RESEARCH
RECORD
NUMBER 33
General Report on
Road Research Work Done
In India during 2005-2006
_______________________________________________________
CONTENTS
INTRODUCTION
EXECUTIVE SUMMARY
I.
1.
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 States 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.
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
II.
1.
A.
ON GOING PROJECTS
1. Use of Ash Generated from Surat Lignite Power Plant for Different Types of
Clayey Soil for Construction of Roads
2. Demonstration of CRRI Technology for Construction of a Demonstration Test
Stretch Road Using Marble Slurry Dust (MSD) in District Rajsamand, Rajasthan
B.
NEW PROJECTS
1. Ground Stabilization Techniques for Road Construction in Clayey Soils of
Kuttanadu Region
2.
FLEXIBLE PAVEMENT
Summary
A.
ON GOING PROJECTS
1. Studies on Use of Modified Bitumen Binders (P-5 Scheme)
2. Laboratory Study for Suitability of Chalk, a By-Product of Nitro-Phosphate
Fertilizer Plant for Road Construction
3. Bitumen Modification through Packaging Technology
4. Field Trials of Polymer Modified Bitumen (SBS Type) on NH-1A, Jawahar
Tunnel, J&K
5. Specification for Construction of Pavement of Haul Road for 280 Tonne Haulage
Dumpers for Gevra Project
6. Study to Prevent Reflecting Cracks on Bituminous Overlay over Cracked
Concrete Pavement using Geotextile
B.
NEW PROJECTS
1. Field Trials of Multigrade Bitumen at two different Climatic Regions (Hot & Cold
Climatic Regions)
2. Shelf Life Studies of Bitumen Emulsion
3. Evaluation of Bituminous Products using SHRP Equipments
4. Investigation on Field Performance of Bituminous Mixes with Modified Binders,
MOSRT&H Research Scheme (R-85)
5. Study on Shape and Size of Aggregate on Surface Characteristics of Bituminous
Pavements
6. Study on Use of Waste Plastics in Bituminous Pavements
7. Influence of Aggregate Grading on Asphalt Mix Volumetrics
8. Preparation of Manual for Development of Six-lane National Highways,
MOSRT&H Research Scheme (R-84)
3.
RIGID PAVEMENT
Summary
A.
COMPLETED PROJECTS
1. Evaluation of Wollastonite in Concrete Works
2. High Volume Flyash Concrete for Pavements
3. Use of Fly Ash as a Cementitious Material with Partial Replacement of Cement in
Pavement Quality Concrete PQC
4. Construction and Performance of Indias First High Volume Fly Ash (HVFA)
Concrete Road in Ropar, Punjab
B.
ON GOING PROJECTS
1. Studies on Flakiness and Elongation Indices of Aggregates in Different Layers
2. High Performance Fibre Reinforced Concrete for Construction and Repair of
Concrete Pavements
3. Use of Sulfonated Melamine Formaldehyde Super Plasticizer (SMF) and Fly Ash
in Cement Concrete Roads
III.
GEOTECHNICAL ENGINEERING
Summary
A.
COMPLETED PROJECTS
1. Landslide Investigations on Phuentsholling Thimpu Road, Bhutan
2. Investigation Instrumentation and Monitoring of Patalganga Landslide on NH-58,
Uttaranchal (phase-I)
3. Study of Landslide and Rockfall on Mumbai-Pune Expressway
4. Investigation and Remedial Measures for the Stabilisation of Slopes at km.42 on
NH-150, Mizoram
5. Selection of Backfill Material for Appropriate Compaction of Backfill over Metro
Tunnel Alignment between Barakhamba Road-Connaught Place-Dwaraka
Section
6. Design of Fly Ash Embankment for Widening of Marginal Road Bund from GT
Road-to-Road No. 59
B.
ON GOING PROJECTS
1. GIS Based Subsurface Geotechnical Map of Delhi
2. Microzonation Map of Delhi
3. Investigation and Design of High Embankment on Soft Ground using Flyash fill
for bypass road from Kalindi Colony to Kalindi Kunj, New Delhi
C.
NEW PROJECTS
1. Use of Jute Geotextile for Efficient Road Drainage and Stabilization
2. Guidelines for Soil Nailing Technique in Highway Engineering, MOSRT&H
Research Scheme (R-86)
3. Feasibility study on the Use of Copper slag Wastes in Road and Embankment
Construction
vi
IV.
BRIDGE ENGINEERING
Summary
A.
COMPLETED PROJECTS
1. Preparation of Draft Specification for use of High Performance Concrete (HPC)
for Pavement and Bridges made with indigenously available materials (B-32)
B.
ON GOING PROJECTS
1.
2.
3.
4.
5.
6.
NEW PROJECTS
1. GIS application for Data Management of Bridges A Pilot Study
V.
1.
A.
COMPLETED PROJECTS
1.
2.
3.
4.
ON GOING PROJECTS
1. Speed and Delay Studies on National Capital Territory of Delhi Roads
2. Prediction of Annual Traffic Growth Factors for Secondary Road System in Tamil
Nadu
vii
C.
NEW PROJECTS
1. Feasibility Study for Provision of Pedestrian Facility on Shankar Road at
Rajender Nagar, New Delhi
2. Traffic Studies for Widening of Shantipath
3. Traffic & Transportation Studies for Surat city for 2014AD
4. Economic Feasibility of Delhi Metro Extensions: Badarpur to Faridabad and
Mundka to Bahadurgarh
5. Fare Policy and Pricing of Public Transport Services Study on Stage Carriages
in Kerala
6. Feasibility Study for Improvement of Inter State Road of Economic and Social
Importance between Thiruvananthapuram-Thirunelveli via Kattakkada and
Ambasamudram
7. Fare Policy and Pricing of Public Transport Services- Study on IPT Modes
8. GIS application for Data Management of Bridges A Pilot Study
2.
A.
COMPLETED PROJECTS
1.
2.
3.
4.
ON GOING/ PROJECTS
1. Further Studies on Accident Costing (IMRA T-7)
2. A Comparative Study of Accident Risk Index (ARI) for Various Districts of Gujarat
State
3. Study of Two-Wheeler Accidents in Ahmedabad and Baroda City
4. Comparative Study of Accidents on N.H. 8 Passing from Baroda to Ahmedabad
Districts
5. Environmental Impact Assessment (EIA) studies for Badarpur - Faridabad and
Mundka- Bahadurgarh corridors of Delhi Metro
6. Environmental Impact of Road Transport (CSIR Network Project)
C.
NEW PROJECTS
1. Road Accident Modelling for Highway Development and Management in
Developing Countries
2. Study of Helmet Preference in Thiruvananthapuram and Cochin Cities
3. Use of Seat Belt by Car Users in Thiruvananthapuram and Cochin City
4. Overtaking Behaviour of Motor Vehicles in Urban Areas
5. A Study of Spot Speed in City and Rural Sections of Highways
viii
VI.
A.
HIGHWAY
PLANNING,
MANAGEMENT,
EVALUATION AND INSTRUMENTATION
PERFORMANCE
B.
C.
GEOTECHNICAL ENGINEERING
1. Investigation of Seepage Flow for Multilayered Soil Using Finite Element Analysis
D.
ix
Proforma Sheet for Reporting R&D Work for the General Report
INTRODUCTION
Highway Research Record No. 33 describes the General Report on Road
Research Work done in India during the year 2005-2006. This document has
been prepared by compiling the progress of research work reported by 16
Research Organisations and Academic Institutions in the country. The names of
reporting organizations have been listed at the end of the report. As the General
Report on Road Research is intended to provide information on research works
carried out under various research projects, works reported on routine
investigations and laboratory / field testing have been omitted from the
document.
As per the classification, the entire material has been divided into five
Sections, namely, Highway Planning & Management, Performance Evaluation &
Instrumentation; Pavement Engineering & Paving Materials; Geotechnical
Engineering; Bridge Engineering and Traffic & Transportation Engineering. The
projects in each section are further classified in to three broad categories namely
(i) Completed Projects (ii) On going Projects and (iii) Projects Reported First
Time, i.e., New Projects. The research works carried out as a part of Master and
Doctoral thesis in the Academic Institutions have also been reported separately
in Section VI of the report.
The research work in each section has been reported as per the standard
Proforma for three broad categories of projects. The proforma along with other
related information are given in Appendix-I.
Each sectional report begins with a brief overview in the form of summary
followed by a few salient points towards channelising the discussions during the
presentation of the report in the IRC Annual Session.
xi
EXECUTIVE SUMMARY
In the General Report on Road Research Work done in India for the year
2005-2006, published as the Highway Research Record No. 33, the research
work done by 16 organisations on various aspects has been reported. The
report has been compiled by CRRI. The R&D work is reported under the
following five major Areas and the Research work done in Academic Institutions
related to the thesis work
1.
2.
3.
4.
5.
I.
Highway Planning,
Instrumentation
Management,
1.1
Performance
Evaluation
&
xii
Pavement Evaluation
Research work reported in this area relates to projects on pavement
failure investigations, covering structural and functional evaluation of
pavements and laboratory evaluation of road construction materials.
Completed projects include evaluation of New Mangalore Port Trust
(NMPT) road network and needed rehabilitation measures; impact
assessment of rehabilitation works on overloading, vehicles speed, travel
time and roughness (in terms of IRI) for some state highways of Uttar
Pradesh (U.P) and evaluation and improvement measures for selected
roads of New Delhi Municipal Corporation.
The savings in vehicle operating costs (VOCs) accrued by various types of
vehicles was determined which directly brought out the impact of
rehabilitation / improvement works. Evaluation of some selected roads in
NDMC area was carried out for recommending the maintenance and
xiii
Pavement Performance
Research works reported in this sub-section mainly comprise studies on
performance of bituminous mixes with crumb rubber, natural rubber and
SBS, SBR polymer modified binders; Recron 3S polyester fiber and waste
plastics; performance of flexible pavements with regular and modified sub
bases; asset management study; instrumentation and testing of
demonstration stretches for concrete rural roads and suitability of locally
available materials for road construction.
Projects which have been completed consist of Bituminous bound
macadam (BBM) for strengthening of existing pavements on National
Highways and use of laterite stones in WBM construction. It is observed
that performance of test track having BBM layer is excellent and this
treatment is time saving as compared to Built up Spray Grout (BUSG).
The laterite stone has sufficient mechanical strength and toughness to
withstand low and medium traffic of MDRs, besides cost savings of the
order of 25-30 %.
On-going projects include performance study on proposed flexible
pavements with regular and modified sub bases and evaluation of Recron
3S polyester fiber for use in bituminous mixes. New projects initiated and
some of which are in advanced stage of progress consist of investigations
on field performance of bituminous mixes with modified binders,
instrumentation and testing of demonstration stretches for concrete rural
roads, use of yellow stone in road construction, suitability of locally
xiv
Instrumentation
A completed project in the area of instrumentation, a Road Condition
Evaluation Equipment has been designed, and fabricated for A.P.
Government. The Axle Mounted Roughness Measuring Device has been
calibrated by recording its response and comparing the same with that of
Dipstick for different sections having a wide range of roughness varying
from very smooth to very poor. For calibration purpose Axle Mounted
Roughness Measuring Device installed in the Maruti car was run at a
speed of 30 km/hr. Among the on going projects, Development of
Electronic Toll Collection (ETC) System for traffic management using
RFID (Radio Frequency Identification) Tags and Dedicated Short Range
Communication (DSRC) Technology, RFID equipments have been
procured and installed. Field trials are in progress. Another project
reported on development of Roller Mounted Nuclear Density Gauge, insitu soil densities have been obtained by nuclear and conventional
methods. The results obtained compare very well.
2.
2.1
xv
On going projects on use of ash generated from Surat Lignite Power Plant
for different types of clayey soil for construction of roads and
demonstration of CRRI technology for construction of a demonstration test
stretch road using Marble Slurry Dust (MSD) in district Rajsamand,
Rajasthan has been reported by different organizations during the year.
The ash generated from Surat Lignite Power Plant is eco friendly
material. It was observed that mixes the ash and lime with different types
of clayey soils it is found that density decreases with addition of lime and
ash but the CBR value increases. Demonstration stretches constructed
will go a long way in gaining the users confidence for bulk utilization of
marble slurry dust in road pavement layers and embankments and thus
will help marble industry of the state, environmentally sustainable. A new
project on ground stabilization techniques for road construction in clayey
soils of Kuttanadu Region has been reported. The objectives are to
analyse the engineering properties of clayey soils in Kuttanadu region,
study the effect of ground improvement technologies such as sand drains,
geotextile drains and to study the field performance of coir reinforced
small clay embankments under wet and dry conditions.
2.2
Flexible Pavements
A study on the use modified bitumen binders has been reported. Samples
of modified bitumen by adding natural rubber, SBS, EVA and aggregates
from Sevalia area quarry were collected for laboratory investigation. Under
field study experimental stretches were laid on Waghodia-Rustampura
road for each modified binder and control section. Three sets of
performance have been completed.
Laboratory Study for Suitability of Chalk, a by-Product of Nitro-Phosphate
Fertilizer Plant for road construction revealed that impure chalk can be
used in 3-5 % by weight of aggregates in different bituminous mixes in
base course as well wearing courses. It can be used in SDBC and BM
with emulsion, which facilitate the construction without heating. Five
percent replacement of sand by chalk in Pavement Quality Concrete
increased the compressive strength about 3 and 8 % at 7 and 28 days
respectively.
Under collaborative network project, feasibility of polymeric sheets of
varying thickness was assessed by testing the polypack modified bitumen
for their physical properties. The shredded film is completely dispersible in
bitumen in hot melt condition whereas it gets separated from bituminous
phase at ambient temperature.
Field trials of polymer modified bitumen on NH-1A indicated that test track
using polymer modified bitumen is performing good after one year. Field
trials were also carried out with multigrade bitumen at two different climatic
xvi
regions. 100 meters each of test sections with multigrade bitumen and
control sections with conventional bitumens 80/100 & 60/70 have been
laid at Drass and Jaisalmer with four road specifications. To study the
shelf life of bitumen emulsion, five grades of bitumen emulsions have
been prepared and tested as per IS: 8887-2004 specification after six
months of storage.
A study on evaluation of bituminous products using SHRP equipments
revealed that crumb rubber modified bitumen has highest resistance
compared with conventional and multigrade bitumen. Multigrade bitumens
have showed better fatigue and low temperature cracking resistance than
conventional and crumb rubber modified bitumens. A project on influence
of aggregate grading on Asphalt Mix Volumetrics revealed that grading
giving rise to higher VMA values fulfill the requirement of having relatively
higher asphalt contents with higher initial voids contents.
A study on preparation of manual for the development of six-lane
Rigid Pavements
A completed project in the area of rigid pavements reported on Evaluation
of Wollastonite in concrete works revealed that partial substitution of sand
by natural wollastonite micro fibres in normal and fly ash concrete brings
about 20 and 30 percent improvement in compressive strength at 28 and
56 days respectively and 30 and 40 percent increase in flexural strength
for the same period. Reduced water absorption, drying shrinkage and
abrasion loss of concrete with use of wollastonite is reported. It has been
recommended that construction of concrete test sections incorporating
wollastonite should be taken up to evaluate the material in actual field
conditions.
Completed project on High Volume Flyash Concrete for Pavements
revealed that 7 and 28 days compressive and flexural strength of all fly
ash concrete mixtures with 0.4 w/cm (water / cementitious material) ratio
is lower than the corresponding concrete mixes without fly ash. However,
90 days compressive and flexural strength of fly ash concrete mixtures
was found to be higher than the corresponding concrete mixtures without
fly ash upto a fly ash content of 40 % irrespective of w/cm ratio of the mix.
A downward trend in compressive and flexural strengths was observed for
fly ash content more than 40%. Lesser drying shrinkage and abrasion loss
of concrete with use of fly ash as compared with control mixes is reported.
The decrease in the drying shrinkage and abrasion resistance is found to
increase with increasing fly ash content. Projects on construction of
xvii
concrete pavements with high volume fly ash are reported performing
satisfactorily.
A project on the flakiness and elongation indices of aggregates revealed
that more flaky aggregates than those of specified values may be used in
different layers of concrete pavement construction. It is reported that sites
have been selected as experimental stretches on an ongoing project on
use of Sulfonated Melamine Formaldehyde super plasticizer and fly ash in
cement concrete roads.
3.
Geotechnical Engineering
Landslide hazard mitigation, ground improvement techniques and
embankment and slope stability are the major R & D areas pursued by
different organizations during the year. Landslide investigations on
Phuentsholling Thimpu Road, Bhutan; investigation instrumentation and
monitoring of Patalganga landslide on NH-58, Uttaranchal; study of
landslide and rockfall on Mumbai-Pune Expressway and investigation and
remedial measures for the stabilisation of Slopes at km.42 on NH-150,
Mizoram are the projects undertaken to study the landslide problems.
GIS based subsurface geotechnical map of Delhi and microzonation map
of Delhi and guidelines for soil nailing technique in highway engineering,
MOSRT&H Research Scheme are the projects on natural disaster.
Selection of backfill material for appropriate compaction of backfill over
metro tunnel alignment between Barakhamba Road-Connaught PlaceDwaraka Section; Design of fly ash embankment for widening of marginal
road bund from GT Road-to-Road No. 59; investigation and design of high
embankment on soft ground using fly ash fill for bypass road from Kalindi
Colony to Kalindi Kunj, New Delhi; feasibility study on the use of copper
slag wastes in road and embankment construction and use of jute
geotextile for efficient road drainage and stabilization have been reported
in the area of ground improvement techniques and utilization of waste
materials.
4.
Bridge Engineering
Research project on GIS application for Data Management of Bridges A
Pilot Study has been reported for the first time. The study is to develop an
interactive information system, which would provide a data management
system for bridges in Thiruvananthapuram division. The objective of the
study is to inventorize the bridges in the study area as per IRC guidelines,
prepare location maps & lay out diagram and design the information
system using the data to have an interactive user interface. Technical
details of the bridges available from earlier studies were updated by site
inspection. The GIS software used is Arc GIS 9.0 and the system is
xviii
xix
5.1
xx
parking places often occupy much of the parking spaces for example 2025 percent longer duration. It was observed that the number of parking
spaces for shoppers, traders and visitors to business are not adequate.
The study findings indicate that parking demand is increasing due to the
growth of private vehicles and the present parking demand in the study
location varied from a maximum of 7720 ECS to a minimum of 1300 ECS.
A study on the impact of new high rise buildings on road traffic at Tardeo,
Mumbai concludes the V/C ratio was more than 1.0 on most of the roads
implying very high traffic congestion. Therefore the study recommended
that it was imperative to carry out capacity augmentation measures which
are envisaged under the development plans of Municipal Corporation of
Greater Mumbai (MCGM).
A study on the Estimation of Fuel Loss during idling of vehicles at
signalized intersections in Delhi indicated that 372245.6 kilograms of
CNG, 129745.5 litres of diesel and 405042.7 litres of petrol are wasted
everyday due to idling of vehicles, at 600 signalized intersections of low,
medium and high volume. Converting these figures into monetary terms,
the total losses work out to be Rs.272.5 lakhs per day and Rs.994.5
crores per annum. In study on the estimation of fuel loss on mid-block
section of Chelmsford road opposite New Delhi Railway Station concluded
that 66,000 vehicles ply on Chelmsford road in a day, on a running speed
of 18.04 Km./hr. from CP to Sadar bazaar and Sadar bazaar to CP
respectively. Delay is observed to be 158.82 sec./vel, during peak hours.
The low running speeds and delay accrue a fuel loss of Rs.38,43,231/and Rs.71,80,694/- annually. The annual time loss in monetary terms is
estimated to be Rs.2,39,77,080/-.
Keeping the characteristics of the traffic and constraints in improving the
road infrastructure in view, the improvement measures have been
suggested. The measures are of two types, the short term and the long
term.
An application of Highway Development and Maintenance software (HDM4) was made to carry out economic analysis of the Upgrade and
Improvement for Kawrthah Kanhmun Lowerpu Road in Mizoram. It
was observed that EIRR = 20.3%, NPV=84.732 million rupees, NPV/CAP0.609 (Discount rate was taken as 12%. With 20% increase in anticipated
expenditure (RAC), EIRR-17.3%, NPV-61.009 million Rupees,
NPV/CAP=0.359 which shows upto 20% increase in construction and
maintenance cost, the project is economically viable.
The results of the study on National Capital Territory of Delhi roads
indicate that about 20 percent of arterial road network is operating under
highly congested conditions with travel speeds falling below 20 kmph.
xxi
xxii
maintained in good conditions, the signal should be made visible, truck lay
byes should be provided along the entire stretch of the road and bus stops
from some of the locations should be shifted as per IRC:70-1977.
A study on safe road to school children for promoting safety awareness
amongst school children recommended that the programme may be
carried out in various panchayats and also the study recommended
establishment of suitable road safety clubs in schools.
A study on accident costing concluded that accident cost for fatal accident
is Rs.4.10 lacs for serious is Rs.1.80 lacs, for minor accident is Rs.5000
and for property damage is Rs.1.20 lacs.
A study on Environmental Impact Assessment (EIA) studies for BadarpurFaridabad and Mundka-Bahadurgarh Corridors of Delhi Metro
recommended that, based on the EIA report detailed EMP has been
delineated to minimize the adverse / negative environmental impacts due
to the construction and operation of the proposed metro corridor(s).
A study on environmental impact of Road Transport recommended that
the proposed EIA guidelines for roads / highways projects needs to be
critically examined / reviewed by implementing agencies like MoEF,
CPWD, State PWDs and NHAI for its applicability and usefulness under
different terrain, land-use and traffic conditions.
A study on road accident modeling for highway development and
management in developing countries indicated that road accident
prediction model developed was statistically tested and validated and it
was observed that the model gives the expected number of accidents
based on classified vehicular traffic, number of accesses to the road and
prevailing cross sectional hazards. The study also found that increase in
number of fast moving vehicles like cars, buses and small trucks causes
increase in expected number of road accidents. The study of helmet
preferences in Thiruvanthapuram and Cochin city concluded that nearly
63% of the two-wheeler riders possess helmets in Thiruvanthanpuram
city. Of these, hardly 8% of two wheelers riders use helmets regularly. In
the case of Cochin city over 75% of bike riders possess helmets and of
which 28% of two wheeler riders use helmets regularly. The respondents
in both the cities agreed that helmet wearing should be made compulsory
and it should be enforced in a sustainable way.
A study on overtaking behaviour of motor vehicles in urban areas
indicated that the average percentage of vehicles overtaking from the right
side by crossing the yellow line in the morning peak period was 13%. The
average percentage of vehicles overtaking from the right side by crossing
the yellow line in the evening peak period was 9%. Among the types of
xxiii
2.
3.
4.
xxiv
6.
7.
8.
9.
11.
xxv
13.
14.
15.
xxvi
17.
18.
19.
20.
xxvii
I.
comprising of two completed, one ongoing and eight new projects have
been reported. The completed projects are on selection of most feasible
alignment for hill highways and traffic studies for preparation of master
plan for development of port roads.
national data centre for roads, developing methodologies for GIS based
database for roads with case studies. Under the new projects, the
important projects reported are development of GIS based road information
system for National Highways with an objective to collect and collate the
road related data for 50,000 km of NHs in GIS environment and also
evolving long term maintenance and rehabilitation strategies using HDM4.
In addition, testing of the road information system developed for NHAI,
computerized road inventory, GIS techniques for traffic management
measures, traffic data counts and base line data collection and analysis
and also a project on road network approaches for location of urban
amenities in rural areas are reported.
1.
2.
xxviii
3.
A.
COMPLETED PROJECTS
1100-10
1.
xxix
The study involved evaluation of various alternatives and selection of the most
feasible alignment for development of hill highway for Kerala. Social impact
analysis and environmental screening of the missing links and the route passing
through reserve forest area have been carried out. The proposed hill highway
would provide better connectivity to settlements and market centers in the hilly
region of the state. This would also open up the hilly terrain for socio economic
upliftment and promote tourism potentials of the state.
Reports / Publications
Final report of the project has been submitted to Govt. of Kerala for
implementation.
1100-10
2.
xxx
B.
ON GOING PROJECTS
1100-10
1.
National Data Centre for Managing Data for Planning, Design and
Management of Roads (CSIR Network Project)
xxxi
under
various
project
undertaken
by
CRRI
has
been
Findings / Conclusions
The data collected and stored in GIS platform will be highly useful for asset
management in road sector.
Significance/Utilisation Potential
The data developed in GIS based road information system will have an
efficient data management information system for the advanced application
of scientific method for planning and management of road system.
Report/ Publications
1.
A.Mohan Rao, Kumar Ravinder, P.K. Jain and B.K. Durai, District Level
location Planning for Educational Facility based Rural Accessibility
Approach, Proceeding of NRDMS Workshop Trichurapalli, 29-30 July,
2005.
2.
3.
xxxii
4.
5.
C.
NEW PROJECTS
1100-10
1.
(i)
(ii)
Methodology
The project has been divided in four modules dealing with development of the
information system, collection of the relevant road and related asset information,
xxxiii
traffic data collection and evolving long term strategies for management of
highway system in India.
Module-I: Development of GIS Database and Information System for National
Highways
A digital GIS map will be prepared for entire country based on Survey of India
Topo-sheets using 1:10,00,000 scale, showing all the National Highways. The
main emphasis of this module will be on the development of software through
which the data management can be effected. Using the map data and other
related information collected (as proposed in module II and III), a user friendly
GIS based interactive system will be developed. The system will enable to store,
retrieve and update the entire database with proper geo-reference.
Module-II: Inventorisation of National Highways
The inventorisation of National Highways involves recording of geometry of the
highway sections, pavement type and width, pavement roughness and distress,
type of shoulders (paved/ unpaved), road side land use (Urban/Rural) and other
asset information. The entire National Highway network will be divided into 4
zones (East/ West/ North/ South) for convenience and the highways in each zone
will be divided into convenient links for field work.
Module-III: Traffic Volume Survey for National Highways
It is proposed to collect the classified traffic volume data for about 50
representative locations, continuously for 7-days using Portable Traffic
Classifiers (PTC).
Module-IV: Long Term Maintenance and Rehabilitation Strategies
The complete inventory data and traffic volume data shall be the major input for
development of long term maintenance and rehabilitation plans and strategies. It
is proposed to use HDM-4 for developing long term maintenance and
rehabilitation strategies.
Conclusions
xxxiv
Report/ Publications:
P.K. Nanda, GIS based National Highways Information System, Key Note
Address, Map India, 30th Jan to 1st Feb. 2006.
1100-10
2.
Preparation of digitized road maps with supporting data for each Grama
Panchayath using the GIS format.
Methodology
Detailed field studies carried out for obtaining information on:
xxxv
on the feature.
The maps are published using ArcMap environment in ArcGIS, so that they can
be distributed and shared into other systems, which do not have the GIS
software. The published maps are packaged with the supporting files for data
sharing. The packaged data files can be viewed and queried in any system
using ArcReader.
Supporting Data
xxxvi
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, OriginDestination 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.
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)
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
4.
xxxix
(i)
(ii)
(ii)
(iii)
(iv)
(v)
Methodology
Road network planning in rural areas has the following aspects: (i) the study will
be carried out in the Laksar block of Haridwar district in Uttranchal state (ii)
collection of relevant data, (ii) prioritization of villages/habitations to identify the
growth centres, (iii) selection and evaluation of optimal links for connectivity and
assessment of the urban facilities required and (iv) level of interventions for
location of urban facilities in the selected villages/habitations. There is need to
study the actual requirement of the existing facilities and their locations in terms
of demand and the level so as to locate them in the selected major centres.
Based on the demand for facilities, development of road network and the
accessibility pattern the growth centres will be classified to provide the
appropriate facilities. Sensitivity analysis will be carried out to find out the
improvement of accessibility level of villages to each growth centres identified in
the block.
Significant / Utilization Potential
xl
5.
(i)
(ii)
xli
6.
(i)
(ii)
Checking the RIS software as per the terms of references given in contract agreement
for software development.
Application and Functional testing of the RIS software modules and its detailed data
parameters in conjunction with detailed design document.
Checking the system requirement specifications (SRS) document and detailed design
document include checking of design, interface, architecture of the system and
integration with HDM-4.
Methodology
Road Information system (RIS) is a web based system coupled with GIS
features developed for decision making in planning and management of
National Highways under Golden Quadrilateral. The process of testing
starts with understanding the software application and user requirements.
Reviewing the system requirement specifications (SRS) document and
detailed
design
document
include
checking
of
design,
interface,
xlii
module wise detailed study has been done for utility, inclusion of various
engineering parameters in the application in conjunction with HDM-4
analysis
and
the
software
development
objectives.
This
includes
RIS application is web based application which will be useful for decision
making process for planning, design and management of roads. The
identified defects in the RIS applications will be very much useful to
improve the software application.
Report/ Publications
A report on System Requirement Specifications submitted to NHAI.
1100-40
7.
(i)
(ii)
xliii
The main objective of the study is to collect the traffic data in the selected
50 locations on the state core network.
Methodology
Uttar Pradesh (UP) PWD has assigned Central Road Research Institute
(CRRI), New Delhi to collect the base line traffic data for development of
roads in Uttar Pradesh as part of the World Bank project. The survey will
be carried out as per the guidelines and formats provided in the IRC:9:1972
- Traffic Census on Non-Urban Roads. The traffic volume points will be
selected on mid block of the selected roads sections of the core road
network based on physical verification on the site, taking into account the
merging/diverging traffic conditions. The traffic volume survey will be
carried out for seven days round the clock on 50 selected locations spread
all over the state. The survey data will be analysed based on the classified
volume for various period of time.
Significant / Utilisation Potential
The data will be useful for the implementing agencies in planning and
management of the core road network of Uttar Pradesh.
1100-40
8.
Base
Line
Road/Traffic
Data
Collection
for Upgradation/
(i)
(ii)
xliv
The main objective of the study is to collect the field data for the selected
roads for upgradation and rehabilitation under phase-II of UP State Roads
project. The scope of the work includes assessment of Riding Quality,
classified traffic volume, axle loads and average travel time on selected
roads.
Methodology
Uttar Pradesh (UP) PWD has assigned Central Road Research Institute
(CRRI), New Delhi to collect the base line road/traffic, axle load, travel time,
and riding quality data for upgradation and rehabilitation selected roads
under Phase-II.
xlv
The data will be useful for the implementing agencies for planning of
maintenance and rehabilitation strategies.
xlvi
2. PAVEMENT EVALUATION
SUMMARY
Research works reported in the area of pavement evaluation relates to a
variety of projects covering pavement failure investigations, and functional
evaluation of pavements including laboratory evaluation of road construction
materials.
Projects completed include evaluation of New Mangalore Port Trust
(NMPT) road network and needed rehabilitation measures; impact assessment of
rehabilitation works on overloading, vehicles speed, travel time and roughness
(in terms of IRI) for some state highways of Uttar Pradesh (U.P); and evaluation
of selected roads of NDMC and improvement measures. New projects initiated
include impact of digging by public utility departments on urban roads and
investigations to determine the likely causes for development of slippage and
cracking on NOIDA-Greater NOIDA expressway and needed remedial measures.
xlvii
A.
COMPLETED PROJECTS
1200-30
1.
Reports / Publications
Evaluation of Road Network at New Mangalore Port Trust (NMPT) and
Needed Rehabilitation Measures Technical Report, CRRI, November 2005.
xlviii
1200-30
2.
This project was taken up with a view to determine the impact of improvement /
rehabilitation works on overloading, vehicle speeds, travel time and roughness
for some State Highways (12 Corridors) in UP State.
The scope of work included the following:
Roughness measurements with 5th Wheel Bump Integrator for all the 12
corridors having a total length of 547 kilometer
Assessment of vehicle speeds through travel time and delays surveys, by
using floating test car method in the traffic stream
Traffic volume and Axle loads surveys for all the 12 corridors using static
weigh pads for 24 hours round the clock, on random sampling basis,
covering all types of commercial vehicles
Determination of impact of improvement/rehabilitation works on
overloading, vehicle speeds, travel time and roughness, for all the 12
corridors, utilizing the Before data available prior to undertaking
rehabilitation works
Findings / Conclusions
All 12 corridors/links studied were double lane roads with pavement surface
roughness varying from good to average value. Vehicle Damage Factors (VDFs)
from axle loads survey were found to be varying from low to high for some of the
corridors.
The Vehicle Operating Costs (VOCs) for different categories of vehicles were
found out by using old and present roughness values (before and after
upgradation) of the same corridors. The savings in VOCs accrued by various
types of vehicles (in terms of Rupees per kilometer) were also determined which
directly brought out the impact of improvement works.
xlix
Limitations
The study was limited to only State Highways Corridors. Similar study needs to
be done for National Highways as well. This can provide a sound data base for
(i) quantifying the benefits which can accrue due to the upgradation/improvement
works and (ii) towards developing appropriate Pavement Maintenance
Management System
Recommendations
The pavement performance data should be collected periodically particularly
Before and After the upgradation works for conducting economic analysis etc.
Reports / Publications
Impact Assessment of Rehabilitation Works on Overloading, Vehicles Speeds,
Travel Time and Roughness for some State Highways in Uttar Pradesh State,
Technical Report, CRRI, March 2006.
1200-30
3.
Findings / Conclusions
The Benkelman Beam deflections data collected from ten roads investigated in
detail indicated that all of these roads are structurally adequate and dont require
any major overlay / strengthening for the next ten years. Based on the total
surface distressed area and prevailing level of roughness, two options viz. priority
option and alternate option have been suggested for improvement of these
roads, which consist of modern technologies such as Microsurfacing, Recycling
and conventional technologies such as Hot Bituminous Mixes.
Recommendations
Based on the total surface distress area and prevailing level of roughness, two
options have been suggested for improvement of these roads, which consist of
modern technologies such as Microsurfacing, Recycling and conventional Hot
bituminous mixes.
Report / Publications
Evaluation and Improvement Measures for Selected Roads of NDMC,
Technical Report, CRRI, October 2006.
B.
NEW PROJECTS
1.
1200-10
li
and type of soil etc. are also noted. When the digging is started, information on
area, depth, method and aim of digging etc are also recorded. After refilling, the
material (including composition) used, degree and method of compaction are
also studied. Field density of the cut portion before and after digging is recorded
using sand replacement method. Field moisture content, gradation, optimum
moisture content etc. are calculated from laboratory studies. For cutting over
pavement area, the deterioration in terms of structural and functional parameters
are evaluated.
Interim Conclusions
Controlling or reducing the frequency of utility cuts on pavement can be made by
formulating policies or technology based actions or by utility service providers. Policies
can be in the form of incentives, fees and allocation of risks between the parties involved.
Coordination between different agencies involved i.e. highway departments and service
providers primarily at appropriate stages would minimize the damage deterioration.
Significance/Utilisation Potential
The study identifies the problems associated with utility cuts and would
recommend potential solutions based on policies and technologies. This will help
in reducing the adverse effect of digging on road condition.
1200-30
2.
lii
selected
Methodology
The field and laboratory evaluations / investigations, as per the scope of work,
were undertaken to evaluate the structural and functional conditions of the
pavement; collect data on present day traffic volume and their composition; axle
loading and other relevant informations. Cores of bituminous mixes were also
taken for determining the quality of materials and mixes. Construction standards
achieved with regard to density, binder content and mix gradation etc. were also
examined.
Field work has been completed and laboratory investigations of materials / mixes
is currently in progress.
Significance / Utilization Potential
The study will identify likely causes resistence for development of distress viz,
slippage and cracking. Based on the results obtained through field and
laboratory evaluation, the remedial measures will be recommended for ensuring
effective functioning of the Expressway.
liii
3. PAVEMENT PERFORMANCE
SUMMARY
2.
3.
4.
liv
A.
COMPLETED PROJECTS
1.
1300-10
lv
1300-30
2.
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.
lvi
(ii)
Cost Saving
There is about 25 30% saving in material cost by using 100%
laterite stone for W.B.M. construction as compared to the use of
100% trap metal.
(iii)
Engineering Properties
The laterite stones have been found with sufficient mechanical
strength and toughness to withstand at low and medium traffic of
M.D.R. Roads. It can thus be suitably used as locally available
material in W.B.M. construction.
BBM and premix carpet as wearing surface prevents disintegration of
W.B.M. and produces surfaces with longer life.
Recommendation
Final reports are circulated to the concerned P.W.D. Chief Engineer for
information
B.
ON GOING PROJECTS
1300-10
1.
2.
lvii
1300-30
3.
lviii
C. NEW PROJECTS
1300-10
1.
To carry out life cycle cost analysis and to bring out the design charts for
overlay designs using various modified binders for application.
Methodology
The basic properties of these binders will be studied in the laboratory and
variation on the performance of the various binders will be evaluated. Marshall
Specimens will be prepared in the laboratory and the properties of bituminous
concrete mixes will be studied. Core samples will be brought from test tracks
constructed using modified binders and their properties will be evaluated in the
laboratory.
lix
2.
lx
Temperature and wheel stresses shall be measured at different time to cover the
effect of different seasons and seasonal variations.
Supporting Data
The necessary equipments have been procured and pavement sections will be
laid shortly.
Significance / Utilisation Potential
Reduction in cost of rural concrete roads through economical design
1300-30
3.
lxi
The findings of the study will help in adopting more scientific solutions to
the problems encountered for road construction in the coastal belt of
Kerala.
1300-20
4.
Methodology
Field studies as stated above have been conducted and needed data collected.
The data collected will be analysed through HDM-4 software to study/evaluate
the likely performance of road as per future projected traffic loading conditions
under planned / defined maintenance inputs. Findings emerging out of the study
would be used in checking the adequacy of maintenance provisions / inputs
planned in the concession agreement for maintaining the assets as per predetermined requirements stipulated in the contract agreement. The results would
also enable the client to take corrective measures in case maintenance inputs
planned are found to be deficient during the concession period.
Significance/Utilization Potential
lxii
1.
2.
3.
4.
lxiii
A.
COMPLETED PROJECTS
1400-10
1.
lxiv
ON GOING PROJECTS
1400-10
1.
lxv
2.
3.
lxvi
conducted with changing the speed at which the gauge moves and we found that
there is no effect of change in speed on count-rate
Soil densities obtained in the field by conventional method were compared with
the results obtained using the gauge. The results are comparing well with those
obtained by conventional method.
lxvii
II.
1.
SUMMARY
1.
Use of waste materials like coal ash and marble slurry in pavement layers
2.
3.
4.
Ground stabilization of clay & silt with locally available materials like coir
5.
lxviii
A.
ON GOING PROJECTS
2100-10
1.
Laboratory work with CI, CL and CH type of soil mixed with different proportions
of lime and ash is completed and reporting work is under progress.
Findings/ Conclusions
lxix
_____________________________________________
Type of Soil
Soil CBR
CBR with addition of
(%)
Lime & Fly ash (%)
_____________________________________________
CH Type .......... 1.25 .............. 17.78
CI Type ........... 2.03 ............... 46.00
CL Type ........... 2.27 ............... 65.02
2100-20
2.
lxx
B.
NEW PROJECTS
2100-10
1.
Methodology
The laboratory studies include basic engineering properties of coir geotextile, model
studies on coir geotextile and preconsolidation using sand drains and geotextile drains.
Field studies are conducted for coir reinforced clay dykes and side stopes.
Interim Conclusions
Clayey soil of Kuttanadu in general has a plasticity index of 38.9% with 30% silt
and 70% clay and belongs to the class of silts and clays of high compressibility.
The permeability in 2.83 x 10-7 cm /sec, Unconfined compressive strength is
0.189 Kg/cm2 and Co-eff of consolidation is 5.87x10-3 cm2/sec. When tested with
coir fibre called, Texsol, the UCC value is 0.386 Kg/cm 2, thus increasing the
comprehensive strength by 104%.
Significance/Utilisation Potential
The study gives an insight in to the behaviour of clayey soils of Kuttanadu under
alternate wetting and drying conditions and is relevant for the construction of
roads in the area.
Recommendations for further work
lxxi
2.
FLEXIBLE PAVEMENT
SUMMARY
Bituminous construction has tremendous improvements in terms of
material and techniques. Binders and mixes are modified using many additives
and materials and used in a considerable way. The performance of these layers
is also being monitored for different pavements like fatigue and rutting properties.
Use of unconventional and new materials is being largely explored.
Researchers have focused on using byproducts like chalk and polymer wastes.
However, suitable evaluation needs to be done and use of sophisticated
equipment and methods, like SHRP should be used for performance based mix
design of bituminous mixes.
lxxii
A.
ON GOING PROJECTS
2200-10
1.
lxxiii
Loss in Marshall stability or retained stability (as per ASTM: D:1559) was
carried out with different modified binders.
(2) Field work:
Experimental stretches for P-5 scheme were laid on Waghodia - Rustampura
road km 23/200 to 25/0 (450 m stretch for each modified binder and control
section) during June-2003. Three cycles of performance studies are completed
and fourth performance study is in progress.
2200-10
2.
Laboratory Study for Suitability of Chalk, a By-Product of NitroPhosphate Fertilizer Plant for Road Construction
(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), Dense Bituminous Macadam (DBM), Semi Dense Bituminous
Concrete (SDBC) and Bituminous Concrete (BC).
The impure chalk can be used in SDBC and BM with emulsion, which can
facilitate the construction without heating process and use of chalk in wet
condition.
lxxiv
(iii)
(iv)
The use of chalk as a partial replacement of sand did not affect the
workability of the mix. The moisture (7.9 %) present in the chalk
compensated for the extra water required due to the finer size of chalk
than sand.
Five percent replacement of sand by chalk in Pavement Quality Concrete
increased the compressive strength of the concrete at the age of 7 and 28
days. The increase in compressive strength was about 3 and 8 % at 7 and
28 days respectively.
Interim Conclusions
Detailed study required and full scale field trials for validation of laboratory results.
Recommendations
(i)
(ii)
(iii)
(iv)
2200-10
3.
lxxv
2200 10
4.
2200-30
5.
lxxvi
2200-50
6.
B.
NEW PROJECTS
2200 10
1.
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.
3.
lxxviii
2200-10
4.
lxxix
(ii)
(iii)
(iv)
(v)
(vi)
Methodology
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
Interim Conclusions
This study will give comparative analysis of the various properties of the modified
binders as well as comparative evaluation of the properties of the asphaltic
concrete mixes using various modified binders.
The study will help in
development of performance prediction models for use in pavement design. The
study will also evolve design matrix to help selection of appropriate modified
binders under different climatic and traffic conditions.
lxxx
Significance/Utilisation Potential:
This study envisages study of performance of various modifiers on asphaltic
concrete layers in terms of rut depth, crack area, pot hole area, structural
adequacy in terms of deflections, riding quality measurement in terms of
unevenness index. The performance of various modifiers will be quantified in
terms of pavement condition index and using the unevenness index, the life cycle
cost of various modified binders can be evaluated which will be of great help in
selecting various kinds of modified binders duly considering the traffic, climate
and environmental factors.
2200-20
5.
on
Surface
2200-20
6.
7.
lxxxi
lxxxii
2200-40
8.
lxxxiii
3. RIGID PAVEMENTS
SUMMARY
lxxxiv
1.
works
2.
3.
4.
A.
COMPLETED PROJECTS
2300-20
1.
lxxxv
2.
lxxxvi
strengths at the age of 7, 28, 90, 180, 256, and 365 days, drying shrinkage, and
abrasion resistance of concrete were measured for all the mixtures.
Findings/Conclusions
The study has brought out following conclusion:
1.
2.
3.
4.
5.
At 7 and 28 days, all the fly ash concrete mixtures with 0.40 w/cm ratio
and containing fly ash showed lower compressive and flexural strength
than the control mixture. The strength reduced with increasing amount of
fly ash.
The 28-day flexural strength of the high volume fly ash concrete mixtures
F50 (5.28 MPa) and F60 (4.75 MPa) at 0.30 w/cm ratio was more than the
normally required strength (4-4.5 MPa) for the design of a concrete
pavement.
At 90 days and beyond, the compressive strength of the mixtures with 20,
30, and 40 % fly ash was more, whereas, the strength of mixtures with
50 and 60 % fly ash was less than that of control mixtures at each w/cm
ratio. The maximum strength developed in the mixture containing 60 %
cement and 40 % fly ash. Similar trend was also observed for flexural
strength of the mixtures.
All fly ash admixed mixtures exhibited lesser drying shrinkage as
compared with the control mixtures. Drying shrinkage decreased with
increasing amount of fly ash and decreasing w/cm ratio. The mixture F60
containing 60 % fly ash at 0.30 w/cm ratio showed the least shrinkage.
The abrasion resistance of all the fly ash admixed mixtures was less than
that of the control mixtures at each w/cm ratio. It decreased with
increasing fly ash content and increased with decreasing w/cm ratio of the
mixture. In general, the abrasion resistance of concrete increased with
increasing compressive strength.
Recommendations
High volume fly ash concrete mixture F60 with 0.30 w/cm ratio and containing
160 kg/m3 portland cement and 240 kg/m3 fly ash showed enough compressive
and flexural strength and abrasion resistance at 28 days so as to make it suitable
for concrete pavement construction. Its low drying shrinkage may provide either
longer joint spacing or better aggregate interlocking and load transfer at joints in
jointed concrete pavements. It is recommended that the construction of high
volume fly ash concrete pavement must be carried out under very strict quality
control and supervision of any qualified and experienced agency.
2300-20
lxxxvii
3.
lxxxviii
Recommendations
Fly ash can be used for producing durable, economical and eco-friendly concrete
to be laid in pavements and hence, the contractors, clients and engineers must
make a joint effort to promote use of fly ash in pavements particularly for
sustainable development and durability of roads and structures
With introduction of rigid pavement expressways and highways, quality concrete
usage in pavements has become a practice in India. Upgradation of the National
Highways in India through the projects initiated by National Highways Authority of
India, like, Golden Quadrilateral, East-West / North-South Corridors and the Port
Connectivity is in progress. With the boom in the development of this sector,
concrete has been extensively used in roads where road packages are already
under execution. However, use of fly ash in concrete has been very limited. With
the phases remaining to start there is a huge potential to use fly ash and
contribute to the cause of sustainable development. About 7000 km of highway is
either just taken up or execution yet to begin for development. Even if 30% of its
length involves pavement with concrete, the consumption of concrete will be
around 10 Million M3. This means that the amount of cement involved only in this
concrete is to the tune of 3.6 Million MT. This huge potential if utilized can make
construction more effective by being clean and green.
Reports/Publications
Amdekar H. S., Kulkarni Y. A.,
Mokal M. P. Use of Fly Ash in Concrete
Pavement published in Proceedings of International Congress on Fly Ash
Utilization, New Delhi, December 2005
2300-40
4.
lxxxix
India has very huge infrastructure needs. Concrete roads are having proven
advantages over the traditional bituminous roads except that of high initial costs.
The use of fly ash upto 50% reduces the cost of concrete road substantially
making it almost at par with bituminous roads. Further, use of fly ash in concrete
roads increases durability and performance. For the first time in India, Gujarat
Ambuja Cements Ltd. constructed a High volume fly Ash (HVFA) concrete road
at Ropar in the state of Punjab, India. The road has been constructed with the
use of 50% fly ash, available from the Ropar Thermal Power Plant, replacing
cement, and providing high performance and durable concrete. The road was
designed by M/s Gujarat Ambuja Cements Ltd. for Indian conditions on the line of
technology used in U.S.A. and Canada. Construction of this two-lane (7 metre
wide), 300 mm thick and 0.75 km long road was completed within two and half
months. No paver machine was used for the construction of this small section of
HVFA concrete road. Conventional concrete mixture machine, vibrating tools,
normal pond curing method were adopted.
The road is performing very well under heavy load vehicular traffic. (More than
500 trucks/commercial vehicles per day with an average weight of 15 to 45 MT.)
(i)
High-volume Fly Ash (HVFA) concrete roads are one of the possible
answers as an economical alternative for flexible pavements, and would
be beneficial for developing countries.
(ii)
(iii)
For new roads, the cost of HVFA concrete is almost at par with bituminous
roads.
(iv)
Like the conventional concrete roads, HVFA concrete road has high
service life without major maintenance, needs less lighting, is not affected
by rains, allows smooth traffic flow, causes low were and tear of vehicles,
provides savings in fuel, and is environmental friendly.
(v)
HVFA concrete is ideal for rural roads, district roads, state and national
highways.
B.
ON GOING PROJECTS
2300-20
xc
1.
Index
Indices
of
2.
xci
Make the environment less polluted by making the roads or their repairing
with high performance materials vis- a-vis conventional materials.
Recommendations
High performance materials are being used now for making city and campus
roads in the country, thereby achieving good quality roads with saving in life
cycle cost.
2300-40
3.
xcii
III.
GEOTECHNICAL ENGINEERING
SUMMARY
Natural hazard mitigation and waste material management are major
areas in geotechnical engineering, which have received major research thrust
during the year. The progress of research work reported in the geotechnical
engineering comprises study of landslide and rockfall, landslide investigation,
instrumentation and monitoring remedial measures, preparation of microzonation
map of Delhi, selection of backfill material for appropriate compaction of backfill
over Metro tunnel alignment, investigation and design of high embankment on soft
ground using flyash fill for bypass road and use of jute geotextile for efficient road
drainage and stabilization.
1.
2.
3.
4.
5.
6.
xciii
A.
COMPLETED PROJECTS
3000-10
1.
Scaling of boulders from left flank i.e. the eastern side of the slide, which is
presently affected by rackfall problem from the highly fractured and
fragmented rock slope
The debris mass above road level has acquired angle of repose, however, the
non cohesive material in the soil-boulder matrix is expected to be eroded
away due to surface runoff. Flexible boulder fencing, benching of slope in
reinforced gabion walls and provision of rock collection trench between the
slope and the fence must be made as per the scheme mentioned in the
report.
The boulders resting on the surface of slope in the eastern side of the slide
may be removed, however, no querrying should be allowed from this zone
as the same would accelerate the surface erosion/debris slide.
The downhill slope on the extreme left side has a large natural drain which
has been experiencing channel erosion leading to damages on the road
xciv
3000-10
2.
xcv
The structural features recorded in the main slide body indicate a strong northsouth extension. This resulted in E-W running dilational fracture having dilation
from less than 8 cm to over 30 cm. Shear fractures wherein throw of 88 cm to
more than 2.52 m has been observed, mostly run parallel to E-W; however
oblique planes are also noticed with significant relative movement showing
hanging wall as well as footwall collapse.
Slope movement monitoring through steel pedestals indicate that the slide has
differential shallow slide movement .The movement ranges from 2 m to 13 m.
Most of the movement vectors indicate dominant direction of sliding towards SW
and WNW directions coinciding mainly with the main direction of general sliding
along Patalganga valley.
Limitations
Detailed mapping of the slide areas and exploration for getting the realistic slope profile
is needed for design of remedial measures. It is difficult to access some of the slide
locations for detailed mapping/survey and also the subsoil exploration using bore log to
know the subsoil strata.
Recommendations
Based on the study during the course of the project following recommendations
are made:
3.
xcvi
Findings/ Conclusions
The remedial measures suggested have the following aspects:
Preventing the rocks & rock slopes to erode & weather as well as fall from
the slope
3000-10
4.
xcvii
Completed
Findings/ Conclusions
The objective of the study is to investigate the causes of failure and to suggest
suitable remedial measures, for the landslide at km 42 on NH-150, which is
located about 87 kilometres away from Aizawl city. The landslide is located at
Khawruhlian village in the north-eastern side of Aizawl city. The slide is located at
the centre of the village and it is on a ridge. A Bailey bridge has now been
constructed to keep the traffic moving over the landslide portion. The Bailey
bridge is resting on damaged slope on both sides. The soil cut below the Bailey
bridge is almost a vertical cut and there is a continuous erosion of soil.
The objectives of this project are:
(1) Field investigations of landslide area, (2) Evaluation of material properties in
the laboratory and (3) Analysis of slope failure and other field data to evolve
suitable remedial measures for slope stabilisation.
Limitations / Remedial Measures
The remedial measures for preventing slope failure are given below:
Based on field and laboratory investigations, suitable remedial measures are
being proposed to be adopted to prevent shallow movement and to control
percolation of water into the slope. Broadly remedial measures suggested have
been categorized into two groups as alternative one and alternative two.
Alternative One Soil nailing coupled with Reinforced Earth wall
Soil nailing is one of the methods developed in recent times for in-situ
stabilisation for natural slope. The fundamental concept of soil nailing consists of
driving closely spaced inclusions (which are called soil nails) into the ground so
that overall shear strength of the in-situ soil increases. The total height of the
vertical cut is 10 m below the bridge. Since the width of ridge in the top 2 m
portion of the vertical soil slope is very much limited (an average of about 2 m
thickness) this section is proposed to be treated with Steel Fiber Reinforced
Shotcrete (SFRS). Remaining 8 m height of the soil slope. The conventional Soil
Nailing system has three components:
(1)Soil nails, (2) Facing elements, (3) Arrangements for drainage
Alternative Two- Construction of RE wall
The stability analysis of the RE wall was carried out using computer software.
Towards the demolished church side the exposed rock surface has not suffered
weathering to the extent seen on the other sides. However if erosion and water
seepage problems are not checked, the slope may suffer instability in future. The
dumping of household waste by the villagers is preventing growth of vegetation.
xcviii
The portion of the slope below the vertical cut is recommended to stabilize
with series of Reinforced Walls.
Instead of adopting a combination of RE wall, soil nailing and shotcreting,
RE wall itself can be used as a retaining structure from the toe of the
embankment up to the bridge level.
The exposed soil surface on the right flank should be treated with jute
geotextile and mulching is to be undertaken.
3000-20
5.
xcix
Findings/ Conclusions
Senbo Engineering Limited is involved in the construction of tunnel structure for
Delhi Metro between chainage (-) 0.800 km to Ch (-) 1.52 km on extension of
Barakhamba Road- Connaught Place- Dwarka section using cut and cover
method. The construction of tunnel is nearly complete and the entire remaining
area left after the construction of tunnel has to be backfilled suitably, so that the
proposed road structure, which is to be constructed over the backfill, does not
settle. During the construction of the tunnel wooden leggings, sheet piles and
steel girders etc have supported the vertical cut slopes. In the upper portion over
the completed tunnel, long struts of steel are supporting the vertical cuts. The
utility pipes in the upper region are also being supported throughout their length
with the help of continuous girders. Such support systems are causing problems
and are inhibiting movement in the transportation of appropriate compaction
equipment required to backfill and compact the entire backfill in such a manner
that no post construction settlement takes place. The time required to backfill the
entire area, which amounts to several thousand cubic meter of soil was very
limited. Keeping in view the above constraints, it was requested to provide a
solution to back fill the area with the following scope and objectives.
1. To analyse method of backfill vis--vis time run
2. To analyse backfill material to reduce time overrun
3. To recommend the type and method of backfill suitable for reducing time
overrun
4. To have conclusion as justifications of adopting suitable methods and type of
backfill considering environment aspects, utility hindrances, compaction
factors and space constraints and also few safety observations
considering future restoration of roads for traffic.
In this connection the three possible backfill materials, which are locally available
in abundance were considered.
a)
b)
c)
Local excavated material exhumed during the cutting operation of the ground
for the construction of tunnel.
Locally available Yamuna sand, and
Fly ash available at Indraprastha Thermal Power Plant.
All the above materials are technically suitable for use in backfilling deep
excavations but the possibility and time required for achieving the specified
degree of compaction varies due to method of placement and compaction
deployed due to properties of the individual material. The problem associated
with backfill will occur in confined/narrow zones, where only small compaction
equipment producing a low compaction effort can be used or where because of
confined nature of the backfill zone and other hindrances, even small compaction
equipments cannot be operated effectively. Sand has been recommended as the
right choice as the backfill material.
Conclusions
In conclusion fine sand preferred over local soil and fly ash for backfill in order to
optimize time run considering environmental aspects, utility hindrances,
compaction factors and space constraints etc.
Recommendations
1.
2.
3.
Sand is preferred over soil and fly ash due to its high permeability
(10-3 cm/sec), this property will help in downward drainage, which is
required to maintain seepage forces in downward direction when the sand
is saturated to aid in compaction. Laboratory work has indicated that for
achieving 95 percent degree of compaction relative density should not be
less than 60 percent, but this relative density is dependent on the y max of
the sand to be incorporated in the work. Generally cohesion less
materials having relative density in the range of 70 to 85 percent are
termed as in dense state of compaction. In the present case each layer of
the fill shall not exceed 1.0 m in thickness after compaction in the fill areas
on the sides of the tunnel up to the top of the tunnel roof, at levels above
roof top, the fill shall not exceed 0.35 m in thickness after compaction. In
the event that application of water alone fails to produce the required
relative compaction throughout the entire thickness of the lift, the flooding
or jetting shall be supplemented by the use of vibratory compaction
equipment. The fine sand to be used shall not have more than 10 percent
fraction passing 150 micron sieve.
4.
The water used for flooding each layer will seep through the entire
thickness of sand and will get accumulated in the space between two
ci
consecutive fill portions. This can be reused for flooding of the next layer
of sand, this will optimize the water requirement for flooding.
5.
Due care needs to be taken during backfilling around the utility pipes,
place the material (sand) simultaneously on both the sides of the pipe,
keeping the level of backfill the same on each side. Material shall be
carefully placed around the pipe so that the pipe barrel is completely
supported and that no voids or un-compacted areas are left beneath the
pipe. Particular care shall be exercised in placing the material on the
underside of the pipe to prevent lateral movement during subsequent
backfilling. Compaction of material placed with in 60 cm of the outer
surface of the pipe shall be done light tamping to avoid any damage.
3000-30
6.
cii
Recommendations
B.
ON GOING PROJECTS
3000-20
1.
ciii
the software has its own format, the entire data is now being listed into the inbuilt
format. The data is now fully reformatted into the required format and further
analysis is in progress.
Findings/ Conclusions
First and foremost step will be to divide the whole Delhi area into four grids, to
find out the density of data in each grid (NSEW).
The density of data, as of now (out of 1776 boreholes marked in GIS Map)
seems to be scarce in NW part of Delhi, and less scarce in SW. However
good density of Boreholes has been noticed in NE and SE part of Delhi.
Master log (representing the Lithology/Stratigraphy of all the boreholes)
required for the subsurface analysis using the rockware software has been
completed for all boreholes and the following subsurface analysis is in
prog
Preparation of Master strip log for the entire 2000 borehole data.
2.
2.
3.
4.
5.
6.
7.
3000-30
3.
cv
(i)
(ii)
3.
4.
5.
6.
7.
Presently the work on this project is under progress. The alignment of the
proposed road starts from Ring road near Kalindi Colony (NOIDA Toll bridge
embankment Chainage 0 km) and ends at Kalindi Kunj. The total length of the
road alignment is about 6.3 km of which initial 3.6 km has been investigated. Fly
ash is being used as embankment fill material for construction of this road.
During monsoon season, the floodwater from the Yamuna River and the sewage
from adjoining residential colonies form ponds in the proposed road alignment.
Fly ash has been used as embankment fill material in pond sections.
Findings/ Conclusions
The sub soil stratum in the proposed ailment of Kalindi Bye pass
predominantly consists of poorly graded fine sand (SP). Further at
shallow depths (up to about 3 m). this material was observed to be in
loose state especially in between the chainage 0.8 km to 2.5 km. However
this layer is devoid of clayey soil.
cvi
Recommendations
C.
NEW PROJECTS
3000-20
1.
cvii
(i)
(ii)
(iii)
The study is taken up in collaboration with CBRI (Roorkee). CRRI will under take
the study for the use of jute geotextile in the road pavement on soft sub grade
and to improve the load bearing and drainage system by use of jute geotextile.
CRRI-CBRI jointly will take up studies on use of jute geotextiles and Stabilization
of hill slopes
Methodology
In order to demonstrate the above benefits, ten roads have been identified in five
states namely West Bengal, Orissa, Assam, Madhya Pradesh and Chattisgarh.
The various combinations of pavement designs will be tried out, by comparing
with control section of conventional design. The Detailed Project Reports (DPR)
of all the ten selected PMGSY roads have been prepared and the same were
approved by concerned STAs. The Ministry of Rural Development, Government
of India has accorded sanction for taking up these pilot road studies. Workshop
cum training programme were organized in four states (Orissa, West Bengal,
Chattisgarh and Assam) to impart knowledge about jute geotextiles, their usage,
advantages and other related aspects to the engineers from implementing
agencies (state rural road construction agencies) jointly in association with Jute
manufacturers Development Council. Tendering of the works has been
completed by the respective state agencies and for some of the roads, work has
been awarded. Construction work is expected to be completed in about 8 to 9
months.
cviii
2.
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 .
To analyze the construction methods for soil nailing.
Development of guidelines for different types of loading conditions
including earthquake loading.
Development of specifications for the applications of soil nailing
technology in the field of Highway and Bridge Engineering.
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. A state-of-art report and state of practice report will be
prepared based on the above study. The codal provisions in BS:8006
(code for reinforced soil structure) shall also be examined.
To avoid failure mechanism in design and construction process, analysis
of various failure modes will be studied.
To study the response of the various factors affecting soil nailing
technique, numerical simulations using finite element programme shall be
used. A field pull out test shall be carried out using field pull out testing
equipment capable of measuring pull out loads of 100 200 kN. To study
the pull out load on the nails in specific installation.
Interim Conclusions
This study will help in evolving guidelines for different types of loading conditions
including earthquake loading for different soil conditions and drainage conditions.
It will also help in development of specifications for the application of soil nailing
technology relate to Highway and Bridge Engineering for different soil conditions
and drainage conditions.
cix
Significance/Utilisation Potential:
Soil nailing technique has number of applications in the field such as stabilization
of cut slopes, construction and retrofitting of bridge abutments, construction of
tunnel portals in steep and unstable rock strata. This technique is fast becoming
the preferred method of construction for soil retaining wall due to its cost
effectiveness and easy method of construction. The effective formulation of
guidelines and specifications for soil nailing technique would be of great help for
Highway Engineering.
3000-30
3.
Methodology
Copper slag, local soils and pond ash samples will be collected from in and
around the site where the construction would be carried out. Copper slag will be
mixed with local soils and pond ash in the proportion in the range of 25% to 75%
and their geotechnical characteristics would be evaluated. Important
geotechnical tests which will be carried out include: Plasticity characteristics,
Compaction characteristics, CBR and shear characteristics. Based on the
results, certain mixes will be selected for use in embankment fill and sub base
applications. The selected mixes will also be stabilized with cement to make it
suitable for utilisation in base course of road pavement.
The feasibility of copper slag as a replacement to fine aggregates in different
bituminous mixes viz. bituminous macadam, dense bituminous macadam, Semi
dense bituminous concrete and Bituminous concrete would be investigated.
Local aggregates of different nominal sizes 37.5 mm, 20 mm, 12 mm, 6 mm,
stone dust and lime will be mixed with copper slag in different proportions to
achieve the specified gradation as per MOSRTH specifications. Marshall stability
tests will be conducted to arrive at mix design specifications. The feasibility of
cx
copper slag usage replacing sand in concrete mixes will also be investigated.
Cube and beam samples will be casted to arrive at mix design specifications.
Conclusions
Design specifications will be developed for use of copper slag in embankment,
sub base, base and wearing courses of road pavement
Significance/ Utilization Potential
Field construction would help to solve the disposal problem and facilitates the
use of alternative/marginal materials in road construction.
cxi
IV.
BRIDGE ENGINEERING
SUMMARY
2.
3.
4.
5.
Creating a data base on bridge information System for the State of Tamil
Nadu.
6.
7.
8.
9.
10.
cxii
A.
COMPLETED PROJECTS
4000-20
1.
(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.
Fly ash samples from Dadri plant and Talcher plant have been used in the
proportion of 15% by weight of cementitious material.
Silica fume named Elkem has been used in proportion of 10% by weight
of cementitious material in the study.
Superplasticizers namely SP3000 (G) has been used in proportion of 0.6
2.0% by weight of cementitious material in the study.
Recommendations
The HPC pavement are found to be having longer service life as compared to
conventional concrete pavement made with ordinary Portland Cement of 43 or 53
grade. Sequential construction procedures for rigid pavements are given in IRC:
15 2002. The same may be adopted for HPC pavements. There is not any
major change in the construction of HPC roads using HPC except the addition of
cxiii
B.
ON GOING PROJECTS
4000-10
1.
cxiv
A methodology has been developed for wind tunnel testing of the cable stayed
bridge decks in India using sectional model investigations. The methodology and
the computer programme developed would be helpful for wind tunnel studies in
India in future.
Report / Publications
Draft final report has been submitted to the Ministry which is under examination
4000-20
2.
4000-20
3.
Date of Start:
Highways Research Station, Chennai (R, I)
Present Status and Progress
Preliminary study completed. Technical sanction has been accorded for the
Research Scheme (under Part II scheme) by Director, Highways Research
cxv
4000-20
4.
5.
ACI-209 recommendation
B3 model
CEB-FIP model code 1990
Muller et al. model
GL 2000 model
cxvi
Modified papers, submitted earlier to ASCE and ACI, incorporating the comments
of the Reviewers and sent back the revised manuscripts.
Finalized the material model to be incorporated in the software for the study of
Dynamic Response of Prestressed Concrete Bridges.
Mathematical modelling of prestressing cable lying inside the concrete 3D
element completed.
Developed a software for computation of forces at various nodes of the concrete
element due to the prestressing cable.
Integrated this software with the main software being developed for the Dynamic
Analysis of PSC Bridges.
Findings/Conclusions
Various analytical models to predict the creep of shrinkage have been suggested
by the various researchers. These prediction models have been grouped into the
following three broad categories:
Empirical models
Research based models
Codal models
These prediction models have been described in the in report No.CRRI/BIE/OLP0409(01)/2004-05 titled Prediction of creep and shrinkage in concrete as well as
in the published papers. The predictions obtained by these analytical models
have been compared with the experimental results. The results of comparison
are also given in the above mentioned interim report. Based on the comparison,
GL2000 prediction model has been selected for use in the future study.
Recommendations
Development of software for inclusion of stiffness of the prestressing cable
Validation of the software using the data available in the literature / laboratory
studies
Case studies for response of prestressed concrete structures under dynamic
loading at any time during its service
Reports/Publications
cxvii
1.
2.
Goel. R., Parkash, S., Kumar, R. and Paul, D.K. (2006), Prediction of
creep and shrinkage strains in prestressed concrete bridges, National
conference on Advances in Bridge Engineering, IIT, Roorkee, March 2425, pp. 543-554.
4000-20
6.
(iii)
(iv)
(v)
(vi)
(vii)
The newly acquired equipment has been installed, commissioned, and training
has been imparted.
Limitations
Scanty information is available regarding the detailed specifications of the test
facilities like braking test, fatigue test, cyelic motion test. These facilities are not
available within our country,. Exposure to any of the existing test facility at global
level may be extremely useful for the development of such test facility.
cxviii
Recommendations
The scope of work will be extended to cover the comprehensive testing facilities
for expansion joints under one umbrella at CRRI.
Subsequent to the
development of these testing facilities, R & D activities related to expansion
joints, suited to the industrial requirements will be undertaken.
Reports / Publications
1.
2.
3.
4.
5.
4000-20
7.
cxix
(ii)
(iii)
Findings / Conclusions
1.
General-bed scour
(i)
(ii)
bed-load
gravels /
g is the
diameter
(iii)
2.
(i)
(ii)
cxx
(iii)
(iv)
3.
(i)
For uniform gravels or boulders ( g 1.4), K =1. On the other hand, for
non uniform gravels or boulders (g > 1.4), the coefficient K is determined
from curve of K for the known value of g.
(ii)
cxxi
where the K-factors can be obtained by the envelope curves / charts. This
equation is most appropriate to estimate the maximum equilibrium scour
depth at piers as it accounts the effects of all parameters.
(iii)
(iv)
d p 0692U12 / g
where U1 is the upstream flow velocity (in m/s), and dp is the size of riprap
(in m). is (s-1), s is the relative density of gravels / boulders and g is the
gravitational acceleration.
4000-40
8.
cxxii
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
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.
(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)
(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
2.
3.
4.
5.
C.
NEW PROJECTS
4000-10
1.
cxxvi
The study is to develop an interactive information system, which would provide a data management
system for bridges in Thiruvananthapuram division. The objective of the study is to inventorise
the bridges in the study area as per IRC guidelines, prepare location maps & lay out diagram and
design the information system using the data to have an interactive user interface.
Methodology
Technical details of the bridges available from earlier studies were updated by site inspection. The
GIS software used is Arc GIS 9.0 and the system is developed on Areobjects environment on
which user interface is provided using the programming language Visual Basic NET 2003. MS
Excel and Auto CAD are used for data preparation.
Interim Conclusions
The data base for 120 bridges are provided in the information system and will be
help full in data management of there bridges by providing the information
required for decision making.
Significance/Utilisation Potential
The information system provides necessary feed back for decision making. This
is beneficial to the agencies that own the structures such as PWD, NH etc.
Recommendations for further work
The present study has to be extended to other fourteen divisions of PWD to form
a complete Bridge Information System for Kerala.
Reports/Publications
Paper entitled Data Management of Bridges A GIS approach Indian
Highways, Vol 34, No: 2, Feb 2006, PP 29 39 by B.G.Sreedevi, Denish R and
Noggy Augustine
cxxvii
V.
1.
Research works reported in the area of Planning and Management under the broad
area of Traffic and Transportation include, Congestion and Parking problems, Study of
Impact of new high rise buildings on road traffic, Estimation of fuel loss during idling of
vehicles at signalized intersections and congested area, Economic analysis of the upgrade
and improvement on road in Mizoram, Speed and delay studies, Prediction of annual
traffic growth factors, Feasibility study for provision of pedestrian facilities and
improvement of road, Traffic & Transportation studies, Economic feasibility and study of
fare policy and Pricing of public transport services.
1.
2.
3.
4.
cxxviii
A.
COMPLETED PROJECTS
5100-10
1.
cxxix
5100-20
2.
Methodology
In order to fulfil the above stated objectives, the methodology framed
in this study is discussed in the succeeding sections. A
reconnaissance visit was made to the study area and its surroundings
during the ongoing construction phase. The primary surveys
conducted as a part of this study include the following:
5100-30
3. Estimation of Fuel Loss during Idling of Vehicles at Signalized Intersections
cxxxi
these figures into monetary terms, the total losses work out to be Rs.272.5 lakhs
per day and Rs.994.5 crores per annum.
At the selected 12 intersections, except for Ashram, traffic engineering measures
were employed to estimate the savings in delays, and on the basis of the savings
accrued at low, medium and high volume intersections the savings at the total
signalized intersections was estimated, if similar kind of remedial measures are
employed there. A total of 67.78 percent of fuel savings shall be achieved, and a
71.12 percent savings in the economic loss shall be accrued
Recommendations
Such type of studies should be conducted in cities of varying population size and
traffic composition.
5100-30
4. Estimation of Fuel Loss on Chelmsford Road, opposite New Delhi Railway Station
(Paharganj Side)
Duration: April 2004 May 2005
(iii)
(iv)
cxxxii
5100-50
5.
cxxxiii
Limitations
Economic evaluation of a DPR is based on the data prepared by PWD, Govt. of
Mizoram. Parameters such as traffic projection, economic cost estimated.
Reports/ Publications
Economic Analysis of the Upgrade and Improvement for Kawrthah Kanhmun
Lowerpu Road in Mizoram, Technical Report, CRRI, Oct 2005
B.
ON GOING PROJECTS
5100-10
1.
cxxxiv
2.
C.
NEW PROJECTS
5100-10
1.
cxxxv
Methodology
About 40,000 vehicle passed the section of Shankar Road on a normal working
day (16 hours). Morning peak hour and evening peak hour traffic volumes were
of the order of 2700 vehicles and 4200 vehicles respectively. 13,000 pedestrian
were found to cross the road at six locations within a length of 300 metre stretch
of road. Average journey speed of 12.3 km/hr. was observed during morning and
11.5 km/hr in the evening peak hour. Hazard index was found to be more than
critical value of 2 x 108 during whole day at all the pedestrian cross points
warranting controlled pedestrian facility. Alternate pedestrian facilities were
evaluated for feasibility and economic viability.
Conclusions
Alternative pedestrian facilities viz. pedestrian subway, foot over bridge with and without
elevators and synchronized pedestrian phase signals were considered for evaluation. It
was felt that at least two pedestrian subways or footover bridges are required to meet the
demand in an effective manner. In view of economic evaluation, site constraints and
utility of different alternatives, it was recommended to provide synchronized pedestrian
signal at three major desired lines of pedestrian flow along with appropriate side walks,
guard railings signage and markings as immediate relief measure. In the long run it was
recommended to construct two footover bridges with elevators to make them effective
and to make the project economically viable. Options of sponsors, advertisements etc.
may be explored in order to recover the operating and maintenance costs of elevators and
part of initial cost of construction.
5100-10
2.
The 12-hour traffic volume count conducted yielded a traffic volume of the
order of 36770 vehicles (i.e. 33788 PCUs)
cxxxvi
The future traffic has been projected assuming a growth rate of 1.5 % per
annum.
The estimates show that the future peak hour traffic on this road stretch
would be about 4100 vehicles (i.e. 3683 PCUs) in 2011 while it is
expected to touch about 4700 vehicles (i.e. 4235 PCUs) in 2021. Since
the developments are expected to stabilize, it is expected that the peak
directional flow would be about 55 % of the peak hour flow.
The journey speeds are around 40 - 42 kmph even during the peak hours.
As such, the journey speeds during the off peak period are higher by
about 5 kmph as compared to the peak hour flows.
It is estimated that the future V/C ratio would be around 0.61 in 2011
whereas it would be around 0.71 in 2021. This implies that LOS would
reach the category C by 2021 which is quite acceptable.
Based on this study, it is felt that the capacity of Shantipath as it exists
today would be quite adequate to cater to the future needs. Therefore, it is
recommended to provide additionally only 1.5 m soft shoulders (on either
side) immediately for the entire road stretch without any need for
undertaking any road widening / capacity augmentation measures till
2021. However, it is mandatory to carry out the routine periodical
maintenance and overlay works may be carried out as and when needed.
5100-10
3.
cxxxvii
Interim Conclusions
Short-term measures are based on the present existing situations.
Recommendations
Intersections geometric designs, suggesting pedestrian, cycle, and parking
facilities.
Above recommendations have been and are being implemented by SMC.
5100-30/40
4.
cxxxviii
The results of this study would be utilized to prepare the Detailed Project Report
by DMRC.
5100-50
5.
(ii)
(iii)
Methodology
In order to obtain operational characteristics and revenue collection, a sample survey of Stage Carriage
Operators was conducted in selected five districts viz. Kollam, Ernakulam, Thrissur, Kannur and Idukki in
Kerala State. Two percent of the buses were selected on systematic sample basis. These bus operators were
contacted for detailed inventory of their records.
Details such as type of services offered, route length, fleet utilization, mileage or life of different
components etc., were collected in the structured questionnaire. In-board bus survey was conducted and the
information on tickets sold in different fare stages, passenger load for each fare stage, daily collections etc.,
were collected from the bus crew / operators.
Cost of operation of stage carriages were worked out based on both sample survey and also based on
standard cost modeling. The data for costing has been taken independently from the detailed study of
vehicle parts and its behavior during the economic life of the asset. The cost arrived from the cost model by
taking the product life cycle costs is further simplified to get a cost table. It is further linked to standard
price list obtained from dealers. Cost table acts as a desktop reference to arrive at standard operating costs.
Its strength is the system wise cost visibility. This cost table can be adapted as a standard base for
periodical updation of various vehicle-operating costs.
Conclusions
The major conclusions, arrived at from the study, are
cxxxix
The fixation of stage carriage fare so far has been on ad-hoc basis without any scientific
basis. PISCO provided a scientific base for revision of fare based on variation in operation cost.
The fuel mileage of stage carriages showed an improvement in the longer distance
operation. Long routes are covered by better roads and less number of stops.
As per the cost modeling, the total cost of operation for ordinary stage carriages works
out as Rs.18.78/ km consisting of 12.155/km as variable cost and Rs.6.63/km as fixed cost. The
cost calculations for fast passenger bus services works out to Rs 20.39 / km. consisting of Rs.
12.15 variable cost and 8.23 fixed cost.
The fare structure after arriving normal return on investment (average 11 percent returns
on equity) works out as Rs. 0.54 per passenger km for ordinary buses and Rs 0.59 per passenger
km for fast buses for a capacity utlisation of 75 percent. The respective fare for ordinary buses will
be Rs. 0.33 per passenger km and Rs 0.36 for fast services for a capacity utilization of 125 percent.
It is observed that the average number of passengers traveling per bus per trip in the state
is around 40. This amounts to almost 85 percent seating capacity of these buses. The fare rates
applicable at 85 percent capacity utilization including profit works out to Rs 0.48 per passenger
km for ordinary buses to Rs. 0.52 per passenger km for fast services. This is the recommended
fare structure for the state.
The cost modeling approach has clearly revealed that variable costs of operation almost
remains constant irrespective of the age of the vehicle if standard planned maintenance policy is
adhered to.
Quality of service which is depending upon the capacity utilization and supply gives
ample scope for research for planning of induction and withdrawal of services thus providing
room for healthy competition.
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.
Limitations
(i)
(ii)
(iii)
Reports/Publications
Final Report on Fare Policy and Principle of Public Transport Services, NATPAC
(being finalized)
5100-50
6.
cxl
Two alternative links ie, i) via Kattakada and ii) via Nedumangad were
considered for the analysis. For the economic analysis of Phase 1 the
nominal traffic that is likely to be generated from the immediate influence
area alone is considered. It is estimated that over 300 cars and 200
trucks will be using the phase 1 road immediately at 2006 level. The
traffic originating and terminating in the influence area of Ambasamudram
and Nedumagad towns will get an average distance advantage of 60 km
as compared to the existing route. Other traffic such as buses, two
wheelers are not considered for the analysis.
The vehicles are expected to grow at the rate of 6 to 8 percent per annum
in the proposed road.
Preliminary cost of development like for the first alternative link via
Kattakada will be Rs 99.73 lakhs/km and the same for the second link, via
Nedumangad will be Rs. 102.27 lakhs/km
5100-50
7.
cxli
To assess operational characteristics, load and lead factors, fixed and variable cost
expenditures and earnings of different types of taxis and autos:
To prepare a Price Index for Taxis and Autos Operations for understanding the
periodical movement of prices of various vehicle operating costs inputs for taxis
and autos:
To prepare draft fare policy and pricing structure for various IPT services:
Interim Conclusions
As per the sample survey carried out in Kollam district,50% of the IPT vehicles are found
to be less than 5 years old, 18% belong to 5-10 years and 12% between 11-15 years old
and 18% of the vehicles were more than 15 years old. Among the new model vehicles,
50% of them are Tata Indica, Tata Sumo and Qualis makes.
The average fuel mileage for Ambassador Car is found to be 13 km/lit and that for
Tata Sumo is 12 km/lit, Tata Indica 16km/lit and Qualis 12 km/lit. The cost analysis from
the field survey revealed that the variable cost /km for different brands varied from Rs
3.21/- km for Tata Indica to Rs 4.08/- km for Qualis. The fixed cost/km varies from
Rs3.04/- km for Ambassador to Rs6.42/- km for Qualis.
27% of Autorikshaw surveyed were found to be less than 5 years old, 45% of the vehicle
5-10 years and 23% between 11-15 years. Only 4% of Autos were more than 15 years
old. The average mileage for Auto is found to be 29 km/lit. The average variable cost/km
is found to be Rs 2.52/- km, and average fixed cost/km is Rs2.45/- km.
Limitations
The detected cost modeling and preparation of cost tables for main parts
operating system are to be worked out.
cxlii
Research works reported in the area of Safety and Environment under the broad
area of Traffic and Transportation include, Road safety measures, audit and education,
Consulting services for road safety audit, Studies on accident costing, Comparative study
of Accident Risk Index (ARI), Study of two-wheeler accidents, Environmental Impact
Assessment (EIA) studies, Environmental impact of road transport, Road accident
modeling for highway development and management in developing countries, Study of
helmet preference, Use of seat belt by car users, Overtaking behaviour of motor vehicles
in urban areas and Study of spot speed in the city and rural sections of highways.
1.
2.
3.
4.
5.
6.
7.
cxliii
A.
COMPLETED PROJECTS
5200-10
1.
Findings/Conclusions
5200-10
2.
cxliv
Findings/Conclusions
Six Accident prone locations are worked out and then by actual site visit of the
locations remedial measures are suggested to minimise the accidents.
Conclusions
The conclusions have been drawn based upon the available information.
5200-10
3.
cxlv
4.
In most of the identified location, the school surroundings are not safe
for the children to walk safely due to lack of basic pedestrian facilities
like footpaths, zebra crossings, road signs and markings, pedestrian
guard rails, pedestrian signals, etc.,
As per the Student Travel Survey, the problem faced by majority of
students were overspeeding (16%) and overcrowding of buses (15%).
Recommendations
Further work identified for the next year is to conduct SRS programme in
other regions in Kerala, develop road safety education material for different
group of users, conduct post- improvement studies, bring in NGOs to take
up SRS programme, integrate SRS programme with Safe Community
Programme for Panchayats and finally establish road safety clubs in
schools.
Reports/Publications
As a part of the study, following road safety education booklets/handbooks
were prepared:
1.
2.
3.
4.
5.
6.
These books are circulated free of cost to different target groups in the
State of Kerala.
5200-10
5.
cxlvii
Completed
Scope and Objectives
The primary objective was to ensure that the stretch operates as safely as possible. The
key objectives were to:
Study Area
The route comprised 748 km length from 42.8 km of NH-8 (south of Gurgaon) and passes
through states of Haryana and Rajasthan via NH-8, NH-79-A, NH-79 and NH-76 to the
border of Gujarat with Rajasthan on NH-8. The route comprised 12 sections.
Recommendations
The upgrading of the Western Transport Corridor Package A which has occurred over
recent years has resulted in a substantial improvement in the engineering standards of the
infrastructure and a corresponding lift in standards of safety. Nevertheless, there are a
number of key areas for which the potential for further safety gains is substantial,
particularly by the application of contemporary best practice.
There are many site-specific recommendations in the twelve reports pertaining to each
section of the route, in addition to recommendations regarding standards and guidelines.
It is felt that implementation of following actions will have the greatest impact on safety
of the package A :
Flattening of side slopes of fill embankments so that they are traversable in the
event that a vehicle runs off the road.
For new projects or when upgrading National Highways to dual carriageways the
standards for shoulders be a fully paved width of 3 m
Upgrading delineation along the route by installation of edge lines adjacent to the
median (where not already provided, retro-reflective studs of lane lines, guide
posts with reflectors, reflectors on crash barriers and tactile edge lines on the left
of the carriageway; and
Moderating vehicle speeds in urban areas and habitations by the implementation
of a package of traffic calming measures.
cxlviii
B.
ON GOING PROJECTS
5200-10
1.
Accident cost worked out for three cities like Ahmedabad, Vadodara and
Surat
The report is under progress
Various costs of road accidents have been worked out.
Findings/Conclusions
Accident cost worked out for Fatal, Serious, Minor, Property Damage and
damages to other vehicles.
Accident cost for Fatal Accident is Rs 4.10 Lacs, for Serious is Rs 1.80
Lacs for Minor Accident is Rs. 5000-00 and for Property Damage is Rs
1.20 Lacs.
Limitations
Cost of road accidents were drawn from available data from Insurance
companies, workshops, hospitals & private companies.
5200-10
2.
cxlix
3.
5200-10
4.
cl
5.
Environmental Impact Assessment (EIA) studies for Badarpur Faridabad and Mundka- Bahadurgarh corridors of Delhi Metro
cli
The EIA report further highlighted the likely adverse environmental impacts on water
environment (water demand/requirements) and Biological environment (trees along the
corridor) due to the proposed activity and suggested appropriate EMP for the same to
minimize their environmental impacts.
Limitations
Like any other EIA studies, the present study has been carried out with the limitation of
time and only limited no of parameters likely to be significantly affected due to the
proposed activity has been considered.
Recommendations
Based on the EIA report detailed EMP has been delineated to minimize the adverse
/negative environmental impacts due to the construction and operation of the proposed
metro corridor(s).
5200-20
6.
Critical review of available national and international EIA guidelines has been
accomplished and Draft report has been prepared.
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
(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.e.. 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.
Findings/ Conclusions
Though there are certain guidelines prescribed and documented by the Ministry
of Environment and Forest (MoEF) and Indian Roads Congress (IRC) for
evaluating the environmental impacts of highway projects. These guidelines have
limitations due to their qualitative and generalized approach and are inherently
incapable of forecasting long term changes. Certain key issues are either missing
or overlooked in our Indian context. Therefore, in the present context it becomes
necessary to draft a modified set of guidelines specifically dedicated to roads
/highways projects.
Motor vehicles possess the principal polluting potential in deteriorating the urban
air quality. However, the link (relationship) between tailpipe emissions invariably
falls short of explaining the resultant air quality. The shortcoming may be at two
levels; mass emission factors, and predictive modeling tools. The vehicle
specific (category/type) mass emission factors derived from simulated laboratory
tests (driving cycle), and expert judgment criteria are used for estimation of
vehicular air pollution load calculations and as input parameter for predictive
modeling. However, the actual driving conditions vary significantly from the
standard testing protocol and results in variation in emission estimates. It has
been established that the emissions are higher during actual urban traffic
conditions. Thus, it is essential to systematically measure the average mass
emissions of important (selected) pollutants for selected categories of vehicles on
predetermined test route (Delhi as a case study) covering dynamic traffic
situations of urban area. Further, as of now, there are no serious studies
towards the development of atmospheric dispersion models in India. Efforts
should be made to calibrate the models developed elsewhere for Indian
conditions or and also to develop indigenous capability in atmospheric dispersion
modelling. The model hence developed / calibrated would be capable of
addressing the pollutant contributions from different sources so as to arrive at
appropriate source apportionment.
Limitations
The emission factors for in - use vehicles by using on board emission measurement
analyzer needs to be determined on the basis of city traffic conditions as prevalent in
most of the Indian cities, as against the Delhi -specific traffic conditions presently
envisaged, for wider applications.
cliii
Recommendations
The proposed EIA guidelines for roads/highways projects needs to be critically
examined/reviewed by implementing agencies like MoEF, CPWD, State PWDs and
NHAI for its applicability and usefulness under different terrain , land use and traffic
conditions.
Reports / Publications
Reports
1.
2.
Publications
1.
2.
3.
Sharma, N., Chaudhry K.K., and Chalapati Rao C.V. (2005). Vehicular
Pollution Modelling in India. Journal of the Institution of Engineers (India),
85: 46-63. (SCI Journal)
Sharma,N., Chaudhry K.K., and Chalapati Rao C.V.(2005) Vehicular
pollution modelling using artificial neural network technique: a review .
Journal of Scientific and Industrial Research, 64: 637-647.
Sharma,N., Chaudhry K.K., and Chalapati Rao C.V.(2005). Study of the
vehicular pollution dispersion phenomena in an urban street canyon by
using Environmental Wind Tunnel (EWT) technique , Indian Journal of the
Environmental Management, 32 (13): 190-203
C.
NEW PROJECTS
5200-10
1.
cliv
Methodology
The project aims at modeling road accidents as a function of exposure and
roadway characteristics. 500 km road length has been selected for the study,
which includes National Highways, State Highways, Major and Other District
Roads and Hill Roads in urban and rural locations. Kilometer wise accident data
on the selected road stretches, for the past three years, has been collected from
police records. Other data including traffic volume, width of pavement/shoulder,
condition of pavement/shoulder, condition of signs/markings, sight distance at
curves, roadside friction due to pedestrian activity, type and proximity of offshoulder hazards and number of public/private accesses have been collected
through field surveys. As the data includes variables of both quantitative and
subjective nature, accident frequency is being modeled using Generalised Linear
Modelling (GLM) technique.
Conclusions
Significant/Utilisation Potential
clv
The final model will provide a new road safety component in the HDM-4 model.
Reports/Publications
1.
2.
Lt. Col. Balachandran, G. (2005), Road Accident Modelling for Two Lane
Undivided Rural Highways Under Mixed Traffic Flow Conditions, M. Tech.
theis report (unpublished), Indian Institute of Technology Madras,
Chennai.
Lt. Col. Balachandran, G., Dinu, R. R., Srinivas, C.,and Dr. Veeraragavan,
A., Road Accident Modelling For High-Speed Highways Under Mixed
Traffic Flow Conditions, Proceedings of Seminar on High Speed Corridor
Projects, Indian Roads Congress, New Delhi, 23rd 24th September, 2005.
5200-10
2.
It was observed that nearly 63% of two wheeler riders possess helmets in
Thiruvananthapuram City. Of these, hardly 8% of two wheeler riders use
helmets regularly.
clvi
(ii)
(iii)
(iv)
(v)
(vi)
In the case of Cochin City, over 75% of bike riders posses helmets, of
which, only 28% of two wheeler riders use helmets regularly.
It was found that the nearly half the number of bike users in
Thiruvananthapuram City did not favour helmet due to Lack of Air
Circulation. Similarly, more than 38% of users did not wear helmet in
Cochin due to non enforcement by the authorities concerned.
Majority of the respondents (55%) preferred the lightweight helmet in
Thiruvananthapuram City. In the case of Cochin City, majority of the
respondents preferred sturdy model of helmet.
Some of the reasons given for not wearing helmets were: difficult to carry
the helmets, the hot weather makes it difficult to wear the helmets,
possible uneasiness while using helmet, use of cell phone becomes
difficult when wearing helmet etc.
The respondents in both cities agreed that helmet wearing should be
made compulsory and it should be enforced in a sustainable way.
Significance/Utilisation Potential
This study helped in identifying the reasons for not wearing helmet and type of actions
needed to make helmet use a regular phenomenon.
Recommendations
Further study is needed on other cities to critically analyse the reasons for not wearing
helmet and to recommend appropriate actions for voluntary use of helmets by all two
wheeler users in the country.
5200-10
3.
clvii
Methodology
Study methodology consists of literature review, selection of survey locations,
preparation of survey format, data collection and analysis and report preparation.
Interim Conclusions
The following were some of the findings of the study,
(i)
In Thiruvananthapuram City, the percentage of drivers wearing seatbelt
was 2.01%. The overall percentage of usage of seatbelt by both
passengers and drivers was merely 4%.
(ii)
In Cochin City, the percentage of drivers wearing seatbelt was 1.2%, and
the overall percentage of usage of seatbelt by both passengers and
drivers was 1.8%.
(iii)
22% did not favour its use due to short trips within the city
5200-10
4.
clviii
Methodology
The methodology of the study consists of literature review, design of survey
formats, field survey, data analysis and compilation of report.
Interim Conclusions
It was found from the overtaking survey that even though yellow lines are marked
at the centre of road, vehicles cross the yellow line for overtaking on straight
stretches as well as on curves. The following are the summary of findings of the
study,
The average percentage of vehicles overtaking from the right side by
crossing the yellow line in the morning peak period was 13%.
The average percentage of vehicles overtaking from the right side by
crossing the yellow line in the evening peak period was 9%.
Among the types of vehicles, Cars/Jeeps/Taxies perform maximum overtaking
manoeuvres crossing the yellow line marking.
5200-10
5.
The simplest method of determining the spot speed is the direct timing
procedure. Two reference points are marked on the pavement at a suitable
distance apart and an observer starts stopwatch as a vehicle touches the starting
point and stops the watch when the vehicle touches the end point. From the
known distance and measured time intervals, spot speed is calculated.
clix
The recommended base lengths for different speed of traffic stream are given
below in Table.
Recommended base lengths for spot speed survey
Manual method is used for counting the classified traffic volume, which was
converted into Passenger Car Units (PCU).
Interim Conclusions
The findings of the study are:
Average spot speed at School zone in Trivandrum City is 36 km/h during
peak hour and 40 km/h during school timings
The spot speed at school zone in suburban area is 48km/h
The spot speed at hospital zone in rural section is 37 km/h
The spot speed at business zone is 47km/h
clx
VI.
A.
1.
Duration: 1999-2005
Indian Institute of Technology, Delhi (R)
Scope and Objectives
The main objective of the study is to evolve a comprehensive methodology for planning and
evaluation of rural road network. The specific scope and other objectives are:
To review the network planning, project appraisal methods and evaluation techniques
adopted worldwide for selection and prioritizing of rural roads.
To study the planning practices adopted at macro and micro level for development of
rural roads in India and its implications on socio-economic development.
To evolve a methodology for selection of best link options for unconnected villages at
Block level.
To develop investment options and ranking of the rural roads based on the criteria of
accessibility and economic benefits.
Methodology
The present study reviewed the historical aspects of network planning and project appraisal
methods and proposed a methodology to evaluate the rural connectivity at block level. This
approach is based on functional accessibility of villages with the hypothesis that the population of
the unconnected villages will have to travel to the nearest major centres using the existing tracks
or fair-weather roads to access the functions that are missing in their villages. The optimum
routes for connectivity of unconnected villages are selected based on the shortest path
techniques. The accessibility values of the routes are estimated based on the modified gravity
and settlement interaction approaches. The selected links/routes are further evaluated by
applying economic analysis, using the Road Economic Decision (RED) model, to determine the
appropriate options for investment interventions. The methodology developed has been applied
to Rajgarh Block of Churu district in Rajasthan as a case study by developing the database and
analysis in GIS environment.
clxi
1100-20
2.
Quantification of Benefits
Maintenance Strategies
due
to
Pavement
Preventive
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. traffic,
Benkelman beam deflection, 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
(iv)
(v)
(vi)
(iv)
(v)
(vi)
(vii)
The life of the pavement can be extended by the application of appropriate preventive
maintenance treatments.
The optimal timing for the application of preventive maintenance treatment varies with the
type of treatment and the volume of traffic.
The benefit cut off factor has major impact on the cost effectiveness of the treatment. It
can be seen from the analysis that maintaining the pavement too early or too late is not
beneficial. From the analysis the benefit cut-off value for roughness of 2500 mm/km has
the maximum benefit.
As the initial deflection value increases from 0.4 mm to 0.6 mm the
do-nothing
service life of the pavement decreases from 6 years to 5 years for National Highway
section.
Thin overlay preventive maintenance strategy is most cost effective for highways carrying
traffic from 5000 cvpd to 6000 cvpd.
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.
The ranking of treatment obtained from road user cost method and cost-effectiveness
method (viz.by calculating area under the curve) are almost same.
1100-21
3.
clxiii
estimated using standard procedures; (d) Riding quality conditions: The conditions of a pavement
surface affect the riding quality. Pavement surface may be fractured (cracking etc.), distorted
(rutting, corrugation, etc.) or disintegrated (raveling pothole, etc.).
(2)
Maintenance urgency determination module: Methodology is suggested to determine the
urgency of maintenance requirements at various sections of a network. It is felt that the
resources should be allocated based on the urgency associated with the maintenance
requirements at various sections. This urgency for maintenance is determined considering
present and predicted future distress conditions (assuming nothing is done now) as well as social
and political importance of the highway sections. The various factors and sub-factors affecting
the urgency are arranged in a hierarchical structure. The impact of each factor is determined
from a countrywide survey of experienced transportation professionals using the analytic
hierarchy process (AHP). The hierarchical structure developed to determine the maintenance
urgency of sections is also used to determine an index which can be utilized to prioritize sections
for maintenance.
(3)
Maintenance activities selection module: It is used to develop a method which will
determine that which maintenance activities are to be carried out at which section so that the
health of the network is maximally improved within the available resources. The method should
take into account the urgency of maintenance at various sections while determining the activities.
In this work the above problem is viewed as an efficient resource allocation problem and is
formulated as a 0-1 integer-programming problem. This model requires the following as input (1)
extent of improvement in distress condition due to implementation of a given task at a given
section, (2) estimation of resource requirements for each activity for a given section, (3) the
availability of various resources, and (4) the urgency of maintenance of each section. The output
of the model is the various activities, which should be undertaken at different sections.
Findings and Conclusions
Simple models are proposed to evaluate fractured surface conditions, distorted surface conditions
and disintegrated surface conditions of highway pavements on the basis of fractured surface
area, distorted surface area, and the disintegrated surface area, respectively. A rational
approach is proposed to determine the urgency of maintenance at highway sections considering
the present and future conditions, highway class, and importance of the highway to the
community and the political importance. An optimization formulation is suggested for selecting
the most effective maintenance activities of individual sections for overall structural and functional
improvement of the roads of the given network.
1100-21
4.
Pavement Network
Rehabilitation
Optimization
for
Maintenance
and
clxiv
Methodology
The proposed research is planned to develop an optimization model, for the allocation of
resources for M&R of highway pavements and estimation of the optimal expected annual cost of
M&R activities. This approach applies a discrete-time Markovian model to predict pavement
performance with the inclusion of pavement improvement resulting from M&R actions. The
optimization can be performed using network flow algorithms, to minimize the cost of M&R
activities per annum and maximize the benefits. The network level and project level planning are
combined into single framework, which helps to integrate financial planning, program planning
and design of M&R actions. Using this approach the designer is able to select the project
candidates, optimum overlay timing and thickness and optimum maintenance treatments to keep
the pavements in pristine condition.
1200-30
5.
Methodology
Structural evaluation of some airfield pavement sections was done using Falling
Weight Deflectometer (FWD). The load transfer efficiency of the pavement slabs
was evaluated using measured deflections and its effect on PCN was studied.
Back-calculation of effective moduli of in-service pavements was performed
using measured deflections by FWD.
Findings and Conclusions
(i)
(ii)
(iii)
A methodology was proposed for PCN evaluation of rigid and asphalt overlaid rigid
pavements using Falling Weight Deflectometer.
A program AFPCN was developed for back-calculation of elastic modulus of rigid/HMA
overlaid rigid pavements and for PCN evaluation of such airfield pavements using FWD
data.
Back-calculation results of the program were validated using ANSYS. The PCN values
obtained were found to be reasonable and consistent with the structural data of the
pavement.
clxv
1300-10
6.
(iv)
To review the literature relating to the pavement performance models in general and
effect of cracking, raveling and rutting on life cycle cost of pavements
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.r.t,
pavement deterioration model, 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. Then the pavement strength parameters
and the amount of change in each surfacing distress mode during the analysis year were
computed. Various checks were done for total damaged/undamaged carriageway surface area,
and the amount of each surface area mode, surfacing distress mode and average value for the
year, change in deformation stress were determined. Calibration was done taking default values
for distress, i.e. 1, and the corresponding values for VOC and IRR were computed.
Findings and Conclusions
(i)
(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.
Considering the IRR to be maximum for R-SDBC out of all the alternatives is chosen as
the PMMS criteria, at the intervention period of 2004, 2009,2013 and 2017
By changing the cracking calibration factor of 0.5 a variation of 0.13% - 2% in the RUC is
observed for a stretch of 3 kms.
1300-30
7.
Carry out various tests on conventional bitumen and polymer modified binder
clxvi
Compare the rutting parameter of unaged samples and thin film oven residue of both
binders
Determine optimum bitumen content and polymer modified binder content for bituminous
mixes
Carryout indirect tensile tests on bituminous mixes
Carryout fatigue tests on cylindrical specimens with and without modifier
Study the effect of variation in load and temperature on the fatigue behaviour of
bituminous mixes
Develop fatigue prediction equations for bituminous concrete mixes with conventional
bitumen and modified binder
Methodology
The laboratory tests have been carried out on 60/70 grade bitumen and SBS
based polymer modified bitumen (PMB70) in the present study to achieve the
objectives mentioned hereinbefore. The Marshall mix design has been carried
out for Bituminous concrete (BC, Grading 1) to determine the optimum bitumen
content for both binders. The complex shear modulus and phase angle for the
two binders i.e. 60/70 grade bitumen and PMB 70 on unaged and TFO aged
samples have been determined by dynamic shear rheometer. This has been
done with a view to evaluate the rutting parameter (G* / Sin ). The fatigue tests
have been carried out on the Repeated Indirect Load Test Equipment. The
cylindrical specimens with both binders have been prepared separately at
optimum binder content obtained by Marshall mix design and tested to study the
effect of variation of load and temperature. The regression analysis has been
carried out using SPSS software to develop equations to predict the fatigue life
taking initial tensile strain as the independent variable.
Findings and Conclusions
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
(x)
SBS polymer modified binder is found to have a high elastic recovery of 79%.
Modified binders have better age resistance properties. The loss in weight on heating in
thin film oven is 6 times higher in case of 60/70 grade bitumen.
Modified binders show increased viscosity at a given temperature. The viscosity of 60/70
0
grade bitumen at 135 C is 3.93 poise which is approximately equal to the value of 3.97
0
poise for PMB-70 at 150 C. This shows that the mixing and laying temperatures for
0
polymer modified binder should be higher by approximately 15 C.
SBS polymer modified binder shows 150 to 370% increase in rutting resistance of the
binder.
Marshall stability of the mix increases by 27% when polymer modified binder was used.
The indirect tensile strength of the bituminous concrete mix prepared with SBS polymer
0
modified binder is 20% higher at 30 C.
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.
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.
At constant tensile stress and pavement temperature, the fatigue life of the SBS polymer
modified bituminous concrete mix increases by 95% to 360%. The magnitude of increase
in fatigue life, however, decreases with increase in tensile stress.
Overloading of vehicles upto 20% causes 30 to 40% reduction in life of the pavement.
clxvii
B.
1.
(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, 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.
clxviii
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.
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.
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
5.
6.
clxxi
Methodology
Cyclic triaxial tests were carried out to quantify asphalt mixtures in the laboratory with varied
confinement conditions. A healing model based on the continuum theory of multiple natural
configurations will be used to corroborate the laboratory investigations.
2200-20
7.
(i)
(ii)
(iii)
(iv)
Literature survey
Mixture design and volumetric analysis as per ASTM D 1559.
Static indirect tensile test and the repeated load indirect tensile fatigue as
per ASTM D 4123 on cylindrical specimens.
Ranking the mixes based on the fatigue life.
2200-20
8.
clxxii
The measurements were carried out from 80 C to 180 C. Though the viscometer can measure
o
o
the viscosity up to 300 C, measurements up to 180 C will be made considering the flash and fire
o
point limitations. Due to the fact that at temperature below 60 C, the repeatability is very poor for
o
rotational viscometers, the investigation is restricted to measuring temperature up to 80 C only.
Only the short term aging of bitumen and its influence on the viscous characteristics will be
investigated.
To characterize the apparent viscosity of unmodified and modified bitumen under un-aged and
short-term aged conditions.
(ii)
(iii)
(iv)
The flow properties of bitumen are affected by temperature and stress-strain conditions.
Bitumen behaves as a non-Newtonian at low temperatures and approaches to Newtonian
as the temperature increases. This phenomenon can be observed from the apparent
viscosity-shear rate graphs at various temperatures. The transition is gradual and the rate
of change is a function of composition and the type of bitumen. It is observed that the
parent bitumen i.e. 60/70 grade changes faster to Newtonian state than that of polymer
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 flow characteristics of bitumen are also affected by the rate of shear or stress levels.
-1
-1
As the rate of shear increases from 3.4 s (10 rpm) to 34 s (100 rpm), the structural
changes occurring in bitumen are evident from the dependency of apparent viscosity on
the rate of shear and from the thixotropic behaviour of bitumen.
The variation in the behaviour of bitumen due to the effect of temperature and the rate of
shear can be shown by the flow index which is also known as non-Newtonian constant
derived from an empirical power law equation. Test results shows that as the temperature
increases, the flow index increases and approaches unity which is an indication of the
behaviour of Newtonian fluids and 60/70 grade bitumen changes from non-Newtonian
o
o
state to Newtonian state at about 100 C whereas PMB 70 changes at about 135 C.
The above investigations reported here are some of the preliminary results related to the
characterizing the non-Newtonian behaviour of bitumen processed in India. Such kind of
investigation will help us in understanding the constitutive behaviour of bitumen, role of
modifiers and the influence of short term ageing of bitumen on its mechanical properties.
Detailed investigations are necessary at this stage on the temperature ranges of 40 to
o
80 C. Due to the limitation of the equipment available, it was not possible to study the
flow characteristics at this critical temperature range.
2200-20
9.
clxxiii
The main objective was to examine the feasibility of using C- concept of mix design.
Considering permanent deformation in bituminous mixes as major mode of failure in hot climatic
conditions of India, it was examined as the main performance parameter in the present work. The
scope of the work was to develop a co-relation between fundamental properties of bituminous
mixes with C- and permanent deformation.
Methodology
Experimental investigation was done by selecting different aggregate gradation and binders and
subsequent evaluation of their properties. C- values of bituminous mixes prepared from different
combinations of binders, gradation and binder content were determined. Permanent deformation
characteristics of bituminous mixes as well as resilient modulus were then evaluated at different
temperatures.
Findings and Conclusions
It was identified that as the percentage of coarse aggregate increases, C- of the mix increases
and also as the viscosity of binder increases, C of the mix increases. Also C-, binder content
and viscosity of the binder had been identified as the independent parameters influencing the
permanent deformation. It was found out that C- and viscosity of the binder are inversely related
and also an attempt was made to correlate MR with C- and air voids.
2200-20
10.
clxxiv
2200-40
11.
Laboratory
Concrete
Evaluation
of
Gilsonite
Modified
Bituminous
(ii)
Evaluate the Gilsonite mix modifier for its ability to show superior mix performance as
compared to conventional mix, by forming a custom-tailored interlayer between the
inorganic aggregate/filler surface and asphalt binder without dispersing into the binder
and degrading the low and intermediate temperature properties.
Consequently, carry out the cost analysis of Gilsonite modified mix and conventional mix
to establish the economy of Gilsonite modified mix.
In the present study, design of bituminous concrete (BC) is considered. The optimum content of
bitumen in conventional mix of 60/70 grade bitumen is obtained by Marshall mix design and on
this optimum content of binder the optimum content of Gilsonite is fixed from Marshall mix design.
The further performance testing on the mixes were done only by preparing samples at these
optimum binder and Gilsonite content. The economics of mixes were based on only the fatigue
life of mixes obtained from beam fatigue test.
Methodology
The methodology adopted is of lab experimentation. As actual field performance study of
pavement is a long term process, to simulate the behaviour of field in lab various accelerated
specified test were conducted in laboratory. Various relevant tests are to be carried out with this
Gilsonite modifier and results are to be compared with the conventional bituminous mix for
judging the superiority of Gilsonite modifier.
Findings and Conclusions
From the study, it was observed that(i)
(ii)
(iii)
clxxv
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
2300-20
12.
(ii)
(iii)
(iv)
(v)
It was found that the flexural tensile stresses were significantly higher for pavements with
cut-out than without cut-out. Limit state method of design was adopted for the
reinforcement to account for the flexural tensile stresses due to cut-out portion.
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.
It was observed that the modulus of aggregate interlocking is the basic index of load
transfer capacity at the joints.
In the present analysis, graphs were given for the modulus of dowel support v/s joint load
transfer efficiency for different thickness of concrete slab and modulus of subgrade
reaction. By conducting FWD test, the joint load transfer efficiency can be known;
therefore the modulus of dowel support can be back calculated.
Because of the warping stresses the slab becomes concave upward and when a vehicle
passes over such slab may cause top down cracking. It was found that if the pavement
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
C.
GEOTECHNICAL ENGINEERING
3000-10
1.
D.
5100-10
clxxviii
1.
Methodology
After formulation of the aims and objectives, primary surveys were identified. Extensive data were
acquired with respect to volume counts on the various arms of the five roundabouts, the turning
moment counts, the queue lengths, the network infrastructure and speed and delay on the
corridor along with the surroundings network. Traffic flow was captured using camera recording
techniques during the peak hour while speed and delay was done using floating car method.
Thereafter the data was analyzed to establish the supply characteristics of the network, the flow
characteristics including the peak, peak flows, tuning moments, the delays, queues, and the
speed-flow relationships. Apart from this, the land-use and built-up plans were also collected from
past studies and verified on ground. According to the flow-characteristics, the appropriate
management strategies were adopted and evaluated.
Findings and Conclusions
(i)
(ii)
The major issues emerging out of the study were low reserve capacities at some of the
weaving sections, high proportion of weaving traffic at some of the weaving sections, and
high proportion of bus traffic coupled with insufficient weaving widths and exit angles add
to the problems.
Underutilized parallel network can help relieve the traffic problems within the given
corridor.
5100-20
2.
The conflicts and delay experienced by vehicles, is probably the most desirable
criteria, based on which, the performance of uncontrolled intersections can be
evaluated. Collection of data on these aspects involves close observation of
clxxix
individual vehicles passing through the intersection from a point on the approach,
where the influence of the intersection does not exist, to a point beyond the exit
of the intersection where the influence of intersection has totally dissipated.
Collection of such data is extremely difficult; and time consuming. However, the
availability of high-speed computers has facilitated the use of powerful
techniques, such as calibrated simulation models with field observed data to
study the traffic characteristics, including conflicts and delay. By computer
simulation, the traffic flow through intersections can be precisely modeled;
closely representing the field conditions, and the conflicts and delay caused to
individual vehicles can be obtained as the output components of the simulation
process. In this study, an attempt has been made to simulate the traffic flow at
urban uncontrolled intersections under heterogeneous traffic environment in
order to estimate the conflicts and delay caused to vehicles under various traffic
flow situations and introducing stop-control at this uncontrolled intersection to
reduce conflicts. The objectives of the study are as follows:
(ii)
(iii)
clxxx
(iv)
(v)
(vi)
3.
To study the saturation flow characteristics of heterogeneous traffic with mixed streams
at signalized intersections using field observed data.
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.
To validate the model using field observed traffic data.
To apply the validated model to study the saturation flow of heterogeneous traffic with
various roadway and traffic conditions to obtain guideline values of saturation flow of
heterogeneous traffic with stream mix.
Methodology
The project work aims at study of stream mix in the saturation flow rate of
heterogeneous traffic at signalized intersection.
(i)
(ii)
(iii)
(iv)
clxxxi
(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.
The model is then applied to measure saturation flow rate for various
roadways and traffic situations to finally arrive at a set of guideline values
of saturation flow, which will serve as an important input for optimal design
of traffic signals.
5100-20
4.
Study and analyze the characteristics of the GPS data, including travel times, bus stop
dwell times, intersection delays and link speeds.
Select reasonable input variables for a bus travel time prediction model.
Develop Multiple Linear Regression model(s) to predict the bus travel times using GPS
data.
Apply and evaluate the above model on a bus route in Chennai as a case study.
Methodology
Type of Study - Field
Extensive GPS data were collected on MTC Bus Route No. 21G (Parrys Tambaram) in Chennai
city. Data was collected on three probe buses. Data was extracted in the required format from the
raw GPS data. Multiple Linear Regression (MLR) models were developed to predict the travel
times to bus stops. Models were evaluated using a separate validation data set. Mean Absolute
Percentage Error (MAPE) was used as a measure of closeness between the observed and
predicted values.
clxxxii
(ii)
(iii)
(iv)
(v)
(vi)
Preliminary data analysis revealed that similar traffic conditions prevail over the route
during the peak hours on all weekdays. Thus, Multiple Linear Regression (MLR) models
which do well in such recurrent traffic conditions were developed. Of the nine MLR
models developed, five models had R-Square values of more than 0.89, indicating good
fits.
Variables like Remaining Number of Bus Stops (BSij) and Intersection Delay (IDij) were
found to be statistically insignificant.
The success rate of the model is high, with the best model having a low Mean Absolute
Percentage Error of 9.0.
It was observed from the model equation that variables like distance remaining (in terms
of six lane, four lane and two lane) from the current bus stop to the target bus stop and
bus stop dwell times significantly affect the bus travel time.
It was also noted that when the distance was classified in terms of number of lanes, the
MAPE reduced from 13.0 to 9.0.
The use of data from probe buses helped improve the performance of the models.
5100-20
5.
(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, the prediction was performed using the Kalman Filtering Technique. The Kalman
filtering process is a recursive solution technique. Recursive estimation is computationally very
quick and thus suited to real-time applications. The Kalman technique was applied with the state
variable of interest as the link travel time. Global positioning devices (GPS) offer the promise for
collecting traffic data in an inexpensive and non-intrusive fashion, and requires less manpower.
Hence, GPS devices were selected for data collection in the study. Bus trips were used as probe
vehicles on the study Corridor.
The study corridor was of 14.5 Km stretch (I. T. corridor, Chennai.) was divided into average link
length of 0.5 km each. The originating point of the stretch was from Madhya kailash junction and
it was destined upto Kumaran Nagar. A total number of 35 trips were made. The Kalman filter
clxxxiii
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 . For each link the total link
travel time i.e., (the time taken for the bus to complete the link) and the stopped time (the time for
which the bus was totally stopped and the time for which the bus moved at a speed less than 4.5
kmph (3 miles per hr.) or less was considered as a stop. This speed was taken from the
literature and was also considered to be suited based on the physical difficulties observed in the
field in observing the speedometer when the bus traveled at lower speeds. The travel time data
for each link for each of the trip was obtained from field. For each trip considered on a given day,
data on the total link travel times, the link running time and the stopped times for all the links were
calculated. The relative allocation of apriroi and measurement data sets were made with different
combinations like continuous and discrete apriori sets.
The apriori and the measurement models were built and from the parameters obtained from these
were given as input for the Kalman model. Two separate Kalman models were developed for the
link travel time as well as the link running time. Models with the logarithmic of link travel time as
state variable were also developed. The performance indices such as Root Mean Squared Error
(RMSE) and the Mean Absolute Relative Errors (MARE) were computed to know the
performance of the models.
6.
To evaluate the nature and magnitude of travel demand generated by the District
Center.
To study the impact generated by the District Center on the transportation network.
Methodology
The methodology adopted for the study involved a comprehensive literature study, which included
past studies, reconnaissance survey of existing uses, understanding of non-conforming land
uses, proposed development and the likely employment generated by District Center and
identification of impact parameters. An extensive collection of both primary data and secondary
data followed, which included surveys like origin destination studies, classified volume count,
speed and delay studies, turning movement counts etc for the existing District Center of
Janakpuri, and also on the network surrounding the proposed location of the District Center at
Saket, and collection of data such as socio-economic data of catchments area, floor area
allotment for each activity and their parking requirements and supply, time series data on OD,
volume counts and vehicle registration. The next stage involved analysis of data with respect to
clxxxiv
present scenario for the existing District Center of Janakpuri, and scenario with the proposed
district center. A trip attraction model was developed for the proposed District Center. To assess
likely demand generated by proposed District Center Impact analysis for alternative scenarios, for
the proposed district center was carried out in terms of influence area, LOS and traffic intensities
and evaluation of these alternatives was done through costing of proposals.
Findings and Conclusions
The study of the existing District Center of Janakpuri shows that (i)
The impact of the existing District Center is up to radius of 7.5 km.The level of service on
the affected roads drops by 14% to 20%.
(ii)
Junction flow in the affected roads drops in the range of 24% to 33%.
(iii)
An investment of Rs. 2290 lakhs is required to be incurred in order to mitigate the various
traffic impact caused by the proposed district center on its surrounding network.
5100-20
7.
Methodology
A detailed literature review of the definitions, cross pedestrian facilities, norms and standards,
techniques for pedestrian gap acceptance and past studies on the subject was carried out.
Pedestrian crossings in front of AGCR (Vikas Marg) and Dilli Haat (Aurobindo Marg) were chosen
as study areas. Data on pedestrian flow rate, vehicular flow rate, vehicle gap, pedestrian gap
acceptance patterns and platoon behavior was collected through field survey by video filming.
Linear regression technique was used for modeling pedestrian delay. Finally based on traffic and
pedestrian flows standards for surface pedestrian crossing were proposed.
Findings and Conclusions
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. Hence the norms of IRC needs
revision.
(ii) Delay to the pedestrians is a function of pedestrian flow and volume.
(iii) The calibrated equation for delay, pedestrian and vehicular flow is
Y (delay) = 1.6217p + 0.433v
(iv) The separate calibrated equations for delay as a function of pedestrian flow and vehicular
volume respectively are
Y (delay) = 3.0437V + 3.5573
5100-20
clxxxv
8.
To assess the deficiencies in the existing traffic and network characteristics in influence
area of case study link.
To evaluate the effect of limited improvement and addition of missing links in existing
transport system.
To examine the viability of the proposed missing links connecting NH- 24 and Lodi Road.
Methodology
The stages in the study involved identification of the surveys to be conducted to assess the
nature and magnitude of traffic problems after the development of the missing link. Primary
surveys such as O/D studies and classified Volume Count were conducted, and secondary data
like detailed road network development proposals by various organizations were collected. Data
analysis was done with respect to present scenario and future scenario (with and without the
proposed link) traffic impact assessment on the surrounding network was done in terms of impact
on capacity, LOS, junctions in impact area, vehicle km, speed etc. Vehicle operation cost was
also calculated. Finally traffic forecast and assignment of existing and future traffic was done on
the network.
Findings and Conclusions
Based on findings of the study following proposals were made for missing links
(i)
Extension of NH 24 to join Mathura Road near Humayuns tomb.
(ii)
A link from Prembari Pul in Pitampuira to outer Ring Road along western Yamuna Canal.
And extension of a road between Nehru Place and Hotel Park Royal upto Lotas Temple
towards East of Kailash.
(iii)
An alternative alignment for Rohtak Road in Karol Bagh by extending Arya Samaj Road
through Anand Prabat to connect the existing roads leading to Patel Road and Shivaji
Marg.
(iv)
More bridges over Yamuna at Geeta colony and Mayur Vihar and across drains passing
through Lajpat Nagar, Defence Colony, Sarai Kale Khan and Lodhi Road.
5100-30
9.
clxxxvi
incorporate the various sources of dynamics. Thirdly, to develop models to explain the dynamics
in two main contexts: mode choice and trip generation.
Scope of the work is limited to the development of the models with regard to two main travel
dimensions: Mode choice and trip production for work trips of workers in the Chennai city.
Methodology
Develop survey questionnaire to conduct household travel survey to collect richer time varying data
Data collection
Identify various sources of dynamics
Develop framework to include dynamics in mode choice and trip generation
Validate the models
5100-30
10.
clxxxvii
heterogeneity is taken into consideration. The toll rates for car and bus users are estimated by
charging 25% of user benefits to respective users.
5100-30
11.
5100-30
12.
clxxxviii
(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 study mode choice attributes of user through SP surveys.
To develop travel choice model for the case study corridors.
To validate the travel choice model using RP survey data and carry out sensitivity
analysis.
Methodology
The steps for this study can be grouped into eight broad stages. Extensive literature review on
SP/RP methods, mode choice behavior models and SP experiments was carried out. Followed by
data collection, which included primary surveys, which was done in two parts, in the first stage a
pilot survey to establish the significance, variation in user response, and selection of attributes
was carried out, and followed by the main survey. Partial factorial design was carried out.
Secondary data was also collected about metro network, metro rider-ship details, existing
development and proposals. The data collected was analyzed to establish metro corridor
characteristics and user characteristics. Mode choice models were developed for Dwarka subcity extension corridor and Delhi Noida corridor. This was followed by modeling choice
probabilities for MRTS using binary logistic regression. Model validation and sensitivity analysis
was carried out.
Findings and Conclusions
(i)
(ii)
(iii)
(iv)
(v)
Travel cost and in-vehicle time are most important attributes emerging from stated
preference experimental design results.
Multinomial and Binary Logit models are the common state of practice for mode choice
modeling in India and abroad, particularly in case of new transport mode.
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.
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.
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.
(iii)
To understand the role of neural network approach in trip generation stage of UTPS four
stage modeling through literature review.
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.
To develop suitable ANN model for work and Education trip using household data of
Bangalore Metropolitan and examine its utility as operational model.
Scope
clxxxix
(i)
(ii)
(iii)
The study was based on the secondary data collected for Bangalore Metropolitan Area
and limited literature available.
The study was limited to the development of trip Generation Models for work and
education trips only.
For comparison with conventional models, the study was restricted to comparing the
findings of ANN models with that of MLR models.
Methodology
At the beginning of study the concept, advantages and utilities of Artificial Neural Network were
made. Modeling for Artificial Neural Network was done with a case study of Hyderabad Urban
Area. As a part of literature study, comparison of alternative trip generation models for hurricane
evacuation were carried out. The secondary data of household travel survey was collected for
Bangalore Metropolitan area. Trip generation models were developed for work and Education
trips. Finally ANN models were developed and compared with the various MLR models.
Findings and Conclusions
(i)
(ii)
(iii)
ANN model has the capability to choose the appropriate functions, that may necessarily
not be linear in nature. As such they can incorporate both linear as well as non-linear
functions with equal ease.
ANN models using Multiple Perceptron with back propagation function, have the inbuilt
capability of iterations, thus ensuring that the models comes out with the best solution for
any problem.
ANN based trip generation models offers more potential to capture variables to ensure
high degree of accuracy.
5100-30
14.
To study the typology of Metro Station and appreciate existing parking facilities at Metro
Station.
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.
To assess future parking demand at selected metro stations.
To develop the parking facilities (norms and policies) for metro stations, physical and
operational details.
Scope
The scope of the study was limited to defined typologies of metro stations on basis of socioeconomic and land use parameters of adjacent areas. Primary surveys at selected stations were
conducted, and secondary data was collected with respect of ridership, parking supply and metro
stations.
cxc
Methodology
Literature review was carried out to study the concept related to metro station parking. The next
stage was identification of case study area and collection of primary and secondary data. From
the data collected, the user characteristics, station characteristics and parking demand and
supply were analyzed. Regression for modeling parking demand, was developed. Parking norms
and parking policies were formulated on conclusive outcomes.
Findings and Conclusions
(i)
(ii)
(iii)
(iv)
5100-30
15.
Scope
The scope of study aims at collecting necessary secondary data with regard to air transport
system, airlines and conducting necessary primary surveys in form of passenger opinion surveys.
The scope of study includes the domestic passenger terminal.
Methodology
The study frames out the broad objectives and data requirements from the past studies and the
literature review. The data was collected through primary survey at the terminal 1A, 1B and 1C
(arrival block). The secondary data has been collected from the Airport Authority of India and
Architecture and Planning Department in the Delhi Airport. The impact has been studied at the
existing terminal in the form of handling capacity of terminal and area. The various variables such
as service time, queue length and dwell time at each activity of the terminal act as input
parameters to the capacity and area calculations, the impact on users behavior has been
quantified in terms of frequency of travel, purpose of travel, mode of access/dispersal etc. The
demand of air traffic is projected for the horizon year using econometric model. The demand
scenarios have been developed on the basis of different GDP projection, the passenger traffic at
terminal varying accordingly. The impact on terminal for the horizon year demand is then studied
and the evaluation is done in terms of shortage of area and infrastructure facilities.
cxci
(vi)
(vii)
The terminal 1B was saturated in 2002 with annual passenger traffic of 14.5 lakhs as
against the handling capacity of 13.3 lakhs.
The terminal 1A is handling 20.5 lakhs passenger in 2004-2005 which is 92% utilized of
its capacity of handling 22.2 lakhs persons annually.
The terminal 1C is still under the threshold handling capacity of 39.2 passengers. It is
presently handling 31.7 lakhs passengers annually, hence is 80% utilized.
Two runways are minimum required.
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, apron and new terminal complexes.
For 2025, the area required for the terminal is almost double the present area of terminal
building. The peak hour passengers would be 1200, 1900 and 1700 for t1A, t1B and t1C
(arrival block).
5100-30
16.
(v)
To appreciate the existing practice of city planning in the country and identify issues
related to transport infrastructure provisions in city plans.
To review global literature relating to urban form and structure and land use transport
interrelationships.
To analyze the urban structure, transport supply and travel patterns of case studies in
India across city typology.
To develop simplified models, establishing relationship between Urban Structure-Travel
Pattern-Transport Supply for case studies and analyze its sensitivity with respect to urban
structure parameters.
To propose guidelines for rapid assessment of travel demand and transport supply for
various city typologies based on urban structure parameters.
The scope of the work is based on secondary data collected for 40 cities, upto 45 lakhs
population in the country from various reports and published papers.
Methodology
Urban form/structure determinants and travel characteristics were identified from in depth
literature review and the impact of urban form and structure on travel patterns reviewed and is
higher in linear cities was seen. In third stage determinants like urban form/structure, travel
pattern indicators and transport supply indicators were compiled and collected for 40 cites below
45 lakh population size. Urban structure analysis of case studies using indicators such as urban
radius, coefficient of dispersion was carried out. Various models were developed, to determine
urban structure and travel patterns relationship, and to estimate corridor volume for given urban
structure. The best fitted models were identified for estimation. Afterwards validation of these
cxcii
models and their application to NURM cities for policy planning was carried out. Finally in the last
stage sensitivity analysis was done to evolve planning guidelines.
Findings and Conclusions
(i) Urban radius, a measure of sprawl, increases with the increase in city size.
(ii) Linear monocentric cities have urban radii varying from 1.2 km to 4.9 km while in case of
linear polycentric it is 3.7 km to 16.5 km.
(iii) Circular monocentric cities have urban radii varying 1.6 km to 8.2 km while in case of
circular polycentric it is 5 km to 13.5 km. Thus circular monocentric cities have greater
tendency to sprawl in comparison to linear cities.
(iv) In circular polycentric cities, employment is more dispersed than population
(v) Location association factor is minimum in linear monocentric cities and gradually
increases for other structures; maximum is in circular polycentric cities, signifying higher
association between population and jobs.
(vi) Among all the urban structure indicators, urban radius comes out to be the most
significant parameter for estimation of travel demand.
5100-30
17.
in
Bus
Terminal
It as observed that facilities which were available in the terminal complex were not
utilized properly leading to loss of passenger value of time and cost.
(ii)
Features like passenger enquiry system at departure block, announcement system,
and public address system need to be introduced to save the value of time and cost of
passenger.
(iii)
It was proposed that buses should spend minimum time in the terminal including
minimum time at exit point.
cxciii
(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.
5100-30
18.
5100-40
19.
20.
To conduct field tests on select vehicles under varying conditions and measure tail-pipe
emissions.
To analyze the collected data and evaluate the influence of various parameters on
emissions, with particular focus on lane-following/lane-less movement.
To develop models that will relate tail-pipe emissions with traffic variables.
The scope of the present work is limited to measuring on-road tail-pipe emissions (CO, HC and
NO) using a portable gas analyzer for three types vehicles. These include petrol-driven twowheelers, three-wheelers and four-wheelers of different ages. The case studies are conducted on
four road sections of one to three km lengths in Chennai city.
Methodology
The crux of the methodology is on field measurements of tailpipe emissions of selected vehicles
while they traverse a mid-block section under varying conditions. The data required for the study
includes pollutant concentrations, instantaneous speeds and fuel consumption during each test
run. A Gas Analyser with exhaust probe attached to the tail pipe of the vehicle measures the
pollutant concentration and an optical sensor with data logger assembly measures instantaneous
speeds. These are measured for the study vehicles (two-wheelers, three-wheelers and fourwheelers of different ages). The test vehicles are run on the different study stretches of varying
distances, with the instruments fitted. Each pass is taken as one test run. Fifteen to thirty runs are
made for each of the vehicles in each of the cases of lane following and lane-less movement.
Data were obtained in the form of pollutant concentrations for emissions and RPM of the wheel
for instantaneous speed. The pollutant concentrations are converted into total emissions for each
run. Thus, the total pollutants and speed data for test runs for different conditions are obtained.
From this, the percentage reduction in emissions for lane following conditions vis--vis lane-less
movement is evaluated. Further, the interest here is also to model the relationships of vehicular
emissions to vehicular speed, fuel consumed, accelerations and decelerations, distance travelled,
and number of lane changes. For this, regression models for each category of vehicles are
developed.
Findings and Conclusions
cxcv
Lane-less flow conditions generally produce higher levels of tail-pipe emissions of CO, HC and
NO. The data collected in this study indicate reductions of upto 72% HC, 58% CO and 70% NO,
based on average values per run along the test stretch.
5200-10
21.
The methodology proposed for the present study includes the following phases;
Review of Literature: An exhaustive review of literature on road safety studies
carried out in India and abroad, to understand the state of art and lacuna. This
phase will continue until the end of the present study, so as to include and
update even the latest of research in the area.
Collection of data: The analysis to understand the relationship between road
accident and various contributing factors requires reliable data from field. It is
intended to collect the required data in the initial stages of the study. The data
collected shall include traffic, volume, speed, road geometrics, roadside activity
etc.
Analysis of the data: The data collected in the study will be analysed in detail,
employing advanced analysis techniques like simulation, fuzzy logic and learning
systems. The analysis is expected to suggest the best-suited analysis approach
to the problem.
Discussion of results and drawing of conclusions: The proposed analysis is
expected to yield road accident models that will explain the underlying
relationship between occurrence of road accidents and the contributing
factors. Discussion of the results is expected to yield valuable conclusions that
cxcvi
will help to identify the predominant causative factors of road accidents on rural
highways and to suggest improvement measures.
5200-20
22.
Evaluation of Effects
Heterogeneous Traffic
of
Carriageway
Obstructions
on
The scope of this study covers only fixed obstructions on the carriageway edges,
in mid-block sections of selected four-lane divided roads in Chennai city. Three
mid-block sections, with obstructions on their carriageways were studied. The
study covered only the effect of single obstruction on the traffic, obstructions in
series have not been dealt with. This study deals with finding the effect of the
obstructions, which are present on the carriageway, on traffic in terms of capacity
reductions, speed reductions and variations in headways. Thus, variations in
capacity, mean speeds, speeds of vehicles of different classes of vehicles,
headways are determined due to the obstruction present on the edge of the
carriageway.
To identify the types and nature of obstructions present on the carriageway edges,
considering Chennai as a case study.
To study the speed and flow variations due to the obstructions on the carriageway edges.
To study the speed variations in the traffic stream between different categories of
vehicles.
To study the effect of these obstructions on longitudinal gaps (i.e., headways) between
the vehicles.
To draw conclusions on the adverse influence of these obstructions on traffic flow.
Methodology
Data Collection
Reconnaissance survey
cxcvii
cxcviii
ACKNOWLEDGEMENTS
The Highway Research Board of the Indian Roads Congress expresses thanks to Dr. P.
K. Nanda, Director, Central Road Research Institute, New Delhi for the preparation of the General
Report on Road Research work done in India during 2005-2006. The report was prepared,
compiled and edited by Shri M. K. Meena and Ms. Anita Arora, Scientists under the overall
supervision of Shri T. K. Amla, Head, Information Liason & Training Division, CRRI and was
reviewed by the scientists of the various R & D Divisions of CRRI. The useful suggestions
received from the scientists of R & D Divisions in compilation and editing of the report are
gratefully acknowledged. The Board also expresses its gratitude to the various research
organizations and Institutes for providing research progress reports.
cxcix
LIST OF ORGANISATIONS
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