Highway Research Record Number 33

HIGHWAY
RESEARCH
RECORD
NUMBER 33
General Report on
Road Research Work Done
In India during 2005-2006
_______________________________________________________
IRC HIGHWAY RESEARCH BOARD
CONTENTS
INTRODUCTION
EXECUTIVE SUMMARY
I.
HIGHWAY PLANNING, MANAGEMENT,

PERFORMANCE EVALUATION AND
INSTRUMENTATION
1.
HIGHWAY PLANNING AND MANAGEMENT

Summary
A.
COMPLETED PROJECTS
1. Development of Hill Highway between Thiruvananthapuram and Kasaragod
Districts
2. Traffic Studies for Preparation of Master Plan for the Development of Ponani Port
in Kerala
B.
ON GOING PROJECTS
1. National Data Centre for Managing Data for Planning, Design and Management
of Roads (CSIR Network Project)
C.
NEW PROJECTS
1. Development of GIS Based National Highway Information System
2. Preparation of Computerized Inventory of Roads for Kothamangalam and
Koovappady Block Panchayaths in Ernakulam District (Kerala)
3. Evaluation of Traffic Management Measures in Urban Centers using GIS
Technique A Case Study of Kottayam Town in Kerala
4. Road Network Planning Approaches for Location of Urban Amenities in Rural
Area in Laksar Block of Haridwar District
5. Feasibility Study for the Construction of Elevated Road on New Rohtak Road
from Rani Jhansi Road to Zakhira Flyover in Delhi
6. Third Party Acceptance and Testing of Road Information System (RIS) Software
7. Traffic Census for Roads of Uttar Pradesh 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.
INSTRUMENTATION AND MICRO-PROCESSOR APPLICATION

Summary
A.
COMPLETED PROJECTS
1. Design and Fabrication of Road Condition Evaluation Equipment for A.P. Govt.
B.
ON GOING PROJECTS
1. Development of Electronic Toll Collection (ETC) system for Traffic Management
using RFID (Radio Frequency IDentification) Tags and Dedicated Short Range
Communication (DSRC) Technology
2. Design and Development of a System for Automated Measurement of Deflection
Basin under Truck Dual Tire Assembly
3. Design and Development of Roller Mounted Nuclear Density Gauge for
Continuous Measurement of Density at the time of Construction of Pavement
Layers
iv
II.
PAVEMENT ENGINEERING AND PAVING MATERIALS
1.
SOIL STABILISATION, LOW GRADE MATERIALS AND

LOW VOLUME ROADS
Summary
A.
ON GOING PROJECTS
1. Use of Ash Generated from Surat Lignite Power Plant for Different Types of
Clayey Soil for Construction of Roads
2. Demonstration of CRRI Technology for Construction of a Demonstration Test
Stretch Road Using Marble Slurry Dust (MSD) in District Rajsamand, Rajasthan
B.
NEW PROJECTS
1. Ground Stabilization Techniques for Road Construction in Clayey Soils of
Kuttanadu Region
2.
FLEXIBLE PAVEMENT
Summary
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,
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.
Studies for Aerodynamic Stability of Cable Stayed Bridge Decks (B-25)

Study on Hard Topping for Distressed CC Riding Coats of Concrete Pavements
Study on High Volume Fly Ash Concrete for Rigid Pavements
Creating Data Base on Bridge Information System for the State of Tamil Nadu
Dynamic Response of Prestressed Concrete Bridges
Creation of National Test Facility, Formulation of Guidelines, Specifications,
Manual of Practice for Design and Execution of Expansion Joints
7. Determination of Scour Depth (for general Bed, within Channel Contractions and
at Bridge Piers) in Boulder-Bed Rivers under High Stream Velocities (B-33)
8. Distress Diagnostics, Performance Evaluation and Bridge Management System
for Concrete Bridges. (A collaborative project with DST, New Delhi)
9. Creation of National Test Facility, Formulation of Guidelines, Specifications,
Manual of Practice for Design and Execution of Expansion Joints
C.
NEW PROJECTS
1. GIS application for Data Management of Bridges A Pilot Study
V.
1.
TRAFFIC AND TRANSPORTATION

PLANNING AND MANAGEMENT
Summary
A.
COMPLETED PROJECTS
1.
2.
3.
4.
Congestion and Parking Problems of Selected Locations in Delhi

Study of Impact of New High Rise Buildings on Road Traffic at Tardeo, Mumbai
Estimation of Fuel Loss during Idling of Vehicles at Signalized Intersections
Estimation of Fuel Loss on Chelmsford Road, opposite New Delhi Railway
Station (Paharganj Side)
5. Economic Analysis of the Upgrade and Improvement for Kawrthah Kanhmun
Lowerpu Road in Mizoram
B.
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.
SAFETY AND ENVIRONMENT

Summary
A.
COMPLETED PROJECTS
1.
2.
3.
4.
Road Safety in Metropolitan City, Ahmedabad

Road Safety Measures on Vadodara-Dabhoi Road Passing Through SH-11
Road Safety Audit for Selected Stretch in Inner Ring Road, Chennai
Safe Road to School An Action Plan for Promoting Road Safety among School
Children
5. Consulting Services for Road Safety Audit of Western Transport Corridor and
East-West Corridor Package A
B.
ON GOING/ PROJECTS
1. Further Studies on Accident Costing (IMRA T-7)
2. A Comparative Study of Accident Risk Index (ARI) for Various Districts of Gujarat
State
3. Study of Two-Wheeler Accidents in Ahmedabad and Baroda City
4. Comparative Study of Accidents on N.H. 8 Passing from Baroda to Ahmedabad
Districts
5. Environmental Impact Assessment (EIA) studies for Badarpur - Faridabad and
Mundka- Bahadurgarh corridors of Delhi Metro
6. Environmental Impact of Road Transport (CSIR Network Project)
C.
NEW PROJECTS
1. Road Accident Modelling for Highway Development and Management in
Developing Countries
2. Study of Helmet Preference in Thiruvananthapuram and Cochin Cities
3. Use of Seat Belt by Car Users in Thiruvananthapuram and Cochin City
4. Overtaking Behaviour of Motor Vehicles in Urban Areas
5. A Study of Spot Speed in City and Rural Sections of Highways
viii
VI.
RESEARCH WORK DONE IN ACADEMIC INSTITUTIONS

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

Functional Accessibility Approach
2. Quantification of Benefits due to Pavement Preventive Maintenance Strategies
3. Road Condition Evaluation, Prioritization, and Optimal Resource Allocation for
Highway Maintenance at Network Level
4. Pavement Network Optimization for Maintenance and Rehabilitation
5. Structural Evaluation of Airfield Pavements
6. Effect of Varying Calibration Factor on IRR, VOC
7. Laboratory Performance Evaluation of SBS Polymer Modified Bituminous
Concrete Mixes
B.

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
C.
An Investigation on Bitumen Modified with Shredded Bi-Cycle Tires

Viscometric Studies of Straight Run Bitumen
Studies on Fatigue Behavior of Polymer Modified Bituminous Concrete Mixes
Utilization of Polymer Waste in Construction Industries (Road Construction)
Constitutive Modeling of Pavement Materials
Characterization of Healing of Asphalt Mixtures
Studies on Effect of Aggregate Gradation on Fatigue Behavior of Bituminous
Concrete Mixes
Characterization of Apparent Viscosity of Bitumen Processed in India
Evaluation of Rutting Characteristics of Bituminous Mixes using C - Concept
Experimental and Numerical Study on Mechanical Behavior of Asphalt Mix
Laboratory Evaluation of Gilsonite Modified Bituminous Concrete
Finite Element Analysis of Concrete Pavements with Cut-outs
1. Investigation of Seepage Flow for Multilayered Soil Using Finite Element Analysis
D.

1. Traffic Management on an Arterial Road Section Having Multiple Roundabouts
2. Study of the Impact of Introducing Stop-Control at Uncontrolled Intersections
Using Computer Simulation
3. Study of the Effect of Stream Mix on Saturation Flow Rate of Heterogeneous
Traffic Using Computer Simulation
4. Bus Travel Time Prediction Using Global Positioning Systems (GPS) Data
5. Travel Time Prediction for Arterial Corridors Using GPS Technologies
6. Impact of Proposed District Center on the Transport Network Case Study: Saket
7. Planning for Cross Pedestrian Movement
8. Impact of Missing Links on Urban Road Network
9. Modelling Transportation Demand for Urban Infrastructure Planning
10. Modelling Users Willingness to Pay for Different Attributes of an Improved
Transportation System
ix
11. Optimizing Generalized Cost of Travel: An Approach for Improvement Planning

of Rural Bus Service
12. Application of Stated Preference Technique for Travel Choice Modeling
13. Development of Trip Generation Model using Artificial Neural Network
14. Planning of Parking Facilities for Metro Station (Case Study- Delhi Metro)
15. Impact of Open Sky Policy on Airport Terminal Infrastructure
16. Urban Structure and Transport Interrelationship in Indian Cities
17. Role of Intelligent Transport System in Bus Terminal Management ISBT,
Kashmere Gate
18. Simulation of Head - On Queues: Case of Rail-Highway Grade Crossing
19. Development of Demand Model for Long-Haul Rail Travel
20. Modelling Vehicular Emissions under Heterogeneous Flow
21. Road Safety Studies on Rural Highways
22. Evaluation of Effects of Carriageway Obstructions on Heterogeneous Traffic
LIST OF ORGANISATIONS
APPENDIX:
Proforma Sheet for Reporting R&D Work for the General Report
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.
Highway Planning, Management, Performance Evaluation and

Instrumentation
Pavement Engineering and Paving Materials
Geotechnical Engineering
Bridge Engineering
Traffic & Transportation Engineering
I.
Highway Planning,
Instrumentation
Management,
1.1
Highway Planning & Management
Performance
Evaluation
&
A study on development of hill highway between Thiruvananthapuram and

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

rehabilitation strategies using HDM-4. In addition, preparation of
computerized inventory of roads for Kothamangalam and Koovappady
Block Panchayaths in Ernakulam District (Kerala) revealed that developed
database related to road details along with settlement level data can be
used for the preparation of Road Development Plan required for PMGSY,
Bharath Nirman or NABARD funded road development schemes.
A case study on GIS techniques for traffic management measures
revealed that an integration of modeling framework and GIS has been
used as a scientific tool for the evaluation of existing traffic scenario and
for recommending TSM actions through analysis. Planning TSM actions in
light of the user preferences is a new initiative in the planning of a road
network that has been attempted in this current study.
Network analysis tool in ARC GIS (V 9.1) has been effectively used in
planning the mobility patronage and for recommending short-term
measures in a medium sized town. In the project, study on third
party Acceptance and Testing of RIS Software, the objective is application
and functional testing of the RIS software modules and its detailed data
parameters in conjunction with detailed design document. The study
shows that RIS application is web based application which will be useful
for decision making process for planning, design and management of
roads. The identified defects in the RIS applications will be very much
useful to improve the software application. Some of the new projects on
feasibility study for the construction of elevated road, traffic data counts
and base line data collection and analysis and road network approaches
for location of urban amenities in rural areas have been reported in the
area.
1.2
Pavement Evaluation
Research work reported in this area relates to projects on pavement
failure investigations, covering structural and functional evaluation of
pavements and laboratory evaluation of road construction materials.
Completed projects include evaluation of New Mangalore Port Trust
(NMPT) road network and needed rehabilitation measures; impact
assessment of rehabilitation works on overloading, vehicles speed, travel
time and roughness (in terms of IRI) for some state highways of Uttar
Pradesh (U.P) and evaluation and improvement measures for selected
roads of New Delhi Municipal Corporation.
The savings in vehicle operating costs (VOCs) accrued by various types of
vehicles was determined which directly brought out the impact of
rehabilitation / improvement works. Evaluation of some selected roads in
NDMC area was carried out for recommending the maintenance and
xiii
rehabilitation measures. Based on the total surface distressed area and

prevailing level of roughness, two options had been suggested for
improvement of NDMC roads, which consist of modern technologies such
as Microsurfacing, Recycling and Conventional technologies such as Hot
Bituminous Mixes.
New projects taken up include impact of digging by public utility
departments on urban roads; and investigations to determine the likely
causes for development of slippage and cracking on NOIDA-Greater
NOIDA expressway and needed remedial measures. Study on impact of
digging by Public utility departments on urban roads was taken up to
assess the impact of digging on roads on the structural and functional
deterioration, safety, congestion, delays and user costs. The study
identifies the problems associated with pavement utility cuts and would
recommend potential solutions based on policies and technologies. Field
and laboratory investigations were undertaken on NOIDA-Greater NOIDA
expressway to evaluate the structural and functional conditions of the
expressway pavement for determining the likely causes responsible for
development of pavement surface distress.
1.3
Pavement Performance
Research works reported in this sub-section mainly comprise studies on
performance of bituminous mixes with crumb rubber, natural rubber and
SBS, SBR polymer modified binders; Recron 3S polyester fiber and waste
plastics; performance of flexible pavements with regular and modified sub
bases; asset management study; instrumentation and testing of
demonstration stretches for concrete rural roads and suitability of locally
available materials for road construction.
Projects which have been completed consist of Bituminous bound
macadam (BBM) for strengthening of existing pavements on National
Highways and use of laterite stones in WBM construction. It is observed
that performance of test track having BBM layer is excellent and this
treatment is time saving as compared to Built up Spray Grout (BUSG).
The laterite stone has sufficient mechanical strength and toughness to
withstand low and medium traffic of MDRs, besides cost savings of the
order of 25-30 %.
On-going projects include performance study on proposed flexible
pavements with regular and modified sub bases and evaluation of Recron
3S polyester fiber for use in bituminous mixes. New projects initiated and
some of which are in advanced stage of progress consist of investigations
on field performance of bituminous mixes with modified binders,
instrumentation and testing of demonstration stretches for concrete rural
roads, use of yellow stone in road construction, suitability of locally
xiv
available materials for road construction and asset management study of

Ahmedabad-Mehsana Toll Road.
Basic properties of different binders will be studied in the laboratory and
comparative analysis of various properties of modified binders will be
brought out to study the field performance of bituminous mixes with
modified binders. Stretches of concrete pavements shall be laid with
different types of concrete viz. conventional concrete, concrete with 30 %
flyash and high volume flyash concrete. Strain and temperature gauges
shall be embedded in concrete at the time of casting at different locations
i.e. edges, corners and centre of slab to generate data on performance of
concrete slabs of different thicknesses for rural concrete roads. Study on
asset management was taken up to study the adequacy or otherwise of
the maintenance provisions / inputs planned in the concession agreement
for maintaining the assets under BOT scheme and to recommend
modifications in maintenance requirements in case the provisions
stipulated in the concession agreements fall short of requirements to attain
the specified serviceability level at the end of the concession agreement.
Data collected for the study is being analyzed through HDM-4 software.
Findings emerging out of the study would be used in checking the
adequacy of maintenance provisions / inputs planned in the concession
agreement for maintaining the assets as per pre-determined requirements
stipulated in the contract agreement.
1.4
Instrumentation
A completed project in the area of instrumentation, a Road Condition
Evaluation Equipment has been designed, and fabricated for A.P.
Government. The Axle Mounted Roughness Measuring Device has been
calibrated by recording its response and comparing the same with that of
Dipstick for different sections having a wide range of roughness varying
from very smooth to very poor. For calibration purpose Axle Mounted
Roughness Measuring Device installed in the Maruti car was run at a
speed of 30 km/hr. Among the on going projects, Development of
Electronic Toll Collection (ETC) System for traffic management using
RFID (Radio Frequency Identification) Tags and Dedicated Short Range
Communication (DSRC) Technology, RFID equipments have been
procured and installed. Field trials are in progress. Another project
reported on development of Roller Mounted Nuclear Density Gauge, insitu soil densities have been obtained by nuclear and conventional
methods. The results obtained compare very well.
2.
Pavement Engineering and Paving Materials
2.1
Soil Stabilisation, Low Grade Materials and Low Volume Roads
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
National Highways is in progress. This manual will standardize

specification for six lane BOT project and will contain technical
requirements, construction specifications, design parameters etc.
2.3
Rigid Pavements
A completed project in the area of rigid pavements reported on Evaluation
of Wollastonite in concrete works revealed that partial substitution of sand
by natural wollastonite micro fibres in normal and fly ash concrete brings
about 20 and 30 percent improvement in compressive strength at 28 and
56 days respectively and 30 and 40 percent increase in flexural strength
for the same period. Reduced water absorption, drying shrinkage and
abrasion loss of concrete with use of wollastonite is reported. It has been
recommended that construction of concrete test sections incorporating
wollastonite should be taken up to evaluate the material in actual field
conditions.
Completed project on High Volume Flyash Concrete for Pavements
revealed that 7 and 28 days compressive and flexural strength of all fly
ash concrete mixtures with 0.4 w/cm (water / cementitious material) ratio
is lower than the corresponding concrete mixes without fly ash. However,
90 days compressive and flexural strength of fly ash concrete mixtures
was found to be higher than the corresponding concrete mixtures without
fly ash upto a fly ash content of 40 % irrespective of w/cm ratio of the mix.
A downward trend in compressive and flexural strengths was observed for
fly ash content more than 40%. Lesser drying shrinkage and abrasion loss
of concrete with use of fly ash as compared with control mixes is reported.
The decrease in the drying shrinkage and abrasion resistance is found to
increase with increasing fly ash content. Projects on construction of
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
developed on Areobjects environment on which user interface is provided

using the programming language Visual Basic NET 2003. MS Excel and
Auto CAD are used for data preparation. The data base for 120 bridges
are provided in the information system and will be help fill in data
management of these bridges by providing the information required for
decision making. The information system provides necessary feed back
for decision making. This is beneficial to the agencies that own the
structures such as PWD, NHAI, etc. The present study has to be extended
to other fourteen divisions of PWD to form a complete Bridge Information
System for Kerala.
Some of the On-going/Completed Projects reported include Study on Hard
topping for distressed CC wearing coats and concrete pavements, study
on high volume fly ash concrete for rigid pavements, creating a data base
on bridge information system for the State of Tamil Nadu, dynamic
response of prestressed concrete bridges, determination of scour depth
(for general bed, within channel contractions and at bridge piers) in
boulder-bed rivers under high stream velocities (B-33), distress diagnostic,
performance evaluation and bridge management system for concrete
bridges (A collaborative project with DST, New Delhi), creation of National
Test facility, formulation of guidelines, specifications, manual of practice
for design and execution of expansion joints, preparation of Draft
Specification for use of High Performance Concrete (HPC) for pavement
and bridges made with indigenously available materials (B-32) and studies
for aerodynamic stability of cable stayed bridge decks (MORTH Research
Scheme B25). In the project, study on hard topping for distressed CC
wearing coats and concrete pavements, the aim is to develop proper
cement and polymer based concrete for repair procedures and to study
their effectiveness.
The project on creating a data base on bridge information system for the
state of Tamil Nadu aims to develop the particulars of bridges on various
categories of roads in Tamil Nadu such as NH, SH, MDR & ODR into the
System using MS ACCESS programme classifying the data into 17
different aspects for each bridge. The bridges will be given numbers and
the same will be intimated to the (Maintenance wing) Divisional Engineers
of Highways. In dynamic response of prestressed concrete bridges, the
objective of the study is to develop a realistic modelling of prestressed
concrete bridges, which is capable to take into account the time
dependent non-linear effect of creep & shrinkage. Based on this
modelling, computer software will be developed.
Further study,
particularly based on dynamic tests in linear / non-linear field is proposed
to be carried out to find out the dynamic response of PSC bridges.
In the project on distress diagnostic, performance evaluation and bridge
management system for concrete bridges the objective is to develop a
xix
suitable technology in terms of methodologies/algorithms (for development

of software) and necessary hardware (instruments/techniques) applicable
to different concrete highway bridges in the country, for Bridge
Management System. Development confines to one number of bridges of
type T-beam girder which is most commonly employed on highways in
India. Validation of the same will be done on other bridges, if possible. The
project on creation of National Test facility, Formulation of Guidelines,
Specifications, manual of Practice for Design and Execution of Expansion
Joints aims to develop the testing facilities to evaluate bridge deck joints at
CRRI Dynamic cum Heavy Testing Laboratory at Ghaziabad.
.
Field testing of expansion joints is not always feasible due to the high cost
of testing and traffic closure problems. In view of this laboratory testing of
expansion joints is preferable. Creation of such a National Test Facility in
our country will help to devise rationalized acceptance criteria for bridge
expansion joints before their installation in field. This will ensure better
field performance throughout the service life of expansion joints. It will also
encourage the manufacturers of our country to produce innovative
expansion joints indigenously through technology transfer through their
principals located abroad.
The reported work on studies for Aerodynamic Stability of Cable Stayed
Bridge Decks (MORTH Research Scheme B25) is limited to aerodynamic
stability of cable stayed bridge decks. More efforts are to be carried out to
investigate the aerodynamics of other type of bridge decks used in long
span cable stayed bridges. Further, wind tunnel studies are to be carried
out to under stand the aerodynamic effects on pylons of different
configuration and cables of different diameters. Draft final report has been
submitted to the Ministry which is under examination.
One project reported as completed is on preparation of Draft Specification
for use of High Performance Concrete (HPC) for Pavement and Bridges
made with indigenously available materials (B-32). The final report was
submitted to the Ministry after incorporating its observation. Subsequently
it was further sent to the experts for their comments. Finally the extract of
the report along with the comments of the experts has been sent to IRC so
that the findings may take place in the guidelines for the use of HPC
being formulated by IRC.
5.
Traffic and Transportation
5.1
Planning and Management

Under section entitled Planning and Management a study of congestion
and parking problems of selected locations in Delhi has been reported. It
was observed that vehicles used by people who work in the vicinity of the
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
Only 23 percent of the arterial network is operating at speeds of 40 kmph

and above. These results indicate that the congestion levels are reaching
unacceptable limits and serious efforts are required to improve the
operating conditions by employing appropriate upgradation measures for
the network besides adopting suitable travel demand management
measures.
The study conducted for the Shantipath stretch in the New Delhi Municipal
Council (NDMC) area in New Delhi has revealed that the traffic flows are
fairly uniform in composition on this road stretch with car traffic dominating
the flow and the slow moving vehicles being very marginal. The traffic
flows are well within the required level of service and looking into the
future also, it is not expected that the traffic will grow rapidly on this
section because the areas on either ends have been developed fully and
therefore the traffic growth will be very nominal. Hence, it is recommended
to provide additionally only 1.5 m soft shoulders (on either side)
immediately for the entire road stretch without any need for undertaking
any road widening measures till 2021.
Comprehensive traffic and transportation studies for Surat city
recommended various intersections design suggesting pedestrian, cycle,
and parking facilities as a part of the short-term traffic engineering /
management measures.
The other studies under this section include the Economic Feasibility of
Delhi Metro Extensions Badarpur to Faridabad and Mundka to
Bahadurgarh. This study is under progress and detailed report will be
submitted to DMRC for the preparation of Detailed Project Report. A study
on fare Policy and pricing of Public Transport Services in Kerala
concluded that the fuel mileage of stage carriages showed an
improvement in the long distance operation. The fare structure after
arriving normal return on investment worked out to be Rs.0.54 per
passenger km for ordinary buses and Rs.0.59 per passenger km. for fast
buses for a capacity utilization of 75 percent.
5.2
Safety and Environment

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

crossing the yellow line marking.
The study of spot speed in city and rural sections of highways concluded
that average spot speed at School zone in Trivandrum city is 36 km/hr
during peak hour and 40 km/hr during school timings. The spot speed at
school zone in suburban area is 48 km/hr. The spot speed at hospital
zone in rural section is 37 km./hr. the spot speed at business zone is 47
km/hr.
6.
Research Work Done in Academic Institutes Related to Thesis Work

The salient features of some of the completed projects are:
1.
A study on methodology for planning and evaluation of rural road

network revealed that the integrated functional accessibility approach
is useful for preparation of block level master plan for rural roads.
Ranking of rural road projects can be carried out using this
methodology.
2.
A study on quantification of benefits due to pavement preventive

maintenance strategies revealed that the life of the pavement can be
extended by the application of appropriate preventive maintenance
treatments. Thin overlay preventive maintenance strategy is most cost
effective for highways carrying traffic from 5000cvpd to 6000cvpd. The
benefits per unit agency cost for different preventive maintenance
treatment depends on the trigger point of the functional parameters
and the cost of the treatment.
3.
In the study on structural evaluation of airfield pavements a

methodology was proposed for PCN evaluation of rigid and asphalt
overlaid rigid pavements using Falling Weight Deflectometer. A
program AFPCN was developed for back-calculation of elastic
modulus of rigid/HMA overlaid rigid pavements and for PCN evaluation
of such airfield pavements using FWD data. Back-calculation results of
the program were validated using ANSYS. The PCN values obtained
were found to be reasonable and consistent with the structural data of
the pavement.
4.
Laboratory Performance Evaluation of SBS Polymer Modified

Bituminous Concrete Mixes revealed that Marshall Stability of the mix
increases by 27% when polymer modified binder was used. At
constant tensile stress and pavement temperature, the fatigue life of
the SBS polymer modified bituminous concrete mix increases by 95%
to 360%. The magnitude of increase in fatigue life, however, decreases
xxiv
with increase in tensile stress. Overloading of vehicles upto 20%

causes 30 to 40% reduction in life of the pavement.
5.
Laboratory investigations on bitumen modified with shredded bi-cycle tires

showed the better performance of modified binder than unmodified 80/100
bitumen. The modulus of resilience of the DBM mix with tire shred
modified binder was very high compared to 80/100 bitumen and material
saving up to 40% can be achieved.
6.
To study the fatigue behavior of polymermodified bituminous concrete

mixes, laboratory investigations with Styrene-Butadiene-Styrene indicated
the superiority of SBS modified asphalt mix in term of fatigue life, resilient
modulus and crack propagation over the neat asphalt mixes. Thus
polymer modified mixes can be recommended for National Highways
where traffic volume is substantially high.
7.
The addition of appropriate quantity of non-biodegradable plastic wastes

of polyolefin group to bitumen resulted in better performance of polymer
modified bitumen at various temperature condition. Improvement in
Marshall Stability and indirect tensile strength of modified mixes indicates
good performance of polymer modified bitumen after laying on roads.
8.
A study on characterization of apparent viscosity of bitumen shows that

the flow properties of bitumen are affected by temperature and stressstrain conditions. Bitumen behaves as a non-Newtonian at low
temperatures and approaches to Newtonian as the temperature increases.
This phenomenon can be observed from the apparent viscosity-shear rate
graphs at various temperatures. The 60/70 grade changes faster to
Newtonian state at about 100 oC while polymer modified one changes at
about 135 oC.
9.
A study on laboratory evaluation of Gilsonite modified bituminous concrete

indicated that the use of Gilsonite as modifier in bituminous mixes gives a
high performance economical mix, which has better resistance to rutting,
cracking, stripping and enhanced durability.
10.
A methodology was proposed to study the performance of two

dimensional steady state flow of water within a parallel rectangular
trench drainage system for multilayered soil using Finite element
method (FEM). Based on the FEM, numerical results are obtained for
various combinations of the soil.
11.
A study on impact of introducing Stop-Control at Uncontrolled

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

delay caused to traffic is less in the case of uncontrolled intersection. It
was observed that the overall average delay is more or less the same
in the cases of both the uncontrolled and stop controlled intersections
upto a volume level of 400 vehicles per hour. The average overall
delay was found to have increased steeply in the cases of both
uncontrolled and stop controlled intersections beyond the volume level
of 900, 1000 and 1100 vehicles per hour respectively in the cases with
3.75 m, 5 m and 7.5 m wide approach roads.
12.
A study on Effect of Stream Mix on Saturation Flow Rate of

Heterogeneous Traffic using Computer Simulation revealed that the
value of saturation flow is relatively maximum for the combination of
straight going and right turning streams, and minimum in the case of
the combination of straight going, left turning and right turning streams,
while the value for the combination of straight going and left turning
streams lies in between the two. Also, it has been found that there is
no common trend in variation of the saturation flow due to variation in
traffic compositions
13.
A study on Bus Travel Time Prediction Using Global Positioning

Systems (GPS) Data revealed that variables like Remaining Number
of Bus Stops (BSij) and Intersection Delay (Idij) were found to be
statistically insignificant. The success rate of the model is high, with the
best model having a low Mean Absolute Percentage Error of 9.0.
14.
A study on Impact of Proposed District Center on the Transport

Network Case Study : Saket, revealed that the impact of the existing
district center is up to radius of 7.5 km. The level of service on the
affected roads drops by 14% to 20%. Junction flow in the affected
roads drops in the range of 24% to 33%. An investment of Rs.2290
lakhs is required to be incurred in order to mitigate the various traffic
impact caused by the proposed district center on its surrounding
network.
15.
A study on Modelling Users Willingness to Pay for Different Attributes

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

consideration. The toll roads for car and bus users are estimated by
charging 25% of user benefits to respective users.
16.
A study on Optimizing Generalized Cost of Travel: An Approach for

Improvement Planning of Rural Bus Service concluded that user
benefits and operational viability are the two major aspects highlighted
in this work for improvement planning for rural bus services.
Application of genetic algorithm and simulation technique is
demonstrated for identifying suitable service attributes in order to
maximize user benefits and also to ensure operational viability of both
services.
17.
A study on Application of Stated Preference Technique for Travel

Choice Modelling concluded that travel cost and in-vehicle time are
most important attributes emerging from stated preference
experimental design results. Out of these vehicle cost is more critical in
explaining the preference of MRTS while users are willing to accept
even more higher in vehicle cost (fare) for MRTS. Stratification of the
binary logit model by income group gives better model prediction than
the single binary logit model for all the users.
18.
A study on Development of Trip Generation Model Using Artificial

Neutral Network concluded that ANN model has the capability to
choose the appropriate functions, that may necessarily not be linear in
nature. As such they can incorporate both linear as well as non-linear
functions with equal ease. ANN based trip generation model offers
more potential to capture variables to ensure high degree of accuracy.
19.
A study on Simulation of Head-on Queues : Case of Rail-Highway

Grade Crossing observed that the proposed model gives the good
estimate of the delays in different types of vehicles. It was also
observed that the divider reduced the congestion and even avoided the
formation of gridlocks at high flow values.
20.
A study on Modeling Vehicular Emissions Under Heterogeneous Flow

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

PERFORMANCE EVALUATION AND
INSTRUMENTATION
1. HIGHWAY PLANNING AND MANAGEMENT
SUMMARY
In the area of Highways Planning and Management, eleven projects
comprising of two completed, one ongoing and eight new projects have
been reported. The completed projects are on selection of most feasible
alignment for hill highways and traffic studies for preparation of master
plan for development of port roads.
The on-going projects are mainly on
national data centre for roads, developing methodologies for GIS based
database for roads with case studies. Under the new projects, the
important projects reported are development of GIS based road information
system for National Highways with an objective to collect and collate the
road related data for 50,000 km of NHs in GIS environment and also
evolving long term maintenance and rehabilitation strategies using HDM4.
In addition, testing of the road information system developed for NHAI,
computerized road inventory, GIS techniques for traffic management
measures, traffic data counts and base line data collection and analysis
and also a project on road network approaches for location of urban
amenities in rural areas are reported.
SALIENT POINTS FOR DISCUSSION
1.
Development and management of GIS based road information

system
2.
Pavement maintenance management system by integrating GIS and

HDM 4
xxviii
3.
Planning of road network and location of urban amenities in rural

areas
A.
COMPLETED PROJECTS
1100-10
1.
Development of Hill Highway between Thiruvananthapuram and

Kasaragod Districts
Duration: January 2005 to December 2005

(i) National Transportation Planning and Research Centre (NATPAC),
Thiruvananthapuram (R)
(ii) Kerala State Council for Science Technology and Environment (S)
Present Status and progress
Project Completed and Govt of Kerala already declared the route between
Kasargode Palakkad Town as Hill Highway which would be developed to State
Highway standard.
Findings / Conclusions
Based on the inventory of various alternative routes, traffic studies, socio-economic and
environmental consideration, the most feasible alignment is suggested for the Hill
Highway from Palakkad Town (NH-47) to Parassala in Thiruvananthapuram District.
The Hill Highway alignment is proposed mostly by linking the existing roads as far as
possible.
Limitations
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.
Traffic Studies for Preparation of Master Plan for the

Development of Ponani Port in Kerala
Duration: April 2005 to December 2005

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

Harbour Engineering Dept., Govt. of Kerala (S)
Present Status and Progress

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

economical to distribute the cargo through waterways.
Ponnani is one of the nearest port to the major port at Cochin. It can act as a
satellite port in Cruise tourism, Container barge operation, Coastal shipping and
a terminal for Inland Water Transport. It can play a pivotal role in Lakshdweep
transportation. Till late seventies, cargo vessels used to sail between Ponnani
and Lakshdweep islands. Ponnani has an added advantage of availability of land
for port development and expansion. Traffic study has revealed that there is a
potential for the port to be developed as a seaport for coastal shipping once it is
well integrated with Inland Water Transport.
Reports/Publications
Traffic Studies for Preparation of Master Plan for the Development of Ponnani
Port in Malappuram District of Kerala
B.
ON GOING PROJECTS
1100-10
1.
National Data Centre for Managing Data for Planning, Design and
Management of Roads (CSIR Network Project)
Date of Start: April 2002
Central Road Research Institute, New Delhi (R)

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

Management System (PMMS).
The spatial information required for GIS based RIS has been generated
using survey of India toposheets. As a part of the project activity, the data
collected
under
various
project
undertaken
by
CRRI
has
been
computerized in GIS environment. The riding quality data collected along

the Golden Quadrilateral has been computerized in GIS platform and
thematic maps have been generated.
The data collected and stored in GIS platform will be highly useful for asset
management in road sector.
Significance/Utilisation Potential
The data developed in GIS based road information system will have an
efficient data management information system for the advanced application
of scientific method for planning and management of road system.
Report/ Publications
1.
A.Mohan Rao, Kumar Ravinder, P.K. Jain and B.K. Durai, District Level
location Planning for Educational Facility based Rural Accessibility
Approach, Proceeding of NRDMS Workshop Trichurapalli, 29-30 July,
2005.
2.
P. K. Sikdar, P. K. Jain, B. K. Durai, A. Mohan Rao, GIS Based Planning

and Implementation of Rural Roads Programme In India, Proceeding of
Computers for Urban Planning and Management (CUPUM), UCL,
London, July,2005.
3.
Neelam Jain, P. K. Jain, B. K. Durai , P. K. Nanda, GIS Based Data

Center for National Highways in India, Map Asia, 22-25 August, 05,
Indonesia.
xxxii
4.
B. K. Durai, Dr. Neelam Jain, P. K. Kanchan and P. K. Nanda Knowledge

Management Principles for Development of Road Information System in
India, Map India, 30th Jan to 1st Feb. 2006, New Delhi.
5.
I. Prasad Rao, P. K. Kanchan and P. K. Nanda GIS based Maintenance

Management System (GMMS) for Major Roads of Delhi , Map India, 30 th
Jan to 1st Feb. 2006, New Delhi.
C.
NEW PROJECTS
1100-10
1.
Development of GIS Based National Highway Information System
Date of Start: January 2006
(i)
Central Road Research Institute, New Delhi (C,I)
(ii)
Ministry of Shipping, Road Transport and Highways (S)
Scope and Objectives
It is proposed to develop a GIS based database and information system for

National Highways (except roads under NHDP), which will include
collection and collation of spatial (geo-referenced) data and the related
non-spatial road information. The system will enable storing, retrieving and
updating data and presenting the desired information related to traffic and
road assets for upgradation and rehabilitation purposes.
Methodology
The project has been divided in four modules dealing with development of the
information system, collection of the relevant road and related asset information,
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
The entire system as proposed will be developed as an user friendly computer

package which can be used for decision making process for planning, and
management of National Highway network.
Significant / Utilization Potential
xxxiv
Allocation of improvement and maintenance funds in a scientific manner,

thus leading to optimal and effective utilization of resources
Improved serviceability of roads leading to saving in total transportation
costs
Better rideability with improved road condition and long lasting network
due to timely and appropriate maintenance inputs
Rational planning and budgeting for maintenance and rehabilitation of
national highway network
Report/ Publications:
P.K. Nanda, GIS based National Highways Information System, Key Note
Address, Map India, 30th Jan to 1st Feb. 2006.
1100-10
2.
Preparation of Computerized Inventory of Roads for

Kothamangalam and Koovappady Block Panchayaths in
Ernakulam District (Kerala)
Duration: April 2005 to March 2006

(i)
(ii)

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

The scope of the study is limited to roads coming under the rural local bodies comprising of
Grama Panchayaths, Block Panchayaths and District Panchayaths. The objectives of the
study are:
Identification of all sub settlements (wards) within each Grama

Panchayath in the study region
Listing of all categories roads passing through the settlements
Inventory of Grama Panchayath roads (roads having a minimum width of

six meters that can be developed to motorable standards and a minimum
length of 500 metres.);
Preparation of digitized road maps with supporting data for each Grama
Panchayath using the GIS format.
Methodology
Detailed field studies carried out for obtaining information on:
xxxv
Settlement level data, sub settlement (within each Panchayath)

identification, road availability and location of facilities
Road level data- connecting settlements, population benefited, facilities
along the road
Road inventory particulars covering length, width, surface type,
settlements connected
Road mapping using the base maps (cadastral) provided by the Kerala
State Land Use Board
The maps are further modified by Digitizing, Mosaicking, Geo-referencing,

Scaling using GIS format and development of attribute tables.
The study aimed at developing a comprehensive spatial database including
locations and detailed information about the road network and road junctions,
physical attributes like rivers, geographical attributes like ward boundaries and
other location-based information like public resources and cultural centres.
The scanned maps are georeferenced using the Survey of India Topo sheets and
converted into raster format. These raster files were vectorised in ArcGIS, using different
feature classes for each feature type. The feature types incorporated in this work are:
Panchayath Boundary, Ward Boundary, Rivers, Panchayath roads, PWD roads, minor
roads, Public Utilities, Cultural Centres and important localities. The attribute data for
these features are added simultaneously.
The projection parameters datum and spheroid, were defined for the feature classes.
The datum used was Kalianpur 1975 and the Spheroid used was Everest 1975. The
feature classes were projected using the projection parameters and a coordinate system.
The map projection used was Kalianpur_1975_Zone_43 North.
The projected feature classes were imported to the specific geodatabases created for each
Grama Panchayath. The feature classes were used to make thematic maps for further use.
In ArcGIS, the attribute information about any feature can be accessed by using the
identify option
on the feature.
The maps are published using ArcMap environment in ArcGIS, so that they can
be distributed and shared into other systems, which do not have the GIS
software. The published maps are packaged with the supporting files for data
sharing. The packaged data files can be viewed and queried in any system
using ArcReader.
Supporting Data
Assessment of settlement level connectivity

Identification of Connected/unconnected settlements
Road schemes required for connectivity improvements
xxxvi
Significance /Utilisation Potential

Development of an authentic spatial data base on Grama Panchayath roads
together with supporting information required for the development of plan
documents and rural road management system in GIS platform
Usage of this spatial database for selected applications are given below:
The spatial information system developed can be used by anyone as the data
stored can be interpreted to suit the users requirements.
The efficiency of existing road network can be evaluated and suitable road
improvement measures can be proposed.
The database can be extended to identify and analyse land use / land cover
pattern.
The thematic maps can be analysed to identify the Central Business area which
can be improved in terms of utilities and administration facilities.
Spatial Buffer Zones can be developed around any specific facility (e.g., Post
Office) to estimate the area or population served by the facility, and take
appropriate measures, if it is found to be unsatisfactory.
The spatial database can be used for facility mapping of utilities like
Banks, ATMs etc in a similar way to assess the sufficiency / deficiency of
the facilities in the study area.
By linking the spatial database with traffic and other transportation related data,
the existing traffic conditions can be analysed and appropriate management
measures can be suggested. Analysis Operations like Shortest Route, Service
Area, Closest Facility, 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.
Evaluation of Traffic Management Measures in Urban Centers

using GIS Technique A Case Study of Kottayam Town in
Kerala

(i)
(ii)

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

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

area.
Prototype development for before and after studies of traffic scenario for
each application of traffic management plan.
Identification of user preferred paths within space control frames, which
are compatible with the system and the non-user.
Development of temporal and spatial visualisations of traffic conditions in
a network within GIS.
Methodology
The research is based on the development of a generalized approach for short
term planning in an urban area. Two concepts were developed in the research
namely:
(i)
(ii)
Concept of critical link through iterative process and

Degree of overlapping concept
Both the concepts are oriented on the user preferences and the impedance
factors considered in the analysis are distance, time and cost.
The study is framed in the following four modules.
Module 1 : Input phase - Data collection and generation of data scheme
Module 2: Development of GIS and GPS based road network
xxxviii
Module 3: Defining the architecture of the data base system:

Module 4: Analysis phase Concepts of user preferred paths and its
intervention of GIS
Module 5: Development of strategic approaches for TSM measures.
Interim Conclusions
An integration of modeling framework and GIS has been used as a scientific tool
for the evaluation of existing traffic scenario and for recommending TSM actions
through analysis. Planning TSM actions in light of the user preferences is a new
initiative in the planning of a road network that has been attempted in this current
study. Network analysis tool in ARC GIS (V 9.1) has been effectively used in
planning the mobility patronage and for recommending short-term measures in a
medium sized town. The concepts of critical link through iterative process and the
degree of overlapping concept can be attempted irrespective of the shape and
pattern of the network.
Significance/ Utilization Potential
This study bears a great significance in planning the short term as well as longterm measures in road network planning. The methodology developed in this
research is significant to the Municipal Corporations, Town Planning
Departments, Public Works Departments and Traffic Police who play key role in
working on the mobility of the people. This is an effective tool in the hands of a
planner / engineer to:
Plan the TSM actions related to one way streets, turn restrictions, bus
routing, parking, pedestrians etc to name a few.
Link prioritization
Identification of missing links
Identification of links to be widened.
Recommendations for further work
The work may be extended in customization of Dynamic GIS software that can
be used for network analysis. More inputs like land use, O-D survey details may
be incorporated in the analysis for generalization of work to long term planning.
1100-40
4.
Road Network Planning Approaches for Location of Urban Amenities

in Rural Area in Laksar Block of Haridwar District
xxxix
(i)
(ii)
Department of Science and Technology, Government of India (S)

The main objective of the project is to evolve a rural road network planning
approach to provide connectivity to all the rural villages/habitations in an optimal
way to the urban facility centres proposed/located in a rural area. The other
associated objectives are:
(i)
to develop detailed spatial and non-spatial data on human settlement and

road network in the block
(ii)
finding an optimal road network for providing connectivity to all the

villages to the nearest identified major centres
(iii)
to estimate the existing accessibility level of each village to the major

centres (existing as well as proposed)
(iv)
to identify the additional facilities/amenities required to be located in these

major centres and
(v)
to suggest the level of connectivity in terms of investment options for

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

which will provide optimum connectivity to all villages with to major urban
facilities centers in a typical rural area.
1100-40
5.
Feasibility Study for the Construction of Elevated Road on New

Rohtak Road from Rani Jhansi Road to Zakhira Flyover in Delhi
Date of Start: October 2005
(i)
(ii)
Municipal Corporation Delhi (S)

The main objective of the study is to analyze the traffic characteristics of the
corridor with a view to arriving at a feasible solution to minimize the present traffic
problems.
Methodology
The methodology followed is:
Studying the client requirements and identification of problem associated

with traffic on the proposed corridor
On the selected location the following surveys will be carried conducted
(i)
Hourly classified traffic counts with turning movements
(ii)
Speed and delay studies
(iii)
Fuel consumption of different types of vehicles during idling will be
used to estimate the fuel losses
Inventory of the signalized intersections (with and without flyovers) shall
be made, where traffic volume and the vehicular delays are high
Estimation of total fuel consumption loss due to delay in travel time
Detailed economic feasibility study and preparation of conceptual plans
along the corridor.
xli
Significant / Utilisation Potential

Quantification of fuel loss at signalized intersection shall be done along with
remedial measures to reduce the quantum of loss. Conceptual plans for a flyover
which will provide maximum economic benefits to the society.
1100-40
6.
Third Party Acceptance and Testing of Road Information System

(RIS) Software
Date of Start: February 2006
(i)
(ii)
National Highways Authorities of India (S)
Checking the RIS software as per the terms of references given in contract agreement
for software development.
Application and Functional testing of the RIS software modules and its detailed data
parameters in conjunction with detailed design document.
Checking the system requirement specifications (SRS) document and detailed design
document include checking of design, interface, architecture of the system and
integration with HDM-4.
Methodology
Road Information system (RIS) is a web based system coupled with GIS
features developed for decision making in planning and management of
National Highways under Golden Quadrilateral. The process of testing
starts with understanding the software application and user requirements.
Reviewing the system requirement specifications (SRS) document and
detailed
design
document
include
checking
of
design,
interface,
architecture, and integration with HDM-4. Based on user requirements,
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
identification of missing engineering parameters, units and its appropriated

location in the modules. Functionality of the software has been checked in
conjunction with detailed design document.
Conclusions
RIS application is web based application which will be useful for decision
making process for planning, design and management of roads. The
identified defects in the RIS applications will be very much useful to
improve the software application.
Report/ Publications
A report on System Requirement Specifications submitted to NHAI.
1100-40
7.
Traffic Census for Roads of Uttar Pradesh States Core Road

Network
Date of Start: March 2006
(i)
Central Road Research Institute, New Delhi (C, I)
(ii)
Public Works Department, Uttar Pradesh (S)
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.
The data will be useful for the implementing agencies in planning and
management of the core road network of Uttar Pradesh.
1100-40
8.
Base
Line
Road/Traffic
Data
Collection
for Upgradation/
Rehabilitation of Identified Uttar Pradesh State Roads

(i)
(ii)
Public Works Department, Uttar Pradesh (S)
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.
The methodology proposed for collection of these data is given below:

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

The riding quality of selected roads will be measured by response type towed
Fifth Wheel Bump Integrator. The observations will be taken on both left and right
wheel paths.
The data will be useful for the implementing agencies for planning of
maintenance and rehabilitation strategies.
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.

1. Impact assessment of rehabilitation works.
2. Non-destructive tests for structural evaluation of pavements
3. Impact of digging by Public utility departments on deterioration of urban roads
xlvii
A.
COMPLETED PROJECTS
1200-30
1.
Evaluation of Road Network at New Mangalore Port Trust

(NMPT) and Needed Rehabilitation Measures
Duration: March 2005 to November 2005

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

New Mangalore Port Trust (S)

Completed. A detailed report submitted for implementation of recommendations.
Findings/ Conclusions
Recommendations on rehabilitation measures covering both the options-flexible
and cement concrete pavement are given. Specific recommendations for
drainage aspects including flexible pavement design also done for movement of
heavy cranes.
Conclusions
Cement Concrete pavement not suitable for crane movements and only flexible
pavements recommended
Recommendations
The performance of road pavement may be monitored
Evaluation of Road Network at New Mangalore Port Trust (NMPT) and
Needed Rehabilitation Measures Technical Report, CRRI, November 2005.
xlviii
1200-30
2.
Impact Assessment of Rehabilitation Works on Overloading, Vehicles

Speed, Travel Time and Roughness for some State Highways in Uttar
Pradesh State
Duration: November 2005 to March 2006

(i)
(ii)

Uttar Pradesh State Highways Authority (UPSHA) (S)
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
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.
Impact Assessment of Rehabilitation Works on Overloading, Vehicles Speeds,
Travel Time and Roughness for some State Highways in Uttar Pradesh State,
Technical Report, CRRI, March 2006.
1200-30
3.
Evaluation and Improvement Measures for Selected Roads of

NDMC
Duration: September 2005 to January 2006

(i)
(ii)

New Delhi Municipal Council (NDMC) (S)

The project was taken up to evaluate the existing condition of a total of 52
selected roads for recommending the maintenance and rehabilitation measures
viz. resurfacing and overlays etc., needed to achieve higher service standards
and quality roads. In order to arrive at the improvement measures, the following
field studies were conducted:
Visual assessment of pavement surface condition in terms of surface

distress / defects
Roughness measurements using duly calibrated Fifth Wheel Bump
Integrator
Structural evaluation of 10 typical heavily trafficked roads, by Benkelman
Beam method
Classified Traffic Volume studies on 10 typical heavily trafficked roads as
above, for 48 hours round the clock
l
Test Pits observations to evaluate the properties of in-situ materials.
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.
Impact of Digging by Public Utility Departments on Urban

Roads
1200-10
Date of Start: December 2005

The scope of study is to assess the impact of digging on roads on the functional
and structural deterioration, safety, congestion, delays, and user costs.
Methodology
Before starting the digging process, the surface condition of the road such as
cracks, edge breaks and other distresses are recorded. Degree of compaction
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.
The study identifies the problems associated with utility cuts and would
recommend potential solutions based on policies and technologies. This will help
in reducing the adverse effect of digging on road condition.
1200-30
2.
Investigation to Determine the Likely Causes for Development

of Slippage and Cracking on Noida - Greater Noida Expressway
and Needed Remedial Measures

(i) Central Road Research Institute, New Delhi (R, I)
(ii) New Okhla Industrial Development Authority (NOIDA) (S)
The broad objective of this project is to evaluate the present condition of existing
road and pavement structure to determine the likely causes for development of
slippage and cracking expressway and to recommend needed remedial
measures.
The scope of work includes the following:
Benkelman Beam Deflection measurements on

representative road sections covering all possible conditions
lii
selected
Traffic volume surveys for 24 hours, round the clock, in both

carriageways, at one location
Axle loads surveys for 24 hours, round the clock, at one location
Test pits observations and collection of subgrade and other road
construction materials and mixes retrieved from the pits
Roughness measurements using calibrated Fifth Wheel Bump
Integrator
Laboratory investigations of materials and mixes used for road
construction
Analysis of data to determine the likely causes of distress
Recommend suitable remedial measures
Methodology
The field and laboratory evaluations / investigations, as per the scope of work,
were undertaken to evaluate the structural and functional conditions of the
pavement; collect data on present day traffic volume and their composition; axle
loading and other relevant informations. Cores of bituminous mixes were also
taken for determining the quality of materials and mixes. Construction standards
achieved with regard to density, binder content and mix gradation etc. were also
examined.
Field work has been completed and laboratory investigations of materials / mixes
is currently in progress.
Significance / Utilization Potential
The study will identify likely causes resistence for development of distress viz,
slippage and cracking. Based on the results obtained through field and
laboratory evaluation, the remedial measures will be recommended for ensuring
effective functioning of the Expressway.
liii
3. PAVEMENT PERFORMANCE
SUMMARY
Research works reported in the area of pavement performance mainly

comprise studies on performance of bituminous mixes with crumb rubber, natural
rubber and SBS, SBR polymer modified binders; Recron 3S polyester fiber and
waste plastics; performance of flexible pavements with regular and modified sub
bases; asset management study; instrumentation and testing of demonstration
stretches for concrete rural roads, comparative merits of bituminous bound
macadam (BBM) and Built up Spray Grout (BUSG); use of laterite and yellow
stones in WBM construction and suitability of locally available materials for road
construction.
On-going projects which are in progress include performance study on
proposed flexible pavements with regular and modified sub bases, evaluation of
Recron 3S polyester fiber for use in bituminous mixes and use of yellow stone in
road construction. New projects initiated and some of which are in advanced
stage of progress consist of investigations on field performance of bituminous
mixes with modified binders, instrumentation and testing of demonstration
stretches for concrete rural roads, suitability of locally available materials for road
construction and asset management study of Ahmedabad-Mehsana Toll Road.

1.
Road Asset Management Study
2.
Pavement performance characteristics of newly constructed road

sections by using conventional binders versus CRMB, NRMB and
waste plastics etc.
3.
Specifications of Bituminous Bound Macadam and its application in

road structure
4.
Evaluate suitability of locally available materials
liv
A.
COMPLETED PROJECTS
1.
Bituminous Bound Macadam for Strengthening of Existing

Pavements on National Highway Works
1300-10
Duration: May 2002 to May 2005

Maharashtra Engineering Research Institute, Nasik (R)
The test track on Mumbai Konkan Goa Road (N.H.17), Km. 302/600 to
306/00, have been constructed under this scheme. The construction of test track
was completed in May 2002.
Findings/Conclusions
The test track has been constructed during April 2002 to May 2002. Length of
test section selected between Km 302/600 and 306/0 is about 2.37 Km. One km
length (km 304/0 to 305/0) is constructed using Bituminous Bound Macadam
(BBM) and the remaining length of 1.37 Km was constructed by using BUSG as
per MOSRTH guidelines. For comparison of test tracks with two different
specifications, pre-monsoon and post-monsoon observations have been
recorded for the last three years. Roughness index and visual observations of
the test track are also taken. From the observations data, the performance of
test track seems to be Very good up-till now.
Conclusions
It is observed that performance of test track having bituminous bound macadam
(BBM) layer is excellent. Bituminous Bound Macadam (BBM) treatment is time
saving as compared to Built Up Spray Grout (BUSG) and can be used for new
work as well as for strengthening of existing road. Built Up Spray Grout (BUSG)
can be used only in new work. The riding quality of Built Up Spray Grout (BUSG)
and bituminous bound macadam (BBM) is found to be almost similar as per the
data recorded by Automatic Road Unevenness Recorder (ARUR).
The
construction of Bituminous Bound Macadam (BBM) involves 40 mm hand broken
metal and thus lead of material transportation is minimized. There is a cost
saving of at least 20% for BBM treatment as compared to BUSG treatment
indicating BBM treatment to be more economical than BUSG. In view of three
years observations, It has been concluded that BBM can be suitably used as a
substitute to BUSG on various National Highways in Maharashtra State.
Recommendations
Final reports have been circulated to Regional Chief Engineers in Maharashtra
State for their study and information
lv
1300-30
2.
Use of Laterite Stones in W.B.M. Construction
Duration: May 2001 to May 2005

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

Regular and Modified Sub Bases
Date of Start: 2005

Highways Research Station, Chennai (R, I)
This scheme is to be carried out in conjunction with another scheme which is
already in progress. Study on the effect of using quarry dust and copper slag in
sub base was undertaken by Soils Laboratory in 2005 - 06.
The roughness measurements using bump integrator, before commencement of
relaying the work has been conducted.
Further study shall be taken up only after the relaying work is completed.
1300-30
2.
Evaluation of Recron 3S Polyester for Use in Bituminous Mixes
lvii

Reliance Industries Limited (S)
The broad objective of the study is to optimize RECRON 3S fiber in different
bituminous mixes viz, BM, DBM, SDBC, BC, SMA and Cold Mixes and then
compare the properties of optimized RECRON 3S fiber with mixes prepared with
CRMB-60 (without fiber)
Most of the work has been completed except the laboratory studies on Resilient
Modulus using different combinations of fibers which are currently in progress.
Evaluation of Recron 3S Polyester Fiber for Use in Bituminous Mixes, Interim
Report, CRRI, March 2006
1300-30
3.
Use of Yellow Stones in Road Construction
Date of Start: August 2003

Maharashtra Engineering Research Institute, Nashik (R)
The test track on Sawada Railway Station to Hatnur Dam Road (MDR-15) near
Bhusaval, District Jalgaon (Maharashra) at Chainage 00/00 to 00/900 was
constructed in December 2003. Total length of the test track is divided in three
parts. Each part is of 300 metre in length. First part is constructed by using only
yellow stones. Second part is constructed by using yellow stones & black basalt
(50:50%). Third part is constructed by using only black basalt in WBM road.
The test track was constructed as per the standard specifications of PWD
Maharashtra state. On WBM surfaces 20 mm premix carpet with liquid seal coat
(Hot Mix Hot Laid) was provided. Post construction observations are being taken
twice in a year (pre-monsoon & post-monsoon) for three years. Final post
construction observation is due in December 2006.
Finding / Supporting Data
It has been found that overall rating of the test track is Good as per interim data.
lviii
C. NEW PROJECTS
1300-10
1.
Investigations on Field Performance of Bituminous Mixes with

Modified Binders

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

and to study the properties of the mixes
To study the fatigue performance of bituminous mixes and develop

performance prediction models
To study the field performance of overlays with various modified binders

an to develop performance prediction models for use in pavement design
To carry out life cycle cost analysis and to bring out the design charts for
overlay designs using various modified binders for application.
Methodology
The basic properties of these binders will be studied in the laboratory and
variation on the performance of the various binders will be evaluated. Marshall
Specimens will be prepared in the laboratory and the properties of bituminous
concrete mixes will be studied. Core samples will be brought from test tracks
constructed using modified binders and their properties will be evaluated in the
laboratory.
lix
The fatigue performance of bituminous concrete mixes using various modified

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

Comparative evaluation of the properties of the bituminous concrete mixes
using various modified binders.
Models for fatigue performance of bituminous concrete mixes using
various modifiers during laboratory investigations.
Evaluation of the field performance of overlays with various modified
binders.
Development of performance prediction models for use in pavement
design.
Guidelines selection of appropriate modified binders under different
climatic and traffic conditions.
1300 10
2.
Instrumentation and Testing of Demonstration Stretches for

Concrete Rural Road

(i)
(ii)
National Council for Cement and Building Materials (R)

Cement Manufacturers Association (C,I,S)

To generate data on performance of concrete slabs of different thicknesses for
rural concrete roads.
Methodology
Stretches of concrete pavements would be laid with different types of concrete
such as conventional concrete, concrete with 30% flyash and high volume flyash
concrete. Strain gauges and temperature gauges shall be embedded in concrete
at the time of casting at different locations i.e. edges, corners and centre of slabs.
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.
Suitability of Locally Available Materials for Road Construction

in Kerala

To conduct field and laboratory investigations and to evaluate the suitability of
locally available materials for road construction in the coastal belt of Kerala.
Methodology
Soil samples are collected from the identified locations along coastal roads
and tests are conducted for identification, shear, compression, swell
characteristics, CBR, compaction etc. Materials like red earth, laterite soil,
quarry dust etc. are added in different proportions and the properties
studied. Sand replacement method is used to find out the field density.
Pavement deflection measurement by using Benkelman Beam would also
be undertaken on the identified locations.
Supporting Data
Subgrade soil samples from six locations along the roads in coastal area
have been collected, and are being evaluated in the laboratory.
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.
Asset Management Study of Ahmedabad-Mehsana Toll Road
Date of start: October 2005

(i)
(ii)

M/s Consolidated Transportation Networks Limited, Mumbai (S)

The project has been taken up with the aim (i) to study the adequacy or
otherwise of the maintenance provisions / inputs planned in the concession
agreement for maintaining the assets under BOT scheme and (ii) to recommend
modifications in maintenance requirements in case the provisions stipulated in
the concession agreements fall short of requirements to attain the specified
serviceability level at the end of concession agreement.
The scope of study includes the following:
Benkelman Beam deflection studies at selected locations

Axle loads survey at one location
Traffic volume surveys at one or two locations
Roughness measurements using duly calibrated Fifth Wheel Bump
Integrator
Visual assessment of pavement surface condition in terms of surface
distress
Methodology
Field studies as stated above have been conducted and needed data collected.
The data collected will be analysed through HDM-4 software to study/evaluate
the likely performance of road as per future projected traffic loading conditions
under planned / defined maintenance inputs. Findings emerging out of the study
would be used in checking the adequacy of maintenance provisions / inputs
planned in the concession agreement for maintaining the assets as per 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
Results obtained using HDM-4 tools can be used towards development of

optimal pavement maintenance strategies.
Recommendations
Many more such road projects being operated under BOT scheme need to be
taken up to evolve a rational policy for arriving at the appropriate maintenance
provisions under a given concession agreement keeping in view the traffic and
environmental conditions.
4. INSTRUMENTATION AND MICRO-PROCESSOR

APPLICATIONS
SUMMARY
Under this section, one project namely Design and Fabrication of Road
Condition Evaluation Equipment for A.P. Government has been completed.
In the project entitled Development of Electronic Toll Collection (ETC)
System for Traffic Management using RFID (Radio Frequency Identification)
Tags and Dedicated Short Range Communication (DSRC) Technology,
equipment have been procured and installed. Field trials are in progress.
Under the project Design & Development of a System for Automated
Measurement of Deflection Basin under Truck Dual Tyre Assembly, field trials
are in progress.
The fourth project Development of Roller Mounted Nuclear Density
Gauge, in-situ soil densities have been obtained by nuclear and convectional
methods. The results obtained compare very well.
1.
Pavement Condition Evaluation
2.
Electronic Toll Collection
3.
Automated Measurement of Deflection Basin
4.
Roller Mounted Nuclear Density Gauge
lxiii
A.
COMPLETED PROJECTS
1400-10
1.
Design and Fabrication of Road Condition Evaluation Equipment for

A.P. Govt.
Duration: July 2002 to 2005

(i)
(ii)

PWD, Govt. of AP (S)

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

The Axle Mounted Roughness Measuring Device has been calibrated by
recording its response and comparing the same with that of Dipstick for different
sections having a wide range of roughness varying from very smooth to very
poor. For calibration purpose Axle Mounted Roughness Measuring Device
installed in the Maruti car was run at a speed of 30 km/hr.
The roughness data for the test sections collected using Axle Mounted
Roughness Measuring Device was recorded in mm/km. The Dipstick data was
recorded in terms of IRI (International Roughness Index) for the same test
sections and then converted to mm/km using the formula: converted roughness =
720*IRI. Based on the data the calibration equation developed between Axle
Mounted Roughness Measuring Device at 30 km/hr speed and converted
roughness values from Dipstick (IRI) data is presented below:
Calibration equation:
Y = 1.0869 X + 833.55 (1)
R2 = 0.9578 (2)
Where
X = Roughness as measured by Axle Mounted Roughness
Measuring
Device at 30 km/hr speed
Y= Converted roughness in mm/km from IRI values of Dipstick
Final report submitted to A.P.Govt. along with the van equipped with equipments.
B.
ON GOING PROJECTS
1400-10
1.
Development of Electronic Toll Collection (ETC) system for

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

(i)
(ii)

Council of Scientific and Industrial Research (CSIR), New Delhi (S)
lxv

RFID related equipments have been procured and installed. RFID tag reader has
been installed in CRRI and vehicles have been fitted with RFID tags to carry out
preliminary experiments with the system. Further field studies with the system
are in progress.
1400-10
2.
Design and Development of a System for Automated

Measurement of Deflection Basin under Truck Dual Tire
Assembly

(i)
(ii)


In continuation to the progress reported earlier, the system for measurement of
deflection basin under truck dual tire assembly has been tested in the laboratory
and the results obtained are encouraging.
The design of the frame for lifting/lowering the measuring arm was modified after
field trials with a loaded truck. Further field trials with the system are in progress.
1400-10
3.
Design and Development of Roller Mounted Nuclear Density

Gauge for Continuous Measurement of Density at the time of
Construction of Pavement Layers

(i)
(ii)


Roller mounted nuclear density gauge has been developed. Laboratory studies
have been conducted with the gauge. To check the consistency of the readings
as the gauge revolves, the readings were obtained when the drum touches the
density standards at various points on its circumference. The results show that
there is no change in readings as the drum revolves. Studies were also
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.
PAVEMENT ENGINEERING AND PAVING

MATERIALS
1.
SOIL STABILIZATION, LOW GRADE

MATERIALS
AND LOW VOLUME ROADS
SUMMARY
Use of waste materials and abundantly available surplus agricultural

products are of significance in the present context.
The road construction
techniques need to consider these materials for improving the function of

structure which also help in undue shortage of such materials. The techniques
also need to address optimizing the proportion of such unconventional materials
and the economic implications of the same.
1.
Use of waste materials like coal ash and marble slurry in pavement layers
2.
Effect of addition of other materials like lime
3.
Suitability of different soils for above use
4.
Ground stabilization of clay & silt with locally available materials like coir
5.
Varied use of these materials in road construction
lxviii
A.
ON GOING PROJECTS
2100-10
1.
Use of Ash Generated from Surat Lignite Power Plant for

Different Types of Clayey Soil for Construction of Roads
Date of Start: May 2003

Gujarat Engineering Research Institute, Vadodara (R)
Laboratory work with CI, CL and CH type of soil mixed with different proportions
of lime and ash is completed and reporting work is under progress.
It is an eco friendly material

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

Demonstration Test Stretch Road Using Marble Slurry Dust
(MSD) in District Rajsamand, Rajasthan

(i)
(ii)
(iii)
(iv)
Central Road Research Institute, New Delhi (R,I)

Udaipur Chamber of Commerce and Industry, Udaipur (I)
District Project Management Unit, Rajsamand (I)
Department of Scientific and Industrial Research, New Delhi (S)

The objective of the project is to demonstrate the technology for construction of
road using Marble Slurry Dust (MSD) in road pavement layers and in
embankment construction as per the specifications developed by CRRI. The
scope of the work includes the construction supervision of control and test
sections and their evaluation for three monsoon seasons.
Laboratory investigations were carried out to analyze and characterize the soil
collected from which place and marble slurry dust to determine the optimum
quantity of MSD to be incorporated in sub-grade construction. The demonstration
stretch consists of 150 M length of control sections on either side of test sections,
150 M length of embankment in cutting (1 M depth and 4 M wide) prepared with
100 per cent marble slurry dust and 450 M length of sub-grade ( 0.6 M )
prepared by mixing in-situ soil and optimum quantity of MSD.
The construction of the demonstration stretch has been completed and zero
reading for performance evaluation recorded.
Significance
lxx
Demonstration stretches constructed will go a long way in gaining the users

confidence for bulk utilization of marble slurry dust in road pavement layers and
embankments and thus will help marble industry of the state environmentally
sustainable.
B.
NEW PROJECTS
2100-10
1.
Ground Stabilization Techniques for Road Construction in

Clayey Soils of Kuttanadu Region
Duration: April 2005 to March- 2006

The scope of the study is to analyse various methods of stabilizing clay in the road
embankments of Kuttanadu. The objectives are to analyse the engineering properties of
clayey soils in Kuttanadu region, study the effect of ground improvement technologies
such as sand drains, geotextile drains and to study the field performance of coir
reinforced small clay embankments under wet and dry conditions.
Methodology
The laboratory studies include basic engineering properties of coir geotextile, model
studies on coir geotextile and preconsolidation using sand drains and geotextile drains.
Field studies are conducted for coir reinforced clay dykes and side stopes.
Interim Conclusions
Clayey soil of Kuttanadu in general has a plasticity index of 38.9% with 30% silt
and 70% clay and belongs to the class of silts and clays of high compressibility.
The permeability in 2.83 x 10-7 cm /sec, Unconfined compressive strength is
0.189 Kg/cm2 and Co-eff of consolidation is 5.87x10-3 cm2/sec. When tested with
coir fibre called, Texsol, the UCC value is 0.386 Kg/cm 2, thus increasing the
comprehensive strength by 104%.
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.
lxxi
The study can be extended with newer methods of ground improvements.
2.
FLEXIBLE PAVEMENT
SUMMARY
Bituminous construction has tremendous improvements in terms of
material and techniques. Binders and mixes are modified using many additives
and materials and used in a considerable way. The performance of these layers
is also being monitored for different pavements like fatigue and rutting properties.
Use of unconventional and new materials is being largely explored.
Researchers have focused on using byproducts like chalk and polymer wastes.
However, suitable evaluation needs to be done and use of sophisticated
equipment and methods, like SHRP should be used for performance based mix
design of bituminous mixes.
lxxii

1.
2.
3.
4.
5.
Modification of binders and mixes by unconventional methods

Comparative study of different specifications
Effect of aggregate grade and shape on pavement performance
Evaluation of performance by various techniques
SHRP specifications and equipment
A.
ON GOING PROJECTS
2200-10
1.
Studies on Use of Modified Bitumen Binders (P-5 Scheme)

Gujarat Engineering Research Institute, Vadodara, (R)
(1) Laboratory Work
lxxiii
Representative sample of modified bitumen by adding Natural rubber, SBS, EVA

and aggregates from Sevalia area quarry are collected. Following various tests of
Bitumen and Bitumen modifier are carried out in laboratory.
Penetration test (IS:1203)
Softening point (IS:1205)
Ductility test (IS:1208)
Sp. Gravity test (IS:1204)
Elastic Recovery test (IRC:53)
Loss in Marshall stability or retained stability (as per ASTM: D:1559) was
carried out with different modified binders.
(2) Field work:
Experimental stretches for P-5 scheme were laid on Waghodia - Rustampura
road km 23/200 to 25/0 (450 m stretch for each modified binder and control
section) during June-2003. Three cycles of performance studies are completed
and fourth performance study is in progress.
2200-10
2.
Laboratory Study for Suitability of Chalk, a By-Product of NitroPhosphate Fertilizer Plant for Road Construction
Date of Start: October 2005

(i)
(ii)

Rashtriya Chemicals & Fertlizer Limited, Mumbai (S)

Report finalization in progress.
(i)
(ii)
The impure chalk has potential as fine for bituminous mixes and can be
used in 3-5 % by weight of aggregates in different bituminous mixes in
base course as well as wearing courses such as Bituminous Macadam
(BM), 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)
Detailed studies for suitable utility of impure chalk in bituminous mixes

may be undertaken to study the binder oxidation with chalk, rheological
behavour of binder with chalk, soil stabilization etc.
Field trials are required to validate the preliminary laboratory studies and
before its use in road construction.
Impure chalk in damp condition can be used in SDBC and BM with
emulsion based cold mix technology, which can facilitate the construction
without heating process and use of chalk in wet condition.
Results of this limited study have indicated that there is some potential of
using chalk in both pavement quality concrete and dry lean concrete.
2200-10
3.
Bitumen Modification through Packaging Technology

This project is a sub project of the Network project entitled New and Improved
Road Technology being carried out in collaboration with Central Institute of
Plastic Engineering and Technology (CIPET), Chennai
Six samples of polymeric sheets of varying thickness were sent by CIPET, Chennai under the
collaborative network project. Out of these, two samples were shredded into small pieces.
Appropriate quantity of shredded samples of polymeric sheet was added to hot melt 80/100
bitumen to assess the feasibility of these materials to pack the bitumen. Polypack modified
bitumen were tested for their physical properties as per BIS 15462. The shredded film is
completely dispersible in bitumen in hot melt condition whereas it gets separated from bituminous
phase at ambient temperature. Further work is under progress.
lxxv
2200 10
4.
Field Trials of Polymer Modified Bitumen (SBS Type) on NH-1A,

Jawahar Tunnel, J&K
Date of Start: October, 2004

Indian Oil Corporation Ltd., R&D Centre, Faridabad (R)
Test track of 1 km length was laid on NH-1A near Jawhar Tunnel using polymer
modified bitumen. The specification adopted was Bituminous concrete (Grade
2). The performance of the track after one year has been carried out. The test
track is performing good. Next performance will be evaluated in the month of
November 2006 i.e., after two years of laying.
2200-30
5.
Specification for Construction of Pavement of Haul Road for

280 Tonne Haulage Dumpers for Gevra Project
Date of Start: September 2005

Field investigations and laboratory evaluation completed, secondary
data/information collected
Design and specifications for haul road pavement needed special approach
since 260 T haulage trucks/dumpers use these roads in the project area. The
existing pavement crust and subgrade along new alignment are examined and
needed evaluation and data analysis carriedout for design. Available material
properties, traffic and other data are also used.
Interim Conclusions
Flexible pavement design and specifications provided
Recommendations
lxxvi
The performance of road pavement may be monitored
2200-50
6.
Study to Prevent Reflecting Cracks on Bituminous Overlay over

Cracked Concrete Pavement using Geotextile

The performance study of experimental stretches constructed using different
techniques on Kim - Mandavi road is continued during the year.
Experimental stretch was constructed in Jan -2000. Field performance evaluation
study was carried out for 5 years.
B.
NEW PROJECTS
2200 10
1.
Field Trials of Multigrade Bitumen at two different Climatic

Regions (Hot & Cold Climatic Regions)
Date of Start: August, 2005

(i)
(ii)
(iii)
Indian Oil Corporation Ltd., R&D Centre, Faridabad (R, S, I)

Central Road Research Institute, New Delhi (R, C)
Border Roads Organisation, New Delhi (C)

To carry out field trials with Multigrade bitumen & conventional bitumens using
four different road specifications namely premix carpet, mix seal surfacing, semidense bituminous concrete & bituminous concrete to see the actual performance
of multigrade bitumen in the field in comparison with conventional bitumens.
Methodology
Test sites have been selected at Drass (Cold climatic region) and at Jaisalmer
(Hot climatic region). 100 meters each of test sections with multigrade bitumen
and control sections with conventional bitumens 80/100 & 60/70 have been laid
lxxvii
at both the locations with four road specifications using hot mix plant & paver.
Performance evaluation of all the sections has been carried out immediately after
laying.
Limitations
Performance evaluation will be carried out after every six months for four to five
years.
2200 10
2.
Shelf Life Studies of Bitumen Emulsion

Scope and objectives
To prepare five different grades of bitumen emulsions as per revised BIS
specification IS: 8887-2004 and to study the shelf life of bitumen emulsions for
about three years.
Methodology
About 30 kg each of RS1, RS2, MS, SS1 & SS2 bitumen emulsions have been
prepared in the laboratory and tested as per IS:8887-2004 specification after six
months of storage.
Recommendations for Further Work
All the five grades of bitumen emulsions will be evaluated once in every six
months for the next two & half years to see the change in properties of bitumen
emulsion on storages
2200 10
3.
Evaluation of Bituminous Products using SHRP Equipments

lxxviii
To evaluate the performance of bituminous products namely conventional

bitumen, crumb rubber modified bitumen, polymer modified bitumen & multigrade
bitumen using Dynamic Shear Rheometer (DSR) Bending Beam Rheometer
(BBR), Direct Tension Tester (DTT) Rotational Viscometer (RV) etc. as per
performance grade (Super pave) binder specification to see the performance
grading & compare with conventional bitumens.
Methodology
Bituminous products have been evaluated for G*/Sin (rutting resistance) using
DSR & viscosity using RV on the original binder. Bituminous products have been
aged in the rolling thin film over (RTFO) and evaluated for G*/Sin using DSR.
The RTFO aged bituminous products have been further aged in pressure ageing
vessel (PAV) and evaluated for G* X Sin (Fatigue resistance) using DSR,
Creep stiffness (S) & m-value using BBR, failure strain using DTT.
Interim conclusions
Crumb rubber modified bitumens have highest rutting resistance compared with
conventional bitumens & Multigrade bitumen. Multigrade bitumens have showed
better fatigue resistance & low temperature cracking resistance compared with
conventional bitumens & crumb rubber modified bitumens and also showed
better rutting resistance than conventional bitumens.
Limitations
Evaluation of polymer modified bitumens using above equipments is under
progress
2200-10
4.
Investigation on Field Performance of Bituminous Mixes with

Modified Binders, MOSRT&H Research Scheme (R-85)

(i) Indian Institute of Technology, Madras (R, I)
(ii) Ministry of Shipping, Road Transport & Highways (S)
(i)
To study the performance of bituminous mixes with crumb rubber,

natural and SBS, SBR Polymer modified binders and waste plastics only.
lxxix
(ii)
(iii)
(iv)
(v)
(vi)
The total length to be covered under the present study will be 20 km

located in the State of Karnataka, which will be identified by the Regional
Officer, MoSRT&H Bangalore.
The total length of 20 km on which performance evaluation is to be
carried out will be divided into four parts and each part will be treated with
different binders namely neat bitumen, PMB, CRMB and the bitumen
mixed with waste plastic
Supervision on the plant site at the time of mixing of the plastic waste
with the bitumen as well as during laying of the mixes in the field in the
entire 20 km length to be done.
The performance of the bituminous layers constructed using the
modified binders will be evaluated for their performance in terms of rut
depth, crack area, pot hole area, structural adequacy in terms of
deflections and riding quality measurement in terms of unevenness index.
The performance of the various modifiers will be quantified in terms of
pavement condition index and using the unevenness index, the life cycle
cost of various modified binders will be evaluated duly considering the
traffic, climate and environmental factors.
Methodology
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
Marshall Specimens will be prepared in the laboratory and the

properties of the bituminous concrete mixes will be studied.
The properties of various binders will be studied in the laboratory and
their variation on the performance of the various binders will be evaluated.
Core samples will be taken from the test tracks constructed using
modified binders and their properties will be evaluated.
The performance of bituminous mixes using various modified binders
will be studied over a period of three years and will be evaluated in terms
of rut depth, raveling, pot hole and riding quality.
Models will be developed to predict the performance of the pavements
overlaid with the modified binder mixes.
To ensure application of the findings, recommendations for
specifications for various types of construction using PMB, CRMB and
bitumen modified with plastic waste will be prepared.
The longevity of the bituminous concrete mixes overlaid with various
modified binders will be quantified and presented.
Interim Conclusions
This study will give comparative analysis of the various properties of the modified
binders as well as comparative evaluation of the properties of the asphaltic
concrete mixes using various modified binders.
The study will help in
development of performance prediction models for use in pavement design. The
study will also evolve design matrix to help selection of appropriate modified
binders under different climatic and traffic conditions.
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.
Study on Shape and Size of Aggregate

Characteristics of Bituminous Pavements
on
Surface
Date of Start: 2006

To study the influence of shape and size of aggregate on the bituminous surface
characteristics like skid resistance and surface texture of aggregate.
2200-20
6.
Study on Use of Waste Plastics in Bituminous Pavements
Date of Start: 2006

To study the influence of Plastic particle relationship with aggregate surface in
Bituminous Pavements
2200 20
7.
Influence of Aggregate Grading on Asphalt Mix Volumetrics
lxxxi
LEA Associates South Asia Pvt. Ltd., New Delhi (R,I)

To study the effect of aggregate grading on the VMA of laboratory compacted
asphalt paving mixes.
To determine an aggregate grading for bituminous concrete that gives rise to
suitable VMA values for satisfactory performance of the mix.
Methodology
In the standard marshall procedure for the design of asphalt paving mixes, the
optimal asphalt content is determined by testing the mixes made with different
asphalt contents from the selected grading. The selected grading is normally
chosen to lie well within the grading band of the MOSRTH specifications. Mixes
so designed do not perform satisfactorily, particularly when laid in hot climates
and subjected to heavy traffic loadings even when stiffer asphalts like the
polymer modified bitumens are used. In this case we require relatively higher
asphalt contents and also higher initial air voids so that the mixes are stable for a
long time during and after secondary compaction under traffic has taken place.
High asphalt content and high air voids content are contradictory requirements
and cannot be achieved with dense aggregate gradings.
A series of Marshall tests have been conducted on a set of asphalt concrete mix
specimens made with different aggregate gradings and changing the asphalt
content and compactive effort and studying their Marshall properties.
Supporting Data
It has been observed that gradings giving rise to higher VMA values fulfill the
requirement of having relatively higher asphalt contents with higher initial air
voids content. Field behavior of the mixes collaborates these findings.
A method has been evolved to identify such gradings in relation to the 0.45
power grading which is the reference aggregate grading for Superpave mix
design.
Significance / Utilisation Potential
In several on-going projects of the NHDP, it has been observed that the asphalt
mixes in the wearing course undergo rutting within a few months of opening to
traffic. The current method of Marshall mix design does not ensure failure
against rutting when we use the stipulated minimum asphalt content in the
MOSRTH specifications. The present investigation has brought out that by
selecting a suitable aggregate grading, we can impart better resistance to rutting
lxxxii
of asphalt mixes while complying the minimum asphalt requirements of the

MOSRTH specifications.
However, it was observed that the developed
aggregate gradings deviate from the specified MOSRTH aggregate band to
some degree.
Further Proposed Work
It is proposed to carry out uniaxial creep tests and wheel tracking tests to study
the rutting pottential of asphalt mixes made with different aggregate gradings so
as to validate the findings of the present study.
2200-40
8.
Preparation of Manual for Development of Six-lane National

Highways, MOSRT&H Research Scheme (R-84)
Date of Start: November 2005

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

process for approving deviation would optimize on capital costs.
3. RIGID PAVEMENTS
SUMMARY
In this sub section, total 7 projects comprising of 4 completed projects and

3 on going projects have been reported. Research work reported in the area of
rigid pavements comprises of evaluation of Wollastonite in concrete works, Use
of High volume fly ash in pavements, studies on flakiness and elongation indices
of aggregates in different layers of pavements and high performance fibre
reinforced concrete for construction and repair of concrete pavements. Use of
sulfonated melamine formaldehyde super plasticizer and fly ash in concrete
roads has also been reported.
lxxxiv
Techno economic feasibility of use of Wollastonite in concrete
1.
works
2.
Effect of flakiness and elongation indices of aggregates in

different layers of pavements
3.
Construction, quality control and performance of High volume fly

ash concrete roads
4.
A.
Need to promote use of fly ash in pavements
COMPLETED PROJECTS
2300-20
1.
Evaluation of Wollastonite in Concrete Works
Duration: May 2003 to March 2005

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

Wolkem India Limited, Udaipur (S)
lxxxv
Project completed and final report submitted to the sponsor in March-2005.

Conclusions
Partial substitution of sand by natural Wollastonite micro fibres in normal and flyash concrete brings about 20 and 30 per cent improvement in compressive
strength at 28 and 56 days respectively and 30 and 40 per cent increase in
flexural strength for the same period. A comparison of the results revealed
reduction in water absorption, drying-shrinkage and abrasion loss of concrete by
incorporation of Wollastonite. Enhancement in durability against alternate
freezing-thawing and sulphate attack was observed. An overall economy of 10 to
15 per cent in the construction cost of concrete pavement can be achieved by the
incorporation of Wollastonite.
Significance
The results obtained from the study will open a new era for further R&D on the
use of natural mineral fibres in concrete.
Recommendations
Construction of test sections with concrete incorporating Wollastonite should be
done to evaluate the material in actual field conditions.
2300-20
2.
High Volume Flyash Concrete for Pavements

Scope and Objective
The use of fly ash as a partial replacement of cement in conventional concrete
has been limited to 25-30% only. Some people also think that larger volumes of
Indian fly ashes might not be used in concrete. The major objective of this
research project was to examine the effect of high volume of fly ash on various
properties of paving concrete and also to evaluate the suitability of such concrete
for paving projects. A suitable method of concrete mix design using high volume
of fly ash, for highway paving project, was to be established.
Three control concrete mixtures having 400 kg/m 3 of Ordinary Portland cement
and water-cementitious material (w/cm) ratio of 0.30, 0.34 and 0.40 were
prepared. Other concrete mixtures were then prepared by substituting 20, 30, 40,
50, and 60 percent fly ash in all control mixtures. Compressive and flexural
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.
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.
Use of Fly Ash as a Cementitious Material with Partial

Replacement of Cement in Pavement Concrete - PQC
Duration: May 2002 to February 2005

Hindustan Construction Co. Ltd (HCC), Mumbai (R,I)
The entire 28 km stretch was completed and is running with satisfactory
performance.
Finding/Conclusions
In PQC and DLC, HCC was permitted to use fly ash as cementitious material for
Satara Kolhapur Kagal section of NH-4.
As per Clause SP 16 of the Technical specification following was to be
considered:
Use of fly ash, as cementitious material in the concrete mix was

permitted.
However, fly ash content in the mix was not allowed to be
more than 40% of the total cementitious material. The maximum allowable
content of fly ash was limited to 160 kg/m3 of concrete mix.
Fly ash requirement was as conforming to IS: 3812, Grade I
Also a relaxation was allowed in such cases where fly ash was used
that from 28 days strength, as 56 days strength shall be tested for
compliance
Based on the aforesaid specifications, already approved mix designs

incorporating fly ash (at different replacement levels from 25% to 40%) were
established for the aforesaid project by HCC.
Conclusion
Fly ash improves workability thus reducing the dosage of admixture. Using fly
ash to replace cement reduces the heat of hydration in concrete thus reducing
the cost of cooling the concrete. All these have a positive financial implication on
the overall cost of concrete. More over strong and durable maintenance free
roads are the largest benefit to the owner and end-users.
As fly ash contains higher heat factor, it requires less power in concrete making
process resulting in substantial saving of power. It leads to reduction in emission
of CO2, thus helping the cause of pollution free environment. By reducing
consumption of OPC, the rate of depletion of mineral resources required for
production of cement can also be reduced.
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.
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.
Construction and Performance of Indias First High Volume Fly

Ash (HVFA) Concrete Road in Ropar, Punjab

Gujarat Ambuja Cements Ltd., Ahmedabad (R)
Completed
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)
HVFA concrete in which, ordinary Portland cement is replaced by 50% fly

ash, provides high strength, high performance durable concrete.
(iii)
For new roads, the cost of HVFA concrete is almost at par with bituminous
roads.
(iv)
Like the conventional concrete roads, HVFA concrete road has high
service life without major maintenance, needs less lighting, is not affected
by rains, allows smooth traffic flow, causes low were and tear of vehicles,
provides savings in fuel, and is environmental friendly.
(v)
HVFA concrete is ideal for rural roads, district roads, state and national
highways.
B.
ON GOING PROJECTS
2300-20
xc
1.
Studies on Flakiness and Elongation

Aggregates in Different Layers
Index
Indices
of
Date of Start: July 2005

Engineering properties of aggregates and other constituents of bituminous and
concrete mixes have been determined, Cement concrete mixes up to 100% flaky
and bituminous mixes up to 60 % flaky aggregates have been studied. Interim
Report has been prepared.
Limits of flaky aggregates in different layers may be increased by about 10- 20
% of the value determined.
Recommendations
Further studies are required to conform the findings
2300-20
2.
High Performance Fibre Reinforced Concrete for Construction

and Repair of Concrete Pavements

(i) Central Road Research Institute, New Delhi (R)
(ii) Structural Engineering Research Centre, Chennai (C)
(iii) Central Mechanical Engineering Research Institute, Durgapur (C)
The technical reports have been prepared on different activities by the
collaborative agencies.
Further, evaluation work of the roads made with fibre reinforced concrete is in
progress
There is large saving of natural conventional materials.

Saving in energy, as the byproducts used already contained huge
potential energy.
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.
Use of Sulfonated Melamine Formaldehyde Super Plasticizer

(SMF) and Fly Ash in Cement Concrete Roads

The selection of site for experimental stretches was finalized on Kheda-Matar
road. The construction of stretches will be carried out by R & B Division, Nadiad,
there after the performance study of experimental stretches will be carried out.
xcii
III.
SUMMARY
Natural hazard mitigation and waste material management are major
areas in geotechnical engineering, which have received major research thrust
during the year. The progress of research work reported in the geotechnical
engineering comprises study of landslide and rockfall, landslide investigation,
instrumentation and monitoring remedial measures, preparation of microzonation
map of Delhi, selection of backfill material for appropriate compaction of backfill
over Metro tunnel alignment, investigation and design of high embankment on soft
ground using flyash fill for bypass road and use of jute geotextile for efficient road
drainage and stabilization.
1.
Use of waste materials produced by industries such as copper slag, mine

quarry waste, fly ash, waste glass etc.
2.
Instrumentation and monitoring of landslides to have a quantitative

relationship of different factors affecting slope stability
3.
Field oriented R&D projects on investigation of landslides and rockfall
4.
Use of jute geotextile for stabilization
5.
Microzonation map of Delhi
6.
Study of liquefiable areas for Delhi, can be included in microzonation map

of Delhi
xciii
A.
COMPLETED PROJECTS
3000-10
1.
Landslide Investigations on Phuentsholling Thimpu Road,

Bhutan
Duration: August 2004 to July 2005

(i)
(ii)

Border Roads Organization (S)

Completed
Field investigations were carried out regarding four major landslides located at
Kharbandi, Sorchin Bypass, Sorchin and Jumbja, which usually blocked the
highway for a considerable period every year. The investigations and the survey
of the area indicated that the drainage has important role in all these slides. All
the slopes were found to be critical and factor of safety was less than one. The
stability analysis has been carried out using GEO 4 software and found that the
factor of safety varies from 0.37 to 0.68. The analysis indicated that the slopes
were unstable and the failures were likely to continue. Considering the adverse
conditions responsible for slope stability, remedial measures were proposed to
stabilize the slope.
Recommendations
Scaling of boulders from left flank i.e. the eastern side of the slide, which is
presently affected by rackfall problem from the highly fractured and
fragmented rock slope
The debris mass above road level has acquired angle of repose, however, the
non cohesive material in the soil-boulder matrix is expected to be eroded
away due to surface runoff. Flexible boulder fencing, benching of slope in
reinforced gabion walls and provision of rock collection trench between the
slope and the fence must be made as per the scheme mentioned in the
report.
The boulders resting on the surface of slope in the eastern side of the slide
may be removed, however, no querrying should be allowed from this zone
as the same would accelerate the surface erosion/debris slide.
The downhill slope on the extreme left side has a large natural drain which
has been experiencing channel erosion leading to damages on the road
xciv
stretch. The rocks on the side of the channel comprises of transported

boulders or debris mass. The channel should be provided check dams at
a few locations. Ballie check dam construction with horizontal
reinforcement and pre anchoring would be of help as there is hardly any
location in the gulley to support the foundation of check dams.
The rock slopes adjoining the road stretch may be protected using wire mesh
and the shortcrete as suggested in the report.
Considering the state of land slide and other conditions, it is suggested to
explore the possibility of construction of a tunnel to by pass the slide area.
3000-10
2.
Investigation Instrumentation and Monitoring of Patalganga

Landslide on NH-58, Uttaranchal (phase-I)
Duration: March 2002 to June 2005

(i)
(ii)

Department of Science & Technology, New Delhi (S)

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

damaged a few of the villages and still threatening their existence. It is
recommended to take quick measures, so that further damage as well as
the loss of life can be prevented as suggested in the report.
Patalganga landslide which is situated at the mouth of the Patalganga

watershed can block the river if a bigger magnitude of slide takes place
and a tragedy, as appeared in 1970, can be repeated again, thus, after
next monsoon, remedial measures should be implemented to avoid the
landslide.
3000-10
3.
Study of Landslide and Rockfall on Mumbai-Pune Expressway
Duration: December 2004 to June 2005

(i)
(ii)

Maharashtra State Road Development Corporation (S, I)

Completed
xcvi
The remedial measures suggested have the following aspects:
Preventing the rock blocks falling on the road
Preventing the rocks & rock slopes to erode & weather as well as fall from
the slope
Provision of the drainage on the slope
Repair & maintenance of the remedial action already taken
Repair & strengthening the embankment at desired location using

appropriate method.
Conclusions
Mumbai-Pune Expressway (approx 95 km) in length is the first Expressway of the
Country. Since the Expressway got started, it is facing with problems of
rockfall/landslide. After preliminary investigations in the year 2005, 17 locations
were found critical requiring immediate interventions in terms of suitable remedial
measures for their prevention. Out of 17 locations, 4 were most critical.
Detailed field mapping was done for all four critical locations to analyse the
problem scientifically. The data pertaining mainly to joints were collected during
the field studies apart from other geological & geomorphological investigations.
The data analysis was done using the appropriate software. Stereographic plot of
joint pole and planes was prepared to analyse the problem critically. After
analyzing the critical locations suitable remedial measures (long term and short
term) were recommended to the client for stabilization of landslide and rockfall.
Recommendations
Implementation of the recommended remedial measures and monitoring for three
years.
3000-10
4.
Investigation and Remedial Measures for the Stabilisation of

Slopes at km.42 on NH-150, Mizoram
Duration: May 2005

(i)
(ii)

PWD, Mizoram (S, I)
xcvii
Completed
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
So it is proposed that dumping of household waste should be immediately

discontinued and the waste collected should be removed.
Remedial measures for the left flank (High school side) of landslide
The bridge should be properly rested on concrete footing and to minimize
vibrations, Neoprene bearings should be provided in between bridge and
concrete footing. It is proposed to construct a stone masonry retaining wall to
support the soil mass below the bridge and shot Crete the exposed rock surface
on the left flank.
Application of jute/coir mesh for erosion control
Application of jute or coir mesh on the exposed slopes promotes the growth of
vegetation due to which stability of slopes is increased and thus controls slope
erosion.
Remedial measures for the left flank (High school side) of landslide
The bridge should rest on concrete footing such that Neoprene bearings should
also be provided in between bridge and footing to minimize the vibrations. Along
with this a stone masonry wall should be provided to support the soil mass below
the bridge and shotcrete the exposed rock surface on the left flank.
Recommendations
The portion of the slope below the vertical cut is recommended to stabilize
with series of Reinforced Walls.
Instead of adopting a combination of RE wall, soil nailing and shotcreting,
RE wall itself can be used as a retaining structure from the toe of the
embankment up to the bridge level.
The exposed soil surface on the right flank should be treated with jute
geotextile and mulching is to be undertaken.
3000-20
5.
Selection of Backfill Material for Appropriate Compaction of

Backfill over Metro Tunnel Alignment between Barakhamba
Road-Connaught Place-Dwaraka Section
Duration: December 2005

(i)
(ii)

Senbo Engineering Limited, New Delhi (S, I).

Completed
xcix
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.
Soil needs to be placed in layers (20 cm thick) at optimum content

before rolling with vibratory rollers, which is difficult considering the space
availability at site due to struts and utility network crossing the trench from
one side to other. Therefore it is recommended only for top 1.0 m fill at the
top before 0.5 m thick sub grade.
2.
Fly ash is required to be transported from the ash ponds of near by

thermal power plant in slurry form in dumpers, which results in spillage of
fly ash on road. This spilled fly ash needs to be cleaned daily which is
cumbersome process involving resources and time. Fly ash if gets dry
during dumping and handling at site will result in air pollution. More over
the permeability of fly ash is in the range of 10 -5 cm/sec, so this will take
more time after each lift is placed by flooding before it attains stable state
of compactness. The fly ash particles are lighter in weight therefore water
densification of fly ash will not be as much as can be achieved for fine
sand. Therefore fly ash is not recommended in this case.
3.
Sand is preferred over soil and fly ash due to its high permeability
(10-3 cm/sec), this property will help in downward drainage, which is
required to maintain seepage forces in downward direction when the sand
is saturated to aid in compaction. Laboratory work has indicated that for
achieving 95 percent degree of compaction relative density should not be
less than 60 percent, but this relative density is dependent on the 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.
Design of Fly Ash Embankment for Widening of Marginal Road

Bund from GT Road-to-Road No. 59
Duration: March 2004 to 2005

(i)
(ii)

Public Works Department, Delhi (S,I)

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

Measures for erosion control are recommended.
B.
ON GOING PROJECTS
3000-20
1.
GIS Based Subsurface Geotechnical Map of Delhi

(ii) Department of Science & Technology (S)
(i)
2000 borehole data pertaining to various aspects of geotechnical properties of

soil & rock was collected from various agencies
(ii)
1776 borehole data has been finalized for further analysis
(iii)
The map of Delhi was divided in to five zones for easy understanding of the data
as well as avoiding the gaps between the data links etc
(iv)
Each zone is represented with the borehole data falling within their category and
each borehole is attached with the database
(v)
The data got programmed in such a way that different ranges of N values are
highlighted based on their depths. GIS based N value maps of each zone at
different depth were prepared
(vi)
GIS based soil type map at different depth were prepared
(vii) The short listed data has been provided to IMD (collaborative partner). IMD has
prepared liquefaction potential map of Delhi using the CRRI & other data
(viii) The database was also used for preparation of first microzonation map of Delhi.
CRRIs contribution has been acknowledged by DST
Subsurface Data analysis
The Rockworks Software was procured to do the subsurface analysis. The
process of keeping the data into required format was started in the current year.
Where as separate formats for primary borehole data such as project no., water
table, latitude, longitude, ground level, investigation date etc. similarly, format for
soil also made having almost all the possible engineering properties which could
be considered by an engineer for construction of a foundation for building,
flyovers, bridges, tunnels, retaining structures etc. For rock properties also a
separate format was designed including almost all the possible properties. Since,
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.
First and foremost step will be to divide the whole Delhi area into four grids, to
find out the density of data in each grid (NSEW).
The density of data, as of now (out of 1776 boreholes marked in GIS Map)
seems to be scarce in NW part of Delhi, and less scarce in SW. However
good density of Boreholes has been noticed in NE and SE part of Delhi.
Master log (representing the Lithology/Stratigraphy of all the boreholes)
required for the subsurface analysis using the rockware software has been
completed for all boreholes and the following subsurface analysis is in
prog
Preparation of Master strip log for the entire 2000 borehole data.
Preparation of 2D strip logs for each of the borehole data.
Preparation of Multistrip 2D logs.
Preparation of 2D Subsurface Geotechnical Map of Delhi.
Preparation of 3D Subsurface Geotechnical Block Map of Delhi.
Preparation of Fence diagram.
Preparation of Cross sections.

Limitations
The study is based on the data collected from various agencies in Delhi.
Therefore there could be some fluctuations in accuracy of the data
3000-20
2.
Microzonation Map of Delhi

(i)
(ii)

Department of Science and Technology (S)
Collection of information from all possible sources

(including members of Microzonation group) pertaining to
Geological,
geomorphological,
seismotectonic,
geotechnical aspects etc.
Transformation of collected information into Digital form
and Transformation of each data layer into GIS Format.
civ
Integration of each generated thematic information layer

for preparation of microzonation Map of Delhi.
Work carried out:

CRRI has completed the following tasks which were incorporated with the inputs
created by IMD and other organizations to prepare the first cut microzonation
map of Delhi.
1.
2.
3.
4.
5.
6.
7.
Preparation of geological map of Delhi the map prepared based on the

geological data, maps and other publications are not based on the actual
survey. The inputs mainly considered from the published map of GSI.
Siesmotectonic map of Delhi- The map prepared is based completely on
the published, undigitised seismotectonic atlas of India. This will be an
important map as it will give the relationship between the seismotectonic
setup and other factors, required for future seismic analysis of Delhi.
Geomorphological map of Delhi This map was created using extensive
scattered material pertaining to geomorphology of Delhi. This map
indicates the most recent geomorphological setup.
Census map of Delhi The map includes the population of Delhi district
and block wise. The density of population in various part of Delhi gives us
the comparative settlement of population which could be a very useful
input while going for microzonation map of Delhi.
Rock configuration map of Delhi The rock depth map prepared by GSI
has been updated by adding more recent information. The rock depth map
is one of the important input thematic layers for preparing the
microzonation map of Delhi.
Water depth map of Delhi: The water depth map of Delhi mainly based
on the data collected from the CWC was prepared. Apart from the type of
material and its properties the depth of water level is a very important
input for demarcating the areas favourable for liquefaction potential.
Subsurface geotechnical data of Delhi For preparing a liquefaction
potential map of Delhi apart from many other things we also require the
geotechnical properties of soil. The data collected by CRRI has been put
in a proper database and then given to IMD who has prepared the
liquefaction map of Delhi using the data.
3000-30
3.
Investigation and Design of High Embankment on Soft Ground

using Flyash fill for bypass road from Kalindi Colony to Kalindi
Kunj, New Delhi
cv
(i)
(ii)

Public Works Department, Government of Delhi (S & I).

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

Collection of undisturbed and disturbed soil samples from all boreholes
and conducting relevant laboratory tests on representative soil samples
as per IS: 2720.
Conducting Standard Penetration tests (SPT) at different depths in the
borehole.
Conducting Dynamic Cone Penetration Tests (DCPT) and Static Cone
Penetration Test (SCPT) at selected locations.
Interpretation of the field and laboratory test results to make
recommendations for ground improvement.
Design of the embankment section incorporating fly ash as construction
material.
Settlement analysis and suggesting remedial measures for ground
improvement if required.
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.
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
Sand layer between 3 m to 15 m depth was found to be loose to medium

dense. Sub-soil below 15 m depth was found to be in a densely
compacted state having N values in excess of 20. The results of SCPT
tests also confirm this finding.
Berm width equal to 3m and height 4.1m be provided by the river side of
the embankment from chainage 2150m to 3000m.This is essential to
prevent any failure of embankment side slope during sudden draw down
conditions.
The settlement of the embankment in the total reach from chainage 0+0 to
3+600m was computed to be between 7cm to 14.5cm. Of this maximum
settlement (about 14.5cm) is expected to occur in the reach between
1+600 to 2+000m.
The total construction period of the project is expected to be above two
years as the sub-soil under going settlement is mainly sandy type, this
settlement would occur during the construction phase itself.
Recommendations
C.
It is suggested that settlement of the embankment mark to be monitored.

This can be achieved by installing permanent bench away from the road
alignment and observations points all along the embankment and under
taking regular leveling work of determining the spot levels of the
observation points.
As suggested earlier vide our letter No. CRRI/GTE/PWD dated 24.1.2005,
three m vide berm shell be provided on the Yamuna river side from
chainage 1+600 to 3+000m.
In future, it is recommended that before taking up embankment
construction, dewatering should be undertaken before taking up
construction. In case dewatering is not feasible, it is suggested that backfill
material to be placed inside standing water should be non-plastic granular
material of maximum particle size less than 75 mm with uniformity
coefficient not less than 10. It should be placed by end tipping in
accordance with clause 305.4.6 of MoRTH specifications. Direct dumping
of flyash in ponded water may be avoided.
NEW PROJECTS
3000-20
1.
Use of Jute Geotextile for Efficient Road Drainage and

Stabilization
cvii
(i)
(ii)
(iii)

Jute Manufacturers Development Council (S)
National Rural Road Development Agency (I)

The main objective of the R&D project is to evaluate the beneficial effects of the
use of jute geotextile in road construction. The following aspects have been
considered in the study.
To assess the performance of jute geotextile as a separation layer,

preventing the intrusion of sub grade material into the sub base/base and
improvement in the bearing capacity of the sub grade
To assess the performance of jute geotextile as a drainage layer, draining
away the water that percolates down the upper layers of the pavement
To assess the benefit of jute geotextile as a supporting system for
constructing embankment on soft ground (slushy soil, marshy soil)
To assess the benefit as a facilitator of growth of turf on embankment
slopes and earthen shoulders and hill slopes
Preparation of guidelines for use of agro based geotextiles and,
dissemination of findings.
The study is taken up in collaboration with CBRI (Roorkee). CRRI will under take
the study for the use of jute geotextile in the road pavement on soft sub grade
and to improve the load bearing and drainage system by use of jute geotextile.
CRRI-CBRI jointly will take up studies on use of jute geotextiles and Stabilization
of hill slopes
Methodology
In order to demonstrate the above benefits, ten roads have been identified in five
states namely West Bengal, Orissa, Assam, Madhya Pradesh and Chattisgarh.
The various combinations of pavement designs will be tried out, by comparing
with control section of conventional design. The Detailed Project Reports (DPR)
of all the ten selected PMGSY roads have been prepared and the same were
approved by concerned STAs. The Ministry of Rural Development, Government
of India has accorded sanction for taking up these pilot road studies. Workshop
cum training programme were organized in four states (Orissa, West Bengal,
Chattisgarh and Assam) to impart knowledge about jute geotextiles, their usage,
advantages and other related aspects to the engineers from implementing
agencies (state rural road construction agencies) jointly in association with Jute
manufacturers Development Council. Tendering of the works has been
completed by the respective state agencies and for some of the roads, work has
been awarded. Construction work is expected to be completed in about 8 to 9
months.
cviii
Conclusions: Project work in progress

3000-20
2.
Guidelines for Soil Nailing Technique in Highway Engineering,


(i)
(ii)
Indian Institute of Science, Bangalore (R)

Ministry of Shipping, Road Transport & Highways (s)

(i)
(ii)
(iii)
(iv)
(v)
Appraisal of design and analysis methods for soil nailing with reference
to some case study in India and abroad.
To analyze the various failure modes for soil nailing technology .
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
Soil nailing technique has number of applications in the field such as stabilization
of cut slopes, construction and retrofitting of bridge abutments, construction of
tunnel portals in steep and unstable rock strata. This technique is fast becoming
the preferred method of construction for soil retaining wall due to its cost
effectiveness and easy method of construction. The effective formulation of
guidelines and specifications for soil nailing technique would be of great help for
Highway Engineering.
3000-30
3.
Feasibility study on the Use of Copper slag Wastes in Road and

Embankment Construction

Feasibility of utilisation of copper slag in embankment, sub base and base

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

variety of projects covering structural investigations, laboratory investigations,
foundation investigations and structural design. There is one project completed
and nine projects are reported as on-going/new projects, out of which one project
is new.

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

(HPC) for Pavement and Bridges made with indigenously available
materials (B-32)
2.
Studies for Aerodynamic Stability of Cable Stayed Bridge Decks (MORTH

Research Scheme B25)
3.
Study on Hard Topping for Distressed CC Wearing Coats and Concrete

Pavements
4.
5.
Creating a data base on bridge information System for the State of Tamil
Nadu.
6.
Dynamic Response of Prestressed Concrete Bridges.
7.
Determination of Scour Depth (for general Bed, within Channel

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

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

Specifications, manual of Practice for Design and Execution of Expansion
Joints.
10.
GIS application for Data Management of Bridges A Pilot Study
cxii
A.
COMPLETED PROJECTS
4000-20
1.
Preparation of Draft Specification for use of High Performance

Concrete (HPC) for Pavement and Bridges made with
indigenously available materials (B-32)
Duration: April 2000 to July 2002

(i)
(ii)

Ministry of Shipping Road Transport & Highways (S)

The final report was submitted to the Ministry after incorporating its observation.
Subsequently it was further sent to the experts for their comments. Finally the
extract of the report along with the comments of the experts has been sent to
IRC so that the findings may take place in the guidelines for the use of HPC
being formulated by IRC.
The recommendations for the use of HPC for Roads & Bridges works are
enclosed herewith. However, some of the basic features of the research scheme
are:
(i)
(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
defined quantities of mineral and chemical admixtures as suggested in the

present specification. The difference is only the mixing procedure of Portland
cement, fine aggregate, coarse aggregate, silica fume and/or fly ash.
Flyash and silica fume which may be as health hazard as cement, slag and other
reactive siliceous particles, if not handled properly. These shall be used with
proper care and bags shall be opened when required, but used within a period of
six months. IS: 456-2000 and IRC: 15-2002 shall be followed for HPC as is
followed for conventional concrete of equivalent strength. Tools, equipments
and appliances required for concrete pavement construction should be as per
IRC: 43-1972 and IRC: 15-2002. For the joint spacing, types of sealant, premoulded joint filler materials and any other aspect not covered in the present
specifications on HPC pavement, IRC: 15-2002 / IRC: 58-2002 may be referred.
Grade I fly ash as per IS: 3812 1981 upto 15 percent by weight of total
cementitious material and silica fume as per IS: 456-2000 up to 10 per cent by
weight of cementitious material are found most suitable for making high
performance concrete. Chemical admixtures as per IS: 9103-1979 up to 2.0
percent by weight of cementitious material may be used to attain required
workability and durability.
Final report has been submitted to the Ministry
B.
ON GOING PROJECTS
4000-10
1.
Studies for Aerodynamic Stability of Cable Stayed Bridge Decks

(B-25)

(i)
(ii)


The project is physically completed but yet to be approved by the Ministry.
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.
Draft final report has been submitted to the Ministry which is under examination
4000-20
2.
Study on Hard Topping for Distressed CC Riding Coats of

Concrete Pavements

The study is aimed at developing proper cement and polymer based concrete for
repairing CC wearing coats and concrete pavements and to study their
effectiveness. Materials needed for the same have been purchased and
laboratory studies completed. The field experimental stretch has been laid and
field performance evaluation is in progress. It may be completed by June 2008.
Only after completion of the observation period, a comprehensive report /
conclusion may be arrived at.
4000-20
3.
Date of Start:
Preliminary study completed. Technical sanction has been accorded for the
Research Scheme (under Part II scheme) by Director, Highways Research
cxv
Station. Equipments are being purchased. Laying experimental stretch is to be

done.
4000-20
4.
Creating Data Base on Bridge Information System for the State

of Tamil Nadu

Highways Research Station, Chennai (R)
The particulars of bridges on various categories of roads in Tamil Nadu such as
NH., S.H., MDR and ODR have been fed into the system using M.S. Access
programme classifying the data into 17 different aspects for each bridge. The
data have been sent to each divisions to check its accuracy. On receiving from
the concerned divisions, the same will be finalized.
The bridges will be given numbers and the same will be intimated to the
(Maintenance Wing) Divisional Engineer of Highways.
4000-20
5.
Dynamic Response of Prestressed Concrete Bridges

Modified the computer program to include the creep and shrinkage prediction
model suggested by Muller et al. Based on this inclusion of prediction model in
the software, studies were revised to compare the creep and shrinkage in
concrete by the following five prediction models:
ACI-209 recommendation
B3 model
CEB-FIP model code 1990
Muller et al. model
GL 2000 model
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.
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
cxvii
1.
Goel, R., Kumar, R. and Paul, D.K., A comparative study of various

creep and shrinkage prediction models for concrete, Accepted for
publication in ASCE Materials in Civil Engineering.
2.
Goel. R., Parkash, S., Kumar, R. and Paul, D.K. (2006), Prediction of
creep and shrinkage strains in prestressed concrete bridges, National
conference on Advances in Bridge Engineering, IIT, Roorkee, March 2425, pp. 543-554.
4000-20
6.
Creation of National Test Facility, Formulation of Guidelines,

Specifications, Manual of Practice for Design and Execution of
Expansion Joints

(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
Literature survey is completed

Study Visit to see the existing Testing Facilities at the Factories of M/s J.
Sons, Meerut; M/s Sanfield India Ltd., Bhopal; and M/s METCO, Kolkatta,
completed.
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
Preliminary Specifications for the braking Test, Fatigue Test, Ponding
Test, Cyclic Motion Test, Debrias Expulsion Test, have been prepared.
Global Tender has been advertised for the procurement of Braking Test
Facility, and Fatigue test Facility.
The existing Fatigue Testing System has been upgraded by replacing the
old M9500 Digital Controller by the new Generation M9610 Hydrowin
Controller.
The newly acquired equipment has been installed, commissioned, and training
has been imparted.
Limitations
Scanty information is available regarding the detailed specifications of the test
facilities like braking test, fatigue test, cyelic motion test. These facilities are not
available within our country,. Exposure to any of the existing test facility at global
level may be extremely useful for the development of such test facility.
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.
1.
2.
3.
4.
5.
Detailed Project Report (DPR), Creation of National Test Facility for

Bridge Expansion Joints in Highway Bridges, CRRI Publication, March
2005
State of the Art Report (SOAR), Performance Evaluation of Bridge
Expansion Joints, CRRI Publication, June 2005
S.S. Gaharwar, Ram Kumar, P.K. Nanda, A Rationalized Approach
for th Performance Evaluation of Expansion Joints, IIBE National Seminar
on Innovative Foundations and Load Transfer Devices, 13 th 14th
January 2006
S.S. Gaharwar, Ram Kumar, P.K. Nanda, Salient Considerations for
the Fatigue Design and Testing of Modular Bridge Expansion Joints
(MBE), National Seminar on Fatigue and Fracture fo Aerospace
Structures XIV NASAS, Nagpur, 30th 31st January 2006
S.S. Gaharwar, Ram Kumar, P.K. Nanda, Performance Evaluation of
Bridge Expansion Joints as per the IRC Guidelines, National Seminar on
Advances in Bridge Engineering, IIT, Roorkee, 24th 25th March 2006
4000-20
7.
Determination of Scour Depth (for general Bed, within Channel

Contractions and at Bridge Piers) in Boulder-Bed Rivers under
High Stream Velocities (B-33)
Date of Start: February 2002

(i)
(ii)
Department of Civil Engineering IIT Kharagpur (R)


The draft final report covering the following activities has been submitted to the
Ministry.
(i)
Identification of the threshold conditions for movement of boulders
under stream flow, quantification of the transport rate of boulders and
estimation of the magnitude of scour in general boulder beds during high
floods.
cxix
(ii)
(iii)
Estimation of magnitude of scour within channel contraction in boulder

beds during high floods
Estimation of magnitude of scour in bridge piers embedded in boulder
beds during high floods.
1.
General-bed scour
(i)
The critical shear velocities at threshold condition for the movement of

boulders can be obtained from Dey (1999b) curve in rough regime, for
which nondimensional shear stress cr= 0.045.
The quantity of bed load transport rate (qs) of boulders under stream flow
can be calculated using the following equations.
(ii)
= (0.461 0.022 ) for 16.5

= (0.522 0.025 ) for 16.5
where is the flow intensity parameter (= 1/cr) and is the
parameter (=qsIps/(s - ) gd50 ]0.5 /s), s is the mass density of
boulders (in kg/m3), is the mass density of water (in kg/m 3).
gravitational acceleration (9.81 m/s2), d50 is the median particle
(in m) and s is the specific weight of gravels / boulders (= psg).
bed-load
gravels /
g is the
diameter
(iii)
The maximum depth of scour in bounder-bed rivers under high stream

velocity is equal to the one-diameter of the boulder size (average) below
the bed level.
2.
Local scour within channel contractions
(i)
Formula for Estimation of Maximum Equilibrium Scour Depth

The formula for estimation of maximum equilibrium scour depth d sm (in m)
below original bed level in long contractions having gravel or boulder beds
is
dsm = h1 [1.28(b1 / b2)0.78 -1) K
Where h is the upstream flow depth (in m), b 1 is the approaching channel
width (in m), b2 is the width of channel in contracted zone (in ), and K is
the coefficient determined from Fig. 5.6 for the known value of g
(ii)
Design Curves / Charts for Estimation of Maximum Equilibrium Scour

Depth
cxx
(iii)
Maximum Equilibrium Scour Depth within Long Contractions having

Layered Beds
The maximum equilibrium scour depth below original bed level in long
contractions having layered beds can be estimated by multiplying the
scour depth in gravel /boulder-beds by a factor 3.2 and the scour depth in
sand beds by a factor 3.6
(iv)
Effective Protective Measure

To reduce the maintenance cost and to increase the life span of the
contractions, it is most appropriate to use pitching in the contracted portion
with larger size gravels / boulders that limit the extent of scour depth within
the channel contractions effectively. The size of the gravels / boulders
that are suitable for pitching can be worked out using the equation given
below:
U2 = 4.893dp
Where U2 is the velocity in the contracted zone (in m/s) and d p is the
size of pitching stone (in m)
3.
Local scour at bridge piers
(i)
Regression Formula for Estimation of Maximum Equilibrium Scour Depth

The formula for estimation of maximum equilibrium scour depth at piers in
boulder-beds is
78
d bm 0.346K s K Fbc1.13h 0.1bd0.50
^
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)
Formula for Estimation of Maximum Equilibrium Scour Depth based on

Envelope Curves
The maximum equilibrium scour depth at piers can also be estimated
using the following design formula, which is obtained by fitting the
envelope curves to the experimental data.
ds = Kh Kl Kd Ks K
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)
Maximum Equilibrium Scour Depth at Bridge Piers in Layered Beds

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

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

Management System for Concrete Bridges. (A collaborative
project with DST, New Delhi)

To develop a suitable technology in terms of methodologies/algorithms (for
development of software) and necessary hardware (instruments/techniques)
applicable to different concrete highway bridges in the country, for Bridge
Management System.
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.
After the preliminary design of the bridge Inspection system, a detailed design of
the system including the joints has been undertaken in collaboration with
MERADO, Chandigarh and CMERI, Durgapur.
A Bridge Distress Diagnostic System has been developed to identify the
distresses in RC T-girder Bridge superstructure with the help of analysis of
inspection data and subsequent confirmation of cause of deterioration in bridge
elements with results/data of appropriate non-destructive and destructive tests.
Interactive software has been developed In Visual Basic as front end and the
SQL as back end for storage of database and Crystal software for report
generation.
The Software comprises two main modules namely Bridge Inventory Module and
Bridge Inspection Module.
The Bridge Inventory Module is capable of taking data inputs related to bridge
such as administrative data, general data, technical data, geometric Data,
hydraulic data for bridge over rivers, geotechnical data, environmental exposure
conditions and photographs.
The Bridge Inspection Module in turn calls eight sub modules pertaining to
elements such as WEARING SURFACE, DECK SLAB, T-GIRDER, APPROACH
cxxiii
SLAB, PARAPET/ RAILINGS/CRASH BARRIER, FOOT PATH ,BEARING and

EXPANSION JOINT
The coding of these modules has been carried out based on the checklist of data
to be collected during the inspection of the bridge superstructure components.
The inspection of bridges is classified as routine inspection, detailed inspection
and special investigations after natural calamities such as flood, cyclone,
earthquake, land slide etc.
While preparing the checklist of data to be collected during the inspection of a
bridge, apart from relevant literature the prevalent IRC codes and special
guidelines have been referred.
Some of the above modules in turn calls the relevant subroutine from the list of
eighteen subroutines such as POT HOLES, POP-OUTS, WHEEL TRACK
RUTTING, WEAR AND ABRASION, SCALING, SPALLING, HONEY COMBING,
DELAMINATION, UPV-Soundness, UPV- Crack width, UPV-Delamination,
CONCRETE RESISTIVITY TEST, CORROSION OF STEEL, OCP/HCP, CARBONATION, CRACKING, RCT etc.
These subroutines are capable of taking the data obtained by inspection and
analyse the severity of damage. Depending on the severity of damage decision
on further investigations required are specified by the software. The appropriate
NDT/ DT tests included in the program are selected such that they are simple,
readily available in our country, economical and give reliable results. These tests
have been selected based on their application in some of the bridges
rehabilitated in India.
Also, for the distress diagnostics in bridges, a dedicated BDI system has been
procured from M/S Bridge Diagnostics Inc. USA. It has been used to evaluate the
performance of the RC slab and T- beam girder bridge.
Significance/Utilization Potential
The software developed being unique in nature, after incorporating other types
of bridges would be very useful in distress diagnostics, rehabilitation and
management of highway bridges in India. BDI system will be very useful in
performance evaluation of bridges quickly with least interruption to traffic.
Limitations
The software developed addresses the distress in RC T girder superstructure
only.
cxxiv
1.
2.
G.K. Sahu, R.K. Garg, Field test on Lyons Bridge (USA) and Slab Bridge
at Hapur (India) using Structural Testing System, Report No:
CRRI/BAS/CLP 4413-STS II, December, 2005.
R.K. Garg, Ram Kumar (2006), Strength Assessment of Existing Bridges
for Bridge Management System, National Conferences on Advances in
Bridge Engineering, IIT Roorkee.
4000-40
9.
Creation of National Test Facility, Formulation of Guidelines,

Specifications, Manual of Practice for Design and Execution of
Expansion Joints

(i)
Literature survey is completed.
(ii)
Study Visit to see the existing Testing Facilities at the Factories of M/s J.
Sons, Meerut; M/s Sanfield India Ltd., Bhopal; and M/s METCO, Kolkatta,
completed.
(iii)
Carried out the Visual Inspection of the expansion joints of the following
bridges.
Ravi Bridge, Basanter Bridge, Dewak Bridge, and Tarnah Bridge, Jammu;
Second Thane Creek Road Bridges, Mumbai.
(iv)
Preliminary Specifications for the Braking Test, Fatigue Test, Ponding

Test, Cyclic Motion Test, Debris Expulsion Test, have been prepared.
(v)
Global Tender has been advertised for the procurement of Braking Test
Facility, and Fatigue test Facility.
(vi)
The existing Fatigue Testing System has been upgraded by replacing the
old M9500 Digital Controller by the new Generation M9610 Hydrowin
Controller. The newly acquired equipment has been installed,
commissioned, and training has been imparted.
Interim Conclusions
cxxv
Scanty information is available regarding the detailed specifications of the Test

Facilities like Braking Test, Fatigue Test, Cyclic Motion Test. These facilities are
not available within our country. Exposure to any of the existing Test Facility at
Global level may be extremely useful for the development of such Test facility.
Recommendations
The scope of work will be extended to cover the Comprehensive Testing
Facilities for Expansion Joints under one umbrella at CRRI. Subsequent to the
development of these testing facilities, R & D activities related to expansion
joints, suited to the industrial requirements will undertaken.
1.
2.
3.
4.
5.
C.
Detailed Project Report (DPR), Creation of National Test Facility for

Bridge Expansion Joints in Highway Bridges, CRRI Publication, March
2005
State of the Art Report (SOAR), Performance Evaluation of Bridge
Expansion Joints, CRRI Publication, June 2005
S.S. Gaharwar, Ram Kumar, P.K. Nanda, A Rationalized Approach
for the Performance Evaluation of Expansion Joints, IIBE National
Seminar on Innovative Foundations and Load Transfer Devices, 13th-14th
January 2006
S.S. Gaharwar, Ram Kumar, P.K. Nanda, Salient Considerations for
the Fatigue Design and Testing of Modular Bridge Expansion Joints
(MBEJ), National Seminar on Fatigue and Fracture of Aerospace
Structures XIV NASAS, Nagpur, 30th-31st January 2006
S.S. Gaharwar, Ram Kumar, P.K. Nanda, Performance Evaluation of
Bridge Expansion Joints as per the IRC Guidelines, National Seminar on
Advances in Bridge Engineering, IIT, Roorkee, 24th-25th March 2006
NEW PROJECTS
4000-10
1.
GIS application for Data Management of Bridges A Pilot Study

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.
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.
The present study has to be extended to other fourteen divisions of PWD to form
a complete Bridge Information System for Kerala.
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.
PLANNING AND MANAGEMENT

SUMMARY
Research works reported in the area of Planning and Management under the broad
area of Traffic and Transportation include, Congestion and Parking problems, Study of
Impact of new high rise buildings on road traffic, Estimation of fuel loss during idling of
vehicles at signalized intersections and congested area, Economic analysis of the upgrade
and improvement on road in Mizoram, Speed and delay studies, Prediction of annual
traffic growth factors, Feasibility study for provision of pedestrian facilities and
improvement of road, Traffic & Transportation studies, Economic feasibility and study of
fare policy and Pricing of public transport services.
1.
2.
3.
4.
Estimation of idle fuel savings and emission characteristics through Traffic

Management and Engineering Measures
Impact of high rise buildings on traffic generation
Fare policy for public transport & IPT modes
Economic Feasibility of transport projects
cxxviii
A.
COMPLETED PROJECTS
5100-10
1.
Congestion and Parking Problems of Selected Locations in

Delhi
Duration: April 2005 to January 2006

The Study has been completed and Report Submitted.
Parking in all the nine selected study areas is a matter of increasing
concern. Different types of vehicles require parking space in the CBD,
business/market centers to meet their loading/unloading or shopping
needs. However, vehicles used by people who work there often occupy
much of the parking space (about 20 to 25%) for longer durations.
Consequently the number of parking spaces remaining for shoppers,
traders and visitors to business are eventually insufficient. Thus, ease of
parking for people visiting business area/ market area leaves much to be
desired. Further, the parking demand is also increasing due to the growth
of private vehicles (Cars@10% per annum and 2W@ 6% per annum) in
Delhi. The present parking demand in the selected study locations varied
from a high of 7720 ECS (in Nehru Place) to a minimum of 1300 ECS (in
Krishna Nagar). While parking space available in these locations varied
from 3717 ECS to 1091 ECS. This indicates an acute shortage in meeting
even the present parking demand. Therefore attempts have to be made to
improve the parking situation by means of providing additional parking
supply and regulating the use of parking space. The following actions are
recommended to achieve better parking and subsequently improved traffic
circulation and environment.
Future Policies and Strategies: The growing demand of parking cannot be
met by providing parking spaces alone. However, there should be required
minimum off-street parking to be provided to cater to the demand. Once
this required minimum parking is provided, the policies and strategies of
parking management should incorporate not only efficient methods of
managing parking demand but also reducing over all travel demand by
implementing TDM strategies. Further, the policies and strategies should
encourage use of public transport, park and ride facilities, and car pooling.
cxxix
It is needless to say that the advancements in technology that improve

facility design and user information (say variable message signs/GIS)
should form an integral part of the policies.
Recommendations
A further study to identify the parking generation characteristics of different land
uses is recommended.
5100-20
2.
Study of Impact of New High Rise Buildings on Road Traffic at

Tardeo, Mumbai

(i)
(ii)

S.D. Corporation Ltd. Mumbai (S, I)
Objectives of the Study
To estimate the passenger / vehicular traffic generated by the proposed

residential complex and assess the impact of this traffic on adjoining road
network.
Enumeration of the existing traffic flows on the major road links in the
vicinity of the proposed development and appreciate the present and
future traffic problems on the road network.
Methodology
In order to fulfil the above stated objectives, the methodology framed
in this study is discussed in the succeeding sections. A
reconnaissance visit was made to the study area and its surroundings
during the ongoing construction phase. The primary surveys
conducted as a part of this study include the following:
Road Network Inventory
Classified Mid Block Volume Counts
Speed and Delay Studies
Household Travel Studies

The essential requirement envisaged in this study is the estimation of
impact on road traffic and changes in the travel characteristics which
are likely to occur due to the proposed residential complex. The travel
pattern established using the above household survey is expected to
cxxx
form an essential input to derive the estimation of modal share of the

proposed residential complex. Since the residential complex is still in
the development stage, it is considered appropriate not only to use
the existing traffic data and the growth factors to estimate the traffic
for the horizon year but also to develop a macro level transport model
using TRIPS Software which would thus incorporate the future
developments in estimating the travel pattern and modal share. The
estimated trips and their travel pattern for the base year (2004) have
been made. Assuming a growth rate of 2 % increase in traffic per
annum in the adjoining road network of the proposed road
development and 25 % increase in the vehicular traffic from the
proposed residential development in the horizon years, the estimated
traffic loads for 2011 and 2021 have been made.
Conclusions
It can be inferred from this study that the V/C ratio would be more than 1.0 on
most of the roads implying that the traffic congestion would be very high in the
horizon years. From this analysis it is felt imperative to carry out the capacity
augmentation measures which are envisaged under the Development Plans (DP)
of Municipal Corporation of Greater Mumbai (MCGM) as it will go a long way in
relieving the traffic problems in the adjoining road network of Tardeo.
5100-30
3. Estimation of Fuel Loss during Idling of Vehicles at Signalized Intersections
Duration: April 2004 to November 2005

(i)
(ii)

Petroleum Conservation Research Association, New Delhi (S)
Present status and progress

Final report submitted
It was observed that 372245.6 Kilograms of CNG, 129745.5 litres of diesel and
405042.7 litres of petrol is wasted everyday due to idling of vehicles, at 600
signalized intersections of low, medium and high volume, in Delhi. Converting
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)

Petroleum Conservation Research Association, New Delhi (S)
Present Status and progress

Final report submitted
A study was undertaken to identify the issues and related problems concerning traffic and
road infrastructure on Chelmsford Road (linking outer circle of Connaught Place and
Sadar Bazaar, New Delhi). And also to quantify the fuel and time loss due to the delays
and low running speeds
66,000 vehicles ply on Chelmsford road in a day, on a running speed of 18.04
Km. /hr and 19.24 Km. /hr. from CP to Sadar bazaar and Sadar bazaar to CP
respectively. Delay is observed to be 158.82 sec. /veh. during peak hours. The
low running speeds and delay accrue a fuel loss of Rs.2, 38, 43,231/-and Rs. 71,
80,694/- annually. The annual time loss in monetary terms is estimated to be
Rs.2, 39, 77,080/-. Keeping the characteristics of the traffic and constraints in
improving the road infrastructure in view, the improvement measures have been
suggested. The measures are of two types; the short term and the long term.
Recommendations
cxxxii
Such type of studies should be conducted in corridors of cities of varying

population size and traffic composition.
5100-50
5.
Economic Analysis of the Upgrade and Improvement for

Kawrthah Kanhmun Lowerpu Road in Mizoram
Duration: October 2005 to December 2005

Completed
Highway Development and Maintenance (HDM-4) software has been effectively
used for economic analysis of the road project proposal for which detailed project
report (DPR) is already prepared by the Public Works Department (PWD),
Government of Mizoram. The entire analysis work has been carried in
consultation with the DPR staff of PWD and in their presence at Aizawl. The
economic evaluation of the proposal is submitted to the Planning Commission,
Government of India by the Public Works Department (PWD), Government of
Mizoram.
Salient features of the upgrade proposal made in the DPR
Removal of remaining road structure for 28.785 KM

Subbase of the remaining length (11.235 KM) will be retained.
150 mm Granular Subbase (GSB) for 28.785 KM will be prepared.
Construction of 150 mm Wet Mix Macadam (WMM) above GSB for 40 KM
Wearing course of 20 mm mixed seal (MSS) for 40 KM
The entire pavement layer strength is 3.9 (SNP) will be achieved.
The design life is estimated as 10 years and Cumulative Standard Axle
during this period is 1.08 msa
Cost of upgrade is estimated as Rs. 4.697 million/KM. Total estimated
cost is Rs. 187.9 million for 40 KM.
Findings of the economic evaluation of the upgrade proposal are
Analysis produced EIRR= 20.3%, NPV= 84.732 million Rupees,

NPV/CAP= 0.609 (Discount rate was taken as 12%)
cxxxiii
With 20% increase in anticipated expenditure (RAC), EIRR= 17.3%, NPV=

61.009 million Rupees, NPV/CAP= 0.359 which shows upto 20% increase
in construction and maintenance cost, the project is economically viable.
Limitations
Economic evaluation of a DPR is based on the data prepared by PWD, Govt. of
Mizoram. Parameters such as traffic projection, economic cost estimated.
Reports/ Publications
Economic Analysis of the Upgrade and Improvement for Kawrthah Kanhmun
Lowerpu Road in Mizoram, Technical Report, CRRI, Oct 2005
B.
ON GOING PROJECTS
5100-10
1.
Speed and Delay Studies on National Capital Territory of Delhi

Roads

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

Government of National Capital Territory of Delhi. ( S )

The main objective of the study was to conduct speed and delay study on
primary road network of Delhi and to find average speed of traffic on various road
corridors of Delhi. Also to measure the discharge volumes and speeds of the
roads in the entire road network and identify the bottlenecks. Scope of the project
was limited to the arterial road network of Delhi city limits.
The field studies and analyses of data have been completed and final Draft
Report has been submitted to Delhi Government, New Delhi.
The results of the study indicate that about 20 percent of arterial road network is
operating under highly congested conditions with travel speeds falling below 20
kmph. Only 23 percent of the arterial network is operating at speeds of 40 kmph
and above. These results indicate that the congestion levels are reaching
unacceptable limits and serious efforts are required to improve the operating
cxxxiv
conditions by employing appropriate upgradation measures for the network

besides adopting suitable travel demand management measures.
5100-20
2.
Prediction of Annual Traffic Growth Factors for Secondary

Road System in Tamil Nadu
Date of Start: April, 2005

Traffic census data for the secondary roads namely SH & MDR of Tamil Nadu for
the years, 1996, 1999 & 2002 were collected and the traffic census for the year
2005 is being collected.
After collecting census data for the year 2005 initial, the growth factor will be
predicted.
C.
NEW PROJECTS
5100-10
1.
Feasibility Study for Provision of Pedestrian Facility on Shankar

Road at Rajender Nagar, New Delhi

(i)
(ii)

MCD, New Delhi (I)

The objective of this study is to conduct the necessary traffic studies to quantify vehicular and pedestrian
traffic at the identified location and to assess the need for an appropriate pedestrian crossing facility across
Shankar Road.
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.
Traffic Studies for Widening of Shantipath
Duration: August 2005 to September 2005

(i)
(ii)

New Delhi Municipal Council (NDMC), New Delhi (S)

The objective of this study is to conduct traffic studies that provide a scientific
basis for deciding on expansion of the Shantipath.
Conclusions
The study findings and appropriate recommendations evolved in this study are
briefly summarized below:
The 12-hour traffic volume count conducted yielded a traffic volume of the
order of 36770 vehicles (i.e. 33788 PCUs)
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.
Traffic & Transportation Studies for Surat city for 2014AD

(ii) Surat Minicipal Corporation, Surat (S)
Volume-I, Traffic Management Plans final report has been submitted to SMC.
The work on the Transportation System Planning for the horizon year is going on.
Traffic Management Plans in terms of Pedestrians, and Cyclists facilities;
Parking, and Intersections improvement plans are provided as a short term
measure to mitigate immediate traffic problems. These are based on the
following data collected through various surveys:
Traffic Flows with turning movements
Topography of the spot
Speed & Delay
Parking accumulation and duration analyses
Pedestrian and cycle traffic.
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.
Economic Feasibility of Delhi Metro Extensions: Badarpur to

Faridabad and Mundka to Bahadurgarh

(i)
(ii)

Delhi Metro Rail Corporation (DMRC), New Delhi (S)

To forecast the ridership on the proposed extensions of Delhi Metro to DMR
towns of Faridabad and Bahadurgarh for horizon years 2011, 2016, and 2021.
Methodology
Secondary and primary data (within the Faridabad and Bahadurgarh towns)
collected to upgrade the Traffic Zone System. The transportation models
validated using the integrated public transport networks with generalized cost as
the deterrence function. The travel demand for base year and horizon years
(Public and Private Transport Trip Matrices) are synthesized using the models.
The ridership on the proposed metro corridors is estimated with fare sensitivity
analyses.
The surveys, data analyses, and the estimation of the ridership has been
completed. The draft final report of the study has also been submitted to DMRC.
The discussions and feedback on the report is going on with DMRC.
Significant Utilisation Potential
cxxxviii
The results of this study would be utilized to prepare the Detailed Project Report
by DMRC.
5100-50
5.
Fare Policy and Pricing of Public Transport Services Study on

Stage Carriages in Kerala
Duration: August 2004 to December 2005

(i)
(ii)
(iii)
To find out the operational characteristics, the passenger load,

passenger lead, daily collection, and expenditures (fixed and variable
cost) of stage carriage operations in Kerala.
To prepare a Price Index for Stage Carriage Operations (PISCO) for
understanding the periodical movement of prices of vehicle
operating cost, and other inputs for different types of stage carriage
operations.
To determine the fare structure of various category of services of
stage carriages and establish unit operating Cost of various types of
services.
Methodology
In order to obtain operational characteristics and revenue collection, a sample survey of Stage Carriage
Operators was conducted in selected five districts viz. Kollam, Ernakulam, Thrissur, Kannur and Idukki in
Kerala State. Two percent of the buses were selected on systematic sample basis. These bus operators were
contacted for detailed inventory of their records.
Details such as type of services offered, route length, fleet utilization, mileage or life of different
components etc., were collected in the structured questionnaire. In-board bus survey was conducted and the
information on tickets sold in different fare stages, passenger load for each fare stage, daily collections etc.,
were collected from the bus crew / operators.
Cost of operation of stage carriages were worked out based on both sample survey and also based on
standard cost modeling. The data for costing has been taken independently from the detailed study of
vehicle parts and its behavior during the economic life of the asset. The cost arrived from the cost model by
taking the product life cycle costs is further simplified to get a cost table. It is further linked to standard
price list obtained from dealers. Cost table acts as a desktop reference to arrive at standard operating costs.
Its strength is the system wise cost visibility. This cost table can be adapted as a standard base for
periodical updation of various vehicle-operating costs.
Conclusions
The major conclusions, arrived at from the study, are
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.
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)
Variations in load factor and daily fare collection due to uncontrolled

issue of permits in a particular route were not considered;
Frequent fluctuations in fuel and other cost inputs and also the load
and lead parameters could not be realistically modeled;
The competition from parallel services and their impact not studied;
Final Report on Fare Policy and Principle of Public Transport Services, NATPAC
(being finalized)
5100-50
6.
Feasibility Study for Improvement of Inter State Road of

Economic
and
Social
Importance
between
Thiruvananthapuram-Thirunelveli
via
Kattakkada
and
Ambasamudram
cxl
Date of Start : June 2005

To assess the traffic potential and prepare an Economic Feasibility Report for
development of a new inter state road between Thiruvananthapuram, the capital
of Kerala and Thirunelveli, an important commercial city in Tamil Nadu.
Interim Conclusions
The opening up of new direct route though does not add any distance advantage
as compared to the existing route, it is expected to boost the economic
development of the hinterland areas. The following major conclusions were
drawn as a result of the study.
Two alternative links ie, i) via Kattakada and ii) via Nedumangad were
considered for the analysis. For the economic analysis of Phase 1 the
nominal traffic that is likely to be generated from the immediate influence
area alone is considered. It is estimated that over 300 cars and 200
trucks will be using the phase 1 road immediately at 2006 level. The
traffic originating and terminating in the influence area of Ambasamudram
and Nedumagad towns will get an average distance advantage of 60 km
as compared to the existing route. Other traffic such as buses, two
wheelers are not considered for the analysis.
The vehicles are expected to grow at the rate of 6 to 8 percent per annum
in the proposed road.
Preliminary cost of development like for the first alternative link via
Kattakada will be Rs 99.73 lakhs/km and the same for the second link, via
Nedumangad will be Rs. 102.27 lakhs/km
The project yields an attractive economic internal rate of return of above

20 percent and hence economically feasible.
5100-50
7.
Fare Policy and Pricing of Public Transport Services- Study on

IPT Modes
Date of Start : June 2005
cxli

The main objectives of the study are:
To assess operational characteristics, load and lead factors, fixed and variable cost
expenditures and earnings of different types of taxis and autos:
To determine the minimum fare for taxis and autos:
To prepare a Price Index for Taxis and Autos Operations for understanding the
periodical movement of prices of various vehicle operating costs inputs for taxis
and autos:
To prepare draft fare policy and pricing structure for various IPT services:
Interim Conclusions
As per the sample survey carried out in Kollam district,50% of the IPT vehicles are found
to be less than 5 years old, 18% belong to 5-10 years and 12% between 11-15 years old
and 18% of the vehicles were more than 15 years old. Among the new model vehicles,
50% of them are Tata Indica, Tata Sumo and Qualis makes.
The average fuel mileage for Ambassador Car is found to be 13 km/lit and that for
Tata Sumo is 12 km/lit, Tata Indica 16km/lit and Qualis 12 km/lit. The cost analysis from
the field survey revealed that the variable cost /km for different brands varied from Rs
3.21/- km for Tata Indica to Rs 4.08/- km for Qualis. The fixed cost/km varies from
Rs3.04/- km for Ambassador to Rs6.42/- km for Qualis.
27% of Autorikshaw surveyed were found to be less than 5 years old, 45% of the vehicle
5-10 years and 23% between 11-15 years. Only 4% of Autos were more than 15 years
old. The average mileage for Auto is found to be 29 km/lit. The average variable cost/km
is found to be Rs 2.52/- km, and average fixed cost/km is Rs2.45/- km.
Limitations
The detected cost modeling and preparation of cost tables for main parts
operating system are to be worked out.
cxlii
2. SAFETY AND ENVIRONMENT

SUMMARY
Research works reported in the area of Safety and Environment under the broad
area of Traffic and Transportation include, Road safety measures, audit and education,
Consulting services for road safety audit, Studies on accident costing, Comparative study
of Accident Risk Index (ARI), Study of two-wheeler accidents, Environmental Impact
Assessment (EIA) studies, Environmental impact of road transport, Road accident
modeling for highway development and management in developing countries, Study of
helmet preference, Use of seat belt by car users, Overtaking behaviour of motor vehicles
in urban areas and Study of spot speed in the city and rural sections of highways.
1.
Road Safety in Metropolitan Cities / towns
2.
Road Safety Audit
3.
Road Safety Education
4.
Environmental Impact Assessment Studies
5.
Accident Studies and Costing
6.
Road Accident Modelling
7.
Overtaking Behaviour of Motor Vehicles
cxliii
A.
COMPLETED PROJECTS
5200-10
1.
Road Safety in Metropolitan City, Ahmedabad
Duration: March 2003 to May 2005

The research paper is submitted to IRC on 31-5-05.

The research paper is under compliance of points raised by the experts
from IRC
The maximum accidents occurred nearby Railway Station and Ashram

road.
The accident prone locations be co-related with Traffic intensity.
The future action plan for city is recommended to minimise accidents.
Limitations
No standard formula is applied for accident prone location.

Recommendations
The improvements and recommendations for accident prone locations will be
suggested to AMC considering the present traffic for each road.
5200-10
2.
Road Safety Measures on Vadodara-Dabhoi Road Passing

Through SH-11
Duration: February 2004 to May 2005


The research paper is submitted to Government & IRC on 31-05-2005.
cxliv
Six Accident prone locations are worked out and then by actual site visit of the
locations remedial measures are suggested to minimise the accidents.
Conclusions
The conclusions have been drawn based upon the available information.
5200-10
3.
Road Safety Audit for Selected Stretch in Inner Ring Road,

Chennai
Duration: 2004 to 2005

Scheme completed and Report prepared
The vehicles are plying with more speed than the speed restriction imposed by
the Police Department. Overspeeding of the vehicles has to be checked
periodically by the Police Department. Highways Authorities should erect proper
sign boards and road markings and should provide good riding surface of the
road. The combined effort of traffic Regulatory Authority and Highways
Department will make the Inner Ring Road, accident free road.
Recommendations
The overspeeding of the vehicles should be controlled by imposing strict

enforcement measures.
Shoulders for the entire stretch should be maintained in good condition
The signals at Km 9/5 , 9/8, 10/4 and 12/7 should be made visible to the
motorists as per IRC 93 - 1985
Truck laybyes should be provided for the entire reach wherever
necessary.
The bus stops at Km 9/5, 10/4, 12/7 and 15/9 should be shifted at 75 m
from the intersection as per IRC 70-1977
Bus lays, bus shelters and the seats must be provided as per IRC 70-1977
Kerbs should be provided for the entire stretch and it has to be marked as
per IRC 35 - 1999
cxlv
Adequate maneuvering room for large vehicles should be provided at the

intersection at Km 15/9.
Necessary sign boards as per IRC 67 - 2001 should be erected to warn
the motorists about the hazards.
Lane Markings, Pedestrian crossings, Stopline, Direction arrows should be
marked as per IRC 35-1999
The bus stops, bus depots, schools are located at the signal controlled
junction at km 10/.4 (Anna Nagar Depot). The passengers from the buses
to Anna Nagar Depot are made to alight at the junction itself creating
unsafe situations particularly during the Peak hours. To avoid this,
passengers must be made to alight inside the Bus depot.
Reflective devises must be placed for proper delineation.
The Electricity Board Transformer affecting the visibility at Km 10/8 should
be shifted.
The minor bridge at km 12/9 which is on the edge of the carriageway must
be widened in the direction towards Guindy.
The wornout service roads must be maintained in Good conditions
Unnecessary median openings causing endanger to the motorists must be
avoided.
Medians must be marked as per IRC 35 - 1999
The accident zone marking at km 15/4 on both direction must be cleared
since it does not confine to the code of road markings IRC 35 - 1999
5200-10
4.
Safe Road to School An Action Plan for Promoting Road

Safety among School Children
Duration: January 2005 to December 2005

(ii) Kerala State Council for Science Technology and Environment (S)
Safe Road to School Programme has been completed in 22 schools covering five
districts of Kerala. Road Safety Education has been imparted to 1535 students
and 69 teachers. Road Safety Action Plan and Report has been prepared for the
selected schools. Implementation of the Action Plan is in progress.
The following are some of the findings of the study,
It was found from the Pre-Training Quiz that majority of the students
(about 64%) lacked basic road safety education .
cxlvi
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.
As a part of the study, following road safety education booklets/handbooks
were prepared:
1.
2.
3.
4.
5.
6.
Traffic Education and Road Safety for Children (English and

Malayalam)
Safe Road to School Principles of Road Safety for Children
(English and Malayalam)
All About Lane Driving
Two Wheeler Driving Manual
Autorickshaw Driving Manual
Safe Cycling
These books are circulated free of cost to different target groups in the
State of Kerala.
5200-10
5.
Consulting Services for Road Safety Audit of Western Transport Corridor

and East-West Corridor Package A
Duration: June 2005 to December 2005

cxlvii
Completed
The primary objective was to ensure that the stretch operates as safely as possible. The
key objectives were to:
Minimize the risk of severity of crashes on the NHs/Expressways;

Minimise the risk of crashes on adjacent roads as a result of operation and
maintenance of NHs/Expressways;
Recognize the importance of safety in highway design to meet the needs and
perceptions of all types of road users and to achieve a balanced safety solution
Improve the level of awareness of safe design practices by all involved in the
planning, design, construction, maintenance and operation of Indian roads.
Study Area
The route comprised 748 km length from 42.8 km of NH-8 (south of Gurgaon) and passes
through states of Haryana and Rajasthan via NH-8, NH-79-A, NH-79 and NH-76 to the
border of Gujarat with Rajasthan on NH-8. The route comprised 12 sections.
Recommendations
The upgrading of the Western Transport Corridor Package A which has occurred over
recent years has resulted in a substantial improvement in the engineering standards of the
infrastructure and a corresponding lift in standards of safety. Nevertheless, there are a
number of key areas for which the potential for further safety gains is substantial,
particularly by the application of contemporary best practice.
There are many site-specific recommendations in the twelve reports pertaining to each
section of the route, in addition to recommendations regarding standards and guidelines.
It is felt that implementation of following actions will have the greatest impact on safety
of the package A :
Flattening of side slopes of fill embankments so that they are traversable in the
event that a vehicle runs off the road.
For new projects or when upgrading National Highways to dual carriageways the
standards for shoulders be a fully paved width of 3 m
Upgrading delineation along the route by installation of edge lines adjacent to the
median (where not already provided, retro-reflective studs of lane lines, guide
posts with reflectors, reflectors on crash barriers and tactile edge lines on the left
of the carriageway; and
Moderating vehicle speeds in urban areas and habitations by the implementation
of a package of traffic calming measures.
cxlviii
B.
ON GOING PROJECTS
5200-10
1.
Further Studies on Accident Costing (IMRA T-7)

Accident cost worked out for three cities like Ahmedabad, Vadodara and
Surat
The report is under progress
Various costs of road accidents have been worked out.
Accident cost worked out for Fatal, Serious, Minor, Property Damage and
damages to other vehicles.
Accident cost for Fatal Accident is Rs 4.10 Lacs, for Serious is Rs 1.80
Lacs for Minor Accident is Rs. 5000-00 and for Property Damage is Rs
1.20 Lacs.
Limitations
Cost of road accidents were drawn from available data from Insurance
companies, workshops, hospitals & private companies.
5200-10
2.
A Comparative Study of Accident Risk Index (ARI) for Various

Districts of Gujarat State

Data collection regarding accidents, area, population, registered motor

vehicles and the road length for the all 25 Districts in Gujarat State for the
7 Years was completed.
Data about factors affecting ARI values is completed.
Additional data collection & Analysis is in progress.
cxlix
Findings and Conclusions

ARI is highly co-related with severity i.e. No. of persons killed & injured.
Interim Conclusions
The conclusion about computation of ARI values & comparison of ARI values
with different factors will be drawn for the available data only.
Recommendations
Planning about new construction of roads will be suggested considering road
safety aspects for Districts with high ARI values.
5200-10
3.
Study of Two-Wheeler Accidents in Ahmedabad and Baroda

City

Data collection from Ahmedabad and Baroda police

Stations are completed.
Analysis work is in progress.
Opinion survey of two wheeler riders for use of helmets are to be
conducted in above cities.
The scheme is under progress
5200-10
4.
Comparative Study of Accidents on N.H. 8 Passing from Baroda

to Ahmedabad Districts
cl

Road accident data collection for 13 Police Stations is completed and for other 9
Police Stations is in progress.
The scheme is under progress.
5200-20
5.
Environmental Impact Assessment (EIA) studies for Badarpur Faridabad and Mundka- Bahadurgarh corridors of Delhi Metro

(i)
(ii)

Delhi Metro Rail Corporation (DMRC), New Delhi (S)

The study involved assessment of environmental impacts related to location. design,
construction and operation of the project (proposed alignment of Metro along the
Badarpur - Faridabad and Mundka - Bahadurgarhgh corridors). The study includes baseline data collection related to traffic, air, noise, soil , water and socio - economic
environment including Resettlement and Rehabilitation(R&R) Plan. The study further
includes modelling of air and noise pollution levels for pre-construction and post
construction (i.e., operational phase) of the proposed metro corridors), Evaluation of
impacts, Preparation of environmental mitigation and management plans for negative
impacts (i.e., Environmental Management Plan; EMP) and identification of structure/
persons affected by land to be acquired for the project (i.e. Project Affected Persons or
PAPs).
Baseline studies including Data analysis and interpretation related to Air, Water, Noise,
Socio economic and Green cover completed, Modelling related to Air Environment (
Caline-4) and Noise environment (CoRTN) completed, Draft Report Submitted to
DMRC (March, 2006).
The Draft - Final Report along with the Executive Summary has been submitted to
DMRC in May, 2006. The report
delineates various environmental impacts (Positive
as well as negative) impacts of the proposed metro corridor(s) along with the
Environmental Management Plan (EMP).
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.
Environmental Impact of Road Transport (CSIR Network Project)

Central Road Research Institute, New Delhi
The project has following distinct objectives:
(i)
(ii)
(iii)
(iv)
(v)
Preparation of revised Environment Impact Assessment (EIA) guidelines

for roads and highways (Task P-I )
Simulation of urban road traffic and environment (Task P-II)
Evolving appropriate emission factors for line sources in urban areas
(Task P -III)
Application of Advanced Pollution Dispersion Modelling System (APDMS)
for apportionment of air quality to line sources (Task P -IV )
Progress made so far:

(i)
(ii)
Critical review of available national and international EIA guidelines has been
accomplished and Draft report has been prepared.
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.
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
1.
2.
Vehicular Pollution monitoring at selected Intersections in Delhi, Sponsored by

Society of Indian Automobile Manufacturers (SIAM) New Delhi
Environmental Impact Assessment (EIA) Studies for Badarpur- Faridabad and
Mundka - Bahadurgarh Corridors of Delhi Metro, Sponsored by Delhi Rail Metro
Rail Corporation (DMRC) New Delhi
Publications
1.
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.
Road Accident Modelling for Highway Development and

Management in Developing Countries
Duration: December 2004 to August 2005

(i)
(ii)
Indian Institute of Technology, Madras (R,C)

Transport Research Laboratory, United Kingdom (S)
cliv
To improve transport safety and to reduce impact of accidents on people

in rural and urban areas.
To provide reliable predictors of road accidents for highway development
models used in the planning of new and upgraded roads.
To provide a new road safety component in the HDM-4 model.
Methodology
The project aims at modeling road accidents as a function of exposure and
roadway characteristics. 500 km road length has been selected for the study,
which includes National Highways, State Highways, Major and Other District
Roads and Hill Roads in urban and rural locations. Kilometer wise accident data
on the selected road stretches, for the past three years, has been collected from
police records. Other data including traffic volume, width of pavement/shoulder,
condition of pavement/shoulder, condition of signs/markings, sight distance at
curves, roadside friction due to pedestrian activity, type and proximity of 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
Empirical road accident prediction model developed by analyzing the data

statistically, using Generalised Linear Modelling (GLM) technique, can be
used to predict accidents scientifically.
The road accident prediction model developed was statistically tested and
validated.
The road accident prediction model gives the expected number of
accidents based on classified vehicular traffic, number of accesses to the
road, condition of the road and prevailing cross-sectional hazards.
Increase in number of fast moving vehicles like cars, buses and small
trucks causes increase in expected number of road accidents.
Presence of public and private access causes increase in road accident
probability, with public access having a higher impact on accident
occurrence.
The varying conditions of carriageway/shoulder and varying levels of
cross-sectional hazards have varying impact on accident probability of the
road.
The road accident prediction model can be used by transportation
engineers in evaluating alternate highway designs, duly considering the
accident potential due to various elements.
Significant/Utilisation Potential
clv
The final model will provide a new road safety component in the HDM-4 model.
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.
Study of Helmet Preference in Thiruvananthapuram and Cochin

Cities

(ii) Kerala State Transport Projects/ (S)
The objective of this study is to assess the proportion of two wheeler riders who
use helmet, percentage of helmet ownership, characteristics of helmet and nonhelmet users, reasons for choosing a particular helmet, problems faced in the
usage of helmet and to recommend suitable enforcement measures.
Methodology
The methodology of the study consists of assessing the behavioural aspects of
Two Wheeler rides, through opinion surveys, analysis and compilation of the
final report.
Conclusions
(i)
It was observed that nearly 63% of two wheeler riders possess helmets in
Thiruvananthapuram City. Of these, hardly 8% of two wheeler riders use
helmets regularly.
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.
This study helped in identifying the reasons for not wearing helmet and type of actions
needed to make helmet use a regular phenomenon.
Recommendations
Further study is needed on other cities to critically analyse the reasons for not wearing
helmet and to recommend appropriate actions for voluntary use of helmets by all two
wheeler users in the country.
5200-10
3.
Use of Seat Belt by Car Users in Thiruvananthapuram and Cochin City

(i)
(ii)

Kerala State Transport Project (S)

The main objective of the study is to find out the level of usage of Seat belt in the cities
of Thiruvananthapuram and Cochin.
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)
According to opinion survey conducted in Trivandrum and Cochin Cities,

the reason for not wearing seat belt while driving Four Wheelers are:
29% stated that it was not enforced

25% informed that the car in which they travel did not have the
provision of seat belt
22% did not favour its use due to short trips within the city
19% of car users felt that it restricts their driving skill
5% of car drivers opined various other reasons

Ninety percent of the respondents are not aware that wearing seat belt while
driving is compulsory. Some of the other reasons for not wearing seat belts are:
wearing seat belt is not comfortable, seat belt restricts free movement of the
driver etc.
5200-10
4.
Overtaking Behaviour of Motor Vehicles in Urban Areas

(ii) Kerala State Transport Project/PWD, Kerala (S)
The objective of this study is to study the behaviour of motor vehicles overtaking from
left side, overtaking from right side by crossing the central yellow line and overtaking
from right side but without crossing the central yellow line.
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.
A Study of Spot Speed in City and Rural Sections of Highways

(ii) Kerala State Transport Project/PWD, Kerala (S)
The objectives of the study are to measure the spot speed at different locations
during peak hours and school opening / closing times, to compare the spot
speeds at different locations like school zone, hospital zone, commercial zone
etc. and to suggest measures to control and regulate speeds in front of various
zones
Methodology
(a) Measurement of Spot Speed
The simplest method of determining the spot speed is the direct timing
procedure. Two reference points are marked on the pavement at a suitable
distance apart and an observer starts stopwatch as a vehicle touches the starting
point and stops the watch when the vehicle touches the end point. From the
known distance and measured time intervals, spot speed is calculated.
clix
The recommended base lengths for different speed of traffic stream are given
below in Table.
Recommended base lengths for spot speed survey
Average Speed of Traffic Stream (K.P.H)

Less than 40
40 to 65
Greater than 65
Base Length (Meters)

27
54
81
(b) Volume Count
Manual method is used for counting the classified traffic volume, 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.
RESEARCH WORK DONE IN ACADEMIC

INSTITUTIONS RELATED TO THESIS WORK
HIGHWAY PLANNING, MANAGEMENT, PERFORMANCE

EVALUATION AND INSTRUMENTATION
1100-10
1.
Methodology for Planning and Evaluation of Rural Road

Network: An Integrated Functional Accessibility Approach
Duration: 1999-2005
Indian Institute of Technology, Delhi (R)
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

The integrated functional accessibility approach, suggested at block level, is useful for
preparation of block level master plan for rural roads. The routes for connecting the unconnected
villages are evaluated using the cost-effectiveness approach, i.e. access benefit-cost ratio as well
as the cost benefit analysis for determining the needed investment interventions. Ranking of rural
road projects can be carried out using this methodology.
Kanagadurai, B. Methodology for Planning and Evaluation of Rural Road

Network: An Integrated Functional Accessibility Approach, Ph.D Thesis
(Unpublished), Indian Institute of Technology Delhi, 2003.
1100-20
2.
Quantification of Benefits
Maintenance Strategies
due
to
Pavement
Preventive

Indian Institute of Technology Madras, Chennai (R)

The present study is aimed to quantify the benefits of timely preventive maintenance. The
data on road geometrics, pavement conditions, roughness, deflection and traffic are
collected for a typical state highway and a National Highway. The structural and functional
conditions need of the sections were evaluated. The short term and long term cost effectiveness
are calculated for various preventive maintenance strategies. The optimal timing of preventive
maintenance and the effects of benefit cutoff values for various preventive maintenance
strategies for a typical pavement section is computed.
The main objectives of the present study are to
Quantify the benefits due to application of various preventive maintenance techniques
Evaluate the short term and long term effectiveness of the preventive maintenance
techniques for the pavement sections
Quantify the effect of benefit cut-off values for different preventive maintenance
techniques
Decide the optimal timing for the application of preventive maintenance techniques
Methodology
(i)
(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)
Quantification of benefits and calculation of effectiveness of typical preventive

maintenance strategies over the service life of the pavement by cost-effectiveness index
and by road user cost
Evaluating the effect of benefit cut-off values on preventive maintenance treatments
Computation of the optimal timing of the preventive maintenance strategies

(i)
(ii)
(iii)
(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.
Road Condition Evaluation, Prioritization, and Optimal

Resource Allocation for Highway Maintenance at Network Level
Duration: July 2001 to April 2005

Indian Institute of Technology, Kanpur (R, I)
The main objective is to maximize the improvement in the highway conditions, for a given
highway network system, through diverse maintenance activities, while remaining within the limits
of available resources.
Methodology
A three-module system for the optimal network level highway maintenance system is proposed in
this work and discussed in the following:
(1)
Evaluation module: The distress conditions that should be evaluated for each of the
sections, in order to characterize the health of the section, are: (a) Structural conditions: It
proposes a statistical model, by using the pavement performance data available from the long
term pavement performance (LTPP) database of the US Department of Transportation, to
evaluate the structural condition of existing pavements from two distress parameters, namely,
fatigue cracking and rutting; (b) Traffic safety conditions: Traffic safety conditions are evaluated
on the basis of traffic accidents rate, which can be easily obtained from the accident records; (c)
Traffic operations conditions: Traffic operation conditions are evaluated on the basis of traffic
volume and capacity of the highway facility , volume data can be collected and capacity can be
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.
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
Indian Institute of Technology Madras (R, C)

In India, an increasing proportion of the roads are showing premature failure due to increased
magnitude of wheel load applications and lack of scientific maintenance and rehabilitation (M&R)
management methods.
clxiv
Formulate an optimization framework for Maintenance Management at the network level

including identifying percentage of roads in each category requiring a given maintenance
action to determine optimal timing and allocation of funds at the project level.
Develop and Implement a solution methodology for selected Road Networks.
Investigate the joint influence of traffic growth rate and deterioration on optimal
maintenance policies.
Methodology
The proposed research is planned to develop an optimization model, for the allocation of
resources for M&R of highway pavements and estimation of the optimal expected annual cost of
M&R activities. This approach applies a discrete-time Markovian model to predict pavement
performance with the inclusion of pavement improvement resulting from M&R actions. The
optimization can be performed using network flow algorithms, to minimize the cost of M&R
activities per annum and maximize the benefits. The network level and project level planning are
combined into single framework, which helps to integrate financial planning, program planning
and design of M&R actions. Using this approach the designer is able to select the project
candidates, optimum overlay timing and thickness and optimum maintenance treatments to keep
the pavements in pristine condition.
1200-30
5.
Structural Evaluation of Airfield Pavements

Indian Institute of Technology, Kharagpur (S,I)
The broad objective of the study was to propose a methodology for PCN evaluation of rigid and
asphalt overlaid rigid pavements. Evaluation of the methodology currently practiced for reporting
PCN was also another objective of the work.
Methodology
Structural evaluation of some airfield pavement sections was done using Falling
Weight Deflectometer (FWD). The load transfer efficiency of the pavement slabs
was evaluated using measured deflections and its effect on PCN was studied.
Back-calculation of effective moduli of in-service pavements was performed
using measured deflections by FWD.
(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.
Effect of Varying Calibration Factor on IRR, VOC

School of Planning and Architecture, New Delhi (R)
Objectives
(i)
(ii)
(iii)
(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.
(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.
Laboratory Performance Evaluation of SBS Polymer Modified

Bituminous Concrete Mixes

Indian Institute of Technology Madras, Chennai (R, C)
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.
(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.

2100-20
1.
An Investigation on Bitumen Modified with Shredded Bi-Cycle

Tires

Indian Institute of Technology, Kharagpur (R)
The main objective of the work was to study the effect of tire shred concentration on the
properties of the modified binder and the changes in the properties of the mixes with the modified
binder to find the optimum binder content.
Methodology
Testing of DBM mixes with modified binder limited to Marshall testing, Static indentation, Static
indirect tension test and repeated loading indirect tension test for Modulus of Resistance (M R)
determination
(i)
(ii)
(iii)
(iv)
Performance of bi-cycle tire shred modified binder was superior to that of unmodified
80/100 grade bitumen
Optimum tire shred concentration was around 15% by weight of bitumen
The Modulus of resilience of the DBM mix with tire shred modified binder was very high
compared to that with 80/100 bitumen, 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.
Viscometric Studies of Straight Run Bitumen

To characterize straight run bitumen with nonlinear viscoelastic model
Methodology
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.
Studies on Fatigue Behavior of Polymer Modified Bituminous

Concrete Mixes

(i)
(ii)
(iii)
(iv)
To evaluate the physical properties of polymer modified binder and mixes

To study the mechanical properties of bituminous concrete mixes such as indirect tensile
strength, resilient modulus and fatigue tests for failure
Development of empirical relationship from neat and polymer modified bituminous
concrete mixes.
Characterizing crack growth behavior for polymer modified concrete mixes with fracture
mechanics approach.
Methodology
Neat bitumen binder and binder modified with SBS (STYRENE BUTADIENE
STYRENE) will be tested in the laboratory for different tests at varying
temperatures and load conditions. Empirical approach has been considered for
crack initiation and fracture mechanics approach was studied for crack
propagation of polymer modified bituminous concrete mixtures.
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
Use of SBS polymer in neat asphalt binder significantly reduces its penetration value,
increased its elastic recovery and softening point value.
The mix strength parameters such as tensile strength and Marshall stability values of the
SBS modified asphalt mixes were higher by 21 % and 25% respectively when compared
to neat asphalt mixes.
The tensile strength ratio was observed to be higher for SBS modified mixes by 5% than
neat asphalt mixes. This indicates improved resistance to moistures susceptibility. Also
the retained stability value of SBS modified asphalt mixes is higher than neat asphalt
mixes by 22%
The resilient modulus of polymer modified asphalt mixes was about 2 to 2.5 times that of
the neat asphalt mixes.
The fatigue life of SBS modified asphalt mixes was 2.1 to 2.4 times higher than that of the
neat asphalt mixes.
Specimens compacted with gyratory compactor had higher fatigue life and resilient
modulus than Marshall compacted specimens due to better reorientation of aggregates.
The reduction in resilient modulus values for neat asphalt mixes due to increase of
0
temperature (30 to 40 C) ranges from 34 to 41 percent and 25 to 29 percent for Marshall
and SGC compacted specimens, respectively.
clxix
(viii)
(ix)
(x)
(xi)
(xii)
For SBS Modified mixes, the reduction in resilient modulus values due to increase in
0
temperature(30 to 40 C) was 23 to 27 percent for Marshall and 21 to 28 percent for SGC
specimens, respectively
The accumulation of horizontal plastic deformation(HPD) and vertical plastic deformation
( VPD)as a function of number of cycles was observed to be higher for neat asphalt
mixes than SBS modified asphalt mixes
Crack speed index (CSI) was found to be less for SBS modified asphalt mixes. This
means rate of crack propagation is slow in case of SBS modified asphalt mixes when
compared to neat asphalt mixes.
For the constant number of cycles, at the constant temperature, crack length was found
to be higher for neat asphalt mixes than SBS modified asphalt mixes.
The laboratory results obtained from this study show the superiority of SBS modified
asphalt mixes in terms of fatigue life, resilient modulus and crack propagation over the
neat asphalt mixes. Thus polymer modified mixes can be recommended for National
Highways where traffic volume is substantially high.
2200-10
4.
Utilization of Polymer Waste in Construction Industries (Road

Construction)

The objective was to improve the quality of bitumen binder using polymer wastes, to optimize the
composition of plastic waste used in blend to meet the required specification and to develop a
technology for utilization of waste samples in road construction,
Methodology
Appropriate quantity of non- biodegradable plastic wastes of Polyolefin group
were added to hot melt bitumen to get the plastic- bitumen blends. These blends
were characterised as per the BIS 15462 to assess the grade of waste
thermoplastic modified binders as well as their compliance with the
specifications. Fourier Transform Infra Red Spectroscopy (FTIR) was obtained of
polymer used, cross linking agent used, polymer modified bitumen and plain
bitumen samples, so as to get some idea of reaction mechanism. Scanning
Electron Microscopy (SEM) was also done of these samples to find out the
morphological structure of polymer modified bitumen. This helps us to know the
dispersion of polymer phase in bitumen. Delhi Marshall Samples were prepared
with varying composition of bitumen. Properties of these samples were
determined to find out optimum binder content for this proportion of aggregate.
Properties like, Marshall Stability, flow, indirect tensile strength, retained stability
and creep behaviour were tested and results obtained were compared with the
samples prepared with plain bitumen. Test results indicated improved tensile
strength and stability of BC mixes
clxx
The exhaustive laboratory investigation on neat and modified Bitumen indicated

significantly improved softening point and penetration value. This clearly
indicates better performance of polymer modified bitumen at varying temperature
conditions. Improvement in Marshall Stability and indirect tensile strength of
modified mixes indicates good performance of polymer modified bitumen after
laying on roads. Higher resistance to permanent deformation in terms of lower
accumulated strain and higher creep modulus of modified mixes than
conventional mixes was observed by creep test.
2200-20
5.
Constitutive Modeling of Pavement Materials

To develop models that predict the behavior of pavement materials.
To characterize the behavior of materials used in pavement constructions.
Carryout experiments on granular material similar to the one used in Wet

Mix Macadam, analyze the results and create a model for it.
Methodology
It involves the measurement of deformation to loading conditions and analysis of the response.
The experimental procedure based on the protocol developed by the State Highway Research
Program (SHRP) for Long Term Pavement Performance (LTPP). The testing process is adopted
similar to this protocol 46, Resilient Modulus of unbound granular base/subbase material and
subgrade soils. It is based on AASHTO T 292 91I, Resilient Modulus of subgrade soils and
untreated Base/Subbase.
Experimental Description:
The experiment is to be done on a triaxial loading setup. The sample size of 70 mm diameter and
140 mm height is to be used. The loading cycle consists of 1 second loading and 0.9 second rest
period with a haversine loading form. The stress conditions applied are, in fact, those which occur
when an isolated wheel load is applied to the pavement directly above the element of material, is
simulated in the test.
2200-20
6.
Characterization of Healing of Asphalt Mixtures

clxxi
To quantify healing of asphalt mixtures through experimental studies.

To model healing of asphalt mixtures based on a thermodynamic frame
work and corroborate it through the experimental studies.
Methodology
Cyclic triaxial tests were carried out to quantify asphalt mixtures in the laboratory with varied
confinement conditions. A healing model based on the continuum theory of multiple natural
configurations will be used to corroborate the laboratory investigations.

The results obtained through laboratory investigations have adequately proved the healing of
asphalt mixtures with rest periods. The amount of healing was observed to be dependent on the
air voids, loading time, lateral pressure applied on the specimen in the triaxial test and also on the
magnitude of the lateral pressure.
2200-20
7.
Studies on Effect of Aggregate Gradation on Fatigue Behavior

of Bituminous Concrete Mixes
Indian Institute of Technology, Madras (R, C)

The fatigue life of a bituminous concrete mix is influenced by several factors such as bitumen
type and its content and air-voids. Others factors such as temperature, frequency and rest
periods of applied loads also influence fatigue life. Although the influence of binder type and
content on fatigue life has been studied extensively, the effect of aggregate properties such as
aggregate gradation on fatigue life has not been widely presented.
The objective of the present investigation is to study the effect of aggregate

gradation on fatigue behavior of bituminous concrete mixes.
Methodology
(i)
(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.
Characterization of Apparent Viscosity of Bitumen Processed in

India
clxxii

o
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.

(i)
(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.
Evaluation of Rutting Characteristics of Bituminous Mixes

using C - Concept

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.
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.
Experimental and Numerical Study on Mechanical Behavior of

Asphalt Mix

The objective of the work is to develop a finite element method (FEM) based model to predict the
mechanical behavior of asphalt mix. A hierarchical approach is proposed to develop models for
pure bitumen, binder mix (a mixture of pure bitumen and aggregates smaller than or equal to 2.36
mm size) and asphalt mix. The scope of the study includes (i) experimental study on mechanical
behaviour of binder mix and asphalt mix (ii) FEM modeling of asphalt mix with synthetically
developed elliptical aggregates for a typical cross section and (iii) comparative study of
experimental and computational results of asphalt mix.
Methodology
An elastic-visco-plastic model of binder mix is developed which is calibrated from the
experimental results. Elliptical aggregate samples of desired volume fraction and aggregates
gradation are developed synthetically by generating random non-overlapping ellipses in a
predefined area. The binder mix model and the properties of the aggregates are used to develop
the composite model of the asphalt mix. The numerical results from asphalt mix model in terms
of load versus time curve, failure load, failure displacement and stress contour are compared with
the experimental result of asphalt mix.
clxxiv

The force versus time plot obtained experimentally and computationally showed good match.
From experiments on asphalt mix, it is seen that the fracture is initiated in between two closely
spaced aggregates. Computational study could predict successfully the location of crack
initiation. The maximum displacement at failure and the maximum failure load obtained from
computational result for asphalt mixes with synthetic aggregates found to be matching with
experimental results.
2200-40
11.
Laboratory
Concrete
Evaluation
of
Gilsonite
Modified
Bituminous

Indian Institute of Technology, New Delhi (S)
(i)
(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.
From the study, it was observed that(i)
(ii)
(iii)
The addition of equivalent amount of Gilsonite as otherwise used in preparation of mix to

the bitumen has significantly affected low and intermediate temperature properties of the
base binder.
The elastic recovery has improved for Gilsonite modified bitumen as compared to
conventional 60/70 bitumen.
Modification of bitumen with Gilsonite directly could hamper the properties of mix at low
and intermediate temperature and make them liable to cracking and other problems. So,
clxxv
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
the method of addition of Gilsonite adopted in this project of adding it to pre-heated

aggregates before addition of binder in the mix fair out well as shown by results of the
project.
The stability values of Gilsonite modified mix were better and the retained stability has
improved to conventional mix, suggesting better resistance to deformation and less
susceptibility to moisture induced stripping.
The indirect tensile strength has improved for Gilsonite modified mix and indicates its
better ability to take stresses.
Resilient modulus value has increased in Gilsonite modified mix. The results have shown
better stiffness of Gilsonite modified mix at all temperature and especially at high
temperatures, where conventional mix has behaved very miserably.
The fatigue studies at different stress suggest that fatigue life of Gilsonite modified mix
has improved more than twice as compared to conventional mix.
The experimental work of project suggests great savings in cost with Gilsonite modified
mix.
The results of project clearly suggested that use of Gilsonite as modifier in bituminous
mixes has given really a high performance economical mix, which has better resistance
to rutting, cracking, stripping and enhanced durability.
2300-20
12.
Finite Element Analysis of Concrete Pavements with Cut-outs

Analysis of concrete pavement using Finite Element Method to study the effects of cut-outs, load
transfer by aggregate interlock and dowel bar system and also top down cracking due to wheel
load and thermal effect.
Methodology
Three-dimensional Finite Element Analysis was carried out for modeling concrete pavement
using the structural analysis software ANSYS.
(i)
(ii)
(iii)
(iv)
(v)
It was found that the flexural tensile stresses were significantly higher for pavements with
cut-out than without cut-out. 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.
3000-10
1.
Investigation of Seepage Flow for Multilayered Soil Using Finite

Element Analysis

Delhi College of Engineering, Delhi (R)
In many cases landslides occur owing to the development of excessive pore water pressure in
soil mass. Trench drains are one of the remedial measures for draining out water from the soil
and to reduce the pore water pressure to restore stability of the hill slope.
This work has been dealt with multilayered soil to investigate the piezometric levels, velocities
and discharge of water flowing into the trench drains.
Methodology
Finite element method (FEM) has been used for investigating the performance of two dimensional
steady state flow of water within a parallel rectangular trench drainage system for multilayered
soil. Finite Element Software has been developed for multilayered soil. Based on the FEM,
numerical results are obtained for various combinations of the soil. Illustrations are to be
developed from the numerical results to draw the new findings.
Work is continuing.
D.
5100-10
clxxviii
1.
Traffic Management on an Arterial Road Section Having

Multiple Roundabouts

Objectives
(i)
(ii)
(iii)
(iv)
(v)
To evolve a sequential approach to understand the characteristics of arterial sections

with multiple as well as multi-leg roundabouts.
To study the impact of surrounding signals on the performance of the roundabouts.
To propose alternate management strategies for the study area and evaluate the same
using appropriate management indicators.
To evolve appropriate management strategy for the study area so as to prioritize the flow
on the corridor.
To optimize the overall traffic flow on the immediate network.
Methodology
After formulation of the aims and objectives, primary surveys were identified. Extensive data were
acquired with respect to volume counts on the various arms of the five roundabouts, the turning
moment counts, the queue lengths, the network infrastructure and speed and delay on the
corridor along with the surroundings network. Traffic flow was captured using camera recording
techniques during the peak hour while speed and delay was done using floating car method.
Thereafter the data was analyzed to establish the supply characteristics of the network, the flow
characteristics including the peak, peak flows, tuning moments, the delays, queues, and the
speed-flow relationships. Apart from this, the land-use and built-up plans were also collected from
past studies and verified on ground. According to the flow-characteristics, the appropriate
management strategies were adopted and evaluated.
(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.
Study of the Impact of Introducing Stop-Control at Uncontrolled

Intersections Using Computer Simulation

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:
To study the mixed traffic flow characteristics at uncontrolled intersections

through field observations.
To study the level of accident risk interms of traffic conflicts, at
uncontrolled intersections for various traffic flow levels and composition by
making use of the available simulation model.
To modify the available model to simulate traffic flow through stop
controlled intersections.
To study the reduction in the level of accident risk due to the introduction
of stop control system using simulation technique.
To develop appropriate guidelines for introducing stop control under mixed
traffic conditions prevailing in India.

(i)
(ii)
(iii)
The comparison of overall delay caused to vehicles at uncontrolled and

stop controlled intersections for the three roadway conditions with
variation of traffic volume, reveals that for a given roadway and traffic
conditions, the overall average delay caused to traffic is more in the case
of stop controlled intersections than in the case of uncontrolled
intersections.
The comparison of intersection-area stopped delay caused to vehicles at
uncontrolled and stop controlled intersections for the three roadway
conditions with variation of traffic volume, reveals that for a given roadway
and traffic conditions, the intersection-area stopped delay caused to traffic
is less in the case of stop controlled intersections than in the case of
uncontrolled intersections.
The comparison of the level of accident risk, measured in terms of
crossing conflicts, to vehicles at uncontrolled and stop controlled
intersections for the three roadway conditions with variation of traffic
volume, reveals that for a given roadway and traffic conditions, the level of
clxxx
(iv)
(v)
(vi)
accident risk to traffic is less in the case of stop controlled intersections

than in the case of uncontrolled intersections.
It is found that the overall average delay is more or less the same in the
cases of both the uncontrolled and stop controlled intersections up to a
volume level of 400 vehicles per hour.
The number of crossing conflicts are approximately the same up to the
volume level of 400 vehicles per hour in the cases of both uncontrolled
and stop controlled intersections.
The average overall delay increases steeply, in the cases of both
uncontrolled and stop controlled intersections, beyond the volume levels
of 900, 1000 and 1100 vehicles per hour respectively in the cases with
3.75 m, 5.0 m and 7.5 m wide approach roads.
5100-20
3.
Study of the Effect of Stream Mix on Saturation Flow Rate of

Heterogeneous Traffic Using Computer Simulation


(i)
(ii)
(iii)
(iv)
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)
As the first step of the study a set of approaches to signalized

intersections carrying mixed traffic stream (mix of straight on and turning
streams) is identified.
Then the geometric details of the approaches along with the general
intersection details are collected.
The traffic flows on the selected approaches are then measured by
making a classified count of vehicles, when the vehicles cross the stop
line during the saturated green time.
The available model of traffic flow through signalized intersection is
modified to suit the requirements of this study.
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.

It was found that the value of saturation flow is relatively maximum for the combination of straight
going and right turning streams, and minimum in the case of the combination of straight going, left
turning and right turning streams, while the value for the combination of straight going and left
turning streams lies in between the two. Also, it has been found that there is no common trend in
variation of the saturation flow due to variation in traffic compositions.
5100-20
4.
Bus Travel Time Prediction Using Global Positioning Systems

(GPS) Data


The scope of this work is on developing a travel time prediction model using GPS data. A case
study route of Metropolitan Transport Corporation (MTC) in Chennai is considered for this
purpose. The specific objectives are to:
Study and analyze the characteristics of the GPS data, including travel times, bus stop
dwell times, intersection delays and link speeds.
Select reasonable input variables for a bus travel time prediction model.
Develop Multiple Linear Regression model(s) to predict the bus travel times using GPS
data.
Apply and evaluate the above model on a bus route in Chennai as a case study.
Methodology
Type of Study - Field
Extensive GPS data were collected on MTC Bus Route No. 21G (Parrys Tambaram) in Chennai
city. Data was collected on three probe buses. Data was extracted in the required format from the
raw GPS data. Multiple Linear Regression (MLR) models were developed to predict the travel
times to bus stops. Models were evaluated using a separate validation data set. Mean Absolute
Percentage Error (MAPE) was used as a measure of closeness between the observed and
predicted values.
clxxxii

(i)
(ii)
(iii)
(iv)
(v)
(vi)
Preliminary data analysis revealed that similar traffic conditions prevail over the route
during the peak hours on all weekdays. 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.
Travel Time Prediction for Arterial Corridors Using GPS

Technologies

The scope of this study was restricted to the study location: part of I. T. corridor, (OMR) Chennai.
The location was chosen to represent heterogeneous or mixed flow conditions, in the absence of
lane-discipline ,prevalent in urban areas in India. The data was collected for the morning peak
hours (2 hours) .The data collection was carried out for a period of one month using the Global
Positioning systems (GPS) devices for capturing real time traffic data.
(i)
(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.

The travel time estimates show an RMS error ranging from 9.5% to 12.5%.The performance of
Kalman filter for travel time estimation could be improved by using the continuous model, use of
travel time instead of logarithmic of travel time as the state variable, and to have separate Kalman
Filters for stop time and running times. The study suggests need for and use of significant sample
size for the measurement model, since the measurement data appeared to be noisier and played
a large role under heterogeneous traffic conditions to improve the accuracy of the Kalman Filter.
5100-20
6.
Impact of Proposed District Center on the Transport Network

Case Study: Saket

(i)
(ii)
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.
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.
Planning for Cross Pedestrian Movement

(i)
(ii)
(iii)
To appreciate pedestrian and vehicle flow at selected mid block locations.

To study the characteristics of delay caused to pedestrians.
To examine gap occurrence and acceptance, and lag occurrence and acceptance at
selected locations.
Methodology
A detailed literature review of the definitions, cross pedestrian facilities, norms and standards,
techniques for pedestrian gap acceptance and past studies on the subject was carried out.
Pedestrian crossings in front of AGCR (Vikas Marg) and Dilli Haat (Aurobindo Marg) were chosen
as study areas. Data on pedestrian flow rate, vehicular flow rate, vehicle gap, pedestrian gap
acceptance patterns and platoon behavior was collected through field survey by video filming.
Linear regression technique was used for modeling pedestrian delay. Finally based on traffic and
pedestrian flows standards for surface pedestrian crossing were proposed.
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.
Impact of Missing Links on Urban Road Network

Objectives
(i)
(ii)
(iii)
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.
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.
Modelling Transportation Demand for Urban Infrastructure

Planning

Broad objective of the proposed work is to develop a framework and constituent models to
analyse the time varying nature of demand for transportation infrastructure. Specific objectives
include identifying the factors at individual and household level which are contributing to the
change in behavior of an individual over years. Secondly, develop a modeling framework to
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.
Modelling Users Willingness to Pay for Different Attributes of

an Improved Transportation System

The broad objective of the work is estimation of users willingness-to-pay (WTP) for different
attributes of a road system. Users WTP values are estimated separately for car and bus users.
The scope of work includes design of survey instrument, development of behavioural database,
analysis of behavioural data using suitable logit model specifications, and estimation of WTP
values.
Methodology
A Stated Preference (choice based) survey was carried out to collect behaviour data from car and
bus users. Three alternative scenarios are considered during choice experimentation: (i) An
existing undivided two lane road, (ii) A hypothetical undivided two lane improved road, and (iii) A
hypothetical Four Lane Road with median. Both quantitative and qualitative attributes are
considered in choice experimentation. The data analyzed by developing multinomial logit (MNL)
and were random parameter (RPL) logit models. Sparely used constrained triangular distribution
of random parameters is attempted for the development of RPL models. The effect of
socioeconomic characteristics on the mean of random parameter (called mean heterogeneity) is
investigated with RPL models.
Users WTP values associated with various attributes of travel are estimated separately for car
and bus users. A comparison of WTP estimates indicates that utilities associated with speed and
comfort are more as compared to the same due to other attributes of road improvement. While
personal car users have higher value of WTP for quantitative attribute speed, the bus users have
higher value of WTP for qualitative attribute comfort. The work also demonstrates successful
application of constrained triangular distribution in the development of RPL models. A comparison
of different econometric models clearly shows an improved model performance for RPL models
over MNL model. Among RPL models, the model performances improved further when the mean
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.
Optimizing Generalized Cost of Travel: An Approach for

Improvement Planning of Rural Bus Service

Broad objective is to formulate a rational methodology for judicious improvement planning of rural
bus service. A rural bus route in West Bengal presently served by all-stop service is considered
as the case study. Introducing an express bus service to serve major stops along the study
corridor is considered as an improvement. An attempt is made to identify suitable service
attributes for express and all-stop service for maximizing user benefits subject to the operational
viability of both services
Methodology
User benefit is defined in terms of savings in generalized cost (GC) of travel. For the development
of GC function, valuing of relevant attributes is done. The GC includes direct cost of travel, cost of
service headway, cost of in vehicle travel time and cost of discomfort. Suitable service attributes
for both services are identified by solving a constrained optimization problem. A Genetic
Algorithm based approach is used for obtaining the solution assuming uniform headways for both
services. Subsequently, a simulation model is developed to account for the non-uniform
headways at different stops along the route.
User benefits and operational viability are the two major aspects highlighted in the work for
improvement planning of rural bus service. User benefit is measured in terms of savings in
generalized cost (GC) of travel, where GC is a comprehensive measure accounting for various
disutilities of travel by commuters. Application of Genetic algorithm and simulation technique is
demonstrated for identifying suitable service attributes which will maximize user benefits but
ensure operational viability of both services.
5100-30
12.
Application of Stated Preference Technique for Travel Choice

Modeling

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.
(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.
Development of Trip Generation Model using Artificial Neural

Network

(i)
(ii)
(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.
(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.
Planning of Parking Facilities for Metro Station (Case StudyDelhi Metro)

(i)
(ii)
(iii)
(iv)
(v)
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.
(i)
(ii)
(iii)
(iv)
Parking demand is function of ridership at station.

Metro is highly used by working people (70-85%) who have their origin and destination
within 2 km distance from metro line.
Users who are working use parking space for long duration (10-12 hrs) whereas other
purpose trips require short duration term parking.
Commercial development within metro premises also account for additional parking
demand, which needs to be considered while planning for parking facilities.
5100-30
15.
Impact of Open Sky Policy on Airport Terminal Infrastructure

(i)
(ii)
(iii)
(iv)
(v)
To study various government regulations and policies related to deregulation

To review the literature on aviation industry and airport planning,
To identify components where impact due to Open Sky Policy will be felt.
To study and quantify the extent of impact on various identified components at the
terminal.
To project the air passengers demand for the horizon year and analyze the degree of
inadequacy in the Airport infrastructure for the horizon year.
Scope
The scope of study aims at collecting necessary secondary data with regard to air transport
system, airlines and conducting necessary primary surveys in form of passenger opinion surveys.
The scope of study includes the domestic passenger terminal.
Methodology
The study frames out the broad objectives and data requirements from the past studies and the
literature review. The data was collected through primary survey at the terminal 1A, 1B and 1C
(arrival block). The secondary data has been collected from the Airport Authority of India and
Architecture and Planning Department in the Delhi Airport. The impact has been studied at the
existing terminal in the form of handling capacity of terminal and area. The various variables such
as service time, queue length and dwell time at each activity of the terminal act as input
parameters to the capacity and area calculations, the impact on users behavior has been
quantified in terms of frequency of travel, purpose of travel, mode of access/dispersal etc. The
demand of air traffic is projected for the horizon year using econometric model. The demand
scenarios have been developed on the basis of different GDP projection, the passenger traffic at
terminal varying accordingly. The impact on terminal for the horizon year demand is then studied
and the evaluation is done in terms of shortage of area and infrastructure facilities.
cxci

(i)
(ii)
(iii)
(iv)
(v)
(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.
Urban Structure and Transport Interrelationship in Indian Cities

(i)
(ii)
(iii)
(iv)
(v)
To appreciate the existing practice of city planning in the country and identify issues
related to transport infrastructure provisions in city plans.
To 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.
(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.
Role of Intelligent Transport System

Management ISBT, Kashmere Gate
in
Bus
Terminal

School of Planning and Architecture, New Delhi
Objectives
(i)
(ii)
To study the components of a bus terminal management

To appreciate the different bus terminal management schemes and study the
parameters related to efficiency of terminal management
(iii)
To study the operational characteristics and behavioural pattern of users in a terminal
(iv)
To evaluate the benefits of its tools for terminal management
(v)
To prepare ITS tool based plan for terminal management
Methodology
Literature Study of Bus Terminals was done and data identified in initial stage. At the next stage
some important data was collected through Primary Survey Bus Alighting and Boarding Survey,
Passenger Typology (I.S. and Local), Passengers and Visitors Boarding and Alighting Survey,
User Requirement of Arrival and Departures. The issues, problems and potentials coming up
from the study were identified. ITS tools related to bus terminal management were identified.
ITS based bus terminal management plan for the study area was evolved at the end.
(i)
It as observed that facilities which were available in the terminal complex were not
utilized properly leading to loss of passenger value of time and cost.
(ii)
Features like passenger enquiry system at departure block, announcement system,
and public address system need to be introduced to save the value of time and cost of
passenger.
(iii)
It was proposed that buses should spend minimum time in the terminal including
minimum time at exit point.
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.
Simulation of Head - On Queues: Case of Rail-Highway Grade

Crossing
Date of Start: June 2005


Vehicular movement at rail-highway grade crossing is studied in this work. When
the barrier is closed, the head-on queues are formed. And when the barrier is
released, the vehicles start taking necessary actions so that collision is avoided.
The scope of the present study is to model this behaviour.
Methodology
A cellular automata model which represents the movements of different types of vehicles is
proposed. A field study in Kanpur City is done at selected rail-road intersections, to validate the
model results.
The proposed model gives a good estimate of the delays in different types of vehicles. The
stream of traffic slows down to a maximum extent with the presence of rickshaws. The provision
of divider reduced the congestion and even avoided the formation of gridlocks at high flow values.
A staggered opening of gates proved to be beneficial in reducing the congestion caused due to
cars.
5100-40
19.
Development of Demand Model for Long-Haul Rail Travel

The proposed research work aims at development of demand model for longhaul rail travel and to study the influence of reduction in air-travel price on the
upper class rail travel.
Methodology
Aggregate-Cross sectional-Mode Specific Model using available statistical data

cxciv
The factors influencing long-haul rail travel were identified

The developed demand model was statistically sound.
Forecasting was done using the developed model after necessary validation.
5200-10
20.
Modelling Vehicular Emissions under Heterogeneous Flow

The overall objective of this research is to study the influence of various traffic parameters as
prevailing in heterogeneous traffic on tail-pipe emissions, with particular focus on the impact of
lane following.
The specific objectives of this work include:
To conduct field tests on select vehicles under varying conditions and measure tail-pipe
emissions.
To analyze the collected data and evaluate the influence of various parameters on
emissions, with particular focus on lane-following/lane-less movement.
To develop models that will relate tail-pipe emissions with traffic variables.
The scope of the present work is limited to measuring on-road tail-pipe emissions (CO, HC and
NO) using a portable gas analyzer for three types vehicles. These include petrol-driven 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.
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.
Road Safety Studies on Rural Highways

The present study is aimed at the analysis of road accidents occurring on the rural highways in
the country, which operate under mixed traffic flow conditions. In the present study, it is intended
to analyse road accidents and their causative factors, employing advanced analysis techniques,
like computer simulation, fuzzy logic modeling and learning systems like Artificial Neural Network
(ANN). The specific objective of the present study is to analyse the effect of the following factors
in the occurrence of road accidents on rural highways in the country,
i)
Traffic factors; like speed, speed differential, flow, density and traffic composition.
ii)
Roadway geometric factors; namely lane width/condition, shoulder width/condition,
horizontal/vertical curvature, sight distance and the availability of overtaking zones.
iii)
Other factors; like friction due to roadside activity, access and the presence of vulnerable
road users like pedestrians and bicyclists.
Methodology
The methodology proposed for the present study includes the following phases;
Review of Literature: An exhaustive review of literature on road safety studies
carried out in India and abroad, to understand the state of art and lacuna. This
phase will continue until the end of the present study, so as to include and
update even the latest of research in the area.
Collection of data: The analysis to understand the relationship between road
accident and various contributing factors requires reliable data from field. It is
intended to collect the required data in the initial stages of the study. The data
collected shall include traffic, volume, speed, road geometrics, roadside activity
etc.
Analysis of the data: The data collected in the study will be analysed in detail,
employing advanced analysis techniques like simulation, fuzzy logic and learning
systems. The analysis is expected to suggest the best-suited analysis approach
to the problem.
Discussion of results and drawing of conclusions: The proposed analysis is
expected to yield road accident models that will explain the underlying
relationship between occurrence of road accidents and the contributing
factors. Discussion of the results is expected to yield valuable conclusions that
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
Identification and selection of study sites
Traffic data collection through videography
Measurement of geometric features of the study locations

Data Analysis
Volume count - 5 minutes intervals
Mean traffic speeds for each interval using IrfanView
Speeds of different classes of vehicles for the same interval
Finding differences in speeds
Average headways for each 5-minute interval using IrfanView
cxcvii
Due to the obstruction present on the edges of the carriageway, there is a

reduction in flow capacity of the road.
The capacity reduction depends on the distance of the obstructions from
the edges of the carriageways. As the distance from the edge increases,
more is the impact of obstruction on the capacity reduction. In this study it
ranged from 2.4 5.4 % in the case of four-lane divided roads when the
distance of the obstructions was between 0.5 and 1.2 m.
The reduction in the mean speed is in the range 10 13 % and is also
dependent on the distance of obstructions from the edge of the
carriageway.
The reduction in speeds of two wheelers is insignificant, which is believed
to be due to acceleration deceleration characteristics, sleekness of the
two wheelers and most importantly driver behavior of two wheeler drivers.
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
1.
2.
3.
Central Road Research Institute, New Delhi

Gujarat Ambuja Cements Ltd., Ahmedabad
Gujarat Engineering Research Institute, Vadodara
4.
Highway Research Station, Chennai
5.
6.
Hindustan Construction Co. Ltd (HCC), Mumbai

Indian Institute of Technology Madras, Chennai
7.
Indian Institute of Technology, Delhi (R)
8.
9.
10.
11.
12.
13.
14.
15.
Indian Institute of Technology Kanpur

Indian Institute of Technology, Kharagpur
Indian Oil Corporation Ltd., R&D Centre, Faridabad
Lea Associates South Asia Pvt. Ltd., New Delhi
Maharashtra Engineering Research Institute, Nashik
Ministry of Shipping Road Transport & Highways, New Delhi
National Council for Cement and Building Materials
Thiruvananthapuram
School of Architecture & Planning, New Delhi
16.
cc

Highway Research Record Number 33

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Highway Research Record Number 33

Uploaded by

Copyright:

Available Formats

HIGHWAY

IRC HIGHWAY RESEARCH BOARD

HIGHWAY PLANNING, MANAGEMENT,

HIGHWAY PLANNING AND MANAGEMENT

INSTRUMENTATION AND MICRO-PROCESSOR APPLICATION

PAVEMENT ENGINEERING AND PAVING MATERIALS

SOIL STABILISATION, LOW GRADE MATERIALS AND

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

TRAFFIC AND TRANSPORTATION

Congestion and Parking Problems of Selected Locations in Delhi

SAFETY AND ENVIRONMENT

Road Safety in Metropolitan City, Ahmedabad

RESEARCH WORK DONE IN ACADEMIC INSTITUTIONS

1. Methodology for Planning and Evaluation of Rural Road Network: An Integrated

PAVEMENT ENGINEERING AND PAVING MATERIALS

An Investigation on Bitumen Modified with Shredded Bi-Cycle Tires

TRAFFIC AND TRANSPORTATION

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

Highway Planning, Management, Performance Evaluation and

Highway Planning & Management

A study on development of hill highway between Thiruvananthapuram and

in GIS environment and also evolving a long term maintenance and

rehabilitation measures. Based on the total surface distressed area and

available materials for road construction and asset management study of

Pavement Engineering and Paving Materials

Soil Stabilisation, Low Grade Materials and Low Volume Roads

National Highways is in progress. This manual will standardize

developed on Areobjects environment on which user interface is provided

suitable technology in terms of methodologies/algorithms (for development

Traffic and Transportation

Planning and Management

Only 23 percent of the arterial network is operating at speeds of 40 kmph

Safety and Environment

vehicles cars / jeeps / taxis perform maximum overtaking maneovures

Research Work Done in Academic Institutes Related to Thesis Work

A study on methodology for planning and evaluation of rural road

A study on quantification of benefits due to pavement preventive

In the study on structural evaluation of airfield pavements a

Laboratory Performance Evaluation of SBS Polymer Modified

with increase in tensile stress. Overloading of vehicles upto 20%

Laboratory investigations on bitumen modified with shredded bi-cycle tires

To study the fatigue behavior of polymermodified bituminous concrete

The addition of appropriate quantity of non-biodegradable plastic wastes

A study on characterization of apparent viscosity of bitumen shows that

A study on laboratory evaluation of Gilsonite modified bituminous concrete

A methodology was proposed to study the performance of two

A study on impact of introducing Stop-Control at Uncontrolled

uncontrolled intersection. In the intersection area with stop control

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

A study on Bus Travel Time Prediction Using Global Positioning

A study on Impact of Proposed District Center on the Transport

A study on Modelling Users Willingness to Pay for Different Attributes

improved further when the mean heterogeneity is taken into

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

A study on Application of Stated Preference Technique for Travel

A study on Development of Trip Generation Model Using Artificial

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

A study on Modeling Vehicular Emissions Under Heterogeneous Flow

HIGHWAY PLANNING, MANAGEMENT,

The on-going projects are mainly on

SALIENT POINTS FOR DISCUSSION

Development and management of GIS based road information

Pavement maintenance management system by integrating GIS and