Highway Research Record No. 33 (2005-06)

HIGHWAYRESEARCH RECORD NUMBER 33 General Report on Road Research Work Done In India during 2005-2006 _______________________________________________________ IRC HIGHWAY RESEARCH BOARD 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 iii 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 iv Study to Prevent Reflecting Cracks on Bituminous Overlay over Cracked Concrete Pavement using Geotextile B. Laboratory Study for Suitability of Chalk. MOSRT&H Research Scheme (R-84) v . Influence of Aggregate Grading on Asphalt Mix Volumetrics 8. ON GOING PROJECTS 1. Bitumen Modification through Packaging Technology 4. Jawahar Tunnel. Field Trials of Polymer Modified Bitumen (SBS Type) on NH-1A. Studies on Use of Modified Bitumen Binders (P-5 Scheme) 2. J&K 5.II. PAVEMENT ENGINEERING AND PAVING MATERIALS 1. a By-Product of Nitro-Phosphate Fertilizer Plant for Road Construction 3. Ground Stabilization Techniques for Road Construction in Clayey Soils of Kuttanadu Region 2. Shelf Life Studies of Bitumen Emulsion 3. Field Trials of Multigrade Bitumen at two different Climatic Regions (Hot & Cold Climatic Regions) 2. Preparation of Manual for Development of Six-lane National Highways. Rajasthan B. NEW PROJECTS 1. Study on Shape and Size of Aggregate on Surface Characteristics of Bituminous Pavements 6. FLEXIBLE PAVEMENT Summary A. Study on Use of Waste Plastics in Bituminous Pavements 7. Evaluation of Bituminous Products using SHRP Equipments 4. ON GOING PROJECTS 1. SOIL STABILISATION. Demonstration of CRRI Technology for Construction of a Demonstration Test Stretch Road Using Marble Slurry Dust (MSD) in District Rajsamand. LOW GRADE MATERIALS AND LOW VOLUME ROADS Summary A. Use of Ash Generated from Surat Lignite Power Plant for Different Types of Clayey Soil for Construction of Roads 2. Investigation on Field Performance of Bituminous Mixes with Modified Binders. Specification for Construction of Pavement of Haul Road for 280 Tonne Haulage Dumpers for Gevra Project 6. MOSRT&H Research Scheme (R-85) 5. NEW PROJECTS 1. Landslide Investigations on Phuentsholling – Thimpu Road. Punjab B. 59 B. Studies on Flakiness and Elongation Indices of Aggregates in Different Layers 2. Mizoram 5. GIS Based Subsurface Geotechnical Map of Delhi 2. Uttaranchal (phase-I) 3. Bhutan 2. Investigation and Design of High Embankment on Soft Ground using Flyash fill for bypass road from Kalindi Colony to Kalindi Kunj. Use of Jute Geotextile for Efficient Road Drainage and Stabilization 2. GEOTECHNICAL ENGINEERING Summary A. High Volume Flyash Concrete for Pavements 3.42 on NH-150. Design of Fly Ash Embankment for Widening of Marginal Road Bund from GT Road-to-Road No. Use of Fly Ash as a Cementitious Material with Partial Replacement of Cement in Pavement Quality Concrete – PQC 4. Microzonation Map of Delhi 3. Guidelines for Soil Nailing Technique in Highway Engineering. Feasibility study on the Use of Copper slag Wastes in Road and Embankment Construction vi . Study of Landslide and Rockfall on Mumbai-Pune Expressway 4. MOSRT&H Research Scheme (R-86) 3. NEW PROJECTS 1.3. Construction and Performance of India‟s First High Volume Fly Ash (HVFA) Concrete Road in Ropar. Selection of Backfill Material for Appropriate Compaction of Backfill over Metro Tunnel Alignment between Barakhamba Road-Connaught Place-Dwaraka Section 6. New Delhi C. ON GOING PROJECTS 1. Investigation and Remedial Measures for the Stabilisation of Slopes at km. ON GOING PROJECTS 1. High Performance Fibre Reinforced Concrete for Construction and Repair of Concrete Pavements 3. Investigation Instrumentation and Monitoring of Patalganga Landslide on NH-58. Use of Sulfonated Melamine Formaldehyde Super Plasticizer (SMF) and Fly Ash in Cement Concrete Roads III. COMPLETED PROJECTS 1. COMPLETED PROJECTS 1. RIGID PAVEMENT Summary A. Evaluation of Wollastonite in Concrete Works 2. Formulation of Guidelines. Distress Diagnostics. Creation of National Test Facility. Preparation of Draft Specification for use of High Performance Concrete (HPC) for Pavement and Bridges made with indigenously available materials (B-32) B. 6. 5. BRIDGE ENGINEERING Summary A. Prediction of Annual Traffic Growth Factors for Secondary Road System in Tamil Nadu vii . Manual of Practice for Design and Execution of Expansion Joints C. COMPLETED PROJECTS 1. Speed and Delay Studies on National Capital Territory of Delhi Roads 2. COMPLETED PROJECTS 1. Specifications. Specifications. opposite New Delhi Railway Station (Paharganj Side) 5. (A collaborative project with DST. 3. Performance Evaluation and Bridge Management System for Concrete Bridges. Congestion and Parking Problems of Selected Locations in Delhi Study of Impact of New High Rise Buildings on Road Traffic at Tardeo.IV. 4. Studies for Aerodynamic Stability of Cable Stayed Bridge Decks (B-25) Study on Hard Topping for Distressed CC Riding Coats of Concrete Pavements Study on High Volume Fly Ash Concrete for Rigid Pavements Creating Data Base on Bridge Information System for the State of Tamil Nadu Dynamic Response of Prestressed Concrete Bridges Creation of National Test Facility. Manual of Practice for Design and Execution of Expansion Joints 7. 4. Formulation of Guidelines. New Delhi) 9. 3. 2. Economic Analysis of the Upgrade and Improvement for Kawrthah – Kanhmun – Lowerpu Road in Mizoram B. Determination of Scour Depth (for general Bed. Mumbai Estimation of Fuel Loss during Idling of Vehicles at Signalized Intersections Estimation of Fuel Loss on Chelmsford Road. within Channel Contractions and at Bridge Piers) in Boulder-Bed Rivers under High Stream Velocities (B-33) 8. NEW PROJECTS 1. ON GOING PROJECTS 1. TRAFFIC AND TRANSPORTATION PLANNING AND MANAGEMENT Summary A. GIS application for Data Management of Bridges –A Pilot Study V. ON GOING PROJECTS 1. 2. 1. Ahmedabad Road Safety Measures on Vadodara-Dabhoi Road Passing Through SH-11 Road Safety Audit for Selected Stretch in Inner Ring Road.Bahadurgarh corridors of Delhi Metro 6. COMPLETED PROJECTS 1. 4.H. Fare Policy and Pricing of Public Transport Services. Chennai Safe Road to School – An Action Plan for Promoting Road Safety among School Children 5. New Delhi 2. Feasibility Study for Improvement of Inter State Road of Economic and Social Importance between Thiruvananthapuram-Thirunelveli via Kattakkada and Ambasamudram 7. GIS application for Data Management of Bridges –A Pilot Study 2. Comparative Study of Accidents on N. Feasibility Study for Provision of Pedestrian Facility on Shankar Road at Rajender Nagar. NEW PROJECTS 1. Traffic & Transportation Studies for Surat city for 2014AD 4. 2. Fare Policy and Pricing of Public Transport Services– Study on Stage Carriages in Kerala 6. A Comparative Study of Accident Risk Index (ARI) for Various Districts of Gujarat State 3. Economic Feasibility of Delhi Metro Extensions: Badarpur to Faridabad and Mundka to Bahadurgarh 5. SAFETY AND ENVIRONMENT Summary A. 8 Passing from Baroda to Ahmedabad Districts 5. Road Accident Modelling for Highway Development and Management in Developing Countries 2. Study of Two-Wheeler Accidents in Ahmedabad and Baroda City 4. 3. Traffic Studies for Widening of Shantipath 3. Further Studies on Accident Costing (IMRA T-7) 2. Environmental Impact of Road Transport (CSIR Network Project) C. NEW PROJECTS 1. Overtaking Behaviour of Motor Vehicles in Urban Areas 5.Faridabad and Mundka. Environmental Impact Assessment (EIA) studies for Badarpur . Consulting Services for Road Safety Audit of Western Transport Corridor and East-West Corridor – Package A B. A Study of Spot Speed in City and Rural Sections of Highways viii .Study on IPT Modes 8. Use of Seat Belt by Car Users in Thiruvananthapuram and Cochin City 4. Road Safety in Metropolitan City. Study of Helmet Preference in Thiruvananthapuram and Cochin Cities 3.C. ON GOING/ PROJECTS 1. Effect of Varying Calibration Factor on IRR. Pavement Network Optimization for Maintenance and Rehabilitation 5. HIGHWAY PLANNING. Traffic Management on an Arterial Road Section Having Multiple Roundabouts 2. MANAGEMENT. PAVEMENT ENGINEERING AND PAVING MATERIALS 1. and Optimal Resource Allocation for Highway Maintenance at Network Level 4. 3. Modelling Users‟ Willingness to Pay for Different Attributes of an Improved Transportation System ix .VI. Investigation of Seepage Flow for Multilayered Soil Using Finite Element Analysis D. Structural Evaluation of Airfield Pavements 6. Study of the Impact of Introducing Stop-Control at Uncontrolled Intersections Using Computer Simulation 3. 10. TRAFFIC AND TRANSPORTATION 1. 12. 7. Methodology for Planning and Evaluation of Rural Road Network: An Integrated Functional Accessibility Approach 2. EVALUATION AND INSTRUMENTATION PERFORMANCE 1. 11. Planning for Cross Pedestrian Movement 8. 5. 9. Laboratory Performance Evaluation of SBS Polymer Modified Bituminous Concrete Mixes B. Travel Time Prediction for Arterial Corridors Using GPS Technologies 6. C. 8. 4. 6. Prioritization. Road Condition Evaluation. Modelling Transportation Demand for Urban Infrastructure Planning 10. Impact of Proposed District Center on the Transport Network Case Study: Saket 7. Impact of Missing Links on Urban Road Network 9. 2. Bus Travel Time Prediction Using Global Positioning Systems (GPS) Data 5. Quantification of Benefits due to Pavement Preventive Maintenance Strategies 3. RESEARCH WORK DONE IN ACADEMIC INSTITUTIONS RELATED TO THESIS WORK A. VOC 7. An Investigation on Bitumen Modified with Shredded Bi-Cycle Tires Viscometric Studies of Straight Run Bitumen Studies on Fatigue Behavior of Polymer –Modified Bituminous Concrete Mixes Utilization of Polymer Waste in Construction Industries (Road Construction) Constitutive Modeling of Pavement Materials Characterization of Healing of Asphalt Mixtures Studies on Effect of Aggregate Gradation on Fatigue Behavior of Bituminous Concrete Mixes Characterization of Apparent Viscosity of Bitumen Processed in India Evaluation of Rutting Characteristics of Bituminous Mixes using C -Ф Concept Experimental and Numerical Study on Mechanical Behavior of Asphalt Mix Laboratory Evaluation of Gilsonite Modified Bituminous Concrete Finite Element Analysis of Concrete Pavements with Cut-outs GEOTECHNICAL ENGINEERING 1. Study of the Effect of Stream Mix on Saturation Flow Rate of Heterogeneous Traffic Using Computer Simulation 4. On Queues: Case of Rail-Highway Grade Crossing 19. 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. Planning of Parking Facilities for Metro Station (Case Study. Evaluation of Effects of Carriageway Obstructions on Heterogeneous Traffic LIST OF ORGANISATIONS APPENDIX: Proforma Sheet for Reporting R&D Work for the General Report x . Modelling Vehicular Emissions under Heterogeneous Flow 21. Impact of Open Sky Policy on Airport Terminal Infrastructure 16. Development of Demand Model for Long-Haul Rail Travel 20. Development of Trip Generation Model using Artificial Neural Network 14. Kashmere Gate 18. Urban Structure and Transport Interrelationship in Indian Cities 17. Road Safety Studies on Rural Highways 22.11.Delhi Metro) 15. Simulation of Head . Role of Intelligent Transport System in Bus Terminal Management – ISBT. . This document has been prepared by compiling the progress of research work reported by 16 Research Organisations and Academic Institutions in the country. works reported on routine investigations and laboratory / field testing have been omitted from the document.e. i. The names of reporting organizations have been listed at the end of the report. the entire material has been divided into five Sections. 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. 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 proforma along with other related information are given in Appendix-I. xi . New Projects. As the General Report on Road Research is intended to provide information on research works carried out under various research projects. The research work in each section has been reported as per the standard Proforma for three broad categories of projects. 33 describes the General Report on Road Research Work done in India during the year 2005-2006. Pavement Engineering & Paving Materials.INTRODUCTION Highway Research Record No. Highway Planning & Management. Bridge Engineering and Traffic & Transportation Engineering. namely. Geotechnical Engineering. As per the classification. Performance Evaluation & Instrumentation. 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. The spatial information required for GIS based Road Information System (RIS) has been generated using survey of India toposheets. Management.1 Highway Planning & Management Performance Evaluation & A study on development of hill highway between Thiruvananthapuram and Kasaragod Districts has been reported. 2. The report has been compiled by CRRI. 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. Moderate and Pessimistic. Instrumentation Management. the most feasible alignment has been suggested. Based on the inventory of various alternative routes. Highway Planning.EXECUTIVE SUMMARY In the General Report on Road Research Work done in India for the year 2005-2006. 4. Performance Evaluation and Instrumentation Pavement Engineering and Paving Materials Geotechnical Engineering Bridge Engineering Traffic & Transportation Engineering I. 33. 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 1.000 km of NHs xii . Highway Planning. design and management of roads has been reported. As a part of the CSIR network project a study on national data centre for managing data for planning. 5. published as the Highway Research Record No. The riding quality data collected along the Golden Quadrilateral has been computerized in GIS platform and thematic maps are generated. Under traffic studies for preparation of master plan for the development of Ponani Port in Kerala. socio-economic and environmental consideration. the research work done by 16 organisations on various aspects has been reported. Expected divertible traffic forecasts have been worked out for three scenarios of Optimistic. 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. the traffic potentials of the port have been assessed. The data collected under various project undertaken by CRRI has been computerized in GIS environment. 1. 3. traffic studies. design and management of roads. the objective is application and functional testing of the RIS software modules and its detailed data parameters in conjunction with detailed design document. vehicles speed. 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. Some of the new projects on feasibility study for the construction of elevated road. 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. Network analysis tool in ARC GIS (V 9. impact assessment of rehabilitation works on overloading. travel time and roughness (in terms of IRI) for some state highways of Uttar Pradesh (U. study on third party Acceptance and Testing of RIS Software. 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.in GIS environment and also evolving a long term maintenance and rehabilitation strategies using HDM-4. In the project. 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. In addition.1) has been effectively used in planning the mobility patronage and for recommending short-term measures in a medium sized town. The study shows that RIS application is web based application which will be useful for decision making process for planning.P) and evaluation and improvement measures for selected roads of New Delhi Municipal Corporation. Bharath Nirman or NABARD funded road development schemes. Evaluation of some selected roads in NDMC area was carried out for recommending the maintenance and xiii . 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. 1. Completed projects include evaluation of New Mangalore Port Trust (NMPT) road network and needed rehabilitation measures. covering structural and functional evaluation of pavements and laboratory evaluation of road construction materials. The identified defects in the RIS applications will be very much useful to improve the software application.2 Pavement Evaluation Research work reported in this area relates to projects on pavement failure investigations. Based on the total surface distressed area and prevailing level of roughness. 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. 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. which consist of modern technologies such as Microsurfacing. 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. natural rubber and SBS. Recycling and Conventional technologies such as Hot Bituminous Mixes. 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.rehabilitation measures. congestion. Recron 3S polyester fiber and waste plastics. SBR polymer modified binders. delays and user costs. asset management study. safety. instrumentation and testing of demonstration stretches for concrete rural roads. suitability of locally xiv . 1. 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. two options had been suggested for improvement of NDMC roads. and investigations to determine the likely causes for development of slippage and cracking on NOIDA-Greater NOIDA expressway and needed remedial measures. use of yellow stone in road construction. New projects taken up include impact of digging by public utility departments on urban roads. 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).3 Pavement Performance Research works reported in this sub-section mainly comprise studies on performance of bituminous mixes with crumb rubber. performance of flexible pavements with regular and modified sub bases. instrumentation and testing of demonstration stretches for concrete rural roads and suitability of locally available materials for road construction. 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 %. The study identifies the problems associated with pavement utility cuts and would recommend potential solutions based on policies and technologies. Pavement Engineering and Paving Materials 2. Stretches of concrete pavements shall be laid with different types of concrete viz. 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. 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. For calibration purpose Axle Mounted Roughness Measuring Device installed in the Maruti car was run at a speed of 30 km/hr. 2. Another project reported on development of Roller Mounted Nuclear Density Gauge. The results obtained compare very well.P. RFID equipments have been procured and installed.4 Instrumentation A completed project in the area of instrumentation. Among the on going projects. and fabricated for A. a Road Condition Evaluation Equipment has been designed. 1. 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. concrete with 30 % flyash and high volume flyash concrete.available materials for road construction and asset management study of Ahmedabad-Mehsana Toll Road. insitu soil densities have been obtained by nuclear and conventional methods. corners and centre of slab to generate data on performance of concrete slabs of different thicknesses for rural concrete roads. Field trials are in progress. Strain and temperature gauges shall be embedded in concrete at the time of casting at different locations i. Data collected for the study is being analyzed through HDM-4 software. Government.1 Soil Stabilisation. Development of Electronic Toll Collection (ETC) System for traffic management using RFID (Radio Frequency Identification) Tags and Dedicated Short Range Communication (DSRC) Technology. 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.e. edges. conventional concrete. Low Grade Materials and Low Volume Roads xv . EVA and aggregates from Sevalia area quarry were collected for laboratory investigation. 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. Samples of modified bitumen by adding natural rubber. The ash generated from Surat Lignite Power Plant is eco friendly material. Rajasthan has been reported by different organizations during the year. 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. Field trials were also carried out with multigrade bitumen at two different climatic xvi . environmentally sustainable. The shredded film is completely dispersible in bitumen in hot melt condition whereas it gets separated from bituminous phase at ambient temperature. SBS. 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. Laboratory Study for Suitability of Chalk. It can be used in SDBC and BM with emulsion. which facilitate the construction without heating. 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.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. 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. Field trials of polymer modified bitumen on NH-1A indicated that test track using polymer modified bitumen is performing good after one year. A new project on ground stabilization techniques for road construction in clayey soils of Kuttanadu Region has been reported.2 Flexible Pavements A study on the use modified bitumen binders has been reported. Three sets of performance have been completed. 2. geotextile drains and to study the field performance of coir reinforced small clay embankments under wet and dry conditions. Under field study experimental stretches were laid on Waghodia-Rustampura road for each modified binder and control section. 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. 2. 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.4 w/cm (water / cementitious material) ratio is lower than the corresponding concrete mixes without fly ash.regions. Projects on construction of xvii . five grades of bitumen emulsions have been prepared and tested as per IS: 8887-2004 specification after six months of storage. drying shrinkage and abrasion loss of concrete with use of wollastonite is reported. 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. The decrease in the drying shrinkage and abrasion resistance is found to increase with increasing fly ash content. This manual will standardize specification for six lane BOT project and will contain technical requirements. Reduced water absorption. construction specifications. 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. design parameters etc.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. It has been recommended that construction of concrete test sections incorporating wollastonite should be taken up to evaluate the material in actual field conditions. 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. A study on preparation of manual for the development of six-lane National Highways is in progress. To study the shelf life of bitumen emulsion. A downward trend in compressive and flexural strengths was observed for fly ash content more than 40%. Multigrade bitumens have showed better fatigue and low temperature cracking resistance than conventional and crumb rubber modified bitumens. Lesser drying shrinkage and abrasion loss of concrete with use of fly ash as compared with control mixes is reported. However. Bhutan. Landslide investigations on Phuentsholling – Thimpu Road. investigation and design of high embankment on soft ground using fly ash fill for bypass road from Kalindi Colony to Kalindi Kunj. 3. Technical details of the bridges available from earlier studies were updated by site inspection. GIS based subsurface geotechnical map of Delhi and microzonation map of Delhi and guidelines for soil nailing technique in highway engineering. investigation instrumentation and monitoring of Patalganga landslide on NH-58.42 on NH-150. The study is to develop an interactive information system. Uttaranchal. The GIS software used is Arc GIS 9. study of landslide and rockfall on Mumbai-Pune Expressway and investigation and remedial measures for the stabilisation of Slopes at km. 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.0 and the system is xviii . prepare location maps & lay out diagram and design the information system using the data to have an interactive user interface. New Delhi. 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.concrete pavements with high volume fly ash are reported performing satisfactorily. 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. 59. Design of fly ash embankment for widening of marginal road bund from GT Road-to-Road No. MOSRT&H Research Scheme are the projects on natural disaster. 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. The objective of the study is to inventorize the bridges in the study area as per IRC guidelines. Selection of backfill material for appropriate compaction of backfill over metro tunnel alignment between Barakhamba Road-Connaught PlaceDwaraka Section. Mizoram are the projects undertaken to study the landslide problems. 4. which would provide a data management system for bridges in Thiruvananthapuram division. Bridge Engineering Research project on GIS application for Data Management of Bridges –A Pilot Study has been reported for the first time. specifications. SH. within channel contractions and at bridge piers) in boulder-bed rivers under high stream velocities (B-33). Based on this modelling. manual of practice for design and execution of expansion joints. In dynamic response of prestressed concrete bridges. 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. performance evaluation and bridge management system for concrete bridges (A collaborative project with DST. computer software will be developed. Further study. 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). determination of scour depth (for general bed. distress diagnostic. In the project. Some of the On-going/Completed Projects reported include Study on Hard topping for distressed CC wearing coats and concrete pavements. 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. the aim is to develop proper cement and polymer based concrete for repair procedures and to study their effectiveness. the objective of the study is to develop a realistic modelling of prestressed concrete bridges. performance evaluation and bridge management system for concrete bridges the objective is to develop a xix . This is beneficial to the agencies that own the structures such as PWD. dynamic response of prestressed concrete bridges. etc. creating a data base on bridge information system for the State of Tamil Nadu. formulation of guidelines. MDR & ODR into the System using MS ACCESS programme classifying the data into 17 different aspects for each bridge. The present study has to be extended to other fourteen divisions of PWD to form a complete Bridge Information System for Kerala. The information system provides necessary feed back for decision making. NHAI. MS Excel and Auto CAD are used for data preparation. study on high volume fly ash concrete for rigid pavements. which is capable to take into account the time dependent non-linear effect of creep & shrinkage.developed on Areobjects environment on which user interface is provided using the programming language Visual Basic NET 2003. The bridges will be given numbers and the same will be intimated to the (Maintenance wing) Divisional Engineers of Highways. 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. study on hard topping for distressed CC wearing coats and concrete pavements. In the project on distress diagnostic. creation of National Test facility. New Delhi). Draft final report has been submitted to the Ministry which is under examination. The project on creation of National Test facility. Subsequently it was further sent to the experts for their comments. It was observed that vehicles used by people who work in the vicinity of the xx . It will also encourage the manufacturers of our country to produce innovative expansion joints indigenously through technology transfer through their principals located abroad. The final report was submitted to the Ministry after incorporating its observation. . More efforts are to be carried out to investigate the aerodynamics of other type of bridge decks used in long span cable stayed bridges. Development confines to one number of bridges of type T-beam girder which is most commonly employed on highways in India. if possible. for Bridge Management System.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. 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. Traffic and Transportation 5.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. 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. Formulation of Guidelines. Specifications. 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. This will ensure better field performance throughout the service life of expansion joints. Field testing of expansion joints is not always feasible due to the high cost of testing and traffic closure problems. 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. Validation of the same will be done on other bridges. 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). wind tunnel studies are to be carried out to under stand the aerodynamic effects on pylons of different configuration and cables of different diameters. Further. In view of this laboratory testing of expansion joints is preferable. 5. The annual time loss in monetary terms is estimated to be Rs. NPV/CAP0.6 kilograms of CNG. on a running speed of 18.000 vehicles ply on Chelmsford road in a day. the short term and the long term.272. 129745.359 which shows upto 20% increase in construction and maintenance cost.5 crores per annum. It was observed that the number of parking spaces for shoppers.43.994.04 Km.2.609 (Discount rate was taken as 12%.0 on most of the roads implying very high traffic congestion.80. Delay is observed to be 158.annually.694/. medium and high volume.82 sec.009 million Rupees.5 litres of diesel and 405042. traders and visitors to business are not adequate.080/-.3%. EIRR-17. 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. xxi . at 600 signalized intersections of low. An application of Highway Development and Maintenance software (HDM4) was made to carry out economic analysis of the Upgrade and Improvement for Kawrthah – Kanhmun – Lowerpu Road in Mizoram. NPV=84. It was observed that EIRR = 20.732 million rupees. the total losses work out to be Rs. 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.parking places often occupy much of the parking spaces for example 2025 percent longer duration.39. A study on the Estimation of Fuel Loss during idling of vehicles at signalized intersections in Delhi indicated that 372245. during peak hours. NPV/CAP=0. The measures are of two types. A study on the impact of new high rise buildings on road traffic at Tardeo. 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).231/and Rs. the project is economically viable./vel.3%. the improvement measures have been suggested. Mumbai concludes the V/C ratio was more than 1./hr.7 litres of petrol are wasted everyday due to idling of vehicles. Converting these figures into monetary terms. The low running speeds and delay accrue a fuel loss of Rs. Keeping the characteristics of the traffic and constraints in improving the road infrastructure in view.77. NPV-61.38. from CP to Sadar bazaar and Sadar bazaar to CP respectively. With 20% increase in anticipated expenditure (RAC).5 lakhs per day and Rs.71. In study on the estimation of fuel loss on mid-block section of Chelmsford road opposite New Delhi Railway Station concluded that 66. cycle. Comprehensive traffic and transportation studies for Surat city recommended various intersections design suggesting pedestrian. for fast buses for a capacity utilization of 75 percent.5 m soft shoulders (on either side) immediately for the entire road stretch without any need for undertaking any road widening measures till 2021.0.59 per passenger km. and parking facilities as a part of the short-term traffic engineering / management measures.0. The other studies under this section include the Economic Feasibility of Delhi Metro Extensions – Badarpur to Faridabad and Mundka to Bahadurgarh. 5. A road safety audit study for selected stretch of Ring road Chennai recommended that over-speeding should be controlled by imposing strict enforcement measures.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 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 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. Shoulders for the entire stretch should be xxii .Only 23 percent of the arterial network is operating at speeds of 40 kmph and above. Hence. 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 fare structure after arriving normal return on investment worked out to be Rs. 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. it is recommended to provide additionally only 1. This study is under progress and detailed report will be submitted to DMRC for the preparation of Detailed Project Report.54 per passenger km for ordinary buses and Rs. the signal should be made visible. 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 xxiii . CPWD. A study on Environmental Impact Assessment (EIA) studies for BadarpurFaridabad and Mundka-Bahadurgarh Corridors of Delhi Metro recommended that. The respondents in both the cities agreed that helmet wearing should be made compulsory and it should be enforced in a sustainable way.80 lacs. State PWDs and NHAI for its applicability and usefulness under different terrain.1.10 lacs for serious is Rs. The study of helmet preferences in Thiruvanthapuram and Cochin city concluded that nearly 63% of the two-wheeler riders possess helmets in Thiruvanthanpuram city.4.20 lacs. 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. buses and small trucks causes increase in expected number of road accidents. 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. land-use and traffic conditions. for minor accident is Rs. 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).5000 and for property damage is Rs. The study also found that increase in number of fast moving vehicles like cars. 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%.maintained in good conditions. hardly 8% of two wheelers riders use helmets regularly. Of these. A study on accident costing concluded that accident cost for fatal accident is Rs. In the case of Cochin city over 75% of bike riders possess helmets and of which 28% of two wheeler riders use helmets regularly. number of accesses to the road and prevailing cross sectional hazards. 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. 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:70-1977.1. decreases xxiv . 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. 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 fatigue life of the SBS polymer modified bituminous concrete mix increases by 95% to 360%. 6. 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. 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. however. The PCN values obtained were found to be reasonable and consistent with the structural data of the pavement. The magnitude of increase in fatigue life. 2./hr.vehicles cars / jeeps / taxis perform maximum overtaking maneovures crossing the yellow line marking. Ranking of rural road projects can be carried out using this methodology. 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. At constant tensile stress and pavement temperature. the spot speed at business zone is 47 km/hr. Research Work Done in Academic Institutes Related to Thesis Work The salient features of some of the completed projects are: 1. Back-calculation results of the program were validated using ANSYS. 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. Thin overlay preventive maintenance strategy is most cost effective for highways carrying traffic from 5000cvpd to 6000cvpd. 4. 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. 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. 11. which has better resistance to rutting. numerical results are obtained for various combinations of the soil. 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. 7. To study the fatigue behavior of polymer–modified bituminous concrete mixes. 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. 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. Thus polymer modified mixes can be recommended for National Highways where traffic volume is substantially high. Improvement in Marshall Stability and indirect tensile strength of modified mixes indicates good performance of polymer modified bitumen after laying on roads. 9. Laboratory investigations on bitumen modified with shredded bi-cycle tires showed the better performance of modified binder than unmodified 80/100 bitumen. 5. A study on characterization of apparent viscosity of bitumen shows that the flow properties of bitumen are affected by temperature and stressstrain conditions. 6. stripping and enhanced durability. Based on the FEM. Bitumen behaves as a non-Newtonian at low temperatures and approaches to Newtonian as the temperature increases. 8. This phenomenon can be observed from the apparent viscosity-shear rate graphs at various temperatures. Overloading of vehicles upto 20% causes 30 to 40% reduction in life of the pavement. laboratory investigations with Styrene-Butadiene-Styrene indicated the superiority of SBS modified asphalt mix in term of fatigue life.with increase in tensile stress. the overall average delay caused to traffic is more than in the case of stop-control intersection than in the case of xxv . resilient modulus and crack propagation over the neat asphalt mixes. The 60/70 grade changes faster to Newtonian state at about 100 oC while polymer modified one changes at about 135 oC. 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). 10. A study on impact of introducing Stop-Control at Uncontrolled Intersections using Computer Simulation revealed that for a given road way and traffic conditions. cracking. 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. The work also demonstrates successful application of constrained triangular distribution in the development of RPL models. 15. While personal car users have higher value of WTP for quantitative attribute speed. Junction flow in the affected roads drops in the range of 24% to 33%. and minimum in the case of the combination of straight going. 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. Among RPL models.75 m. Also.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. it has been found that there is no common trend in variation of the saturation flow due to variation in traffic compositions 13. The level of service on the affected roads drops by 14% to 20%. the bus users have higher value of WTP for qualitative attribute comfort.5 m wide approach roads. An investment of Rs. 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.uncontrolled intersection. the model performances xxvi . 1000 and 1100 vehicles per hour respectively in the cases with 3. while the value for the combination of straight going and left turning streams lies in between the two. 12. The success rate of the model is high. revealed that the impact of the existing district center is up to radius of 7. 14.0. left turning and right turning streams. 5 m and 7. 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. A comparison of different econometric models clearly shows an improved model performance for RPL models over MNL model.5 km. In the intersection area with stop control delay caused to traffic is less in the case of uncontrolled intersection. A study on Impact of Proposed District Center on the Transport Network Case Study : Saket. 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. with the best model having a low Mean Absolute Percentage Error of 9. HC and NO. Stratification of the binary logit model by income group gives better model prediction than the single binary logit model for all the users. 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. that may necessarily not be linear in nature. 16.improved further when the mean heterogeneity is taken into consideration. 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. 58% CO and 70% NO. 17. ANN based trip generation model offers more potential to capture variables to ensure high degree of accuracy. xxvii . The data collected in this study indicate reductions of upto 72% HC. It was also observed that the divider reduced the congestion and even avoided the formation of gridlocks at high flow values. 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. 20. 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. The toll roads for car and bus users are estimated by charging 25% of user benefits to respective users. 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. based on average values per run along the test stretch. A study on Development of Trip Generation Model Using Artificial Neutral Network concluded that ANN model has the capability to choose the appropriate functions. 18. 19. 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. As such they can incorporate both linear as well as non-linear functions with equal ease. SALIENT POINTS FOR DISCUSSION 1. 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. The on-going projects are mainly on national data centre for roads. 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. In addition. developing methodologies for GIS based database for roads with case studies. 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. 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. computerized road inventory. HIGHWAY PLANNING. MANAGEMENT. GIS techniques for traffic management measures. testing of the road information system developed for NHAI.000 km of NHs in GIS environment and also evolving long term maintenance and rehabilitation strategies using HDM4. Pavement maintenance management system by integrating GIS and HDM 4 xxviii . Development and management of GIS based road information system 2. PERFORMANCE EVALUATION AND INSTRUMENTATION 1.I. Under the new projects. the most feasible alignment is suggested for the Hill Highway from Palakkad Town (NH-47) to Parassala in Thiruvananthapuram District. Limitations xxix . traffic studies.3. socio-economic and environmental consideration. 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. The Hill Highway alignment is proposed mostly by linking the existing roads as far as possible. Findings / Conclusions Based on the inventory of various alternative routes. Planning of road network and location of urban amenities in rural areas A. COMPLETED PROJECTS 1100-10 1. Over the years. only 2 minor ports namely Beypore and Vizhijam are functioning. Moderate and Pessimistic. minor ports in the state fell into relative disuse. of Kerala (S) Present Status and Progress Project Completed Findings/Conclusion Based on traffic studies. Expected divertible traffic forecasts have been worked out for three scenarios Optimistic. The other minor ports function as Fishing Harbours and Signal Stations. due to lack of maintenance. 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 pessimistic scenario presents only half of the traffic divertible to new port and only half of the maximum divertible cargo movement from road traffic. Developing coastal shipping and integrating it with Inland Water Transportation will provide these ports a fillip for growth. The moderate scenario assumes only one fifth of road-based traffic as divertible. The proposed hill highway would provide better connectivity to settlements and market centers in the hilly region of the state. Thiruvananthapuram (R) Harbour Engineering Dept. Traffic Studies for Preparation of Master Plan for the Development of Ponani Port in Kerala Duration: April 2005 to December 2005 (i) (ii) National Transportation Planning and Research Centre (NATPAC). With the inland xxx . Govt.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. Reports / Publications Final report of the project has been submitted to Govt. This would also open up the hilly terrain for socio – economic upliftment and promote tourism potentials of the state. Presently in Kerala. 1100-10 2.. of Kerala for implementation. the traffic potentials of the port have been assessed. Till late seventies. which would allow research leading to the development of the Geographic Information System (GIS) based Road Information Management xxxi . cargo vessels used to sail between Ponnani and Lakshdweep islands. 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. Coastal shipping and a terminal for Inland Water Transport.waterway system connecting the minor ports with hinterland. Ponnani is one of the nearest port to the major port at Cochin. it would be economical to distribute the cargo through waterways. 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. Ponnani has an added advantage of availability of land for port development and expansion. ON GOING PROJECTS 1100-10 1. Container barge operation. 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. Reports/Publications Traffic Studies for Preparation of Master Plan for the Development of Ponnani Port in Malappuram District of Kerala B. It can act as a satellite port in Cruise tourism. It can play a pivotal role in Lakshdweep transportation. xxxii .K. B. As a part of the project activity. Indonesia. Durai . ‟GIS Based Data Center for National Highways in India‟. the data collected under various project undertaken by CRRI has been computerized in GIS environment. A.System (RIMS) and subsequently development of Pavement Maintenance Management System (PMMS). 3. Jain. K. UCL. The riding quality data collected along the Golden Quadrilateral has been computerized in GIS platform and thematic maps have been generated. Proceeding of “Computers for Urban Planning and Management” (CUPUM). K. Jain. Jain and B. Map Asia. K. Proceeding of “NRDMS Workshop” Trichurapalli. Durai. A.2005. P. The spatial information required for GIS based RIS has been generated using survey of India toposheets. P. 2. 2005. Findings / Conclusions The data collected and stored in GIS platform will be highly useful for asset management in road sector. 29-30 July. London.K. Neelam Jain. 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. B. „District Level location Planning for Educational Facility based Rural Accessibility Approach‟. Kumar Ravinder. K. K. 22-25 August. P. Nanda. Report/ Publications 1. Durai. P. P. Sikdar. K. July. „GIS Based Planning and Implementation of Rural Roads Programme In India. Mohan Rao.Mohan Rao. 05. 30 th Jan to 1st Feb.4. which will include collection and collation of spatial (geo-referenced) data and the related non-spatial road information. xxxiii . Prasad Rao. 5. B. P. collection of the relevant road and related asset information. K. Methodology The project has been divided in four modules dealing with development of the information system. I. Neelam Jain. 2006. retrieving and updating data and presenting the desired information related to traffic and road assets for upgradation and rehabilitation purposes. C. Kanchan and P. Nanda “GIS based Maintenance Management System (GMMS) for Major Roads of Delhi” . The system will enable storing. Nanda „Knowledge Management Principles for Development of Road Information System in India‟. New Delhi (C. Durai. Dr.I) (ii) Ministry of Shipping. K. Map India. P. K. K. K. 2006. Kanchan and P. New Delhi. 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). 30th Jan to 1st Feb. Map India. New Delhi. Development of GIS Based National Highway Information System Date of Start: January 2006 (i) Central Road Research Institute. NEW PROJECTS 1100-10 1. type of shoulders (paved/ unpaved). 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. showing all the National Highways. 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. 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. 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. The main emphasis of this module will be on the development of software through which the data management can be effected.traffic data collection and evolving long term strategies for management of highway system in India. a user friendly GIS based interactive system will be developed. Module-II: Inventorisation of National Highways The inventorisation of National Highways involves recording of geometry of the highway sections.000 scale. Significant / Utilization Potential xxxiv . pavement roughness and distress. It is proposed to use HDM-4 for developing long term maintenance and rehabilitation strategies. retrieve and update the entire database with proper geo-reference. pavement type and width. The system will enable to store. Using the map data and other related information collected (as proposed in module II and III).00. Module-III: Traffic Volume Survey for National Highways It is proposed to collect the classified traffic volume data for about 50 representative locations. road side land use (Urban/Rural) and other asset information. and management of National Highway network. continuously for 7-days using Portable Traffic Classifiers (PTC).  Preparation of digitized road maps with supporting data for each Grama Panchayath using the GIS format. 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. Nanda. Key Note Address. Map India.K. 30th Jan to 1st Feb. Thiruvananthapuram (R) Kerala State Council for Science. Preparation of Computerized Inventory of Roads for Kothamangalam and Koovappady Block Panchayaths in Ernakulam District (Kerala) Duration: April 2005 to March 2006 (i) (ii) National Transportation Planning and Research Centre (NATPAC). ‘GIS based National Highways Information System’. Block Panchayaths and District Panchayaths. 1100-10 2. 2006. Technology & Environment (S) Scope and Objectives The scope of the study is limited to roads coming under the rural local bodies comprising of Grama 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. Methodology Detailed field studies carried out for obtaining information on: xxxv .    Allocation of improvement and maintenance funds in a scientific manner. the attribute information about any feature can be accessed by using the identify option on the feature. road availability and location of facilities Road level data. The maps are published using ArcMap environment in ArcGIS. The feature classes were projected using the projection parameters and a coordinate system. sub settlement (within each Panchayath) identification. Scaling using GIS format and development of attribute tables. PWD roads. The study aimed at developing a comprehensive spatial database including locations and detailed information about the road network and road junctions. The feature classes were used to make thematic maps for further use. Supporting Data    Assessment of settlement level connectivity Identification of Connected/unconnected settlements Road schemes required for connectivity improvements xxxvi . Ward Boundary. which do not have the GIS software. using different feature classes for each feature type. Mosaicking. The projection parameters – datum and spheroid. minor roads. settlements connected Road mapping using the base maps (cadastral) provided by the Kerala State Land Use Board    The maps are further modified by Digitizing. Panchayath roads. The datum used was Kalianpur 1975 and the Spheroid used was Everest 1975. The feature types incorporated in this work are: Panchayath Boundary. The map projection used was Kalianpur_1975_Zone_43 North. population benefited. These raster files were vectorised in ArcGIS. The packaged data files can be viewed and queried in any system using ArcReader. The published maps are packaged with the supporting files for data sharing. physical attributes like rivers. Rivers. were defined for the feature classes. The attribute data for these features are added simultaneously.connecting settlements. Geo-referencing. Settlement level data. In ArcGIS. Cultural Centres and important localities. The scanned maps are georeferenced using the Survey of India Topo sheets and converted into raster format. The projected feature classes were imported to the specific geodatabases created for each Grama Panchayath. geographical attributes like ward boundaries and other location-based information like public resources and cultural centres. Public Utilities. so that they can be distributed and shared into other systems. surface type. width. facilities along the road Road inventory particulars covering length. 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. xxxvii 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) (ii) National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram (R) Kerala State Council for Science, Technology & Environment (S) Scope and Objectives 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) (ii) (iii) (iv) Review of the existing traffic management measures adopted in the study area. Prototype development for before and after studies of traffic scenario for each application of traffic management plan. Identification of user preferred paths within space control frames, which are compatible with the system and the non-user. 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) (ii) Concept of critical link through iterative process and 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 xxxviii 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 longterm 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 Date of Start: January 2006 xxxix Government of India (S) Scope and Objectives 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. 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. 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.(i) Central Road Research Institute. Based on the demand for facilities. (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. Sensitivity analysis will be carried out to find out the improvement of accessibility level of villages to each growth centres identified in the block. (ii) prioritization of villages/habitations to identify the growth centres. 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. development of road network and the accessibility pattern the growth centres will be classified to provide the appropriate facilities.I) (ii) Department of Science and Technology. Significant / Utilization Potential xl . New Delhi (C. 1100-40 5. New Delhi (C. 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.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. 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 (i) Central Road Research Institute.I) (ii) Municipal Corporation Delhi (S) Scope and Objectives 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. 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. xli . New Delhi (C. xlii . 1100-40 6. Conceptual plans for a flyover which will provide maximum economic benefits to the society. Reviewing the system requirement specifications (SRS) document and detailed design document include checking of design. and integration with HDM-4. interface. interface.I) (ii) National Highways Authorities of India (S) Scope and Objectives    Checking the RIS software as per the terms of references given in contract agreement for software development. Checking the system requirement specifications (SRS) document and detailed design document include checking of design. The process of testing starts with understanding the software application and user requirements. Third Party Acceptance and Testing of Road Information System (RIS) Software Date of Start: February 2006 (i) Central Road Research Institute. architecture. Based on user requirements. Application and Functional testing of the RIS software modules and its detailed data parameters in conjunction with detailed design document. architecture of the system and integration with HDM-4.Significant / Utilisation Potential Quantification of fuel loss at signalized intersection shall be done along with remedial measures to reduce the quantum of loss. 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. module wise detailed study has been done for utility. Conclusions RIS application is web based application which will be useful for decision making process for planning. Functionality of the software has been checked in conjunction with detailed design document. New Delhi (C. Uttar Pradesh (S) Scope and Objectives xliii . design and management of roads. 1100-40 7. I) (ii) Public Works Department. inclusion of various engineering parameters in the application in conjunction with HDM-4 analysis and the software development objectives. 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. Traffic Census for Roads of Uttar Pradesh State‟s Core Road Network Date of Start: March 2006 (i) Central Road Research Institute. units and its appropriated location in the modules. This includes identification of missing engineering parameters. Methodology Uttar Pradesh (UP) PWD has assigned Central Road Research Institute (CRRI). The traffic volume survey will be carried out for seven days round the clock on 50 selected locations spread all over the state.Traffic Census on Non-Urban Roads.The main objective of the study is to collect the traffic data in the selected 50 locations on the state core network. New Delhi (C. The survey data will be analysed based on the classified volume for various period of time. 1100-40 8. 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. 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 . Uttar Pradesh (S) xliv . taking into account the merging/diverging traffic conditions. Significant / Utilisation Potential The data will be useful for the implementing agencies in planning and management of the core road network of Uttar Pradesh.I) (ii) Public Works Department. Base Line Road/Traffic Data Collection for Upgradation/ Rehabilitation of Identified Uttar Pradesh State Roads Date of Start: March 2006 (i) Central Road Research Institute. The traffic volume survey will be carried out for 48 hours (Two days) round the clock on 19 selected locations.Scope and Objectives 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 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. Speed and Delay Survey: The primary objective of this study is to evaluate the quality. Methodology Uttar Pradesh (UP) PWD has assigned Central Road Research Institute (CRRI). convenience. The axle loads data will be converted into Equivalent Standard Axle Loads (ESALs) carried by each axle of the vehicle using fourth power law. xlv . The weighing will be done for traffic in both directions using portable static electronic wheel weigh pads on random sampling basis. classified traffic volume. axle loads and average travel time on selected roads. 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. Axle Loads Surveys: To assess the actual usage and damaging effect of the roads by traffic. axle load. and riding quality data for upgradation and rehabilitation selected roads under Phase-II. New Delhi to collect the base line road/traffic. axle load surveys will be conducted 48 hours (two days) along with traffic survey locations. travel time. and level of service being offered to the traffic flow/movement along a particular route. The scope of the work includes assessment of Riding Quality. especially heavy commercial vehicles. xlvi . The observations will be taken on both left and right wheel paths. Significant / Utilisation Potential The data will be useful for the implementing agencies for planning of maintenance and rehabilitation strategies.Riding Quality Measurements: The riding quality of selected roads will be measured by response type towed Fifth Wheel Bump Integrator. Impact assessment of rehabilitation works. 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. and evaluation of selected roads of NDMC and improvement measures. and functional evaluation of pavements including laboratory evaluation of road construction materials. 2. PAVEMENT EVALUATION SUMMARY Research works reported in the area of pavement evaluation relates to a variety of projects covering pavement failure investigations. Non-destructive tests for structural evaluation of pavements 3. SALIENT POINTS FOR DISCUSSION 1. impact assessment of rehabilitation works on overloading. Impact of digging by Public utility departments on deterioration of urban roads xlvii . travel time and roughness (in terms of IRI) for some state highways of Uttar Pradesh (U. vehicles speed.P).2. Projects completed include evaluation of New Mangalore Port Trust (NMPT) road network and needed rehabilitation measures. A. CRRI. 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. November 2005. New Delhi (R. COMPLETED PROJECTS 1200-30 1. Findings/ Conclusions Recommendations on rehabilitation measures covering both the options-flexible and cement concrete pavement are given. I) New Mangalore Port Trust (S) Present Status and Progress Completed. xlviii . A detailed report submitted for implementation of recommendations. Evaluation of Road Network at New Mangalore Port Trust (NMPT) and Needed Rehabilitation Measures Duration: March 2005 to November 2005 (i) (ii) Central Road Research Institute. Specific recommendations for drainage aspects including flexible pavement design also done for movement of heavy cranes. 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. vehicle speeds. I) 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. 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. vehicle speeds.1200-30 2. covering all types of commercial vehicles Determination of impact of improvement/rehabilitation works on overloading. xlix . Travel Time and Roughness for some State Highways in Uttar Pradesh State Duration: November 2005 to March 2006 (i) (ii) Central Road Research Institute. 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. for all the 12 corridors. travel time and roughness for some State Highways (12 Corridors) in UP State. Impact Assessment of Rehabilitation Works on Overloading. New Delhi (R. travel time and roughness. on random sampling basis. Vehicle Damage Factors (VDFs) from axle loads survey were found to be varying from low to high for some of the 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. Vehicles Speed. 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. CRRI. by Benkelman Beam method Classified Traffic Volume studies on 10 typical heavily trafficked roads as above. for 48 hours round the clock l . 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. Evaluation and Improvement Measures for Selected Roads of NDMC Duration: September 2005 to January 2006 (i) (ii) Central Road Research Institute. In order to arrive at the improvement measures.Limitations The study was limited to only State Highways Corridors. New Delhi (R. I) 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. Technical Report. Similar study needs to be done for National Highways as well. 1200-30 3. March 2006.. needed to achieve higher service standards and quality roads. resurfacing and overlays etc. Vehicles Speeds. 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. Travel Time and Roughness for some State Highways in Uttar Pradesh State”. Reports / Publications “Impact Assessment of Rehabilitation Works on Overloading. Impact of Digging by Public Utility Departments on Urban Roads 1200-10 Date of Start: December 2005 National Transportation Planning and Research Centre (NATPAC). priority option and alternate option have been suggested for improvement of these roads. Recycling and conventional technologies such as Hot Bituminous Mixes. Recommendations Based on the total surface distress area and prevailing level of roughness. the surface condition of the road such as cracks. Methodology Before starting the digging process. Recycling and conventional Hot bituminous mixes. and user costs. which consist of modern technologies such as Microsurfacing. two options viz. B. two options have been suggested for improvement of these roads. congestion. delays. edge breaks and other distresses are recorded. Test Pits observations to evaluate the properties of in-situ materials. Degree of compaction li . CRRI. safety. NEW PROJECTS 1. Based on the total surface distressed area and prevailing level of roughness. Report / Publications “Evaluation and Improvement Measures for Selected Roads of NDMC”. which consist of modern technologies such as Microsurfacing. 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. Technical Report. Thiruvananthapuram (R) Scope and Objectives The scope of study is to assess the impact of digging on roads on the functional and structural deterioration. October 2006. Policies can be in the form of incentives. Significance/Utilisation Potential The study identifies the problems associated with utility cuts and would recommend potential solutions based on policies and technologies. are also noted. the deterioration in terms of structural and functional parameters are evaluated. For cutting over pavement area. Investigation to Determine the Likely Causes for Development of Slippage and Cracking on Noida . 1200-30 2. New Delhi (R. optimum moisture content etc.and type of soil etc. information on area. 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.Greater Noida Expressway and Needed Remedial Measures Date of Start: December 2005 (i) Central Road Research Institute. fees and allocation of risks between the parties involved. are calculated from laboratory studies. The scope of work includes the following:  Benkelman Beam Deflection measurements on representative road sections covering all possible conditions lii selected / . This will help in reducing the adverse effect of digging on road condition. 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. Coordination between different agencies involved i. highway departments and service providers primarily at appropriate stages would minimize the damage deterioration.e. After refilling. the material (including composition) used. depth. Field density of the cut portion before and after digging is recorded using sand replacement method. method and aim of digging etc are also recorded. When the digging is started. gradation. Field moisture content. degree and method of compaction are also studied. round the clock. slippage and cracking. Based on the results obtained through field and laboratory evaluation.       Traffic volume surveys for 24 hours. at one location Axle loads surveys for 24 hours. Construction standards achieved with regard to density. 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. the remedial measures will be recommended for ensuring effective functioning of the Expressway. Cores of bituminous mixes were also taken for determining the quality of materials and mixes. round the clock. Significance / Utilization Potential The study will identify likely causes resistence for development of distress viz. were also examined. liii . as per the scope of work. binder content and mix gradation etc. axle loading and other relevant informations. Field work has been completed and laboratory investigations of materials / mixes is currently in progress. were undertaken to evaluate the structural and functional conditions of the pavement. collect data on present day traffic volume and their composition. in both carriageways. instrumentation and testing of demonstration stretches for concrete rural roads. instrumentation and testing of demonstration stretches for concrete rural roads. Specifications of Bituminous Bound Macadam and its application in road structure 4. SBR polymer modified binders. suitability of locally available materials for road construction and asset management study of Ahmedabad-Mehsana Toll Road. Road Asset Management Study 2. Pavement performance characteristics of newly constructed road sections by using conventional binders versus CRMB. 3. PAVEMENT PERFORMANCE SUMMARY Research works reported in the area of pavement performance mainly comprise studies on performance of bituminous mixes with crumb rubber. 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. On-going projects which are in progress include performance study on proposed flexible pavements with regular and modified sub bases. comparative merits of bituminous bound macadam (BBM) and Built up Spray Grout (BUSG). Evaluate suitability of locally available materials liv . Recron 3S polyester fiber and waste plastics.3. evaluation of Recron 3S polyester fiber for use in bituminous mixes and use of yellow stone in road construction. natural rubber and SBS. use of laterite and yellow stones in WBM construction and suitability of locally available materials for road construction. performance of flexible pavements with regular and modified sub bases. NRMB and waste plastics etc. SALIENT POINTS FOR DISCUSSION 1. asset management study. The construction of test track was completed in May 2002. 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. Length of test section selected between Km 302/600 and 306/0 is about 2. For comparison of test tracks with two different specifications. 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. It has been concluded that BBM can be suitably used as a substitute to BUSG on various National Highways in Maharashtra State. have been constructed under this scheme. Conclusions It is observed that performance of test track having bituminous bound macadam (BBM) layer is excellent. 302/600 to 306/00.17).37 Km. Bituminous Bound Macadam for Strengthening of Existing Pavements on National Highway Works 1300-10 Duration: May 2002 to May 2005 Maharashtra Engineering Research Institute. COMPLETED PROJECTS 1. Roughness index and visual observations of the test track are also taken. In view of three years observations. pre-monsoon and post-monsoon observations have been recorded for the last three years. 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).H.A. One km length (km 304/0 to 305/0) is constructed using Bituminous Bound Macadam (BBM) and the remaining length of 1. the performance of test track seems to be „Very good‟ up-till now. Findings/Conclusions The test track has been constructed during April 2002 to May 2002. Nasik (R) Present Status and Progress The test track on Mumbai –Konkan – Goa Road (N. Km. Recommendations Final reports have been circulated to Regional Chief Engineers in Maharashtra State for their study and information lv . From the observations data. Built Up Spray Grout (BUSG) can be used only in new work.37 Km was constructed by using BUSG as per MOSRTH guidelines. The construction of Bituminous Bound Macadam (BBM) involves 40 mm hand broken metal and thus lead of material transportation is minimized. 9/0 to 10/0 under this scheme. 0/0 to 1/0. construction.B. 9/0 to 9/350. 0/0 to 1/0 respectively in May 2001. 9/0 to 10/0 and Km. 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.W. Final post construction observation of the test track has been taken in June 2005. lvi .B. 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. Post construction observations have been taken for three years (pre-monsoon and post-monsoon). For WBM on Chapheri-Kasari road km. the performance of the test track seems to be „good‟ up-till now. From the observations data. 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. Use of Laterite Stones in W. with 50% trap metal of 40 mm size with 50%. Findings /Supporting Data The test track on Kolambe-Kulay-Phansawale Road.B. Roughness Index and visual observations of the test track are also taken.M. Construction Duration: May 2001 to May 2005 Maharashtra Engineering Research Institute. From Km. 9/350 to 9/700. Report has been prepared and sent to concerned P.1300-30 2.D. (80 mm size) laterite metal and 60 mm size laterite metal used in the W. W. 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. From Km.M. Chief Engineer and Field Officers for information.M.M. Final post construction observations have been taken in June 2005. and on this layer 75mm thick BBM and 20 mm premix carpet with liquid seal coat used as a wearing course. (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. MDR-43 has been constructed from Km.B. Recommendation Final reports are circulated to the concerned P. construction as compared to the use of 100% trap metal. The roughness measurements using bump integrator.W.M.D.M. Study on the effect of using quarry dust and copper slag in sub base was undertaken by Soils Laboratory in 2005 .D. ON GOING PROJECTS 1300-10 1. and produces surfaces with longer life. (iii) Engineering Properties The laterite stones have been found with sufficient mechanical strength and toughness to withstand at low and medium traffic of M.M. Findings/Conclusions Further study shall be taken up only after the relaying work is completed. BBM and premix carpet as wearing surface prevents disintegration of W. construction.B.(ii) Cost Saving There is about 25 – 30% saving in material cost by using 100% laterite stone for W. Chief Engineer for information B. before commencement of relaying the work has been conducted. Evaluation of Recron 3S Polyester for Use in Bituminous Mixes lvii . I) Present Status and Progress This scheme is to be carried out in conjunction with another scheme which is already in progress.B. It can thus be suitably used as locally available material in W.06.B. Performance Study on Proposed Flexible Pavements with Regular and Modified Sub Bases Date of Start: 2005 Highways Research Station. 1300-30 2.R. Roads. Chennai (R. The test track was constructed as per the standard specifications of PWD Maharashtra state. BC. Third part is constructed by using only black basalt in WBM road. CRRI. Second part is constructed by using yellow stones & black basalt (50:50%). New Delhi (R. BM. Post construction observations are being taken twice in a year (pre-monsoon & post-monsoon) for three years. Interim Report. 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. DBM. Use of Yellow Stones in Road Construction Date of Start: August 2003 Maharashtra Engineering Research Institute. Report / Publications “Evaluation of Recron 3S Polyester Fiber for Use in Bituminous Mixes”. Final post construction observation is due in December 2006. 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. On WBM surfaces 20 mm premix carpet with liquid seal coat (Hot Mix Hot Laid) was provided. lviii . First part is constructed by using only yellow stones. SDBC.Date of Start: April 2003 Central Road Research Institute. Total length of the test track is divided in three parts. March 2006 1300-30 3. Each part is of 300 metre in length. Nashik (R) Present Status and Progress The test track on Sawada Railway Station to Hatnur Dam Road (MDR-15) near Bhusaval. Finding / Supporting Data It has been found that overall rating of the test track is „Good‟ as per interim data. District Jalgaon (Maharashra) at Chainage 00/00 to 00/900 was constructed in December 2003. C) Scope and Objectives The scope of project is limited to study the performance of bituminous mixes with crumb rubber. lix . 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. climate and environmental factors. natural rubber and SBS. Even though there are several types of bituminous layers adopted in highway construction in the country.C. The performance of various modifiers will be quantified in terms of pavement condition index and unevenness index. 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. 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. Core samples will be brought from test tracks constructed using modified binders and their properties will be evaluated in the laboratory. Marshall Specimens will be prepared in the laboratory and the properties of bituminous concrete mixes will be studied. The life-cycle cost of various modified binders will be evaluated duly considering the traffic. NEW PROJECTS 1300-10 1. Investigations on Field Performance of Bituminous Mixes with Modified Binders Date of Start: March 2006 Indian Institute of Technology Madras. Chennai (R. this study will be limited to the performance of modifiers on bituminous concrete layers alone. SBR polymer modified binders and waste plastics only. I. edges. Guidelines selection of appropriate modified binders under different climatic and traffic conditions. Instrumentation and Testing of Demonstration Stretches for Concrete Rural Road Date of Start: April 2005 (i) (ii) National Council for Cement and Building Materials (R) Cement Manufacturers Association (C. The rutting potential of various bituminous mixes will be evaluated in terms of rut depth measured under wheel path. Development of performance prediction models for use in pavement design. Comparative evaluation of the properties of the bituminous concrete mixes using various modified binders.e. lx . Significant/Utilisation Potential       Comparative analysis of various properties of the modified binders.The fatigue performance of bituminous concrete mixes using various modified binders will be studied over a period of three years. pothole and riding quality of the various pavement sections overlaid using various modified binders will be monitored periodically. Strain gauges and temperature gauges shall be embedded in concrete at the time of casting at different locations i. Evaluation of the field performance of overlays with various modified binders. The other performance indicators like raveling. corners and centre of slabs. The fatigue performance will be evaluated in terms of cracks area and width of cracks.S) Scope and Objectives To generate data on performance of concrete slabs of different thicknesses for rural concrete roads. The longevity of the bituminous concrete mixes overlaid with various modified binders will also be quantified. Methodology Stretches of concrete pavements would be laid with different types of concrete such as conventional concrete. Models for fatigue performance of bituminous concrete mixes using various modifiers during laboratory investigations. concrete with 30% flyash and high volume flyash concrete. Models will be developed to predict the performance of the pavement overlaid with the modified binder mixes. 1300 – 10 2. quarry dust etc. swell characteristics. CBR. Supporting Data The necessary equipments have been procured and pavement sections will be laid shortly. compression. Methodology Soil samples are collected from the identified locations along coastal roads and tests are conducted for identification. compaction etc. and are being evaluated in the laboratory. laterite soil. Materials like red earth. 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. Supporting Data Subgrade soil samples from six locations along the roads in coastal area have been collected. are added in different proportions and the properties studied. shear. Suitability of Locally Available Materials for Road Construction in Kerala Date of Start: April 2005 National Transportation Planning and Research Centre (NATPAC). Significance/Utilisation Potential lxi .Temperature and wheel stresses shall be measured at different time to cover the effect of different seasons and seasonal variations. Pavement deflection measurement by using Benkelman Beam would also be undertaken on the identified locations. Sand replacement method is used to find out the field density. Significance / Utilisation Potential Reduction in cost of rural concrete roads through economical design 1300-30 3. 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 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 predetermined requirements stipulated in the contract agreement.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. Asset Management Study of Ahmedabad-Mehsana Toll Road Date of start: October 2005 (i) (ii) Central Road Research Institute. I) M/s Consolidated Transportation Networks Limited. 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 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 lxii . 1300-20 4. New Delhi (R. INSTRUMENTATION AND MICRO-PROCESSOR APPLICATIONS SUMMARY Under this section.P.Results obtained using HDM-4 tools can be used towards development of optimal pavement maintenance strategies. Under the project “Design & Development of a System for Automated Measurement of Deflection Basin under Truck Dual Tyre Assembly”. Automated Measurement of Deflection Basin 4. Roller Mounted Nuclear Density Gauge lxiii . 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. Government” has been completed. The fourth project “Development of Roller Mounted Nuclear Density Gauge”. The results obtained compare very well. Field trials are in progress. Pavement Condition Evaluation 2. field trials are in progress. equipment have been procured and installed. SALIENT POINTS FOR DISCUSSION 1. 4. in-situ soil densities have been obtained by nuclear and convectional methods. 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. Electronic Toll Collection 3. one project namely “Design and Fabrication of Road Condition Evaluation Equipment for A. COMPLETED PROJECTS 1400-10 1. I) PWD. 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. Design and Fabrication of Road Condition Evaluation Equipment for A. have been trained in operation and maintenance of Road Condition Evaluation Equipment. Axle Mounted Roughness Measuring Device installed in the Maruti van has been calibrated. rehabilitation and reconstruction and to generate programme of works and corresponding budgets. of AP (S) Present Status and Progress Road and Building Department. 20. The equipment fitted Maruti Van has been delivered to the client. Govt. of Andhra Pradesh. Govt. New Delhi (R. of Andhra Pradesh desired to procure Road Condition Evaluation Equipment from CRRI for an amount of Rs. In continuation of the work reported last year.A. Road Condition Evaluation Equipment has been validated.27 lakhs for collecting various types of Road condition data. Engineers of R & B Department. Findings/Conclusions lxiv .P. Govt. Duration: July 2002 to 2005 (i) (ii) Central Road Research Institute. Govt. Govt. New Delhi (R. 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) (ii) Central Road Research Institute. B.P. 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. ON GOING PROJECTS 1400-10 1. The roughness data for the test sections collected using Axle Mounted Roughness Measuring Device was recorded in mm/km. For calibration purpose Axle Mounted Roughness Measuring Device installed in the Maruti car was run at a speed of 30 km/hr. I) Council of Scientific and Industrial Research (CSIR).55 ………………………(1) R2 = 0. New Delhi (S) lxv .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. along with the van equipped with equipments. 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.0869 X + 833.9578 ……………………………(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. New Delhi (S) Present Status and Progress Roller mounted nuclear density gauge has been developed. 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) (ii) Central Road Research Institute. To check the consistency of the readings as the gauge revolves. Laboratory studies have been conducted with the gauge. I) Council of Scientific and Industrial Research (CSIR). the system for measurement of deflection basin under truck dual tire assembly has been tested in the laboratory and the results obtained are encouraging. RFID tag reader has been installed in CRRI and vehicles have been fitted with RFID tags to carry out preliminary experiments with the system. New Delhi (S) Present Status and Progress In continuation to the progress reported earlier. New Delhi (R.Present Status and Progress RFID related equipments have been procured and installed. New Delhi (R. Design and Development of a System for Automated Measurement of Deflection Basin under Truck Dual Tire Assembly Date of Start: August 2003 (i) (ii) Central Road Research Institute. I) Council of Scientific and Industrial Research (CSIR). Further field studies with the system are in progress. Studies were also lxvi . the readings were obtained when the drum touches the density standards at various points on its circumference. 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 2. The results show that there is no change in readings as the drum revolves. 1400-10 3. lxvii . The results are comparing well with those obtained by conventional method.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. Use of waste materials like coal ash and marble slurry in pavement layers 2. Effect of addition of other materials like lime 3. The road construction techniques need to consider these materials for improving the function of structure which also help in undue shortage of such materials. Varied use of these materials in road construction lxviii .II. PAVEMENT ENGINEERING AND PAVING MATERIALS 1. Suitability of different soils for above use 4. 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. SALIENT POINTS FOR DISCUSSION 1. Ground stabilization of clay & silt with locally available materials like coir 5. The techniques also need to address optimizing the proportion of such unconventional materials and the economic implications of the same. SOIL STABILIZATION. lxix .A. ON GOING PROJECTS 2100-10 1. 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. CL and CH type of soil mixed with different proportions of lime and ash is completed and reporting work is under progress. Vadodara (R) Present Status and Progress Laboratory work with CI. 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. .03 .. The scope of the work includes the construction supervision of control and test sections and their evaluation for three monsoon seasons.......... The construction of the demonstration stretch has been completed and zero reading for performance evaluation recorded. Significance lxx ... Demonstration of CRRI Technology for Construction of a Demonstration Test Stretch Road Using Marble Slurry Dust (MSD) in District Rajsamand.... 46.. 17.78 CI Type ... 2. 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.. Rajsamand (I) Department of Scientific and Industrial Research. New Delhi (R..6 M ) prepared by mixing in-situ soil and optimum quantity of MSD.......25 .. 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........ Rajasthan Date of Start: April 2003 (i) (ii) (iii) (iv) Central Road Research Institute. 65............_____________________________________________ Type of Soil Soil CBR CBR with addition of (%) Lime & Fly ash (%) _____________________________________________ CH Type .......I) Udaipur Chamber of Commerce and Industry.... 1...02 2100-20 2. 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..27 ....00 CL Type . 2..... Udaipur (I) District Project Management Unit..... Field studies are conducted for coir reinforced clay dykes and side stopes. Thiruvananthapuram (R) Scope and Objectives The scope of the study is to analyse various methods of stabilizing clay in the road embankments of Kuttanadu.87x10-3 cm2/sec. Recommendations for further work lxxi . Ground Stabilization Techniques for Road Construction in Clayey Soils of Kuttanadu Region Duration: April 2005 to March. The permeability in 2. B. Texsol. 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. The objectives are to analyse the engineering properties of clayey soils in Kuttanadu region. When tested with coir fibre called. model studies on coir geotextile and preconsolidation using sand drains and geotextile drains.83 x 10-7 cm /sec. Unconfined compressive strength is 0.9% with 30% silt and 70% clay and belongs to the class of silts and clays of high compressibility.189 Kg/cm2 and Co-eff of consolidation is 5. study the effect of ground improvement technologies such as sand drains.2006 National Transportation Planning and Research Centre (NATPAC). Interim Conclusions Clayey soil of Kuttanadu in general has a plasticity index of 38. NEW PROJECTS 2100-10 1. Methodology The laboratory studies include basic engineering properties of coir geotextile. geotextile drains and to study the field performance of coir reinforced small clay embankments under wet and dry conditions. thus increasing the comprehensive strength by 104%.386 Kg/cm 2.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. the UCC value is 0. FLEXIBLE PAVEMENT SUMMARY Bituminous construction has tremendous improvements in terms of material and techniques. suitable evaluation needs to be done and use of sophisticated equipment and methods. The performance of these layers is also being monitored for different pavements like fatigue and rutting properties.The study can be extended with newer methods of ground improvements. Use of unconventional and new materials is being largely explored. Researchers have focused on using byproducts like chalk and polymer wastes. like SHRP should be used for performance based mix design of bituminous mixes. 2. However. Binders and mixes are modified using many additives and materials and used in a considerable way. lxxii . 5. ON GOING PROJECTS 2200-10 1. 4. 3. Vadodara.SALIENT POINTS FOR DISCUSSION 1. Studies on Use of Modified Bitumen Binders (P-5 Scheme) Date of Start: April 2003 Gujarat Engineering Research Institute. 2. (R) Present Status and Progress (1) Laboratory Work lxxiii . Modification of binders and mixes by unconventional methods Comparative study of different specifications Effect of aggregate grade and shape on pavement performance Evaluation of performance by various techniques SHRP specifications and equipment A. New Delhi (R) Rashtriya Chemicals & Fertlizer Limited. 2200-10 2. Following various tests of Bitumen and Bitumen modifier are carried out in laboratory. Three cycles of performance studies are completed and fourth performance study is in progress. Laboratory Study for Suitability of Chalk. which can facilitate the construction without heating process and use of chalk in wet condition. SBS. Semi Dense Bituminous Concrete (SDBC) and Bituminous Concrete (BC). lxxiv . Findings/ Conclusions (i) (ii) 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). EVA and aggregates from Sevalia area quarry are collected.Representative sample of modified bitumen by adding Natural rubber. Dense Bituminous Macadam (DBM).  Penetration test (IS:1203)  Softening point (IS:1205)  Ductility test (IS:1208)  Sp.Rustampura road km 23/200 to 25/0 (450 m stretch for each modified binder and control section) during June-2003. a By-Product of NitroPhosphate Fertilizer Plant for Road Construction Date of Start: October 2005 (i) (ii) Central Road Research Institute. (2) Field work: Experimental stretches for P-5 scheme were laid on Waghodia . 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. The impure chalk can be used in SDBC and BM with emulsion. Mumbai (S) Present Status and Progress Report finalization in progress. Further work is under progress. Bitumen Modification through Packaging Technology Date of Start: May 2005 Central Road Research Institute. rheological behavour of binder with chalk. Chennai under the collaborative network project. which can facilitate the construction without heating process and use of chalk in wet condition. two samples were shredded into small pieces. soil stabilization etc. Impure chalk in damp condition can be used in SDBC and BM with emulsion based cold mix technology. 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. Results of this limited study have indicated that there is some potential of using chalk in both pavement quality concrete and dry lean concrete. Recommendations (i) (ii) (iii) (iv) Detailed studies for suitable utility of impure chalk in bituminous mixes may be undertaken to study the binder oxidation with chalk. The shredded film is completely dispersible in bitumen in hot melt condition whereas it gets separated from bituminous phase at ambient temperature. Chennai Six samples of polymeric sheets of varying thickness were sent by CIPET. Polypack modified bitumen were tested for their physical properties as per BIS 15462. The moisture (7.9 %) present in the chalk compensated for the extra water required due to the finer size of chalk than sand. Field trials are required to validate the preliminary laboratory studies and before its use in road construction. 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. lxxv . 2200-10 3. Out of these. Interim Conclusions Detailed study required and full scale field trials for validation of laboratory results. 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).(iii) (iv) The use of chalk as a partial replacement of sand did not affect the workability of the mix. 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 lxxvi 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 Date of Start: December 1999 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) (ii) (iii) Indian Oil Corporation Ltd., R&D Centre, Faridabad (R, S, I) Central Road Research Institute, New Delhi (R, C) 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, semidense 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 lxxvii 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 lxxviii I) (ii) Ministry of Shipping. Methodology Bituminous products have been evaluated for G*/Sin (rutting resistance) using DSR & viscosity using RV on the original binder. crumb rubber modified bitumen. Direct Tension Tester (DTT) Rotational Viscometer (RV) etc.To evaluate the performance of bituminous products namely conventional bitumen. Madras (R. SBR Polymer modified binders and waste plastics only. The RTFO aged bituminous products have been further aged in pressure ageing vessel (PAV) and evaluated for G* X Sin  (Fatigue resistance) using DSR. 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. Investigation on Field Performance of Bituminous Mixes with Modified Binders. natural and SBS. Limitations Evaluation of polymer modified bitumens using above equipments is under progress 2200-10 4. polymer modified bitumen & multigrade bitumen using Dynamic Shear Rheometer (DSR) Bending Beam Rheometer (BBR). Road Transport & Highways (S) Scope and Objectives (i) To study the performance of bituminous mixes with crumb rubber. Bituminous products have been aged in the rolling thin film over (RTFO) and evaluated for G*/Sin using DSR. MOSRT&H Research Scheme (R-85) Date of Start: March 2006 (i) Indian Institute of Technology. lxxix . Interim conclusions Crumb rubber modified bitumens have highest rutting resistance compared with conventional bitumens & Multigrade bitumen. as per performance grade (Super pave) binder specification to see the performance grading & compare with conventional bitumens. failure strain using DTT. Creep stiffness (S) & m-value using BBR. The study will also evolve design matrix to help selection of appropriate modified binders under different climatic and traffic conditions. 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. The performance of the bituminous layers constructed using the modified binders will be evaluated for their performance in terms of rut depth. pot hole and riding quality. climate and environmental factors. PMB. CRMB and the bitumen mixed with waste plastic 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. The longevity of the bituminous concrete mixes overlaid with various modified binders will be quantified and presented. Models will be developed to predict the performance of the pavements overlaid with the modified binder mixes. To ensure application of the findings.(ii) (iii) (iv) (v) (vi) 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. pot hole area. 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 performance of the various modifiers will be quantified in terms of pavement condition index and using the unevenness index. CRMB and bitumen modified with plastic waste will be prepared. The properties of various binders will be studied in the laboratory and their variation on the performance of the various binders will be evaluated. structural adequacy in terms of deflections and riding quality measurement in terms of unevenness index. Methodology (i) (ii) (iii) (iv) (v) (vi) (vii) Marshall Specimens will be prepared in the laboratory and the properties of the bituminous concrete mixes will be studied. 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. The study will help in development of performance prediction models for use in pavement design. the life cycle cost of various modified binders will be evaluated duly considering the traffic. lxxx . MoSRT&H Bangalore. raveling. crack area. Core samples will be taken from the test tracks constructed using modified binders and their properties will be evaluated. recommendations for specifications for various types of construction using PMB. structural adequacy in terms of deflections. Study on Shape and Size of Aggregate Characteristics of Bituminous Pavements on Surface Date of Start: 2006 Highways Research Station. crack area. 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. pot hole area. Influence of Aggregate Grading on Asphalt Mix Volumetrics Date of Start: April 2005 lxxxi .Significance/Utilisation Potential: This study envisages study of performance of various modifiers on asphaltic concrete layers in terms of rut depth. 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. Study on Use of Waste Plastics in Bituminous Pavements Date of Start: 2006 Highways Research Station. I) Scope and Objectives To study the influence of Plastic particle relationship with aggregate surface in Bituminous Pavements 2200 – 20 7. Chennai (R. riding quality measurement in terms of unevenness index. climate and environmental factors. The performance of various modifiers will be quantified in terms of pavement condition index and using the unevenness index. 2200-20 6. Chennai (R. 2200-20 5. I) Scope and Objectives To study the effect of aggregate grading on the VMA of laboratory compacted asphalt paving mixes. 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. it has been observed that the asphalt mixes in the wearing course undergo rutting within a few months of opening to traffic. Significance / Utilisation Potential In several on-going projects of the NHDP.LEA Associates South Asia Pvt. Methodology In the standard marshall procedure for the design of asphalt paving mixes. 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. particularly when laid in hot climates and subjected to heavy traffic loadings even when stiffer asphalts like the polymer modified bitumens are used. Field behavior of the mixes collaborates these findings. we can impart better resistance to rutting lxxxii . Ltd. To determine an aggregate grading for bituminous concrete that gives rise to suitable VMA values for satisfactory performance of the mix. The present investigation has brought out that by selecting a suitable aggregate grading.. the optimal asphalt content is determined by testing the mixes made with different asphalt contents from the selected grading. 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. New Delhi (R. A method has been evolved to identify such gradings in relation to the 0. High asphalt content and high air voids content are contradictory requirements and cannot be achieved with dense aggregate gradings. Mixes so designed do not perform satisfactorily. The selected grading is normally chosen to lie well within the grading band of the MOSRTH specifications. 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.45 power grading which is the reference aggregate grading for Superpave mix design. 2200-40 8. However. 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. contractors and prospective entrepreneurs would be invited to participate. Significance/Utilisation Potential: lxxxiii . 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. Interim Conclusions The manual will standardize specifications for six-lane BOT projects. Preparation of Manual for Development of Six-lane National Highways. it was observed that the developed aggregate gradings deviate from the specified MOSRTH aggregate band to some degree. construction specifications. NHAI. design parameters. facilities to be built etc. this manual would also lay down procedure for approval of the deviation. I) (ii) Ministry of Shipping. Based on the suggestions/comments emerging out of the above discussions. Build. consultants. Finance and Operate) Pattern.of asphalt mixes while complying the minimum asphalt requirements of the MOSRTH specifications. The draft document will be discussed in a workshop organized by IRC wherein the officers of Ministry. the document will be modified by IRC and the same submitted to the Ministry for approval. MOSRT&H Research Scheme (R-84) Date of Start: November 2005 (i) Indian Road Congress (R. 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. This manual will contain technical requirements for six-laning. The standardized specifications for six-lane BOT projects and well-defined process for approving deviation would optimize on capital costs. RIGID PAVEMENTS SUMMARY In this sub section. 3. 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. Use of sulfonated melamine formaldehyde super plasticizer and fly ash in concrete roads has also been reported. SALIENT POINTS FOR DISCUSSION lxxxiv . total 7 projects comprising of 4 completed projects and 3 on going projects have been reported. 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. A. New Delhi (R. quality control and performance of High volume fly ash concrete roads 4. Evaluation of Wollastonite in Concrete Works Duration: May 2003 to March 2005 (i) (ii) Central Road Research Institute. Effect of flakiness and elongation indices of aggregates in different layers of pavements 3. works 2. Udaipur (S) Present Status and Progress lxxxv . Construction. Need to promote use of fly ash in pavements COMPLETED PROJECTS 2300-20 1.Techno – economic feasibility of use of Wollastonite in concrete 1.I) Wolkem India Limited. Recommendations Construction of test sections with concrete incorporating Wollastonite should be done to evaluate the material in actual field conditions. 40. Other concrete mixtures were then prepared by substituting 20. 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. Conclusions Partial substitution of sand by natural Wollastonite micro fibres in normal and flyash 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. was to be established. A suitable method of concrete mix design using high volume of fly ash. Three control concrete mixtures having 400 kg/m 3 of Ordinary Portland cement and water-cementitious material (w/cm) ratio of 0. 2300-20 2.Project completed and final report submitted to the sponsor in March-2005. Some people also think that larger volumes of Indian fly ashes might not be used in concrete. 0.30. An overall economy of 10 to 15 per cent in the construction cost of concrete pavement can be achieved by the incorporation of Wollastonite.40 were prepared. drying-shrinkage and abrasion loss of concrete by incorporation of Wollastonite. 50. and 60 percent fly ash in all control mixtures.34 and 0. 30. A comparison of the results revealed reduction in water absorption. Compressive and flexural lxxxvi . 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. Enhancement in durability against alternate freezing-thawing and sulphate attack was observed. High Volume Flyash Concrete for Pavements Duration: April 2004 to March 2006 Central Road Research Institute. for highway paving project. 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. all the fly ash concrete mixtures with 0. The mixture F60 containing 60 % fly ash at 0. 3. the strength of mixtures with 50 and 60 % fly ash was less than that of control mixtures at each w/cm ratio. It decreased with increasing fly ash content and increased with decreasing w/cm ratio of the mixture.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.strengths at the age of 7. 2300-20 lxxxvii .5 MPa) for the design of a concrete pavement. The 28-day flexural strength of the high volume fly ash concrete mixtures F50 (5.28 MPa) and F60 (4. Recommendations High volume fly ash concrete mixture F60 with 0. At 90 days and beyond. The strength reduced with increasing amount of fly ash. the abrasion resistance of concrete increased with increasing compressive strength. The maximum strength developed in the mixture containing 60 % cement and 40 % fly ash. drying shrinkage. Findings/Conclusions The study has brought out following conclusion: 1.30 w/cm ratio showed the least shrinkage. In general. and 365 days. 90. The abrasion resistance of all the fly ash admixed mixtures was less than that of the control mixtures at each w/cm ratio. 4. 28. All fly ash admixed mixtures exhibited lesser drying shrinkage as compared with the control mixtures.30 w/cm ratio was more than the normally required strength (4-4. 5. 256.40 w/cm ratio and containing fly ash showed lower compressive and flexural strength than the control mixture. 2. whereas. 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. and 40 % fly ash was more. Similar trend was also observed for flexural strength of the mixtures. At 7 and 28 days.75 MPa) at 0. Drying shrinkage decreased with increasing amount of fly ash and decreasing w/cm ratio. 30. and abrasion resistance of concrete were measured for all the mixtures. the compressive strength of the mixtures with 20. Its low drying shrinkage may provide either longer joint spacing or better aggregate interlocking and load transfer at joints in jointed concrete pavements. 180. already approved mix designs incorporating fly ash (at different replacement levels from 25% to 40%) were established for the aforesaid project by HCC.3. HCC was permitted to use fly ash as cementitious material for Satara – Kolhapur – Kagal section of NH-4. More over strong and durable maintenance free roads are the largest benefit to the owner and end-users. Grade I Also a relaxation was allowed in such cases where fly ash was used that from 28 days strength.I) Present Status and Progress The entire 28 km stretch was completed and is running with satisfactory performance. Finding/Conclusions In PQC and DLC. the rate of depletion of mineral resources required for production of cement can also be reduced. Conclusion Fly ash improves workability thus reducing the dosage of admixture. 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. However. The maximum allowable content of fly ash was limited to 160 kg/m3 of concrete mix. As fly ash contains higher heat factor. as cementitious material in the concrete mix was permitted. thus helping the cause of pollution free environment. As per Clause SP 16 of the Technical specification following was to be considered:    Use of fly ash. Ltd (HCC). It leads to reduction in emission of CO2. By reducing consumption of OPC. 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. Fly ash requirement was as conforming to IS: 3812. as 56 days strength shall be tested for compliance Based on the aforesaid specifications. Mumbai (R. it requires less power in concrete making process resulting in substantial saving of power. lxxxviii . fly ash content in the mix was not allowed to be more than 40% of the total cementitious material. .. the contractors. S. Punjab Duration: April 2005 to March 2006 Gujarat Ambuja Cements Ltd. concrete has been extensively used in roads where road packages are already under execution. like. use of fly ash in concrete has been very limited. Reports/Publications Amdekar H. Kulkarni Y.. Construction and Performance of India’s First High Volume Fly Ash (HVFA) Concrete Road in Ropar. Mokal M. Ahmedabad (R) Present Status and Progress Completed Findings / Conclusions lxxxix . New Delhi. About 7000 km of highway is either just taken up or execution yet to begin for development. December 2005 2300-40 4. Even if 30% of its length involves pavement with concrete. Golden Quadrilateral. East-West / North-South Corridors and the Port Connectivity is in progress. P. With the boom in the development of this sector. This means that the amount of cement involved only in this concrete is to the tune of 3. quality concrete usage in pavements has become a practice in India. With the phases remaining to start there is a huge potential to use fly ash and contribute to the cause of sustainable development. the consumption of concrete will be around 10 Million M3. However. This huge potential if utilized can make construction more effective by being clean and green.6 Million MT. “Use of Fly Ash in Concrete Pavement” published in Proceedings of International Congress on Fly Ash Utilization. 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. Upgradation of the National Highways in India through the projects initiated by National Highways Authority of India. A.Recommendations Fly ash can be used for producing durable. economical and eco-friendly concrete to be laid in pavements and hence. ordinary Portland cement is replaced by 50% fly ash. constructed a High – volume fly Ash (HVFA) concrete road at Ropar in the state of Punjab. replacing cement. (ii) HVFA concrete in which. and is environmental friendly. state and national highways. Gujarat Ambuja Cements Ltd.India has very huge infrastructure needs. and providing high performance and durable concrete. Further. Conventional concrete mixture machine.S. India. ON GOING PROJECTS 2300-20 xc . high performance durable concrete. for Indian conditions on the line of technology used in U.) (i) High-volume Fly Ash (HVFA) concrete roads are one of the possible answers as an economical alternative for flexible pavements. district roads. Concrete roads are having proven advantages over the traditional bituminous roads except that of high initial costs. provides savings in fuel. 300 mm thick and 0. use of fly ash in concrete roads increases durability and performance. and would be beneficial for developing countries. (iii) For new roads. (More than 500 trucks/commercial vehicles per day with an average weight of 15 to 45 MT. allows smooth traffic flow. (iv) Like the conventional concrete roads. The road has been constructed with the use of 50% fly ash. is not affected by rains. B. For the first time in India. normal pond curing method were adopted. HVFA concrete road has high service life without major maintenance.75 km long road was completed within two and half months. Construction of this two-lane (7 metre wide). the cost of HVFA concrete is almost at par with bituminous roads. and Canada. No paver machine was used for the construction of this small section of HVFA concrete road. The road was designed by M/s Gujarat Ambuja Cements Ltd. The use of fly ash upto 50% reduces the cost of concrete road substantially making it almost at par with bituminous roads. The road is performing very well under heavy load vehicular traffic. (v) HVFA concrete is ideal for rural roads. vibrating tools. available from the Ropar Thermal Power Plant. needs less lighting.A. causes low were and tear of vehicles. provides high strength. xci . Durgapur (C) Present Status and Progress The technical reports have been prepared on different activities by the collaborative agencies. Saving in energy. Findings / Conclusions Limits of flaky aggregates in different layers may be increased by about 10. Recommendations Further studies are required to conform the findings 2300-20 2. as the byproducts used already contained huge potential energy. New Delhi (R) (ii) Structural Engineering Research Centre. Cement concrete mixes up to 100% flaky and bituminous mixes up to 60 % flaky aggregates have been studied. Further. High Performance Fibre Reinforced Concrete for Construction and Repair of Concrete Pavements Date of Start: April 2002 (i) Central Road Research Institute. evaluation work of the roads made with fibre reinforced concrete is in progress Findings / Conclusions   There is large saving of natural conventional materials. Interim Report has been prepared. New Delhi (R) Present Status and Progress Engineering properties of aggregates and other constituents of bituminous and concrete mixes have been determined.1. Chennai (C) (iii) Central Mechanical Engineering Research Institute.20 % of the value determined. Studies on Flakiness and Elongation Aggregates in Different Layers Index Indices of Date of Start: July 2005 Central Road Research Institute. The construction of stretches will be carried out by R & B Division. Nadiad. Use of Sulfonated Melamine Formaldehyde Super Plasticizer (SMF) and Fly Ash in Cement Concrete Roads Date of Start: March 2004 Gujarat Engineering Research Institute. Recommendations High performance materials are being used now for making city and campus roads in the country. Make the environment less polluted by making the roads or their repairing with high performance materials vis.a-vis conventional materials. there after the performance study of experimental stretches will be carried out. Vadodara. xcii . (R) Present Status and Progress The selection of site for experimental stretches was finalized on Kheda-Matar road. 2300-40 3. thereby achieving good quality roads with saving in life cycle cost. GEOTECHNICAL ENGINEERING SUMMARY Natural hazard mitigation and waste material management are major areas in geotechnical engineering. waste glass etc. SALIENT POINTS FOR DISCUSSION 1.III. Use of jute geotextile for stabilization 5. can be included in microzonation map of Delhi xciii . Instrumentation and monitoring of landslides to have a quantitative relationship of different factors affecting slope stability 3. fly ash. Field oriented R&D projects on investigation of landslides and rockfall 4. Microzonation map of Delhi 6. The progress of research work reported in the geotechnical engineering comprises study of landslide and rockfall. instrumentation and monitoring remedial measures. Study of liquefiable areas for Delhi. landslide investigation. selection of backfill material for appropriate compaction of backfill over Metro tunnel alignment. 2. preparation of microzonation map of Delhi. which have received major research thrust during the year. mine quarry waste. Use of waste materials produced by industries such as copper slag. 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. Sorchin and Jumbja. COMPLETED PROJECTS 3000-10 1. The boulders resting on the surface of slope in the eastern side of the slide may be removed. Bhutan Duration: August 2004 to July 2005 (i) (ii) Central Road Research Institute. Landslide Investigations on Phuentsholling – Thimpu Road.A. the non cohesive material in the soil-boulder matrix is expected to be eroded away due to surface runoff. Recommendations     Scaling of boulders from left flank i. Sorchin Bypass. The investigations and the survey of the area indicated that the drainage has important role in all these slides.68. 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. All the slopes were found to be critical and factor of safety was less than one. New Delhi (R) Border Roads Organization (S) Present Status and Progress Completed Findings/ Conclusions Field investigations were carried out regarding four major landslides located at Kharbandi. the eastern side of the slide. Considering the adverse conditions responsible for slope stability.e. The stability analysis has been carried out using GEO 4 software and found that the factor of safety varies from 0. which usually blocked the highway for a considerable period every year. no querrying should be allowed from this zone as the same would accelerate the surface erosion/debris slide. however. Flexible boulder fencing. 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 xciv . The analysis indicated that the slopes were unstable and the failures were likely to continue. remedial measures were proposed to stabilize the slope. however. 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.37 to 0. Two right lateral strike-slip faults namely the Patalganga fault. 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. Besides the bedded rocks. The rocks on the side of the channel comprises of transported boulders or debris mass. 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. the basin has a huge thickness of quaternary sediments largely composed of assorted morainic and hill wash material probably of Late Pleistocene glacial origin. Considering the state of land slide and other conditions.5 (critical values of the Crozier. have been mapped. 1973) in most of the cases suggesting instability. which coincides with the monitoring results during the investigation. Rock sequence in the valleys dominated by dolomitic limestones and slates with quartzites and metabasics. Uttaranchal (phase-I) Duration: March 2002 to June 2005 (i) (ii) Central Road Research Institute. it is suggested to explore the possibility of construction of a tunnel to by pass the slide area. The rock slopes adjoining the road stretch may be protected using wire mesh and the shortcrete as suggested in the report. New Delhi (R) Department of Science & Technology. 3000-10 2. 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). 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 neoGaneshganga. xcv . Investigation Instrumentation and Monitoring of Patalganga Landslide on NH-58. A localised development of anticlinal (Semkura) structure.  stretch. The channel should be provided check dams at a few locations. Furthermore the analysis of the profiles along the streams and the slope indicate that mostly the type of movement is slumps/flow. oriented at an angle to the N-S oriented second-generation anticline. is also mapped around confluence site. mostly run parallel to E-W. remedial measures should be implemented to avoid the landslide.52 m has been observed. New Delhi (R) Maharashtra State Road Development Corporation (S. 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. Slope movement monitoring through steel pedestals indicate that the slide has differential shallow slide movement . thus.The movement ranges from 2 m to 13 m. 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. however oblique planes are also noticed with significant relative movement showing hanging wall as well as footwall collapse. Shear fractures wherein throw of 88 cm to more than 2. 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. It is recommended to take quick measures. after next monsoon. Limitations Detailed mapping of the slide areas and exploration for getting the realistic slope profile is needed for design of remedial measures.  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. I) Present Status and Progress Completed xcvi . This resulted in E-W running dilational fracture having dilation from less than 8 cm to over 30 cm. as appeared in 1970.The structural features recorded in the main slide body indicate a strong northsouth extension. can be repeated again. 3000-10 3. so that further damage as well as the loss of life can be prevented as suggested in the report. Study of Landslide and Rockfall on Mumbai-Pune Expressway Duration: December 2004 to June 2005 (i) (ii) Central Road Research Institute. 42 on NH-150. it is facing with problems of rockfall/landslide. Mizoram Duration: May 2005 (i) (ii) Central Road Research Institute. I) Present Status and Progress xcvii . 4 were most critical. Mizoram (S. Stereographic plot of joint pole and planes was prepared to analyse the problem critically. Out of 17 locations. Since the Expressway got started. 3000-10 4. Recommendations Implementation of the recommended remedial measures and monitoring for three years. Detailed field mapping was done for all four critical locations to analyse the problem scientifically. 17 locations were found critical requiring immediate interventions in terms of suitable remedial measures for their prevention. 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. After analyzing the critical locations suitable remedial measures (long term and short term) were recommended to the client for stabilization of landslide and rockfall. After preliminary investigations in the year 2005. Investigation and Remedial Measures for the Stabilisation of Slopes at km.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. New Delhi (R) PWD. which is located about 87 kilometres away from Aizawl city. The dumping of household waste by the villagers is preventing growth of vegetation. The slide is located at the centre of the village and it is on a ridge. However if erosion and water seepage problems are not checked. (3) Arrangements for drainage 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.Completed Findings/ Conclusions The objective of the study is to investigate the causes of failure and to suggest suitable remedial measures. The objectives of this project are: (1) Field investigations of landslide area. A Bailey bridge has now been constructed to keep the traffic moving over the landslide portion. for the landslide at km 42 on NH-150.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. Remaining 8 m height of the soil slope. The conventional Soil Nailing system has three components: (1)Soil nails. The total height of the vertical cut is 10 m below the bridge. the slope may suffer instability in future. The landslide is located at Khawruhlian village in the north-eastern side of Aizawl city. The soil cut below the Bailey bridge is almost a vertical cut and there is a continuous erosion of soil. 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. suitable remedial measures are being proposed to be adopted to prevent shallow movement and to control percolation of water into the slope. 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). (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. (2) Facing elements. Broadly remedial measures suggested have been categorized into two groups as alternative one and alternative two. xcviii . The Bailey bridge is resting on damaged slope on both sides. 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. 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. Instead of adopting a combination of RE wall. RE wall itself can be used as a retaining structure from the toe of the embankment up to the bridge level.So it is proposed that dumping of household waste should be immediately discontinued and the waste collected should be removed. The exposed soil surface on the right flank should be treated with jute geotextile and mulching is to be undertaken. Remedial measures for the left flank (High school side) of landslide The bridge should be properly rested on concrete footing and to minimize vibrations. 3000-20 5. New Delhi (R) Senbo Engineering Limited. Recommendations    The portion of the slope below the vertical cut is recommended to stabilize with series of Reinforced Walls. soil nailing and shotcreting. 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. I). 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. New Delhi (S. Selection of Backfill Material for Appropriate Compaction of Backfill over Metro Tunnel Alignment between Barakhamba Road-Connaught Place-Dwaraka Section Duration: December 2005 (i) (ii) Central Road Research Institute. Present Status and Progress Completed xcix . Neoprene bearings should be provided in between bridge and concrete footing. 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. In the upper portion over the completed tunnel. long struts of steel are supporting the vertical cuts. During the construction of the tunnel wooden leggings. To recommend the type and method of backfill suitable for reducing time overrun 4. The construction of tunnel is nearly complete and the entire remaining area left after the construction of tunnel has to be backfilled suitably. even small compaction equipments cannot be operated effectively. and Fly ash available at Indraprastha Thermal Power Plant. does not settle. Keeping in view the above constraints. which is to be constructed over the backfill. To analyse backfill material to reduce time overrun 3.Connaught Place. it was requested to provide a solution to back fill the area with the following scope and objectives. Sand has been recommended as the right choice as the backfill material. 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. Locally available Yamuna sand. To have conclusion as justifications of adopting suitable methods and type of backfill considering environment aspects. 1. compaction factors and space constraints and also few safety observations considering future restoration of roads for traffic. which amounts to several thousand cubic meter of soil was very limited. sheet piles and steel girders etc have supported the vertical cut slopes. The problem associated with backfill will occur in confined/narrow zones.Findings/ Conclusions Senbo Engineering Limited is involved in the construction of tunnel structure for Delhi Metro between chainage (-) 0.52 km on extension of Barakhamba Road.Dwarka section using cut and cover method. The utility pipes in the upper region are also being supported throughout their length with the help of continuous girders. The time required to backfill the entire area.800 km to Ch (-) 1. so that the proposed road structure. c . a) b) c) Local excavated material exhumed during the cutting operation of the ground for the construction of tunnel. which are locally available in abundance were considered. To analyse method of backfill vis-à-vis time run 2. 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. In this connection the three possible backfill materials. utility hindrances. In the event that application of water alone fails to produce the required relative compaction throughout the entire thickness of the lift. which is required to maintain seepage forces in downward direction when the sand is saturated to aid in compaction. Sand is preferred over soil and fly ash due to its high permeability (10-3 cm/sec).Conclusions In conclusion fine sand preferred over local soil and fly ash for backfill in order to optimize time run considering environmental aspects. The water used for flooding each layer will seep through the entire thickness of sand and will get accumulated in the space between two ci .5 m thick sub grade. 3. Fly ash if gets dry during dumping and handling at site will result in air pollution. Fly ash is required to be transported from the ash ponds of near by thermal power plant in slurry form in dumpers. the flooding or jetting shall be supplemented by the use of vibratory compaction equipment. This spilled fly ash needs to be cleaned daily which is cumbersome process involving resources and time.0 m in thickness after compaction in the fill areas on the sides of the tunnel up to the top of the tunnel roof. but this relative density is dependent on the y max of the sand to be incorporated in the work. More over the permeability of fly ash is in the range of 10 -5 cm/sec. utility hindrances. Soil needs to be placed in layers (20 cm thick) at optimum content before rolling with vibratory rollers.35 m in thickness after compaction. 4. 2. which is difficult considering the space availability at site due to struts and utility network crossing the trench from one side to other. so this will take more time after each lift is placed by flooding before it attains stable state of compactness. this property will help in downward drainage. Generally cohesion less materials having relative density in the range of 70 to 85 percent are termed as in dense state of compaction. The fine sand to be used shall not have more than 10 percent fraction passing 150 micron sieve. compaction factors and space constraints etc.0 m fill at the top before 0. Therefore fly ash is not recommended in this case. Recommendations 1. Therefore it is recommended only for top 1. the fill shall not exceed 0. 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. In the present case each layer of the fill shall not exceed 1. at levels above roof top. which results in spillage of fly ash on road. Laboratory work has indicated that for achieving 95 percent degree of compaction relative density should not be less than 60 percent. The overall slope stability analysis of the embankment with toe wall is checked with computer software. The fly ash. Due care needs to be taken during backfilling around the utility pipes. The stability analysis was carried for full saturation up to H. with and without earthquake conditions. which is used as fill material and soil used as cover soil. Delhi is being widened to four-lane road. 5. 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.F. Particular care shall be exercised in placing the material on the underside of the pipe to prevent lateral movement during subsequent backfilling. New Delhi (R) Public Works Department. 59 Duration: March 2004 to 2005 (i) (ii) Central Road Research Institute. are investigated in the laboratory for their geotechnical characteristics. Pond ash is being used as fill material in the widening portion of the embankment. The traffic and other live loads were considered in the analysis. The fly ash embankment is designed as a composite structure with fly ash in the core and earth cover on the sides. cii . keeping the level of backfill the same on each side. place the material (sand) simultaneously on both the sides of the pipe. The construction is being carried out based on the design submitted by CRRI. this will optimize the water requirement for flooding.L and sudden draw down conditions. Design of Fly Ash Embankment for Widening of Marginal Road Bund from GT Road-to-Road No. A Toe wall is provided at the toe of the embankment and water table was also considered in the stability analysis. 3000-30 6. The road is to be constructed along the bank of the river Yamuna.I) Present Status and Progress Completed Findings/ Conclusions The existing two-lane Marginal bund road from Shastri Park to Khajuri Chowk. Compaction of material placed with in 60 cm of the outer surface of the pipe shall be done light tamping to avoid any damage. This can be reused for flooding of the next layer of sand.consecutive fill portions. Scientists are carrying out the quality assurance of the construction and field engineers were trained accordingly. Delhi (S. 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. For rock properties also a separate format was designed including almost all the possible properties. water table. retaining structures etc. similarly. bridges. tunnels. 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. CRRI‟s contribution has been acknowledged by DST Subsurface Data analysis The Rockworks Software was procured to do the subsurface analysis. investigation date etc.Recommendations   A retaining wall has been proposed at the toe of the embankment. 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. latitude. longitude. The process of keeping the data into required format was started in the current year. Measures for erosion control are recommended. ON GOING PROJECTS 3000-20 1. ciii . ground level. 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). B. Where as separate formats for primary borehole data such as project no. Since..  Preparation of 3D Subsurface Geotechnical Block Map of Delhi.  Preparation of 2D Subsurface Geotechnical Map of Delhi. seismotectonic. geotechnical aspects etc. The data is now fully reformatted into the required format and further analysis is in progress. geomorphological. to find out the density of data in each grid (NSEW). Therefore there could be some fluctuations in accuracy of the data 3000-20 2. 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. Limitations The study is based on the data collected from various agencies in Delhi. as of now (out of 1776 boreholes marked in GIS Map) seems to be scarce in NW part of Delhi. Transformation of collected information into Digital form and Transformation of each data layer into GIS Format.  Preparation of Cross sections. However good density of Boreholes has been noticed in NE and SE part of Delhi.  Preparation of Fence diagram.  Preparation of 2D strip logs for each of the borehole data. Microzonation Map of Delhi Date of Start: August 2004 (i) (ii) Central Road Research Institute. the entire data is now being listed into the inbuilt format. and less scarce in SW. civ .the software has its own format.  The density of data.  Preparation of Multistrip 2D logs. Findings/ Conclusions First and foremost step will be to divide the whole Delhi area into four grids. New Delhi (R) 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. 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. required for future seismic analysis of Delhi. maps and other publications are not based on the actual survey. 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. This will be an important map as it will give the relationship between the seismotectonic setup and other factors.The map prepared is based completely on the published. 3. Rock configuration map of Delhi – The rock depth map prepared by GSI has been updated by adding more recent information. 6. Siesmotectonic map of Delhi. 3000-30 3. undigitised seismotectonic atlas of India. 2. 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. 7. 1. 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. 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. 4. Preparation of geological map of Delhi – the map prepared based on the geological data. Census map of Delhi – The map includes the population of Delhi district and block wise. Water depth map of Delhi: The water depth map of Delhi mainly based on the data collected from the CWC was prepared. New Delhi Date of Start: May 2005 cv . The rock depth map is one of the important input thematic layers for preparing the microzonation map of Delhi. This map indicates the most recent geomorphological setup. The inputs mainly considered from the published map of GSI. 5. Investigation and Design of High Embankment on Soft Ground using Flyash fill for bypass road from Kalindi Colony to Kalindi Kunj. Geomorphological map of Delhi – This map was created using extensive scattered material pertaining to geomorphology of Delhi. 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. this material was observed to be in loose state especially in between the chainage 0.(i) (ii) Central Road Research Institute.3 km of which initial 3. 7. During monsoon season. Design of the embankment section incorporating fly ash as construction material.6 km has been investigated.8 km to 2. 6. However this layer is devoid of clayey soil. Further at shallow depths (up to about 3 m). Fly ash has been used as embankment fill material in pond sections. Conducting Dynamic Cone Penetration Tests (DCPT) and Static Cone Penetration Test (SCPT) at selected locations. The major part of this road alignment is located in flood plain of Yamuna River and is situated close to the river. New Delhi (R) Public Works Department. Jogabai. Conducting Standard Penetration tests (SPT) at different depths in the borehole. Okhla and Jasola villages and would be linked to NH 2 (Mathura Road). 5. Ring road to Kalindi Kunj. Interpretation of the field and laboratory test results to make recommendations for ground improvement. The assigned work of CRRI is: 1. The total length of the road alignment is about 6. Presently the work on this project is under progress. Present Status and Progress The Public Works Department (Division XX).5 km. Settlement analysis and suggesting remedial measures for ground improvement if required. Government of Delhi has taken up construction of Kalindi Bye pass from Kalindi colony. Findings/ Conclusions  The sub soil stratum in the proposed ailment of Kalindi Bye pass predominantly consists of “poorly graded fine sand (SP)‟. Fly ash is being used as embankment fill material for construction of this road. the floodwater from the Yamuna River and the sewage from adjoining residential colonies form ponds in the proposed road alignment. cvi . This new road alignment takes off from the Ring road near Kilokri (Kalindi colony) and passes through Khizrabad. Drilling boreholes at different locations up to hard strata. 2. This alternative road is expected to decongest the Mathura road. 4. 3. Collection of undisturbed and disturbed soil samples from all boreholes and conducting relevant laboratory tests on representative soil samples as per IS: 2720. Government of Delhi (S & I). 5cm. 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. Sub-soil below 15 m depth was found to be in a densely compacted state having „N‟ values in excess of 20. In case dewatering is not feasible. 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. NEW PROJECTS 3000-20 1. dewatering should be undertaken before taking up construction. Direct dumping of flyash in ponded water may be avoided.2005.This is essential to prevent any failure of embankment side slope during sudden draw down conditions. It is suggested that settlement of the embankment mark to be monitored. Berm width equal to 3m and height 4. The settlement of the embankment in the total reach from chainage 0+0 to 3+600m was computed to be between 7cm to 14. As suggested earlier vide our letter No. three m vide berm shell be provided on the Yamuna river side from chainage 1+600 to 3+000m. It should be placed by end tipping in accordance with clause 305. Of this maximum settlement (about 14. The results of SCPT tests also confirm this finding. this settlement would occur during the construction phase itself.1. 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 10.6 of MoRTH specifications.4. CRRI/GTE/PWD dated 24. Recommendations    C. In future. Use of Jute Geotextile for Efficient Road Drainage and Stabilization Date of Start: July 2005 cvii .5cm) is expected to occur in the reach between 1+600 to 2+000m.1m be provided by the river side of the embankment from chainage 2150m to 3000m. it is recommended that before taking up embankment construction.    Sand layer between 3 m to 15 m depth was found to be loose to medium dense. Madhya Pradesh and Chattisgarh. cviii . West Bengal. Government of India has accorded sanction for taking up these pilot road studies. Workshop cum training programme were organized in four states (Orissa. 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. 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. Construction work is expected to be completed in about 8 to 9 months. The following aspects have been considered in the study. Tendering of the works has been completed by the respective state agencies and for some of the roads. 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. New Delhi (R) Jute Manufacturers Development Council (S) 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. 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. work has been awarded. their usage. dissemination of findings. Chattisgarh and Assam) to impart knowledge about jute geotextiles. by comparing with control section of conventional design. 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. The study is taken up in collaboration with CBRI (Roorkee). ten roads have been identified in five states namely West Bengal. The Ministry of Rural Development. Assam. The various combinations of pavement designs will be tried out. Orissa.(i) (ii) (iii) Central Road Research Institute. The Detailed Project Reports (DPR) of all the ten selected PMGSY roads have been prepared and the same were approved by concerned STAs. advantages and other related aspects to the engineers from implementing agencies (state rural road construction agencies) jointly in association with Jute manufacturers Development Council.      To assess the performance of jute geotextile as a separation layer. 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. The codal provisions in BS:8006 (code for reinforced soil structure) shall also be examined. analysis of various failure modes will be studied. 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. Road Transport & Highways (s) Scope and Objectives (i) (ii) (iii) (iv) (v) Appraisal of design and analysis methods for soil nailing with reference to some case study in India and abroad. To analyze the various failure modes for soil nailing technology . Development of guidelines for different types of loading conditions including earthquake loading. Methodology (i) (ii) (iii) 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.Conclusions: Project work in progress 3000-20 2. cix . MOSRT&H Research Scheme (R-86) Date of Start: March 2006 (i) (ii) Indian Institute of Science. A state-of-art report and state of practice report will be prepared based on the above study. Bangalore (R) Ministry of Shipping. To analyze the construction methods for soil nailing. 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. Guidelines for Soil Nailing Technique in Highway Engineering. Development of specifications for the applications of soil nailing technology in the field of Highway and Bridge Engineering. To avoid failure mechanism in design and construction process. To study the response of the various factors affecting soil nailing technique. 12 mm. The selected mixes will also be stabilized with cement to make it suitable for utilisation in base course of road pavement. The effective formulation of guidelines and specifications for soil nailing technique would be of great help for Highway Engineering. Based on the results. Local aggregates of different nominal sizes 37. stone dust and lime will be mixed with copper slag in different proportions to achieve the specified gradation as per MOSRTH specifications. Semi dense bituminous concrete and Bituminous concrete would be investigated.5 mm. Marshall stability tests will be conducted to arrive at mix design specifications. certain mixes will be selected for use in embankment fill and sub base applications. local soils and pond ash samples will be collected from in and around the site where the construction would be carried out. dense bituminous macadam. 20 mm. This technique is fast becoming the preferred method of construction for soil retaining wall due to its cost effectiveness and easy method of construction. CBR and shear characteristics. 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. Compaction characteristics. Important geotechnical tests which will be carried out include: Plasticity characteristics. construction of tunnel portals in steep and unstable rock strata. Feasibility study on the Use of Copper slag Wastes in Road and Embankment Construction Date of Start: March 2006 Central Road Research Institute. construction and retrofitting of bridge abutments. New Delhi (R) Scope and Objectives    Feasibility of utilisation of copper slag in embankment. The feasibility of copper slag as a replacement to fine aggregates in different bituminous mixes viz. 6 mm. bituminous macadam. 3000-30 3.Significance/Utilisation Potential: Soil nailing technique has number of applications in the field such as stabilization of cut slopes. 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. The feasibility of cx . 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. cxi . Cube and beam samples will be casted to arrive at mix design specifications. sub base. Conclusions Design specifications will be developed for use of copper slag in embankment.copper slag usage replacing sand in concrete mixes will also be investigated. 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. Distress Diagnostic.IV. Determination of Scour Depth (for general Bed. 10. (A collaborative project with DST. There is one project completed and nine projects are reported as on-going/new projects. Performance Evaluation and Bridge Management System for Concrete Bridges. New Delhi) 9. Specifications. 8. Formulation of Guidelines. within Channel Contractions and at Bridge Piers) in Boulder-Bed Rivers under High Stream Velocities (B-33). 7. laboratory investigations. Dynamic Response of Prestressed Concrete Bridges. SALIENT POINTS FOR DISCUSSION 1. Study on High Volume Fly Ash Concrete for Rigid Pavements 5. BRIDGE ENGINEERING SUMMARY Research work reported in the area of bridge engineering comprises a variety of projects covering structural investigations. Creating a data base on bridge information System for the State of Tamil Nadu. 6. foundation investigations and structural design. manual of Practice for Design and Execution of Expansion Joints. Creation of National Test facility. Preparation of Draft Specification for use of High Performance Concrete (HPC) for Pavement and Bridges made with indigenously available materials (B-32) 2. GIS application for Data Management of Bridges –A Pilot Study cxii . out of which one project is new. The same may be adopted for HPC pavements. Fly ash samples from Dadri plant and Talcher plant have been used in the proportion of 15% by weight of cementitious material.0% by weight of cementitious material in the study. 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) (ii) Central Road Research Institute. Superplasticizers namely “SP3000 (G)” has been used in proportion of 0. 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. COMPLETED PROJECTS 4000-20 1. some of the basic features of the research scheme are: (i) (ii) (iii) (iv) 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. Subsequently it was further sent to the experts for their comments.A. Findings/Conclusions The recommendations for the use of HPC for Roads & Bridges works are enclosed herewith. However.6 – 2. Sequential construction procedures for rigid pavements are given in IRC: 15 – 2002. There is not any major change in the construction of HPC roads using HPC except the addition of cxiii . New Delhi (R) Ministry of Shipping Road Transport & Highways (S) Present Status and Progress The final report was submitted to the Ministry after incorporating its observation. Silica fume named “Elkem” has been used in proportion of 10% by weight of cementitious material in the study. 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. 0 percent by weight of cementitious material may be used to attain required workability and durability. silica fume and/or fly ash. For the joint spacing. IRC: 15-2002 / IRC: 58-2002 may be referred. Tools. 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. Flyash and silica fume which may be as health hazard as cement. premoulded joint filler materials and any other aspect not covered in the present specifications on HPC pavement. ON GOING PROJECTS 4000-10 1. Findings / Conclusions cxiv . Studies for Aerodynamic Stability of Cable Stayed Bridge Decks (B-25) Date of Start: December 1999 (i) (ii) Central Road Research Institute. Reports/Publications Final report has been submitted to the Ministry B. Chemical admixtures as per IS: 9103-1979 up to 2.defined quantities of mineral and chemical admixtures as suggested in the present specification. types of sealant. slag and other reactive siliceous particles. equipments and appliances required for concrete pavement construction should be as per IRC: 43-1972 and IRC: 15-2002. These shall be used with proper care and bags shall be opened when required. if not handled properly. New Delhi (R) Ministry of Shipping Road Transport & Highways (S) Present Status and Progress The project is physically completed but yet to be approved by the Ministry. coarse aggregate. The difference is only the mixing procedure of Portland cement. fine aggregate. 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. Findings/Conclusions Only after completion of the observation period. Study on Hard Topping for Distressed CC Riding Coats of Concrete Pavements Date of Start: August 2001 Highways Research Station. I) Present Status and Progress Preliminary study completed. 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. 4000-20 3. The field experimental stretch has been laid and field performance evaluation is in progress. Highways Research cxv . Materials needed for the same have been purchased and laboratory studies completed. Technical sanction has been accorded for the Research Scheme (under Part II scheme) by Director. Report / Publications Draft final report has been submitted to the Ministry which is under examination 4000-20 2. a comprehensive report / conclusion may be arrived at. Chennai (R. It may be completed by June 2008. Chennai (R. The methodology and the computer programme developed would be helpful for wind tunnel studies in India in future. Study on High Volume Fly Ash Concrete for Rigid Pavements Date of Start: Highways Research Station.A methodology has been developed for wind tunnel testing of the cable stayed bridge decks in India using sectional model investigations. Access programme classifying the data into 17 different aspects for each bridge.. The data have been sent to each divisions to check its accuracy.S. MDR and ODR have been fed into the system using M.Station.H. Creating Data Base on Bridge Information System for the State of Tamil Nadu Date of Start: April 1998 Highways Research Station. Based on this inclusion of prediction model in the software. model GL 2000 model cxvi . New Delhi (R) Present Status and Progress Modified the computer program to include the creep and shrinkage prediction model suggested by Muller et al. On receiving from the concerned divisions. Dynamic Response of Prestressed Concrete Bridges Date of Start: April 2004 Central Road Research Institute.. 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. Chennai (R) Present Status and Progress The particulars of bridges on various categories of roads in Tamil Nadu such as NH. Laying experimental stretch is to be done. 4000-20 4. the same will be finalized. 4000-20 5. S. Findings/Conclusions The bridges will be given numbers and the same will be intimated to the (Maintenance Wing) Divisional Engineer of Highways. Equipments are being purchased. Modified papers.CRRI/BIE/OLP0409(01)/2004-05 titled „Prediction of creep and shrinkage in concrete‟ as well as in the published papers. submitted earlier to ASCE and ACI. GL2000 prediction model has been selected for use in the future study. Mathematical modelling of prestressing cable lying inside the concrete 3D element completed. 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. 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. The results of comparison are also given in the above mentioned interim report. The predictions obtained by these analytical models have been compared with the experimental results. Findings/Conclusions Various analytical models to predict the creep of shrinkage have been suggested by the various researchers. Integrated this software with the main software being developed for the Dynamic Analysis of PSC Bridges. Developed a software for computation of forces at various nodes of the concrete element due to the prestressing cable. Based on the comparison. 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 cxvii . . Ponding Test. Meerut. cyelic motion test. 543-554. Ravi Bridge. Accepted for publication in ASCE Materials in Civil Engineering. pp.. Jammu. IIT.K. Specifications. R. Formulation of Guidelines. Limitations Scanty information is available regarding the detailed specifications of the test facilities like braking test. Basanter Bridge.K. Kumar. Carried out the Visual Inspection of the expansion joints of the following bridges. and training has been imparted. fatigue test. National conference on Advances in Bridge Engineering.. and M/s METCO. New Delhi (R) Present Status and Progress (i) (ii) (iii) (iv) (v) (vi) (vii) Literature survey is completed Study Visit to see the existing Testing Facilities at the Factories of M/s J. (2006). Debrias Expulsion Test. Global Tender has been advertised for the procurement of Braking Test Facility. R. Goel.1. Bhopal. The existing Fatigue Testing System has been upgraded by replacing the old M9500 Digital Controller by the new Generation M9610 Hydrowin Controller. These facilities are not available within our country. Mumbai Preliminary Specifications for the braking Test. Kolkatta. completed. Parkash. „Prediction of creep and shrinkage strains in prestressed concrete bridges‟. commissioned. D.. cxviii . second Thane Creek Road Bridges. The newly acquired equipment has been installed. R. S. March 2425.. Kumar. Cyclic Motion Test. 4000-20 6. Dewak Bridge. Fatigue Test. and Paul. Manual of Practice for Design and Execution of Expansion Joints Date of Start: April 2004 Central Road Research Institute. R. Goel. and Tarnah Bridge. „A comparative study of various creep and shrinkage prediction models for concrete‟. Roorkee. and Paul. and Fatigue test Facility. Sons. have been prepared. Creation of National Test Facility.. M/s Sanfield India Ltd. 2. Exposure to any of the existing test facility at global level may be extremely useful for the development of such test facility. D. Detailed Project Report (DPR). R & D activities related to expansion joints. P.K. CRRI Publication. 24th – 25th March 2006 4000-20 7. IIT. 5.K. 30th – 31st January 2006 S. Nanda.Recommendations The scope of work will be extended to cover the comprehensive testing facilities for expansion joints under one umbrella at CRRI.S. ‟Performance Evaluation of Bridge Expansion Joints as per the IRC Guidelines‟. suited to the industrial requirements will be undertaken. Nagpur. „ Creation of National Test Facility for Bridge Expansion Joints in Highway Bridges‟. „A Rationalized Approach for th Performance Evaluation of Expansion Joints‟. Ram Kumar. March 2005 State of the Art Report (SOAR). 2. Nanda. Determination of Scour Depth (for general Bed. (i) Identification of the threshold conditions for movement of boulders under stream flow. cxix . 3. P. „Performance Evaluation of Bridge Expansion Joints‟. Reports / Publications 1.S. Gaharwar. National Seminar on „Fatigue and Fracture fo Aerospace Structures – XIV NASAS‟. within Channel Contractions and at Bridge Piers) in Boulder-Bed Rivers under High Stream Velocities (B-33) Date of Start: February 2002 (i) (ii) Department of Civil Engineering IIT Kharagpur (R) 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. Ram Kumar. Subsequent to the development of these testing facilities. Gaharwar. Roorkee. „Salient Considerations for the Fatigue Design and Testing of Modular Bridge Expansion Joints (MBE)‟. CRRI Publication. Ram Kumar. 4. Gaharwar. Nanda.K. June 2005 S. quantification of the transport rate of boulders and estimation of the magnitude of scour in general boulder beds during high floods. IIBE National Seminar on „Innovative Foundations and Load Transfer Devices‟. 13 th – 14th January 2006 S. National Seminar on „Advances in Bridge Engineering‟.S. P. s is the mass density of boulders (in kg/m3). d50 is the median particle (in m) and s is the specific weight of gravels / boulders (= psg).81 m/s2). 5.78 -1) Kσ Where h is the upstream flow depth (in m).5 where  is the flow intensity parameter (= 1/cr) and  is the parameter (=qsIps/(s .(ii) (iii) Estimation of magnitude of scour within channel contraction in boulder beds during high floods Estimation of magnitude of scour in bridge piers embedded in boulder beds during high floods.) gd50 ]0. 2.461 – 0. The quantity of bed load transport rate (qs) of boulders under stream flow can be calculated using the following equations.045. (ii)  = (0.28(b1 / b2)0.522 – 0. 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.  is the mass density of water (in kg/m 3).022 ) for   16.6 for the known value of g (ii) Design Curves / Charts for Estimation of Maximum Equilibrium Scour Depth cxx . gravitational acceleration (9. b 1 is the approaching channel width (in m). for which nondimensional shear stress cr= 0.025 ) for   16. bed-load gravels / g is the diameter (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. b2 is the width of channel in contracted zone (in ). Findings / Conclusions 1.5 /s).5  = (0. Local scour within channel contractions (i) Formula for Estimation of Maximum Equilibrium Scour Depth The formula for estimation of maximum equilibrium scour depth d sm (in m) below original bed level in long contractions having gravel or boulder beds is dsm = h1 [1. and K σ is the coefficient determined from Fig. 50 ^ For uniform gravels or boulders ( σg ≤1. ds = Kh Kl Kd Ks Kσ cxxi . (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. The size of the gravels / boulders that are suitable for pitching can be worked out using the equation given below: U2 = 4.4).13hˆ 0.346K s K Fbc1.893√dp Where U2 is the velocity in the contracted zone (in m/s) and d p is the size of pitching stone (in m) 3. On the other hand. for non uniform gravels or boulders (σg > 1. which is obtained by fitting the envelope curves to the experimental data.(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. Kσ =1.6 (iv) Effective Protective Measure To reduce the maintenance cost and to increase the life span of the contractions.1bd0.4).2 and the scour depth in sand beds by a factor 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 d bm  0. 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 coefficient Kσ is determined from curve of Kσ for the known value of σg. (A collaborative project with DST. Distress Diagnostics.2 and the scour depth in sand beds obtained from IRC 78 : 2000) or HEC 18 (Richardson and Davis 2001) by a factor 1. 4000-40 8. s is the relative density of gravels / boulders and g is the gravitational acceleration. 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. and dp is the size of riprap (in m). for Bridge Management System. cxxii .6 (iv) Effective Protective Measure The reduction in scour depth at bridge piers using riprap pitching is about 30% in average.where the K-factors can be obtained by the envelope curves / charts. Performance Evaluation and Bridge Management System for Concrete Bridges. Δ is (s-1). This equation is most appropriate to estimate the maximum equilibrium scour depth at piers as it accounts the effects of all parameters. 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. whereas that at pier fitted with a circular collar of diameter three times pier diameter at the river bed is 100%. New Delhi) Date of Start: March 2004 Central Road Research Institute. (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. The size of riprap can be worked out using the equation given below : d p  0692U12 / g where U1 is the upstream flow velocity (in m/s). However. 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 cxxiii 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 cxxiv 1. 2. 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. 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 cxxv „A Rationalized Approach for the Performance Evaluation of Expansion Joints‟.S. Roorkee. National Seminar on „Advances in Bridge Engineering‟.S.K. 3. Gaharwar. „Performance Evaluation of Bridge Expansion Joints as per the IRC Guidelines‟. Gaharwar.S.K. Fatigue Test. Ram Kumar.Scanty information is available regarding the detailed specifications of the Test Facilities like Braking Test. 13th-14th January 2006 S. Nanda. 5. These facilities are not available within our country. Cyclic Motion Test. 24th-25th March 2006 NEW PROJECTS 4000-10 1. 2. 4. P. GIS application for Data Management of Bridges –A Pilot Study Duration: April 2005 to March 2006 National Transportation Planning and Research Centre (NATPAC). suited to the industrial requirements will undertaken. Thiruvananthapuram (R) Scope and Objectives cxxvi . P. CRRI Publication. June 2005 S. March 2005 State of the Art Report (SOAR). Ram Kumar. Subsequent to the development of these testing facilities. IIBE National Seminar on „Innovative Foundations and Load Transfer Devices‟. Gaharwar. C. 30th-31st January 2006 S. P. CRRI Publication. Reports / Publications 1. Nanda. Exposure to any of the existing Test Facility at Global level may be extremely useful for the development of such Test facility. „Creation of National Test Facility for Bridge Expansion Joints in Highway Bridges‟. R & D activities related to expansion joints. Recommendations The scope of work will be extended to cover the Comprehensive Testing Facilities for Expansion Joints under one umbrella at CRRI.K. „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‟. Detailed Project Report (DPR). „Performance Evaluation of Bridge Expansion Joints‟. Nanda. Nagpur. IIT. Ram Kumar. Feb 2006. Significance/Utilisation Potential The information system provides necessary feed back for decision making. NH etc. which would provide a data management system for bridges in Thiruvananthapuram division. The GIS software used is Arc GIS 9. MS Excel and Auto CAD are used for data preparation. No: 2.Sreedevi.0 and the system is developed on Areobjects environment on which user interface is provided using the programming language Visual Basic NET 2003.The study is to develop an interactive information system. This is beneficial to the agencies that own the structures such as PWD. Denish R and Noggy Augustine cxxvii . 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. Vol 34. prepare location maps & lay out diagram and design the information system using the data to have an interactive user interface. PP 29 –39 by B. Reports/Publications Paper entitled “ Data Management of Bridges – A GIS approach ” Indian Highways. Methodology Technical details of the bridges available from earlier studies were updated by site inspection. The objective of the study is to inventorise the bridges in the study area as per IRC guidelines.G. 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. Study of Impact of new high rise buildings on road traffic.V. Estimation of fuel loss during idling of vehicles at signalized intersections and congested area. 3. TRAFFIC AND TRANSPORTATION PLANNING AND MANAGEMENT SUMMARY Research works reported in the area of Planning and Management under the broad area of Traffic and Transportation include. Feasibility study for provision of pedestrian facilities and improvement of road. Economic feasibility and study of fare policy and Pricing of public transport services. Traffic & Transportation studies. Economic analysis of the upgrade and improvement on road in Mizoram. 2. 4. Congestion and Parking problems. Prediction of annual traffic growth factors. 1. SALIENT POINTS FOR DISCUSSION 1. Speed and delay studies. Estimation of idle fuel savings and emission characteristics through Traffic Management and Engineering Measures Impact of high rise buildings on traffic generation Fare policy for public transport & IPT modes Economic Feasibility of transport projects cxxviii . Thus.A. park and ride facilities. Once this required minimum parking is provided. However. the policies and strategies should encourage use of public transport. vehicles used by people who work there often occupy much of the parking space (about 20 to 25%) for longer durations. business/market centers to meet their loading/unloading or shopping needs. Different types of vehicles require parking space in the CBD. Further. 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. New Delhi (R) Present Status and Progress The Study has been completed and Report Submitted. traders and visitors to business are eventually insufficient. 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. ease of parking for people visiting business area/ market area leaves much to be desired. Congestion and Parking Problems of Selected Locations in Delhi Duration: April 2005 to January 2006 Central Road Research Institute. This indicates an acute shortage in meeting even the present parking demand. COMPLETED PROJECTS 5100-10 1. there should be required minimum off-street parking to be provided to cater to the demand. cxxix . The following actions are recommended to achieve better parking and subsequently improved traffic circulation and environment. the parking demand is also increasing due to the growth of private vehicles (Cars@10% per annum and 2W@ 6% per annum) in Delhi. Findings/Conclusions Parking in all the nine selected study areas is a matter of increasing concern. While parking space available in these locations varied from 3717 ECS to 1091 ECS. and car pooling. 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). Future Policies and Strategies: The growing demand of parking cannot be met by providing parking spaces alone. However. Consequently the number of parking spaces remaining for shoppers. Further. Mumbai Duration: April 2004 to March 2005 (i) (ii) Central Road Research Institute. the methodology framed in this study is discussed in the succeeding sections. 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. Corporation Ltd. Methodology In order to fulfil the above stated objectives. 5100-20 2. The travel pattern established using the above household survey is expected to cxxx .D. Mumbai (S. Study of Impact of New High Rise Buildings on Road Traffic at Tardeo. A reconnaissance visit was made to the study area and its surroundings during the ongoing construction phase. 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. 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. Recommendations A further study to identify the parking generation characteristics of different land uses is recommended.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. New Delhi (R) S. the estimated traffic loads for 2011 and 2021 have been made. The estimated trips and their travel pattern for the base year (2004) have been made. New Delhi (S) Present status and progress Final report submitted Findings/Conclusions It was observed that 372245.0 on most of the roads implying that the traffic congestion would be very high in the horizon years. at 600 signalized intersections of low. 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. medium and high volume. 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.6 Kilograms of CNG. Since the residential complex is still in the development stage. New Delhi (R) Petroleum Conservation Research Association.7 litres of petrol is wasted everyday due to idling of vehicles. 129745.form an essential input to derive the estimation of modal share of the proposed residential complex. 5100-30 3. Estimation of Fuel Loss during Idling of Vehicles at Signalized Intersections Duration: April 2004 to November 2005 (i) (ii) Central Road Research Institute. in Delhi.5 litres of diesel and 405042. Converting cxxxi . Conclusions It can be inferred from this study that the V/C ratio would be more than 1. 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. /hr and 19. A total of 67. the total losses work out to be Rs. 80. And also to quantify the fuel and time loss due to the delays and low running speeds 66.these figures into monetary terms.272. 77.5 crores per annum. The low running speeds and delay accrue a fuel loss of Rs. except for Ashram.994. New Delhi).2. and a 71. from CP to Sadar bazaar and Sadar bazaar to CP respectively.000 vehicles ply on Chelmsford road in a day. 5100-30 4. traffic engineering measures were employed to estimate the savings in delays. The measures are of two types.2. 71. 38. the short term and the long term. Recommendations cxxxii . the improvement measures have been suggested. 39.694/. 43.231/-and Rs. on a running speed of 18.04 Km. opposite New Delhi Railway Station (Paharganj Side) Duration: April 2004 May 2005 (iii) (iv) Central Road Research Institute.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. during peak hours. New Delhi (S) Present Status and progress Final report submitted Findings/Conclusions 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. Delay is observed to be 158. medium and high volume intersections the savings at the total signalized intersections was estimated.24 Km.78 percent of fuel savings shall be achieved.annually. At the selected 12 intersections. Estimation of Fuel Loss on Chelmsford Road. if similar kind of remedial measures are employed there.5 lakhs per day and Rs. /veh. The annual time loss in monetary terms is estimated to be Rs. Keeping the characteristics of the traffic and constraints in improving the road infrastructure in view. /hr.080/-. and on the basis of the savings accrued at low. New Delhi (R) Petroleum Conservation Research Association.82 sec. Government of Mizoram.697 million/KM. 187.9 million for 40 KM. The entire analysis work has been carried in consultation with the DPR staff of PWD and in their presence at Aizawl. 4. 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).732 million Rupees.785 KM will be prepared.609 (Discount rate was taken as 12%) cxxxiii . Government of India by the Public Works Department (PWD). The design life is estimated as 10 years and Cumulative Standard Axle during this period is 1. Total estimated cost is Rs. 150 mm Granular Subbase (GSB) for 28.08 msa Cost of upgrade is estimated as Rs. 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. The economic evaluation of the proposal is submitted to the Planning Commission. 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. Findings of the economic evaluation of the upgrade proposal are  Analysis produced EIRR= 20. Government of Mizoram. NPV/CAP= 0.Such type of studies should be conducted in corridors of cities of varying population size and traffic composition.3%. 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. NPV= 84.235 KM) will be retained. CRRI.3%. Also to measure the discharge volumes and speeds of the roads in the entire road network and identify the bottlenecks. EIRR= 17. Only 23 percent of the arterial network is operating at speeds of 40 kmph and above. NPV/CAP= 0. the project is economically viable. New Delhi ( R ) Government of National Capital Territory of Delhi. Oct 2005 B. Govt. Reports/ Publications Economic Analysis of the Upgrade and Improvement for Kawrthah – Kanhmun – Lowerpu Road in Mizoram. ON GOING PROJECTS 5100-10 1. economic cost estimated.359 which shows upto 20% increase in construction and maintenance cost. Scope of the project was limited to the arterial road network of Delhi city limits. 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. of Mizoram. ( 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. New Delhi.009 million Rupees. Speed and Delay Studies on National Capital Territory of Delhi Roads Date of Start: January 2005 (i) (ii) Central Road Research Institute. Technical Report. Limitations Economic evaluation of a DPR is based on the data prepared by PWD. These results indicate that the congestion levels are reaching unacceptable limits and serious efforts are required to improve the operating cxxxiv . Parameters such as traffic projection. NPV= 61. With 20% increase in anticipated expenditure (RAC). Present Status and Progress The field studies and analyses of data have been completed and final Draft Report has been submitted to Delhi Government. 5100-20 2. C. Findings/Conclusions After collecting census data for the year 2005 initial. cxxxv . Prediction of Annual Traffic Growth Factors for Secondary Road System in Tamil Nadu Date of Start: April. 1999 & 2002 were collected and the traffic census for the year 2005 is being collected. New Delhi Date of Start: August 2005 (i) (ii) Central Road Research Institute. Feasibility Study for Provision of Pedestrian Facility on Shankar Road at Rajender Nagar.conditions by employing appropriate upgradation measures for the network besides adopting suitable travel demand management measures. NEW PROJECTS 5100-10 1. Chennai (R. New Delhi (R) 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. 2005 Highways Research Station. I) Present Status and Progress Traffic census data for the secondary roads namely SH & MDR of Tamil Nadu for the years. the growth factor will be predicted. 1996. guard railings signage and markings as immediate relief measure. 33788 PCUs) cxxxvi . 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. New Delhi (R) New Delhi Municipal Council (NDMC). 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. Average journey speed of 12. Traffic Studies for Widening of Shantipath Duration: August 2005 to September 2005 (i) (ii) Central Road Research Institute.e. 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. It was felt that at least two pedestrian subways or footover bridges are required to meet the demand in an effective manner. foot over bridge with and without elevators and synchronized pedestrian phase signals were considered for evaluation. 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. advertisements etc. site constraints and utility of different alternatives. Morning peak hour and evening peak hour traffic volumes were of the order of 2700 vehicles and 4200 vehicles respectively. it was recommended to provide synchronized pedestrian signal at three major desired lines of pedestrian flow along with appropriate side walks. may be explored in order to recover the operating and maintenance costs of elevators and part of initial cost of construction. Options of sponsors.000 vehicle passed the section of Shankar Road on a normal working day (16 hours).5 km/hr in the evening peak hour. In view of economic evaluation. pedestrian subway.Methodology About 40. Conclusions Alternative pedestrian facilities viz.000 pedestrian were found to cross the road at six locations within a length of 300 metre stretch of road. was observed during morning and 11. Alternate pedestrian facilities were evaluated for feasibility and economic viability.3 km/hr. 13. 5100-10 2. New Delhi (R) (ii) Surat Minicipal Corporation. the journey speeds during the off peak period are higher by about 5 kmph as compared to the peak hour flows. 4235 PCUs) in 2021. Parking. it is mandatory to carry out the routine periodical maintenance and overlay works may be carried out as and when needed.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. The work on the Transportation System Planning for the horizon year is going on. As such. Based on this study.42 kmph even during the peak hours. However. “Traffic Management Plans” final report has been submitted to SMC.61 in 2011 whereas it would be around 0.e. Findings/ Conclusions Traffic Management Plans in terms of Pedestrians. and Cyclists facilities. and Intersections improvement plans are provided as a short term measure to mitigate immediate traffic problems. 5100-10 3. 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. Traffic & Transportation Studies for Surat city for 2014AD Date of Start: March 2004 (i) Central Road Research Institute. Therefore. The journey speeds are around 40 .e. it is recommended to provide additionally only 1. Since the developments are expected to stabilize. The estimates show that the future peak hour traffic on this road stretch would be about 4100 vehicles (i. cxxxvii . it is felt that the capacity of Shantipath as it exists today would be quite adequate to cater to the future needs. This implies that LOS would reach the category „C‟ by 2021 which is quite acceptable. Surat (S) Present Status and Progress Volume-I.71 in 2021. It is estimated that the future V/C ratio would be around 0. 3683 PCUs) in 2011 while it is expected to touch about 4700 vehicles (i.5 % per annum.     The future traffic has been projected assuming a growth rate of 1. it is expected that the peak directional flow would be about 55 % of the peak hour flow. cycle. 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. The transportation models validated using the integrated public transport networks with generalized cost as the deterrence function. The draft final report of the study has also been submitted to DMRC. Recommendations Intersections geometric designs. and 2021. New Delhi (R) Delhi Metro Rail Corporation (DMRC). Significant Utilisation Potential cxxxviii . Methodology Secondary and primary data (within the Faridabad and Bahadurgarh towns) collected to upgrade the Traffic Zone System. 2016. The discussions and feedback on the report is going on with DMRC. and the estimation of the ridership has been completed. and parking facilities. Present Status and Progress The surveys. Economic Feasibility of Delhi Metro Extensions: Badarpur to Faridabad and Mundka to Bahadurgarh Date of Start: November 2005 (i) (ii) Central Road Research Institute. Above recommendations have been and are being implemented by SMC. 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. data analyses. 5100-30/40 4. suggesting pedestrian.Interim Conclusions Short-term measures are based on the present existing situations. This cost table can be adapted as a standard base for periodical updation of various vehicle-operating costs. and expenditures (fixed and variable cost) of stage carriage operations in Kerala. The cost arrived from the cost model by taking the product life cycle costs is further simplified to get a cost table. Methodology In order to obtain operational characteristics and revenue collection. Details such as type of services offered. Cost table acts as a desktop reference to arrive at standard operating costs.. a sample survey of Stage Carriage Operators was conducted in selected five districts viz. daily collection. arrived at from the study. 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. It is further linked to standard price list obtained from dealers. and other inputs for different types of stage carriage operations. Its strength is the system wise cost visibility. Thrissur. are cxxxix . fleet utilization.. In-board bus survey was conducted and the information on tickets sold in different fare stages. Cost of operation of stage carriages were worked out based on both sample survey and also based on standard cost modeling. Ernakulam. passenger lead. To determine the fare structure of various category of services of stage carriages and establish unit operating Cost of various types of services. were collected in the structured questionnaire. route length.The results of this study would be utilized to prepare the Detailed Project Report by DMRC. 5100-50 5. Thiruvananthapuram (R) Scope and Objectives (i) (ii) (iii) To find out the operational characteristics. passenger load for each fare stage. 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). Two percent of the buses were selected on systematic sample basis. Conclusions The major conclusions. Kannur and Idukki in Kerala State. These bus operators were contacted for detailed inventory of their records. To prepare a Price Index for Stage Carriage Operations (PISCO) for understanding the periodical movement of prices of vehicle operating cost. were collected from the bus crew / operators. Kollam. mileage or life of different components etc. daily collections etc. the passenger load. Reports/Publications Final Report on Fare Policy and Principle of Public Transport Services. The respective fare for ordinary buses will be Rs.54 per passenger km for ordinary buses and Rs 0.       The fixation of stage carriage fare so far has been on ad-hoc basis without any scientific basis.155/km as variable cost and Rs.23 fixed cost. consisting of Rs.36 for fast services for a capacity utilization of 125 percent. 0. Long routes are covered by better roads and less number of stops. Frequent fluctuations in fuel and other cost inputs and also the load and lead parameters could not be realistically modeled.15 variable cost and 8.78/ km consisting of 12. This is the recommended fare structure for the state. Limitations (i) (ii) (iii) Variations in load factor and daily fare collection due to uncontrolled issue of permits in a particular route were not considered.52 per passenger km for fast services.6.59 per passenger km for fast buses for a capacity utlisation of 75 percent. 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. PISCO provided a scientific base for revision of fare based on variation in operation cost.18. 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 cost calculations for fast passenger bus services works out to Rs 20.33 per passenger km and Rs 0. The fare structure after arriving normal return on investment (average 11 percent returns on equity) works out as Rs.63/km as fixed cost. Significance/Utilisation Potential 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. As per the cost modeling. Feasibility Study for Improvement of Inter State Road of Economic and Social Importance between Thiruvananthapuram-Thirunelveli via Kattakkada and Ambasamudram cxl . 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 fuel mileage of stage carriages showed an improvement in the longer distance operation. The fare rates applicable at 85 percent capacity utilization including profit works out to Rs 0. the total cost of operation for ordinary stage carriages works out as Rs. NATPAC (being finalized) 5100-50 6. 12. 0.48 per passenger km for ordinary buses to Rs. 0.39 / km. The competition from parallel services and their impact not studied. 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. two wheelers are not considered for the analysis. it is expected to boost the economic development of the hinterland areas.  Two alternative links ie.  Preliminary cost of development like for the first alternative link via Kattakada will be Rs 99. Interim Conclusions The opening up of new direct route though does not add any distance advantage as compared to the existing route. an important commercial city in Tamil Nadu. The following major conclusions were drawn as a result of the study. the capital of Kerala and Thirunelveli. 102. It is estimated that over 300 cars and 200 trucks will be using the phase 1 road immediately at 2006 level. For the economic analysis of Phase 1 the nominal traffic that is likely to be generated from the immediate influence area alone is considered. Other traffic such as buses. 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. 5100-50 7.73 lakhs/km and the same for the second link. i) via Kattakada and ii) via Nedumangad were considered for the analysis. Fare Policy and Pricing of Public Transport Services.  The vehicles are expected to grow at the rate of 6 to 8 percent per annum in the proposed road.Date of Start : June 2005 National Transportation Planning and Research Centre (NATPAC).27 lakhs/km  The project yields an attractive economic internal rate of return of above 20 percent and hence economically feasible. via Nedumangad will be Rs.Study on IPT Modes Date of Start : June 2005 cxli . National Transportation Planning and Research Centre (NATPAC).21/.km for Qualis. Thiruvananthapuram (R) Scope and Objectives The main objectives of the study are:  To assess operational characteristics. 18% belong to 5-10 years and 12% between 11-15 years old and 18% of the vehicles were more than 15 years old.04/.km for Tata Indica to Rs 4.km for Ambassador to Rs6. cxlii .50% of the IPT vehicles are found to be less than 5 years old. Tata Sumo and Qualis makes.42/.km. Only 4% of Autos were more than 15 years old. 50% of them are Tata Indica. Tata Indica 16km/lit and Qualis 12 km/lit. Limitations The detected cost modeling and preparation of cost tables for main parts operating system are to be worked out. 45% of the vehicle 5-10 years and 23% between 11-15 years. and average fixed cost/km is Rs2. The average variable cost/km is found to be Rs 2.45/.52/. 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. 27% of Autorikshaw surveyed were found to be less than 5 years old.km for Qualis.km. Among the new model vehicles. The average mileage for Auto is found to be 29 km/lit. load and lead factors.08/. The fixed cost/km varies from Rs3. The average fuel mileage for Ambassador Car is found to be 13 km/lit and that for Tata Sumo is 12 km/lit. The cost analysis from the field survey revealed that the variable cost /km for different brands varied from Rs 3. audit and education. Environmental Impact Assessment (EIA) studies.2. Road safety measures. Accident Studies and Costing 6. Road accident modeling for highway development and management in developing countries. Comparative study of Accident Risk Index (ARI). Road Accident Modelling 7. Road Safety Audit 3. Environmental impact of road transport. Consulting services for road safety audit. Road Safety in Metropolitan Cities / towns 2. Overtaking Behaviour of Motor Vehicles cxliii . SAFETY AND ENVIRONMENT SUMMARY Research works reported in the area of Safety and Environment under the broad area of Traffic and Transportation include. Overtaking behaviour of motor vehicles in urban areas and Study of spot speed in the city and rural sections of highways. SALIENT POINTS FOR DISCUSSION 1. Study of helmet preference. Study of two-wheeler accidents. Studies on accident costing. Road Safety Education 4. Environmental Impact Assessment Studies 5. Use of seat belt by car users. Recommendations The improvements and recommendations for accident prone locations will be suggested to AMC considering the present traffic for each road. The future action plan for city is recommended to minimise accidents.A. Vadodara (R) Present Status and Progress   The research paper is submitted to IRC on 31-5-05. COMPLETED PROJECTS 5200-10 1. The research paper is under compliance of points raised by the experts from IRC Findings/Conclusions    The maximum accidents occurred nearby Railway Station and Ashram road. The accident prone locations be co-related with Traffic intensity. Vadodara (R) Present Status and Progress The research paper is submitted to Government & IRC on 31-05-2005. Limitations No standard formula is applied for accident prone location. Ahmedabad Duration: March 2003 to May 2005 Gujarat Engineering Research Institute. Road Safety Measures on Vadodara-Dabhoi Road Passing Through SH-11 Duration: February 2004 to May 2005 Gujarat Engineering Research Institute. 5200-10 2. cxliv . Road Safety in Metropolitan City. 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 . Highways Authorities should erect proper sign boards and road markings and should provide good riding surface of the road.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.1999 cxlv . 12/7 and 15/9 should be shifted at 75 m from the intersection as per IRC 70-1977 Bus lays. Conclusions The conclusions have been drawn based upon the available information. Chennai Duration: 2004 to 2005 Highways Research Station.1985 Truck laybyes should be provided for the entire reach wherever necessary. accident free road. Road Safety Audit for Selected Stretch in Inner Ring Road. Chennai (R. 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 . The bus stops at Km 9/5. 9/8. 10/4. 5200-10 3. Overspeeding of the vehicles has to be checked periodically by the Police Department. 10/4 and 12/7 should be made visible to the motorists as per IRC 93 . The combined effort of traffic Regulatory Authority and Highways Department will make the Inner Ring Road. 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. Safe Road to School – An Action Plan for Promoting Road Safety among School Children Duration: January 2005 to December 2005 (i) National Transportation Planning and Research Centre (NATPAC). Lane Markings.  It was found from the Pre-Training Quiz that majority of the students (about 64%) lacked basic road safety education . schools are located at the signal controlled junction at km 10/. passengers must be made to alight inside the Bus depot.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 . Road Safety Action Plan and Report has been prepared for the selected schools. Thiruvananthapuram (R) (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. To avoid this. Pedestrian crossings.2001 should be erected to warn the motorists about the hazards.1999 5200-10 4. Findings/Conclusions The following are some of the findings of the study. Stopline. Necessary sign boards as per IRC 67 . The wornout service roads must be maintained in Good conditions Unnecessary median openings causing endanger to the motorists must be avoided. The Electricity Board Transformer affecting the visibility at Km 10/8 should be shifted. Direction arrows should be marked as per IRC 35-1999 The bus stops. cxlvi . Reflective devises must be placed for proper delineation. bus depots. The minor bridge at km 12/9 which is on the edge of the carriageway must be widened in the direction towards Guindy. Medians must be marked as per IRC 35 . Implementation of the Action Plan is in progress.           Adequate maneuvering room for large vehicles should be provided at the intersection at Km 15/9.4 (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. Road Safety Education has been imparted to 1535 students and 69 teachers. integrate SRS programme with Safe Community Programme for Panchayats and finally establish road safety clubs in schools. following road safety education booklets/handbooks were prepared: 1. 5.. New Delhi (R) Present Status and Progress cxlvii . 3. zebra crossings. Traffic Education and Road Safety for Children (English and Malayalam) Safe Road to School – Principles of Road Safety for Children (English and Malayalam) All About Lane Driving Two Wheeler Driving Manual Autorickshaw Driving Manual Safe Cycling These books are circulated free of cost to different target groups in the State of Kerala. etc. 2. 6. 4. pedestrian guard rails. conduct post. develop road safety education material for different group of users. the school surroundings are not safe for the children to walk safely due to lack of basic pedestrian facilities like footpaths.  In most of the identified location. Recommendations Further work identified for the next year is to conduct SRS programme in other regions in Kerala. As per the Student Travel Survey. road signs and markings. pedestrian signals. bring in NGO’s to take up SRS programme.improvement studies. 5200-10 5. the problem faced by majority of students were overspeeding (16%) and overcrowding of buses (15%). Reports/Publications As a part of the study. 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. NH-79-A. and Moderating vehicle speeds in urban areas and habitations by the implementation of a package of traffic calming measures. 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. 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. There are many site-specific recommendations in the twelve reports pertaining to each section of the route. NH-79 and NH-76 to the border of Gujarat with Rajasthan on NH-8. cxlviii . Minimise the risk of crashes on adjacent roads as a result of operation and maintenance of NHs/Expressways. maintenance and operation of Indian roads. The route comprised 12 sections.8 km of NH-8 (south of Gurgaon) and passes through states of Haryana and Rajasthan via NH-8. construction. Nevertheless. retro-reflective studs of lane lines. 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. particularly by the application of contemporary best practice. Study Area The route comprised 748 km length from 42. design. reflectors on crash barriers and tactile edge lines on the left of the carriageway. guide posts with reflectors. The key objectives were to:     Minimize the risk of severity of crashes on the NHs/Expressways.Completed Scope and Objectives The primary objective was to ensure that the stretch operates as safely as possible. 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. in addition to recommendations regarding standards and guidelines. there are a number of key areas for which the potential for further safety gains is substantial. Accident cost for Fatal Accident is Rs 4. area. Vadodara (R) Present Status and Progress  Accident cost worked out for three cities like Ahmedabad. for Serious is Rs 1. Limitations Cost of road accidents were drawn from available data from Insurance companies. population.B. Serious. Vadodara (R) Present Status and Progress    Data collection regarding accidents. Property Damage and damages to other vehicles. ON GOING PROJECTS 5200-10 1. Vadodara and Surat The report is under progress Various costs of road accidents have been worked out.   Findings/Conclusions   Accident cost worked out for Fatal. A Comparative Study of Accident Risk Index (ARI) for Various Districts of Gujarat State Date of Start: March 2003 Gujarat Engineering Research Institute. Additional data collection & Analysis is in progress. cxlix . Further Studies on Accident Costing (IMRA T-7) Date of Start: September 2002 Gujarat Engineering Research Institute. Data about factors affecting ARI values is completed. Minor. registered motor vehicles and the road length for the all 25 Districts in Gujarat State for the 7 Years was completed.10 Lacs. 5000-00 and for Property Damage is Rs 1. hospitals & private companies.80 Lacs for Minor Accident is Rs. workshops.20 Lacs. 5200-10 2. 8 Passing from Baroda to Ahmedabad Districts Date of Start: March 2005 cl . Analysis work is in progress. Comparative Study of Accidents on N. Findings and Conclusions The scheme is under progress 5200-10 4. No. Study of Two-Wheeler Accidents in Ahmedabad and Baroda City Date of Start: March 2003 Gujarat Engineering Research Institute.H. Recommendations Planning about new construction of roads will be suggested considering road safety aspects for Districts with high ARI values. of persons killed & injured. 5200-10 3. Vadodara (R) Present Status and Progress     Data collection from Ahmedabad and Baroda police Stations are completed. Opinion survey of two wheeler riders for use of helmets are to be conducted in above cities. Interim Conclusions The conclusion about computation of ARI values & comparison of ARI values with different factors will be drawn for the available data only.e.Findings and Conclusions ARI is highly co-related with severity i. The study includes baseline data collection related to traffic. New Delhi (S) Present Status and Progress The study involved assessment of environmental impacts related to location. Project Affected Persons or PAPs). Noise. water and socio . 5200-20 5. noise. Socio – economic and Green cover completed. Findings/ Conclusions The Draft . Evaluation of impacts. Baseline studies including Data analysis and interpretation related to Air. Draft Report Submitted to DMRC (March..economic environment including Resettlement and Rehabilitation(R&R) Plan.Faridabad and Mundka . Findings and Conclusions The scheme is under progress. Preparation of environmental mitigation and management plans for negative impacts (i.Bahadurgarhgh corridors). EMP) and identification of structure/ persons affected by land to be acquired for the project (i.Bahadurgarh corridors of Delhi Metro Date of Start: November 2005 (i) (ii) Central Road Research Institute. New Delhi (R) Delhi Metro Rail Corporation (DMRC).e. 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).e. Modelling related to Air Environment ( Caline-4) and Noise environment (CoRTN) completed. Water. soil . construction and operation of the project (proposed alignment of Metro along the Badarpur . air. The study further includes modelling of air and noise pollution levels for pre-construction and post construction (i.e. cli . Environmental Management Plan.Present Status and Progress Road accident data collection for 13 Police Stations is completed and for other 9 Police Stations is in progress. 2006).Final Report along with the Executive Summary has been submitted to DMRC in May. Environmental Impact Assessment (EIA) studies for Badarpur Faridabad and Mundka. operational phase) of the proposed metro corridors).. 2006. design. Environmental Impact of Road Transport (CSIR Network Project) Date of Start: April 2003 Central Road Research Institute. New Delhi Present Status and Progress The project has following distinct objectives: (i) (ii) (iii) (iv) (v) Preparation of revised Environment Impact Assessment (EIA) guidelines for roads and highways (Task P-I ) Simulation of urban road traffic and environment (Task P-II) Evolving appropriate emission factors for line sources in urban areas (Task P -III) Application of Advanced Pollution Dispersion Modelling System (APDMS) for apportionment of air quality to line sources (Task P -IV ) Progress made so far: (i) (ii) Critical review of available national and international EIA guidelines has been accomplished and Draft report has been prepared. 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. 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. clii . 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.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. mass emission factors.(iii) (iv) 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. for wider applications. It has been established that the emissions are higher during actual urban traffic conditions.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. Limitations The emission factors for in . Therefore. as against the Delhi -specific traffic conditions presently envisaged. These guidelines have limitations due to their qualitative and generalized approach and are inherently incapable of forecasting long term changes. Efforts should be made to calibrate the models developed elsewhere for Indian conditions or and also to develop indigenous capability in atmospheric dispersion modelling.e. there are no serious studies towards the development of atmospheric dispersion models in India. the link (relationship) between tailpipe emissions invariably falls short of explaining the resultant air quality. The model hence developed / calibrated would be capable of addressing the pollutant contributions from different sources so as to arrive at appropriate source apportionment. The vehicle – specific (category/type) mass emission factors derived from simulated laboratory tests (driving cycle). 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. However. 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. However. Motor vehicles possess the principal polluting potential in deteriorating the urban air quality. and expert judgment criteria are used for estimation of vehicular air pollution load calculations and as input parameter for predictive modeling. in the present context it becomes necessary to draft a modified set of guidelines specifically dedicated to roads /highways projects.. and predictive modeling tools. The shortcoming may be at two levels. Thus. cliii . the actual driving conditions vary significantly from the standard testing protocol and results in variation in emission estimates. on – Board Emission Analyser has been procured and field studies are under progress. Test run/demonstration done with ADMS (Air Pollution Dispersion Model) being used for the development of dispersion modelling framework suitable for cityspecific traffic and meteorological conditions. Certain key issues are either missing or overlooked in our Indian context. as of now. Further. Reports / Publications Reports 1. and Chalapati Rao C.V. Vehicular Pollution monitoring at selected Intersections in Delhi. N.N.C) Transport Research Laboratory.N. 2. 32 (13): 190-203 C.(2005) Vehicular pollution modelling using artificial neural network technique: a review . Journal of Scientific and Industrial Research. Sharma.Recommendations The proposed EIA guidelines for roads/highways projects needs to be critically examined/reviewed by implementing agencies like MoEF.Faridabad and Mundka . Sponsored by Society of Indian Automobile Manufacturers (SIAM) New Delhi Environmental Impact Assessment (EIA) Studies for Badarpur. (SCI Journal) Sharma.V.(2005). Journal of the Institution of Engineers (India). Sponsored by Delhi Rail Metro Rail Corporation (DMRC) New Delhi Publications 1. State PWDs and NHAI for its applicability and usefulness under different terrain .. land – use and traffic conditions. Study of the vehicular pollution dispersion phenomena in an urban street canyon by using Environmental Wind Tunnel (EWT) technique ..K. Sharma. CPWD.. Indian Journal of the Environmental Management. Chaudhry K. 64: 637-647. Road Accident Modelling for Highway Development and Management in Developing Countries Duration: December 2004 to August 2005 (i) (ii) Indian Institute of Technology. Madras (R.K.V. Chaudhry K. 2. Vehicular Pollution Modelling in India. and Chalapati Rao C. NEW PROJECTS 5200-10 1. Chaudhry K.Bahadurgarh Corridors of Delhi Metro..K. 85: 46-63. and Chalapati Rao C. 3.. (2005). United Kingdom (S) cliv .. Significant/Utilisation Potential clv . Kilometer wise accident data on the selected road stretches.Scope and Objectives    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. has been collected from police records. for the past three years. The road accident prediction model gives the expected number of accidents based on classified vehicular traffic. Major and Other District Roads and Hill Roads in urban and rural locations. As the data includes variables of both quantitative and subjective nature. using Generalised Linear Modelling (GLM) technique. Presence of public and private access causes increase in road accident probability. To provide a new road safety component in the HDM-4 model. Conclusions        Empirical road accident prediction model developed by analyzing the data statistically. roadside friction due to pedestrian activity. duly considering the accident potential due to various elements. accident frequency is being modeled using Generalised Linear Modelling (GLM) technique. can be used to predict accidents scientifically. number of accesses to the road. Increase in number of fast moving vehicles like cars. condition of pavement/shoulder. type and proximity of offshoulder hazards and number of public/private accesses have been collected through field surveys. sight distance at curves. condition of the road and prevailing cross-sectional hazards. with public access having a higher impact on accident occurrence. condition of signs/markings. buses and small trucks causes increase in expected number of road accidents. The varying conditions of carriageway/shoulder and varying levels of cross-sectional hazards have varying impact on accident probability of the road. Methodology The project aims at modeling road accidents as a function of exposure and roadway characteristics. The road accident prediction model can be used by transportation engineers in evaluating alternate highway designs. State Highways. Other data including traffic volume. which includes National Highways. 500 km road length has been selected for the study. width of pavement/shoulder. The road accident prediction model developed was statistically tested and validated. and Dr. 5200-10 2. through opinion surveys. G. percentage of helmet ownership. Dinu. A. Col. „Road Accident Modelling for Two Lane Undivided Rural Highways Under Mixed Traffic Flow Conditions‟... theis report (unpublished). Methodology The methodology of the study consists of assessing the behavioural aspects of Two – Wheeler rides. clvi .. Veeraragavan. Study of Helmet Preference in Thiruvananthapuram and Cochin Cities Duration: April 2005 to December 2005 (i) National Transportation Planning and Research Centre (NATPAC). Indian Institute of Technology Madras. New Delhi. reasons for choosing a particular helmet. Thiruvananthapuram (R) (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. R. “Road Accident Modelling For High-Speed Highways Under Mixed Traffic Flow Conditions”. Reports/Publications 1. (2005). Col. analysis and compilation of the final report. Indian Roads Congress. Of these. Tech. Conclusions (i) It was observed that nearly 63% of two wheeler riders possess helmets in Thiruvananthapuram City. Lt.. Srinivas. M. Balachandran. Proceedings of Seminar on High Speed Corridor Projects. 2. hardly 8% of two wheeler riders use helmets regularly. G. problems faced in the usage of helmet and to recommend suitable enforcement measures. Chennai.The final model will provide a new road safety component in the HDM-4 model. C. Lt. Balachandran. R. characteristics of helmet and nonhelmet users. 23rd – 24th September. 2005. 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. 5200-10 3. Majority of the respondents (55%) preferred the lightweight helmet in Thiruvananthapuram City. The respondents in both cities agreed that helmet wearing should be made compulsory and it should be enforced in a sustainable way. the hot weather makes it difficult to wear the helmets. Use of Seat Belt by Car Users in Thiruvananthapuram and Cochin City Duration: April 2005 to December 2005 (i) (ii) National Transportation Planning and Research Centre (NATPAC). use of cell phone becomes difficult when wearing helmet etc.(ii) (iii) (iv) (v) (vi) In the case of Cochin City. possible uneasiness while using helmet. Similarly. of which. clvii . majority of the respondents preferred sturdy model of helmet. more than 38% of users did not wear helmet in Cochin due to non – enforcement by the authorities concerned. only 28% of two wheeler riders use helmets regularly. 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. over 75% of bike riders posses helmets. 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”. Some of the reasons given for not wearing helmets were: difficult to carry the helmets. In the case of Cochin City. Thiruvananthapuram (R) Kerala State Transport Project (S) Scope and Objectives The main objective of the study is to find out the level of usage of Seat belt in the cities of Thiruvananthapuram and Cochin. 5200-10 4.01%. 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.8%. the percentage of drivers wearing seatbelt was 2. data collection and analysis and report preparation. Kerala (S) Scope and Objectives 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. and the overall percentage of usage of seatbelt by both passengers and drivers was 1. selection of survey locations. (iii) According to opinion survey conducted in Trivandrum and Cochin Cities. Thiruvananthapuram (R) (ii) Kerala State Transport Project/PWD. the percentage of drivers wearing seatbelt was 1. 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. Interim Conclusions The following were some of the findings of the study.2%. (i) In Thiruvananthapuram City. clviii . Overtaking Behaviour of Motor Vehicles in Urban Areas Duration: April 2005 to December 2005 (i) National Transportation Planning and Research Centre (NATPAC). preparation of survey format. (ii) In Cochin City.Methodology Study methodology consists of literature review. The overall percentage of usage of seatbelt by both passengers and drivers was merely 4%. to compare the spot speeds at different locations like school zone. field survey. data analysis and compilation of report. Thiruvananthapuram (R) (ii) Kerala State Transport Project/PWD. A Study of Spot Speed in City and Rural Sections of Highways Duration: April 2005 to December 2005 (i) National Transportation Planning and Research Centre (NATPAC). vehicles cross the yellow line for overtaking on straight stretches as well as on curves. 5200-10 5.  The average percentage of vehicles overtaking from the right side by crossing the yellow line in the morning peak period was 13%. clix . Interim Conclusions It was found from the overtaking survey that even though yellow lines are marked at the centre of road. hospital zone. 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. Kerala (S) Scope and Objectives The objectives of the study are to measure the spot speed at different locations during peak hours and school opening / closing times.Methodology The methodology of the study consists of literature review. spot speed is calculated. design of survey formats. The following are the summary of findings of the study.  Among the types of vehicles.  The average percentage of vehicles overtaking from the right side by crossing the yellow line in the evening peak period was 9%. Cars/Jeeps/Taxies perform maximum overtaking manoeuvres crossing the yellow line marking. 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. commercial zone etc. Recommended base lengths for spot speed survey Average Speed of Traffic Stream (K.The recommended base lengths for different speed of traffic stream are given below in Table. which was converted into Passenger Car Units (PCU).P. 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 clx .H) Less than 40 40 to 65 Greater than 65 Base Length (Meters) 27 54 81 (b) Volume Count Manual method is used for counting the classified traffic volume. The accessibility values of the routes are estimated based on the modified gravity and settlement interaction approaches. RESEARCH WORK DONE IN ACADEMIC INSTITUTIONS RELATED TO THESIS WORK HIGHWAY PLANNING. PERFORMANCE EVALUATION AND INSTRUMENTATION 1100-10 1. The selected links/routes are further evaluated by applying economic analysis. using the Road Economic Decision (RED) model. 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.  To develop investment options and ranking of the rural roads based on the criteria of accessibility and economic benefits. The optimum routes for connectivity of unconnected villages are selected based on the shortest path techniques. Methodology for Planning and Evaluation of Rural Road Network: An Integrated Functional Accessibility Approach Duration: 1999-2005 Indian Institute of Technology. MANAGEMENT. 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.VI. 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. clxi . 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. A.  To evolve a methodology for selection of best link options for unconnected villages at Block level.  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. project appraisal methods and evaluation techniques adopted worldwide for selection and prioritizing of rural roads. The routes for connecting the unconnected villages are evaluated using the cost-effectiveness approach. The structural and functional conditions need of the sections were evaluated. Benkelman beam deflection. Indian Institute of Technology Delhi. Ranking of rural road projects can be carried out using this methodology. pavement conditions.e. The short term and long term cost effectiveness are calculated for various preventive maintenance strategies. Quantification of Benefits Maintenance Strategies due to Pavement Preventive Date of Start: August 2005 Indian Institute of Technology Madras. 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. is useful for preparation of block level master plan for rural roads. 2003. 1100-20 2. access benefit-cost ratio as well as the cost benefit analysis for determining the needed investment interventions. deflection and traffic are collected for a typical state highway and a National Highway. 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) (ii) (iii) Review of literature and identification of lacuna in research by analysis of data viz. roughness. suggested at block level.Findings and Conclusions The integrated functional accessibility approach. traffic. “Methodology for Planning and Evaluation of Rural Road Network: An Integrated Functional Accessibility Approach”. roughness survey and pavement condition Ranking and homogenization of pavement sections of the study stretch based on structural and functional condition data Performance prediction using appropriate deterioration models clxii . The data on road geometrics. Ph. Reports / Publications Kanagadurai. Chennai (R) Scope and Objectives The present study is aimed to quantify the benefits of timely preventive maintenance.D Thesis (Unpublished). i. B. 1100-21 3.by calculating area under the curve) are almost same. 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. namely. The optimal timing for the application of preventive maintenance treatment varies with the type of treatment and the volume of traffic. Road Condition Evaluation. 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. through diverse maintenance activities. I) Scope and Objectives The main objective is to maximize the improvement in the highway conditions. (c) Traffic operations conditions: Traffic operation conditions are evaluated on the basis of traffic volume and capacity of the highway facility . From the analysis the benefit cut-off value for roughness of 2500 mm/km has the maximum benefit. while remaining within the limits of available resources.4 mm to 0. which can be easily obtained from the accident records. Thin overlay preventive maintenance strategy is most cost effective for highways carrying traffic from 5000 cvpd to 6000 cvpd. The benefit cut off factor has major impact on the cost effectiveness of the treatment. Prioritization. The ranking of treatment obtained from road user cost method and cost-effectiveness method (viz. and Optimal Resource Allocation for Highway Maintenance at Network Level Duration: July 2001 to April 2005 Indian Institute of Technology. for a given highway network system. to evaluate the structural condition of existing pavements from two distress parameters. by using the pavement performance data available from the long term pavement performance (LTPP) database of the US Department of Transportation. in order to characterize the health of the section. Kanpur (R.(iv) (v) (vi) 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 Evaluating the effect of benefit cut-off values on preventive maintenance treatments Computation of the optimal timing of the preventive maintenance strategies Findings and Conclusions (i) (ii) (iii) (iv) (v) (vi) (vii) The life of the pavement can be extended by the application of appropriate preventive maintenance treatments. fatigue cracking and rutting. It can be seen from the analysis that maintaining the pavement too early or too late is not beneficial. (b) Traffic safety conditions: Traffic safety conditions are evaluated on the basis of traffic accidents rate.6 mm the do-nothing service life of the pavement decreases from 6 years to 5 years for National Highway section. As the initial deflection value increases from 0. volume data can be collected and capacity can be clxiii . are: (a) Structural conditions: It proposes a statistical model. 1100-21 4. (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. highway class. distorted (rutting. It is felt that the resources should be allocated based on the urgency associated with the maintenance requirements at various sections. (3) the availability of various resources. A rational approach is proposed to determine the urgency of maintenance at highway sections considering the present and future conditions. (2) estimation of resource requirements for each activity for a given section. respectively. 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.). and the disintegrated surface area. corrugation. which should be undertaken at different sections. Findings and Conclusions Simple models are proposed to evaluate fractured surface conditions. The output of the model is the various 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 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 method should take into account the urgency of maintenance at various sections while determining the activities. clxiv . distorted surface conditions and disintegrated surface conditions of highway pavements on the basis of fractured surface area. 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. (2) Maintenance urgency determination module: Methodology is suggested to determine the urgency of maintenance requirements at various sections of a network. Pavement surface may be fractured (cracking etc. etc. 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. and (4) the urgency of maintenance of each section.). 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. C) Scope and Objectives In India. The impact of each factor is determined from a countrywide survey of experienced transportation professionals using the analytic hierarchy process (AHP). etc. Pavement Network Rehabilitation Optimization for Maintenance and Date of Start: August 2004 Indian Institute of Technology Madras (R. and importance of the highway to the community and the political importance. distorted surface area.estimated using standard procedures. The various factors and sub-factors affecting the urgency are arranged in a hierarchical structure. (d) Riding quality conditions: The conditions of a pavement surface affect the riding quality.) or disintegrated (raveling pothole. Back-calculation results of the program were validated using ANSYS. The load transfer efficiency of the pavement slabs was evaluated using measured deflections and its effect on PCN was studied. Investigate the joint influence of traffic growth rate and deterioration on optimal maintenance policies. program planning and design of M&R actions. The PCN values obtained were found to be reasonable and consistent with the structural data of the pavement. The network level and project level planning are combined into single framework. This approach applies a discrete-time Markovian model to predict pavement performance with the inclusion of pavement improvement resulting from M&R actions. Back-calculation of effective moduli of in-service pavements was performed using measured deflections by FWD. Findings and Conclusions (i) (ii) (iii) A methodology was proposed for PCN evaluation of rigid and asphalt overlaid rigid pavements using Falling Weight Deflectometer. optimum overlay timing and thickness and optimum maintenance treatments to keep the pavements in pristine condition. which helps to integrate financial planning. Methodology The proposed research is planned to develop an optimization model. Develop and Implement a solution methodology for selected Road Networks.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. The optimization can be performed using network flow algorithms. Structural Evaluation of Airfield Pavements Date of Start: May 2005 Indian Institute of Technology. to minimize the cost of M&R activities per annum and maximize the benefits. Using this approach the designer is able to select the project candidates. 1200-30 5. Evaluation of the methodology currently practiced for reporting PCN was also another objective of the work. for the allocation of resources for M&R of highway pavements and estimation of the optimal expected annual cost of M&R activities.   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. Methodology Structural evaluation of some airfield pavement sections was done using Falling Weight Deflectometer (FWD). clxv . Kharagpur (S. 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. t. and the corresponding values for VOC and IRR were computed.2% in the RUC is observed for a stretch of 3 kms.2013 and 2017 By changing the cracking calibration factor of 0. i. 1300-30 7. Findings and Conclusions (i) (ii) (iii) (iv) Under default conditions two interventions are required for all alternatives For calibrated model four interventions required for R-BC and R-SDBC and 3 each for four stages. raveling and rutting on life cycle cost of pavements To study operation of HDM-4 model and identify the various factors that require calibration for local conditions 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. at the intervention period of 2004.13% . New Delhi (R) Objectives (i) (ii) (iii) (iv) To review the literature relating to the pavement performance models in general and effect of cracking. Considering the IRR to be maximum for R-SDBC out of all the alternatives is chosen as the PMMS criteria. C) Scope and Objectives  Carry out various tests on conventional bitumen and polymer modified binder clxvi . 1. 2009. Laboratory Performance Evaluation of SBS Polymer Modified Bituminous Concrete Mixes Date of Start: August 2005 Indian Institute of Technology Madras. pavement deterioration model. Effect of Varying Calibration Factor on IRR.1300-10 6. Calibration was done taking default values for distress. change in deformation stress were determined. surfacing distress mode and average value for the year.5 a variation of 0.r. and the amount of each surface area mode. Various checks were done for total damaged/undamaged carriageway surface area.e. VOC Date of Start: January 2006 School of Planning and Architecture. Chennai (R. Then the pavement strength parameters and the amount of change in each surfacing distress mode during the analysis year were computed. so as to achieve simulated values of deterioration 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. The indirect tensile strength of the bituminous concrete mix prepared with SBS polymer 0 modified binder is 20% higher at 30 C. The magnitude of increase in fatigue life. SBS polymer modified binder shows 150 to 370% increase in rutting resistance of the binder. The complex shear modulus and phase angle for the two binders i. Grading 1) to determine the optimum bitumen content for both binders. clxvii . the fatigue life of the SBS polymer modified bituminous concrete mix increases by 95% to 360%.97 0 poise for PMB-70 at 150 C. 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. 0 The tensile strain increases by 83% with increase in temperature from 30 to 40 C and the increase in tensile strain reduces the fatigue life of the mix. This shows that the mixing and laying temperatures for 0 polymer modified binder should be higher by approximately 15 C. Overloading of vehicles upto 20% causes 30 to 40% reduction in life of the pavement. The loss in weight on heating in thin film oven is 6 times higher in case of 60/70 grade bitumen. At constant tensile stress and pavement temperature. The fatigue tests have been carried out on the “Repeated Indirect Load Test Equipment”. decreases with increase in tensile stress. 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 ). Modified binders show increased viscosity at a given temperature.e. however. The viscosity of 60/70 0 grade bitumen at 135 C is 3. Findings and Conclusions (i) (ii) (iii) (iv) (v) (vi) (vii) (viii) (ix) (x) SBS polymer modified binder is found to have a high elastic recovery of 79%.      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. Marshall stability of the mix increases by 27% when polymer modified binder was used. Resilient modulus of the mix prepared with SBS polymer modified binder is 19 to 30% 0 higher at the test temperatures of 30 to 40 C. Modified binders have better age resistance properties. 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.93 poise which is approximately equal to the value of 3. The Marshall mix design has been carried out for Bituminous concrete (BC. Methodology Testing of DBM mixes with modified binder limited to Marshall testing. Static indentation. 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. Viscometric Studies of Straight Run Bitumen Date of Start: August 2004 Indian Institute of Technology Madras (R.B. An Investigation on Bitumen Modified with Shredded Bi-Cycle Tires Date of Start: May 2005 Indian Institute of Technology. C) Scope and Objectives To characterize straight run bitumen with nonlinear viscoelastic model Methodology clxviii . material saving up to 40% can be achieved when modified binder was used instead of 80/100 binder A methodology was developed for preparation of bi-cycle tire shred modified binder 2200-10 2. Static indirect tension test and repeated loading indirect tension test for Modulus of Resistance (M R) determination Findings and Conclusions (i) (ii) (iii) (iv) Performance of bi-cycle tire shred modified binder was superior to that of unmodified 80/100 grade bitumen Optimum tire shred concentration was around 15% by weight of bitumen The Modulus of resilience of the DBM mix with tire shred modified binder was very high compared to that with 80/100 bitumen. PAVEMENT ENGINEERING AND PAVING MATERIALS 2100-20 1. 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 Date of Start: August 2004 Indian Institute of Technology Madras (R, C) Scope and Objectives (i) (ii) (iii) (iv) To evaluate the physical properties of polymer modified binder and mixes To study the mechanical properties of bituminous concrete mixes such as indirect tensile strength, resilient modulus and fatigue tests for failure Development of empirical relationship from neat and polymer modified bituminous concrete mixes. 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) (ii) (iii) (iv) (v) (vi) (vii) Use of SBS polymer in neat asphalt binder significantly reduces its penetration value, increased its elastic recovery and softening point value. 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. 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% The resilient modulus of polymer modified asphalt mixes was about 2 to 2.5 times that of the neat asphalt mixes. The fatigue life of SBS modified asphalt mixes was 2.1 to 2.4 times higher than that of the neat asphalt mixes. Specimens compacted with gyratory compactor had higher fatigue life and resilient modulus than Marshall compacted specimens due to better reorientation of aggregates. The reduction in resilient modulus values for neat asphalt mixes due to increase of 0 temperature (30 to 40 C) ranges from 34 to 41 percent and 25 to 29 percent for Marshall and SGC compacted specimens, respectively. clxix (viii) (ix) (x) (xi) (xii) For SBS Modified mixes, the reduction in resilient modulus values due to increase in 0 temperature(30 to 40 C) was 23 to 27 percent for Marshall and 21 to 28 percent for SGC specimens, respectively 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 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. 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. 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 clxx Findings and Conclusions 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 clxxi lateral pressure applied on the specimen in the triaxial test and also on the magnitude of the lateral pressure. Methodology Cyclic triaxial tests were carried out to quantify asphalt mixtures in the laboratory with varied confinement conditions. 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. Studies on Effect of Aggregate Gradation on Fatigue Behavior of Bituminous Concrete Mixes Date of Start: April 2005 Indian Institute of Technology. The objective of the present investigation is to study the effect of aggregate gradation on fatigue behavior of bituminous concrete mixes. To model healing of asphalt mixtures based on a thermodynamic frame work and corroborate it through the experimental studies. Others factors such as temperature. frequency and rest periods of applied loads also influence fatigue life. 2200-20 7. The amount of healing was observed to be dependent on the air voids. Ranking the mixes based on the fatigue life. loading time. Madras (R.  To quantify healing of asphalt mixtures through experimental studies. Static indirect tensile test and the repeated load indirect tensile fatigue as per ASTM D 4123 on cylindrical specimens. Although the influence of binder type and content on fatigue life has been studied extensively. Findings and Conclusions The results obtained through laboratory investigations have adequately proved the healing of asphalt mixtures with rest periods. the effect of aggregate properties such as aggregate gradation on fatigue life has not been widely presented. Characterization of Apparent Viscosity of Bitumen Processed in India Date of Start: August 2005 clxxii . 2200-20 8. Methodology (i) (ii) (iii) (iv) Literature survey Mixture design and volumetric analysis as per ASTM D 1559. A healing model based on the continuum theory of “multiple natural configurations” will be used to corroborate the laboratory investigations. To characterize the apparent viscosity of unmodified and modified bitumen under un-aged and short-term aged conditions. It is observed that the parent bitumen i. The above investigations reported here are some of the preliminary results related to the characterizing the non-Newtonian behaviour of bitumen processed in India. 60/70 grade changes faster to Newtonian state than that of polymer o modified (PMB 70) and changes to Newtonian state at about 100 C whereas the o polymer modified one changes at about 135 C. The transition is gradual and the rate of change is a function of composition and the type of bitumen. C) Scope and Objectives o o The measurements were carried out from 80 C to 180 C. measurements up to 180 C will be made considering the flash and fire o point limitations. -1 -1 As the rate of shear increases from 3. it was not possible to study the flow characteristics at this critical temperature range. the repeatability is very poor for o rotational viscometers. Due to the fact that at temperature below 60 C. Evaluation of Rutting Characteristics of Bituminous Mixes using C -Ф Concept Date of Start: May 2005 Indian Institute of Technology. Test results shows that as the temperature increases.e.Indian Institute of Technology. Such kind of investigation will help us in understanding the constitutive behaviour of bitumen. Bitumen behaves as a non-Newtonian at low temperatures and approaches to Newtonian as the temperature increases. Kharagpur (S. 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. 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 o o state to Newtonian state at about 100 C whereas PMB 70 changes at about 135 C. Detailed investigations are necessary at this stage on the temperature ranges of 40 to o 80 C. the investigation is restricted to measuring temperature up to 80 C only.4 s (10 rpm) to 34 s (100 rpm). Madras (R. 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. Only the short term aging of bitumen and its influence on the viscous characteristics will be investigated. role of modifiers and the influence of short term ageing of bitumen on its mechanical properties. Though the viscometer can measure o o the viscosity up to 300 C. This phenomenon can be observed from the apparent viscosity-shear rate graphs at various temperatures. Findings and Conclusions (i) (ii) (iii) (iv) The flow properties of bitumen are affected by temperature and stress-strain conditions. The flow characteristics of bitumen are also affected by the rate of shear or stress levels. 2200-20 9. Due to the limitation of the equipment available.I) Scope and Objectives clxxiii . The main objective was to examine the feasibility of using C-Ф concept of mix design. gradation and binder content were determined. clxxiv . binder content and viscosity of the binder had been identified as the independent parameters influencing the permanent deformation. 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. Methodology An elastic-visco-plastic model of binder mix is developed which is calibrated from the experimental results. The numerical results from asphalt mix model in terms of load versus time curve. Permanent deformation characteristics of bituminous mixes as well as resilient modulus were then evaluated at different temperatures.Ф and permanent deformation. Experimental and Numerical Study on Mechanical Behavior of Asphalt Mix Date of Start: May 2005 Indian Institute of Technology. Also C-Ф. C-Ф of the mix increases and also as the viscosity of binder increases. Considering permanent deformation in bituminous mixes as major mode of failure in hot climatic conditions of India. A hierarchical approach is proposed to develop models for pure bitumen. 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. The binder mix model and the properties of the aggregates are used to develop the composite model of the asphalt mix. Kanpur (R. binder mix (a mixture of pure bitumen and aggregates smaller than or equal to 2. C-Ф values of bituminous mixes prepared from different combinations of binders. it was examined as the main performance parameter in the present work. C of the mix increases. failure load. failure displacement and stress contour are compared with the experimental result of asphalt mix. 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. Findings and Conclusions It was identified that as the percentage of coarse aggregate increases.36 mm size) and asphalt mix. The scope of the work was to develop a co-relation between fundamental properties of bituminous mixes with C. 2200-20 10. Methodology Experimental investigation was done by selecting different aggregate gradation and binders and subsequent evaluation of their properties. Elliptical aggregate samples of desired volume fraction and aggregates gradation are developed synthetically by generating random non-overlapping ellipses in a predefined area. The elastic recovery has improved for Gilsonite modified bitumen as compared to conventional 60/70 bitumen. The further performance testing on the mixes were done only by preparing samples at these optimum binder and Gilsonite content. New Delhi (R. 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. to simulate the behaviour of field in lab various accelerated specified test were conducted in laboratory. As actual field performance study of pavement is a long term process. Consequently. clxxv . New Delhi (S) Scope and Objectives (i) (ii) Evaluate the Gilsonite mix modifier for its ability to show superior mix performance as compared to conventional mix. The economics of mixes were based on only the fatigue life of mixes obtained from beam fatigue test. it was observed that(i) (ii) (iii) 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. 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. 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. Findings and Conclusions From the study. 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. From experiments on asphalt mix. it is seen that the fracture is initiated in between two closely spaced aggregates. So. 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. Laboratory Concrete Evaluation of Gilsonite Modified Bituminous Date of Start: December 2005 Central Road Research Institute. In the present study.Findings and Conclusions The force versus time plot obtained experimentally and computationally showed good match. 2200-40 11. I) Indian Institute of Technology. Computational study could predict successfully the location of crack initiation. design of bituminous concrete (BC) is considered. carry out the cost analysis of Gilsonite modified mix and conventional mix to establish the economy of Gilsonite modified mix. Methodology The methodology adopted is of lab experimentation. Because of the warping stresses the slab becomes concave upward and when a vehicle passes over such slab may cause top down cracking. Methodology Three-dimensional Finite Element Analysis was carried out for modeling concrete pavement using the structural analysis software ANSYS. therefore the modulus of dowel support can be back calculated. Resilient modulus value has increased in Gilsonite modified mix. In the present analysis. stripping and enhanced durability. Finite Element Analysis of Concrete Pavements with Cut-outs Date of Start: May 2005 Indian Institute of Technology.(iv) (v) (vi) (vii) (viii) (ix) 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. By conducting FWD test. The results have shown better stiffness of Gilsonite modified mix at all temperature and especially at high temperatures. the joint load transfer efficiency can be known. Kharagpur (S. The results of project clearly suggested that use of Gilsonite as modifier in bituminous mixes has given really a high performance economical mix. where conventional mix has behaved very miserably. cracking. load transfer by aggregate interlock and dowel bar system and also top down cracking due to wheel load and thermal effect. which has better resistance to rutting. 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.I) Scope and Objectives Analysis of concrete pavement using Finite Element Method to study the effects of cut-outs. It was observed that the modulus of aggregate interlocking is the basic index of load transfer capacity at the joints. The experimental work of project suggests great savings in cost with Gilsonite modified mix. Limit state method of design was adopted for the reinforcement to account for the flexural tensile stresses due to cut-out portion. 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. 2300-20 12. The fatigue studies at different stress suggest that fatigue life of Gilsonite modified mix has improved more than twice as compared to conventional mix. The indirect tensile strength has improved for Gilsonite modified mix and indicates its better ability to take stresses. Findings and Conclusions (i) (ii) (iii) (iv) (v) It was found that the flexural tensile stresses were significantly higher for pavements with cut-out than without cut-out. suggesting better resistance to deformation and less susceptibility to moisture induced stripping. The stability values of Gilsonite modified mix were better and the retained stability has improved to conventional mix. It was found that if the pavement clxxvi . having high intensity of heavy axle loads. top down cracking cannot be ruled out and fatigue damage must be computed for such cases also. clxxvii . GEOTECHNICAL ENGINEERING 3000-10 1. numerical results are obtained for various combinations of the soil. 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. Based on the FEM. Findings and Conclusions Work is continuing. D.C. Delhi (R) Scope and Objectives In many cases landslides occur owing to the development of excessive pore water pressure in soil mass. Finite Element Software has been developed for multilayered soil. Illustrations are to be developed from the numerical results to draw the new findings. Investigation of Seepage Flow for Multilayered Soil Using Finite Element Analysis Date of Start: September 2005 Delhi College of Engineering. 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. TRAFFIC AND TRANSPORTATION 5100-10 clxxviii . 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. Findings and Conclusions (i) (ii) The major issues emerging out of the study were low reserve capacities at some of the weaving sections. the appropriate management strategies were adopted and evaluated. tuning moments. the performance of uncontrolled intersections can be evaluated. and high proportion of bus traffic coupled with insufficient weaving widths and exit angles add to the problems. the land-use and built-up plans were also collected from past studies and verified on ground. based on which. high proportion of weaving traffic at some of the weaving sections. primary surveys were identified. Apart from this. and the speed-flow relationships. is probably the most desirable criteria. the flow characteristics including the peak. Thereafter the data was analyzed to establish the supply characteristics of the network. C) Scope and Objectives The conflicts and delay experienced by vehicles. Traffic Management on an Arterial Road Section Having Multiple Roundabouts Date of Start: January 2006 School of Planning and Architecture. 5100-20 2. Collection of data on these aspects involves close observation of clxxix . the network infrastructure and speed and delay on the corridor along with the surroundings network. To propose alternate management strategies for the study area and evaluate the same using appropriate management indicators. According to the flow-characteristics. Extensive data were acquired with respect to volume counts on the various arms of the five roundabouts. peak flows. To study the impact of surrounding signals on the performance of the roundabouts.1. To evolve appropriate management strategy for the study area so as to prioritize the flow on the corridor. the queue lengths. Underutilized parallel network can help relieve the traffic problems within the given corridor. queues. Methodology After formulation of the aims and objectives. the delays. New Delhi (R) Objectives (i) (ii) (iii) (iv) (v) To evolve a sequential approach to understand the characteristics of arterial sections with multiple as well as multi-leg roundabouts. Traffic flow was captured using camera recording techniques during the peak hour while speed and delay was done using floating car method. the turning moment counts. To optimize the overall traffic flow on the immediate network. such as calibrated simulation models with field observed data to study the traffic characteristics. By computer simulation. Findings and Conclusions (i) (ii) (iii) The comparison of overall delay caused to vehicles at uncontrolled and stop controlled intersections for the three roadway conditions with variation of traffic volume.individual vehicles passing through the intersection from a point on the approach. To study the reduction in the level of accident risk due to the introduction of stop control system using simulation technique. the overall average delay caused to traffic is more in the case of stop controlled intersections than in the case of uncontrolled intersections. the intersection-area stopped delay caused to traffic is less in the case of stop controlled intersections than in the case of uncontrolled intersections. and time consuming. Collection of such data is extremely difficult. measured in terms of crossing conflicts. reveals that for a given roadway and traffic conditions. reveals that for a given roadway and traffic conditions. the availability of high-speed computers has facilitated the use of powerful techniques. to vehicles at uncontrolled and stop controlled intersections for the three roadway conditions with variation of traffic volume. the traffic flow through intersections can be precisely modeled. 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. To develop appropriate guidelines for introducing stop control under mixed traffic conditions prevailing in India. including conflicts and delay. The objectives of the study are as follows:      To study the mixed traffic flow characteristics at uncontrolled intersections through field observations. and the conflicts and delay caused to individual vehicles can be obtained as the output components of the simulation process. In this study. To study the level of accident risk interms of traffic conflicts. to a point beyond the exit of the intersection where the influence of intersection has totally dissipated. To modify the available model to simulate traffic flow through stop controlled intersections. where the influence of the intersection does not exist. at uncontrolled intersections for various traffic flow levels and composition by making use of the available simulation model. 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. closely representing the field conditions. the level of clxxx . However. The comparison of the level of accident risk. The traffic flows on the selected approaches are then measured by making a classified count of vehicles. 1000 and 1100 vehicles per hour respectively in the cases with 3. 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. 5. 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. Then the geometric details of the approaches along with the general intersection details are collected. in the cases of both uncontrolled and stop controlled intersections. when the vehicles cross the stop line during the saturated green time. 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. 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. The available model of traffic flow through signalized intersection is modified to suit the requirements of this study.(iv) (v) (vi) accident risk to traffic is less in the case of stop controlled intersections than in the case of uncontrolled intersections. 5100-20 3.75 m. Methodology The project work aims at study of stream mix in the saturation flow rate of heterogeneous traffic at signalized intersection. beyond the volume levels of 900. (i) (ii) (iii) (iv) 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. To validate the model using field observed traffic data. C) Scope and Objectives (i) (ii) (iii) (iv) To study the saturation flow characteristics of heterogeneous traffic with mixed streams at signalized intersections using field observed data.5 m wide approach roads. clxxxi . 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. The average overall delay increases steeply.0 m and 7. Multiple Linear Regression (MLR) models were developed to predict the travel times to bus stops. bus stop dwell times. Mean Absolute Percentage Error (MAPE) was used as a measure of closeness between the observed and predicted values. Models were evaluated using a separate validation data set. Data was collected on three probe buses. it has been found that there is no common trend in variation of the saturation flow due to variation in traffic compositions.(v) (vi) 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. 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. Bus Travel Time Prediction Using Global Positioning Systems (GPS) Data Date of Start: August 2005 Indian Institute of Technology Madras (R. 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. Methodology Type of Study . including travel times.Field Extensive GPS data were collected on MTC Bus Route No. which will serve as an important input for optimal design of traffic signals. while the value for the combination of straight going and left turning streams lies in between the two.  Apply and evaluate the above model on a bus route in Chennai as a case study.  Select reasonable input variables for a bus travel time prediction model. left turning and right turning streams. A case study route of Metropolitan Transport Corporation (MTC) in Chennai is considered for this purpose. Data was extracted in the required format from the raw GPS data. and minimum in the case of the combination of straight going. clxxxii . The specific objectives are to:  Study and analyze the characteristics of the GPS data.  Develop Multiple Linear Regression model(s) to predict the bus travel times using GPS data. Also. 21G (Parrys –Tambaram) in Chennai city. C) Scope and Objectives The scope of this work is on developing a travel time prediction model using GPS data. 5100-20 4. intersection delays and link speeds. the prediction was performed using the Kalman Filtering Technique. It was observed from the model equation that variables like „distance remaining (in terms of six lane. GPS devices were selected for data collection in the study. Of the nine MLR models developed. (i) (ii) 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 Identify the influence of key factors affecting performance of Kalman Filter model under heterogeneous conditions Methodology In this study. Hence. The use of data from probe buses helped improve the performance of the models. Bus trips were used as probe vehicles on the study Corridor. It was also noted that when the distance was classified in terms of number of lanes.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. The data was collected for the morning peak hours (2 hours) .) was divided into average link length of 0. The study corridor was of 14. The Kalman filter clxxxiii . corridor.0 to 9. Variables like „Remaining Number of Bus Stops (BSij)‟ and „Intersection Delay (IDij)‟ were found to be statistically insignificant. five models had R-Square values of more than 0. corridor. The originating point of the stretch was from Madhya kailash junction and it was destined upto Kumaran Nagar. Travel Time Prediction for Arterial Corridors Using GPS Technologies Date of Start: August 2005 Indian Institute of Technology Madras (R. 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.Findings and Conclusions (i) (ii) (iii) (iv) (v) (vi) Preliminary data analysis revealed that similar traffic conditions prevail over the route during the peak hours on all weekdays. The location was chosen to represent heterogeneous or mixed flow conditions.5 km each. the MAPE reduced from 13. The Kalman technique was applied with the state variable of interest as the link travel time. and requires less manpower. Thus. Multiple Linear Regression (MLR) models which do well in such recurrent traffic conditions were developed. T. with the best model having a low Mean Absolute Percentage Error of 9. 5100-20 5. The success rate of the model is high. (OMR) Chennai. The Kalman filtering process is a recursive solution technique. in the absence of lane-discipline . Global positioning devices (GPS) offer the promise for collecting traffic data in an inexpensive and non-intrusive fashion. indicating good fits. A total number of 35 trips were made.prevalent in urban areas in India.5 Km stretch (I. T.0.0.89. Chennai. C) Scope and Objectives The scope of this study was restricted to the study location: part of I. Recursive estimation is computationally very quick and thus suited to real-time applications. ) or less was considered as a „stop‟. 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. reconnaissance survey of existing uses.5 kmph (3 miles per hr.5% to 12. The travel time data for each link for each of the trip was obtained from field.e. Models with the logarithmic of link travel time as state variable were also developed. the link running time and the stopped times for all the links were calculated. The study suggests need for and use of significant sample size for the measurement model. use of travel time instead of logarithmic of travel time as the state variable.th technique was applied for prediction with an objective that the k link travel time can be th predicted with prior knowledge of the travel times of the ( k  1 ) link . and collection of data such as socio-economic data of catchments area. which included past studies. 5100-20 6. floor area allotment for each activity and their parking requirements and supply. volume counts and vehicle registration. which included surveys like origin destination studies. understanding of non-conforming land uses. turning movement counts etc for the existing District Center of Janakpuri. data on the total link travel times. The apriori and the measurement models were built and from the parameters obtained from these were given as input for the Kalman model. An extensive collection of both primary data and secondary data followed.. The next stage involved analysis of data with respect to clxxxiv . 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 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.5%. The relative allocation of apriroi and measurement data sets were made with different combinations like continuous and discrete apriori sets. time series data on OD.The performance of Kalman filter for travel time estimation could be improved by using the continuous model. classified volume count. For each trip considered on a given day. proposed development and the likely employment generated by District Center and identification of impact parameters. Impact of Proposed District Center on the Transport Network Case Study: Saket Date of Start: January 2006 School of Planning and Architecture. To study the impact generated by the District Center on the transportation network. New Delhi (R) Scope and Objectives (i) (ii) To evaluate the nature and magnitude of travel demand generated by the District Center. For each link the total link travel time i. Methodology The methodology adopted for the study involved a comprehensive literature study. Two separate Kalman models were developed for the link travel time as well as the link running time. speed and delay studies. and also on the network surrounding the proposed location of the District Center at Saket. and to have separate Kalman Filters for stop time and running times. Findings and Conclusions The travel time estimates show an RMS error ranging from 9. (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. 433v (iv) The separate calibrated equations for delay as a function of pedestrian flow and vehicular volume respectively are Y (delay) = 3. Hence the norms of IRC needs revision. vehicular flow rate. To study the characteristics of delay caused to pedestrians. (ii) Delay to the pedestrians is a function of pedestrian flow and volume.The level of service on the affected roads drops by 14% to 20%. and scenario with the proposed district center. Finally based on traffic and pedestrian flows standards for surface pedestrian crossing were proposed. A trip attraction model was developed for the proposed District Center. vehicle gap. New Delhi (R) Scope and Objectives (i) (ii) (iii) To appreciate pedestrian and vehicle flow at selected mid block locations. Linear regression technique was used for modeling pedestrian delay. pedestrian and vehicular flow is Y (delay) = 1. Pedestrian crossings in front of AGCR (Vikas Marg) and Dilli Haat (Aurobindo Marg) were chosen as study areas. 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. Data on pedestrian flow rate. (iii) The calibrated equation for delay.6217p + 0. Methodology A detailed literature review of the definitions.5573 5100-20 clxxxv . Findings and Conclusions 2 (i) PV 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. and lag occurrence and acceptance at selected locations. (ii) Junction flow in the affected roads drops in the range of 24% to 33%. techniques for pedestrian gap acceptance and past studies on the subject was carried out. 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. norms and standards. cross pedestrian facilities. To examine gap occurrence and acceptance.present scenario for the existing District Center of Janakpuri. 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.5 km. (iii) An investment of Rs. pedestrian gap acceptance patterns and platoon behavior was collected through field survey by video filming.0437V + 3. Planning for Cross Pedestrian Movement Date of Start: January 2006 School of Planning and Architecture. 5100-20 7. LOS and traffic intensities and evaluation of these alternatives was done through costing of proposals. junctions in impact area. Impact of Missing Links on Urban Road Network Date of Start: January 2006 School of Planning and Architecture. LOS. 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. To examine the viability of the proposed missing links connecting NH. develop a modeling framework to clxxxvi . New Delhi (R) Objectives (i) (ii) (iii) To assess the deficiencies in the existing traffic and network characteristics in influence area of case study link. (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. (ii) A link from Prembari Pul in Pitampuira to outer Ring Road along western Yamuna Canal. (iv) More bridges over Yamuna at Geeta colony and Mayur Vihar and across drains passing through Lajpat Nagar. Secondly. vehicle km. 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. To evaluate the effect of limited improvement and addition of missing links in existing transport system. And extension of a road between Nehru Place and Hotel Park Royal upto Lotas Temple towards East of Kailash. speed etc. Sarai Kale Khan and Lodhi Road. Modelling Transportation Demand for Urban Infrastructure Planning Date of Start: January 2004 Indian Institute of Technology Madras (R.24 and Lodi Road.8. and secondary data like detailed road network development proposals by various organizations were collected. 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. 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. Finally traffic forecast and assignment of existing and future traffic was done on the network. Specific objectives include identifying the factors at individual and household level which are contributing to the change in behavior of an individual over years. Vehicle operation cost was also calculated. Defence Colony. Primary surveys such as O/D studies and classified Volume Count were conducted. 5100-30 9. Findings and Conclusions Users‟ WTP values associated with various attributes of travel are estimated separately for car and bus users. The effect of socioeconomic characteristics on the mean of random parameter (called „mean heterogeneity‟) is investigated with RPL models. Sparely used constrained triangular distribution of random parameters is attempted for the development of RPL models. Methodology A Stated Preference (choice based) survey was carried out to collect behaviour data from 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. and estimation of WTP values. the bus users have higher value of WTP for qualitative attribute comfort. Users‟ WTP values are estimated separately for car and bus users. 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 5100-30 10. 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. development of behavioural database. The data analyzed by developing multinomial logit (MNL) and were random parameter (RPL) logit models. analysis of behavioural data using suitable logit model specifications. (ii) A hypothetical undivided two lane improved road. Modelling Users’ Willingness to Pay for Different Attributes of an Improved Transportation System Date of Start: May 2005 Indian Institute of Technology. the model performances improved further when the mean clxxxvii . Among RPL models. to develop models to explain the dynamics in two main contexts: mode choice and trip generation. Thirdly. A comparison of different econometric models clearly shows an improved model performance for RPL models over MNL model. The scope of work includes design of survey instrument. The work also demonstrates successful application of constrained triangular distribution in the development of RPL models.incorporate the various sources of dynamics. and (iii) A hypothetical Four Lane Road with median. While personal car users have higher value of WTP for quantitative attribute speed. Three alternative scenarios are considered during choice experimentation: (i) An existing undivided two lane road. 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. Both quantitative and qualitative attributes are considered in choice experimentation. cost of service headway. cost of in vehicle travel time and cost of discomfort. For the development of GC function. 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. The GC includes direct cost of travel. Introducing an express bus service to serve major stops along the study corridor is considered as an improvement. Subsequently. Kharagpur (R) Scope and Objectives Broad objective is to formulate a rational methodology for judicious improvement planning of rural bus service. User benefit is measured in terms of savings in generalized cost (GC) of travel. 5100-30 12.heterogeneity is taken into consideration. New Delhi (R) Scope and Objectives clxxxviii . 5100-30 11. A Genetic Algorithm based approach is used for obtaining the solution assuming uniform headways for both services. Suitable service attributes for both services are identified by solving a constrained optimization problem. 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. Application of Stated Preference Technique for Travel Choice Modeling Date of Start: January 2006 School of Planning and Architecture. The toll rates for car and bus users are estimated by charging 25% of user benefits to respective users. where GC is a comprehensive measure accounting for various disutilities of travel by commuters. A rural bus route in West Bengal presently served by all-stop service is considered as the case study. valuing of relevant attributes is done. Optimizing Generalized Cost of Travel: An Approach for Improvement Planning of Rural Bus Service Date of Start: May 2005 Indian Institute of Technology. Findings and Conclusions User benefits and operational viability are the two major aspects highlighted in the work for improvement planning of rural bus service. a simulation model is developed to account for the non-uniform headways at different stops along the route. and followed by the main survey. Mode choice models were developed for Dwarka subcity extension corridor and Delhi Noida corridor. 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. 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. particularly in case of new transport mode. To study mode choice attributes of user through SP surveys. To validate the travel choice model using RP survey data and carry out sensitivity analysis. Scope clxxxix . Stratification of the binary logit model by income group gives better model prediction than the single binary logit model for all the users. 5100-30 13. Findings and Conclusions (i) (ii) (iii) (iv) (v) Travel cost and in-vehicle time are most important attributes emerging from stated preference experimental design results. 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. Model validation and sensitivity analysis was carried out. To develop suitable ANN model for work and Education trip using household data of Bangalore Metropolitan and examine its utility as operational model. Multinomial and Binary Logit models are the common state of practice for mode choice modeling in India and abroad. Secondary data was also collected about metro network. Partial factorial design was carried out. The data collected was analyzed to establish metro corridor characteristics and user characteristics. Methodology The steps for this study can be grouped into eight broad stages. Extensive literature review on SP/RP methods. which was done in two parts. and selection of attributes was carried out. which included primary surveys.(i) (ii) (iii) (iv) To appreciate the state of the practice for mode choice modeling and to identify issues relating to choice modeling for a new system. To develop travel choice model for the case study corridors. metro rider-ship details. variation in user response. existing development and proposals. Followed by data collection. New Delhi (R) Scope and Objectives (i) (ii) (iii) To understand the role of neural network approach in trip generation stage of UTPS four stage modeling through literature review. mode choice behavior models and SP experiments was carried out. in the first stage a pilot survey to establish the significance. Development of Trip Generation Model using Artificial Neural Network Date of Start: January 2006 School of Planning and Architecture. This was followed by modeling choice probabilities for MRTS using binary logistic regression. have the inbuilt capability of iterations. that may necessarily not be linear in nature. comparison of alternative trip generation models for hurricane evacuation were carried out. physical and operational details. To assess future parking demand at selected metro stations. For comparison with conventional models. Primary surveys at selected stations were conducted. New Delhi (R) Scope and Objectives (i) (ii) (iii) (iv) (v) To study the typology of Metro Station and appreciate existing parking facilities at Metro Station. The study was limited to the development of trip Generation Models for work and education trips only. As such they can incorporate both linear as well as non-linear functions with equal ease. the study was restricted to comparing the findings of ANN models with that of MLR models. To develop the parking facilities (norms and policies) for metro stations. advantages and utilities of Artificial Neural Network were made. ANN models using Multiple Perceptron with back propagation function. and secondary data was collected with respect of ridership. As a part of literature study. 5100-30 14. Modeling for Artificial Neural Network was done with a case study of Hyderabad Urban Area. cxc . parking supply and metro stations. To appreciate travel characteristics of metro users at selected metro station. To appreciate the surrounding land use and socio-economic characteristics within catchment area of Metro station. Trip generation models were developed for work and Education trips. Scope The scope of the study was limited to defined typologies of metro stations on basis of socioeconomic and land use parameters of adjacent areas. Planning of Parking Facilities for Metro Station (Case StudyDelhi Metro) Date of Start: January 2006 School of Planning and Architecture.(i) (ii) (iii) The study was based on the secondary data collected for Bangalore Metropolitan Area and limited literature available. Findings and Conclusions (i) (ii) (iii) ANN model has the capability to choose the appropriate functions. Methodology At the beginning of study the concept. The secondary data of household travel survey was collected for Bangalore Metropolitan area. Finally ANN models were developed and compared with the various MLR models. ANN based trip generation models offers more potential to capture variables to ensure high degree of accuracy. thus ensuring that the models comes out with the best solution for any problem. The demand scenarios have been developed on the basis of different GDP projection. To identify components where impact due to Open Sky Policy will be felt. queue length and dwell time at each activity of the terminal act as input parameters to the capacity and area calculations. The impact has been studied at the existing terminal in the form of handling capacity of terminal and area. From the data collected. cxci . 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. 5100-30 15. 1B and 1C (arrival block). To project the air passengers demand for the horizon year and analyze the degree of inadequacy in the Airport infrastructure for the horizon year. The demand of air traffic is projected for the horizon year using econometric model. station characteristics and parking demand and supply were analyzed. New Delhi (R) Scope and Objectives (i) (ii) (iii) (iv) (v) To study various government regulations and policies related to deregulation To review the literature on aviation industry and airport planning.Methodology Literature review was carried out to study the concept related to metro station parking. Metro is highly used by working people (70-85%) who have their origin and destination within 2 km distance from metro line. The next stage was identification of case study area and collection of primary and secondary data. mode of access/dispersal etc. Commercial development within metro premises also account for additional parking demand. the user characteristics. The secondary data has been collected from the Airport Authority of India and Architecture and Planning Department in the Delhi Airport. The scope of study includes the domestic passenger terminal. To study and quantify the extent of impact on various identified components at the terminal. which needs to be considered while planning for parking facilities. the impact on users behavior has been quantified in terms of frequency of travel. Parking norms and parking policies were formulated on conclusive outcomes. Methodology The study frames out the broad objectives and data requirements from the past studies and the literature review. The various variables such as service time. Impact of Open Sky Policy on Airport Terminal Infrastructure Date of Start: January 2006 School of Planning and Architecture. The data was collected through primary survey at the terminal 1A. Regression for modeling parking demand. Findings and Conclusions (i) (ii) (iii) (iv) Parking demand is function of ridership at station. the passenger traffic at terminal varying accordingly. purpose of travel. airlines and conducting necessary primary surveys in form of passenger opinion surveys. Scope The scope of study aims at collecting necessary secondary data with regard to air transport system. Users who are working use parking space for long duration (10-12 hrs) whereas other purpose trips require short duration term parking. was developed. to determine urban structure and travel patterns relationship. the area required for the terminal is almost double the present area of terminal building.2 lakhs persons annually. 1900 and 1700 for t1A. The scope of the work is based on secondary data collected for 40 cities. It is presently handling 31. Two runways are minimum required. To propose guidelines for rapid assessment of travel demand and transport supply for various city typologies based on urban structure parameters. For 2025. Urban structure analysis of case studies using indicators such as urban radius.Findings and Conclusions (i) (ii) (iii) (iv) (v) (vi) (vii) The terminal 1B was saturated in 2002 with annual passenger traffic of 14. The peak hour passengers would be 1200.5 lakhs as against the handling capacity of 13. To review global literature relating to urban form and structure and land use transport interrelationships. Urban Structure and Transport Interrelationship in Indian Cities Date of Start: January 2006 School of Planning and Architecture. upto 45 lakhs population in the country from various reports and published papers.2 passengers. Afterwards validation of these cxcii .5 lakhs passenger in 2004-2005 which is 92% utilized of its capacity of handling 22. To develop simplified models. In third stage determinants like urban form/structure. Various models were developed. The terminal 1A is handling 20. transport supply and travel patterns of case studies in India across city typology. establishing relationship between Urban Structure-Travel Pattern-Transport Supply for case studies and analyze its sensitivity with respect to urban structure parameters.7 lakhs passengers annually. 5100-30 16. hence is 80% utilized. and to estimate corridor volume for given urban structure. coefficient of dispersion was carried out. 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. apron and new terminal complexes. To analyze the urban structure. travel pattern indicators and transport supply indicators were compiled and collected for 40 cites below 45 lakh population size. The terminal 1C is still under the threshold handling capacity of 39. The best fitted models were identified for estimation. t1B and t1C (arrival block).3 lakhs. New Delhi (R) Scope and Objectives (i) (ii) (iii) (iv) (v) To appreciate the existing practice of city planning in the country and identify issues related to transport infrastructure provisions in city plans. 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. 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. ITS tools related to bus terminal management were identified. 5100-30 17. (vi) Among all the urban structure indicators. employment is more dispersed than population (v) Location association factor is minimum in linear monocentric cities and gradually increases for other structures. (iii) Circular monocentric cities have urban radii varying 1. Role of Intelligent Transport System Management – ISBT. Thus circular monocentric cities have greater tendency to sprawl in comparison to linear cities. 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. Passenger Typology (I. New Delhi Objectives (i) (ii) To study the components of a bus terminal management 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. maximum is in circular polycentric cities. cxciii . The issues.models and their application to NURM cities for policy planning was carried out. problems and potentials coming up from the study were identified.9 km while in case of linear polycentric it is 3.2 km while in case of circular polycentric it is 5 km to 13.2 km to 4. ITS based bus terminal management plan for the study area was evolved at the end. signifying higher association between population and jobs. (iii) It was proposed that buses should spend minimum time in the terminal including minimum time at exit point. (ii) Features like passenger enquiry system at departure block.S. and public address system need to be introduced to save the value of time and cost of passenger.7 km to 16. (iv) In circular polycentric cities. Finally in the last stage sensitivity analysis was done to evolve planning guidelines. increases with the increase in city size. Passengers and Visitors Boarding and Alighting Survey. and Local). At the next stage some important data was collected through Primary Survey – Bus Alighting and Boarding Survey.5 km. urban radius comes out to be the most significant parameter for estimation of travel demand.6 km to 8. Kashmere Gate in Bus Terminal Date of Start: January 2006 School of Planning and Architecture. announcement system. Findings and Conclusions (i) Urban radius. User Requirement of Arrival and Departures. a measure of sprawl. (ii) Linear monocentric cities have urban radii varying from 1.5 km. Madras (R. And when the barrier is released. The stream of traffic slows down to a maximum extent with the presence of rickshaws. 5100-30 18. When the barrier is closed. The scope of the present study is to model this behaviour. the vehicles start taking necessary actions so that collision is avoided. Findings and Conclusions The proposed model gives a good estimate of the delays in different types of vehicles. Simulation of Head . Development of Demand Model for Long-Haul Rail Travel Date of Start: July 2002 Indian Institute of Technology.On Queues: Case of Rail-Highway Grade Crossing Date of Start: June 2005 Indian Institute of Technology. Methodology Aggregate-Cross sectional-Mode Specific Model using available statistical data cxciv . 5100-40 19. A field study in Kanpur City is done at selected rail-road intersections. C) Scope and Objectives The proposed research work aims at development of demand model for longhaul rail travel and to study the influence of reduction in air-travel price on the upper class rail travel. the head-on queues are formed. I) Scope and Objectives Vehicular movement at rail-highway grade crossing is studied in this work. The provision of divider reduced the congestion and even avoided the formation of gridlocks at high flow values. to validate the model results.(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. A staggered opening of gates proved to be beneficial in reducing the congestion caused due to cars. Kanpur (R. Methodology A cellular automata model which represents the movements of different types of vehicles is proposed. Forecasting was done using the developed model after necessary validation. These are measured for the study vehicles (two-wheelers. and number of lane changes. Findings and Conclusions cxcv . The pollutant concentrations are converted into total emissions for each run. three-wheelers and fourwheelers of different ages). fuel consumed. Data were obtained in the form of pollutant concentrations for emissions and RPM of the wheel for instantaneous speed. The test vehicles are run on the different study stretches of varying distances. with particular focus on the impact of lane following.Findings and Conclusions    The factors influencing long-haul rail travel were identified The developed demand model was statistically sound. The specific objectives of this work include:  To conduct field tests on select vehicles under varying conditions and measure tail-pipe emissions. The data required for the study includes pollutant concentrations. Fifteen to thirty runs are made for each of the vehicles in each of the cases of lane following and lane-less movement. regression models for each category of vehicles are developed. the total pollutants and speed data for test runs for different conditions are obtained.  To analyze the collected data and evaluate the influence of various parameters on emissions. Thus. the interest here is also to model the relationships of vehicular emissions to vehicular speed. distance travelled. accelerations and decelerations.  To develop models that will relate tail-pipe emissions with traffic variables. 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. with the instruments fitted. Modelling Vehicular Emissions under Heterogeneous Flow Date of Start: January 2004 Indian Institute of Technology Madras (R. The case studies are conducted on four road sections of one to three km lengths in Chennai city. HC and NO) using a portable gas analyzer for three types vehicles. 5200-10 20. For this. instantaneous speeds and fuel consumption during each test run. These include petrol-driven twowheelers. three-wheelers and four-wheelers of different ages. Each pass is taken as one test run. the percentage reduction in emissions for lane following conditions vis-à-vis lane-less movement is evaluated. Further. 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. 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 lane-following/lane-less movement. From this. The scope of the present work is limited to measuring on-road tail-pipe emissions (CO. like friction due to roadside activity. Analysis of the data: The data collected in the study will be analysed in detail.Lane-less flow conditions generally produce higher levels of tail-pipe emissions of CO. like speed. Discussion of the results is expected to yield valuable conclusions that cxcvi . volume. The data collected in this study indicate reductions of upto 72% HC. sight distance and the availability of overtaking zones. Review of Literature: An exhaustive review of literature on road safety studies carried out in India and abroad. it is intended to analyse road accidents and their causative factors. roadside activity etc. flow. employing advanced analysis techniques like simulation. This phase will continue until the end of the present study. density and traffic composition. so as to include and update even the latest of research in the area. 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. shoulder width/condition. like computer simulation. C) Scope and Objectives The present study is aimed at the analysis of road accidents occurring on the rural highways in the country. speed differential. road geometrics. access and the presence of vulnerable road users like pedestrians and bicyclists. HC and NO. It is intended to collect the required data in the initial stages of the study. The data collected shall include traffic. 58% CO and 70% NO. Methodology The methodology proposed for the present study includes the following phases. fuzzy logic modeling and learning systems like Artificial Neural Network (ANN). The analysis is expected to suggest the best-suited analysis approach to the problem. iii) Other factors. speed. i) Traffic factors. which operate under mixed traffic flow conditions. ii) Roadway geometric factors. namely lane width/condition. based on average values per run along the test stretch. In the present study. Collection of data: The analysis to understand the relationship between road accident and various contributing factors requires reliable data from field. fuzzy logic and learning systems. 5200-10 21. 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. employing advanced analysis techniques. horizontal/vertical curvature. to understand the state of art and lacuna. Road Safety Studies on Rural Highways Date of Start: August 2005 Indian Institute of Technology Madras (R. To study the speed variations in the traffic stream between different categories of vehicles. considering Chennai as a case study. To draw conclusions on the adverse influence of these obstructions on traffic flow. This study deals with finding the effect of the obstructions. on traffic in terms of capacity reductions. To study the effect of these obstructions on longitudinal gaps (i. Evaluation of Effects Heterogeneous Traffic of Carriageway Obstructions on Date of Start: August 2005 Indian Institute of Technology Madras (R. variations in capacity..      To identify the types and nature of obstructions present on the carriageway edges. 5200-20 22. Thus. speed reductions and variations in headways. headways are determined due to the obstruction present on the edge of the carriageway. 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 . which are present on the carriageway. obstructions in series have not been dealt with.e. 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. speeds of vehicles of different classes of vehicles. mean speeds. with obstructions on their carriageways were studied. The study covered only the effect of single obstruction on the traffic.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 cxcvii .will help to identify the predominant causative factors of road accidents on rural highways and to suggest improvement measures. To study the speed and flow variations due to the obstructions on the carriageway edges. headways) between the vehicles. Three mid-block sections. 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.4 % in the case of four-lane divided roads when the distance of the obstructions was between 0. more is the impact of obstruction on the capacity reduction. cxcviii . which is believed to be due to acceleration –deceleration characteristics.4 – 5. there is a reduction in flow capacity of the road. sleekness of the two wheelers and most importantly driver behavior of two wheeler drivers. As the distance from the edge increases. In this study it ranged from 2.2 m.5 and 1. The reduction in speeds of two wheelers is insignificant.Findings and Conclusions     Due to the obstruction present on the edges of the carriageway. The capacity reduction depends on the distance of the obstructions from the edges of the carriageways. ACKNOWLEDGEMENTS The Highway Research Board of the Indian Roads Congress expresses thanks to Dr. The report was prepared. Scientists under the overall supervision of Shri T. compiled and edited by Shri M. Head. K. The useful suggestions received from the scientists of R & D Divisions in compilation and editing of the report are gratefully acknowledged. K. CRRI and was reviewed by the scientists of the various R & D Divisions of CRRI. K. P. Meena and Ms. Amla. Central Road Research Institute. The Board also expresses its gratitude to the various research organizations and Institutes for providing research progress reports. cxcix . New Delhi for the preparation of the General Report on Road Research work done in India during 2005-2006. Director. Information Liason & Training Division. Nanda. Anita Arora. Mumbai Indian Institute of Technology Madras. New Delhi Maharashtra Engineering Research Institute. Faridabad Lea Associates South Asia Pvt. Kharagpur Indian Oil Corporation Ltd. Ahmedabad Gujarat Engineering Research Institute. 14. Thiruvananthapuram School of Architecture & Planning. Delhi (R) 8. cc . New Delhi Gujarat Ambuja Cements Ltd. 10. 13. Ltd. 12. R&D Centre..LIST OF ORGANISATIONS 1. Highway Research Station. Indian Institute of Technology. 11. 15.. New Delhi 16. Chennai 7. Nashik Ministry of Shipping Road Transport & Highways. Chennai 5. 9. 6. 3. Hindustan Construction Co. Ltd (HCC).. Vadodara 4. Indian Institute of Technology Kanpur Indian Institute of Technology. New Delhi National Council for Cement and Building Materials National Transportation Planning and Research Centre (NATPAC). Central Road Research Institute. 2.