Escolar Documentos
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RESEARCH RECORD
NUMBER 34
General Report on
Road Research Work Done
In India during 2006-07
_____________________________________________________
CONTENTS
INTRODUCTION
EXECUTIVE SUMMARY
I.
HIGHWAY PLANNING, MANAGEMENT,
PERFORMANCE EVALUATION AND
INSTRUMENTATION
1.
SUMMARY
A.
1.
B.
1.
2.
3.
C.
1.
COMPLETED PROJECTS
National Data Centre for Managing Data for Planning, Design and
Management of Roads (CSIR Network Project)
ON GOING PROJECTS
Road Network Planning Approach for Location of Urban Amenities in
Rural Areas- A Case Study of Laksar Block -Haridwar District
Development of GIS based National Highway Information System
Development of a Critical Infrastructure Information System in GIS
Environment for Maintenance of Bridges on National and State
Highways Case Study on Ghaziabad District
NEW PROJECTS
Development of Hill Highway in Kerala Socio Economic Impact of
Improving Connectivity in Hilly Region
2. PAVEMENT EVALUATION
SUMMARY
A.
1.
COMPLETED PROJECTS
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.
1.
2.
ON GOING PROJECTS
Performance Study on proposed Flexible Pavement with Regular and
Modified Sub Bases
Study on Overloading of Trucks and its Effect on Pavement Design
iii
3.
B.
1.
2.
3.
4.
5.
4.
SUMMARY
A.
1.
2.
3.
COMPLETED PROJECTS
Development of Electronic Toll Collection (ETC) System for Traffic
Management using RFID (Radio Frequency Identification) Tags and
Dedicated Short Range Communication (DSRC) Technology
Design and Development of a System for Automated Measurement of
Deflection Basin under Truck Dual Tire Assembly
B.
1.
II.
1.
SUMMARY
A.
1.
2.
B.
1.
2.
2.
ON GOING PROJECTS
Use of Ash Generated from Surat Lignite Power Plant for Stabilizing
Different Types of Clayey Soils for Construction of Roads
Ground Stabilization Technique for Road Construction in Clayey Soils
of Kuttanad Region
NEW PROJECTS
Study & Measures of Road Construction in Presence of Harmful Salts
in U.P.
Study of Reconstruction of Rural Roads in place of Renewal Work,
where the proper design was not undertaken earlier
FLEXIBLE PAVEMENT
iv
SUMMARY
A.
1.
2.
3.
4.
5.
B.
1.
2.
3.
4.
C.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
COMPLETED PROJECTS
Studies on the Use of Modified Bitumen Binders
Bitumen Modification through Packaging Technology
Study on the Utilization of Waste Plastic in Bituminous Pavements
Investigation for determining the causes of Distress/Rutting on Jaipur
Bypass (Zones C&D of NH-8)
Asset Management Study of Ahmedabad Mehsana Toll Road
ON GOING PROJECTS
Shelf Life Studies of Bituminous Emulsion
Use of Natural Rubber Modified Bitumen (NRMB) in Bituminous
Surfacing in Various Climatic Conditions of India
Field Trial on Design and Construction of Stone Matrix Asphalt
Surfacing between Khajuri Chowk and Brij Puri Chowk on Road No. 59
in Delhi
Study to Prevent Reflecting Cracks on Bituminous Overlay over
Cracked Concrete Pavement using Geotextile
NEW PROJECTS
Investigation on Field Performance of Bituminous Mixes with Modified
Binders
Development of Quality Bitumen from Refinery Components of AOD
Evaluation of Mechanical Properties of Bituminous Products
Development of Polymer Modified Bitumen using Elastomeric
Thermoplastic Polymers
Construction and Performance Evaluation of Trial Sections laid with
Multigrade Bitumen
Development of Bitumen Emulsion based Cold Mix Technology for
Structural Layers of Flexible Pavement in different Climates
Laboratory study to evaluate the effect of Warm Asphalt on strength
properties of Bituminous Mixes
Blending of Non Biodegradable Plastic Wastes and their use in Road
Construction
Cost Effective Materials and Technologies for Construction and
Maintenance of Rigid and Flexible Pavement: Development of
Materials for Thin Surfacing for Flexible and Rigid Pavements
Creating Correlation between Soil Stiffness, Field Density and CBR
3. RIGID PAVEMENTS
SUMMARY
A. COMPLETED PROJECTS
1.
Studies on Flakiness and Elongation Indices of Aggregates in Different
Layers of Bituminous and Rigid Pavements
2.
High Performance Fibre Reinforced Concrete for Construction and
Repair of Concrete Pavements
B.
ON GOING PROJECTS
1.
Use of Sulfonated Melamine Formaldehyde Super Plasticizer (SMF)
and Fly Ash in Cement Concrete Roads
C.
1.
NEW PROJECTS
Study of using lead zinc slag as fine aggregate for the construction of
embankments, granular sub-base, cement concrete and bituminous
layers
III.
GEOTECHNICAL ENGINEERING
SUMMARY
A. COMPLETED PROJECTS
1.
Study on the Use of Copper Slag in Road and Embankment
Construction
2.
GIS Based Subsurface Geotechnical Map of Delhi
3.
Microzonation Map of Delhi
4.
Suitability of Locally Available Materials for Road Construction in
Kerala Use of Waste Plastics for Road Construction
5.
Suitability of Locally Available Materials for Road Construction in
Kerala Use of Coir Waste and Rice Husk Ash for Sub Grade Soil
Stabilization
B.
ON GOING PROJECTS
1.
Investigation of Landslide at Kaliasaur on NH-58 and Design of Control
Measures for Long Term Stability
2.
Investigation of Unstable slope on North Eastern Side of the IIRS
Campus and Suitable Measures for its Prevention
3.
Use of Jute Geotextile for Efficient Road Drainage and Stabilization
4.
Guidelines for Soil Nailing Technique in Highway Engineering
5
Analysis of Embankment Failures Due to Earthquake
C.
NEW PROJECTS
1.
Design of Railway Embankment using Pond Ash
2.
Utilisation of Construction & Demolition (C&D) Wastes in Road Works
3.
Erosion Control Measures for Roads in Rann of Kutch, Gujarat
4.
Investigation and remedial measures for sinking problem of NH-39 at
km.214.240
5.
Geo-textile Sand Container Mattresses (GSCM) Lining for Temporary
River Diversion Channels
6.
Study on the Effect of using Quarry Dust and Copper Slag in Sub Base
of Flexible Pavement
IV.
BRIDGE ENGINEERING
SUMMARY
A. COMPLETED PROJECTS
1.
Studies for Aerodynamic Stability of Cable Stayed Bridge Decks (B-25)
B.
ON GOING PROJECTS
1.
Creation of National Test Facility, Formulation of Guidelines,
Specifications, Manual of Practice for Design and Execution of
Expansion Joints (B-34)
2.
Determination of Scour Depth (for General Bed, within Channel
vi
3.
4.
5.
6.
7.
V.
1.
SUMMARY
A. COMPLETED PROJECTS
1.
Advanced Parking Management System installed at Connaught Place
2.
Development of New Generation of Mode Choice Models using
Artificial Neural Network (ANN) Method
3.
Design of Interchange at Kapashera Intersection
4.
Periodic updating of Price Index for Stage Carriages Operation in
Kerala
B.
ON GOING PROJECTS
1.
Video Incident Detection System and Loop Based Traffic Incident
Detection System.
C.
NEW PROJECTS
1.
Preparation of Computerized Inventory of Roads for Muvattupuzha and
Vadavucode Block Panchayaths in Ernakulam District
2.
Assessment of Rural Accessibility in different Terrains of Kerala
3.
Studies on Operational Efficiency on KSRTC Mini Bus Services
2.
SUMMARY
A. COMPLETED PROJECTS
1.
Accident Abatement Measures for Urban Areas in Kerala
2.
A Comparative Study of Psychomotor Performance of Drivers with and
without Usage of Alcohol
3.
Accident Recording & Analysis Procedures in India
4.
Driver Protection Strategies (Seat Belt and Helmet Use)
5.
Air Pollution and Traffic Flow Characteristics along DelhiChandigarh
and Chandigarh Shimla Corridors
B.
ON GOING PROJECTS
vii
1.
2.
3.
4.
5.
6.
C.
1.
2.
3.
4.
5.
6.
7.
HIGHWAY
PLANNING,
MANAGEMENT,
PERFORMANCE
EVALUATION AND INSTRUMENTATION
A study on Road Maintenance Programmes in Maraimalai Nagar
Municipality of Chennai Metropolitan Area (CMA) using HDM-4
Roughness Progression Modeling using ANN Technique
Influence of Road Roughness on Speed
Study of Distribution of Axle Loads of Commercial Vehicles and its
Effect on Pavement Performance
PAVEMENT ENGINEERING AND PAVING MATERIALS
Investigations on Engineering Behaviour of Clayey Soil Reinforced with
Nylon Fibers and Sand
Stabilization of Clayey Soil using Fly Ash and Lime
Evaluation of Toner Modified Bituminous Binder
Viscometric Studies of Straight Run Bitumen
Improvements to Soft Clay Subgrade with Quarry Dust and Lime
Characterization of Healing of Asphalt Mixtures
Constitutive Modeling of Pavement Materials
Influence of Short Term Aging and Compaction Effort on the Tensile
Strength of Sand-Asphalt Mixtures
Study on Behaviour of Sisal Fibre Reinforced Bituminous Mixes
Variability in Bitumen Properties between Production and Construction
Investigations on Field Performance of Bituminous Mixes with Modified
Binders
Experimental Investigation on Crumb Rubber Concrete
Effect of Aggregate Gradation on Performance of bituminous Concrete
viii
14.
C.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Mixes
Use of Recycled Bag Filter Dust in Hot Mix Plants for Bituminous
Pavements
TRAFFIC AND TRANSPORTATION
Disaggregate Mode Choice Models for Intercity Travel
Optimization of Traffic Signal Timings along a Corridor
Uni Directional Traffic Flow Modelling Using Cellular Automata
Study of Critical Gap at 3 Legged Intersections
A Study on Travel Characteristics of Rural Commuters in Calicut
District
Traffic Volume Analyses and Prediction under Heterogeneous
Conditions.
Study of Traffic Flow Characteristics on Intercity Highways
Mode Choice and Accessibility in the extended areas of Chennai
Rural Bus Route Network Planning Based on Passenger Travel
Demand
Evaluation of Urban Road Network with Various Transport Alternatives
using EMME/2
Heterogeneity in Mode Choice across Individuals
GIS Based Road Accident Analysis System
Cluster Analysis of Improving of Road Accident Black Spots
Analysis of Highway Accidents using GIS and ANN
Development of Driver Workload Models for Evaluation of Highway
Geometric Design Consistency
Development of Speed Prediction Models and Evaluation of Highway
Geometric Design Consistency
Road Safety Studies on Rural Highways
Mobility and Accessibility Problems of the Transport Disabled
Transports, Energy and Environmental Planning A Systems
Approach
Study of Influence of Lane Restrictions on Vehicular Emissions under
Heterogeneous Traffic Conditions
LIST OF ORGANISATIONS
APPENDIX: Proforma Sheet for Reporting R&D Work for the General Report
ix
INTRODUCTION
Highway Research Record No. 34 describes the General Report on
Road Research Work done in India during the year 2006-07. This document
has been prepared by compiling the progress of research work reported by 17
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.
EXECUTIVE SUMMARY
In the General Report on Road Research Work done in India for the
year 2006-07, published as the Highway Research Record No. 34, the
research work done by 17 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 is reported under Section VI.
I.
II.
III.
IV.
V.
I.
1.1
1.2
Pavement Evaluation
There is a single project reported under this area. It is to carryout
investigations to determine the likely causes for development of
1.3
Pavement Performance
Research works reported in the area of pavement performance mainly
comprise performance of regular and modified sub bases and
oversized aggregates and effect of overloading on road infrastructure
and use of yellow stone in road construction.
On-going projects are performance study on proposed flexible
pavements with regular and modified sub bases. New projects initiated
include R&D studies on performance evaluation of rigid pavements on
High Density Speed Corridors using Instrumentation supported by
laboratory tests, pilot study on effect of overloading on road
infrastructure, new concept and study of tolerance factors which results
deterioration of crust thickness after consolidation with regard to old as
well as new pavements, study of road performance of oversized
aggregates and analytical study and review of road performance
parameters/ability of roads made by different types of bitumen.
The experimental stretch, provided with modified sub base of quarry
dust and copper slag, is proposed to be tested for riding quality to
ascertain its performance. A pilot study on effect of overloading on road
infrastructure has been initiated to assess and highlight the excessive
costs incurred on various accounts due to overloading and to
recommend optimal / rational limits for legal axle loads and gross
vehicle weights. Analytical study and review of road performance
parameters / ability of roads made by different types of bitumen has
been taken up to compare the performance of penetration grade
bitumen 60/70with various binders such as bituminous emulsions,
polymer modified bitumen, crumb rubber modified bitumen and 80/100
grade penetration bitumen.
1.4
Instrumentation
A study on development of Development of Electronic Toll Collection
(ETC) System for Traffic Management using RFID Tags and Dedicated
Short Range Communication Technology has been reported as a
completed project. Radio Frequency Identification (RFID) is an
automated data capture technology for identifying, locating or tracking
people and assets which normally consists of computer, a reader and a
tag that when used together provide a wireless communication system.
In another study a system for Measurement of Deflection basin under
2.
2.1
2.2
Flexible Pavements
The research works reported encompasses many diversified aspects
but primarily concentrated on materials and mixes. A total of 4 studies
on modified binders have been reported covering natural rubber, SBS,
Eva and crumb rubber. Field performance of roads was also monitored
in a project reported and it was found that pavement performance
improved by the use of modified bituminous binders. The projects
reported on the use of waste plastic in bituminous pavement has
revealed that adding waste plastic during mix preparation is of marginal
significance and that blending with bituminous mix needs to be further
studied. Work on bitumen packaging in plastic is reported which aims
to save steel used for druma and thus has a significant potential.
Projects completed include asset management study of AhmedabadMehsana Toll Road. Findings emerging out of this study were used in
checking the adequacy of maintenance provisions / inputs planned in
the concession agreement for maintaining the assets as per predetermined requirements specified for the road.
Safe storage period and shelf life for bitumen emulsions including their
application in structural layers have been studied through two different
projects and results are found to be encouraging. A study on mix
design and field trials of Stone Matrix Asphalt (SMA) is reported in
which recommendations for the suitability of plants is made. Retarding
reflection cracks with the use of geotextile has been reported in a yet
another project. Developing quality bitumen from refinery components
of AOD has been reported with successful production of VG-10 and
VG-20 grade bitumens. Environmental hazard investigations and
energy savings through Warm Asphalt (WA) technology has been
reported in one project while continued field performance evaluation of
multigrade bitumen is reported in another study.
2.3
Rigid Pavements
Study on the use of flaky and elongated aggregates in Pavement
Quality Concrete indicated that neglecting the flakiness indices affects
the strength of concrete. According to the study, a limit of flakiness
index of 40% may be considered as maximum value for M40 and
higher grade of concrete. Another study on High Performance Fiber
Reinforced Concrete has indicated that such concrete is suitable for
making ultrathin white hopping for strengthening of bituminous roads
and also for the repair of concrete structures. The use of steel fibers,
polypropylene and polyester fibers resulted in better strength and
performance of concrete. A study carried out on the use of Zinc slag as
fine aggregate for the construction of embankments & granules subbases indicated that a mix of 75% slag and 25% soil can be used in
embankments and subgrade while 15% slag along with 15% stone dust
can be mixed with conventional aggregates to arrive at the specified
gradation for wet mix macadam. The study has also indicated that
about 30% slag can be used in both pavement quality concrete as well
as in dry lean concrete mixes. It was also observed that about 15-20%
slag can be used in bituminous concrete mixes.
3.
Geotechnical Engineering
Majority of the projects listed in record indicates that there various
major R&D areas being pursued by different organizations in the field
of Geotechnical Engineering which comprises of use of waste materials
for stabilization and ground improvement techniques such as Use of
Copper Slag, Construction and Demolition wastes, Use of Pond ash in
embankment construction, Erosion Control in Rann of Kutch,
Investigation and Remedial Measures for sinking problem of NH-39
and Geotextile Sand Container Mattresses (GSCM) lining for
temporary river diversion channels. Stabilization and ground
improvement techniques have been undertaken for Landslides also as
4.
Bridge Engineering
One research project on Studies for Aerodynamic Stability of Cable
Stayed Bridge Decks (MOSRTH Research Scheme B25) has been
completed successfully by CRRI. The work completed and reported 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.
Other Projects reported are ongoing and include Creation of National
Test facility, Formulation of Guidelines, Specifications, manual of
Practice for Design and Execution of Expansion Joints (B-34),
Determination of Scour Depth (for General Bed, within Channel
Contractions and at Bridge Piers) in Boulder-Bed Rivers under High
Stream Velocities (B-33), Creating Data-base on Bridges Information
System for the State of Tamil Nadu, Studies on Hard Topping for
Distressed C.C. Wearing Coats & Concrete Pavements, Fatigue
Performance of Reinforced Cement Concrete (RCC) and Prestressed
Concrete (PSC) Composite Girder Bridges under Simulated Live
Loading, Dynamic Response of Prestressed Concrete Bridges,
Distress Diagnostic, Performance Evaluation and Bridge Management
System for Concrete Bridges, (A collaborative project with DST). In 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. CRRI received three global tenders for setting up the
testing facility. CRRI is in progress of exploring the detailed
5.
5.1
6.
2.
3.
4.
5.
10
6.
7.
8.
9.
10. The influence of compactive effort and short term aging on tensile
strength irrespective of bitumen mix types.
11. Sisal fibre reinforcement bituminous mixes assist in improving the
performance properties of mixes.
12. Possible variation in bituminous properties during construction vis-vis original properties at the time of production are planned to
be studies in a research project through Dynamic Shear
Rheometer and Rotational Viscometer.
13. Fatigue properties of fine graded bituminous mixes are better
compared to coarse graded mixes.
14. Recycled bag filter dust, as a waste in hot mix plants can be used
as filler to obtain satisfactory performance in the laboratory. Since
it matches the properties of those mixes produced with OPC as a
filler.
15. The study on disaggregate mode choice models for intercity
travel have explored the attitudinal variables that govern the trip
makers decision on mode choice based on intercity travel trips
and the modes available data. Mode choice models were
developed for intercity travel at some of the cities of Kerala.
Models developed were calibrated for work, business, social
recreational and other trips. Preference for train is more than that
of bus for all trips. Female passenger trips are reported to give
more importance to comfort of travel, whereas male passenger
trips have been reported to more importance to reliability and
convenience.
16. The study of optimization of traffic signal timings along a corridor
explores the optimization of signal timings in coordinated
signalized networks. The broad scope of this study covers the
11
12
13
14
15
16
I.
SUMMARY
In the sub-section of Highway Planning and Management, there is a
project on National Data Center which is reported as completed. The reported
projects deal with GIS based applications as Information System/ Database
Development, providing connectivity to urban amenities in rural areas, and
socio-economic impact of improved connectivity. The research work reported
by an academic institute pertains to the application of HDM-4.
17
A.
COMPLETED PROJECTS
1.
National Data Centre for Managing Data for Planning, Design and
Management of Roads (CSIR Network Project)
Conclusions
Comprehensive Spatial Database and Methodologies has been developed for
some sections of National Highways, State Highways and Rural Roads for
monitoring, retrieval and updating of Data. Further, GIS Database will be an
efficient tool/database for planning and management of roads.
Report/Publications
Report on National Data Centre for Managing Data for Planning, Design and
Management of Roads (CSIR Network Project).
B.
ON GOING PROJECTS
1.
(ii)
2.
19
Conclusions
User friendly software will be developed for monitoring, retrieval and updation
of data. This system shall be used for decision making process for planning
and management of National Highways.
3.
C.
NEW PROJECTS
1.
Planning
and
20
Research
Centre
(NATPAC),
Scope of the study included delineation of hill highway influence area in the
hill district of Wayanad, study the existing land use, preparation of road
inventory and to observe the socio economic aspects of the region. The
analysis focuses on regional productivity and marketing surplus involving a
Social Cost Benefit Analysis
Methodology
Interim Conclusions
The regression analysis of Total Road length, Road length per 100 sq.kms
and road length per 10,000 population with independent variables in
composite as agricultural sector, demographic indicators including literacy,
public amenities and socio economic factors, showed strong relationship
indicating positive impact under an ex-post investment analysis of rural
road programme.
21
2. PAVEMENT EVALUATION
SUMMARY
There is a single project which is reported as completed project. It is to
carryout investigations to determine the likely causes for development of
slippage and cracking on Noida Greater Noida Expressway and the needed
remedial measures.
22
A.
COMPLETED PROJECTS
1.
23
It was also found that the binder film or the coating of bitumen with
aggregates was not satisfactory making the mix vulnerable to stripping in
the presence of water.
Recommendations
Reports / Publications
Investigation to Determine the Likely Causes for Development of Slippage
and Cracking on Noida-Greater Noida Expressway and Needed Remedial
Measures, Technical Report, April 2006
24
3. PAVEMENT PERFORMANCE
SUMMARY
25
A.
ON GOING PROJECTS
1.
2.
Planning
and
Research
Centre
(NATPAC),
Methodology
Literature survey
Axle load survey at 6 locations
Data analysis and estimation of VDFs
Collection of secondary data on transportation cost
Study the effect of overloading on pavement design and crust
thickness
Development of total transportation cost model and optimum axle load
Analysis of data to reduce the stresses in different layers of pavement
structure
Report preparation
26
3.
B.
NEW PROJECTS
1.
27
The aim of the study is to validate and verify the actual relationship between
various design parameters assumed in theoretical design and those as
actually observed under the Rigid Pavement in actual use.
The study would be conducted on 6 to 8 nos. of the test sections (the actual
no. is to be decided as per requirements), each of about 100m to 150m
length. Rigid pavement sections shall be laid commiserating to IRC:58-2002
provisions on high density corridors, under NHDP. Attempts shall be made to
cover sub-grade soils having different CBR/k values to study their impact on
design parameters. Strain gauges are to be embedded while casting the
concrete which would be calibrated for enabling periodic measurements of
strains during performance observations. Actual stresses vis--vis theoretical
stresses are to be compared using the values of E and , as per IRC: 582002. FWD measurements would be taken to assess the value of E for
different structural layers including DLC and PQC and for their comparisons
with IRC: 58-2002 provisions. Verification of relations between flexural and
compressive strengths and coefficient of thermal expansion () are to be
done. Effect of 40 mm sizes aggregates and fly ash are to be separately
studied. Study of reduction in edge stresses shall be done if wheel is 25 cm
away from the edge while making 25-30 cm wide strip at the edges as rough
during construction in one/ some test section(s) to discourage the vehicles to
run close to the edges.
Observations on thermal stresses available in CRRIs study through
instrumentations and temperature monitoring (by thermocouples) of lab cast
specimens are to be made use of for assessment of the aspect of linearity/
non-linearity of temperature stress distribution for thick slabs, and
subsequently to make use of these values in test specimens to be cast on
high density corridors. It may be endeavored to actually measure the
temperature stresses in the edge region actually and comparison may be
made with theoretically calculated values. Calculation of total theoretical
design stresses (critical stress) at edges due to load and temperature and
corner stress due to load will be done and compared with actual stresses;
temperature stresses to be suitably adopted from lab test data on cast
specimens for the calculation of actual stress. Study of effectiveness of 1.5 m
wide paved shoulder to prevent erosion of support, and effectiveness of rigid
shoulders with and without tie bars are to be studied PQC to be laid over DLC
with polythene separation layer. Composite action shall be separately studied
by not placing the polythene separation layer as above (IRC: 58-2002 CI 5.7).
Separately to study structure composed of WMM overlaid with PQC with
intervening separation layer (polythene sheet). Effect of using 100mm DLC
instead of 150mm would also be studied. Effectiveness of using poly fibers in
PQC in increasing flexural strength and reducing cracks in concrete may also
be studied.
Methodology
Different tests sections shall be laid as per the above scope of work to study
the parameters considered as assumptions in IRC codes on Rigid
28
2.
(ii)
Cargo safety and vehicle damage: For this study, views of truck industry
will be obtained on the current operating practices regarding prevalent
overloading for different category of vehicles, extent/ type of
modifications carried out in the vehicles to effect overloading etc.
Attempts will be made to suggest standard configuration, dimension of
vehicle, review of Motor Vehicle Act and suggestion on Administrative
measures required.
Interim Conclusions
The literature review has been completed. A preliminary draft report on effect
of overloading on road infrastructure has also been prepared.
Significance/ Utilization potential
A report on the effect of higher axle loads on pavements, bridges, exhaust
emissions, vehicle operating costs, cargo safety and vehicle damage etc. will
be prepared highlighting the related financial implications.
3.
30
thickness with the passage of time where local earth is being used in place of
screening material, as specified in IRC & MOSRTH codes is also proposed.
Methodology
(i)
After scrapping the surface and removing the undulations in the first
500m reach of K.m. 3-5 of (MDR-52), WBM grade II, (10 cm loose) &
WBM grade III, (10 cm loose) (stone ballast from Mohanlalganj sources
to be used)shall be laid as per MOSRTH specification. First and second
coat surface dressing shall be laid over it.
(ii) In second 500 m reach WBM grades II & III shall be laid with local earth
instead of screening and binding material.
(iii) In first 500 m fourth km. reach, WBM grades II & III (with Shankargarh
stone ballast) shall be laid as per MOSRTH specification. Traffic shall be
allowed over it for a continuous period of 6 months without laying surface
dressing. Evaluation of deduction in crust thickness shall be made
(without painting work).
(iv) In the next 500 m reach of km. 4-5, Kabrai stone ballast shall be used.
Deduction in crust thickness shall be evaluated for this type of ballast
also.
(v) Lab testing for physical properties of the available stone ballasts such as
voids in loose state, density achieved in the case of graded and nongraded stone ballasts etc. shall be found out and the comparisons of
fieldwork & the lab work shall be made.
Significance/ Utilization Potential
The study will provide new factual position regarding reduction in crust
thickness with the passage of time.
4.
31
5.
32
(v)
In the fourth experimental Km., second coat painting will be done by 1016 mm gauge grit & bitumen 80/100. Pre-coating will be done by bitumen
80/100.
(vi) In the fifth experimental Km. for the second coat painting work will be
done by 10-16 mm gauge grit & PMB. For pre-coating, bitumen 60/70 will
be used.
Performance of road surface including smoothness, rut depth variation,
stripping, cracking patterns and other construction properties would be
studied at every 3 months interval for a period of 3 years in all the Kms.
Significance/ Utilization Potential
The study will provide new factual position regarding the use of different
bituminous binders in Uttar Pradesh under various climatic conditions. Life
cycle cost of these binders will be checked for effectiveness.
33
4.
SUMMARY
In this section of Instrumentation and Micro-processor Applications,
there are three projects reported as completed. These are Development of
Electronic Toll Collection (ETC) System for Traffic Management using RFID
(Radio Frequency Identification) Tags and Dedicated Short Range
Communication (DSRC) Technology, Design and Development of a System
for Automated Measurement of Deflection Basin under Truck Dual Tire
Assembly, and Design and Development of Roller Mounted Nuclear Density
Gauge for Continuous Measurement of Density at the time of Construction of
Pavement Layers.
A new project on Performance Evaluation of Roughometer II under
Indian Conditions is also undertaken.
34
A.
COMPLETED PROJECTS
RFID Tags
RFID Reader
RFID Antenna
AVERA Software
The equipments have been installed and field studies with RFID system using
CRRI vehicles, which includes commercial vehicles, were carried out.
Findings/Conclusion:
2.
35
3.
36
B.
NEW PROJECTS
1.
Performance
Conditions
Evaluation
of
Roughometer
II
under
Indian
Methodology
Roughness measurements would be undertaken on selected road sections
having different levels of roughness ranging from Excellent to Poor (Say from
about 1500 mm/km to about 10000 mm/km) by using Fifth Wheel Bump
Integrator and Dipstick. Roughness measurements would also be taken on
the same road sections by using Roughometer-II at different test speeds from
30 to 80 KMPH. Data will be analyzed and suitable calibrations will be
developed between these devices.
The project is currently under advanced stage of progress and is expected to
be completed very soon.
Significance / Utilization Potential
The outcome of this research would assist in selecting the appropriate
roughness measuring device / system.
37
III.
SUMMARY
Use of waste materials like fly ash is available is abundance. The road
construction techniques need to consider such materials for improving the
function of the structure. The construction of roads, where soil contains
harmful salt is another area, which needs to be addressed by the highway
professionals. The stabilization of ground with coir and coir fibre has also
been reported. Another new study is being taken to study the reconstruction
of rural roads in place of renewal work, where the proper design was not
undertaken earlier.
The research work reported by the academic institutes pertains to the
investigations on engineering behaviour of clayey soil reinforced with nylon
fibers and sand, stabilization of clayey soil using fly ash and lime and study on
improvements to soft clay subgrade with quarry dust and lime.
38
A.
ON GOING PROJECTS
1.
Planning
and
Research
Centre
(NATPAC),
39
NEW PROJECTS
1.
(vi)
(vii)
40
2.
41
2.
FLEXIBLE PAVEMENT
SUMMARY
In the recent past, significant advancements have been made in
bituminous construction both in materials and technologies, which aim to meet
the present days demand for better quality roads. The focus of research is
concentrated on development of new and modified binders and evaluating
their performance for achieving long lasting and durable pavements. Apart
from developing and using specialized bituminous binders, development of
new specifications for bituminous mixes has been a major activity. However,
before these new materials get into our specifications, the performance
characteristics are essential in deciding the appropriateness of applications of
these new generation materials and techniques.
Use of modified bitumen has been the main focus of research in
projects reported while technologies like cold emulsion and waste plastics
have been tried. The effect of aggregate on pavement performance gradation
and development of modified mixes have been reported. One of the important
areas reported in the use of multigrade bitumen under different climatic
conditions. Reinforcement in bituminous layers and recycling has also been
reported.
The research work reported by the academic institutes pertains to
different types of studies such as evaluation of Toner Modified Bituminous
Binder, Viscometric Studies of Straight Run Bitumen, Constitutive Modeling of
Pavement Materials, Influence of Short Term Aging and Compaction Effort on
the Tensile Strength of Sand-Asphalt Mixtures and so on.
1.
2.
3.
4.
5.
6.
7.
42
B.
COMPLETED PROJECTS
1.
Loss on Marshall stability (as per ASTM: D:1559) was carried out with
different modified binders.
Field work:
(i) Experimental sections for P-5 scheme were selected between 23/200
to 25/0 on Waghodia Rustampura road km (450 m stretch for each
modified binders and control section)
(ii) Evaluation of existing road was completed using Benkelman beam,
FDD and FMC tests etc.
(iii) Modified bitumens viz. Natural Rubber, SBS and EVA based were
prepared in Tiki Tar Industries, Halol.
(iv) Four stretches using the specifications of 25 mm premix carpet + seal
coat (0.18 cmt / 10 sqm.) were laid.
(v) Performance study for a period of three years has been completed.
Findings/Conclusions
LABORATORY FINDINGS:
(i)
43
(i)
From the field performance data collected after three years on distress
and roughness for the experimental stretches, it seems that the life of
road increases with compared to the field performance data of
conventional stretch using 80/100 pen grade bitumen. No renewals on
experimental stretches were allowed during the performance period.
(ii) Best performance has been observed for the experimental section with
EVA based modified binder amongst all the three test sections.
(iii) Performance evaluation amongst the three experimental stretches has
been observed as Good to Average with SBS based PMB / 40 and EVA
based PMB / 40 binders as compared to NRMB based binder. Also,
improved performance has been observed with all the three modified
binders compared to conventional stretch with 80 / 100 penetration grade
bitumen.
(iv) Use of modified bitumen binders in the road construction technology will
be beneficial in terms of increased life, improved durability and
temperature susceptibility and improved strength and performance.
(v) Impervious layers like Bituminous concrete or Dense Bituminous
concrete would give better performance than open graded mixes like
Premix or Seal coat.
2.
44
Methodology
(i)
(ii)
(iii)
(iv)
Conclusions
The properties of modified mixes were marginally improved. CIPET, Chennai
is currently working towards improving the quality of packaging films so that
modified binder produced through the process can meet BIS/IRC
specifications.
Significance/Utilization potential
The technology, when implemented at full scale, would result into savings of
steel which is presently used for packaging bitumen in drums. In addition, the
use of polymeric packaging material for modification of bitumen would also
avoid 4-5% wastage of bitumen.
Reports /publications
A report entitled Cost Effective Materials and Technologies for Construction
and Maintenance of Flexible and Rigid Pavements (Modification of bitumen
through packaging technology) has been prepared in March 2007.
3.
45
4.
46
5.
47
The output summary data on road works and cost components obtained
through HDM-4 analysis had shown a slight deviation of one to two years
from the proposed schedules with regard to the application of 40 mm thick
BC overlay, indicated in O&M Manual, for all the four sections. Since
HDM-4 analysis is dependent upon a large number of technical and
economical parameters / models, which require numerous coefficients and
variables, the small deviations, as noticed, were not very significant and
were neglected.
The present study was directed primarily to ascertain the adequacy of
maintenance provisions, as planned in O&M manual. The provisions made
were found to be adequate, by and large.
The maintenance manual formulated under O&M would serve the intended
purpose planned for the project road.
The calibration factors for applications of HDM-4 in different zones of the
country need to be derived covering different operating conditions
prevailing so as to gain confidence in their applications for investment
analysis and also for taking appropriate technical decisions.
It is suggested that similar studies / analysis need to be done for all other
BOT projects undertaken in the country in order to evaluate the O&M
provisions stipulated in these concession agreements. It is suggested that
there may be a need to go in for condition responsive type maintenance
alternative rather than pre-defined frequency alternative in future, once a
number of such projects are analysed under different maintenance
schemes and under different operating conditions of traffic and
environment.
Reports / Publications
Asset Management Study of Ahmadabad Mehsana Toll Road, Technical
Report, CRRI, May 2006
B.
ON GOING PROJECTS
1.
48
Interim Conclusions
All the five grades of bitumen emulsions will be further evaluated after every
six months of storage up to a period of three years.
2.
Interim Conclusions:
The overall objective of this study is to evaluate the performance of NRMB
vis--vis CRMB and neat bitumen in thin surfacing under different climatic
conditions. The useable results are yet to emerge in terms of relative
performance of test sections laid with different modified binders under
different climatic conditions
3.
49
50
The above test sections will be monitored at six months interval for two years
(pre-monsoon and post-monsoon) to find out the performance of SMA
surfacing on intersections in one of the busiest corridor of Delhi Roads.
Reports/Publications
1.
C. Kamaraj, Dr. P.K. Jain, Dr. V.K. Sood and Prof. P.K. Sikdar Design
of Stone Matrix Asphalt Using Different Stabilizing Additives. Journal of
Indian Roads Congress, April 2006, Vol-67(1).
2.
Dr. S. Bose, C. Kamaraj and Dr. P.K. Nanda, Stone Mastic Asphalt
A Long Life Pavement Surface, International Seminar on Innovations
in Construction and Maintenance of Flexible Pavements, Agra, 2-4 Sep
2006, Indian Roads Congress.
3.
C. Kamaraj, B.M. Sharma, P.K. Nanda and S.C. Raghav Stone Mastic
Asphalt An Overview, National Conference on Road Making,
Methods, Materials and Machines for Economy, Quality and Speed,
Sponsored by All India Council for Technical Education and CoSponsored by Govt. of M.P. Deptt. of Public Works held at Lakshmi
Narain College of Technology, Bhopal, April 21-23, 2007.
4.
C.
NEW PROJECTS
1.
51
Methodology
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
Interim Conclusions
The stretch of about 20 km length on which performance evaluation is to be
carried out has been identified.
Significance/ Utilization potential
52
2.
3.
53
4.
5.
54
Evaluate the Multigrade for its ability to show superior mix performance as
compared to the conventional mix, and check whether it affects the
properties like, Optimum asphalt content, Structural strength of asphalt mix
such as Marshall stability, Rutting potential, Fatigue properties and Creep
etc.,
Lay trial sections using Multigrade bitumen and conventional bitumen and
then compare the performance of control section and trial section
Progress
The test sections have been laid between km.26.800 to 28.000 on JaisalmerRamgarh road using four different types of bituminous surfacing namely
Premix carpet(20mm), Mix seal surfacing(40mm), Semi dense bituminous
concrete(40mm) and Bituminous concrete(40mm). Each surfacing has been
laid for a length of 300 m using three types of binders namely 80/100 pen.
grade, 60/70 pen. grade and multigrade (100 m each).
Interim Conclusions
The 1st performance evaluation of test sections through visual inspection has
been done in Oct 2006. The surface condition shows no signs of ravelling or
cracking. However, all the surfacing types laid with multigrade bitumen and
60/70 bitumen are performing better than the surface laid with 80/100
bitumen. The functional and structural evaluations such as Benkelman
Deflection study (BBD) and Roughness by Bump Integrator (BI) were also
done.
Recommendations
Performance evaluation of trial sections will continue.
6.
55
Field trials by laying test sections with bituminous macadam and semi
dense bituminous concrete in desert, cold and high rainfall areas using hot
mix plant and paver
To develop guidelines/ specifications for design and construction of
structural layers using cold mixes.
Progress
The cold mix designs of BM and SDBC have been carried out to optimize
water content and bitumen emulsion.
Test sections with BM + SDBC and BM + MSS using cationic bitumen
emulsion laid on Dantaur- Khajuwala Road in Rajasthan.
Test sections with BM + SDBC using cationic bitumen emulsion laid in
Aizawl (Mizoram in N.E. Region)
These test sections are currently under performance observations.
Test sections in cold climate are still to be laid.
The tentative specifications of SDBC, BM and MSS with bitumen
emulsions are currently being prepared.
Interim Conclusions
Significance/Utilization Potential
7.
56
Interim Conclusions
The optimum binder contents for conventional and modified (warm asphalt)
mixes were found to be the same. The optimum content of admixture in the
warm mix was found to be about 3% by the weight of bitumen. The optimum
mixing and compaction temperatures for warm mix were found to be 120oC.
The other performance parameters like indirect tensile strength, creep, fatigue
and rutting potential of warm asphalt mix compacted at different temperatures,
were also comparable with reference to conventional mix compacted at
155oC.
Significance/Utilization Potential
57
Warm asphalt mixes will conserve energy and thus will be more economical
and environmental friendly in comparison to the conventional hot mixes.
8.
58
Disposal problem of plastic waste will be solved for the benefit of environment
and society as a whole.
9.
59
10.
60
3. RIGID PAVEMENTS
SUMMARY
The progress of work reported in the area of rigid pavement comprises
use of high performance materials, marginal material in concrete work.
Under the completed projects, highlights are on the Fibre Reinforced
Concrete for Construction and Repair of Concrete Pavements, Studies on
Flakiness and Elongation Index Indices of Aggregates in Different Layers of
bituminous and rigid pavements.
Work had been taken up on Study of Using lead Zinc Slag as fine
Aggregate for the Construction of Embankments, Granular Sub-base, Cement
Concrete and Bituminous Layers.
61
A. COMPLETED PROJECTS
1.
Findings/Conclusions
The study indicates that neglecting the flakiness indices affects the strength of
concrete pavement.
A limit of flakiness index of 40 % may be considered as maximum value for M
40 and higher grade of concrete.
Recommendations
Further studies are required on different types of aggregates for different
grades of concrete before fixing any limitation on flaky aggregates.
Report/Publications
Final Report has been prepared and as a outcome of the project, research
paper entitled Effect of Flakiness Indices on the Properties of Aggregates and
Cement Concrete by J.B Sengupta, Satander Kumar submitted to IRC for
publication in the IRC Journal.
2.
62
Recommendations
High performance materials are being used now for making city and low
volume roads in the country, thereby achieving good quality roads with a
saving in life cycle cost. High Performance Fibre Reinforced Concrete is
suitable for making Ultra Thin White Topping (UTWT) for strengthening of
bituminous roads and for repair of concrete structures.
B.
ON GOING PROJECTS
1.
C.
NEW PROJECTS
63
1.
Slag soil mix with 75 % lead zinc slag and 25 % soil can be used in
embankment and subgrade construction.
A mixture of 50 % slag and 50 % soil has better CBR and permeability
characteristics and can be used in sub-base layer.
About 15 % slag along with 15 % stone dust can be mixed with
conventional aggregates to arrive at the specified gradation of Wet Mix
Macadam (WMM).
About 10 % slag along with 5 % stone dust can be used to satisfy the
gradation requirements both for Bituminous Macadam Grade I and Grade
II.
In both grades of Dense Bituminous Macadam (DBM), about 25 % of
conventional fine aggregates can be replaced with slag.
In both grades of Semi Dense Bituminous Concrete (SDBC), 15 % slag
can be used along with 20 % stone dust.
About 20 % slag along with 20 % stone dust can be used in Grade I
Bituminous Concrete (BC). For Grade II BC, 5 % slag along with 46 %
stone dust can be used.
About 30 % slag can be used in both pavement quality concrete and dry
lean concrete mixes.
64
III.
GEOTECHNICAL ENGINEERING
SUMMARY
65
A. COMPLETED PROJECTS
4.
2.
5.
1.
66
Completed
Finding/Conclusions
A database of 1776 borehole data pertaining to various aspects of
geotechnical properties of soil & rock of Delhi was finalized and attached with
GIS map of Delhi.
The data has been distributed district wise so as to understand the
characteristics of soil/rock in each district and compare each other. Delhi has
nine districts and accordingly the data has been also distributed.
Each district is represented with the borehole data falling within their territory
and each borehole is attached with the GIS database so that on query
database of any borehole can be seen.
Maps pertaining to some properties of soil, important for estimating the
probable effect of earthquake, have been prepared such as N value, Density,
Type of soil, Water depth, Rock depth etc. 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 districts at different depth were prepared as
and when required using the database.
The short listed data has been provided to Earthquake Risk Evaluation Centre
(EREC) and IMD. EREC has prepared liquefaction potential map of Delhi
based on data provided under the project.
Recommendations
The attempt of preparing subsurface database of Delhi based on the
information available with many private/public/government organizations is
first of its kind initiated by CRRI. The database prepared has already been
used by Earthquake Research and Evaluation Centre and IMD for preparing
liquefaction potential map of Delhi. The data has been finalized on the basis
of 1776 boreholes data collected from different organization/agencies. It is felt
that still much more data is available with many other organizations, which
has not been provided/made available due to various reasons. If all the data is
collected and the current database is updated, it is believed that the strong
database will be far more useful for estimating the degree of risk to the
infrastructure during the earthquakes of given magnitude. These
recommendations are being given to DST so that the projects are funded for
collecting more data for this purpose.
Publications
A report on GIS Based Subsurface Geotechnical Map of Delhi submitted to
Department of Science and Technology.
67
6.
Recommendations
CRRI, along with EREC has prepared above mentioned thematic maps based
on which the first cut microzonation map of Delhi. The map prepared is in the
scale of 1:50,000, which may be used just for preliminary assessment
purposes but we require a map in such a scale which can be used for
estimating the risk to infrastructures including the buildings in case of any
earthquake of given magnitude. For this purpose DST has already initiated
the programme and EREC has taken the responsibility to produce large scale
microzonation map of Delhi.
4.
Planning
and
Research
Centre
(NATPAC),
68
Soil samples are collected from the identified locations along coastal road and
tests are conducted for identification, shear, compression, swell
characteristics, CBR, compaction etc. Materials like red earth, laterite soil,
quarry dust etc. will be added in different proportions and the properties
studied. Sand replacement method is used to find out the field density.
Benkelman Beam Deflection test at the locations are also done to find out the
rebound deflection.
Subgrade soil from 6 locations along three roads in coastal area is collected,
and is being tested.
Findings/Conclusions
The field density conducted in the subgrade soil of the above roads reveals
that they are very loosely compacted and the field density is well below the
normal subgrade density. The grain size analysis shows that the subgrade
soil consists of native sandy soil.
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.
5.
Planning
and
Research
Centre
(NATPAC),
B.
Study the feasibility of untreated coir wastes for modifying the design
parameters of pavement layers.
Study on the use of rice husk ash in road construction.
Performance evaluation of the test track laid using the above mile
stones.
Collection of waste material from RUBCO and soil samples from
selected locations.
Laboratory tests on natural soil and fibre mixed/ ash mixed soils with
different percentages.
Design of the optimum fibre / ash content for maximum strength
characteristics.
ON GOING PROJECTS
69
3.
Topographical map (base map) of the area is prepared using total station
on a scale of 1:500. Total area surveyed was 81.67 Ha.
Preliminary Geological, Geomorphological and material distribution
mapping of the area was also done in the scale of 1:500 using the base
map.
20 numbers of specially designed steel Pedestals were installed on the
slope for monitoring the movement. All the pedestals have been marked
on the base map locating them on the field by the Precision Differential
Global Positioning System (DGPS).
10 numbers of bench marks have also been placed on the ground for
future reference purposes. Geographic location of the entire bench marks
have been fixed on the ground using Survey of India coordinates DGPS
results and Total station.
4.
70
3.
Use of Jute
Stabilization
Geotextile
for
Efficient Road
Drainage
and
71
In order to determine the above benefits ten roads have been identified in five
states namely West Bengal, Orissa, Chattisgarh, Assam and Madhya
Pradesh. The construction of test tracks under the supervision of respective
state authorities, Central Road Research Institute Jute Manufacturers
Development Council is presently under progress and is at different stages of
completion. The completed road sections shall be monitored over a period of
2 years to assess the beneficial effects of jute geotextile in a road pavement
in terms of its performance both structurally as well as functionally.
4.
Appraisal of design and analysis methods for soil nailing with reference to
some case studies in India and abroad.
Analysis for failure modes for soil nailing technology.
Analysis of construction methods for soil nailing, and
Development of guidelines for different types of loading conditions
including earthquake loading.
Interim Conclusions
The study will help in evolving guidelines for different types of loading
conditions including earthquake loading for different soil conditions. It will also
help in development of specifications for the application of soil nailing
technology related to Highway and Bridge Engineering for different soil and
drainage conditions.
Reports/ Papers
1. G.L. Sivakumar Babu and Vikas Pratap Singh (2007) Stabilization of
Vertical-Cut using Soil Nailing A Numerical Analysis (2007) National
Confefence on Geotechnical Engineering, (GEOTECHNICA), Central
Soils and Materials Research Station, New Delhi.
2.
G.L. Sivakumar Babu and Vikas Pratap Singh (2007) Finite element
analysis of prototype soil nailed walls a case study, submitted for
possible publication in journals of IRC.
72
Recommendations
Design of dams for seismic stability needs to incorporate rigorous design and
analysis procedures for liquefaction resistance of foundation soils, proper
constitutive models for soils and under static and dynamic behavior.
Reports/ Publications
1.
2.
C.
NEW PROJECTS
1.
Methodology
73
3.
74
Methodology
C&D wastes will be collected from MCD dumping yards. Detailed laboratory
tests will be carried out to determine the strength properties of C&D waste
and effect of brick/tile particles on strength properties. The improvement in
strength properties due to cement and lime stabilisation would be evaluated.
Usage of C&D waste for bituminous and concrete pavements will be
assessed.
Conclusions
The results of the test conducted so far, showed that C&D waste is a marginal
material having some of its strength properties slightly lesser than the
specified limits as per IRC/MOSRTH. However at the same time, it is nonplastic, permeable and its strength can be improved by stabilisation. The
reduction in strength due to partial replacement of conventional aggregates in
a concrete mix with C&D aggregates is also on the lower side. However the
tests involving use of these aggregates in bituminous mixes have not yielded
satisfactory results. Hence C&D waste has the potential for utilising it in
Embankment, subgrade, Sub-base, Base and Concrete mixes of road
pavement.
Significance/ Utilisation Potential
Delhi city itself produces about 3000 tonnes of C&D waste every day.
Management of such huge quantity of waste puts enormous pressure on solid
waste management system. Use of C&D waste for road construction can be
actively considered by various municipal agencies of our country.
Recommendations
Field performance of C&D waste needs to be studied by constructing test
sections. To make a beginning in this direction it has been advocated that
C&D wastes be used for construction of low traffic volume colony roads/
widening works to be taken up by MCD in Delhi.
Reports/ Publication
A Report on Feasibility Study on Utilisation of Construction and Demolition
Waste for Road Works submitted to MCD, Delhi.
3.
75
CPWD and NBCC are presently executing road works in Rann of Kutch,
Gujarat. Due harsh climatic conditions (high temperature, scanty but high
intensity rainfall), flooding in the flat plains of Rann, fast winds which produce
waves of high velocity and high salt content in soil/ponded water lead to
severe erosion of roads embankments constructed in this region. During
2006, the monsoon rains were of exceptional intensity and as a result vast
stretches of roads were affected due to erosion. This study has been taken up
for field investigation of affected stretches to determine causes of
embankment erosion, laboratory testing on soil/fill material samples and
design of erosion control measures for road/embankment side slope.
Progress
Field investigations were undertaken to record the damages suffered by the
road pavement/embankment due to recent floods. During field investigation,
fill soil, GSB, aggregate, moorum, sand and other construction material
samples were collected. These samples were tested at CRRI to establish their
engineering properties. Design of remedial measures was carried out by
dividing the affected areas into severely affected having a high degree of
vulnerability to flooding and not so severely affected areas where rill and
gulley erosion was noticed. Stability analysis of the embankment sections with
the proposed remedial measures was carried out using stability analysis
software.
Conclusions
The soil in the study area consists of silty clay. When this soil comes in
contact with salt, it loses its plasticity completely and it becomes highly
vulnerable to erosion. Due to harsh climatic and unsuitable soil conditions,
vegetation growth is also non-existent. The terrain in this area is also quite
flat. The road embankment height is also very nominal. As a result
overtopping also takes place at some locations. Such locations have been
identified and options for raising the height of embankment will be examined.
Toe wall construction will protect the embankment from erosion due to wave
action. Due to construction of gabion toe wall, stability of embankment is
expected to improve and the erosion due to wave action would be
considerably reduced. Non-woven polymeric geotextile will be adopted for
erosion control of embankment side slopes.
Significance/ Utilisation Potential
The terrain conditions in Rann of Kutch are unique. The remedial measures
developed can be adopted for erosion control of road embankments in similar
situations.
Recommendations
It has been proposed to monitor the performance of suggested erosion control
measures.
76
Reports/ Publication
A Report on Erosion Control Measures for Roads in Rann of Kutch, Gujarat
submitted to CPWD and NBCC.
4.
77
The National Highway 39 connects the Plains of Assam with the states of
Nagaland and Manipur and thus forms the main artery and life line of
communication between these states. NH39 is a National Highway which is
strategically very important. The NH-39 in the stretch between km 174.00 in
Nagaland and km 236.1 in Manipur experiences several landslides at different
locations which cause disruption to the traffic and damages to the structures
and agricultural land. One such severely affected location is at km 214.240.
The remedial measures proposed by CRRI are expected to stabilise the slope
at this location.
Recommendations
The landslide at km 214.240 on NH-39, is a complex landslide involving a
very wide area, comprising of several individual smaller slides. The remedial
measures suggested would help to stabilise the new alignment of NH39, but
they may be considered as short term measures. The catchment area for
surface run-off is very vast. Deforestation in the uphill area would cause
havoc for the buildings and road (NH39) below in the down hill side.
Domestic sewage water from the population settled on the uphill side adds to
the instability problem. It has been suggested to carry out regular monitoring
of the slide through settlement markers.
Reports/ Publication
A Report on Investigation and Remedial Measures for Sinking Problem of
NH39 at km 214.240 submitted to BRO, Nagaland.
5.
(GSCM)
Lining
for
78
The possibility of local damage to the lining (as seen in traditional linings
by way of removal or dislodging of boulders) is greatly reduced as the
complete lining acts as a homogeneous body. Being flexible, GSCM can
negotiate differential settlement effectively. These factors contribute for
reducing the maintenance of the channel, making it more reliable and
economical to maintain.
The performance of geo-textile filter is known to be better than that of
traditional graded filter.
Limitations
Though the method has so far been implemented for a river diversion in a
hydroelectric project, the technology can be easily adopted in bridge
construction, river training and protection projects, leading to speedier, more
reliable and cheaper construction. It can be adopted for variable field and
climatic conditions, and can also be used outside India. It can be expected
that more widespread use of the method along with minor modifications to suit
specific projects will greatly benefit the construction industry at large and
contribute to timely and economic construction.
6.
Study on the Effect of using Quarry Dust and Copper Slag in Sub
Base of Flexible Pavement
80
Limitation
In view of its chemically processed extraction, necessary clearance from
Pollution Control Board would be needed.
81
IV.
BRIDGE ENGINEERING
SUMMARY
1.
2.
3.
4.
5.
6.
7.
8.
82
A. COMPLETED PROJECTS
1.
Findings/ Conclusions
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 program developed would be helpful for wind
tunnel studies in India in future. The guidelines for the aerodynamics design
have also been laid down.
1.
Bridge Deck
For highway bridges with single plane cable system, single box girder is a
standard solution on account of its high torsional rigidity. For highway bridges
with double plane system, depending on the span and width of the bridge, the
selection of the deck can be made as follows:
For spans upto 200m with deck width in the range of 15m to 20m, simple
solid concrete slab without edge beams is the best solution.
For wider decks between 20m to 25m, and spans in the range of 200m to
500m, T or I-beam supported deck with cross beams is more economical.
Orthotropic bridge deck made of all-steel is preferable for deck width
greater than 25m and span above 500m as the dead load gets reduced.
For very long spans between 500m to 1500m, shallow box sections with
wind nose or fairing is preferred as the fairings help to reduce the wind
loads and increase aerodynamic stability.
For concrete bridges with double plane cable system, there is no danger
against wind induced oscillation for a deck with fairing, if B> 10d or B>L/30
(where B and d are the width and depth of the deck and L is the main
span of the bridge).
For steel bridges with lightweight deck and spans above 400m, it is
preferable to have B>L/25 or use a deck with fairing for aerodynamic
design.
Vortex Induced Oscillation
Buffeting
84
Flutter
For the bridges with bluff deck sections, the flutter condition is identified
with the help of negative aerodynamic damping in the critical torsion mode,
as identified by the flutter derivative of the bridge deck section.
Flutter stability of a long span cable stayed bridge could be greatly
increased by separation of vertical and torsional modes, high torsional
rigidity for deck and streamlined bridge deck cross-sections.
In an open-slotted bridge deck by providing a lateral bracing system
torsional strength could be enhanced thereby increasing the aerodynamic
stability.
The aerodynamic instability in long span bridges may be reduced, and in
some cases eliminated, through use of proper combination of slots
(openings on the bridge deck floor) and fins (lateral projections). Since the
lateral or central slots eliminate vertical instability and outside fins or
eliminate torsional instability, a combination of the above two in suitable
proportions have been found to yield curve in both vertical and torsional
instability.
Critical velocity for flutter of bridge deck with H, and flat type crosssection can be augmented by the installation of open grating in the deck.
Further, it is better to locate the open grating as outer as possible in the
section with area of opening more than 30% of the deck area.
Bridge decks with the impermeable railing are likely to be prone to single
degree of freedom flutter in torsion. Since railings are required to guard the
rails of traffic, it should be made permeable for better aerodynamic
stability.
During the erection stage of long span suspension bridge with box girder
bridge deck, torsional instability due to flutter could be controlled by
provision of eccentric ballast on bridge deck.
85
2.
It may be appropriate to keep the ratio of main span to side span as follows in
cable-stayed bridges with different types of bridge decks:
For highway bridges with concrete bridge decks, the ratio of side span to
main span can be about 0.42.
For cable-stayed bridges with steel decks, this ratio is in range of 0.3-0.42.
For cable-stayed bridges with composite decks, the ratio of side span to
main span is about 0.4.
3.
Cable Spacing
Cable Layout
While designing the cable-stayed bridge, following points may be kept in view
when deciding the layout of cables.
Bridges with single plane cable system will have low torsional natural
frequencies and low torsional damping. Therefore, to overcome this
problem, the box grider deck is used.
Bridges with double plane cable system provide high degree of resistance
to torsional oscillation with high natural frequencies as well as damping in
torsional mode.
In very long span cable-stayed bridges, long inclined cables in tension are
prone to wind, wind-rain-induced vibration and wake galloping. Structural
damping expressed as logarithmic decrement of 0.02 seems to be enough
to suppress rain-wind- induced vibration and 0.05 to suppress wake
galloping cables. These values may be used as a reference damping
values while designing a damper to minimize the wind induced oscillatory
effects in cable-stayed bridge.
The dampers to prevent cable vibrations should be installed at some
distance from the anchors.
Cables having hexagonal gross-section are subject to severe vibration
caused by wind. Connecting the cables with wires would solve this
problem.
86
5.
Floating deck and elastically supported connection between deck and tower
are appropriate for aerodynamic consideration.
Reports / Publications
User manuals for computer programs developed under research scheme:
B25: Studies for Aerodynamic Stability of Cable-Stayed Bridge Decks,
Dr.(Mrs.) Lakshmy Parameshwaran, December 2006.
B.
ON GOING PROJECTS
1.
2.
88
89
(i) The maximum equilibrium scour depth dsm (m) at piers embedded
at piers embedded in gravel or boulder beds below original bed
level can be calculated as:
dsm= 2.15b
where b is the pier width (m).
(a) For square piers, the maximum equilibrium scour depth can be
determined by multiplying dsm obtained from equation 3.1 by
multiplying the pier shape factor1.1.
(ii) For layered beds: The maximum equilibrium scour depth at piers
below original bed level can be determined by multiplying d sm
obtained from equation given in 3.1 for gravel/ boulder-beds by a
factor 1.2 and for sand-beds by a factor 1.6
(iii) The riprap pitching around the piers is most suitable scour
protective measure. The size of riprap can be determined as:
dp = 0.692U12/ 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.
Recommendations
General-Bed Scour
1. The critical shear velocities at threshold condition for the movement of
boulders can be obtained from Dey (1999b) curve in rough regime, for
which non- dimensional shear stress cr = 0.045.
cr = Non dimensional critical shear stress,
2. The quantity of bed load transport rate (qs) of boulders under stream flow
can be calculated using following equations:
= (0.461 0.022
for 16.5
= (0.522 0.025
for 16.5
below original bed level in long contractions having gravel or boulder beds
is:
Dsm = h1 [1.28(b1 /b2)0.78 1] K
where K = coeff due to sediment gradation
Where h1 is the upstream flow depth (in m), b1 is the approaching channel
width (in m), b2 is the width of channel in contracted zone (in m) and K if
the coefficient determined for the known value of Og.
where Og = Geometric Standard deviation
2. Design Curves/ Charts for Estimation of Maximum Equilibrium Scour
Depth.
The design chart can be used to estimate the equilibrium scour depth dsm.
3. 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.
4. 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 large 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).
Local Scour at Bridge Piers
1. 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
Where Ks= pier shape factor
Fbc= Critical pier fraude number
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 for the known
value of Og
h^= h1/b
bd50=b/d50
where b= pier size (width)
2. Formula for Estimation of Maximum Equilibrium Scour Depth Based on
Envelope Curves
The Maximum Equilibrium Scour Depth at the 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
where K- factors can be obtained by envelope curves / charts. The values
of the shape factor Ks are 1 and 1.1 for circular and square piers,
91
92
5.
Finding/ Conclusions
The experimental results of fatigue tests on bonded and unbonded beams
shows the development of flexural cracks along the depth & near to mid span
portion of the beam under designed live load after a number of million cycles
which provides information about the service span of a bridge under extreme
loading case.
Limitations or Conclusions
There is a Laboratory constraint of spacing between portal frames, which can
be use for Fatigue test of single lane single span bridge model at the most.
93
Recommendations
The present study will establish failure criteria under flexural fatigue
loading of composite bridges.
It will provide design guidelines (effective width etc.) for composite bridges
under serviceability conditions.
Finally, the expecting findings will predict the fatigue distress and will
provide Guidelines and recommendations in the form of a report for
designing and safeguarding the structure from fatigue failure has to be
prepared.
Reports/Publications
1.
Suraj Parkash, Rajeev Goel, Ram Kumar (2005 ), Design of single lane
10 m span composite bridge (consisting of two PSC girders and castin-situ RCC deck slab over these girders and connected by shear
connectors), BAS Div., CRRI, New Delhi.
2.
3.
4.
5.
6.
7.
6.
94
Following five analytical models to predict the creep and shrinkage strains
in concrete:
(i)
ACI-209 recommendation
(ii)
B3 model
(iii)
CEB-FIP model code 1990
(iv)
Muller model 1999
(v)
GL 2000 model
Reports/Publications
1.
Rajeev Goel, Ram Kumar, and D.K. Paul (2006), A study of effects of
creep and shrinkage on prestressed concrete beams, Proc. of 13th
Symposium on Earthquake Engineering, IIT, Roorkee, December,
pp.642-649.
95
2.
Rajeev Goel, Ram Kumar and D.K. Paul (2007), Comparative study of
various creep and shrinkage prediction models for concrete, ASCE
Journal of Materials in Civil Engineering, Vol.19, No.3, March, pp.249260.
3.
4.
7.
96
2.
Sensors and Actuators for Bridge Management Recent Trends. INGIABSE Journal -The Bridge and Structural Engineer. Vol. 36(2), June
2006, pp. 1-21.
3.
4.
97
V.
1.
SUMMARY
Research work reported in the area of Planning and Management
under the broad area of Traffic and Transportation includes Advanced Parking
Management System, Development of Mode Choice Models using Artificial
Neural Network (ANN) Method, Design of Interchange, Video Incident
Detection System and Loop Based Traffic Incident Detection System,
Assessment of Rural Accessibility and Studies on Operational Efficiency on
KSRTC Mini Bus Services.
There are number of studies reported by Academic Institutions in this
area with wide spectrum such as Disaggregate Mode Choice Models for
Intercity Travel, Uni Directional Traffic Flow Modelling Using Cellular
Automata, Study of Critical Gap at 3-Legged Intersections, Study on Travel
Characteristics of Rural Commuters, Traffic Volume Analyses and Prediction
under Heterogeneous Conditions, Rural Bus Route Network Planning Based
on Passenger Travel Demand and so on.
1.
2.
3.
98
A. COMPLETED PROJECTS
1.
99
Recommendations
Presently, the information on the parking space availability is being
transmitted from central server to the VMS boards. It is proposed that further,
this information would also be transmitted via the mobile phone network and
FM radio. Information on parking locations, costs, space reservation, and
regulations can also be available via the Internet. Congestion is a problem
also inside parking facilities and therefore it is proposed to use VMS within the
parking facility to guide drivers to empty parking spaces. Having assessed the
effectiveness of the APMS installed at Palika Parking, it is proposed to carry
out the Economic Viability of this system.
2.
100
Using the optimum neural network (NN) model, the outputs for different cities
were calculated. The comparison of model outputs and the actual outputs is a
cumbersome process because the output is an array with seven columns and
not a single output. To overcome this problem, a programme has been
developed in C++ language to calculate the prediction success rate of the NN
model. This programme compares the actual and NN model predicted mode
choices. Finally, it prepares a Prediction Success Table and exports it into
Microsoft Excel format for further analysis.
Report/Publications
Report on Development of New Generation of Mode Choice Models Using
Artificial Neural Network (ANN) Method.
3.
101
road would help in diverting about 29 % of the traffic i.e. 45924 vehs. per day
in 2011, 55873 vehs. per day in 2016 and 67978 vehs. per day in 2021 to
Urban Extension Road and Mahipalpur bypass, which otherwise would be
needlessly entering in to Delhi in the horizon years. Keeping in mind the
above quantum of estimated traffic and their composition and the ground
situation at site, technical feasibility of locating the four armed cloverleaf
flyover as near as possible to the Kapashera intersection was critically
examined. For this purpose, four alternative proposals were considered from
various technical considerations at the specified chainages namely Km
20/625, 20/720, 20/800 and 21/100 by CRRI in consultation with Delhi
Development Authority (DDA) and they were presented in the meetings at
DDA. Out of these alternatives, the proposed cloverleaf flyover at chainage
21/100 has been selected as the most suitable considering that it is located
on the straight section of NH-8 ensuring that the ramp bound traffic would
maneuver at the straight section at grade on all the loops.
Limitations and Conclusions
In the light of above, the proposed cloverleaf flyover at chainage km 21/100 is
considered to be the best option amongst the four locations considered for
that purpose, as it is located on the straight section of NH-8 ensuring efficient
ramp bound traffic maneuvers at the straight section at grade on all the loops
bound for NH-8. In addition to the above, this design has the following
inherent advantages and one minor disadvantage.
Recommendations
Development of the proposed cloverleaf flyover at chainage 21/100 would be
the best alternative not only because it would ensure proper weaving
diverging of the ramp traffic on the straight weaving section on the service
road of NH-8 at grade but also due to safe and efficient movement of traffic on
account of sufficient weaving length provided on NH-8 which is not the case
with other alternatives.
102
4.
Planning
and
Research
Centre
(NATPAC),
Literature survey.
Field surveys (Latest price list, trip details, sample passenger load
surveys, discussions with selected fleet operators, sample cost auditing of
returns, latest cost data, changes in mechanic and maintenance system,
spare part details).
B.
ON GOING PROJECTS
1.
103
The goodness-of-fit plot between the observed data and the system data
was done to understand the reliability of the incident detection system. It is
interesting to observe that the plot between observed data and system
data are reasonably close to each other, thereby signifying the reliability of
the system.
Volume count obtained using the CITILOG software is almost matching
with the ground counts but always showing with lesser values. This may
be attributed to the basic condition in the software to account for the
vehicles, which only follow lane discipline, which is seldom followed on
Indian roads.
The automatic incident detection system performed through CITILOG
software exhibits accuracy up to a level of 85 %.
Error in traffic data collection is more during peak hours and less
difference in non peak hours in the traffic volume. This may be due to
extreme congestion and non adherence of lane discipline.
CITILOG software can be used in India for the process of traffic flow
analysis and incident detection, if the traffic moves in accordance with the
designated lanes.
Comparison evaluation conducted for the traffic data collected (for 3
working days of the week) from the video based and loop based incident
detection systems (at the same location) revealed that the quantum of
traffic volume obtained from the loop based system is slightly on the higher
side. This may be due to non-adherence of lane discipline which could be
a major contributory factor and thus directly resulting in double counting of
the vehicles in case of the loop based system.
Recommendations
Having tested their accuracy, it has been proposed to shift 3 out of 4 cameras
to strategic locations on NH-2 (between CRRI and Ashram) and another
camera to Capt. Gaur Marg Road for traffic congestion monitoring purposes.
Also, it has been proposed to shift one Variable Message Sign System from
the present location to a strategic location on NH-2 near CRRI.
104
C.
NEW PROJECTS
1.
Planning
and
Research
Centre
(NATPAC),
Progress
(i)
(ii)
(iii)
(iv)
(v)
Interim Conclusions
2.
Planning
and
Research
Centre
(NATPAC),
106
3.
Planning
and
Research
Centre
(NATPAC),
To study the routing pattern and scheduling of KSRTC mini bus services.
To study the passenger load and load characteristics during peak and
non-peak periods.
To analyse the operational efficiency of mini-bus services.
Suggesting measures to enhance operational efficiency.
Methodology
Literature survey
Secondary data collection (Vehicle data collection from RT offices,
Identification of the routes operated by KSRTC mini bus in Trivandrum
district, Discussions with stake holders)
Primary data collection (Preliminary investigations and survey on these
routes, Selection of sample routes for detailed survey)
Field Surveys (Demand survey on existing routes, road user operating
cost details)
Data analysis
107
Interim Conclusions
Mini buses are not performing its due role of providing connectivity as the
feeder routes but act as supplementary service to large buses.
Significance /Utilisation Potential
The study would be useful to streamline the routes and performance of mini
bus service in other parts of the State
Limitations
Detailed surveys on feeder routes not conducted
108
3.
SUMMARY
Research work reported in the area of Safety and Environment under
the broad area of Traffic and Transportation include studies related to traffic &
accident analysis, accident recording and analysis procedures in India,
accident abatement measures in urban areas, Case studies related to road
accident analysis on highways and in urban areas, accident prevention,
psychomotor performance of drivers under the influence of alcohol, Road
safety for school children, Accident costing, Safe community programmes for
local communities, Road Safety auditing, Design norms for safe &
environmentally pleasing environmental facilities, air pollution along highways
and Noise pollution in urban areas. Studies on general road safety related
issues are reported to stress upon the criticality of road safety aspects.
Academic Institutions have also reported some works on accident and
environment related aspects.
109
A. COMPLETED PROJECTS
1.
Planning
and
Research
Centre
(NATPAC),
110
Recommendations
2.
111
3.
Importance of good accident data collection system was brought out for
creating awareness amongst policy makers and decision-makers about its
utility.
Elements of the accident data system were specified.
The review of the accident recording & analysis procedures in the
developed world was done and a State-of-Art report on the subject was
prepared.
Review of the accident recording and analysis procedures at the National,
State and City level in India was done. At National level review of accident
recording by MOSRTH and National Crime Bureau was done.
Review of the existing accident recording forms A1 and A4 in India was
done.
The short-falls in the existing recording and analysis procedures which is
mainly by First Information Reports (F.I.Rs.) were listed. Also the shortfalls
in accident analysis procedures and dissemination of the accident data
among users were listed.
A new simplified form for accident recording was designed.
The new form was tested in two states of India.
Suggestions were provided for improving the existing system of accident
recording and analysis procedures in India.
Recommendations
1. Creating Awareness:
The awareness regarding the usefulness of accident statistics is to be
created. At present, accident reporting and analysis work is given a very
low priority in most of the Traffic Police organizations and only one or two
persons are deployed in maintaining the records of accidents. The policy
makers, planners, engineers, enforcement agencies, insurance
112
113
4.
Planning
and
Research
Centre
(NATPAC),
5.
Air Pollution and Traffic Flow Characteristics along Delhi
Chandigarh and Chandigarh Shimla Corridors
114
Concentrations of most of the pollutants did not exceed the ambient air
quality standards except for oxides of nitrogen (NO2) and occasionally for
PM10 at almost all the locations. The magnitude of pollutant levels,
although, vary amongst measured locations.
Traffic volume and compositions, although vary in magnitude
predominantly, have more or less similar pattern. Share of diesel powered
vehicles were observed to be higher than gasoline powered vehicles
except at one location (Kalka, Panchkula). It may also be stated that nontransport vehicles dominated the traffic compositions at all the locations.
Reasonable correlation between hourly traffic flows and respective hourly
concentrations of key pollutants was observed. However, no consistent
relationship (correspondence) was noticed. Suggesting that roadside air
quality does not depend simply on traffic volumes but other factors also
could significantly alter the understanding of interplay between traffic and
roadside air quality.
It was observed that wind pattern at site could explain better way the
resultant air quality particularly with reference to CO and NO x
concentrations. This tool has been used to explain the distribution pattern
of roadside pollution levels although in a restricted way.
115
The study observations revealed that roadside air quality along this section of
the national highway (NH-1 and NH-22) has not deteriorated to a great extent.
Even expected growth rate of 8-10% per annum in traffic flow at this corridor
is not expected to worsen the roadside air quality in near future.
Limitations of Conclusions
The study findings are based on a limited data set in terms of number of
observations. It would be of significance to carry out survey covering all the
seasons of the year.
Recommendations
It would be of significance to carry out surveys covering all the seasons of the
year. It might be of significance to carry out similar studies along other
National highway corridors in drawing useful conclusions.
Reports/Publications
The Final Report was submitted in December 2006.
B.
ON GOING PROJECTS
1.
Safe Road to School An Action Plan for promoting Road Safety
among School children
Date of Start: January 2005
National Transportation
Thiruvananthapuram (R)
Planning
and
Research
Centre
(NATPAC),
116
The survey of school children indicated that majority of children either walk to
school or use public/school buses. Children have also explained about over
crowding in public buses and unsafe roads.
Recommendations
Further work is being taken up to cover more schools in the State.
Reports/Publications
The following Road Safety education books have been published
Road Safety action plans for 25 schools have been prepared and these are
being implemented by PWD, Govt. of. Kerala.
2.
117
4.
Comparative Study of Accidents on N.H. 8 Passing from Baroda to
Ahmedabad Districts
Date of Start: March 2005
Gujarat Engineering Research Institute, Vadodara (R)
Present Status and Progress
Road accident data analysis is in progress.
5.
Study of Noise Pollution due to Automobiles in Major Cities of
Kerala
Date of Start: April 2005
National Transportation
Thiruvananthapuram (R)
Planning
and
Research
Centre
(NATPAC),
118
Findings/ Conclusions
Work in progress.
6.
Reports / Publications
State of Art Report on Design Norms for Safe & Environmentally Pleasing
Pedestrian Facilities is being prepared.
C.
NEW PROJECTS
1.
119
To find out the detailed causes for the accidents in the Gujarat state and have
proper concept of preventive measures.
Methodology
The information about road accidents from the year 1999-2005 will be
collected and analyze in different classification for Time spectrum, Vehicle
spectrum, Road spectrum, Road and Environment spectrum.
2.
Planning
and
Research
Centre
(NATPAC),
120
3.
Road Safety Audit of Select National Highways / Expressway
Sections on Western Transport Corridor and East-West Corridors under
National Highways Development Project in India (Package D)
Date of Start : August 2005
(i)
(ii)
4.
121
To identify the black spots on NH-45 from the past 5-years accident
records.
To conduct traffic volume count, speed studies and related studies.
To carry out the existing site condition Studies.
To rank and prioritize the black spots based on the Accidents and the
existing Site conditions.
To conduct a comprehensive computer-based Accident Analysis, based
on the factors causing accidents.
To suggest possible remedial measures and recommendations to reduce
the accident rate and the conditions to be evaluated and monitored for
further Period of time.
Methodology
The Accident Data for the past five years to be collected and based on the
data and the existing site conditions, the Accident-prone black spots to be
identified. The Black-spots to be prioritized based on the number, frequency
and severity of the accidents. A comprehensive Computer-based analysis is
to be conducted to find out the causative factors of the accidents. Suitable
remedial measures and recommendations, with a view to reduce the
accidents would be suggested and the situation monitored further.
Significance / Utilisation Potential
The causes for accidents, if studied can even be extended for similar field
conditions.
Recommendations
After the study period of two years is over, the study stretch is to be monitored
by acquiring periodical data and observing the situation, for any reduction in
the rate of accidents.
5.
Methodology
The study would be conducted for a period of two years. The data regarding
Volume Count, Spot Speed and Accident particulars would be collected for
the study stretch and would be analyzed with the existing site conditions. The
black-spots identified would be prioritized with suitable numerical weight ages.
Based on the analysis, suitable remedial measures would be suggested.
Significance / Utilisation Potential
Ascertaining Causes for accidents are useful in possible prediction of
accidents
6.
Methodology
The existing road geometric condition and the details pertaining to the road
safety be critically audited with reference to the codal provisions. The
secondary data on accidents from the Police Department would analyze to
find out the characteristics of road accidents. Based on the above, the Blackspots in road environment with respect to codal provision is to identify. The
major causes of the accidents would be determined and finally countermeasures would be suggested to reduce the accidents.
Significance / Utilisation Potential
123
7.
Methodology
Based on the accident data collected from the Police records, the Black Spots
would be prioritized and the existing site conditions at such Black-spot
locations, studied in detail. The Traffic Volume and Accident Data would be
comprehensively analyzed for preparing the report.
Significance / Utilisation Potential
Black-spot identification is useful for prioritising improvement activities, to
reduce the rate of accidents.
124
HIGHWAY
PLANNING,
MANAGEMENT,
EVALUATION AND INSTRUMENTATION
PERFORMANCE
1.
Methodology
The project involves collection of existing pavement condition like the area
cracking, raveling, rut depth, no. of potholes and road inventory data and
traffic data and the data is analysed using HDM-4 software by assigning
various maintenance and improvement standards. This study estimates the
cost required for the maintenance and improvement of the roads.
Findings/Conclusions
The year wise road maintenance works are found out under two conditions
without budget constraint and with budget constraint. The condition of the
roads is studied under maintenance and improvement options.
2.
125
Methodology
This study is carried out in 5 stages. In the first stage, roads with varying
traffic, pavement composition and soil conditions are identified. In the second
stage, roughness measurements are made on identified roads using
ROMDAS (Road measurement and Data Acquisition system). In the third
stage, roughness progression model is developed using ANN technique. In
the fourth stage, validation and sensitivity analysis of model are carried out.
Finally conclusions are drawn.
Findings/Conclusions
The Roughness Progression Model of this study is found to be
Y = X12 + X2-1 + cos X3 + (log X4)-1
Where Y = Roughness
X1 = Structural Number
X2 = Last renewal year (year)
X3 = Width of the road (m)
X4 = Traffic (CVPD Three years)
The model estimates the progression of roughness with a fair degree of
accuracy with R2 value of 0.9909.
3.
Methodology
126
Measuring the free flow speed of the vehicles by using Radar gun at every
200 m interval of a km to find the average speed for the entire km
Analysis of data to establish the relationship roughness and free speed of
passenger car
Findings/Conclusions
4.
In this study survey has been conducted in the road with roughness value
ranging from 1300mm/km to 9100mm/km
As the roughness value increases the speed decreases, journey time
increases, the wear and tear of the vehicle parts increases and the fuel
consumption also increases.
Methodology
Collection of axle load data through field survey at six locations, at
Kazhakkootam near Trivandrum on NH-47, at Venjarammood near
Trivandrum SH-1 (Main Central Road), at Pampady near Kottayam on NH220, at Kundanoor near Ernakulam on NH-47-A, at Thevara near Ernakulam
on NH- 49A and at Feroke near Kozhikode on NH-17, in Kerala for 24 hours.
(i)
Collection of classified traffic volume data along with axle load survey at
the study locations.
(ii) Determination of axle load spectrum for each survey location.
(iii) Determination of ESAL for each class of vehicles.
(iv) Estimation of Vehicle Damage Factor.
(v) Estimation of the economic impact of the heavy loading of commercial
vehicles based on total transportation cost that includes the initial
127
128
B.
1.
of
Clayey
Soil
129
2.
To examine the suitability of fly ash and lime for stabilization of clayey soil.
To find out the changes in engineering properties after addition of fly ash
and lime.
To evaluate the improvement in strength of the soil by mixing fly ash and
lime.
130
(v)
3.
Soil used in the study is classified as CI (as per IS 1498-1970) i.e clay of
medium compressibility.
Optimum dosage of lime is found to be 6% by dry weight of soil.
Addition of lime to clay results in reduction of maximum dry density with
increase in optimum moisture content.
Similar trend, as above, was also observed with addition of fly ash.
From the UCS test, it was observed that the addition of lime and fly ash to
the soil increases the stiffness and peak strength.
Maximum UCS was obtained at 20% fly ash for both soaked and
unsoaked conditions.
Maximum CBR was obtained at 20% fly ash for both soaked and
unsoaked conditions.
Maximum Shear strength was obtained at 10% fly ash at different normal
stresses.
A combination of 20% fly ash and 6% lime has been identified as optimum
dosage for the soil used.
131
Methodology
(i)
(ii)
4.
132
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
(x)
(xi)
(xii)
(xiii)
133
5.
Methodology
(i) Evaluation of the index properties of soil and quarry dust.
(ii) Determination of optimum lime dosage based on Eads and Grim pH test.
(iii) Conduct Compaction test, Unconfined compressive strength test, Direct
shear test, Permeability test and CBR test on Soil and Soil-lime-quarry
dust mixture.
(iv) Evaluation of the effect of curing period on various properties of soil-limequarry dust.
(v) Evaluation of engineering properties of mixture for 10, 20 and 30% of
quarry dust by weight.
Findings/Conclusions
Soil used in the study is CH (as per I.S. 1498-1970) i.e. clay of high
plasticity.
Optimum lime dosage is found to be 6% by dry weight of soil.
Optimum moisture content decreases with increase in quarry dust content
and varied between 30 to 24 %.
UCS of mixture increased with increase in curing period.
UCS of mixture increased with increase in percentage of quarry dust.
Water absorption decreased with the increase in percentage of quarry
dust.
Shear strength increased with increase in percentage of quarry dust.
CBR value increased from 4 for soil to 12 for soil+lime+30% quarry dust
mixture.
Addition of quarry dust to clay plus lime mixture considerably improves the
engineering properties like strength and water absorption. Problematic soils
like CH type can be successfully stabilized using quarry dust in conjunction
134
with lime. The increase in UCS and CBR values and reduction in water
absorption suggests the suitability of this mixture for subgrades construction
6.
Methodology
Cyclic triaxial tests were carried out to quantify of asphalt mixtures in the
laboratory with varied confinement conditions. A healing model based on the
continuum theory of multiple natural configurations was used to corroborate
the laboratory investigations.
Findings/Conclusions
The results obtained through laboratory investigations have adequately
proved the healing of asphalt mixtures with rest periods. The amount of
healing was observed to depend 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. The experimental observations closely
matched the model predictions.
135
Methodology
The study involves the measurement of deformation to loading conditions and
analysis of the response. The experimental procedure is based on the
protocol developed for Long Term Pavement Performance (LTPP) by the
State Highway Research Program (SHRP). The testing process is adopted
similar to this protocol 46, Resilient Modulus of unbound granular base/ subbase materials and sub-grade soils, which is based on AASHTO T 292 91I,
Resilient Modulus of sub-grade soils and untreated Base/ Sub-base.
The experiment is to be done on a Tri-axial loading setup. The sample size of
70mm diameter and 140mm height is to be used. The loading cycle consists
of 1 second loading and 0.9 second rest period with a have sine 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,
which is simulated in the test.
8.
This work aims to determine the influence of compaction effort and short
term aging on the tensile strength of sand-asphalt mixes and semi dense
bituminous concrete. This thesis can be further extended by studying, indepth the influence of temperature, voids ratio, asphalt type, asphalt
content, etc. on tensile strength.
To compare the tensile strength of short term aged mix with that of unaged mix for both sand asphalt mixes and semi dense bituminous
concrete.
To study the influence of compaction effort on the tensile strength of sand
asphalt mixes and semi dense bituminous mixtures.
Methodology
Sand-asphalt specimens with asphalt content of 6 and 8 percent (by total
weight of mix) and Semi dense bituminous concrete specimens with asphalt
content of 5 percent (by total weight of mix) were cast in the laboratory.
(i)
(ii)
(iii)
136
(iv)
(v)
(vi)
(vii)
(viii)
Specimens were extruded from the moulds after cooling them to room
temperature.
Specimens were packed air tight in plastic bags until they were tested
in indirect tensile testing equipment.
Static compressive load at the rate of 50mm per minute was applied
until the specimen failed.
Load at failure is noted and the tensile strength of cylindrical specimen
is calculated by applying the following formula
St = (2000*P) / (*t*D)
Where,
St = Tensile strength in (kPa).
P = Maximum load in Newton.
T = Specimen height immediately before test (mm).
D = Specimen diameter (mm)
Specimens were tested at room temperature of 300C.
9.
Findings/Conclusions
137
10.
To measure and analyze the changes that take place in bitumen during
the process of its journey from production site (refinery) to the construction
site (hot mix bituminous plant).
To characterize the variations in chemical composition of bitumen using
sophisticated chemical analytical tools and to correlate its effect on the
rheological properties.
To identify and recommend an appropriate quality control and quality
assurance system for bitumen between production and construction.
Methodology
In this research, it is proposed to use Dynamic Shear Rheometer and a
Rotational viscometer to evaluate the materials response parameters such as
creep, stress relaxation and dynamic shear of the binder at various stages
during its journey from production to construction. The initial strategy is
collection of real life samples of bitumen from different tankers, transit lines
and storage points at different time interval with their thermal history during its
journey between production and construction. A series of experiments will be
conducted and the response of the binder samples will be quantified.
An appropriate chemical analytical procedure to quantify the change in the
material composition will be carried out. Statistical analysis of the
experimental data will be conducted using analysis of variance (ANOVA) or
such suitable techniques to detect the statistically significant of these effects.
11.
Investigations on Field Performance of Bituminous Mixes with
Modified Binders
Date of Start: October 2006
Indian Institute of Technology Madras, Chennai (R)
Scope and Objectives
138
The SBS polymer modified binder showed lower penetration value, but
an increase in softening point and ductility value. Polymer modified
binder (PMB) mixes are likely to offer more resistance to permanent
deformation at high temperatures. The increase in elasticity of the SBS
modified binder helps in reducing the residual deformation.
139
12.
140
Methodology
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
Findings/Conclusions
The high impact resistance of rubber concrete makes it a potential material for
use in construction of runways, medians, crash barriers, machine foundations
to absorb vibrations, railway sleepers.
13.
Methodology
(i)
The aggregate gradation selected for the study can be BC Grade I (lower
limit to upper limit, covering fine gradation to coarse gradation), as per
MoSRTH.
(ii) Mixture composition; mixtures need to be prepared at binder content of
5.5%
(iii) Compaction of specimens; all the mixtures will be compacted using
gyratory compactor, each gradation type will be compacted to achieve
desired air void content (3, 4, 5, 6, 7, and 8%).
(iv) Volumetric analysis to be carried out as per AASHTO T-166.
(v) All the mixtures need to be studied for their fatigue and permanent
deformation behaviour.
(vi) Selection of optimum aggregate gradation; optimum aggregate gradation
is the one, which offers longer fatigue life and minimum rut depth.
Findings/Conclusions
From fatigue studies, it was noticed that the fine graded mixes offered longer
fatigue life compared to coarse graded mixes. Studies on permanent
deformation behaviour for these mixes are yet to be carried out and will be
reported at a later stage.
142
14.
Use of Recycled Bag Filter Dust in Hot Mix Plants for Bituminous
Pavements
Bag filter dust is a fine-grained material, which is expelled out from hot mix
plants.
It can be used as filler in place of OPC in bituminous mix design to
produce matching results and field performance. Its plasticity index, for
use, shall be less than 4%.
This will help to recycle a waste product which would add to the overall
economy of bituminous pavements.
Its inclusion enhances the surface texture and more balanced air voids.
Bulk density, percent air voids, VMA, VFB, Marshall stability and flow of mix
having recycles bag filter dust as filler are well comparable with the properties
of mix having OPC as filler.
C.
1.
143
Methodology
(i) Identification of study corridors.
(ii) Model formulation.
(iii) Collection of information pertaining to the Intercity transportation service
characteristics, Trip maker characteristics, Trip characteristics and
Access/Egress service characteristics through primary and secondary
surveys.
(iv) Quantification of attitudinal variables.
(v) Estimation of model parameters.
(vi) Evaluation of significance of the estimated parameters through
Likelihood Ratio Index(LIR), t-test statistic and Akaike Information
Criteria(AIC).
(vii) Estimation of intercity mode choice elasticities.
Findings/Conclusions
144
2.
145
The scope of the work includes design of coordinated signal system using
different algorithms and evaluation of these algorithms for different generated
data sets and one corridor in Calicut.
Methodology
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
Findings/Conclusions
146
3.
Methodology
(i)
147
cell sizes by varying driver probabilities viz., 0.33, 0.5 and 0.9 and by varying
maximum speed from 1 to 6 times of cell size. The results were validated by
predicting the trends of the plots and by comparing the outcomes with field
observations.
It was observed from the plots drawn for single lane road that the speed is
linearly related with density.
For two lane homogeneous traffic system with open boundaries, the speed
and density are linearly related.
Similar trend was observed for two lane homogeneous traffic system with
closed boundaries. Flow-density relation was clearly observed as the
typical second order polynomial.
In case of heterogeneous traffic stream with the vehicles occupying
multiple cells, a new concept implemented in CA.
The speeddensity relationship was found to be linear, the variation of
speed being less ranging from Vmax to Vmax-10. The flow-density plot
follows a second order polynomial relationship.
Essential features of traffic flow encoded in the fundamental diagram,
while preserving simplicity that allows rapid simulation that can prove
useful for application to large scale traffic networks.
4.
The scope of the work is limited to the study of gap acceptance behaviour at
three legged intersections.
Methodology
(i)
5.
149
Methodology
(i)
(ii)
6.
150
Methodology
A typical urban road in the metropolitan city of Chennai, India, operating under
mixed traffic condition has been selected for the present study. Videographic
surveying technique was employed to capture the traffic data from the study
stretch, over a period of one week. The video recordings were later processed
with traffic analysis software with image processing capabilities, named
TRAZER. Detailed analysis was carried out to understand these traffic
characteristics better, using analysis techniques like Multiple Linear
Regression (MLR) and non-linear regression. The MLR model, using speed
and occupancy as the independent variables and traffic volume as the
dependant variable performed better than other linear and non-linear
regression models attempted.
Short-term prediction of traffic volume was attempted employing three
different techniques, viz. (i) historic average method, (ii) real-time method and
(iii) Artificial Neural Network (ANN). In the historic average method, the
average traffic volumes observed on previous days is used to predict the
future traffic volumes. Real-time method uses the present traffic volume levels
as the input to predict traffic volume into time intervals ahead. An ANN model
for traffic prediction was also developed using the feed-forward backpropagation algorithm. The traffic volume for future time steps of 1 min, 2 min,
etc. up to 30 min were predicted using this selected ANN model. A
comparison of the error in prediction showed that the ANN model
outperformed the historic average and real-time methods in prediction
accuracy.
Findings/Conclusions
The present study was a first step towards analysis and prediction of traffic
parameter under mixed traffic conditions as in India. The study used one
weeks data to analyze the traffic parameters and then to predict the traffic
volume in to short term intervals. The study analyzed the basic traffic flow
151
Non-linear regression analysis was carried out on the traffic data and
polynomial models were developed. Separate models were developed
with volume as dependent variable and speed and occupancy as
independent variables. The best fitting polynomial model gave an R 2 value
of 0.4971. Occupancy was found to explain the variability in traffic volume
better than speed, as seen from R2 values. The final model was used for
estimating traffic volume based on actual occupancy. The estimated traffic
volumes were then compared with the actual volumes and the error in
terms of MSE was found to be 23.54.
A real-time traffic volume prediction model was developed for the data
observed. This model was found to have an error value of 32.32 for one
min ahead prediction showing that the data had enough variations during
the period in which data was collected.
An artificial neutral network (ANN) model was developed for short term
traffic prediction. The chosen ANN model was having two-layers, 15
neurons, log-sigmoidal transfer function and was using feed-forward back
propagation algorithm. The MSE value for 1 min prediction ahead by ANN
model gave a lowest error value of 24.05.
152
7.
Methodology
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
153
8.
Methodology
Study area is selected based on varying distance from the main corridor and
city centre. Data is collected by conducting primary survey (Household and
Opinion survey) and secondary survey (Study area details Area, Population,
density, distance from main corridor, infra structural facilities). Comparative
analysis of usage of public and private transport and the cost incurred for
various traveling purposes for the different modes is done. Conclusions and
recommendations have been given.
Findings/Conclusions
9.
The road width in the extended areas is not sufficient for the operation of
Metropolitan Transport Corporation buses.
Residents of the extended areas thus use private mode for their work,
education and shopping purposes to save time. Because of this the money
spent by them for their transportation needs is increased. Those who could
not afford, they spend a lot of time for their travel purpose.
Hence such kind of extended interior developments is not conducive.
To encourage public transport, meanwhile saving the time and money of
the residents, feeder services in the form of mini bus can be provided.
matrix, and aim to facilitate optimal routes as well as profits to bus companies.
Among existing studies, the traveller approaches (Wang and Yang, 2001;
Michael et al., 1997) are practical and convenient. They aim to maximize the
number of the travellers along the route. Maximization of the number of
travellers may cause the bus routes in the network to be extremely long
without proper utilization of the entire network. The other method is to set the
route along the shortest path between the origin and destination. This
approach limits the number of alternative routes and then damages the
optimizing quality. This is because the travellers on the shortest path are not
always the largest in the number. Moreover, in both the cases, the route
directions might not coincide with passenger flow directions.
In the present study an attempt is made to incorporate both passenger travel
demand and route length in the design of the bus route network to find the
optimal bus routes along the existing road network for Calicut taluk using
TransCAD 4.8, Transportation GIS software.
The main objectives of the study are:
Methodology
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
Findings/Conclusions
155
10.
Methodology
(i) Need for the study
(ii) Description of Study area
(iii) Collection of data regarding the Classified volume count, Origin
Destination survey, Geometric details, Speed and Delay studies, Opinion
survey regarding the existing transportation facilities.
(iv) Evaluating the road network under various options by developing various
scenarios.
Findings/Conclusions
In the present study, the present condition of the road network (Sardar Patel
Road and its adjoining links) is evaluated and various options such as
widening the carriageway, introducing new links and with various modal mixes
without reduction in the number of passengers are evaluated for the horizon
year 2015, by developing scenarios, using the transportation planning
package EMME/2.
11.
156
The study is based on a travel survey on work travel in selected zones in the
Chennai city. The reason for focusing on work trips is the significant
contribution of work trips (65-70% of the total trips). Further, work trips are
mandatory trips and contribute significantly to morning-peak and eveningpeak congestion.
Methodology
Based on the literature review, a comprehensive list of possible sources of
heterogeneity was identified which include choice sets, unobserved
preference, decision rules, responsiveness to subjective and objective factors
across different user segments. Pilot testing was conducted using around 20
respondents to verify response accuracy, avoid biases, consistency, time for
response, resolution to measure the desired variables of interest, and framing
and sequencing of the questions.
Eight zones (Guindy, K K Nagar, T Nagar Triplicane, Egmore, Adyar,
Chrompet, Sanitorium) in the city of Chennai were identified for the data
collection process. Nearly 1000 observations were collected across these
zones through face-to-face interviews.
The data collected in the survey include: distance and mode chosen to work,
vehicle ownership, users ratings of different modes based on subjective
factors (like comfort, safety, reliability, flexibility), choice set, access to public
transport near home and work, age, gender, driving knowledge, work
experience, household size, income, presence of children, minimum
standards to use public transport (waiting time, walk distance to bus stop,
crowding etc.) and activity characteristics (frequency of pick-up/ drop off,
returning home for lunch, shopping frequency on the way from work, etc.).
Thorough quality checks and rigorous screening was done to ensure the
accuracy of data and minimize various sources of bias.
A multinomial logit model (MNL) is being used to model the mode choice
problem. The mode choice alternatives considered include: non-motorized
(walk/ bicycle-NM), two-wheeler (motor bikes, scooters, mopeds, etc.-TW),
cars (FW), public transportation (bus, train PT), and other (auto, share-auto,
company bus, etc.-IPT). For ease of exposition, the other modes are referred
to as IPT modes (intermediate public transport). Model coefficients are
estimated using the maximum likelihood estimation technique.
157
12.
158
Methodology
This system can be accessed by user agencies through WAN (Wide Area
Network). A cost-effective network connection can be established using dialup network protocols. A central site shall maintain the database and map
server.
In such a system, information from the traffic accident investigation report
forms is directly encoded via an interface program. The application shall be
constructed under Client/server Architecture. Reporting police stations shall
only need to forward their reports to the concerned office for proper
processing and input. The system shall also update the master database at
the central site.
Central server utilises GIS technology. Utilisation of such a cost-effective
technology offers big potential for information delivery. The use of GIS would
ease the work of geo-referencing accident data. Proper and accurate spot
maps can be established. Moreover, accident data can be tied with other
spatial data such as road characteristic and intersection geometry, to cover a
full range of analysis.
Findings/Conclusions
The system will be useful for
13.
159
To identify the clustering technique best suitable for the spatial distribution
of road accidents
To identify the black spots using selected method of cluster analysis
To prioritize the accident black spots for improvement
Methodology
(i) Need for the study
(ii) Description of Study area
(iii) Collection of accident data for two years. To plot the accident spots using
GPS and GIS
(iv) Performing Cluster analysis by Suitable method using SPSS
(v) Identification and prioritize the black spots
Findings/Conclusions
Accident black spots have been identified using Cluster Analysis & GIS for a
stretch in NH-45 and East Coast Road (ECR) in Chennai.
14.
Methodology
160
(i)
15.
161
The main aim of the work is to develop driver workload models for evaluation
of highway geometric design consistency. Considering the main aim as the
key point, the objectives of the study can be stated specifically as:
Methodology
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
Findings/Conclusions
DLP decreases with the increase in the Radius of the curve (R) and with
the increase in available Sight Distance (SD).
DLP increases with the increase in the Degree of the curve (D) and with
the increase in the superelevation (e).
Degree of the curve (D), Superelevation (e) and Sight Distance (SD) were
identified as the significant variables. The proposed model is given by the
expression:
DLP=18.8471-82.3634e-0.0293SD+0.2D
Using the DLP measure consistency indices have been developed
differentiating poor design from a good design. The values are given
below.
o If DLP 17, the curve is inconsistent for a lane width of 3m.
o If DLP 18, the curve is inconsistent for a lane width of 3.5m
o If DLP 21, the curve is inconsistent for a lane width of 3.75m.
The feasibility of using eye blink rate for quantifying workload has been
proved. It can be used for evaluating system design consistency.
162
16.
The eye blink rate shows a negative correlation with the radius of the
curves.
Regression model developed relating visual demand on curves to the
radius of the curves is given by the expression:
VD= 0.5201-0.0011R
Models have been developed for tangent sections also. In this case the
explanatory variables are the Radius of the Preceding curve (RPE) and
the Gradient (G) of the tangent section. The proposed model is given by
the expression:
LnVD= -0.8747+18.299G-0.0022RPE.
Methodology
(i) Collection of geometric details of selected stretches by field surveys.
(ii) Collection of speed data at the selected locations.
(iii) Development of Speed profile models relating operating speed and
geometrics of the curves.
(iv) Classification of curves based on speed and speed gradient.
(v) Determination of values of alignment indices.
(vi) Relating alignment indices and number of accidents.
Findings/Conclusions
163
Radius (R), Preceding Tangent Length (PTL), Deflection angle (), and
Gradient (G), which represent the geometrics of highway alignments, have
significant effect on the prediction of the 85th percentile operating speed.
For horizontal curves, the radius was found to be the most significant
parameter.
For horizontal curves on downgrade, the deflection angle and the gradient
were found to be the most significant parameters.
For horizontal curves on upgrade, the gradient was found to be the most
significant parameter.
Classification of curves based on speeds and speed gradient indices
showed that many curves are located in very dangerous zone indicating
the existence of poor consistency in the highway geometric design.
Evaluation based on the alignment indices also indicated that the
geometrics of the selected highway stretches are having poor consistency.
17.
(v)
18.
Methodology
165
166
from buses is comfortable (45%) and 40% of the respondents said rarely to
availing facilities which are supposed to be given them by the authorities.
Subject face maximum problems while crossing the road and lack of road side
furniture is another major problem.
Accessibility, usability and universal design must be usable for elderly people
and people with disabilities. when it comes to the word in itself, `usable' is an
adjective synonymous with first to use, functioning, operational, serviceable,
valid, and working', i.e. it is not synonymous with accessibility. Generally this
has been observed in many studies that road users problem regarding
different physical features of road increases with increase in age. Present
study highlights that people experience more difficulties as pedestrians as
they becomes old. They are more unsatisfied with prevailing condition of
sidewalks in Delhi. Necessary road side facilities for walking and crossing are
not provided by the authorities. Subjects face difficulties in boarding and
alighting from the bus. As with the increase in age there is a subsequent
decrease in accessibility.
The results of the survey highlighted that both physically challenged and ablebodied face equal amount of problems as pedestrians. Similar to disabled
people, for normal able-bodied persons also lack of comfortable and effective
transport system is a big challenge.
Recommendations
It can be seen that the present condition of traffic environment causes various
problems to the people. Despite the fact that transport problems of disabled
people were taken into consideration in some transport strategies still these
strategies fail to acknowledge what exactly the disabled people experience.
The main reason behind this problem is the misinterpretation of the concept of
disability. This problem can be reduced by the meaningful involvement of
transport strategy.
A universal barrier-free design should be made by taking following points into
consideration
It should reduce number and severity of crashes, integrate multimodal
safety concern, human factors in all facets of design, and improved ability
to deal with the challenges of the urban design environment.
The deteriorated level of physical features of the sidewalks and roads is
another concern. This can be improved by providing comfortable
sidewalks, zebra crossing, audible signal and message signs and subways at critical locations.
Technical advancement in this area is also necessary. For instance the
age old stick for the blind and introducing audible signals at intersection
(which are economically cost effective) can be improved by increasing its
uses through scientific inventions.
An effective public transport system is a major challenge for the
authorities. The condition of DTC and private buses in Delhi is miserable.
Even for able-bodied people it is very difficult to commute in public
transport.
167
19.
Last but not the least disabled should be made aware about the usage of
various facilities and technological advancement provided by the
authorities.
This study can be extended to other categories of physically challenged
persons.
Transports, Energy and Environmental Planning A Systems
Approach
To study and appreciate the existing condition of the study zone with
respect to Transport and Environment.
To find out the impact of the composition of transport modes on Energy
utilization and Environmental quality.
To suggest judicious mix of transport modes so as to achieve and
sustainable transportation in terms of Energy and Environment
consideration.
Methodology
(i) Need for the study
(ii) Description of Study area
(iii) Collection of data regarding the classified volume count, Vintage survey,
Speed and Delay studies, Opinion survey regarding the existing
transportation facilities.
(iv) Model development and Validation
(v) Conclusions and recommendations
Findings/Conclusions
This study brings out the existing traffic conditions in Inner Ring Road in
Chennai using System Dynamics Modeling. This model is used for various
scenarios such as change in the traffic compositions by various percentages
of public and personalized vehicles. This model is used to find the judicious
mix of Public and Private Vehicles on allowable energy and environmental
considerations.
20.
168
The maximum reductions were 24% for HC, 27% for CO and 17% for NO
for two-wheeler. The corresponding figures were 46%, 18% and 27% for
three-wheeler and 47%, 38%, and 18% for four-wheeler.
The speeds for minimum emissions were found to be in the range of 58-62
km/h for two-wheelers, 35-42 km/h for three-wheelers and 50-55 km/h for
four-wheelers from the graphical analysis of the data. Similarly, the speeds
for minimum fuel consumption were found to be around 53 kmph for twowheelers and three-wheelers, and 54 kmph for four-wheelers. However, it
must be noted that these values are for limited number of test vehicles and
under test conditions adopted in this study. Also, not all speed ranges
could be tested due to the nature of urban traffic conditions.
Multiple linear regression models developed in this study have brought out
the contributors to emissions in the light of lane restriction control (vis-a-vis
lane-less flow) in heterogeneous traffic conditions.
169
From the regression models, it is seen that the signs corresponding to the
coefficients of the dummy variables representing the age of the vehicles
are not as expected in several cases. This alludes to the fact that
maintenance of the vehicles is an important factor in emissions; this was
confirmed, for example, in one case where the older vehicle emitted lesser
emissions than a newer one, since it was better maintained. In some
cases, these variables are not statistically significant, and hence not
entering the model.
The above conclusions may support the case for considering lane
restrictions on certain type of roads, as a control measure for reducing
overall vehicular emissions. However, these conclusions are based on
limited tests on selected vehicles on certain road stretches. Further tests
on more vehicles of different types and ages on different case studies will
help confirm and generalize the conclusions.
170
ACKNOWLEDGEMENTS
The Highway Research Board of the Indian Road Congress expresses
thanks to Dr. Vikram Kumar, Director, Central Road Research Institute, New
Delhi for the preparation of the General Report on Road Research work done
in India during 2006-07. The report was prepared, compiled and edited by
Shri M. K. Meena, Scientist and Shri R.C. Agarwal, Technical Officer under
the overall supervision of Shri T. K. Amla, Head, ILT, CRRI and was reviewed
by the scientists of the various R&D Divisions of CRRI. The useful
suggestions received from the scientists of R & D Divisions in compilation and
editing of the report are gratefully acknowledged. The Board also expresses
its gratitude to the various research organizations and Institutes for providing
research progress reports.
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LIST OF ORGANISATIONS
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