger on study route of travel
through bus can be increased by converting auto
rickshaw passenger into bus passenger.
Revise bus schedules are prepared for increased
number of passenger on study route. It is pragmatic
that the new schedule of bus on study route has
higher frequency than existing schedule. When the
buses are available of higher frequency (at lower
time interval), then the passengers are preferred to
travel through buses.
Patel Krunal H, Atodaria Virendra, Dr..Zala l.B
Shortest Route of City Bus Using GIS Technique: A
Case Study of Vadodara City, Journal of International
Academic Research for Multidisciplinary, Volume No. 1
Issue 4 (May 2013) Issn: 2320- 5083.
from:
Vidyanagar 388 120 Anand, Gujarat, Mobile: +91
9427062248; Phone: 02692 230104; E-mail ID:
[email protected]
4. Development and Application of Sustainable
Transportation System (SUSTRANS)
Date of Start: Apr 2012
Date of Completion (Targeted): Mar 2017
Delhi (R) in association with
CSIR-NAL, Bangalore, CSIR-CSIO, ii.
Chandigarh and CSIR-CLRI, Chennai
Transportation Module
Design to develop Sustainable Integrated Mass
Transportation System and Sustainable NMT
System applying appropriate ITS technologies
Design and Development of Indigenous Car
Driving Simulator
Road Module
Design to develop Sustainable Roads through
innovative technologies for utilization of waste
and marginal materials, improved design methods
Identifcation of the problem
Formation of goals and objectives
Data collection
Primary data
volume
No of buses
used
Total length of
route
O-D survey of
auto rickshaw
legacy data base
Secondary data
base
Digitization
Geo-referencing
Scanned image
Select path in trans CAD
Route optimization
Existing road network
creation from line layer
fle
Conclusions and Recommendations for further
work/ further proposed work
The optimized distance of study bus route is
GENERAl REPORT ON
64
and materials/ mixes, to reduce pavement
thickness and long lasting pavements
Methodology
The tasks involved in the present research under
following two modules are:
Transportation Module: i.
Development of quality enhancement of a.
public transport system
Development of feeder transport system and b.
parking facilities at public transport terminals
Design of advanced public transport c.
information systems using ITS technologies
Design and Development of Desktop Car d.
Driving Simulator
Development of sustainable Non-Motorized e.
Transport (NMT) system
Development of policy level sustainable f.
strategies to restrict/ control usage of private
vehicles
Development of sustainable integrated mass g.
transportation system
Evaluation of sustainable transportation h.
system (environment, social and economy)
The city of Delhi would be considered as the study
area for the conceptual development of a sustainable
transport system. The developed sustainable
transportation system would be considered to
implement as a Pilot Study in a small road network
of South Delhi to demonstrate the benefts generated
from the proposed sustainable system.
Road Module: ii.
Development of innovative techniques for a.
utilization of waste and marginal materials in
road construction
Conversion of Chromium containing solid b.
waste generated in leather industry into
pavement materials
Improved Design Methods and Materials/ c.
Mixes towards achieving Reduced Pavement
Thickness
Development of Technology SUperior d.
PERforming Bituminous PAVEments
(SUPERBiPAVE)
Development of warm mix technologies for e.
road construction
Development of designs for using reclaimed f.
asphalt pavement (RAP) in construction and
maintenance of roads
Estimation of carbon footprints in the road g.
construction process
The industrial waste and marginal materials will
be collected from selected areas of the country
for laboratory study. The proposed designs will be
evaluated with APTF (Accelerated Pavement Testing
Facility) available at CSIR-CRRI by constructing test
tracks.
The State-of-Art Report (SOAR) has been prepared
focusing on Sustainable Integrated Mass Transportation,
Non-motorised System and Car Driving Simulator to
evaluate Drivers, Sustainable Road designs utilization
of waste and marginal materials, improved design
methods and mixes.
State of Art Report on Development and Application
of Sustainable Transportation System.
Peer Reviewed Journal: 3 Published and 3
Accepted.
International Conference: 3 Published and 7
Accepted.
National Conference: 6 Published.
Dissertations: Total 5 (Finished).
5 Masters Dissertations (2 from AcSIR at CRRI,
BITS Pilani, Delhi University and NIT Suratkal).
from:
The Head, Transportation Planning Division, CSIR-
Central Road Research Institute, Mathura Road, New
Delhi 110025, Mobile: 9958080643, Phone : 011-
26312268, Fax: 011-26312268, e-mail ID: errampalli.
[email protected]
5. Traffc and Transportation Studies for
Kodungallur Municipality
Date of Start : December 2012
Date of Completion (Actual) : March 2013
Department of Town Planning (C) ii.
65
The scope of the study was to ascertain the baseline traffc
characteristics within the area of Kodungallur Municipality.
The main objective of the study was compilation of
base year traffc and transportation data in Kodungallur
municipality which could act as a feeder to the preparation
of development plan for the town. The following tasks
were the identifed objectives of the project:
To assess the existing condition of road network
and to identify the traffc bottlenecks, physical
constraints, potential capacity;
To assess the speed and delay characteristics
along the existing road networks and their probable
causes;
To study the traffc volumes on selected roads and
intersections and to assess the extent of short fall
of the road system in terms of average daily traffc,
traffc composition, peak and off peak hour traffc
and directional splits at intersections;
To assess Pedestrian fow along and across road
stretch and intersections;
To conduct parking accumulation and duration of
parking;
To study origin and destination characteristics of
the traffc passing through and within the town
and quantify the extent of by passable traffc and
fnding the scope of alternative routes within the
municipality;
To assess the traffc fow pattern for the horizon
year and;
To formulate a suitable road development plan
keeping the growth potential of the town in mind
and taking into consideration the aspirations of the
stake holders.
Methodology
Start-up activities, site appreciation and
Data from review of past study reports/development
proposals;
Collection of data from secondary sources;
Design and conduct of primary surveys covering
road inventory, traffc surveys, O-D survey, parking
studies at major transport terminals, speed & delay
studies etc;
Compilation, analysis and interpretation of data
to prepare a data-base of the town, its traffc and
transportation scenario and to elicit traffc and
travel characteristics of the study area;
Estimation of traffc and transport demand for
horizon years; and identifcation of defciencies in
road network and major travel corridors;
Preparation of long term Transportation
Development Plan for the town.
Conclusions
The daily traffc volume along major roads in the
municipality was determined and it was found that most
of the sections have exceeded their capacities. Same
was the case with intersections. It was found that the
quantum of by passable traffc is considerable and the
diversion of the same could enhance the level of service
within the municipal area. A transport development
plan was envisaged for the study area considering the
growth potentials and the available opportunities.
Signifcance / Utilisation Potential
The base line data prepared will serve as basic inputs
for the preparation of Master Plan for Kodungallur
town.
Recommendations for Further Work /Further
Proposed Work
Field investigations need to be done for implementing
the suggested development plan, in terms of exact
alignment.
Project Report on Traffc and Transportation Studies
for Kodungallur Municipality
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
Kunnamkulam Municipality
Date of Completion (Actual) : March 2013
Department of Town Planning (C) ii.
GENERAl REPORT ON
66
The scope of the study was to ascertain the baseline
traffc characteristics within the area of Kunnamkulam
Municipality. The main objective of the study was
compilation of base year traffc and transportation data
in Kunnamkulam municipality which could act as a
feeder to the preparation of development plan for the
town. The following tasks were the identifed objectives
of the project:
causes;
parking;
municipality;
year; and
stake holders.
Methodology
proposals;
studies etc;
Conclusions
municipality was determined and it was found that
most of the sections have exceeded their capacities.
Same was the case with intersections. It was found that
the quantum of by passable traffc is considerable and
the diversion of the same could enhance the level of
service within the municipal area. Also the location of
bus stand was found to be the most contributing factor
to traffc congestion. A transport development plan was
envisaged for the study area considering the growth
potentials and the available opportunities.
for the preparation of Master Plan for Kunnamkulam
town.
Further Work
alignment.
Traffc and Transportation Studies for Kunnamkulam
Municipality - Project Report.
Further information/Copy of Report can be Obtained
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
Chalakudy Municipality
Department of Town Planning -C ii.
67
The scope of the study was to ascertain the baseline
traffc characteristics within the area of Chalakudy
Municipality. The main objective of the study was
compilation of base year traffc and transportation data
in Chalakudy municipality which could act as a feeder
to the preparation of development plan for the town.
The following tasks were the identifed objectives of the
project:
causes;
parking;
municipality;
year; and
stake holders.
Methodology
proposals;
studies etc;
Conclusions
municipality was determined and it was found that
most of the sections have exceeded their capacities.
Same was the case with intersections. It was found that
the quantum of by passable traffc is considerable and
the diversion of the same could enhance the level of
service within the municipal area. Also the location of
bus stand was found to be the most contributing factor
to traffc congestion. A transport development plan was
envisaged for the study area considering the growth
potentials and the available opportunities.
for the preparation of Master Plan for Chalakudy town.
Recommendations for Further Work /Further
Proposed Work
alignment.
Traffc and Transportation Studies Chalakudy
Municipality - Project Report
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
8. Improvement of Kovalam-Akkulam Stretch
in Thiruvananthapuram Region for Inland
Navigation, Tourism and Recreational
Purposes
Date of Start: Jan. 2012
Date of Completion: Dec. 2013
GENERAl REPORT ON
68
Assess the present status of the canal between
Kovalam and Akkulam (~18 kms);
Conduct topographic/hydrographic survey using
Differential Global Positioning System (DGPS),Total
Station and Echo sounder equipments to estimate
the dredging quantity to maintain uniform bottom
width of 14 metre and draft of 1.7 metre;
Assess the present condition of canal/road
cross structures, and suggest appropriate
improvements;
Propose facilities to the canal like bank protection,
navigational aids;
Propose suitable sewage pipelines of houses and
other polluting sources on the banks to Valiathura
(Muttathara) sewage treatment plant;
Fix up the canal boundary by referring to survey/
resurvey sketches.
Methodology
The methodology includes reconnaissance, inventory,
socio-economic survey, bathymetry survey and
topography survey.
The study has led to the following conclusions:
At Panathura the canal is closed up to 200m.
This portion is to be dredged and the canal is
to be cleaned up, made weed free, deepened
and protected from encroachments, banks to be
strengthened and fow restored immediately.
The sewage pipeline has to be provided and linked
with Muttathara sewage plant situated almost mid
of the canal.
Basic infrastructure facilities for tourist, passenger
and cargo movement are to be provided including
jetties and landings.
Navigational aids and canal signs are to be
installed.
Continued vessel operations and regular
maintenance of the developed canal is to be
ensured to harness the full potential of these
canals.
The amount of total traffc that can be diverted to
the waterways will reduce the traffc congestion on
Trivandrum City roads.
The total cost for development is estimated to be
Rs. 226 Crores.
The ever growing demand for transportation in
Trivandrum city cannot be met with the existing road
infrastructure facilities alone. The roads are over
burdened while the potential canals which carried
passengers and cargo once remain unused creating
environmental problems due to negligence. The
connectivity through waterways in Trivandrum will
have a portion of cargo and passenger traffc and
thereby reduce traffc congestion on city roads. The
development of this waterway has become the utmost
need of the hour in terms of environmental, tourism and
transportation development.
Detailed project report is to be prepared before
implementation.
Interim reports
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
9. Comprehensive Mobility Plan for
Kalamasserry Town in Ernakulam District
Date of Start : September, 2012
Date of Completion (Actual): December, 2012
Roads and Bridges Development Corporation ii.
of Kerala (RBDCK) S
The main objective of the study is to prepare a
Comprehensive Mobility Plan for Kalamasserry town
in Ernakulam district. The following specifc objectives
are identifed for the study:
To assess the existing traffc fow pattern and i.
transportation requirements of the study region;
To identify the defciencies in road system, short- ii.
falls in traffc and transportation infrastructures in
the study area;
To estimate the future traffc demand and evaluate iii.
69
the adequacy of the existing road network and
transport facilities;
To formulate a Comprehensive Mobility Plan for iv.
Kalamasserry town indicating long term road
development plan and multi-modal transport
system to cater to the expected traffc needs
of the town for the next 15 to 20 years horizon
period.
The scope of the study is confned to Kalamasserry
municipal limits covering an area of 27 square km, with
a population of over 70,000 as per 2011 census. Based
on the study, short term and long term transportation
development schemes for the study region have been
formulated.
Methodology
Keeping in mind the broad objectives, the following
tasks were performed for the study area.
Collection of secondary data and review of earlier i.
study reports/ development proposals;
Conducting traffc surveys, road inventory and ii.
engineering surveys;
Analysis and interpretation of data - identifcation iii.
of shortcomings in the existing transportation
system;
Preparation of short term improvement iv.
schemes;
Projection of transport demand for horizon year; v.
evaluation of the road network and transport
infrastructures;
Preparation of Comprehensive Mobility Plan for vi.
the study area;
Prioritisation and phasing of the schemes for vii.
implementation.
Conclusion
Based on the feld studies and analysis of data,
defciencies in the existing road system and short falls in
transport facilities have been identifed. Suitable traffc
management measures and short-term improvement
schemes are suggested.
The short-term schemes include:
Improving the effciency of intersections,
Minor alterations to roads,
Construction of missing links,
Provision of designated parking facilities and
pedestrian cross-walks at selected locations and
Development of multi-modal transport terminal
etc.
long-term development strategies are formulated to
meet the anticipated traffc demand in 2030 on various
transport corridors. For integrated development of the
region, a Comprehensive Mobility Plan (CMP) has been
prepared. The CMP suggests a hierarchical pattern of
road system consisting of Ring and Radial Roads for
Kalamasserry town.
Implementation of short-term schemes would reduce
the traffc congestion and ensure a safe and smooth
operation of traffc on the existing road system. A
phased implementation of long term development
schemes would bring a better level of service and
qualitative improvement in traffc and transportation
system of Kalamasserry Town.
The report highlights the infrastructural defciencies
in the town and suggests short-term and long term
improvement strategies. Detailed feasibility analysis
and DPR need to be undertaken before its acceptance
for implementation.
Comprehensive Mobility Plan for Kalamasserry Town
in Ernakulam District Draft Project Report, NATPAC,
2012
Further Information/Copy of Report can be Obtained
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
10. Development of Indian Highway Capacity
Manual (Indo - HCM)
Delhi (R ) and
Seven Regional Coordinators (RCs) (i.e. ii.
IIT-R, IIT-B, IIT-G, BESU-Howrah, SVNIT-
Surat, SPA-New Delhi & Anna University-
Chennai)
GENERAl REPORT ON
70
To study the nationwide characteristics of road
traffc and to bring out a manual for determining the
roadway capacity and level of Service (LOS) for
varying types of inter-city roads and urban roads
separately including Intersections coupled with
assessment of pedestrian needs on the relevant
type of roads.
In order to accomplish the above stated goal of this
study, the following objectives have been formulated:
Study and characterization of the basic road traffc
fow characteristics such as speed, fow, density
which can eventually lead to the development of
Speed -Flow and Speed - Density relationships for
different categories of Indian roads under varying
conditions.
Development of capacity and level-of-service
determination procedure and evolving guidelines
for different categories of Indian roads including
quantifcation of the impact of various roadway,
traffc, climatic and control factors on the capacity
and level of service.
Development of capacity and lOS determination
procedure and evolving guidelines for different
types of intersections (Unsignalized and signalized
intersections separately) including quantifcation
of the impact of various roadway, traffc and
environmental factors on the capacity of the
different types of intersections.
To examine the fundamental characteristics of
travel time reliability and development of reliability
as a performance measure for inter-city as well as
urban corridors.
To establish a pedestrian fow profle by determining
pedestrian traffc peak times and off-peak times
on urban roads and thus evolve the relationships
between the time of the day and pedestrian
volumes and speeds for different categories of
urban roads.
To determine the existence of correlation between
vehicular volumes, pedestrian volumes and
pedestrian speeds on varying categories of urban
roads.
It is proposed to carry out detailed studies on straight/
mid-block roadway sections and uncontrolled
intersections with adequate coverage of all possible
combinations of geometry and operating conditions.
Similarly, the capacity and level of Service (LoS)
guidelines for the controlled intersections falling in the
urban areas would be studied separately. To accomplish
the same, it is proposed to consider the test sections
speed over the length and breadth of the country.
Methodology
Ironically, most of the models developed are applicable
for homogeneous traffc conditions and hence are not
applicable for the heterogeneous traffc prevalent on
Indian roads. Eventually, the frst major research effort
in India in this direction was done as part of the RUCS-
1982 and this was followed by URUCS-1992 and
URUCS-2001. For instance, IRC-64 (1990) suggested
a tentative DSV of 40,000 PCUs for the four-lane
divided carriageway in plain terrain which is signifcantly
lesser than the values evolved in most of the developing
countries and therefore the need was felt for revisiting
the DSV values evolved under IRC-64. Consequently,
many research studies (Kadiyali, et. al., 1991, Tiwari,
et. al., 2000, Velmurugan et. al., 2002, Chandra S.
and Kumar U., 2003, Reddy, et. al., 2003, Chandra,
2004, Errampalli, et. al., 2004, Velmurugan, et. al.,
2004, Dey, 2007, Errampalli, et. al., 2009, Velmurugan
et. al., 2009, Velmurugan, et al, 2010, Madhu, 2011)
aimed at assessing the roadway capacity for varying
carriageway widths including single lane, intermediate
lane, two-lane bi-directional and multi-lane divided
carriageways (i.e. four lane to eight lane) covering
different terrains have been carried out during the last
two decades. Unfortunately, these piece meal research
efforts have not culminated towards the development
of Indo - HCM and hence this important research
study has been proposed. In view of the formulated
objectives, the framework for the present study has
been designed by identifying the key elements required
for the development of Indo - HCM. The methodology
outlined for the development of the Indo-HCM can be
regarded as unique as the proposed research work aims
at analyzing the characteristics of the heterogeneous
traffc fow so as to identify appropriate distributions for
various traffc variables infuencing the traffc stream
characteristics which can enable to examine the traffc
fow characteristics and vehicular interactions occurring
on the different typology of road sections. In this regard,
it may be noted that there are different approaches
employed to estimate the roadway capacity namely,
direct empirical and indirect empirical approaches
(Minderhoud et al. 1997).
On the other hand, the roadway capacity estimation
guidelines by TRB (HCM), Indian Roads Congress
(IRC) and similar agencies are based on indirect
empirical methods using appropriate techniques like
traffc simulation. Outputs from the appropriate traffc
fow simulation models would be used to construct
fundamental diagrams of fow thereby making it
possible to estimate the capacity of a facility. Though
there are several methods available for the estimation
of roadway capacity, as indicated in Figure above,
the microscopic simulation models is proposed to be
71
deployed extensively in this research study in addition
to the traditional methods as this is the one of the
most effective analytical tools to estimate the roadway
capacity of Indian highways (Velmurugan et al 2010).
from:
The Head, Traffc Engineering and Safety Division,
CSIR- Central Road Research Institute, Mathura Road,
New Delhi - 110025, Mobile: 9868856522; E-mail ID:
[email protected]
11. Evaluation of Economic Loss Due to Idling
of Vehicles at Signalized Intersection and
Mitigation Measures (ELSIM)
Date of Start: Sept 2012
CSIR- Central Road Research Institute, New
Delhi (R)
Quantifcation of fuel loss due to idling of motorized
vehicles at signalized intersections covering
metropolitan cities.
To propose the mitigation measures and estimate
the benefts over a period of time.
Estimation of emission and energy due to fuel loss
during idling for various categories of vehicles.
Development of models between fuel loss and
emission for Indian urban traffc conditions
The scope of the study is limited to signalised
intersections only.
Methodology
The project is divided into 6 work packages which are
described as follows:
WP-1 Estimation of Delays at Signalized
Intersections
Various national and international literature surveys on
fuel loss at signalized intersection will be done. Cities of
varying population sizes shall be identifed. With respect
to each city, an inventory of the signalized intersections
(high, medium and low volume) spatially distributed in
the city (without fyovers) shall be made, where traffc
volume and the delays are high. On the selected
intersections, the following surveys will be conducted:
Hourly classifed traffc volume counts with turning i.
movements.
Speed & delay studies. ii.
Switching-off behaviour of the drivers study iii.
The result of these surveys shall form the basis for
estimating the total delays occurring at signalized
intersections during idling of vehicles.
The effect of countdown timers installed at signalized
intersection with a view to encourage people to switch
off their engines during red signal phase will also
be studied. For estimation of fuel loss at signalized
intersections in different city sizes, needs high number
of samples to represent the entire country. Therefore,
data on fuel loss survey of about 70 signalized
intersections shall be suffcient to represent entire
country of identifed city sizes, as proposed.
WP-2 Measurement of Idling Fuel Consumption of
Different Types of Vehicles
The Idling fuel consumption for vehicles will be used
to quantify the total fuel loss during idling time at
signalized intersections. A total of 15 types of vehicle
classifcation will be used in traffc volume count and the
fuel consumption tests at idling will be performed on all
vehicle types. On an average, fve Vehicles of different
vintage shall be selected. Fuel consumption tests at
idling are performed by the use of fow detectors (FP
Series) and fow meters. Depending upon the engine
technology (e.g. two stroke or four stroke engines in two
wheelers or carburetor or multipoint fuel injection in four
wheelers or diesel fuel injection) different combination
of fow detector and fow meters are employed.
WP-3 Estimation of Fuel & Time Loss due to Idling
The primary surveys (classifed traffc volume count,
delays) and measurement of idling fuel consumption
of classifed vehicles will form the basis to estimate the
total fuel loss during idling of vehicles. The fuel loss with
respect to each category of vehicle will be estimated.
The average fuel loss at intersections with varying traffc
volume will be employed to assess the total fuel loss
at all the signalized intersections in that particular city.
Similarly time loss will also be quantifed for selected
intersections and total signalized intersections in each
city.
WP-4 Emission Estimation of Fuel Loss due to
Idling
The fuel loss will be estimated for each of the selected
cities based on the information on energy loss and
emissions. The emissions of CO
2
, H
2
O, CH
4
, CO, N
2
O,
NO
x
and NMVOC will be estimated based on IPCC
1996, IPCC 2006 methodology protocol for different fuel
types (petrol, diesel etc) using top-down approach.
GENERAl REPORT ON
72
The emissions will be calculated using information
on type and quantity of fuel consumed (converted to
equivalent energy units (TJ)) and using respective
default gas-specifc emission factors
Emission = [Fuel
a
* EF
a
]
Emission = emissions of gases such as CO, NO
x
,
NMVOC (kg); EF = Emission Factor (kg/TJ); Fuel
consumption = Activity as energy input in TJ; a = Fuel
type
WP-5 Exploring Suitable Mitigation Measures
To reduce the delay timing and subsequently fuel loss
suitable engineering / management measures will
be worked out. Savings in Fuel & time loss after the
implementation of remedial measures will be worked out.
The local transport authorities / planners / administration
of identifed sample cities which have been considered
as case studies will be contacted to explore those
signalized intersections which have been already
planned / considered to be undertaken for suitable
improvement / remedial measures by either adopting new
engineering measures or traffc management measures.
Those intersections shall be given priority in taking up
under the research study as identifed sample signalized
intersections for estimating savings in fuel & time loss due
to motorized vehicles before and after implementation of
appropriate remedial measures. The estimation of fuel
loss and emissions in the real world situation will abet in
validating the results obtained through the mathematical
models developed under this study.
For other intersections the remedial measures will
be worked out to reduce the delay timings and their
effcacy will be quantifed using analytical tools.
WP-6 Development of Models between Fuel Loss
and Emission
Different categories of vehicles emit various chemical
compounds due to direct combustion process. The type
and quantity of these emissions depends on a variety
of factors which includes the tuning of engine, fuel type
and also driving conditions. The emissions generally
found after combustion include Hydrocarbons (HC),
Carbon Monoxide (CO), Carbon Dioxide (CO
2
), Oxides
of nitrogen (NO
x
), Sulphur Dioxide (SO
2
), lead (Pb) and
Particulate Matter (PM). The major substances covered
under greenhouse gases include CO
2
, CH
4
, N
2
O,
CO, NO
x
and NMVOC. These compounds generated
through combustion are considered damaging to the
natural environment and human health on local and
global scale.
The fuel loss estimation can be correlated with energy
required in idling of a vehicle with respect to time.
Whereas, the vehicle emissions can also be found by
estimating harmful compounds emitting with respect
to time. These two variables can be modeled together
for Indian conditions. The development of models shall
be made after having the entire data base on fuel
loss at various signalized intersections. Refnement
and validation of models will be done by selecting few
signalized intersections within identifed 70 samples
and comparing the outputs in terms of fuel loss and
emissions with the developed models.
Dr. Ravindra Kumar, Dr. Purnima Parida, Dr. Devesh
Tiwari and Dr. S. Gangopadhyay Idling Emission
at Intersections and Exploring Suitable Mitigation
Measures, 2nd International Conference on Traffc
and logistic Engineering (ICTlE 2013), 15th 16th
March 2013, Istambul, Turkey. Selected for publication
in the Journal of Traffc and logistics Engineering ISSN:
2301-3680.
from:
Delhi 110025, E-mail ID: [email protected]
12. Study on Operation of Boat Services by State
Water Transport Department (SWTD)
Date of start: September 2012
State Water Transport Department (SWTD) ii.
(C)
The major objectives of the study are:
To assess operational characteristics of the boat 1.
services; its passenger load and lead factors; fxed
and variable cost; and income and expenditure
pattern
To suggest an appropriate fare structure for 2.
different types of boat services
To compute appropriate price indices to help 3.
future fare revision in SWTD.
Methodology
In- Boat survey was conducted in Alappuzha,
73
Ernakulam, Kottayam and Kollam districts.
Passenger count was taken in each fare stage by
travelling inside the boat selected;
12 boats consisting wooden and steel boats
travelling in different routes of Alappuzha, Kottayam
,Ernakulam and Kollam were selected for detailed
survey;
Cost modeling and Cost Auditing of SWTD boat
operations.
The value of inputs compiled for SWTD refers to survey
based on limited sample basis conducted by NATPAC
in 2012 and accurate demand forecast have not been
made for any particular route. Frequent fuctuations 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.
The variable cost of boat service by SWTD boats
was found to be Rs.0.50 passenger kilometer and
the total fxed cost was found to be Rs.2.50 per
passenger ;
The study recommended hiking minimum fare as
Rs. 4/- up to to the travel distance of 3 Kms. For
travel beyond 3 Kms the fare is fxed as Rs.2.50 +
Rs. 0.50 x distance.
The Kerala Government accepted the recommendations
and implemented fare hike w.e.f May 2013.
Reports/Publications: Final Report, March 2013
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
13. Application of Road Pricing as a Tool for
Reducing Traffc Congestion in Cities Case
Study of Trivandrum Capital Region
Date of Completion (Actual): August 2013
Scope and Objectives:
The study area was confned to the major arterial
road corridor from Balaramapuram to Sreekariyam in
Trivandrum region. The objectives of the study are:
To study the traffc fow pattern on the selected i.
roads in the study region.
To assess the extent of traffc congestion and ii.
to review various means of reducing traffc
congestion.
To identify the potential areas and institutional iii.
mechanism for implementing congestion pricing.
To assess the viability of introducing congestion iv.
pricing tools and to evaluate its impact on the
traffc condition and level of service.
Methodology
Tasks carried out include: collection of necessary data
through primary and secondary sources and analysis
of data to extract the necessary inputs for the study.
These include:
Detailed Inventory of the study area to assess the
characteristics of roads and their capacity.
Traffc surveys to assess the traffc fow pattern
including vehicular fow, parking and pedestrian
activities.
Opinion survey of vehicle users regarding
congestion pricing and evaluation of impact of
congestion pricing.
Conclusions
The modal split was performed for the base year 2012
using the multinomial logit modal module in Cube
6 software. The weighted average cost of travel for
private modes was computed as Rs. 6.87 per km.
It was observed that the ridership by public modes
varied from the existing 39.1 percent to 49.4 percent
when the travel cost by private modes increase by 70
percent. Similarly, it was observed that the ridership
by public modes varied from the existing 39.1 percent
to 30.4 percent when the travel cost by private modes
decreased by 70 percent.
From willingness to pay survey, it was observed that
about 60 percent of the trip makers were willing to pay
the congestion price. From this, it is inferred that 35
percent of vehicle trips by cars and two wheelers will
be diverted to alternative routes of travel. Thus the fow
along the selected links was reduced by 40 percent.
It was found that the speed for the existing condition is
21 kmph for a vehicular fow of 2705 pcu/hr/direction.
With the implementation of congestion pricing, when
GENERAl REPORT ON
74
the traffc fow is reduced by 40 percent, and thereby the
speed along the road section increased by 88 percent.
Application of road pricing as a tool for reducing traffc
congestion in cities - Case study of Trivandrum Capital
Region, Study Report NATPAC, 2013.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
14. Assessment of annual Toll Collection
Potentials for Different Sections of National
Highways
Date of Start : April, 2012
Date of Completion (Actual) : June, 2013
National Highways Authority of India (NHAI)S ii.
The purpose of the study is to assess the toll collection
potentials at different stretches of National Highways
namely:
ROB at Padannakkad, Kasargod district on NH- i.
17,
Kumbalam Toll Plaza in Ernakulam on NH-47 ii.
and
Namakkal-Salem on NH-7. iii.
The following are the objectives of the study:
Estimation of tollable vehicles through classifed i.
volume counts for seven days.
Collection of O-D details of tollable vehicles ii.
passing through the toll plaza and the frequency
of trip for a normal day.
Identifcation of parameters to refect seasonal iii.
variation of traffc and sale of petroleum products
from retail outlet in the infuence area of the
project for the last 12 months period.
Estimation of annual toll potentials for each of the iv.
identifed sections of NH.
Methodology
For assessing the annual toll collection potential at
selected locations of National Highways, the following
tasks are performed:
From analysis of classifed volume counts, the average
daily volume of tollable traffc has been estimated.
To account for seasonal variation of traffc, sale of
petroleum products in the infuence region has been
obtained from the petrol pumps. From this, seasonal
variation in tollable traffc has been worked out.
From this, month-wise tollable traffc with different entry
tickets has been estimated. Fixation of toll rate for
different types of vehicles and entries is available from
NHAI. Using the above rates, the annual toll collections
for different sections of NHs have been estimated.
NATPAC has carried out seven-day traffc surveys at
the specifed location and one-day origin-destination
survey to collect relevant data pertaining to the study.
Based on the analysis of data, the annual toll collection
potential is arrived at.
The recommendation of the study have been utilized
for fxing annual toll collection for the identifed sections
of NH and accordingly the toll collection agencies were
entrusted with the task with revised rates of toll as
specifed by NHAI.
Assessment of toll collection potential at i.
Kumbalam toll plaza on NH 47 in Kochi, Project
Implementation Unit, National Highway Authority
of India, Kochi Study Report, NATPAC, 2012.
Traffc survey on NH 7 in Salem in Tamil Nadu ii.
Regional Offce, National Highway Authority of
India, Chennai Study Report, NATPAC, 2012.
Traffc survey to assess annual potential collection iii.
at Padannakkad on NH 17 in Kasargode district
Study Report, NATPAC, 2013.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
15. Impact of Speed Restriction Measures on
Road Safety and Level of Service
75
Date of Completion: (Actual): March 2013
Centre (NATPAC) R
The aim of this study is to evaluate various speed
restriction measures followed in cities and its impact
on road safety and level of service of the road. The
scope of the study has been confned to Vizhinjam-
Kaliakavilai road - a recently upgraded road - in the
Trivandrum district. The objectives of the study are:
To identify the road sections where speed control i.
measures are in force.
To evaluate the effect of the speed control ii.
measures on road safety and level of service.
To carry out before and after effect accident iii.
analysis of the identifed road sections where
speed control measures are enforced.
To evaluate effectiveness of speed restriction iv.
measures deployed on the section by traffc
simulation using a micro-simulation tool called
VISSIM.
To suggest appropriate guidelines on speed v.
management measures.
Methodology
The study corridor-Vizhinjam to Kaliakavilai road having
a distance of 26km- connects the Western parts of
Kerala to Southern districts of Tamil Nadu. There were
13 speed restriction measures, of which, 7 rumble strips
and 6 speed humps are in place along the road stretch.
The speed limit assigned to this section is 40 km/hr.
Tasks carried out includes collection of necessary data
through primary and secondary sources, and analysis
of data to extract the necessary inputs for the study.
An opinion survey of road users and the local people
was conducted to obtain the feedback of speed
management measures being implemented in the
study stretch. An evaluation of the impact of speed
management measures on the safety of road users
and level of service of the identifed road sections was
carried out.
Conclusion
The study evaluated the usefulness of various speed
management measures hitherto adopted on the
highways in Kerala region. From the analysis of the
impact at the Vizhinjam- Kaliakavilai section the
following conclusions could be drawn.
Average speed of the entire section is 40kmph
and the speed gets reduced in the sections
where speed restriction measures are in place.
Speed Hump has no effect in the reduction of
average speed in the entire section. From the
spot speed analysis, the speed at the straight
section is two times more than the speed near
the humps.
Based on the feld experiments on hump geometry
and hump-crossing speeds of two wheelers and
passenger cars, this investigation have shown
that statistically signifcant regression relationships
could be established between hump-crossing
speeds and hump geometry characterized by area
to width ratio. These relationships provide a useful
tool for feld engineers to design hump geometry
for speed control.
From the accident analysis, it is clear that there is
no signifcant reduction in the number of accidents
reported in the section due to the speed breakers.
With fairly low level of traffc in the stretch and due to
the congestion in NH-47 (Trivandrum- Kaliakavilai
road), mostly through traffc is attracted to this
stretch and there is no evidence to show that the
speed restriction measures have any impact on the
accident rate on this stretch.
Speed restriction measures have to be designed based
on the geometric design procedure based on the 85th
percentile speed of vehicles and the hump area to
width ratio.
This study needs to be carried out in different traffc
situations and road environment in order to provide
appropriate guidelines for speed control.
Effect of speed restriction measures on road safety and
level of service, Study Report, NATPAC, 2013.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
GENERAl REPORT ON
76
16. Effect of Type of lead Vehicle on Headway
in Two Cities of North east- Silchar and
Shillong
Date of Start:
Date of Completion (Actual): August 2013
Delhi (R)
Investigate the effect of type lead vehicle in plain i.
and hill roads;
Understand type of lead and following vehicle in ii.
mixed traffc and speed associated with safety
Methodology
Headway data were collected using Video recording in
two cities of north east one represent plain Silchar
and other represent Shillong. The collected data were
decoded and for each vehicle type, headway speed
and frequency were analyzed. The study is mainly to
explore the effect in both congested traffc, free traffc
both in plain and hill roads.
Vehicle following behavior is not properly address in
literature therefore proper results from micro simulation
models are not known. The accurate estimation of
vehicle following headway, speed will provide the help to
better understand traffc fow model. The data collected
in north east is sensitive and strategically importance.
Therefore this study comes under strategic important
sector to understand highway capacity and accident
preventions.
Further Work
The study can be further covered on larger area in north
east as well as in city for better understanding.
Dr. Ravindra Kumar and Dr. Purnima Parida (2013)
Evaluation of following headway behaviour in mixed
traffc conditions in north-east India, World Association
of Sustainable Development and also selected in
Journal World Journal of Science, Technology and
Sustainable Development (WJSTSD). SCI
from:
Delhi 110025, Phone : 011-26312268, Fax: 011-
26312268, e-mail ID: [email protected]
17. Traffc Studies for Junction Improvement of
Major Road Corridors in Ahmedabad
Date of Start: Jan 2011
Delhi (R)
To conduct appropriate traffc studies to quantify
the traffc problems and traffc characteristics at
identifed intersections.
Estimation of future traffc and its distribution at
peak hours for each intersection for the next 10
years.
Preparation of typical junction improvement
conceptual plans for identifed Intersections.
The traffc studies conducted for 34 (Thirty Four)
intersections as identifed by the Ahmedabad
Municipal Corporation
Methodology
Field studies and data collection: Collecting the a.
following primary data to understand the existing
problems and to analyze traffc demand.
Road Inventory Survey. i.
Classifed Traffc Volume Count Surveys. ii.
Speed and Delay Survey. iii.
Pedestrain Voulme Count Survey. iv.
Secondary Data Collection: Secondary information b.
such as vehicles population, land-use data,
ongoing and future envisaged developments in the
surrounding areas will be useful in evolving junction
improvement plans. Existing available detailed
project reports and proposed land use plans/
master-plans, by local governments on traffc and
transportation situations on AMC road network.
Data analysis and interpretation: Estimating the c.
Traffc volume based on traffc volume survey and
estimating future demand by considering primary
and time series data (secondary data) for next 10
years.
Preparation of Junction improvement Plans: d.
Conclusions
The Share of Car in total vehicle composition
77
varied from 8 percent (Dinesh Chamber Bapu
Nagar Intersection) to 49 percent (Prahlad Nagar
Intersection on SG Road). The average share of
Car is about 22 percent.
The Share of Two wheeler in total vehicle
composition varies from 28 percent (Dinesh
Prahlad Nagar Intersection on SG Road) to 66
percent (Pragati NagarChar Rasta). The average
share of Two Wheeler is about 46 percent.
The share of Buses ranges from 0.5 percent to 5
percent. The average share at all intersections is
about 1 percent. The percentage share of Buses
is higher on BRT corridor (average 3 percent). The
highest percentage share of Buses was observed
at Paldi Intersection (5 percent).
The average Travel Time per kilometer is about 4.5
minutes on speed and delay study road network
(45.87Km).
The average total delay per kilometer varies in
between1 to 2 minutes on study corridors.
Recommendations
Provision of Grade Separated Facility: 17
Junctions are categorized as top priority, 9
Junctions fall under second priority and 8
Junctions fall under third priority, based on Base
year and Horizon year traffc fow. For these
junctions It is recommended to provide Grade
separated facility in Phase wise
Provision of Continuous NMT lanes;
Provision of Foot Paths at Intersection;
Island Improvements;
Signs and Road Markings;
Redesign of Signal Phase;
Parking Regulations.
Conceptual Drawings for Intersection
Improvements.
Draft Final Report submitted to Ahmedabad
Municipal Corporation (AMC)
from:
Mathura Road, New Delhi - 25, Phone: 011-
26312268, Fax: 011-26845943, E mail ID: director.
[email protected]
18. Traffc Studies for Major Intersections
Improvement in Vadodara City
Delhi (R)
To study existing traffc circulation pattern/problem
audit.
To conduct junction inventory survey to prepare
junction map with actual site position.
To conduct classifed traffc volume count
survey, pedestrian surveys at the selected major
intersections, speed and delay surveys and
preparation of detailed traffc & pedestrian patterns
and delay at these intersections.
To collect secondary data on Vehicle registration
for last 5 years in Vadodara.
Traffc data compilation, analysis and demand
forecasting up to 10 years span with 5years span
interval applying various approved methods.
To propose short term and long term improvement
plans and warrant analysis for at Grade/Grade
separation provisions
To recommend appropriate proposed at grade and
grade separated improvements based on traffc
data analysis and IRC guidelines.
Methodology
Field studies and data collection: Collecting the a.
following primary data to understand the existing
problems and to analyze traffc demand:
Road Inventory Survey. i.
Classifed Traffc Volume Count Surveys. ii.
Speed and Delay Survey. iii.
Pedestrain Voulme Count Survey. iv.
Secondary Data Collection: Secondary information b.
such as vehicles population, land-use data,
ongoing and future envisaged developments in the
surrounding areas will be useful in evolving junction
improvement plans. Existing available detailed
project reports and proposed land use plans/
master-plans, by local governments on traffc and
transportation situations on VMC road network.
Data analysis and interpretation: Estimating the c.
GENERAl REPORT ON
78
Traffc volume based on traffc volume survey and
estimating future demand by considering primary and
time series data (secondary data) for next 10 years.
Preparation of Junction improvement Plans: d.
Interim Conclusions/ Supporting Data:
Project is on going and no interim conclusions drawn yet.
from:
Delhi 110025, Phone: 011-26312268, Fax: 011-
26845943, E mail ID: [email protected], punam31@
gmail.com
19. Effect of Countdown Display on Traffc Flow
Characteristics and Driver Behaviour at
Signalised Intersections
Date of Completion (Targeted): June 2016
Indian Institute of Technology Roorkee (R, I), i.
Deptt. of Science & Technology, New Delhi ii.
(S)
Compare queue discharge characteristics, start-up lost
time, approach speed, drivers decision to stop before/
cross the intersection in the presence and absence of
countdown display at the signal controlled intersection
locations and assess perceptions of road users
regarding countdown timers.
Methodology
Video data will be collected at different signalised
intersections and necessary data will be extracted at
the Traffc Engg .lab, Civil Engg. Deptt., IIT Roorkee
and subsequently analysed.
from:
Dr. Indrajit Ghosh, Asstt. Prof., Civil Engg. Deptt., Indian
Institute of Technology Roorkee, Mobile: 9536932669,
Phone: 01332285533, Fax: 01332275568, E-mail ID:
[email protected], [email protected]
20. Development of Performance Parameters
for Two-Lane Roads Under Mixed Traffc
Condition
Date of Start and Duration: May 2013, 3 years
Date of Completion: May 2016
Indian Institute of Technology Roorkee (C, I)
The study aims at evaluating the performance of two-
lane intercity roads when the facility is being used by
heterogeneous traffc. This assessment will help to
illustrate the quality or level of service perceived by the
motorists traveling on these roads.
Proposed Methodology
Video data will be collected from several two-lane
road sites from different parts of India. Various
performance measure parameters will be extracted
in the Transportation Engg. lab, Civil Engg. Deptt.,
IIT Roorkee. Trials will be made to correlate these
parameters to the v/c ratio.
from:
Dr. Indrajit Ghosh, Asstt. Prof., Civil Engg. Deptt., Indian
Institute of Technology Roorkee, Mobile: 9536932669,
Phone: 01332285533, Fax: 01332275568, E-mail ID:
[email protected], [email protected]
B. ON GOING/ COMPLETED PROJECTS
1. Traffc and Transportation Studies for Port
Blair City
Date of Start: Nov 2011
Date of Completion (Actual): Feb 2013
Delhi (R)
Status: Completed
Progress
The major economic base of Port Blair is tourism
industry in addition to the Sea based industries. The
in-state vehicles, tourist movement put a burden on the
existing inadequate road infrastructure. This mismatch
between supply and demand of infrastructure has
culminated in increasing traffc related problems such
as congestion, accidents, air pollution etc. Considering
the above issues, on request from the Andaman &
Nicobar Islands Administration, CSIR-CRRI study team
conducted traffc surveys in the month of December
2011 and January, 2012. As a part of Phase I studies
79
CSIR-CRRI conducted the traffc volume studies at
Intersections, Mid-blocks, Pedestrian Studies, Parking
studies and Speed and Delay Studies accordingly based
on the above study results to ease the congestion and
associated externalities at city centre and other places
within the Port Blair City. The recommendations were
made in terms of intersection designs, parking facilities,
pedestrian facilities and traffc management schemes
and the same also tested with the simulation studies to
fnd the impact of the traffc management schemes. The
recommendations are intended to show application of
principles of traffc engineering, transportation planning
and advice on good practice which will ease the
congestion, helps in providing the better facilities to the
users and systematic development of Port Blair City.
The absence of a well planned public transport system
manifested in propensity to own and also use personalized
vehicles. Increase in traffc and mobility of people have
further increased the load on these exiting road network
and there is a need to develop proper traffc management
plans and expansion of road network. Therefore it is
imperative to design a new transport system that caters
to the future needs of transportation by estimating the
travel and transportation needs for the horizon years. In
that process, the tasks should cover the identifcation of
road system with hierarchical set up and public transport
route planning. For the accomplishment of these tasks,
a systematic traffc and transportation study is conducted
by CSIR-CRRI in order to improve the traffc condition
and meet the future travel needs of the people in Port
Blair. CSIR-CRRI has conducted transportation studies
namely Household Travel Survey, Outer Cordon Survey,
Intermediate Public Transport Survey, Public Transport
(Intercity Bus, City Bus, Jetties) Terminal Survey, Inter-
regional Travel Survey (Jetty and Air) and Goods Terminal
Survey. Utilizing all the study data collected and subsequent
analysis and transport model development, the emerged
proposals out of this study are: Implementation of New
links, Improvement of Existing Public Transport Network
and Introduction of light Rail Transit or Mono Rail. It is
hoped that the study fndings and recommendations would
be immense help for the implementing agencies in order
to improve the traffc and transportation conditions of the
Port Blair City.
The recommendations are proposed as part of Phase-I
are as follows:
Geometric Design of Intersections
Circulation Plans
Around Clock Tower Area (include Clock Tower
Jn, light House Jn, Gandhi Statue Jn, Bengali
Club Jn, Model School Jn, IP&T Jn)
Around Dairy Farm Jn and Hayat Singh Jn.
Around Janglighat Area
Widening of Existing Roads and New links
Pedestrian Facilities
Parking Facilities
Commercial Vehicle Movement
Traffc Signals
Traffc Signages
Utilizing all the study data collected and subsequent
analysis and model development, the emerged
proposals out of this Phase II study has been given
below:
Implementation of New links
New link connecting the Dollygunj Junction to
New Marine Drive Road via Polytechnic and
industrial estate and can be connected to
Haddo Jetty and further Chatham Jettey along
the West Coast
New link to/from the Air Port connecting ITF/
VIP Road
Road bridges to other side of the island namely
Hope Town, Dundas Point and Choudhari
Improvement of Existing Public Transport Network
Bus System
Increase Fleet to improve frequency
Conditions of buses to increase and Safety
Comfort levels
Proper scheduling should be developed
Integration of feeder modes at the Terminals
Ferry System
Terminals to be improved
Proper scheduling should be developed
Integration of feeder modes (bus, auto etc.) at
the Terminals
Introduction of light Rail Transit or Mono Rail (Total
of 13.7 Km of Network)
Bathu Basti Jn. - Chatham Jn (9.9 Km)
Hayat Singh Jn - Cellular Jail Jn (3.8 Km)
Interchange Station is at Hayat Singh Jn
Traffc and Transp ortation Studies for Port Blair
City, Final Report, Phase I
GENERAl REPORT ON
80
Traff c and Transportation Studies for Port Blair
City, Final Report, Phase II
One Paper in Refereed Journal
Two Papers in International Conferences
One B. Tech Dissertation submitted to BITS Pilani
One M. Tech Dissertation Submitted to ACiSR,
New Delhi.
from:
26312268, Fax: 011-26312268, e-mail ID: errampalli.
[email protected]
Selected Towns in Kerala State
Date of Start : November 2012
Centre (NATPAC), Thiruvananthapuram
Status: Ongoing
Based on detailed studies, base line data pertaining to
traffc and transportation system for six urban centres in
the state of Kerala namely, Karunagappally, Kanhangad,
Pandalam, Cherthala, Punalur and Nileswaram towns
have been compiled.
The base line data contains transport network in the
study area, volume and capacity utilization on major
roads, parking demand and pedestrian volume, and inter-
city passenger and goods movement and forecasting
of future travel demand for various horizon periods.
Considering the growth potentials of the study area, a
long term Transportation Development Plan have been
formulated by integrating road, rail, and water transport
systems for the respective urban areas.
The base line data and future traffc fow pattern given
in the report is expected to serve as basic inputs for
the preparation of Master Plan for selected towns in
Kerala.
Recommendations for Further Work:
Detailed project reports for the proposed short-term
and long term Transport Development Plan need to be
prepared prior to implementation of the improvement
proposals.
Preparation of Reports for Traffc & Transportation
system for Irinjalakkuda and Chavakkad towns in
Thrissur District are in progress.
Traffc and Transportation study for Karunagappally i.
Town in Kerala State, NATPAC, March 2013
Traffc and Transportation study for Kanhangad ii.
Town in Kerala State, NATPAC, March 2013
Traffc and Transportation study for Punalur Town iii.
in Kerala State, NATPAC, April 2013
Traffc and Transportation study for Pandalam iv.
Town in Kerala State, NATPAC, August 2013
Traffc and Transportation study for Cherthala v.
Town in Kerala State, NATPAC, September 2013
Traffc and Transportation study for Nileswaram vi.
Town in Kerala State, NATPAC, November 2013
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
3. Preparation of Inventory of Roads for Selected
Grama Panchayaths in Kannur District
Date of Start: April- 2010
Date of Completion: March-2013
Status: Completed
Progress:
Developing 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
81
Assessment of settlement level connectivity
Total settlements
Connected/unconnected
Road length required for connectivity
improvements
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
The Core Network Plan prepared earlier by the State
Government was found to be defective due to omission
of many important existing links and roads required for
new connectivity/improvement. NATPAC can develop
up to date, reliable and scientifc data base (digitized
spatial maps in GIS format along with road inventory
and location of socio economic infrastructure facilities
that determine the travel pattern) of roads under the
control of various Departments/Agencies.
Preparation of Inventory of Roads for Selected Grama
Panchayaths in Kannur District- Study Report
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
4. Updation of Price Index for Stage Carriage
Operations (PISCO) in Kerala
Date of completion: On-going study
Status: Ongoing
The study evaluated the performance of private bus
operators and suggested methodology for periodic
computation of their operating cost.
Periodical updating of Price Index for Stage Carriage
Operations (PISCO) gives a scientifc basis of fare
revision of Stage Carriage Operation. The value of
inputs compiled for PISCO refers to survey based on
limited sample basis conducted by NATPAC in 2012
and accurate demand forecast have not been made
for any particular route. Frequent fuctuations in fuel
and other cost inputs and also the load and lead
Reports/ Publications : Interim Report, September
2012
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
5. Updation of Price Indices for Auto and Taxi
Operations (PIATO) in Kerala
Date of completion: On-going
Present Status and Progress:
On-going study
The Price Index for Auto rickshaw Operations (PIARO)
moved from 100 (Base year-June 2006) to 145.07 in
December 2011. The index had increased to 145.61 in
April 2012 and further to 150.26 as on 30th September
2012.
The Price Index for Taxi Operation (PITO) moved from
100 (Base year-June 2006) to 118.45 in March 2011
and further to 124.52 in April 2012. The index has
moved to 132.63 as on 30th September 2012 showing
an increase of 3.19 percent. The last fare revision for
auto rickshaw and taxi services were announced by
the Government in January 2011. Between January
2011 and September 2012, the price index for auto
rickshaw operation has shown a growth of 10.40
percent and that of taxi operations increased by 11.99
GENERAl REPORT ON
82
percent. This suggests that the fare level of auto and
taxi services in the State may be revised upwards by
10.4 and 12 percent respectively.
Computation Periodical updating of Price Indices for
Auto and Taxi Operations (PIATO) gives a scientifc
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 fuctuations in
fuel and other cost inputs and also the load and lead
Reports/ Publications:
Interim Report, October 2012
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
6. Development of Multimodal Level of Service
(Mmlos) Measure for Urban Roads of India
Date of Completion (Actual) : November 2012
Delhi
Completed
This study is presented in two major parts A) level of
Service for pedestrians and B) Pedestrians walking on
footpath and on carriageway in space sharing scenario.
First part discusses in details about the factors
affecting to level of service measure of pedestrians and
methodology for estimating the level of service measure
based on random utility theory. Second part includes
the interrelationship between traffc on carriageway
and choice of pedestrians whether to use carriageway
in existence of footpath facility in Indian traffc scenario
of space-sharing.
Developed measure for loS is applicable to mixed traffc
conditions of India. Since this a measure for pedestrian
facilities to rank intersections; can be used by traffc
engineers and transport planners for categorizing
intersections. Alternatives for signal cycles can be
tested with the help of simulation to improve lOS.
All the results belongs to the single selected location,
author understands that these cannot be generalised.
For more generic results larger sample size through
stratifed sampling method to cover different roads is
required.
Nisha G. and Mukti Advani (2012), Behavioural
analysis of Pedestrians while crossing the road
at intersection, National Conference on Urban
Mobility - Challenges, Solutions And Prospects,
IIT Madras, July 13-14, 2012.
Mukti Advani and Nisha G. (2012), Behavioural
analysis of Pedestrians for walking on footpath and
on carriageway in space-sharing traffc scenario,
Indian Highway, July issue, pp. 41-47.Indian Road
Congress, New Delhi.
Mukti Advani (2012), Factors affecting the
pedestrians level of service (lOS) and model
development for mixed traffc scenario, Indian
Journal of Transport Management, July-September,
pp. 174-185.
from:
26312268, Fax: 011-26312268, E-mail ID: MUKTI7@
gmail.com
83
3. SAFETY & ENVIRONMENT
SUMMARY
There are 15 projects reported for the frst time and 12 projects on going. One of the project stressed that all plastic
products, like, traffc, delineators, safety barriers, cones etc. need to be specifed in terms of capacity, dimensions, raw
material specifcation, thickness, approx. weight, etc. so as to avoid monopolistic approach and to protect the usage
of sub-standard raw material, look alike light weight products. The temporary road safety products should have some
standardized parameters well defned & the highway projects should incorporate the crash tested plastic barriers to
offer road safety to vehicles movement on stretches undergoing development. There is a need of Main Govt. Body
should take initiative to guard the new road safety developments and should not leave it to concessionaires who
primarily look for only cheaper versions unless specifed or directed by Nodal Agency. The other concern area is that
budget allocation for road safety during road construction is always preferred to keep on a little lower side may be due
to reasons that these temporary road safety solutions lose the importance after completion of work.
There are about 13 safety audit projects were reported. The studies highlighted the common problems in construction
stage audit i.e. Improper barricading in work zone area by providing Gunny bags, Improper median opening, Presence
of unprotected edge drop observed, Absence of proper night time visibility at construction zones, Absence of warning
signs and refectors at/near curve sections, Absence of Crash Barrier at the required locations, Hazardous parking
of trucks on the outer lane of the road, Poor Traffc management near the access points and at construction zones,
Placement of unprotected construction materials on the berm, Absence of pavement markings at least at critical
locations, Absence of proper pavement condition, Absence of proper Signages in the work zone area along the
project stretch. Some studies reported the inclusion black spot analysis of the project stretch and remedial measures
at those locations.
A study also reported to be examining the infuence of life stress and associated stress factors during long and
monotonous driving situations among different categories of drivers. The study on analysis of driver behavior and
crash characteristics during adverse weather conditions found that frequency and severity of accident like situations
and other related incidents can be reduced by providing drivers with enough information about the roadway and
traffc conditions as well as through better traffc management during adverse weather conditions. One of the study
is aimed at developing the design standards for anti glare screen barrier.
A study on Benzene and VOC in Delhi corridors warranted to control VOC at petrol pumps. One of the studies
suggests that efforts should be directed to assess the health aspects of the workers for evolving suitable standards
for the hot mix plant emissions. In one of the project the Fuel effciency characteristics of Heavy Duty Vehicles in India
is being studied for Heavy duty vehicles regulations and base.
There should be standards for all road safety equipments whether temporary or permanent to avoid monopolistic 1.
approach and to protect the usage of sub-standard raw material on a project highway including crash tested
crash barriers.
There should be proper allocation of budget for safety at construction zone as they treat less importance due 2.
to temporary in nature but still very much accident occurring phase.
At almost all the sites, the safety at construction zone was either neglected or partially implemented. 3.
long hours driving by truck drivers is also a safety problem. 4.
Control of Pollutants at hot mix plants and at Petro pumps which posing health problems of workers. 5.
GENERAl REPORT ON
84
1. Performance Assessment & Product
Behaviour Observation of Crash Tested Road
Safety Barrier (Plastic) Model Cosmos Road
Liner 2000S in Indian Varied Climate & Traffc
Pattern.
Date of Start: June 2011.
Date of Completion (Actual): September, 2012
M/S Cosmos Fibre Glass Ltd., Faridabad i.
(Haryana) (R,C)
Commissioner of Police, Traffc Department, ii.
Faridabad (I).
Scope:
Since liberalization of world economy India has
witnessed overall steep growth than similar developing
economies though WTO identifed electricity shortages
and inadequate infrastructure as signifcant constraints
to the growth factor.
The physical infrastructure such as electricity, railways,
roads, ports, airports, irrigation, and urban and rural
water supply and sanitation already faces a substantial
defcit due to growth pace of the economy in recent
years.
Thus Government formed the physical targets vis--
vis defcit in their Eleventh Plan where emphasis was
laid on Rural & Urban Roads, Highways, Express
ways, Bridges, Airports etc. The Eleventh Plan also
encourages private sector participation directly as well
as through various forms of PPPs. PPPs must aim
at bringing private resources into public projects, not
public resources into private projects.
The infrastructure development plans encouraged in
parallel to also determine & specify the adequate safety
measures to be adopted during developments. There is
still inadequate utilization of such Road Safety products
& it also focuses the increasing requirement to defne
and lay down the technical specifcations of road safety
plastic products for rendering the safety as temporary
installations and has adherence to the safety standards
desired to cover such work under progress sites.
The increase in traffc congestion, new urban & rural
roads, bridges, and highways offering high speed
vehicle movement have increased accidents, injuries
& fatalities multifold. Comparatively China has road
accidents and fatalities on a downward slide.
This explicitly establishes to reckon the existing safety
products deployed & lay down the defned specifcations
for new safety measures/equipments in the best interest
of public or civic society.
The present temporary plastic products have few
evident limitations like they lack the standardized
technical specifcations which clear the Road Safety
defnition thus leaving a question mark for their use as
road safety product on roads with moving traffc. It is
genuinely inappropriate to speak on any crash tests
performed or simulation performed for the said reason
due to information tool limitations, though it is followed
globally before deployment of such plastic systems.
Therefore, all plastic products like traffc delineators,
safety barriers, cones etc. need to be specifed in terms
of capacity, dimensions, raw material specifcation,
thickness, approx. weight etc. so as to avoid monopolistic
approach and to protect the usage of sub-standard raw
material, lookalike light weight products etc.. This shall
also determine no compromise at quality front & would
be in the best interest of civic society.
There also emerges the strong need to locate temporary
road safety barriers on highway under construction, 4
lane 6 lane conversions, 4 lanes & rural roads which
could offer road safety to the satisfaction.
The huge scope is evident as requirement sustains
to defne & lay mandatory norms of installing the
temporary Road Safety Crash Tested Plastic Barriers
at all identifed locations such as near over bridges,
V.V.I.P. Belts, Foreign Consulates, Airports, Toll Tax
Stations OR high way roads under construction, rural
roads under state or central government representation,
PPP projects etc.
M/s COSMOS identifed the considerably sizeable
scope for installation of water ballasted plastic barrier
system particularly on highways which lacks the
identifcation & description of such road safety products
with standardized technical specifcations (M/s IRC has
to look into this) in adherence to road safety standards
only.
The strong need of plastic barriers emerges which
primarily should qualify the Road Safety Barrier
defnition for temporary application & clear the crash
tests before being deployed on highway roads under
construction marked with low traffc speed to offer
safety to moving vehicles.
Hence, M/s Cosmos took this initiative to propose
their Road Safety Crash Tested Plastic Barrier which
is already under wide application for more than a
decade globally for such applications, already time
tested, possess approval certifcates from global
agencies certifying this product for use in their road
85
projects, is crash tested under level 0 and has
compliance to Road Safety Standards of AS/NZS
3845:1999.
Objectives:
M/s Cosmos felt the need to envisage the adequate
water flled devices as Road Safety Plastic Barriers with
clear demarcation of application areas in conjunction
to the technical strength, the reliability and proven
performance of such devices.
The objective is to attract the kind attention of key
decision makers to specify, standardize the technical
specifcation of such products prior deployment on road
sites, study & underline the salient features to draw
differential benefts one could achieve through plastic
barrier systems.
The quick temporary arrangement to offer road safety
on new highway projects to replace effciently the use
of traditional mud/soil flled sacs as per contemporary
safety solution is the strong demand in present
infrastructural development.
We still rely on non standardized preferences to offer
temporary road safety solutions & relate the subject
with only to do away approach along with cost
comparison between contemporary & traditional road
safety systems required on highway stretches under
construction.
The statistics of Road Accidents in India 2010
published by Ministry of Road Transport & Highways
(Transport Research Wing) narrates the factual
fgures which set an alarming situation in terms of
total road accidents, contribution of vehicle type,
fatal accidents, persons killed & persons injured.
It suggest the increasing trend and also it reveals
that may be by 2030 the road traffc injuries would
become the ffth highest leading cause of death
compared to its Ninth position in 2004.
This is a high time to re-invent the wheel & work on
standardization of effective temporary road safety
plastic barrier systems. Since, the introduction of new
practices in this area is largely to be re-considered
thereby inviting a fresh exchange of communication to
derive the standards for temporary road safety solutions
particularly on highway stretches.
The key objective is to place the Crash Tested Road
Safety Plastic Barrier System on heavy traffc zone
for performance assessment, the suitability of system
under varying climate conditions for traffc delineation
& product behavior as per safety barrier defnition & its
response during an unwanted event of accident with
this barrier system.
This is signifcant that the plastic products necessarily
should have some technical specifcations & material
specifcations defned under road safety norms. Due to
unavailability of defned information the infltration of plastic
products with recycled material, lower properties, and
substitute cheaper options is fnding an easy way through
and thus defeat the application of road safety purpose.
Such ignorance is critical by nature looking at the
risks involved & thereby attached life threats on roads
and therefore demands immediate attention towards
framing the technical parameters of all plastic products
to be used for installation as a road safety product.
This is also an established fact that besides awareness
there is no heavy duty plastic road safety barriers
approved for temporary installation on Highway
developments under progress to offer safety to moving
vehicles. This area needs an immediate attention
considering an increasing trend of accidents occurring
on such stretches. The traditional safety options are
insuffcient for such roads which deploy no other
traditional means whether it is latest technology for
road development, Engineering, Enforcement etc. is
concerned. The increasing traffc congestion has made
it requisite to seriously look into temporary road safety
solutions for Highways & Rural-Urban Roads.
M/s COSMOS feel privileged to initiate at this front &
could launch Crash Tested Plastic Road Safety Barrier
on a trial stretch at Badhkal Circle, Faridabad as a
temporary median adjoining NH-2 for performance
evaluation of this barrier system which comes with an
approval from different govt. agencies globally. We
received satisfactory results & acknowledgement in the
form of performance certifcate from Asst. Commissioner
of Traffc Police, Faridabad.
EVAlUATION CRITERIA RESUlTS ACHEIVED
Crash barrier shall contain &
redirect the vehicle. the vehicle
shall not penetrate, under ride
or override the installation.
Vehicle contained & redirected.
Controlled lateral defection
of plastic barrier is acceptable.
Almost nil lateral defection.
Detached elements or ebris
from the plastic barrier should
not penetrate or show potential
for penetrating the occupant
compartment.
No evidence of any potential of
intrusion of detached article was
found.
Shall not present an undue
hazard to other traffc,
pedestrians or personnel in a
work zone.
No undue hazard was found to
the other traffc, pedestriansor
personnel in a work zone.
The vehicle should remain
upright during & after collision.
Vehicle remained upright.
After collision it is preferable
that the vehicles trajectory
not intrude into adjacent
traffc lanes.
Vehicle came to rest close to the
barrier. No potential of intruding
into adjacent traffc lanes.
GENERAl REPORT ON
86
The errant vehicle crashed with the water flled crash
tested barrier system & following observations were
noted:
Thus it establishes signifcantly that such road safety
barrier systems deserve to be roped in for temporary
road safety solutions for all stretches as per need.
The technical parameters like raw material grade &
its properties, height, base width, top width, thickness,
capacity, crash tests result/certifcate etc. should be
standardized to follow as a common suit for all, this
shall also prevent & discourage lookalike products or
copied light weight plastic bodies which do not adhere
to defned standards of road safety barrier system for
installation on roads or highways, etc.
The strong need to introduce some policy which suggest
short & long term measures at macro/micro levels to
curb road accident injuries, fatalities etc. including such
water ballasted heavy duty plastic road safety barriers
for temporary safety application on roads/highways
persist.
Supporting Data
Site Installation Photographs (before & after vehicle a.
accident with barrier system),
Performance Certifcate issued by ACP, Police b.
Deptt.(Traffc), Faridabad.
The Approval letters of following global agencies: c.
Department of Infrastructure, Energy & i.
Resources, HOBART.
Department of Transport & Works, Road ii.
Transport Division, Darwin.
Main Roads, Western Australia, East Perth. iii.
Road Safety & System Management Division, iv.
Queensland Government.
Road & Traffc Authority, New South Wales. v.
ACT Department of Urban Services vi.
Site Installation Photographs at few locations in d.
abroad.
Technical Data Sheet of COSMOS Crash Tested e.
Road Safety Barrier.
As cited in earlier references that the utmost
requirement of introducing the temporary road safety
barrier system has surged forward which could be
seen as one of broad range of safety measures like
traffc management, multipronged approach, design &
quality of road infrastructure etc. to curb the menace of
accidents.
There is a signifcant application to introduce such
temporary barrier systems on highways as well which
could render support to preclude the accident injuries
and fatalities involved. In fact, to motivate & promote
standard code of practices, all the present temporary
barricading system like cones, plastic barricades etc.
should have material, properties, dimensions, color,
approx. weight, water capacity, level indicator to ensure
the product behavior as road safety product and it
needs to be redefned. This shall bring a pause to sub-
standard utilization of raw material, practices & protect
the compromises made if any in terms of quality of road
safety products.
The huge utilization potential is evident & need no
introduction in present scenario. We see the huge scope
of remedial actions to be yet taken at the forefront of
introducing these temporary road safety contemporary
measures on rural & urban highways/roads under
development or near future projects of Central & State
owned planned developments.
On above lines, we installed our crash tested water
flled road safety plastic barrier system in conjunction
with Traffc Police Department, Faridabad at an
identifed location which has serious requirement of
placing some temporary road safety barrier system as a
median to stop the infltration of either side traffc while
without compromising the road safety aspects. This
traffc junction is critical since the traffc load is pretty
heavy & accident chances are prominent since traffc
movement has + symbol of traffc direction fows and
merge at NH-2.
The results are astonishing, the demarcation is great,
accident occurred but the injuries were nil, system
debris was nil, clear traffc movement continued post
accident, vehicle dents were reduced, occupants were
safe etc. This is signifcant & establishes that such
systems are to be ideally encouraged & proposed for
all traffc applications whether it is traffc delineation or
excavated road site protection on highways, urban &
rural areas.
further work/further proposed work.
The sincere efforts were roped in to derive the
conclusions but being a new concept altogether towards
forming a new culture of using & attracting authorities
involved in to frame & execute the usage of temporary
crash tested plastic barriers as temporary road safety
barrier system on highways & urban roads etc. posed
few limitations.
87
The immediate response received from majority
comprising Concessionaires, Contractors, and
Consultants etc. was that Cosmos Crash Tested
Road Safety Plastic Barrier was either co-related
with existing non standardized copied so-called water
ballasted plastic crash barricades and secondly, the
cost comparison was sought between permanent crash
barriers (like Metallic W Beam & Concrete Steel Mix
Jersey Barriers) & temporary crash tested water flled
road plastic barriers.
The wide usage of traditional woven sacks flled with
sand as temporary marking of work under progress or
light weight plastic cones / light weight water ballasted
other plastic barricades has also imposed limitations
during project execution.
The Cosmos Crash Tested Barrier installed at Badhkal
Circle as median has demonstrated only a piece of
application; the appropriate application is highway
roads with work under progress where we wish to carry
it for road safety application in our further work.
It is evident through earlier citations that the strong
need has emerged to initiate the implementation of
crash tested road safety plastic products for temporary
applications to offer road safety to excavated road sites
on highways & main roads which are in accordance
to road safety barrier defnition & possess some basic
qualifying parameters before deployment on roads.
The Crash Tested Road Safety Barriers needless to
quote are frmly recommended to be installed at all
work zones where road development projects are to
be initiated, are in full swing, semi-fnished road sites,
gaps created on medians, exposed excavated roads
on highways, V.I.P pockets for temporary diversions,
Consulates, Airports etc.
The temporary road safety products should have some
standardized parameters well defned & the highway
projects should incorporate the crash tested plastic
barriers to offer road safety to vehicles movement on
stretches undergoing development.
This is appropriate time to scale the standard code
of practices for all the temporary barricading system
like cones, plastic barricades, crash tested barriers
etc. should have material, properties, dimensions,
color, approx. weight, water capacity, level indicator
to ensure that product meets the specifc defnition
of road safety product. This shall bring a pause to
sub-standard utilization of raw material, practices &
protect the infltration of sub- standard products with
cheap or recycled raw material, non UV stabilized
material properties etc. and deals strongly with
compromises made if any in terms of quality of road
safety products.
The above steps would certainly facilitate common
competitive platform to all concerned.
M/s NHAI should also seek trial executions of crash
tested road safety barriers through Concessionaires &
place it as one of the best substitute options in their
road safety proposal of new upcoming projects for
temporary road safety applications.
from:
M/S Cosmos Fibre Glass ltd., 60, DlF Induatrial Area,
Phase I, Faridabad (Harayana), Mobile: 098186491161,
Phone: (0129) 2277172, 2274797, E-mail ID: rohit.
[email protected]; [email protected]
2. Installation of Crash Tested Road Safety
Barrier (Plastic) Model Cosmos Road Liner
2000S at the Edges and Median on a Road
Construction Site to Observe the Suitability
of Road Safety Application.
Date of Start: July 2012.
Date of Completion (Actual): May, 2013)
M/s Cosmos Fibre Glass Ltd., Faridabad i.
(Haryana) (R,C)
M/s D.P. Jain Company & Infrastructure, ii.
Nagpur ( I )
Scope
The market is full of opportunities since road safety &
accident prevention tools are increasingly becoming
most important & vital to control the death tolls due
to negligence & high speed vehicles, beside this the
3- 4 percent approx. of Gross National Product is lost
in road accidents. The road accidents have been and
continue to be one of the greatest health hazards.
With new infrastructure development projects in
upswing it has become vital to enforce the up gradation
of new road safety products of modern age. The
initiatives from all sections responsible to ensure road
safety as a prime responsibility give a catalyzing effect
to introduction of such new product variants which
come with advance technical features & new designs
which are also time tested at various levels for similar
application across the globe.
Indian market is in a phase of encouraging & enrolling
such boosters fuelling more awareness to road safety
aspects. Every single day there is an increasing
concern for implementing new road safety measures &
our product is one such divisor which equals the road
safety concerns as a safety solution.
GENERAl REPORT ON
88
In present scenario market has loads of plastic
barriers with single application orientation i.e. traffc
delineator; whereas the plastic barrier model with crash
test performed along with crash test certifcate and
introduced through IRC Certifcation for temporary road
safety application is yet to happen as per our knowledge
and therefore we foresee a bright future & decent
scope for all road safety temporary application where
the strong but handy road safety barriers are required
which could prevent overriding of errant vehicle, impart
safety- to vehicle occupants and protect the other side
workers from critical injuries.
Objectives
The rigorous efforts are given in to test & try the
crash tested Cosmos Road Safety Barrier Models at
all strategic site locations demanding temporary road
safety barriers.
This is already been successfully crash tested at
Faridabad where it served as a median on a high traffc
zone proposed by Deptt. of Faridabad Police; as the
chained plastic barriers self contained the vehicle
without showing any sign of system defection or
displacement when vehicle collided thereby protecting
the vehicle occupants from critical injuries ( Reference:
Our previous report submission).
This time we offered quick temporary arrangement to
offer road safety at edges on new highway projects
of M/s D.P.Jain Company & Infrastructure to replace
effciently the use of traditional mud/soil flled sacs with
crash tested plastic road safety barrier Model Cosmos
Road liner 2000 S as a contemporary & ideal site
safety solution.
The response so far is satisfactory & Cosmos Crash
Tested Plastic Barrier Model is doing great job in terms
of protection to work zone & workers deployed on site.
The key objective is to frmly position this product as
highly safe temporary plastic road safety barrier for the
frst time in India with effective cost dynamics offering
to the Buyer in long run for multifaceted application
like traffc delineation at strategic locations and serve
the civic society as well with dependable road safety
system.
The performance of Crash Tested Road Safety
Barrier Model Cosmos Road liner 2000S during its
accreditation period as specifed by M/s IRC is clearing
all parameters successfully.
The certifcates received from M/s D.P. Jain Company
& Infrastructure, Nagpur for installation at edges and
from the Assistant Commissioner, Department of Traffc
Police, Faridabad explicitly cite that Cosmos Plastic
Road Safety Barrier could possibly be taken in stride
for such road safety solutions.
The above credentials thus qualify for immediate
consideration by M/s IRC to initiate positive conclusive
step for roping in the crash tested road safety plastic
barrier Model Road liner 2000 S as one of dependable
road safety plastic barrier for temporary road safety
applications in their IRC Code manual of road safety
products.
Supporting Data
Site Installation Photographs (before & after vehicle a.
accident with barrier system),
Performance Certifcate issued by M/s D.P. Jain b.
Company & Infrastructure, Nagpur.
The signifcant Infrastructure growth has paved the
need of using ideal, effective & contemporary temporary
road safety solutions for traffc injuries prevention. Road
traffc accidents are one of the worlds largest public
health and injury prevention problems, there is a strong
need to address this problem and focus of all leading
agencies is to introduce modern road safety barriers to
curb the accident related injuries. Traditional methods
have limitations & to the extent are not successful so
far to cater this major issue & therefore the need has
arisen to adopt modern road safety barriers.
Modern safety barriers are designed to absorb impact
energy and minimize the risk of Injuries to vehicle
occupants and by standers.
Cosmos Plastic Road Safety Barriers are one of such
modern safety barriers which has amazing strength
to absorb impact energy; this is time tested in abroad
and we do it in India with all technical specs, designs
& other salient features in line to key objectives of all
leading Govt. Agencies which is prevention of traffc
critical injuries.
This is been also tested in Indian Environment (Ref.:
our previous project), the vehicle accident occurred
with our Crash Barriers and the amazing results were
received like nil injuries, no system debris,, clear traffc
movement continued post accident, occupants were
safe etc. Presently COSMOS Plastic Barrier System is
installed at a trial stretch on construction of road from
Ghugus to Chandrapur. The performance is intact,
appreciation received for being heavy duty and ease
in handling, good visibility to either side moving traffc
& offering safety to all in that stretch. It is more than
180 days & till date no negative details are received, its
working fne as a safety barrier.
89
Today, if Cosmos Barriers even bring down the fatalities
to a meager decimal percentage post accident we see
that the huge contribution is delivered to the cause.
All over in India there are n no.s of stretches where
already we see delineators are employed, now the
question is are they certifed to have this impact
strength & if yes then what are parameters?
We are pleased to say that we have it all in our product;
one could draw manifold benefts from Cosmos Road
Safety Plastic Barrier in terms of prevention of critical
injuries; reduction in damage to National Gross Products
since Plastics is recyclable; overall cost effective safety
solution over the period of use etc.
Thus, it is signifcant that such barriers systems
need encouragement by Government Bodies for all
traffc applications which are sensitive, more prone
to accidents, VVIP movement belts where temporary
delineation is needed, Airport, excavated road site
protection on highways, urban & rural areas, etc.
further work/ further proposed work
The available media resources majorly internet
familiarity has given lot of insight & awareness on new
product launches across the globe. This is good to the
extent of educating the application & present use but
equally it has certain limitations like one easily draw
the inferences based on cost, ample availability of
cheap traditional safety products in use etc. The overall
product assessment on the basis of attached benefts,
salient features and product differential aspects get
ignored due to such reasons.
There is a need of Main Govt. Body should take
initiative to guard the new road safety developments
like Cosmos Crash Tested Road Safety Plastic Barrier,
they leave it to concessionaires & concessionaires
primarily look for only cheaper versions unless specifed
or directed by Nodal Agency. The other concern area
is that budget allocation for road safety during road
construction is always preferred to keep on a little lower
side may be due to reasons that these temporary road
safety solutions lose the importance after completion of
work. They are to be removed from site but practically
this cost is negligible if compared with future renting to
other players & also in own projects by the owner of the
temporary barricades.
This makes it evident that under above circumstances
it could play a major role to save recurring purchase of
temporary barricades & if revenue model of renting is
designed by purchaser could very well become one of
their revenue earning sources.
The installation of Crash Tested Barriers done by M/s
Cosmos demonstrates the versatile suitability for safety
applications whereas the scope is many fold. Only
Nodal Agency (Govt. Body) has to encourage & guide
Road Contractors to use such crash tested barriers at
a frst place as DMRC has exhibited during their Metro
Projects.
There is a strong need to make mandatory for using such
crash tested barriers as statistics suggest that there is
a growing no. of vehicles every year with proportionate
increase in population and therefore to keep a pace with
the increasing pressure on infrastructure developments,
the adequate implementation plans are to be formulated
to reduce the fatal injuries post accidents resulting due
to inappropriate safety solutions on roads.
M/s Cosmos has faced few of major limitations during
introduction of crash tested barrier model is like not
given in IRC Manual, immediate purchase cost is
pretty high, the trial execution should not be seen
as confrmation to order, nominal budget for such
temporary plastic barriers, traditional safety substitutes
like woven sacks flled with sand is cheap etc.
Thus, these restrictions are not been encouraging
otherwise it had been multiple installations at sites all
over, though everyone has appreciated these unique
crash tested barriers & acknowledged the crash tests
performed and its salient differential features.
To curb the hiccups of high cost of crash tested
Cosmos Plastic Road Safety Barrier it is recommended
to conduct the complete cost analysis like instead of
immediate point purchase cost assessment, new
revenue model for renting post completion of road
constructions, product life, total purchase cost of
plastic barriers over the complete project time & repeat
applications are to be scaled to incorporate the crash
tested plastic barriers else we see no reason that why
market will have shift in their focus; only Government
Agency can do it. This ideally poses as one of the
limitations which we foresee for future prospects. Road
Safety Plastic Barriers cannot be seen in isolation from
other permanent road safety products.
There is a strong need for Nodal Agency to make
necessary time line to arrange for trials, testing,
clearance & incorporation of technical specifcations
of new age road safety products in conjunction with
selective few representatives from leading Project
bidders. There is a saying that Child without father is
no ones responsibility. Same applies here; the new
developments need to be assessed by Nodal Agency
itself aided with mandate for trial execution to test
on merits. The Crash Tested Road Safety Barriers
needless to quote deserve to be considered for initial
trial installation at stretches undergoing developments,
the product code need a mention as substitution in
GENERAl REPORT ON
90
offcial documents & could live or removed by Nodal
Agency after its own observation & remarks.
Market is pretty wide & open; there are players who await
such new road safety products. This is just that they
equally await Nodal Agencies to be more participative
in giving requisite clearance & guidelines to test & try
these new developments with tripartite participation i.e.
manufacturer of plastic road safety products, the Nodal
Agency & Concessionaire.
The technical specifcations of qualifed crash tested
barriers or plastic road safety solutions need to be
enforced for manufacturers so as to bring one & all under
one roof to standardize the code of practices like raw
material properties, color coding & test parameters etc. as
qualifcation with fexibility to offer varied tested designs.
The determination to provide better road safety is the
civic responsibility of one & all that too after knowing
that Globally such crash tested road safety systems
are widely used, it is time tested & proven technology,
also encouraged by different government offces in
abroad then why not we do it here. Our population, the
accidents death statistics & fatal injuries after accidents,
more & more focus on infrastructure developments etc.
explicitly establishes that traditional approach towards
temporary road barrier systems need to be made more
rational, it should meet the standards of new design
contemporary plastic barriers which possess better
impact strength & ability to contain vehicles from
overriding & penetration.
We also feel that some basic tests need to be introduced
like raw material properties, test reports from certifed
lab, the empty weight, water ballasting weight of a
plastic barrier & ability to contain the vehicle with
minimum/maximum speed criteria before deployment
on excavated sites during road construction.
In lieu of above we hereby close with anticipation that
M/s IRC will take initiative with required corrections
as may deem ft to introduce the crash tested plastic
barriers as mandatory norms for temporary road safety
applications.
from:
M/S Cosmos Fibre Glass ltd., 60, DlF Induatrial Area,
Phase I, Faridabad (Harayana), Mobile: 098186491161,
Phone: (0129) 2277172, 2274797, E-mail ID: rohit.
[email protected]; [email protected]
3. Evaluation of Accident Black Spots on Roads
Using Geographical Information System and
Remote Sensing.
The main objective of the study was to identify the
most vulnerable accident black spots in Alappuzha,
Ernakulam and Kozhikodu districts in Kerala.
Methodology
The study included collection of secondary data from
Crime Record Bureau and prioritizing the accident
prone locations by using Weighted Severity Index
(WSI) method.
Top ranking zones are identifed for detailed study
using GIS. Various traffc and road parameters were
used to fnd out the most vulnerable black spots in the
selected districts.
The study carried out a systematic arrangement and
analysis of accident data for the past three years.
Preventive measures recommended in the most critical
accident black spots if implemented can bring down the
number of accident in these areas in future.
further work
Due to paucity of time three districts could only be
covered. Scientifc analysis of accident using GIS and
remote sensing technique can be extended to other
districts of Kerala.
liyamol Isen, Shibu., Saran M. S, Evaluation and
treatment of accident black spots using Geographic
Information System, International Journal of
Innovative Research in Science, Engineering
and Technology, ISSN: 2319-875, Vol. 2, Issue 8,
August 2013.
liyamol Isen, Shibu., Saran M. S, Identifcation and
Analysis of Accident Black Spots Using Geographic
Information System, International Conference on
Energy and Environment -ICEE 2013, Conference
Proceedings December 12-14, 2013, RIT Kottayam,
Kerala.
liyamol Isen, Shibu., Saran M. S, Identifcation
and Analysis of Accident Black Spots in Ernakulam
District Using Geographic Information System,
International Conference on Modeling and
Simulation in Civil Engineering 2013, Conference
91
Proceedings December 12-14, 2013, TKM College
of Engineering, Kerala.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
4. Road Safety Audit of PV Expressway Project
from SD Eye Hospital, Mahadipatnam to
Aramgarh Junction in Hyderabad
Date of Start: 01.04.2013
Date of Completion (Targeted/Actual) :
31.08.2013
Delhi
The Overall objectives of the study are stated below:
To conduct the road safety audit on PVNR a.
To evolve suitable /appropriate recommendations b.
aimed at removing safety defciencies noted during
the road safety audit process.
Scope of the work as follows:
Conduct Road Safety Audit at Operating Stage ( Post-
Opening) which will address the following:
Identifcation of problems being faced by different
category of road users during post operational
phase
Identifcation of shortcomings /inadequacies with
a view to improve /enhance the safety of all road
users.
The above scope is limited to the PV Expressway
Project from SD Eye Hospital, Mahadipatnam to
Aramgarh Junction in Hyderabad.
Methodology
To carry out the safety audit of the road project following
methodology was adopted; the sequence of steps are
as shown in Figure below:.
Safety Audit on Existing Roads (Operation &
Maintenance)
The Information relating to the design standards i.
adopted for the road project was obtained from
Client.
Detailed engineering drawings of the road were ii.
requested from the Client in form of hard as well
as soft copies to get an idea of the project from
the point of adequacy in design.
Field visits were made by driving / walking along iii.
the project road (during the day time as well
as night time) to appreciate other physical and
environmental features that required special
attention from the point of view of safety.
Some examples are pedestrians, roadside
developments, sociological aspects that need
special attention and appropriate facilities.
Help of checklists (IRC: SP-88-2010), IRC: 35- iv.
1997 and IRC: 67-2012 for road signs will be used
to ensure that problems and situations that can
affect the road safety at the desired stage of road
safety audit have been taken into consideration.
These checklists broadly covered the aspects like
Alignment a.
Cross-sections b.
Shoulders, footpaths c.
Side slopes, drainage facilities d.
Road markings e.
Road signs f.
Road lighting g.
Junction layout h.
Bridges / CD works i.
Roadside furniture j.
Roadside hazards etc. k.
Non-Motorized users facilities l.
Methodology adopted
Appropriate recommendations/remedial measures for
the identifed safety defciencies are provided along
with the action plan for implementation was discussed
in the chapter 8. Further depending upon the type of
facility the items mentioned above are appropriately
grouped while conducting the road safety audit.
Signifcance/Utilization
The some of the RSA fndings are already implemented
on the ground based on the recommendations from the
study. Some are under progress.
GENERAl REPORT ON
92
from:
The Head, Transportation Planning Division, Central
Road Research Institute, New Delhi, e-mail ID:krrcrri@
gmil.com
5. Road Safety Audit And Design Safety
Measures of Selected Stretch from Umreth
Junction to Vasad Junction.
College Vallabh Vidyanagar, Anand, Gujarat (C)
Roadway Inventory Survey
To do accident analysis and traffc surveys of the
study area
To identify problems where the geometric design
elements are not proper
To fnd out the high frequency accident prone area
(black spots) on stretch from Umreth junction to
Vasad junction and give safety measures of it.
Design safety measures for the junctions and T
inter-sections based on Road Safety Audit.
Methodology
From the accident analysis, it can be concluded that
during day time the accidents are occurring more in
number compared to night hours. This may be attributed
due to poor road geometry and environment, lack of
traffc sense and enforcement measures. Policies
during rush hours need to be there. There should be
new licensing system incorporating the points allotted
for the penalties to drivers for violation and the limit of
points should be there after which the license should
be cancelled and the driver should again appeared
for driver testing for new license. This will reduce the
accidents on black spots considerably.
Need of Study and Problem Identifcation
Scope and Objective of Study
Road Inventory
Accident Data
Spot Speed Study
Volume Count Study
literature Review
Data Collection and Analysis
Road Safety Audit and Identifcation of
Hazardous Site
Design Safety Measures
Conclusions and Recommendations
Based on accident analysis we can conclude that:
Maximum numbers of accidents especially fatal i.
accidents are found to occur on vehicles moving
straight.
Majority of accidents are occurred at junctions. ii.
93 percent of Accidents are caused due to iii.
Drivers error which is found to be main cause of
accidents.
Head-on, Rear end, Side swipe and hitting iv.
Pedestrians collisions are found to be maximum
due to high speed and inattention.
Pedestrians are most vulnerable victim due to in v.
suffcient pedestrian facilities and poor knowledge
about traffc rules.
93
67 percent accidents are occurred during day vi.
time. Maximum Accidents are recorded during
peak hours between 10:00 am to 12:00 am and
4:00 pm to 6:00 pm.
Maximum Number of Causalities occurred to 2- vii.
Wheelers, 3- Wheelers and Cars.
Drivers with age limit between 20-30 and 30-40 viii.
are involved in maximum number of accidents on
study corridor.
V/C ratio is between 0.26 to 0.27 on study stretch ix.
indicates that the traffc on study stretch is of level
of service B which indicates chances of accidents
are medium on study corridor.
From spot speed study, we can conclude that x.
speed of cars are maximum i.e. nearly 80 kmph.
Most of accidents are caused during summer xi.
season indicating driver driving very inattentive
during the clear weather.
Remedial Measures
The problem of accident is more active due to mix traffc
and complex fow for full realization of the problems
and the factors contributing to road accidents the
effective systematic studies were carried out to reduce
the appearance of accidents. The statistical analysis
of accidents at road stretches has been carried out to
arrive at suitable measures to effectively decrease the
accident rates. Based on the accident analysis, road
geometry, environment etc the following measures are
recommended:
i. For Sarsa junction
The analysis indicates and physical verifcation at a.
the site shows that max. number of accident are
taken place at sarsa accident which is uncontrolled
intersection having 24 number of confict points out
of which 16 crossing confict point are the measure.
The merging and diverging conficts are minor
measuring 4 each in this case. The accident collision
at sarsa junction calls for reduction in confict point
considerably the optimum recommendation is the
provision of traffc rotary so that vehicles are forced
to move in clockwise direction before the weave out
of traffc fow. The crossing of vehicles is avoided
by allowing vehicles to merge in to the streams in
clockwise direction around the rotary and then to
diverse out to desire road. The total accidents are
21 as per police department. By provision of rotary
the crossing confict is eliminated and converted in
to a weaving maneuver or a merging operation from
the right and the diverging operation to the left.
Proper sign signals marking which is not evident at b.
the junction needs to be providing
Effcient lighting system is to be provided from night c.
visibility point of view and also for reducing glare at
the night time
The encroachment with all 4 sides is affecting the d.
visibility distance along the major roads.
At the crossing the pedestrian conficts are also e.
noted at the sight of the crossing the school is also
running but the provisions of foot path and guard
rail for the school children nor the public is provided.
This calls the provision 1.5m minimum width of foot
path at the junction and also the provision of guard
rail at the junction as per IRC 103: 1988 could
be provided. The zebra crossing must always
provided and should be accomplished by stop lines
as per IRC 103:1988. The drivers attentions needs
to be focused on the road for which their speed
needs to be reduced by provision of speed barriers
(IRC 41:1997). Proper geometry at the intersection
needs to be done with the provision of median.
ii. At Straight Roads
Due to high speed of vehicles and inattention of drivers
maximum accidents have been occurred on straight
road. To prevent these accidents speed barriers should
be provided at regular intervals to reduce the speed
of the vehicles. Speed limit sign should be installed at
regular intervals to warn the drivers about the speed
limits. Rubble strips should be provided in between two
lanes to reduce head-on collision on straight road. The
lane width should be uniform throughout the study area
corridor. It is kept 3.75 m per lane to accommodate
heavy vehicles. The paved shoulder of 1.5 m should be
provided. Centre line marking should be provided for
indicating the separation of two lanes.
Various other Remedial Measures are to be taken at
Black Spots:
At Umreth Junction and Vasad Junctions, there
is need of island at the junction with proper signs
and signals. Speed breaker should be provided to
reduce speed on the junctions.
At Khanpur T-intersection, there is need to provide
circle at middle of junction and median at the
middle of road to separate traffc of both sides.
Speed breakers are necessary to reduce speed.
Installation of road signs at the junction is also
necessary.
At Ahima Cross Road, Ode Cross Road and
Navapura Cross Road, there is necessity to provide
circle at the middle of cross roads and speed
breakers to reduce speeds.
GENERAl REPORT ON
94
OnStudy Area Corridor, large number of accident
are taking place so traffc control and enforcement
measure are essentially required.
Number of places where the sight distance not
clearly visible that particular places traffc signs
and speed restriction sign board are required.
Installation of uniform, clearly visible and effective
traffc signs(carrying message in addition to symbol)
and their proper maintenance at intersection, petrol
pump, over bridges, junctions.
At Ahima Cross Road, Sarsa Cross Road and
Navapura Cross Road it is feasible to provide
medians and delineation at pavement edges &
delineators.
Adequate facilities for pedestrians for safe crossing
of highways so Zebra crossing sign and marking
are provided at villages and intersections.
Adequate street lighting and channelisation on
major intersections and stretches with population
settlement along the highway.
Driver training is most important requirement for
safe driving.
The police patrolling at night time is require because
most of the drivers are having drugs of any other
alcoholics drink that may causes an accidents.
The work hours of trips of driver are reduced or
extra driver for driving for long trip is must.
Footpaths should be provided near 4-lane stretches
near Umreth and ode and also near intersections.
Roundabouts and islands should be provided at
cross roads and T-Sections respectively to divide
traffc and reduces crashes at intersections.
Future Scope
Classifed volume count can be carried out at various
T-Intersections and Cross Roads on the study area
corridor. Safety Audit will be conducted on the study
area corridor at uncontrolled junctions other than black
spots to prevent the accidents at those locations. RSA
should be carried out at all State Highways and MDRs
needs to be identifed of any aspects in a highway design
that gives rise road safety concern and to suggest
amendments in the design that would enhance safety.
The recommendations to improve road signages, road
markings, highway lighting, delineators and intersection
design. Road safety Audits provides socio-economic
balance between road safety, accessibility, environment
and economy at large.
Patel Devang G., Dr. Umrigar F.S., Mishra C.B. and
Vankar Amit A. Road Safety Audit of Selected Stretch
from Umreth Junction to Vasad Junction l, International
Journal of Science and Modern Engineering (IJISME)
ISSN: 2319-6386, Volume-1, Issue-6, May 2013
from:
Vidyanagar, Anand, Gujarat, Mobile: +91 9825259855;
Phone: 02692 230104, E-mail ID: cbmishra@
bvmengineering.ac.in
6. Road Safety Audit and Suggesting
Improvement on Central Verge of Noida -
Greater Noida Expressway (Ch.0/000 Km to
20/000 Km)
Date of Completion: August 2013
Delhi
To conduct the Road Safety Audit on the Noida -
Greater Noida (NGN) six lane divided Expressway
starting from Km 0/000 to Km 20/000 at the mouth of
the Mahamaya Flyover till the end of the stretch.
To propose appropriate improvement measures for
the Central Verge / Median aimed at improving the
safety, aesthetic and ambience on the road stretch.
To understand the traffc characteristics and road
crash scenario through the conduct of relevant
traffc studies coupled with critical analysis of the
traffc fow data, road crash data and assessment
of speed profle characteristics including delays if
any on the study stretch.
Conclusions
New Okhla Industrial Development Authority (NOIDA)
sponsored the study to CSIR-CRRI to conduct the Road
Safety Audit (RSA) aimed at mitigating the rising road
crashes on the expressway as well as for suggesting
appropriate improvement to the central verge of the
carriageway. The duration of the projects is three months.
The CSIR-CRRI study team visited the site in the month
of March to May, 2013 and subsequently conducted
the traffc studies and Road Safety Aduit on NOIDA
expressway. CSIR - CRRI study team critically studied the
Noida - Greater NOIDA Expressway through the conduct
of exhaustive traffc surveys, collection of road crash data
from various police stations and identifed the existing
defciencies on the study stretch based on the RSA studies
with the specifc focus on the Central Verge as well.
95
Signifcance / Utilization Potential
Based on the recommendation of the report the New
Okhla Industrial Development Authority are in the
process of implementing the above recommended
measures.
Reports/ Publications: Technical Report
from:
Head, Traffc Engineering and Safety Division, CSIR-
Delhi - 110025, Mobile: 9868856522; E-mail ID: vms.
[email protected]
7. Traffc census on Vadodara Savli Road
(Dumad Chowkadi) District Vadodara
Date of Start: January-2013
Date of completion (Targeted): March -2014
Scope & Objectives
The main objectives of this study are:
To know the present traffc pattern
To understand the effciency of existing road.
To determine growth rate of traffc fow, based on
traffc data available over the past year (From R&B
Dept.)
To determine the volume of traffc that enters into
city and exit from city.
To determine the solution of traffc congestion
Methodology
Data collection:
The traffc survey was conducted at Dumad junction.
Traffc Census for this road was carried out by Manual
method. The survey was conducted for seven days
from 4/2/2013 to 10/2/2013 round the clock. The manual
recording of hourly fows was recorded in plate I (Field
Data Sheet) as described in IRC :9-1972.The next
survey will be carried out from 25/11/13 to 1/12/13.
Analysis of Data:
Traffc data of Plate I will be compiled in Plate II (Daily
Traffc Summary) as described in IRC :9-1972. The
average daily traffc for the week will be determined.
Moreover, following analysis will be carried out:
HCV i.e. bus and truck, lCV i.e. Car, jeep, tempo,
rickshaw, motorcycle etc .,SMV i.e. cycle, animal
drawn cart
PCU, CVD, PCUs.
Signifcance/ Utilization potential
To justify the provision of inter change at this intersection
to handle the volume of traffc resulting in serious
congestion and frequent choking.
from:
RO RRD4, Gujarat Engineering Research Institute
(GERI), Race course, Vadodara-390007, Phone: 0265
2313413-14-15, Fax : (0265) 2324067, E-mail ID:
[email protected]
8. Road Safety Audit Study on Vadodara - Savli
Road (S.H.-158) Km. 9/6 to 32/0.
Date of Start: January, 2013
Date of completion (Targeted): January, 2016
Vadodara (R)
Scope & Objectives
The main objective is to identify the black spots on
study stretch and to suggest the remedial measures
and ensure safety. The short term low cost remedial
measures to minimize the number of accidents will be
prepared for smooth movement of traffc.
Methodology
Data Collection:
The traffc accident data for seven years i.e. from 2006
to 2012 will be collected from Police Stations under
jurisdiction of Vadodara Taluka & Savli Taluka. As
recommended by IRC, Road Accident form A-1 & 4 will
be sent to concern Police authorities in order to have
correct information for the purpose of analysis. The
data so collected will be compiled according to form 4.
Data Analysis:
The data will be analysed as per primary causes, types
of collision, km. wise accidents to fnd out Accident
Prone locations (APl) etc.
Study of APL: The accident prone locations shall be
studied & evaluated and remedial measures for their
improvement will be suggested.
By improving junctions and curves at accident
zones, accidents will be reduced.
GENERAl REPORT ON
96
Reduces congestion and provides smooth vehicular
movement.
RSA offers saving of money, time and lives.
The study is carried out for accident prone locations
and improvement of road geometric characteristics as
per IRC.
from:
(GERI), Race course, Vadodara-390007, Phone:
0265 2313413-14-15, Fax : (0265) 2324067, E-mail
9. Road Safety Audit Study on Vadodara - Dabhoi
Road. (S.H.64) Km. 8/3 to 31/0
Date of Start : January-2013
Date of completion (Targeted) : January-2016
Vadodara (R)
Scope & Objectives
The main objective is to identify the black spots on
study stretch and to suggest the remedial measures
and ensure safety. The short term low cost remedial
measures to minimize the number of accidents will be
prepared for smooth movement of traffc.
Methodology
Data Collection:
The traffc accident data for seven years i.e. from 2006
to 2012 will be collected from Police Stations under
jurisdiction of Vadodara Taluka & Dabhoi Taluka. As
recommended by IRC, Road Accident form A-1 & 4 will
be sent to concern Police authorities in order to have
correct information for the purpose of analysis. The
data so collected will be compiled according to form 4.
Data Analysis:
The data will be analysed as per primary causes, types
of collision, km. wise accidents to fnd out Accident
Prone locations (APl) etc.
Study of APL:
The accident prone locations shall be studied &
evaluated and remedial measures for their improvement
will be suggested
By improving junctions and curves at accident
zones, accidents will be reduced.
Reduces congestion and provides smooth vehicular
movement.
RSA offers saving of money, time and lives.
per IRC.
from:
0265 2313413-14-15, Fax : (0265) 2324067, E-mail
10. Study of Drivers Coping Behaviour under
High Stress and Workload Situations
Date of Completion (Targeted/Actual): April
2015
Delhi
To study the commercial drivers choice of speed
and crash characteristics at simulated different
road scenarios
To study the drivers Coping Behaviour and reaction
time under high vs. low stress conditions across
different gender and age group
Methodology
The current project will examine the infuence of
life stress and associated stress factors during long
and monotonous driving situations among different
categories of drivers. Present study will also highlight the
drivers behaviour during high stress conditions which
will be generated through simulations under laboratory
controlled situations. Sample across different age and
gender will be selected to analyze the effects endorse
levels of driving anxiety. Through this study collected
data will refect drivers risk taking behaviour, tolerance
capacity and coping behaviour during stress conditions
in an objective and scientifc way.
Signifcance/ Utilization Potential
The fnal project report will address different issues of
97
the driver characteristics e.g. risk taking behaviour,
their tolerance capacity etc. which will be helpful to
formulate different behavioural models to reduce
accidental situations and pattern of crashes during long
and monotonous driving specially this research will be
effective for the commercial drivers who drive on long
routes. Based on these fndings the research team will
also recommend ways by which frequency and severity
of incidents can be reduced by providing drivers with
enough information about the roadway and traffc
conditions as well as through better traffc management.
from:
Dr. Neelima Chakrabarty, Traffc Engineering and
Safety Division, CSIR-Central Road Research Institute,
Mathura Road, New Delhi - 110025, E-mail ID: neelima.
[email protected]
11. Design of Rotary at Kanawani Intersection,
Ghaziabad
Date of Completion (Actual): June 2013
Delhi (R )
To design the rotary at Kanawani Intersection
conforming to the turning traffc fows at each of the
approach arms
To design the access points around the intersection
to relieve congestion.
Methodology
The physical survey plan supplied by GDA for the study
section has been critically examined by the CSIR-CRRI
study team aimed at ascertaining the appropriateness
of the intersection details on the ground including
location of utilities and structures like electric poles,
transformers, trees, telephone poles, drains, roadside
structures like temples, on street parking lot provision
facilities, if any, etc. This has been accomplished by
the study team by conducting a reconnaissance visit
along with the hard copy of the physical survey plan.
During the course of this visit, the missing information
in terms of Gap-in-Median, location of various utilities
noted on the ground has been transferred on to base
plan. Further, the study team also held discussions with
GDA offcials to understand the following:
Right of Way (RoW) details and possible avenues
for acquisition of land for road widening.
Issues about laying of new canal slabs for the
rotary construction.
Traffc movements emanating from the access
roads and thus understand whether it is one way
or two-way movement as the case may be which
helped in evolving possible future widening options
of the access roads.
Provision of facilities for safe movement of
pedestrians and cyclists in the design.
Thereafter, Classifed Turning Volume Count was
conducted for 16 hour period on a typical working day
starting from 06:00 a.m. to 10:00 p.m. at the Kanawani
intersection as well as surrounding area which comprised
of various access points to the above intersection. The
above collected traffc data was analyzed to understand
peak hour traffc and composition-wise traffc handled at
the different approach arms of the intersection which is
obviously critical for effecting geometric improvements
to the Kanawani intersection area. Based on the
observed traffc fows, the intersection design has
been recommended keeping in mind the available
RoW and possible acquisition of the land based on the
discussions with GDA offcials.
The existing intersection is an uncontrolled intersection
and has many access points through the intersection.
The rotary design is made to cater the smooth movement
of the traffc taking into consideration of all arms.
further work
It is somewhat larger than conventional roundabout
with size more than 150 m diameter and around eight
approach arms. However, roundabout will have its
own limitation in terms of capacity. In future, when the
demand exceeds the capacity, construction of fyover on
NH-58 & NH-24 straight direction may be necessary.
Technical report submitted to GDA in the month of July
2013.
from:
Head, Traffc Engineering and Safety Division, CSIR-
Delhi - 110025, Mobile: 9868856522; E-mail ID: vms.
[email protected]
12. Study on Estimation of Carbon Footprint with
Transportation in and Around Secretariat
Building, Thiruvananthapuram
GENERAl REPORT ON
98
Date of Completion (Targeted) : 31.03.2013
Energy Management Center Kerala (C) ii.
Measure the concentration of Green House Gases
(GHGs) such as water vapour, carbon dioxide,
methane and nitrous oxide.
Assess the in-use vehicle population at Secretariat
Building as per Indian Roads Congress (IRC)
guidelines.
Determine the carbon foot print united with
transportation activities.
Formulate further preventive and mitigation
measures for abatement of GHGs emission.
Methodology
The concentration of green house gases such as carbon
dioixde (CO
2
), Sulphur dioxide (SO
2
), Nitrous oxide
(N
2
O), Methane (CH
4
) and Carbon Monoxide (CO) in
and around Secretariat campus are monitored as per
Central Pollution Control Board (CPCB) Guidelines of IS
5182 Part 14; 2000. The vehicle population is assessed
by Traffc Volume Survey as per IRC Guidelines. The
vehicular emission is estimated by TIER II method
and the carbon footprint due to transport activity is
estimated. The mitigation measures for reducing the
carbon concentration are suggested.
Conclusions
The concentrations of CO
2
, N
2
O, CH
4
and CO are
449.63, 2.80, 65.55 and 2.52 mg/m
3
The total vehicles passed through the campus
are 4696/day. Two wheelers, cars and Multi Utility
Vehicles (MUV) are dominant in the campus. The
contribution of these vehicles is 44.10 percent,
42.29 percent and 12.95 percent respectively.
The carbon footprint due to transportation is 343.48
tons/year.
The estimation of carbon footprint due to other activities
like electricity, water, solid waste is also incorporated by
various agencies. Adopting the appropriate mitigation
measures will make Secretariat campus a cleaner and
greener place of the capital city.
Further proposed work
The life Cycle Assessment of each activity will bring
the actual carbon footprint of the campus.
Interim Report 1.
Final Report 2.
Seminar Paper 3.
Estimation of carbon footprint due to
vehicular movement at Secretariat campus,
Thiruvananthapuram, P.Kalaiarasan, B.G.Sreedevi.
23
rd
Swadesi Science Congress, organized by
M.G.University, Kottayam.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
13. Measurement of Air Quality and Noise Level
at Proposed IISER Campus at Vithura in
Thiruvananthapuram District
Date of Start: December 2012
Date of completion (Targeted) : November
2013
Centre for Water Resources Development ii.
and Management (CWRDM) -C
The aim of the project is to assess the ambient air
quality and noise levels in and around the proposed
IISER construction site as part of Environmental Impact
Assessment (EIA) study.
Methodology
Measure the concentration of air pollutants such
as particulate matter, Nitrogen dioxide (NO
2
),
lead (Pb), Carbon Monoxide (CO) and Ammonia
(NH
3
) at fve locations at proposed IISER Campus
as per CPCB guidelines with varying number of
anthropogenic sources. The measurement will be
done in four seasons such as Season I (December-
February), Season II (March-May), Season
III (June-August) and Season IV (September-
November).
Measure the Noise level at fve locations during
four seasons in and around IISER Campus with
99
the guidelines of International Electro Technical
Commission (IEC).
Conclusions/Supporting Data
The concentration of particulate matter and carbon
monoxide at two sampling stations namely Physical
Science Building and Main Plant are closer to the
prescribed limit of CPCB standards and this may be due
to the continues operation of concrete mixture plant,
Diesel Power Generator and vehicular movement. But
the overall result shows that the pollutant levels are
within the permissible limit.
After construction, the air quality and noise levels will
be under the prescribed standards. The green belt of
Ponmudi hills will serve as the best absorbent of both
air and noise pollution in this area.
Recommendations for Further Work/ Further
Proposed Work
The construction of IISER campus is under progress.
It is suggested that the monitoring of air pollution and
noise levels should be monitored until the completion
of the construction work.
Interim Reports
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
14. Pedestrian Friendly Urban Transport System
for Cochin City in Kerala
Date of Start : January, 2013
Date of Completion (Actual): September, 2013
Town and Country Planning Department, ii.
Government of Kerala S
The aim of the study is to assess the adequacy of
pedestrian facilities, formulate suitable improvement
proposals and action plan for a pedestrian friendly
transportation system for Cochin city in Kerala State.
The study is confned to CBD areas of Cochin city. The
specifc objectives of the study are given below:
Assessing the existing pedestrian infrastructures in a.
central area of Cochin city.
Conducting traffc surveys on major roads in the b.
study region and identify Pedestrian-vehicle confict
points in the road network.
Collection of data pertaining to qualitative and c.
quantitative assessment of pedestrian facilities as
well as their travel characteristic like OD of trips,
purpose, factors which affect travel choice etc.
Formulation of suitable proposals for improving d.
pedestrian mobility and integration of pedestrian
access with transport centers and traffc
generators.
Methodology
The following tasks were performed for the study:
Site appreciation and collection of data from primary a.
surveys and secondary sources.
Identifcation of shortcomings in the existing b.
pedestrian facilities.
Evaluation of pedestrian infrastructures in selected c.
cities using walkability index for different road
corridors.
Assessment of level of service of non motorized d.
transport facilities for different cities.
Preparation of improvement schemes for e.
streamlining pedestrian mobility in the study area.
Integration of pedestrian access with major transport f.
terminals, work centres, and major activity areas of
the city.
Preparation of cost-estimate for various schemes, g.
prioritization and phasing of the schemes for
implementation.
Interim conclusion
Based on the analysis of data, improvement schemes
for channelizing pedestrian and bicycle movement
in selected cities of Kerala have been formulated for
Cochin city. The proposals include:
At-grade improvements to reduce vehicle-
pedestrian conficts by engaging segregated bus
bays,
GENERAl REPORT ON
100
Widening of footpaths,
Provision of new walkways,
Reallocation of road space for pedestrians,
Pedestrianization of streets,
Integration of pedestrian facilities with public
transport systems,
Improving the condition of street furniture,
landscaping, provision of pedestrian amenities like
toilets, drinking water facilities at vantage points
etc. It also includes provision of traffc signs, road
markings, traffc signaling etc to improve pedestrian
and cyclist activity on important corridors.
Grade separated schemes recommended for Cochin
city include pedestrian underpass, foot over bridges,
skywalk etc there by encouraging a multi-modal
transportation systems in cities of Kerala. The proposals
are disable people friendly and necessary design
modifcations are recommended accordingly.
About 28 percent of road accidents reported in
Kerala involve pedestrian as victims. Implementation
of proposed schemes would reduce the pedestrian
casualties and ensure a better level of service for the
NMT users. By encouraging the mobility of people
through non motorized transport modes, green house
emissions can be reduced to a great extent. The
study is expected to reduce the traffc congestion in
CBD areas and also increase the patronage in public
transport system in the region.
Detailed project reports for the proposed short-term and
long term improvement schemes need to be prepared
prior to implementation of the schemes.
Pedestrian friendly urban transport for Cochin City,
Project Report, NATPAC, September 2013.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
B. ON GOING / COMPLETED PROJECTS
1. Safety Audit for Development & Construction
Period of the Six Laning of Indore Dewas
Section of NH-3 from Km 577.550 to Km
610.000 and 0.000 to Km 12.60 (Approx Length
45.05km) in the State of Madhya Pradesh
Under NHDP Phase V to be Executed as
BOT (toll) Project on DBFOT Pattern (Package
No. 8)
Date of Start: December, 2011
Date of Completion: Ongoing
Craphts Consultants (I) Pvt. Ltd., Faridabad
As per the status available at the time of preparation
of Inception Report, the Consultants have observed
that at few of the locations construction work has
started. Earth work for 6 laning has been taken up in
substantial lengths of the project road.
Presently Construction work at few locations along with
fnalization of engineering drawings is in progress.
Status: Ongoing
Progress: Conduction of Accident data analysis is yet
to be undertaken.
Under a separate phase namely Phase-V of National
Highway Development project (NHDP), Government of
India has entrusted to National Highways Authority of
India to convert 6500 km of existing four lane National
Highways into six lane National Highways. This six
laning of existing four lane National Highway sections
are proposed to be executed through Public Private
Partnership (PPP) on Build, Operate and transfer (BOT)
basis, following Design-Build-Finance-Operate (DBFO)
pattern. Development, Maintenance and Management
of such National Highways are entrusted to National
Highways Authority of India by the Government of India.
It is also stipulated in the Model Concession Agreement
that NHAI shall appoint an experienced and qualifed
frm or organization as a Safety Consultant for carrying
out safety audit of the Project Highway in accordance
with the safety requirements set forth in Schedule-l
for the aforesaid Phases of Project. Subsequently
CRAPHTS Consultants (I) Pvt ltd Faridabad has been
appointed as Safety Consultants for this project.
The Project highway starts from Dewas Bypass at
Km 577.550. Indore Bypass starts at Km 591.000 and
Chainage is redefned at Km 610.000 as 0.000. Project
Highway ends at Km 12.6 (length of the project roads
is 45.05 Km) near the meeting point of old NH-3, Indore
101
Bypass and NH3 to Mumbai (Fig 1.1). The entire project
road falls in State of Madhya Pradesh and Passes
through Dewas (Villages 12 Nos) and Indore Districts
(Villages -15 Nos). Project highway also passes through
Indore Development Plan area from Km 591.000 to
610.000 (0.000) and Km 0.000 to Km 12.600.
It is four lane wide over the entire stretch. Median width
varies from 5.0m to 10.0m along this stretch of NH-3.
This section of National Highway No. 3 was widened
over the period of 1998-2001 from 2 to 4 lanes. There
are 66 existing junction of which 5 are major junctions,
& 30 median gaps. Service lane has not been
present along the project corridor. Due to presence
of construction equipments and on-going activities at
such large no. of locations, section by section analysis
of Safety Drawings prepared by the concessionaire
needs to be carried out.
During initial site visit Consultants has observed that,
proper guidance will have to be provided to avoid
defciencies throughout project stretch (including
construction zones). Some of the defciencies are listed
below:
Improper barricading in work zone area by i.
providing Gunny bags
Improper median opening ii.
Presence of unprotected edge drop observed iii.
Absence of proper night time visibility at iv.
construction zones.
Absence of warning signs and refectors at/near v.
curve sections
Absence of Crash Barrier at the required vi.
locations.
Hazardous parking of trucks on the outer lane of vii.
the road
Poor Traffc management near the access points viii.
and at construction zones.
Placement of unprotected construction materials ix.
on the berm
Absence of pavement markings at least at critical x.
locations
Absence of proper pavement condition. xi.
Absence of proper Signages in the work zone xii.
area along the project stretch.
These data are based on initial site visit, and lot of
construction activity and changes in drawings have
been steered thereafter.
During the course of Development stage Audit, the
Consultant, shall immediately check the plan & profle
drawings of the project stretch including design of
curves, signage plan, junction improvement plans, plan
of bus bay etc., so that defciencies , if any, could be
appropriately taken care of.
It is also proposed that the Audit Stages for both
Development Stage and Construction Stage will go
simultaneously for the stretches where construction
work has started.
Inception Report
from:
The Deputy General Manager, Project Implementation
Unit Indore, 15, Sampat Hills, Opp. Sahara City, Indore
Bypass, Bicholi Mardana, Indore-452001
Period of the Widening of 2-Lane to 4 lane
Divided Carriageway Confguration of Panvel
- Indapur (Km 0.00-Km 84.00) section of NH-
17, in the state of Maharashtra (Package No.
22)
As per the status available at the time of preparation of
Inception Report, the Consultants have observed that
for this 2 lane road, edge drop has been observed at
many of the locations. Most of the curved portions in
ghat section have observed as accident prone locations
since they have lack of sight distance and improper
signages.
Status: Ongoing
to be undertaken.
The Government of India launched major initiatives
GENERAl REPORT ON
102
to upgrade and strengthen National Highways. Under
Phase I and II; 4/6 laning of about 14,330 km of National
Highways, at a total estimated cost of Rs 65,000 crore
(at 2004 prices) was initiated by NHAI. It is stipulated
in the Model Concession Agreements (MCA) of the
PPP Projects that the Concessionaire shall develop,
implement and administer a surveillance and safety
program for providing a safe environment on or about
the Project Highways and/or shall comply with the
safety requirements set forth in Schedule l of the
Concession Agreement in Development, Construction
and Operation & Maintenance Phase of the Project. It is
also stipulated in the Model Concession Agreement that
NHAI shall appoint an experienced and qualifed frm or
organization as a Safety Consultant for carrying out
safety audit of the Project Highway in accordance with
the safety requirements set forth in Schedule-l for the
aforesaid Phases of Project. Subsequently CRAPHTS
Consultants (I) Pvt ltd Faridabad has been appointed
as Safety Consultants for this project.
This project is for widening of 2-lane to 4/6 lane
divided carriageway of 84km stretch of Panvel-Indapur
section is located in the district of Raigarh, in state
of Maharashtra. The stretch starts at km 0.0 outside
Panvel at the junction of NH4 and NH4B, and passes
through the towns of Pen, Vadkhal, Nagothane, Kolad
and ends at km 84 before the town of Indapur. There
are 6 Major bridges, 23 Minor bridges, 334 Culverts, 5
Rail crossings and one PUP existing along the project
corridor. During the site visit Consultants has observed
that, apart from construction of service lane, no other
major execution of any construction work has been
observed, proper guidance will have to be provided to
avoid the no. of defciencies throughout project stretch
as listed below:
Improper barricading in work zone area i.
Poor Traffc management near the access points ii.
Absence of warning signs and refectors at/near iii.
curve sections
Presence of unprotected edge drop observed iv.
Absence of pavement markings at least at critical v.
location
Absence of Signage along the project stretch. vi.
curves, signage plan, junction improvement plans,
plan of bus bay etc., so that defciencies , if any, could
be appropriately taken care of. It is also proposed
that the Audit Stages for both Development Stage
and Construction Stage will go simultaneously for the
stretches where construction work has started.
Inception Report
from
National Highways Authority of India (NHAI), Project
Implementation Unit, Survey no. 63, D Point on NH
4B, Chinchpada - Kalamboli Bypass Road, Panvel -
410 206
Period of the for 4- Laning of Deoli (Km
165/0 of NH-12, Project Chainage Km 0/0) to
Junction of NH-76 on Kota Bypass (Project
Chainage Km 83.042) of NH-12 in the State of
Rajasthan
Date of Start : December, 2011
of Inception Report, the Consultants have observed
that at many of the locations construction work has
started. Earth work for 4 laning has been taken up
in substantial lengths of the project road. Out of 175
Culvert & Minor Structures 22 are completed and Work
on 104 is in progress. Works on 11 out 0f 16 Major
Bridges & Structures is in progress. In addition, 5
bypasses, 5 grade separators, 4 VUPs, 3 PUP/CUPs,
10 major intersections and 45 minor intersections have
been proposed along the project corridor. Presently
Construction work at few locations along with fnalization
of engineering drawings is in progress.
Status: Ongoing
to be undertaken.
The Ministry of Road Transport & Highways (MORT&H),
103
Govt. of India, has decided to take up the development
of various National Highways having high-density
stretches / Corridors connecting State capitals,
important tourist places, economically important areas,
etc. Under NHDP Phase III about 12,109 km (Details
taken from NHDP map on NHAI website as on 30th
NOV. 2011) of existing National Highways in the country
are proposed to be widened to 4 lanes depending upon
the traffc, where the intensity of traffc has increased
signifcantly and there is requirement of augmentation
of capacity for safe and effcient movement of traffc.
The Government has also taken a policy decision on
developing the entire NHDP III programme through
Public Private Partnership (PPP). Deoli - Kota section of
National Highway 12 has also been selected as one of
such National Highways to be developed under NHDP
IIIA on BOT (Toll) basis. Subsequently CRAPHTS
The project road of NH 12 has a length of 83.042 kms,
starting at Km 165/0 of NH-12 (Project chainage Km
0.000) to Junction of NH-76 on Kota Bypass (Project
chainage, Km 83.042). The Project Highway traverses
through three districts viz., Bhilwara, Bundi and Kota in
the state of Rajasthan. The Rls of these cities varies
from 268.752m to 327.389m above MSl. The project
road, NH-12 lies under control of NHAI, with road width
of standard 2 lanes and the Construction activities for
4 lanning of the existing 2 lanes for the project stretch
have already been initiated as observed during the site
visit undertaken by the Consultants. The total stretch
has been divided into three parts, from design Km 0.0
to Km 41.180 as Part 1 (P-1), from Design Km 41.180
to Km 42.300 as Part 2 (P-2) and the remaining stretch
from Km 42.300 to Km 83.040 as part-3 (P-3). The
Project Highway passes mostly through plain terrain
except in Bundi where the terrain is Hilly. The existing
project stretch consists of 4 nos. of major bridges, 1
no. of Railway over bridge, 18 nos. of Minor Bridges,
88 nos. of Pipe culverts and 45 nos. of Slab culverts.
The existing road is two lanes with earthen shoulders
on either side. It also has divided dual carriageway
with paved shoulders at few locations mostly in built-
up sections. Carriageway width of existing road is 7m.
During the site visit Consultants has observed that,
below:
Improper barricading in work zone area by i.
providing Gunny bags.
Absence of Signage in the work zone area along ii.
the project stretch.
Improper median opening, iii.
Absence of warning signs and refectors at/near iv.
curve sections.
Absence of Crash Barrier at the required v.
locations.
Presence of unprotected edge drop observed. vi.
Placement of unprotected construction materials vii.
on the berm
Hazardous parking of trucks on the outer lane of viii.
the road.
Poor Traffc management near the access ix.
points.
Provision of dust arresters at required locations. x.
Absence of pavement markings at least at critical xi.
locations.
work has started.
Inception Report
from:
National Highways Authority of India, Project
Implementation Unit, 1-C-10, SFS Colony, Vidhya
Nagar, Sheela Chowdary road, Talwandi, KOTA
(Rajasthan)-324 005
period for Four laning of Ludhiyana -Talwandi
section of NH - 95 now NH-5 from Km 92.000
to Km 170.00 to be executed as Build Operate
and Transfer (BOT) Toll Project on Design
Build Finance and Operate (DBFO) pattern.
GENERAl REPORT ON
104
As per the status available at the time of preparation of
Inception Report, the Consultants have observed that
for this 2 lane road, edge drop has been observed at
many of the locations during the initial site appreciation
which is hazardous to the moving traffc. Presently
Status: Ongoing
to be undertaken.
Public Private Partnership (PPP). ludhiyana - Talwandi
section of National Highway 95 (Now NH- 5)has also
been selected as one of such National Highways to
be developed under NHDP IIIA on BOT (Toll) basis.
Subsequently CRAPHTS Consultants (I) Pvt ltd
Faridabad has been appointed as Safety Consultants
for this project.
There are 25 existing bridges and culverts are present
along the project corridor, out of which 12 Minor
Bridges and 13 Slab Culverts. Development of the
project stretch consists of 85 nos of proposed bridges
and culverts out of which 12 are Minor Bridges, 13
are of Box Culverts and 60 Pipe Culverts, In addition
to that 5 nos of Flyovers/Grade separators, 1 no. of
R.O.B, 16 nos of VUPs and 2 nos of PUP/CUPs etc.,.
proper guidance will have to be provided to avoid the
no. of defciencies throughout project stretch as listed
below:
Poor Traffc management near the access points i.
Absence of warning signs and refectors at/near ii.
curve sections
Presence of unprotected edge drop observed. iii.
Absence of pavement markings at least at critical iv.
location
Absence of Signage along the project stretch. v.
Absence of Crash barriers at critical location. vi.
work has started.
Inception Report
from:
National Highways Authority of India, 135,Guru
Amardas Nagar, Near Verka Milk Plant, Jallandhar
Bypass-144008
5. Safety Consultants for Development
& Construction period of 6- Laning of
Bhubaneswar - Chandikhol Section of NH- 5
Chainage from Km 414 to Km 419.2 of (Vizag
- Bhubaneswar Section) and from Km 0.00 to
Km 62.00 (Bhubaneswar Kolkata Section)
under NHDP phase V in Orissa.
Date of Start: Dec. 2011
of Inception Report the Consultants have observed
105
started. Earth work has been completed for the most
of the project locations and construction of some of the
structures and cross drainage works were in progress.
Status: Ongoing
Year of Last Report : 2012
to be undertaken.
Public Private Partnership (PPP). Bhubaneswar -
Chandikhol section of National Highway 5 has also
been selected as one of such National Highways to
be developed under NHDP IIIA on BOT (Toll) basis.
for this project.
The project road connects the two most important
cities in the state of Orissa viz. Bhubaneswar, the state
capital, and Cuttack, the erstwhile state capital, which
still retains its importance as being the commercial
capital of the state. The start point of the project road
is at Bhubaneswar at the beginning of the 4-laned
section, which is about 600m south of the Fire Station
Chowk, about 1.6 km south of CRP Chowk and about
5 km south of the zero (0) kilometre stone of the tolled
Bhubaneswar-Cuttack section of NH-5 near Acharya
Vihar, corresponding to km 418 from Vizag end. Near
this start point, there is an overhead direction sign has
been installed displaying the distances of Cuttack - 27
km, Bhadrak 29 km, Balasore 198 km and Kolkata
436 km. then it runs northwards through major junctions/
settlements like Acharya Vihar, Vanivihar, Rasulgarh,
Phulnakhra, Balikuda, Cuttack, Jagatpur, Manguli
Chowk, Chhatia and ends at Chandikhol. Important
connections provided through the project road include
the Road to Puri (NH-203) at Rasulgarh rotary, road to
Niali at Phulnakhra junction, Ring Road near Cuttack,
link Road and OMP Junction Roads in Cuttack, and
NH-42 at Manguli Chowk. NH-42 connects NH-5
with Dhenkanal, Angul, Redhakhol and Sambalpur.
The end point (north of km 61) of the project road at
Chandikhol is a major intersection, where NH-200 and
NH-5A crosses NH-5 through an overpass. NH-200
connects Daitari mines and then it runs towards capital
of Chhatisgarh state, Raipur. Whereas NH-5A connects
Paradip, it is a major sea port. Both NH-200 and NH-
5A have gained prime importance in the roadmap of
the country, Orissa in particular, due to the recent and
potential boom in steel industry as well as possible
development of harbour facilities at/near Paradip. The
project road crosses a number of major rivers like
Palasuni, Kuakhai, Kathjori, Mahanadi and Birupa. The
total length of the project road is of the order of 67.2
km. The Project section was upgraded from 2-lanes to
4-lanes during the period 1995-2003.This highway was
designed for a speed of 100 km per hour. The highway
was upgraded to 4- lanes in two distinct stretches;
stretch one falls in Andhra Pradesh and stretch two
has a approx. length of 33.000 km (between Jagatpur
and Chandikhol). There exist one major bridge (Birupa
Bridge) in the corridor. There are 88 Nos of existing
bridges and culverts along the project road, out of
which 68 are culverts, 14 minor bridges and 6 major
bridges. In addition to that, there are 20 underpasses,
2 fyovers, one ROB and one RUB.
below:
Absence of proper night time visibility at i.
construction areas.
Provision of dust arresters at required locations. ii.
Poor Traffc management near the access iii.
points.
Improper barricading in work zone area by iv.
Absence of proper protection for construction of v.
structures.
Absence of warning signs and refectors at/near vi.
curve sections.
Absence of Signage in the work zone area along vii.
Improper median opening, viii.
Absence of Crash Barrier at the required ix.
locations.
GENERAl REPORT ON
106
Presence of unprotected edge drop observed. x.
Placement of unprotected construction materials xi.
on the berm
Hazardous parking of trucks on the outer lane of xii.
the road.
Absence of pavement markings at least at critical xiii.
locations.
Inception Report
from:
NHAI, Project Implementation Unit, 1st Floor, Setu
Bhavan, Nayapalli, Unit-VIII, Bhubaneswar, Orissa-
751012.
6. Safety Consultants for Development &
Construction Period of Four/Two Laning
of Rimuli-Roxy-Rajamunda Section of NH
215 from km 163.00 to km 269.00 (Design
Chainage Km 163.00 to Km 259.453) in the
State of Orissa to be Executed as BOT (Toll)
Project on DBFOT Pattern under NHDP Phase
III Project (Package No. 24)
Date of Start : Dec. 2011
started. Earth work for 4- laning has been taken up in
substantial lengths of the project road. Construction of
some of the structures and cross drainage works are
in progress.
Status: Ongoing
to be undertaken.
The Government of India launched major initiatives
to upgrade and strengthen National Highways. Under
Phase I and II; 4/6 laning of about 14,330 km of National
Highways, at a total estimated cost of Rs 65,000 crore
(at 2004 prices) was initiated by NHAI. It is stipulated
in the Model Concession Agreements (MCA) of the
PPP Projects that the Concessionaire shall develop,
implement and administer a surveillance and safety
program for providing a safe environment on or about
the Project Highways and/or shall comply with the
safety requirements set forth in Schedule l of the
Concession Agreement in Development, Construction
and Operation & Maintenance Phase of the Project. It is
also stipulated in the Model Concession Agreement that
NHAI shall appoint an experienced and qualifed frm or
organization as a Safety Consultant for carrying out
safety audit of the Project Highway in accordance with
the safety requirements set forth in Schedule-l for the
aforesaid Phases of Project. Subsequently CRAPHTS
This project is for Four/Two laning of Rimuli-Roxy-
Rajamunda Section of NH 215 in state of Orissa. The
whole stretch of NH-215 has been divided into two
sections by NHAI for preparing the Detailed Project
Report under NHDP Phase-III, lot-IV Programme. The
project corridor under consideration is from km 163.000
(near Rimuli Junction) to km 269.0 (Rajamunda
Junction).
The project corridor runs through two major districts
i.e., Sundargarh and Keonjhar in the state of Orissa.
It traverses through major settlements of Joda,
Bhadrasahi, Koida, Roxy, lahunipada before ending at
Rajamunda.
The traffc movement particularly, truck traffc on the
corridor is quite different from that of other roads.
The traffc drastically varies from section to section,
as observed in the present case in view of its unique
characteristics. The corridor is primarily being used by
trucks, particularly 2-Axle and 3-Axle trucks carrying
minerals and ore from mines located along and near by
107
the corridor. Because of its very present poor pavement
condition, passenger traffc is observed to be low.
Some of the important and unique features of the traffc
of this corridor are highlighted below:
Predominant truck traffc is observed and the main
commodity that is being carried by the truck traffc is
mostly minerals and iron ore. The important point to
be noted here is that these iron ore mines are mostly
located nearer to the project corridor between Km
178.000, (Beleipada) and Km 224.5, (Kalta) and
the end mine is Kalta mine, beyond which there is
no mine till the end point of this project corridor (km
269.0). Majority of the roads leading towards the
mines from the corridor are situated between Km
178.0 and Km 200.0 Thus it is clear that the traffc
is originating within the section between km 178
and km 224.5 particularly between km 178.0 and
km 200.0.
The destination for this truck traffc is away from the
section between 178 and km 224.5. If we broadly
categories these destinations in to two nodes, one
towards start point, i.e. km 163.00 and the other
one towards the end point i.e. Km 269.00. The
trucks destined to Champua,Kalinga Nagar, Duburi,
Nelanchal Steel plant, Zindal, Tamka, Manpur,
Paradip port , Haldia Port etc, are passing through
km 177 and km 163.0 before reaching their fnal
destination. And on the other hand the trucks destined
to Roxy, Rangara, Bimalgarh, lohinipada etc need
not go upto end point, since all these destinations
are within our project corridor (between km 224.5
and km 252.0). The trucks going towards Rourkela
and some other locations beyond Rajamunda only
are crossing the end point of the corridor.
During the site appreciation it was found that there are
243 structures existing along the project corridor out
of which 3 are Major bridges, 34 Minor bridges, 192
slab culverts, 4 Hume Piper Culverts, 2 RUB. During
the site visit Consultants has observed that, proper
guidance will have to be provided to avoid defciencies
throughout project stretch (including construction
zones). Some of the defciencies are listed below:
Absence of proper pavement condition. i.
Improper barricading in work zone areas. ii.
Absence of Signage along the project stretch. iii.
Improper median opening, iv.
Absence of warning signs and refectors at/near v.
curve sections.
Absence of Crash Barrier at the required vi.
locations.
Presence of unprotected edge drop observed. vii.
Placement of unprotected construction materials viii.
on the berm
Hazardous parking of trucks on the outer lane of ix.
the road.
Poor Traffc management near the access x.
points.
Absence of pavement markings at least at critical xi.
locations.
Absence of proper drainage facility. xii.
Absence of proper night time visibility xiii.
work has started.
Inception Report
from:
NHAI, Project Implementation Unit, Plot No. 63/447, At
- Badadera, Po- Mandua, Dist - Keonjhar, Orissa - 758
001
7. Analysis of Driver Behaviour and Crash
Characteristics During Adverse Weather
Conditions
On-going. In the study, feld observations related
to drivers speed variations have been measured
GENERAl REPORT ON
108
to understand how individual driver responds to
certain stimuli, and individual characteristics of the
drivers. During the data collection, primary focused
was on drivers individual reactions during various
driving conditions. There was increasing focus on the
behavioural factors which were measured through
different psychophysical tests e.g. visual fatigue test,
visual acuity test, driving simulation tests to analyze
the crash characteristics and risk taking practices,
reaction time under adverse weather conditions.
Drivers characteristic have been measured with the
help of the V-Box with three cameras to measure
drivers reaction time, eye movements along with
road assets during the various driving situations.
Different driving cycles were also obtained during the
data acquisition.
The fndings highlight drivers state and pattern of
crashes during rain and foggy conditions during
simulated adverse weather conditions. Different driving
cycles were analyzed after the data processing.
Based on these fndings this has been recommended
that frequency and severity of accident like situations
and other related incidents can be reduced by providing
drivers with enough information about the roadway
and traffc conditions as well as through better traffc
management during adverse weather conditions.
However, in this study our sample size was small. It
may be further increased to do sensitivity analysis.
Field observations of decreased speeds and greater
headways can be better understood by observing how
individual drivers respond to certain stimuli and how
specifc categories of drivers respond. This information
is particularly helpful in light of the growing deployment
of ITS technologies.
In the present study, collected sample was small and
several other conficts aroused due to the adverse
weather conditions while collection of the feld data. This
study can be further extended to observe the impact of
hot and extreme hot Indian weather conditions (May
and June) on driver behaviour.
from:
Dr. Neelima Chakrabarty, Principal Scientist, Traffc
Engineering and Safety Division, CSIR- Central Road
Research Institute, Mathura Road, New Delhi - 110025,
8. Safety Consultants for Development &
Construction Period of 4- Laning of
Bhubaneswar-Puri Section of NH-203 in the
state of Orissa, Chainage Starts from Km 0.00
of NH-203 (Rasulgarh Chowk at Bhubaneswar)
to Km 59.00 of NH-203 (Puri bada Danda
Chowk) (Project Chainage from Km 0.00 Km
67.255) to be Executed as Build Operate and
Transfer (BOT) Toll Project on Design Build
Finance and Operate (DBFO) Pattern
Date of Start: Dec. 2011
started. Earth work for 4 laning has been taken up
in substantial lengths of the project road. Construction
of some of the structures and cross drainage works
has also been initiated. Presently Construction work
at few locations along with fnalization of engineering
drawings is in progress.
Status: Ongoing
to be undertaken.
etc. The National Highways Authority of India (NHAI)
has been entrusted the task of development of National
Highways Development Project (NHDP). Under NHDP
Phase III about 12,109 Km (Details taken from NHDP
map on NHAI website as on 30th NOV. 2011) of existing
National Highways in the country are proposed to be
widened to 4 lanes depending upon the traffc, where
the intensity of traffc has increased signifcantly and
there is requirement of augmentation of capacity for
safe and effcient movement of traffc. These highways
would provide high speed connectivity to NHDP
(Golden Quadrilateral) and NHDP II (North-South and
East-West Corridor). The Government has also taken
a policy decision on developing of entire NHDP III
programme through Public Private Partnership (PPP).
Bhubneswar -Puri section of National Highway 203 has
also been selected as one of such National highway
to be developed under NHDP IIIA on BOT (Toll) basis.
109
for this project.
The project road of NH-203 takes off from NH-5
(Rasulgarh chowk) at Bhubaneswar and ends at
Km 59.00 near Puri Bada Danda Chowk. The design
chainages of proposed package is from Km 0.00 to Km
67.255. It passes through main cities like Uttara chhaka,
Pipili, Sakshigopal, Chandanpur, and Bata Mangla &
Puri. The existing project stretch NH-203 is (partly) four
lanes in Bhubaneswar city portion and rest of the stretch
is of two lanes In NH-203 the width of the pavement
is of 7m, except in Bhubaneswar city portion, from Km
0.00 to Km 3.00 where it is of standard four lanes and
Km 3.00 to 6.00 where the width is varying from 7.00m
to 10.00m. The road has paved shoulders in some
reaches. Rasulgarh, Uttara Chhaka, Pipili, Sakshigopal
are the main junctions along the project road. There are
14 major & 4 minor junctions on the project road.
Out of the 21 existing bridges, 8 bridges are proposed
to be retained after carrying repairs and rehabilitation
measures. 6 Bridges are required for replacement due to
the realignment of the project road; due to construction
of bypasses the existing bridges are being defcient. 7
Bridges are not required since the existing stream do
not cross the bypass. 3 existing bridges are proposed
to be replaced with new 4-lane bridges being defcient.
Besides, there are 5 new 4-lane bridges are proposed
at the location of the proposed bypasses and realigned
portion of the project road. Some of the defciencies are
listed below:
Improper barricading in work zone area by 1.
Absence of Signage in the work zone area along 2.
Improper median opening, 3.
Absence of warning signs and refectors at/near 4.
curve sections.
Absence of Crash Barrier at the required 5.
locations.
Presence of unprotected edge drop observed. 6.
Placement of unprotected construction materials 7.
on the berm
Hazardous parking of trucks on the outer lane of 8.
the road.
Poor Traffc management near the access 9.
points.
Provision of dust arresters at required locations. 10.
Absence of pavement markings at least at critical 11.
locations.
Inception Report
from:
NHAI, Project Implementation Unit, 1st Floor, Setu
Bhavan, Nayapalli, Unit-VIII, Bhubaneswar, Orissa-
751012
9. Development of Most Economical Design
Standards for Anti-Glare Screen Barrier.
Date of Start : October - 2011
Date of Completion (Targeted): October
2014
Vadodara (R)
Status: On-going
Year of Last Report : 2011-12
Progress: At present, various literatures related to
scheme are studied & reviewed.
from:
0265 2313413-14-15, Fax : (0265) 2324067, E-mail
10. Road Safety Audit Study on Vadodara-Padra-
Jambusar Road.
Date of Start : September, 2011
GENERAl REPORT ON
110
Date of Completion (Targeted): September ,
2014
Vadodara (R)
Status: on-going
Year of Last Report : 2011-12
Progress: The accident data collection, data entry
and analysis are completed. Report writing is under
progress.
Further Findings/Conclusions/ Supporting Data
The accident prone locations were studied & evaluated
and remedial measures for their improvement were
suggested
per IRC.
from:
0265 2313413-14-15, Fax : (0265) 2324067, E-mail
11. Study of Benzene and VOCs in Different
Corridors of Delhi.
2013
Delhi
Status: Ongoing
Year of Last Report: Nil
Progress:
VOCs are organic species with very high vapor
pressure and are atmospheric constituents of both
anthropogenic and natural origin. VOCs are important
precursors of tropospheric ozone (O
3
), and can impact
air quality and global climate. There are a number of
volatile organic compounds (VOCs) such as benzene,
toluene, ethylbenzene, xylene, formaldehyde and
polynuclear aromatic hydrocarbons (PAHs) found in
urban atmospheres. These pollutants are reported to
be potential carcinogens and pose a high risk to public
health. About 189 hazardous air pollutants (HAPs)
have been identifed by United States Environmental
Protection Agency (USEPA) out of which 97 are VOCs.
Being precursor of ozone, they are regulated in United
States under the criteria pollutant programme. For
maintaining healthy air quality, knowledge of ambient
levels of VOCs is necessary but unfortunately the
information on VOCs levels for Indian cities is limited.
Despite the fact that VOCs are grouped under HAPs,
data available on VOC levels in India is very limited.
Moreover, there are no air quality standards for VOCs
(except benzene) in India.
In the present study, the concentration of total VOCs
were measured at Badarpur petrol pump of Delhi (May
2011) and was found to be very high. One day monitoring
concentration of VOC at Badarpur petrol pump was in
the range of 0 to 450 ppm which is an alarming level of
VOC at petrol pump. The 5-hr average concentration
was found to be 24.9 ppm (79.3 mg/m
3
). It is a matter of
concern and government should take immediate action
to control VOCs especially BTEX in urban areas to help
regulation of VOCs in India.
The study can be further extended on various issues
like epidemiological study of VOCs on human being
specially petrol pump employees who are exposed to
VOCs for more than 8 hours a day.
Rina Singh, Anuradha Shukla and i.
S.Gangopadhyay. A Pilot Study of Benzene in
Different Corridors of Delhi. Indian Journal of Air
Pollution Control, Vol X, March 2010, pp 21- 24.
Rina Singh ii. , Anuradha Shukla and
S.Gangopadhyay. Health Impacts and status
of BTEX in air, Indian Journal of Air Pollution
Control, Vol X, September 2010, pp 31- 42.
Subhashree Adhikari, Anuradha Shukla and Rina iii.
Singh, Role of Trees in Air Pollution Reduction
and Improvement of Air Quality, Indian Journal of
Air Pollution Control, Vol X11, No1, March 2012,
14-23, ISSN No-0250-5231.
from:
Ms. Rina Singh, Environmental Science Division, CRRI,
New Delhi, Mobile : 9999768407, E-mail ID : rina_it@
rediffmail.com
111
12. Modifcation of Bitumen and Its Emission
Characteristics
Delhi (R)
Status: Completed
Year of Last Report: July 2011
Progress
The properties of conventional 60/70 penetration
grade bitumen have been improved by the addition
of waste polymer. Waste polymer modifed bitumen
samples shown signifcant increases in softening
point and reductions in penetration. Waste polymer
modifed bitumen samples show reduced temperature
susceptibility than conventional 60/70 penetration
grade bitumen. The reduced temperature susceptibility
may be attributed to the resistance of waste polymer
modifed bituminous concrete mixes to cracking
with the temperature change. Marshall Stability and
Retained Stability values of waste polymer modifed
bituminous concrete mixes have been found higher than
conventional bituminous concrete mixes. This shows
that waste polymer modifed bituminous concrete mixes
are expected to be more durable, less susceptible to
moisture in the actual feld conditions and can offer
improved performance. The phase morphology of the
waste polymer modifed bitumen samples is the result
of the mutual effects of polymer and bitumen and is
infuenced by polymer content. Emissions from this
exercise of the laboratory work was observed and found
nothing in the range of equipments used for collecting
and identifying the pollutants.
Studies at Hot mix plant: HVS APM541 was kept
at around one meter distance from the plant, Flow
rate- 1m
3
/ hr. Sample collection was done for 8 hrs
and the average PM
10
concentration value of 0.2 g/
m
3
was found (ranging from 0.18 to 0.24 g/m
3
). The
concentration is quite high if compared with the
particulate emission standard of 90 mg/m
3
. This is an
indication for the emission of PM
10
is from hot mix plant
is very high. The result is even more than the standard
given by Haryana pollution control board (150 mg/m
3
).
Particulate matter of size less than 10 micron is the
respirable particulate matter and a criteria pollutant.
It is able to overpass the barrier and reach the lungs
and alveoli. Particulate matter collected from the plant
was also analysed for the chemical analysis for trace
metals as well as for polycyclic aromatic hydrocarbons
(PAHs).
The trend of all toxic metals analysed is same in both the
seasons. Although, during winters it was observed that
the concentration of these traces is more as compared
with summer season. Mercury (Hg) concentration
is varying from 6.96 to 7.34 mg/g this is clear cut
indication of high concentration of mercury near the
hot mix plant area. It may be because of processesing
as well as from the movement of trucks for loading and
unloading. The concentration of various PAHs found
in particulate matter shows the same trends in both
the seasons. It was also observed the concentration
of almost all poly cyclic aromatic hydrocarbons is on
higher side during winter season. The concentration
of Benzo (a) Pyrene (BaP) was highest among all the
identifed compounds. The BaP concentrations varied
from 0.871 g/g to 1.015 g/g. These compounds are
well known for their carcinogenic nature. The high
concentrations found during this study indicate that
there is a need to carry out a more focused study in
future. Efforts should be directed to assess the health
aspects of the workers of this industry for further
follow-ups and evolving suitable standards for the hot
mix plant emissions.
In this study we modifed bitumen using different
percentage of waste plastic. The resulted material
was tested for various properties like softening point,
viscosity, mechanical strength etc. It was observed that
as we increase the content of waste plastic softening
point increases but penetration decreases. So, it is
suggested that the lower percentage of waste plastic
was suggested to modify bitumen for road construction
purpose. During this processing in the laboratory the
emission was also analyzed. The same experiment
was done at hot mix plant during operational condition.
High volume sampler was kept to collect PM10. The
collected particulate was analyzed in the laboratory for
trace metals and polycyclic aromatic hydrocarbons. The
collected PM10 was ranged from 0.18 to 0.24 g/m
3.
The
maximum concentration of mercury was found during
summer as well as in winters ranging from 8.92 to 7.67
mg/g. So much high concentration of mercury is not
understood fully. Similarly, the maximum concentration
of benzo (a) pyrene was found among all polyaromatic
compounds analyzed. It was ranged from 0.871 to
1.015 g/g.
The high concentration found in this study indicate that
there should be proper study for the surroundings as
well as for the health aspects of the workers of this
industry for further follow-ups and thinking for standards
for the hot mix plants emissions.
GENERAl REPORT ON
112
Recommendation for Further Work
We propose the following work which can be done in
this regard:
Complete profling of the emissions from hot mix
industry.
Workers health issues in relation with these
hazardous pollutants.
Emissions standards for this industry.
Recent trends of the emission characteristics from
road construction industry. Sippy K Chauhan,
Sangeeta, Anuradha Shukla and S Gangopadhyay,
Environmental Science and Pollution Research
(Impact Factor 2.411) 17(9), 1493 1501, DOI:
10.1007/s11356-010-0327, 2011.
Determination of arsenic and mercury metals in
suspended particulate matter by fame / fameless
atomic absorption spectrometer. Nahar Singh, Sippy K
Chauhan, Trailokya Saud, Mohit Saxena, Daya Soni,
Khem Singh, Alok Mukherjee, T.K. Mandal, J.K. Bassin

and Prabhat K. Gupta Atmospheric pollution research
(Impact Factor 3.905) 01(2), 112 117, 2010.
Determination of toxic metals in the suspended
particulate matter near the hot mix plants Sippy
K Chauhan, Sangeeta, Anuradha Shukla, S
Gangopadhyay, Nahar Singh & Prabhat K Gupta,
Environmental Pollution Research.
Studies on waste plastic polymer modifed
bitumen using conventional test methods. Sippy
K Chauhan, Sabina, T B Khan, D K Singh and
Sangita, presented in FACC 2009.
Determination of zinc and lead in the suspended
particulates collected from traffc hot spot of Delhi.
Sippy K Chauhan, Nahar Singh, Daya Soni, T
K Mandal, S Gangopadhyay, P K Gupta at al.
Presented in ADMET 2009
Further information/copy of the Report can be
Obtained From:
Dr. Sippy K Chauhan, Environmental Science Division,
CRRI, N. Delhi-110025, Phone: 9811989132, E-mail
13. Variability in Vehicle Fuel Consumption Under
Controlled Conditions
Delhi (R)
Status: Completed
Year of last report: 2011-12
Progress
Further Findings/Conclusions/Supporting Data:
Variability in steady speed fuel consumption is up to 8.2
percent with the various steady speed. For both Petrol
and Diesel driven light duty vehicles almost uniform
variability in value of fuel consumption was observed.
Speed is a dominant factor affecting fuel consumption
and fuel consumption increases considerably at low
speed.
The steady speed fuel consumption study was
conducted on two vehicles only by covering a section
length of 1 km considering 10 runs for each of the steady
speed. The work was conducted for light vehicles only,
the effect of wind speed, temperature and humidity
effect were neglected.
Recommendation for Further Work
The study can be carried out for loaded trucks under
controlled conditions with loading conditions to
understand the variability
Evaluaion of variability in on-road vehicle fuel
consumption under controlled conditions P.V.Pradeep
Kumar, Anil Singh, Niraj Sharma, Ch. Ravi sekhar in
International Journal of emerging technology and
advanced engineering. Vol. No. 3, Special issue 3,
ICERTSD, 2013, 84-88.
Further information/copy of the report can be
obtained from:
Sh. P.V.Pradeep Kumar, Environmental Science
Division, CRRI, N.Delhi, Phone: 9910928713 (M), 011-
14. A Study on Vehicle Kilometers Travelled,
Fuel Consumption and Emissions Relating to
Heavy Duty Passenger and Goods Vehicles
in India
Date of Start: Jan. 2013
Date of Completion (Targeted): Jan. 2014
Delhi (R)
113
To estimate i. vehicle kilometers travelled (VKT)
by Heavy Duty Vehicles (HDVs) in India which
also include fuel economy/ effciency standards
and other related performance indicator data
of Heavy Duty Vehicles (HDVs) in India for the
existing of the current feet (baseline) based
on the secondary data and expected growth
scenarios by 2030.
To suggest robust and practical recommendations ii.
for Fuel Effciency standards/ labelling of HDVs
(both passenger and commercial by the Bureau
of Energy Effciency).
To indicate the proposed policy/ technological iii.
recommendations for HDVs in 2015, 2020 and
2030.
Methodology
Considering the data availability (CRRI, 2002) and
(CRRI, 2009) relating to VKT by vehicle types across
India, VKT has been considered most appropriate for
estimating Fuel consumption and Emissions relating
to Heavy Duty Vehicles both passenger vehicles and
Goods Vehicles. The following methodology has been
adopted
Signifcance/Utilization
For the Heavy duty vehicles regulations and is a
base and frst document to study the Fuel effciency
characteristics of Heavy Duty Vehicles in India.
Interim Report recently submitted to client
from:
Transportation Planning Division CRRI New Delhi,
GENERAl REPORT ON
114
V. RESEARCH PROJECTS RELATED TO THESIS FOR
POST- GRADUATION/ PH.D
A. PAVEMENT ENGINEERING AND PAVING MATERIALS
SUMMARY
Research topics have been reported on open graded bituminous mixes as frictional course, crumb rubber modifed
mixes, reclaimed asphalt pavement, use of nano materials in bituminous mixes, development of economical pavement
design methods, utilization of coir fbres and coir geotextile for bituminous pavements and importance of drainage
system for better performance of pavements.
Open graded frictional courses. 1.
Crumb rubber modifed bitumen. 2.
Nano-modifed bituminous mixes. 3.
Reclaimed asphalt pavement. 4.
Economical pavement design methods. 5.
Stone matrix asphalt. 6.
Coir geotextile. 7.
Pavement drainage and performance. 8.
115
1. A Study on Pavement Performance and
Overlay Design Using HDM-4
Date of Start : Feb. 2013
Date of completion: August 2013
Rajiv Gandhi Institute of Technology, Kottayam
To evaluate the structural and functional condition of
an in-service fexible pavement and determine the cost
effectiveness and feasibility of ultra-thin white topping
with that of other overlay options.
The present pavement performance and riding quality
of the study road is analyzed by both Structural and
Functional evaluation. Secondary data available also
is collected. For predicting the deterioration progress
of the study road, the HDM-4 pavement deterioration
models are calibrated for the Kerala urban road
conditions.
Salient Findings and Conclusions
It is identifed that the pavement is structurally good,
but riding quality is reduced due to lack of maintenance
strategy. In order to improve the riding quality of the
pavement, an overlay option is suggested.
From the deterioration summary it is identifed that
even after 15 years, the riding quality of Ultra Thin
White topping is the excellent and the most desirable
one without any intervention. So it eliminates the
Routine maintenance cost. Due to the high increase
in vehicular traffc and congestion, level of Service
of the study stretch is very low thus demanding a
Partial Widening in addition to overlay. Pavement up
gradation with Ultra-Thin White topping is found to be
the most economical since it has the highest Internal
Rate of Return of 48.2 which is 19% higher than that of
Ordinary Bitumen overlay.
Ultra-Thin white topping has the minimum rate of
roughness progression which in turn may lead to
very low Road user Cost values thus providing 46%
increase in the Net Economic Benefts than that
of Ordinary Bitumen overlay. It also improves the
functional effciency of the pavement. Also there are
other benefts which can be non-quantifable like delays
to traffc during maintenance of fexible pavement,
increase in comfort and safety.
Ultra-Thin white topping can be suggested as the most
appropriate overlay option which reduces the life Cycle
cost of the pavement.
A Study on Pavement Performance and Overlay
Design using HDM-4, Geethu Saji, Sreelatha T & B G
Sreedevi, International Journal of Innovative Research
in Science, Engineering and Technology (IJIRSET),
Vol-2, issue 8, August 2013.
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
2. Pavement Performance Modeling a Case
Study
Date of Start : Feb. 2013
Date of completion : August 2013
Rajiv Gandhi Institute of Technology, Kottayam
To evaluate the structural and functional condition i.
of fexible pavements
To develop performance prediction models using ii.
SPSS package
To test the reliability of model using T-test iii.
To develop a model for determination of Riding iv.
Comfort Index (RCI)
Detailed literature review and pavement evaluation
studies were conducted on selected road stretches.
The different parameters affecting the pavement
performance were identifed. It includes Modifed
Structural Number (MSN) and Vehicle Damage
Factor (VDF). Non linear models regression models
were formulated for ravelling initiation, cracking
progression, defection growth, pothole progression
and roughness.
SPSS predicted values are nearer to observed values.
Hence these models are suitable for the performance
predictions of selected roads. The reliability of defection
growth model and roughness progression models were
checked by T-test.
GENERAl REPORT ON
116
Pavement Performance modeling using SPSS a
case study, Saranya Ullas, B.G.Sreedevi, Sreelatha
T, International Journal of Innovative Technology and
Exploring Engineering (IJITEE), Vol -3, issue 3, August
2013
from:
Phone: 0471- 2548300, 2543678, Fax: 0471-2543677,
3. Performance Prediction Models for
Bituminous Mixes
Date of Start and Duration: July 2010 for three
years
Date of Completion: October 2013
Indian Institute of Technology Roorkee
To develop simple mathematical models relating
performance property of a bituminous mix with its
gradation.
Two types of binders, two types of mixes and three
gradations for each mix were selected and laboratory
tests like retained stability, TSR, static creep, dynamic
creep, rutting tests were conducted on different mixes.
Finite element analysis of fexible pavement structure
is also carried out with different types of mixes in
bituminous layers.
Two gradation parameters are introduced in this 1.
study to correlate performance of a mix with its
gradation. These parameters can be determined
from the grain size distribution curve and can be
used to predict the durability or rutting potential
of a mix.
Rut depth models are developed using the results 2.
of static creep, dynamic creep, shear strength
test and gradation ratio.
The relation between shear strength of a mix and 3.
its rut depth is found to be highly signifcant and
can be used to predict rut in a mix from triaxial
test data.
The vertical compressive strain at the subgrade 4.
level and the horizontal tensile strain at the bottom
of bituminous layer are very sensitive to the HMA
layer thickness but the vertical compressive
strain at the top of subgrade is more sensitive to
the base and subbase layers thickness. Fatigue
life model for fexible pavement section having
bituminous base course (DBM) and wearing
course (BC) developed in the present study
shows that the fatigue life is strongly related to
the bituminous layer thickness and the gradation
ratio of DBM mixes.
Codes/Specifcations
The fatigue and rutting models given in IRC:37 needs
to incorporate thickness of bituminous layers also.
from:
Dr. Satish Chandra, Professor, Department of Civil
Engineering, Indian Institute of Technology Roorkee.
4. Design of Open Graded Frictional Course in
Pavement with Modifed Bitumen
Date of Start and Duration: December 2012
Division of Transportation Engineering, CEG, i.
Anna University Chennai (R)
Delhi
To design and evaluate the performance of OGFC mix
using CRMB and leather fber as additive.
Collection of leather waste and sizes into shavings to
use as additive, the CR powder was blended with VG-
30 for the design of in OGFC. Permeability, Cantabro
abrasion test, creep test was conducted to evaluate its
performance.
Salient fndings and Conclusion(s)
OGFC mix design was done with a modifcation to
conventional gradation. Aggregates of sizes 19mm,
16mm, 12.5mm, 9.5mm, 4.75mm, 2.36mm and 75 were
used. CRMB 55 was used as the binder at 4.5% by
weight of the total mix. Ordinary lime as additive and lF
as stabilizing agent were used at 1.5% and 05% by total
weight of the mix, respectively. OBC was found at which
117
the air voids as 20% and Cantabro loss less than 20%.
from:
Dr. G.Malarvizhi, Asstt Professor, DnTE, CEG, Anna
University Chennai -600025 (OR) The Director, CSIR-
Delhi-110025, E-mail: [email protected];
[email protected] and [email protected]
5. Characterization of Thermal, Rheological and
Microscopic Properties of Crumb Rubber
Modifed Binders
Anna University Chennai.
Delhi
To characterise and analyse the structural changes,
microstructure and rheological properties of the CRMB
with various proportions of crumb rubber powder content.
Salient Findings and Conclusion(s)
The viscosity bitumen VG-30 was mixed with CR
powder at various percentages to develop CRMB in
the highway engineering lab. The thermal, rheological,
micro structural analysis like FTIR, DSC, TGA, SEM
and PAV was carried out on aged and unaged bitumen
samples.
from:
6. Utilization of Reclaimed Asphalt Pavement
(Rap) in Mastic Asphalt Pavement
Delhi
To develop a mix design for mastic asphalt surfacing
using 100% of RAP materials collected from Chennai
Corporation. Hardness Number and Skid resistance
was performed on Mastic slab.
RAP was collected from the stock yard from Chennai
Corporation. The residual binder content as well as
gradation was done. Based on the results the constituent
materials like aggregate, stone dust was totally taken
from the RAP. AS per IS: 107-1992 and IS 1195-1978
mastic asphalt was cooked and its Hardness Number
was found using Harness Testing Machine.
Salient Findings and Conclusion
Four types of gradings were taken to optimize the RAP
percentage. Mastic asphalt surface may be designed
using 100% RAP with hydrated lime and VG-40.
from:
7. Design of Stone Matrix Asphalt Using Leather
Waste
Delhi
To develop a mix design for SMA Mix using different
gradings as per IRC SP: 79 :2008.
SMA design was carried out using four grading as per
IRC: 79-2008. leather fbres and tannery spent lime
was used as additive and fller in SMA Mix.
Four types of gradings were taken to optimize the
OBC. Volumetric analysis using Marshall samples,
Permeability, static creep were conducted.
GENERAl REPORT ON
118
from:
Dr.S.lakshmi, Professor, DnTE, CEG, Anna University
Chennai - 600025 and The Director, CSIR- Central
Road Research Institute, New Delhi 110025, E-mail:
[email protected]; [email protected];
and [email protected]
8. Performance Evaluation of Nano-modifed
Bituminous Concrete Mixes
Date of Start and Duration: May 2012, 1 Year
Centre for Transportation Research, Department
of Civil Engineering, National Institute of
Technology, Calicut (R)
The scope of this study is to understand various
performance characteristics of plain and polymer
modifed bituminous concrete mixes with and without
nano-material through laboratory investigations. The
To evaluate performance of bituminous concrete
mixes modifed with nano-material.
To compare the performance of nano-modifed
mixes with that of plain and polymer modifed
mixes.
To determine the optimum dosage of nano-
material.
Granite coarse and fne aggregates were collected
from the quarry. Polymer Modifed Bitumen (PMB-
70) of grade 60/70 and ordinary bitumen of viscosity
grade 30 (VG30) were used as the binder and Zycosoil
supplied by M/S. Zydex Industries was used as modifer
or additive. During material characterization standard
tests such as Crushing value, Impact value, Stripping
value, los Angeles Abrasion value, Specifc gravity
and Combined Elongation and Flakiness tests were
conducted on the aggregates according to the relevant
IS codes. To characterize the bitumen, tests such as
Penetration, Softening point, Specifc gravity, Ductility
and Viscosity tests were conducted. Standard Marshall
Test Specimens of Bituminous concrete of grade II with
two compaction methods using standard and modifed
hammer were prepared with nano-modifed unmodifed
binder for Performance Testing. Marshall Test to assess
strength of different bituminous mixes, Indirect Tensile
Strength of conditioned and unconditioned specimens to
evaluate the rutting potential and moisture susceptibility
and Repeated load test on the specimen with rest period
to estimate the fatigue life were conducted on nano-
modifed unmodifed bituminous concrete specimens.
Optimum dosage of the modifer was also found.
Binder tests have proved that nano-modifcation of
the binder does not signifcantly affect the original
binder properties.
Modifed Marshall Compaction method proved
to give better compaction and improvements in
volumetric properties of the mix compared to
conventional Marshall Compaction method.
Use of nano-material in VG30 bituminous mixes
resulted in Marshall Stabilities as high as 21.55
kN. It was higher by 30% than control mixes with a
satisfactory level of air voids and fow values.
The mix performance found to be signifcantly
improved only in the case of 0.1% of Zycosoil
modifcation at optimum binder content of 5%.
The indirect tensile strength of Zycosoil modifed
mixes was found to be higher by 18% than
conventional mixes and 4.5% than polymer
modifed mixes.
The Tensile Strength Ratio of the nano-modifed
bituminous mixes was more than 92% in all cases
which is an indication of better resistance to
moisture damage.
Repeated load test have proved that performance
of mixes under fatigue is better for VG30 and
polymer modifed bituminous mixes when Zycosoil
was added.
9. Studies on Recycled Bituminous Mixtures
Pavement recycling is becoming an increasingly
important alternative worldwide for the maintenance
of highways, once sustainability and environmental
issues have continued to receive more attention.
The reference point is that of considering the use of
road materials in a closed cycle, in which a natural
material, previously used in road construction, should
not be rejected in the following life-cycle. Reclaimed
asphalt pavement (RAP) is a useful alternative to virgin
119
materials because it reduces the need to use virgin
aggregate, which is becoming a scarce commodity. It
also reduces the amount of asphalt binder required in
the production of bituminous paving mixtures.
The objectives of the study are set forth as:
To evaluate the characteristics of RAP collected
from selected roadways.
To determine the effects of RAP materials on
performance of the bituminous mix.
The specifc steps of the material evaluation and mix
design process are as follows:
Obtain representative feld samples of the reclaimed
material.
Perform laboratory analysis:
Determine composition and properties of the 9
RAP
Determine the proper amounts of virgin 9
aggregates to be added.
Select the type and amount of the virgin 9
binder.
Mix, compact and test trial mixes. 9
Select the optimum combination of mix components
that meet the mix design criteria.
Comparative study of RAP mix and normal mix.
The binder content of RAP without correction by
ignition method was found to be 2.72 and 3.87%.
whereas, it was 5.09 and 6.64% by centrifuge
extraction method.
The RAP aggregates have less faky and elongated
particles. Similarly, most of the higher sizes are
missing which might have degraded due to traffc
load, climate etc.
The properties of RAP, binder content, gradation
evaluated and compared with the properties of
virgin aggregates. Flakiness and elongation indices
obtained were less than that of virgin aggregates.
The Marshall test results gave the optimum binder
content for the RAP1 and RAP2 as 4.5and 5%
respectively.
The properties of the RAP mix were evaluated and
compared with normal mix by conducting Marshall
stability and indirect tensile tests. The Marshall
stability, air voids, and bulk density were found to
be lesser for RAP mix than that of mix with virgin
aggregates. The IDT value obtained was also less
for RAP mix.
10. Utilization of Coconut Shell and Coir Fibre in
Bituminous Concrete
The high cost and high demand of the aggregate
as construction material is a major factor affecting
construction feld. Therefore there is a need to explore
and to fnd out suitable replacing material to substitute
natural stone. Here in this work, coconut shell is used
to replace the particular portion of aggregates passing
through 9.5mm IS sieve and retained on 4.75mm
IS sieve and coir fbre was used by varying the fbre
content and fbre length.
The objectives of the study are:
To assess the suitability of coconut shell and
coir fbre in bituminous concrete by laboratory
investigations.
To arrive at optimal proportion of coconut shell and
coir fbre in bituminous mix.
The experimental methodology used for the study starts
with the frst step of selection of materials and extends
to the different tests conducted on the binder, aggregate
and the mix. The tests are conducted according to the
standards specifed in the relevant codes.
Aggregate (coarse, fne and flter) were collected
from the quarry.
Standard tests such as Penetration, Softening
point, Specifc gravity, Elastic recovery, loss on
heating and Storage stability tests were conducted
on bitumen as per relevant IS codes.
Standard tests such as crushing value, impact
value, stripping value, los Angeles abrasion value,
specifc gravity and combined elongation and
fakiness tests were conducted on the aggregates
according to the relevant IS codes.
Marshall Test was conducted for 3 specimens of
each gradation and binder content. Based on
GENERAl REPORT ON
120
maximum stability, maximum unit weight and
average percentage air voids, optimum blend
proportion was found for each gradation.
Indirect Tensile Strength of unconditioned
specimens was found out for each gradation.
Repeated load test was conducted on the specimen
both with rest period. Optimum binder content was
found with respect to the resilient modulus of the
specimens.
The performance of the mix was improved by using
PMB70.
The optimum binder content was slightly increased
when coconut shell was used. But there is an
improvement in the stability value of the mix.
By the addition of coconut shell and coir fbre, mix
properties were enhanced.
11. Finite Element Analysis of Coir Geotextile
Reinforced Flexible Pavements
Date of Start: October 2012.
Date of Completion: August 2013.
College of Engineering, Trivandrum (R)
The preferred strategy for long-term road and pavement
performance is to provide safeguards during initial
construction. These safeguards include stabilizing the
subgrade against moisture intrusion and associated
weakening, strengthening road base aggregate
without preventing effcient drainage of infltrated
water and enhancing the stress absorption and
moisture proofng capabilities of selected maintenance
treatments. Geosynthetics are the most cost effective
tools for safeguarding roads and pavements in these
ways. The four main applications for geosynthetics in
roads are subgrade separation and stabilization, base
reinforcement, overlay stress absorption, and overlay
reinforcement.
Accurate traffc loading estimates and analysis of
the impact of heavy traffc on pavement performance
are important issues for pavement designers. Hence
a computational model that can be used to perform
a pavement service life prediction based on a
mechanistic analysis using a fnite element method has
to be developed. Finite element analysis is well suited
in analyzing pavement systems subjected to various
conditions due to its versatility. In this study fnite
element analysis of coir geotextile reinforced fexible
pavement is carried out to investigate the benefts
provided by coir geotextile reinforcement to the fatigue
and rutting resistance of a fexible pavement system in
conjunction with pavement design life and to identify
the optimum thickness of bituminous layer required for
the design traffc.
The objectives of this study are:
To perform linear elastic fnite element analysis on
coir geotextile reinforced fexible pavements on the
basis of stress strain characteristics.
Evaluation of reinforcing effect of coir geotextiles
based on fatigue and rutting distress criteria.
To predict pavement fatigue life for unreinforced
and coir geotextile reinforced pavement sections.
To evaluate the increase in service life of pavement
structure based on Traffc Beneft Ratio (TBR).
To conduct feld studies on coir geotextile reinforced
fexible pavement sections.
Methodology
The Thesis includes two phases
Finite element studies on unreinforced and coir i.
geotextile reinforced pavement sections. This
includes
linear elastic analysis a.
- Plotting fatigue strain profles for
unreinforced and coir geotextile reinforced
sections
- Prediction and compare pavement fatigue
life for unreinforced and coir geotextile
reinforced pavement sections
- Performing a parametric study to arrive
at the optimum thickness of asphalt
concrete layer and also the optimum
type and location of coir geotextiles in the
bituminous layer
Elastoplastic analysis b.
- Prediction the rutting life of unreinforced
and coir geotextile reinforced pavement
sections.
- Evaluating the increase in service life
of pavement structure based on Traffc
Beneft Ratio (TBR) and to develop
regression models.
Field studies on pavement section reinforced with ii.
coir geotextile. This includes
In-situ feld measurement of Stiffness and a.
121
Youngs Modulus of unreinforced and coir
geotextile reinforced pavement section using
GeoGauge
Performing Benkelman Beam Defection b.
(BBD) studies on both unreinforced and coir
geotextile reinforced section using BBD unit.
Results are analysed and compared for c.
evaluating the benefcial effects of coir
geotextiles
Findings/Conclusions
Finite element analysis a.
linear elastic analysis i.
Predicted strain profles showed that coir
geotextile layer signifcantly constrained
the lateral strains within the base course
layer and subgrade
Pavement response models showed
remarkable reduction of 33 % in fatigue
strain.
Thick bituminous layer performed better
than thin bituminous layer in reducing
lateral strain
Coir geotextiles with lower tensile
modulus resulted in larger reduction in
lateral strain
CCM 400 type coir geotextile has more
reduction in lateral strains developed in
the reinforced sections
Fatigue damage ratio at 80 KN axle
load showed remarkable reduction in
reinforced pavement ranging 12 to 66 %
for 100 mm and 75 mm asphalt layer
Fatigue life of pavement increases with
increases in asphalt layer thickness
Variation in service life ranges from 3.31
% to 120.39 % for the various reinforced
sections at 80 kN axle load
Coir geotextiles at interface of AC layer
and base course layer performed better
than geotextiles placed at one-third from
bottom followed by middle locations of
asphalt layer.
Optimum location of coir geotextile was
identifed to be at the interface of asphalt
layer and base course layer`
Improvement in fatigue life was more
pronounced at lower magnitude of load
At higher load magnitudes beyond 110
kN, contribution of reinforcement to retard
fatigue damage gradually diminishes
Predicted fatigue life chart gives the
optimum thickness of AC layer and
location and type of coir geotextile
to be used for required service life of
pavement
Elastoplastic analysis ii.
Traffc Beneft Ratio (TBR) value ranges
from 1.01 to 2.16
Coir geotextiles with lower tensile
modulus resulted in greater reduction in
the permanent deformation
Improvement provided by the
reinforcement decreased with the
increase of asphalt layer thickness
Multiple linear regression models were
developed
Field studies b.
Coir geotextile reinforced sections showed
increase in Youngs Modulus and Stiffness
values.
Coir geotextile reinforced sections showed
an increase of 5 to 15.51 % for both modulus
and stiffness values.
Coir geotextile reinforcement decreases
the defection in pavement by an amount of
21.17 %.
Hence from the feld studies we can conclude
that inclusion of coir geotextile reduces the
defection in pavements and also increases
the stiffness and Youngs Modulus of the
pavement sections.
Further Information/Copy of the report can be
obtained from:
loui T R, Dept. of Civil Engineering, College of
Engineering Trivandrum.
12. Evaluation of Effect of Pavement Drainage on
Pavement Performance
The roadways in Trivandrum city face many problems
GENERAl REPORT ON
122
associated with poor drainage systems. Evaluation
tools are necessary to identify those roads needing
improvement in their drainage system, and those
needing regular maintenance. The objective of the
present study is to evaluate drainage conditions in
selected roadways in Trivandrum city with the intent of
identifying the problems encountered in their drainage
system. The study was initiated in an attempt to
determine the effectiveness of these drainage systems
in pavement performance. A preliminary survey was
conducted to identify problems associated with drainage
system supported by photographs that depicts the
defned problem. With a detailed survey the problems
related to existing drainage system were identifed and
a composite index was developed to represent the
drainage conditions. The pavement performance is
indicated by a composite index of visual rating, riding
comfort and free fow speed. The fndings indicate that if
proper drainage is provided the pavement performance
can also be improved. The sections having drainage
problems were identifed and a sub surface drainage
system has been designed for the identifed sections.
A fnite element analysis was carried out to compare
the effectiveness of developed sub surface drainage
system. It was found that the provision of sub surface
drainage is effective.
The present study was undertaken with the following
objectives:
To study the effect of existing drainage system on
performance of pavement
To develop a composite index representing the
condition of existing drainage system (DI)
To develop rating for drainage system
Development of effcient drainage system for the
network of Trivandrum city
To develop fnite element model for the analysis of
fow through pavement
Methodology
Identifcation of study area i.
Collection of data -pavement condition (these ii.
include visual rating, riding comfort and free fow
speed, roughness) age of pavement, cumulative
standard axle load, maintenance history and
runoff, pavement quality using PQI
Preliminary survey to identify factors affecting iii.
drainage condition
Design of survey format for rating drainage using iv.
the factors identifed
Analysis of data and development of index v.
representing drainage condition
Development of rating for drainage vi.
Design of sub surface drainage system for road vii.
networks in Trivandrum City
Development of fnite element model for the viii.
analysis of fow through the pavement
Each pavement stretch was divided into sections of
500m. Data were collected to evaluate factors affecting
the pavement performance. Field study was conducted
to identify the factors affecting drainage performance.
Detailed survey format was prepared and survey was
conducted. Composite index (DI) representing the
existing drainage condition was developed for each
500m.the change of drainage index was compared
with the rate of deterioration values. A rating system
was developed for the existing drainage system.
For poor drainage condition the Rate of deterioration
value found to be high and for excellent drainage
condition rate of deterioration value is relatively
low.
Drainage rating system was developed by
comparing the drainage index and rate of
deterioration values:
Poor: 0- 0.26
Fair: 0.26 0.40
Good: 0.41 0.71
Excellent: 0.72 - 1
It is apparent from the analysis that the drainage
system must be improved in order to increase the
pavement condition.
Sub surface drainage system was designed with 200
mm permeable base and 80 mm perforated collector
pipe. Finite element analysis was carried out in order
to compare the effectiveness of provided sub surface
drainage system. Permeable base drains 81 % of total
runoff and the base layer drains only 12 % of total runoff.
It was found that permeable base works as an effective
drainage layer. Permeable base is likely to reduce the
water quantity that goes through the sides of pavement
signifcantly. Provision of permeable base can change
the fux distribution in the pavement.
obtained from:
Dr. R. Priya, Dept. of Civil Engineering, College of
Engineering Trivandrum
123
B. TRAFFIC AND TRANSPORTATION
SUMMARY
One of the thesis developed an algorithm and program for automated detection with accuracy of 85% and
measurement of pothole 89.7% from road surface video clips. Accurate and reliable road video processing software
has been developed for automated detection and assessment of cracks, potholes and patches and the developed
software reports distresses information in printable format as per Indian guidelines. Development of simulation model
to predict rutting in fexible pavements is also reported. A travel time prediction model was developed for different
modes of vehicles for predicting travel times using Kalman fltering and Extended kalman fltering algorithm. A thesis
reported Modelling congestion for urban heterogeneous traffc including the effect of road geometry. Saturation Flow
model was developed for through traffc by considering the approach width, proportion of right turn vehicles and
proportion of heavy vehicles and bus stop location as independent variables. Saturation Flow models was developed
for right turn traffc by considering the right turn radius, proportion of two wheelers and proportion of heavy vehicles
as independent variables. In one of the thesis, it was found that a reduction in capacity of about 10-25% in urban
arterials due to pedestrian infuence. Formulation of a framework for evaluating the accessibility of urban transportation
networks and assessing its infuence on the ridership of bus transit system was reported in a thesis. A new concept
for determination of Passenger Car Unit and level of Service based on Acceleration Noise is also reported. One
of the thesis studied the effect of timer at signalized intersection and found that the percentage reduction in starting
delay for intersection with timer is around 50% for all the vehicle types. Reduction in staring starting delay is more for
two-wheelers and cars. One thesis reported that on a life cycle base analysis emission from rigid pavement is less
compared to fexible pavements.
Development of automated detection and assessment of pot holes, cracks and patches using image processing 1.
is very important in road management system
Inadequate provision of pedestrian facilities will not only reduce the capacity but also increases the accidents. 2.
Provision of Timer at signalized intersection reduces the starting delay. But the chances of collisions/accidents 3.
due to higher acceleration during the green start and end period have to be studied.
GENERAl REPORT ON
124
1. Reliability Based Analysis of Geometrics of
Rural Highways
The scope of the study is limited to reliability analysis
of horizontal curves and crest vertical curves on two
lane rural road stretches in four districts of Kerala. The
objectives of the work are as follows:
To understand the concept of reliability theory
through literature survey.
To conduct reliability analyses of single horizontal
curves and crest vertical curves.
To develop safety evaluation criteria for horizontal
curves and vertical curves.
To develop Safety Performance Functions
incorporating reliability indices.
To develop a method to fnd a single reliability index
for horizontal curves.
Identify the curves to be analyzed. 1.
Identify the variables. 2.
Collect the data. 3.
Characterize the probability distribution of the 4.
variables having probabilistic nature.
Formulate the performance function based on 5.
supply and demand.
Find probability of non compliance and reliability 6.
index.
Develop safety evaluation criteria, and a model 7.
relating EPDO (Equivalent Property Damage
Only) with reliability indices for both horizontal
and vertical curves.
Reliability analysis takes into account the stochastic
nature of variables, giving a better idea about
performance of a highway.
It is observed that, for horizontal curves, reliability
index based on stopping sight distance increases
with radius and curve length, while it decreases
with defection angle. Reliability index for super
elevation increases with curve length and decreases
with degree of curvature. Reliability index for extra
widening decreases with defection angle.
Analysis of crest vertical curves show that reliability
indices for sight distance, length of curve for
stopping sight distance and length of curve for
intermediate sight distance increases with rate of
vertical curvature, K. It is also observed that EPDO
decreases with increase in reliability index for all
cases. So safety increases with increase in the
value of reliability index.
Safety evaluation criteria based on reliability index are
developed for both horizontal curves and crest vertical
curves on rural two-lane highways, by which curves
can be classifed as safe, fairly safe and not safe.
Safety prediction functions incorporating reliability
indices are developed for horizontal curves and
crest vertical curves.
For horizontal curves, a method is proposed to combine
the reliability indices to a single reliability index.
2. Interrelation between Network and Land Use
The scope of the study is to analyze the interrelation
between network and land use in Calicut Corporation.
To develop a GIS based database of the study
area containing the network details, land use and
population details of the study area.
To identify the various indices used to characterize
the network and land use of the urban area.
To estimate and evaluate the road network indices
and land use indices for the study area.
To develop models to understand the inter-
relationship between road network and land use,
based on the indices.
The methodology adopted for the work starts from
review of the literature on the indices developed for
evaluation of the road network and land use. The study
125
area is identifed in Calicut Corporation. The corporation
has seventy fve wards, which are taken as the zones.
A GIS based database of the road network and land
use attributes is prepared, for the study area. The
network and land use indices in each of these zones
are evaluated. Regression analysis is done to develop
models, to understand the interrelation between
network and land use.
Most of the zones have tree pattern road network,
while a few zones have grid like pattern.
The average length per link is 0.242 per km, which
indicates the presence of large number of local
streets in the area.
The network density in the zones is varying, with
higher values in zones in and around the CBD.
The average entropy value is 0.987, which indicate
that there is a high mix of the different road types.
The predominant land use in the study area is
residential. Other signifcant land uses identifed
are commercial, industrial, public and semi-public
use and agricultural.
Population density is positively infuenced by
density of network, treeness of the network and
gamma index.
The diversity in land use is positively infuenced by
the density of the network..
The extent of commercial land use is positively
infuenced by the density of network and diversity
of the road types.
3. Development of Automated Pothole Detection
& Measurement System
Dangerous road surface conditions are major distractions
for safe and comfortable transportation. To ensure road
surface quality it should be monitored continuously
and repaired as necessary. The monitoring of road
surface conditions plays a key role in ensuring
safety and comfort to the various road users,
from pedestrians to drivers. Furthermore, having
information on infrastructure quality allows road
managers to guarantee an adequate maintenance.
Manual reviewing and assessing visual pavement data
is a time consuming and expensive procedure and the
results are highly infuenced by the subjectivity and
experience of human raters. Moreover the geometry
formation of pothole is highly varying and series of
measurements are required to determine the maximum
reading. To improve the accuracy and reliability of
surveys a lot of research aimed to automate the detection
and assessment of pavement surface condition. The
techniques suggested by many researchers require
sophisticated equipments and were very expensive.
Hence, in this study an attempt was made to develop a
low cost, effcient and accurate algorithm and program
to automatically detect potholes from road surface
videos. The algorithm developed was able to fnd the
area of potholes along with a severity classifcation
based on the measured area. Another algorithm was
developed which could read the depth of potholes from
still photographs. Moreover development of prediction
model to account for the continuous deterioration for
the pothole shall assist in the elimination of the risks in
project cost and ultimately issue a better management
of pavement maintenance cost of pothole, which is
higher than surface treatment of crack seal. Hence the
study also aimed at the development of a statistical
model for the pothole determination with focus on the
effect of traffc wheel load repetitions.
objectives:
To develop an algorithm and program for automated
detection & measurement of pothole from road
surface video clips
To develop an algorithm and program for
measurement of depth of pothole from
photographs
To develop pothole prediction models for rural and
urban roads
To understand the development and propagation of
potholes on rural and urban roads and compare
Methodology
Development of automated pothole detection and A.
measurement system
Develop algorithms, incorporating image
processing techniques, for pothole detection
from road surface video clips and measurement
of pothole depth from still photographs
Capture road surface video clips along few
selected stretches and still photographs of
pothole
Measure diameter and depth of potholes
manually
GENERAl REPORT ON
126
Write program in MATlAB which could detect
and measure features of potholes
Validate the system developed by comparing
the values obtained from algorithm with feld
manual measurements
Development of pothole prediction model for rural B.
and urban roads
Conduct 7 day classifed traffc volume survey
along selected stretches of rural and urban
roads
Thereafter once weekly for 8 weeks
Convert traffcs into 80KN standard axles
Measure area of pothole prior to beginning of
traffc census and continue for 8 week
For each data set try four different models viz.
linear, logarithmic, quadratic and exponential
Highest R
2
value is taken as most appropriate
model and conduct statistical tests for validating
the model
Developed an algorithm and program for automated
detection and measurement of pothole from road
surface video clips
The algorithm detects potholes with an accuracy
of 85 percent
Developed an algorithm and program for
measurement of pothole depth from photographs
The algorithm measures depth of potholes with an
accuracy of 89.7 percent
Pothole detection models were developed based on
cumulative axle loads for rural and urban roads
Exponential form of model was found to be
statistically signifcant for both rural & urban roads
Developed models were used to predict potholes
for rural and urban roads and compared
Area of pothole was found to be more for rural
roads by over 37 percent than that of urban roads
An investigation was done inorder to understand
the development and propagation of potholes for
rural and urban roads
Cumulative standard axle load was more for urban
roads when compared to that of rural roads
Frequency of occurrence of potholes were more for
urban roads
No suffcient shoulder was provided for rural &
urban road which had lead to fooding after rain
Drainage facility provided was not suffcient & not
properly maintained for both rural & urban road
Theoretical & actual value of thickness vary for
rural & urban roads
obtained from:
Dr. M. Satyakumar, Professor, Dept. of Civil Engineering,
College of Engineering Trivandrum.
4. An Improved Method for Automated Evaluation
of Critical Road Surface Distresses Using
Video Image Based Techniques
Date of Start and Duration: 27-07-2007,
5 years
Date of Completion: 20-11-2012
CSIR-Central Road Research Institute (R, S) i.
Indian Institute of Technology Delhi (C, I) ii.
Majority of Indian road authorities/agencies evaluate
the road surface distresses through traditional feld
inspection techniques or manually using road videos or
still images, collected by road network survey vehicles.
This is slow, expensive and limits the road maintenance
management. Thus, a scientifc research is needed
for the development of an automated road distress
evaluation system suitable for Indian conditions. The
development of an automated method for road distress
data assessment will provide quick and objective
solutions and lead to an improvement in the current
feld practices employed by highway professionals for
road distress data evaluation and facilitate their work.
The research objectives are as follows:
Development of an algorithm for automated a.
segmentation of frames with/without distress from
road surface video clips captured by video camera
based imaging systems.
Development of an algorithm for the automated b.
detection, measurement and classifcation of
critical road surface distresses out of a sequence
of road video frames.
The video clips of Indian highways at different places
(New Delhi, Agra and Imphal, Manipur) are captured
using three different types of camera based imaging
127
systems without any artifcial lighting systems.
Then, the collected video clips are processed in two
stages using an automated method developed using
various image processing techniques supported by
heuristically derived decision logic. In the frst stage, the
database of video clips captured with/without distress
is processed with the developed Distress Frames
Selection algorithm for selection of video frames that
are likely to contain a distress. This results in two
different types of frames category viz. frames without
distress and frames with distress which are tagged
with their respective frame numbers or locations. In
later stage, the sequence of segmented video frames
with distress is applied to the developed Critical
Distress Detection, Measurement and Classifcation
algorithm for simultaneous detection, measurement
and classifcation of road distresses in one pass. This
result in four different types of frames category viz.
frames with cracks, frames with potholes, frames with
patches and frames without critical distress. Besides,
frame regions are also tagged with the type of distress
identifed such as potholes, cracks and/or patches
while the extracted information or measurements are
reported in a printable format.
Salient-Findings and Conclusion
The objectives of the present research, as laid down
earlier, have been achieved. Moreover, accurate and
reliable road video processing software has been
developed for automated detection and assessment
of cracks, potholes and patches and the developed
software reports distresses information in printable
format as per Indian guidelines.
Recommendations for Dissemination
There is need of an automated and economical
road distress analyzer suitable for Indian conditions.
The development of such system will provide quick,
objective and low-cost solutions and lead to an
improvement in the current feld practices adopted by
highway professionals for road distress assessment
and facilitate their work.
obtained from:
Dr. H. lokeshwor Singh, Technical Offcer,
Instrumentation Division, CSIR-Central Road Research
Institute, P.O. CRRI, New Delhi-110025, Mobile:
5. Pavement Condition Evaluation for Selected
Roads in Chennai
Division of Transportation Engineering, CEG,
Anna University, Chennai.
To study and compare the pavement condition-
roughness, skid resistance and texture depth for
National Highway, State Highway and Arterial roads in
Chennai and to prioritize the stretch for maintenance
according to the surface distress condition.
Roughness of a pavement surface is commonly
correlated to its serviceability. The roughness data was
collected using Road Measurement Data Acquisition
System (ROMDAS) to obtain the International
Roughness Index (IRI) and the distress condition is
visualized from the video log survey. Based on the
visual observation of the stretch the pavement distress
condition with respect to potholes, rutting, cracks,
type of pavement etc. were input as key codes into
the ROMDAS software. The raw roughness data
was processed using ROMDAS software to obtain
the IRI value of the roads based on the bump counts
recorded.
The NH roads had roughness value within the range
hence the road was rated good while the SH and
Arterial road had IRI of 10.63m/km and 4.41mm/
km respectively and both the roads have been rated
as poor. The roughness (IRI) value of the State
Highways was higher than that of the NH and Arterial
road in spite of having the lowest traffc volume and
less number of surface distresses. The high IRI
value may be due high irregularity in the pavement
surface (undulations) and severity of the distresses.
The number of distress was highest for the arterial
road with maximum percentage of distress, however
the severity of distress was less hence a lesser IRI
value of 4.41m/km.
from:
Dr. G.Malarvizhi, Assistant Professor, DnTE, CEG, Anna
University Chennai -600025, E-mail: malarnaveen1@
gmail.com
6. Development of a Simulation Model for
Prediction of Rutting in Flexible Pavements
Date of Start: August 2012.
GENERAl REPORT ON
128
The common pavement design methods are based on
empirical methods considering the index properties of
subgrade soils or pavement materials. The pavement
design method has to be performance driven and
for this, accurate performance prediction models are
necessary. But the empirical deterioration models
which are available have only limited inputs. Moreover,
for the development of these empirical models a long
term pavement performance is essential. Development
of a simulation model to predict pavement performance
is a novel solution to this problem. The performance of
a pavement is assessed based on various distresses
manifested over the pavement surface. In most of
the empirical rutting models, rutting is modelled as a
function of parameters like traffc, resilient modulus and
number of load cycles. These models are developed
based on the materials used and traffc available at the
time of their development. Thus these models can be
used only for those conditions under which they are
developed. So empirical rutting models can no longer be
used reliably in predicting performance of pavements.
objectives:
Develop and validate a simulation model to predict i.
rutting progression in fexible pavements.
Study the infuence of various input parameters ii.
on rutting potential of pavements.
Estimate the effect of varying thickness of iii.
pavement wearing course and traffc on the
service life of pavements based on the damage
caused by rutting.
Compare the output of the simulation model with iv.
the output of a Finite Element model so as to
establish the advantage of simulation model.
Methodology
The pavement section is modeled, asphaltic layer i.
characterized by its dynamic modulus and other
pavement layers and subgrade with resilient
modulus
Calculate the dynamic modulus of asphalt layer ii.
using Witczak equation
Calculate actual traffc load repetitions in terms of iii.
standard axles after estimating the VDF values
Calculate plastic strain of asphaltic layer using iv.
Verstraeten equation
Calculate plastic strain of other pavement layers v.
and subgrade using Allen and Deen equation
Calculate allowable load repetitions according to vi.
IRC 37: 2001
Calculate damage for each month vii.
Calculate the rut depth viii.
Calculate cumulative damage using Miners ix.
equation
Findings and Conclusions
The main objective of the present study is to develop a
simulation model to predict rutting in fexible pavements.
To achieve this objective a pavement structure was
constructed in the computer and bituminous layer
is characterized by dynamic modulus and other
pavement layers by resilient modulus and Poissons
ratio. The computer language C++ was used for the
development of the algorithm. The Witczak equation
was used to predict the dynamic modulus of bituminous
layer. The allowable number of traffc load repetitions
was calculated using IRC method and actual number
of load repetitions by VDF concept. The permanent
strain in each layer was calculated using Verstreaten
equation and Allen and Deen equation. The rut depth
was obtained by multiplying the thickness of each
layer with the plastic strain of same layer. The damage
was calculated for each month using Miners law.
The cumulative damage was calculated at the end of
analysis period by adding the damage on each month.
The validation of model was done using the historical
data taken from the project work of Sigurdur Erlingsson
in 2010 using Chi squared test. A sensitivity study
was conducted using proposed simulation model, to
study the infuence of various input parameters on
rutting. The effect of age of pavement, subgrade CBR,
temperature of pavement, vehicle speed, deviator
stress, confning stress and traffc on rutting was
studied. The effect of pavement thickness and traffc
on the service life of pavement was also studied by
varying the bituminous layer thickness for same traffc
and subgrade CBR. The model was also compared
with the output of fnite element software ABAQUS.
The Chi squared value of the simulation model
indicates that it can predict rutting more accurately.
obtained from:
Dr. Binu Sara Mathew, Dept. of Civil Engineering,
College of Engineering Trivandrum.
7. Developing Travel Time Prediction Models
Using Kalman Filter and Extended Kalman
Filter
Date of Start: November 2009.
Date of Completion: November 2010.
129
Travel information dissemination is an important
component of Intelligent Transportation Systems (ITS).
Travel time information is an indispensable part of
travel information systems. Traffc speed and travel
time measurements are used extensively in traffc
management centers to monitor incidents. Since travel
time is easily understandable, the provision of travel
time will help travelers make smart route choice and
departure time. Short-term travel time prediction is
very important to the traveler information and route
guidance systems. Various methodologies have been
developed for dynamic travel time prediction. For this
work the Kalman Filter Algorithm and Extended Kalman
Filtering Algorithm were selected for dynamic travel
time prediction. A refned Kalman fltering algorithm was
used only for public transit. So in this study a refning
kalman Filtering algorithm and Extended Kalman Filter
were developed for Public transit and two wheelers such
as based on the parameters being considered. The
real time travel time data using GPS handheld device
were used for data collection. From these data, models
for public transit and two wheelers different modes of
vehicles were developed using generalized Kalman
Filter ,Generalized Extended Kalman Filter, Modifed
Kalman Filter and Modifed Kalman fltering algorithm
for forecasting the arrival time of vehicles through the
study route. Travel time information from the previous
time periods served as input. The data analysis shows
that the results were statistically signifcant and the
error was within acceptable limits.
objectives:
To develop a prediction model for different modes 1.
of vehicles for predicting travel times using
Generalized Kalman Filtering & Extended Kalman
Filtering algorithm.
To identify the parameters considered for 2.
Modifying the existing Kalman flter &extended
Kalman flter algorithm
To develop a program and algorithm using 3.
Kalman fltering and Extended Kalman fltering
for travel time prediction in MATlAB
Validate the results using feld data 4.
To determine the percentage reduction in error 5.
from generalized Kalman flter to Modifed Kalman
flter and from generalized Extended Kalman
Filter to Modifed Extended Kalman Filter.
Methodology
Selection of Study Stretch i.
Data collection was done using Hand held GPS ii.
and stopwatch
Data extraction from GPS was done by Garmin iii.
software.
Analysis of data using generalized Kalman Filter iv.
and generalized Extended Kalman Filter
Prediction of travel time using generalized Kalman v.
Filter and Extended Kalman Filter
Validate the results using feld data vi.
Identifcation of parameters which are relevant for vii.
refning the Kalman and Extended Kalman Filter
Develop a program and algorithm for travel time viii.
prediction using Modifed Kalman Filter and
Extended Kalman Filter
Prediction of travel time using Modifed Kalman ix.
and Extended Kalman Filter
Validate the results using feld data x.
Determination of the percentage reduction in xi.
error from generalized Kalman Filter to Modifed
Kalman Filter and from generalized Kalman Filter
to Modifed Extended Kalman Filter.
Interpretation of results xii.
From the study, it can be concluded that
A prediction model was developed for different
modes of vehicles for predicting travel times using
Kalman fltering & Extended kalman fltering
algorithm
The prediction error mainly depends on actual
travel time of predicted day was mostly and by
sudden increase and decrease of travel time and
speed variations of vehicles in different days .
Public transit has got large variations in actual feld
value and the predicted value. This may be due to
the difference of dwell time of public transit and
speed variations
A prediction model is developed for public transit
and two wheelers for predicting travel times using
Kalman fltering & Extended Kalman Filtering
algorithm.
Percentage reduction in error of about 2.98
percent in public transit and 0.91 percent in Two
wheelers using Kalman Filter and percentage
reduction in error of 3.7 percent in public transit
and 1.08 percent in two wheelers using Extended
Kalman Filter.
GENERAl REPORT ON
130
The prediction error was more in Kalman Filtering
algorithm and less in Extended Kalman Filtering
algorithm.
Extended Kalman fltering algorithm was more
reliable than Kalman fltering algorithm.
obtained from:
Mr. Anil R, Associate Professor Dept. of Civil
Engineering, College of Engineering Trivandrum
8. Development of Work Activity Generation
Model for Thiruvananthapuram City
Transportation demand models are used to forecast
the response of future demand of transportation under
different scenarios. There are mainly two approaches
to develop a transportation demand model, trip based
approach and activity based approach. Activity based
travel demand model consider travel as a derived
demand, i.e. it is being derived from the need to pursue
an activity that is distributed in the time and space.
Activity based travel demand approach provides a
better understanding about the travel behaviour of the
individual and provides a better analysis of response
to policies and their effect on traffc and air quality.
The demand models developed from activity based
approach is now a days preferred for many Traffc
control measures.
An attempt was made in this study to develop a work
activity generation model for Thiruvananthapuram city.
The study mainly concentrated on both the working
population and student population.
The study was undertaken with the following
objectives:
To identify the factors relevant in activity based i.
travel demand modelling
To design an Activity Travel Diary for obtaining ii.
the activity travel pattern of individuals
To develop a work activity generation model iii.
system for Thiruvananthapuram city, which
consists of:
decision to go to work/school
work/school duration
work/school start time
Methodology
Identifying factors relevant in activity based travel i.
demand modelling
Selection of study area ii.
Designing the activity travel diary for collecting iii.
the activity travel pattern of individual
Data collection through home interview survey iv.
Developing discrete choice models for v.
workers/students decision to go to work/ a.
school
work/school duration b.
work/school start time c.
Validation of the models vi.
An activity travel diary was designed based on the
factors identifed from the literature.
A binary logistic model was developed for workers/
students decision to go to work/school
The main factors affecting the commuters decision
to go to work/school are household size, vehicle
ownership, gender, age, income and educational
status
Hazard duration model was used to model the
variability in the work/school based duration.
The average work duration was found to be 5 to
8.33 hours and that of school was found to be 5 to
6.67 hours
The main factors affecting the duration were gender,
age, employment status, educational status and
type of educational institution.
The average work start time was found to be 8:00
am to 9:40 am and that of school was found to be
6:20 am to 8:00 am hours
The main factors affecting the duration were gender,
educational status, type of educational institution
and the work/school duration.
obtained from:
Prof. Anu P. Alex, Dept. of Civil Engineering, College of
131
9. Performance Evaluation and Level of Service
Determination of Signalised Intersections
Under Mixed Traffc Conditions.
Date of Completion: November 2010
level-of-service of signalised intersection is an important
index that can refect the condition of an intersection
and describe the feeling of the users. It also refects the
degree of the condition provided by the intersection that
can meet the requirements of smoothness and safety.
Comprehensive evaluation of signalised intersections
level-of-service plays an important role in rational design
and traffc improvement scheme of intersections. This
paper presents an information entropy method for the
quantitative evaluation and ranking of the operational
performance of signalised intersections in urban areas
under mixed traffc conditions. Mixed traffc conditions
refer to traffc situations in which motor vehicles and
pedestrians share a signalised intersection. Such
mixed traffc is a typical phenomenon in many cities
around the world in which the populations of urban
areas are extremely large. Three index parameters are
used in the proposed method: the degree of saturation,
the average delay and the queue length. These
parameters represent the operational performance
of a signalised intersection with mixed traffc. Using
Information Entropy theory, the weight coeffcients of
these evaluation indexes were determined and a total
evaluation value is calculated. Then based on this
value the performance of the study intersections were
evaluated and level of Service has been assigned.
objectives:
To determine the PCU values of vehicles during
different phases of green time of a cycle using the
concept of area occupancy
To determine the speed- fow and fow density
relations at the study intersections
To develop cycle by cycle queue length estimation
model from vehicle trajectories using concept of
shock wave theory
To determine the delay at study intersections using
shock wave theory
To develop a delay estimation model using ANFIS
and to fnd the variation of average delay.
Ranking of the study intersections using information
entropy theory
level of service determination of the study
intersections.
Methodology
Identifcation of the study intersections. i.
Data collection was done by multiple runs along the ii.
intersections with GPS and video recording of the
clearing section of intersection simultaneously.
Data extraction from video was done by AVS iii.
video editor and from GPS was done by Garmin
software.
Determination of dynamic PCU values using Area iv.
Occupancy concept by dividing the green time of
a cycle into three phases ie, during the saturated
green time, time at which last queued vehicle
clear the intersection and the remaining green
time where the vehicles come and go without
stopping.
Development of fundamental diagrams at study v.
intersections.
Calculation of Queue length at study intersections vi.
using shock wave theory.
Calculation of delay at study intersections using vii.
shock wave theory.
Development of delay estimation model using viii.
ANFIS.
Determination of effect of traffc composition on ix.
delay using the developed model.
Determination of performance evaluation function x.
using Information Entropy theory after calculating
the weights of indices like degree of saturation,
queue length and delay.
Performance evaluation and level of Service xi.
determination of study intersections using the
calculated performance evaluation function.
Interpretation of results. xii.
The dynamic PCU values of different category of
vehicles were determined using Area Occupancy
Concept by dividing the entire green time into three
phases.
PCU values of each category of vehicle varies in
such a way that maximum PCU value is in the
saturated green time and the minimum value is
obtained during the third phase of the green time.
Using speed, Flow and density values the Speed-
fow and Flow-density curves were plotted. The
obtained fundamental diagrams were also validated
GENERAl REPORT ON
132
by comparing the capacity values obtained from
both the curves.
Queue length and delay was calculated using the
shock wave theory.
To determine the variation of average delay
with factors such as proportion of two wheelers,
proportion of three wheeler, proportion of bus,
proportion of car, degree of saturation, ratio of
green time to cycle time, width of approach a delay
estimation model was developed using ANFIS.
The performance of study intersections were
evaluated by calculating a comprehensive
evaluation index.
The obtained ranking of intersections from high
performance to low performance is Kowdiar, Pattoor,
Vazhuthacadu, General Hospital, Ambalamukku,
Pettah, Pattom, OverBridge.
Based on the value of comprehension evaluation
index, six level of service criteria has been fxed for
different range of values of Degree of Saturation,
average delay and queue length.
Results showed that Kowdiar is operating at B,
Pattoor at C, Vazhuthacadu at C, General Hospital
at C, Amalamukku at C, Pettah at C, Pattom at C,
OverBridge is operating at level of service D.
Further Information/ Copy of the report can be
obtained from:
Mrs. Sheela Alex, Dept. of Civil Engineering,
Government Engineering College, Barton Hill.
10. Modelling Congestion for Urban Heterogeneous
Traffc Including the Effect of Road Geometry
Suitable methods are required for determining the
amount of congestion, for correct prediction of the
situation of any road stretch at any given time period.
An attempt has been made in this work to quantify
congestion in terms of Travel Time index which is the
ratio of actual travel time during the existing condition to
the free fow travel time. Detailed information regarding
all parameters that affect congestion such as Traffc
volume,Road curvature,Traffc composition,Pedestrian
crossing, Merging ,diverging and crossing movements
of vehicles, Dwell time of bus etc. are to be collected.
Effect of byroads is quantifed and incorporated in terms
of the number of vehicle merging with traffc stream and
number of vehicles crossing the traffc stream to merge
with opposite stream of vehicles. The effect of bus stops
is measured as the sum of average time delay due
to each bus stop coming under the road stretch. The
required date has been collected using both moving
car observer method as well as video recording. Time
headway is found to be a better variable than traffc
volume in defning the variation of congestion. The
traffc composition is incorporated in the calculation
of travel time index by using the concept of average
weighted travel time. A multiregime model for the
variation of congestion with time is also developed by
observing the variation of congestion during each fve
minutes and the TTI values corresponding to different
level of service is also established. level of service of
the study section during different periods of the day is
also inferred from the study. Congestion model once
developed will be useful in calculating, comparing
and predicting the level of congestion of different road
stretches. This will help in proper planning of traffc
movement, by keeping a balance between the Travel
Time index of different roads.
objectives:
To study various measures of congestion
Identify a congestion measure that could incorporate
all possible hindrances to traffc fow
To establish relationship between the congestion
measure and traffc volume for varying road
geometry
To develop a congestion prediction model
incorporating all factors that affects congestion
To explain hourly variation in congestion in terms of
the selected indices
To develop a multi-regime congestion model for
peak and off peak hours
To determine the level of service of the study
section during different periods of the day
Methodology
The preliminary step is to identify the study area
where the problem of congestion is severe.
Identify, the factors that contribute to congestion
In this work, the road way factors such as time
headway, crossing movements of pedestrians,
dwell time of buses, turning maneuvers of vehicles
militating against free fow of traffc, number
of parked vehicles, vehicular composition and
geometric feature like the radius of curvatures at
133
different sections are considered.
The variation of congestion with respect to these
factors is to be determined.
Travel Time index which is independent of the road
geometrics is an excellent parameter to quantify
the amount of congestion based on the selected
factors.
Data collection involves video recording at different
locations of the study stretch. Moving observer
method is also used to determine the free fow
travel time. Manuel counting is employed in certain
stretches to fnd the number of pedestrians crossing
and dwell time of buses.
After identifying the factors affecting congestion, the
next step is to prepare graphs from which the TTIr
value for different headway at varying curvatures
can be obtained.
A model is developed using TTIr value and all other
factors affecting congestion.
The validation of the model has to be done using
another set of observations.
The priority of factors in contributing to congestion
can be determined from the model.
Findings/ Conclusions
From the preliminary analysis it is seen that variation
in congestion is better explained by headway than
traffc volume.
The value of TTI is high for small radius for the
same value of headway and TTI value is almost
same for different stretches when the headway
increases , since the hindrance of other vehicles
decreases.
The value of TTI due to headway, Road curvature
and Traffc composition will be directly obtained
from the graphs developed.
The model establishes that time headway is one
of the most important factor affecting congestions,
followed by Right turning traffc,Crossing traffc, left
turning traffc,merging traffc,Pedestrian crossing
and dwell time of buses.
The most potent contributor happens to be the
Time headway ( =3.421) closely followed by right
turning traffc ( = 0.0123), vehicle crossing ( =
0.007), left turning traffc( = 0.0026), merging
traffc( = 0.0021), pedestrian crossing ( =0.0018)
and dwell time of buses ( =-0.001),
The improvement in R
2
value after incorporating
the effect of curvatures shows that the chart
developed effectively explains the variation of
congestion in different curvatures for the same
value of headway.
The model developed explains about 81.09 percent
to the traffc congestion.
The TTI values corresponding to different level
of service shows that during most of the time the
study section is under level of service E.
obtained from:
Dr. R. Padmakumar, Dept. of Civil Engineering, College
of Engineering Trivandrum.
11. Saturation Flow Modelling at Signalized
Intersections Under Heterogeneous Traffc
Conditions
The effectiveness and effciency of traffc control at
signalized intersections strongly depends on the realistic
estimation of saturation fow rate. The traffc in developing
countries like India is highly heterogeneous comprising
of vehicles that have different size and operating
characteristics. Another striking feature is that, despite
of lane markings, most of the time lane discipline is not
followed. The variability in vehicle type necessitates the
use of passenger car units (PCUs) in saturation fow
estimation. Incompetency of different traffc facilities to
handle designated volume, points out the invalidity in
the use of static PCU values. Recent research works
show that the PCU of any type of vehicle can be different
at different traffc composition and volume level which
points towards the importance of the concept of dynamic
PCU. Many researchers worked out different methods
for the estimation of dynamic PCU. But still it is required
to develop a suitable model for the realistic estimation of
dynamic PCU due to the inconsistency among the values
thus computed. This study consists of the analysis of
eight urban signalized intersections in Trivandrum,
Kochi and Bangalore cities .This study proposes linear
regression models for the estimation of dynamic PCU
for different categories of vehicles by incorporating the
effect of traffc composition and geometric characteristics
for through traffc, traffc with the presence of right turn
and right turn traffc separately. Saturation fow model
is then developed using these PCU values for through
traffc and right turn traffc separately by considering the
approach width, traffc composition, bus stop distance,
proportion of right turn vehicles and turn radius. The
models were statistically validated.
GENERAl REPORT ON
134
objectives:
To develop dynamic PCU model for the estimation i.
of PCU values of different categories of vehicles
at signalized intersections by incorporating
the effect traffc composition and geometrical
characteristics;
To develop saturation fow models for signalized ii.
intersections to suit the heterogeneous traffc
conditions.
Methodology
Identifcation of study area i.
Collection of road inventory, traffc and signal ii.
data
Data collection to be done with video graphic iii.
technique and fled measurement
Estimate the PCU values for different categories iv.
of vehicles during saturated green time of different
cycles using speed ratio method
Development of linear regression models for v.
estimating the dynamic PCU of different categories
of vehicles incorporating traffc composition and
geometric characteristics
Development of saturation fow model to suit vi.
heterogeneous traffc conditions
PCU values were calculated using speed ratio
method for different categories of vehicle during the
saturated green time of different cycles for through
traffc, through traffc with the presence of RT and
RT traffc separately
It was found that PCU of different categories of
vehicles changes from cycle to cycle at a particular
intersection according to the variation in traffc
composition, which shows the dynamism in PCU
value
Regression models for estimating dynamic PCU
values of different category vehicles were developed
by incorporating the effect traffc composition and
geometric details for through traffc, through traffc
with the presence of right turn and right turn traffc
separately
Saturation Flow model was developed for through
traffc by considering the approach width, proportion
of right turn vehicles and proportion of heavy
vehicles and bus stop location as independent
variables and the t test results shows that the model
is signifcant at 98 percent level of confdence
Saturation Flow models was developed for right
turn traffc by considering the right turn radius,
proportion of two wheelers and proportion of
heavy vehicles as independent variables and the
t test results shows that the model is signifcant at
95 percent of level of confdence
obtained from:
Mrs. Preethi P., Asst.Professor, Dept. of Civil
Engineering, College of Engineering Trivandrum.
12. Estimation of Vehicular Emissions in
Thiruvananthapuram City Using IVE Model
Vehicle population is increasing day by day and so is
the pollution caused by the emissions from vehicles.
These emissions are deteriorating the ambient air
quality levels and creating an impure and unhealthy
atmosphere to live. In order to improve air quality, it is
essential to reduce the emissions. They are also a major
cause for global warming. All these reasons demand a
need to quantify the existing levels of pollutants in the
atmosphere so as to develop policy measures to improve
the situation. An emission inventory provides essential
information on the levels of air pollutant emissions for
the development of air quality management strategy.
It helps assess the effectiveness of emission control
measures that are in implementation, identify areas
where control actions should be stepped up, support
air quality impact modelling and assessment, etc. The
number of private vehicles is rising at an alarming rate
in Thiruvananthapuram City resulting in considerable
air quality degradation there is an urgent need to
develop control measures and policies for controlling
emissions. This calls for the development of an emission
inventory for the city. This study focuses on application
of International Vehicle Emissions model for estimating
emissions from mobile sources in Thiruvananthapuram
City.
To determine the driving pattern of vehicles i.
To determine the proportion of vehicles in each ii.
technology class
To estimate the vehicular pollutants in the study iii.
area
135
To study the effect of traffc management iv.
measures on vehicular emission
Methodology
Selection of study stretches representing overall i.
traffc characteristics of the city.
Determining vehicle composition and volume ii.
using videographic surveys
Designing questionnaire for acquiring vehicle iii.
technology classifcation details
Determining vehicle technology classifcation iv.
from parking lot survey
Determining driving patterns of vehicles by v.
recording second-by-second velocity data using
GPS
Distribution of driving into various Vehicle Specifc vi.
Power bins based on GPS data
Developing location fle and Fleet fle for the vii.
region in IVE model
Estimating emissions using IVE model viii.
Estimating effect of traffc management measures ix.
in reducing emissions
VSP binning shows that engine stress lies in the
low stress region (-1.6 to 3.1)
For all vehicle types, road stretches and time of
day, the vehicle spends major part of time in the
power bins 10, 11 and 12.
When percent of time spend in higher VSP bins
is high, emission also tends to increase and vice
versa.
CO
2
, CO, VOC and NO
x
are the major pollutants
from vehicles.
Green House Gases contributes to more than 95
percent of the total emissions
CO
2
contributes to more than 95 percent of the total
green house gas emissions
Passenger car is the major contributor of overall
CO
2
and N
2
O emissions.
Two wheeler and passenger car together
contributes to more than 50 percent of the overall
CO
2
emissions.
CO
2
emission per vehicle kilometre travelled is
the highest for heavy vehicles, and lowest for two
wheelers.
Emissions from vehicles were found to be free of
lead since the gasoline is unleaded.
SO
x
emissions were found to be comparatively low
for gasoline vehicle than diesel vehicles.
Improving public bus service by 1.5 percent was
found to bring down CO
2
emissions by 22.86
percent.
VSP calculations showed that when a vehicle
accelerates from a low speed level to a higher
speed abruptly, the power consumed by vehicle
increases generating higher emissions.
obtained from:
Dr. Manju V.S., Associate Professor, Dept. of Civil
Engineering, College of Engineering Trivandrum.
13. Traffc Management for a Part of CBD Using
Dynamic Traffc Assignment
In this study, Dynamic Assignment was carried out
using VISSIM simulation software. The basic inputs
required are road geometry, fow, speed profle for
different classes of vehicles, O-D matrix and vehicle
composition. On analysis, the traffc assignment
through various paths was carried out.
Traffc surveys were organized and conducted in the
study network with the help of Chennai City Traffc Police
to obtain traffc characteristic such as traffc volume
(veh/hr), speed (kmph) and geometric conditions. The
DTA tool was used for modelling the existing network.
The model was calibrated by comparing the volume
(in vehicles) obtained from model and from feld. The
model was validated by comparing the travel time
obtained from model and from feld.
The study mainly focuses on devising traffc management
plan in the study network during the occurrence of any
sudden incident like vehicle breakdown, accidents,
processions, etc which leads to increased journey
time and delay. The paper evaluates the benefts of
Route Guidance System (RGS) in a traffc system for
incident management using DTA. Ten scenarios were
GENERAl REPORT ON
136
tested with different proportions of RGS, under DTA.
The test results suggest that system- wide travel time
improvements and delay reductions can be achieved
through the use of RGS during incident occurrence. The
travel time improvement benefts for the study network
was 2.92 percent, 4.82 percent, 6.99 percent and 10.77
percent for 25 percent, 50 percent, 75 percent and 100
percent RGS vehicles respectively
from:
Dr.K.Gunasekaran Associate Professor, DnTE,
CEG, Anna University Chennai -600025 E-mail:
[email protected]
14. Infuence of Pedestrians on Capacity of Urban
Arterials
Date of Completion: November 2013
Road side frictions are defned as those actions related
to the activities taking place by the sides of the road
and sometimes within the road, which interfere with the
traffc fow on the travelled way. They include but are
not limited to pedestrians, bicycles, and non-motorized
vehicles, parked and stopping vehicles. These factors
are normally very frequent in densely populated areas
in developing countries, while they are random and
sparse in developed countries. These road side frictions
along with heterogeneous traffc conditions prevalent
in developing countries, have a detrimental effect on
capacity of urban roads as well as pose a serious
threat to the safety of road users. Quantifcation
of these side friction factors is a challenging task to
traffc engineers. This paper deals with the quantitative
analysis of the impact of the pedestrians on traffc
characteristics on urban streets. Capacity of road
sections with and without the presence of pedestrians
was determined based on the traffc parameters
collected from the feld.
objectives:
To analyze the effect of pedestrians on capacity i.
of roads
To analyze the extent of pedestrian infuence on ii.
traffc parameters
To examine the effect of total pedestrian fow on iii.
the capacity of different urban roads.
To examine the adequacy of pedestrian facilities iv.
of the selected pedestrian dense sites based on
the guidelines given in IRC:103-1988
To determine the change in level of service of v.
urban roads due to the presence of pedestrians
To develop a model for percentage speed vi.
reduction for divided carriageway roads with the
effect of change in number of pedestrians
Methodology
For the present study, 6 pedestrian dense areas i.
and 4 ideal sections were selected in various
cities of Kerala - the Southernmost state of
India.
Pedestrian dense roads were selected in such a ii.
manner that pedestrians were the main friction
opposing the normal traffc and Sections with
adequate pedestrian facilities like sidewalks,
railings and thus minimum interference of
pedestrians to normal vehicular traffc were
chosen as ideal sections
Video graphic technique was adopted for data iii.
collection. Data was collected during typical
weekdays covering both peak and off peak
periods. Recording was done using digital video
camera from vantage points.
Data were analyzed using AVS video editor iv.
software to extract the traffc parameters.
The analysis of data was done separately to obtain v.
the speed density plot for pedestrian dense sites
and for the ideal sites
The difference observed in the capacity of vi.
pedestrian dense sections with respect to that
obtained in the ideal case can be inferred to be
done to the presence of pedestrians since no
other friction components were present at those
sites.
Relevant pedestrian data like pedestrian fow, vii.
extent of pedestrian infuence etc were also
observed from video graphs.
Change in level of service of the existing roads viii.
with the effect of the presence of pedestrians was
determined.
A model was also developed to fnd the ix.
percentage speed reduction of the vehicles due
to the presence of pedestrians
Interpretation of results. x.
A reduction in capacity of urban road at selected
137
stretches was observed in the range of 10-25
percent due to the presence of pedestrians
The study conducted at a pedestrian confned area
before and after the construction of footpath showed
that there is an increase of capacity of about 19
percent when the footpath was constructed.
level of service for the urban divided carriageway
roads was found to be changed from lOS B to lOC
D due to the presence of pedestrians
Reduction in the speed of the vehicles was found to
be 8 percent when the pedestrians pass through the
frst infuence line and it was 32 percent when the
pedestrians were occupied in the second infuence
line and it was 52 percent when the pedestrians
were occupied in the third fourth and ffth infuence
line
Percentage reduction is steadily increasing up to
third infuence line and thereafter the percentage
reduction is consistent
Percentage speed reduction model was developed
by incorporating the inputs like proportion of
pedestrians using sidewalk, proportion of two
wheelers, proportion of three wheeler, proportion
of bus, proportion of car and width of sidewalk
obtained from:
Mrs. Salini S, Dept. of Civil Engineering, Government
Engineering College, Barton Hill.
15. Demand Directed Operation on Road
Network
Traffc congestion is a signifcant problem faced by most
of the cities. During peak hours there is an imbalance in
directional distribution of traffc. The solution is optimal
utilization of available infrastructure road space. This
may be achieved by converting the congested links
to one-way during the peak hours. This work aims to
provide a solution to traffc congestion during peak
hours.
To understand the traffc fow pattern for peak hours
of a typical urban road network.
To channelize the traffc in the links so that all the
links will have v/c ratio 0.7.
To design the system so as to reduce the total
system travel time.
To develop a computer based system for evolving
optimal operational traffc fow pattern for peak
hours of Bangalore city road network.
The methodology adopted for the present work
involves:
Development of an operational traffc fow pattern i.
for peak hours of a hypothetical network.
Development of a computer program to fnd ii.
shortest route.
Development of a computer program to create iii.
operational traffc fow pattern for peak hours of
a network.
Development of an operational traffc fow pattern iv.
for peak hours of Bangalore city road network
using a computer program.
The conclusions arrived at after analyzing the outputs
of the program are:
The results from the computer program were the
same as that from the manual iterative method,
indicating that the developed program is correct
and could be applied successfully to a real road
network.
The results indicated that there is a reduction in
the total system travel time and acceptable values
of v/c ratios on the links of the Bangalore road
network.
Morning peak hour operational traffc fow pattern
cannot be used for evening peak hour.
16. Dynamic Assignment of Traffc on Urban
Road Networks
Traffc assignment is the allocation of traffc on to the
network between different origins and destinations.
GENERAl REPORT ON
138
Assignment is classifed into two types Static (STA)
and Dynamic (DTA) assignment. Static method is the
method which uses variables that are time independent
for the assignment, whereas DTA uses time varying
variables for the assignment. As the fow is time varying
it is more effcient to use DTA.
To develop a computer program for dynamic traffc
assignment using mathematical model.
Implement the use of Method of successive
averages assignment technique for dynamic traffc
assignment of traffc on road network.
To use the developed program for dynamic traffc
assignment of traffc on hypothetical road network.
The methodology adopted for the work is as follows:
Adoption of general dynamic traffc assignment i.
process.
Development of program for fnding shortest paths ii.
between each zone pairs. Dijkstras algorithm is
used to fnd shortest paths.
Use of mathematical model. The model used is the iii.
Merchant and Nemhauser mathematical model
(1978). It is a DTA model for single destination
system.
Hypothetical networks are taken and assignment iv.
is done to check the fow propagation and the
fow conservation properties of the model. The
assignment is done using method of successive
averages.
Development of algorithm and computer program v.
for assignment using the selected DTA model.
The method of successive averages (MSA) is
found to be better than traditional traffc assignment
techniques.
The use of Merchant and Nemhauser DTA model
was successful in computing the fows to be
assigned and is mathematically robust.
The combined use of MSA with Merchant and
Nemhauser model yields better results.
17. Estimating Traffc Congestion on Urban
Roads
Traffc congestion is a signifcant problem of modern
society. Traffc congestion on urban roads has become
a serious concern to transportation engineers due
to its uncontrolled growth and resulting tremendous
economic loss, additional delay, and user cost. As
demand approaches the capacity of road, congestion
may occur. This study helps in assessing the factors
affecting capacity and to model it based on the various
factors and congestion can be estimated from the
capacity values.
To identify and understand the various roadway and
traffc fow variables that infuences the capacity
and level of service of urban midblocks.
To evaluate the capacity of single and dual
carriageway roads in urban areas.
To assess the effect of various infuencing factors
on capacity and to develop a model for capacity.
To estimate the congestion level of the selected
road sections based on v/c ratio method.
The study sections were selected in Calicut and
Ernakulam where the traffc conditions are near or above
the capacity. Both single and dual carriageways were
considered. Data were collected by both video graphic
method and manual method. Speed and fow data were
collected by video graphic method. The most important
stretches in the study area were selected. 15m stretch
was marked on the road. The data was taken for both
peak and non peak period. Different types of data such
as geometric data, speed and fow were collected.
Geometric data includes the details of the road section
such as carriageway width, shoulder width, median
width and number of lanes. Data retrieval was done.
Next stage was capacity analysis. Regression analysis
was adopted in analyzing the data obtained. This was
done in order to establish the relationship between the
capacity and its infuencing variables. The estimated
capacity of the roadway sections was compared with
the standard capacity values as per IRC 106: 1990 and
correction are done as per Indian condition. Congestion
on various road sections was estimated using v/c ratio
method. level of service of the sections was also
estimated from v/c ratio.
Regression analysis is done separately for single
139
carriageway and dual carriage way sections.
Congestion was estimated by comparing the peak
15 minute fow rate with the capacity values.
From V/C ratio analysis it is observed that all
sections are affected by traffc congestion.
level of service of the selected roads varies from
D to F.
18. Development of Criteria for Provision of
Pedestrian Crossing Facilities
Date of Start and Duration: May 2012, 1 year
The main objective of this research work was to
develop criterion which can assist the implementation
organizations in deciding upon the type of crossing
facility for the pedestrians to be made available at a
midblock section so that the pedestrian injuries and
vehicle interactions can be reduced.
The scope of work consisted of selection of midblock
locations where pedestrian crossing volume is high
along with the vehicle fows. This required to capture
pedestrian and vehicle fow on a camera for suffciently
long duration.
The study was carried out in the feld at midblock
locations in Jaipur using camera. Data was extracted
in the offce. It included information on pedestrian
and vehicle fows, wait time for pedestrians at kerb or
a median, and the gaps accepted or rejected by the
pedestrians while crossing the road. Gender and age
was noted based on visual.
The vehicle fow on a four lane and six lane divided
road was distinct in nature. Major proportion was
observed in median lane on a 4-lane divided road and
in middle lane on a 6-lane divided road. Pedestrians
were observed accepting higher gaps on kerb and
media as compared to in-between lanes. For 4-lane
and 6-lane road, it was 4.981s or 4.43s at kerb, 11.34s
or 8.06s at median and 0.559s or 0.321 s at median
lane, respectively. Gaps followed normal distribution
with skewness towards left. Critical gaps for the two
roads were 4.157s or 3.41s for outer lane, and 2.94s
or 2.16s for median lane respectively. The pedestrian
critical gaps reduced when they moved from outer lane
to median lane. The lane crossing time and average
crossing speed was found to be decreasing with an
increase in number of lanes on a road.
Codes/Specifcations
The crossing facilities to be made available at a
pedestrian crossing location can be decided based
on the total crossing time. These values ranged from
less than 13s to more than 31s. The categories were
divided into four sub-groups to present condition for the
provision of no facility, zebra crossing, signals with
zebra crossing, and grade separated crossing.
obtained from:
Dr Rajat Rastogi, Associate Professor, Department
of Civil Engineering, Indian Institute of Technology
Roorkee, E-mail ID [email protected]
19. Characterization of Peak Hour Traffc
Date of Start and Duration: May 2012, 1 year
The main objective of this research work was to
develop a relation between Peak Hour Factor (PHF)
which is estimated based on 5 minute and 15 minute
traffc volume count in an hour. The effect of fow
characteristics was also examined on the same based
on the attributes which entered the relationship.
The scope of work consisted of selection of midblock
locations having substantial traffc volume. The
categorized traffc volume count was made for
successive 5 min intervals. Best ft regression relation
was estimated based on the data.
The study was carried out in the feld at midblock
locations on NH 58 and NH 73 sections passing
through the city. Counts were made in eight categories
of traffc. Peak hour volume ranged between 750 and
2300 vehicles per hour. Variations with type of section,
weekdays v/s weekend days, and traffc volume
(categorized and total) were also studied.
Salient-Findings and Conclusions
The PHF estimated based on 5 min and 15 min counts
was found varying on an average by 11 percent. This
variation was found to be more uniform on sub-arterial
roads as compared to arterial roads. The PHF varied in
GENERAl REPORT ON
140
a range of 0.70 and 0.96. For share of heavy vehicles
within 10 percent the PHF
15min
was found to be around
0.92. This reduced with increase in its share from 12 to
25 percent. Share of slow vehicles (15 to 25 percent)
may result in PHF below 0.90, and of fast vehicles
(above 85 percent) may vary it between 0.90 and 0.95.
PHF
15 min
showed better dependency on volume to
capacity ratio (v/c) than on traffc volume. The models
available to estimate PHF overestimated below 0.90
and underestimated above that. The models proposed
as given below estimated values within 4 percent on
arterial roads and 8 percent on sub-arterial roads.
Codes/Specifcations
Following models can be used:
PHF
15 min
= 0.2979 * PHF
5 min
+ 0.6477
PHF
15 min
= -1.5702 (v/c)
2
+ 2.0468 (v/c) + 0.25 for
arterial road and v/c < 0.8
PHF
15 min
= 0.6965 (v/c) + 0.25 for arterial road and
v/c 0.8
PHF
15 min
= -1.1942 (v/c)
2
+ 1.829 (v/c) + 0.25 for sub-
arterial road
obtained from:
Dr Rajat Rastogi, Associate Professor, Department
of Civil Engineering, Indian Institute of Technology
Roorkee, E-mail ID [email protected]
20. Development of Activity Generation Models
Calicut, the main commercial city of north Kerala is
facing numerous traffc problems. The increase in the
number of vehicles on the roads is the major cause of
traffc problems. Any plans to improve the transportation
system of the city would be effective after understanding
the travel behavior of people there. The purpose of this
study is to explore the infuence of socio-demographics
and activity-travel characteristics on the travel behavior
of people in Calicut Municipal Corporation. The main
To understand the infuence of socio-demographics
and activity-travel characteristics on activity
generation.
To develop activity generation models for the study
area.
To analyze the impact of policy scenarios on travel
behavior of workers.
The concepts of activity-based travel demand
modeling were understood through literature review.
Data collected by conducting home interview
survey in Calicut Corporation area and face-to-face
interview of employees working in different offces
and establishments in Calicut City formed the data
base for the study. A total of 9901 households were
surveyed and the personal and activity-travel details
of 39,639 individuals were collected. Apart from these,
500 workers were interviewed at work places to get
their personal and activity-travel details. Preliminary
analysis of data was carried out to understand the
socio-demographic and activity-travel characteristics
of the study population. The various activity-travel
patterns of the study population were identifed.
The present work focuses on three dimensions of
activity-travel behavior: activity participation, activity
duration and activity timing. Activity participation is
modeled using binary logit models. Hazard duration
models are used to model activity duration. Time-of-day
models are estimated as multinomial logit models. The
models developed are used to examine the impact of
various policy scenarios on the activity-travel behavior
using simulation.
Activity participation models developed for
workers work activity indicate that household size
is positively infuencing their decision to participate
in work activity.
Workers prefer work to home time period for
participating in shopping activities and after-
work time period for participating in recreational
activities.
Among the retired group, males are more likely
to engage in shopping and recreational activities
compared to females.
Activity duration models developed for workers
indicate that females are more likely to have longer
durations of shopping compared to males.
As travel distance increases, home makers are
more likely to prefer shorter duration of shopping
and recreational activities.
141
Workers with longer work durations are more likely
to prefer late evening time period for engaging in
shopping activity.
Policy simulation results indicate that, an early
release from work leads to increase in shopping
activity participation among females.
Increase in travel cost reduces participation in
shopping and recreational activities among males
and females.
Increase in travel cost reduces peak period activity
engagement, while increasing off-peak activity
engagement.
21. Planning and Design of Logistics Hub in
Kozhikode
The scope of the study is to improve the productivity
of existing trade system by providing more space and
facilities and to relieve the city from traffc congestion
due to truck movement. The main objectives of the
study are:
To understand the freight traffc characteristics of
the study area.
To model the freight volume in tons/year based on
commodities.
To predict the freight volume using modeled
equations.
To plan and design the facilities based on the
forecasted traffc volume
To select the location and prepare the layout for
the facility.
A logistics hub needs mainly three kinds of facilities for
easy fow of goods. Those include the storage space,
loading and unloading bays and general facilities. The
methodology adopted for the design of the logistics hub
follows three stages such as calculation of storage space
requirements, calculation of number of loading and
unloading bays and calculation of the area requirement
for general facilities. The storage space is calculated
based on the forecasted freight volume using the
derived best-ft model. Based on the queuing analysis,
an optimum number of loading and unloading bays is
calculated. General facilities are planned based on a
questionnaire survey conducted for the stakeholders.
The design is done based on the Time Saver
Standards. Total area required for the facility is
calculated by combining all the facilities mentioned
above. A layout is prepared and location is selected
for the facility considering various practical aspects
like land acquisition, distance from the city, intermodal
transferability and accessibility.
Population is a signifcant variable in freight demand
modelling of consumable goods.
There is a positive non-linear correlation
exist between population and consumption of
consumable goods.
All essential commodities are consumed more in
urban areas than in rural areas, except rice.
The variation of the consumption follows three
levels.
Population up to two lakhs
Population between two lakhs to three lakhs
Population more than three lakhs
The suitable location for a freight hub is identifed for
Kozhikode considering the consumption behavior
of goods.
22. Activity Based Modelling For Mode Choice
Analysis
Date of Start and Duration: July 2012, 10
Months
Mar Athanasius College of Engineering,
Kothamangalam. (R, C)
Scope of the Study
Rising trends in growth of population and traffc
demand around these cities and the steady growth
of national productivity create a continuing demand
for improvement in highway facilities. The problem of
traffc accidents and congestion in urban roads is being
viewed grave concern in the recent years. The main
causes for these problems are improper planning of
road networks. So scope of this project is
Traffc forecast in Perumbavoor - Kothamangalam
& Kothamangalam -Muvattupuzha route.
GENERAl REPORT ON
142
Application of model in the area having same socio-
economic characteristics that of study area.
Objectives
To develop separate mode choice models for three
places.
To understand the various factors infuence mode
choice in the study area.
Study area identifcation, questionnaire preparation
for the data collection and its analysis, model
development.
Salient-Findings and Conclusions
The model has formulated for Muvattupuzha,
Kothamangalam and Perumbavoor.
The main factors infuencing the mode choice
for trips are occupational status, annual income,
qualifcation, purpose etc.
In all the three locations employed persons prefer
public vehicle than private, whereas unemployed
people have a positive effect on public vehicle.
Professionals prefer private vehicle compared to
public vehicle in Kothamangalam and Perumbavoor.
As far as purpose is considered, people prefer
public vehicle for education in the three locations.
In case of income, as the income increases the
preference to private vehicle increases.
The travel characteristics like origin, destination
and duration are important but it does not appear
in the mode choice models. No such variables are
signifcant in the study. It may be due to the selected
study area. Weightages for the attributes may not
suit the socio-economic characters of the location.
Recommendations for Dissemination
The study area of the project can be widened. The
variables of the study can be studied in a detailed
manner.
Further information/ Copy of the report can be
obtained from:
Dr. Soosan George T., Professor, Civil Engg. Deptt., Mar
Athanasius College of Engineering, Kothamangalam,
Mobile: 09995120393; E-mail ID: soosangt@gmail.
com
23. Microscopic Modeling of Road Traffc Signal
Coordination using Transyt and Vissim
Softwares.
An attempt is made to introduce the traffc signal
coordination along the IT corridor in Chennai city. With
those data the model was developed using TRANSYT
and this model represents traffc behavior in a network
of streets in which most junctions were controlled by
traffc light signals. This model predicts the value of a
Performance Index for the network, for any fxed-time
plan and set of average fows that is of interest and
signal timing optimization process adjusts the signal
timings.
Physical features like the traffc volume count, road
geometrics, existing signal timing, Signal phases
etc were collected through primary survey. At each
intersection the existing traffc has been estimated
and then signals are coordinated using TRANSYT
and is tested for various scenarios using microscopic
simulation tool like VISSIM so as to minimize the travel
time at each intersections which would consequently
minimize delay to the range of 40 percent. It was also
found that coordination will be effective, when the
intersections are in close proximity to one another with
equal spacing and also when the large volume of traffc
fows between these adjacent intersections. When
public transport was enhanced, it was found to have
better improvement in speed to the range of 47 percent
and reduction in volume of vehicles to the range of 43
percent.
Hence in this study, it is found that with the help of
combining advanced traffc engineering softwares
tools namely TRANSYT and VISSIM, it was possible
to simulate various scenarios and suggest pragmatic
solutions which were found to enhance the existing
traffc conditions with regard to its service level
parameters.
from:
Dr. G.Umadevi Associate Professor, DnTE, CEG, Anna
University Chennai -600025, E-mail: gudevi11@gmail.
com
24. Microscopic Modeling of Urban Intersection
using VISSIM and MXROAD Softwares
143
This paper outlines the process for designing an effcient,
safe, and reliable grade separated intersection. Many
layouts of grade separator in combination with traffc
management measure were formulated and analyzed
using VISSIM software to fnd the optimal grade
separator.
The study has been carried out at Thiruvanmiyur
junction in Chennai. lEVEl OF SERVICE (lOS) at
intersection was found to be F for present traffc fow
and to be worse in the near future. As far as the junction
is concerned and recommended Grade separation has
been employed in traffc management for the continuity
of high-speed limited access facilities, but can also be
used as an intersection treatment to manage traffc on
major arterials, resulting in improved safety, increased
capacity and improved travel reliability. Several factors
are taken into consideration to determine the optimal
intersection design. Grade separations have various
advantages over the traditional at-grade intersection,
but they also have constraints. When new construction
or major reconstruction is planned, the current practice
is for a location and design engineer to select the
interchange type for a given location. The engineer
relies upon projected traffc data, right-of-way needs,
environmental concerns, safety, and project costs to
determine which interchange confguration will most
effciently serve.
Hence the present study reveals that interfacing VISSIM
and MXROAD software for dealing with critical nodes of
any road traffc networks evolves pragmatic solutions
with fexibility in framing various options while planning
and designing urban intersections in the long run.
from:
Dr. G.Umadevi Associate Professor, DnTE, CEG, Anna
University Chennai -600025. E-mail: gudevi11@gmail.
com
25. Evaluating Accessibility using GIS
The scope of the study is limited to Calicut Municipal
Corporation. The objectives of the study are:
To fnd the accessibility of different zones using
GIS.
To develop accessibility score for the different
zones in the study area.
To identify the factors that infuence accessibility at
the zonal level.
The methodology involves preparation of a GIS based
database of the road network and the various facilities
like hospitals, educational institutes etc, for the study
area. Accessibility indices are calculated using gravity
type measure and cumulative opportunity measure.
The household survey data (which is already available)
is used to identify the various factors that infuence
accessibility at the zonal level. Regression analysis is
done to develop model and to understand the relation
between travel and accessibility.
The accessibility of 71 wards of Calicut Corporation
was evaluated using gravity type and cumulative
opportunity measures. Relative accessibility
is found out from the calculated accessibility
measures. Accessibility score is developed based
on the relative accessibility. From the results it
is found that the accessibility is highest in and
around the central business district (CBD) region
of Palayam. This may be due to the presence of
large number of local streets in this area.
Zonal accessibility by using car, bus and two-
wheeler were evaluated taking travel time as travel
impedance. It is seen that zonal accessibility by
using car or two- wheeler as mode is higher when
compared to bus as mode. This may be due to the
lack of bus routes in the region.
The zones with higher accessibility to hospitals
were located in and near the CBD area since major
hospitals in the study area were near the CBD
region.
From the accessibility to terminal, it is found that
the zones farther from the CBD have lesser values
of accessibility since all the major terminals are
provided near the CBD region.
The population density is found to be positively
GENERAl REPORT ON
144
infuenced by the place accessibility, accessibility
by bus, accessibility by car, accessibility by two
wheeler and accessibility to major terminals. The
settlement of people in an area is thus infuenced
by the accessibility of that area.
The non-work trips are found to be positively
infuenced by the accessibility to tertiary employment
centres (shops, medical and other services). People
made shorter trips (in distance and in time) as their
accessibility increased; it appeared that in general
they chose the nearest facility available.
For work trips no signifcant relationship with
accessibility was found. This may be because work
trips are mandatory trips.
It is observed that trip rate is positively infuenced
by average accessibility, number of employees and
number of school/college going children.
26. Modeling of Mode Preferences for Travel in
Calicut
The scope of the study is limited to analyze the mode
choice behavior of Calicut, which is a medium sized
city. The objectives of the study are:
To design and conduct studies to analyze the
mode choice behaviour of population groups
such as workers, retired people, homemakers and
students
To develop disaggregate mode choice models
for various trips like work trips, shopping trips,
religious trips and educational trips.
The variables infuencing mode choice was identifed
from the literature. The data used in this study are
drawn from the household survey conducted in Calicut
Corporation during the year 2011. Data was obtained
by conducting household survey in 9900 households in
over 72 zones of Calicut Corporation. Various personal
(age, gender, education, income, license holding),
household (size, no of students, no of car, no of two
wheelers, no of employed persons) and trip related
(travel cost, distance, time) variables have been
considered. Other than these, some derived variables
are also considered in modeling. The study employs
multinomial logit, nested logit and mixed logit model for
modelling the mode choice.
Mixed logit model was found to be giving better
results compared to other models.
Mode choice for work trips of private employees is
infuenced by age, gender, and personal income.
They mainly prefer two wheeler and bus.
Self employees mainly prefer two wheeler and bus
for their work purposes. Their mode preference is
mainly infuenced by the availability of automobiles
per workers and personal income.
Family structure and the presence of automobiles
per household size are the variables that mostly
infuence the mode preference of daily wages for
work trips.
Marketing groups prefer two wheeler and bus for
their work trips. Number of workers per household
size, gender and license ownership is found to
be the variables infuencing their mode choice for
work trips.
Bus is the most preferred mode for the educational
trips of students. Number of workers per household,
family structure and time of travel are the variables
that infuence their mode choice.
Two-wheeler and auto rickshaw are the main modes
chosen by homemakers for their shopping trips.
Presence of college going students, educational
status and destination of trip in CBD are the main
variables affecting the mode choice of home
makers for their shopping trips.
Retired people choose auto rickshaw for their
shopping trips. Family structure, age and number
of automobiles per household size are the major
variables infuencing the mode of travel for the
shopping trips of retired groups.
27. Serving the Un-Served Areas Through Public
Transportation Using GIS.
To fnd the feasibility of serving un-served areas using
public transport and to examine the feasibility of
providing new bus routes and services using GIS.
145
In this study previously employed buffering techniques
are replaced by new technique called Stop Coverage
Ratio Index method. This method is used to differentiate
between the served areas and unserved areas. This
method considers the actual pedestrian network
through which the people access public transportation.
Stop Coverage Ratio Index can be used for ranking the
bus stops based on their accessibility and improvements
can be made. Routes can also be ranked based on their
accessibility using SCRI method. Un-served area can
be identifed for many suburbs so that single route can
be planned to connect all the un-served areas. A model
can be developed to identify the un-served areas and
plan for new routes based on demand.
from:
Dr. S. lakshmi, Professor, DnTE, CEG, Anna University
Chennai -600025 E-mail: lakshmi_sundaram@yahoo.
com.
28. Estimation of Bus Transport Ridership
Accounting Accessibility
Formulation of a framework for evaluating the
accessibility of urban transportation networks and
assessing its infuence on the ridership of bus transit
system is the main objective of this study.
The methodology uses the capabilities of a Geographic
Information System (GIS) and relates them to the
conventional transportation planning process. The
various parameters of accessibility measures are
determined and specifc indices to represent the
accessibility levels of the zones.
Accessibility Index (AI) of the each zone is determined
using macroscopic planning software. Among the
various available accessibility measures, composite
impedance gravity measure is chosen in this study
because of its versatility of impedance. The AIs of
the study area are well presented in graphical form
to show in which areas the accessibility of the public
transportation is to be improved. Poisson Regression
Model is developed to relate the ridership with that of
the AIs & Population and also validated for statistical
signifcance. Transit Assignment is then carried out to
fnd the level of comfort offered to the passengers.
from:
Dr. K. Gunasekaran Associate Professor, DnTE,
[email protected]
29. Determination of Passenger Car Unit and
Level of Service based on Acceleration
Noise
Date of Start: September 2012
Urban roads in mixed traffc, as observed in developing
countries are characterized by high degree of vehicular
interactions and large scale road side frictions.
Hence, along an urban stretch, drivers fnd it diffcult
to maintain a steady speed, which results in a series
of accelerations and decelerations as vehicles travel
along the road. Acceleration noise (AN), which is the
standard deviation of acceleration, can be considered
as a measure of traffc turbulence. Passenger car unit
(PCU) is the commonly adopted unit to measure the
impact of a vehicle type on the traffc stream. There are
various methods available in literature to estimate PCU.
PCU values differ based on vehicle type as well as the
facility for which it is developed. For the developed
PCU values to be realistic, the procedure of estimation
should be carefully designed so that the PCU values
obtained truly refect the real fled conditions. As far as
urban roads are concerned, they are characterized by
frequent accelerations and decelerations. Hence the
methodology for PCU estimation which takes care of
the frequent acceleration and deceleration will yield
better results. Hence, in this study, PCU is determined
based on acceleration noise. level of service (lOS) is
a measure which gives the ease with which a driver or
a passenger can travel through a road stretch. In this
study, lOS is determined based on acceleration noise.
The lOS of road stretches in Thiruvananthapuram city
are determined based on acceleration noise values.
The stretches which require immediate improvement
are also identifed.
objectives:
GENERAl REPORT ON
146
To study the variability of acceleration noise with i.
type of facility.
To determine dynamic PCU based on acceleration ii.
noise.
To determine level of service based on acceleration iii.
noise.
To model acceleration noise based on vehicular iv.
proportion and road geometrics.
To identify road stretches in Thiruvananthapuram v.
city which need immediate maintenance.
Methodology
Identify the study stretches and divide them i.
according to the type of facility.
Collect the road inventory and traffc data. ii.
Data collection to be done with multiple runs iii.
along the stretches with the GPS instrument,
using different types of vehicles.
Draw the Speed distance graphs for the iv.
stretches.
Find out acceleration noise and estimate PCU v.
based on skewness.
Models developed for acceleration noise vi.
Find out lOS based on acceleration noise vii.
Interpretation of results. viii.
Acceleration noise is an effective measure to
determine Passenger Car Unit.
PCU is established based on skewness
Different PCU values developed based on type of
vehicle and type of facility. Dynamic nature of PCU
established.
Separate models were developed for acceleration
noise for two lane, four lane divided and six lane
divided carriageway
lOS is classifed based on acceleration noise
The models are used to fnd out AN values of road
stretches in Trivandrum city and lOS is also found
out
Road stretches which need immediate improvement
are identifed.
obtained from:
Dr. Ashalatha R., Dept. of Civil Engineering, College of
30. Impact of Countdown Timer on Performance
of Signalized Intersection
Signalized intersections are important nodal points in
transportation networks. Several measures are adopted
to increase the safety and effciency of these signalized
intersections. These measures can be grouped under
three headings, namely, engineering, education, and
enforcement. Countdown timers are a measure that
falls under the engineering heading and is becoming
more popular in many countries including India. The
objective of this study is stated below.
Compare the various performance measures and thus
fnd the impact of countdown timers on performance of
signalized intersections.
The methodology includes selection of suitable
intersection. For this study total eight intersection
with countdown timer and eight intersections
without countdown timer and having almost similar
characteristics were selected in Kozhikode, Malappuram
and Eranakulam cities. The geometric and geographic
data was collected manually, that include the width
of the road, presence of gradient, exclusive left turn,
presence of median, barricade, pedestrian crossing,
stop line etc. Other data were derived from video
graphic method. The data retrieved from video include
the starting delay, volume count, speed (by counting
the time required to travel 10m marked as trap length in
the study section) and red light violations. The data was
collected during weekdays at peak hours for 3 hours at
each approach.
The intersection with countdown timer and without
timer having almost similar characteristics is compared
with each other. For the one to one comparison of
starting delay and the speed bar charts were used.
The percentage reduction in red light violations for with
countdown timers was also found using the number of
red light violations in both cases for forty fve cycles.
As a whole also comparison was done using statistical
test for starting delay and saturation fow rate.
From the one to one comparison of starting delay
147
of similar intersections with and without timer using
the bar chart, it can be clearly concluded that the
starting delay of with timer is considerably less than
that of without timer.
The percentage reduction in starting delay for
intersection with timer is around 50 percent for
all the vehicle types. Reduction in staring starting
delay is more for two-wheelers and cars.
The percentage reductions in RlVs for intersection
with timer are also signifcant.
From the speed charts, the conclusions are
For intersection without timer, the speed
increases gradually and become constant after
15 to 30 seconds.
For intersections with timer the speed increases
and then become constant and during the last
5 to 10 seconds the speed increases abruptly.
From the t test conducted on starting delay it was
found that the starting delay of intersection with
timer is signifcantly greater than with timer cases.
From the t-test conducted on saturation fow rate,
the saturation fow rate was equal for intersection
with and without timer cases.
From the t-test conducted on speeds, the approach
speeds of the vehicle during the last 10 seconds
of green time for intersections with timer are
signifcantly greater than that of without timer.
31. Study on Pedestrian Flow Characteristics
Walking is the most effcient and effective mode of
transportation for short trips. In India, little attention
has been devoted to study pedestrian behavior and
pedestrian fow characteristics, and model them for
their use in integrated design of urban areas with due
consideration to walking as a mode of movement. More
travelers should be encouraged towards walking, which
can only be accomplished by providing better facilities
to support the physiological, psychological, and social
needs of pedestrians and which ensures a safe travel
environment. So it is very much essential to understand
the condition of the current facilities so as it make the
necessary changes to attract more pedestrians.
The objectives of the present work are:
To plot speed fow relationship for pedestrian fow.
To identify various factors infuencing walking
speed.
To estimate level of service for sidewalks.
The variables infuencing pedestrian fow was identifed
from the literature. Next stage was selection of study
area. Due to high mobility of people, Calicut and
Ernakulum was selected as the study area. Data
collection was done for sidewalks through video
recording. Data was extracted for a trap length of known
length which is marked on the sidewalk and time taken
to cross the entry and exit of length is noted. From this,
the speed and number of pedestrians was obtained.
From the extracted data speed fow relationships were
plotted and ANOVA test for speed of different age
group, gender, carrying luggage and group movement
was carried out. Comparison of walking speeds was
done and also lOS was estimated for given sections.
From speed versus fow rate plot, maximum
pedestrian fow rate was obtained. Maximum fow
was obtained for sidewalks at IG Road near bus
stand because of presence of bus stand and bus
stop.
Factors infuencing pedestrian speed were identifed
.and found that age, gender, carrying luggage,
pedestrian accompanying movement, pedestrian
fow, sidewalk width, sidewalk height, obstructions,
presence of guard rails ,sidewalk surface condition
infuences speed.
Pedestrian fow characteristics was studied and
identifed that land use, age, gender, carrying
luggage, pedestrian accompanying movement
infuences pedestrian fow.
level of service for sidewalks were estimated in
order to understand how well a particular street
accommodates pedestrian travel. level of service
D is obtained at so Shanmugham road because of
sidewalk encroachment.
Adjustment factor for various walking environment
was found.
A model for walking speed was developed. From
the model most signifcant factor is sidewalk
height, presence of guard rails. As sidewalk height
increases walking speed decreases. Presence of
guard rails provides safety to pedestrians so speed
increases.
GENERAl REPORT ON
148
32. Design and Coordination of Vehicle Actuated
Signals on Kamaraj Salai in Chennai City
To Design and Coordinate Vehicle Actuated Signals
through Vehicle Actuated Programming (VAP) module
by detecting vehicle presence and arrivals to modify
the signal timings for fve intersections.
The traffc data used for simulation are Volume
count at intersection, spot speed, travel time, road
geometrics, and phase diagram. The simulation model
was validated with the existing traffc operations and
scenarios developed were compared for benefts.
Four scenarios were formulated and compared with
each other. Scenarios viz., scenario-1: Existing scenario
with fxed time signal, scenario-2: Fixed time signal with
coordination, scenario-3: Vehicle Actuated Signal (VA)
without coordination and scenario-4: Vehicle Actuated
with coordination. The average delay per vehicle, travel
time along the study stretch and delay at each intersection
were compared. For the study the Simulation Software
VISSIM was used. By reducing the delay at intersection
the travel time of scenario 4 along the study stretch also
reduced to about 58 percent, compared to scenario1.
By adjusting the signal phase of the entry junction in
scenario 4 total delay of the junction may increase from
14 percent to 20 percent, when compare to the scenario
1.the concept of providing Vehicle Actuated signal for
oversaturated conditions is proposed based on the
study.
from:
[email protected]
33. Effect of Approach Width on Saturation Flow
at Signal Controlled Intersections
Date of Start and Duration: June 2012
Estimate the saturation fows for different approaches
of signalized intersections and investigate the effect
of approach width, turning radius and heavy vehicle
proportion on the saturation fow at signal controlled
intersection.
Video data was collected from several signalized
intersections at New Delhi and Noida. Necessary data
were extracted in the Traffc Engg. lab., Civil Engg.
Deptt., IIT Roorkee.
Saturation fow increases with the increase in approach
width and turning radius. Saturation fow for through
movements is found to increase with proportion of
heavy vehicles in the traffc stream.
from:
Engineering, Indian Institute of Technology Roorkee
34. Capacity Analysis of Urban Arterial Roads
Under Mixed Traffc Conditions
Date of Start and Duration: July 2011
To study the speed characteristics of mixed traffc
stream as well as of individual vehicle categories
on 4-lane and 6-lane urban arterials.
To determine PCU value for different types of
vehicles typically found on Indian urban arterials
and to study its variation with different traffc and
roadway conditions.
To develop speed-fow relations on urban arterials
(4-lane and 6-lane divided) and thereby to estimate
their capacity under mixed traffc conditions.
To study and quantify the effect of side friction like
bus stop, on-street parking, pedestrian movement
on capacity of urban roads.
Traffc data collected through videography on urban
roads in Delhi, Chandigarh, Jaipur and Trivedrum are
analysed to achieve the objectives of the study.
149
PCU is dynamic in nature and it varies with traffc i.
mix and speed of a vehicle. A mathematical model
is developed in this research for determining
dynamic PCU values on 6-lane and 4-lane urban
arterials. A table is also provided to select the
PCU of a vehicle at different volume levels and
its own proportion in the traffc stream.
The concept of stream equivalency factor is ii.
introduced in this research which gives the
multiplying factor to convert heterogeneous traffc
stream into homogeneous one.
Capacity of 6-lane urban arterial midblock iii.
section was found in the range of 1500 2100
PCU/hr/lane and 1482 2043 PCU/hr/lane for
4-lane roads. The capacity is more dependent
on the operating speed and city size in terms of
population.
Mathematical models were developed to account iv.
for the reduction in capacity due to the presence
of pedestrian cross fow, bus stop and on street
parking.
Recommendations for Dissemination/Revision of
Codes/Specifcations
The outcome of this research will be very useful for the
revision of presently available IRC code (IRC 106:1990)
on Capacity of Urban Roads in Plain Areas.
from
Engineering, Indian Institute of Technology Roorkee
35. Safety Evaluation of Urban Intersections
using Empirical Bayes Approach
Collection of accident data, identifying the locations
through GPS, geocoding of accident points to
prioritize the accident prone location. To development
and validation of Accident Prediction Models (APM)
for signalized T junctions and signalized four arm
intersections.
In this study an attempt was made to prioritize the
accident prone locations of Chennai city, development
of APMs and before and after study using EB approach
for planning the treatment and reducing accident
occurrence in future, safety evaluation of various
traffc control measures in improving the road safety
at intersections and estimation of effectiveness of the
treatment.
The relationship between injury accident occurrence
per year at the intersection and Average daily traffc
fow at the intersection was established. The APMS
was modeled using negative binomial regression
analysis. The developed APMs were validated in order
to predict accident occurrence for various fow levels
and the variation in accident occurrence in the treated
intersections.
After the development and validation of APMs, using
Empirical Bayes (EB) approach before and after
evaluation study was carried out. Six signalized
intersections which were upgraded as grade separation
were taken for before and after study.
from:
[email protected]
36. Geometric Design Consistency and Safety of
Two-lane Rural Highways.
Date of Start and Duration: July 2009, 3 Years
Date of Completion: May 2013
The scope of the study is limited to two-lane rural
highways.
Objectives of the research are:
Identify and quantify relationship between road
geometry and consistency
Derive safety evaluation criteria
Develop geometric design guidelines
The proposed methodology to accomplish the objectives
is as follows:
GENERAl REPORT ON
150
Identify the data requirements and study sites.
Collect the geometric, speed and accident data by
primary and secondary surveys.
Understand the trends and patterns in data by
carrying out data exploration.
Identify the variables that infuence the operating
speed and speed reduction at various locations
along the highway.
Develop models for predicting operating speed
and speed reduction for various components of
highway alignment.
Relate the speed based measures with accident
frequency and evolve the geometric design
evaluation criteria.
Develop guidelines to ensure consistency in
geometric design of two-lane rural highways.
The major conclusions resulting from the analysis are
as follows:
Operating speeds or the 85
th
percentile speeds of
different classes of vehicles like car, two wheeler,
bus and truck are signifcantly different.
Also, operating speed varies at different geometric
sections.
Operating speed at tangent was found to be
infuenced by the length of tangent.
Radius and length of horizontal curve were found
to infuence operating speed at midpoint of a
horizontal curve.
Among the two speed reduction measures analysed,
85
th
percentile of speed reductions from tangent to
curve was found to be 25 percent greater than the
difference of 85
th
percentile speeds at tangent and
curve.
The speed reduction from tangent to curve
depends on the speed at the approach and the
radius of curve. Speed reduction from one curve to
the second was found to be controlled by the radii
of the two curves.
Gradient and length along the grade were found to
signifcantly infuence the operating speed on crest
vertical curves. Availability of sight distance was
found to affect operating speed of car. For other
types of vehicles, distance along the ascending
grade up to the limiting point was found to infuence
operating speed.
Model formulations and involvement of variables
are more complex in the case of combined curve.
The variables that infuence operating speed varied
depending on the location as well as the type of
vehicle.
Operating speed based safety evaluation criteria were
derived by relating various consistency measures
and safety. The criteria were developed for each type
of highway curve considering it as a single element
or successive elements. A single element approach
evaluates the curve as a single geometric entity
whereas successive elements approach assesses the
speed reduction from one element to the other. The
research identifed the best measures for evaluating
consistency of single element as well as successive
elements. Based on the study, some guidelines are
also proposed for safety oriented design of horizontal.
37. Safety Prediction of Urban Midblocks using
Hierarchical Modelling Approach
Road safety is a serious socio-economic concern
in many developing countries. In order to perform a
qualifed and comprehensive road safety analysis
there is a need to assess and predict the levels of
traffc safety and identify the factors that raise safety
issues at various types of traffc facilities. This study
aims to fnd out the factors that affect crash frequency
and severity on urban single and dual carriageway
roads. The method adopted is Hierarchical modeling.
The work is limited to the development of safety
performance functions of urban midblocks in four urban
cities in Kerala namely Thiruvananthapuram, Thrissur,
Ernakulum and Kozhikode.
The study is conducted to fulfll following objectives:
To identify the variables that infuences the
crash frequency and severity through a review of
literature.
To quantify the infuence of those variables on the
crash frequency and severity.
To develop crash modifcation factors for various
geometric variables.
Based on the literature study, the levels are fxed for
crash frequency and severity prediction. The variables
151
are identifed for each level. Since the crash patterns
of single and dual carriageways are different, separate
models are developed for the facilities. The study adopts
a two level design for crash frequency prediction and
four level designs for crash severity prediction. The two
levels for crash frequency prediction are geographic
region level and traffc site level. The additional levels
in severity prediction are crash level and driver-
vehicle unit level. Geographic region level data like
road length, population density, literacy rate, vehicle
ownership and new vehicle registrations are obtained
from database maintained by City Corporation or Motor
Vehicles Department. The site level data for 93 single
carriageways and 63 dual carriageways are collected
by direct observation. Road crash data at crash level
and driver-vehicle unit level were taken from the FIR
register maintained by City Traffc Police departments.
Preliminary analysis of the data revealed the signifcant
variables that infuenced crash frequency and severity
of single and dual carriageways. The next stage was
model development. A comparison was done between
two level hierarchical model and conventional Poisson,
negative binomial models for model ft and validity.
For single carriageways, for all type of crash
frequency, lane width has maximum infuence.
Crash frequency increases with increase in lane
width.
For dual carriageways, road side obstructions have
maximum infuence on total crash frequency.
For single carriageways, increase in number of
lanes causes increase in total, fatal and minor
injury crashes increases.
For dual carriageways, with increase in lane width
and median height, crashes decreases whereas
increase in median width causes increase in
crashes.
For single and dual carriageways, infuence of
regional level variables and variation of infuencing
variables between the region is minimum for PDO
crashes.
For single carriageways, regional level variables
mostly infuence fatal crashes whereas for dual
carriageways, it infuences minor crashes
For single carriageways, regional level random
effect is high for fatal crashes and for dual
carriageway it is for minor crashes.
In single carriageway, with increase in lane width
and age, severity increases.
With increase in shoulder width, traffc volume
and number of lanes, severity decreases in single
carriageway and dual carriageway.
38. Carbon Footprint Assessment of Highways
The scope of the project is limited to the carbon footprint
assessment of fexible and rigid pavements in Indian
conditions. The objectives of the present study are:
To understand the concept of carbon footprint and
how it is calculated for pavements through literature
review.
To fnd out the total carbon footprint emission for
pavements using most suitable model.
To develop an Excel tool.
To develop a graphical user interface for carbon
footprint calculation that will help the user to take
a decision on environmental compatibility of a
highway project.
The methodology adopted for work includes the
familiarization of the specifc topic and the works and
research done in the feld worldwide from literature
review. The different existing models and tools for
carbon footprint calculation were identifed from
literature review. The best model is selected by
studying the different works and studying their merits
and demerits.
The next step is to develop a spreadsheet tool for
carbon footprint calculation of fexible pavement and
rigid pavement considering the pre construction,
construction, operation and maintenance stage. large
amount of data is needed for the carbon footprint
calculation. The data collection can be done by keeping
contacts with the practitioners and other experts in
the feld. The emission calculation for each stage is
calculated based on material emission calculation and
equipment emission calculation. The major amount of
data regarding the emission of construction equipments
are taken from off road model. The development of a
graphical user interface for the tool using visual studio
2010 is the last step. The comparison of fexible
pavement and rigid pavement regarding emission
can be done by implementation of work for a two lane
highway under fexible pavement and rigid pavement.
GENERAl REPORT ON
152
The carbon footprint calculation for fexible and
rigid pavement is done with the data available.
The carbon footprint for two lane fexible pavement
obtained is 521838.7 Kg CO
2
E.
The carbon footprint for two lane rigid pavement
obtained is 258950.6Kg CO
2
E.
The operation stage emission is found more for
both the type of pavements, ranging about 50
percent-75 percent.
The emission from fexible pavement is double that
of rigid pavement.
On a life cycle base analysis emission from rigid
pavement is less compared to fexible pavements.
153
ACKNOWLEDGEMENTS
The Highway Research Board (HRB) of the Indian Roads Congress (IRC) expresses thanks to Dr. S. Gangopadhyay,
Director, CSIR-Central Road Research Institute (CRRI), New Delhi for the preparation of the General Report on
Road Research Work Done in India during 2012-2013. The report was prepared, compiled and edited by Shri T.K.
Amla (Head, Information, liaison & Training) and Shri R.C. Agarwal [Sr.Technical Offcer (3), Information, liaison &
Training Division], CRRI with inputs from the scientists of the various R&D Divisions of CRRI. The useful suggestions
received from the Sr. 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.
GENERAl REPORT ON
154
LIST OF ORGANISATIONS
CSIR- Central Road Research Institute (CRRI), New Delhi 1.
Alchemist Touchnology ltd., New Delhi 2.
Anna University, Chennai 3.
BVM Engineering College, Vallabh Vidyanagar, Anand, Gujarat 4.
CSIR- Advanced Materials and Processes Research Institute (AMPRI), Bhopal 5.
Cosmos Fibre Glass ltd., Faridabad (Haryana) 6.
Craphts Consultants (I) Pvt. ltd., Faridabad (Haryana) 7.
College of Engineering, Trivandrum 8. , Thiruvananthapuram
Gujarat Engineering Research Institute (GERI), Vadodara 9.
Indian Institute of Technology Roorkee, Roorkee 10.
Mar Athanasius College of Engineering, Kothamangalam 11.
National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram 12.
National Institute of Technology, Calicut 13.
Rural Development and Panchayat Raj Department, Tiruppur District, Tamilnadu 14.
Uttar Pradesh Rural Road Development Corporation, Uttar Pradesh 15.
155
Appendix
GENERAL REPORT ON ROAD RESEARCH IN INDIA
PROFORMA SHEET FOR REPORTING R&D WORK FOR THE GENERAL REPORT
Please furnish the report in the specifed proformae (specimen copies enclosed), using separate proforma for 1.
each Project, appropriate to the Project Status, viz.:
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
Graduation/Ph.D. Annexure 3
Proforma D: R&D Activity Report by Consultancy Firms/Contractors/ Annexure 4
Concessionaires
Please furnish report, in Proforma A or B, only on those projects which have led to some signifcant conclusions, 2.
or are expected to make R&D contribution of overall general interest.
Precise and concise information may be provided for EACH ITEM of the Proformae, in NOT MORE THAN 100 3.
WORDS. Additional important information, if any, may be appended separately.
The following codes may be used for indicating the Section and Sub-Section Codes on Each Project Proforma: 4.
Section Section Sub-Section Sub-Section
Code Code
Highway Planning, Design,
Management,
Performance Evaluation
and Instrumentation
Highway Planning, 1100 Design 10
Design and Management 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
Paveme.nt Performance 1300 Pavement Performance 10
Traffc Characteristics & Effects 20
Material Characteristics 30
Instrumentation and Micro-Processor 1400 Instrumentation Development 10
Applications Micro-Processor/Applications 20
GENERAl REPORT ON
156
Section Section Sub-Section Sub-Section
Code Code
Pavement Engg. and
Paving Materials
Soil Stabilisation, low 2100 Soil Stabilisation 10
Grade Materials and low Grade Materials 20
low Volume Roads 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
Traffc & Transportation
Planning & Management 5100 Traffc Management Studies 10
Travel Demand Forecasting 20
Transportation Planning 30
Transportation Economics 40
Public Transport Planning 50
Intelligent Transport System 60
Traffc Engineering Studies 70
Safety & Environment 5200 Accidents and Safety 10
Traffc Environment 20
PROJECT TITLE 5.
In case o (1) f Proformae A and B, please indicate the same title as reported earlier.
In case of sponsored projects, please indicate the name of the sponsoring organisation and Research (2)
Scheme number (e.g., MORT&H Research Scheme R-19), immediately after the project title.
DATE OF START/DATE OF COMPLETION: 6. Please indicate month and year, e.g., May, 1988. In case of spon-
sored Research Scheme, only the Sponsoring Organisation should report completion of the project, and not the
implementing Organisation(s).
LAST REPORT : 7. 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.
ORGANISATION (S) 8. : 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:
157
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).
SCOPE AND OBJECTIVE: 9. Please give a concise statement. In case of multiple objective projects, indicate each
objective separately.
PRESENT STATUS AND PROGRESS: 10. 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.
SUPPORTING DATA: 11. Please indicate selected important supporting data or illustrations of special interest. Any
correlations or charts developed may specifcally be included. Please list the items enclosed.
CONCLUSIONS 12. : Please indicate signifcant conclusions/interim conclusion.
SIGNIFICANCE / UTILISATION POTENTIAL 13. : Please highlight only special aspects. Under Utilisation Poten-
tial, also specifcally indicate whenever the development(s) / conclusion(s) are regarded appropriate for consid-
eration by the IRC.
LIMITATIONS OF CONCLUSIONS / RECOMMENDATIONS FOR FURTHER WORK / FURTHER PROPOSED 14.
WORK: The limitations, if any, may be specifcally indicated. Other aspects may be indicated wherever appli-
cable.
REPORTS / PUBLICATIONS 15. : Only reports/publications since last reporting may be included, alongwith biblio-
graphical 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 foppy/CD to enable expe-
ditious editing and compiling. Cooperation in this regard will be specially appreciated. The Window MS Word
Software may please be used for the purpose.
GENERAl REPORT ON
158
Annexure 1
PROFORMA - A
PROJECTS REPORTED FOR THE FIRST TIME
Section Code
REPORTING ORGANISATION:
Sub-Section Code
1 Project Title

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 Signifcance/Utilisation Potential
5.2 Limitations of Conclusions/Recommendations for
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.
159
Annexure 2
PROFORMA - B
ONGOING / COMPLETED PROJECTS
Section Code
Sub-Section Code
1 Project Title
1.1 Date of Start
1.2 Date of Completion (Targeted/Actual)
Present Status and Progress 2
2.1 Status: Ongoing/Completed
2.2 Year of Last Report
2.3 Progress
Further Findings/Conclusions/Supporting Data 3
Limitations of Conclusions or Interim Conclusions 4
Recommendations for further Work (if completed) 5
Reports / Publications 6
Recommendations for Dissemination/ 7
Revision of Codes/Specifcations (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] )
GENERAl REPORT ON
160
Annexure 3
PROFORMA - C
RESEARCH PROJECTS RELATED TO THESIS
FOR POST - GRADUATION / Ph. D.
Section Code
Sub-Section Code
1 Project Title
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/Specifcations (if completed)
Further information/Copy of the report 1
8.1 Address
8.2 Mobile _______________ Phone ____________ Fax _________
8.3 E-mail ID

(Presentation Material may be e-mailed to [email protected] / [email protected] )
161
Annexure 4
PROFORMA - D
R & D ACTIVITY REPORT BY CONSULTANCY FIRMS / CONTRACTORS /
CONCESSIONAIRES
Section Code
sub-Section Code
1 Project / Activity Title

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:

Highways Research

Uploaded by

Copyright:

Available Formats

Highways Research

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Highways Research

Uploaded by

Copyright:

Available Formats

H I G H WAY

You might also like