highway research record no. 33 (2005-06)

HIGHWAY

RESEARCH RECORD

NUMBER 33

General Report on Road Research Work Done In India during 2005-2006 _______________________________________________________

IRC HIGHWAY RESEARCH BOARD

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CONTENTS

INTRODUCTION

EXECUTIVE SUMMARY

I. HIGHWAY PLANNING, MANAGEMENT, PERFORMANCE EVALUATION AND INSTRUMENTATION

1. HIGHWAY PLANNING AND MANAGEMENT

Summary

A. COMPLETED PROJECTS 1. Development of Hill Highway between Thiruvananthapuram and Kasaragod

Districts 2. Traffic Studies for Preparation of Master Plan for the Development of Ponani Port

in Kerala

B. ON GOING PROJECTS 1. National Data Centre for Managing Data for Planning, Design and Management

of Roads (CSIR Network Project)

C. NEW PROJECTS 1. Development of GIS Based National Highway Information System 2. Preparation of Computerized Inventory of Roads for Kothamangalam and

Koovappady Block Panchayaths in Ernakulam District (Kerala) 3. Evaluation of Traffic Management Measures in Urban Centers using GIS

Technique – A Case Study of Kottayam Town in Kerala 4. Road Network Planning Approaches for Location of Urban Amenities in Rural

Area in Laksar Block of Haridwar District 5. Feasibility Study for the Construction of Elevated Road on New Rohtak Road

from Rani Jhansi Road to Zakhira Flyover in Delhi 6. Third Party Acceptance and Testing of Road Information System (RIS) Software 7. Traffic Census for Roads of Uttar Pradesh State‟s Core Road Network 8. Base Line Road/Traffic Data Collection for Upgradation/ Rehabilitation of

Identified Uttar Pradesh State Roads

2. PAVEMENT EVALUATION

Summary

A. COMPLETED PROJECTS 1. Evaluation of Road Network at New Mangalore Port Trust (NMPT) and Needed

Rehabilitation Measures 2. Impact Assessment of Rehabilitation Works on Overloading, Vehicles Speed,

Travel Time and Roughness for some State Highways in Uttar Pradesh State 3. Evaluation and Improvement Measures for Selected Roads of NDMC

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B. NEW PROJECTS

1. Impact of Digging by Public Utility Departments on Urban Roads 2. Investigation to Determine the Likely Causes for Development of Slippage and

Cracking on Noida - Greater Noida Expressway and Needed Remedial Measures

3. PAVEMENT PERFORMANCE

Summary

A. COMPLETED PROJECTS

1. Bituminous Bound Macadam for Strengthening of Existing Pavements on National Highway Works

2. Use of Laterite Stones in W.B.M. Construction

B. ON GOING PROJECTS

1. Performance Study on Proposed Flexible Pavements with Regular and Modified Sub Bases

2. Evaluation of Recron 3S Polyester for Use in Bituminous Mixes 3. Use of Yellow Stones in Road Construction

C. NEW PROJECTS

1. Investigations on Field Performance of Bituminous Mixes with Modified Binders 2. Instrumentation and Testing of Demonstration Stretches for Concrete Rural

Roads 3. Suitability of Locally Available Materials for Road Construction in Kerala 4. Asset Management Study of Ahmedabad-Mehsana Toll Road

4. INSTRUMENTATION AND MICRO-PROCESSOR APPLICATION

Summary

A. COMPLETED PROJECTS 1. Design and Fabrication of Road Condition Evaluation Equipment for A.P. Govt.

B. ON GOING PROJECTS 1. Development of Electronic Toll Collection (ETC) system for Traffic Management

using RFID (Radio Frequency IDentification) Tags and Dedicated Short Range Communication (DSRC) Technology

2. Design and Development of a System for Automated Measurement of Deflection Basin under Truck Dual Tire Assembly

3. Design and Development of Roller Mounted Nuclear Density Gauge for Continuous Measurement of Density at the time of Construction of Pavement Layers

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II. PAVEMENT ENGINEERING AND PAVING MATERIALS

1. SOIL STABILISATION, LOW GRADE MATERIALS AND LOW VOLUME ROADS

Summary

A. ON GOING PROJECTS

1. Use of Ash Generated from Surat Lignite Power Plant for Different Types of Clayey Soil for Construction of Roads

2. Demonstration of CRRI Technology for Construction of a Demonstration Test Stretch Road Using Marble Slurry Dust (MSD) in District Rajsamand, Rajasthan

B. NEW PROJECTS

1. Ground Stabilization Techniques for Road Construction in Clayey Soils of

Kuttanadu Region

2. FLEXIBLE PAVEMENT

Summary


1. Studies on Use of Modified Bitumen Binders (P-5 Scheme) 2. Laboratory Study for Suitability of Chalk, a By-Product of Nitro-Phosphate

Fertilizer Plant for Road Construction 3. Bitumen Modification through Packaging Technology 4. Field Trials of Polymer Modified Bitumen (SBS Type) on NH-1A, Jawahar

Tunnel, J&K 5. Specification for Construction of Pavement of Haul Road for 280 Tonne Haulage

Dumpers for Gevra Project 6. Study to Prevent Reflecting Cracks on Bituminous Overlay over Cracked

Concrete Pavement using Geotextile

B. NEW PROJECTS 1. Field Trials of Multigrade Bitumen at two different Climatic Regions (Hot & Cold

Climatic Regions) 2. Shelf Life Studies of Bitumen Emulsion 3. Evaluation of Bituminous Products using SHRP Equipments 4. Investigation on Field Performance of Bituminous Mixes with Modified Binders,

MOSRT&H Research Scheme (R-85) 5. Study on Shape and Size of Aggregate on Surface Characteristics of Bituminous

Pavements 6. Study on Use of Waste Plastics in Bituminous Pavements 7. Influence of Aggregate Grading on Asphalt Mix Volumetrics 8. Preparation of Manual for Development of Six-lane National Highways,

MOSRT&H Research Scheme (R-84)

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3. RIGID PAVEMENT

Summary

A. COMPLETED PROJECTS 1. Evaluation of Wollastonite in Concrete Works 2. High Volume Flyash Concrete for Pavements 3. Use of Fly Ash as a Cementitious Material with Partial Replacement of Cement in

Pavement Quality Concrete – PQC 4. Construction and Performance of India‟s First High Volume Fly Ash (HVFA)

Concrete Road in Ropar, Punjab


1. Studies on Flakiness and Elongation Indices of Aggregates in Different Layers 2. High Performance Fibre Reinforced Concrete for Construction and Repair of

Concrete Pavements 3. Use of Sulfonated Melamine Formaldehyde Super Plasticizer (SMF) and Fly Ash

in Cement Concrete Roads

III. GEOTECHNICAL ENGINEERING

Summary

A. COMPLETED PROJECTS 1. Landslide Investigations on Phuentsholling – Thimpu Road, Bhutan 2. Investigation Instrumentation and Monitoring of Patalganga Landslide on NH-58,

Uttaranchal (phase-I) 3. Study of Landslide and Rockfall on Mumbai-Pune Expressway 4. Investigation and Remedial Measures for the Stabilisation of Slopes at km.42 on

NH-150, Mizoram 5. Selection of Backfill Material for Appropriate Compaction of Backfill over Metro

Tunnel Alignment between Barakhamba Road-Connaught Place-Dwaraka Section

6. Design of Fly Ash Embankment for Widening of Marginal Road Bund from GT Road-to-Road No. 59


1. GIS Based Subsurface Geotechnical Map of Delhi 2. Microzonation Map of Delhi 3. Investigation and Design of High Embankment on Soft Ground using Flyash fill

for bypass road from Kalindi Colony to Kalindi Kunj, New Delhi

C. NEW PROJECTS 1. Use of Jute Geotextile for Efficient Road Drainage and Stabilization 2. Guidelines for Soil Nailing Technique in Highway Engineering, MOSRT&H

Research Scheme (R-86) 3. Feasibility study on the Use of Copper slag Wastes in Road and Embankment

Construction

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IV. BRIDGE ENGINEERING

Summary


1. Preparation of Draft Specification for use of High Performance Concrete (HPC) for Pavement and Bridges made with indigenously available materials (B-32)


1. Studies for Aerodynamic Stability of Cable Stayed Bridge Decks (B-25) 2. Study on Hard Topping for Distressed CC Riding Coats of Concrete Pavements 3. Study on High Volume Fly Ash Concrete for Rigid Pavements 4. Creating Data Base on Bridge Information System for the State of Tamil Nadu 5. Dynamic Response of Prestressed Concrete Bridges 6. Creation of National Test Facility, Formulation of Guidelines, Specifications,

Manual of Practice for Design and Execution of Expansion Joints 7. Determination of Scour Depth (for general Bed, within Channel Contractions and

at Bridge Piers) in Boulder-Bed Rivers under High Stream Velocities (B-33) 8. Distress Diagnostics, Performance Evaluation and Bridge Management System

for Concrete Bridges. (A collaborative project with DST, New Delhi) 9. Creation of National Test Facility, Formulation of Guidelines, Specifications,

Manual of Practice for Design and Execution of Expansion Joints C. NEW PROJECTS

1. GIS application for Data Management of Bridges –A Pilot Study

V. TRAFFIC AND TRANSPORTATION

1. PLANNING AND MANAGEMENT

Summary


1. Congestion and Parking Problems of Selected Locations in Delhi 2. Study of Impact of New High Rise Buildings on Road Traffic at Tardeo, Mumbai 3. Estimation of Fuel Loss during Idling of Vehicles at Signalized Intersections 4. Estimation of Fuel Loss on Chelmsford Road, opposite New Delhi Railway

Station (Paharganj Side) 5. Economic Analysis of the Upgrade and Improvement for Kawrthah – Kanhmun –

Lowerpu Road in Mizoram


1. Speed and Delay Studies on National Capital Territory of Delhi Roads 2. Prediction of Annual Traffic Growth Factors for Secondary Road System in Tamil

Nadu

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C. NEW PROJECTS

1. Feasibility Study for Provision of Pedestrian Facility on Shankar Road at Rajender Nagar, New Delhi

2. Traffic Studies for Widening of Shantipath 3. Traffic & Transportation Studies for Surat city for 2014AD 4. Economic Feasibility of Delhi Metro Extensions: Badarpur to Faridabad and

Mundka to Bahadurgarh 5. Fare Policy and Pricing of Public Transport Services– Study on Stage Carriages

in Kerala 6. Feasibility Study for Improvement of Inter State Road of Economic and Social

Importance between Thiruvananthapuram-Thirunelveli via Kattakkada and Ambasamudram

7. Fare Policy and Pricing of Public Transport Services- Study on IPT Modes 8. GIS application for Data Management of Bridges –A Pilot Study

2. SAFETY AND ENVIRONMENT

Summary


1. Road Safety in Metropolitan City, Ahmedabad 2. Road Safety Measures on Vadodara-Dabhoi Road Passing Through SH-11 3. Road Safety Audit for Selected Stretch in Inner Ring Road, Chennai 4. Safe Road to School – An Action Plan for Promoting Road Safety among School

Children 5. Consulting Services for Road Safety Audit of Western Transport Corridor and

East-West Corridor – Package A

B. ON GOING/ PROJECTS 1. Further Studies on Accident Costing (IMRA T-7) 2. A Comparative Study of Accident Risk Index (ARI) for Various Districts of Gujarat

State 3. Study of Two-Wheeler Accidents in Ahmedabad and Baroda City 4. Comparative Study of Accidents on N.H. 8 Passing from Baroda to Ahmedabad

Districts 5. Environmental Impact Assessment (EIA) studies for Badarpur - Faridabad and

Mundka- Bahadurgarh corridors of Delhi Metro 6. Environmental Impact of Road Transport (CSIR Network Project)

C. NEW PROJECTS 1. Road Accident Modelling for Highway Development and Management in

Developing Countries 2. Study of Helmet Preference in Thiruvananthapuram and Cochin Cities 3. Use of Seat Belt by Car Users in Thiruvananthapuram and Cochin City 4. Overtaking Behaviour of Motor Vehicles in Urban Areas 5. A Study of Spot Speed in City and Rural Sections of Highways

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VI. RESEARCH WORK DONE IN ACADEMIC INSTITUTIONS RELATED TO THESIS WORK

A. HIGHWAY PLANNING, MANAGEMENT, PERFORMANCE EVALUATION AND INSTRUMENTATION 1. Methodology for Planning and Evaluation of Rural Road Network: An Integrated

Functional Accessibility Approach 2. Quantification of Benefits due to Pavement Preventive Maintenance Strategies 3. Road Condition Evaluation, Prioritization, and Optimal Resource Allocation for

Highway Maintenance at Network Level 4. Pavement Network Optimization for Maintenance and Rehabilitation 5. Structural Evaluation of Airfield Pavements 6. Effect of Varying Calibration Factor on IRR, VOC 7. Laboratory Performance Evaluation of SBS Polymer Modified Bituminous

Concrete Mixes

B. PAVEMENT ENGINEERING AND PAVING MATERIALS

1. An Investigation on Bitumen Modified with Shredded Bi-Cycle Tires 2. Viscometric Studies of Straight Run Bitumen 3. Studies on Fatigue Behavior of Polymer –Modified Bituminous Concrete Mixes 4. Utilization of Polymer Waste in Construction Industries (Road Construction) 5. Constitutive Modeling of Pavement Materials 6. Characterization of Healing of Asphalt Mixtures 7. Studies on Effect of Aggregate Gradation on Fatigue Behavior of Bituminous

Concrete Mixes 8. Characterization of Apparent Viscosity of Bitumen Processed in India 9. Evaluation of Rutting Characteristics of Bituminous Mixes using C -Ф Concept 10. Experimental and Numerical Study on Mechanical Behavior of Asphalt Mix 11. Laboratory Evaluation of Gilsonite Modified Bituminous Concrete 12. Finite Element Analysis of Concrete Pavements with Cut-outs

C. GEOTECHNICAL ENGINEERING

1. Investigation of Seepage Flow for Multilayered Soil Using Finite Element Analysis

D. TRAFFIC AND TRANSPORTATION

1. Traffic Management on an Arterial Road Section Having Multiple Roundabouts 2. Study of the Impact of Introducing Stop-Control at Uncontrolled Intersections

Using Computer Simulation 3. Study of the Effect of Stream Mix on Saturation Flow Rate of Heterogeneous

Traffic Using Computer Simulation 4. Bus Travel Time Prediction Using Global Positioning Systems (GPS) Data 5. Travel Time Prediction for Arterial Corridors Using GPS Technologies 6. Impact of Proposed District Center on the Transport Network Case Study: Saket 7. Planning for Cross Pedestrian Movement 8. Impact of Missing Links on Urban Road Network 9. Modelling Transportation Demand for Urban Infrastructure Planning 10. Modelling Users‟ Willingness to Pay for Different Attributes of an Improved

Transportation System

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11. Optimizing Generalized Cost of Travel: An Approach for Improvement Planning of Rural Bus Service

12. Application of Stated Preference Technique for Travel Choice Modeling 13. Development of Trip Generation Model using Artificial Neural Network 14. Planning of Parking Facilities for Metro Station (Case Study- Delhi Metro) 15. Impact of Open Sky Policy on Airport Terminal Infrastructure 16. Urban Structure and Transport Interrelationship in Indian Cities 17. Role of Intelligent Transport System in Bus Terminal Management – ISBT,

Kashmere Gate 18. Simulation of Head - On Queues: Case of Rail-Highway Grade Crossing 19. Development of Demand Model for Long-Haul Rail Travel 20. Modelling Vehicular Emissions under Heterogeneous Flow 21. Road Safety Studies on Rural Highways 22. Evaluation of Effects of Carriageway Obstructions on Heterogeneous Traffic

LIST OF ORGANISATIONS APPENDIX: Proforma Sheet for Reporting R&D Work for the General Report

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INTRODUCTION

Highway Research Record No. 33 describes the General Report on Road

Research Work done in India during the year 2005-2006. This document has been prepared by compiling the progress of research work reported by 16 Research Organisations and Academic Institutions in the country. The names of reporting organizations have been listed at the end of the report. As the General Report on Road Research is intended to provide information on research works carried out under various research projects, works reported on routine investigations and laboratory / field testing have been omitted from the document.

As per the classification, the entire material has been divided into five Sections, namely, Highway Planning & Management, Performance Evaluation & Instrumentation; Pavement Engineering & Paving Materials; Geotechnical Engineering; Bridge Engineering and Traffic & Transportation Engineering. The projects in each section are further classified in to three broad categories namely (i) Completed Projects (ii) On going Projects and (iii) Projects Reported First Time, i.e., New 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 VI of the report.

The research work in each section has been reported as per the standard Proforma for three broad categories of projects. The proforma along with other related information are given in Appendix-I.

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.

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EXECUTIVE SUMMARY In the General Report on Road Research Work done in India for the year 2005-2006, published as the Highway Research Record No. 33, the research work done by 16 organisations on various aspects has been reported. The report has been compiled by CRRI. The R&D work is reported under the following five major Areas and the Research work done in Academic Institutions related to the thesis work

1. Highway Planning, Management, Performance Evaluation and Instrumentation

2. Pavement Engineering and Paving Materials 3. Geotechnical Engineering 4. Bridge Engineering 5. Traffic & Transportation Engineering

I. Highway Planning, Management, Performance Evaluation &

Instrumentation 1.1 Highway Planning & Management

A study on development of hill highway between Thiruvananthapuram and Kasaragod Districts has been reported. Based on the inventory of various alternative routes, traffic studies, socio-economic and environmental consideration, the most feasible alignment has been suggested. Under traffic studies for preparation of master plan for the development of Ponani Port in Kerala, the traffic potentials of the port have been assessed. Expected divertible traffic forecasts have been worked out for three scenarios of Optimistic, Moderate and Pessimistic. Traffic study has revealed that there is a potential for the port to be developed as a Seaport for coastal shipping once it is well integrated with Inland Water Transport. As a part of the CSIR network project a study on national data centre for managing data for planning, design and management of roads has been reported. The spatial information required for GIS based Road Information System (RIS) has been generated using survey of India toposheets. The data collected under various project undertaken by CRRI has been computerized in GIS environment. The riding quality data collected along the Golden Quadrilateral has been computerized in GIS platform and thematic maps are generated. Under the new projects the important project reported are development of GIS based road information system for National Highways with an objective to collect and collate the road related data for 50,000 km of NHs

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in GIS environment and also evolving a long term maintenance and rehabilitation strategies using HDM-4. In addition, preparation of computerized inventory of roads for Kothamangalam and Koovappady Block Panchayaths in Ernakulam District (Kerala) revealed that developed database related to 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. A case study on GIS techniques for traffic management measures revealed that an integration of modeling framework and GIS has been used as a scientific tool for the evaluation of existing traffic scenario and for recommending TSM actions through analysis. Planning TSM actions in light of the user preferences is a new initiative in the planning of a road network that has been attempted in this current study. Network analysis tool in ARC GIS (V 9.1) has been effectively used in planning the mobility patronage and for recommending short-term measures in a medium sized town. In the project, study on third party Acceptance and Testing of RIS Software, the objective is application and functional testing of the RIS software modules and its detailed data parameters in conjunction with detailed design document. The study shows that RIS application is web based application which will be useful for decision making process for planning, design and management of roads. The identified defects in the RIS applications will be very much useful to improve the software application. Some of the new projects on feasibility study for the construction of elevated road, traffic data counts and base line data collection and analysis and road network approaches for location of urban amenities in rural areas have been reported in the area.

1.2 Pavement Evaluation

Research work reported in this area relates to projects on pavement failure investigations, covering structural and functional evaluation of pavements and laboratory evaluation of road construction materials. Completed projects include evaluation of New Mangalore Port Trust (NMPT) road network and needed rehabilitation measures; impact assessment of rehabilitation works on overloading, vehicles speed, travel time and roughness (in terms of IRI) for some state highways of Uttar Pradesh (U.P) and evaluation and improvement measures for selected roads of New Delhi Municipal Corporation.

The savings in vehicle operating costs (VOCs) accrued by various types of vehicles was determined which directly brought out the impact of rehabilitation / improvement works. Evaluation of some selected roads in NDMC area was carried out for recommending the maintenance and

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rehabilitation measures. Based on the total surface distressed area and prevailing level of roughness, two options had been suggested for improvement of NDMC roads, which consist of modern technologies such as Microsurfacing, Recycling and Conventional technologies such as Hot Bituminous Mixes.

New projects taken up include impact of digging by public utility departments on urban roads; and investigations to determine the likely causes for development of slippage and cracking on NOIDA-Greater NOIDA expressway and needed remedial measures. Study on impact of digging by Public utility departments on urban roads was taken up to assess the impact of digging on roads on the structural and functional deterioration, safety, congestion, delays and user costs. The study identifies the problems associated with pavement utility cuts and would recommend potential solutions based on policies and technologies. Field and laboratory investigations were undertaken on NOIDA-Greater NOIDA expressway to evaluate the structural and functional conditions of the expressway pavement for determining the likely causes responsible for development of pavement surface distress.

1.3 Pavement Performance

Research works reported in this sub-section mainly comprise studies on performance of bituminous mixes with crumb rubber, natural rubber and SBS, SBR polymer modified binders; Recron 3S polyester fiber and waste plastics; performance of flexible pavements with regular and modified sub bases; asset management study; instrumentation and testing of demonstration stretches for concrete rural roads and suitability of locally available materials for road construction.

Projects which have been completed consist of Bituminous bound macadam (BBM) for strengthening of existing pavements on National Highways and use of laterite stones in WBM construction. It is observed that performance of test track having BBM layer is excellent and this treatment is time saving as compared to Built up Spray Grout (BUSG). The laterite stone has sufficient mechanical strength and toughness to withstand low and medium traffic of MDRs, besides cost savings of the order of 25-30 %. On-going projects include performance study on proposed flexible pavements with regular and modified sub bases and evaluation of Recron 3S polyester fiber for use in bituminous mixes. New projects initiated and some of which are in advanced stage of progress consist of investigations on field performance of bituminous mixes with modified binders, instrumentation and testing of demonstration stretches for concrete rural roads, use of yellow stone in road construction, suitability of locally

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available materials for road construction and asset management study of Ahmedabad-Mehsana Toll Road.

Basic properties of different binders will be studied in the laboratory and comparative analysis of various properties of modified binders will be brought out to study the field performance of bituminous mixes with modified binders. Stretches of concrete pavements shall be laid with different types of concrete viz. conventional concrete, concrete with 30 % flyash and high volume flyash concrete. Strain and temperature gauges shall be embedded in concrete at the time of casting at different locations i.e. edges, corners and centre of slab to generate data on performance of concrete slabs of different thicknesses for rural concrete roads. Study on asset management was taken up to study the adequacy or otherwise of the maintenance provisions / inputs planned in the concession agreement for maintaining the assets under BOT scheme and to recommend modifications in maintenance requirements in case the provisions stipulated in the concession agreements fall short of requirements to attain the specified serviceability level at the end of the concession agreement. Data collected for the study is being analyzed through HDM-4 software. Findings emerging out of the study would be used in checking the adequacy of maintenance provisions / inputs planned in the concession agreement for maintaining the assets as per pre-determined requirements stipulated in the contract agreement.

1.4 Instrumentation

A completed project in the area of instrumentation, a Road Condition Evaluation Equipment has been designed, and fabricated for A.P. Government. The Axle Mounted Roughness Measuring Device has been calibrated by recording its response and comparing the same with that of Dipstick for different sections having a wide range of roughness varying from very smooth to very poor. For calibration purpose Axle Mounted Roughness Measuring Device installed in the Maruti car was run at a speed of 30 km/hr. Among the on going projects, Development of Electronic Toll Collection (ETC) System for traffic management using RFID (Radio Frequency Identification) Tags and Dedicated Short Range Communication (DSRC) Technology, RFID equipments have been procured and installed. Field trials are in progress. Another project reported on development of Roller Mounted Nuclear Density Gauge, in-situ soil densities have been obtained by nuclear and conventional methods. The results obtained compare very well.

2. Pavement Engineering and Paving Materials 2.1 Soil Stabilisation, Low Grade Materials and Low Volume Roads

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On going projects on use of ash generated from Surat Lignite Power Plant for different types of clayey soil for construction of roads and demonstration of CRRI technology for construction of a demonstration test stretch road using Marble Slurry Dust (MSD) in district Rajsamand, Rajasthan has been reported by different organizations during the year. The ash generated from Surat Lignite Power Plant is eco friendly material. It was observed that mixes the ash and lime with different types of clayey soils it is found that density decreases with addition of lime and ash but the CBR value increases. Demonstration stretches constructed will go a long way in gaining the users‟ confidence for bulk utilization of marble slurry dust in road pavement layers and embankments and thus will help marble industry of the state, environmentally sustainable. A new project on ground stabilization techniques for road construction in clayey soils of Kuttanadu Region has been reported. The objectives are to analyse the engineering properties of clayey soils in Kuttanadu region, study the effect of ground improvement technologies such as sand drains, geotextile drains and to study the field performance of coir reinforced small clay embankments under wet and dry conditions.

2.2 Flexible Pavements

A study on the use modified bitumen binders has been reported. Samples of modified bitumen by adding natural rubber, SBS, EVA and aggregates from Sevalia area quarry were collected for laboratory investigation. Under field study experimental stretches were laid on Waghodia-Rustampura road for each modified binder and control section. Three sets of performance have been completed. Laboratory Study for Suitability of Chalk, a by-Product of Nitro-Phosphate Fertilizer Plant for road construction revealed that impure chalk can be used in 3-5 % by weight of aggregates in different bituminous mixes in base course as well wearing courses. It can be used in SDBC and BM with emulsion, which facilitate the construction without heating. Five percent replacement of sand by chalk in Pavement Quality Concrete increased the compressive strength about 3 and 8 % at 7 and 28 days respectively. Under collaborative network project, feasibility of polymeric sheets of varying thickness was assessed by testing the polypack modified bitumen for their physical properties. The shredded film is completely dispersible in bitumen in hot melt condition whereas it gets separated from bituminous phase at ambient temperature. Field trials of polymer modified bitumen on NH-1A indicated that test track using polymer modified bitumen is performing good after one year. Field trials were also carried out with multigrade bitumen at two different climatic

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regions. 100 meters each of test sections with multigrade bitumen and control sections with conventional bitumens 80/100 & 60/70 have been laid at Drass and Jaisalmer with four road specifications. To study the shelf life of bitumen emulsion, five grades of bitumen emulsions have been prepared and tested as per IS: 8887-2004 specification after six months of storage. A study on evaluation of bituminous products using SHRP equipments revealed that crumb rubber modified bitumen has highest resistance compared with conventional and multigrade bitumen. Multigrade bitumens have showed better fatigue and low temperature cracking resistance than conventional and crumb rubber modified bitumens. A project on influence of aggregate grading on Asphalt Mix Volumetrics revealed that grading giving rise to higher VMA values fulfill the requirement of having relatively higher asphalt contents with higher initial voids contents.

A study on preparation of manual for the development of six-lane National Highways is in progress. This manual will standardize specification for six lane BOT project and will contain technical requirements, construction specifications, design parameters etc.

2.3 Rigid Pavements

A completed project in the area of rigid pavements reported on “Evaluation of Wollastonite in concrete works revealed that partial substitution of sand by natural wollastonite micro fibres in normal and fly ash concrete brings about 20 and 30 percent improvement in compressive strength at 28 and 56 days respectively and 30 and 40 percent increase in flexural strength for the same period. Reduced water absorption, drying shrinkage and abrasion loss of concrete with use of wollastonite is reported. It has been recommended that construction of concrete test sections incorporating wollastonite should be taken up to evaluate the material in actual field conditions. Completed project on “High Volume Flyash Concrete for Pavements” revealed that 7 and 28 days compressive and flexural strength of all fly ash concrete mixtures with 0.4 w/cm (water / cementitious material) ratio is lower than the corresponding concrete mixes without fly ash. However, 90 days compressive and flexural strength of fly ash concrete mixtures was found to be higher than the corresponding concrete mixtures without fly ash upto a fly ash content of 40 % irrespective of w/cm ratio of the mix. A downward trend in compressive and flexural strengths was observed for fly ash content more than 40%. Lesser drying shrinkage and abrasion loss of concrete with use of fly ash as compared with control mixes is reported. The decrease in the drying shrinkage and abrasion resistance is found to increase with increasing fly ash content. Projects on construction of

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concrete pavements with high volume fly ash are reported performing satisfactorily. A project on the flakiness and elongation indices of aggregates revealed that more flaky aggregates than those of specified values may be used in different layers of concrete pavement construction. It is reported that sites have been selected as experimental stretches on an ongoing project on use of Sulfonated Melamine Formaldehyde super plasticizer and fly ash in cement concrete roads.

3. Geotechnical Engineering Landslide hazard mitigation, ground improvement techniques and embankment and slope stability are the major R & D areas pursued by different organizations during the year. Landslide investigations on Phuentsholling – Thimpu Road, Bhutan; investigation instrumentation and monitoring of Patalganga landslide on NH-58, Uttaranchal; study of landslide and rockfall on Mumbai-Pune Expressway and investigation and remedial measures for the stabilisation of Slopes at km.42 on NH-150, Mizoram are the projects undertaken to study the landslide problems. GIS based subsurface geotechnical map of Delhi and microzonation map of Delhi and guidelines for soil nailing technique in highway engineering, MOSRT&H Research Scheme are the projects on natural disaster. Selection of backfill material for appropriate compaction of backfill over metro tunnel alignment between Barakhamba Road-Connaught Place-Dwaraka Section; Design of fly ash embankment for widening of marginal road bund from GT Road-to-Road No. 59; investigation and design of high embankment on soft ground using fly ash fill for bypass road from Kalindi Colony to Kalindi Kunj, New Delhi; feasibility study on the use of copper slag wastes in road and embankment construction and use of jute geotextile for efficient road drainage and stabilization have been reported in the area of ground improvement techniques and utilization of waste materials.

4. Bridge Engineering

Research project on GIS application for Data Management of Bridges –A Pilot Study has been reported for the first time. The study is to develop an interactive information system, which would provide a data management system for bridges in Thiruvananthapuram division. The objective of the study is to inventorize the bridges in the study area as per IRC guidelines, prepare location maps & lay out diagram and design the information system using the data to have an interactive user interface. Technical details of the bridges available from earlier studies were updated by site inspection. The GIS software used is Arc GIS 9.0 and the system is

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developed on Areobjects environment on which user interface is provided using the programming language Visual Basic NET 2003. MS Excel and Auto CAD are used for data preparation. The data base for 120 bridges are provided in the information system and will be help fill in data management of these bridges by providing the information required for decision making. The information system provides necessary feed back for decision making. This is beneficial to the agencies that own the structures such as PWD, NHAI, etc. The present study has to be extended to other fourteen divisions of PWD to form a complete Bridge Information System for Kerala.

Some of the On-going/Completed Projects reported include Study on Hard topping for distressed CC wearing coats and concrete pavements, study on high volume fly ash concrete for rigid pavements, creating a data base on bridge information system for the State of Tamil Nadu, dynamic response of prestressed concrete bridges, determination of scour depth (for general bed, within channel contractions and at bridge piers) in boulder-bed rivers under high stream velocities (B-33), distress diagnostic, performance evaluation and bridge management system for concrete bridges (A collaborative project with DST, New Delhi), creation of National Test facility, formulation of guidelines, specifications, manual of practice for design and execution of expansion joints, preparation of Draft Specification for use of High Performance Concrete (HPC) for pavement and bridges made with indigenously available materials (B-32) and studies for aerodynamic stability of cable stayed bridge decks (MORTH Research Scheme – B25). In the project, study on hard topping for distressed CC wearing coats and concrete pavements, the aim is to develop proper cement and polymer based concrete for repair procedures and to study their effectiveness. The project on creating a data base on bridge information system for the state of Tamil Nadu aims to develop the particulars of bridges on various categories of roads in Tamil Nadu such as NH, SH, MDR & ODR into the System using MS ACCESS programme classifying the data into 17 different aspects for each bridge. The bridges will be given numbers and the same will be intimated to the (Maintenance wing) Divisional Engineers of Highways. In dynamic response of prestressed concrete bridges, the objective of the study is to develop a realistic modelling of prestressed concrete bridges, which is capable to take into account the time dependent non-linear effect of creep & shrinkage. Based on this modelling, computer software will be developed. Further study, particularly based on dynamic tests in linear / non-linear field is proposed to be carried out to find out the dynamic response of PSC bridges. In the project on distress diagnostic, performance evaluation and bridge management system for concrete bridges the objective is to develop a

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suitable technology in terms of methodologies/algorithms (for development of software) and necessary hardware (instruments/techniques) applicable to different concrete highway bridges in the country, for Bridge Management System. Development confines to one number of bridges of type T-beam girder which is most commonly employed on highways in India. Validation of the same will be done on other bridges, if possible. The project on creation of National Test facility, Formulation of Guidelines, Specifications, manual of Practice for Design and Execution of Expansion Joints aims to develop the testing facilities to evaluate bridge deck joints at CRRI Dynamic cum Heavy Testing Laboratory at Ghaziabad. . Field testing of expansion joints is not always feasible due to the high cost of testing and traffic closure problems. In view of this laboratory testing of expansion joints is preferable. Creation of such a National Test Facility in our country will help to devise rationalized acceptance criteria for bridge expansion joints before their installation in field. This will ensure better field performance throughout the service life of expansion joints. It will also encourage the manufacturers of our country to produce innovative expansion joints indigenously through technology transfer through their principals located abroad. The reported work on studies for Aerodynamic Stability of Cable Stayed Bridge Decks (MORTH Research Scheme –B25) is limited to aerodynamic stability of cable stayed bridge decks. More efforts are to be carried out to investigate the aerodynamics of other type of bridge decks used in long span cable stayed bridges. Further, wind tunnel studies are to be carried out to under stand the aerodynamic effects on pylons of different configuration and cables of different diameters. Draft final report has been submitted to the Ministry which is under examination.

One project reported as completed is on preparation of Draft Specification for use of High Performance Concrete (HPC) for Pavement and Bridges made with indigenously available materials (B-32). The final report was submitted to the Ministry after incorporating its observation. Subsequently it was further sent to the experts for their comments. Finally the extract of the report along with the comments of the experts has been sent to IRC so that the findings may take place in “the guidelines for the use of HPC” being formulated by IRC.

5. Traffic and Transportation 5.1 Planning and Management

Under section entitled “Planning and Management” a study of congestion and parking problems of selected locations in Delhi has been reported. It was observed that vehicles used by people who work in the vicinity of the

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parking places often occupy much of the parking spaces for example 20-25 percent longer duration. It was observed that the number of parking spaces for shoppers, traders and visitors to business are not adequate. The study findings indicate that parking demand is increasing due to the growth of private vehicles and the present parking demand in the study location varied from a maximum of 7720 ECS to a minimum of 1300 ECS. A study on the impact of new high rise buildings on road traffic at Tardeo, Mumbai concludes the V/C ratio was more than 1.0 on most of the roads implying very high traffic congestion. Therefore the study recommended that it was imperative to carry out capacity augmentation measures which are envisaged under the development plans of Municipal Corporation of Greater Mumbai (MCGM). A study on the Estimation of Fuel Loss during idling of vehicles at signalized intersections in Delhi indicated that 372245.6 kilograms of CNG, 129745.5 litres of diesel and 405042.7 litres of petrol are wasted everyday due to idling of vehicles, at 600 signalized intersections of low, medium and high volume. Converting these figures into monetary terms, the total losses work out to be Rs.272.5 lakhs per day and Rs.994.5 crores per annum. In study on the estimation of fuel loss on mid-block section of Chelmsford road opposite New Delhi Railway Station concluded that 66,000 vehicles ply on Chelmsford road in a day, on a running speed of 18.04 Km./hr. from CP to Sadar bazaar and Sadar bazaar to CP respectively. Delay is observed to be 158.82 sec./vel, during peak hours. The low running speeds and delay accrue a fuel loss of Rs.38,43,231/- and Rs.71,80,694/- annually. The annual time loss in monetary terms is estimated to be Rs.2,39,77,080/-. Keeping the characteristics of the traffic and constraints in improving the road infrastructure in view, the improvement measures have been suggested. The measures are of two types, the short term and the long term. An application of Highway Development and Maintenance software (HDM-4) was made to carry out economic analysis of the Upgrade and Improvement for Kawrthah – Kanhmun – Lowerpu Road in Mizoram. It was observed that EIRR = 20.3%, NPV=84.732 million rupees, NPV/CAP-0.609 (Discount rate was taken as 12%. With 20% increase in anticipated expenditure (RAC), EIRR-17.3%, NPV-61.009 million Rupees, NPV/CAP=0.359 which shows upto 20% increase in construction and maintenance cost, the project is economically viable. The results of the study on National Capital Territory of Delhi roads indicate that about 20 percent of arterial road network is operating under highly congested conditions with travel speeds falling below 20 kmph.

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Only 23 percent of the arterial network is operating at speeds of 40 kmph and above. These results indicate that the congestion levels are reaching unacceptable limits and serious efforts are required to improve the operating conditions by employing appropriate upgradation measures for the network besides adopting suitable travel demand management measures. The study conducted for the Shantipath stretch in the New Delhi Municipal Council (NDMC) area in New Delhi has revealed that the traffic flows are fairly uniform in composition on this road stretch with car traffic dominating the flow and the slow moving vehicles being very marginal. The traffic flows are well within the required level of service and looking into the future also, it is not expected that the traffic will grow rapidly on this section because the areas on either ends have been developed fully and therefore the traffic growth will be very nominal. Hence, it is recommended to provide additionally only 1.5 m soft shoulders (on either side) immediately for the entire road stretch without any need for undertaking any road widening measures till 2021.

Comprehensive traffic and transportation studies for Surat city recommended various intersections design suggesting pedestrian, cycle, and parking facilities as a part of the short-term traffic engineering / management measures. The other studies under this section include the Economic Feasibility of Delhi Metro Extensions – Badarpur to Faridabad and Mundka to Bahadurgarh. This study is under progress and detailed report will be submitted to DMRC for the preparation of Detailed Project Report. A study on fare Policy and pricing of Public Transport Services in Kerala concluded that the fuel mileage of stage carriages showed an improvement in the long distance operation. The fare structure after arriving normal return on investment worked out to be Rs.0.54 per passenger km for ordinary buses and Rs.0.59 per passenger km. for fast buses for a capacity utilization of 75 percent.

5.2 Safety and Environment

Under this topic road safety in metropolitan city of Ahmedabad and road safety measures on Vadodara-Dabhoi Road passing through SH-11 have been reported and the recommendations include identification of the accident prone locations which have been suggested to Ahmedabad Municipal Corporation based on the available information. A road safety audit study for selected stretch of Ring road Chennai recommended that over-speeding should be controlled by imposing strict enforcement measures. Shoulders for the entire stretch should be

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maintained in good conditions, the signal should be made visible, truck lay byes should be provided along the entire stretch of the road and bus stops from some of the locations should be shifted as per IRC:70-1977. A study on safe road to school children for promoting safety awareness amongst school children recommended that the programme may be carried out in various panchayats and also the study recommended establishment of suitable road safety clubs in schools. A study on accident costing concluded that accident cost for fatal accident is Rs.4.10 lacs for serious is Rs.1.80 lacs, for minor accident is Rs.5000 and for property damage is Rs.1.20 lacs. A study on Environmental Impact Assessment (EIA) studies for Badarpur-Faridabad and Mundka-Bahadurgarh Corridors of Delhi Metro recommended that, based on the EIA report detailed EMP has been delineated to minimize the adverse / negative environmental impacts due to the construction and operation of the proposed metro corridor(s). A study on environmental impact of Road Transport recommended that the proposed EIA guidelines for roads / highways projects needs to be critically examined / reviewed by implementing agencies like MoEF, CPWD, State PWDs and NHAI for its applicability and usefulness under different terrain, land-use and traffic conditions. A study on road accident modeling for highway development and management in developing countries indicated that road accident prediction model developed was statistically tested and validated and it was observed that the model gives the expected number of accidents based on classified vehicular traffic, number of accesses to the road and prevailing cross sectional hazards. The study also found that increase in number of fast moving vehicles like cars, buses and small trucks causes increase in expected number of road accidents. The study of helmet preferences in Thiruvanthapuram and Cochin city concluded that nearly 63% of the two-wheeler riders possess helmets in Thiruvanthanpuram city. Of these, hardly 8% of two wheelers riders use helmets regularly. In the case of Cochin city over 75% of bike riders possess helmets and of which 28% of two wheeler riders use helmets regularly. The respondents in both the cities agreed that helmet wearing should be made compulsory and it should be enforced in a sustainable way. A study on overtaking behaviour of motor vehicles in urban areas indicated that the average percentage of vehicles overtaking from the right side by crossing the yellow line in the morning peak period was 13%. The average percentage of vehicles overtaking from the right side by crossing the yellow line in the evening peak period was 9%. Among the types of

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vehicles cars / jeeps / taxis perform maximum overtaking maneovures crossing the yellow line marking. The study of spot speed in city and rural sections of highways concluded that average spot speed at School zone in Trivandrum city is 36 km/hr during peak hour and 40 km/hr during school timings. The spot speed at school zone in suburban area is 48 km/hr. The spot speed at hospital zone in rural section is 37 km./hr. the spot speed at business zone is 47 km/hr.

6. Research Work Done in Academic Institutes Related to Thesis Work

The salient features of some of the completed projects are:

1. A study on methodology for planning and evaluation of rural road network revealed that the integrated functional accessibility approach is useful for preparation of block level master plan for rural roads. Ranking of rural road projects can be carried out using this methodology.

2. A study on quantification of benefits due to pavement preventive

maintenance strategies revealed that the life of the pavement can be extended by the application of appropriate preventive maintenance treatments. Thin overlay preventive maintenance strategy is most cost effective for highways carrying traffic from 5000cvpd to 6000cvpd. The benefits per unit agency cost for different preventive maintenance treatment depends on the trigger point of the functional parameters and the cost of the treatment.

3. In the study on structural evaluation of airfield pavements a

methodology was proposed for PCN evaluation of rigid and asphalt overlaid rigid pavements using Falling Weight Deflectometer. A program AFPCN was developed for back-calculation of elastic modulus of rigid/HMA overlaid rigid pavements and for PCN evaluation of such airfield pavements using FWD data. Back-calculation results of the program were validated using ANSYS. The PCN values obtained were found to be reasonable and consistent with the structural data of the pavement.

4. Laboratory Performance Evaluation of SBS Polymer Modified

Bituminous Concrete Mixes revealed that Marshall Stability of the mix increases by 27% when polymer modified binder was used. At constant tensile stress and pavement temperature, the fatigue life of the SBS polymer modified bituminous concrete mix increases by 95% to 360%. The magnitude of increase in fatigue life, however, decreases

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with increase in tensile stress. Overloading of vehicles upto 20% causes 30 to 40% reduction in life of the pavement.

5. Laboratory investigations on bitumen modified with shredded bi-cycle tires

showed the better performance of modified binder than unmodified 80/100 bitumen. The modulus of resilience of the DBM mix with tire shred modified binder was very high compared to 80/100 bitumen and material saving up to 40% can be achieved.

6. To study the fatigue behavior of polymer–modified bituminous concrete

mixes, laboratory investigations with Styrene-Butadiene-Styrene indicated the superiority of SBS modified asphalt mix in term of fatigue life, resilient modulus and crack propagation over the neat asphalt mixes. Thus polymer modified mixes can be recommended for National Highways where traffic volume is substantially high.

7. The addition of appropriate quantity of non-biodegradable plastic wastes

of polyolefin group to bitumen resulted in better performance of polymer modified bitumen at various temperature condition. Improvement in Marshall Stability and indirect tensile strength of modified mixes indicates good performance of polymer modified bitumen after laying on roads.

8. A study on characterization of apparent viscosity of bitumen shows that

the flow properties of bitumen are affected by temperature and stress-strain conditions. Bitumen behaves as a non-Newtonian at low temperatures and approaches to Newtonian as the temperature increases. This phenomenon can be observed from the apparent viscosity-shear rate graphs at various temperatures. The 60/70 grade changes faster to Newtonian state at about 100 oC while polymer modified one changes at about 135 oC.

9. A study on laboratory evaluation of Gilsonite modified bituminous concrete

indicated that the use of Gilsonite as modifier in bituminous mixes gives a high performance economical mix, which has better resistance to rutting, cracking, stripping and enhanced durability.

10. A methodology was proposed to study the performance of two

dimensional steady state flow of water within a parallel rectangular trench drainage system for multilayered soil using Finite element method (FEM). Based on the FEM, numerical results are obtained for various combinations of the soil.

11. A study on impact of introducing Stop-Control at Uncontrolled

Intersections using Computer Simulation revealed that for a given road way and traffic conditions, the overall average delay caused to traffic is more than in the case of stop-control intersection than in the case of

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uncontrolled intersection. In the intersection area with stop control delay caused to traffic is less in the case of uncontrolled intersection. It was observed that the overall average delay is more or less the same in the cases of both the uncontrolled and stop controlled intersections upto a volume level of 400 vehicles per hour. The average overall delay was found to have increased steeply in the cases of both uncontrolled and stop controlled intersections beyond the volume level of 900, 1000 and 1100 vehicles per hour respectively in the cases with 3.75 m, 5 m and 7.5 m wide approach roads.

12. A study on Effect of Stream Mix on Saturation Flow Rate of

Heterogeneous Traffic using Computer Simulation revealed that the value of saturation flow is relatively maximum for the combination of straight going and right turning streams, and minimum in the case of the combination of straight going, left turning and right turning streams, while the value for the combination of straight going and left turning streams lies in between the two. Also, it has been found that there is no common trend in variation of the saturation flow due to variation in traffic compositions

13. A study on Bus Travel Time Prediction Using Global Positioning

Systems (GPS) Data revealed that variables like „Remaining Number of Bus Stops (BSij)‟ and „Intersection Delay (Idij)‟ were found to be statistically insignificant. The success rate of the model is high, with the best model having a low Mean Absolute Percentage Error of 9.0.

14. A study on Impact of Proposed District Center on the Transport

Network Case Study : Saket, revealed that the impact of the existing district center is up to radius of 7.5 km. The level of service on the affected roads drops by 14% to 20%. Junction flow in the affected roads drops in the range of 24% to 33%. An investment of Rs.2290 lakhs is required to be incurred in order to mitigate the various traffic impact caused by the proposed district center on its surrounding network.

15. A study on Modelling Users‟ Willingness to Pay for Different Attributes

of an Improved Transportation System concluded that comparison of WTP estimates indicates that utilities associated with speed and comfort are more as compared to the same due to other attributes of road improvement. While personal car users have higher value of WTP for quantitative attribute speed, the bus users have higher value of WTP for qualitative attribute comfort. The work also demonstrates successful application of constrained triangular distribution in the development of RPL models. A comparison of different econometric models clearly shows an improved model performance for RPL models over MNL model. Among RPL models, the model performances

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improved further when the mean heterogeneity is taken into consideration. The toll roads for car and bus users are estimated by charging 25% of user benefits to respective users.

16. A study on Optimizing Generalized Cost of Travel: An Approach for

Improvement Planning of Rural Bus Service concluded that user benefits and operational viability are the two major aspects highlighted in this work for improvement planning for rural bus services. Application of genetic algorithm and simulation technique is demonstrated for identifying suitable service attributes in order to maximize user benefits and also to ensure operational viability of both services.

17. A study on Application of Stated Preference Technique for Travel

Choice Modelling concluded that travel cost and in-vehicle time are most important attributes emerging from stated preference experimental design results. Out of these vehicle cost is more critical in explaining the preference of MRTS while users are willing to accept even more higher in vehicle cost (fare) for MRTS. Stratification of the binary logit model by income group gives better model prediction than the single binary logit model for all the users.

18. A study on Development of Trip Generation Model Using Artificial

Neutral Network concluded that ANN model has the capability to choose the appropriate functions, that may necessarily not be linear in nature. As such they can incorporate both linear as well as non-linear functions with equal ease. ANN based trip generation model offers more potential to capture variables to ensure high degree of accuracy.

19. A study on Simulation of Head-on Queues : Case of Rail-Highway

Grade Crossing observed that the proposed model gives the good estimate of the delays in different types of vehicles. It was also observed that the divider reduced the congestion and even avoided the formation of gridlocks at high flow values.

20. A study on Modeling Vehicular Emissions Under Heterogeneous Flow

revealed that lane-less flow conditions generally produce higher levels of tail-pipe emissions of CO, HC and NO. The data collected in this study indicate reductions of upto 72% HC, 58% CO and 70% NO, based on average values per run along the test stretch.

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I. HIGHWAY PLANNING, MANAGEMENT, PERFORMANCE EVALUATION AND INSTRUMENTATION

1. HIGHWAY PLANNING AND MANAGEMENT

SUMMARY

In the area of Highways Planning and Management, eleven projects

comprising of two completed, one ongoing and eight new projects have

been reported. The completed projects are on selection of most feasible

alignment for hill highways and traffic studies for preparation of master

plan for development of port roads. The on-going projects are mainly on

national data centre for roads, developing methodologies for GIS based

database for roads with case studies. Under the new projects, the

important projects reported are development of GIS based road information

system for National Highways with an objective to collect and collate the

road related data for 50,000 km of NHs in GIS environment and also

evolving long term maintenance and rehabilitation strategies using HDM4.

In addition, testing of the road information system developed for NHAI,

computerized road inventory, GIS techniques for traffic management

measures, traffic data counts and base line data collection and analysis

and also a project on road network approaches for location of urban

amenities in rural areas are reported.

SALIENT POINTS FOR DISCUSSION 1. Development and management of GIS based road information

system

2. Pavement maintenance management system by integrating GIS and

HDM 4

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3. Planning of road network and location of urban amenities in rural

areas


1100-10

1. Development of Hill Highway between Thiruvananthapuram and Kasaragod Districts

Duration: January 2005 to December 2005

(i) National Transportation Planning and Research Centre (NATPAC),

Thiruvananthapuram (R) (ii) Kerala State Council for Science Technology and Environment (S)

Present Status and progress

Project Completed and Govt of Kerala already declared the route between Kasargode – Palakkad Town as Hill Highway which would be developed to State Highway standard. Findings / Conclusions

Based on the inventory of various alternative routes, traffic studies, socio-economic and

environmental consideration, the most feasible alignment is suggested for the Hill

Highway from Palakkad Town (NH-47) to Parassala in Thiruvananthapuram District.

The Hill Highway alignment is proposed mostly by linking the existing roads as far as

possible.

Limitations

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The study involved evaluation of various alternatives and selection of the most feasible alignment for development of hill highway for Kerala. Social impact analysis and environmental screening of the missing links and the route passing through reserve forest area have been carried out. The proposed hill highway would provide better connectivity to settlements and market centers in the hilly region of the state. This would also open up the hilly terrain for socio – economic upliftment and promote tourism potentials of the state. Reports / Publications Final report of the project has been submitted to Govt. of Kerala for implementation.

1100-10

2. Traffic Studies for Preparation of Master Plan for the Development of Ponani Port in Kerala

Duration: April 2005 to December 2005

(i) National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram (R)

(ii) Harbour Engineering Dept., Govt. of Kerala (S) Present Status and Progress Project Completed Findings/Conclusion

Based on traffic studies, the traffic potentials of the port have been assessed. Expected divertible traffic forecasts have been worked out for three scenarios Optimistic, Moderate and Pessimistic. The optimistic scenario consists of full diversion of related traffic from Cochin and Beypore Ports and a possible diversion of nearly one third of road based goods traffic to the proposed port at Ponnani. The moderate scenario assumes only one fifth of road-based traffic as divertible. The pessimistic scenario presents only half of the traffic divertible to new port and only half of the maximum divertible cargo movement from road traffic. Presently in Kerala, only 2 minor ports namely Beypore and Vizhijam are functioning. The other minor ports function as Fishing Harbours and Signal Stations. Over the years, due to lack of maintenance, minor ports in the state fell into relative disuse. Developing coastal shipping and integrating it with Inland Water Transportation will provide these ports a fillip for growth. With the inland

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waterway system connecting the minor ports with hinterland, it would be economical to distribute the cargo through waterways.

Ponnani is one of the nearest port to the major port at Cochin. It can act as a satellite port in Cruise tourism, Container barge operation, Coastal shipping and a terminal for Inland Water Transport. It can play a pivotal role in Lakshdweep transportation. Till late seventies, cargo vessels used to sail between Ponnani and Lakshdweep islands. Ponnani has an added advantage of availability of land for port development and expansion. Traffic study has revealed that there is a potential for the port to be developed as a seaport for coastal shipping once it is well integrated with Inland Water Transport.

Reports/Publications Traffic Studies for Preparation of Master Plan for the Development of Ponnani Port in Malappuram District of Kerala


1100-10

1. National Data Centre for Managing Data for Planning, Design and

Management of Roads (CSIR Network Project)

Date of Start: April 2002

Central Road Research Institute, New Delhi (R)

Present Status and Progress

The study has been undertaken as a part of the network project under new and improved road technologies and is aimed to develop GIS based road information system, which would allow research leading to the development of the Geographic Information System (GIS) based Road Information Management

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System (RIMS) and subsequently development of Pavement Maintenance Management System (PMMS). The spatial information required for GIS based RIS has been generated

using survey of India toposheets. As a part of the project activity, the data

collected under various project undertaken by CRRI has been

computerized in GIS environment. The riding quality data collected along

the Golden Quadrilateral has been computerized in GIS platform and

thematic maps have been generated.

Findings / Conclusions

The data collected and stored in GIS platform will be highly useful for asset

management in road sector.

Significance/Utilisation Potential

The data developed in GIS based road information system will have an

efficient data management information system for the advanced application

of scientific method for planning and management of road system.

Report/ Publications

1. A.Mohan Rao, Kumar Ravinder, P.K. Jain and B.K. Durai, „District Level location Planning for Educational Facility based Rural Accessibility Approach‟, Proceeding of “NRDMS Workshop” Trichurapalli, 29-30 July, 2005.

2. P. K. Sikdar, P. K. Jain, B. K. Durai, A. Mohan Rao, „GIS Based Planning

and Implementation of Rural Roads Programme In India, Proceeding of “Computers for Urban Planning and Management” (CUPUM), UCL, London, July,2005.

3. Neelam Jain, P. K. Jain, B. K. Durai , P. K. Nanda, ‟GIS Based Data

Center for National Highways in India‟, Map Asia, 22-25 August, 05, Indonesia.

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4. B. K. Durai, Dr. Neelam Jain, P. K. Kanchan and P. K. Nanda „Knowledge

Management Principles for Development of Road Information System in India‟, Map India, 30th Jan to 1st Feb. 2006, New Delhi.

5. I. Prasad Rao, P. K. Kanchan and P. K. Nanda “GIS based Maintenance

Management System (GMMS) for Major Roads of Delhi” , Map India, 30th Jan to 1st Feb. 2006, New Delhi.

C. NEW PROJECTS

1100-10

1. Development of GIS Based National Highway Information System

Date of Start: January 2006

(i) Central Road Research Institute, New Delhi (C,I)

(ii) Ministry of Shipping, Road Transport and Highways (S)

Scope and Objectives

It is proposed to develop a GIS based database and information system for

National Highways (except roads under NHDP), which will include

collection and collation of spatial (geo-referenced) data and the related

non-spatial road information. The system will enable storing, retrieving and

updating data and presenting the desired information related to traffic and

road assets for upgradation and rehabilitation purposes.

Methodology

The project has been divided in four modules dealing with development of the information system, collection of the relevant road and related asset information,

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traffic data collection and evolving long term strategies for management of highway system in India. Module-I: Development of GIS Database and Information System for National Highways A digital GIS map will be prepared for entire country based on Survey of India Topo-sheets using 1:10,00,000 scale, showing all the National Highways. The main emphasis of this module will be on the development of software through which the data management can be effected. Using the map data and other related information collected (as proposed in module II and III), a user friendly GIS based interactive system will be developed. The system will enable to store, retrieve and update the entire database with proper geo-reference. Module-II: Inventorisation of National Highways The inventorisation of National Highways involves recording of geometry of the highway sections, pavement type and width, pavement roughness and distress, type of shoulders (paved/ unpaved), road side land use (Urban/Rural) and other asset information. The entire National Highway network will be divided into 4 zones (East/ West/ North/ South) for convenience and the highways in each zone will be divided into convenient links for field work. Module-III: Traffic Volume Survey for National Highways It is proposed to collect the classified traffic volume data for about 50 representative locations, continuously for 7-days using Portable Traffic Classifiers (PTC). Module-IV: Long Term Maintenance and Rehabilitation Strategies The complete inventory data and traffic volume data shall be the major input for development of long term maintenance and rehabilitation plans and strategies. It is proposed to use HDM-4 for developing long term maintenance and rehabilitation strategies.

Conclusions

The entire system as proposed will be developed as an user friendly computer package which can be used for decision making process for planning, and management of National Highway network.

Significant / Utilization Potential

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Allocation of improvement and maintenance funds in a scientific manner, thus leading to optimal and effective utilization of resources

Improved serviceability of roads leading to saving in total transportation costs

Better rideability with improved road condition and long lasting network due to timely and appropriate maintenance inputs

Rational planning and budgeting for maintenance and rehabilitation of national highway network

Report/ Publications:

P.K. Nanda, ‘GIS based National Highways Information System’, Key Note

Address, Map India, 30th Jan to 1st Feb. 2006.

1100-10

2. Preparation of Computerized Inventory of Roads for Kothamangalam and Koovappady Block Panchayaths in Ernakulam District (Kerala)

Duration: April 2005 to March 2006 (i) National Transportation Planning and Research Centre (NATPAC),

Thiruvananthapuram (R) (ii) Kerala State Council for Science, Technology & Environment (S)


The scope of the study is limited to roads coming under the rural local bodies comprising of

Grama Panchayaths, Block Panchayaths and District Panchayaths. The objectives of the

study are:

Identification of all sub settlements (wards) within each Grama Panchayath in the study region

Listing of all categories roads passing through the settlements

Inventory of Grama Panchayath roads (roads having a minimum width of six meters that can be developed to motorable standards and a minimum length of 500 metres.);

Preparation of digitized road maps with supporting data for each Grama Panchayath using the GIS format.

Methodology Detailed field studies carried out for obtaining information on:

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Settlement level data, sub settlement (within each Panchayath) identification, road availability and location of facilities

Road level data- connecting settlements, population benefited, facilities along the road

Road inventory particulars covering length, width, surface type, settlements connected

Road mapping using the base maps (cadastral) provided by the Kerala State Land Use Board

The maps are further modified by Digitizing, Mosaicking, Geo-referencing, Scaling using GIS format and development of attribute tables. The study aimed at developing a comprehensive spatial database including locations and detailed information about the road network and road junctions, physical attributes like rivers, geographical attributes like ward boundaries and other location-based information like public resources and cultural centres.

The scanned maps are georeferenced using the Survey of India Topo sheets and

converted into raster format. These raster files were vectorised in ArcGIS, using different

feature classes for each feature type. The feature types incorporated in this work are:

Panchayath Boundary, Ward Boundary, Rivers, Panchayath roads, PWD roads, minor

roads, Public Utilities, Cultural Centres and important localities. The attribute data for

these features are added simultaneously.

The projection parameters – datum and spheroid, were defined for the feature classes.

The datum used was Kalianpur 1975 and the Spheroid used was Everest 1975. The

feature classes were projected using the projection parameters and a coordinate system.

The map projection used was Kalianpur_1975_Zone_43 North.

The projected feature classes were imported to the specific geodatabases created for each

Grama Panchayath. The feature classes were used to make thematic maps for further use.

In ArcGIS, the attribute information about any feature can be accessed by using the

identify option on the feature.

The maps are published using ArcMap environment in ArcGIS, so that they can be distributed and shared into other systems, which do not have the GIS software. The published maps are packaged with the supporting files for data sharing. The packaged data files can be viewed and queried in any system using ArcReader. Supporting Data

Assessment of settlement level connectivity

Identification of Connected/unconnected settlements

Road schemes required for connectivity improvements

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Significance /Utilisation Potential Development of an authentic spatial data base on Grama Panchayath roads together with supporting information required for the development of plan documents and rural road management system in GIS platform Usage of this spatial database for selected applications are given below:

The spatial information system developed can be used by anyone as the data

stored can be interpreted to suit the users requirements.

The efficiency of existing road network can be evaluated and suitable road

improvement measures can be proposed.

The database can be extended to identify and analyse land use / land cover

pattern.

The thematic maps can be analysed to identify the Central Business area which

can be improved in terms of utilities and administration facilities.

Spatial Buffer Zones can be developed around any specific facility (e.g., Post

Office) to estimate the area or population served by the facility, and take

appropriate measures, if it is found to be unsatisfactory.

The spatial database can be used for facility mapping of utilities like Banks, ATMs etc in a similar way to assess the sufficiency / deficiency of the facilities in the study area.

By linking the spatial database with traffic and other transportation related data,

the existing traffic conditions can be analysed and appropriate management

measures can be suggested. Analysis Operations like Shortest Route, Service

Area, Closest Facility, Origin–Destination Cost Matrix can be formulated using

this information system.

The use of a high-end technology like ArcGIS, can facilitate easy handling of data using a Graphic User Interface (GUI). The creation, storage, management, manipulation and interlinking of data, which forms the basic functions of any GIS, can be performed satisfactorily using ArcGIS in a limited period of time. These facilities are almost impossible using the earlier mapping softwares like AutoCAD.

Recommendations

Updated road details along with settlement level data can be used for the preparation of

Road Development Plan required for PMGSY, Bharat Nirman or NABARD funded road

development schemes

Reports/ Publications

Reports on of “Computerized Inventory of Roads for Kothamangalam and Koovappady

Block Panchayaths in Ernakulam District” – NATPAC (unpublished) 2006.

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1100-10

3. Evaluation of Traffic Management Measures in Urban Centers using GIS Technique – A Case Study of Kottayam Town in Kerala

Date of Start: April 2005 (i) National Transportation Planning and Research Centre (NATPAC),

Thiruvananthapuram (R) (ii) Kerala State Council for Science, Technology & Environment (S)


The main objective of the study is to evaluate the urban road network in light of existing traffic management system. It is further proposed to develop a methodology for a short-term traffic management plan by integration and aggregation of network - traffic data on real time basis using GIS as a supporting tool. It is also proposed to make use of user based complementary abstraction levels for spatial and temporal dimensions in analysis.

(i) Review of the existing traffic management measures adopted in the study

area. (ii) Prototype development for before and after studies of traffic scenario for

each application of traffic management plan. (iii) Identification of user preferred paths within space control frames, which

are compatible with the system and the non-user. (iv) Development of temporal and spatial visualisations of traffic conditions in

a network within GIS. Methodology The research is based on the development of a generalized approach for short term planning in an urban area. Two concepts were developed in the research namely: (i) Concept of critical link through iterative process and (ii) Degree of overlapping concept Both the concepts are oriented on the user preferences and the impedance factors considered in the analysis are distance, time and cost. The study is framed in the following four modules. Module 1 : Input phase - Data collection and generation of data scheme Module 2: Development of GIS and GPS based road network

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Module 3: Defining the architecture of the data base system: Module 4: Analysis phase – Concepts of user preferred paths and its intervention of GIS Module 5: Development of strategic approaches for TSM measures.

Interim Conclusions

An integration of modeling framework and GIS has been used as a scientific tool for the evaluation of existing traffic scenario and for recommending TSM actions through analysis. Planning TSM actions in light of the user preferences is a new initiative in the planning of a road network that has been attempted in this current study. Network analysis tool in ARC GIS (V 9.1) has been effectively used in planning the mobility patronage and for recommending short-term measures in a medium sized town. The concepts of critical link through iterative process and the degree of overlapping concept can be attempted irrespective of the shape and pattern of the network.

Significance/ Utilization Potential

This study bears a great significance in planning the short term as well as long-term measures in road network planning. The methodology developed in this research is significant to the Municipal Corporations, Town Planning Departments, Public Works Departments and Traffic Police who play key role in working on the mobility of the people. This is an effective tool in the hands of a planner / engineer to:

Plan the TSM actions – related to one way streets, turn restrictions, bus routing, parking, pedestrians etc to name a few.

Link prioritization

Identification of missing links

Identification of links to be widened.

Recommendations for further work

The work may be extended in customization of Dynamic GIS software that can be used for network analysis. More inputs like land use, O-D survey details may be incorporated in the analysis for generalization of work to long term planning.

1100-40

4. Road Network Planning Approaches for Location of Urban Amenities

in Rural Area in Laksar Block of Haridwar District


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(ii) Department of Science and Technology, Government of India (S)


The main objective of the project is to evolve a rural road network planning approach to provide connectivity to all the rural villages/habitations in an optimal way to the urban facility centres proposed/located in a rural area. The other associated objectives are:

(i) to develop detailed spatial and non-spatial data on human settlement and road network in the block

(ii) finding an optimal road network for providing connectivity to all the villages to the nearest identified major centres

(iii) to estimate the existing accessibility level of each village to the major centres (existing as well as proposed)

(iv) to identify the additional facilities/amenities required to be located in these major centres and

(v) to suggest the level of connectivity in terms of investment options for rural roads.

Methodology

Road network planning in rural areas has the following aspects: (i) the study will be carried out in the Laksar block of Haridwar district in Uttranchal state (ii) collection of relevant data, (ii) prioritization of villages/habitations to identify the growth centres, (iii) selection and evaluation of optimal links for connectivity and assessment of the urban facilities required and (iv) level of interventions for location of urban facilities in the selected villages/habitations. There is need to study the actual requirement of the existing facilities and their locations in terms of demand and the level so as to locate them in the selected major centres. Based on the demand for facilities, development of road network and the accessibility pattern the growth centres will be classified to provide the appropriate facilities. Sensitivity analysis will be carried out to find out the improvement of accessibility level of villages to each growth centres identified in the block. Significant / Utilization Potential

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A methodology will be evolved for planning and evaluation of road network

which will provide optimum connectivity to all villages with to major urban

facilities centers in a typical rural area.

1100-40

5. Feasibility Study for the Construction of Elevated Road on New

Rohtak Road from Rani Jhansi Road to Zakhira Flyover in Delhi

Date of Start: October 2005


(ii) Municipal Corporation Delhi (S)


The main objective of the study is to analyze the traffic characteristics of the corridor with a view to arriving at a feasible solution to minimize the present traffic problems.

Methodology

The methodology followed is:

Studying the client requirements and identification of problem associated with traffic on the proposed corridor

On the selected location the following surveys will be carried conducted (i) Hourly classified traffic counts with turning movements (ii) Speed and delay studies (iii) Fuel consumption of different types of vehicles during idling will be

used to estimate the fuel losses

Inventory of the signalized intersections (with and without flyovers) shall be made, where traffic volume and the vehicular delays are high

Estimation of total fuel consumption loss due to delay in travel time

Detailed economic feasibility study and preparation of conceptual plans along the corridor.

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Significant / Utilisation Potential

Quantification of fuel loss at signalized intersection shall be done along with remedial measures to reduce the quantum of loss. Conceptual plans for a flyover which will provide maximum economic benefits to the society.

1100-40

6. Third Party Acceptance and Testing of Road Information System

(RIS) Software

Date of Start: February 2006


(ii) National Highways Authorities of India (S)


Checking the RIS software as per the terms of references given in contract agreement

for software development.

Application and Functional testing of the RIS software modules and its detailed data

parameters in conjunction with detailed design document.

Checking the system requirement specifications (SRS) document and detailed design

document include checking of design, interface, architecture of the system and

integration with HDM-4.

Methodology

Road Information system (RIS) is a web based system coupled with GIS

features developed for decision making in planning and management of

National Highways under Golden Quadrilateral. The process of testing

starts with understanding the software application and user requirements.

Reviewing the system requirement specifications (SRS) document and

detailed design document include checking of design, interface,

architecture, and integration with HDM-4. Based on user requirements,

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module wise detailed study has been done for utility, inclusion of various

engineering parameters in the application in conjunction with HDM-4

analysis and the software development objectives. This includes

identification of missing engineering parameters, units and its appropriated

location in the modules. Functionality of the software has been checked in

conjunction with detailed design document.

Conclusions

RIS application is web based application which will be useful for decision

making process for planning, design and management of roads. The

identified defects in the RIS applications will be very much useful to

improve the software application.

Report/ Publications

A report on ‘System Requirement Specifications’ submitted to NHAI.

1100-40

7. Traffic Census for Roads of Uttar Pradesh State‟s Core Road

Network

Date of Start: March 2006

(i) Central Road Research Institute, New Delhi (C, I)

(ii) Public Works Department, Uttar Pradesh (S)


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The main objective of the study is to collect the traffic data in the selected

50 locations on the state core network.

Methodology

Uttar Pradesh (UP) PWD has assigned Central Road Research Institute

(CRRI), New Delhi to collect the base line traffic data for development of

roads in Uttar Pradesh as part of the World Bank project. The survey will

be carried out as per the guidelines and formats provided in the IRC:9:1972

- Traffic Census on Non-Urban Roads. The traffic volume points will be

selected on mid block of the selected roads sections of the core road

network based on physical verification on the site, taking into account the

merging/diverging traffic conditions. The traffic volume survey will be

carried out for seven days round the clock on 50 selected locations spread

all over the state. The survey data will be analysed based on the classified

volume for various period of time.


The data will be useful for the implementing agencies in planning and management of the core road network of Uttar Pradesh.

1100-40

8. Base Line Road/Traffic Data Collection for Upgradation/

Rehabilitation of Identified Uttar Pradesh State Roads



(ii) Public Works Department, Uttar Pradesh (S)

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The main objective of the study is to collect the field data for the selected

roads for upgradation and rehabilitation under phase-II of UP State Roads

project. The scope of the work includes assessment of Riding Quality,

classified traffic volume, axle loads and average travel time on selected

roads.

Methodology

Uttar Pradesh (UP) PWD has assigned Central Road Research Institute

(CRRI), New Delhi to collect the base line road/traffic, axle load, travel time,

and riding quality data for upgradation and rehabilitation selected roads

under Phase-II.

The methodology proposed for collection of these data is given below:

Traffic Volume Survey: The traffic volume points will be selected on mid block on selected roads based on physical verification on the site taking into account the merging/diverging traffic conditions. The traffic volume survey will be carried out for 48 hours (Two days) round the clock on 19 selected locations. Axle Loads Surveys: To assess the actual usage and damaging effect of the roads by traffic, especially heavy commercial vehicles, axle load surveys will be conducted 48 hours (two days) along with traffic survey locations. The weighing will be done for traffic in both directions using portable static electronic wheel weigh pads on random sampling basis. The axle loads data will be converted into Equivalent Standard Axle Loads (ESALs) carried by each axle of the vehicle using fourth power law. Speed and Delay Survey: The primary objective of this study is to evaluate the quality, convenience, and level of service being offered to the traffic flow/movement along a particular route. The speed and delay data will be collected using the “floating car “ method to make two runs in each direction of the selected route for morning and evening time periods.

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Riding Quality Measurements: The riding quality of selected roads will be measured by response type towed Fifth Wheel Bump Integrator. The observations will be taken on both left and right wheel paths.


The data will be useful for the implementing agencies for planning of maintenance and rehabilitation strategies.

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2. PAVEMENT EVALUATION

SUMMARY

Research works reported in the area of pavement evaluation relates to a variety of projects covering pavement failure investigations, and functional evaluation of pavements including laboratory evaluation of road construction materials.

Projects completed include evaluation of New Mangalore Port Trust (NMPT) road network and needed rehabilitation measures; impact assessment of rehabilitation works on overloading, vehicles speed, travel time and roughness (in terms of IRI) for some state highways of Uttar Pradesh (U.P); and evaluation of selected roads of NDMC and improvement measures. New projects initiated include impact of digging by public utility departments on urban roads and investigations to determine the likely causes for development of slippage and cracking on NOIDA-Greater NOIDA expressway and needed remedial measures.

SALIENT POINTS FOR DISCUSSION 1. Impact assessment of rehabilitation works.

2. Non-destructive tests for structural evaluation of pavements

3. Impact of digging by Public utility departments on deterioration of urban roads

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1200-30

1. Evaluation of Road Network at New Mangalore Port Trust (NMPT) and Needed Rehabilitation Measures

Duration: March 2005 to November 2005 (i) Central Road Research Institute, New Delhi (R, I) (ii) New Mangalore Port Trust (S) Present Status and Progress Completed. A detailed report submitted for implementation of recommendations. Findings/ Conclusions Recommendations on rehabilitation measures covering both the options-flexible and cement concrete pavement are given. Specific recommendations for drainage aspects including flexible pavement design also done for movement of heavy cranes. Conclusions Cement Concrete pavement not suitable for crane movements and only flexible pavements recommended Recommendations The performance of road pavement may be monitored

Reports / Publications

“Evaluation of Road Network at New Mangalore Port Trust (NMPT) and Needed Rehabilitation Measures” Technical Report, CRRI, November 2005.

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1200-30

2. Impact Assessment of Rehabilitation Works on Overloading, Vehicles

Speed, Travel Time and Roughness for some State Highways in Uttar

Pradesh State Duration: November 2005 to March 2006 (i) Central Road Research Institute, New Delhi (R, I) (ii) Uttar Pradesh State Highways Authority (UPSHA) (S)

Present Status and Progress This project was taken up with a view to determine the impact of improvement / rehabilitation works on overloading, vehicle speeds, travel time and roughness for some State Highways (12 Corridors) in UP State. The scope of work included the following:

Roughness measurements with 5th Wheel Bump Integrator for all the 12 corridors having a total length of 547 kilometer

Assessment of vehicle speeds through travel time and delays surveys, by using floating test car method in the traffic stream

Traffic volume and Axle loads surveys for all the 12 corridors using static weigh pads for 24 hours round the clock, on random sampling basis, covering all types of commercial vehicles

Determination of impact of improvement/rehabilitation works on overloading, vehicle speeds, travel time and roughness, for all the 12 corridors, utilizing the „Before‟ data available prior to undertaking rehabilitation works

Findings / Conclusions All 12 corridors/links studied were double lane roads with pavement surface roughness varying from good to average value. Vehicle Damage Factors (VDFs) from axle loads survey were found to be varying from low to high for some of the corridors. The Vehicle Operating Costs (VOCs) for different categories of vehicles were found out by using old and present roughness values (before and after upgradation) of the same corridors. The savings in VOCs accrued by various types of vehicles (in terms of Rupees per kilometer) were also determined which directly brought out the impact of improvement works.

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Limitations The study was limited to only State Highways Corridors. Similar study needs to be done for National Highways as well. This can provide a sound data base for (i) quantifying the benefits which can accrue due to the upgradation/improvement works and (ii) towards developing appropriate Pavement Maintenance Management System

Recommendations The pavement performance data should be collected periodically particularly „Before‟ and „After‟ the upgradation works for conducting economic analysis etc.

Reports / Publications “Impact Assessment of Rehabilitation Works on Overloading, Vehicles Speeds, Travel Time and Roughness for some State Highways in Uttar Pradesh State”, Technical Report, CRRI, March 2006.

1200-30

3. Evaluation and Improvement Measures for Selected Roads of NDMC

Duration: September 2005 to January 2006 (i) Central Road Research Institute, New Delhi (R, I) (ii) New Delhi Municipal Council (NDMC) (S) Present Status and Progress The project was taken up to evaluate the existing condition of a total of 52 selected roads for recommending the maintenance and rehabilitation measures viz. resurfacing and overlays etc., needed to achieve higher service standards and quality roads. In order to arrive at the improvement measures, the following field studies were conducted:

Visual assessment of pavement surface condition in terms of surface distress / defects

Roughness measurements using duly calibrated Fifth Wheel Bump Integrator

Structural evaluation of 10 typical heavily trafficked roads, by Benkelman Beam method

Classified Traffic Volume studies on 10 typical heavily trafficked roads as above, for 48 hours round the clock

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Test Pits observations to evaluate the properties of in-situ materials. Findings / Conclusions The Benkelman Beam deflections data collected from ten roads investigated in detail indicated that all of these roads are structurally adequate and don‟t require any major overlay / strengthening for the next ten years. Based on the total surface distressed area and prevailing level of roughness, two options viz. priority option and alternate option have been suggested for improvement of these roads, which consist of modern technologies such as Microsurfacing, Recycling and conventional technologies such as Hot Bituminous Mixes. Recommendations Based on the total surface distress area and prevailing level of roughness, two options have been suggested for improvement of these roads, which consist of modern technologies such as Microsurfacing, Recycling and conventional Hot bituminous mixes. Report / Publications “Evaluation and Improvement Measures for Selected Roads of NDMC”, Technical Report, CRRI, October 2006. B. NEW PROJECTS

1200-10

1. Impact of Digging by Public Utility Departments on Urban Roads

Date of Start: December 2005

National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram (R) Scope and Objectives

The scope of study is to assess the impact of digging on roads on the functional and structural deterioration, safety, congestion, delays, and user costs. Methodology Before starting the digging process, the surface condition of the road such as cracks, edge breaks and other distresses are recorded. Degree of compaction

lii

and type of soil etc. are also noted. When the digging is started, information on area, depth, method and aim of digging etc are also recorded. After refilling, the material (including composition) used, degree and method of compaction are also studied. Field density of the cut portion before and after digging is recorded using sand replacement method. Field moisture content, gradation, optimum moisture content etc. are calculated from laboratory studies. For cutting over pavement area, the deterioration in terms of structural and functional parameters are evaluated. Interim Conclusions

Controlling or reducing the frequency of utility cuts on pavement can be made by

formulating policies or technology based actions or by utility service providers. Policies

can be in the form of incentives, fees and allocation of risks between the parties involved.

Coordination between different agencies involved i.e. highway departments and service

providers primarily at appropriate stages would minimize the damage deterioration.

Significance/Utilisation Potential The study identifies the problems associated with utility cuts and would recommend potential solutions based on policies and technologies. This will help in reducing the adverse effect of digging on road condition.

1200-30

2. Investigation to Determine the Likely Causes for Development of Slippage and Cracking on Noida - Greater Noida Expressway and Needed Remedial Measures


(i) Central Road Research Institute, New Delhi (R, I) (ii) New Okhla Industrial Development Authority (NOIDA) (S)

Scope and Objectives The broad objective of this project is to evaluate the present condition of existing road and pavement structure to determine the likely causes for development of slippage and cracking expressway and to recommend needed remedial measures. The scope of work includes the following:

Benkelman Beam Deflection measurements on selected / representative road sections covering all possible conditions

liii

Traffic volume surveys for 24 hours, round the clock, in both carriageways, at one location

Axle loads surveys for 24 hours, round the clock, at one location

Test pits observations and collection of subgrade and other road construction materials and mixes retrieved from the pits

Roughness measurements using calibrated Fifth Wheel Bump Integrator

Laboratory investigations of materials and mixes used for road construction

Analysis of data to determine the likely causes of distress

Recommend suitable remedial measures Methodology The field and laboratory evaluations / investigations, as per the scope of work, were undertaken to evaluate the structural and functional conditions of the pavement; collect data on present day traffic volume and their composition; axle loading and other relevant informations. Cores of bituminous mixes were also taken for determining the quality of materials and mixes. Construction standards achieved with regard to density, binder content and mix gradation etc. were also examined. Field work has been completed and laboratory investigations of materials / mixes is currently in progress. Significance / Utilization Potential The study will identify likely causes resistence for development of distress viz, slippage and cracking. Based on the results obtained through field and laboratory evaluation, the remedial measures will be recommended for ensuring effective functioning of the Expressway.

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3. PAVEMENT PERFORMANCE

SUMMARY

Research works reported in the area of pavement performance mainly comprise studies on performance of bituminous mixes with crumb rubber, natural rubber and SBS, SBR polymer modified binders; Recron 3S polyester fiber and waste plastics; performance of flexible pavements with regular and modified sub bases; asset management study; instrumentation and testing of demonstration stretches for concrete rural roads, comparative merits of bituminous bound macadam (BBM) and Built up Spray Grout (BUSG); use of laterite and yellow stones in WBM construction and suitability of locally available materials for road construction.

On-going projects which are in progress include performance study on proposed flexible pavements with regular and modified sub bases, evaluation of Recron 3S polyester fiber for use in bituminous mixes and use of yellow stone in road construction. New projects initiated and some of which are in advanced stage of progress consist of investigations on field performance of bituminous mixes with modified binders, instrumentation and testing of demonstration stretches for concrete rural roads, suitability of locally available materials for road construction and asset management study of Ahmedabad-Mehsana Toll Road.

SALIENT POINTS FOR DISCUSSION 1. Road Asset Management Study

2. Pavement performance characteristics of newly constructed road sections by using conventional binders versus CRMB, NRMB and waste plastics etc.

3. Specifications of Bituminous Bound Macadam and its application in road structure

4. Evaluate suitability of locally available materials

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1300-10

1. Bituminous Bound Macadam for Strengthening of Existing Pavements on National Highway Works

Duration: May 2002 to May 2005 Maharashtra Engineering Research Institute, Nasik (R) Present Status and Progress

The test track on Mumbai –Konkan – Goa Road (N.H.17), Km. 302/600 to 306/00, have been constructed under this scheme. The construction of test track was completed in May 2002.

Findings/Conclusions

The test track has been constructed during April 2002 to May 2002. Length of test section selected between Km 302/600 and 306/0 is about 2.37 Km. One km length (km 304/0 to 305/0) is constructed using Bituminous Bound Macadam (BBM) and the remaining length of 1.37 Km was constructed by using BUSG as per MOSRTH guidelines. For comparison of test tracks with two different specifications, pre-monsoon and post-monsoon observations have been recorded for the last three years. Roughness index and visual observations of the test track are also taken. From the observations data, the performance of test track seems to be „Very good‟ up-till now.

Conclusions

It is observed that performance of test track having bituminous bound macadam (BBM) layer is excellent. Bituminous Bound Macadam (BBM) treatment is time saving as compared to Built Up Spray Grout (BUSG) and can be used for new work as well as for strengthening of existing road. Built Up Spray Grout (BUSG) can be used only in new work. The riding quality of Built Up Spray Grout (BUSG) and bituminous bound macadam (BBM) is found to be almost similar as per the data recorded by Automatic Road Unevenness Recorder (ARUR). The construction of Bituminous Bound Macadam (BBM) involves 40 mm hand broken metal and thus lead of material transportation is minimized. There is a cost saving of at least 20% for BBM treatment as compared to BUSG treatment indicating BBM treatment to be more economical than BUSG. In view of three years observations, It has been concluded that BBM can be suitably used as a substitute to BUSG on various National Highways in Maharashtra State.

Recommendations

Final reports have been circulated to Regional Chief Engineers in Maharashtra State for their study and information

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1300-30

2. Use of Laterite Stones in W.B.M. Construction

Duration: May 2001 to May 2005 Maharashtra Engineering Research Institute, Nashik (R) Present Status and Progress The test tracks on Kolambe – Kulay – Phasawale road (MDR-43) and Chapheri – Kasari road (MDR-36) in Ratnagiri District have been constructed from Km. 9/0 to 10/0 and Km. 0/0 to 1/0 respectively in May 2001. Final post construction observations have been taken in June 2005. Report has been prepared and sent to concerned P.W.D. Chief Engineer and Field Officers for information. Findings /Supporting Data The test track on Kolambe-Kulay-Phansawale Road, MDR-43 has been constructed from Km. 9/0 to 10/0 under this scheme. Final post construction observation of the test track has been taken in June 2005. From Km. 9/0 to 9/350, WBM with 100% trap metal of 40 mm size (100 mm loose) + 75mm BBM and 20 mm thick premix carpet with liquid seal coat involving black basalt stone metal chips are used for W.B.M. construction. From Km. 9/350 to 9/700, W.B.M. with 50% trap metal of 40 mm size with 50%, 80 mm laterite over size (100 mm loose) + 75 mm BBM and 20 mm thick premix carpet with liquid seal coat black basalt involving laterite stone metal chips are used in 50:50 proportion. For WBM on Chapheri-Kasari road km. 0/0 to 1/0, (80 mm size) laterite metal and 60 mm size laterite metal used in the W.B.M. and on this layer 75mm thick BBM and 20 mm premix carpet with liquid seal coat used as a wearing course. Post construction observations have been taken for three years (pre-monsoon and post-monsoon). Roughness Index and visual observations of the test track are also taken. From the observations data, the performance of the test track seems to be „good‟ up-till now. Limitations Based on the post construction observations it can fairly be concluded that the above test track is giving good performance. The following conclusions have been drawn. (i) Economical Lead

As laterite stones are abundantly available in Konkan Region it can be used for base and sub-base courses to minimize cost of transportation of materails.

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(ii) Cost Saving

There is about 25 – 30% saving in material cost by using 100% laterite stone for W.B.M. construction as compared to the use of 100% trap metal.

(iii) Engineering Properties

The laterite stones have been found with sufficient mechanical strength and toughness to withstand at low and medium traffic of M.D.R. Roads. It can thus be suitably used as locally available material in W.B.M. construction.

BBM and premix carpet as wearing surface prevents disintegration of W.B.M. and produces surfaces with longer life.

Recommendation Final reports are circulated to the concerned P.W.D. Chief Engineer for information


1300-10

1. Performance Study on Proposed Flexible Pavements with Regular and Modified Sub Bases

Date of Start: 2005 Highways Research Station, Chennai (R, I) Present Status and Progress This scheme is to be carried out in conjunction with another scheme which is already in progress. Study on the effect of using quarry dust and copper slag in sub base was undertaken by Soils Laboratory in 2005 - 06. The roughness measurements using bump integrator, before commencement of relaying the work has been conducted. Findings/Conclusions Further study shall be taken up only after the relaying work is completed.

1300-30

2. Evaluation of Recron 3S Polyester for Use in Bituminous Mixes

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Date of Start: April 2003 Central Road Research Institute, New Delhi (R, I) Reliance Industries Limited (S) Present Status and Progress The broad objective of the study is to optimize RECRON 3S fiber in different bituminous mixes viz, BM, DBM, SDBC, BC, SMA and Cold Mixes and then compare the properties of optimized RECRON 3S fiber with mixes prepared with CRMB-60 (without fiber) Most of the work has been completed except the laboratory studies on Resilient Modulus using different combinations of fibers which are currently in progress. Report / Publications “Evaluation of Recron 3S Polyester Fiber for Use in Bituminous Mixes”, Interim Report, CRRI, March 2006

1300-30

3. Use of Yellow Stones in Road Construction Date of Start: August 2003 Maharashtra Engineering Research Institute, Nashik (R) Present Status and Progress The test track on Sawada Railway Station to Hatnur Dam Road (MDR-15) near Bhusaval, District Jalgaon (Maharashra) at Chainage 00/00 to 00/900 was constructed in December 2003. Total length of the test track is divided in three parts. Each part is of 300 metre in length. First part is constructed by using only yellow stones. Second part is constructed by using yellow stones & black basalt (50:50%). Third part is constructed by using only black basalt in WBM road. The test track was constructed as per the standard specifications of PWD Maharashtra state. On WBM surfaces 20 mm premix carpet with liquid seal coat (Hot Mix Hot Laid) was provided. Post construction observations are being taken twice in a year (pre-monsoon & post-monsoon) for three years. Final post construction observation is due in December 2006. Finding / Supporting Data It has been found that overall rating of the test track is „Good‟ as per interim data.

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C. NEW PROJECTS

1300-10

1. Investigations on Field Performance of Bituminous Mixes with Modified Binders


Indian Institute of Technology Madras, Chennai (R,C) Scope and Objectives The scope of project is limited to study the performance of bituminous mixes with crumb rubber, natural rubber and SBS, SBR polymer modified binders and waste plastics only. Even though there are several types of bituminous layers adopted in highway construction in the country, this study will be limited to the performance of modifiers on bituminous concrete layers alone. The performance of bituminous layers constructed using the modified binders will be evaluated in terms of deflection and riding quality measured in terms of unevenness index. The performance of various modifiers will be quantified in terms of pavement condition index and unevenness index. The life-cycle cost of various modified binders will be evaluated duly considering the traffic, climate and environmental factors. The major objectives of this project are

Laboratory evaluation of the properties of the various modified binders

To carry out laboratory tests on bituminous mixes using various modifiers and to study the properties of the mixes

To study the fatigue performance of bituminous mixes and develop performance prediction models

To study the field performance of overlays with various modified binders an to develop performance prediction models for use in pavement design

To carry out life cycle cost analysis and to bring out the design charts for overlay designs using various modified binders for application.

Methodology The basic properties of these binders will be studied in the laboratory and variation on the performance of the various binders will be evaluated. Marshall Specimens will be prepared in the laboratory and the properties of bituminous concrete mixes will be studied. Core samples will be brought from test tracks constructed using modified binders and their properties will be evaluated in the laboratory.

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The fatigue performance of bituminous concrete mixes using various modified binders will be studied over a period of three years. The fatigue performance will be evaluated in terms of cracks area and width of cracks. The rutting potential of various bituminous mixes will be evaluated in terms of rut depth measured under wheel path. The other performance indicators like raveling, pothole and riding quality of the various pavement sections overlaid using various modified binders will be monitored periodically. Models will be developed to predict the performance of the pavement overlaid with the modified binder mixes. The longevity of the bituminous concrete mixes overlaid with various modified binders will also be quantified. Significant/Utilisation Potential

Comparative analysis of various properties of the modified binders.

Comparative evaluation of the properties of the bituminous concrete mixes using various modified binders.

Models for fatigue performance of bituminous concrete mixes using various modifiers during laboratory investigations.

Evaluation of the field performance of overlays with various modified binders.

Development of performance prediction models for use in pavement design.

Guidelines selection of appropriate modified binders under different climatic and traffic conditions.

1300 – 10

2. Instrumentation and Testing of Demonstration Stretches for Concrete Rural Road

Date of Start: April 2005 (i) National Council for Cement and Building Materials (R) (ii) Cement Manufacturers Association (C,I,S) Scope and Objectives To generate data on performance of concrete slabs of different thicknesses for rural concrete roads. Methodology Stretches of concrete pavements would be laid with different types of concrete such as conventional concrete, concrete with 30% flyash and high volume flyash concrete. Strain gauges and temperature gauges shall be embedded in concrete at the time of casting at different locations i.e. edges, corners and centre of slabs.

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Temperature and wheel stresses shall be measured at different time to cover the effect of different seasons and seasonal variations. Supporting Data The necessary equipments have been procured and pavement sections will be laid shortly. Significance / Utilisation Potential Reduction in cost of rural concrete roads through economical design

1300-30

3. Suitability of Locally Available Materials for Road Construction in Kerala


National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram (R) Scope and Objectives To conduct field and laboratory investigations and to evaluate the suitability of locally available materials for road construction in the coastal belt of Kerala. Methodology

Soil samples are collected from the identified locations along coastal roads

and tests are conducted for identification, shear, compression, swell

characteristics, CBR, compaction etc. Materials like red earth, laterite soil,

quarry dust etc. are added in different proportions and the properties

studied. Sand replacement method is used to find out the field density.

Pavement deflection measurement by using Benkelman Beam would also

be undertaken on the identified locations.

Supporting Data

Subgrade soil samples from six locations along the roads in coastal area

have been collected, and are being evaluated in the laboratory.


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The findings of the study will help in adopting more scientific solutions to

the problems encountered for road construction in the coastal belt of

Kerala.

1300-20

4. Asset Management Study of Ahmedabad-Mehsana Toll Road Date of start: October 2005 (i) Central Road Research Institute, New Delhi (R, I) (ii) M/s Consolidated Transportation Networks Limited, Mumbai (S) Scope and Objectives The project has been taken up with the aim (i) to study the adequacy or otherwise of the maintenance provisions / inputs planned in the concession agreement for maintaining the assets under BOT scheme and (ii) to recommend modifications in maintenance requirements in case the provisions stipulated in the concession agreements fall short of requirements to attain the specified serviceability level at the end of concession agreement. The scope of study includes the following:

Benkelman Beam deflection studies at selected locations

Axle loads survey at one location

Traffic volume surveys at one or two locations

Roughness measurements using duly calibrated Fifth Wheel Bump Integrator

Visual assessment of pavement surface condition in terms of surface distress

Methodology Field studies as stated above have been conducted and needed data collected. The data collected will be analysed through HDM-4 software to study/evaluate the likely performance of road as per future projected traffic loading conditions under planned / defined maintenance inputs. Findings emerging out of the study would be used in checking the adequacy of maintenance provisions / inputs planned in the concession agreement for maintaining the assets as per pre-determined requirements stipulated in the contract agreement. The results would also enable the client to take corrective measures in case maintenance inputs planned are found to be deficient during the concession period. Significance/Utilization Potential

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Results obtained using HDM-4 tools can be used towards development of optimal pavement maintenance strategies. Recommendations Many more such road projects being operated under BOT scheme need to be taken up to evolve a rational policy for arriving at the appropriate maintenance provisions under a given concession agreement keeping in view the traffic and environmental conditions.

4. INSTRUMENTATION AND MICRO-PROCESSOR APPLICATIONS

SUMMARY Under this section, one project namely “Design and Fabrication of Road Condition Evaluation Equipment for A.P. Government” has been completed. In the project entitled “Development of Electronic Toll Collection (ETC) System for Traffic Management using RFID (Radio Frequency Identification) Tags and Dedicated Short Range Communication (DSRC) Technology, equipment have been procured and installed. Field trials are in progress. Under the project “Design & Development of a System for Automated Measurement of Deflection Basin under Truck Dual Tyre Assembly”, field trials are in progress. The fourth project “Development of Roller Mounted Nuclear Density Gauge”, in-situ soil densities have been obtained by nuclear and convectional methods. The results obtained compare very well.

SALIENT POINTS FOR DISCUSSION

1. Pavement Condition Evaluation

2. Electronic Toll Collection

3. Automated Measurement of Deflection Basin

4. Roller Mounted Nuclear Density Gauge

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1400-10

1. Design and Fabrication of Road Condition Evaluation Equipment for A.P. Govt.

Duration: July 2002 to 2005

(i) Central Road Research Institute, New Delhi (R, I) (ii) PWD, Govt. of AP (S)

Present Status and Progress Road and Building Department, Govt. of Andhra Pradesh desired to procure Road Condition Evaluation Equipment from CRRI for an amount of Rs. 20.27 lakhs for collecting various types of Road condition data. Road Condition Evaluation Equipment is capable of on-board measurement of road geometrics and surface characteristics of road pavement for collection of information towards pavement maintenance, rehabilitation and reconstruction and to generate programme of works and corresponding budgets. In continuation of the work reported last year, Road Condition Evaluation Equipment has been validated. Axle Mounted Roughness Measuring Device installed in the Maruti van has been calibrated. The equipment fitted Maruti Van has been delivered to the client. Engineers of R & B Department, Govt. of Andhra Pradesh, have been trained in operation and maintenance of Road Condition Evaluation Equipment.


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Calibration of Axle Mounted Roughness Measuring Device

The Axle Mounted Roughness Measuring Device has been calibrated by recording its response and comparing the same with that of Dipstick for different sections having a wide range of roughness varying from very smooth to very poor. For calibration purpose Axle Mounted Roughness Measuring Device installed in the Maruti car was run at a speed of 30 km/hr. The roughness data for the test sections collected using Axle Mounted Roughness Measuring Device was recorded in mm/km. The Dipstick data was recorded in terms of IRI (International Roughness Index) for the same test sections and then converted to mm/km using the formula: converted roughness = 720*IRI. Based on the data the calibration equation developed between Axle Mounted Roughness Measuring Device at 30 km/hr speed and converted roughness values from Dipstick (IRI) data is presented below:

Calibration equation: Y = 1.0869 X + 833.55 ………………………(1)

R2 = 0.9578 ……………………………(2)

Where

X = Roughness as measured by Axle Mounted Roughness Measuring

Device at 30 km/hr speed Y= Converted roughness in mm/km from IRI values of Dipstick

Reports/Publications

Final report submitted to A.P.Govt. along with the van equipped with equipments.


1400-10

1. Development of Electronic Toll Collection (ETC) system for Traffic Management using RFID (Radio Frequency IDentification) Tags and Dedicated Short Range Communication (DSRC) Technology

Date of Start: August 2003 (i) Central Road Research Institute, New Delhi (R, I) (ii) Council of Scientific and Industrial Research (CSIR), New Delhi (S)

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Present Status and Progress RFID related equipments have been procured and installed. RFID tag reader has been installed in CRRI and vehicles have been fitted with RFID tags to carry out preliminary experiments with the system. Further field studies with the system are in progress.

1400-10

2. Design and Development of a System for Automated Measurement of Deflection Basin under Truck Dual Tire Assembly

Date of Start: August 2003 (i) Central Road Research Institute, New Delhi (R, I) (ii) Council of Scientific and Industrial Research (CSIR), New Delhi (S) Present Status and Progress In continuation to the progress reported earlier, the system for measurement of deflection basin under truck dual tire assembly has been tested in the laboratory and the results obtained are encouraging. The design of the frame for lifting/lowering the measuring arm was modified after field trials with a loaded truck. Further field trials with the system are in progress.

1400-10

3. Design and Development of Roller Mounted Nuclear Density Gauge for Continuous Measurement of Density at the time of Construction of Pavement Layers

Date of Start: August 2003

(i) Central Road Research Institute, New Delhi (R, I) (ii) Council of Scientific and Industrial Research (CSIR), New Delhi (S) Present Status and Progress Roller mounted nuclear density gauge has been developed. Laboratory studies have been conducted with the gauge. To check the consistency of the readings as the gauge revolves, the readings were obtained when the drum touches the density standards at various points on its circumference. The results show that there is no change in readings as the drum revolves. Studies were also

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conducted with changing the speed at which the gauge moves and we found that there is no effect of change in speed on count-rate Soil densities obtained in the field by conventional method were compared with the results obtained using the gauge. The results are comparing well with those obtained by conventional method.

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II. PAVEMENT ENGINEERING AND PAVING

MATERIALS

1. SOIL STABILIZATION, LOW GRADE

MATERIALS

AND LOW VOLUME ROADS

SUMMARY

Use of waste materials and abundantly available surplus agricultural

products are of significance in the present context. The road construction

techniques need to consider these materials for improving the function of

structure which also help in undue shortage of such materials. The techniques

also need to address optimizing the proportion of such unconventional materials

and the economic implications of the same.


1. Use of waste materials like coal ash and marble slurry in pavement layers

2. Effect of addition of other materials like lime

3. Suitability of different soils for above use

4. Ground stabilization of clay & silt with locally available materials like coir

5. Varied use of these materials in road construction

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2100-10

1. Use of Ash Generated from Surat Lignite Power Plant for Different Types of Clayey Soil for Construction of Roads

Date of Start: May 2003 Gujarat Engineering Research Institute, Vadodara (R)


Laboratory work with CI, CL and CH type of soil mixed with different proportions of lime and ash is completed and reporting work is under progress. Findings/ Conclusions

It is an eco friendly material

Looking at the results of mixes of ash and lime with different types of clayey soils it is found that density decreases with addition of lime and ash but the CBR value increases as under.

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_____________________________________________ Type of Soil Soil CBR CBR with addition of (%) Lime & Fly ash (%) _____________________________________________ CH Type .......... 1.25 .............. 17.78 CI Type ........... 2.03 ............... 46.00 CL Type ........... 2.27 ............... 65.02

2100-20

2. Demonstration of CRRI Technology for Construction of a Demonstration Test Stretch Road Using Marble Slurry Dust (MSD) in District Rajsamand, Rajasthan

Date of Start: April 2003 (i) Central Road Research Institute, New Delhi (R,I) (ii) Udaipur Chamber of Commerce and Industry, Udaipur (I) (iii) District Project Management Unit, Rajsamand (I) (iv) Department of Scientific and Industrial Research, New Delhi (S) Scope and Objectives The objective of the project is to demonstrate the technology for construction of road using Marble Slurry Dust (MSD) in road pavement layers and in embankment construction as per the specifications developed by CRRI. The scope of the work includes the construction supervision of control and test sections and their evaluation for three monsoon seasons. Present Status and Progress Laboratory investigations were carried out to analyze and characterize the soil collected from which place and marble slurry dust to determine the optimum quantity of MSD to be incorporated in sub-grade construction. The demonstration stretch consists of 150 M length of control sections on either side of test sections, 150 M length of embankment in cutting (1 M depth and 4 M wide) prepared with 100 per cent marble slurry dust and 450 M length of sub-grade ( 0.6 M ) prepared by mixing in-situ soil and optimum quantity of MSD. The construction of the demonstration stretch has been completed and zero reading for performance evaluation recorded. Significance

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Demonstration stretches constructed will go a long way in gaining the users‟ confidence for bulk utilization of marble slurry dust in road pavement layers and embankments and thus will help marble industry of the state environmentally sustainable.

B. NEW PROJECTS

2100-10

1. Ground Stabilization Techniques for Road Construction in Clayey Soils of Kuttanadu Region

Duration: April 2005 to March- 2006 National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram (R) Scope and Objectives

The scope of the study is to analyse various methods of stabilizing clay in the road

embankments of Kuttanadu. The objectives are to analyse the engineering properties of

clayey soils in Kuttanadu region, study the effect of ground improvement technologies

such as sand drains, geotextile drains and to study the field performance of coir

reinforced small clay embankments under wet and dry conditions.

Methodology

The laboratory studies include basic engineering properties of coir geotextile, model

studies on coir geotextile and preconsolidation using sand drains and geotextile drains.

Field studies are conducted for coir reinforced clay dykes and side stopes.

Interim Conclusions Clayey soil of Kuttanadu in general has a plasticity index of 38.9% with 30% silt and 70% clay and belongs to the class of silts and clays of high compressibility. The permeability in 2.83 x 10-7 cm /sec, Unconfined compressive strength is 0.189 Kg/cm2 and Co-eff of consolidation is 5.87x10-3 cm2/sec. When tested with coir fibre called, Texsol, the UCC value is 0.386 Kg/cm2, thus increasing the comprehensive strength by 104%. Significance/Utilisation Potential The study gives an insight in to the behaviour of clayey soils of Kuttanadu under alternate wetting and drying conditions and is relevant for the construction of roads in the area. Recommendations for further work

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The study can be extended with newer methods of ground improvements.

2. FLEXIBLE PAVEMENT

SUMMARY

Bituminous construction has tremendous improvements in terms of material and techniques. Binders and mixes are modified using many additives and materials and used in a considerable way. The performance of these layers is also being monitored for different pavements like fatigue and rutting properties.

Use of unconventional and new materials is being largely explored. Researchers have focused on using byproducts like chalk and polymer wastes. However, suitable evaluation needs to be done and use of sophisticated equipment and methods, like SHRP should be used for performance based mix design of bituminous mixes.

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1. Modification of binders and mixes by unconventional methods 2. Comparative study of different specifications 3. Effect of aggregate grade and shape on pavement performance 4. Evaluation of performance by various techniques 5. SHRP specifications and equipment


2200-10

1. Studies on Use of Modified Bitumen Binders (P-5 Scheme) Date of Start: April 2003 Gujarat Engineering Research Institute, Vadodara, (R) Present Status and Progress (1) Laboratory Work

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Representative sample of modified bitumen by adding Natural rubber, SBS, EVA and aggregates from Sevalia area quarry are collected. Following various tests of Bitumen and Bitumen modifier are carried out in laboratory.

Penetration test (IS:1203)

Softening point (IS:1205)

Ductility test (IS:1208)

Sp. Gravity test (IS:1204)

Elastic Recovery test (IRC:53)

Loss in Marshall stability or retained stability (as per ASTM: D:1559) was carried out with different modified binders.

(2) Field work: Experimental stretches for P-5 scheme were laid on Waghodia - Rustampura road km 23/200 to 25/0 (450 m stretch for each modified binder and control section) during June-2003. Three cycles of performance studies are completed and fourth performance study is in progress.

2200-10

2. Laboratory Study for Suitability of Chalk, a By-Product of Nitro-Phosphate Fertilizer Plant for Road Construction

Date of Start: October 2005 (i) Central Road Research Institute, New Delhi (R) (ii) RRaasshhttrriiyyaa CChheemmiiccaallss && FFeerrttlliizzeerr LLiimmiitteedd,, MMuummbbaaii ((SS)) Present Status and Progress Report finalization in progress. Findings/ Conclusions (i) The impure chalk has potential as fine for bituminous mixes and can be

used in 3-5 % by weight of aggregates in different bituminous mixes in base course as well as wearing courses such as Bituminous Macadam (BM), Dense Bituminous Macadam (DBM), Semi Dense Bituminous Concrete (SDBC) and Bituminous Concrete (BC).

(ii) The impure chalk can be used in SDBC and BM with emulsion, which can facilitate the construction without heating process and use of chalk in wet condition.

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(iii) The use of chalk as a partial replacement of sand did not affect the workability of the mix. The moisture (7.9 %) present in the chalk compensated for the extra water required due to the finer size of chalk than sand.

(iv) Five percent replacement of sand by chalk in Pavement Quality Concrete increased the compressive strength of the concrete at the age of 7 and 28 days. The increase in compressive strength was about 3 and 8 % at 7 and 28 days respectively.

Interim Conclusions

Detailed study required and full scale field trials for validation of laboratory results.

Recommendations (i) Detailed studies for suitable utility of impure chalk in bituminous mixes

may be undertaken to study the binder oxidation with chalk, rheological behavour of binder with chalk, soil stabilization etc.

(ii) Field trials are required to validate the preliminary laboratory studies and before its use in road construction.

(iii) Impure chalk in damp condition can be used in SDBC and BM with emulsion based cold mix technology, which can facilitate the construction without heating process and use of chalk in wet condition.

(iv) Results of this limited study have indicated that there is some potential of using chalk in both pavement quality concrete and dry lean concrete.

2200-10

3. Bitumen Modification through Packaging Technology Date of Start: May 2005 Central Road Research Institute, New Delhi (R) Present Status and Progress This project is a sub project of the Network project entitled New and Improved Road Technology being carried out in collaboration with Central Institute of Plastic Engineering and Technology (CIPET), Chennai

Six samples of polymeric sheets of varying thickness were sent by CIPET, Chennai under the collaborative network project. Out of these, two samples were shredded into small pieces. Appropriate quantity of shredded samples of polymeric sheet was added to hot melt 80/100 bitumen to assess the feasibility of these materials to pack the bitumen. Polypack modified bitumen were tested for their physical properties as per BIS 15462. The shredded film is completely dispersible in bitumen in hot melt condition whereas it gets separated from bituminous phase at ambient temperature. Further work is under progress.

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2200 – 10

4. Field Trials of Polymer Modified Bitumen (SBS Type) on NH-1A, Jawahar Tunnel, J&K

Date of Start: October, 2004 Indian Oil Corporation Ltd., R&D Centre, Faridabad (R) Present Status and Progress Test track of 1 km length was laid on NH-1A near Jawhar Tunnel using polymer modified bitumen. The specification adopted was Bituminous concrete (Grade 2). The performance of the track after one year has been carried out. The test track is performing good. Next performance will be evaluated in the month of November 2006 i.e., after two years of laying.

2200-30

5. Specification for Construction of Pavement of Haul Road for 280 Tonne Haulage Dumpers for Gevra Project

Date of Start: September 2005 Central Road Research Institute, New Delhi (R) Present Status and Progress Field investigations and laboratory evaluation completed, secondary data/information collected Findings/ Conclusions Design and specifications for haul road pavement needed special approach since 260 T haulage trucks/dumpers use these roads in the project area. The existing pavement crust and subgrade along new alignment are examined and needed evaluation and data analysis carriedout for design. Available material properties, traffic and other data are also used. Interim Conclusions Flexible pavement design and specifications provided Recommendations

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The performance of road pavement may be monitored

2200-50

6. Study to Prevent Reflecting Cracks on Bituminous Overlay over

Cracked Concrete Pavement using Geotextile


Gujarat Engineering Research Institute, Vadodara, (R)

Present Status and Progress The performance study of experimental stretches constructed using different techniques on Kim - Mandavi road is continued during the year. Experimental stretch was constructed in Jan -2000. Field performance evaluation study was carried out for 5 years.

B. NEW PROJECTS

2200 – 10

1. Field Trials of Multigrade Bitumen at two different Climatic Regions (Hot & Cold Climatic Regions)

Date of Start: August, 2005 (i) Indian Oil Corporation Ltd., R&D Centre, Faridabad (R, S, I) (ii) Central Road Research Institute, New Delhi (R, C) (iii) Border Roads Organisation, New Delhi (C) Scope and Objectives To carry out field trials with Multigrade bitumen & conventional bitumens using four different road specifications namely premix carpet, mix seal surfacing, semi-dense bituminous concrete & bituminous concrete to see the actual performance of multigrade bitumen in the field in comparison with conventional bitumens. Methodology Test sites have been selected at Drass (Cold climatic region) and at Jaisalmer (Hot climatic region). 100 meters each of test sections with multigrade bitumen and control sections with conventional bitumens 80/100 & 60/70 have been laid

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at both the locations with four road specifications using hot mix plant & paver. Performance evaluation of all the sections has been carried out immediately after laying. Limitations Performance evaluation will be carried out after every six months for four to five years.

2200 – 10

2. Shelf Life Studies of Bitumen Emulsion Date of Start: April 2005 Indian Oil Corporation Ltd., R&D Centre, Faridabad (R) Scope and objectives To prepare five different grades of bitumen emulsions as per revised BIS specification IS: 8887-2004 and to study the shelf life of bitumen emulsions for about three years. Methodology About 30 kg each of RS1, RS2, MS, SS1 & SS2 bitumen emulsions have been prepared in the laboratory and tested as per IS:8887-2004 specification after six months of storage. Recommendations for Further Work All the five grades of bitumen emulsions will be evaluated once in every six months for the next two & half years to see the change in properties of bitumen emulsion on storages

2200 – 10

3. Evaluation of Bituminous Products using SHRP Equipments Date of Start: April 2005 Indian Oil Corporation Ltd., R&D Centre, Faridabad (R) Scope and Objectives

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To evaluate the performance of bituminous products namely conventional bitumen, crumb rubber modified bitumen, polymer modified bitumen & multigrade bitumen using Dynamic Shear Rheometer (DSR) Bending Beam Rheometer (BBR), Direct Tension Tester (DTT) Rotational Viscometer (RV) etc. as per performance grade (Super pave) binder specification to see the performance grading & compare with conventional bitumens. Methodology

Bituminous products have been evaluated for G*/Sin (rutting resistance) using DSR & viscosity using RV on the original binder. Bituminous products have been

aged in the rolling thin film over (RTFO) and evaluated for G*/Sin using DSR. The RTFO aged bituminous products have been further aged in pressure ageing

vessel (PAV) and evaluated for G* X Sin (Fatigue resistance) using DSR, Creep stiffness (S) & m-value using BBR, failure strain using DTT. Interim conclusions Crumb rubber modified bitumens have highest rutting resistance compared with conventional bitumens & Multigrade bitumen. Multigrade bitumens have showed better fatigue resistance & low temperature cracking resistance compared with conventional bitumens & crumb rubber modified bitumens and also showed better rutting resistance than conventional bitumens. Limitations Evaluation of polymer modified bitumens using above equipments is under progress

2200-10

4. Investigation on Field Performance of Bituminous Mixes with Modified Binders, MOSRT&H Research Scheme (R-85)


(i) Indian Institute of Technology, Madras (R, I) (ii) Ministry of Shipping, Road Transport & Highways (S)

Scope and Objectives (i) To study the performance of bituminous mixes with crumb rubber,

natural and SBS, SBR Polymer modified binders and waste plastics only.

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(ii) The total length to be covered under the present study will be 20 km located in the State of Karnataka, which will be identified by the Regional Officer, MoSRT&H Bangalore.

(iii) The total length of 20 km on which performance evaluation is to be carried out will be divided into four parts and each part will be treated with different binders namely neat bitumen, PMB, CRMB and the bitumen mixed with waste plastic

(iv) Supervision on the plant site at the time of mixing of the plastic waste with the bitumen as well as during laying of the mixes in the field in the entire 20 km length to be done.

(v) The performance of the bituminous layers constructed using the modified binders will be evaluated for their performance in terms of rut depth, crack area, pot hole area, structural adequacy in terms of deflections and riding quality measurement in terms of unevenness index.

(vi) The performance of the various modifiers will be quantified in terms of pavement condition index and using the unevenness index, the life cycle cost of various modified binders will be evaluated duly considering the traffic, climate and environmental factors.

Methodology (i) Marshall Specimens will be prepared in the laboratory and the

properties of the bituminous concrete mixes will be studied. (ii) The properties of various binders will be studied in the laboratory and

their variation on the performance of the various binders will be evaluated. (iii) Core samples will be taken from the test tracks constructed using

modified binders and their properties will be evaluated. (iv) The performance of bituminous mixes using various modified binders

will be studied over a period of three years and will be evaluated in terms of rut depth, raveling, pot hole and riding quality.

(v) Models will be developed to predict the performance of the pavements overlaid with the modified binder mixes.

(vi) To ensure application of the findings, recommendations for specifications for various types of construction using PMB, CRMB and bitumen modified with plastic waste will be prepared.

(vii) The longevity of the bituminous concrete mixes overlaid with various modified binders will be quantified and presented.

Interim Conclusions This study will give comparative analysis of the various properties of the modified binders as well as comparative evaluation of the properties of the asphaltic concrete mixes using various modified binders. The study will help in development of performance prediction models for use in pavement design. The study will also evolve design matrix to help selection of appropriate modified binders under different climatic and traffic conditions.

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Significance/Utilisation Potential: This study envisages study of performance of various modifiers on asphaltic concrete layers in terms of rut depth, crack area, pot hole area, structural adequacy in terms of deflections, riding quality measurement in terms of unevenness index. The performance of various modifiers will be quantified in terms of pavement condition index and using the unevenness index, the life cycle cost of various modified binders can be evaluated which will be of great help in selecting various kinds of modified binders duly considering the traffic, climate and environmental factors.

2200-20

5. Study on Shape and Size of Aggregate on Surface Characteristics of Bituminous Pavements

Date of Start: 2006 Highways Research Station, Chennai (R, I) Scope and Objectives To study the influence of shape and size of aggregate on the bituminous surface characteristics like skid resistance and surface texture of aggregate.

2200-20

6. Study on Use of Waste Plastics in Bituminous Pavements Date of Start: 2006 Highways Research Station, Chennai (R, I) Scope and Objectives To study the influence of Plastic particle relationship with aggregate surface in Bituminous Pavements

2200 – 20

7. Influence of Aggregate Grading on Asphalt Mix Volumetrics Date of Start: April 2005

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LEA Associates South Asia Pvt. Ltd., New Delhi (R,I) Scope and Objectives To study the effect of aggregate grading on the VMA of laboratory compacted asphalt paving mixes. To determine an aggregate grading for bituminous concrete that gives rise to suitable VMA values for satisfactory performance of the mix. Methodology

In the standard marshall procedure for the design of asphalt paving mixes, the optimal asphalt content is determined by testing the mixes made with different asphalt contents from the selected grading. The selected grading is normally chosen to lie well within the grading band of the MOSRTH specifications. Mixes so designed do not perform satisfactorily, particularly when laid in hot climates and subjected to heavy traffic loadings even when stiffer asphalts like the polymer modified bitumens are used. In this case we require relatively higher asphalt contents and also higher initial air voids so that the mixes are stable for a long time during and after secondary compaction under traffic has taken place.

High asphalt content and high air voids content are contradictory requirements and cannot be achieved with dense aggregate gradings.

A series of Marshall tests have been conducted on a set of asphalt concrete mix specimens made with different aggregate gradings and changing the asphalt content and compactive effort and studying their Marshall properties.

Supporting Data

It has been observed that gradings giving rise to higher VMA values fulfill the requirement of having relatively higher asphalt contents with higher initial air voids content. Field behavior of the mixes collaborates these findings.

A method has been evolved to identify such gradings in relation to the 0.45 power grading which is the reference aggregate grading for Superpave mix design.

Significance / Utilisation Potential

In several on-going projects of the NHDP, it has been observed that the asphalt mixes in the wearing course undergo rutting within a few months of opening to traffic. The current method of Marshall mix design does not ensure failure against rutting when we use the stipulated minimum asphalt content in the MOSRTH specifications. The present investigation has brought out that by selecting a suitable aggregate grading, we can impart better resistance to rutting

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of asphalt mixes while complying the minimum asphalt requirements of the MOSRTH specifications. However, it was observed that the developed aggregate gradings deviate from the specified MOSRTH aggregate band to some degree.

Further Proposed Work

It is proposed to carry out uniaxial creep tests and wheel tracking tests to study the rutting pottential of asphalt mixes made with different aggregate gradings so as to validate the findings of the present study.

2200-40

8. Preparation of Manual for Development of Six-lane National Highways, MOSRT&H Research Scheme (R-84)

Date of Start: November 2005

(i) Indian Road Congress (R, I) (ii) Ministry of Shipping, Road Transport & Highways (s)

Scope and Objectives Preparation of a Manual for the development of six-lane National Highways on BOT (Toll) basis or DBFO (Design, Build, Finance and Operate) Pattern. Methodology Indian Road Congress with the help of individual experts/personnel will prepare the draft manual in close interaction with the officers of the Ministry. The draft document will be discussed in a workshop organized by IRC wherein the officers of Ministry, NHAI, consultants, contractors and prospective entrepreneurs would be invited to participate. Based on the suggestions/comments emerging out of the above discussions, the document will be modified by IRC and the same submitted to the Ministry for approval. Interim Conclusions The manual will standardize specifications for six-lane BOT projects. This manual will contain technical requirements for six-laning, construction specifications, design parameters, facilities to be built etc. this manual would also lay down procedure for approval of the deviation. Significance/Utilisation Potential:

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The standardized specifications for six-lane BOT projects and well-defined process for approving deviation would optimize on capital costs.

3. RIGID PAVEMENTS

SUMMARY

In this sub section, total 7 projects comprising of 4 completed projects and 3 on going projects have been reported. Research work reported in the area of rigid pavements comprises of evaluation of Wollastonite in concrete works, Use of High volume fly ash in pavements, studies on flakiness and elongation indices of aggregates in different layers of pavements and high performance fibre reinforced concrete for construction and repair of concrete pavements. Use of sulfonated melamine formaldehyde super plasticizer and fly ash in concrete roads has also been reported.


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1. Techno – economic feasibility of use of Wollastonite in concrete

works

2. Effect of flakiness and elongation indices of aggregates in different layers of pavements

3. Construction, quality control and performance of High volume fly ash concrete roads

4. Need to promote use of fly ash in pavements


2300-20

1. Evaluation of Wollastonite in Concrete Works Duration: May 2003 to March 2005 (i) Central Road Research Institute, New Delhi (R,I) (ii) Wolkem India Limited, Udaipur (S) Present Status and Progress

lxxxvi

Project completed and final report submitted to the sponsor in March-2005. Conclusions Partial substitution of sand by natural Wollastonite micro fibres in normal and fly-ash concrete brings about 20 and 30 per cent improvement in compressive strength at 28 and 56 days respectively and 30 and 40 per cent increase in flexural strength for the same period. A comparison of the results revealed reduction in water absorption, drying-shrinkage and abrasion loss of concrete by incorporation of Wollastonite. Enhancement in durability against alternate freezing-thawing and sulphate attack was observed. An overall economy of 10 to 15 per cent in the construction cost of concrete pavement can be achieved by the incorporation of Wollastonite. Significance The results obtained from the study will open a new era for further R&D on the use of natural mineral fibres in concrete. Recommendations Construction of test sections with concrete incorporating Wollastonite should be done to evaluate the material in actual field conditions.

2300-20

2. High Volume Flyash Concrete for Pavements Duration: April 2004 to March 2006 Central Road Research Institute, New Delhi (R) Scope and Objective

The use of fly ash as a partial replacement of cement in conventional concrete has been limited to 25-30% only. Some people also think that larger volumes of Indian fly ashes might not be used in concrete. The major objective of this research project was to examine the effect of high volume of fly ash on various properties of paving concrete and also to evaluate the suitability of such concrete for paving projects. A suitable method of concrete mix design using high volume of fly ash, for highway paving project, was to be established. Three control concrete mixtures having 400 kg/m3 of Ordinary Portland cement and water-cementitious material (w/cm) ratio of 0.30, 0.34 and 0.40 were prepared. Other concrete mixtures were then prepared by substituting 20, 30, 40, 50, and 60 percent fly ash in all control mixtures. Compressive and flexural

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strengths at the age of 7, 28, 90, 180, 256, and 365 days, drying shrinkage, and abrasion resistance of concrete were measured for all the mixtures. Findings/Conclusions The study has brought out following conclusion: 1. At 7 and 28 days, all the fly ash concrete mixtures with 0.40 w/cm ratio

and containing fly ash showed lower compressive and flexural strength than the control mixture. The strength reduced with increasing amount of fly ash.

2. The 28-day flexural strength of the high volume fly ash concrete mixtures F50 (5.28 MPa) and F60 (4.75 MPa) at 0.30 w/cm ratio was more than the normally required strength (4-4.5 MPa) for the design of a concrete pavement.

3. At 90 days and beyond, the compressive strength of the mixtures with 20, 30, and 40 % fly ash was more, whereas, the strength of mixtures with 50 and 60 % fly ash was less than that of control mixtures at each w/cm ratio. The maximum strength developed in the mixture containing 60 % cement and 40 % fly ash. Similar trend was also observed for flexural strength of the mixtures.

4. All fly ash admixed mixtures exhibited lesser drying shrinkage as compared with the control mixtures. Drying shrinkage decreased with increasing amount of fly ash and decreasing w/cm ratio. The mixture F60 containing 60 % fly ash at 0.30 w/cm ratio showed the least shrinkage.

5. The abrasion resistance of all the fly ash admixed mixtures was less than that of the control mixtures at each w/cm ratio. It decreased with increasing fly ash content and increased with decreasing w/cm ratio of the mixture. In general, the abrasion resistance of concrete increased with increasing compressive strength.

Recommendations

High volume fly ash concrete mixture F60 with 0.30 w/cm ratio and containing 160 kg/m3 portland cement and 240 kg/m3 fly ash showed enough compressive and flexural strength and abrasion resistance at 28 days so as to make it suitable for concrete pavement construction. Its low drying shrinkage may provide either longer joint spacing or better aggregate interlocking and load transfer at joints in jointed concrete pavements. It is recommended that the construction of high volume fly ash concrete pavement must be carried out under very strict quality control and supervision of any qualified and experienced agency.

2300-20

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3. Use of Fly Ash as a Cementitious Material with Partial Replacement of Cement in Pavement Concrete - PQC

Duration: May 2002 to February 2005 Hindustan Construction Co. Ltd (HCC), Mumbai (R,I) Present Status and Progress The entire 28 km stretch was completed and is running with satisfactory performance. Finding/Conclusions

In PQC and DLC, HCC was permitted to use fly ash as cementitious material for Satara – Kolhapur – Kagal section of NH-4. As per Clause SP 16 of the Technical specification following was to be considered:

Use of fly ash, as cementitious material in the concrete mix was permitted. However, fly ash content in the mix was not allowed to be more than 40% of the total cementitious material. The maximum allowable content of fly ash was limited to 160 kg/m3 of concrete mix.

Fly ash requirement was as conforming to IS: 3812, Grade I

Also a relaxation was allowed in such cases where fly ash was used that from 28 days strength, as 56 days strength shall be tested for compliance

Based on the aforesaid specifications, already approved mix designs incorporating fly ash (at different replacement levels from 25% to 40%) were established for the aforesaid project by HCC.

Conclusion

Fly ash improves workability thus reducing the dosage of admixture. Using fly ash to replace cement reduces the heat of hydration in concrete thus reducing the cost of cooling the concrete. All these have a positive financial implication on the overall cost of concrete. More over strong and durable maintenance free roads are the largest benefit to the owner and end-users. As fly ash contains higher heat factor, it requires less power in concrete making process resulting in substantial saving of power. It leads to reduction in emission of CO2, thus helping the cause of pollution free environment. By reducing

consumption of OPC, the rate of depletion of mineral resources required for production of cement can also be reduced.

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Recommendations

Fly ash can be used for producing durable, economical and eco-friendly concrete to be laid in pavements and hence, the contractors, clients and engineers must make a joint effort to promote use of fly ash in pavements particularly for sustainable development and durability of roads and structures With introduction of rigid pavement expressways and highways, quality concrete usage in pavements has become a practice in India. Upgradation of the National Highways in India through the projects initiated by National Highways Authority of India, like, Golden Quadrilateral, East-West / North-South Corridors and the Port Connectivity is in progress. With the boom in the development of this sector, concrete has been extensively used in roads where road packages are already under execution. However, use of fly ash in concrete has been very limited. With the phases remaining to start there is a huge potential to use fly ash and contribute to the cause of sustainable development. About 7000 km of highway is either just taken up or execution yet to begin for development. Even if 30% of its length involves pavement with concrete, the consumption of concrete will be around 10 Million M3. This means that the amount of cement involved only in this concrete is to the tune of 3.6 Million MT. This huge potential if utilized can make construction more effective by being clean and green. Reports/Publications Amdekar H. S., Kulkarni Y. A., Mokal M. P. “Use of Fly Ash in Concrete Pavement” published in Proceedings of International Congress on Fly Ash Utilization, New Delhi, December 2005

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4. Construction and Performance of India’s First High Volume Fly Ash (HVFA) Concrete Road in Ropar, Punjab

Duration: April 2005 to March 2006 Gujarat Ambuja Cements Ltd., Ahmedabad (R) Present Status and Progress Completed Findings / Conclusions

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India has very huge infrastructure needs. Concrete roads are having proven advantages over the traditional bituminous roads except that of high initial costs. The use of fly ash upto 50% reduces the cost of concrete road substantially making it almost at par with bituminous roads. Further, use of fly ash in concrete roads increases durability and performance. For the first time in India, Gujarat Ambuja Cements Ltd. constructed a High – volume fly Ash (HVFA) concrete road at Ropar in the state of Punjab, India. The road has been constructed with the use of 50% fly ash, available from the Ropar Thermal Power Plant, replacing cement, and providing high performance and durable concrete. The road was designed by M/s Gujarat Ambuja Cements Ltd. for Indian conditions on the line of technology used in U.S.A. and Canada. Construction of this two-lane (7 metre wide), 300 mm thick and 0.75 km long road was completed within two and half months. No paver machine was used for the construction of this small section of HVFA concrete road. Conventional concrete mixture machine, vibrating tools, normal pond curing method were adopted. The road is performing very well under heavy load vehicular traffic. (More than 500 trucks/commercial vehicles per day with an average weight of 15 to 45 MT.) (i) High-volume Fly Ash (HVFA) concrete roads are one of the possible

answers as an economical alternative for flexible pavements, and would be beneficial for developing countries.

(ii) HVFA concrete in which, ordinary Portland cement is replaced by 50% fly

ash, provides high strength, high performance durable concrete.

(iii) For new roads, the cost of HVFA concrete is almost at par with bituminous roads.

(iv) Like the conventional concrete roads, HVFA concrete road has high

service life without major maintenance, needs less lighting, is not affected by rains, allows smooth traffic flow, causes low were and tear of vehicles, provides savings in fuel, and is environmental friendly.

(v) HVFA concrete is ideal for rural roads, district roads, state and national

highways.


2300-20

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1. Studies on Flakiness and Elongation Index Indices of Aggregates in Different Layers

Date of Start: July 2005 Central Road Research Institute, New Delhi (R) Present Status and Progress Engineering properties of aggregates and other constituents of bituminous and concrete mixes have been determined, Cement concrete mixes up to 100% flaky and bituminous mixes up to 60 % flaky aggregates have been studied. Interim Report has been prepared. Findings / Conclusions Limits of flaky aggregates in different layers may be increased by about 10- 20 % of the value determined. Recommendations Further studies are required to conform the findings

2300-20

2. High Performance Fibre Reinforced Concrete for Construction and Repair of Concrete Pavements


(i) Central Road Research Institute, New Delhi (R) (ii) Structural Engineering Research Centre, Chennai (C) (iii) Central Mechanical Engineering Research Institute, Durgapur (C)

Present Status and Progress The technical reports have been prepared on different activities by the collaborative agencies. Further, evaluation work of the roads made with fibre reinforced concrete is in progress Findings / Conclusions

There is large saving of natural conventional materials.

Saving in energy, as the byproducts used already contained huge potential energy.

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Make the environment less polluted by making the roads or their repairing with high performance materials vis- a-vis conventional materials.

Recommendations High performance materials are being used now for making city and campus roads in the country, thereby achieving good quality roads with saving in life cycle cost.

2300-40

3. Use of Sulfonated Melamine Formaldehyde Super Plasticizer (SMF) and Fly Ash in Cement Concrete Roads


Gujarat Engineering Research Institute, Vadodara, (R)

Present Status and Progress The selection of site for experimental stretches was finalized on Kheda-Matar road. The construction of stretches will be carried out by R & B Division, Nadiad, there after the performance study of experimental stretches will be carried out.

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III. GEOTECHNICAL ENGINEERING

SUMMARY

Natural hazard mitigation and waste material management are major areas in geotechnical engineering, which have received major research thrust during the year. The progress of research work reported in the geotechnical engineering comprises study of landslide and rockfall, landslide investigation, instrumentation and monitoring remedial measures, preparation of microzonation map of Delhi, selection of backfill material for appropriate compaction of backfill over Metro tunnel alignment, investigation and design of high embankment on soft ground using flyash fill for bypass road and use of jute geotextile for efficient road drainage and stabilization.


1. Use of waste materials produced by industries such as copper slag, mine quarry waste, fly ash, waste glass etc.

2. Instrumentation and monitoring of landslides to have a quantitative relationship of different factors affecting slope stability

3. Field oriented R&D projects on investigation of landslides and rockfall

4. Use of jute geotextile for stabilization

5. Microzonation map of Delhi

6. Study of liquefiable areas for Delhi, can be included in microzonation map of Delhi

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3000-10

1. Landslide Investigations on Phuentsholling – Thimpu Road, Bhutan

Duration: August 2004 to July 2005 (i) Central Road Research Institute, New Delhi (R) (ii) Border Roads Organization (S) Present Status and Progress Completed Findings/ Conclusions Field investigations were carried out regarding four major landslides located at Kharbandi, Sorchin Bypass, Sorchin and Jumbja, which usually blocked the highway for a considerable period every year. The investigations and the survey of the area indicated that the drainage has important role in all these slides. All the slopes were found to be critical and factor of safety was less than one. The stability analysis has been carried out using GEO 4 software and found that the factor of safety varies from 0.37 to 0.68. The analysis indicated that the slopes were unstable and the failures were likely to continue. Considering the adverse conditions responsible for slope stability, remedial measures were proposed to stabilize the slope. Recommendations

Scaling of boulders from left flank i.e. the eastern side of the slide, which is presently affected by rackfall problem from the highly fractured and fragmented rock slope

The debris mass above road level has acquired angle of repose, however, the non cohesive material in the soil-boulder matrix is expected to be eroded away due to surface runoff. Flexible boulder fencing, benching of slope in reinforced gabion walls and provision of rock collection trench between the slope and the fence must be made as per the scheme mentioned in the report.

The boulders resting on the surface of slope in the eastern side of the slide may be removed, however, no querrying should be allowed from this zone as the same would accelerate the surface erosion/debris slide.

The downhill slope on the extreme left side has a large natural drain which has been experiencing channel erosion leading to damages on the road

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stretch. The rocks on the side of the channel comprises of transported boulders or debris mass. The channel should be provided check dams at a few locations. Ballie check dam construction with horizontal reinforcement and pre anchoring would be of help as there is hardly any location in the gulley to support the foundation of check dams.

The rock slopes adjoining the road stretch may be protected using wire mesh and the shortcrete as suggested in the report.

Considering the state of land slide and other conditions, it is suggested to explore the possibility of construction of a tunnel to by pass the slide area.

3000-10

2. Investigation Instrumentation and Monitoring of Patalganga Landslide on NH-58, Uttaranchal (phase-I)

Duration: March 2002 to June 2005

(i) Central Road Research Institute, New Delhi (R) (ii) Department of Science & Technology, New Delhi (S) Present Status and Progress Completed Findings/ Conclusions Morphometric statistical analysis of the profiles along the streams indicate that the sine values of the slope angle of all the profiles have been found to be more than 0.5 (critical values of the Crozier, 1973) in most of the cases suggesting instability. Furthermore the analysis of the profiles along the streams and the slope indicate that mostly the type of movement is slumps/flow, which coincides with the monitoring results during the investigation. Rock sequence in the valleys dominated by dolomitic limestones and slates with quartzites and metabasics. Besides the bedded rocks, the basin has a huge thickness of quaternary sediments largely composed of assorted morainic and hill wash material probably of Late Pleistocene glacial origin. Two right lateral strike-slip faults namely the Patalganga fault, which follows the drainage course towards the basin mouth and Nauligwar fault, off setting obliquely to the Patalganga Fault near the confluence of Patalganga (Semkura nadi) and neo-Ganeshganga, have been mapped. A localised development of anticlinal (Semkura) structure, oriented at an angle to the N-S oriented second-generation anticline, is also mapped around confluence site. A majority of rose plots having consistent NW-SE maxima represents the release of strain to the right angle of the NW-SW (direction of maximum compressive stress).

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The structural features recorded in the main slide body indicate a strong north-south extension. This resulted in E-W running dilational fracture having dilation from less than 8 cm to over 30 cm. Shear fractures wherein throw of 88 cm to more than 2.52 m has been observed, mostly run parallel to E-W; however oblique planes are also noticed with significant relative movement showing hanging wall as well as footwall collapse. Slope movement monitoring through steel pedestals indicate that the slide has differential shallow slide movement .The movement ranges from 2 m to 13 m. Most of the movement vectors indicate dominant direction of sliding towards SW and WNW directions coinciding mainly with the main direction of general sliding along Patalganga valley.

Limitations

Detailed mapping of the slide areas and exploration for getting the realistic slope profile

is needed for design of remedial measures. It is difficult to access some of the slide

locations for detailed mapping/survey and also the subsoil exploration using bore log to

know the subsoil strata.

Recommendations Based on the study during the course of the project following recommendations are made:

Some of the landslides identified inside the Patalganga valley partially damaged a few of the villages and still threatening their existence. It is recommended to take quick measures, so that further damage as well as the loss of life can be prevented as suggested in the report.

Patalganga landslide which is situated at the mouth of the Patalganga watershed can block the river if a bigger magnitude of slide takes place and a tragedy, as appeared in 1970, can be repeated again, thus, after next monsoon, remedial measures should be implemented to avoid the landslide.

3000-10

3. Study of Landslide and Rockfall on Mumbai-Pune Expressway Duration: December 2004 to June 2005 (i) Central Road Research Institute, New Delhi (R) (ii) Maharashtra State Road Development Corporation (S, I) Present Status and Progress Completed

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Findings/ Conclusions The remedial measures suggested have the following aspects:

Preventing the rock blocks falling on the road

Preventing the rocks & rock slopes to erode & weather as well as fall from the slope

Provision of the drainage on the slope

Repair & maintenance of the remedial action already taken

Repair & strengthening the embankment at desired location using appropriate method.

Conclusions Mumbai-Pune Expressway (approx 95 km) in length is the first Expressway of the Country. Since the Expressway got started, it is facing with problems of rockfall/landslide. After preliminary investigations in the year 2005, 17 locations were found critical requiring immediate interventions in terms of suitable remedial measures for their prevention. Out of 17 locations, 4 were most critical. Detailed field mapping was done for all four critical locations to analyse the problem scientifically. The data pertaining mainly to joints were collected during the field studies apart from other geological & geomorphological investigations. The data analysis was done using the appropriate software. Stereographic plot of joint pole and planes was prepared to analyse the problem critically. After analyzing the critical locations suitable remedial measures (long term and short term) were recommended to the client for stabilization of landslide and rockfall. Recommendations Implementation of the recommended remedial measures and monitoring for three years.

3000-10

4. Investigation and Remedial Measures for the Stabilisation of Slopes at km.42 on NH-150, Mizoram

Duration: May 2005 (i) Central Road Research Institute, New Delhi (R) (ii) PWD, Mizoram (S, I) Present Status and Progress

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Completed Findings/ Conclusions The objective of the study is to investigate the causes of failure and to suggest suitable remedial measures, for the landslide at km 42 on NH-150, which is located about 87 kilometres away from Aizawl city. The landslide is located at Khawruhlian village in the north-eastern side of Aizawl city. The slide is located at the centre of the village and it is on a ridge. A Bailey bridge has now been constructed to keep the traffic moving over the landslide portion. The Bailey bridge is resting on damaged slope on both sides. The soil cut below the Bailey bridge is almost a vertical cut and there is a continuous erosion of soil. The objectives of this project are: (1) Field investigations of landslide area, (2) Evaluation of material properties in the laboratory and (3) Analysis of slope failure and other field data to evolve suitable remedial measures for slope stabilisation. Limitations / Remedial Measures The remedial measures for preventing slope failure are given below: Based on field and laboratory investigations, suitable remedial measures are being proposed to be adopted to prevent shallow movement and to control percolation of water into the slope. Broadly remedial measures suggested have been categorized into two groups as alternative one and alternative two. Alternative One – Soil nailing coupled with Reinforced Earth wall Soil nailing is one of the methods developed in recent times for in-situ stabilisation for natural slope. The fundamental concept of soil nailing consists of driving closely spaced inclusions (which are called soil nails) into the ground so that overall shear strength of the in-situ soil increases. The total height of the vertical cut is 10 m below the bridge. Since the width of ridge in the top 2 m portion of the vertical soil slope is very much limited (an average of about 2 m thickness) this section is proposed to be treated with Steel Fiber Reinforced Shotcrete (SFRS). Remaining 8 m height of the soil slope. The conventional Soil Nailing system has three components: (1)Soil nails, (2) Facing elements, (3) Arrangements for drainage Alternative Two- Construction of RE wall The stability analysis of the RE wall was carried out using computer software. Towards the demolished church side the exposed rock surface has not suffered weathering to the extent seen on the other sides. However if erosion and water seepage problems are not checked, the slope may suffer instability in future. The dumping of household waste by the villagers is preventing growth of vegetation.

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So it is proposed that dumping of household waste should be immediately discontinued and the waste collected should be removed. Remedial measures for the left flank (High school side) of landslide The bridge should be properly rested on concrete footing and to minimize vibrations, Neoprene bearings should be provided in between bridge and concrete footing. It is proposed to construct a stone masonry retaining wall to support the soil mass below the bridge and shot Crete the exposed rock surface on the left flank. Application of jute/coir mesh for erosion control Application of jute or coir mesh on the exposed slopes promotes the growth of vegetation due to which stability of slopes is increased and thus controls slope erosion. Remedial measures for the left flank (High school side) of landslide The bridge should rest on concrete footing such that Neoprene bearings should also be provided in between bridge and footing to minimize the vibrations. Along with this a stone masonry wall should be provided to support the soil mass below the bridge and shotcrete the exposed rock surface on the left flank. Recommendations

The portion of the slope below the vertical cut is recommended to stabilize with series of Reinforced Walls.

Instead of adopting a combination of RE wall, soil nailing and shotcreting, RE wall itself can be used as a retaining structure from the toe of the embankment up to the bridge level.

The exposed soil surface on the right flank should be treated with jute geotextile and mulching is to be undertaken.

3000-20

5. Selection of Backfill Material for Appropriate Compaction of Backfill over Metro Tunnel Alignment between Barakhamba Road-Connaught Place-Dwaraka Section

Duration: December 2005 (i) Central Road Research Institute, New Delhi (R) (ii) Senbo Engineering Limited, New Delhi (S, I). Present Status and Progress Completed

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Findings/ Conclusions Senbo Engineering Limited is involved in the construction of tunnel structure for Delhi Metro between chainage (-) 0.800 km to Ch (-) 1.52 km on extension of Barakhamba Road- Connaught Place- Dwarka section using cut and cover method. The construction of tunnel is nearly complete and the entire remaining area left after the construction of tunnel has to be backfilled suitably, so that the proposed road structure, which is to be constructed over the backfill, does not settle. During the construction of the tunnel wooden leggings, sheet piles and steel girders etc have supported the vertical cut slopes. In the upper portion over the completed tunnel, long struts of steel are supporting the vertical cuts. The utility pipes in the upper region are also being supported throughout their length with the help of continuous girders. Such support systems are causing problems and are inhibiting movement in the transportation of appropriate compaction equipment required to backfill and compact the entire backfill in such a manner that no post construction settlement takes place. The time required to backfill the entire area, which amounts to several thousand cubic meter of soil was very limited. Keeping in view the above constraints, it was requested to provide a solution to back fill the area with the following scope and objectives. 1. To analyse method of backfill vis-à-vis time run 2. To analyse backfill material to reduce time overrun 3. To recommend the type and method of backfill suitable for reducing time

overrun 4. To have conclusion as justifications of adopting suitable methods and type of

backfill considering environment aspects, utility hindrances, compaction factors and space constraints and also few safety observations considering future restoration of roads for traffic.

In this connection the three possible backfill materials, which are locally available in abundance were considered.

a) Local excavated material exhumed during the cutting operation of the ground for the construction of tunnel.

b) Locally available Yamuna sand, and c) Fly ash available at Indraprastha Thermal Power Plant.

All the above materials are technically suitable for use in backfilling deep excavations but the possibility and time required for achieving the specified degree of compaction varies due to method of placement and compaction deployed due to properties of the individual material. The problem associated with backfill will occur in confined/narrow zones, where only small compaction equipment producing a low compaction effort can be used or where because of confined nature of the backfill zone and other hindrances, even small compaction equipments cannot be operated effectively. Sand has been recommended as the right choice as the backfill material.

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Conclusions In conclusion fine sand preferred over local soil and fly ash for backfill in order to optimize time run considering environmental aspects, utility hindrances, compaction factors and space constraints etc. Recommendations 1. Soil needs to be placed in layers (20 cm thick) at optimum content

before rolling with vibratory rollers, which is difficult considering the space availability at site due to struts and utility network crossing the trench from one side to other. Therefore it is recommended only for top 1.0 m fill at the top before 0.5 m thick sub grade.

2. Fly ash is required to be transported from the ash ponds of near by

thermal power plant in slurry form in dumpers, which results in spillage of fly ash on road. This spilled fly ash needs to be cleaned daily which is cumbersome process involving resources and time. Fly ash if gets dry during dumping and handling at site will result in air pollution. More over the permeability of fly ash is in the range of 10-5 cm/sec, so this will take more time after each lift is placed by flooding before it attains stable state of compactness. The fly ash particles are lighter in weight therefore water densification of fly ash will not be as much as can be achieved for fine sand. Therefore fly ash is not recommended in this case.

3. Sand is preferred over soil and fly ash due to its high permeability (10-3 cm/sec), this property will help in downward drainage, which is required to maintain seepage forces in downward direction when the sand is saturated to aid in compaction. Laboratory work has indicated that for achieving 95 percent degree of compaction relative density should not be less than 60 percent, but this relative density is dependent on the ymax of the sand to be incorporated in the work. Generally cohesion less materials having relative density in the range of 70 to 85 percent are termed as in dense state of compaction. In the present case each layer of the fill shall not exceed 1.0 m in thickness after compaction in the fill areas on the sides of the tunnel up to the top of the tunnel roof, at levels above roof top, the fill shall not exceed 0.35 m in thickness after compaction. In the event that application of water alone fails to produce the required relative compaction throughout the entire thickness of the lift, the flooding or jetting shall be supplemented by the use of vibratory compaction equipment. The fine sand to be used shall not have more than 10 percent fraction passing 150 micron sieve.

4. The water used for flooding each layer will seep through the entire

thickness of sand and will get accumulated in the space between two

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consecutive fill portions. This can be reused for flooding of the next layer of sand, this will optimize the water requirement for flooding.

5. Due care needs to be taken during backfilling around the utility pipes,

place the material (sand) simultaneously on both the sides of the pipe, keeping the level of backfill the same on each side. Material shall be carefully placed around the pipe so that the pipe barrel is completely supported and that no voids or un-compacted areas are left beneath the pipe. Particular care shall be exercised in placing the material on the underside of the pipe to prevent lateral movement during subsequent backfilling. Compaction of material placed with in 60 cm of the outer surface of the pipe shall be done light tamping to avoid any damage.

3000-30

6. Design of Fly Ash Embankment for Widening of Marginal Road Bund from GT Road-to-Road No. 59

Duration: March 2004 to 2005

(i) Central Road Research Institute, New Delhi (R) (ii) Public Works Department, Delhi (S,I) Present Status and Progress Completed Findings/ Conclusions The existing two-lane Marginal bund road from Shastri Park to Khajuri Chowk, Delhi is being widened to four-lane road. The road is to be constructed along the bank of the river Yamuna. Pond ash is being used as fill material in the widening portion of the embankment. The fly ash, which is used as fill material and soil used as cover soil, are investigated in the laboratory for their geotechnical characteristics. The overall slope stability analysis of the embankment with toe wall is checked with computer software. The fly ash embankment is designed as a composite structure with fly ash in the core and earth cover on the sides. The stability analysis was carried for full saturation up to H.F.L and sudden draw down conditions, with and without earthquake conditions. A Toe wall is provided at the toe of the embankment and water table was also considered in the stability analysis. The traffic and other live loads were considered in the analysis. The construction is being carried out based on the design submitted by CRRI. Scientists are carrying out the quality assurance of the construction and field engineers were trained accordingly.

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Recommendations

A retaining wall has been proposed at the toe of the embankment.

Measures for erosion control are recommended.


3000-20

1. GIS Based Subsurface Geotechnical Map of Delhi Date of Start: March 2002

(i) Central Road Research Institute, New Delhi (R) (ii) Department of Science & Technology (S)

Present Status and Progress (i) 2000 borehole data pertaining to various aspects of geotechnical properties of

soil & rock was collected from various agencies (ii) 1776 borehole data has been finalized for further analysis (iii) The map of Delhi was divided in to five zones for easy understanding of the data

as well as avoiding the gaps between the data links etc (iv) Each zone is represented with the borehole data falling within their category and

each borehole is attached with the database (v) The data got programmed in such a way that different ranges of N values are

highlighted based on their depths. GIS based N value maps of each zone at different depth were prepared

(vi) GIS based soil type map at different depth were prepared (vii) The short listed data has been provided to IMD (collaborative partner). IMD has

prepared liquefaction potential map of Delhi using the CRRI & other data (viii) The database was also used for preparation of first microzonation map of Delhi.

CRRI‟s contribution has been acknowledged by DST Subsurface Data analysis The Rockworks Software was procured to do the subsurface analysis. The process of keeping the data into required format was started in the current year. Where as separate formats for primary borehole data such as project no., water table, latitude, longitude, ground level, investigation date etc. similarly, format for soil also made having almost all the possible engineering properties which could be considered by an engineer for construction of a foundation for building, flyovers, bridges, tunnels, retaining structures etc. For rock properties also a separate format was designed including almost all the possible properties. Since,

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the software has its own format, the entire data is now being listed into the inbuilt format. The data is now fully reformatted into the required format and further analysis is in progress. Findings/ Conclusions First and foremost step will be to divide the whole Delhi area into four grids, to find out the density of data in each grid (NSEW).

The density of data, as of now (out of 1776 boreholes marked in GIS Map) seems to be scarce in NW part of Delhi, and less scarce in SW. However good density of Boreholes has been noticed in NE and SE part of Delhi. Master log (representing the Lithology/Stratigraphy of all the boreholes) required for the subsurface analysis using the rockware software has been completed for all boreholes and the following subsurface analysis is in prog

Preparation of Master strip log for the entire 2000 borehole data.

Preparation of 2D strip logs for each of the borehole data.

Preparation of Multistrip 2D logs.

Preparation of 2D Subsurface Geotechnical Map of Delhi.

Preparation of 3D Subsurface Geotechnical Block Map of Delhi.

Preparation of Fence diagram.

Preparation of Cross sections. Limitations The study is based on the data collected from various agencies in Delhi. Therefore there could be some fluctuations in accuracy of the data

3000-20

2. Microzonation Map of Delhi Date of Start: August 2004

(i) Central Road Research Institute, New Delhi (R) (ii) Department of Science and Technology (S) Present Status and Progress

Collection of information from all possible sources (including members of Microzonation group) pertaining to Geological, geomorphological, seismotectonic, geotechnical aspects etc.

Transformation of collected information into Digital form and Transformation of each data layer into GIS Format.

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Integration of each generated thematic information layer for preparation of microzonation Map of Delhi.

Work carried out: CRRI has completed the following tasks which were incorporated with the inputs created by IMD and other organizations to prepare the first cut microzonation map of Delhi. 1. Preparation of geological map of Delhi – the map prepared based on the

geological data, maps and other publications are not based on the actual survey. The inputs mainly considered from the published map of GSI.

2. Siesmotectonic map of Delhi- The map prepared is based completely on the published, undigitised seismotectonic atlas of India. This will be an important map as it will give the relationship between the seismotectonic setup and other factors, required for future seismic analysis of Delhi.

3. Geomorphological map of Delhi – This map was created using extensive scattered material pertaining to geomorphology of Delhi. This map indicates the most recent geomorphological setup.

4. Census map of Delhi – The map includes the population of Delhi district and block wise. The density of population in various part of Delhi gives us the comparative settlement of population which could be a very useful input while going for microzonation map of Delhi.

5. Rock configuration map of Delhi – The rock depth map prepared by GSI has been updated by adding more recent information. The rock depth map is one of the important input thematic layers for preparing the microzonation map of Delhi.

6. Water depth map of Delhi: The water depth map of Delhi mainly based on the data collected from the CWC was prepared. Apart from the type of material and its properties the depth of water level is a very important input for demarcating the areas favourable for liquefaction potential.

7. Subsurface geotechnical data of Delhi – For preparing a liquefaction potential map of Delhi apart from many other things we also require the geotechnical properties of soil. The data collected by CRRI has been put in a proper database and then given to IMD who has prepared the liquefaction map of Delhi using the data.

3000-30

3. Investigation and Design of High Embankment on Soft Ground using Flyash fill for bypass road from Kalindi Colony to Kalindi Kunj, New Delhi

Date of Start: May 2005

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(i) Central Road Research Institute, New Delhi (R) (ii) Public Works Department, Government of Delhi (S & I). Present Status and Progress The Public Works Department (Division XX), Government of Delhi has taken up construction of Kalindi Bye pass from Kalindi colony, Ring road to Kalindi Kunj. This new road alignment takes off from the Ring road near Kilokri (Kalindi colony) and passes through Khizrabad, Jogabai, Okhla and Jasola villages and would be linked to NH 2 (Mathura Road). This alternative road is expected to decongest the Mathura road. The major part of this road alignment is located in flood plain of Yamuna River and is situated close to the river. The assigned work of CRRI is: 1. Drilling boreholes at different locations up to hard strata. 2. Collection of undisturbed and disturbed soil samples from all boreholes

and conducting relevant laboratory tests on representative soil samples as per IS: 2720.

3. Conducting Standard Penetration tests (SPT) at different depths in the borehole.

4. Conducting Dynamic Cone Penetration Tests (DCPT) and Static Cone Penetration Test (SCPT) at selected locations.

5. Interpretation of the field and laboratory test results to make recommendations for ground improvement.

6. Design of the embankment section incorporating fly ash as construction material.

7. Settlement analysis and suggesting remedial measures for ground improvement if required.

Presently the work on this project is under progress. The alignment of the proposed road starts from Ring road near Kalindi Colony (NOIDA Toll bridge embankment – Chainage 0 km) and ends at Kalindi Kunj. The total length of the road alignment is about 6.3 km of which initial 3.6 km has been investigated. Fly ash is being used as embankment fill material for construction of this road. During monsoon season, the floodwater from the Yamuna River and the sewage from adjoining residential colonies form ponds in the proposed road alignment. Fly ash has been used as embankment fill material in pond sections. Findings/ Conclusions

The sub soil stratum in the proposed ailment of Kalindi Bye pass predominantly consists of “poorly graded fine sand (SP)‟. Further at shallow depths (up to about 3 m). this material was observed to be in loose state especially in between the chainage 0.8 km to 2.5 km. However this layer is devoid of clayey soil.

Borehole 5

RD 3000M

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Sand layer between 3 m to 15 m depth was found to be loose to medium dense. Sub-soil below 15 m depth was found to be in a densely compacted state having „N‟ values in excess of 20. The results of SCPT tests also confirm this finding.

Berm width equal to 3m and height 4.1m be provided by the river side of the embankment from chainage 2150m to 3000m.This is essential to prevent any failure of embankment side slope during sudden draw down conditions.

The settlement of the embankment in the total reach from chainage 0+0 to 3+600m was computed to be between 7cm to 14.5cm. Of this maximum settlement (about 14.5cm) is expected to occur in the reach between 1+600 to 2+000m.

The total construction period of the project is expected to be above two years as the sub-soil under going settlement is mainly sandy type, this settlement would occur during the construction phase itself.

Recommendations

It is suggested that settlement of the embankment mark to be monitored. This can be achieved by installing permanent bench away from the road alignment and observations points all along the embankment and under taking regular leveling work of determining the spot levels of the observation points.

As suggested earlier vide our letter No. CRRI/GTE/PWD dated 24.1.2005, three m vide berm shell be provided on the Yamuna river side from chainage 1+600 to 3+000m.

In future, it is recommended that before taking up embankment construction, dewatering should be undertaken before taking up construction. In case dewatering is not feasible, it is suggested that backfill material to be placed inside standing water should be non-plastic granular material of maximum particle size less than 75 mm with uniformity coefficient not less than 10. It should be placed by end tipping in accordance with clause 305.4.6 of MoRTH specifications. Direct dumping of flyash in ponded water may be avoided.

C. NEW PROJECTS

3000-20

1. Use of Jute Geotextile for Efficient Road Drainage and Stabilization

Date of Start: July 2005

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(i) Central Road Research Institute, New Delhi (R) (ii) Jute Manufacturers Development Council (S) (iii) National Rural Road Development Agency (I) Scope and Objectives The main objective of the R&D project is to evaluate the beneficial effects of the use of jute geotextile in road construction. The following aspects have been considered in the study.

To assess the performance of jute geotextile as a separation layer, preventing the intrusion of sub grade material into the sub base/base and improvement in the bearing capacity of the sub grade

To assess the performance of jute geotextile as a drainage layer, draining away the water that percolates down the upper layers of the pavement

To assess the benefit of jute geotextile as a supporting system for constructing embankment on soft ground (slushy soil, marshy soil)

To assess the benefit as a facilitator of growth of turf on embankment slopes and earthen shoulders and hill slopes

Preparation of guidelines for use of agro based geotextiles and, dissemination of findings.

The study is taken up in collaboration with CBRI (Roorkee). CRRI will under take the study for the use of jute geotextile in the road pavement on soft sub grade and to improve the load bearing and drainage system by use of jute geotextile. CRRI-CBRI jointly will take up studies on use of jute geotextiles and Stabilization of hill slopes Methodology In order to demonstrate the above benefits, ten roads have been identified in five states namely West Bengal, Orissa, Assam, Madhya Pradesh and Chattisgarh. The various combinations of pavement designs will be tried out, by comparing with control section of conventional design. The Detailed Project Reports (DPR) of all the ten selected PMGSY roads have been prepared and the same were approved by concerned STAs. The Ministry of Rural Development, Government of India has accorded sanction for taking up these pilot road studies. Workshop cum training programme were organized in four states (Orissa, West Bengal, Chattisgarh and Assam) to impart knowledge about jute geotextiles, their usage, advantages and other related aspects to the engineers from implementing agencies (state rural road construction agencies) jointly in association with Jute manufacturers Development Council. Tendering of the works has been completed by the respective state agencies and for some of the roads, work has been awarded. Construction work is expected to be completed in about 8 to 9 months.

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Conclusions: Project work in progress

3000-20

2. Guidelines for Soil Nailing Technique in Highway Engineering, MOSRT&H Research Scheme (R-86)

Date of Start: March 2006 (i) Indian Institute of Science, Bangalore (R) (ii) Ministry of Shipping, Road Transport & Highways (s) Scope and Objectives (i) Appraisal of design and analysis methods for soil nailing with reference

to some case study in India and abroad. (ii) To analyze the various failure modes for soil nailing technology . (iii) To analyze the construction methods for soil nailing. (iv) Development of guidelines for different types of loading conditions

including earthquake loading. (v) Development of specifications for the applications of soil nailing

technology in the field of Highway and Bridge Engineering. Methodology (i) Appraisal of design and analysis method for soil nailing technique will be

done after a thorough study of state of pratice followed in different countries. A state-of-art report and state of practice report will be prepared based on the above study. The codal provisions in BS:8006 (code for reinforced soil structure) shall also be examined.

(ii) To avoid failure mechanism in design and construction process, analysis of various failure modes will be studied.

(iii) To study the response of the various factors affecting soil nailing technique, numerical simulations using finite element programme shall be used. A field pull out test shall be carried out using field pull out testing equipment capable of measuring pull out loads of 100 – 200 kN. To study the pull out load on the nails in specific installation.

Interim Conclusions This study will help in evolving guidelines for different types of loading conditions including earthquake loading for different soil conditions and drainage conditions. It will also help in development of specifications for the application of soil nailing technology relate to Highway and Bridge Engineering for different soil conditions and drainage conditions.

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Significance/Utilisation Potential: Soil nailing technique has number of applications in the field such as stabilization of cut slopes, construction and retrofitting of bridge abutments, construction of tunnel portals in steep and unstable rock strata. This technique is fast becoming the preferred method of construction for soil retaining wall due to its cost effectiveness and easy method of construction. The effective formulation of guidelines and specifications for soil nailing technique would be of great help for Highway Engineering.

3000-30

3. Feasibility study on the Use of Copper slag Wastes in Road and Embankment Construction

Date of Start: March 2006 Central Road Research Institute, New Delhi (R) Scope and Objectives

Feasibility of utilisation of copper slag in embankment, sub base and base layers of road pavement

Feasibility of utilisation of copper slag in bituminous construction

Feasibility of utilisation of copper slag in cement concrete construction Methodology Copper slag, local soils and pond ash samples will be collected from in and around the site where the construction would be carried out. Copper slag will be mixed with local soils and pond ash in the proportion in the range of 25% to 75% and their geotechnical characteristics would be evaluated. Important geotechnical tests which will be carried out include: Plasticity characteristics, Compaction characteristics, CBR and shear characteristics. Based on the results, certain mixes will be selected for use in embankment fill and sub base applications. The selected mixes will also be stabilized with cement to make it suitable for utilisation in base course of road pavement. The feasibility of copper slag as a replacement to fine aggregates in different bituminous mixes viz. bituminous macadam, dense bituminous macadam, Semi dense bituminous concrete and Bituminous concrete would be investigated. Local aggregates of different nominal sizes 37.5 mm, 20 mm, 12 mm, 6 mm, stone dust and lime will be mixed with copper slag in different proportions to achieve the specified gradation as per MOSRTH specifications. Marshall stability tests will be conducted to arrive at mix design specifications. The feasibility of

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copper slag usage replacing sand in concrete mixes will also be investigated. Cube and beam samples will be casted to arrive at mix design specifications. Conclusions Design specifications will be developed for use of copper slag in embankment, sub base, base and wearing courses of road pavement Significance/ Utilization Potential Field construction would help to solve the disposal problem and facilitates the use of alternative/marginal materials in road construction.

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IV. BRIDGE ENGINEERING

SUMMARY

Research work reported in the area of bridge engineering comprises a variety of projects covering structural investigations, laboratory investigations, foundation investigations and structural design. There is one project completed and nine projects are reported as on-going/new projects, out of which one project is new. SALIENT POINTS FOR DISCUSSION

1. Preparation of Draft Specification for use of High Performance Concrete

(HPC) for Pavement and Bridges made with indigenously available materials (B-32)

2. Studies for Aerodynamic Stability of Cable Stayed Bridge Decks (MORTH Research Scheme –B25)

3. Study on Hard Topping for Distressed CC Wearing Coats and Concrete Pavements

4. Study on High Volume Fly Ash Concrete for Rigid Pavements

5. Creating a data base on bridge information System for the State of Tamil Nadu.

6. Dynamic Response of Prestressed Concrete Bridges.

7. Determination of Scour Depth (for general Bed, within Channel Contractions and at Bridge Piers) in Boulder-Bed Rivers under High Stream Velocities (B-33).

8. Distress Diagnostic, Performance Evaluation and Bridge Management System for Concrete Bridges. (A collaborative project with DST, New Delhi)

9. Creation of National Test facility, Formulation of Guidelines, Specifications, manual of Practice for Design and Execution of Expansion Joints.

10. GIS application for Data Management of Bridges –A Pilot Study

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4000-20

1. Preparation of Draft Specification for use of High Performance Concrete (HPC) for Pavement and Bridges made with indigenously available materials (B-32)

Duration: April 2000 to July 2002 (i) Central Road Research Institute, New Delhi (R) (ii) Ministry of Shipping Road Transport & Highways (S) Present Status and Progress The final report was submitted to the Ministry after incorporating its observation. Subsequently it was further sent to the experts for their comments. Finally the extract of the report along with the comments of the experts has been sent to IRC so that the findings may take place in the guidelines for the use of HPC being formulated by IRC. Findings/Conclusions The recommendations for the use of HPC for Roads & Bridges works are enclosed herewith. However, some of the basic features of the research scheme are: (i) Laboratory investigation has been carried out using OPC 43 grade for

M40 grade concrete for pavements and OPC 53 grade for M60 grade cement for bridges.

(ii) Fly ash samples from Dadri plant and Talcher plant have been used in the proportion of 15% by weight of cementitious material.

(iii) Silica fume named “Elkem” has been used in proportion of 10% by weight of cementitious material in the study.

(iv) Superplasticizers namely “SP3000 (G)” has been used in proportion of 0.6 – 2.0% by weight of cementitious material in the study.

Recommendations The HPC pavement are found to be having longer service life as compared to conventional concrete pavement made with ordinary Portland Cement of 43 or 53 grade. Sequential construction procedures for rigid pavements are given in IRC: 15 – 2002. The same may be adopted for HPC pavements. There is not any major change in the construction of HPC roads using HPC except the addition of

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defined quantities of mineral and chemical admixtures as suggested in the present specification. The difference is only the mixing procedure of Portland cement, fine aggregate, coarse aggregate, silica fume and/or fly ash. Flyash and silica fume which may be as health hazard as cement, slag and other reactive siliceous particles, if not handled properly. These shall be used with proper care and bags shall be opened when required, but used within a period of six months. IS: 456-2000 and IRC: 15-2002 shall be followed for HPC as is followed for conventional concrete of equivalent strength. Tools, equipments and appliances required for concrete pavement construction should be as per IRC: 43-1972 and IRC: 15-2002. For the joint spacing, types of sealant, pre-moulded joint filler materials and any other aspect not covered in the present specifications on HPC pavement, IRC: 15-2002 / IRC: 58-2002 may be referred. Grade I fly ash as per IS: 3812 – 1981 upto 15 percent by weight of total cementitious material and silica fume as per IS: 456-2000 up to 10 per cent by weight of cementitious material are found most suitable for making high performance concrete. Chemical admixtures as per IS: 9103-1979 up to 2.0 percent by weight of cementitious material may be used to attain required workability and durability. Reports/Publications Final report has been submitted to the Ministry


4000-10

1. Studies for Aerodynamic Stability of Cable Stayed Bridge Decks (B-25)

Date of Start: December 1999 (i) Central Road Research Institute, New Delhi (R) (ii) Ministry of Shipping Road Transport & Highways (S) Present Status and Progress The project is physically completed but yet to be approved by the Ministry. Findings / Conclusions

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A methodology has been developed for wind tunnel testing of the cable stayed bridge decks in India using sectional model investigations. The methodology and the computer programme developed would be helpful for wind tunnel studies in India in future. Report / Publications Draft final report has been submitted to the Ministry which is under examination

4000-20

2. Study on Hard Topping for Distressed CC Riding Coats of Concrete Pavements

Date of Start: August 2001 Highways Research Station, Chennai (R, I) Present Status and Progress The study is aimed at developing proper cement and polymer based concrete for repairing CC wearing coats and concrete pavements and to study their effectiveness. Materials needed for the same have been purchased and laboratory studies completed. The field experimental stretch has been laid and field performance evaluation is in progress. It may be completed by June 2008. Findings/Conclusions Only after completion of the observation period, a comprehensive report / conclusion may be arrived at.

4000-20

3. Study on High Volume Fly Ash Concrete for Rigid Pavements Date of Start: Highways Research Station, Chennai (R, I) Present Status and Progress Preliminary study completed. Technical sanction has been accorded for the Research Scheme (under Part II scheme) by Director, Highways Research

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Station. Equipments are being purchased. Laying experimental stretch is to be done.

4000-20

4. Creating Data Base on Bridge Information System for the State of Tamil Nadu

Date of Start: April 1998 Highways Research Station, Chennai (R) Present Status and Progress The particulars of bridges on various categories of roads in Tamil Nadu such as NH., S.H., MDR and ODR have been fed into the system using M.S. Access programme classifying the data into 17 different aspects for each bridge. The data have been sent to each divisions to check its accuracy. On receiving from the concerned divisions, the same will be finalized. Findings/Conclusions The bridges will be given numbers and the same will be intimated to the (Maintenance Wing) Divisional Engineer of Highways.

4000-20

5. Dynamic Response of Prestressed Concrete Bridges Date of Start: April 2004 Central Road Research Institute, New Delhi (R) Present Status and Progress Modified the computer program to include the creep and shrinkage prediction model suggested by Muller et al. Based on this inclusion of prediction model in the software, studies were revised to compare the creep and shrinkage in concrete by the following five prediction models:

ACI-209 recommendation

B3 model

CEB-FIP model code 1990

Muller et al. model

GL 2000 model

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Modified papers, submitted earlier to ASCE and ACI, incorporating the comments of the Reviewers and sent back the revised manuscripts. Finalized the material model to be incorporated in the software for the study of Dynamic Response of Prestressed Concrete Bridges. Mathematical modelling of prestressing cable lying inside the concrete 3D element completed. Developed a software for computation of forces at various nodes of the concrete element due to the prestressing cable. Integrated this software with the main software being developed for the Dynamic Analysis of PSC Bridges. Findings/Conclusions Various analytical models to predict the creep of shrinkage have been suggested by the various researchers. These prediction models have been grouped into the following three broad categories:

Empirical models

Research based models

Codal models These prediction models have been described in the in report No.CRRI/BIE/OLP-0409(01)/2004-05 titled „Prediction of creep and shrinkage in concrete‟ as well as in the published papers. The predictions obtained by these analytical models have been compared with the experimental results. The results of comparison are also given in the above mentioned interim report. Based on the comparison, GL2000 prediction model has been selected for use in the future study. Recommendations Development of software for inclusion of stiffness of the prestressing cable Validation of the software using the data available in the literature / laboratory studies Case studies for response of prestressed concrete structures under dynamic loading at any time during its service Reports/Publications

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1. Goel, R., Kumar, R. and Paul, D.K., „A comparative study of various creep and shrinkage prediction models for concrete‟, Accepted for publication in ASCE Materials in Civil Engineering.

2. Goel. R., Parkash, S., Kumar, R. and Paul, D.K. (2006), „Prediction of

creep and shrinkage strains in prestressed concrete bridges‟, National conference on Advances in Bridge Engineering, IIT, Roorkee, March 24-25, pp. 543-554.

4000-20

6. Creation of National Test Facility, Formulation of Guidelines, Specifications, Manual of Practice for Design and Execution of Expansion Joints

Date of Start: April 2004 Central Road Research Institute, New Delhi (R) Present Status and Progress (i) Literature survey is completed (ii) Study Visit to see the existing Testing Facilities at the Factories of M/s J.

Sons, Meerut; M/s Sanfield India Ltd., Bhopal; and M/s METCO, Kolkatta, completed.

(iii) Carried out the Visual Inspection of the expansion joints of the following bridges,

(iv) Ravi Bridge, Basanter Bridge, Dewak Bridge, and Tarnah Bridge, Jammu; second Thane Creek Road Bridges, Mumbai

(v) Preliminary Specifications for the braking Test, Fatigue Test, Ponding Test, Cyclic Motion Test, Debrias Expulsion Test, have been prepared.

(vi) Global Tender has been advertised for the procurement of Braking Test Facility, and Fatigue test Facility.

(vii) The existing Fatigue Testing System has been upgraded by replacing the old M9500 Digital Controller by the new Generation M9610 Hydrowin Controller.

The newly acquired equipment has been installed, commissioned, and training has been imparted.

Limitations

Scanty information is available regarding the detailed specifications of the test facilities like braking test, fatigue test, cyelic motion test. These facilities are not available within our country,. Exposure to any of the existing test facility at global level may be extremely useful for the development of such test facility.

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Recommendations

The scope of work will be extended to cover the comprehensive testing facilities for expansion joints under one umbrella at CRRI. Subsequent to the development of these testing facilities, R & D activities related to expansion joints, suited to the industrial requirements will be undertaken. Reports / Publications 1. Detailed Project Report (DPR), „ Creation of National Test Facility for

Bridge Expansion Joints in Highway Bridges‟, CRRI Publication, March 2005

2. State of the Art Report (SOAR), „Performance Evaluation of Bridge Expansion Joints‟, CRRI Publication, June 2005

3. S.S. Gaharwar, Ram Kumar, P.K. Nanda, „A Rationalized Approach for th Performance Evaluation of Expansion Joints‟, IIBE National Seminar on „Innovative Foundations and Load Transfer Devices‟, 13th – 14th January 2006

4. S.S. Gaharwar, Ram Kumar, P.K. Nanda, „Salient Considerations for the Fatigue Design and Testing of Modular Bridge Expansion Joints (MBE)‟, National Seminar on „Fatigue and Fracture fo Aerospace Structures – XIV NASAS‟, Nagpur, 30th – 31st January 2006

5. S.S. Gaharwar, Ram Kumar, P.K. Nanda, ‟Performance Evaluation of Bridge Expansion Joints as per the IRC Guidelines‟, National Seminar on „Advances in Bridge Engineering‟, IIT, Roorkee, 24th – 25th March 2006

4000-20

7. Determination of Scour Depth (for general Bed, within Channel Contractions and at Bridge Piers) in Boulder-Bed Rivers under High Stream Velocities (B-33)

Date of Start: February 2002 (i) Department of Civil Engineering IIT Kharagpur (R) (ii) Ministry of Shipping Road Transport & Highways (S) Present Status and Progress The draft final report covering the following activities has been submitted to the Ministry. (i) Identification of the threshold conditions for movement of boulders

under stream flow, quantification of the transport rate of boulders and estimation of the magnitude of scour in general boulder beds during high floods.

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(ii) Estimation of magnitude of scour within channel contraction in boulder beds during high floods

(iii) Estimation of magnitude of scour in bridge piers embedded in boulder beds during high floods.

Findings / Conclusions 1. General-bed scour (i) The critical shear velocities at threshold condition for the movement of

boulders can be obtained from Dey (1999b) curve in rough regime, for

which nondimensional shear stress cr= 0.045. (ii) The quantity of bed load transport rate (qs) of boulders under stream flow

can be calculated using the following equations.

= (0.461 – 0.022 ) for 16.5

= (0.522 – 0.025 ) for 16.5

where is the flow intensity parameter (= 1/cr) and is the bed-load

parameter (=qsIps/(s - ) gd50 ]0.5 /s), s is the mass density of gravels /

boulders (in kg/m3), is the mass density of water (in kg/m3). g is the gravitational acceleration (9.81 m/s2), d50 is the median particle diameter

(in m) and s is the specific weight of gravels / boulders (= psg).

(iii) The maximum depth of scour in bounder-bed rivers under high stream velocity is equal to the one-diameter of the boulder size (average) below the bed level.

2. Local scour within channel contractions (i) Formula for Estimation of Maximum Equilibrium Scour Depth

The formula for estimation of maximum equilibrium scour depth dsm (in m) below original bed level in long contractions having gravel or boulder beds is

dsm = h1 [1.28(b1 / b2)

0.78 -1) Kσ

Where h is the upstream flow depth (in m), b1 is the approaching channel width (in m), b2 is the width of channel in contracted zone (in ), and Kσ is

the coefficient determined from Fig. 5.6 for the known value of g

(ii) Design Curves / Charts for Estimation of Maximum Equilibrium Scour

Depth

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(iii) Maximum Equilibrium Scour Depth within Long Contractions having Layered Beds

The maximum equilibrium scour depth below original bed level in long contractions having layered beds can be estimated by multiplying the scour depth in gravel /boulder-beds by a factor 3.2 and the scour depth in sand beds by a factor 3.6

(iv) Effective Protective Measure

To reduce the maintenance cost and to increase the life span of the contractions, it is most appropriate to use pitching in the contracted portion with larger size gravels / boulders that limit the extent of scour depth within the channel contractions effectively. The size of the gravels / boulders that are suitable for pitching can be worked out using the equation given below:

U2 = 4.893√dp

Where U2 is the velocity in the contracted zone (in m/s) and dp is the size of pitching stone (in m)

3. Local scour at bridge piers (i) Regression Formula for Estimation of Maximum Equilibrium Scour Depth

The formula for estimation of maximum equilibrium scour depth at piers in boulder-beds is

78.0

50

1.013.1 ˆ346.0 dbcsbm bhFKKd

For uniform gravels or boulders ( σg ≤1.4), Kσ =1. On the other hand, for non uniform gravels or boulders (σg > 1.4), the coefficient Kσ is determined from curve of Kσ for the known value of σg.

(ii) Formula for Estimation of Maximum Equilibrium Scour Depth based on

Envelope Curves

The maximum equilibrium scour depth at piers can also be estimated using the following design formula, which is obtained by fitting the envelope curves to the experimental data.

ds = Kh Kl Kd Ks Kσ

^

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where the K-factors can be obtained by the envelope curves / charts. This equation is most appropriate to estimate the maximum equilibrium scour depth at piers as it accounts the effects of all parameters.

(iii) Maximum Equilibrium Scour Depth at Bridge Piers in Layered Beds

The maximum equilibrium scour depth below original bed level at bridge piers having layered beds can be estimated by multiplying the scour depth in boulders and gravel-beds by a factor 1.2 and the scour depth in sand beds obtained from IRC 78 : 2000) or HEC 18 (Richardson and Davis 2001) by a factor 1.6

(iv) Effective Protective Measure

The reduction in scour depth at bridge piers using riprap pitching is about 30% in average, whereas that at pier fitted with a circular collar of diameter three times pier diameter at the river bed is 100%. However, the riprap pitching is most suitable as it is economical and simple to provide for the reduction of maintenance cost and to increase the life span of the bridge piers. The size of riprap can be worked out using the equation given below :

gUd p /0692 2

1

where U1 is the upstream flow velocity (in m/s), and dp is the size of riprap (in m). Δ is (s-1), s is the relative density of gravels / boulders and g is the gravitational acceleration.

4000-40

8. Distress Diagnostics, Performance Evaluation and Bridge Management System for Concrete Bridges. (A collaborative project with DST, New Delhi)

Date of Start: March 2004 Central Road Research Institute, New Delhi (R) Scope and Objectives To develop a suitable technology in terms of methodologies/algorithms (for development of software) and necessary hardware (instruments/techniques) applicable to different concrete highway bridges in the country, for Bridge Management System.

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Methodology Concrete bridges are prone to distress due to deficient design, detailing and construction practices, exposure to aggressive environmental condition, overloading etc. Identification of causes of distress is an essential step prior to rehabilitation and distress of bridges. Being a techno economical issue, this can be easily tackled by implementing a Bridge Distress Diagnostic System by the owners or maintenance departments of bridges in our country. A comprehensive methodology has been adopted to evolve the distress diagnostics and the serviceability performance of the RC T-girder bridge superstructure bridge, which could be a module of bridge management system for a highways network. The Thorough visual inspection - to help creation of data bank Nondestructive testing to arrive at causes of distress both in terms of extent and qualitatively and Rating of the bridge and Estimation of remaining life (residual strength). Development confines to one number of bridges of type T-beam girder which is most commonly employed on highways in India. Present Status and Progress After the preliminary design of the bridge Inspection system, a detailed design of the system including the joints has been undertaken in collaboration with MERADO, Chandigarh and CMERI, Durgapur. A Bridge Distress Diagnostic System has been developed to identify the distresses in RC T-girder Bridge superstructure with the help of analysis of inspection data and subsequent confirmation of cause of deterioration in bridge elements with results/data of appropriate non-destructive and destructive tests. Interactive software has been developed In Visual Basic as front end and the SQL as back end for storage of database and Crystal software for report generation. The Software comprises two main modules namely Bridge Inventory Module and Bridge Inspection Module. The Bridge Inventory Module is capable of taking data inputs related to bridge such as administrative data, general data, technical data, geometric Data, hydraulic data for bridge over rivers, geotechnical data, environmental exposure conditions and photographs. The Bridge Inspection Module in turn calls eight sub modules pertaining to elements such as WEARING SURFACE, DECK SLAB, T-GIRDER, APPROACH

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SLAB, PARAPET/ RAILINGS/CRASH BARRIER, FOOT PATH ,BEARING and EXPANSION JOINT The coding of these modules has been carried out based on the checklist of data to be collected during the inspection of the bridge superstructure components. The inspection of bridges is classified as routine inspection, detailed inspection and special investigations after natural calamities such as flood, cyclone, earthquake, land slide etc. While preparing the checklist of data to be collected during the inspection of a bridge, apart from relevant literature the prevalent IRC codes and special guidelines have been referred. Some of the above modules in turn calls the relevant subroutine from the list of eighteen subroutines such as POT HOLES, POP-OUTS, WHEEL TRACK RUTTING, WEAR AND ABRASION, SCALING, SPALLING, HONEY COMBING, DELAMINATION, UPV-Soundness, UPV- Crack width, UPV-Delamination, CONCRETE RESISTIVITY TEST, CORROSION OF STEEL, OCP/HCP, -CARBONATION, CRACKING, RCT etc. These subroutines are capable of taking the data obtained by inspection and analyse the severity of damage. Depending on the severity of damage decision on further investigations required are specified by the software. The appropriate NDT/ DT tests included in the program are selected such that they are simple, readily available in our country, economical and give reliable results. These tests have been selected based on their application in some of the bridges rehabilitated in India. Also, for the distress diagnostics in bridges, a dedicated BDI system has been procured from M/S Bridge Diagnostics Inc. USA. It has been used to evaluate the performance of the RC slab and T- beam girder bridge. Significance/Utilization Potential The software developed being unique in nature, after incorporating other types of bridges would be very useful in distress diagnostics, rehabilitation and management of highway bridges in India. BDI system will be very useful in performance evaluation of bridges quickly with least interruption to traffic. Limitations The software developed addresses the distress in RC – T girder superstructure only. Reports/Publications

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1. G.K. Sahu, R.K. Garg, “Field test on Lyons Bridge (USA) and Slab Bridge

at Hapur (India) using Structural Testing System, Report No: CRRI/BAS/CLP 4413-STS II, December, 2005.

2. R.K. Garg, Ram Kumar (2006), “Strength Assessment of Existing Bridges for Bridge Management System”, National Conferences on Advances in Bridge Engineering, IIT Roorkee.

4000-40

9. Creation of National Test Facility, Formulation of Guidelines, Specifications, Manual of Practice for Design and Execution of Expansion Joints

Date of Start: April 2004 Central Road Research Institute, New Delhi (R) Present Status and Progress (i) Literature survey is completed. (ii) Study Visit to see the existing Testing Facilities at the Factories of M/s J.

Sons, Meerut; M/s Sanfield India Ltd., Bhopal; and M/s METCO, Kolkatta, completed.

(iii) Carried out the Visual Inspection of the expansion joints of the following

bridges.

Ravi Bridge, Basanter Bridge, Dewak Bridge, and Tarnah Bridge, Jammu; Second Thane Creek Road Bridges, Mumbai.

(iv) Preliminary Specifications for the Braking Test, Fatigue Test, Ponding Test, Cyclic Motion Test, Debris Expulsion Test, have been prepared.

(v) Global Tender has been advertised for the procurement of Braking Test

Facility, and Fatigue test Facility. (vi) The existing Fatigue Testing System has been upgraded by replacing the

old M9500 Digital Controller by the new Generation M9610 Hydrowin Controller. The newly acquired equipment has been installed, commissioned, and training has been imparted.

Interim Conclusions

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Scanty information is available regarding the detailed specifications of the Test Facilities like Braking Test, Fatigue Test, Cyclic Motion Test. These facilities are not available within our country. Exposure to any of the existing Test Facility at Global level may be extremely useful for the development of such Test facility. Recommendations The scope of work will be extended to cover the Comprehensive Testing Facilities for Expansion Joints under one umbrella at CRRI. Subsequent to the development of these testing facilities, R & D activities related to expansion joints, suited to the industrial requirements will undertaken. Reports / Publications 1. Detailed Project Report (DPR), „Creation of National Test Facility for

Bridge Expansion Joints in Highway Bridges‟, CRRI Publication, March 2005

2. State of the Art Report (SOAR), „Performance Evaluation of Bridge Expansion Joints‟, CRRI Publication, June 2005

3. S.S. Gaharwar, Ram Kumar, P.K. Nanda, „A Rationalized Approach for the Performance Evaluation of Expansion Joints‟, IIBE National Seminar on „Innovative Foundations and Load Transfer Devices‟, 13th-14th January 2006

4. S.S. Gaharwar, Ram Kumar, P.K. Nanda, „Salient Considerations for the Fatigue Design and Testing of Modular Bridge Expansion Joints (MBEJ)‟, National Seminar on „Fatigue and Fracture of Aerospace Structures – XIV NASAS‟, Nagpur, 30th-31st January 2006

5. S.S. Gaharwar, Ram Kumar, P.K. Nanda, „Performance Evaluation of Bridge Expansion Joints as per the IRC Guidelines‟, National Seminar on „Advances in Bridge Engineering‟, IIT, Roorkee, 24th-25th March 2006

C. NEW PROJECTS

4000-10

1. GIS application for Data Management of Bridges –A Pilot Study Duration: April 2005 to March 2006 National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram (R) Scope and Objectives

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The study is to develop an interactive information system, which would provide a data management system for bridges in Thiruvananthapuram division. The objective of the study is to inventorise the bridges in the study area as per IRC guidelines, prepare location maps & lay out diagram and design the information system using the data to have an interactive user interface.

Methodology

Technical details of the bridges available from earlier studies were updated by site inspection. The GIS software used is Arc GIS 9.0 and the system is developed on Areobjects environment on which user interface is provided using the programming language Visual Basic NET 2003. MS Excel and Auto CAD are used for data preparation.

Interim Conclusions The data base for 120 bridges are provided in the information system and will be help full in data management of there bridges by providing the information required for decision making. Significance/Utilisation Potential The information system provides necessary feed back for decision making. This is beneficial to the agencies that own the structures such as PWD, NH etc. Recommendations for further work The present study has to be extended to other fourteen divisions of PWD to form a complete Bridge Information System for Kerala. Reports/Publications Paper entitled “ Data Management of Bridges – A GIS approach ” Indian Highways, Vol 34, No: 2, Feb 2006, PP 29 –39 by B.G.Sreedevi, Denish R and Noggy Augustine

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V. TRAFFIC AND TRANSPORTATION

1. PLANNING AND MANAGEMENT

SUMMARY

Research works reported in the area of Planning and Management under the broad

area of Traffic and Transportation include, Congestion and Parking problems, Study of

Impact of new high rise buildings on road traffic, Estimation of fuel loss during idling of

vehicles at signalized intersections and congested area, Economic analysis of the upgrade

and improvement on road in Mizoram, Speed and delay studies, Prediction of annual

traffic growth factors, Feasibility study for provision of pedestrian facilities and

improvement of road, Traffic & Transportation studies, Economic feasibility and study of

fare policy and Pricing of public transport services.


1. Estimation of idle fuel savings and emission characteristics through Traffic

Management and Engineering Measures

2. Impact of high rise buildings on traffic generation

3. Fare policy for public transport & IPT modes

4. Economic Feasibility of transport projects

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5100-10

1. Congestion and Parking Problems of Selected Locations in Delhi

Duration: April 2005 to January 2006 Central Road Research Institute, New Delhi (R) Present Status and Progress The Study has been completed and Report Submitted. Findings/Conclusions Parking in all the nine selected study areas is a matter of increasing concern. Different types of vehicles require parking space in the CBD, business/market centers to meet their loading/unloading or shopping needs. However, vehicles used by people who work there often occupy much of the parking space (about 20 to 25%) for longer durations. Consequently the number of parking spaces remaining for shoppers, traders and visitors to business are eventually insufficient. Thus, ease of parking for people visiting business area/ market area leaves much to be desired. Further, the parking demand is also increasing due to the growth of private vehicles (Cars@10% per annum and 2W@ 6% per annum) in Delhi. The present parking demand in the selected study locations varied from a high of 7720 ECS (in Nehru Place) to a minimum of 1300 ECS (in Krishna Nagar). While parking space available in these locations varied from 3717 ECS to 1091 ECS. This indicates an acute shortage in meeting even the present parking demand. Therefore attempts have to be made to improve the parking situation by means of providing additional parking supply and regulating the use of parking space. The following actions are recommended to achieve better parking and subsequently improved traffic circulation and environment. Future Policies and Strategies: The growing demand of parking cannot be met by providing parking spaces alone. However, there should be required minimum off-street parking to be provided to cater to the demand. Once this required minimum parking is provided, the policies and strategies of parking management should incorporate not only efficient methods of managing parking demand but also reducing over all travel demand by implementing TDM strategies. Further, the policies and strategies should encourage use of public transport, park and ride facilities, and car pooling.

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It is needless to say that the advancements in technology that improve facility design and user information (say variable message signs/GIS) should form an integral part of the policies. Recommendations A further study to identify the parking generation characteristics of different land uses is recommended.

5100-20

2. Study of Impact of New High Rise Buildings on Road Traffic at Tardeo, Mumbai

Duration: April 2004 to March 2005

(i) Central Road Research Institute, New Delhi (R) (ii) S.D. Corporation Ltd. Mumbai (S, I)

Objectives of the Study

To estimate the passenger / vehicular traffic generated by the proposed residential complex and assess the impact of this traffic on adjoining road network.

Enumeration of the existing traffic flows on the major road links in the vicinity of the proposed development and appreciate the present and future traffic problems on the road network.

Methodology In order to fulfil the above stated objectives, the methodology framed in this study is discussed in the succeeding sections. A reconnaissance visit was made to the study area and its surroundings during the ongoing construction phase. The primary surveys conducted as a part of this study include the following:

Road Network Inventory

Classified Mid Block Volume Counts

Speed and Delay Studies

Household Travel Studies The essential requirement envisaged in this study is the estimation of impact on road traffic and changes in the travel characteristics which are likely to occur due to the proposed residential complex. The travel pattern established using the above household survey is expected to

cxxxi

form an essential input to derive the estimation of modal share of the proposed residential complex. Since the residential complex is still in the development stage, it is considered appropriate not only to use the existing traffic data and the growth factors to estimate the traffic for the horizon year but also to develop a macro level transport model using TRIPS Software which would thus incorporate the future developments in estimating the travel pattern and modal share. The estimated trips and their travel pattern for the base year (2004) have been made. Assuming a growth rate of 2 % increase in traffic per annum in the adjoining road network of the proposed road development and 25 % increase in the vehicular traffic from the proposed residential development in the horizon years, the estimated traffic loads for 2011 and 2021 have been made. Conclusions

It can be inferred from this study that the V/C ratio would be more than 1.0 on most of the roads implying that the traffic congestion would be very high in the horizon years. From this analysis it is felt imperative to carry out the capacity augmentation measures which are envisaged under the Development Plans (DP) of Municipal Corporation of Greater Mumbai (MCGM) as it will go a long way in relieving the traffic problems in the adjoining road network of Tardeo.

5100-30

3. Estimation of Fuel Loss during Idling of Vehicles at Signalized Intersections

Duration: April 2004 to November 2005

(i) Central Road Research Institute, New Delhi (R) (ii) Petroleum Conservation Research Association, New Delhi (S)

Present status and progress

Final report submitted

Findings/Conclusions It was observed that 372245.6 Kilograms of CNG, 129745.5 litres of diesel and 405042.7 litres of petrol is wasted everyday due to idling of vehicles, at 600 signalized intersections of low, medium and high volume, in Delhi. Converting

cxxxii

these figures into monetary terms, the total losses work out to be Rs.272.5 lakhs per day and Rs.994.5 crores per annum. At the selected 12 intersections, except for Ashram, traffic engineering measures were employed to estimate the savings in delays, and on the basis of the savings accrued at low, medium and high volume intersections the savings at the total signalized intersections was estimated, if similar kind of remedial measures are employed there. A total of 67.78 percent of fuel savings shall be achieved, and a 71.12 percent savings in the economic loss shall be accrued

Recommendations Such type of studies should be conducted in cities of varying population size and traffic composition.

5100-30

4. Estimation of Fuel Loss on Chelmsford Road, opposite New Delhi Railway Station

(Paharganj Side)

Duration: April 2004 May 2005

(iii) Central Road Research Institute, New Delhi (R) (iv) Petroleum Conservation Research Association, New Delhi (S)

Present Status and progress

Final report submitted


A study was undertaken to identify the issues and related problems concerning traffic and

road infrastructure on Chelmsford Road (linking outer circle of Connaught Place and

Sadar Bazaar, New Delhi). And also to quantify the fuel and time loss due to the delays

and low running speeds

66,000 vehicles ply on Chelmsford road in a day, on a running speed of 18.04 Km. /hr and 19.24 Km. /hr. from CP to Sadar bazaar and Sadar bazaar to CP respectively. Delay is observed to be 158.82 sec. /veh. during peak hours. The low running speeds and delay accrue a fuel loss of Rs.2, 38, 43,231/-and Rs. 71, 80,694/- annually. The annual time loss in monetary terms is estimated to be Rs.2, 39, 77,080/-. Keeping the characteristics of the traffic and constraints in improving the road infrastructure in view, the improvement measures have been suggested. The measures are of two types; the short term and the long term. Recommendations

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Such type of studies should be conducted in corridors of cities of varying population size and traffic composition.

5100-50

5. Economic Analysis of the Upgrade and Improvement for Kawrthah – Kanhmun – Lowerpu Road in Mizoram

Duration: October 2005 to December 2005 Central Road Research Institute, New Delhi (R) Present Status and Progress Completed Findings/ Conclusions Highway Development and Maintenance (HDM-4) software has been effectively used for economic analysis of the road project proposal for which detailed project report (DPR) is already prepared by the Public Works Department (PWD), Government of Mizoram. The entire analysis work has been carried in consultation with the DPR staff of PWD and in their presence at Aizawl. The economic evaluation of the proposal is submitted to the Planning Commission, Government of India by the Public Works Department (PWD), Government of Mizoram. Salient features of the upgrade proposal made in the DPR

Removal of remaining road structure for 28.785 KM

Subbase of the remaining length (11.235 KM) will be retained.

150 mm Granular Subbase (GSB) for 28.785 KM will be prepared.

Construction of 150 mm Wet Mix Macadam (WMM) above GSB for 40 KM

Wearing course of 20 mm mixed seal (MSS) for 40 KM

The entire pavement layer strength is 3.9 (SNP) will be achieved.

The design life is estimated as 10 years and Cumulative Standard Axle during this period is 1.08 msa

Cost of upgrade is estimated as Rs. 4.697 million/KM. Total estimated cost is Rs. 187.9 million for 40 KM.

Findings of the economic evaluation of the upgrade proposal are

Analysis produced EIRR= 20.3%, NPV= 84.732 million Rupees, NPV/CAP= 0.609 (Discount rate was taken as 12%)

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With 20% increase in anticipated expenditure (RAC), EIRR= 17.3%, NPV= 61.009 million Rupees, NPV/CAP= 0.359 which shows upto 20% increase in construction and maintenance cost, the project is economically viable.

Limitations Economic evaluation of a DPR is based on the data prepared by PWD, Govt. of Mizoram. Parameters such as traffic projection, economic cost estimated. Reports/ Publications Economic Analysis of the Upgrade and Improvement for Kawrthah – Kanhmun – Lowerpu Road in Mizoram, Technical Report, CRRI, Oct 2005 B. ON GOING PROJECTS

5100-10

1. Speed and Delay Studies on National Capital Territory of Delhi Roads

Date of Start: January 2005 (i) Central Road Research Institute, New Delhi ( R ) (ii) Government of National Capital Territory of Delhi. ( S ) Scope and Objectives The main objective of the study was to conduct speed and delay study on primary road network of Delhi and to find average speed of traffic on various road corridors of Delhi. Also to measure the discharge volumes and speeds of the roads in the entire road network and identify the bottlenecks. Scope of the project was limited to the arterial road network of Delhi city limits. Present Status and Progress The field studies and analyses of data have been completed and final Draft Report has been submitted to Delhi Government, New Delhi. Findings/ Conclusions The results of the study indicate that about 20 percent of arterial road network is operating under highly congested conditions with travel speeds falling below 20 kmph. Only 23 percent of the arterial network is operating at speeds of 40 kmph and above. These results indicate that the congestion levels are reaching unacceptable limits and serious efforts are required to improve the operating

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conditions by employing appropriate upgradation measures for the network besides adopting suitable travel demand management measures.

5100-20

2. Prediction of Annual Traffic Growth Factors for Secondary Road System in Tamil Nadu

Date of Start: April, 2005 Highways Research Station, Chennai (R, I) Present Status and Progress Traffic census data for the secondary roads namely SH & MDR of Tamil Nadu for the years, 1996, 1999 & 2002 were collected and the traffic census for the year 2005 is being collected. Findings/Conclusions After collecting census data for the year 2005 initial, the growth factor will be predicted.

C. NEW PROJECTS

5100-10

1. Feasibility Study for Provision of Pedestrian Facility on Shankar Road at Rajender Nagar, New Delhi

Date of Start: August 2005 (i) Central Road Research Institute, New Delhi (R) (ii) MCD, New Delhi (I) Scope and Objectives The objective of this study is to conduct the necessary traffic studies to quantify vehicular and pedestrian

traffic at the identified location and to assess the need for an appropriate pedestrian crossing facility across

Shankar Road.

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Methodology About 40,000 vehicle passed the section of Shankar Road on a normal working day (16 hours). Morning peak hour and evening peak hour traffic volumes were of the order of 2700 vehicles and 4200 vehicles respectively. 13,000 pedestrian were found to cross the road at six locations within a length of 300 metre stretch of road. Average journey speed of 12.3 km/hr. was observed during morning and 11.5 km/hr in the evening peak hour. Hazard index was found to be more than critical value of 2 x 108 during whole day at all the pedestrian cross points warranting controlled pedestrian facility. Alternate pedestrian facilities were evaluated for feasibility and economic viability. Conclusions Alternative pedestrian facilities viz. pedestrian subway, foot over bridge with and without

elevators and synchronized pedestrian phase signals were considered for evaluation. It

was felt that at least two pedestrian subways or footover bridges are required to meet the

demand in an effective manner. In view of economic evaluation, site constraints and

utility of different alternatives, it was recommended to provide synchronized pedestrian

signal at three major desired lines of pedestrian flow along with appropriate side walks,

guard railings signage and markings as immediate relief measure. In the long run it was

recommended to construct two footover bridges with elevators to make them effective

and to make the project economically viable. Options of sponsors, advertisements etc.

may be explored in order to recover the operating and maintenance costs of elevators and

part of initial cost of construction.

5100-10

2. Traffic Studies for Widening of Shantipath Duration: August 2005 to September 2005

(i) Central Road Research Institute, New Delhi (R) (ii) New Delhi Municipal Council (NDMC), New Delhi (S)

Scope and Objectives The objective of this study is to conduct traffic studies that provide a scientific basis for deciding on expansion of the Shantipath.

Conclusions

The study findings and appropriate recommendations evolved in this study are briefly summarized below:

The 12-hour traffic volume count conducted yielded a traffic volume of the order of 36770 vehicles (i.e. 33788 PCUs)

cxxxvii

The future traffic has been projected assuming a growth rate of 1.5 % per annum.

The estimates show that the future peak hour traffic on this road stretch would be about 4100 vehicles (i.e. 3683 PCUs) in 2011 while it is expected to touch about 4700 vehicles (i.e. 4235 PCUs) in 2021. Since the developments are expected to stabilize, it is expected that the peak directional flow would be about 55 % of the peak hour flow.

The journey speeds are around 40 - 42 kmph even during the peak hours. As such, the journey speeds during the off peak period are higher by about 5 kmph as compared to the peak hour flows.

It is estimated that the future V/C ratio would be around 0.61 in 2011 whereas it would be around 0.71 in 2021. This implies that LOS would reach the category „C‟ by 2021 which is quite acceptable.

Based on this study, it is felt that the capacity of Shantipath as it exists today would be quite adequate to cater to the future needs. Therefore, it is recommended to provide additionally only 1.5 m soft shoulders (on either side) immediately for the entire road stretch without any need for undertaking any road widening / capacity augmentation measures till 2021. However, it is mandatory to carry out the routine periodical maintenance and overlay works may be carried out as and when needed.

5100-10

3. Traffic & Transportation Studies for Surat city for 2014AD Date of Start: March 2004

(i) Central Road Research Institute, New Delhi (R) (ii) Surat Minicipal Corporation, Surat (S)

Present Status and Progress Volume-I, “Traffic Management Plans” final report has been submitted to SMC. The work on the Transportation System Planning for the horizon year is going on. Findings/ Conclusions Traffic Management Plans in terms of Pedestrians, and Cyclists facilities; Parking, and Intersections improvement plans are provided as a short term measure to mitigate immediate traffic problems. These are based on the following data collected through various surveys:

Traffic Flows with turning movements

Topography of the spot

Speed & Delay

Parking accumulation and duration analyses

Pedestrian and cycle traffic.

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Interim Conclusions Short-term measures are based on the present existing situations. Recommendations Intersections geometric designs, suggesting pedestrian, cycle, and parking facilities. Above recommendations have been and are being implemented by SMC.

5100-30/40

4. Economic Feasibility of Delhi Metro Extensions: Badarpur to Faridabad and Mundka to Bahadurgarh

Date of Start: November 2005 (i) Central Road Research Institute, New Delhi (R)

(ii) Delhi Metro Rail Corporation (DMRC), New Delhi (S)

Scope and Objectives To forecast the ridership on the proposed extensions of Delhi Metro to DMR towns of Faridabad and Bahadurgarh for horizon years 2011, 2016, and 2021. Methodology Secondary and primary data (within the Faridabad and Bahadurgarh towns) collected to upgrade the Traffic Zone System. The transportation models validated using the integrated public transport networks with generalized cost as the deterrence function. The travel demand for base year and horizon years (Public and Private Transport Trip Matrices) are synthesized using the models. The ridership on the proposed metro corridors is estimated with fare sensitivity analyses. Present Status and Progress The surveys, data analyses, and the estimation of the ridership has been completed. The draft final report of the study has also been submitted to DMRC. The discussions and feedback on the report is going on with DMRC. Significant Utilisation Potential

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The results of this study would be utilized to prepare the Detailed Project Report by DMRC.

5100-50

5. Fare Policy and Pricing of Public Transport Services– Study on Stage Carriages in Kerala

Duration: August 2004 to December 2005 National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram (R) Scope and Objectives (i) To find out the operational characteristics, the passenger load,

passenger lead, daily collection, and expenditures (fixed and variable cost) of stage carriage operations in Kerala.

(ii) To prepare a Price Index for Stage Carriage Operations (PISCO) for understanding the periodical movement of prices of vehicle operating cost, and other inputs for different types of stage carriage operations.

(iii) To determine the fare structure of various category of services of stage carriages and establish unit operating Cost of various types of services.

Methodology In order to obtain operational characteristics and revenue collection, a sample survey of Stage Carriage

Operators was conducted in selected five districts viz. Kollam, Ernakulam, Thrissur, Kannur and Idukki in

Kerala State. Two percent of the buses were selected on systematic sample basis. These bus operators were

contacted for detailed inventory of their records.

Details such as type of services offered, route length, fleet utilization, mileage or life of different

components etc., were collected in the structured questionnaire. In-board bus survey was conducted and the

information on tickets sold in different fare stages, passenger load for each fare stage, daily collections etc.,

were collected from the bus crew / operators.

Cost of operation of stage carriages were worked out based on both sample survey and also based on

standard cost modeling. The data for costing has been taken independently from the detailed study of

vehicle parts and its behavior during the economic life of the asset. The cost arrived from the cost model by

taking the product life cycle costs is further simplified to get a cost table. It is further linked to standard

price list obtained from dealers. Cost table acts as a desktop reference to arrive at standard operating costs.

Its strength is the system wise cost visibility. This cost table can be adapted as a standard base for

periodical updation of various vehicle-operating costs.

Conclusions The major conclusions, arrived at from the study, are

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The fixation of stage carriage fare so far has been on ad-hoc basis without any scientific

basis. PISCO provided a scientific base for revision of fare based on variation in operation cost.

The fuel mileage of stage carriages showed an improvement in the longer distance

operation. Long routes are covered by better roads and less number of stops.

As per the cost modeling, the total cost of operation for ordinary stage carriages works

out as Rs.18.78/ km consisting of 12.155/km as variable cost and Rs.6.63/km as fixed cost. The

cost calculations for fast passenger bus services works out to Rs 20.39 / km. consisting of Rs.

12.15 variable cost and 8.23 fixed cost.

The fare structure after arriving normal return on investment (average 11 percent returns

on equity) works out as Rs. 0.54 per passenger km for ordinary buses and Rs 0.59 per passenger

km for fast buses for a capacity utlisation of 75 percent. The respective fare for ordinary buses will

be Rs. 0.33 per passenger km and Rs 0.36 for fast services for a capacity utilization of 125 percent.

It is observed that the average number of passengers traveling per bus per trip in the state

is around 40. This amounts to almost 85 percent seating capacity of these buses. The fare rates

applicable at 85 percent capacity utilization including profit works out to Rs 0.48 per passenger

km for ordinary buses to Rs. 0.52 per passenger km for fast services. This is the recommended

fare structure for the state.

The cost modeling approach has clearly revealed that variable costs of operation almost

remains constant irrespective of the age of the vehicle if standard planned maintenance policy is

adhered to.

Quality of service which is depending upon the capacity utilization and supply gives

ample scope for research for planning of induction and withdrawal of services thus providing

room for healthy competition.


The cost model and the price index for stage carriage operations (PISCO) presented a clear scientific

methodology that would be helpful for taking decisions on revision of fare for stage carriages.

Limitations (i) Variations in load factor and daily fare collection due to uncontrolled

issue of permits in a particular route were not considered; (ii) Frequent fluctuations in fuel and other cost inputs and also the load

and lead parameters could not be realistically modeled; (iii) The competition from parallel services and their impact not studied; Reports/Publications Final Report on Fare Policy and Principle of Public Transport Services, NATPAC (being finalized)

5100-50

6. Feasibility Study for Improvement of Inter State Road of Economic and Social Importance between Thiruvananthapuram-Thirunelveli via Kattakkada and Ambasamudram

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Date of Start : June 2005 National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram (R) Scope and Objectives To assess the traffic potential and prepare an Economic Feasibility Report for development of a new inter state road between Thiruvananthapuram, the capital of Kerala and Thirunelveli, an important commercial city in Tamil Nadu.

Interim Conclusions The opening up of new direct route though does not add any distance advantage as compared to the existing route, it is expected to boost the economic development of the hinterland areas. The following major conclusions were drawn as a result of the study.

Two alternative links ie, i) via Kattakada and ii) via Nedumangad were considered for the analysis. For the economic analysis of Phase 1 the nominal traffic that is likely to be generated from the immediate influence area alone is considered. It is estimated that over 300 cars and 200 trucks will be using the phase 1 road immediately at 2006 level. The traffic originating and terminating in the influence area of Ambasamudram and Nedumagad towns will get an average distance advantage of 60 km as compared to the existing route. Other traffic such as buses, two wheelers are not considered for the analysis.

The vehicles are expected to grow at the rate of 6 to 8 percent per annum in the proposed road.

Preliminary cost of development like for the first alternative link via Kattakada will be Rs 99.73 lakhs/km and the same for the second link, via Nedumangad will be Rs. 102.27 lakhs/km

The project yields an attractive economic internal rate of return of above 20 percent and hence economically feasible.

5100-50

7. Fare Policy and Pricing of Public Transport Services- Study on IPT Modes

Date of Start : June 2005

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National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram (R) Scope and Objectives The main objectives of the study are:

To assess operational characteristics, load and lead factors, fixed and variable cost

expenditures and earnings of different types of taxis and autos:

To determine the minimum fare for taxis and autos:

To prepare a Price Index for Taxis and Autos Operations for understanding the

periodical movement of prices of various vehicle operating costs inputs for taxis

and autos:

To prepare draft fare policy and pricing structure for various IPT services:

Interim Conclusions As per the sample survey carried out in Kollam district,50% of the IPT vehicles are found

to be less than 5 years old, 18% belong to 5-10 years and 12% between 11-15 years old

and 18% of the vehicles were more than 15 years old. Among the new model vehicles,

50% of them are Tata Indica, Tata Sumo and Qualis makes.

The average fuel mileage for Ambassador Car is found to be 13 km/lit and that for

Tata Sumo is 12 km/lit, Tata Indica 16km/lit and Qualis 12 km/lit. The cost analysis from

the field survey revealed that the variable cost /km for different brands varied from Rs

3.21/- km for Tata Indica to Rs 4.08/- km for Qualis. The fixed cost/km varies from

Rs3.04/- km for Ambassador to Rs6.42/- km for Qualis.

27% of Autorikshaw surveyed were found to be less than 5 years old, 45% of the vehicle

5-10 years and 23% between 11-15 years. Only 4% of Autos were more than 15 years

old. The average mileage for Auto is found to be 29 km/lit. The average variable cost/km

is found to be Rs 2.52/- km, and average fixed cost/km is Rs2.45/- km.

Limitations The detected cost modeling and preparation of cost tables for main parts operating system are to be worked out.

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2. SAFETY AND ENVIRONMENT

SUMMARY

Research works reported in the area of Safety and Environment under the broad

area of Traffic and Transportation include, Road safety measures, audit and education,

Consulting services for road safety audit, Studies on accident costing, Comparative study

of Accident Risk Index (ARI), Study of two-wheeler accidents, Environmental Impact

Assessment (EIA) studies, Environmental impact of road transport, Road accident

modeling for highway development and management in developing countries, Study of

helmet preference, Use of seat belt by car users, Overtaking behaviour of motor vehicles

in urban areas and Study of spot speed in the city and rural sections of highways.


1. Road Safety in Metropolitan Cities / towns

2. Road Safety Audit

3. Road Safety Education

4. Environmental Impact Assessment Studies

5. Accident Studies and Costing

6. Road Accident Modelling

7. Overtaking Behaviour of Motor Vehicles

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5200-10

1. Road Safety in Metropolitan City, Ahmedabad Duration: March 2003 to May 2005 Gujarat Engineering Research Institute, Vadodara (R)


The research paper is submitted to IRC on 31-5-05.

The research paper is under compliance of points raised by the experts from IRC


The maximum accidents occurred nearby Railway Station and Ashram road.

The accident prone locations be co-related with Traffic intensity.

The future action plan for city is recommended to minimise accidents.

Limitations

No standard formula is applied for accident prone location.

Recommendations

The improvements and recommendations for accident prone locations will be suggested to AMC considering the present traffic for each road.

5200-10

2. Road Safety Measures on Vadodara-Dabhoi Road Passing Through SH-11

Duration: February 2004 to May 2005 Gujarat Engineering Research Institute, Vadodara (R)

Present Status and Progress The research paper is submitted to Government & IRC on 31-05-2005.

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Findings/Conclusions Six Accident prone locations are worked out and then by actual site visit of the locations remedial measures are suggested to minimise the accidents.

Conclusions

The conclusions have been drawn based upon the available information.

5200-10

3. Road Safety Audit for Selected Stretch in Inner Ring Road, Chennai

Duration: 2004 to 2005 Highways Research Station, Chennai (R, I) Present Status and Progress Scheme completed and Report prepared Findings/Conclusions The vehicles are plying with more speed than the speed restriction imposed by the Police Department. Overspeeding of the vehicles has to be checked periodically by the Police Department. Highways Authorities should erect proper sign boards and road markings and should provide good riding surface of the road. The combined effort of traffic Regulatory Authority and Highways Department will make the Inner Ring Road, accident free road. Recommendations

The overspeeding of the vehicles should be controlled by imposing strict enforcement measures.

Shoulders for the entire stretch should be maintained in good condition

The signals at Km 9/5 , 9/8, 10/4 and 12/7 should be made visible to the motorists as per IRC 93 - 1985

Truck laybyes should be provided for the entire reach wherever necessary.

The bus stops at Km 9/5, 10/4, 12/7 and 15/9 should be shifted at 75 m from the intersection as per IRC 70-1977

Bus lays, bus shelters and the seats must be provided as per IRC 70-1977

Kerbs should be provided for the entire stretch and it has to be marked as per IRC 35 - 1999

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Adequate maneuvering room for large vehicles should be provided at the intersection at Km 15/9.

Necessary sign boards as per IRC 67 - 2001 should be erected to warn the motorists about the hazards.

Lane Markings, Pedestrian crossings, Stopline, Direction arrows should be marked as per IRC 35-1999

The bus stops, bus depots, schools are located at the signal controlled junction at km 10/.4 (Anna Nagar Depot). The passengers from the buses to Anna Nagar Depot are made to alight at the junction itself creating unsafe situations particularly during the Peak hours. To avoid this, passengers must be made to alight inside the Bus depot.

Reflective devises must be placed for proper delineation.

The Electricity Board Transformer affecting the visibility at Km 10/8 should be shifted.

The minor bridge at km 12/9 which is on the edge of the carriageway must be widened in the direction towards Guindy.

The wornout service roads must be maintained in Good conditions

Unnecessary median openings causing endanger to the motorists must be avoided.

Medians must be marked as per IRC 35 - 1999

The accident zone marking at km 15/4 on both direction must be cleared since it does not confine to the code of road markings IRC 35 - 1999

5200-10

4. Safe Road to School – An Action Plan for Promoting Road Safety among School Children

Duration: January 2005 to December 2005


(ii) Kerala State Council for Science Technology and Environment (S) Present Status and Progress Safe Road to School Programme has been completed in 22 schools covering five districts of Kerala. Road Safety Education has been imparted to 1535 students and 69 teachers. Road Safety Action Plan and Report has been prepared for the selected schools. Implementation of the Action Plan is in progress. Findings/Conclusions The following are some of the findings of the study,

It was found from the Pre-Training Quiz that majority of the students (about 64%) lacked basic road safety education .

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In most of the identified location, the school surroundings are not safe for the children to walk safely due to lack of basic pedestrian facilities like footpaths, zebra crossings, road signs and markings, pedestrian guard rails, pedestrian signals, etc.,

As per the Student Travel Survey, the problem faced by majority of students were overspeeding (16%) and overcrowding of buses (15%).

Recommendations Further work identified for the next year is to conduct SRS programme in other regions in Kerala, develop road safety education material for different group of users, conduct post- improvement studies, bring in NGO’s to take up SRS programme, integrate SRS programme with Safe Community Programme for Panchayats and finally establish road safety clubs in schools. Reports/Publications As a part of the study, following road safety education booklets/handbooks were prepared: 1. Traffic Education and Road Safety for Children (English and

Malayalam) 2. Safe Road to School – Principles of Road Safety for Children

(English and Malayalam) 3. All About Lane Driving 4. Two Wheeler Driving Manual 5. Autorickshaw Driving Manual 6. Safe Cycling These books are circulated free of cost to different target groups in the State of Kerala.

5200-10

5. Consulting Services for Road Safety Audit of Western Transport Corridor

and East-West Corridor – Package A

Duration: June 2005 to December 2005

Central Road Research Institute, New Delhi (R)


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Completed


The primary objective was to ensure that the stretch operates as safely as possible. The

key objectives were to:

Minimize the risk of severity of crashes on the NHs/Expressways;

Minimise the risk of crashes on adjacent roads as a result of operation and

maintenance of NHs/Expressways;

Recognize the importance of safety in highway design to meet the needs and

perceptions of all types of road users and to achieve a balanced safety solution

Improve the level of awareness of safe design practices by all involved in the

planning, design, construction, maintenance and operation of Indian roads.

Study Area

The route comprised 748 km length from 42.8 km of NH-8 (south of Gurgaon) and passes

through states of Haryana and Rajasthan via NH-8, NH-79-A, NH-79 and NH-76 to the

border of Gujarat with Rajasthan on NH-8. The route comprised 12 sections.

Recommendations

The upgrading of the Western Transport Corridor – Package A which has occurred over

recent years has resulted in a substantial improvement in the engineering standards of the

infrastructure and a corresponding lift in standards of safety. Nevertheless, there are a

number of key areas for which the potential for further safety gains is substantial,

particularly by the application of contemporary best practice.

There are many site-specific recommendations in the twelve reports pertaining to each

section of the route, in addition to recommendations regarding standards and guidelines.

It is felt that implementation of following actions will have the greatest impact on safety

of the package A :

Flattening of side slopes of fill embankments so that they are traversable in the

event that a vehicle runs off the road.

For new projects or when upgrading National Highways to dual carriageways the

standards for shoulders be a fully paved width of 3 m

Upgrading delineation along the route by installation of edge lines adjacent to the

median (where not already provided, retro-reflective studs of lane lines, guide

posts with reflectors, reflectors on crash barriers and tactile edge lines on the left

of the carriageway; and

Moderating vehicle speeds in urban areas and habitations by the implementation

of a package of traffic calming measures.

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5200-10

1. Further Studies on Accident Costing (IMRA T-7)

Date of Start: September 2002

Gujarat Engineering Research Institute, Vadodara (R)


Accident cost worked out for three cities like Ahmedabad, Vadodara and Surat

The report is under progress Various costs of road accidents have been worked out.


Accident cost worked out for Fatal, Serious, Minor, Property Damage and damages to other vehicles.

Accident cost for Fatal Accident is Rs 4.10 Lacs, for Serious is Rs 1.80 Lacs for Minor Accident is Rs. 5000-00 and for Property Damage is Rs 1.20 Lacs.

Limitations

Cost of road accidents were drawn from available data from Insurance companies, workshops, hospitals & private companies.

5200-10

2. A Comparative Study of Accident Risk Index (ARI) for Various Districts of Gujarat State


Gujarat Engineering Research Institute, Vadodara (R) Present Status and Progress

Data collection regarding accidents, area, population, registered motor vehicles and the road length for the all 25 Districts in Gujarat State for the 7 Years was completed.

Data about factors affecting ARI values is completed.

Additional data collection & Analysis is in progress.

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Findings and Conclusions

ARI is highly co-related with severity i.e. No. of persons killed & injured.

Interim Conclusions

The conclusion about computation of ARI values & comparison of ARI values with different factors will be drawn for the available data only.

Recommendations Planning about new construction of roads will be suggested considering road safety aspects for Districts with high ARI values.

5200-10

3. Study of Two-Wheeler Accidents in Ahmedabad and Baroda City


Gujarat Engineering Research Institute, Vadodara (R)


Data collection from Ahmedabad and Baroda police

Stations are completed.

Analysis work is in progress.

Opinion survey of two wheeler riders for use of helmets are to be conducted in above cities.


The scheme is under progress

5200-10

4. Comparative Study of Accidents on N.H. 8 Passing from Baroda to Ahmedabad Districts


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Road accident data collection for 13 Police Stations is completed and for other 9 Police Stations is in progress.


The scheme is under progress.

5200-20

5. Environmental Impact Assessment (EIA) studies for Badarpur -

Faridabad and Mundka- Bahadurgarh corridors of Delhi Metro

Date of Start: November 2005

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

(ii) Delhi Metro Rail Corporation (DMRC), New Delhi (S)


The study involved assessment of environmental impacts related to location. design,

construction and operation of the project (proposed alignment of Metro along the

Badarpur - Faridabad and Mundka - Bahadurgarhgh corridors). The study includes base-

line data collection related to traffic, air, noise, soil , water and socio - economic

environment including Resettlement and Rehabilitation(R&R) Plan. The study further

includes modelling of air and noise pollution levels for pre-construction and post

construction (i.e., operational phase) of the proposed metro corridors), Evaluation of

impacts, Preparation of environmental mitigation and management plans for negative

impacts (i.e., Environmental Management Plan; EMP) and identification of structure/

persons affected by land to be acquired for the project (i.e. Project Affected Persons or

PAPs).

Baseline studies including Data analysis and interpretation related to Air, Water, Noise,

Socio – economic and Green cover completed, Modelling related to Air Environment (

Caline-4) and Noise environment (CoRTN) completed, Draft Report Submitted to

DMRC (March, 2006).

Findings/ Conclusions

The Draft - Final Report along with the Executive Summary has been submitted to

DMRC in May, 2006. The report delineates various environmental impacts (Positive

as well as negative) impacts of the proposed metro corridor(s) along with the

Environmental Management Plan (EMP).

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The EIA report further highlighted the likely adverse environmental impacts on water

environment (water demand/requirements) and Biological environment (trees along the

corridor) due to the proposed activity and suggested appropriate EMP for the same to

minimize their environmental impacts.

Limitations

Like any other EIA studies, the present study has been carried out with the limitation of

time and only limited no of parameters likely to be significantly affected due to the

proposed activity has been considered.

Recommendations

Based on the EIA report detailed EMP has been delineated to minimize the adverse

/negative environmental impacts due to the construction and operation of the proposed

metro corridor(s).

5200-20

6. Environmental Impact of Road Transport (CSIR Network Project)


Central Road Research Institute, New Delhi


The project has following distinct objectives:

(i) Preparation of revised Environment Impact Assessment (EIA) guidelines for roads and highways (Task P-I )

(ii) Simulation of urban road traffic and environment (Task P-II) (iii) Evolving appropriate emission factors for line sources in urban areas (iv) (Task P -III) (v) Application of Advanced Pollution Dispersion Modelling System (APDMS)

for apportionment of air quality to line sources (Task P -IV )

Progress made so far:

(i) Critical review of available national and international EIA guidelines has been

accomplished and Draft report has been prepared.

(ii) Estimation of vehicular emission loads by the IVEM(International Vehicle

Emission Model) and CPCB method (based on the actual traffic volume plying on

the roads and using CPCB emission factors) is under progress: likely to be

completed by September, 2006.

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(iii) Selection of test route and field studies for driving cycle and evolving appropriate

emission factors has been completed and the equipments required for the study

i.e.. on – Board Emission Analyser has been procured and field studies are under

progress.

(iv) Test run/demonstration done with ADMS (Air Pollution Dispersion Model) being

used for the development of dispersion modelling framework suitable for city-

specific traffic and meteorological conditions.

Findings/ Conclusions

Though there are certain guidelines prescribed and documented by the Ministry of Environment and Forest (MoEF) and Indian Roads Congress (IRC) for evaluating the environmental impacts of highway projects. These guidelines have limitations due to their qualitative and generalized approach and are inherently incapable of forecasting long term changes. Certain key issues are either missing or overlooked in our Indian context. Therefore, in the present context it becomes necessary to draft a modified set of guidelines specifically dedicated to roads /highways projects. Motor vehicles possess the principal polluting potential in deteriorating the urban air quality. However, the link (relationship) between tailpipe emissions invariably falls short of explaining the resultant air quality. The shortcoming may be at two levels; mass emission factors, and predictive modeling tools. The vehicle – specific (category/type) mass emission factors derived from simulated laboratory tests (driving cycle), and expert judgment criteria are used for estimation of vehicular air pollution load calculations and as input parameter for predictive modeling. However, the actual driving conditions vary significantly from the standard testing protocol and results in variation in emission estimates. It has been established that the emissions are higher during actual urban traffic conditions. Thus, it is essential to systematically measure the average mass emissions of important (selected) pollutants for selected categories of vehicles on predetermined test route (Delhi as a case study) covering dynamic traffic situations of urban area. Further, as of now, there are no serious studies towards the development of atmospheric dispersion models in India. Efforts should be made to calibrate the models developed elsewhere for Indian conditions or and also to develop indigenous capability in atmospheric dispersion modelling. The model hence developed / calibrated would be capable of addressing the pollutant contributions from different sources so as to arrive at appropriate source apportionment.

Limitations

The emission factors for in - use vehicles by using on – board emission measurement

analyzer needs to be determined on the basis of city traffic conditions as prevalent in

most of the Indian cities, as against the Delhi -specific traffic conditions presently

envisaged, for wider applications.

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Recommendations

The proposed EIA guidelines for roads/highways projects needs to be critically

examined/reviewed by implementing agencies like MoEF, CPWD, State PWDs and

NHAI for its applicability and usefulness under different terrain , land – use and traffic

conditions.

Reports / Publications

Reports 1. Vehicular Pollution monitoring at selected Intersections in Delhi, Sponsored by

Society of Indian Automobile Manufacturers (SIAM) New Delhi

2. Environmental Impact Assessment (EIA) Studies for Badarpur- Faridabad and

Mundka - Bahadurgarh Corridors of Delhi Metro, Sponsored by Delhi Rail Metro

Rail Corporation (DMRC) New Delhi

Publications

1. Sharma, N., Chaudhry K.K., and Chalapati Rao C.V. (2005). Vehicular Pollution Modelling in India. Journal of the Institution of Engineers (India), 85: 46-63. (SCI Journal)

2. Sharma,N., Chaudhry K.K., and Chalapati Rao C.V.(2005) Vehicular pollution modelling using artificial neural network technique: a review . Journal of Scientific and Industrial Research, 64: 637-647.

3. Sharma,N., Chaudhry K.K., and Chalapati Rao C.V.(2005). Study of the vehicular pollution dispersion phenomena in an urban street canyon by using Environmental Wind Tunnel (EWT) technique , Indian Journal of the Environmental Management, 32 (13): 190-203

C. NEW PROJECTS

5200-10

1. Road Accident Modelling for Highway Development and Management in Developing Countries

Duration: December 2004 to August 2005 (i) Indian Institute of Technology, Madras (R,C) (ii) Transport Research Laboratory, United Kingdom (S)

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To improve transport safety and to reduce impact of accidents on people in rural and urban areas.

To provide reliable predictors of road accidents for highway development models used in the planning of new and upgraded roads.

To provide a new road safety component in the HDM-4 model. Methodology The project aims at modeling road accidents as a function of exposure and roadway characteristics. 500 km road length has been selected for the study, which includes National Highways, State Highways, Major and Other District Roads and Hill Roads in urban and rural locations. Kilometer wise accident data on the selected road stretches, for the past three years, has been collected from police records. Other data including traffic volume, width of pavement/shoulder, condition of pavement/shoulder, condition of signs/markings, sight distance at curves, roadside friction due to pedestrian activity, type and proximity of off-shoulder hazards and number of public/private accesses have been collected through field surveys. As the data includes variables of both quantitative and subjective nature, accident frequency is being modeled using Generalised Linear Modelling (GLM) technique. Conclusions

Empirical road accident prediction model developed by analyzing the data statistically, using Generalised Linear Modelling (GLM) technique, can be used to predict accidents scientifically.

The road accident prediction model developed was statistically tested and validated.

The road accident prediction model gives the expected number of accidents based on classified vehicular traffic, number of accesses to the road, condition of the road and prevailing cross-sectional hazards.

Increase in number of fast moving vehicles like cars, buses and small trucks causes increase in expected number of road accidents.

Presence of public and private access causes increase in road accident probability, with public access having a higher impact on accident occurrence.

The varying conditions of carriageway/shoulder and varying levels of cross-sectional hazards have varying impact on accident probability of the road.

The road accident prediction model can be used by transportation engineers in evaluating alternate highway designs, duly considering the accident potential due to various elements.

Significant/Utilisation Potential

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The final model will provide a new road safety component in the HDM-4 model. Reports/Publications 1. Lt. Col. Balachandran, G. (2005), „Road Accident Modelling for Two Lane

Undivided Rural Highways Under Mixed Traffic Flow Conditions‟, M. Tech. theis report (unpublished), Indian Institute of Technology Madras, Chennai.

2. Lt. Col. Balachandran, G., Dinu, R. R., Srinivas, C.,and Dr. Veeraragavan, A., “Road Accident Modelling For High-Speed Highways Under Mixed Traffic Flow Conditions”, Proceedings of Seminar on High Speed Corridor Projects, Indian Roads Congress, New Delhi, 23rd – 24th September, 2005.

5200-10

2. Study of Helmet Preference in Thiruvananthapuram and Cochin Cities



(ii) Kerala State Transport Projects/ (S) Scope and Objectives The objective of this study is to assess the proportion of two wheeler riders who use helmet, percentage of helmet ownership, characteristics of helmet and non-helmet users, reasons for choosing a particular helmet, problems faced in the usage of helmet and to recommend suitable enforcement measures. Methodology The methodology of the study consists of assessing the behavioural aspects of Two – Wheeler rides, through opinion surveys, analysis and compilation of the final report. Conclusions (i) It was observed that nearly 63% of two wheeler riders possess helmets in

Thiruvananthapuram City. Of these, hardly 8% of two wheeler riders use helmets regularly.

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(ii) In the case of Cochin City, over 75% of bike riders posses helmets, of which, only 28% of two wheeler riders use helmets regularly.

(iii) It was found that the nearly half the number of bike users in Thiruvananthapuram City did not favour helmet due to “Lack of Air Circulation”. Similarly, more than 38% of users did not wear helmet in Cochin due to non – enforcement by the authorities concerned.

(iv) Majority of the respondents (55%) preferred the lightweight helmet in Thiruvananthapuram City. In the case of Cochin City, majority of the respondents preferred sturdy model of helmet.

(v) Some of the reasons given for not wearing helmets were: difficult to carry the helmets, the hot weather makes it difficult to wear the helmets, possible uneasiness while using helmet, use of cell phone becomes difficult when wearing helmet etc.

(vi) The respondents in both cities agreed that helmet wearing should be made compulsory and it should be enforced in a sustainable way.

Significance/Utilisation Potential This study helped in identifying the reasons for not wearing helmet and type of actions needed to make helmet – use a regular phenomenon. Recommendations Further study is needed on other cities to critically analyse the reasons for not wearing helmet and to recommend appropriate actions for voluntary use of helmets by all two – wheeler users in the country.

5200-10

3. Use of Seat Belt by Car Users in Thiruvananthapuram and Cochin City



(ii) Kerala State Transport Project (S)


The main objective of the study is to find out the level of usage of Seat belt in the cities

of Thiruvananthapuram and Cochin.

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Methodology

Study methodology consists of literature review, selection of survey locations, preparation of survey format, data collection and analysis and report preparation. Interim Conclusions

The following were some of the findings of the study, (i) In Thiruvananthapuram City, the percentage of drivers wearing seatbelt

was 2.01%. The overall percentage of usage of seatbelt by both passengers and drivers was merely 4%.

(ii) In Cochin City, the percentage of drivers wearing seatbelt was 1.2%, and

the overall percentage of usage of seatbelt by both passengers and drivers was 1.8%.

(iii) According to opinion survey conducted in Trivandrum and Cochin Cities,

the reason for not wearing seat – belt while driving Four – Wheelers are:

29% stated that it was not enforced

25% informed that the car in which they travel did not have the provision of seat – belt

22% did not favour its use due to short trips within the city

19% of car users felt that it restricts their driving skill

5% of car drivers opined various other reasons Ninety percent of the respondents are not aware that wearing seat – belt while driving is compulsory. Some of the other reasons for not wearing seat – belts are: wearing seat – belt is not comfortable, seat – belt restricts free movement of the driver etc.

5200-10

4. Overtaking Behaviour of Motor Vehicles in Urban Areas



(ii) Kerala State Transport Project/PWD, Kerala (S)


The objective of this study is to study the behaviour of motor vehicles overtaking from

left side, overtaking from right side by crossing the central yellow line and overtaking

from right side but without crossing the central yellow line.

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Methodology

The methodology of the study consists of literature review, design of survey formats, field survey, data analysis and compilation of report.

Interim Conclusions

It was found from the overtaking survey that even though yellow lines are marked at the centre of road, vehicles cross the yellow line for overtaking on straight stretches as well as on curves. The following are the summary of findings of the study,

The average percentage of vehicles overtaking from the right side by crossing the yellow line in the morning peak period was 13%.

The average percentage of vehicles overtaking from the right side by crossing the yellow line in the evening peak period was 9%.

Among the types of vehicles, Cars/Jeeps/Taxies perform maximum overtaking

manoeuvres crossing the yellow line marking.

5200-10

5. A Study of Spot Speed in City and Rural Sections of Highways



(ii) Kerala State Transport Project/PWD, Kerala (S)


The objectives of the study are to measure the spot speed at different locations during peak hours and school opening / closing times, to compare the spot speeds at different locations like school zone, hospital zone, commercial zone etc. and to suggest measures to control and regulate speeds in front of various zones

Methodology

(a) Measurement of Spot Speed

The simplest method of determining the spot speed is the direct timing procedure. Two reference points are marked on the pavement at a suitable distance apart and an observer starts stopwatch as a vehicle touches the starting point and stops the watch when the vehicle touches the end point. From the known distance and measured time intervals, spot speed is calculated.

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The recommended base lengths for different speed of traffic stream are given below in Table.

Recommended base lengths for spot speed survey

Average Speed of Traffic Stream (K.P.H) Base Length (Meters)

Less than 40 27

40 to 65 54

Greater than 65 81

(b) Volume Count

Manual method is used for counting the classified traffic volume, which was converted into Passenger Car Units (PCU).

Interim Conclusions

The findings of the study are: Average spot speed at School zone in Trivandrum City is 36 km/h during

peak hour and 40 km/h during school timings The spot speed at school zone in suburban area is 48km/h The spot speed at hospital zone in rural section is 37 km/h The spot speed at business zone is 47km/h

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VI. RESEARCH WORK DONE IN ACADEMIC INSTITUTIONS RELATED TO THESIS WORK

A. HIGHWAY PLANNING, MANAGEMENT, PERFORMANCE

EVALUATION AND INSTRUMENTATION

1100-10

1. Methodology for Planning and Evaluation of Rural Road

Network: An Integrated Functional Accessibility Approach

Duration: 1999-2005

Indian Institute of Technology, Delhi (R) Scope and Objectives The main objective of the study is to evolve a comprehensive methodology for planning and evaluation of rural road network. The specific scope and other objectives are:

To review the network planning, project appraisal methods and evaluation techniques adopted worldwide for selection and prioritizing of rural roads.

To study the planning practices adopted at macro and micro level for development of rural roads in India and its implications on socio-economic development.

To evolve a methodology for selection of best link options for unconnected villages at Block level.

To develop investment options and ranking of the rural roads based on the criteria of accessibility and economic benefits.

Methodology The present study reviewed the historical aspects of network planning and project appraisal methods and proposed a methodology to evaluate the rural connectivity at block level. This approach is based on functional accessibility of villages with the hypothesis that the population of the unconnected villages will have to travel to the nearest major centres using the existing tracks or fair-weather roads to access the functions that are missing in their villages. The optimum routes for connectivity of unconnected villages are selected based on the shortest path techniques. The accessibility values of the routes are estimated based on the modified gravity and settlement interaction approaches. The selected links/routes are further evaluated by applying economic analysis, using the Road Economic Decision (RED) model, to determine the appropriate options for investment interventions. The methodology developed has been applied to Rajgarh Block of Churu district in Rajasthan as a case study by developing the database and analysis in GIS environment.

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Findings and Conclusions The integrated functional accessibility approach, suggested at block level, is useful for preparation of block level master plan for rural roads. The routes for connecting the unconnected villages are evaluated using the cost-effectiveness approach, i.e. access benefit-cost ratio as well as the cost benefit analysis for determining the needed investment interventions. Ranking of rural road projects can be carried out using this methodology. Reports / Publications

Kanagadurai, B. “Methodology for Planning and Evaluation of Rural Road

Network: An Integrated Functional Accessibility Approach”, Ph.D Thesis

(Unpublished), Indian Institute of Technology Delhi, 2003.

1100-20

2. Quantification of Benefits due to Pavement Preventive Maintenance Strategies

Date of Start: August 2005 Indian Institute of Technology Madras, Chennai (R)

Scope and Objectives The present study is aimed to quantify the benefits of timely preventive maintenance. The data on road geometrics, pavement conditions, roughness, deflection and traffic are collected for a typical state highway and a National Highway. The structural and functional conditions need of the sections were evaluated. The short term and long term cost effectiveness are calculated for various preventive maintenance strategies. The optimal timing of preventive maintenance and the effects of benefit cutoff values for various preventive maintenance strategies for a typical pavement section is computed. The main objectives of the present study are to-

Quantify the benefits due to application of various preventive maintenance techniques

Evaluate the short term and long term effectiveness of the preventive maintenance techniques for the pavement sections

Quantify the effect of benefit cut-off values for different preventive maintenance techniques

Decide the optimal timing for the application of preventive maintenance techniques Methodology (i) Review of literature and identification of lacuna in research by analysis of data viz. traffic,

Benkelman beam deflection, roughness survey and pavement condition (ii) Ranking and homogenization of pavement sections of the study stretch based on

structural and functional condition data (iii) Performance prediction using appropriate deterioration models

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(iv) Quantification of benefits and calculation of effectiveness of typical preventive maintenance strategies over the service life of the pavement by cost-effectiveness index and by road user cost

(v) Evaluating the effect of benefit cut-off values on preventive maintenance treatments (vi) Computation of the optimal timing of the preventive maintenance strategies

Findings and Conclusions (i) The life of the pavement can be extended by the application of appropriate preventive

maintenance treatments. (ii) The optimal timing for the application of preventive maintenance treatment varies with the

type of treatment and the volume of traffic. (iii) The benefit cut off factor has major impact on the cost effectiveness of the treatment. It

can be seen from the analysis that maintaining the pavement too early or too late is not beneficial. From the analysis the benefit cut-off value for roughness of 2500 mm/km has the maximum benefit.

(iv) As the initial deflection value increases from 0.4 mm to 0.6 mm the do-nothing service life of the pavement decreases from 6 years to 5 years for National Highway section.

(v) Thin overlay preventive maintenance strategy is most cost effective for highways carrying traffic from 5000 cvpd to 6000 cvpd.

(vi) The benefits per unit agency cost for different preventive maintenance treatment depends on the trigger point of the functional parameters and the cost of the treatment.

(vii) The ranking of treatment obtained from road user cost method and cost-effectiveness method (viz.by calculating area under the curve) are almost same.

1100-21

3. Road Condition Evaluation, Prioritization, and Optimal Resource Allocation for Highway Maintenance at Network Level

Duration: July 2001 to April 2005 Indian Institute of Technology, Kanpur (R, I) Scope and Objectives The main objective is to maximize the improvement in the highway conditions, for a given highway network system, through diverse maintenance activities, while remaining within the limits of available resources. Methodology A three-module system for the optimal network level highway maintenance system is proposed in this work and discussed in the following: (1) Evaluation module: The distress conditions that should be evaluated for each of the sections, in order to characterize the health of the section, are: (a) Structural conditions: It proposes a statistical model, by using the pavement performance data available from the long term pavement performance (LTPP) database of the US Department of Transportation, to evaluate the structural condition of existing pavements from two distress parameters, namely, fatigue cracking and rutting; (b) Traffic safety conditions: Traffic safety conditions are evaluated on the basis of traffic accidents rate, which can be easily obtained from the accident records; (c) Traffic operations conditions: Traffic operation conditions are evaluated on the basis of traffic volume and capacity of the highway facility , volume data can be collected and capacity can be

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estimated using standard procedures; (d) Riding quality conditions: The conditions of a pavement surface affect the riding quality. Pavement surface may be fractured (cracking etc.), distorted (rutting, corrugation, etc.) or disintegrated (raveling pothole, etc.). (2) Maintenance urgency determination module: Methodology is suggested to determine the urgency of maintenance requirements at various sections of a network. It is felt that the resources should be allocated based on the urgency associated with the maintenance requirements at various sections. This urgency for maintenance is determined considering present and predicted future distress conditions (assuming nothing is done now) as well as social and political importance of the highway sections. The various factors and sub-factors affecting the urgency are arranged in a hierarchical structure. The impact of each factor is determined from a countrywide survey of experienced transportation professionals using the analytic hierarchy process (AHP). The hierarchical structure developed to determine the maintenance urgency of sections is also used to determine an index which can be utilized to prioritize sections for maintenance. (3) Maintenance activities selection module: It is used to develop a method which will determine that which maintenance activities are to be carried out at which section so that the health of the network is maximally improved within the available resources. The method should take into account the urgency of maintenance at various sections while determining the activities. In this work the above problem is viewed as an efficient resource allocation problem and is formulated as a 0-1 integer-programming problem. This model requires the following as input (1) extent of improvement in distress condition due to implementation of a given task at a given section, (2) estimation of resource requirements for each activity for a given section, (3) the availability of various resources, and (4) the urgency of maintenance of each section. The output of the model is the various activities, which should be undertaken at different sections. Findings and Conclusions Simple models are proposed to evaluate fractured surface conditions, distorted surface conditions and disintegrated surface conditions of highway pavements on the basis of fractured surface area, distorted surface area, and the disintegrated surface area, respectively. A rational approach is proposed to determine the urgency of maintenance at highway sections considering the present and future conditions, highway class, and importance of the highway to the community and the political importance. An optimization formulation is suggested for selecting the most effective maintenance activities of individual sections for overall structural and functional improvement of the roads of the given network.

1100-21

4. Pavement Network Optimization for Maintenance and Rehabilitation


Indian Institute of Technology Madras (R, C) Scope and Objectives In India, an increasing proportion of the roads are showing premature failure due to increased magnitude of wheel load applications and lack of scientific maintenance and rehabilitation (M&R) management methods.

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Formulate an optimization framework for Maintenance Management at the network level including identifying percentage of roads in each category requiring a given maintenance action to determine optimal timing and allocation of funds at the project level.

Develop and Implement a solution methodology for selected Road Networks.

Investigate the joint influence of traffic growth rate and deterioration on optimal maintenance policies.

Methodology The proposed research is planned to develop an optimization model, for the allocation of resources for M&R of highway pavements and estimation of the optimal expected annual cost of M&R activities. This approach applies a discrete-time Markovian model to predict pavement performance with the inclusion of pavement improvement resulting from M&R actions. The optimization can be performed using network flow algorithms, to minimize the cost of M&R activities per annum and maximize the benefits. The network level and project level planning are combined into single framework, which helps to integrate financial planning, program planning and design of M&R actions. Using this approach the designer is able to select the project candidates, optimum overlay timing and thickness and optimum maintenance treatments to keep the pavements in pristine condition.

1200-30

5. Structural Evaluation of Airfield Pavements Date of Start: May 2005 Indian Institute of Technology, Kharagpur (S,I) Scope and Objectives The broad objective of the study was to propose a methodology for PCN evaluation of rigid and asphalt overlaid rigid pavements. Evaluation of the methodology currently practiced for reporting PCN was also another objective of the work. Methodology

Structural evaluation of some airfield pavement sections was done using Falling Weight Deflectometer (FWD). The load transfer efficiency of the pavement slabs was evaluated using measured deflections and its effect on PCN was studied. Back-calculation of effective moduli of in-service pavements was performed using measured deflections by FWD. Findings and Conclusions (i) A methodology was proposed for PCN evaluation of rigid and asphalt overlaid rigid

pavements using Falling Weight Deflectometer. (ii) A program AFPCN was developed for back-calculation of elastic modulus of rigid/HMA

overlaid rigid pavements and for PCN evaluation of such airfield pavements using FWD data.

(iii) Back-calculation results of the program were validated using ANSYS. The PCN values obtained were found to be reasonable and consistent with the structural data of the pavement.

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1300-10

6. Effect of Varying Calibration Factor on IRR, VOC

Date of Start: January 2006 School of Planning and Architecture, New Delhi (R) Objectives (i) To review the literature relating to the pavement performance models in general and

effect of cracking, raveling and rutting on life cycle cost of pavements (ii) To study operation of HDM-4 model and identify the various factors that require

calibration for local conditions (iii) To calibrate the sensitive parameters of HDM model that has maximum bearing on the

pavement performance and life cycle cost and to calibrate the sensitive parameters w.r.t, pavement deterioration model, so as to achieve simulated values of deterioration

(iv) To identify and prioritize calibration parameters needed as part of future research for prevailing pavements and traffic conditions

Methodology The project started with collection of initial input data. Then the pavement strength parameters and the amount of change in each surfacing distress mode during the analysis year were computed. Various checks were done for total damaged/undamaged carriageway surface area, and the amount of each surface area mode, surfacing distress mode and average value for the year, change in deformation stress were determined. Calibration was done taking default values for distress, i.e. 1, and the corresponding values for VOC and IRR were computed. Findings and Conclusions (i) Under default conditions two interventions are required for all alternatives (ii) For calibrated model four interventions required for R-BC and R-SDBC and 3 each for

four stages. (iii) Considering the IRR to be maximum for R-SDBC out of all the alternatives is chosen as

the PMMS criteria, at the intervention period of 2004, 2009,2013 and 2017 (iv) By changing the cracking calibration factor of 0.5 a variation of 0.13% - 2% in the RUC is

observed for a stretch of 3 kms.

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7. Laboratory Performance Evaluation of SBS Polymer Modified Bituminous Concrete Mixes

Date of Start: August 2005 Indian Institute of Technology Madras, Chennai (R, C) Scope and Objectives

Carry out various tests on conventional bitumen and polymer modified binder

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Compare the rutting parameter of unaged samples and thin film oven residue of both binders

Determine optimum bitumen content and polymer modified binder content for bituminous mixes

Carryout indirect tensile tests on bituminous mixes

Carryout fatigue tests on cylindrical specimens with and without modifier

Study the effect of variation in load and temperature on the fatigue behaviour of bituminous mixes

Develop fatigue prediction equations for bituminous concrete mixes with conventional bitumen and modified binder

Methodology

The laboratory tests have been carried out on 60/70 grade bitumen and SBS based polymer modified bitumen (PMB70) in the present study to achieve the objectives mentioned hereinbefore. The Marshall mix design has been carried out for Bituminous concrete (BC, Grading 1) to determine the optimum bitumen content for both binders. The complex shear modulus and phase angle for the two binders i.e. 60/70 grade bitumen and PMB – 70 on unaged and TFO aged samples have been determined by dynamic shear rheometer. This has been

done with a view to evaluate the rutting parameter (G* / Sin ). The fatigue tests have been carried out on the “Repeated Indirect Load Test Equipment”. The cylindrical specimens with both binders have been prepared separately at optimum binder content obtained by Marshall mix design and tested to study the effect of variation of load and temperature. The regression analysis has been carried out using SPSS software to develop equations to predict the fatigue life taking initial tensile strain as the independent variable. Findings and Conclusions (i) SBS polymer modified binder is found to have a high elastic recovery of 79%. (ii) Modified binders have better age resistance properties. The loss in weight on heating in

thin film oven is 6 times higher in case of 60/70 grade bitumen. (iii) Modified binders show increased viscosity at a given temperature. The viscosity of 60/70

grade bitumen at 1350C is 3.93 poise which is approximately equal to the value of 3.97

poise for PMB-70 at 1500C. This shows that the mixing and laying temperatures for

polymer modified binder should be higher by approximately 150C.

(iv) SBS polymer modified binder shows 150 to 370% increase in rutting resistance of the binder.

(v) Marshall stability of the mix increases by 27% when polymer modified binder was used. (vi) The indirect tensile strength of the bituminous concrete mix prepared with SBS polymer

modified binder is 20% higher at 300C.

(vii) Resilient modulus of the mix prepared with SBS polymer modified binder is 19 to 30% higher at the test temperatures of 30 to 40

0C.

(viii) The tensile strain increases by 83% with increase in temperature from 30 to 400C and the

increase in tensile strain reduces the fatigue life of the mix. (ix) At constant tensile stress and pavement temperature, the fatigue life of the SBS polymer

modified bituminous concrete mix increases by 95% to 360%. The magnitude of increase in fatigue life, however, decreases with increase in tensile stress.

(x) Overloading of vehicles upto 20% causes 30 to 40% reduction in life of the pavement.

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B. PAVEMENT ENGINEERING AND PAVING MATERIALS

2100-20

1. An Investigation on Bitumen Modified with Shredded Bi-Cycle Tires

Date of Start: May 2005 Indian Institute of Technology, Kharagpur (R) Scope and Objectives The main objective of the work was to study the effect of tire shred concentration on the properties of the modified binder and the changes in the properties of the mixes with the modified binder to find the optimum binder content. Methodology Testing of DBM mixes with modified binder limited to Marshall testing, Static indentation, Static indirect tension test and repeated loading indirect tension test for Modulus of Resistance (MR) determination Findings and Conclusions

(i) Performance of bi-cycle tire shred modified binder was superior to that of unmodified

80/100 grade bitumen (ii) Optimum tire shred concentration was around 15% by weight of bitumen (iii) The Modulus of resilience of the DBM mix with tire shred modified binder was very high

compared to that with 80/100 bitumen, material saving up to 40% can be achieved when modified binder was used instead of 80/100 binder

(iv) A methodology was developed for preparation of bi-cycle tire shred modified binder

2200-10

2. Viscometric Studies of Straight Run Bitumen Date of Start: August 2004

Indian Institute of Technology Madras (R, C) Scope and Objectives To characterize straight run bitumen with nonlinear viscoelastic model Methodology

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Laboratory Experiments: Creep Recovery, Stress Relaxation and Oscillatory loading on Straight Run Bitumen in a Dynamic Shear Rheometer will be carried out and the straight run asphalt will be characterized using non-linear visco-elastic models.

2200-10

3. Studies on Fatigue Behavior of Polymer –Modified Bituminous Concrete Mixes


Indian Institute of Technology Madras (R, C) Scope and Objectives (i) To evaluate the physical properties of polymer modified binder and mixes (ii) To study the mechanical properties of bituminous concrete mixes such as indirect tensile

strength, resilient modulus and fatigue tests for failure (iii) Development of empirical relationship from neat and polymer modified bituminous

concrete mixes. (iv) Characterizing crack growth behavior for polymer modified concrete mixes with fracture

mechanics approach. Methodology

Neat bitumen binder and binder modified with SBS (STYRENE –BUTADIENE STYRENE) will be tested in the laboratory for different tests at varying temperatures and load conditions. Empirical approach has been considered for crack initiation and fracture mechanics approach was studied for crack propagation of polymer modified bituminous concrete mixtures. Findings and Conclusions (i) Use of SBS polymer in neat asphalt binder significantly reduces its penetration value,

increased its elastic recovery and softening point value. (ii) The mix strength parameters such as tensile strength and Marshall stability values of the

SBS modified asphalt mixes were higher by 21 % and 25% respectively when compared to neat asphalt mixes.

(iii) The tensile strength ratio was observed to be higher for SBS modified mixes by 5% than neat asphalt mixes. This indicates improved resistance to moistures susceptibility. Also the retained stability value of SBS modified asphalt mixes is higher than neat asphalt mixes by 22%

(iv) The resilient modulus of polymer modified asphalt mixes was about 2 to 2.5 times that of the neat asphalt mixes.

(v) The fatigue life of SBS modified asphalt mixes was 2.1 to 2.4 times higher than that of the neat asphalt mixes.

(vi) Specimens compacted with gyratory compactor had higher fatigue life and resilient modulus than Marshall compacted specimens due to better reorientation of aggregates.

(vii) The reduction in resilient modulus values for neat asphalt mixes due to increase of temperature (30 to 40

0C) ranges from 34 to 41 percent and 25 to 29 percent for Marshall

and SGC compacted specimens, respectively.

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(viii) For SBS Modified mixes, the reduction in resilient modulus values due to increase in temperature(30 to 40

0C) was 23 to 27 percent for Marshall and 21 to 28 percent for SGC

specimens, respectively (ix) The accumulation of horizontal plastic deformation(HPD) and vertical plastic deformation

( VPD)as a function of number of cycles was observed to be higher for neat asphalt mixes than SBS modified asphalt mixes

(x) Crack speed index (CSI) was found to be less for SBS modified asphalt mixes. This means rate of crack propagation is slow in case of SBS modified asphalt mixes when compared to neat asphalt mixes.

(xi) For the constant number of cycles, at the constant temperature, crack length was found to be higher for neat asphalt mixes than SBS modified asphalt mixes.

(xii) The laboratory results obtained from this study show the superiority of SBS modified asphalt mixes in terms of fatigue life, resilient modulus and crack propagation over the neat asphalt mixes. Thus polymer modified mixes can be recommended for National Highways where traffic volume is substantially high.

2200-10

4. Utilization of Polymer Waste in Construction Industries (Road Construction)

Date of Start: April 2005 Central Road Research Institute, New Delhi (R) Scope and Objectives The objective was to improve the quality of bitumen binder using polymer wastes, to optimize the composition of plastic waste used in blend to meet the required specification and to develop a technology for utilization of waste samples in road construction,

Methodology Appropriate quantity of non- biodegradable plastic wastes of Polyolefin group were added to hot melt bitumen to get the plastic- bitumen blends. These blends were characterised as per the BIS – 15462 to assess the grade of waste thermoplastic modified binders as well as their compliance with the specifications. Fourier Transform Infra Red Spectroscopy (FTIR) was obtained of polymer used, cross linking agent used, polymer modified bitumen and plain bitumen samples, so as to get some idea of reaction mechanism. Scanning Electron Microscopy (SEM) was also done of these samples to find out the morphological structure of polymer modified bitumen. This helps us to know the dispersion of polymer phase in bitumen. Delhi Marshall Samples were prepared with varying composition of bitumen. Properties of these samples were determined to find out optimum binder content for this proportion of aggregate. Properties like, Marshall Stability, flow, indirect tensile strength, retained stability and creep behaviour were tested and results obtained were compared with the samples prepared with plain bitumen. Test results indicated improved tensile strength and stability of BC mixes

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The exhaustive laboratory investigation on neat and modified Bitumen indicated significantly improved softening point and penetration value. This clearly indicates better performance of polymer modified bitumen at varying temperature conditions. Improvement in Marshall Stability and indirect tensile strength of modified mixes indicates good performance of polymer modified bitumen after laying on roads. Higher resistance to permanent deformation in terms of lower accumulated strain and higher creep modulus of modified mixes than conventional mixes was observed by creep test.

2200-20

5. Constitutive Modeling of Pavement Materials Date of Start: January 2005

Indian Institute of Technology Madras (R, C) Scope and Objectives

To develop models that predict the behavior of pavement materials.

To characterize the behavior of materials used in pavement constructions.

Carryout experiments on granular material similar to the one used in Wet Mix Macadam, analyze the results and create a model for it.

Methodology It involves the measurement of deformation to loading conditions and analysis of the response. The experimental procedure based on the protocol developed by the State Highway Research Program (SHRP) for Long Term Pavement Performance (LTPP). The testing process is adopted similar to this protocol 46, “Resilient Modulus of unbound granular base/subbase material and subgrade soils. It is based on AASHTO T 292 – 91I, Resilient Modulus of subgrade soils and untreated Base/Subbase. Experimental Description: The experiment is to be done on a triaxial loading setup. The sample size of 70 mm diameter and 140 mm height is to be used. The loading cycle consists of 1 second loading and 0.9 second rest period with a haversine loading form. The stress conditions applied are, in fact, those which occur when an isolated wheel load is applied to the pavement directly above the element of material, is simulated in the test.

2200-20

6. Characterization of Healing of Asphalt Mixtures Date of Start: July 2002

Indian Institute of Technology Madras (R, C) Scope and Objectives

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To quantify healing of asphalt mixtures through experimental studies.

To model healing of asphalt mixtures based on a thermodynamic frame work and corroborate it through the experimental studies.

Methodology Cyclic triaxial tests were carried out to quantify asphalt mixtures in the laboratory with varied confinement conditions. A healing model based on the continuum theory of “multiple natural configurations” will be used to corroborate the laboratory investigations.

Findings and Conclusions The results obtained through laboratory investigations have adequately proved the healing of asphalt mixtures with rest periods. The amount of healing was observed to be dependent on the air voids, loading time, lateral pressure applied on the specimen in the triaxial test and also on the magnitude of the lateral pressure.

2200-20

7. Studies on Effect of Aggregate Gradation on Fatigue Behavior of Bituminous Concrete Mixes


Indian Institute of Technology, Madras (R, C) Scope and Objectives The fatigue life of a bituminous concrete mix is influenced by several factors such as bitumen type and its content and air-voids. Others factors such as temperature, frequency and rest periods of applied loads also influence fatigue life. Although the influence of binder type and content on fatigue life has been studied extensively, the effect of aggregate properties such as aggregate gradation on fatigue life has not been widely presented.

The objective of the present investigation is to study the effect of aggregate gradation on fatigue behavior of bituminous concrete mixes. Methodology

(i) Literature survey (ii) Mixture design and volumetric analysis as per ASTM D 1559. (iii) Static indirect tensile test and the repeated load indirect tensile fatigue as

per ASTM D 4123 on cylindrical specimens. (iv) Ranking the mixes based on the fatigue life.

2200-20

8. Characterization of Apparent Viscosity of Bitumen Processed in India


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Indian Institute of Technology, Madras (R, C) Scope and Objectives The measurements were carried out from 80

oC to 180

oC. Though the viscometer can measure

the viscosity up to 300oC, measurements up to 180

oC will be made considering the flash and fire

point limitations. Due to the fact that at temperature below 60oC, the repeatability is very poor for

rotational viscometers, the investigation is restricted to measuring temperature up to 80oC only.

Only the short term aging of bitumen and its influence on the viscous characteristics will be investigated. To characterize the apparent viscosity of unmodified and modified bitumen under un-aged and short-term aged conditions.

Findings and Conclusions (i) The flow properties of bitumen are affected by temperature and stress-strain conditions.

Bitumen behaves as a non-Newtonian at low temperatures and approaches to Newtonian as the temperature increases. This phenomenon can be observed from the apparent viscosity-shear rate graphs at various temperatures. The transition is gradual and the rate of change is a function of composition and the type of bitumen. It is observed that the parent bitumen i.e. 60/70 grade changes faster to Newtonian state than that of polymer modified (PMB 70) and changes to Newtonian state at about 100

oC whereas the

polymer modified one changes at about 135 oC.

(ii) The flow characteristics of bitumen are also affected by the rate of shear or stress levels. As the rate of shear increases from 3.4 s

-1 (10 rpm) to 34 s

-1 (100 rpm), the structural

changes occurring in bitumen are evident from the dependency of apparent viscosity on the rate of shear and from the thixotropic behaviour of bitumen.

(iii) The variation in the behaviour of bitumen due to the effect of temperature and the rate of shear can be shown by the flow index which is also known as non-Newtonian constant derived from an empirical power law equation. Test results shows that as the temperature increases, the flow index increases and approaches unity which is an indication of the behaviour of Newtonian fluids and 60/70 grade bitumen changes from non-Newtonian state to Newtonian state at about 100

oC whereas PMB 70 changes at about 135

oC.

(iv) The above investigations reported here are some of the preliminary results related to the characterizing the non-Newtonian behaviour of bitumen processed in India. Such kind of investigation will help us in understanding the constitutive behaviour of bitumen, role of modifiers and the influence of short term ageing of bitumen on its mechanical properties. Detailed investigations are necessary at this stage on the temperature ranges of 40 to 80

oC. Due to the limitation of the equipment available, it was not possible to study the

flow characteristics at this critical temperature range.

2200-20

9. Evaluation of Rutting Characteristics of Bituminous Mixes using C -Ф Concept

Date of Start: May 2005 Indian Institute of Technology, Kharagpur (S,I) Scope and Objectives

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The main objective was to examine the feasibility of using C-Ф concept of mix design. Considering permanent deformation in bituminous mixes as major mode of failure in hot climatic conditions of India, it was examined as the main performance parameter in the present work. The scope of the work was to develop a co-relation between fundamental properties of bituminous mixes with C- Ф and permanent deformation. Methodology Experimental investigation was done by selecting different aggregate gradation and binders and subsequent evaluation of their properties. C-Ф values of bituminous mixes prepared from different combinations of binders, gradation and binder content were determined. Permanent deformation characteristics of bituminous mixes as well as resilient modulus were then evaluated at different temperatures. Findings and Conclusions It was identified that as the percentage of coarse aggregate increases, C-Ф of the mix increases and also as the viscosity of binder increases, C of the mix increases. Also C-Ф, binder content and viscosity of the binder had been identified as the independent parameters influencing the permanent deformation. It was found out that C-Ф and viscosity of the binder are inversely related and also an attempt was made to correlate MR with C-Ф and air voids.

2200-20

10. Experimental and Numerical Study on Mechanical Behavior of Asphalt Mix

Date of Start: May 2005 Indian Institute of Technology, Kanpur (R, I) Scope and Objectives The objective of the work is to develop a finite element method (FEM) based model to predict the mechanical behavior of asphalt mix. A hierarchical approach is proposed to develop models for pure bitumen, binder mix (a mixture of pure bitumen and aggregates smaller than or equal to 2.36 mm size) and asphalt mix. The scope of the study includes (i) experimental study on mechanical behaviour of binder mix and asphalt mix (ii) FEM modeling of asphalt mix with synthetically developed elliptical aggregates for a typical cross section and (iii) comparative study of experimental and computational results of asphalt mix. Methodology An elastic-visco-plastic model of binder mix is developed which is calibrated from the experimental results. Elliptical aggregate samples of desired volume fraction and aggregates gradation are developed synthetically by generating random non-overlapping ellipses in a predefined area. The binder mix model and the properties of the aggregates are used to develop the composite model of the asphalt mix. The numerical results from asphalt mix model in terms of load versus time curve, failure load, failure displacement and stress contour are compared with the experimental result of asphalt mix.

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Findings and Conclusions The force versus time plot obtained experimentally and computationally showed good match. From experiments on asphalt mix, it is seen that the fracture is initiated in between two closely spaced aggregates. Computational study could predict successfully the location of crack initiation. The maximum displacement at failure and the maximum failure load obtained from computational result for asphalt mixes with synthetic aggregates found to be matching with experimental results.

2200-40

11. Laboratory Evaluation of Gilsonite Modified Bituminous Concrete

Date of Start: December 2005 Central Road Research Institute, New Delhi (R, I) Indian Institute of Technology, New Delhi (S) Scope and Objectives (i) Evaluate the Gilsonite mix modifier for its ability to show superior mix performance as

compared to conventional mix, by forming a custom-tailored interlayer between the inorganic aggregate/filler surface and asphalt binder without dispersing into the binder and degrading the low and intermediate temperature properties.

(ii) Consequently, carry out the cost analysis of Gilsonite modified mix and conventional mix to establish the economy of Gilsonite modified mix.

In the present study, design of bituminous concrete (BC) is considered. The optimum content of bitumen in conventional mix of 60/70 grade bitumen is obtained by Marshall mix design and on this optimum content of binder the optimum content of Gilsonite is fixed from Marshall mix design. The further performance testing on the mixes were done only by preparing samples at these optimum binder and Gilsonite content. The economics of mixes were based on only the fatigue life of mixes obtained from beam fatigue test.

Methodology The methodology adopted is of lab experimentation. As actual field performance study of pavement is a long term process, to simulate the behaviour of field in lab various accelerated specified test were conducted in laboratory. Various relevant tests are to be carried out with this Gilsonite modifier and results are to be compared with the conventional bituminous mix for judging the superiority of Gilsonite modifier. Findings and Conclusions From the study, it was observed that- (i) The addition of equivalent amount of Gilsonite as otherwise used in preparation of mix to

the bitumen has significantly affected low and intermediate temperature properties of the base binder.

(ii) The elastic recovery has improved for Gilsonite modified bitumen as compared to conventional 60/70 bitumen.

(iii) Modification of bitumen with Gilsonite directly could hamper the properties of mix at low and intermediate temperature and make them liable to cracking and other problems. So,

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the method of addition of Gilsonite adopted in this project of adding it to pre-heated aggregates before addition of binder in the mix fair out well as shown by results of the project.

(iv) The stability values of Gilsonite modified mix were better and the retained stability has improved to conventional mix, suggesting better resistance to deformation and less susceptibility to moisture induced stripping.

(v) The indirect tensile strength has improved for Gilsonite modified mix and indicates its better ability to take stresses.

(vi) Resilient modulus value has increased in Gilsonite modified mix. The results have shown better stiffness of Gilsonite modified mix at all temperature and especially at high temperatures, where conventional mix has behaved very miserably.

(vii) The fatigue studies at different stress suggest that fatigue life of Gilsonite modified mix has improved more than twice as compared to conventional mix.

(viii) The experimental work of project suggests great savings in cost with Gilsonite modified mix.

(ix) The results of project clearly suggested that use of Gilsonite as modifier in bituminous mixes has given really a high performance economical mix, which has better resistance to rutting, cracking, stripping and enhanced durability.

2300-20

12. Finite Element Analysis of Concrete Pavements with Cut-outs Date of Start: May 2005 Indian Institute of Technology, Kharagpur (S,I) Scope and Objectives Analysis of concrete pavement using Finite Element Method to study the effects of cut-outs, load transfer by aggregate interlock and dowel bar system and also top down cracking due to wheel load and thermal effect. Methodology Three-dimensional Finite Element Analysis was carried out for modeling concrete pavement using the structural analysis software ANSYS. Findings and Conclusions (i) It was found that the flexural tensile stresses were significantly higher for pavements with

cut-out than without cut-out. Limit state method of design was adopted for the reinforcement to account for the flexural tensile stresses due to cut-out portion.

(ii) It was found that tied concrete shoulder reduces the stresses in the main pavement considerably and the magnitude of load transfer depends on the modulus of aggregate interlocking and subgrade modulus.

(iii) It was observed that the modulus of aggregate interlocking is the basic index of load transfer capacity at the joints.

(iv) In the present analysis, graphs were given for the modulus of dowel support v/s joint load transfer efficiency for different thickness of concrete slab and modulus of subgrade reaction. By conducting FWD test, the joint load transfer efficiency can be known; therefore the modulus of dowel support can be back calculated.

(v) Because of the warping stresses the slab becomes concave upward and when a vehicle passes over such slab may cause top down cracking. It was found that if the pavement

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having high intensity of heavy axle loads, top down cracking cannot be ruled out and fatigue damage must be computed for such cases also.

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C. GEOTECHNICAL ENGINEERING

3000-10

1. Investigation of Seepage Flow for Multilayered Soil Using Finite Element Analysis

Date of Start: September 2005 Delhi College of Engineering, Delhi (R) Scope and Objectives In many cases landslides occur owing to the development of excessive pore water pressure in soil mass. Trench drains are one of the remedial measures for draining out water from the soil and to reduce the pore water pressure to restore stability of the hill slope. This work has been dealt with multilayered soil to investigate the piezometric levels, velocities and discharge of water flowing into the trench drains. Methodology Finite element method (FEM) has been used for investigating the performance of two dimensional steady state flow of water within a parallel rectangular trench drainage system for multilayered soil. Finite Element Software has been developed for multilayered soil. Based on the FEM, numerical results are obtained for various combinations of the soil. Illustrations are to be developed from the numerical results to draw the new findings. Findings and Conclusions Work is continuing.

D. TRAFFIC AND TRANSPORTATION

5100-10

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1. Traffic Management on an Arterial Road Section Having Multiple Roundabouts

Date of Start: January 2006 School of Planning and Architecture, New Delhi (R) Objectives (i) To evolve a sequential approach to understand the characteristics of arterial sections

with multiple as well as multi-leg roundabouts. (ii) To study the impact of surrounding signals on the performance of the roundabouts. (iii) To propose alternate management strategies for the study area and evaluate the same

using appropriate management indicators. (iv) To evolve appropriate management strategy for the study area so as to prioritize the flow

on the corridor. (v) To optimize the overall traffic flow on the immediate network. Methodology After formulation of the aims and objectives, primary surveys were identified. Extensive data were acquired with respect to volume counts on the various arms of the five roundabouts, the turning moment counts, the queue lengths, the network infrastructure and speed and delay on the corridor along with the surroundings network. Traffic flow was captured using camera recording techniques during the peak hour while speed and delay was done using floating car method. Thereafter the data was analyzed to establish the supply characteristics of the network, the flow characteristics including the peak, peak flows, tuning moments, the delays, queues, and the speed-flow relationships. Apart from this, the land-use and built-up plans were also collected from past studies and verified on ground. According to the flow-characteristics, the appropriate management strategies were adopted and evaluated. Findings and Conclusions (i) The major issues emerging out of the study were low reserve capacities at some of the

weaving sections, high proportion of weaving traffic at some of the weaving sections, and high proportion of bus traffic coupled with insufficient weaving widths and exit angles add to the problems.

(ii) Underutilized parallel network can help relieve the traffic problems within the given corridor.

5100-20

2. Study of the Impact of Introducing Stop-Control at Uncontrolled Intersections Using Computer Simulation

Date of Start: August 2005 Indian Institute of Technology Madras (R, C) Scope and Objectives

The conflicts and delay experienced by vehicles, is probably the most desirable criteria, based on which, the performance of uncontrolled intersections can be evaluated. Collection of data on these aspects involves close observation of

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individual vehicles passing through the intersection from a point on the approach, where the influence of the intersection does not exist, to a point beyond the exit of the intersection where the influence of intersection has totally dissipated. Collection of such data is extremely difficult; and time consuming. However, the availability of high-speed computers has facilitated the use of powerful techniques, such as calibrated simulation models with field observed data to study the traffic characteristics, including conflicts and delay. By computer simulation, the traffic flow through intersections can be precisely modeled; closely representing the field conditions, and the conflicts and delay caused to individual vehicles can be obtained as the output components of the simulation process. In this study, an attempt has been made to simulate the traffic flow at urban uncontrolled intersections under heterogeneous traffic environment in order to estimate the conflicts and delay caused to vehicles under various traffic flow situations and introducing stop-control at this uncontrolled intersection to reduce conflicts. The objectives of the study are as follows:

To study the mixed traffic flow characteristics at uncontrolled intersections through field observations.

To study the level of accident risk interms of traffic conflicts, at uncontrolled intersections for various traffic flow levels and composition by making use of the available simulation model.

To modify the available model to simulate traffic flow through stop controlled intersections.

To study the reduction in the level of accident risk due to the introduction of stop control system using simulation technique.

To develop appropriate guidelines for introducing stop control under mixed traffic conditions prevailing in India.

Findings and Conclusions (i) The comparison of overall delay caused to vehicles at uncontrolled and

stop controlled intersections for the three roadway conditions with variation of traffic volume, reveals that for a given roadway and traffic conditions, the overall average delay caused to traffic is more in the case of stop controlled intersections than in the case of uncontrolled intersections.

(ii) The comparison of intersection-area stopped delay caused to vehicles at uncontrolled and stop controlled intersections for the three roadway conditions with variation of traffic volume, reveals that for a given roadway and traffic conditions, the intersection-area stopped delay caused to traffic is less in the case of stop controlled intersections than in the case of uncontrolled intersections.

(iii) The comparison of the level of accident risk, measured in terms of crossing conflicts, to vehicles at uncontrolled and stop controlled intersections for the three roadway conditions with variation of traffic volume, reveals that for a given roadway and traffic conditions, the level of

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accident risk to traffic is less in the case of stop controlled intersections than in the case of uncontrolled intersections.

(iv) It is found that the overall average delay is more or less the same in the cases of both the uncontrolled and stop controlled intersections up to a volume level of 400 vehicles per hour.

(v) The number of crossing conflicts are approximately the same up to the volume level of 400 vehicles per hour in the cases of both uncontrolled and stop controlled intersections.

(vi) The average overall delay increases steeply, in the cases of both uncontrolled and stop controlled intersections, beyond the volume levels of 900, 1000 and 1100 vehicles per hour respectively in the cases with 3.75 m, 5.0 m and 7.5 m wide approach roads.

5100-20

3. Study of the Effect of Stream Mix on Saturation Flow Rate of Heterogeneous Traffic Using Computer Simulation

Date of Start: May 2005 Indian Institute of Technology Madras (R, C)

Scope and Objectives (i) To study the saturation flow characteristics of heterogeneous traffic with mixed streams

at signalized intersections using field observed data. (ii) To modify the available computer program package to simulate heterogeneous traffic

flow to suit the requirements of the present study and calibrate the modified model. (iii) To validate the model using field observed traffic data. (iv) To apply the validated model to study the saturation flow of heterogeneous traffic with

various roadway and traffic conditions to obtain guideline values of saturation flow of heterogeneous traffic with stream mix.

Methodology

The project work aims at study of stream mix in the saturation flow rate of heterogeneous traffic at signalized intersection. (i) As the first step of the study a set of approaches to signalized

intersections carrying mixed traffic stream (mix of straight on and turning streams) is identified.

(ii) Then the geometric details of the approaches along with the general intersection details are collected.

(iii) The traffic flows on the selected approaches are then measured by making a classified count of vehicles, when the vehicles cross the stop line during the saturated green time.

(iv) The available model of traffic flow through signalized intersection is modified to suit the requirements of this study.

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(v) The modified model is then calibrated using the field observed traffic data to enable application of the model for a wide range of road geometry and traffic volume and composition.

(vi) The model is then applied to measure saturation flow rate for various roadways and traffic situations to finally arrive at a set of guideline values of saturation flow, which will serve as an important input for optimal design of traffic signals.

Findings and Conclusions It was found that the value of saturation flow is relatively maximum for the combination of straight going and right turning streams, and minimum in the case of the combination of straight going, left turning and right turning streams, while the value for the combination of straight going and left turning streams lies in between the two. Also, it has been found that there is no common trend in variation of the saturation flow due to variation in traffic compositions.

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4. Bus Travel Time Prediction Using Global Positioning Systems (GPS) Data

Date of Start: August 2005 Indian Institute of Technology Madras (R, C)

Scope and Objectives The scope of this work is on developing a travel time prediction model using GPS data. A case study route of Metropolitan Transport Corporation (MTC) in Chennai is considered for this purpose. The specific objectives are to:

Study and analyze the characteristics of the GPS data, including travel times, bus stop dwell times, intersection delays and link speeds.

Select reasonable input variables for a bus travel time prediction model.

Develop Multiple Linear Regression model(s) to predict the bus travel times using GPS data.

Apply and evaluate the above model on a bus route in Chennai as a case study. Methodology Type of Study - Field Extensive GPS data were collected on MTC Bus Route No. 21G (Parrys –Tambaram) in Chennai city. Data was collected on three probe buses. Data was extracted in the required format from the raw GPS data. Multiple Linear Regression (MLR) models were developed to predict the travel times to bus stops. Models were evaluated using a separate validation data set. Mean Absolute Percentage Error (MAPE) was used as a measure of closeness between the observed and predicted values.

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Findings and Conclusions (i) Preliminary data analysis revealed that similar traffic conditions prevail over the route

during the peak hours on all weekdays. Thus, Multiple Linear Regression (MLR) models which do well in such recurrent traffic conditions were developed. Of the nine MLR models developed, five models had R-Square values of more than 0.89, indicating good fits.

(ii) Variables like „Remaining Number of Bus Stops (BSij)‟ and „Intersection Delay (IDij)‟ were found to be statistically insignificant.

(iii) The success rate of the model is high, with the best model having a low Mean Absolute Percentage Error of 9.0.

(iv) It was observed from the model equation that variables like „distance remaining (in terms of six lane, four lane and two lane) from the current bus stop to the target bus stop‟ and bus stop dwell times significantly affect the bus travel time.

(v) It was also noted that when the distance was classified in terms of number of lanes, the MAPE reduced from 13.0 to 9.0.

(vi) The use of data from probe buses helped improve the performance of the models.

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5. Travel Time Prediction for Arterial Corridors Using GPS Technologies

Date of Start: August 2005 Indian Institute of Technology Madras (R, C) Scope and Objectives The scope of this study was restricted to the study location: part of I. T. corridor, (OMR) Chennai. The location was chosen to represent heterogeneous or mixed flow conditions, in the absence of lane-discipline ,prevalent in urban areas in India. The data was collected for the morning peak hours (2 hours) .The data collection was carried out for a period of one month using the Global Positioning systems (GPS) devices for capturing real time traffic data. (i) To develop a modeling framework and apply this framework for speed estimation and

travel time estimation that integrates real-time and historic traffic data under heterogeneous traffic conditions using Kalman filtering technique

(ii) Identify the influence of key factors affecting performance of Kalman Filter model under heterogeneous conditions

Methodology In this study, the prediction was performed using the Kalman Filtering Technique. The Kalman filtering process is a recursive solution technique. Recursive estimation is computationally very quick and thus suited to real-time applications. The Kalman technique was applied with the state variable of interest as the link travel time. Global positioning devices (GPS) offer the promise for collecting traffic data in an inexpensive and non-intrusive fashion, and requires less manpower. Hence, GPS devices were selected for data collection in the study. Bus trips were used as probe vehicles on the study Corridor. The study corridor was of 14.5 Km stretch (I. T. corridor, Chennai.) was divided into average link length of 0.5 km each. The originating point of the stretch was from Madhya kailash junction and it was destined upto Kumaran Nagar. A total number of 35 trips were made. The Kalman filter

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technique was applied for prediction with an objective that the k th link travel time can be

predicted with prior knowledge of the travel times of the ( 1k )th

link . For each link the total link

travel time i.e., (the time taken for the bus to complete the link) and the stopped time (the time for which the bus was totally stopped and the time for which the bus moved at a speed less than 4.5 kmph (3 miles per hr.) or less was considered as a „stop‟. This speed was taken from the literature and was also considered to be suited based on the physical difficulties observed in the field in observing the speedometer when the bus traveled at lower speeds. The travel time data for each link for each of the trip was obtained from field. For each trip considered on a given day, data on the total link travel times, the link running time and the stopped times for all the links were calculated. The relative allocation of apriroi and measurement data sets were made with different combinations like continuous and discrete apriori sets. The apriori and the measurement models were built and from the parameters obtained from these were given as input for the Kalman model. Two separate Kalman models were developed for the link travel time as well as the link running time. Models with the logarithmic of link travel time as state variable were also developed. The performance indices such as Root Mean Squared Error (RMSE) and the Mean Absolute Relative Errors (MARE) were computed to know the performance of the models.

Findings and Conclusions The travel time estimates show an RMS error ranging from 9.5% to 12.5%.The performance of Kalman filter for travel time estimation could be improved by using the continuous model, use of travel time instead of logarithmic of travel time as the state variable, and to have separate Kalman Filters for stop time and running times. The study suggests need for and use of significant sample size for the measurement model, since the measurement data appeared to be noisier and played a large role under heterogeneous traffic conditions to improve the accuracy of the Kalman Filter.

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6. Impact of Proposed District Center on the Transport Network Case Study: Saket


School of Planning and Architecture, New Delhi (R) Scope and Objectives (i) To evaluate the nature and magnitude of travel demand generated by the District

Center. (ii) To study the impact generated by the District Center on the transportation network. Methodology The methodology adopted for the study involved a comprehensive literature study, which included past studies, reconnaissance survey of existing uses, understanding of non-conforming land uses, proposed development and the likely employment generated by District Center and identification of impact parameters. An extensive collection of both primary data and secondary data followed, which included surveys like origin destination studies, classified volume count, speed and delay studies, turning movement counts etc for the existing District Center of Janakpuri, and also on the network surrounding the proposed location of the District Center at Saket, and collection of data such as socio-economic data of catchments area, floor area allotment for each activity and their parking requirements and supply, time series data on OD, volume counts and vehicle registration. The next stage involved analysis of data with respect to

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present scenario for the existing District Center of Janakpuri, and scenario with the proposed district center. A trip attraction model was developed for the proposed District Center. To assess likely demand generated by proposed District Center Impact analysis for alternative scenarios, for the proposed district center was carried out in terms of influence area, LOS and traffic intensities and evaluation of these alternatives was done through costing of proposals. Findings and Conclusions The study of the existing District Center of Janakpuri shows that - (i) The impact of the existing District Center is up to radius of 7.5 km.The level of service on

the affected roads drops by 14% to 20%. (ii) Junction flow in the affected roads drops in the range of 24% to 33%. (iii) An investment of Rs. 2290 lakhs is required to be incurred in order to mitigate the various

traffic impact caused by the proposed district center on its surrounding network.

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7. Planning for Cross Pedestrian Movement Date of Start: January 2006

School of Planning and Architecture, New Delhi (R) Scope and Objectives (i) To appreciate pedestrian and vehicle flow at selected mid block locations. (ii) To study the characteristics of delay caused to pedestrians. (iii) To examine gap occurrence and acceptance, and lag occurrence and acceptance at

selected locations.

Methodology A detailed literature review of the definitions, cross pedestrian facilities, norms and standards, techniques for pedestrian gap acceptance and past studies on the subject was carried out. Pedestrian crossings in front of AGCR (Vikas Marg) and Dilli Haat (Aurobindo Marg) were chosen as study areas. Data on pedestrian flow rate, vehicular flow rate, vehicle gap, pedestrian gap acceptance patterns and platoon behavior was collected through field survey by video filming. Linear regression technique was used for modeling pedestrian delay. Finally based on traffic and pedestrian flows standards for surface pedestrian crossing were proposed. Findings and Conclusions

(i) PV2 values observed in the study is more than the prescribed in IRC for a controlled

crossing and pedestrians are still able to find safe gaps. Hence the norms of IRC needs revision.

(ii) Delay to the pedestrians is a function of pedestrian flow and volume. (iii) The calibrated equation for delay, pedestrian and vehicular flow is

Y (delay) = 1.6217p + 0.433v (iv) The separate calibrated equations for delay as a function of pedestrian flow and vehicular

volume respectively are Y (delay) = 3.0437V + 3.5573

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8. Impact of Missing Links on Urban Road Network

Date of Start: January 2006 School of Planning and Architecture, New Delhi (R) Objectives (i) To assess the deficiencies in the existing traffic and network characteristics in influence

area of case study link. (ii) To evaluate the effect of limited improvement and addition of missing links in existing

transport system. (iii) To examine the viability of the proposed missing links connecting NH- 24 and Lodi Road. Methodology The stages in the study involved identification of the surveys to be conducted to assess the nature and magnitude of traffic problems after the development of the missing link. Primary surveys such as O/D studies and classified Volume Count were conducted, and secondary data like detailed road network development proposals by various organizations were collected. Data analysis was done with respect to present scenario and future scenario (with and without the proposed link) traffic impact assessment on the surrounding network was done in terms of impact on capacity, LOS, junctions in impact area, vehicle km, speed etc. Vehicle operation cost was also calculated. Finally traffic forecast and assignment of existing and future traffic was done on the network. Findings and Conclusions Based on findings of the study following proposals were made for missing links (i) Extension of NH – 24 to join Mathura Road near Humayuns tomb. (ii) A link from Prembari Pul in Pitampuira to outer Ring Road along western Yamuna Canal.

And extension of a road between Nehru Place and Hotel Park Royal upto Lotas Temple towards East of Kailash.

(iii) An alternative alignment for Rohtak Road in Karol Bagh by extending Arya Samaj Road through Anand Prabat to connect the existing roads leading to Patel Road and Shivaji Marg.

(iv) More bridges over Yamuna at Geeta colony and Mayur Vihar and across drains passing through Lajpat Nagar, Defence Colony, Sarai Kale Khan and Lodhi Road.

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9. Modelling Transportation Demand for Urban Infrastructure Planning


Indian Institute of Technology Madras (R, C) Scope and Objectives Broad objective of the proposed work is to develop a framework and constituent models to analyse the time varying nature of demand for transportation infrastructure. Specific objectives include identifying the factors at individual and household level which are contributing to the change in behavior of an individual over years. Secondly, develop a modeling framework to

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incorporate the various sources of dynamics. Thirdly, to develop models to explain the dynamics in two main contexts: mode choice and trip generation. Scope of the work is limited to the development of the models with regard to two main travel dimensions: Mode choice and trip production for work trips of workers in the Chennai city. Methodology

Develop survey questionnaire to conduct household travel survey to collect richer time - varying data

Data collection

Identify various sources of dynamics

Develop framework to include dynamics in mode choice and trip generation

Validate the models

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10. Modelling Users’ Willingness to Pay for Different Attributes of an Improved Transportation System

Date of Start: May 2005 Indian Institute of Technology, Kharagpur (R) Scope and Objectives The broad objective of the work is estimation of users‟ willingness-to-pay (WTP) for different attributes of a road system. Users‟ WTP values are estimated separately for car and bus users. The scope of work includes design of survey instrument, development of behavioural database, analysis of behavioural data using suitable logit model specifications, and estimation of WTP values. Methodology A Stated Preference (choice based) survey was carried out to collect behaviour data from car and bus users. Three alternative scenarios are considered during choice experimentation: (i) An existing undivided two lane road, (ii) A hypothetical undivided two lane improved road, and (iii) A hypothetical Four Lane Road with median. Both quantitative and qualitative attributes are considered in choice experimentation. The data analyzed by developing multinomial logit (MNL) and were random parameter (RPL) logit models. Sparely used constrained triangular distribution of random parameters is attempted for the development of RPL models. The effect of socioeconomic characteristics on the mean of random parameter (called „mean heterogeneity‟) is investigated with RPL models.

Findings and Conclusions Users‟ WTP values associated with various attributes of travel are estimated separately for car and bus users. A comparison of WTP estimates indicates that utilities associated with speed and comfort are more as compared to the same due to other attributes of road improvement. While personal car users have higher value of WTP for quantitative attribute speed, the bus users have higher value of WTP for qualitative attribute comfort. The work also demonstrates successful application of constrained triangular distribution in the development of RPL models. A comparison of different econometric models clearly shows an improved model performance for RPL models over MNL model. Among RPL models, the model performances improved further when the mean

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heterogeneity is taken into consideration. The toll rates for car and bus users are estimated by charging 25% of user benefits to respective users.

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11. Optimizing Generalized Cost of Travel: An Approach for Improvement Planning of Rural Bus Service

Date of Start: May 2005 Indian Institute of Technology, Kharagpur (R)

Scope and Objectives Broad objective is to formulate a rational methodology for judicious improvement planning of rural bus service. A rural bus route in West Bengal presently served by all-stop service is considered as the case study. Introducing an express bus service to serve major stops along the study corridor is considered as an improvement. An attempt is made to identify suitable service attributes for express and all-stop service for maximizing user benefits subject to the operational viability of both services Methodology User benefit is defined in terms of savings in generalized cost (GC) of travel. For the development of GC function, valuing of relevant attributes is done. The GC includes direct cost of travel, cost of service headway, cost of in vehicle travel time and cost of discomfort. Suitable service attributes for both services are identified by solving a constrained optimization problem. A Genetic Algorithm based approach is used for obtaining the solution assuming uniform headways for both services. Subsequently, a simulation model is developed to account for the non-uniform headways at different stops along the route. Findings and Conclusions User benefits and operational viability are the two major aspects highlighted in the work for improvement planning of rural bus service. User benefit is measured in terms of savings in generalized cost (GC) of travel, where GC is a comprehensive measure accounting for various disutilities of travel by commuters. Application of Genetic algorithm and simulation technique is demonstrated for identifying suitable service attributes which will maximize user benefits but ensure operational viability of both services.

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12. Application of Stated Preference Technique for Travel Choice Modeling


School of Planning and Architecture, New Delhi (R) Scope and Objectives

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(i) To appreciate the state of the practice for mode choice modeling and to identify issues relating to choice modeling for a new system,

(ii) To study mode choice attributes of user through SP surveys. (iii) To develop travel choice model for the case study corridors. (iv) To validate the travel choice model using RP survey data and carry out sensitivity

analysis. Methodology The steps for this study can be grouped into eight broad stages. Extensive literature review on SP/RP methods, mode choice behavior models and SP experiments was carried out. Followed by data collection, which included primary surveys, which was done in two parts, in the first stage a pilot survey to establish the significance, variation in user response, and selection of attributes was carried out, and followed by the main survey. Partial factorial design was carried out. Secondary data was also collected about metro network, metro rider-ship details, existing development and proposals. The data collected was analyzed to establish metro corridor characteristics and user characteristics. Mode choice models were developed for Dwarka sub-city extension corridor and Delhi Noida corridor. This was followed by modeling choice probabilities for MRTS using binary logistic regression. Model validation and sensitivity analysis was carried out. Findings and Conclusions (i) Travel cost and in-vehicle time are most important attributes emerging from stated

preference experimental design results. (ii) Multinomial and Binary Logit models are the common state of practice for mode choice

modeling in India and abroad, particularly in case of new transport mode. (iii) Out-of-vehicle cost is more critical in explaining the preference for MRTS while users are

willing to accept even more higher in vehicle cost (fare) for MRTS. (iv) In-vehicle time and out of vehicle time are more important components for users selecting

MRTS indicating higher emphasis placed by users on time saving than money saving. (v) Stratification of the binary logit model by income group gives better model prediction than

the single binary logit model for all the users.

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13. Development of Trip Generation Model using Artificial Neural Network

Date of Start: January 2006 School of Planning and Architecture, New Delhi (R) Scope and Objectives (i) To understand the role of neural network approach in trip generation stage of UTPS four

stage modeling through literature review. (ii) To compare ANN based trip generation model with the traditionally used multiple

regression based Trip Generation Model for work and education trip using household data of Bangalore Metropolitan Area.

(iii) To develop suitable ANN model for work and Education trip using household data of Bangalore Metropolitan and examine its utility as operational model.

Scope

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(i) The study was based on the secondary data collected for Bangalore Metropolitan Area and limited literature available.

(ii) The study was limited to the development of trip Generation Models for work and education trips only.

(iii) For comparison with conventional models, the study was restricted to comparing the findings of ANN models with that of MLR models.

Methodology At the beginning of study the concept, advantages and utilities of Artificial Neural Network were made. Modeling for Artificial Neural Network was done with a case study of Hyderabad Urban Area. As a part of literature study, comparison of alternative trip generation models for hurricane evacuation were carried out. The secondary data of household travel survey was collected for Bangalore Metropolitan area. Trip generation models were developed for work and Education trips. Finally ANN models were developed and compared with the various MLR models. Findings and Conclusions (i) ANN model has the capability to choose the appropriate functions, that may necessarily

not be linear in nature. As such they can incorporate both linear as well as non-linear functions with equal ease.

(ii) ANN models using Multiple Perceptron with back propagation function, have the inbuilt capability of iterations, thus ensuring that the models comes out with the best solution for any problem.

(iii) ANN based trip generation models offers more potential to capture variables to ensure high degree of accuracy.

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14. Planning of Parking Facilities for Metro Station (Case Study- Delhi Metro)


School of Planning and Architecture, New Delhi (R) Scope and Objectives (i) To study the typology of Metro Station and appreciate existing parking facilities at Metro

Station. (ii) To appreciate travel characteristics of metro users at selected metro station. (iii) To appreciate the surrounding land use and socio-economic characteristics within

catchment area of Metro station. (iv) To assess future parking demand at selected metro stations. (v) To develop the parking facilities (norms and policies) for metro stations, physical and

operational details. Scope The scope of the study was limited to defined typologies of metro stations on basis of socio-economic and land use parameters of adjacent areas. Primary surveys at selected stations were conducted, and secondary data was collected with respect of ridership, parking supply and metro stations.

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Methodology Literature review was carried out to study the concept related to metro station parking. The next stage was identification of case study area and collection of primary and secondary data. From the data collected, the user characteristics, station characteristics and parking demand and supply were analyzed. Regression for modeling parking demand, was developed. Parking norms and parking policies were formulated on conclusive outcomes. Findings and Conclusions (i) Parking demand is function of ridership at station. (ii) Metro is highly used by working people (70-85%) who have their origin and destination

within 2 km distance from metro line. (iii) Users who are working use parking space for long duration (10-12 hrs) whereas other

purpose trips require short duration term parking. (iv) Commercial development within metro premises also account for additional parking

demand, which needs to be considered while planning for parking facilities.

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15. Impact of Open Sky Policy on Airport Terminal Infrastructure

Date of Start: January 2006 School of Planning and Architecture, New Delhi (R) Scope and Objectives (i) To study various government regulations and policies related to deregulation (ii) To review the literature on aviation industry and airport planning, (iii) To identify components where impact due to Open Sky Policy will be felt. (iv) To study and quantify the extent of impact on various identified components at the

terminal. (v) To project the air passengers demand for the horizon year and analyze the degree of

inadequacy in the Airport infrastructure for the horizon year. Scope The scope of study aims at collecting necessary secondary data with regard to air transport system, airlines and conducting necessary primary surveys in form of passenger opinion surveys. The scope of study includes the domestic passenger terminal. Methodology The study frames out the broad objectives and data requirements from the past studies and the literature review. The data was collected through primary survey at the terminal 1A, 1B and 1C (arrival block). The secondary data has been collected from the Airport Authority of India and Architecture and Planning Department in the Delhi Airport. The impact has been studied at the existing terminal in the form of handling capacity of terminal and area. The various variables such as service time, queue length and dwell time at each activity of the terminal act as input parameters to the capacity and area calculations, the impact on users behavior has been quantified in terms of frequency of travel, purpose of travel, mode of access/dispersal etc. The demand of air traffic is projected for the horizon year using econometric model. The demand scenarios have been developed on the basis of different GDP projection, the passenger traffic at terminal varying accordingly. The impact on terminal for the horizon year demand is then studied and the evaluation is done in terms of shortage of area and infrastructure facilities.

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Findings and Conclusions (i) The terminal 1B was saturated in 2002 with annual passenger traffic of 14.5 lakhs as

against the handling capacity of 13.3 lakhs. (ii) The terminal 1A is handling 20.5 lakhs passenger in 2004-2005 which is 92% utilized of

its capacity of handling 22.2 lakhs persons annually. (iii) The terminal 1C is still under the threshold handling capacity of 39.2 passengers. It is

presently handling 31.7 lakhs passengers annually, hence is 80% utilized. (iv) Two runways are minimum required. (v) To reduce runway occupancy time parallel taxiway to runway 09-27 and rapid exit

taxiways for runways 09-27 and 10-28 are to be constructed immediately to increase the runway capacity.

(vi) On the southern side of the terminal airport land area is available to develop one parallel runway with parallel taxi track and rapid exit taxiway, apron and new terminal complexes.

(vii) For 2025, the area required for the terminal is almost double the present area of terminal building. The peak hour passengers would be 1200, 1900 and 1700 for t1A, t1B and t1C (arrival block).

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16. Urban Structure and Transport Interrelationship in Indian Cities Date of Start: January 2006 School of Planning and Architecture, New Delhi (R) Scope and Objectives (i) To appreciate the existing practice of city planning in the country and identify issues

related to transport infrastructure provisions in city plans. (ii) To review global literature relating to urban form and structure and land use transport

interrelationships. (iii) To analyze the urban structure, transport supply and travel patterns of case studies in

India across city typology. (iv) To develop simplified models, establishing relationship between Urban Structure-Travel

Pattern-Transport Supply for case studies and analyze its sensitivity with respect to urban structure parameters.

(v) To propose guidelines for rapid assessment of travel demand and transport supply for various city typologies based on urban structure parameters.

The scope of the work is based on secondary data collected for 40 cities, upto 45 lakhs population in the country from various reports and published papers. Methodology Urban form/structure determinants and travel characteristics were identified from in depth literature review and the impact of urban form and structure on travel patterns reviewed and is higher in linear cities was seen. In third stage determinants like urban form/structure, travel pattern indicators and transport supply indicators were compiled and collected for 40 cites below 45 lakh population size. Urban structure analysis of case studies using indicators such as urban radius, coefficient of dispersion was carried out. Various models were developed, to determine urban structure and travel patterns relationship, and to estimate corridor volume for given urban structure. The best fitted models were identified for estimation. Afterwards validation of these

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models and their application to NURM cities for policy planning was carried out. Finally in the last stage sensitivity analysis was done to evolve planning guidelines. Findings and Conclusions

(i) Urban radius, a measure of sprawl, increases with the increase in city size. (ii) Linear monocentric cities have urban radii varying from 1.2 km to 4.9 km while in case of

linear polycentric it is 3.7 km to 16.5 km. (iii) Circular monocentric cities have urban radii varying 1.6 km to 8.2 km while in case of

circular polycentric it is 5 km to 13.5 km. Thus circular monocentric cities have greater tendency to sprawl in comparison to linear cities.

(iv) In circular polycentric cities, employment is more dispersed than population (v) Location association factor is minimum in linear monocentric cities and gradually

increases for other structures; maximum is in circular polycentric cities, signifying higher association between population and jobs.

(vi) Among all the urban structure indicators, urban radius comes out to be the most significant parameter for estimation of travel demand.

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17. Role of Intelligent Transport System in Bus Terminal Management – ISBT, Kashmere Gate

Date of Start: January 2006 School of Planning and Architecture, New Delhi Objectives

(i) To study the components of a bus terminal management (ii) To appreciate the different bus terminal management schemes and study the

parameters related to efficiency of terminal management (iii) To study the operational characteristics and behavioural pattern of users in a terminal (iv) To evaluate the benefits of its tools for terminal management (v) To prepare ITS tool based plan for terminal management

Methodology Literature Study of Bus Terminals was done and data identified in initial stage. At the next stage some important data was collected through Primary Survey – Bus Alighting and Boarding Survey, Passenger Typology (I.S. and Local), Passengers and Visitors Boarding and Alighting Survey, User Requirement of Arrival and Departures. The issues, problems and potentials coming up from the study were identified. ITS tools related to bus terminal management were identified. ITS based bus terminal management plan for the study area was evolved at the end. Findings and Conclusions

(i) It as observed that facilities which were available in the terminal complex were not utilized properly leading to loss of passenger value of time and cost.

(ii) Features like passenger enquiry system at departure block, announcement system, and public address system need to be introduced to save the value of time and cost of passenger.

(iii) It was proposed that buses should spend minimum time in the terminal including minimum time at exit point.

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(iv) Only authorized buses should enter in the terminal and the schedule for operation of buses needs to be vigorously pursued to increase terminal throughout.

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18. Simulation of Head - On Queues: Case of Rail-Highway Grade Crossing

Date of Start: June 2005 Indian Institute of Technology, Kanpur (R, I)

Scope and Objectives Vehicular movement at rail-highway grade crossing is studied in this work. When the barrier is closed, the head-on queues are formed. And when the barrier is released, the vehicles start taking necessary actions so that collision is avoided. The scope of the present study is to model this behaviour. Methodology A cellular automata model which represents the movements of different types of vehicles is proposed. A field study in Kanpur City is done at selected rail-road intersections, to validate the model results. Findings and Conclusions The proposed model gives a good estimate of the delays in different types of vehicles. The stream of traffic slows down to a maximum extent with the presence of rickshaws. The provision of divider reduced the congestion and even avoided the formation of gridlocks at high flow values. A staggered opening of gates proved to be beneficial in reducing the congestion caused due to cars.

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19. Development of Demand Model for Long-Haul Rail Travel Date of Start: July 2002

Indian Institute of Technology, Madras (R, C) Scope and Objectives The proposed research work aims at development of demand model for long-haul rail travel and to study the influence of reduction in air-travel price on the upper class rail travel. Methodology

Aggregate-Cross sectional-Mode Specific Model using available statistical data

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Findings and Conclusions The factors influencing long-haul rail travel were identified

The developed demand model was statistically sound.

Forecasting was done using the developed model after necessary validation.

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20. Modelling Vehicular Emissions under Heterogeneous Flow Date of Start: January 2004

Indian Institute of Technology Madras (R, C) Scope and Objectives The overall objective of this research is to study the influence of various traffic parameters as prevailing in heterogeneous traffic on tail-pipe emissions, with particular focus on the impact of lane following. The specific objectives of this work include:

To conduct field tests on select vehicles under varying conditions and measure tail-pipe emissions.

To analyze the collected data and evaluate the influence of various parameters on emissions, with particular focus on lane-following/lane-less movement.

To develop models that will relate tail-pipe emissions with traffic variables. The scope of the present work is limited to measuring on-road tail-pipe emissions (CO, HC and NO) using a portable gas analyzer for three types vehicles. These include petrol-driven two-wheelers, three-wheelers and four-wheelers of different ages. The case studies are conducted on four road sections of one to three km lengths in Chennai city. Methodology The crux of the methodology is on field measurements of tailpipe emissions of selected vehicles while they traverse a mid-block section under varying conditions. The data required for the study includes pollutant concentrations, instantaneous speeds and fuel consumption during each test run. A Gas Analyser with exhaust probe attached to the tail pipe of the vehicle measures the pollutant concentration and an optical sensor with data logger assembly measures instantaneous speeds. These are measured for the study vehicles (two-wheelers, three-wheelers and four- wheelers of different ages). The test vehicles are run on the different study stretches of varying distances, with the instruments fitted. Each pass is taken as one test run. Fifteen to thirty runs are made for each of the vehicles in each of the cases of lane following and lane-less movement. Data were obtained in the form of pollutant concentrations for emissions and RPM of the wheel for instantaneous speed. The pollutant concentrations are converted into total emissions for each run. Thus, the total pollutants and speed data for test runs for different conditions are obtained. From this, the percentage reduction in emissions for lane following conditions vis-à-vis lane-less movement is evaluated. Further, the interest here is also to model the relationships of vehicular emissions to vehicular speed, fuel consumed, accelerations and decelerations, distance travelled, and number of lane changes. For this, regression models for each category of vehicles are developed. Findings and Conclusions

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Lane-less flow conditions generally produce higher levels of tail-pipe emissions of CO, HC and NO. The data collected in this study indicate reductions of upto 72% HC, 58% CO and 70% NO, based on average values per run along the test stretch.

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21. Road Safety Studies on Rural Highways Date of Start: August 2005

Indian Institute of Technology Madras (R, C) Scope and Objectives The present study is aimed at the analysis of road accidents occurring on the rural highways in the country, which operate under mixed traffic flow conditions. In the present study, it is intended to analyse road accidents and their causative factors, employing advanced analysis techniques, like computer simulation, fuzzy logic modeling and learning systems like Artificial Neural Network (ANN). The specific objective of the present study is to analyse the effect of the following factors in the occurrence of road accidents on rural highways in the country, i) Traffic factors; like speed, speed differential, flow, density and traffic composition. ii) Roadway geometric factors; namely lane width/condition, shoulder width/condition,

horizontal/vertical curvature, sight distance and the availability of overtaking zones. iii) Other factors; like friction due to roadside activity, access and the presence of vulnerable

road users like pedestrians and bicyclists. Methodology

The methodology proposed for the present study includes the following phases; Review of Literature: An exhaustive review of literature on road safety studies carried out in India and abroad, to understand the state of art and lacuna. This phase will continue until the end of the present study, so as to include and update even the latest of research in the area. Collection of data: The analysis to understand the relationship between road accident and various contributing factors requires reliable data from field. It is intended to collect the required data in the initial stages of the study. The data collected shall include traffic, volume, speed, road geometrics, roadside activity etc. Analysis of the data: The data collected in the study will be analysed in detail, employing advanced analysis techniques like simulation, fuzzy logic and learning systems. The analysis is expected to suggest the best-suited analysis approach to the problem. Discussion of results and drawing of conclusions: The proposed analysis is expected to yield road accident models that will explain the underlying relationship between occurrence of road accidents and the contributing factors. Discussion of the results is expected to yield valuable conclusions that

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will help to identify the predominant causative factors of road accidents on rural highways and to suggest improvement measures.

5200-20

22. Evaluation of Effects of Carriageway Obstructions on Heterogeneous Traffic

Date of Start: August 2005 Indian Institute of Technology Madras (R, C) Scope and Objectives

The scope of this study covers only fixed obstructions on the carriageway edges, in mid-block sections of selected four-lane divided roads in Chennai city. Three mid-block sections, with obstructions on their carriageways were studied. The study covered only the effect of single obstruction on the traffic, obstructions in series have not been dealt with. This study deals with finding the effect of the obstructions, which are present on the carriageway, on traffic in terms of capacity reductions, speed reductions and variations in headways. Thus, variations in capacity, mean speeds, speeds of vehicles of different classes of vehicles, headways are determined due to the obstruction present on the edge of the carriageway.

To identify the types and nature of obstructions present on the carriageway edges, considering Chennai as a case study.

To study the speed and flow variations due to the obstructions on the carriageway edges.

To study the speed variations in the traffic stream between different categories of vehicles.

To study the effect of these obstructions on longitudinal gaps (i.e., headways) between the vehicles.

To draw conclusions on the adverse influence of these obstructions on traffic flow. Methodology Data Collection

Reconnaissance survey

Identification and selection of study sites

Traffic data collection through videography

Measurement of geometric features of the study locations Data Analysis

Volume count - 5 minutes intervals

Mean traffic speeds for each interval using IrfanView

Speeds of different classes of vehicles for the same interval

Finding differences in speeds

Average headways for each 5-minute interval using IrfanView

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Due to the obstruction present on the edges of the carriageway, there is a reduction in flow capacity of the road.

The capacity reduction depends on the distance of the obstructions from the edges of the carriageways. As the distance from the edge increases, more is the impact of obstruction on the capacity reduction. In this study it ranged from 2.4 – 5.4 % in the case of four-lane divided roads when the distance of the obstructions was between 0.5 and 1.2 m.

The reduction in the mean speed is in the range 10 – 13 % and is also dependent on the distance of obstructions from the edge of the carriageway.

The reduction in speeds of two wheelers is insignificant, which is believed to be due to acceleration –deceleration characteristics, sleekness of the two wheelers and most importantly driver behavior of two wheeler drivers.

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ACKNOWLEDGEMENTS The Highway Research Board of the Indian Roads Congress expresses thanks to Dr. P. K. Nanda, Director, Central Road Research Institute, New Delhi for the preparation of the General Report on Road Research work done in India during 2005-2006. The report was prepared, compiled and edited by Shri M. K. Meena and Ms. Anita Arora, Scientists under the overall supervision of Shri T. K. Amla, Head, Information Liason & Training Division, CRRI and was reviewed by the scientists of the various R & D Divisions of CRRI. The useful suggestions received from the scientists of R & D Divisions in compilation and editing of the report are gratefully acknowledged. The Board also expresses its gratitude to the various research organizations and Institutes for providing research progress reports.

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LIST OF ORGANISATIONS

1. Central Road Research Institute, New Delhi 2. Gujarat Ambuja Cements Ltd., Ahmedabad 3. Gujarat Engineering Research Institute, Vadodara 4. Highway Research Station, Chennai

5. Hindustan Construction Co. Ltd (HCC), Mumbai 6. Indian Institute of Technology Madras, Chennai 7. Indian Institute of Technology, Delhi (R)

8. Indian Institute of Technology Kanpur 9. Indian Institute of Technology, Kharagpur 10. Indian Oil Corporation Ltd., R&D Centre, Faridabad 11. Lea Associates South Asia Pvt. Ltd., New Delhi 12. Maharashtra Engineering Research Institute, Nashik 13. Ministry of Shipping Road Transport & Highways, New Delhi 14. National Council for Cement and Building Materials 15. National Transportation Planning and Research Centre (NATPAC),

Thiruvananthapuram 16. School of Architecture & Planning, New Delhi

highway research record no. 33 (2005-06)

Documents

road construction

evaluation of road network

new projects

new rohtak road

construction of elevated

management summary

highway planning

performance evaluation