Written Comments on this highWay highWay researCh reCord are invited
e Publ b sc, irC hw rc r c B, nw dl - 110 011 011 P : al P & Publ Pu bl P. L., W-30, okl iul a P-ii, nw dl-1 dl -110020 10020
Written Comments on this highWay highWay researCh reCord are invited
e Publ b sc, irC hw rc r c B, nw dl - 110 011 011 P : al P & Publ Pu bl P. L., W-30, okl iul a P-ii, nw dl-1 dl -110020 10020
ISSN0970-2598
CONTENTS Page No.
INTRODUCTION
1
EXECUTIVE SUMMARY
2
I.
PAVEMENT PA VEMENT ENGINEE ENGINEERING RING AND PAVING MATERIALS
8
1.
FLEXIBLE FLEXIB LE PA PAVEMENTS VEMENTS
8
sUmmary
8
a.
ProJeCts rePorted For the First time
9
1.
dlp f Lw e (W) PmB CrmB mx.
9
2.
su U f eul B W mx apl U hlf W a f Buu r Cuc
9
3.
su U f rcl apl P (raP) Cuc mc f r
10
4.
Ver eri ica cati tion ono of fFl Flex exib ible leP Pav avem emen ent tDe Desi sign gnb by yIR IRC: C:37 37-2 -200 001 1U U h v vcl cl sul (hvs-aPtF)
10
5.
dlp f ip ml, mx d m ac ruc P tck
11
6.
C s sblz a al Fll Buu mx
11
7.
Zycosoil Nanotechnology Multilayer Waterproong Treatment of Soil & Asphalt Concrete r Cuc tl-d r, d.-v
12
B.
on-going / ComPLeted ProJeCts
12
1.
Zycosoil as an Additive for Bituminous Road Works
13
2.
Zycosoil Nanotechnology Application in Leh Road, BRO
13
3.
Zyc ycos osoi oil lN Nan anot otec echn hnol olog ogy yiin nR Roa oad dCo Cons nstr truc ucti tion on
4.
ruc mpp f r Cuc ml Kl - tupu dc
14
5.
su U f W Plc f r Cuc Ub a
14
6.
Study to Prevent Reecting Cracks on Bituminous Overlay over Cracked Concrete P U gxl.
15
7.
“Asphaltoseal” (Asphalt to Seal Mastic Pad)
15
8.
U f L s r Cuc
16
9.
U f W Plc Cuc f r
16
10. Zycosoil Nanotechnology Multilayer Waterproong Treatment of Soil & Asphalt Concrete r Cuc; B-Bl r tl.-Kj, d.-v
17
2.
RIGID PAVEMENTS
18
sUmmary
18
a.
ProJeCts rePorted For the First time
19
1.
i f Cu f Lul Cck Cc P nl hw
19
2.
Ulz f W Fu s P Qul Cc d L Cc
19
3.
Cs4 - d f t Fl- f U C Ful (B/ t Cu mx)
20
3.
PAVEMENT EVALUATION AND PERFORMANCE
21
A.
PAVEMENT EVALUATION
21
sUmmary
21
a.
ProJeCts rePorted For the First time
22
1.
elu f ndmC r/ L f n s rl mu
22
2.
r i P C su slc r sc u vcl mu dl v i s i w gPs
22
3.
Fucl sucul elu f dnd Flw mu v Lk r w d mc s rqu
23
B.
on–going / ComPLeted ProJeCt
23
1.
dlp f m s f mc Pl Bu f h sp r C (sup iul Pjc)
23
B.
PAVEMENT PERFORMANCE
25
sUmmary
25
a.
ProJeCts rePorted For the First time
26
1.
su Pfc f hw dlp U KstP
26
2.
P Pfc su C g-xl rfc rul r i tlu
26
3.
Urban Pavement Maintenance Management System for Tiruchirappalli City
27
4.
Pfc elu f C gxl rul r f Kl
28
B.
on-going / ComPLeted ProJeCts
28
1.
applc f rpl P Pfc elu t tll r (tl sc) rj guj s
28
II.
2.
d, Cuc Pfc elu f nw ml mx w DevelopmentandUpgradationofStandards/Specications
29
3.
dlp f nl dcu/ gul U f W--m s i f axl L m
29
4.
Zycosoil Nanotechnology Multilayer Waterproong Treatment of Soil and Asphalt Cc r Cuc
29
GEOTECHNICAL ENGINEERING
31
sUmmary
31
a.
ProJeCts rePorted For the First time
32
1.
d f rl mu Lukb sl nh – 31 a
32
2.
gul f Ll m i r hw
32
3.
s sbl f Plf dlpu (n a)
33
4.
gccl su f Jul C dup a f Cuc Pup
33
5.
dlp f n nucl d gu f d f d d f Compacted lls
34
6.
Experimental Test Track Construction Using Jarox Waste Material
34
7.
Feasibility Study of a Patented Commercial Soil Stabiliser
35
8.
Fbl su v iPP Cl a spl f r & ebk Cuc
35
9.
Fbl su U f sup F Cpp sl L Fll r Cuc
36
10.
Fbl su f C W ml f r Cuc
36
11.
Suitability of Granular Materials for Capillary Cut-Off
37
12.
Feasibility Study on Utilisation of Phosphogypsum as Road Construction Material
37
13. d Cuc f ebk P L u Cpp sl
38
B.
ComPLeted ProJeCts
39
1.
e f sucu a nul o d
39
2.
d Cuc f r sub/ Fl affc a f r f Kuc, guj
40
3.
d f appc ebk U P a Wl a yu r, dl
40
4.
Pl Pjc f Cuc f Pmgsy r U Ju gxl
41
5
U f C gxl r Cuc
41
C.
r & d aCtivity rePort By ConsULtanCy Firms / ContraCtors / ConCessionaries
41
1.
d & Cuc f B Cu sub P L w sl sblz B Cu (ssB) f L dubl hw Cu
41
III.
IV.
BRIDGE ENGINEERING
43
sUmmary
43
a.
ProJeCts rePorted For the First time
44
1.
d d rbl f PsC g B mk r, Clk g ru spu (UP)
44
2.
Assessment of Noise and Vibrations Induced by Movement of Heavy Vehicular Trafc on muk Fl ou r r, dl
44
B.
on-going / ComPLeted ProJeCts
45
1.
sucul hl a m f B
45
2.
Behaviour of Shear Decient Beams Strengthened by Externally Embedded Reinforcement
47
3.
dlp f o Pp f B ipc U
48
4.
dlp f sucul hl m sc f Cl e ifucu i U s s tcl
49
5.
mcl ml f rp Cc sucu
50
6.
su C sucpbl f sl rfc Pc w a-C C/ spcl t o h Pfc Cc (B-42 rc sc)
50
7.
Creation of Cpl r f ip Fcl f t f exp J Csir-Crri, nw dl (B-34 rc sc)
51
TRAFFIC & TRANSPORTATION
53
1.
PLANNING & MANAGEMENT
53
sUmmary
53
a.
ProJeCts rePorted For the First time
54
1.
a f d’ d Ccc U ac d sul
54
2.
d effc vul Fu Bl Pu f d
54
3.
al f d Bu C Ccc u a W C
55
4.
Trafc Studies for Junction Improvement of Major Road Corridors in Ahmedabad
56
5.
EffectofHeadwayDueto TypeofLeadVehicleforUrbanandNon-UrbanNorth-EastRegion– a C su tw C n-e r
57
6.
Mobility Plan for West Kallada Grama Panchayath in Kollam District
57
7.
Road Development Plan for an Emerging Town – A Case Study of Kottarakkara
58
8.
ru nwk Pl f il W tp f Kl – P 1 – Cl Kl
58
9.
Trafc Improvement Plan for Kottayam Town
59
10. s P al sc a allc f abulc sc tupu Cp – a gis appc
60
11. i f Publc tp - a C su f tupu C
60
12. Pc accuc f Ub tp su –a C su f tu Cc Kl
62
13. tp ifucu dlp Pl f hpp tw alppuz dc, Kl
63
14. Trafc Forecasts for Personal Rapid Transit (PRT) System for Thiruvananthapuram City
63
15. rl f iPt m mu sz C Kl –a C su f Kzk
64
16. su g u f mbl f Wk W
65
17. Urban Speed Management Using ITS
65
18. P-Fbl su f Cuc g Fl hw bw nub vll Kc
66
19. Widening, Strengthening and Extension of Existing Tippu Sultan Road
67
20. mc-sul B d Ccl dl C f subl tp s (emPoWer sc)
68
21. effc f hw du tp f L vcl f Ub n-Ub n-e r – a C su w C n-e r
69
B
on-going / ComPLeted ProJeCts
69
1.
Fbl su rqu f P Up/ vcul Up bw Plpu-d-rpu sc f nh-14 & nh-15
69
2.
Comprehensive Trafc and Transportation Studies of Goa
70
3.
Travel Time Related Performance Measures for Evaluation of Sustainable r tp s
71
4.
Preparation of Inventory of Roads for two Block Panchayaths in Kannur District
72
5.
Constraints in Developing West Coast Canal in Kerala – Case Study of National Waterway n. iii
72
6.
Constraintsin Developing WestCoastCanalinKerala–PhaseII–CaseStudyofSelected sc n Kl (Kzkk, Ku K dc)
73
7.
Study on Stage Carriages in Kerala – Computation of PISCO
74
8.
Development of Toolkit on Analysis of Urban Trafc Systems/ Urban Trafc System
74
d elu (sp b Wl Bk-geF-UndP a subl Ub tp Pjc (sUtP), iu f Ub tp (i), m f Ub dlp
2.
SAFETY & ENVIRONMENT
76
sUmmary
76
a.
ProJeCts rePorted For the First time
76
1.
Pfc Assessment&ProductBehaviourObservationofCrashTestedRoadSafety Barrier(Plastic)ModelCosmosRoadLiner2000SinIndianVariedClimate&TrafcPattern
77
2.
Safety Auditing of Public Transport Systems in Kerala
78
3.
IdenticationofAccidentProneLocationsandImprovementMeasures in National Highways 17 and 212 Segments in Kozhikode District
79
4.
Analysis of Driver Behaviour and Crash Characteristics during Adverse Weather Conditions
79
5.
r sf au f d r nwk L Cpl P-C s b el ipc a exp appl C
80
6.
mu f a Qul n Ll Pp iiser Cpu vu tupu dc
81
7.
Feasibility Study for the Setting up of Monorail between Pallipuram (Techno City) and nk tupu dc
81
V.
B.
on-going / ComPLeted ProJeCts
83
1.
Cp su f nl expw -1 w nh 8 f acc al f a v
83
2.
mc Ll su f acc hz nl hw n. 8 f a v
83
3.
mc Ll u f acc hz nl expw-1 f a v
83
4.
dlp f m eccl d s f a-gl sc B
84
5.
r sfau su v-P-Jbu r
84
6.
a Pllu su r nwk Cc dl–rp dl–nl
85
7.
Variability in Vehicle Fuel Consumption Under Controlled Conditions
85
8.
su f n-m hcb apc e f dl r
86
C. r&d aCtivity rePort By ConsULtanCy Firms/ ContraCtors/ ConCessionaires
87
1.
Travel During Night
87
2.
Study on Ambient Air Quality and its Contribution to Climate Change in Kerala
87
RESEARCH WORK DONE IN ACADEMIC INSTITUTIONS RELATED TO THESIS WORK
89
A.
PAVEMENT ENGINEERING AND MATERIALS
89
sUmmary
89
1.
Ub P mc m s f tucppll C
91
2.
Pz f hw P f mc m Pjc Ll
91
3.
nwk Ll P mc m U r nwk elu tl (r)
92
4.
subl d f Up f nl hw P
93
5.
dc supp s f mc m f Lw vlu rul r
94
6.
dlp f P d ml f r nwk f tu C
95
7.
InvestigatingtheRoleof ActivityCharacteristics,Spatial VariationandTimingDimensionin tp tu Fquc ml
98
8.
s s al Cp sucu f tw vclc L sucu
98
9.
expl su Pp f Pu Cc applcbl P
98
10. Fu Bu su f sub sl w Pfc e. 11.
Experimental Investigations on Modication of Subgrade Characteristics by Chemical ac effc f C gxl P d ol
99 100
12. expl i ml f ru apl Cc mxu
101
13. su tpu sucpbl a Bu f P g Bu w dff Fll ml
102
14. dc mccl al dlp f m Cu f Bu Pc i
103
15. expl i Cu ml f t B f apl
104
16. Rheology of Modied Binders
105
17. Recycled Asphalt Pavement and Foamed Bitumen
105
18. rlcl i F Bu dlp f hlf-w F Bu mx
105
19. PerformanceofStone Matrix AsphaltusingCrumbRubberModiedBitumen andModied a
106
20. Performance of Stone Matrix Asphalt Using PMB 40 and PMB 70
107
21. Pfc su of Buu Cc U t a
108
22. Lb i f W mx apl U Ccl Cp w h mx apl (Buu Cc)
109
23. Pc accuc f Ub tp su - a C su f tu Kc C Kl
110
24. mu f dc mulu u apl mxu Pfc t (amPt)
111
25. a ml f P d elu Bck al u mk C m Cl sul
112
26. rlbl al f P ru ml
112
27. Application of Study on Structural Characteristics of Bituminous Mix with Added Fibres
113
28. Lf-Ccl C al f L L P
114
29. dlp f Pl sf Fc f Flxbl P
115
30. elu f Flxbl P b Kp sfw f Bl sl
115
31. Experimental Investigation of the Inuence of Coir Geotextiles on Adherence Property f Buu mx
117
32. mx d f Pu Cc – a expl su U Cu s r s F a
118
B.
GEOTECHNICAL ENGINEERING
120
sUmmary
120
1.
effc f Wl L Uu tul
121
C.
BRIDGE ENGINEERING
122
sUmmary
122
1.
dlp f tcqu f i-su s a Cc sucu
123
2.
applc f Pu al rC B
123
3.
expl su f rC B s w CFrP Fbc u Pu t
124
4.
Analysis of Anchorage Zone Stresses in Post Tensioned Girder Bridges
124
5.
effc f ow cl rC t g B
125
D.
TRAFFIC & TRANSPORTATION
126
sUmmary
126
Study of Trafc Impacts of Construction Work Zones Using Simulation
128
1.
2.
Cpc al f t L slz ic U Cllul au
128
3.
elu f rubu u Ulz slz ic tu C
129
4.
tl t rlbl su Ub C slc ru P tu C
130
5.
Impact of Trafc Composition on PCU Values of Road Vehicles
131
6.
StudyofFlowCharacteristicsatSignalisedIntersectionsUnderHeterogeneousTrafcConditions
132
7.
Model Based Analysis and Control of Indian Trafc
133
8.
al rl bw L U tl d U 3s tcl
133
9.
applc f mul-c dc mk m m Cc al - a C su
134
10. hw a ml Cub v sfw f Fbl su f Pp
135
Cl r n mub a 11. Estimation of Road User Cost of Highway Construction Zones
136
12. ipc f L U tp g- a C su
136
13. Algorithms for Reliability based Optimal Routing and Trafc Assignment in Stochastic
137
rp nwk 14. ApplicationofDynamic Trafc Assignment(DTA)PackagesUnder Indian TrafcConditions
139
15. Ub sp m f tucppll C U its
139
16. Adaptive Trafc Signal Control as an ITS Measure for Urban Arterials in Chennai City
140
17. Land Use and Transportation Planning (Ph.D.)
140
18. applc f mulc dc mk m m Cc al - a C su
141
19. ipc f Pmgsy r sc-ecc apc tl Ccc –
143
a C su f tucppll dc 20. dlp f gis B Fwk Pl m Pmgsy r
143
21. gis B sf Bu sp Lc tc C
144
22. sul f vcl Quu tll Plz
145
23. Modelling Heterogeneous Trafc in VISSIM
146
24. Dynamic Trafc AssignmentSimulationandEvaluationof AdvancedTraveler Information
146
s 25. Dynamic Trafc Assignment for Multi Vehicle Class Trafc
147
26. Activity Based Trip Distribution Models for Indian Conditions
147
27. TheImpactofBuiltEnvironmentonPedestrianMotorVehicleCollisionalong Tiruchirappalli
147
C Ub r nwk 28. al scc nwk
148
29. e f dc o-d mc f gl nwk
148
30. Corridor Signal Optimisation under Heterogeneous Trafc Using Cluster Analysis
149
31. Cpc al f sl ic U hu C U a
149
occupc Ccp 32. Fcl f P Pcll Cll rul hw
150
33. dlp f Fuzz Lc B Pfc elu ml f Bu t
151
34. ic P tl d mll m Cc al f m-
153
ml C P 35. Study of Trafc Characteristics Under Varying Degrees of Lane Following
153
36. Congestion Analysis of Heterogeneous Trafc Using GPS-Fitted Probe Vehicles
154
37. Data Fusion Based Spatial Trafc Parameter Estimation and Prediction
155
38. dlp f tll if ru guc s U gPs-gis i
156
39. Traveller Preferences for Advanced Traveller Information System in Trivandrum City
157
40. A Lumped Parameter Model-Based Approach for Estimation Of Trafc Density
159
41. Travel Time and Congestion Analysis Under Heterogeneous Trafc Conditions
160
42. MicrosimulationStudyoftheEffectofVulnerableRoadUsersonTrafcFlowCharacteristics
162
43. Road Safety with Emphasis on Non-Motorized Trafc
162
44. al f r acc B acc s ix (asi) m gis:
163
a C su f tu C 45. Studies on Safety Performance of Two-Lane Rural Highways Under Mixed Trafc
164
46. Pc f r Pllu Cc
165
ACKNOWLEDGEMENTS
167
LIST OF ORGANISATIONS
168
APPENDIX: PROFORMA SHEET FOR REPORTING R&D WORK FOR
169
THE GENERAL REPORT
x
General report on roaD reSearCH In InDIa 2011-2012
IntroDUCtIon Highway Research Record No.39 describes the General Report on Road Research Work done in India during the year 2011-2012. This document has been prepared by compiling the progress of research work reported by 18 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/
ed testing have been omitted from the document. As per the cassication, the entire materia has been divided into four sections, namey, Pavement Engineering & Paving Materias; Geotechnica Engineering; Bridge Engineering and Trafc & Transportation Engineering. The projects in each section are further cassied into two broad categories namey (i) Projects Reported First Time, i.e., New Projects and (ii) Ongoing Projects/ Competed 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 V of the report.
The research work in each section has been reported as per the standard Proforma for the three broad categories of projects. The proforma along with other related information are given in Appendix .
Each sectiona report begins with a brief overview in the form of summary foowed by a few saient points towards channeising the discussions during the presentation of the report in the IRC Annua session.
GENERAl REPORT ON
2
eXeCUtIVe SUMMarY In the General Report on Road Research Work Done in India for the year 2011-2012, published as Highway Research Record No. 39, the research work done by 18 organisations on various aspects has been reported. The report has
been compied by CRRI. The R&D work reported under the foowing four major areas and the research work done in Academic Institutions related to the thesis work is reported under Section V: 1.
Pavement Engineering and Paving Materias
2.
Geotechnica Engineering
3.
Bridge Engineering
4.
Trafc & Transportation Engineering
1.
pvm egiig d pvig Mis
1.3
pvm evui
mixes, half warm emulsion based bituminous mixes,
Research work reported in this area includes projects on structural and functional evaluation of pavements and pre-mature distress / failure investigations for pavements. On-going projects include development of management system for maintenance planning
recaimed asphat pavement (RAP), vaidation of exibe pavement design procedure, deveopment of
and budgeting of high speed road corridors (supra institutiona project); deveopment of nationa document/
improved materials and mixes for thinner pavements, utilization of tannery solid waste, plastic waste and zycosoil in bituminous mixes, resource mapping of
guideline on the use of weigh-in-motion system for axle load monitoring.
1.1
Fxib pvms
The research topics covered in this section include
deveopment of ow energy (warm) PMB and CRMB
road construction materias, and prevention of reective cracking on bituminous overaly using geotextiles.
laboratory performance of poymer modied bitumen warm asphalt mixes is better than conventional polymer
modied bitumen mixes indicate suitabiity of these mixes for road construction under heavy trafc. Haf warm asphalt mixtures manufactured using cationic bitumen emulsion investigated in laboratory have properties identical to traditional hot asphalt mixture.
Mechanistic anaysis reveaed that cumuative damage in fatigue wi be ess in modied pavement as compared to unmodied pavement. Use of Zycosoi resuted in faster working, good nishing & gossy water repeent surface. 1.2
rigid pvms
In this section longitudinal cracking of concrete pavements on National Highways, utilization of foundry
sand as ne aggregates in concrete road construction, use of CaSO4 derived from tannery eshings in cement formuation has been discussed. Fu depth ongitudina cracking has led to the premature structural failure of rigid pavements on many National Highways. An investigation into the possible reasons of such cracks is
reported. Foundry sand, a waste of foundry industries, is being investigated for its possible use as a partial
repacement of ne aggregate in cement concrete road construction.
Projects reported for the rst time incude evauation of NDMC roads / anes for needed strengthening and remedia measures; road inventorisation and pavement condition survey on the selected road stretches using vehicle mounted digital video imaging system integrated
with GPS; functiona and structura evauations of DND yway and Mayur Vihar link Road towards determining the maintenance and strengthening requirements. 1.4
pvm pfmc
This sub-section on pavement performance covers projects related to laboratory characterization of
materias / mixes and design of Stone Matrix Asphat (SMA), Microsurfacing and Hot Asphat Mixes using waste pastic; construction supervision and quaity checking during execution of road sections laid with
Stone Matrix Asphat (SMA), Microsurfacing and Waste Pastic Modied Hot Mix Asphat and time series Periodic Performance Monitoring of road sections aid with SMA, Microsurfacing and Waste Pastic Modied Hot Mix Asphat and nay renement / revision of present Codes of Practice viz. IRC: SP: 79-2008 for SMA, IRC: SP: 81-2008 for Microsurfacing and Deveopment of Specications for Waste Pastic Modied Hot Mix Asphalt. On-going projects reported include application of Rhinophalt preservative for studying/evaluating its performance on three toll roads in Rajasthan
ROAD RESEARCH IN INDIA 2011-12
3
and Gujarat states; and design, construction and
soil areas. SoiTech MK-III- engineered a SSB layer
performance evaluation of new materials and mixes towards development and upgradation of standards /
with much more strength then WMM (a idea base course with more than 3000 Mpa strength). SoiTech MK-III-economized the project substantiay. The ecoogica contribution of SoiTech MK-III used roads
specications. 2.
Gchic egiig
The projects reported in the Geotechnica Engineering area reate to landside Hazard Mitigation and Management on Indian Roads and Highways, Site Stabiization work, Use of jute geotexties in PMGSY roads to study efcacy of Jute Geotextie (JGT) and utilization of various solid industrial wastes in road works. Waste materials have been evaluated in the laboratory
as we in the ed by constructing experimenta test sections. Performance observations are being taken up.
is excellent and over 50% then the conventional crust reducing man, machine and material consumption. 3.
Bidg egiig
In this Chapter, the projects reated to various aspects of bridges such as structural health monitoring, techniques for distress diagnostics, effect of corrosion on performance, remaining life assessment, strengthening techniques etc. are reported.
The issues related with road infrastructure development in disaster prone areas have also received attention
Most of these projects are usefu for Bridge Management, consisting of inventorization, condition
of researchers. Eary warning system for andsides
assessment of the existing bridge with the help of inspection or NDTs, distress diagnostics, load carrying capacity evaluation of existing bridges with the help of analytical or experimental or a combination of both considering an appropriate degradation model, loading and environmental conditions, and choosing a suitable rehabilitation and strengthening techniques. All these aspects require in-depth knowledge, expertise as well as technology for which research is being carried out
by simple and economical instrumentation like steel
pedestas and DGPS, design and construction of roads in submerged/ ood affected areas of Rann of Kutch, Gujarat, formulation of guidelines for road construction in such areas have been reported. Design and construction of embankments in waterlogged areas by using y ash, a novel construction methodology involving back-dumping of pond ash directly into water pond was also devised. CRRI- GTE Division is deveoping a non nuclear, non destructive type of equipment for determination of dry density of compacted soils.
at a fast pace. Further, there is an immediate attention required for effective impementation of BMS in our country for prioritizing the maintenance of bridges in a road network.
Research work has been performed on soil stabilization
using commerciay avaiabe materias, use of y ash,
Indigenous design and development of tool for
copper slag, cinder waste, and phosphogypsum in subgrade and embankment construction. Based on laboratory data, it was found that in case of all the four
are of great interest to professionals.
types of sois as mentioned above, the unconned compressive strength of soil stabilized with 2, 4 and 6
Per cent cement gives higher strength as compared to with 2, 4 and 6 Per cent commercia stabiiser for 7, 14 and 28 days curing period. The y ash, bottom ash and pond ash samples can be used in embankment and
road works. The study indicated that 10-15 Per cent of ne aggregate can be repaced by super ne sag. The optimum bitumen content was obtained as 4.8 Per cent and 5.5 Per cent respectivey for DBM and BC mixes. The bituminous sampes with superne copper sag satised the design requirements as per MORTH specications. A combination of waste recycled products and cinder can satisfy density requirements of the materials for the embankment construction. It was observed that both
deection and roughness characteristics of copper sag embankment was comparabe to soi embankment. By providing geo-texties the CBR vaue of weaker sub grades could be enhanced. Thereby, the pavement layer thickness can be considerably reduced and this facilitates the construction of roads in poor sub-grade
inspection of bridges such as Mobie Bridge Inspection Unit and Creation of Bridge Expansion Joint Test faciity Also, the studies to assess the impact of noise and vibration levels after construction of transportation structure on built environment, their cause and remedial measure needs to be well taken at the planning stage of the infrastructure development. 4.
Trafc & Transportation
4.1 pig d Mgm
Research works reported in the area of Trafc Engineering, Transportation Panning and Management were briey summarised in this section. In this section there are eight completed projects and eighteen new projects were reported. In this area most of the
projects works were reated to comprehensive trafc and transportation studies, route network planning,
integration of Pubic Transportation, Urban speed management using ITS technologies. The salient area covered in this area are listed as follows:
4
GENERAl REPORT ON
Assessment of Drivers Driving Characteristics relationship between driver distraction level and different distraction stimuli with the frequency and types of risk taking practices while driving were studied. This
study identied that professiona drivers and more experienced drivers were taking more risks e.g. high speeding, signal violations as compared to learner and newly experienced drivers.
Study on anaysis of Driver Behaviour and Crash Characteristics during Adverse Weather Conditions
Deesa-Radhanpur section of NH-14 & NH-15 were studied and the the objective of this study is to the
requirement of Pedestrian Underpass/ Vehicuar Underpasses between Paanpur-Deesa-Radhanpur section of NH-14 (@ km. 356/300 (Chadotar), km. 361/400 (Chandisar) & km. 397/400 (Bhidi). This study identied the Provision of the VUP and PUP at the respective lcoations. This will ehnace the safety of
oca trafc we as nationa highway trafc. A study on Comprehensive Trafc and Transportation
were carried out, the main objective of this study is to capture drivers’ visual and measurable fatigue during fog driving under simulated environment and realistic setting. The study mainly focused on crash modelling in fog, which will provide insight about possible damages and injuries in fog related crashes.
Studies of Goa proposed the short term and long term
Trafc Studies for Junction Improvement of Major Road Corridors in Ahmedabad were studies for identied 34 intersections as identied by the Ahmedabad Municipa Corporation. The main objective this study is to conduct appropriate trafc studies to quantify the trafc probems and trafc characteristics at identied intersections
A study on ‘Trave Time Reated Performance Measures for Evauation of Sustainabe Road Transportation System’ is to identify various performance Measures
and preparation of typical junction improvement
side of the system. This study evauated the inuence of trafc voume,the road incidents and signa faiure on trave time with the hep of Microsimuation modeing
pans conceptua for identied Intersections. This study identied the three priorities for improving the intersections based on the base year and horzon year
trafc demand and provided conceptua intersection improvement plans.
The study on Route Network Panning of Inand Water Transport for Keraa, the objective of this study is to assess the utilization of the waterway network for transport and to identify new routes for boat trips so as
to estabish an efcient and integrated transportation system for Keraa. The study on Integration of Pubic Transport was carried out for a Thiruvananthapuram City. The objective of the study is to develop a methodology for optimizing the public transport services by providing effective coordination for transfer of passengers arriving by
trains, to reach their destination in and around the City of Trivandrum. This study was formuated to nd the optimum frequency of buses to meet the travel demand considering various factors like waiting time, number of passengers and operator cost.
The study on Trafc Forecasts for Persona Rapid Transit (PRT) system for Thiruvananthapuram city was carried, the objective of the study is to identify
major trave corridors for operating PRT system in Thiruvananthapuram city, estimate expected ridership between different stations and forecast ridership for various horizon years.
Feasibiity Study on requirement of Pedestrian Underpass/ Vehicuar Underpass between Paanpur-
soutions after conducting the trafc and transportation studies to reduce the congestion and the accidents on Goa road network and further to suggest the phase wise development based on based the forecasted travel demand.
for evaluating sustainability of road Transportation System and analyse the variability of travel time under various uncertainties from demand side and supply
techniques.
Study on Preparation of Inventory of Roads for two Bock Panchayaths in Kannur District were carried out this study focused on developing an authentic spatial
data base on Grama Panchayath roads together with supporting information required for the development of plan documents and rural road management system in GIS platform.
The reported construction of green ed highway between Nedumbassery and Vytia in Kochi wi be feasible because of the heavy commuters and goods trafc in and around Kochi. Study reated to widening, strengthening and extension of Tippu Sutan Road in Kozhikode has been carried out to provide connectivity to the Maabar region of other regions of Keraa. Deveopment of microsimulation based driving cycle for application to fuel consumption and emission in real world condition has been undertaken. Application of headway and driving cyce to understand trafc condition in Silchar and Shilong city is being carried out. The use of GIS and GPS for the deveopment of a pavement management system is being explored for Tiruchirappalli city. A test section was laid using Jarox, a waste of zinc metaurgica industry. It has been concuded that mixture of Jarox and soil can be used for embankment and subgrade
ROAD RESEARCH IN INDIA 2011-12
construction. Utiization of aterite stone is being investigated for road construction in Ratnagiri District of Maharashtra. Data management and information system, landslide mitigation measures, road user cost models and bridge maintenance and management system has been developed. 4.2 Sfy d evim
In the area of Safety and Environment reate Road Safety Audit, Identication of Accident Prone ocation on Nationa Highways, Variabiity in vehice fue consumption, Measurement of air quality Hazard on National Highway and study of Non methane hydrocarbons in the atmospheric environment at commercial residential and the signalized intersection in India. In this section there are seven completed projects and eight new projects were reported. The salient areas covered in this area are briey discussed. Study on Performance Assessment & Product Behaviour Observation of Crash Tested Road Safety Barrier (Pastic) Mode in Indian Varied Cimate & Trafc Pattern. The main objective of this study is to attract the kind attention of key decision makers to specify, standardize the technica specication of Road Safety Barrier (Pastic) prior depoyment on road sites, study & underline the salient features to draw differentia benets. Safety Auditing of Pubic Transport Systems in Keraa was reported and the objective of this study is to analyse the accidents pertaining to K.S.R.T.C., private, and institutiona buses, to study safety practices of different type of public transport buses and to analyse the safety attitude of bus drivers. The study on Identication of Accident Prone locations and Improvement Measures in Nationa Highways 17 and 212 Segments in Kozhikode District, the objective of this study is to collect the accident details pertaining to the past three to four years, to analyze the accident causative factors, to evove a suitabe methodoogy to conne the accident prone locations and to carry out a microlevel analysis of the accident prone locations under safety auditing. Study on Anaysis of Driver Behaviour and Crash Characteristics during Adverse Weather Conditions
5
were reported. The main objective of this study is to capture drivers visual and measurable fatigue during fog driving under simulated environment and realistic setting and to to investigate and analyze drivers’ choice of headway and speed in fog under simulated environment and realistic setting. This study is in progress. Study on Road Safety Audit of Dasve Road
Network in lavasa to Compy the Pre-Conditions set by Environmenta Impact Assessment Expert Appraisa Committee, the objective of this study is to conduct the road safety audit of Dasve road network in lavasa and suggest the road safety measures and contingency plans to deal with the road trafc mishaps/accidents. This study is in progress. Measurement of air quaity and noise eve at proposed IISER campus at Vithura in Thiruvananthapuram district was studied and reported. The aim of the project is to assess the ambient air quality and noise levels in and around the proposed IISER construction site as the part Environmenta Impact Assessment (EIA) study. Study on Micro leve Study of Accident Hazards on National Highway No. 8 from Amdavad to Vadodara was reported. This study identied 14 accident prone locations on the stretch and then by actual site visit of the locations remedial measures are suggested to minimize the accidents. Variability in vehicle fuel consumption under controlled conditions was studied and reported. In this study variability in steady speed fuel consumption is up to
8.2 Per cent with the various steady speeds was identied for both Petro and Diese driven ight duty vehicles almost uniform variability in value of fuel consumption was observed. Optimum fuel consumption was observed consistently for both vehicle types to be either at steady speed of 40 or 50 km/h. Study of Non methane hydrocarbons in the atmospheric environment of Delhi region was completed. This study shows that the proportion
of propane is highest in trafc area i.e. 98 Per cent foowed by ethane (2 Per cent). Butane shows a negligible concentration in this area. The study results show that the only expected source of propane is trafc in the ambient air. The resuts
GENERAl REPORT ON
6
show that in residential area also concentration of ethane is maximum. This could also be attributed
to the lPG eakage in houses. lPG is normay used in residential areas for cooking purposes. Residentia samping site ike Maharani Bagh have underground lPG pipeines even any sma leakage during handling and usage can increase concentration of ethane in ambient air. 5.
rsch Wk D i acdmic Isiuis d thsis Wk
5.1 pvm egiig d Mis The research work done under various thesis projects have concluded the following:
i)
Deay in the maintenance appication increases the maintenance cost approximately two times for every year of delayed maintenance. This leads to increase in Vehicle operating cost.
ii) Recyced Asphat Pavement can be partiay or completely reused in fresh construction.
iii) Study of pervious concrete has reveaed that compressive strength of pervious concrete is
39 Per cent ess than norma concrete. Spit tensie strength is 15 Per cent ess than norma concrete. Moduus of rupture of pervious concrete is 22 Per cent less than normal concrete. The average co-
efcient of permeabiity was found to be 0.155 cm/ sec.
iv) From experiments, Geotextie paced at bottom of
viii) Fatigue ife of SMA mix prepared with PMB 40 was 5.19 Per cent greater than that of SMA mix prepared with PMB 70. ix) WMA binder treated with Zycosoi and Densicry showed very negligible draindown values. This
indicates that separation of nes and bitumen noticed during transportation and placing of the mixture is restricted to a large extent.
x) In pavement design, the appication of reiabiity methods in pavement design is underutilized, particularly in codes and design guides that depend heavily on empirical data and the criterion for selecting the reliability level is primarily governed by the importance of the road section. Study shows the importance of incorporating parametric uncertainty in the determination of pavement reliability through the estimation of partial factors, the drawbacks of assigning such reliability levels without the explicit consideration of the design uncertainties is highlighted.
xi) From the ab investigations it was observed that the temperature of the mix inuences the skid resistance
xii) It was seen that skid resistance under dry and wet conditions for mixes with added bers higher than that of control mix.
xiii) The study shows that athough the concept of perpetual pavements advocates the increase of
HMA thickness to keep the critica strains within the
overlay performed better than geotextile placed at one-third from bottom in the overlay followed by geotextile placed at middle in the overlay.
threshold limits, the provision of a stable foundation and the high stiffness base materials are equally
v) From the resuts of aging index, for VG 20 grade bitumen, ime added at 2 Per cent shows maximum
xiv) The minimum cement content for any pervious
increase in viscosity after aging process, but
cement added at 1 Per cent has ess effect on viscosity with aging.
vi) For VG 10 grade bitumen, y ash added at 2 Per cent shows maximum increase in viscosity after aging process, but ime added at 1.5 Per cent has less effect on viscosity with aging.
vii) Anaysis of the 100 sampe database for their penetration at 25 ºC and viscosity at 60 ºC reveaed that samples having good temperature and shear susceptibility always had higher penetration for
a given viscosity range. For instance, sampes having R value of 0.9 and above, shows a higher penetration value of 60 within a viscosity range of 1600-2400.
signicant from a nancia perspective. cement concrete is 230 kg/m3. Addition of
50 Per cent more cement content resuted in a minimum of 66 Per cent increase in the compressive strength. The lowest compressive strength exhibited is 5.67 N/mm2.
xv) By decreasing the height of the soi above the tunnel, the surcharge pressure coming over the tunnel decreases, but if a road comes over a tunnel due to the reduction of soil thickness above the
tunne, whee oads has more signicance. 5.2 Trafc & Transportation A total of 46 Research projects related to thesis
for post-graduation/ PhD reported in the area of Trafc & Transportation area. Mainy these studies focused on, Trafc Engineering and management
ROAD RESEARCH IN INDIA 2011-12 reated studies, Transportation Panning, Advanced Modeing techniques and vulnerable road user studies. These are briey in the foowing: Trafc Engineering Management Related Studies: The studies include capacity analysis of three legged
signaized intersection, Evauation of Roundabouts versus Unsignaized and signaized intersections, Impact of Trafc Composition on PCU Vaues of Road Vehices, Estimation of Road User Cost of Highway Construction Zones, Adaptive Trafc Signa Contro as an ITS Measure for Urban Arterias, Traveer preferences for Advanced Traveller Information system, Travel time and congestion analysis under
heterogeneous trafc conditions and Anaysis of road accidents based on Accident Severity Index (ASI) Transportation Planning Related Studies: Application
of dynamic trafc assignment (DTA) packages under Indian trafc conditions, Agorithms for reiabiity based optima routing and trafc assignment in stochastic transportation networks, Travel Time Reliability Study
at Urban Corridors on Seected Route Pairs, Highway
7
Assignment Modeing in Cube Voyager Software for Feasibiity Study of Proposed Coasta Road, GIS Based Safe Bus Stop location , land use and Transportation Panning, Deveopment of GIS Based Framework to Pan and Monitor PMGSY Roads, Dynamic trafc assignment simulation and evaluation of Advanced traveler information systems. Advanced
Modelling
Techniques: These
studies
incude Appication of Muticriteria Decision Making Methods in Mode Choice Anaysis and Deveopment of Fuzzy logic Based Performance Evauation Mode for Bus Transit. The Micro simuation Based Studies incudes Modeing Heterogeneous trafc in VISSIM and Simuation of Vehice Queuing at a To Paza. Vulnerable Road User Studies: Mainy focused on the
Impact of Buit Environment on Pedestrian Motor Vehice Coision, Faciities for Pedestrians and Physicay Chaenged in Rura Highways, Micro simuation Study of the Effect of Vunerabe Road Users on Trafc Fow Characteristics, Road Safety with Emphasis on NonMotorized Trafc
GENERAl REPORT ON
8
I. PAVEMENT ENGINEERING AND MATERIALS 1. FleXIBle paVeMentS SUMMarY The research topics covered in this section incude deveopment of ow energy (warm) PMB and CRMB mixes, haf warm emusion based bituminous mixes, Recaimed Asphat Pavement (RAP),vaidation of exibe pavement design procedure, development of improved materials and mixes for thinner pavements, utilization of tannery solid waste, plastic waste and zycosoil in bituminous mixes, resource mapping of road construction materials, and prevention of
reective cracking on bituminous overay using geotexties. laboratory performance of poymer modied bitumen warm asphat mixes is better than conventiona poymer modied bitumen mixes indicate suitabiity of these mixes for road construction under heavy trafc. Haf warm asphat mixtures manufactured using cationic bitumen emusion investigated in aboratory have properties identica to traditiona hot asphat mixture. Mechanistic anaysis reveaed that cumuative damage in fatigue wi be ess in modied pavement as compared to unmodied pavement. Use of Zycosoi resuted in faster working, good nishing & gossy water repeent surface.
SalIent poIntS For DISCUSSIon 1.
PMB, CRMB and emusion based warm and haf warm mix asphat mixes
2.
Recaimed Asphat Pavement (RAP)
3.
Vaidation of exibe pavement design using Heavy Vehice Simuator
4.
Utiization of tennary soid waste in road construction
5.
Utiization of Zycosoi in bituminous road construction
6.
Reective cracking prevention using geotexties
ROAD RESEARCH IN INDIA 2011-12 a.
proJeCtS reporteD For tHe FIrSt tIMe
1.
Development of Low Energy (Warm) PMB and CRMB mixes.
2.
CSIR-Central Road Research Institute, New Delhi – 110 025 (R)
I.
mixes. •
Mechanistic characterization of ow energy mixes.
CSIR-Central Road Research Institute New Delhi – 110 025 (R)
II. Yala Construction
Scope and Objectives
Deveopment of ow energy PMB and CRMB
Study on Use of Emulsion Based Warm Mix Asphalt Using Half Warm Aggregates for Bituminous Road Construction D f S : 01/10/2011 Date of Completion (Targeted/Actual): 31/12/2014
D f S : 01/04/2011 Date of Completion (Targeted) : 31/03/2013
•
9
Scope and Objectives The objective of this study is to investigate performance
of haf warm mixes (emusion based) on a Nationa
Mhdgy
Highway in India to draft guidelines for large scale constructions and to reduce carbon footprint.
laboratory Study of Materias, Design of Mixes, Performance testing, Inferences, observations.
Mhdgy
Interim Conclusions/Supporting Data
Evauation of Materias, Design of Mix, Construction of Experimenta Section using hot mix pant with minor modications and periodic performance evauation for
•
Poymer modied warm mix asphat eads to signicant reduction in temperature reated to pavement construction such as mixing, lay down, and compaction of bituminous mixtures.
•
Results of void analysis indicate that polymer modied bitumen mix containing 2 Per cent warm
mix additive can be compacted at 15-25°C ower temperature to achieve design voids in mix. •
Indirect tensile strength ratio indicate better
performance of poymer modied warm mix asphat compared to traditiona hot poymer modied mix. •
The modied mix with 2 Per cent surfactant has higher resistance to permanent deformation and higher creep recovery at high temperature indicating better performance of warm polymer
modied mixes. •
three years. Interim Conclusions/Conclusions/Supporting Data The study presented in the present paper is aimed to design half warm mixes using half warm aggregate and bitumen emulsion heated to a moderate temperature of 70+10°C. The resuts of performance parameters such as rutting, resilient modulus, creep deformation, and retained strength upon immersion in water are
aso investigated. A piot ed study has aso been conducted dealing with construction of 1 km long test section for study of the performance of half warm dense mixes using bitumen emulsion on a National Highway
(NH-27, km 160.00 to 160.932 near Gonda, Rajkot) in Gujarat. •
Half warm asphalt mixtures manufactured using cationic bitumen emulsion investigated in laboratory have properties identical to traditional hot asphalt mixture.
•
Performance properties ike rutting resistance,
laboratory performance of poymer modied bitumen warm asphalt mixes is better than
conventiona poymer modied bitumen mixes indicate suitability of these mixes for road
construction under heavy trafc. Reports/Publications
laboratory performance of poymer modied warm mix asphat. IRC Journa Accepted. Further information/Copy of report can be obtained fm
Dr. P. K. Jain, Chief Scientist & Head, Fexibe Pavement Division, Centra Road Research Institute, New Dehi – 110025, Mbi 9910113992, ph 011-26311117, Fx 011-26845943, e-mi ID:
[email protected]
indirect tensile strength ratio resilient modulus and static creep test results are acceptable. •
The WMA mixture appears to have good coating, and workabiity at a temperature of 80-90°C
•
WMA mixture can be manufactured aid with conventional construction equipment.
•
The energy saving due to reduced fuel consumption is high.
•
WMA can be stored if aying is not feasibe due to adverse weather, Paving window is wider.
•
Reduces global warming.
GENERAl REPORT ON
10 Signicac/ Uiisi pi
Technology shall be useful in saving of energy in rural construction.
110025, Mbi 9910113992, ph 011-26311117 Fx 011-26845943, e-mi ID:
[email protected] 4.
Reports/Publications
Verication of Flexible Pavement Design by IRC:37-2001 Using Heavy Vehicle Simulator (HVS-APTF)
Use of Emusion Based Warm Mix Asphat Using Haf Warm Aggregates for Bituminous Road Construction,
D f S: Juy 2011 Date of Completion: February 2012
Interim Report.
CSIR-Central Road Research Institute, New
Further information/Copy of report can be obtained fm
Dr. P. K. Jain, Chief Scientist & Head, Fexibe Pavement Division, Centra Road Research Institute, New Dehi – 110025, Mbi 9910113992 ph 011-26311117 Fx 011-26845943, e-mi ID:
[email protected]
3.
Studies on Use of Reclaimed Asphalt Pavement (RAP) in Construction and Maintenance of Roads
Scope and Objectives
To assess the performance of exibe pavement test segment designed as per IRC:37-2001, using the APTF facility and thereby verify the design recommendations for the set of parameters. Mhdgy The methodology involves:
D f S : 01/01/2012 Date of Completion (Targeted) : 31/12/2015
•
Design of a exibe pavement test segment as per IRC:37-2001
CSIR- Central Road Research Institute, New Delhi – 110 025 (R)
•
Construction of test strip as per design
•
Instrumentation for performance data
•
Data compilation and analysis
•
Inferences
•
Observations
Scope and Objectives •
Delhi – 110 025 (R,I)
Characterization (Physica and Chemica) of oxidised binder in RAP
•
To develop method for rejuvenation of oxidized bitumen
•
To deveop process for use of RAP in road construction
•
Evauation of RAP sections by APTF
•
Estimation of carbon credit
•
To deveop design guideines for use of RAP in construction and maintenance of bituminous roads
Mhdgy
Characterization of RAP from different sources, recovery of bitumen, chemical characterization of oxidized bitumen. Development of rejuvenating agent, mix design with rejuvenating agent, foam bitumen, and bitumen emulsion, evaluation of mechanistic
characteristic of treated RAP. Design anaysis and preparation of guidelines. Further information/Copy of report can be obtained fm
Dr. P. K. Jain, Chief Scientist & Head, Fexibe Pavement Division, Centra Road Research Institute, New Dehi –
Signicance/ Utilisation Potential The study is expected to help understanding by the concerned about the design method in vogue, the type/s of distress and deterioration and the occurrence period. The actual failure pattern and the life of pavement in terms of time or standard load repetitions help in improving the design by understanding the mechanism properly. limiis f Ccusis/rcmmdis f fuh wk
Considering the design ife of pavement segment and the actual life derived and the distress mode/s, the level of support provided by the design procedure is established. Further information/Copy of report can be obtained fm
Dr. P. K. Jain, Chief Scientist & Head, Fexibe Pavement Division, Centra Road Research Institute, New Dehi – 110025, Mbi 9910113992, ph 011-26311117, Fx 011-26845943, e-mi ID:
[email protected]
ROAD RESEARCH IN INDIA 2011-12 5.
Mechanistic analysis revealed that cumulative damage in fatigue wi be ess in modied pavement as compared to unmodied pavement.
Development of Improved Materials, Mixes and Design Methods Achieving Reduced Pavement Thickness
•
D f S : 01/01/2012 Date of Completion (Targeted) : 31/12/2015
Reports/Publications
CSIR-Central Road Research Institute, New Delhi – 110 025 (R) Scope and Objectives •
Improvement of available materials and mixes for various layers of pavements
•
Determination of mechanistic properties of modied materials and mixes
•
Development of new design templates for reduced thickness
•
Vaidation of new designs by APTF evauation
11
Effect of Eastomeric Poymer Modication on Fatigue and Rutting Performance of Bituminous Pavement. Further information/Copy of report can be obtained fm
Dr. P. K. Jain, Chief Scientist & Head, Fexibe Pavement Division, Centra Road Research Institute, New Dehi – 110025, Mbi 9910113992, ph 011-26311117 Fx 011-26845943, e-mi ID:
[email protected] 6.
ChromeShavingsasStabilizingAdditiveand AlternateFillerinBituminousMixes D f S : Juy 2012 Date of Completion (Targeted): March 2017
Mhdgy
Firsty various aboratory testing such as fatigue test,
I.
Council of Scientic and Industrial Research (CSIR), New Delhi (S)
II.
CSIR- Central Road Research Institute, New Delhi (R,I)
III.
CSIR – Central Leather Research Institute, Chennai (C,I)
resilient modulus, static creep etc, will be done to see the
improvement in the mechanistic properties of modied materials and mixes for various layers of pavements.
Based upon above aboratory test resuts mechanistic analysis will be performed to check the scope for reduction of thickness based upon critical strains value.
Finay vaidation of proposed new structure wi be done with the hep of APTF faciity and producing the
Scope and Objectives
results in the form of new design templates.
The scope and objective of the project focuses on the utilization of tannery solid waste as an ingredient in the
Interim Conclusions/Conclusions/Supporting Data •
Poymer modied binder improve the tensie strength of the bituminous mix under dry and moist
conditions. Modied mix aso has higher retained Marsha Stabiity and tensie strength ratio, which
•
i.
Coection of chrome shavings waste from tanneries, and its processing.
ii.
Preparation of modied bituminous mixes using Chrome Shavings (CS).
The Creep Moduus of Modied mix indicates improved rut resistance of modied pavement at higher pavement temp. Utiization of modied
iii.
laying of experimenta road sections to verify its
deformation by 45 Per cent, 60.5 Per cent and 74.4 Per cent at 25, 35 and 45°C temperature.
durability and long lasting characteristics. Mhdgy
i.
Coection of soid waste from various tanneries and processing, Identication and quantum of solid generated from various tanneries.
The na rut achieved in sabs made with PMB 40 binder indicates lower rutting susceptibility of
modied mix as compared to unmodied mix made •
main objective includes:
indicates improved resistance towards moisture susceptibility.
bitumen in bituminous layer reduces the permanent
•
formuation of road construction materias (road). The
ii.
Design of Mixes on:
with VG 30 binder.
•
The phase ange of unmodied mix is about 20 Per cent higher as that of modied mixture
Chrome Shavings as Bitumen Modier and Aternate Fier in Bituminous Mixes
•
Design of Micro-surfacing mix
which leads to more dissipation of energy during
•
Design of perpetual pavement mixes like
exura fatigue test and nay ess resistance to fatigue failure.
Stone Matrix Asphat (SMA) and Bituminous Concrete (BC)
GENERAl REPORT ON
12 iii
D f S: January 2011 Date of Completion (Actual): May 2012
Analysis of test results and submission of research report.
Signicance/ utilization Potential
Gujarat Engineering Research Racecourse, Vadodara (R,C)
Every 100 tons of eather generate 2.5-3.5 tons of CS as waste, which is currently under utilized for leather
Institute,
Scope and Objectives
board making or widey wasted in the name of and which ultimately pollutes the soil as well as ground water owing to its chromium content. Since, this project
To observe the effectiveness of application of Terrasil Nanotechnology in sub-grade, metalling layer
proposes to utiize CS as er in bituminous mix for road construction, the disposa probem of CS wi be soved. Secondy, the CS upon mixing with bitumen,
mixes on bridge approach.
gets embedded or encapsulated and hence its contact with water is prevented and therefore, the chances of leachability of chromium is more unlikely.
waterproong treatment & Zycosoi in hot bitumen Mhdgy •
is done in various layers of earthwork by spray technique.
This apart, the use of CS in bitumen mix repaces the sand to certain level which to some extent prevents the sand quarrying and thereby restores the natural
•
resources. Moreover, the waste materia CS, when nds new appication its coection and processing
•
would provide opportunity for new industry, more employments. Additionally, the waste would bring added revenue to the tanning industry. Hence, this project will have potential impact on the development of society, economy and environment.
In earthwork in high embankment, the waterproong
In metaing one ayer waterproong is done with spray technique &
Zycosoi additive is added in hot bitumen binder & mix prepared for carpet & seal coat.
Signicance/Utilisation Potential
Signicance coud be generated after three years successful post monsoon evaluation.
Limitations of Conclusions/ further proposed work
Limitations of Conclusions/ further proposed work
Apart from utilizing waste for social, economic and
Treatment is completed, evaluation become due in Nov. 2012 onwards.
environmenta benet, the foowing outputs are expected in this project.
i.
Pubication
Further information/ Copy of report can be obtained fm
ii.
Process/ Product deveopment
Gujarat Engineering Research Institute, Race course
iii.
And/ or patent
Vadodara, ph: 0265-2313412 Fx : 0265-2313416 -mi ID: rorrd12006@rediffmai.com
Reports/ Publications
Zero Emission Research Initiative for Soid Wastes (for eather sector) ZERIS Further information/ Copy of report can be obtained fm
The Director, CSIR- Centra Road Research Institute, New Delhi – 110025. addss: Mathura Road, New Delhi-110025., Mbi: +919841293435, ph: 01126848917, Fx: 011-26845943, -mi ID: director.
[email protected], directorcri@gmai.com, kamarajcrri@ gmail.com
B.
onGoInG / CoMpleteD proJeCtS
1.
Zycosoil as an Additive for Bituminous Road Works D f s: Jan- 2009 Date of completion (Targeted): March- 2013 Gujarat Engineering Research Institute (GERI), Vadodara
ps sus d pgss Sus: On-going
7.
Zycosoil Nanotechnology Multilayer Waterproong Treatment of Soil & Asphalt Concrete in Road Construction at Tarsali- Dhaniyavi road, Dist.-Vadodara
Year of last Report: August 2009 (in Govt. of Gujarat)
aso Pubished in Genera Report on Road Research work done in India during 2008-09 IRC HRB No. 36
ROAD RESEARCH IN INDIA 2011-12 pgss : Govt. of Gujarat has instructed this ofce for extension of this scheme with laboratory study using more samples from other regions of Gujarat. Accordingly the testing of samples from all the regions
was competed. Evauation and anaysis of testing part
•
13
Better bonding and improved stability laboratory test sampes of Zycosoi mixed asphat – concrete mixture.
•
Zycosoi mixed easiy in hot meted asphat tank.
and report are under progress.
Further ndings / supporting data
Further information / copy of report can be obtained fm
The site visit was observed in May 2012. The surface
Road Research Division-1, Gujarat Engineering Research Institute (GERI), Race course, Vadodara390007, ph : 0265 2313413-14-15, Fx : 0265 2313416 e-mi ID:
[email protected]
Further information/Copy of report can be obtained fm
was found in good condition without potholes or cracks.
M/s Zydex Industries, 25-A, Gandhi Oi Mi Compound, Gorwa, Vadodara, Gujarat, Mbi : 9687607350 2.
Zycosoil Nanotechnology Application in Leh Road, BRO
ph :0265-2290322 Fx : 0265-2290332, e-mi ID:
[email protected]
D f S: March 2011 Date of Completion: April 2012
3.
Zycosoil Nanotechnology Construction
ps Sus d pgss
Zydex Industries, Vadodara, Gujarat
Status: Ongoing/Completed: On-going continued long term evaluation
Present Status and Progress
Year of Last Report: Year 2011
Sus: Competed
pgss: One post snowfall evaluation completed
Zycosoi additive mixed with hot asphat binder for bonding,
eliminating
moisture sensitivity (anti-stripping) and to improve compaction and workability. Mhdgy
Zycosoi added in hot asphat binder @ 0.15% by weight of binder and mixed thoroughly with circulating pump.
The hot modied asphat binder (VG 10) was mixed with heated aggregates in drum mix plant at site. Signicance / Utilisation potential •
laying and compaction of asphat concrete was found to be better and no sticking was observed on the compactor’s roller. It took 4 passes as against 8 passes in conventional material, for same amount of compaction.
•
Year of Last Report: 2012 pgss: First monsoon observation and evauation done
Scope and objectives
asphalt-aggregate
Road
D f S: March 2012 Date of Completion (Actual): April 2012
M/s Zydex Industries, Vadodara, Gujarat
improving
in
Asphalt coating on aggregates found to be a very uniform coating and mixture was found shiny.
•
Fied ab test report:
•
Stripping vaue at 0.1 Per cent to 0.15 Per cent dosage was found 90 to 100 Per cent.
Mhdgy
Terrasi soution [ratio 1:500 (Terrasi : water)] appied over WBM/ stone base and eft to dry for 30 minutes. Cationic bitumen emusion SS 1 mixed with Terrasi soution (Terrasi: water: SS1 emusion ratio 1:400:100) and sprayed @ 2 tr/sqm. It was observed that the prime coated surface dried within 30-45 minutes.
Zycosoi modied Tack coat appied over dried prime coat surface (Hot tack-coat grade 60/70 using Zycosoi @ 0.1 Per cent by weight of bitumen) foowed with chip carpeting done.
Seacoat done using Zycosoi @ 0.1 Per cent by weight of bitumen binder. Signicance / Utilization potential i.
Faster setting time for Prime coat to enabe immediate tack coat application and asphalt layers on the same day as well road can be
opened to trafc immediatey. ii.
Protection against intration of water through the bituminous layer.
GENERAl REPORT ON
14 iii.
Cost negative as it optimizes the use of cationic bitumen emulsion.
iv.
Increase in the construction phase/faster schedule
due to reduction in setting time rst prime coat. Field lab test report •
Terrasil application forms impervious layer of 98 Per cent and above on “Soil” and “Stone-base” to prevent top-down entry of water.
•
Terrasi modied Emusion for prime-coat resuts waterproofed and well bonded prime coat in 1 hour setting time.
•
The average depth of penetration is observed to be 8 mm.
•
Better compaction & faster setting of the bituminous course (mix sea or chip carpet) is observed even at relatively longer hawling distance.
Further ndings / Conclusions / supporting data
Use of Zycosoi resuted in faster working, good nishing & gossy water repeent surface. Further information / Copy of report can be obtained fm
M/s Zydex Industries, 25-A, Gandhi Oi Mi Compound, Gorwa, Vadodara, Gujarat, Mbi : 9687607350 ph :0265-2290322, Fx : 0265-2290332, e-mi ID:
[email protected]
4.
Resource Mapping of Road Construction Materials in Kerala - Thiruvananthapuram District
Fuh Fidigs/Conclusions/Supporting Data In the case of coarse aggregate, most of the samples
tested have desirabe vaues of Specic Gravity, Water absorption, Buk density and Aggregate Impact Vaue. As regards to the shape of the coarse aggregates, higher values is obtained for the combined index for majority of samples showing their unsuitability for construction
purpose when compared with the present MORTH specications. This cas for a thought on the need for revision of the current specication of combined index vaues. The properties of the ne aggregate ies within the vaues stipuated for construction. For few of the aggregates, some of the engineering properties are beyond the desired limits and hence their suitability to various types of construction works is assessed. rcmmdis f fuh Wk Similar work can be done for other districts within the state and within the country so that suitability of the resources and their locations can be determined. This research work can be extended and stepped to more resources and their locations so that the use of locally available materials can be enhanced and a database can be created on their performance and cost effectiveness for adoption in road construction in a big way. Research can also be extended to investigate the possible effects of shape of the aggregates on other aggregate properties. Reports/Publications • •
Interim Report A paper entitled “ A Comparative Study on the Characteristic Properties of the Coarse Aggregates Available in Southern Kerala” ;by Saini P N and
B G Sreedevi was presented as a Contest Paper for Young Scientist Award in 24th Keraa Science Congress hed at Kottayam on 29th of January 2012
D f S: April 2010 Date of Completion: On-going
and the paper got published in the proceedings. National Transportation Planning and Research Centre (NATPAC) – R ps Sus d pgss Sus : On-going A comprehensive database with quantum and quality of the resources available along with their engineering properties and suitability to various construction activities are prepared. A detailed database regarding the resource locations distributed within the district is prepared with attribute data containing the physical and engineering properties of the resources, geo coordinates, photos and bitmaps showing the accessibility of resource locations. Similar work is being done for other districts in Keraa.
Further information/Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 5.
Sudy h Us f Ws psic f rd Csuci i Ub as D f S: April 2009 Date of Completion: On-going National Transportation Planning and Research Centre (NATPAC) – R
ROAD RESEARCH IN INDIA 2011-12
15
ps Sus d pgss
Fuh Fidigs / Conclusions/Supporting Data
Marsha Mix design of Bituminous Concrete, Semi Dense Bituminous Concrete and Dense Bituminous Macadam using ordinary aggregate and waste pastic
The carefu study of the ed data coected during the periodic observations indicated that the deection, the
coated aggregate is done and the results are compared.
Dry mixing is adopted for prepration of modied mix. Test stretches are resurfaced using modied mix with pastic coated aggregates and control section using ordinary
aggregates. Periodica evauation of the test stretches is done. Both functiona and structura evauation is done. Condition survey, roughness, skid resistance and texture depth studies were done and the results
are compared. More demonstration stretches are aid in coaboration with oca bodies using modied mix with waste plastic coated aggregates. Status: On-going Further Findings/ Supporting Data It was found from the studies that the optimum binder
content gets reduced by using modied mix in a types resulting in savings in bitumen. The stability increases
by 1.2 times for DBM and 1.5 times for BC and SDBC. Aggregates coated with plastic waste showed zero
stripping even after 72 hours of soaking. Roads aid with modied mix showed deayed distress.
total distress and the serviceability index over a period of time are minimal in Geotextile test sections as compared to the control panel. Since all the above parameters are measure of the performance and structural capacity of road pavement, the results clearly indicate that the inclusion of a Geotextile can improve the performance of the road pavement possibly due to its ability to reinforce and strengthen the pavement and to control the degradation of structural behavior of pavement as compared to pavement without Geotextile. Report / Publications
Fina Report submitted to Govt. of Gujarat vide GERI ofce etter No. JD(R)/PB/12/ ‘ of 2011. Dt. : 07 : 01 : 2011 Further information / copy of report can be obtained fm
Road Research Division-1, Gujarat Engineering Research Institute (GERI), Race course, Vadodara390007, ph : 0265 2313413-14-15 Fx : 0265 2313416, e-mi ID:
[email protected] 7.
Reports/ Publications
D f S : June, 2007
Fina Report submitted to Chief Engineer (loca Sef Govt Dept) Further information/Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678, Fx: 0471-2543677, e-mi ID:
[email protected] 6.
Study to Prevent Reecting Cracks on Bituminous Overlay over Cracked Concrete Pavement using Geotextile D f s: May 1999 Date of completion: January 2011
“Asphaltoseal” (Asphalt to Seal Mastic Pad)
Tiki Tar Industries (Baroda) Limited (R, C). Mhdgy i.
The surface must be completely free of dust, oil, protruding nibs, nails etc.
ii.
A coat of Tiki Primer is to be applied at 200-300 g/m 2 (Primer is to be mixed with water in 1:1 ratio) and must be allowed to dry completely.
iii.
ASPHAlTOSEAl ros are lined up and spread near to the area to which they are to be xed with overlapping by minimum 50 cm. ASPHAlTOSEAl is then to be rolled back without changing its orientation.
iv.
Unroll half of ASPHAlTOSEAl and heat underside evenly and sufciently to cause surface melting. Proper care should be taken that heated roll is pressed simultaneously and impression of the concrete deck be reected irrespective of unevenness.
Sus : Competed
v.
Side overlap of each roll should be sealed properly, also, end overlap joints.
Year of Last Report: 2009-10
vi.
No
Gujarat Engineering Research Institute (GERI), Vadodara Present status and progress
pgss : Competed
tack
coat
ASPHAlTOSEAl.
is
required
above
GENERAl REPORT ON
16
vii. AC / BC / DBM may be laid with Wheeled Pavers. viii.
Overlay may be laid immediately on installation of
ASPHAlTOSEAl. No curing period is required. ix.
Proper protection of aid ASPHAlTOSEAl from damage is to be ensured in the event of delay of
AC / BC / DBM overay. x.
Trafc shoud not be aowed before aying overay on ASPHAlTOSEAl.
ps Sus d pgss Sus: •
ASPHAlTOSEAl has been renewed accreditation by IRC, New Dehi, vide their communication IRC24(12)/2008(ACC20) dated 22.03.2012 for a period up to 22.03.2014.
•
The Highway Research Board / NHAI has advised the reevant Committees (a Ofcers and Empoyees of HQ / ZO / ROs / PIUs / CMUs / Site Ofces ) of IRC for continuing consideration
prevents water migration beow. ASPHAlTOSEAl is
manufactured to stringent quaity standards (ASTM D 622), and is deivered ready to appy by thermofusion. Another
Signicance and utilization potential
ASPHAlTOSEAl is a bitumen pad consisting of a high strength, heat resistance with reinforcement in APP Modied Asphat. The ro is suppied in thickness of 3 mm.
ASPHAlTOSEAl bitumen pad has been specicay designed to waterproof concrete structures that
utiize and Asphatic Concrete Wearing Surface such as on Bridges, overpasses and parking decks. ASPHAlTOSEAl bitumen pad protects the concrete structure from the corrosive affects of decicing salts.
ASPHAlTOSEAl bitumen pad has been uniquey formulated to perform under the most demanding conditions. The mesh strengthens and reinforces the system. The mesh and rubberized asphalt interact to
form a tough pad that remains exibe through a wide
advantage
is
the
ability
of
over active cracks, less than 6 mm in width without any tapping of the crack or special preparation.
ASPHAlTOSEAl wi withstand foot trafc and ight construction trafc immediatey after instaation. Paving can commence as soon as ASPHAlTOSEAl is aid. Further information/Copy of the report can be bid fm
Mr. Hardik Shah, Director, Tiki Tar Industries (Baroda) limited, 8th Foor, Neptune Tower, Productivity Road, Vadodara-390 007, Mbi (0) 93201 11042, ph (022) 41266664, Fx (022) 25667830, e-mi ID:
[email protected] 8.
Use of Laterite Stone in the Road Construction D f S : April 2011 Date of Completion (Targeted): December 2014
/ recommendation of the usage of this accredited new material / technique in the on-going projects within the existing contract conditions. Year of Last Report : October 2012
unique
ASPHAlTOSEAl to sef-sea. The pad can be appied
Maharashtra Engineering Research Institute (M.E.R.I), Nashik-422 004 Scope and objectives
Use of ocay avaiabe materia i.e., laterite stone B.B.M in road construction to minimize the cost of construction. Mhdgy
Experiment of using aterite stone in pace of trap besat stone in B.B.M is carried out in Ratnagiri District of Maharashtra, on One test track having W.B.M. Surface (Kapadgoan-ODR-95 to Joshiwadi, V.R.-100, km 2/850 to 3/350) and Second test track having B.T. surface (Phansawae Bhoke Masebao V.R.-8, km. 0/00 to 0/500) in Apri 2011. Premansoon & postmansoon observations o these test tracks will be taken for next three years till Nov, 2014. Further information / Copy of report can be obtained fm
range of temperature and substrate movements. The tacky rubberized asphalt assures quick adhesion to
The Research Ofcer, Highway Research Division No.1,
the concrete deck. Asphatic concrete wi ow into
Dindori Road, Nashik-422004, ph: 0253-2530956 Fx: 0253-2530764, e-mi ID: mahamargmeri@ gmail.com
the mesh when the asphalt mix is compacted on laid asphalt at the minimum temperature of 135 o C
(275oF). The asphat does not require any protection system when applied under asphalt wearing course.
ASPHAlTOSEAl bitumen pad provides good bonding and a homogeneous waterproof layer between the Concrete Deck and the asphaltic concrete overlay.
Fu adhesion of the Mastic Pad to the concrete deck
Maharashtra Engineering Research Institute (M.E.R.I),
9.
Use of Waste Plastic in Construction of Roads. D f s: June-2010 Date of completion (Targeted): December2013
ROAD RESEARCH IN INDIA 2011-12 Gujarat Engineering Research Institute (GERI), Vadodara
Concrete in Road Construction; Bharthana- Bharthali road Tal.-Karjan, Dist.-Vadodara D f S: March-2010 Date of Completion (Targeted): June-2012
Scope and Objective
(i)
To nd improvement in Quaity, serviceabiity & life of road constructed using waste plastic.
(ii)
Gujarat Engineering Research Institute, Race Course Vadodara
To nd out improvement in quaity of bitumen by adding waste plastic.
(iii)
17
ps Sus d pgss
To nd the way of scientic disposa of pastic waste, especially the low end type with value addition.
Mhdgy
Sus: Ongoing Year of Last Report: Year 2012 pgss: Under evauation.
An experimental stretch using waste plastic of
500 m. ength in km 7/900 to 8/400 and a contro pane (i.e. without using waste pastic) of 500 m. ength in km. 7/400 to 7/900 were aid in June-2010 on Surat – Dandi road, Gujarat. The plastic waste was added 5 Per cent by weight of bitumen to hot aggregate by replacing the same weight of bitumen. The tests like
Further Findings/Conclusions/Supporting Data Second post monsoon intermediate brief report as given below: Second post monsoon intermediate brief report
BBD test, Distress measurement and Riding Quaity of surface are being carried out under Pre & post monsoon
lci:
observations under performance study of the road.
700 m road of Bharthana-Bharthai Ta. – Karjan. Dist.Vadodara. The break up treatment on stretch alongwith
Interim Conclusions/ Supporting Data
status of road after second post monsoon Year 2011
It can be drawn after signicant data of observations
limiis f Ccusis Iim Ccusis
collected during performance study.
Concusive report coud be generated after third Further information / copy of report can be obtained fm
Road Research Division-1, Gujarat Engineering Research Institute (GERI), Race Course, Vadodara390007, ph : 0265 2313413-14-15 Fx : 0265 2313416, e-mi ID:
[email protected] 10.
successful monsoon. Further information/Copy of report can be obtained fm
Gujarat Engineering Research Institute, Racecourse Vadodara, ph: 0265-2313412, Fx: 0265-2313416 e-mi ID: rorrd12006@rediffmai.com
Zycosoil Nanotechnology Multilayer Waterproong Treatment of Soil & Asphalt
Sci A
Chig 1520 to 1770
lgh, m 250
Widh, m 3.75
B
1770 to 1920
150
3.75
C
1920 to 2130
210
3.75
D
2130 to 2220
90
3.75
Dis Untreated section
obsvis Part section damaged after rst monsoon was patched. After second monsoon patch work again damaged with cracks and depressions. Cracks, depression aso observed in other length in the section Soil subgrade multilayer Sma pot hoes observed on BT surface. treatment with Zycosoi Zycosoi treatment in The wearing surface is observed without potholes Soil subgrade, prime or cracks, however surface smoothness has coat, tack coat and hot been affected. bitumen mixes
Zycosoi mixed in In this section no potholes or no cracks, Bitumen at pant site for no depression observed, however surface wearing course smoothness has been affected. (carpet and seacoat)
GENERAl REPORT ON
18
2. rIGID paVeMentS SUMMarY In this section longitudinal cracking of concrete pavements on National Highways, utilization of foundry sand as
ne aggregates in concrete road construction, use of CaSO4 derived from tannery eshings in cement formuation has been discussed. Fu depth ongitudina cracking has ed to the premature structura faiure of rigid pavements on many Nationa Highways. An investigation into the possibe reasons of such cracks is reported. Foundry sand, a waste of foundry industries, is being investigated for its possibe use as a partia repacement of ne aggregate in cement concrete road construction.
SalIent poIntS For DISCUSSIon 1.
longitudina cracking of concrete pavements on NH
2.
Utiization of waste foundry sand in cement concrete
3.
Utiization of ennary eshing CaSO4 in cement formulation
ROAD RESEARCH IN INDIA 2011-12 a.
proJeCtS reporteD For tHe FIrSt tIMe
1.
Investigation of Causes of Longitudinal Cracking in Concrete Pavements on National Highways
D f S : August 2012 Date of completion : August 2014
D f S : June 2012 Date of completion : March 2013
CSIR – Centra Road Research Institute, New Dehi-110 025 (R)
CSIR – Central Road Research Institute, New Delhi-110 025 (R)
2.
19
Utili zationofWasteFoundrySandinPavement Quality Concrete and Dry Lean Concrete
Scope & Objective
Foundry sand is a waste of foundry industries. The
Scope & Objective
objectives of the study are:
Concrete pavements at many ocations have been constructed in the ast 8-10 years under NHDP.
I.
To evaluate the engineering properties of foundry sand
These concrete pavements have been designed and constructed for the design life of 25-30 years. The structural failure at some of these concrete highways,
II.
To evauate the properties of Pavement Quaity Concrete (PQC) and Dry lean Concrete (DlC)
for exampes Indore By-pass, Kanpur-Aahabad, Baasore-Orissa, Chittorgarh – Mangawar, have occurred because of full depth longitudinal cracking. A thorough investigation of causes of longitudinal cracking is urgently required to help built better concrete roads in future. The objective of the project is to carry out detailed investigation and possible ways of avoidance of such cracking. Mhdgy The investigation will be carried out by taking concrete cores over the longitudinal joints and cracks to measure the in-situ strength of concrete, to measure the depth of saw cut and crack. Surface strain gauges will be used to measure dynamic strain induced at the top of concrete
sabs under trafc oads. Axe oad survey and trafc survey will be conducted and the data will be utilized for stress – strain analysis. Signicance/ utilization Potential
Premature faiure, as has happened at the ocation of the proposed project, of concrete pavements which are expected to provide long lasting durable roads, is a major concern for the development of such
mixtures prepared with foundry sand as partial replacement of natural sand.
III.
To deveop the methodoogy of possibe benecia use of foundry sand in PQC and DlC mixes for road construction.
Mhdgy
Foundry sand wi be coected from meta casting industries. Engineering properties ike gradation, neness moduus, water absorption, specic gravity, strength etc. of all the materials including foundry sand
wi be tested in the aboratory. Contro concrete mixes for PQC and DlC wi be designed for two-three different water –cement ratios using natural sand/crushed stone
dust as ne aggregate. Different amounts of foundry sand then wi be used as partia repacement of ne aggregate used in the control mixes. Samples will be prepared in the laboratory with different contents of foundry sand at all the water-cement ration. Samples will be tested for various properties of concrete like
compressive and exura strength, drying shrinkage, abrasion resistance etc. Based upon the anaysis of test results, the feasibility and extent of using foundry sand in concrete will be determined.
pavements in the country. The ndings of the project
Signicance/ utilization Potential
will help the agencies involved in the development of highways especially that of concrete to take care in future construction of such pavements that will not fail prematurely.
The study will lead to possible innovative utilization of foundry sand in construction of concrete roads apart
Further information/ Copy of report can be obtained fm
The Director, CSIR- Centra Road Research Institute, Mathura Road, New Dehi-110025, Mbi: +919841293435, ph: 011-26848917, Fx: 01126845943, -mi ID:
[email protected] , binod.crri@ nic.in
from its present use in and appication. The use of waste foundry sand, if could be feasible, will not only provide for its better utilization but also will help in conserving the precious natural resource of natural sand. Further information/ Copy of report can be obtained fm
The Director, CSIR- Centra Road Research Institute, Mathura Road, New Dehi-110025,
GENERAl REPORT ON
20
Mbi: +919841293435, ph: 011-26848917, Fx: 011-26845943, -mi ID:
[email protected] , binod.
[email protected] 3
CaSO4 (Gypsum) in Cement Formuation (Binary/Ternary cementitious Mix)
•
Severa tria and error Mix design wi be formulated using blended cement.
Council of Scientic and Industrial Research (CSIR), New Delhi (S)
Signicance/ utilization Potential
II.
CSIR- Central Road Research Institute, New Delhi (R,I)
III.
CSIR – Central Leather Research Institute, Chennai (C,I)
Analysis of test results and submission of research report.
The total hide/skin available in India is about 1359085 ton/annum. This requires about 203860 ton of Ca(OH) 2 for liming and re-liming process, out of which about 374660 tons of CaSO4 could be generated by neutralization process in order to avoid the discharge
of an akai into the efuent. By savaging this inorganic compound, binary or ternary blend could be formulated to develop a new cementitious binder for road/ building application. Limitations of Conclusions/ further proposed work Apart from utilizing waste for social, economic and
Coection and neutraization of imed tannery eshing.
environmenta benet, the foowing outputs are
Formuation of cementitious mix using CaSO 4, an inorganic derivative of imed eshing.
i.
Pubication
ii.
Process/ Product deveopment
The soid waste (CaSO4 derived from limed eshing) coud be used as ingredients in road/
iii.
And/ or patent
building application.
Reports/ Publications
Evauation of the formuated cementitious product (Concrete) for its durabiity and ong asting characteristics by conducting performance related test.
Mhdgy
I.
•
I.
main objective includes:
•
Design of Mixes:
III.
formuation of road construction materias (road). The
•
Feshing – for protein product preparation
D f s: Juy 2012 Date of Completion (Targeted): March 2017
The scope and objective of the project focuses on the utilization of tannery solid waste as an ingredient in the
•
II.
CaSo4 - Derived from Tannery Fleshing- for Usein Cement Formulation (Binary/Ternary Cementitious Mix)
Scope and Objectives
•
•
Coection and processing of imed eshings and neutraization of ime to recover water, CaSO4 and the eshing. •
CaSO4 – for cementitious binder formulation
•
Water – for reuse
expected in this project.
Zero Emission Research Initiative for Soid Wastes (for eather sector) ZERIS Further information/ Copy of report can be obtained fm
The Director, CSIR- Centra Road Research Institute, New Delhi – 110025, addss: Mathura Road, New Delhi-110025, Mbi: +919841293435, ph: 01126848917, Fx: 011-26845943, -mi ID: director.
[email protected], directorcri@gmai.com, kamarajcrri@ gmail.com
ROAD RESEARCH IN INDIA 2011-12
21
3. paVeMent eValUatIon anD perForManCe a. paVeMent eValUatIon SUMMarY Research work reported in this area includes projects on structural and functional evaluation of pavements and premature distress/ failure investigations for pavements. On-going projects include development of management system
for maintenance panning and budgeting of high speed road corridors (supra institutiona project); deveopment of national document/ guideline on the use of weigh-in-motion system for axle load monitoring.
Projects reported for the rst time incude evauation of NDMC roads / anes for needed strengthening and remedia measures; road inventorisation and pavement condition survey on the seected road stretches using vehice mounted digita video imaging system integrated with GPS; functiona and structura evauations of DND yway and Mayur Vihar link Road towards determining the maintenance and strengthening requirements. The use of GIS and GPS for the development of a pavement management system is being explored for Tiruchirappalli city.
SalIent poIntS For DISCUSSIon 1. Use of Weigh-In-Motion (WIM) system for monitoring of axe oads 2. Vehicle mounted digital video imaging system 3. Use of laterite stone for road aggregates 4. Road user cost models
GENERAl REPORT ON
22 a.
proJeCtS reporteD For tHe FIrSt tIMe
limiions limii ons of Conclusions/ further proposed work
1.
Evaluation Evaluati onof ofNDMC NDMCR Roads oads/ /Lane Lanesf sfor orNeede Needed d Strengthening and Remedial Measures
i.
D f S: September 2011 Date of Completion (Targeted): August 2012 I. II.
Scope and Objectives To evaluate the present condition of twenty two
numbers of roads scattered in NDMC area (Division-V) and to recommend the needed remedial / resurfacing treatments. Mhdgy
Fied investigations and and aboratory evauation were undertaken to recommend the needed remedial / resurfacing treatments for the improvement of roads
under study in NDMC area. Scope of work incuded the following: •
Assessment of pavement surface condition of all
the roads by visua inspection to nd out the extent and severity of variousdistress types developed. •
on few selected roads and not on entire network covering all types of homogeneous sections.
ii.
Cassied trafc voume count was conducted on four selected roads only for 16 hours since there
was not signicant trafc on other roads / anes
CSIR- Central Road Research Institute (CRRI), New Delhi (R, I) M/s New Delhi Municipal Council (NDMC) – Division V (S)
Benkeman Beam deections were done ony
during night hours. Reports/Publications
Report on “Evauation of NDMC Roads / lanes for Needed Strengthening and Remedia Measures” Further information /Copy of the report can be bid fm
The Director, Centra Road Research Institute, Mathura Road, New Delhi, ph: 011- 26313569, Fx Fx:: 01126313569, e-mi ID:
[email protected] 2.
Road Inventorisa Inventorisation tion and Pavement Condition Survey on the Selected Road Stretches using Vehicle Mounted Digital Video Imaging System Integrated with GPS D f S: February 2012 Date of Completion: September 2012 I .
Central Road Research Institute (CRRI), New Delhi (R, I)
II.
M/s RITES Limited (S)
Pavement surfae roughness measurement by Roughometer-III.
•
Benkeman Beam deection measurements, as per IRC:81-1997.
Scope and Objectives
•
Cassied trafc voume counts at few seected
This was taken up at the request of M/s RITES limited,
roads.
for road inventory and pavement condition survey under Road Safety Audit project activity of NHAI for a total length of about 1238 km covering eight national highways.
•
Test Pits observations.
•
laboratory evauationof subgrade soi retrieved through test pits dug upto thesubgrade level layer.
•
Analyses of data / results to make recommendations on resurfacings / needed remedial measures.
Interim Conclusions/Conclusions/Supporting Data
Study reveas that Dense Bituminous Macadam (DBM), as a structural layer, is not required on any of the roads under evaluation because all the colony roads and connecting roads are found to be structurally adequate.
Mhdgy Two equipments namely Automated Road Survey
System (ARSS) and Network Survey Vehice (NSV) have been used for Road Inventory and Pavement Condition Survey. The ed work for coection of road inventory and pavement condition data was started in
the month of February 2012. The project report incudes data on road inventory and pavement condition as per
correction course only on certain stretches mainly
the Road Information System (RIS) format of Nationa Highways Authority of India. Information on GPS
(i) to reduce high distresses and roughness eves of the existing pavement surface and, (ii) to correct / improve proe of the existing roads.
coordinates, average survey vehicle speed, travel time based on survey vehicle speed has been worked out for both Up and Down directions of travel.
However, DBM may perhaps be required as proe
ROAD RESEARCH IN INDIA 2011-12
23
Interim Conclusions/ Supporting Data
and axle load surveys and roughness measurements
Information on road inventory and condition data of
using Automated Road Survey System. Based on the data anayses and ndings, recommendations on
the project highways coected using Vehice Mounted Digita Video System Integrated with GPS was given to RITES. Limitations of Conclusions/ further proposed work
Nationa Highways Authority of India (NHAI) initiated Road Safety Audit of National Highways which is being widened from two to four lanes and four lanes to six lanes etc. Information on road inventory and condition data of the project highways collected using Vehicle
Mounted Digita Video System Integrated with GPS was given to RITES. Reports/Publications
Report on “Road Inventorisation and Pavement Condition Survey on the Seected Road Stretches using Vehicle mounted Digital Video Imaging System
Integrated with GPS” Further information /Copy of the report can be bid fm addss: The Director, Centra Road Research Institute, Mathura Road, New Dehi, ph: 01126313569, Fx Fx:: 011- 26313569, e-mi ID: director.
[email protected] 3.
maintenance and strengthening requirements required
for improvement of DND Fyway, Mayur Vihar link Road and Delhi Side and Noida Side Ramps were suggested. Interim Conclusions/ Supporting Data Recommendations on maintenance and strengthening requirements. Reports/ Publications
Report on “Functiona and Structura Evauations of DND Fyway and Mayur Vihar link Road towards Determining the Maintenance and Strengthening Requirements” Further information /Copy of the report can be bid fm addss: The Director, Centra Road Research Institute, Mathura Road, New Dehi, ph: 01126313569, Fx Fx:: 011- 26313569, e-mi ID: director.
[email protected] B.
on–GoInG/ CoMpleteD proJeCtS
1.
Development of Management System for Maintenance Planning and Budgeting of High Speed Road Corridors (Supra Institutional Project)
Functional and Structural Evaluations of DND Fly lyw way an and d May ayu ur Viha har r Link Road towards Determining h Mic d Sghig rquims
D f S: Apri 2007 Date of Completion: December 2013
Maintenance and strengthening requirements, Structura evauation, Benkeman Beam Deection Kywds:
D f S: May 2011 Date of Completion: March 2012 I. II.
Central Road Research Institute (CRRI), New Delhi (R, I) M/s Noida Toll Bridge Company Limited (NTBCL), Noida (S)
I.
Central Road Research Institute (CRRI), New Delhi (R, I)
II.
Council of Scientic and Industrial Research (CSIR), New Delhi (S)
ps Sus d pgss Sus: On-going Year of of Last Report: Report: 2011
Scope and Objectives
pgss:
Structura and functiona evauation of DND Fyway and Mayur Vihar link Road towards determining the
i. Pavement Related Aspects
maintenance and strengthening requirements. Mhdgy
•
established. •
2nd series of performance observations on identied test sections completed.
•
Axle load survey using Weigh-in-Motion (WIM) system is in progress.
Fied investigation undertaken for DND Fyway incuded assessment of pavement surface condition, pavement
deections using Benkeman Beam, trafc voume
Data Management and Information System (DMIS)
GENERAl REPORT ON
24 •
Caibration of HDM-4 Pavement Deterioration Modes is in progress
ii. Landslide Related Aspects
Based
on
geoogica,
geomorphoogica
Bridge Maintenance and Management System (BMMS) has been developed.
and
geotechnical studies undertaken on all the critical /
identied ocations on NH-39 in Nagaand and MumbaiPune Expressway, remedia measures have been designed and implementation of the same has been
competed in a the identied ocations. iii. Road User Cost Related Aspects
Road User Cost Modes aong with software for the same has been developed.
iv. Bridge Related Aspects
Further information /Copy of the report can be bid fm
The Director, CSIR-Centra Road Research Institute, Mathura Road, New Dehi - 110025, ph: 01126313569, Fx Fx:: 011- 26313569, e-mi ID: director.
[email protected]
ROAD RESEARCH IN INDIA 2011-12
25
B. paVeMent perForManCe SUMMarY This sub-section on pavement performance covers projects related to laboratory characterization of materials/
mixes and design of Stone Matrix Asphat (SMA), Microsurfacing and Hot Asphat Mixes using waste pastic; construction supervision and quaity checking during execution of road sections aid with Stone Matrix Asphat (SMA), Microsurfacing and Waste Pastic Modied Hot Mix Asphat and time series Periodic Performance Monitoring of road sections aid with SMA, Microsurfacing and Waste Pastic Modied Hot Mix Asphat and nay renement / revision of present Codes of Practice viz. IRC: SP: 79-2008 for SMA, IRC: SP: 81-2008 for Microsurfacing and Deveopment of Specications for Waste Pastic Modied Hot Mix Asphat On-going projects reported include application of Rhinophalt preservative for studying / evaluating its performance
on three to roads in Rajasthan and Gujarat states; and design, construction and performance evauation of new materias and mixes towards deveopment and upgradation of standards / specications.
SalIent poIntS For DISCUSSIon 1. Fatigue behaviour of exibe pavements 2. Coir geo-textie reinforcement for subgrade soi 3. Use of waste pastic in road construction 4. Use of rhinophat preservative for bituminous construction
GENERAl REPORT ON
26 a.
proJeCtS reporteD For tHe FIrSt tIMe
1.
Study on the Performance Developed Under KSTP
of Highways
D f S: April 2011 Date of Completion (Targeted) : March 2014
Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 2.
D f S: 2011 Date of Completion (Target): 2013
National Transportation Planning and Research Centre (R) Scope and Objectives
Evauation of structura and functiona performance of the study road pavements, conduct trafc studies and assess the trafc characteristics and its effects. Assessment of socio-economic impacts of the highway development project and a broad assessment of the capacity and level of service of the developed highways.
evaluation of the pavements by roughness surveys
using fth whee Bump Integrator. Detailed surface condition Surveys will be carried out to investigate the occurrence of cracks, ravelling, potholes,
rutting, corrugation, edge break etc. Measurement Skid resistance and Texture Depth studies using Sand Patch Method, Axe oad studies and Capacity Anaysis. Iim Ccusis
Technology,
II.
Coir Board, Ministry of MSME, Government of India (S)
The most common reason of pavement failures is because of the presence of weak subgrade.
•
To improve the strength of the subgrade by using natural friendly and easily available material coir.
•
To increase the life of the low volume rural roads and make a better connectivity to villages for long time with in the economic consideration.
Objectives: •
To review the use of coir geotextiles in Rural
road (Other district roads and viage roads) construction. •
To investigate the physical and chemical properties of weak subgrade soils in Tamilnadu.
•
To formulate innovative design procedure for rural roads by incorporating coir geotextile layer.
•
To study the short and long term pavement performance studies on these roads.
•
To develop human resources by training engineering students and road engineers.
•
To disseminate the knowledge through workshops and training programmes.
Signicance/ Utilisation Potential A critical evaluation of the highway development projects will contribute constructively towards the
of
•
Pavement evauation data coected so far supports that improved sections of the developed highway has better structural and functional performance when compared with unimproved sections.
National Institute Tiruchirappalli (R, I)
Scope:
evaluation of the pavements including Inventory studies
(width, camber etc.), data coection on pavement history, Deection measurement using Benkeman Beam, (Benkeman Beam Deection technique wi be used for the structura evauation of exibe pavements as per the specications of IRC: 81-1997), functiona
I.
Scope and Objectives
Mhdgy
Coection of baseine data, trafc studies, structura
Pavement Performance Studies on Coir Geo- textile Reinforced Rural Roads in Tamilnadu
Mhdgy
highway deveopment process of the state. Moreover
•
this will help in making a comprehensive database on structural and functional performance of the upcoming highways which may help in formulation of deterioration models.
Review of literature related to coir geotextile reinforcement.
•
Seection of about 50 Km rura roads passing
Further information/Copy of report can be obtained fm
•
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O.,
•
through week/soft subgrade soil with the help of rural development department/local body.
Identication of physica and chemica properties of subgrade and pavement materials. Design of pavement incorporating coir geotextile layer.
ROAD RESEARCH IN INDIA 2011-12 •
Selection and laboratory testing of coir geotextiles.
•
Construction of roadway by the impementing
•
To collect pavement condition data during various seasons using different equipments and methods.
•
To develop pavement performance prediction models for urban roads.
•
To prioritize urban road network for routine maintenance, resurfacing and rehabilitation under budget constraints.
Documentation of the experience in the construction of low cost rural roads coir geotextiles and performance studies of these roads.
•
To develop a decision support system for optimal
Organizing workshop/seminar for the dissemination of expertise to the roads engineers jointly by the coir board and National Institute of Technology, Tirchirappalli.
Mhdgy
agency under the guidance and supervision of coir board and National Institute of Technology, Tiruchirappalli. •
Monitoring the performance of pavement by National Institute of Technology, Tiruchirappalli.
•
•
27
Further information/Copy of the report can be bid fm addss: Dr. Samson Mathew, Professor, Dept. of
Civi Engineering, Nationa Institute of Technoogy, Tiruchirappalli, Tamilnadu – 620 015, 04312503160 -mi ID:
[email protected]
ph:
maintenance of urban roads in varying trafc conditions.
•
Deveopment of a GIS/GPS based digita road network map for Tiruchirappalli city.
•
Coection of pavement condition (both functiona and structura) and trafc data.
•
Estimation of Pavement Condition Index.
•
Deveopment of Pavement Deterioration Modes.
•
Identication of appropriate maintenance and rehabilitation strategies depending on pavement
condition (both functiona and structura) and trafc 3.
Urban Pavement Maintenance Management System for Tiruchirappalli City D f S: 2011 Date of Completion (Targeted): 2013 I.
National Institute Tiruchirappalli (R, I)
of
data. • •
Ministry of Urban Development (S)
II.
Indian Institute of Technology Madras (C)
Scope and Objectives
•
•
various
maintenance
Quantication
of
penaties
due
to
deayed
Ccusis •
An urban road network in Tiruchirappai City containing 19 roads of 15.250 km was analyzed to highlight the pavement condition of 25 m sections of each road.
•
To ensure an equitable distribution of funds over the country or locality and to enable priorities of allocations to determined in a rational way when available funds are inadequate.
•
Roughness details of the road sections were collected for three seasons. It was observed that the IRI value on the roads varied from 2.5 m/km to 5.5 m/km.
•
The progression of various distresses with and without maintenance works was studied.
•
For majority of the road sections, 25 mm SDBC
To authorize and schedule work.
•
To provide a system of monitoring the efciency To provide comfort, convenience and safety to the road users and minimize the total cost of maintenance measures and road used cost.
Scope: To explore the use of GIS and GPS for the
deveopment of a PMMS.
Pavement Condition was studied for four seasons during pre-monsoon and post- monsoon in each half year.
and effectiveness of maintenance works.
•
of
To provides the means of developing annual work programs, resource requirements and budgets.
•
•
anaysis
maintenance.
Objectives: •
Economic strategies.
Technology,
II.
Assessing the impact of different maintenance strategies on the performance of pavement.
overlay at an earlier stage was found to be the
optimum soution over 40 mm BM at a ater stage. •
In HDM – 4, budget aocation for a specic year on road maintenance to a particular road section was done based on maximum budget utilization technique.
GENERAl REPORT ON
28
D f S: Juy 2010 D f Cmpletion (Targeted): December 2013
Fuh if mation/Copy of the report can be bid fm
Dr. Samson Mathew, Professor, Dept. of Civi Engineering, Nationa Institute of Technoogy,
I.
Tiruchirappalli, Tamilnadu – 620 015, 04312503160 -mi ID:
[email protected]
Central Road Research Institute (CRRI), New Delhi (R, I)
II.
IL & FS Transportation Network Limited, Ahmedabad (S)
4.
ph:
Performance Evaluation of Coir Geotextiles in Rural Roads of Kerala. D f S: 31 March 2011 Date of Completion (Targeted): 31 March 2014 I.
College of Engineering, Trivandrum (R)
II.
Coir Board through Central Coir Research Institute, Alappuzha (S)
ps Sus d pgss Sus: On-going Year of Last Report: 2011 pgss: As planned, the study is being implemented in three different phases, as described below:
Scope and objectives
i.
Phase-I: Pre-Appication Investigations
The main objective of the project is to increase the
ii.
Phase-II: Post-Appication Investigations
pavement ongevity of roads in rura roads using Coir
iii.
Phase-III: Periodic Performance Monitoring/ Evauation
Geoxtextiles. Mhdgy
Besides monitoring of construction quaity with regard
Construct 25 km stretch coir geotexties reinforced rura
to application of Rhinophalt preservative treatment on trial stretches, pre and post application investigations
roads of kerala and study the performance.
were undertaken to study the efcacy / effectiveness of Rhinophalt preservative on three Toll Roads.
Interim Conclusions/ Supporting Data
4.672 km rura roads constructed by Keraa State Rural Development passing through soft soil have been selected and constructed. The road stretches are 0.620 km in Trivandrum Dist., 1.168 km in kollam
Dist., 2660 km in Patthanamtitta Dist, and 0.222 km in Emakuam Dist, Performance study is yet to be done. Reports / Publications
Performance observations are being undertaken on three selected road sections / stretches on Three Toll Roads in Rajasthan and Gujarat States for a period of three years. The second series of performance observations has been completed. Analyses of data,
based on aboratory evauation and ed investigations, is in progress. Further Findings/ Supporting Data •
Three numbers of reports presented to sponsoring
agency – i.e., Coir Board, Kochi Further information / Copy of report can be obtained fm
Benkeman Beam deection studies have not shown any signicant difference in rate of change in deection vaues in case of contro and tria sections respectively on all the three sections in one year.
•
Distress conditions have not changed signicanty on all the three sections in one year.
Dr.SheeaEvangeine,Principa Investigator&Associate Professor, Coege of Engineering, Trivandrum, Mbi : 9895217551 ph: 0471-2515611, e-mi ID: sheeabaa2000@gmai.com B.
on-GoInG/CoMpleteD proJeCtS
1.
Applications of Rhinophalt Preservative and its Performance Evaluation on Three Toll Roads (Trial Stretches) in Rajasthan and Gujarat States
•
There is very little change in one year in roughness values on the three sections.
•
There is no signicant difference in the rate of oxidation between control and trial sections so far
Further information /Copy of the report can be bid fm
The Director, Centra Road Research Institute, Mathura Road, New Delhi - 25, ph: 011- 26313569, Fx: 011- 26313569, e-mi ID:
[email protected]
ROAD RESEARCH IN INDIA 2011-12 2.
Design, Construction and Performance Evaluation of New Materials and Mixes towards DevelopmentandUpgradationofStandards/ Specications D f S: Juy 2009 Date of Completion (Targeted): October 2015 Central Road Research Institute, New Delhi (R, S, I)
Central Road Research Institute, New Delhi (R, S, I) ps Sus d pgss Sus: On-going Year of Last Report: 2010 pgss •
ps Sus d pgss Sus: On-going
•
/ analysis of 2 nd series of performance data is in progress and third series of periodic observations are being planned to be undertaken in the month of November
/ December 2012. Performance observations being taken for time series data incude (i) Assessment of Pavement Surface Distress by visua observation (ii) Measurement of Pavement surface roughness by using Roughometer-II (iii) Deection measurements by using Benkeman Beam Method and (iv) Trafc voume
of
Weigh-In-Motion
(WIM)
Fied data coection using Weigh-In-Motion (WIM) system on few selected road sites has been completed. Data analyses / processing are in progress.
pgss
various road sections aid with Stone Matrix Asphat (SMA), Hot Mix Asphat mixes using Waste Pastic and Microsurfacing were undertaken during November/ December, 2011. Further work with regard to processing
Procurement completed.
Year of Last Report: 2011
The second series of performance observation on
29
Further information /Copy of the report can be bid fm
The Director, Centra Road Research Institute, Mathura Road, New Delhi - 25, ph: 011- 26313569, Fx: 011- 26313569, e-mi ID:
[email protected] 4.
Zycosoil Nanotechnology Multilayer WaterproongTreatmentofSoilandAsphalt Concrete in Road Construction D f S: March 2010 Date of Completion (Actual): June 2010 Zydex Industries, Vadodara, Gujarat
survey, 24 hours round the clock.
ps Sus d pgss
Further Findings/Conclusions/Supporting Data
Sus: On-going continued long term evaluation
Time series data collected for the two series of observations reveal that pavement surface distress and riding quality of test sections has not changed
signicanty. Further information/Copy of the report can be bid fm
The Director, Centra Road Research Institute, Mathura Road, New Dehi, ph: 011- 26313569, Fx: 011- 26313569, e-mi ID:
[email protected] 3.
Development of National Document/ Guidelines on the Use of Weigh-In-Motion System in India for Axle Load Monitoring Kywds : Weigh-In-Motion, Axe load
Year of Last Report: Year 2011 pgss: Two post monsoon evaluations completed Mhdgy Si bs
Zycosoi (new name Terrasi for soi appication) appied on the compacted soil layers for making waterproofed vapour permeable layer. WBM / Carpet layer
Prime / Tack coat using Zycosoi (new name Terrasi) solution with cationic bitumen emulsion and sprayed on
WBM/ Carpet ayer for improved wetting, penetration, bonding and quick set. Asphalt layer
D f S: 01.10.2009 De of Completion (Targeted): December 2012
Zycosoi added in hot asphat binder @ 0.1 Per cent by weight of binder and mixed thoroughly with circulating
30
GENERAl REPORT ON
pump. The hot modied asphat binder (VG 10) was mixed with heated aggregates in drum mix plant at site. Sci a: (Contro – No waterproong treatment): The depression formed in some area was repaired before
monsoon Year 2011. The cracks and raveing observed
smoothness of surface has been affected with passage of time. Sci D: Only carpet and seal coat is treated: The surface was found good without pot holes or cracks. The smoothness of surface has been affected with passage of time.
on repaired section as well as other part of the section
Year 2012.
limiis f Ccusis
Sci B: (Subgrade waterproong): Bituminous surface was damaged and small pot holes in few places observed.
3rd year post monsoon evaluation is awaited
Sci C: (Waterproong of subgrade and sub-base,
WBM primecoat, tack coat on carpet ayer and antistripping additive on carpet & wearing coat (BUSG between WBM and carpet not treated) : The surface was found good without pot holes or cracks. The
Further information/Copy of report can be obtained fm:
M/s Zydex Industries, 25-A, Gandhi Oi Mi Compound, Gorwa, Vadodara, Gujarat, Mbi : 9687607350 ph :0265-2290322, Fx : 0265-2290332, e-mi ID:
[email protected]
ROAD RESEARCH IN INDIA 2011-12
31
II. GEOTECHNICAL ENGINEERING SUMMarY The projects reported in the Geotechnica Engineering area reate to andside hazard mitigation, Guideines on landside Management on Indian Roads and Highways, Site Stabiisation work, Use of jute geotexties in PMGSY roads to study efcacy of Jute Geotextie (JGT) and utiization of various soid industria wastes in road works. Waste materias have been evauated in the aboratory as we in the ed by constructing experimenta test sections. Performance observations are being taken up. The issues reated with road infrastructure deveopment in disaster prone areas have aso received attention of researchers. Design and construction of roads in submerged/ ood affected areas of Rann of Kutch, Gujarat, formuation of guideines for road construction in such areas have been reported. A project on equipment deveopment for determination of dry density of compacted sois (Non nucear, Non destructive type) has aso been reported. A test section was aid using Jarox, a waste of zinc metaurgica industry. It has been concuded that mixture of jarox and soi can be used for embankment and subgrade construction. Utiization of aterite stone is being investigated for road construction in Ratnagiri District of Maharashtra. Data management and information system, landslide mitigation measures, road user cost models and bridge maintenance and management system has been developed.
Research work has been performed on soi stabiization using commerciay avaiabe materias, use of y ash, copper slag, cinder waste, and phosphogypsum in subgrade and embankment construction. Based on aboratory data, it was found that in case of a the four types of sois as mentioned above, the unconned compressive strength of soi stabilized with 2, 4 and 6% cement gives higher strength as compared to with 2, 4 and 6% commercial stabiliser for
7, 14 and 28 days curing period. The y ash, bottom ash and pond ash sampes can be used in embankment and road Works. The study indicated that 10-15% of ne aggregate can be repaced by super ne sag. The optimum bitumen content was obtained as 4.8% and 5.5% respectivey for DBM and BC mixes. The bituminous sampes with superne copper sag satised the design requirements as per MORTH specications. A combination of waste recycled products and cinder can satisfy density requirements of the materials for the embankment construction. It
was observed that both deection and roughness characteristics of copper sag embankment was comparabe to soi embankment. By providing geo-texties the CBR vaue of weaker sub grades coud be enhanced. Thereby, the pavement layer thickness can be considerably reduced and this facilitates the construction of roads in poor subgrade soil areas. SoiTech MK-III- engineered a SSB layer with much more strength then WMM (a idea base course
with more than 3000 Mpa strength). SoiTech MK-III-economized the project substantiay. The ecoogica contribution of SoiTech MK-III used roads is exceent and over 50% then the conventiona crust reducing man, machine and material consumption.
SalIent poIntS For DISCUSSIon 1. Optimising use of waste materials in road works. 2. Engineering of Structures against Natura and Other Disasters 3. Equipment for in-situ ground characterization 4. Soil stabilizers 5. Jarox and soi mixtures for subgrade and embankment 6. Performance of commerciay avaiabe soi stabiizers
7. Utiization of coa ash, copper sag, phosphogypsum for subgrade and embankment construction
GENERAl REPORT ON
32 a.
proJeCtS reporteD For tHe FIrSt tIMe
1.
DesignofRemedialMeasuresatLukhbirSlide on NH – 31 A
Mbi: 9868858380 ph: 26832173, Fx: 01126845943, e-mi ID: vitta.crri@gmai.com 2.
Kywds: Benching of sopes, seaing of cracks, retaining walls
Kywds: landside Hazard Vulnerability and Risk Assessment,
D f S: Sept. 2010 Date of Completion: March 2012 I.
Border Roads Organisation (S)
II.
CSIR- Central Road Research Institute, New Delhi (R)
Mapping,
D f S: March 2012 Date of Completion (Targeted): Dec. 2012
Scope and Objectives
lukhbir side is ocated at km 26.8 on NH 31- A. This landside is active since 1968. Border Roads
Guidelines for Landslide Management on Indian Roads and Highways
I.
Indian Roads Congress (S)
II.
CSIR- Central Road Research Institute, New Delhi (R)
Scope and Objectives
Organisation sponsored this study undertaken by
The Guideines being prepared by CRRI woud be
CSIR-CRRI for design of suitabe remedia measures.
including following details:
Mhdgy
•
The rocks found at lukhbir side area, are in highy
Case Records of Some Major landsides and Identication of Areas of Concern landside Hazard Mapping, Vunerabiity and Risk
weathered condition. Although these rocks dip away in to the hills from the roadway, at an angle of nearly 40-45°, due to highly weathered conditions they are vulnerable to failure. Sometimes, rocks are found in the form of powder due to excess overburden pressure and ingress of moisture. Rocks here occur in very thin layered form, but seem to be compacted probably again due to the overburden. There are traces of fractures on the weathered rock surface in different directions. The slope has plenty of seepage water which makes the slope vulnerable to failure.
•
Interim Conclusions/Conclusions/Supporting Data
Mhdgy
For stabiising the downhi sope the foowing remedia
These guidelines are being prepared for usage by
measures were designed:
Assessment •
Scientic Investigation of Sopes and landsides
•
landside Instrumentation, Monitoring, Prediction, Forecasting and Eary Warning
•
landside Risk Reduction through Improved Panning, Design and Construction Practices
•
Technoogy
for
landside
Prevention
and
Remediation
State Pubic Works Departments, and other agencies
•
Design of gabion wall on downhill slope
who are responsible for building road infrastructure. The preparation of guideline is in progress. These
•
Design of 15m high cantilever wall on downhill slope
guideines are being prepared by consoidating CRRI experiences over ast six decades, literature review for
•
Design of 10m high cantilever wall with cladding
international and national expertise, interactions with
•
Design of cladding on downhill slope
•
Design of cladding with anchors on downhill slope
chapter of the Guidelines will be Introduction to landslide hazard involving road infrastructure, International and Indian scenario. The other chapters include Terminology
Signicance/ Utilisation Potential The designed remedial measures are proposed to be implemented.
road construction agencies in hi states, etc. The rst
and Cassication of Mass Movements, landside Hazard Mapping, Vunerabiity and Risk Assessment, Scientic Investigation of Sopes and landsides and Design of Remedia Measures.
Further information/Copy of report can be obtained fm
Signicance/ Utilisation Potential
The Head, Geotechnica Engg. Division, CSIR-
The Guideines wi be prepared in the form of Practica Usage Handbook for Road Construction Agencies.
Centra Road Research Institute, New Dehi - 110025,
ROAD RESEARCH IN INDIA 2011-12 Further information/Copy of report can be obtained fm The Head, Geotechnica Engg. Division, CSIR- Centra Road Research Institute, New Delhi - 110025, Mbi: 9868858380 ph: 26832173 Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com 3.
Site Stabilisation for Platform at Diglipur (North Andaman) Kywds: landside Stabiisation, Debris, Hi
33
area and (b) Creation of additional overburden pressure due to dumping of hi cut materias (c) High rainfa and inadequate drainage measures which saturate the landmass Further information/Copy of report can be obtained fm addss: The Head, Geotechnica Engg. Division,
CSIR- Centra Road Research Institute, New Dehi - 110025, Mbi: 9868858380 ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com
Cutting 4. D f S: Feb 2012 Date of Completion (Targeted): Dec. 2012
Geotechnical Study of Jugsalai Cinder Dump Area for Construction Purposes
I.
Military Engineering Services( MES) (S)
Kywds: Cinder dump, SPT,DCPT and Pate load tests
II.
Central Road Research Institute, New Delhi (R)
D f S: March 2011 Date of Completion (Targeted): Dec. 2012
Scope and Objectives
I.
Stabiisation of Hi-Cut Sope at North Andaman Isand (Near Digipur) using appropriate andside remediation
Tata steel limited, Jamshedpur, Jharkhand ( S)
II.
CSIR- Central Road Research Institute, New Delhi (R)
measure Mhdgy
Scope and Objectives
The area under the study fas in the Northern Part of
•
Andaman Islands. Diglipur is the main township of the North Andaman Island, which is about 325 km from
•
Port Bair. Most of the hi ranges in these isands, show a parae trend to each other. The Patform was constructed after cutting two adjoining hillocks. The hilltop is at an elevation of 148m from mean sea level. The terrain is fully covered with dense vegetation. Nearly 3.5 lakhs cubic meters of earth was excavated to create platforms on the hilltop. Debris excavated from
that area was oosey dumped on side sopes. Berms were provided on the slope. These hill cut platforms now face instability problems due to landslides. Heavy rainfall during monsoon contributes to slope stability
probems in this area. The rst andside was observed in one side of the hill cut platform during September 2008.
Presenty another side has occurred in the opposite side of the rst side. MES authorities requested CRRI to investigate and suggest Slope Stabilisation and
other remedia measures. The ed investigations are in progress.
Determining Feasibiity for using cinder dump site for construction purposes Determining the type of foundations to be adopted for structures built on cinder dump
Mhdgy
Cinder is a waste materia of coa burning residue from blast furnaces/ power plants. Slag is another waste material generated as a by-product during the
manufacturing of iron. At Jamshedpur, both cinder and slag have been dumped together in the form of a dump. The slope of the mound is around 450 and the height is varying from 10 m to 45 m. Tata Steel works now intend to use this dump area to build structures and connecting roads on this dump. Sub-soil investigation
was carried out at this dump area and different ed tests viz. SPT, DCPT and Pate oad tests were conducted. Data analysis work is in progress. Interim Conclusions/ Supporting Data The project is presently under progress.
Interim Conclusions/Conclusions/Supporting Data The project is presently under progress.
Further information/Copy of report can be obtained fm
Signicance/ Utilisation Potential
addss: The Head, Geotechnica Engg. Division,
The instability problems have occurred mainly due to
CSIR- Centra Road Research Institute, New Dehi 110025, Mbi: 9868858380, ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com
(a) Highy weathered and soft nature of rocks in the
GENERAl REPORT ON
34 5.
Developmen f n nuc Dsiy Gug for Determination of Dry Density of Compacted lls.
Scope and Objectives •
environmental conditions
Kywds: Density gauge, Fine grained soi,
Penetration resistance
Construction of experimenta test tracks to study performance of Jarox under actua trafc and
•
D f S: January 2010 Date of Completion: Continuing
Pavement performance study of the experimenta test section constructed using Jarox by visua condition survey, deection study by Benkeman beam, roughness observation by dipstick, and auto level observation for the predicting the surface settlement.
CSIR- Central Road Research Institute, New Delhi (R)
Mhdgy
Scope and Objectives •
Design and fabrication of model equipment
•
Devewlopment of calibration charts
•
Modication and deveopment of na mode for ed appications.
Experimenta test tracks were constructed to study behaviour of Jarox waste materia as embankment and subgrade materia under actua trafc and environmenta conditions. Pavement performance study of the experimental test section was evaluated by
visua condition survey, deection study by Benkeman beam, roughness observation by dipstick, and auto level observation for the predicting the surface settlement.
Mhdgy The model is being developed based on the principle that penetration resistance would vary with the variation
in the dry density of compacted s. A ne grained soil has been selected for carrying out laboratory
investigations. Experiments indicated such variations and rst mode equipment has been fabricated.
First set of performance study was carried out on a four sections of the experimental test sections. The
performance of Jarox/Jarox-soi sections woud be compared with that of conventional soil embankment section. Interim Conclusions/Conclusions/Supporting Data 1.
Interim Conclusions/ Supporting Data
Overall
condition
of
the
embankment
test
sections constructed using Jarox waste materia The project is presenty under progress. First mode equipment has been fabricated and calibration charts are being developed for the same.
is comparable to that section constructed with conventional soil. 2.
It was observed that rebound deections vaues of sections with Jarox and mix of jarox:soi materia (0.49 – 0.66 mm) are comparabe to that obtained for conventiona section (0.61 mm).
addss: The Head, Geotechnica Engg. Division,
3.
CSIR- Centra Road Research Institute, New Dehi 110025, Mbi: 9868858380, ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com
The vaues of IRI (m/km) for Jarox and mix of Jarox:soi ( 3.96 – 5.90) are comparabe to conventiona soi ( 5.09) pavement section.
4.
It is concuded that performance of Jarox and mix of jarox:soi embankment and sub grade is
Further information/Copy of report can be obtained fm
6.
Experimental Test Track Construction Using Jarox Waste Material
Jarox waste, Roughness Index (IRI), Deection Kywds:
Internationa
comparable to conventional soil construction. Signicance/ Utilisation Potential
It is concuded that Jarox and mix of jarox:soi can be used in embankment and sub grade construction..
D f S: Nov. 2011 Date of Completion (Targeted): Nov. 2012 I. II.
Hindustan Zinc Ltd., Chanderia, Chittorgarh, Rajasthan (S) Central Road Research Institute, New Delhi (R)
Further information/Copy of report can be obtained fm The Head, Geotechnica Engg. Division, CSIR-
Centra Road Research Institute, New Dehi - 110025, Mbi: 9868858380, ph: 26832173, Fx: 01126845943, e-mi ID: vitta.crri@gmai.com
ROAD RESEARCH IN INDIA 2011-12 7.
Fsibiiy Sudy f pd Cmmci si sbiis Kywds: Soi stabiisation, sit and Cay D f S: Feb. 2011 Date of Completion: March. 2012 CSIR- Central Road Research Institute, New Delhi (R)
Scope and Objectives •
To investigate the efcacy of a commercia soi stabiliser for stabilization of different types of soils used in road construction.
•
To carry out this study on four types of soils -
Coarse grained sois (Badarpur sand and Granuar sub base soi) and ned grained sois (Dehi sit and Cayey soi). Mhdgy
In order to assess the efcacy of Patented commercia Stabiiser via-a-vis Cement (a conventiona soi stabiizer), two types of coarse grained sois (Badarpur sand and Granuar sub base materia) and two types of ne grained sois (Dehi sit and Cayey soi) were stabilized both with cement and commercial soil stabilizer separately. Strength gain was determined in
35
could pass the durability test. In case of clayey soil the samples made with both cement as well as commercial stabiliser could not satisfy the criterion as stipulated
in ASTM D559 and prescribed by IRC: SP:98-2010. However in case of Granular soil it was concluded that
soi sampe stabiized with 2%, 4% and 6% Cement as well as 2%, 4% and 6% commercial stabiliser could pass the durability test. Signicance/ Utilisation Potential
Based on aboratory studies, it was concuded that Delhi silt treated with both 4 and 6% cement as well
as commercia soi stabiizer, Badarpur sand with 6% cement only and granular soil with 2%, 4% and 6% cement as well as commercial soil stabilizer, can be considered for its use for subgrade improvement as well as in sub-base layer of a road pavement. However, before recommending for large scale application, an experimental section be constructed and monitored over a period of time to assess the performance of road. Further information/Copy of report can be obtained fm addss: The Head, Geotechnica Engg. Division,
CSIR- Centra Road Research Institute, New Dehi 110025, Mbi: 9868858380, ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com
terms of Unconned compressive strength and CBR. The durability tests were also conducted to assess the performance of stabilized soils under the wetting and drying cycles which simulate the environment condition
8.
in ed.
Kywds: Fy ash, bottom ash and pond ash, clinker grinders
Interim Conclusions/Conclusions/Supporting Data
D f S: Nov. 2010 Date of Completion (Targeted): Nov. 2011
Based on aboratory data, it was found that in case of all the four types of soils as mentioned above, the
unconned compressive strength of soi stabiized with 2, 4 and 6% cement gives higher strength as compared to with 2, 4 and 6% commercial stabiliser
for 7, 14 and 28 days curing period. The increase in soaked CBR vaue with 2%, 4% and 6% cement and
Feasibility Studies on Vedanta IPP Coal Ash Samples for Road & Embankment Construction
I.
Vedanta Group of Industries (S)
II.
Central Road Research Institute, New Delhi (R) Scope and Objectives
commercial stabiliser was also evaluated. It was found
that CBR vaues increase signicanty with the addition of both cement as we as commercia stabiiser. From
•
To determine the suitability of pond ash for road and embankment construction
•
Characterisation of different types of ash sampes produced at Vedanta Independent Power Pant (IPP’)
6% cement and commercia soi stabiizer, satised durabiity test criteria as stipuated in ASTM D559 and in IRC :SP:98-2010. In case of Badarpur sand sampes stabiized with 2%, 4% Cement and 2%, 4% and 6%
•
Providing suggestions/recommendations regarding
commercial stabiliser failed in durability test. However,
Different types of ash samples produced at Vedanta
durability test, it was concluded that silty soil sample
stabiized with 2% Cement as we as commercia stabiliser failed, indicating necessity for higher dosage of stabiliser. Accordingly, Delhi silt stabilised with 4 and
Badarpur sand sampe stabiized with 6% Cement
their usage in road construction works Mhdgy
Independent Power Pant (IPP’) viz., y ash, bottom
GENERAl REPORT ON
36
ash and pond ash samples were characterised in the laboratory for their physical and engineering properties. On the basis of laboratory data suggestions/ recommendations regarding their usage in road construction works were made.
different bituminous mixes viz. Dense Bituminous
Conclusions/Supporting Data
The study indicated that 10-15% of ne aggregate can be repaced by super ne sag. The optimum bitumen
The y ash, bottom ash and pond ash sampes can be
content was obtained as 4.8% and 5.5% respectively
used in embankment and road Works.
for DBM and BC mixes. The bituminous sampes with superne copper sag satised the design requirements as per MORTH specications.
Signicance/ Utilisation Potential Several road improvement/ widening projects are being taken up in Orissa State. Ash can be used in these road works gainfully and also result in reduction of environment pollution.
Macadam (DBM), Grade 2 and Bituminous Concrete (BC), Grade 2. Interim Conclusions/Conclusions/Supporting Data
Signicance/ Utilisation Potential
It is concuded that super ne copper sag waste materia can be used in embankment and DBM and BC mixes for road construction.
Further information/Copy of report can be obtained fm
Further information/Copy of report can be obtained fm
addss: The Head, Geotechnica Engg. Division,
CSIR-Centra Road Research Institute, New Dehi 110025, Mbi: 9868858380, ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com
addss: The Head, Geotechnica Engg. Division,
CSIR- Centra Road Research Institute, New Dehi 110025, Mbi: 9868858380, ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com
9.
Feasibility Study on Usage of Super Fine Copper Slag in Land Filling and Road Construction Kywds: Dense Bituminous Macadam (DBM)
10.
FeasibilityStudyofCinderWasteMaterialfor Road Construction Kywds: Cinder waste, Waste Recyced
and Bituminous Concrete (BC)
Product (WRP)
D f S: Nov. 2011 Date of Completion (Targeted): Nov. 2012
D f S: March 2011 Date of Completion (Targeted): Oct. 2012
I.
M/S Hindalco Industries Limited, Dahej, Gujrat.( S)
I. Tata steel limited, Jamshedpur, Jharkhand.( S)
II.
CSIR - Central Road Research Institute, New Delhi (R)
II. CSIR - Central Road Research Institute, New Delhi (R)
Scope and Objectives
Scope and Objectives
Feasibiity study of super ne copper sag waste materia in and ing and road construction.
Feasibiity study of cinder waste materia for use in
Mhdgy
Super ne copper sag is a waste materia produced during extraction of copper concentrate from high
copper ore by oatation and tration processes. At present, the accumuated super ne copper sag is about 2 ac MT, whie its annua production is about 1.5 ac MT per year at Hindaco Industries limited, Dahej,
embankment, sub base, base course and bituminous layers of road pavement. Mhdgy
Cinder, WRP (Waste Recyced Product), oca soi and their various mixes in different proportions are being studied for their use in different layers of road construction. These materials are being tested to determine whether they satisfy the criteria laid down by
Gujrat. After investigating its feasibility for construction of road embankment, laboratory studies were also carried out for evaluating the suitability of material as
MORTH specications for use in road works.
a repacement of ne aggregates in various bituminous
These materials have been found to be granular in nature having good drainage properties and high
mixes. The feasibility of its utilization was tried in
Interim Conclusions/Conclusions/Supporting Data
ROAD RESEARCH IN INDIA 2011-12 ange of friction. A combination of WRP and cinder can satisfy density requirements of the materials for the embankment construction.
37
off. However, these materials may be used along with geosynthetic materials for construction of capillary cut. Signicance/ Utilisation Potential
Signicance/ Utilisation Potential Raising of the embankment height has now been taken Interim results show that cinder waste material can be used in embankment for road construction. Further information/Copy of report can be obtained fm addss: The Head, Geotechnica Engg. Division,
CSIR- Centra Road Research Institute, New Dehi 110025, Mbi: 9868858380, ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com
up based on CRRI recommendations. Further information/Copy of report can be obtained fm addss: The Head, Geotechnica Engg. Division,
CSIR- Centra Road Research Institute, New Dehi 110025, Mbi: 9868858380, ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com 12.
11. SuitabilityofGranularMaterialsforCapillary Cut-Off Kywds: geotextile
capillary
cut-off,
Sub
Feasibility Study on Utilisation of Phosphogypsum as Road Construction Material Kywds: Phosphogypsum, Fy ash, concrete
grade,
road, Bituminous mixes
D f S: Juy 2011 Date of Completion (Targeted): March. 2012
D f S: April. 2011 Date of Completion (Targeted): June. 2012
I.
PWD, Jhajjar, Haryana.( S)
I.
M/s Paradeep Phosphates Ltd., Orissa, India
II.
Central Road Research Institute, New Delhi (R)
II.
CSIR- Central Road Research Institute, New Delhi (R,I)
Scope and Objectives To assess the suitability of locally available granular materials, locally known as Tibba sand for the construction of embankment, sub grade and capillary cut-off. Mhdgy
A stretch of about 4.2 km ength of NH-71 near Jhajjar in Haryana experiences frequent failures due to low embankment height of the road and presence of an canal adjacent to this road at this location. The subgrade soil of this road gets saturated and subsequently it results in failure. The water from canal saturates the sub grade layer by capillary action. To rectify this problem, it was decided that the height of embankment
be raised and a capiary cut-off ayer be provided. For this, locally available materials commonly known as
Tibba sand and GSB materias were investigated for the construction of embankment, sub grade and capillary cut-off. It was observed that Tibba sand may be used for the construction of embankment and a mix of Tibba sand and soil can be used for sub grade construction. Interim Conclusions/ Supporting Data Granular materials, available locally, did not satisfy the
required ter/drainage specications for capiary cut-
Scope and Objectives
In order to assess suitabiity of Phosphogypsum as a road construction material, a laboratory study has been taken up. The broad scope of work is as follows: •
Characterization of Phosphogypsum
•
Characterization of ocay avaiabe Soi /Fy ash and Phosphogypsum mixes
•
Use of Phosphogypsum in concrete roads
•
Use of Phosphogypsum in Bituminous mixes of exibe pavements.
Mhdgy
To carry out the study, Phosphogypsum sampes and locally available soil was collected. The locally
avaiabe soi is ne grained soi and cayey in nature. Since y ash is avaiabe in pentifu nearby, mixes of phosphogypsum and y ash at various proportions have aso been characterised. Physica and engineering properties of phosphogypsum as such and mixes of
Phosphogypsum and soi/ y ash have been determined in CRRI aboratory. The properties determined incude specic gravity, partice size distribution, consistency imits such as liquid imit and Pastic imit, OMC and MDD, etc. The strength and engineering characteristics
38
GENERAl REPORT ON
of phosphogypsum alone and in combination with local
13.
soi, ime and y ash, etc were determined in terms of its Shear strength (c, φ) and Caifornia Bearing Ratio (CBR). In order to assess the efcacy of phosphogypsum for
Design andConstructionofEmbankmentand Pavement Layers using Copper Slag Kywds: Copper sag, Roughness, settement,
deection
the purpose of stabilisation, mechanical stabilization of soil and phosphogypsum and lime stabilization of phosphogypsum has been carried out separately and
D f S: April. 2011 Date of Completion (Targeted): Dec. 2012
strength gain was determined in terms of Unconned Compressive Strength and Caifornia Bearing Ratio (CBR). The durabiity tests were aso conducted to assess the performance of stabilized soils when subjected to wetting and drying cycles.
I.
M/s Sterlite Industries( S )
II.
CSIR- Central Road Research Institute, New Delhi (R,I)
Interim Conclusions/ Supporting Data
Scope and Objectives
Based on aboratory data, it was found that phosphogypsum as such when compacted at OMC & MDD, has very good shear strength. The unconned compressive strength (UCS) was good enough for
•
Construction of experimenta test section embankment in the bridge approaches of MaduraiTuticorin Highway (NH-45B) using copper slag
•
Performance observation of experimenta test
its use in different pavement layers. However when this sample was soaked in water for the purpose of durability, it was found to lose some strength but still
it has sufcient strength for use in sub base ayer or as a capping layer. The local soil was stabilized with different percentages of phosphogypsum going upto 50%. The gain in strength was determined in terms of
Unconned Compressive Strength. It was found that with the addition of phosphogypsum, the UCS increased but only upto 20% of phosphogypsum addition. When the quantity of phosphogypsum was increased beyond
20%, UCS strength decreased. However, when the mixes of soil and phosphogypsum, were subjected to durability tests none of the samples could withstand the durability test criteria. During the determination of
unconned compressive strength, it was observed that compacted specimen of phosphogypsum behaved like a semi rigid material. Signicance/ Utilisation Potential
Based on aboratory studies, it is concuded that phosphogypsum as such can be used as a materia and in sub-grade/sub-base layer of a road pavement. However, before recommending for large scale application, an experimental section be constructed and monitored over a period of time to assess the
performance of road. Further work is currenty under progress. Further information/Copy of report can be obtained fm
section of copper slag embankment and bituminous concrete layer in terms of Roughness, settlement
and deection of the test track Mhdgy The construction of experimental test section using copper slag was carried out as per the methodology
deveoped by CRRI. The embankment was constructed in the bridge approaches of Madurai-Tuticorin Highway (NH-45B). The approaches towards Madurai (200m on both anes) were constructed with copper sag whie the approach towards Tuticorin (200m) was constructed with soil. The maximum height of copper
sag embankment was 4m. Copper sag is sand sized cohesionless material, hence construction of embankment using copper clag alone is not feasible.
Hence Copper sag was mixed with ocay avaiabe pond ash in equal proportion and embankment was
successfuy constructed. Copper sag which was found suitabe as a repacement of ne aggregates in bituminous construction, was tried for its ed usage, by constructing a 350m ength experimenta Bituminous concrete ayer. The rst performance observation of experimental test section of copper slag embankment and bituminous concrete layer has been recorded.
Roughness, rutting and deection of the test track was noted using different equipment, viz. Benkeman beam, dip stick and Tota station. Bituminous core was taken from the surface layer of bituminous concrete constructed by using copper slag to evaluate its in-situ density. Interim Conclusions/ Supporting Data
addss: The Head, Geotechnica Engg. Division,
CSIR- Centra Road Research Institute, New Dehi 110025, Mbi: 9868858380, ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com
It was observed that both deection and roughness characteristics of copper slag embankment was comparable to soil embankment.
ROAD RESEARCH IN INDIA 2011-12 Signicance/ Utilisai pi
2.
Based on aboratory studies, it is concuded that the copper slag mixed with locally available pond ash by 50 per cent was found suitable as a road construction material, especially for embankment construction.
of minor magnitude have been occurring from the main scarp of the slide making the slide retrogressively moved because the surface of rupture was extending in the direction opposite the movement of the displaced material. However, at a later date the surface of rupture started extending at the lateral margin as well widening the slide making it advancing in nature. The cliff, the steep rupture surface of the top has got enlarged by 40m since 1984. In 2010 alone it has got enlarged by 20 m during one event of sliding. The cliff between the crown and displaced material become irregular because of the numerous gullies. There are many
addss: The Head, Geotechnica Engg. Division,
CSIR- Centra Road Research Institute, New Dehi 110025, Mbi: 9868858380, ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com CoMpleteD proJeCtS
1.
Engineering of Structures against Natural and Other Disasters
cracks above the crown part. Beow the main scarp there are a few minor scarp developed, indicating successive sliding.
Kywds : Cycone disaster, Differentia goba
Positioning System, stee pedestas, lansides D f S: Juy 2007 I. Central Road Research Institute, New Delhi( R) II. Structural Engineering Research Centre (C) ps Sus d pgss
Geomorphological Assessment: Geomorphological studies of the area have been carried out on the base map of the 1:500 scale. The morphology of slide has changed regularly
since the side rst appeared. Repeated siding
Further information/Copy of report can be obtained fm
B.
39
3.
Investigating the Role of Geology in Slope Isbiiy: Detailed geological map of the area
was prepared to nd out the roe payed by lithology and structures to affect the slope stability. The independent geology and structural mapping revealed the fact that structures are formed by tectonic deformations in past geological times. The detailed study of major and minor structures was
carried out with an intention of guring out their roe Sus: Continued Year of Last Report: 2011 Further Findings/ Supporting Data This project has been taken up as a network project coordinated by SERC, Chennai. Preparation of
Guideines for Cycone prone areas and studies on two large landslide affected areas were carried out under
this project. Under the second project, two andsides namey Pataganga and Kaiasaur landsides have been selected for detailed investigations under this project.
Work done on Kaiasaur andside: 1. Base Map Preparation: A total 231.49 Ha area was covered for the topographical survey with scale of 1:500. The topographic base map which was produced with the help of high precision total
in inducing instability and causing the slope failures in the area. In the area of study it has been observed
that contacts between two itho-units (e.g. pink and white quartzite) are often a faut, i.e. their contact surface is actuay fauted. Prominent foiation of the area shows that the strata are folded synclinally and anticlinally. Wedge failure is the most common mode of failure in highly jointed quartzite rock in this area.
In a simiar manner, Micro-Zonation Anaysis Based on Rock Mass Rating (RMR) and Sope Mass Rating (SMR), Kinematic Sope Stabiity Anaysis, Microhazard evaluation has been carried out for this slide. The landslide activity reactivated during Sep-Oct 2010
and NH 58 had to be cosed to trafc and vehices had to take a onger detour. CRRI has carried out estimation of indirect andside osses due to reactivation of Kaiasaur landslide using unit cost estimation method.
station and the DGPS was used to deveop a
Du cs = (Extra operating costs in detouring +
Digital terrain model and its derivatives maps such
Extra fue used * Fue price) * Number of traveers
as sope and aspects. The DTM and its derivatives
affected.
give opportunity of logical thinking about the
possibe inuence and activities on the basis of visual observation on the ground.
The estimation was based on trafc affected due to detouring due to blockage of National Highway–58.
GENERAl REPORT ON
40
The total detouring cost for 45 days during SeptemberOctober, 2010 has been estimated to be about Rs. 25
miion(approx). Reports / Publications
Project Report has been submitted to SERC, Chennai. Further information/Copy of report can be obtained fm addss: The Head, Geotechnica Engg. Division,
CSIR- Centra Road Research Institute, New Dehi 110025, Mbi: 9868858380, ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com 2.
Design and Construction of Roads in Submerged/Floodaffectedareasof Rann of Kutch, Gujarat D f S: Oct-09 Date of Completion: Dec - 2011 I. CSIR- Central Road Research Institute, New Delhi (R) II. National Buildings Construction Corporation (S, I)
Scope and Objectives
Fuh ifmation / Copy of report can be obtained fm The Head, Geotechnica Engg. Division, CSIR- Centra Road Research Institute, New Delhi - 110025, Mbi: 9868858380, ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com 3.
DesignofApproachEmbankmentUsingPond Ash in Waterlogged Area near Yamuna River, Delhi D f S : April-09 Date of Completion (Targeted): Dec - 2012. I. CSIR- Central Road Research Institute, New Delhi (R) II. Delhi Tourism & Transportation Development Corporation (S, I)
Scope and Objectives The Government of Delhi has entrusted construction
of Signature Bridge and its approaches at Wazirabad across River Yamuna to Dehi Tourism & Transportation Deveopment Corporation ltd. (DTTDC). The eastern approach of this bridge comprises of an embankment of
about 1.8 km ength and a yover over the embankment at the intersection. During September 2008, ooding of the Yamuna basin occurred due to torrentia rains. A part of the stretch in which embankment is to be
•
Providing design methodoogy for construction of Kutch
constructed, was sti submerged in water (2 to 2.5 m deep) even in March 2009. DTTDC approached CRRI to provide ‘Design and Construction Methodoogy for
Road construction adjacent to sea – in tidal areas
approach embankment in water logged area’. The road embankment construction is now nearing completion
roads in perennially waterlogged areas of Rann of •
Mhdgy
The Nationa Buidings Construction Corporation has taken up certain road works in Rann of Kutch, Gujarat. In the Rann of Kutch area, due to at terrain of the land, Arabian Sea water transgresses and regresses frequently leaving inland marshy and swampy, dotted
with sma to very arge sat water bodies. CRRI team carried out extensive ed work, recording the damages to embankment and road pavement, site conditions and after analysis of data, design of erosion control measures was carried out. The remedial measures broadly comprise of energy dissipation armour system
of gabions and geotexties to prevent oss of materia. To undertake road embankment construction in waterlogged stretch, use of granular material has been
suggested. Presenty road embankment construction
based on CRRI design and construction methodoogy. Mhdgy
CRRI team carried out detaied ed investigations incuding static cone penetration (SCP) tests at the proposed site to obtain a clear picture of sub-soil
strength proe. Sampes of proposed materias ike pond ash, oca soi and Yamuna sand were coected and these were subjected to various tests to determine their physical and engineering properties. The stability analysis for the approach embankment was carried out using the stability analysis software available in
CRRI. The stabiity anaysis showed that embankment side slope of 1V:2.5 H with a berm of 4 m width to be provided at a height of 4 m from ground level would be the most appropriate choice. A novel construction methodology involving back-dumping of pond ash
directy into water pond was aso devised. DTTDC have
is under progress using back dumping technique
now taken up construction of embankment in water
and granuar materias in water. Basa reinforcement
pond area. Presenty the construction of embankment
using geogrids has been provided to facilitate road construction in tidal areas.
from chainage0.00m-1000m and guide bund at ch:0.00 is nearing completion.
ROAD RESEARCH IN INDIA 2011-12 Fuh ifmi / C py of report can be obtained fm
5.
CSIR- Centra Road Research Institute, New Dehi 110025, Mbi: 9868858380, ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com Pilot Project for Construction of PMGSY rds Usig Ju Gxis D f S: Juy 2005 Date of Completion: Continuing I. Central Road Research Institute (R), II. Jute Manufactures Development Council (S), III. National Rural Roads Development Agency (I) ps Sus d pgss
This is a sponsored by Jute Manufactures Deveopment Counci (JMDC) under the aegis of NRRDA. Under this project 5 PMGSY roads in four states (Assam, M.P, Chattisgarh and Orissa), where construction work has been completed, have now been taken up for performance monitoring. The objective of the
project is to study efcacy of Jute Geotextie (JGT) for drainage, erosion control, capillary cut-off and subgrade improvement and hence performance monitoring
forms an important component of this project. Each of these PMGSY Roads, comprise of severa subsections in which JGT of different varieties (woven, non woven and open weave), of different strengths and rot treated as well as non treated varieties have
been aid to study their reative performance. Contro sections without JGT have aso been constructed. A distinguishing feature of these test roads is the construction of reduced pavement thickness sections
where in JGT as drainage improvement ayer has been laid above subgrade. During last year, Second cycle of visual condition survey of the test sections, recording of various types of distress in the pavement, shoulder
Use of Coir Geotextiles in Road Construction D f S: April 2010 Date of Completion: On-going
addss: The Head, Geotechnica Engg. Division,
4.
41
National Transportation Planning and Research Centre (NATPAC) – R ps Sus d pgss Sus: Ongoing pgss:
laboratory experiments are conducted on weak soi reinforced using natural geotextiles like coir mattings
with different mesh size (haf inch and one inch), panama weave (commercia name given by manufacturer) and aso poymeric geotextie ike High Density Poy Ethyene (HDPE). The improvements in soi properties obtained with the use of coir geotextiles were found out. It is proposed to lay test tracks and canal bank protection using biodegradable geotextiles like coir. The performance of the same will be monitored and evaluated. Further Findings/Conclusions/Supporting Data
By providing geo-texties the CBR vaue of weaker sub grades could be enhanced. Thereby, the pavement layer thickness can be considerably reduced and this facilitates the construction of roads in poor sub-grade soil areas. Further information/Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678, Fx: 0471-2543677, e-mi ID:
[email protected]
area, embankment side sopes, Benkeman Beam deection studies and determination of ed CBR of subgrade soi using DCP test were carried out. Project Report has been prepared and submitted to JMDC.
proForMa – D: C.
R & D ACTIVITY REPORT BY CONSULTANCY FIrMS/ContraCtorS/ConCeSSIonarIeS
Reports/Publications
1.
Design & Construction of Base Course and Sub grade Pavement Layers with Soil StabilizedBaseCourse(SSB)forLighterand DurableHighwayCrust.
Report has been submitted to Jute Manufactures Deveopment Counci. Further information/Copy of report can be obtained fm addss: The Head, Geotechnica Engg. Division,
CSIR- Centra Road Research Institute, New Dehi 110025, Mbi: 9868858380, ph: 26832173, Fx: 011-26845943, e-mi ID: vitta.crri@gmai.com
D f Sig d Dui: 10.12.2011 Date of Completion: 17.12.2011 I. India Polyroads Pvt. Ltd. (IPPL), Gurgaon, Haryana II. Border Road Organisation (BRO), New Delhi
GENERAl REPORT ON
42 Scope and Objecivs •
To assess the suitabiity of SSB layer with Nano Poymer base “SoiTech MK-III” for Road, Runway, Hard Strand Construction by comparing their Physica, Engineering, Financia and Execution time properties with those already implemented
vide IRC Codes, MORT&H, MORD, NNRDA and State PWD’s specications by detaied laboratory •
with an over strength Nano Poymer Base liquid caed SoiTech MK-III, as a composite SSB (Soi Stabiized Base) layer. Whie cacuating the stress/strain faiures in layer Theory formuated in IRC: 37 for this crust, it was found the reduced crust itself is more than enough to
take 9 CBR & 6 MSA design over a period of 15 years.
To correate design procedure with IRC: 37; As per the Pavement Crust Cataogue frizzed in IRC: 37, Though; how the crust derived in cataogue not detaied but formuas are given for layer Theory of Crust Design. Considering the same formua but different E-modue vaue of higher strength layer ike SSB, design estabishment has been derived for faiure of Rutting & Fatigue and need to be
Iim Ccusi
Design of Pavement Cross Section using SoiTech MK-III, considering the actua trafc to be stimuated
a) The usage of Nano Poymer base SoiTech MK-III has been optimized at 0.5 to 0.55% by weight of
Mix to be stabiized for cost effective SSB layer. In case, soil criteria don’t suit, then additional blending of material recommended.
b) The Geotechnica Characteristics, laboratory resuts and ed in-situ resuts of many type of soi stabilization are available. It is now time to evaluate the standard of each based on Strength, Durability
Geotechnica laboratory & ed investigation to
and Ease of Appication. The outcome resuts of SoiTech MK-III is substantiay higher than any other stabiizer and as it is used in OMC Ratio with
evaluate the suitability of material/design mix/ product application for real time construction.
water to be pulverized, the ease of application and misuse in this case is zero.
over design life and site condition. •
There after the highway stretch had been constructed
investigations.
endorsed. •
criteria for rutting and fatigue cracking in bituminous layers are given as Equations 1 and 2 respectivey.
•
Quality execution and control assurance, guideline and its implementation at site.
c) Performance of rea time trafc stimuation for ast six (06) month shows that ; this SSB layer in
•
Monitoring of performance of Constructed Road
construction enhances the pavement life and also minimizes the maintenance cost of pavement.
over a period of time including monsoon which
incudes DCP Test and APTF simuates. Mhdgy
As per IRC:37-2001, trai pavement design are to be analyzed using linear elastic layered theory and maximum vertical strain on sub-grade and maximum tensile strain at the bottom of bituminous layer are computed for a standard load. Design thickness combination is so selected that the computed critical strain values, which correspond to the initial condition of the pavement, are less than the limiting strain values given by the performance criteria adopted in the
guideines. limiting strain criteria have been given in IRC: 37 for two distresses: - rutting aong whee paths and fatigue cracking in bituminous layers. No separate criterion is available for rutting in bituminous layers. The
d) Aternate composite design and pavement save Time and enabe rst construction. e) SoiTech MK-III- Engineered a SSB layer with much more strength then WMM (A IDEAl BASE COURSE WITH more than 3000 Mpa strength). SoiTech MK-III-Economized the project substantiay. The Ecoogica contribution of SoiTech MK-III used roads is exceent and over 50% then the conventiona crust reducing MAN, MACHINE & MATERIAl consumption. Fuh Dis c b bid fm
India Poyroads Pvt. ltd., Pot No.-115, Sector-44, Gurgaon-122 002, Haryana, Mbi: +91 9560106662 ph: +91124 4477743/47, Fx: +91124 4477748, e-mi id: ipp-gurgaon@ipp.net.in
ROAD RESEARCH IN INDIA 2011-12
43
III. BRIDGE ENGINEERING SUMMarY Bridge management consists of inventory, condition assessment with inspection or NDTs, distress diagnostics, oad carrying capacity evaluation of existing bridge, prioritization and strengthening and rehabilitation. All these demand appropriate knowledge as well as technology for which research in our country is going on in a fast pace. Some of the
research projects reported here in highight the anaytica and experimenta studies. Aso, in this context, ed study of a PSC girder bridge incuding the rehabiitation scheme is presented. Heath monitoring using smart materias, damage prognostics and mitigation are aso interesting eds of study. Experimenta Moda Anaysis is being extensivey used wordwide for distress diagnostics. Studies on fatigue remaining ife assessment of bridge structures are aso of great interest. Deveoping theoretica capabiity and assessing efcacy of different rehabilitation and strengthening techniques for bridge and its components using external prestressing or
wrap methods (CFRP etc) is aso another ed of research. Understanding the process of materia degradation due to chloride attack, carbonation, ASR etc, under aggressive environmental condition is ongoing research interest.
Aso, estabishing the efcacy of mitigating efforts such as stee reinforcement with different anti-corrosive coatings in norma concrete or use of materias such as HPC with uncoated reinforcement is a need of hour. The impact of noise and vibration in congested urban buit environment is another important issue. For exampe, noise and vibrations were enhanced in vicinity of a yover due to movement of heavy vehicuar trafc over it, causing intolerable conditions for residents in the nearby buildings. Assessment of noise and vibration levels, their cause and remedial measure is a point of study.
Deveopment of suitabe inspection toos such as Mobie Bridge Inspection Unit and test faciities such as for testing of expansion joints for bridges is of interest to professionals.
A tota of 9 projects have been reported out of which four are competed and ve are on-going.
SalIent poIntS For DISCUSSIon 1. Distress Diagnostics and Rehabiitation of PSC girder Bridges 2. New techniques for Structura Heath Monitoring of Bridges 3. Deveopment of toos for Bridge Management and their impementation 4. Efcacy of Strengthening and Rehabiitation Techniques for bridges 5. Assessment of Noise and Vibrations Induced by Movement of Heavy Vehicuar Trafc on Bridges and Fyover and their impact on nearby buildings 6. Indigenous Design and Deveopment of Mobie Bridge Inspection Unit
GENERAl REPORT ON
44 a.
proJeCtS reporteD For tHe FIrSt tIMe
1.
DistressDiagnosisandRehabilitationofaPSC Girder Bridge on Maskararo River, Chilkana - Gandved route near Saharanpur (UP).
26832173, 26831760, Fx: 011-26845943, 26830480, e-mi:
[email protected] 2.
D f S: Oct 2011 Date of Completion: April 2012
AssessmentofNoiseandVibrationsinduced byMovementofHeavyVehicularTrafconthe MunirkaFlyoveronOuterRingRoad,Delhi D f S: Feb 2012 Date of Completion: March 2012
CSIR- Central Road Research Institute, New Delhi (R,I)
I.
CSIR- Central Road Research Institute, New Delhi (R,I)
II.
Public Works Department, Delhi (S)
UP Public Works Department, Lucknow (S) Scope and Objective
Scope and Objective The objective of this project is distress diagnostics of a
PSC girder bridge and prescription of the rehabiitation
To study the noise and vibrations due to movement
scheme.
of heavy vehicuar trafc on the Munirka Fyover, its
Mhdgy
impact on the buildings in its vicinity and suggesting remedial measures for reduction of noise and vibration levels.
This 2- ane bridge of 7.5m wide carriageway was buit in 1973-74 and opened to the trafc around that time.
Mhdgy
The total length of this bridge is about 120 m arranged
in a four span conguration of 29.0 m, 28.25 m, 28.25 m and 29 m ength (approx) resting on three piers
The following methodology was adopted:
and two abutments, through steel roller-rocker type bearings and separated by expansion joints. The deck
•
comprises the sab supported by two PSC girders and RC cross- girders. The investigations comprised of identication of causes of distresses in the girders, assessment of quality of in-situ concrete in different components of the bridge through NDT, and load testing of one span of the bridge to assess the existing load carrying capacity of bridge. Interim Conclusions/Conclusions/Supporting Data
Based on the investigations it is observed that the bridge is decient in oad carrying capacity and suitabe
Fied measurements of parameters such as noise eves, acceeration and vibration veocity in X, Y & Z directions at various ocations of the yover and nearby residential buildings
•
Measurement of dispacement of the yover superstructure during the movement of vehicles
•
Anaysis and comparison of ed data with respect to noise and vibration with permissible limits
•
Identify the cause for noise and vibration
•
Suggestion of remedial measures to mitigate the noise and vibration problem of residents of nearby areas.
scheme for rehabilitation and strengthening of the bridge are proposed.
Interim Conclusions/Conclusions/Supporting Data
Signicance/ Utilization Potential
on both sides of the Munirka yover are found to be high in night time compared to the CPCB recommended vaue of 45 dB by CPCB as the existing noise barriers
The ndings of the study is usefu for strengthening of the bridge Reports/ Publications Report on “Distress diagnostics and rehabilitation
The measured noise levels at many residential buildings
was not fully effective in eliminating the airborne noise/ vibrations therefore, suggestions have been given to modify these noise barriers.
of a PSC girder Bridge on Maskarao River, near Saharanpur”, CSIR-CRRI, New Dehi, 2012
Based on the instrumentation and monitoring of the yover and the surrounding buidings it has been observed that the frequencies of vibration of the yover
Fuh Ifmi c b bid fm
were quite close to the surrounding buildings which may cause enhancement of the vibratory response of the buildings particularly in night. However, the buildings
The Director, CSIR- Centra Road Research Institute, Dehi-Mathura Road, New Dehi –110 025, ph: 011-
were found to be safe due to trafc induced vibrations since these are RCC framed buidings.
ROAD RESEARCH IN INDIA 2011-12 The measured displacements of bridge superstructure
were found to be within the prescribed imits as per IRC guidelines. Several measures have been proposed to reduce the noise and vibration levels felt at the nearby buildings
due to the movement of vehicuar trafc.
45
and observed the damage behaviour at pre-yielding, yielding, post-yielding and ultimate stages. The reinforcement of the slab was instrumented with strain gages to get strain response during the static and dynamic loading. Vibration testing has been carried out on the slab by exciting with electro dynamic shaker and instrumented impact hammer. Vibration responses have been measured using the set of accelerometers
xed at bottom of the sab. Vibration testing has been
Signicant Utilization /Potential
carried out at undamaged as well as after each level of
The ndings of the study when suitaby impemented
damage introduced by static oading. Because of imited
will help to mitigate the noise and vibration felt by the
number of sensors, roving acceleration testing was
residents in the vicinity of the said yover.
reference accelerometers. The roving accelerometer setup as well as the excitation being applied using
rcmmdis f Fuh Wk
More detaied studies are required to estabish the serviceability criteria with respect to displacement and
vibration of yovers with stee –concrete composite deck.
Report on “Study of Vibration due to movement of
heavy vehicuar trafc on Munirka Fyover on Outer Ring Road”, CSIR-CRRI, New Dehi, 2012 Fuh Ifmi c b bid fm
The Director, CSIR- Centra Road Research Institute, Dehi-Mathura Road, New Dehi –110 025, ph: 1126832173, 26831760, Fx: 011-26845943, 26830480, e-mi:
[email protected] on-GoInG / CoMpleteD proJeCtS
1.
Structural Health Assessment Management of Bridges
can be used as damage indicators were analysed. The linear damage indicators which can be immediately
identied are the changes in frequencies and mode shapes. The frequency changes at different levels of damages were plotted and from which it can be observed that reinforced concrete immediately starts to crack in a continuous process and thus reduces stiffness and eigen frequencies.
Fig.1 Roving acceeration setup, excitation using
CSIR-Structural Engineering Research Centre, Chennai ps sus d pgss
electrodynamic hammer II.
shaker
and
instrumented
impact
Sudis ffc f csi sic d dymic bhviu f rC sucus
Experimenta investigations were carried out on
Sus : Competed
post-tensioned prestressed concrete beams of size
150x300x3000mm with M45 grade concrete, to study
Year of last report : 2011 pgss: Sudis dmg ssssm Experimental Modal Analysis
synchronised roving accelerometer test data using enhanced frequency domain decomposition technique after restraining the support vertical displacements.
and
D f s : April 2009 Target date of completion : March 2012
I.
APS400 shaker and impact hammer is shown in Fig.1. First three bending modes were extracted from the
Based on the signa anaysis of the vibration data, two inear parameters; viz., frequency and damping which
Reports/ Publications
B.
performed using ve roving acceerometers with two
usig
Experimenta moda anaysis has been carried out on the reinforced concrete slab strip to study the effect of damage on vibration characteristics towards identication of damage. Damage has been induced on the beam by applying static load in increments
the effect of tendon corrosion on the static and dynamic behaviour of the beam. The prestressing wires used in the beam have been subjected to predetermined level of accelerated corrosion. At different corrosion levels, static and vibration testing of the beams were carried out to obtain the static and vibration responses which further were analysed for identifying the corrosion damage in the beam. Initial corrosion test was conducted on two prestress wires to study the change in stress and strain with
GENERAl REPORT ON
46
corrosion. Accelerated corrosion was induced on
assuming uniform surface corrosion rate of 0.03mm/
two 7mm dia HTS wires, ength 600mm to induce
year. The reiabiity index curve was modied to account
uniform corrosion in the wire as it occurred natural
for corrosion effect.
way and to nd reduction in the capacity and diameter of wire. Measured average weight of meta oss and na diameter of the corroded bar were 34 grams and 5.6mm, respectively. Tension test on the corroded and
uncorroded bars were conducted. From the tests, it was found that the ultimate stress of corroded bar was reduced by 22% compared to that of uncorroded bar.
Utimate strain of corroded bar was 0.44 times that of the uncorroded bar. Static and vibration tests have been conducted on the beam with and without prestress before the start of the accelerated corrosion test. Fig.2(a) shows the experimental test setup of the beam and Fig.2(b) shows the setup for accelerated corrosion testing. Static
Fig.3: Strain-time history at weded section
oading was appied up to rst cracking stage and the oad deection curve up to rst cracking stage and the
Further ndings / Conclusions / Supporting Data
tensile and compressive strains at bottom and top on concrete surface at mid-span of beam were plotted.
•
III.
analysis of reinforced concrete structural elements for evaluation of changes in vibration characteristics with the progression of damage
Sudis figu miig if ssssm f bidg sucus
Studies were carried out on fatigue remaining life assessment of a typical plate girder steel bridge. Different fatigue damage models and Linear Elastic Fracture Mechanics (LEFM ) have been considered for evaluating the remaining service life of a typical steel railway bridge. The models were used to evaluate the reimaging service life of the bridge using the data of strain-time histories obtained from the experimental
investigations. The strain response (Fig.3) from the
•
Studies on effect of corrosion on fatigue remaining life of the girder and the evaluation of reliability index curve incorporating corrosion effect
•
Experimenta investigations on post-tensioned prestressed concrete beams to study the effect of tendon corrosion on the static and dynamic
behaviour of the PSC beams. •
Excusive vibration testing procedure to identify linear and nonlinear damage indicators based on modal data and signal analysis techniques
weld due to passage of the train has been considered.
By considering the uncertainties in oad mode and model factor obtained from stress analysis, the reliability index versus fatigue remaining service life curves were developed. The fatigue remaining life of the girder by incorporating corrosion effect was also evaluated by
Formuation of procedures for experimenta moda
•
Identication of two important noninear damage indicators, viz., phase plane and super-harmonics
for identication of damage in non-homogeneous structures such as reinforced concrete
Fig.2 (a) Experimenta setup (b) acceerated corrosion test
ROAD RESEARCH IN INDIA 2011-12 •
•
Development of procedures for fatigue remaining life assessment of steel plate girder bridges using various fatigue damage models
Numerical simulation studies on performance upgradation of masonry arch bridges based on nonlinear analysis incorporating soil-structure interaction.
management system’, The Bridge and Structura Engineer, Vo. 41, No. 2, 2011, 1-8 7. Srinivas, V., Ramanjaneyuu, K. and Antony Jeyasehar, ‘Muti-Stage approach for structura damage identication using moda strain energy and evolutionary optimization techniques’, Intl.
Journa of Structura Heath Monitoring, Vo. 10, No. 2, 2011, pp. 219-230. (IF : 2.115) 8.
Singe shaker with mutipe outputs (SIMO) is found to give good estimate of moda information. For arge
Journa of the Bridge & Structura Engineer, Vo. 39, No. 3, September 2010, pp. 31-44 9.
Also, as the sensor technology is improving, a potential application of dynamic testing is linking this with wireless
moda data’, Journa of the Institution of Engineers (India), Vo. 91, May 2010, pp. 3-9 10. Srinivas, V., Saptarshi Sasmal and Ramanjaneyulu,
K., ‘Studies on methodoogica deveopments in structura damage identication’, Int. Journa of Structura Durabiity and Heath Monitoring, Vo.5,
communications and GPS (goba positioning systems) which wi certainy make dynamic system identication
No.2, 2009, pp.133-160
a possibility for remote health monitoring. Reports / Publications
Srinivas, V. and Ramanjaneyuu, K., ‘Articia neura networks for structural damage detection using
scale structures, procedure involving multiple shakers
with mutipe outputs (MIMO) needs to be deveoped.
Srinivas, V., Saptarshi Sasma, Ramanjaneyuu, K. and Nagesh R. Iyer, ‘Vibration testing of a concrete bridge for evaluation of modal characteristics’,
rcmmdis f fuh Wk In the present project, relative damage assessment of structural components was carried out by exciting them with impact hammer / electrodynamic shaker.
Srinivas, V. and Ramanjaneyuu, K., ‘Deveopment of inventory and inspection modules for bridge
Numerica nite eement simuation of reinforced concrete structural components using nonlinear transient dynamic analysis for evaluating damage indicators based on vibration characteristics.
•
6.
47
rcmmdis f Dissmii / rvisi f Cds
1. Srinivas V., Saptarshi Sasma, Ramanjaneyuu K.,
and Nagesh R.Iyer, “Experimenta investigations on the performance evaluation of plate girder
bridge under increased axe oads”, The Bridge & Structura Engineer – ING-IABSE, Vo. 41, No.4, Jan 2012, pp. SIV-1 – SIV-12. 2. Saravana Kumar, K., Saptarshi Sasma, Srinivas,
V. and Ramanjaneyuu, K., ‘Evauation of dynamic ampication factors for a typica raiway bridge’, Journa of The Bridge & Structura Engineer, Vo. 41, No. 3, 2011, pp. 1-16 3. Srinivas V., Antony Jeyasehar C., Ramanjaneyuu
K., Saptarshi Sasma, “Experimenta Investigations on Effect of Damage on Vibration Characteristics of a Reinforced Concrete Beam”, Journa of The Institution of Engineers (India): Series A:, Voume 93, Issue 1 (2012), Page 45-54 4. Srinivas V., Antony Jeyasehar C., Saptarshi Sasma
and Ramanjaneyuu K., “Moda characteristics based computational approaches for structural
damage identication” Journa of Structura Engineering [JoSE], Vo.39, No.1, 2012, pp.61-68. 5. Saibabu.S, Jayaraman,R., lakshmanan.N., and
Nagesh R. Iyer, “Experimenta study on behaviour of segmenta joints” Journa of Structura Engineering [JoSE], CSIR-SERC, Chennai, Vo. 39, No.1, 2012, pp 84-89.
The developed procedures/ methodologies and the new knowledge created is being implemented on existing steel, reinforced concrete, prestressed concrete and masonry arch bridges for assessment of health under real time loading conditions. 2.
Behaviour of Shear Decient Beams Strengthened by Externally Embedded Reinforcement D f S: March 2009 Date of Completion: June 2011 CSIR-Central Road Research Institute, New Delhi (R, I)
Scope and objective The objective of the project is to study the performance of
rectanguar reinforced concrete (RC) beam specimens strengthened by externally embedded reinforcement. Also, to study the enhancement of shear capacity in
comparison to standard specimens for ed appications for strengthening of bridge component. ps sus d pgss Rectangular reinforced concrete beams of size 150x250x2000 mm were fabricated in the laboratory
48
GENERAl REPORT ON
with different deciency in shear capacity. The specimen
of FRP for shear strengthening is comparabe with the
were strengthened by using near surface mounted
specimen having internal shear stirrups.
reinforcement such as stee strips and Carbon Fiber Reinforced pastic (FRP) strips at an incination of
limiis f Ccusis Iim Ccusis
about 45 degree to the longitudinal axis of the beam. The strips were embedded after carving out grooves on the both vertical face of the beam in shear region. The minimum groove width of the groove was kept 3 times the thickness of the strip and depth about 1.5 times the depth of the strip. The specimens were instrumented for
strain measurements and deection during the testing. Specimens were tested under three-point loading which was applied through hydraulic jack
The study does not cover the behaviour under the dynamic loading. rcmmdis f Fuh Wk
More studies are needed to consider the affect of the shear stirrups in NSM shear strengthening. Reports/ Publications 1.
Report entited “Behavior of shear decient Beams strengthened by Externay embedded Reinforcement”( OlP-470)”, CRRI, New Dehi.
2.
S. K. Sharma Narendra Kumar, Sushi Kumar lakshmy P. (2011), Study of Cracked RCC Beam Strengthened in Shear with CFRP laminates”, Proceedings, Nationa Conference on Repair and Rehabiitation of Concrete Structures, Noida, May 6-7, pp:248-257.
3.
S.K Sharma, lakshmy P, Sushi Kumar, Narendra Kumar (2012),” Performance of Shear Decient RC Beams Strengthened by Using Near Surface Mounted (NSM) CFRP Pates”, Vo 40. No. 6,June 2012, pp105-115.
Fuh Ifmi c b bid fm
Fig. 1 Faiure modes of some of the tested specimens Further ndings/Conclusions/Supporting Data
Strengthening of structures with Near-Surface Mounted (NSM) –FRP as we as stee reinforcement is an economica and feasibe technique. From the aboratory study it has been observed that NSM technique reduced the risk of debonding in comparison to
externay bonded technique due to better bond. Further it is also observed that the rehabilitation of concrete structure using externally embedded reinforcement in
the concrete cover (NSM) technique is quite effective for shear decient eements. The carbon FRP strips did not rupture as the recorded strain was less than the effective strain. The ratio test to theory shear contribution by NSM strips (V fdtest/ Vf thry) of the NSM
strips obtained was more than one (safety condition) in
all the specimens. The same is the case on considering the ratio of V utest and V uthry. The NSM shear strengthened specimens have exhibited a higher stiffness, mainly after the initiation of the shear crack. The contribution
The Director, CSIR- Centra Road Research Institute, Dehi-Mathura Road, New Dehi –110 025, ph: 01126832173, 26831760, Fx: 011-26845943, 26830480, e-mi:
[email protected] 3.
Development of one Prototype of the Bridge Inspection Unit D f S : April 2008 Date of Completion (Targeted) : March 2013 I.
CSIR- Central Road Research Institute, New Delhi (R,I)
II.
Department of Science & Technology, New Delhi (S)
ps Sus d pgss Status: Ongoing/Completed: Ongoing Year of Last Report: 2011 pgss To facilitate the distress diagnostics and repair of a bridge situated over a river, it was planned to indigenously develop a truck mounted device called
ROAD RESEARCH IN INDIA 2011-12 the Mobie Bridge Inspection Unit (MBIU). The MBIU is being designed deveoped jointy by CSIR-CRRI and (CSIR-CMERI-CoEFM, ludhiana (erstwhie MERADO renamed as Centre of Exceence for Farm Machinery)
4.
Development of Structural Health Monitoring SchemesForCivilEngineeringInfrastructure In India Using Smart Sensing Technologies D f S : April 2010 Date of Completion (Targeted) : March 2013
with partial grants from DST. The objective of this project is to design and fabricate indigenously a mobile bridge inspection unit.
CSIR – Structural Engineering Research Centre, Chennai
The major activities involved in the development of the
MBIU are
49
ps Sus d pgss
a) Design of the structural frame and joints b) Fabrication of the frame and the joints, c) Procurement of a truck and the modication of its the suspension system, xing of additiona axes and modication of chassis, d) Construction of the test patform aong with ramp (mimicking the bridge) for testing of various components over it before tting on the truck,
Sus : Ongoing Year of Last Report : 2011 Ccusis •
for damage identication of bridges •
laboratory eve demonstration of remote structura health monitoring platform
e) Fitting of the frames on the truck, f)
Development of novel feature extraction techniques
techniques
using
IMote2
Development and installation of the control system, to integrate the operations of various
limiis f Ccusis Iim Ccusis
components of MBIU
•
The work involves development of low cost remote
g) Testing and Demonstration of the functions of the MBIU.
/ wireess smart structura heath monitoring (SHM)
Regarding the present progress of the project, the
of the developed strategy is demonstrated through
strategies for ageing infrastructure especially
raiway / highway bridges. Further, the appicabiity
activities (a) to (c) have been competed. The activity d) is in progress. Under the activity e), the frame and the
an on-ed piot project. Guideines are proposed to be prepared for scaling up the bridge monitoring of railway and highway bridges in India, which can be used to develop appropriate strategies for health monitoring of generic railway and highway bridges.
joints have been tested individually for their intended functionality at the raised test platform. Design of control system to integrate the operations of various
components of MBIU is compete and its instaation and testing is in progress. •
Signicance /Utilization Potential
using MOTES (a sensor node, is aso termed as a mote) at controed conditions in aboratory and on-ed and studies on structura heath monitoring
The Mobie Bridge Inspection Unit being designed and fabricated indigenously could be very useful for visual inspection/repair of inaccessible parts of a bridge with ease. The technology could be used in the fabrication
of more number of ess expensive MBIU’s, which are very much required in our country.
using electro-mechanical impedance techniques
(EMI) using piezo-patches •
Reports / Publications: Interim reports Further information/Copy of report can be obtained fm
The Director, CSIR- Centra Road Research Institute, Dehi-Mathura Road, New Dehi –110 025, ph: 01126832173, 26831760, Fx: 011-26845943, 26830480, e-mi:
[email protected]
A report tited “Experimenta studies on remote structural health monitoring”, covers the following areas of work carried out.
limiis f Ccusis Iim Ccusis Applicable for 2-3 lane bridges only.
The work also involves experimental demonstration of remote structural health monitoring techniques
•
The report covers the study carried out on remote structural health monitoring techniques using Imote-2 at aboratory and at a bridge site (Veacheri-
ROB), Chennai. Experiments on EMI techniques for a metallic specimen and a bridge pier model are also covered. Response measurements carried out on an old and deteriorated bridge across Amaravathy River at Dharapuram and relevant
concusions on the condition of the bridge is briey stated. Both wired and wireess sensors are used in both the bridge sites.
GENERAl REPORT ON
50 Reports / pubicis
N.Gopaakrishnan, et a, “Experimenta studies on remote structural health monitoring”, Report on Grant-
in-aid Project GAP 4341-2, CSIR-SERC, May-2012.
3.
10% loss of prestress has been observed due to friction at deviations
limiis f Ccusis Iim Ccusis The conclusions are applicable only for the cracked
Fuh Ifmi c b bid fm
RC Beams strengthened by externa prestressing with straight tendon and trapezoida tendon proes, in which
The Director, Structura Engineering Research Centre, Chennai - 600 113, ph : 044- 22549201, Fx: 04422541508, e-mi ID:
[email protected]
limitation of the crack is such that the untensioned steel is not yielded. Reports/Publications
5.
Mathematical Modeling for Repaired Concrete Structures
•
Manisekar, R., Sivakumar, P., lakshmikandhan K.N., and Ravichandran, R., (2012), “Anaysis of RC Beams by Section Anaysis – A Numerica Mode and Vaidation”, Proceeding of the Nationa conference on Quest for Advancements in Civi Engineering, (QACE ’12), SRM University, Chennai, 15th Mar. 2012, pp 131-135.
•
Manisekar, R., Sivakumar, P., lakshmikandhan, K.N, and Ravichandran, R., ‘A Numerica Mode on Utimate Fexura Behaviour of RC Beams strengthened by Externa Prestressing using straight tendons’, SERC Research Report No. R&D 04-CAD/OlP14441 – RR -11, May 2011.
•
R. Manisekar deivered a ecture on ‘Numerica and Experimenta Investigations on the Behaviour of Distressed RC Beams Strengthened by Externa Prestressing’ in the Expert Talk session of 72nd Annua session, Indian Roads Congress at lucknow, India, on 4th November 2011.
D f s : October 2008 Date of completion : September 2012 CSIR – Structural Engineering Research Centre, Chennai ps Sus d pgss Sus : Ongoing Year of Last report : 2011 pgss
Experimenta investigation has been conducted for two simpy supported RC beams of span 3.74 m (section size: 150 mm x 275 mm) strengthened by externa prestressing using straight and trapezoidal tendon
proes, as foow: Phase-I: Inducing cracks in the RC member under twopoint loading such that the strain in untensioned steel is around 80% of the yield strain, and removal of load.
Phase-II: Strengthening by external prestressing while the member is subjected to 25 % of the calculated ultimate load to simulate the dead weight of a bridge girder.
Phase III: load testing of the strengthened member to study the post-strengthening exura behavior ti failure. Further Findings/Conclusions/Supporting Data 1.
The Director, Structura Engineering Research Centre, Chennai-600 113, ph: 044- 22549201 Fx: 04422541508, e-mi ID:
[email protected] 6.
Study on corrosion susceptibility of steel reinforcement protected with anti-corrosive coatings/specialtreatmentsonordinaryand high performance concrete (B-42 Research Scheme) D f S: June 2010 Date of Completion (Targeted): May 2015
Fexura capacity of RC beams strengthened by external prestressing of trapezoidal tendon, single-
draped tendon and straight tendon proes was compared with experimental investigations. 2.
Fuh ifmi c b bid fm
Externa prestressing with trapezoida tendon proe
CSIR-Central Road Research Institute, New Delhi (R, I) Ministry of Road Transport & Highways, New Delhi (S)
has performed better than that of deviated tendon
proe and straight tendon proe in increasing exura capacity, deection recovery and reducing the deection at post-strengthening stage.
ps Sus: Ongoing Year of Last Report: 2011
ROAD RESEARCH IN INDIA 2011-12
51
pgss:
Fuh Ifmi c b bid fm
The objective of this project is to evaluate the corrosion susceptibility of coated reinforcements embedded in ordinary concrete against high performance concrete made with un-coated reinforcement.
The Director, CSIR- Centra Road Research Institute, Dehi-Mathura Road, New Dehi –110 025, ph: 01126832173, 26831760, Fx: 011-26845943, 26830480, e-mi:
[email protected]
The scope of the project consists of study of corrosion susceptibility of fusion bonded epoxy coated
7.
reinforcement (FBECR), hot-dip gavanized (HDG) bars, and thermo-mechanicay treated (TMT) bars, embedded in the ordinary concrete with a 28 day
D f S : June 2005 Date of Completion (Targeted): Dec. 2013
compressive strength of 35 and 40 MPa, and the high performance concrete (HPC), of simiar strength
CSIR-Central Road Research Institute, New Delhi (R,I)
ranges, embedded with un-coated reinforcement bar.
An Rapid Choride Permeabiity Test (RCPT) vaue of 800 coulombs and 1200 coulombs has been chosen as
requirement for HPC. For the HPC mixes the foowing combinations (i) GGBFS + Siica fume, (ii) Fy ash + Siica fume, (iii) GGBFS + Fy ash + Siica fume have been selected. During the reporting period the material properties of
epoxy coated rebars, hot dip gavanized bars and TMT bars were evaluated prior to their use for casting of various test specimens. Also, Six nos. of beam moulds, of size 2000 x 200 x 150 mm, and three nos. of slab moulds of size 100 x
500 x 500 mm were got fabricated in CRRI. Athough, the conventiona (carbon) stee was to be used as uncoated (reference) stee bar in the study, it was noticed
Ministry of Road Transport & Highways, New Delhi (S) Scope and Objective The objective of this Research Scheme is to establish the complete test facilities for testing of different types of expansion joints widely used in bridges as well modular joints, such as
(i)
steel bars were purchased, and rebar cages for beams were fabricated One set comprising of rebars of different diameters and
engths (required for rebar cages and other tests) were sent to a zinc-coating applicator located in Delhi and
got the gavanizing done on the rebars. Fusion bonded epoxy coated rebars (FBECR), of desired engths and diameters in sufcient quantity, were procured from its manufacturer. Rebar cages of both the above special types of reinforcement were got fabricated.
Concrete casting was carried out using ready mixed (conventiona) concrete of grades M 35 and M 40.
(ii)
Interim Research Reports B-42, CSIR-CRRI, March 2012.
Performance evauation of expansion joints by (a) cycic motion test (ii) debris expusion test, (iii) Puout test (iv) Opening movement vibration test and (v) fatigue test and (vi) sea push out test
ps sus d pgss: ps Sus: Ongoing Year of Last Report: 2011 pgss: During the reporting period, the facilities created for testing of raw materials used in the fabrication of expansion joints are enlisted in Table 1. Reports/ Publications 1.
First Interim Report on “Creation of compete range of Independent facility for testing of expansion joints
at CRRI, Research Report Research Scheme, B-34, CSIR-CRRI, Juy-2011.
Reports/ Publications: Study on corrosion susceptibility of steel reinforcement protected with anti-corrosive coatings/ special treatments on ordinary and high performance concrete,
Testing of raw materias used in the fabrication of expansion joints such as chloroprene and steel
that the same was not available in the market and
ony the TMT bars are avaiabe. Accordingy, with the permission from the sponsor, the TMT bars were used as un-coated reference bars. Accordingy, the TMT
Creation of complete range of Independent facility for testing of expansion joints at CSIR- CRRI New Delhi ( B-34 Research Scheme)
2.
Second Interim report of the project “Creation of Compete range of Independent Testing Faciity for Expansion Joints at CRRI, New Dehi”, Research Report Research Scheme, B-34, CSIR-CRRI, March 2012.
GENERAl REPORT ON
52
tb: 1 Test Faciities Created at CSI R- CRRI for Testing Raw Materias Used In Expansion Joints S. n. A.
Type of Material
Choroprene Sea
Type of Property to Evaluate
nm f Sdd
Hardness
ASTM D2240
Tensile Strength
ASTM D412
Eongation of Fracture
ASTM D412
Tear Propagation Strength
Shock Easticity
ASTM D 624 C ASTM D 7121/DIN 53512 ASTM D 5963/DIN 53516
Abrasion
ASTM D 395, Method B
Residua Compression Strain Ageing in hot air
ASTM D 573-04/DIN 53508
Change in hardness Change in tensie strength Change in eongation
ASTM D 1149/DIN 53509
B.
Edge Beam (Stee)
Ageing in Ozone DIN 53509
Swelling behaviour in oil (ASTM Oi No. 1) Change in Voume Change in hardness
ASTM D1043
Cod Hardening Point
IS:3400 Part 14
Adhesion Strength
Poymer Identication test
Mechanica Properties
ASTM D 3677 IS: 2062, Grade B
Tensile Strength Eongation at fracture Impact
Thickness of Paint Coating
Inspection of Wed Joints
Inspection of Faws in the materia
Further Information/ Copy of the Report Can be bid fm
The Director, CSIR- Centra Road Research Institute, Dehi-Mathura Road, New Dehi –110 025,
ph: 011-26832173, 26831760, Fx: 011-26845943, 26830480, e-mi:
[email protected]
ROAD RESEARCH IN INDIA 2011-12
53
IV.TRAFFIC&TRANSPORTATION 1. PLANNING & MANAGEMENT SUMMarY Research works reported in the area of Trafc Engineering, Transportation Panning and Management were briey Summarised. In this category most of the projects works were reated to comprehensive trafc and transportation studies, route network panning, integration of Pubic Transportation, Urban speed management using ITS technologies. In this section there are eight completed projects and eighteen new projects
Project reported on the construction of green ed highway between Nedumbassery and Vytia in Kochi wi be feasibe because of the heavy commuters and goods trafc in and around Kochi. Study reated to widening, strengthening and extension of Tippu Sutan Road in Kozhikode has been carried out to provide connectivity to the Maabar region of other regions of kerala. Development of micro-simulation based driving cycle for application to fuel consumption and
emission in rea word condition has been undertaken. Appication of headway and driving cyce to understand trafc condition in Silchar and Shilong city is being carried out.
SalIent poIntS For DISCUSSIon 1. Assessment of Drivers Driving Characteristics. 2. Route Network Panning 3. Integration of Pubic Transportation. 4. Comprehensive Trafc and Transportation Studies 5. Trave Time Reated Performance Measures 6. Urban Speed Management Using ITS
7. Green ed highways 8. Micro-simuation based driving cyce 9. Application of headway and and driving cycle
GENERAl REPORT ON
54 a.
proJeCtS reporteD For tHe FIrSt tIMe
1.
Assessment of Drivers’ Driving Characteristics Using Advance Driving Simulator. D f S: Sept 2011 Date of Completion: August 2012
Further Information/ Copy of Report can be obtained fm
The Head, Trafc Engineering and Safety Division, CSIR- Centra Road Research Institute, Mathura Road, New Dehi - 25, E mai ID :
[email protected] 2.
CSIR- Central Road Research Institute, New Delhi (R)
D f S: August 2011 Date of Completion: September 2012
Scope and Objectives The aim of this study was to explore the relationship between driver distraction level and different distraction stimuli with the frequency and types of risk taking practices while driving.
Driving Effect on Visual Fatigue and Blood Pressure of the Drivers
CSIR- Central Road Research Institute, New Delhi (R) Objective and Scope of the Study
Mhdgy
The main purpose behind this study was to test the physiological status of the drivers before and after
Sample: 55 male, female learner and professional drivers participated in this study.
exposure in rea trafc environment.
Process: In the present study participants were conducted driving tests in both highway and city area
under simuated high trafc conditions. They were tested by under various distractions levels e.g. using
ce phone diaing and SMS whie driving, chatting to the peer group, istening music, changing CD and doing hand movements while driving and the number of correct responses and numbers of errors committed were measured . The data collected was analysed on the basis of driver’s age, gender, profession,
Mhdgy Data collected from 15 drivers participated in pilot study whereas 56 drivers participated in the main study. All the drivers were aged between 26 to 36 year age group. The drivers were administered Visual fatigue test after
Bood Pressure monitoring and before starting the on ed driving test and again the same test were repeated with the blood pressure monitoring after returning from
the driving test (without resting). The data coected was analysed on the basis of driver’s age, gender,
quaication and driving experience.
profession, quaication and driving experience.
Signicance/ Utilization Potential
Fidigs
The study highlights various distraction levels of the drivers of both genders and pattern of risk associated with using mobile phones while driving and also analysis of crash patterns due to the lack of his/her concentration level while driving.
•
Drivers were showing very high BP and showing hypertension situation before going to ed test.
•
14% drivers had pulse rate before above 92 pulse
rate. Ony 36% drivers were showing up to 72 BPM pulse rate which highlight that the drivers were very stressful and hyper tensed during the pretesting conditions
Ccusis/ Fidigs •
Overall percentage of all the sample committed less errors without distraction
•
Femae drivers performed more safe with and
•
whie other were showing esser B.P. ; whie 68% driver were having 80 mmhg or below diastolic blood pressure level which is showing a good sign of mental relaxation
without distraction •
Professiona drivers and more experienced drivers were taking more risks e.g. high speeding, signal violations as compared to learner and newly experienced drivers
•
Mae drivers committed more errors whie caing on cell phone while females did more errors while typing text messages
•
Highly professional drivers were showing false self
perception and over condence
During post trip session only 26% drivers were having above150 mmhg systolic blood pressure
•
Data anaysis reveaed that VF vaues i.e Visua Fatigue Vaues decreased after ed test. 4% drivers and 5% drivers have shown 50-55 Hz and
45-50 Hz VF vaues i.e. both eyes visua fatigue vaues before ed test period which is very high and showing high Visua Fatigue but after ed test i.e. Post test period drivers were somehow reaxed and shown lesser visual fatigue values on higher
ROAD RESEARCH IN INDIA 2011-12 side i.e. 0% at 50-55 Hz for both eyes and 2% for 45-50 Hz. Signicance/Utilization Potential
The ndings of this study are signicant enough to address the present working conditions and hours of working schedule of the professional drivers in India.
As per Motor Vehice Act 1988, 8 hour is the norm to be followed in terms of maximum working hours in a day for the commercial drivers, it is invariably seen that Indian commercial work more than 12 hours which is not only hazardous for the driver’s health but also increases the chances of road crashes due to physical and mental fatigue. It is essential to follow a realistic
work schedues that takes care of the reaities of trafc congestion, needs for breaks and rest periods. This should be kept in mind to ensure that drivers do not become the principal victims in absorbing the failures of the transport system and the workers that bear the brunt of cost cutting. Drivers should be given longer breaks and wherever possible breaks that facilitate adequate rest.
55
d iy cdiis: During the data collection, primary focused was on individual reactions to driving conditions. There was increasing focus on the behaviour of individual driver’s age, and other factors like fatigue etc. which impact driver behaviour. In this part psychophysical tests e.g. visual fatigue test, visual acuity test along with the driving simulation tests were conducted to analyze the driver behaviour i.e. crash characteristics, risk taking practices, reaction time under rainy and foggy conditions. b) th bsvi d ysis f div’s divig characteristics in eld setting: Fied observations of driver’s speed variations have been measured to understand how individual drivers respond to certain
stimui, and how specic categories of drivers respond. In this part this driver’s characteristic have been measured
with the hep of the GPS based instrument VeocityBox (V-Box) tted with the three cameras to measure driver’s reaction time, behavioural movements and
road assests during the acquisition. First camera was allowed to monitor of eye movements and other facial
movements. Its ed-of-view accommodated drivers of
Further Information/ Copy of Report can be obtained fm
varying heights and seating positions. Second camera was providing a wide view of the forward roadway
The Head, Trafc Engineering and Safety Division, CSIR- Centra Road Research Institute, Mathura Road, New Delhi – 25, e mi ID:
[email protected]
in the center rear-view mirror and did not obscure any part of the driver’s view of the roadway or impair his/ her use of the mirror. This camera served to collect
3.
Analysis of Driver Behaviour and Crash Characteristics during Adverse Weather Conditions D f S: May 2012 Date of Completion: May 2014 CSIR- Central Road Research Institute, New Delhi (R)
Scope and Objectives
without substantia distortion. This Camera was ocated
reevant data from the forward scene (e.g. trafc density, signs and markers, and headway). Third camera was providing a view of driver’s foot movements which was stored automatically for measuring the reaction time of
the driver during different trafc conditions. The study second part will be conducted during extreme
winter foggy conditions (December and January) and an evaluation of relationships of all drivers’ personality
characteristics. Factor anaysis wi be conducted to analyse several at-risk driving behaviours and a cluster of correlated driving behaviours will be
•
To capture drivers visual and measurable fatigue during fog driving under simulated environment and realistic setting.
identied which wi share a common characteristic as
•
To investigate and analyze drivers’ choice of headway and speed in fog under simulated environment and realistic setting.
characteristics and driving stye wi be anaysed to nd
•
To investigate if the choice of speed and headway
are affected by the vehice they drive or foow (under simuated environment and reaistic setting).
aggressive/impatient driving. This correlated cluster of driving behaviour will provide objective support for the assumptions of response generalization and out the driver’s problem behaviour theory. Results will be discussed with regard to implications for safe driving interventions and a suggesting remedial for problem behaviour syndrome. Signicance/ Utilization Potential
Mhdgy Human factors research is an important element in the This study has been conducted in two parts:
anaysis and design of these systems. Signicant part
a) th bsvi d ysis f div’s r.t. d h bhviu i lby sig ud fggy
of the project would be obtaining driver behavioural data at reverse weather conditions. The study will also focus on crash modelling in fog, which will provide
GENERAl REPORT ON
56
insight about possible damages and injuries in fog
Mhdgy
reated crashes. The na project report wi address the answers of the four research questions identied in this study. Specicay there wi be ndings reated
a) Fied studies and data coection: Coecting the following primary data to understand the existing
to drivers’ state, and pattern of crashes during rain and
probems and to anayze trafc demand
foggy conditions. Based on these ndings the research
i.
Road Inventory Survey
team will also recommend ways by which frequency and severity of incidents can be reduced by providing drivers with enough information about the roadway
ii.
Cassied Trafc Voume Count Surveys
iii.
Speed and Delay Survey
and trafc conditions as we as through better trafc
iv.
Pedestrain Voume Count Survey
management during adverse weather conditions.
b) Secondary Data Coection: Secondary information
Fied observations of decreased speeds and greater
such as vehicles population, land-use data, ongoing and future envisaged developments in the surrounding areas will be useful in evolving junction
headways can be better understood by observing how individual drivers respond to certain stimuli, and how
improvement pans. Existing avaiabe detaied
specic categories of drivers respond. This information
project reports and proposed land use plans/
is particularly helpful in light of the growing deployment
of ITS technoogies. Motorist warning systems that notify drivers through roadside Dynamic Message Signs (DMS) about weather-reated conditions such as fog, ooding, or sippery pavement are depoyed by some transportation agencies. The benets of these systems can be maximized if agencies can optimize the location and provide the most effective warning on the sign itself. Further Information /Copy of Report can be obtained Fm
The Head, Trafc Engineering and Safety Division, CSIR- Centra Road Research Institute, Mathura Road, New Delhi - 25, e mi ID:
[email protected] 4.
Trafc StudiesforJunctionImprovement of MajorRoadCorridorsinAhmedabad
master-pans, by oca governments on trafc and transportation situations on AMC road network. c) Data anaysis and interpretation: Estimating the Trafc voume based on trafc voume survey and estimating future demand by considering primary
and time series data (secondary data) for next 10 years.
d) Preparation of Junction improvement Pans: Iim Ccusis •
22%. •
Wheeler is about 46%. •
•
• •
To conduct appropriate trafc studies to quantify the trafc probems and trafc characteristics at identied intersections.
The share of Buses ranges from 0.5% to 5%. The average share at all intersection is about 1%.
The percentage share of Buses is higher on BRT corridor (average 3%). The highest percentage share of Buses was observed at Padi Intersection (5%).
Scope and Objectives •
The Share of Two wheeler in total vehicle
composition varies from 28% (Dinesh Prahad Nagar Intersection on SG Road) to 66% (Pragati NagarChar Rasta). The average share of Two
D f S: Jan 2011 Date of Completion: Jan 2012 CSIR- Central Road Research Institute, New Delhi (R)
The Share of Car in tota vehice composition varied from 8% (Dinesh Chamber Bapu Nagar Intersection) to 49% (Prahad Nagar Intersection on SG Road). The average share iof Car s about
•
Estimation of future trafc and its distribution at
The average Travel Time per kilometer is about 4.5 minutes on speed and delay study road network
(45.87Km).
peak hours for each intersection for the next 10 years.
•
Preparation of typica junction improvement pans conceptua for identied Intersections.
rcmmdis
The trafc studies sha be conducted for 34 (Thirty Four) intersection as identied by the Ahmedabad Municipa Corporation
•
The average total delay per kilometer varies in between1 to 2 minutes on study corridors.
Provision of Grade Separated Faciity: 17 Junctions are categorized as top priority, 9 Junctions fa
ROAD RESEARCH IN INDIA 2011-12 under second priority and 8 Junctions fa under
third priority, based on Base year and Horizon year trafc ow. For these junctions It is recommended to provide Grade separated faciity in Phase wise •
Provision of Continuous NMT lanes :
•
Provision of Foot Paths at Intersection
•
Island Improvements
•
Signs and Road Markings
•
Redesign of Signa Phase
•
Parking Reguations
•
Conceptua
Drawings
test routes will be selected both in urban and free driving conditions on morning, noon and evening peak. •
Data Coection: Data wi be coected in to two different types of driver one young and old age.
The driving wi be carried out on ve different days and week off days. •
Selection of data variable
•
Data analysis and result
Further information/Copy of report can be obtained fm
Reports/ Publications •
57
for
Intersection
The Director, Centra Road Research Institute, Mathura Road, New Delhi - 25, e mi ID:
[email protected]
Improvements.
ph 011-26312268 Fx 011-26845943
Draft Fina Report submitted to Ahmedabad Municipa Corporation (AMC)
6.
Mobility Plan for West Kallada Panchayath in Kollam District
Grama
Further information/Copy of report can be obtained fm
D f S : April- 2011 Date of Completion : March- 2012
The Director, Centra Road Research Institute, Mathura Road, New Delhi - 25, e mi ID:
[email protected]
National Transportation Planning and Research Centre (NATPAC) - R
ph 011-26312268 Fx 011-26845943 Scope and Objectives 5.
Effect of Headway Due to Type of Lead VehicleforUrbanandNon-UrbanNorthEast Region– A case study in two city in North Eas t Region. D f s: March 2011 Date of completion (Targeted/Actua): March 2013
The scope of the study is to understand the quality and
extent of roads in the West Kaada Grama panchayath in Koam District and to prepare a mobiity pan for West Kaada Panchayath. Mhdgy The methodology adopted for the study includes:
I.
CSIR- Central Road Research Institute, New Delhi (R) and
•
Coection of Secondary Data
NIT Silchar
•
Reconnaissance Survey
•
Inventory Survey
•
Prioritization of roads and
understand trafc condition in city.
•
Phasing of Roads
•
Effect of ead vehice on headway
Signicance/ Utilisation Potential
•
Scope of the work will be initially restricted to Silchar and Shillong city corridors.
II.
Scope and Objectives •
Application of headway and driving cycle to
Mhdgy •
literature review
•
Instrumentation of Vehicle
•
Instrumented vehicle Video V box will be used in car to follow the heavy vehicles that will record video picture of driver, real and foreward view along with road side video will be taken. NH3 and NH4
The road transport network avaiabe in West Kaada Grama Panchayath of Koam District was prioritized based on various geometric, social and economic indicators and a priority list of roads which are to be improved was prepared. limiis f Ccusis/ rcmmdis f fuh wk
The ist incudes a tota of 18 roads (37.32 km), incuding to PWD roads. Of this, immediate attention should be
GENERAl REPORT ON
58
given to the PWD roads as they have been found to be damaged all along its length. Water logging has been the main reason, causing damage to roads. The two
Interim D:
Conclusions/
Conclusions/
Supporting
district Panchayath roads aso need to be improved at
The study identied the major bottenecks for road
the earliest as they will serve a large population and other societal needs and have adequate Right of Way for widening. Other roads listed may be improved in a phase wise manner, taking into consideration of its weightage values. The roads need to be given priority those road width having six metres or above. The roads
development and proposed alternate solutions for diluting the problems.
have a width of eight metres; they coud be improved under some of the centrally sponsored schemes like
Pradhan Mantri Gram Sadak Yojana (PMGSY).
Signicance /Utilisation Potential: The data obtained will be used for assessing the need for new infrastructure facilities required to be developed in the town taking into account its future developments also.
Reports/ Publications
limiis f Ccusis
Mobiity Pan for West Kaada Grama Panchayath in Koam District – Fina Report
The scope for developing bypass/ ring road for the town to be assessed and the alignment for the same
Further information/ Copy of report can be obtained fm
Reports/ Publications
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph : 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 7.
Road Development Plan for an Emerging Town – A Case Study of Kottarakkara D f S: April 2011 Date of Completion: March 2012 National Transportation Planning and Research Centre (NATPAC) -R
Scope and Objectives The scope of the study was to understand the existing transport infrastructure facilities available in the
Kottarakkara Panchayath and to suggest and formuate strategies for improving the mobility within the region. Mhdgy
to be identied.
Road development plan for an emerging Town –a case
study of Kottarakkara –Fina Report Further information/ Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 8.
Route Network Planning of Inland Water Transport for Kerala – Phase 1 – Central Kerala D f S: March 2011 Date of Completion : March 2012 National Transportation Planning and Research Centre - (R)
Scope and Objectives
•
Discussion with loca Administration
To assess the utilization of the waterway network for transport and to identify new routes for boat trips so as
•
Inventory of Roads/other transport infrastructure facilities
to estabish an efcient and integrated transportation system for Keraa.
•
Trafc Surveys
Mhdgy
♦
Trafc Voume Surveys – Midbock and Intersection
♦
Speed and Delay Survey
♦
Parking Survey
♦
Pedestrian Voume Count Survey
♦
Data Analysis
The methodology involved a detailed survey of the waterways in the study area in order to take stock of the existing condition. The details regarding the boat operation, no. of trips, no. of passengers, location of jetties and connectivity to road etc. will be found out from primary surveys as well as sources like Tourism Department, Inland Waterways Authority of India,
ROAD RESEARCH IN INDIA 2011-12 District Tourism Promotion Counci (DTPC), oca bodies and private operators. O-D Survey and questionnaire
59
ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected]
survey wi be conducted for nding out the trave demand. An integrated transportation plan will be prepared for the area including suggestions to develop
9.
TrafcImprovementPlanforKottayamTown D f S : April 2011 Date of Completion : March 2012
the waterways so as to make them t for navigation, by provision of navigational aids, jetties, landings and
other infrastructure faciities. Proposas for integration National Transportation Planning and Research Centre (NATPAC) –R
of the waterways with other modes like road and rail etc. will be worked out so as to make the transportation
system more efcient. Tourism potentia of the area aso will be studied and sustainable improvement proposals will be prepared.
Scope and Objectives
Signicance/Utilisation Potential
The scope of the study was to propose a trafc improvement pan for Kottayam town.
The outcome of the study will be an integrated transport
Mhdgy
network pan for Centra Keraa, which wi hep the Govt. as well as private operators in the unorganized
sector to efcienty pan their services. Improved water
Short term survey to assess the problems and to suggest suitable remedial measures:
transport network will enhance the connectivity as well as economy of the region as a whole and will also result in increased tourism revenue.
•
Discussions with various agencies
•
Trafc Surveys
limiis f Ccusis/ rcmmdis f fuh wk
•
Data Analysis
The use of waterways is reduced due to the construction of new bridges and roads. Waterways are
to be deveoped for tourism purposes. Centra Keraa incuding Ernakuam, Kottayam, Aappuzha and Koam Districts has a dense network of feeder canals, well
connected with NW-3. Even today, some of the habitats of Kuttanad region are not connected by a weather roads. There are other locations which are connected
by road, but coser to canas. Congestion of roads due to increase in population and industries are another major concern. Improving navigation across the canal system will therefore change the very socio- economic scenario of the region. A comprehensive planning of the
water transport system wi hep in achieving an efcient and well integrated transport system for the region. The cargo potential of the waterway is to be studied and a strategy for suitable vessel design is to be developed.
Cargo avaiabiity is another important aspect to be studied in detail.
Signicance /Utilisation Potential
The short term measures suggested by NATPAC can reduce the overa trafc congestion in Kottayam town area. limiis f Ccusis/ rcmmdis f fuh wk In the long run, it has to be ensured that by-passes in the form of a ring road are constructed for the city. Also suitable strategies should be adopted so that the town gets expanded in the horizontal direction. As two more Grama panchayaths has been recently added to the
Municipa area, deveopment activities may be spread in these areas and suitable land use planning may be done. Reports/ Publications
Trafc improvement pan for Kottayam Town – Fina
Reports/Publications
Report
Interim Report
Further information/ Copy of report can be obtained fm
Further information/Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828;
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected]
GENERAl REPORT ON
60 10.
Shortest Path Analysis and Service Area Allocation for Ambulance Services in Thiruvananthapuram Corporation – a GIS Approach
ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 11.
D f S : May 2011 Date of Completion : May 2012
D f s : April 2011 Date of completion : March 2012
National Transportation Planning and Research Centre (NATPAC) –R
National Transportation Planning and Research Centre (NATPAC) - R
Scope and Objectives • •
Understand the existing transport infrastructure faciities avaiabe in the Corporation area. Find the shortest path for the ambuance to reach the site of accident and back to hospital and demarcate the service area served by each ambulance.
•
Generate service area covered by a single
ambuance, based on trave time (5 minutes or 10 minutes) and aocate ambuance in areas which are less served by them. Mhdgy Analysis of data using the Arc GIS Network Analyst extension. Signicance/Utilisation Potential
IntegrationofPublicTransport-ACaseStudy of Thiruvananthapuram City
Scope and objectives The public transport services provided by State transport undertakings and private operators are seldom coordinated, causing hardships to travellers and regular commuters. Although it is possible to coordinate the transfer of passengers from one mode of public transport to the other, a holistic attempt has not been made to integrate public transport services through optimum utilization of available infrastructure and services. The objective of the study is to develop a methodology for optimizing the public transport services by providing effective coordination for transfer of passengers arriving by trains, to reach their destination in and around the
City of Trivandrum.
Reiabe and scientic data base of road network in Thiruvananthapuram Corporation generated, which wi be benecia for user agencies ike PWD, Poice and
Towards this the following tasks have been performed: •
Study the present travel pattern of commuters at terminals
limiis f Ccusis/rcmmdis f further work/further proposed work:
•
Identication of data and survey to be conducted
Shortest path for the Ambulance to reach the spot of accident and back to Hospital was calculated, which is having less impedance and shortest travelling time.
•
Health Department for planning and decision making.
•
•
•
The study suggested judicial placements of ambulances in the areas where there is inadequacy of Ambulances. Standalone
GIS
based
software
for the study
at Trivandrum Centra Raiway Station between 06.00 hrs – 22.00 hrs •
•
developed
for nding shortest path and service area of
Formuation of Objective Function and constraint equations of linear programming approach for optimization focusing on minimizing passenger waiting time, and minimizing operator costs of the public transport providing the feeder services
An ambuance information system (AIS) can be developed which runs independent of the GIS software and can be uploaded in Internet.
Coection of data on passengers boarding the existing bus services from the Centra Raiway Station to various destinations in the city
Ambulances. •
Arrival and departure pattern of passengers by train
•
Working out an optimal bus frequency schedules for the feeder services
Further information/Copy of report can be obtained fm:
Mhdgy
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828;
Optimization of passenger waiting time and operator cost are carried out by linear programming approach. The objective function and the constrain equation are formulated. The optimum frequency of buses along
ROAD RESEARCH IN INDIA 2011-12 each sub route was computed using a non-linear optimization model implemented using Solver in
Microsoft Exce. Additionay a sensitivity anaysis was
lot of resources particularly from operator side. •
performed for each route separately considering the effect of bus- frequencies on waiting time, the cost of waiting time and the bus operating cost. Rail passenger survey was performed on 1% of the total passengers arriving at Thiruvananthapuram
Centra Raiway station from 6am to 10pm. Detais on the preferred mode of travel, and the destinations were obtained in addition to information on the income and occupation, economic class, cost to travel to their destination and the average waiting time. The data obtained from the survey was used as inputs for objective function in order to get optimized frequencies for different routes. Ccusis
The optimum frequency of buses was derived using the model for different routes and during different hours of day. It was observed that travel demand and the optimum frequency to meet the demand were different during different hours. Accordingly, the frequencies should be changed based on the demand rather than
•
route is beow the specied imits. Optimization was done for all the three sub-routes of each route and the savings obtained when frequency of buses operating along the sub-routes is varied and the observations are as follows The observations on the optimization carried for Route 1 •
The average load factor at peak, mid-peak, and
off-peak hours were found to be 0.857, 0.70, and 0.650 respectively, which were found to be within the operating load-factor constraints. •
The bus-trips operating at off-peak hours along the
sub-routes A, B, and C, was between 40 and 51% when compared to buses operating during the peak hours. This proves that the frequency of buses operating along the Route 1 could be curtailed by 50% during the off peak hours. This could save a
The average load factor at peak, mid-peak, and off-peak hours were found to be between 0.50 and
0.70 which were found to be within the operating load-factor constraints. •
The bus-trips operating at off-peak hours along the
sub-routes A, and B, were about 63%, and 68 % respectively when compared to buses operating during the peak hours. •
Similarly, it be seen that bus-trips operating at mid peak hours aong the sub-routes A, and B, were
about 86%, and 77% respectivey when compared to buses operating during the peak hours. The observations on the optimization carried for Route 3 are as follows: •
The average load factor at peak, mid-peak, and off-peak hours were found to be between 0.54 and 0.650 which were found to be within the operating load-factor constraints.
•
The bus-trips operating at off-peak hours along the
sub-routes A, and B, were about 79% and 85%
foowing a xed schedue throughout the day. It was also found that the user cost and operator cost involved could be minimized by changing the frequency of buses operating along that sub-route. The analyses conducted proved that the bus-trips could be curtailed or diverted when the number of passengers along any
The bus-trips operating at mid-peak hours along the sub-routes were between 46% and 90% when compared to buses operating during the peak hours.
The observations on the optimization carried for Route 2 are as follows:
From the trafc survey conducted at Trivandrum Centra Railway Station, the general trend of arrival passengers during different hours of the day was found. It was found that the peak hours of travel were 6-8 hrs, 9-12 hrs, and 19-20 hrs, which contributed to 43% of the total passenger arrivals.
61
respectively when compared to buses operating during the peak hours. •
The bus-trips operating at mid-peak hours along
the sub-routes A, and B, were about 79% and 107% respectively when compared to buses operating during the peak hours. Signicance of the study
A methodoogy was formuated to nd the optimum frequency of buses to meet the travel demand considering various factors like waiting time, number of passengers and operator cost. An attempt has been made to reach at the optimum frequency of buses desired
in each route, which satises both the commuters and operators. Optimized frequencies for different routes during different time period was generated using the model. It was observed that for economic operation of services the number of buses should be changed as per the demand. The study proves that number of buses required during the mid peak and off peak hours is less than those for peak hours. Hence it is suggested to alter the frequency of buses during different category of time as per demand.
GENERAl REPORT ON
62 Reports/Publications
Fina Report Further information/ Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph : 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 12.
Predictive Accuracy of Urban Transport Studies –A Case Study of Trivandrum and Cochin in Kerala D f s : Aprl 2011 Date of completion : March 2012 National Transportation Planning and Research Centre (NATPAC) - R
Scope and Objectives
The scope of study is conned to seected cities in Keraa State. A case study of Trivandrum and Kochi Urban Area were seected to anayze the variations
also critically exami ned. Based on the evauation of predictive accuracy of selected parameters, a general guideline for realistic assumptions and forecasting of variables has been recommended. Major ndings and conclusions
Considerabe attention has been given, over the ast decade or so, to improve the specication of modes and the estimation of the planning variables, but little attention has been given to the effect of errors on the accuracy of the forecast. Data from 19 urban transport
studies of Trivandrum and Kochi cities, undertaken between 1981 and 2011, were used to evaluate their predictive accuracy. The comparison of demographic and socio-economic variables forecast showed a trend
of overestimation whie the trafc parameters indicated a lack of incorporation of fundamental shifts in economic growth and societal changes.
On an average, demographic variabes (popuation and empoyment) of both cities were overestimated by 24 percent for a forecasting period of 10 years. Almost all forecasts for land use types were overestimated by an average of 39 per cent in case of Trivandrum
in the forecasts made. The objectives of the study are given below:
city, whereas for Kochi city, the forecasts were underestimated by an average of 17 percent. Trafc parameters ike vehice popuation and trafc ow were
i. To undertake an analysis of forecasting of socio-
heavily under estimated for both cities by 13 to 94 percent.
economic variabes, trave behaviour and trafc ow pattern that has inuence on demand forecasting; ii. To evaluate the accuracy of forecast variables by comparing the study forecasts with the actual/
observed data in the seected city; iii.
To critically examine the assumptions made in forecasts and the cause-effect in predictive
accuracy of these variabes; iv. To prepare general guidelines for realistic assumption and forecasting of input variables in such studies. Mhdgy
The changes in household income for the horizon year was not at all foreseen and accounted for in the modelling process. Thus an important variable like per-capita income was not forecasted for the horizon year and the base year value was incrementally taken which further led to irregularities in predicting the vehicle ownership levels and the total vehicle population. Therefore, there
occurred a aw in the trafc ow assignment on the road network.
Further anaysis of the data showed that an assumption of zero variation from base year situation had mixed response. Such an assumption would have produced smaller errors for socio-economic variables like
Trafc and Transportation studies for a number of towns in Keraa during the ast 30 years. Over 35 towns have
popuation, empoyment in case of Trivandrum City and arger errors in case of Kochi City. Assumption of zero variation woud have produced arger errors for trafc
been covered under various urban transport studies in
parameters.
Different organizations have undertaken comprehensive
Keraa. Avaiabe data from these studies have been utilized to assess the accuracy of various parameters by comparing the study forecasts with the actual changes that have taken place. An evaluation of variations in planning variable like population growth, employment,
and use, vehice ownership, trafc voume etc was performed. The assumptions made in the study were
The trafc forecasts which were highy inaccurate combined with large standard deviations translate
into arge nancia and economic risks. But such risks are typically ignored or downplayed by planners and decision-makers, to the detriment of social and economic welfare.
ROAD RESEARCH IN INDIA 2011-12 Further information/Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 13.
Transport Infrastructure Development Plan for HarippadTowninAlappuzhadistrict,Kerala D f s : Juy 2011 Date of completion : December 2012 National Transportation Planning and Research Centre (NATPAC)- R
Scope and Objectives The aim of the study is to prepare a Transport
Infrastructure Deveopment Pan for Harippad Town in Keraa. The broad objectives of the study are given below:
(i) To assess the present level of service of road and other transportation systems and to identify the
trafc bottenecks, in the study area; (ii) To coect trafc voume data on major roads and to assess the extent of shortfa of the road system; (iii) To assess geometric deciency of road sections and requirement of parking and pedestrian facilities
in Harippad; (iv) To formulate suitable short-term and medium-term improvement schemes for Harippad town; (v) To prepare ong term Transport Deveopment Pan for the study region. Mhdgy
Keeping the genera objectives of the study, the following tasks were carried out:
i)
Review of deveopment proposas;
ii) Coection of data through primary surveys; iii) Anaysis and interpretation of data; iv) Preparation of improvement proposas and future development plan.
63
two stages namely: (i) Short-term improvements and
(ii) long-term transport deveopment. Short-term measures are those schemes that involve no land acquisition which could easily be implemented in the next six months to one year period. These are intended to optimise the use of available road space and other transport facilities at minimum cost with maximum
benets. These schemes can, effectivey, cater to the needs of Harippad Region the next ve to 10 years. The various short-term schemes suggested are: Trafc improvement plan for central areas, road signage plan, parking-lots, provision of pedestrian facilities, segregated bus bay at selected bus stops and roadway
beautication scheme. long-term schemes are those that are essentiay required to meet the anticipated trafc demand for the next 10-20 years period. The suggested proposals include: widening of existing roads to meet the required standards, construction of missing links, and improvement of road connectivity to Harippad Railway Station, development of off-street parking lots, integrated bus terminal and Transport Infrastructure
Deveopment Pan for the year 2030. A ring road for the town has been recommended as a part of long term road network plan. Reports/Publications
Fina Report Further information/Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 14.
Trafc Forecasts for PersonalRapid Transit (PRT) System for Thiruvananthapuram City D f s : March 2012 Date of completion : August 2012 I. National Transportation Planning and Research Centre (NATPAC) –R II. Infrastructures Kerala Ltd. (INKEL)
Scope and Objectives
For forecasting of future trave demand for the study, a
Persona Rapid Transit system is a modern, demand
horizon year of 2030 was considered and accordingly
responsive transit which uses automated pod-cars with battery operations running on elevated guide-way.
future eves of trafc on the road system were estimated. Based on the ed studies and anaysis of data, shortcomings in the existing road system have
been identied and appropriate improvement proposas prepared. Improvement proposals are suggested in
Each pod wi carry up to 6 passengers and operate with an average speed up 40 km/hour. It is intended to provide last mile connectivity to travellers in cities. The objective of the study is to identify major travel corridors
GENERAl REPORT ON
64
for operating PRT system in Thiruvananthapuram City, estimate expected ridership between different stations and forecast ridership for various horizon years. Mhdgy
Phase - 1: East Fort – Thampanoor - Paayam with a connection to Govt. Secretariat. (Distance 3.8 Km.) Phase - 2: Paayam –Museum -Veayambaam Kowdiar Square (Raj Bhavan) and aso a connection to Veayambaam via Vazhuthacaud. (Distance 5.0 Km.)
The methodology adopted for the study is split up into
a set of tasks as given beow; a) Coection of trafc data and other reevant information both from primary surveys and secondary sources for arriving at base year travel
demand modes; b) Generation of base year travel pattern in the form of O-D matrices; c) Development of transit networks and validation of trips through trafc assignment; d) Caibration of base year trave demand modes; e) Forecasting of transit ridership on seected routes of PRT network for a concession period taking into account of various alternative scenarios and fare
sensitivity; f)
Conducting fare sensitivity and risk anaysis with respect to projected ridership.
Phase - 3: East Fort –Sreekandeswaram - Vanchiyoor – Genera Hospita – Keraa University and Paayam (Distance 3.5 Km.) The trafc demand estimated for the base year as we as for different horizon years justies the guide way based pod-car operation in selected corridors of
Thiruvananthapuram city. The proposed PRT System will serve as feeder transit service, providing last mile
connectivity to Bus/Raiway Stations, Govt. Secretariat and various activity centres in the city. With the
introduction of PRT system, a substantia reduction of journeys by private vehicles and auto/ taxis would be
possibe, thereby resuting in signicant reduction of trafc congestion in Thiruvananthapuram city. Reports/Publications
Fina Report Further information/Copy of report can be obtained fm
Ccusis It has been estimated that more than 8 lakh person trips were performed in a day in the study region, of which, almost 80 per cent of the movement had either origin or destination outside Thiruvananthapuram city region.
The expected ridership for PRT system in the base year (2012) works out to 1.42 akh person trips. The potentia users of PRT system woud incude 46% of existing two wheeer users, 27% of bus users, 17% from
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 15. Role of IPT Modes in Medium Size City in Kerala–ACaseStudyofKozhikode D f S: April 2011 Date of Completion : March 2012
among the car users and the rest of demand come from intermediate public transport modes like auto rickshaw and taxi users. The ridership would increase to 1.80 lakh trips if adequate parking facilities are provided at major transfer points and the time of operation of the system is enhanced to 20 hours a day.
Scope and Objectives
It is estimated that the ridership for PRT system woud
•
increase to 2.88 lakhs in the year 2020, and further increase to 8.45 lakh trips by 2045. The fare elasticity of travel demand is worked out as -0.81 implying that an increase of 10% fare level will result in 8.1% decrease in travel demand.
Considering the anticipated passenger demand on different corridors of the proposed PRT network, a
phased
programme
for
implementation
has
been recommended for a distance of 12.5 Km in Thiruvananthapuram city.
National Transportation Planning and Research Centre - (R)
To anayze the growth and avaiabiity of IPT vehicles in the urban context
•
To study the socio- economic aspects of the runners of the system
•
To assess the roe of the IPT system in the tota urban transport as a case study including their adequacy aspects
Mhdgy
Primary data coections such as vehice operation, passenger attitude, were collected through questionnaire
ROAD RESEARCH IN INDIA 2011-12 and interview method. Further surveying invoved with drivers and their socio- economic information. Necessary supportive statistics was collected through secondary data collection. Secondary data are available
with sources ike Unions, Motor Vehice Departments, Poice and City Administration. Necessary intra-city trafc and inter-city trafc studies were aso conducted. Number of earier studies conducted on city’s trafc and transportation system were also used as secondary sources for the study.
•
Primary surveys in institutions and househods with questionnaires were carried out to elicit their socioeconomic characteristics, mobility pattern and issues.
The Case studies on seected cross sections ike: i.
stakeholders in general. Reports/ Publications
Roe of IPT Modes in Medium Size City in Keraa – A case Study of Kozhikode - Fina Report Further information/Copy of report can be obtained fm
To suggest policies to improve the mobility aspects of working women
Mhdgy
Iim Ccusis/ Ccusis
The study resuts wi be of interest for Motor Vehice Department, Trave Operators, Trade Unions in the ed and Traveing Pubic, The District Administration with Road Safety Counci and loca Corporation can aso benet in poicy formations with regard to timey actions on IPT system in the city as we as reated
Low Income Group e.g. Fish Marketing cass
women, Kudumba sree members etc. ii.
Middle Income Group e.g. Women staying away from homes, typical case of women’s hostels.
iii. High Income Group e.g. Women working in High
saaried rms ike IT industry - were covered under the study. Data collection through interview approach was initiated supported by secondary data collection. Trip characteristics like Origin-Destination, travel time, travel cost, purpose and frequency of trips, occupation and problems if any during the previous trips were collected from railway commuter survey and from women’s hostel.
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram - 695 004, Mbi: 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected]
Iim Ccusis/ Ccusis
16. StudyonGenderissuesofMobilityofWorking Women
Reports/ Publications
D f S: April 2011 Date of Completion : March 2012 National Transportation Planning and Research Centre - (R) Scope and Objectives Working women form an important share on the working population in the state. The scope of the study consists of analyzing the issues related in the following aspects: •
Women do not have equa access to Private Motor Vehicles
•
Women walk for work at times with head loads
•
Women and Pubic Transport
The main objectives of the study are: •
To study the mobility levels of working women and to compare with non-working women and
65
This study will help in making policies related to gender bias there by formulating problem solving measures by Governmental and Non-Governmental Agencies.
Study on Gender issues of Mobiity of Working Women Further information/Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram - 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 17. UrbanSpeedManagementUsingITS D f S: 2011 Date of Completion (Target): 2013 i. National Institute of Technology, Tiruchirappalli (R, I) ii. Ministry of Urban Development (S) iii. Indian Insti tute of Technology Madras (C)
GENERAl REPORT ON
66 Scope and Objectivs Objectives: •
•
To identify and implement ITS tools in the area of urban speed management, applicable to
studying the effect of speed warnings on the speed pattern. Stage IV: Implementation of the ITS technologies considered and assessing their suitability
To expore the use of ANPR cameras for vehice identication and speed detection of individua
The chosen technologies have to be tried out on an
To identify and propose the technology for providing appropriate speed warnings to those users violating
speed imits and to study the inuence of such warnings on the speed pattern. •
VMS, Voice messages, Image dispay systems and
Tiruchirappai city trafc conditions.
vehicles. •
feedback signs of the over speeding vehicles using
To explore the use of image processing technique in estimating speed of moving vehicles.
•
To evolve guidelines and best practices for maintaining proper speed management.
•
To develop human resources by training planners,
experimenta basis and in coaboration with City Corporation and Trafc Poice of Tiruchirappai city. The results of the implementation will be evaluated and
compared with experiences in Dehi, Mumbai, etc. Ccusis •
speed is mainly contributed by two wheelers. •
•
resut of increased speed through an efcient ITS too and ensure safe and efcient trave in the study area, Tiruchirappai City. Mhdgy Stage I: Identifying the required tools and locations for installing the tools
The toos identied for the urban trafc speed management study are ANPR cameras that woud capture images (of number pates of vehices), at suitabe resoution and frame rate; and RADAR/lIDAR
Speed prediction models were developed for roads
with and without median. linear and generaized
The scope of the study is to impement an efcient trafc reguatory and management system to reguate speed and in turn reduce the number of accidents as a
There has been a signicant variation of speed along previous non-accident zones following the accident zones.
trafc enforcement personne and road users. Scope:
Cars contribute around 50% of excess speed on Bharathidasan road, whie on rest of the road excess
linear models were used for developing models. Further information/Copy of the report can be bid fm
Dr. S. Moses Santhakumar, Professor, Dept. of Civi Engineering, Nationa Institute of Technoogy, Tiruchirappalli, Tamilnadu – 620 015, 04312503155 e-mi ID :
[email protected]
ph:
18. Pre-FeasibilityStudyforConstructingaGreen Field Highway between Nedumbassery and Vytilla in Kochi D f s : February 2012 Date of completion : Draft Fina Report on Apri 2012
speed meter and identifying the locations for installing
the toos, based on trafc characteristics, accident data etc. The data collected would be transferred to a computer setup at a suitable location via long cable
National Transportation Planning and Research Centre (NATPAC) -R
wires or Wi-Fi systems. Stage II: Analysing Urban Trafc Speed
Scope and objectives
Using video detection technoogy the speed of vehices is estimated using the ANPR cameras. The speed and
The main objectives of the study are:
the number plate of the vehicle extracted is transferred to a database for further operation.
1.
To assess the existing and projected trafc situation in Kochi and adjoining region;
Stage III : Dissemination/utilization of information
2.
To explore the scope for constructing a new
It is then proposed to utilize the information obtained on speed proes estimated using both the technologies
for managing the trafc by providing suitabe driver
Bypass between Kundannur and Athani aong NH 47 connecting the Nedumbassery Internationa Air port and and Vyttia Hub entirey on a Greened aignment; and
ROAD RESEARCH IN INDIA 2011-12 3. To carr y out necessary techno-economic evaluations for selecting the most feasible alignment for the
above green ed road. The scope of the study covers only the preliminary technical aspects of identifying all possible alignments,
assessment of existing and uses, trafc demand, and evaluation of alternative alignments, preliminary
67
Fuh iformation/Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected]
(conceptua) aignment drawings and preiminary design and preparation of rough cost estimate.
19.
Widening, Strengthening and Extension of Existing Tippu Sultan Road
Mhdgy D f s : January 2012 Date of completion : May 2012
1. Capacity and service eve assessments of various existing routes between Vytila and Airport through reconnaissance survey followed by detailed
National Transportation Planning and Research Centre (NATPAC) -R
inventory survey of roads; 2. Coection of sateite imageries of the areas,
assessment of existing and use and identication of a possibe aignments for the Greened highway; 3. Conducting trafc surveys for studying the voume,
origin-destination and other characteristics of trafc passing through the region; 4. Assessment of bye passabe trafc and forecasting
trafc for the horizon year; 5. Evauation of economic and nancia benets for
choosing the new aignment; 6.
Scope and objectives The Objective of the study is to suggest a most feasible alignment for constructing 4 lane roadways from
Ponnani to Francis Road Junction in Kozhikode. The Scope of work covers the following: 1.
Technica evauation of the aignments;
2. Assessment of existing and use; 3. Assessment of trafc demand;
Evauation of the aternative routes/aignment and
4.
Seection of best aignment;
selection of most feasible route/alignment including
5.
Updation of cost estimate.
aternative proposa to the road aignment, if any; 7. Broad assessment of na route/aignment seected by conducting reconnaissance, inventory and GPS Surveys and verication with topo sheets;
Mhdgy 1.
8. Preparation of preiminary (conceptua) drawings
survey followed by sample cross checking of the
and designs; 9. Preparation of rough cost estimate;
Capacity and service eve assessments of various existing routes in the study stretch between Ponnani and Francis Road junction through reconnaissance inventory survey data contained in the DPR;
2.
Coection and sampe cross checking of and use data, assessment of existing land use and technical
Iim Ccusis/Ccusis
Athough Kochi is we connected to other regions
evauation of identied aternative aignments for the new road as found in the DPR study;
with rail, road and air linkages, the quality of transport infrastructure and mobility standards are far from satisfactory. The vertical growth and land use expansion
3. A broad assessment of the existing socio-economic conditions in the hinterland has been made with a view to assess the potential growth in various
in and around Kochi are bound to generate and attract heavy commuter and goods trafc which the existing transport network system cannot handle. Government of
regions; 4.
Verication and critica assessment of projected trafc aong the new road as per the DPR study;
5.
Evauation of technica, economica and nancia aspects aternatives proposed in the DPR and
Keraa and Government of India are evoving many new schemes to improve the existing transport infrastructure
of Kochi and adjoining region substantiay. The concept of Kochi Metro and constructing a new Greened road between Kundannur, Vytia and Nedumbassery has emerged as a result of this thinking.
selection of most feasible route/alignment through
sampe verication of ed data coected from reconnaissance and inventory surveys;
GENERAl REPORT ON
68 6.
The estimate on cost of road construction is made for two lane or four lane road standards based on the unit rates available for each items of civil works.
Signicance of the study
The Maabar region remains undeveoped as compared to other regions in the State. The Government of Keraa intends to provide the much needed connectivity to the
Maabar region especiay aong the coasta bet. The coasta bet of Ponnani-Vengaam region in Maabar mostly depends on the existing Tippu Sultan road for connection to the hinterland. This road was constructed centuries ago and does not meet the required standards and also not well-maintained.
data (ii) to estimate the emission based on real world driving cycle for Delhi. Proposed Methodology
As part of this research, a rea-word driving proe in Dehi wi be observed using a Goba Positioning System (GPS). The driving cyce wi be deveoped and compared with real world driving, showing the real world acceleration and deceleration. The following is the methodology •
Identication of study area and roads based on –IVEM Mode and trafc oad ♦
direction
limiis
Based on the anaysis of secondary data and reports of other agencies, detaied ed reconnaissances were conducted by NATPAC on the proposed coasta highway alignment. The report contains the brief features of the selected alignment, its economical and social impacts, pavement design, updated cost estimates, economic analysis and other relevant engineering features. It is proved beyond doubt that the new coastal highway
♦ •
Development of questionnaire
♦
•
a long way for the overall economic development of the State.
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram - 695 004, Mbi : 9446342828; ph : 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 20.
Micro-Simulation Based Driving Cycle in Delhi City for Sustainable Transportation System (EMPOWER Scheme) D f S: 2010 Date of Completion: 2012 CSIR- Central Road Research Institute, New Delhi (R)
Three different types of questionnaire were developed. The questionnaire covered vehicle, roads, driver aspect.
Coection of rea word driving data using GPS based Performance Box and Vbox ♦
Piot database of 15 days driving cyces survey were created covering four different roads in Delhi
Reports/ Publications
Further information/Copy of report can be obtained fm
Part of the road seected based on IVEM mode study
between Ponnani and Vengai in Maabar region wi go
Fina Report, May 2012
Seven routes have been identied in different part of Dehi covering East, West, North, South
•
Trafc data for input data for micro simuation ♦
Trafc data were coected at 9 ocation on different roads in Delhi
•
Signal data for input data for micro simulation.
♦
Trafc Signa time phase were coected at a available corridor in different time of day in Delhi
•
BRT corridor has been anayzed roads to see driving pattern
•
Micro simuation mode is deveoped
•
Results are calibrated and validated to see driving pattern and its scenario.
•
Driving cycle developed
•
Workshop being organized for dissemination
•
Analysis, comparisons and evaluations
Scope and Objectives
Reports/ Publications
The objective of this study is two folds (i) to derive the driving cycle and compare it with existing regulatory driving cycle using micro-simulation and real world
•
Kumar, Ravindra., Durai, B.K., Saeh, Wafaa., Boswe, Coin. (2011) Comparison and evauation of emissions for different driving cycles of
ROAD RESEARCH IN INDIA 2011-12 motorcycles: A note Transportation Research Part
video picture of driver, real and foreward view along with road side video will be taken. NH3 and NH4 test routes will be selected both in urban and free driving conditions on morning, noon and evening peak.
D 2011 Pages 61-64. •
Kumar Ravindra, Saeh Wafaa, B.K.Durai and Boswe Coin (2011) “Micro simuation based driving cycle for motorcycle, Transport Research
Part-D Communicated. •
•
Kumar Ravindra, Kamini Gupta, B.K. Durai (2011)” Deveopment of Rea Word Driving Cyces At Dehi Bus Rapid Transit Corridor (BRT) And Air Poution Scenario: Hindi Journa of Bhartiya Audaugic Anusndhan Patrika Voume 19 Issue 2, December 2011 pp174-182. 44
69
•
Data Coection - Data wi be coected in to two different types of driver one young and old age.
The driving wi be carried out on ve different days and weekoff days. •
Selection of data variable
•
Data analysis and result
Ravindra Kumar, Wafaa Saeh, B.K.Durai, and S. Gangopadhya (2011) Deveopment of micro
Signicance/ Utilisation Potential
simulation based driving cycle for motorcycle
Data collection of headway in Silchar city is done
–Journa of Environmenta Protection, rcmmdis f Dissmii/ rvisi f Codes/Specications India needs to develop driving cycle for application to fuel consumption and emission in real world condition.
Microsimuation toos can be used to derive driving
Further information/Copy of report can be obtained fm
The Director, CSIR- Centra Road Research Institute, Mathura Road, New Dehi - 25, e mi ID: director.
[email protected]
cycle.
B.
on - GoInG/CoMpleteD proJeCtS
Further information/Copy of the report can be bid fm
1.
Feasibility Study on Requirement of Pedestrian Underpass/ Vehicular Underpass betweenPalanpur-Deesa-Radhanpur Section ofNH-14&NH-15
The Director, CSIR- Centra Road Research Institute, Mathura Road, New Dehi - 25. e mi ID:
[email protected] 21.
D f S: May 2012 Date of Completion: June 2012
Effect of Headway Due to Type of Lead VehicleforUrbanandNon-UrbanNorthEast Region – A Case Study in two city in North East region. D f s: March 2011 Date of completion (Targeted): March 2013 I. Central Road Research Institute, New Delhi II. NIT, Silchar
CSIR- Central Road Research Institute, New Delhi (R) Objectives
To study the requirement of Pedestrian Underpass/ Vehicuar Underpasses between Paanpur-DeesaRadhanpur section of NH-14 (@ Km. 356/300 (Chadotar), Km. 361/400 (Chandisar) & Km. 397/400 (Bhidi).
Scope and Objectives Mhdgy •
Application of headway and driving cycle to
understand trafc condition in city. •
Effect of ead vehice on headway
•
Scope of the work will be initially restricted to Silchar and Shillong city corridors .
Mhdgy •
literature review
•
Instrumentation of Vehicle
•
Instrumented vehicle Video Vbox will be used in car to follow the heavy vehicles that will record
To achieve the mentioned objective, the devised study methodology for this study is presented bellow •
Reconnaissance Survey
•
Conceptuaization of Study
•
Data Coection : Cassied Voume count, Pedestrian Voume count and Spot Speed survey has been collected.
♦
Cassied Trafc Voume Counts of turning movements at Chandisar Intersection (Km. 359/000) for 24hrs
GENERAl REPORT ON
70 ♦
♦ •
Pedestrian counts across the NH-14 at three ocations: Chadotar (Km. 356/300), Chandisar (Km. 359/000) and Bhidi (Km. 397/400)
are situiated very proximitly to the urban settlements
where the coa trafc expected to increase very rapidly.
Spot Speed survey at above three locations
Data Analysis and Interpretation
•
Assessment of Safety Situation and comparison with Standards
•
Need and Requirement of PUP/ VUP and Other Safety Remedia Measures.
•
as nationa highway trafc. Since these ocations
IRC and other internationa standards and practices
ps Sus d pgss
Competed
Reports / Publications
Fina Report on tite ‘Feasibiity Study on requirement of Pedestrian Underpass/ Vehicuar Underpasses between Paanpur-Deesa-Radhanpur section of NH14 & NH-15’ Submitted to PD, Paanpur PIU, Gujarat, 2012 Further information/Copy of report can be obtained fm
The Director, Centra Road Research Institute, Mathura Road, New Delhi - 25, e mi ID:
[email protected] ph 011-26312268 Fx 011-26845943
Ccusis 2.
With reference to Road Safety Ce, NHAI, Dwarka, New Dehi and Project Director (PIU, Gandhidham) regarding the study in view of the frequent accidents
on Paanpur- Bhidi section of NH-14 covering the three ocations at Chadotar (Km. 353/000), Chandisar (Km. 357/000) and Bhidi (Km. 397/000). The CRRI study team visited the site in the month of Apri – May 2012 and identied methodoogy to conduct the trafc studies and the following are the observations from the study •
The anaysis of above trafc studies ceary indicating that as per the IRC norms the required trafc voume is not exisitng to propose any grade seperated facility. However the pedestraina studies, spot spott studies and accidents stuides reveal that accidents are occuring mainly due to mix of local
trafc traveing about 15-20 kmph with high speed naitona highway trafc traveing with average speeds above 65 Kmph. •
In addition to this, the highway trafc aso mixing up with oca Non-motorized and Pedestrain trafc. Further the accidents stuides on this streatch
Comprehensive Trafc and Transportation Studies of Goa. D f S: Sep 2010 Date of Completion : Oct 2012 CSIR- Central Road Research Institute, New Delhi
Scope and Objectives The study would be conducted in two phases namely
short term (Phase-I) and ong term (Phase II). The scope of the study in Phase-I encompasses conducting ed studies for the preparation of Trafc System Management Pans for a the ve trafc circes. Study of major intersections on national highways corridors in addition to the other major roads. On the
basis of set of trafc surveys proposed to be conducted on the identied road network of the city, short term trafc improvement pans woud be recommended. Comprehensive road network pan such as muti-moda
clearly indicates that these three locations has very high potential for the accidents.
transport system considering transport requirements of existing and future travel demands is to prepare in
•
In view of a these, the Vehicuar Underpass ( VUP) at the two ocations i.e. at Chatodar (Km. 353/000) and Chandisar (Km. 357/000) and Pedesstrain Underpass (PUP) at Bhidi in recommded.
household travel characteristics and establishment surveys will form the basis for recommending transport plan for the horizon years.
•
Further it is mentioned that desining of these
Mhdgy
intersections as staggered intersections are not recommeded considering the high speeds on the national highway which in turn creates more problems to the local as well as national highway
The short term solutions will provide relief to the
trafc. •
Provision of the VUP and PUP at the respective coations wi ehnace the safety of oca trafc we
Phase II. In the ong term study under phase II, the
congestion and chaotic situations of trafc. To achieve perceivable relief certain minimum required structural changes and mandatory controls will have to be devised. These changes may be in the form of geometric design of intersections and provision of signals to control the movements at intersections by allocating the right of
ROAD RESEARCH IN INDIA 2011-12 way. Besides this, the parking characteristics would be analyzed and polices for parking regulations in terms of time rationing, physical restrictions, designing and control of off-street facilities will be undertaken. Safety measures at some accident prone zones along the National Highways passing through the Goa cities to be recommended. The parking needs of the central business area will be assessed at more detailed level to work out regulatory
steps which might incude physica and sca measures. Pedestrian faciities wi be recommended on the basis of scientic study of pedestrian counts aong the roads and across the roads.
long term soutions are aimed at deveoping the transport infrastructure and reated system in a scientic manner by considering the planned growth of the city and estimating the future travel demand. This shall be accomplished by systematically conducting the primary surveys to assess the transport demand of passenger and goods as existing and evolve transport models to project this demands for the horizon years. On the basis of estimating demands the master plans of roads with appropriate hierarchical set-up will be prepared.
ps Sus d pgss Sus: Competed Year of of Last Report: Report: 2012 pgss: Competed. This project is one of the CSIreMpoWer Scheme Project Fuh Fidigs/Ccusis The variation of Travel Time was investigated under
the inuence of various uncertainties from the Suppy and Demand side of the Transportation Transportation system with the
hep of Micro simuation techniques Travel distributions Observed Vs Simulated •
which is closely follows observed travel time distribution •
action pan on ground expecting to reduce trafc, parking probems and pedestrian probems. And Phase wise development of road network would immensely help to reduce the congestion as well as accidents on road network of Goa.
•
•
Inuence of Demand Side Variation on Trave Time •
to the existing trafc demand •
time as against free ow trave time.
•
If the demand reduced by 50%, the PTI aso reduced to 2.3.
PTI vaue are as high as around 7.4 was observed for the period between 9.45 AM to 10:00 AM during the peak hour period.
•
ph 011-26312268 Fx 011-26845943
CSIR- Central Road Research Institute, New Delhi (R,S)
If 50% trafc demand situation arises, road users should plan their travel for about 5.5 times of travel
Further information/Copy of report can be obtained fm
D f S: September 2010 Date of Completion: October 2012
The inuence of trafc ow on trave time is estimated for 50 % increasing and 50 % decrease
•
Travel Time Related Performance Measures for EvaluationofSustainableRoadTransportation System.
Micro simuation modes are capabe to anayze the behavior of uncertain variable and better than the other aggregated models
Inception Report, Trafc and Transportation Studies at Mining areas of Goa
3.
The average Paning Time Index vaue for the peak hour is about 4.25 for the observed travel time and it is 3.9 for simulated travel time
Reports/ Publications
The Director, Centra Road Research Institute, Mathura Road, New Delhi - 25, e mi ID:
[email protected]
The error in observed and estimated travel time is
about 7%.
Signicance/ Utilization Potential The recommendations were made to implement the
Travel time obtained by simulation model is well
distributed between 7 minutes and 25 minutes
Efforts wi aso be made to identify the phase wise development of this proposed master plan:
71
Whereas in the case of 50% ess demand, PTI vaue is 2.6 for the period between 9:15 AM to 9:30 AM
Inuence of Suppy Side Variation on Trave Time •
Road under working are dened in the VISSIM as an event that effect or impeded the norma trafc ow at identied ocation (considered 200 mts)
•
If the one lane is blocked for 30 minutes during the peak hour, road users should plan about 6 times of
trave time as against free ow trave time.
GENERAl REPORT ON
72 •
If extra one lane is provided for the entire corridor, corridor, road users should plan about 3 times of travel time
required for the development of plan documents and rural road management system in GIS platform
as against free ow trave time Inuence of Signa Faiure on Trave Time •
With Signa the average Trave time is 17.51 minutes and if the signal is failure, the average travel time is about 25 minutes for the study corridor
rcmmdis f Fuh wk •
Further research to be pursued on Trave Time Reiabiity Vs Capacity Reiabiity Studies for urban road network towards building up of a new research domain
EMPOWER Project Competion Report submitted CSIR
•
Ch.Ravisekhar.,B. Kanagadurai, Asakura Yasuo and S. Gangopadhyay” Use of Trave Time Reiabiity for Measuring Trafc Congestion Variation” 1st Conference of Transportation Research Group of India (CTRG) Sekhar,
Assessment of settlement settlement level connectivity connectivity
•
Total settlements
•
Connected/unconnected
•
Road length improvements
required
for
connectivity
limiis f Ccusis Iim Ccusis
Updated road detais aong with settement eve data Pan required for PMGSY, Bharath Nirman or NABARD
•
Dr.Ch.Ravi
•
can be used for the preparation of Road Development
Reports/ Publications
•
Further Findings/Conclusions/Supporting Data
E.Madhu,
B.Kanagadurai
funded road development schemes Reports/ Publications
Preparation of Inventory of Roads for two Bock Panchayaths in Kannur District (2011-12) –Fina Report Further information/ Copy of report can be obtained fm
and Dr. S.Gangopadhyay” Analysis of Travel
Time Reiabiity of an Urban Corridor using Micro Simuation Techniques”, Techniques”, Journa of Current Science (Submitted) Further information/Copy of report can be obtained fm
The Director, Centra Road Research Institute, Mathura Road, New Delhi - 25, e mi ID:
[email protected] ph 011-26312268 Fx 011-26845943 4.
Preparation of Inventory of Roads for two Block Panchayaths in Kannur District D f S : April: April- 2010 Date of Completion : On-going National Transportation Planning and Research Centre (NATPAC) – R
ps Sus d pgss
Competed the task for 30 Grama Panchayaths in Kannur District Sus: Ongoing
Director, Nationa Transportation Panning and Research Centre, Cen tre, Sasthra Bhavan, Bhavan , Pattom Paace P. P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 5.
Constraints in Developing West Coast Canal in Kerala – Case Study of National Waterway No. III D f S: March 2011 Date of Completion: March 2012 National Transportation Planning and Research Centre (NATPAC) – R
ps Sus d pgss The current status of development of the NW-3 is studied and the problems encountered during execution
are identied. The status of the cana in terms of trafc achieved and regional development are also studied. After discussion with the IWAI Authorities, state departments and other stake holders like industries, boat operators, shipping companies etc. the constraints
in cargo movement are identied and suggestions for
Year of of Last Report: Report: 2012
improvement are proposed.
pgss
Fuh Fidigs/Ccusis
Developing an authentic spatial data base on Grama
It is necessary to study the socio economic impacts of
Panchayath roads together with supporting information
the deveopment of the waterways. Specic probems
ROAD RESEARCH IN INDIA 2011-12 are to be addressed and necessary additional facilities
are to be provided. It is required to work out an efcient management system for the smooth operation of the waterways. Suggestions for improvement of the navigability of the NW-3 are: •
Competion of capita dredging work in NW-3
•
Remova of shing nets from the navigabe channe of the waterways
•
Widening of lock gates at Thaneermukkom and Thrikkunnapuzha locks
•
Development of feeder canals of NW-3
•
Encourage transportation of containers through NW-3
•
Providing container handing faciities at terminas of IWAI
•
Exporing the possibiity of usage of buet containers on NW-3
•
Conceptuaisation of cargo oriented projects with guaranteed quantity of cargo for a specied time
73
Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 6.
Constraints in Developing West Coast Canal in Kerala – Phase II – Case Study of Selected Stretches in North Kerala (Kozhikkode, Kannur and Kasargode Districts) D f S: March 2011 Date of Completion: March 2012 National Transportation Planning and Research Centre (NATPAC) – R
ps Sus d pgss
The waterways in North Keraa (Kozhikode, Kannur and Kasargod Districts) were studied for its navigabiity navigabiity.. Inventory of the waterways were conducted and
proposed routes identied. Survey of industries was also conducted to identify the availability and origin of cargo, and to identify the constraints for cargo movement.
frame for movement by waterways •
Encouraging faciities for construction of ship buiding and ship repair in Keraa
Fuh Fidigs/Ccusis The outcome of the study will be the development of
Taking adequate measures for effective integration of IWT and coastal shipping
a water transportation network for North Keraa, which
•
Integration of IWT with rail and road to improve connectivity
unorganized sector to efcienty pan their services.
•
Revival of inland vessels building subsidy scheme and operationalisation of freight subsidy scheme
•
Formation of an inand vesse easing company
•
Strengthen the set up of Keraa Govt. for fuing its
•
obligation as a regulator under Inland Vessel Act limiis f Ccusis Iim Ccusis
Cross structures not conrming to the standards of horizonta and vertica cearances, shing nets obstructing the waterway are the main constraints for the operationalisation of the waterway. rcmmdis f fuh Wk The cargo potential of the waterway is to be studied and a strategy for suitable vessel design is to be developed.
Cargo avaiabiity is another important aspect to be studied in detail. Further information/Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Cent re, Sasthra Bhavan, Bhavan , Pattom Paace P. P. O.,
will help the Govt as well as private operators in the Improved water transport network will enhance the connectivity as well as economy of the region as a whole and will also result in increased tourism revenue. limiis f Ccusis Iim Ccusis The use of waterways is reduced due to the construction of new bridges and roads. rcmmdis f fuh Wk The cargo potential of the waterway is to be studied and a strategy for suitable vessel design is to be developed.
Cargo avaiabiity is another important aspect to be studied in detail. Reports/Publications Interim Report Further information/Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Researc h Centre, Sasthra Bhavan, Bhava n, Pattom Paace P. P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828;
GENERAl REPORT ON
74
ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 7.
Study on Stage Carriages in Kerala – Computation of PISCO D f S: Juy 2011 Date of Completion: January 2012 National Transportation Planning and Research Centre (NATPAC) – R
Present Status & Progress:
Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 8.
Development of Toolkit on Analysis of UrbanTrafcSystems/UrbanTrafcSystem DesignandEvaluation(SponsoredbyWorld Bank-GEF-UNDP assisted Sustainable Urban Transport Project (SUTP) Institute of Urban Transport (India)) Ministry of Urban Development) D f S: March 2012 Date of Completion: December 2012
Sus: Competed
National Institute of Technology, Warangal (R)
Year of last Report: January 2012 Further Findings/Conclusions/Supporting Data
As per the Cost mode, the xed cost for ordinary bus per day is 2685/- to be assigned to 957 passengers
Present Status & Progress: Sus: On Going Year of last Report: January 2012
travelling in ordinary buses per day, which comes to
2.78/-. The variabe cost of operation is estimated as ` 0.54 per passenger kilometer. Thus the total fare rate
for a distance of 5 km (rst fare stage) works out as ` 5. This can be rounded as ` 5.50 and xed as rate for the minimum fare. On an average 717 passengers are found to be travelling in intercity fast/express bus services per day per bus. The average occupancy is found as 40. The fare for travelling minimum 10 kilometres works
to be 7.28. Hence it is recommended that a minimum fare of 7.00 can be xed for fast services and 10.00 for express services. limiis f Ccusis:
Ccusis
Iim
Computation Periodica updating of Price Index for Stage Carriage Operations (PISCO) gives a scientic basis of fare revision of Stage Carriage Operation. The vaue of inputs compied for PISCO refers to survey based on imited sampe basis conducted by NATPAC in 2012 and accurate demand forecast have not been
made for any particuar route. Frequent uctuations in fuel and other cost inputs and also the load and lead parameters could not be realistically estimated. The cost of components and weights used for computing the values of these factors remain unaltered. Reports / Publications
Draft Fina Report, January 2012 Further information/Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O.,
Further Findings/Conclusions/Supporting Data The prime user for whom the Tool kit is being prepared is the person/agency charged with the responsibility of undertaking the relevant task. The toolkits are aimed at providing step by step guidance to cities and other concerned authorities to enable them to plan and implement projects related to urban transport, without referring to any other material and also to facilitate public decision makers and transport planners/engineers in
overseeing urban transport projects. Each tookit is to be a self contained and in depth document that includes various survey /other required formats etc.
Understanding of various trafc ow characteristics and Trafc Anaysis, Capacity & lOS anaysis are prerequisites for design of facilities and for subsequent performance evaluations of these facilities under
varied trafc operationa conditions. The foowing is the suggested grouping of the toolkits.
Anaysis of Urban Trafc Systems (Trafc Anaysis, Capacity and lOS Anaysis of Urban Streets) Urban Trafc System Design & Evauation (Trafc System Design and Performance Measurement of Urban Streets) limiis f Ccusis:
Ccusis
Iim
Computation Periodica updating of Price Index for Stage Carriage Operations (PISCO) gives a scientic basis of fare revision of Stage Carriage Operation. The vaue of inputs compied for PISCO refers to survey based on imited sampe basis conducted by NATPAC in 2012 and accurate demand forecast have not been
ROAD RESEARCH IN INDIA 2011-12
75
made for any particuar route. Frequent uctuations in
of Urban Deveopment, Government of India in Juy
fuel and other cost inputs and also the load and lead parameters could not be realistically estimated. The cost of components and weights used for computing the values of these factors remain unaltered.
2012.
Reports / Publications
Prof. CSRK. Prasad, Civi Engineering Department, NIT
Presentation of State of the Art Report to the Standing Committee, Institute of Urban Transport (India), Ministry
Further information/Copy of report can be obtained fm
Warangal – 506004, Mbi 91-9490165341 ph 0870 246 2117 e-mi ID:
[email protected]
GENERAl REPORT ON
76
2. SAFETY & ENVIRONMENT SUMMarY Research works reported in the area of Safety and Environment reate road safety Audit, Identication of Accident Prone ocation on Nationa Highways, Variabiity in vehice fue consumption, Measurement of air quaity Hazard on National Highway and study of Non methane hydrocarbons in the atmospheric environment at commercial residential and the signalized intersection in India
SalIent poIntS For DISCUSSIon 1.
Safety Auditing
2.
Identication of Accident Prone locations
3. Anaysis of Driver Behaviour and Crash Characteristics 4.
Measurement of air quaity and noise eve
5.
Micro leve study of Accident Hazards on Nationa Highway
6.
Variability in vehicle fuel consumption
7. Study of Non methane hydrocarbons in the atmospheric environment
ROAD RESEARCH IN INDIA 2011-12 a. 1.
proJeCtS reporteD For tHe FIrSt tIMe Performance Assessment & Product BehaviourObservationofCrashTestedRoad Safety Barrier (Plastic) Model Cosmos Road Liner2000SinIndianVariedClimate&Trafc Pattern. D f S: June 2011. Date of Completion (Actual): September, 2012
water ed crash tested barrier system and foowing observations were noted: eValUatIon CrIterIa
reSUltS aCHeIVeD
Controed atera deection of Amost ni atera deecplastic barrier is acceptable. tion.
Trafc
specied in terms of capacity, dimensions, raw materia specication, thickness, approx. weight etc. so as to avoid monopolistic approach and to protect the usage of sub-standard raw material, lookalike light weight products etc. This shall also determine no compromise at quality front & would be in the best interest of civic society. There also emerges the strong need to locate temporary road safety barriers on highway under construction, 4 lane to 6 lane conversions and Rural roads which could offer d sfy to the satisfaction. The main of this study are To attract the kind attention of key decision makers
to specify, standardize the technica specication of Road Safety Barrier (Pastic) prior deployment on road sites, study & underline the salient features
to draw differentia benets Quick temporary arrangement to offer road safety
on new highway projects to repace efcienty the use of traditiona mud/soi ed sacs as per contemporary safety solution
•
adjoining NH-2. The errant vehicle crashed with the
ii. The Commissioner of Police, Department, Faridabad ( I ).
delineators, safety barriers, cones etc. need to be
•
Urban Roads. Performance evauation of barrier system was carried out through Crash Test on a tria stretch at Badhka Circe, Faridabad as a temporary median
i. M/s Cosmos Fibre Glass Ltd., Faridabad (R,C)
Pastic products used in Road safety Barrier ike trafc
•
temporary road safety solutions for Highways & Rural-
Crash barrier sha contain & Vehicle contained & rediredirect the vehicle. the vehicle rected. shall not penetrate, under ride or override the installation.
Scope and Objective
•
77
To work on standardization of effective temporary road safety plastic barrier systems.
To pace the Crash Tested Road Safety Pastic Barrier System on heavy trafc zone for performance assessment, the suitability of system under varying climate conditions
Interim Conclusions/Conclusions/Supporting Data
The traditiona safety options are insufcient for such roads which deploy no other traditional means whether it
is atest technoogy for road deveopment, Engineering, Enforcement etc. is concerned. The increasing trafc congestion has made it requisite to seriously look into
Detached elements or debris from the plastic barrier should not penetrate or show potential for penetrating the occupant compartment.
No evidence of any potential of intrusion of detached article was found.
Shall not present an undue haz- No undue hazard was ard to other trafc, pedestrians found to the other trafc, or personnel in a work zone. pedestrians or personnel in a work zone. The vehicle should remain up- Vehicle right during & after collision. right. After collision it is preferable that the vehicle’s trajectory not intrude into adjacent trafc lanes.
remained
up-
Vehicle came to rest close to the barrier. No potential of intruding into adjacent trafc anes.
Signicance/Utilization Potential
There is a signicant appication to introduce such temporary barrier systems on highways as well which could render support to preclude the accident injuries and fatalities involved. In fact, to motivate & promote standard code of practices, all the present temporary barricading system like cones, plastic barricades etc. should have material, properties, dimensions, color, approx. weight, water capacity, level indicator to ensure the product behavior
as road safety product and it needs to be redened. This shall bring a pause to sub-standard utilization of raw material, practices & protect the compromises made if any in terms of quality of road safety products. The huge utilization potential is evident & need no introduction in present scenario. We see the huge scope of remedial actions to be yet taken at the forefront of introducing these temporary road safety contemporary measures on rural & urban highways/roads under
deveopment or near future projects of Centra & State owned planned developments. On above lines, we installed our crash tested water
ed road safety pastic barrier system in conjunction
GENERAl REPORT ON
78
with Trafc Poice Department, Faridabad at an identied ocation which has serious requirement of
2.
SafetyAuditingofPublicTransportSystems in Kerala
placing some temporary road safety barrier system D f s : April 2011 Date of completion : March 2012
as a median to stop the intration of either side trafc while without compromising the road safety aspects.
This trafc junction is critica since the trafc oad is
National Transportation Planning and Research Centre (NATPAC) - R
pretty heavy & accident chances are prominent The results are astonishing, the demarcation is great, accident occurred but the injuries were nil, system
debris was ni, cear trafc movement continued post
Scope and Objectives
accident, vehicle dents were reduced, occupants were
i.
To study the accident trend in Keraa.
safe etc. This is signicant & estabishes that such
ii.
To anayse the accidents pertaining to K.S.R.T.C.,
systems are to be ideally encouraged & proposed for
a trafc appications whether it is trafc deineation or excavated road site protection on highways, urban & rural areas. limiis f Ccusis/ rcmmdis f further work/further proposed work. •
The Cosmos Crash Tested Barrier instaed at Badhka Circe as median has demonstrated ony a piece of appication; the appropriate appication is highway roads with work under progress where we wish to carry it for road safety application in our further work.
•
Recommended to be installed at all work zones where road development projects are to be initiated,
are in fu swing, semi-nished road sites, gaps created on medians, exposed excavated roads on
highways, V.I.P pockets for temporary diversions, Consuates, Airports etc. •
Development of standard code of practices for all the temporary barricading system like cones, plastic barricades, crash tested barriers etc. should have material, properties, dimensions, color, approx. weight, water capacity, level indicator to ensure
that product meets the specic denition of road safety product. •
iii. To study safety practices of different type of public transport buses. iv. To analyse the safety attitude of bus drivers and v.
To study the bus condition with respect to safety of passengers.
The wide usage of traditiona woven sacks ed with sand as temporary marking of work under progress or light weight plastic cones / light weight water ballasted other plastic barricades has also imposed limitations during project execution.
•
private, and institutional buses.
Trial executions of crash tested road safety barriers
through Concessionaires & pace it as one of the best substitute options in their road safety proposal of new upcoming projects for temporary road safety applications. Fuh ifmi c b bid fm
M/s Cosmos Fibre Gass ltd., 60, DlF Induatria Area, Phase I, Faridabad (Harayana), Mbi: 09818649116 ph: (0129) 2277172, 2274797, e-mi ID: rohit.
[email protected];
[email protected]
Mhdgy i.
Primary and Secondary data are to be coected to study the accident situation in Keraa. It is aso required to study the part of buses in accidents.
i.
Interview of bus drivers are to be conducted to understand the road safety awareness of them and their attitude towards it.
ii.
Sampe Survey of Buses is to be conducted in order to realize the operational condition of buses like age and other aspects.
Interim Conclusions/Conclusions/Supporting Data
Pubic transportation services are the way to transport large number of passengers at a relatively low cost on
a reativey xed route at schedued times. The pubic transportation system in Keraa incudes Road, Rai, Air, and Water transportation. Road transportation
is one of the major modes among these. Buses, the mode of Pubic transportation system through roads comprise two types: Stage carriages and Contract carriages. Stage carriages ike K.S.R. T. C buses and private buses are having an important role in road transportation. Institutional buses are coming under contract carriages. While going through the overall
accident data and matters reating to that in Keraa, it is clear that the buses are having an unavoidable role. So, it is required to study the causes and related factors of bus accidents in detail. Safety aspects of bus passengers are also need to be studied. Now the study is conducted for Thiruvananthapuram
and Kozhikode districts. Through this study, the present condition of buses, bus depots, bus stops, driver and conductor behaviours etc. revealed. According to
ROAD RESEARCH IN INDIA 2011-12
79
study, the condition of most of the buses and bus stops are very bad. They are not having adequate facilities.
Data Coections: Three types of data such as Accident
Most of the bus accidents occur due to brake faiure
the road and trafc data have been coected.
and axle breakdown, so mechanical condition of buses should also be considered. There should be methods to assess the suitability of bus crew by means of their
By using the data foowing methods have been appied
menta and physica abiity. Proper training aso shoud be given to the crew members.
frequency and characteristics, Geometric features of
to determine accident prone locations. •
higher the number of accidents on any stretch, higher would be the accident proneness of that stretch.
Reports/Publications
Safety Auditing of Pubic Transport Systems in Keraa –Study Report
•
3.
IdenticationofAccidentProneLocationsand Improvement Measures in National Highways 17and212SegmentsinKozhikodeDistrict D f S: April 2011 Date of Completion: March 2012 National Transportation Planning and Research Centre - (R)
Scope and Objectives
a) To collect the accident details pertaining to the past three to four years.
b) To analyze the accident causative factors. c) To evove a suitabe methodoogy to conne the accident prone locations.
d) To carry out a micro- level analysis of the accident prone locations under safety auditing. Mhdgy Road accidents have occurred due to the increase in motor vehicles and the corresponding inadequacy of road infrastructure developments. Therefore a practical solution is necessary by identifying the facts as it featured alignment drawbacks too.Accident data has a prominent role in establishing the factors causing accidents and in order to control, regulate and manage the problem, an effective support relied on the matters of previous occurrences are found extremely helpful to substantiate the proximity towards accidents at the
ocations identied.
Two accidents in a year may be due to minor design defect while three or more accidents in
a year denitey indicate serious deciencies in
Further information/copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected]
Quantum of Accident Method was adopted i.e.
Geometrics of the road stretch. •
Estimated Accident Risk Index (ARI) consisting of Consistency, Tendency and leve of accidents.
The three components of accidents have been formed into groups with assigned scores based on number of
accidents occurring in a year. later identied stretches of one kilometre were put under a Road Safety Auditing. Iim Ccusis/Ccusis
Identication
of
accident
prone
ocations
and
improvement measure packages will be useful to
Pubic Works Department and loca authorities incuding District Administration, Poice, Motor Vehice Department and Stakeholders in road safety. Reports/ Publications
Identication of Accident Prone locations and Improvement Measures in Nationa Highways 17 and 212 Segments in Kozhikode District –Fina Report Further information/Copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] 4.
Analysis of Driver Behaviour and Crash Characteristics during Adverse Weather Conditions D f S: May 2012 Date of Completion: May 2014 CSIR- Central Road Research Institute, New Delhi (R)
GENERAl REPORT ON
80 Scope and Objectivs •
•
•
To capture drivers visual and measurable fatigue during fog driving under simulated environment and realistic setting.
study will also focus on crash modelling in fog, which will provide insight about possible damages and
injuries in fog reated crashes. The na project report will address the answers of the four research questions
identied in this study. Specicay there wi be ndings
To investigate and analyze drivers’ choice of headway and speed in fog under simulated environment and realistic setting.
related to drivers’ state, their car following behaviour
To investigate if the choice of speed and headway
ways by which frequency and severity of incidents can be reduced by providing drivers with enough
are affected by the vehice they drive or foow (under simuated environment and reaistic setting).
as we as type and pattern of crashes in fog. Based on these ndings the research team wi aso recommend
information about the roadway and trafc conditions as we as through better trafc management in fog. Study
Mhdgy
is under progress.
This study will be conducted in two parts
Further Information /Copy of Report Can Be obid Fm
a) The observation and analysis of driver’s R.T. and
other behaviour in laboratory setting: In this part different psycho physical tests along with the skill tests will be conducted in driving simulator to analyze in simulated rainy and fog condition the driver’s behaviour e.g. crash characteristics, risk taking practices, reaction time etc The driving simulator will be used to obtain behavioural data from the drivers of different age groups under simulated adverse weather condition.
The Head, Trafc Engineering and Safety Division, CSIR- Centra Road Research Institute, Mathura Road, New Delhi - 25., e mi ID:
[email protected] 5.
Road Safety Audit of Dasve Road Network in Lavasa to Comply the Pre-Conditions set byEnvironmentalImpactAssessmentExpert Appraisal Committee D f S: Juy 2012 Date of Completion: June 2013
b) The observation and analysis of driver’s R.T.
and other behaviour in ed setting (in adverse weather): In this part of the test wi be conducted during rainy seasons and in the winter settings under fog condition to observe the driver behaviour. In continuation of this driver ’s characteristic will be
measured with the hep of the V-Box and with the three cameras to measure driver’s reaction time, behavioural movements and road assests during the acquisition.
Finay Rea Word Data wi be processed for modeing during the all seasons. An evaluation of relationships between age, personality and driving style will reveal the relationship between the driver age and type A
or B personaity characteristics and which type of personality is a good predictor of vehicle speed and following distance. A factor analysis of several at-risk
CSIR- Central Road Research Institute, New Delhi (R) Scope and Objective
Considering the conditions set by the Environmenta Appraisa committee under the Ministry of Environment and Forests, and the etter received from the lavasa Corporation ltd., the main objectives of the present study are as follows:
i)
To conduct the road safety audit of Dasve road
network in lavasa ii)
Suggest the road safety measures and contingency
driving behaviours wi be identied a custer of correated
pans to dea with the road trafc mishaps/
driving behaviours that appeared to share a common
accidents.
characteristic identied as aggressive/impatient driving. This correlated cluster of driving behaviour will provide objective support for the assumptions of response generalization and problem behaviour theory. Results will be discussed with regard to implications for safe driving interventions and a suggesting remedial for problem behaviour syndrome. Signicance/ Utilization Potential
Signicant part of the project woud be obtaining driver behavioural data at reverse weather conditions. The
Mhdgy In carrying out the safety audit of the road project
foowing methodoogy was adopted. For carrying out the road safety for this study three stages of Road safety Audits will be conducted
a)
Safety Audit on Existing Roads (Monitoring)
b)
Safety Audit at the Construction Stage
c)
Safety Audit on Design stage
ROAD RESEARCH IN INDIA 2011-12 Coection of Data: Coection of detaied engineering drawings from the client. These drawings provide the Information relating to the design standards adopted for the road project. to get an idea of the project from the point of adequacy in design.
Mhdgy •
Check list was prepared according to (IRC:SP-882010) and IRC:67-2010. The check ist broady covers,
seasons such as Season I (June-August), Season II (September-November), Season III (DecemberFebruary) and Season IV (March-May). •
and avaiabe Cross drainage faciities and NMT facilities.
Fied Studies: Fied visits were made by driving / waking along the project road to appreciate other physical and environmental features that required special attention from the point of view of safety. Some examples are pedestrians, roadside developments, sociological aspects that need special attention and appropriate facilities.
Measure the concentration of air poutants such as particuate matter, Nitrogen dioxide (NO 2), ead (Pb), Carbon Monoxide (CO) and Ammonia (NH3) at ve ocations at proposed IISER Campus as per CPCB guidelines with varying number of anthropogenic sources. The measurement will be done in four
The other required secondary data also collected and
Alignment, cross sections, shoulders footpaths, side slopes, drainage facilities, Road markings, Road signage, Road lighting and other road asset information
81
Measure the Noise eve at ve ocations during four seasons in and around IISER Campus with the guideines of Internationa Eectro Technica Commission (IEC).
Interim Conclusions/Conclusions/Supporting Data The concentration of particulate matter and carbon
monoxide at two samping stations namey Physica Science Buiding and Main Pant are coser to the prescribed imit of CPCB standards may be due to the continues operation of concrete mixture plant, Diesel
Power Generator and vehicuar movement. But the Review and Analysis has been carried out through
primary surveys and Data coected from Cient on Detaied Engineering drawings Recommendations / remedial measures: Recommendations / remedial measures for the
identied safety deciencies, aong with the action pan for implementation. Further information/Copy of report can be obtained fm
The Director, Centra Road Research Institute, Mathura Road, New Delhi - 25, e mi ID:
[email protected]
overall result shows that the pollutant levels are within the permissible limit. Signicance/Utilisation Potential After construction, the air quality and noise levels will be under the prescribed standards. The green belt of
Ponmudi his wi serve as the best absorbent of both air and noise pollution in this area. Limitations of Conclusions/ further proposed work
The construction of IISER campus is under progress.
ph 011-26312268 Fx 011-26845943
It is suggested that the monitoring of air pollution and noise levels should be monitored until the completion of the construction work.
6.
Measurement of Air Quality and Noise Level at Proposed IISER Campus at Vithura in Thiruvananthapuram District
Reports/Publications
D f s: June 2011 Date of completion : March 2012
Further information/copy of report can be obtained fm
I. National Transportation Planning and Research Centre - (R) II. Centre for Water Resources Development and Management (CWRDM ) –(C) Scope and Objectives •
The aim of the project is to assess the ambient air quality and noise levels in and around the proposed
IISER construction site as the part Environmenta Impact Assessment (EIA) study.
Interim and Fina Report
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677, e-mi ID:
[email protected] 7.
Feasibility Study for the Setting Up of Monorail between Pallipuram (Techno city) and Neyyattinkara in Thiruvananthapuram Disic D f S: September 2011
GENERAl REPORT ON
82
D f Cmpletion (Targeted/Actual) : March 2012 I. National Transportation Planning and Research Centre - (R) II. Department of Transport, Government of Kerala (C)
Mhdgy
Methodoogy for the study invoves the foowing activities: •
reports •
Data Coection and Deveopment of Transport Mode
•
Forecast mode deveopment
•
Deveopment of Monorai
Scope and Objectives The major scope of the work is to prepare a feasibility report for the proposed monorail system between
Techno city near Paipuram and Neyyattinkara in
Review of Master Pan and review of earier
Aignment Identication and deveopment of Operations Pan
Thiruvananthapuram district.
•
The following objectives are derived based on the scope of the work:
•
Costing, Economic and Financia Anaysis
•
Preparation of Feasibiity report
reports related to the development of transport infrastructure in Thiruvananthapuram
•
Environmenta and Socia Constraints
•
Preparation of Request for Quotation
Coection of secondary data from a the avaiabe
•
•
•
Review of avaiabe Master Pan and a earier study
sources regarding the study area, existing and
the implementation of
future and use pattern, popuation growth, trafc •
Advise on institutional arrangements required for the successful and timely implementation and completion of the project
characteristics and travel demands of the study corridor.
•
Advise on the possible funding possibilities and
Conduct
•
volume, travel characteristics, modal split, etc. •
•
Conduct comprehensive trafc surveys to generate sufcient database regarding the trafc
topographica
and
road
inventory
resources for the nancing of the project
surveys. •
Identication of most suitabe aignment corridor for the proposed monorail system
•
A thorough review on travel characteristics and the existing public transport system and the
possibe efcacy of monorai system in meeting the transportation requirements of the city •
•
The study ndings and appropriate recommendations evoved in this study are briey summarized beow: •
of the proposed project stretch is about 41.8 km.
The route of aignment is “Paipuram (Technocity) – Kazhakoottam – Uoor- Kesavadasapuram – Pattom – lMS- Paayam – Statue – Overbridge –Thampanoor – Kiipaam – Karamana – Pappanamcode – Baaramapuram – Neyyattinkara”
Identication of the potentiaities of the monorai
and is proposed to be implemented in two phases. •
Financia and economica anaysis of the project
structure. Financia anaysis shows that FIRR varies from 7% to 13% depends on the various
and the steps to ensure a robust viability of the system •
Identication of the nancia structure and risks associated with the project
•
Preparation of an action plan for the successful nancing and impementation of the project
The Financia Interna Rate of Return (FIRR) has been computed by using the revenue and cost streams with a conservative and optimum fare
depots and workshops •
The monorail alignment proposed from Technocity
(Paipuram) to Neyyattinkara.The tota distance
Travel demand forecasts and projection of future modal shift and provide estimates of fare revenues under a range of fare, service level and integration assumptions
Identication of the possibe sites of terminas,
Tendering of Technica Bid and Technica assistance in Bid Evauation
Ccusis
system in the further development as a network plan to be used in future •
Preparation of Bid Documents and action pan for
scenarios adopted for the feasibility study •
The economic evaluation of the project corridor
has been carried out by appying the Socia CostBenet Anaysis Technique. The technique uses the incrementa costs and benets under the ‘with’ and
ROAD RESEARCH IN INDIA 2011-12 ‘without’ project scenarios. The Economic Interna
Rate of Return (EIRR) for the project computed using Discounted Cash Fow technique showed the value of 12.6%. Signicance/ Utilisation Potential
Based on the recommendations of the report, Government of Keraa is panning to setup the monorai
83
Fuh iformation/ Copy of report can be obtained fm
Gujarat Engineering Research Institute, RO RRD4, GERI, Racecourse Vadodara. ph: 02652313413/14/15 Fx : 0265-2324067 e-mi ID: rorrd4@gmai.com 2.
system in Thiruvananthapuram.
Micro Level study of Accident Hazards on National Highway No. 8 from Amdavad to Vadodara
Reports/Publications
Fina Report submitted to Government of Keraa
D f S: April-2008 Date of completion : May-2011
Further information/Copy of report can be obtained fm
Gujarat Engineering Research Institute (GERI), Vadodara
Director, Nationa Transportation Panning and Research Centre Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004; Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected] B.
on-GoInG / CoMpleteD proJeCtS
1.
Comparative Study of National Expressway -1 with NH 8 for Accident Analysis from Amdavad to Vadodara. D f S: November-2008 Date of completion: nvmb -2011 Gujarat Engineering Research Institute (GERI), Vadodara
ps Sus d pgss
ps Sus d pgss Sus: completed Further Findings/conclusions/ supporting data •
14 Accident prone ocations have been identied on the stretch and then by actual site visit of the locations remedial measures are suggested to minimize the accidents.
limiis f ccusis iim ccusis The study is carried out for accident prone locations only. Further information/ Copy of report can be obtained fm
pgss: Competed
Gujarat Engineering Research Institute, RO RRD4, GERI, Racecourse Vadodara. ph: 02652313413/14/15 Fx : 0265-2324067 e-mi ID: rorrd4@gmai.com
Ccusis
3.
Sus: Competed
•
The accident density was calculated at 4.58 accidents/km/year on NH 8 where as it was 0.54
accident/km/year on NE 1. •
•
Micro Level study of Accident Hazards on National Expressway-1 from Amdavad to Vadodara D f S: April-2008 Date of completion : May-2011
There were 14 Accident prone locations identied on NH 8 where as on NE 1 three Accident prone locations were identied.
Gujarat Engineering Research Institute (GERI), Vadodara
There are reduction in economic loss to the state
in which the tota saving of Rs. 3,45,78,095/- due to reduction in accidents after opening of N.E. – 1 is done.
ps Sus d pgss Sus: Competed
limiis f ccusis iim ccusis
Further Findings/conclusions/ supporting data
The comparative study is carried out for accident prone locations and volume of accidents only.
•
3 Accident prone ocations have been identied on the stretch and then by actual site visit of the
GENERAl REPORT ON
84
locations remedial measures are suggested to minimize the accidents. limiis f ccusis iim ccusis The study is carried out for accident prone locations only Further information/ Copy of report can be obtained fm
Gujarat Engineering Research Institute, RO RRD4, GERI, Racecourse Vadodara. ph: 02652313413/14/15 Fx : 0265-2324067 e-mi ID: rorrd4@gmai.com 4.
This leads to the concusion that an Anti Gare Barrier can go a long way towards safety enhancement and thus decrease in most of the fatal and serious injuries sustained by drivers at night. Further information/ Copy of report can be obtained fm
Gujarat Engineering Research Institute, RO RRD4, GERI, Racecourse Vadodara. ph: 02652313413/14/15 Fx : 0265-2324067 e-mi ID: rorrd4@gmai.com 5.
Development of Most Economical Design Standards for Anti-Glare Screen Barrier.
D f S: September-2011 Date of completion (Targeted): September -2014
D f S: October - 2011 Date of completion (Targeted): October - 2014 Gujarat Engineering Research Institute (GERI), Vadodara (R) Scope & Objectives The night accidents are the results of the fact that headlights are involved in its occurrence directly or indirectly. Thus most of the fatal and serious injuries are sustained by drivers at night. This leads to the
concusion that an Anti Gare Barrier can go a ong way towards safety enhancement and thus in reducing the
fataity rate on roads at night. An Anti Gare Barrier wi improve visibility by minimizing glare, a major cause of momentary loss of vision. The realization of the ultimate goal of total road safety through creating ideal visibility. ps Sus d pgss D cci of the various eds affecting ike 1.
Driver Vision and Glare
2.
Sight Distance
3.
Headight Beam Pattern
4.
Different kind of AGB and its design
5.
kind of materials available
aysis: analysis of the above data based on road network and topography of India and its application and set its design standard.
Road Safety Audit Study on Vadodara-Padra- Jambusarroad.
Gujarat Engineering Research Institute (GERI), Vadodara (R) Scope & Objectives
The main objective is to nd out the back spots on study stretch and to suggest the remedial measures and ensure safety. The short term low cost remedial measures to minimize the number of accidents will be prepared for smooth movement of trafc. ps Sus d pgss D cci: The trafc accident data for six years i.e. from 2005 to 2010 were collected from
Jambusar, Makrpura, Padra & Vedaj Poice Stations. As recommended by IRC, Road Accident form A-1 & 4 were sent to concern Poice authorities in order to have correct information for the purpose of analysis. The data so collected was compiled according to form 4. D aysis: The data were analysed as per primary
causes, types of coision, km. wise accidents to nd out Accident Prone locations (APl) etc. Sudy f apl: The accident prone locations were studied & evaluated and remedial measures for their improvement were suggested Signicance/ Utilization potential •
By improving junctions and curves at accident zones, accidents will be reduced.
Signicance/ Utilization potential
•
Reduces congestion and provides smooth vehicular movement.
To avoid the problem of glare this impairs the visibility for safe driving in a meeting situation during the night.
•
RSA offers saving of money, time and lives.
ROAD RESEARCH IN INDIA 2011-12 limiis f ccusis The study is carried out for accident prone locations and improvement of road geometric characteristics as
per IRC. Further information/ Copy of report can be obtained fm
85
The Concentrations of most of the air pollutants at amost a the ocations except for CO and PM at Naagarh (Panjehra) did not exceed the ambient air quaity standards as specied by CPCB. The CO prediction using CAlINE 4 mode was carried out for a four pre-identied road corridors. The modeing resuts indicated that the predicted CO concentrations for the year 2012 were slightly higher as compared to the base
Gujarat Engineering Research Institute, RO RRD4, GERI, Racecourse Vadodara, ph: 02652313413/14/15 Fx : 0265-2324067 e-mi ID: rorrd4@gmai.com
year 2009. That was due to natura growth in the trafc
6.
Air Pollution Surveys on Road Network Connecting Darlaghat–Ropar and Darlaghat– Nalagarh
Vehicular emission load along the road corridors were
D f S : November 2009 Date of Completion: February 2012
change in total emission load and contribution from
Central Road Research Institute, New Delhi (R) ps Sus d pgss Sus: Competed, Fina Report submitted
volume and additional trucks that have increased after the capacity expansion of the plant were added for the projected year 2012.
cacuated for CO, HC, NO x and PM. Vehicuar emission oads were cacuated for both the base year (2009) as we as for the projected year 2012. No signicant individua poutant(s) in the projected year 2012 visà-vis base year 2009 was observed due to improved engine technology in the vehicles and fuel quality limiis f ccusis iim ccusis
limited to the identied road corridor
Year of last report : 2011 rcmmdi f fuh wk Further ndings/conclusions/supporting data Similar work could be taken up in the future
M/s Ambuja Cements limited requested CSIR-Centra Road Research Institute to carry out air pollution and
trafc studies to predict the impact on air quaity of the road network in the inuence area which are ikey to be affected due to the expansion of one of its cement
pant at viage Rauri, Daraghat (H.P) (cinker capacity increasing from 1.8 MTPA to 2.6 MTPA) and a new grinding unit at viage Panjehra in Naagarh (H.P) which is situated at a distance of about 20 km from its
existing grinding pant at Ropar (Punjab). Air poution measurement and trafc ow studies were carried out in order to evauate the inuence on air quaity, air dispersion modeing (CAlINE 4 mode) was attempted to obtain the base line information for the
same. In addition, vehicuar emission oads of CO, HC, NOx and PM at seected ocations were estimated. Continuous measurements were carried out for these air pollutants at each of the selected locations on 24-hr
basis by using CRRI’s sophisticated state-of-art mobie air poution aboratory equipped with poutant-specic automatic analyzers. To predict the CO concentrations aong the road corridor(s), vehicuar poution modeing was carried out using CAlINE 4 mode. The vehicuar emission oads of CO, HC, NO x and PM) at seected ocations (sites) were estimated for base year 2009 and projected year 2012.
Reports/Publications: Fina Report Further information/copy of the report can be bid fm
The Head, Environmenta Science Division, Centra Road Research Institute, New Delhi – 110025, ph: 011-26921830 e-mi ID: anisingh1234@gmai.com 7.
VariabilityinVehiclefuelConsumptionUnder Controlled Conditions D f S : April 2010 Date of Completion : September 2012 Central Road Research Institute, New Delhi (R)
ps Sus d pgss
Fied studies and anaysis of ed data competed Sus: Report preparation is under progress Further ndings/conclusions/supporting data Variability in steady speed fuel consumption is up to
8.2 % with the various steady speeds. For both Petro and Diesel driven light duty vehicles almost uniform variability in value of fuel consumption was observed. Optimum fuel consumption was observed consistently
GENERAl REPORT ON
86
for both vehicle types to be either at steady speed of 40 or 50 km/hr.
in case of power failures. These petromax are not very well maintained and so there is always a probability of
limiis f ccusis iim ccusis
eakage during usage, aso the ing of these petromax is usuay done from lPG cyinders which resuts in eakage of lPG in atmosphere. This lPG coud be
The steady speed fuel consumption study was conducted on two vehicles only by covering a section length of 1 km considering 10 runs for each of the steady
speed. The work was conducted for ight vehices ony; the effect of wind speed, temperature and humidity effect were neglected. Further information/copy of the report can be bid fm
the probable source of high concentration of ethane
in these commercia areas. Commercia samping site (C2) had a restaurant in the vicinity of samping pace which uses lPG. The results show that in residential area also concentration of ethane is maximum. This could also
be attributed to the lPG eakage in houses. lPG is normally used in residential areas for cooking purposes.
The Head, Environmenta Science Division, Centra
Residentia samping site ike Maharani Bagh have underground lPG pipeines even any sma eakage
Road Research Institute, New Delhi – 110025, ph: 011-26921830 e-mi ID: anisingh1234@gmai.com
during handling and usage can increase concentration of ethane in ambient air.
8.
Study of Non methane hydrocarbons in the atmospheric environment of Delhi region
The maximum contribution of butane comes from
D f S : Dec 2007 Date of Completion : Jan 2012
speculated it was observed that ethane shows a maximum contribution. This scene could be realized if the various industrial activities like welding, usage of solvents etc. are taken into account.
CSIR- Central Road Research Institute, New Delhi (R)
industria areas i.e. 47% and aso if individua resuts for distribution of NMHCs in industria areas are
Satyam Puram, Jharoda Kaan Border which was taken ps Sus d pgss Sus: Competed The present study shows the following results. The
proportion of propane is highest in trafc area i.e. 98% foowed by ethane (2%). Butane shows a negigibe concentration in this area. The results show that the
ony expected source of propane is trafc in the ambient air. Trafc congestion is the main probem which eads to increased concentration of propane. First Trafc samping site, i.e. Ashram intersection shows
as a background area is nearly undeveloped rural area which has no industrial or commercial activities going
on nearby. Since it is a rura area not very good trafc facilities are present. All these conditions made this
zone a competey poution free area which is reected in the results thereby proving a very good background. Further ndings/conclusions/supporting data
The study deaing with NMHCs in Ambient Air described above is concluded on the following
grounds The concentrations of NMHCs in Commercia,
the highest and abnormal concentration of propane.
Residential, and industrial Area shows a similar order
The probabe reason is the trafc congestion on the intersection area. Most of the time vehice is in iding
contributed to a maximum extent by Industrial Areas
mode and in this condition there are more chances to
get an incompete combustion of CNG (Compressed Natura Gas) yieding pethora of propane. In the second trafc samping site, i.e. Dhaua Kuan there was a moving trafc and east congestion was present at the time of samping which is reected in the results. So it was concluded that the high concentration of propane may be attributed to the incomplete
combustion of CNG in the interna combustion engine. The pattern of the NMHCs is more or ess simiar in commercial area and residential area. The probable reason of this could be the close proximities of commercial and residential areas in Delhi.In commercial area the shopkeepers usually uses petromax for lighting
Ethane>Propane>Butane even though the butane is (47%) foowed by Residentia Areas (29%), Commercia Areas (14%) and Trafc Area (7%). A different pattern is observed for distribution of Ethane with foowing percentage composition viz. Residentia Areas (40%), Industria Areas (39%), Commercia Areas (14%) and Trafc Area (10%). Propane showed a monopoy in the Trafc Areas with a negigibe contribution in other areas. rcmmdi f fuh wk We propose the following which can be done in this regard •
Atitudina proing of NMHCs in the various areas viz. Trafc Areas, Residentia Areas, Commercia Areas, and industrial Area.
ROAD RESEARCH IN INDIA 2011-12 •
Diurnal variations in the pattern of concentrations
of NMHCs in above said and other areas. •
Seasonal Variations in the pattern of concentrations
of NMHCs in above said and other areas.
87
Any New Materials / New Technologies if adopted
lED lights proposed, which can aso be soar powered. pfmc f such nw Mis/ tchgy
•
Fate of NMHCs in atmosphere.
•
Kinetics of reactions of NMHCs with NOx, SOx and PAN.
Shown in the paper-economic, better lighting, less energy consumption though initial investment is high,
•
Finding Correation between concentrations of PAHs, NMHCs and Ozone by forming Equations among the three components and nding coefcient
cost of highways.
of regressions. •
Moecuar modeing of Compounds and cheating agents which can bind with NMHCs for easier arrest of the NMHCs from atmosphere.
Reports/Publications 1. Excessive emissions of non methane hydrocarbons
in Dehi by Nidhi Tarsoia, Sippy K chauhan & Anuradha Shuka onine periodicas CSIR – NISCAIR, 19(2), Dec 2011, pp 188 – 193
but forms insignicant cost compared to construction Additional R&D / work required in the area
Induction of lED ights with soar Fuh dis c b bid fm
M/s Syos Engineering Pvt. ltd, 14 Deuxe, B-5 Vasundhara Encave, Dehi-110096, Mbi: 9810077284 ph: 22621559, e-mi ID: p.aich@ sylosengineering.com 2.
2. Preiminary Studies on the characterization of non methane hydrocarbons in ambient air of Delhi
Study on Ambient Air Quality and ContributiontoClimateChangeinKerala
its
D f S: March, 2009 Date of Completion (tgd): March, 2013
by Nidhi Tarsoia, Sippy K Chauhan, Anuradha Shuka, Prabhat K Gupta. Presented in the Nationa conference on bioremediation at JNU, New Dehi,
National Transportation Planning and Research Centre (NATPAC) – R
from 26th to 28th Dec 2011 ps Sus d pgss Further information/copy of the report can be bid fm
Ongoing
The Head, Environmenta Science Division, Centra
Conclusions/Supporting Data
Road Research Institute, New Delhi – 110025, ph: 011-26921830 e-mi ID: anisingh1234@gmai.com C.
R&D ACTIVITY REPORT BY CONSULTANCY FIrMS/ ContraCtorS/ ConCeSSIonS
1.
Travel During Night
prescribed standards of CPCB may be due to heavy trafc density and other anthropogenic activities. limiis f Ccusis Iim Ccusis
D f S d Dui: Ongoing M/s Sylos Engineering Pvt. Ltd. (C) (R) Special situations / problems ivsigis / Csucis
The 24 hourly average value of particulate matter concentration at few sampling stations is exceeding the
faced
during
Accident-prone location study during night travel due to lack of proper lighting.
The monitoring will be carried out for 3 years and the prediction of air pollution will be evaluated. The correlation of vehicular emission into air pollution will also be assessed. The impacts of air pollution on atmosphere will be determined. Reports/Publications 1.
Interim Report
2. Annual Report Methodology / Procedure adopted for solving the problems
3.
Seminar Papers
•
Proposed for ighting of highways with particuar
“Energy consumption in transport sector and its effect on climate”, P.Kaaiarasan,B.G.Sreedevi -
reference to junctions
Keraa Environment Congress -2011, 25th to 27th
GENERAl REPORT ON
88
August 2011, organized by Centre for Environment and Development, Thiruvananthapuram. •
“Study on air quality and estimation of vehicular emission in South Kerala”, P.Kaaiarasan,
B.G.Sreedevi - Nationa Conference on Advances in Civi Engineering (NACE2011), 3 rd December 2011, organized by Mar Baseios Coege of Engineering and Technology, Thiruvananthapuram.
Further information/copy of report can be obtained fm
Director, Nationa Transportation Panning and Research Centre, Sasthra Bhavan, Pattom Paace P. O., Thiruvananthapuram- 695 004, Mbi : 9446342828; ph: 0471- 2548300, 2543678; Fx: 0471-2543677 e-mi ID:
[email protected]
ROAD RESEARCH IN INDIA 2011-12
89
V.RESEARCHPROJECTSRELATEDTOTHESISFOR POST- GRADUATION/ Ph.D a. paVeMent enGIneerInG anD MaterIalS SUMMarY The various research topics related to thesis work include pavement management and maintenance systems for highways and rural roads, deterioration models, design analysis for composite layered pavements, pervious concrete
pavements, use of RBI grade 81and coir geo-texties for improving performance of pavements, and deveopment of rutting model for bituminous pavements.
It has been concuded that 25mm SDBC overay at an earier stage is better than 40mm BM at a ater stage. Network leve Pavement Maintenance Management Using Road Network Evauation Too (Ronet) has reveaed that the maximum benets are obtained if higher threshod standards and thicker overays are seected to ensure that the selected road network always remains in good condition.
In case of ow voume rura roads the custering can be used in categorizing the pavement sections for efcient rura road maintenance management. From the optimisation resuts, it is seen that in the necessary fund mode, the minimum budget required to keep the pavements in a specied threshod eve is ess for the custered pavement sections than that for the unclustered sections.
Investigating the roe of Activity Characteristics, Spatia Variation and Timing Dimension in Trip and Tour Frequency Modes, it has been observed that Activity based trip frequency modes perform better than the conventiona trip frequency models. Trips were found to vary across the different zones. Incorporating spatial effect increased the
goodness-of-t of the trip frequency modes signicanty. Study of pervious concrete has revealed that compressive strength of pervious concrete is 39% less than normal
concrete. Spit tensie strength is 15% ess than norma concrete. Moduus of rupture of pervious concrete is 22% ess than norma concrete. The average co-efcient of permeabiity was found to be 0.155 cm/sec Stabiization of soi with RBI Grade 81, phosphogypsum and ecobase stabiizers resuted in decrease in PI vaue and increase in CBR, utimate tensie strength and fatigue strength of the soi. 400 GSM woven geotextie paced at bottom position of the overlay specimen showed maximum decrease in rut deformation compare to control specimen. Geotextile placed at bottom of overlay performed better than geotextile placed at one-third from bottom in the overlay followed by geotextile placed at middle in the overlay.
The research topics covered in various thesis work are aging behaviour of bitumen with different ers, Dynamic Mechanica Anaysis and Deveopment of Master Curves for Bitumen Processed in India, Recyced Asphat Pavement, Foamed Bitumen, Stone Matrix Asphat, Bituminous Concrete Using Treated Aggregates, Pavement Design Evauation and Back anaysis using Markov chain Monte Caro Simuation, Bituminous Mix with Added Fibres, life-Cyce Cost Anaysis of long lasting Pavements, Evauation of Fexibe Pavement by Kenpave Software for the Bended Sois, and Mix Design of Pervious Concrete. It has been concluded that So in terms of aging, for VG 20 grade bitumen, it is better to use cement added at 1%
as er materia and for VG 10 grade bitumen y ash and ime added at 2 and 1.5% can be used as er materia. Fatigue ife of SMA mix prepared with PMB 40 was 5.19% greater than that of SMA mix prepared with PMB 70. Stiffness moduus and surface characteristics of bituminous mixes can be enhanced by adding bers. Bituminous mix with Coir ber shows better structura and creep characteristics than mix with other bers. The study shows that athough the concept of perpetua pavements advocates the increase of HMA thickness to keep the critica strains within the threshold limits, the provision of a stable foundation and the high stiffness base materials are equally
signicant from a nancia perspective.
GENERAl REPORT ON
90
SalIent poIntS For DISCUSSIon 1.
Pavement management system
2.
Pavement deterioration modes
3.
Soi stabiizers – ecobase, RBI grade 81, phosphogypsum
4.
Coir geo-texties
5.
Pervious concrete pavement
6.
Rutting depth models
7. Recyced Asphat Pavement 8.
Warm mix and half warm mix asphalt mixes
9.
Fibre additives to bituminous mixes
10. Stone matrix asphalt
ROAD RESEARCH IN INDIA 2011-12 C. 1.
reSearCH proJeCtS relateD to tHeSIS For poSt GraDUatIon/ph.D Urban Pavement Maintenance Management System for Tiruchirappalli City D f s d dui: 15th JUlY 2011, 1 year Date of completion: 30th MAY 2012
•
Objective: •
To develop a standardized procedure for collection of data during various seasons using different equipments and methods.
•
To collect pavement condition data during various seasons using different equipments and methods.
•
For majority of the road sections, 25mm SDBC overlay at an earlier stage was found to be the
optimum soution over 40mm BM at a ater stage. •
In HDM – 4, budget aocation for a specic year on road maintenance to a particular road section is done based on maximum budget utilization technique.
•
National Institute of Technology, Tiruchirappalli Scope and Objectives
Average periodicity interval required for renewing the road surface is 4 years. However it varies for 4 - 6 years for the individual roads.
Further information/copy of the report can be bid fm
Bhargava Sai B V, M.Tech., Transportation engineering and management, Department of civil engineering, NIT Trichy. Trichy -15, e-mi ID bhargavsmiin@gmai. com 2.
Prioritization of Highway Pavements for Maintenance Management at Project Level
To develop pavement performance prediction
modes for urban roads of Tiruchirappai City. •
D f S d Dui: 1 August 2011, 1 year Date of Completion: 1 May 2012
To prioritize urban road network for various maintenance strategies under budget constraints.
Indian Institute of Technology Madras, Chennai - 600 036
Scope: The study looks forward to implementing the effective and economical urban pavement maintenance and management strategy for the nineteen arterial and sub – arterial roads selected under the Tiruchirappalli
Corporation. The focus ies on deveoping a deterioration mode for the seected roads using HDM–4 and to nd the optimized soution among the maintenance strategies proposed. Proposed Methodology (Type of study, Laboratory/ Field)
Primary data ike Cassied Voume Count, Pavement distress data incuding PCI (Pavement Condition Index) vaues and IRI (Internationa Roughness Index) vaues for the post - monsoon season were collected. The
coected data was used in HDM–4 to compute the net benet to society based on a simuation of the history of
91
Scope and Objectives
The data for project is from 37 corridors with 85 inks consisting about 2477 km of roads in Taminadu. The periodical performance data was analyzed to calculate
overay thickness as per IRC 81 for each project duy considering the pavement condition, trafc voume etc. Alternate maintenance strategies are considered during the life cycle period of 15years. The cost-economics is computed and the projects are prioritized for the best funding options, depending on the viability. The main objectives of the present study are 1. Analyze the periodical performance data of selected highway pavements 2.
pavement deterioration and a prediction of the stream of road user costs and maintenance costs during the analysis period.A couple of maintenance strategies were tested for the optimal choice of road maintenance for various constraints of budgets.
Prioritization of the seected project roads for maintenance based on trafc eve and importance
3.
Evauation of aternate maintenance strategies
Salient-Findings and conclusion(s)
Proposed Methodology
•
Roughness details of the road sections were collected for three seasons. It was observed that the IRI value on the roads varied from 2.5m/km to 5.5m/km.
for different projects and selection of the best maintenance strategy considering life cycle cost analysis.
•
Coection of ast ve years data ♦
Pavement condition data (Structura data and Functiona data)
GENERAl REPORT ON
92
♦
Pavement composition data
D f Completion: April 2012
♦
Trafc data
Indian Institute of Technology Madras, Chennai - 600 036
♦ Axle load survey data ♦
Existing soi and Strength (CBR) of soi data
•
Analysis of data and identifying homogeneous sections
•
Computation of characteristic deection and
Scope and Objectives 1.
Study the periodical performance data from a network of selected state highways and major district roads in Tamil Nadu and development of transition probability matrices for different maintenance scenarios based on the data availability and judgement.
2.
Determination of appropriate maintenance strategies for the group of pavement sections
cumulative standard axles for each section •
Computation of overay thickness for each section as per IRC 81
•
Application of alternative maintenance strategies for each section i,e routine, preventive and corrective maintenance
•
Computation of ife cyce cost anaysis for the
based on trafc and pavement condition states. 3.
Determination of optimum level of budget requirements for the desired performance levels for the study network for single year.
4.
Development of multi-year maintenance planning and the budget requirements for the study road network to achieve the desired levels of performance.
design period of 15 years •
Selection of optimal maintenance strategy from selected maintenance alternatives for each section
Si-Fidigs d Ccusis 1.
2.
3.
Optimal maintenance option for each project road section results in low maintenance cost with desired performance for the design period of 15 years.
Proposed Methodology 1.
network is collected and compiled.
Delay in the maintenance application increases the maintenance cost approximately two times for every year of delayed maintenance. This leads to increase in Vehicle operating cost.
2.
Trafc data
3.
Pavement condition data
4.
Roughness data
Timely application of appropriate maintenance option controls the roughness, pothole and cracking progression within the intervention limits, whereas in case of base alternative, roughness reaches the maximum limit.
5.
The extent and severity of various distresses obtained from the pavement condition data are combined into an index called the pavement
4. Adopting periodic-preventive maintenance for all the pavements when they are in good condition
condition index (PCI) using the deduct vaue method. 6.
increases the benets for agency and road users. 5.
Under budget constraint scenario, the suggested analysis is helpful for the prioritization of the road projects for maintenance.
Further information/Copy of the report can be bid fm
matrices are developed for different scenarios. 8.
thicknesses. The costs and benets for an anaysis period of 20 years at a discount rate of 12% are computed and compared for all the strategies. 9.
D f S: August 2011
Various maintenance strategies are identied based on the IRI threshold levels and the overlay
gmail.com Network Level Pavement Maintenance Management Using Road Network Evaluation Tool (Ronet)
The network is then cassied into homogeneous sections based on trafc eves, pavement condition index (PCI) and Internationa Roughness Index (IRI).
7. Performance of pavements is predicted using the Markov method wherein transition probabiity
Mahesh S Zaaki, S/o: S K Zaaki, EWS-8, Adarsha Nagar, Bijapur, Karnataka, 586103, Mbi : 7200494008, 9035632752 e-mi ID: mahesh.zaaki@ 3.
Compiation of data: The foowing data on the road
Benet/cost ratio is used as an economic indicator to nd the optima strategy that eads to minimization of any combination between agency costs and road user costs and the maximization of the whole network quality or performance subject to annual budget constraints.
ROAD RESEARCH IN INDIA 2011-12 Si-Fidigs d Ccusis
4.
Sustai nable Design for Upgradation National Highway Pavement
The study is conducted to decide an optimal threshold standard as well as optimal overlay thickness for 1646
Year Date of Completion: 01 May 2012
are computed for 20 year analysis period, discounted at a rate of 12% and compared.
aways remains in good condition. Highest benets are obtained if BC overay of 100 mm thickness is adopted at very high threshold standard at an
Indian Institute of Technology Madras, Chennai - 600 036 Scope and Objectives Objectives: 1.
Study the structural and functional condition of the road under study
2.
Group homogeneous maintenance
agency cost of Rs. 835crores (167M$). 2. For an unconstrained budget scenario, adopting a
BC overay of 75 mm thickness at an agency cost of Rs.700 crores (140M$) is found to be optima. A
pavement
very high threshold standard is considered for all
3. Assess the maintenance homogeneous section
trafc casses.
4.
3. For a constrained budget scenario, the foowing strategies can be adopted as per the availability of
funds. For a constrained budget poicy, the scenario with the greatest NPV/cost need to be seected that
•
If 75% of Rs. 835 crores (167M$), i.e. Rs. 625 crores (125M$) is ony avaiabe, adopting an BC overay of 40 mm thickness for roads in good and fair condition and BC overay of 75 mm thickness for roads in poor condition at an agency cost of Rs. 595 crores (119M$)
sections
needs
for
for
each
Suggest cost-effective and sustainable rehabilitation treatments for the project road
Scopes: 1.
gives the highest returns for the amount spent. •
of
D f S d Dui: 01 August 2011, 1
km of roads divided based on trafc and pavement condition. The costs and benets of various strategies
1. The maximum benets are obtained if higher threshold standards and thicker overlays are selected to ensure that the selected road network
93
Evauation of the structura and functiona condition of a typica four ane Nationa Highway Pavement using automated distress evaluation equipment
2.
Evauation the pavement component ayer materia properties from ed core sampes and tria pits
3.
Structural design of upgraded pavement in a sustainable way
is found to be optimal. The overlay serves as preventive maintenance for the roads in good condition and as corrective maintenance for the roads in fair condition.
4.
Evauation of recycing method by using Marsha Mix design and Superpave Technoogy
If ony 50% of Rs. 835crores (167M$), i.e. Rs. 415crores (83M$) is avaiabe, adopting a BC
The sequence of steps that were followed to achieve the objectives is as follows:
overlay of 25 mm thickness for roads in good
and fair condition and BC overay of 75 mm
Proposed Methodology
•
thickness for roads in poor condition at an
agency cost of Rs. 390 crores (78M$) is found to be optimal.
4. A minimum of Rs. 295 crores (59M$) is required to provide a BC overay of 25 mm thickness at a very
Coection of Data from Chennai-Tada road Project ♦
Trafc Data
♦
Benkeman Beam Deection (BBD) Data
♦
Faing Weight Deectometer (FWD) Data
♦
Pavement Condition Survey – (Cracking, Rutting, Shoving) Data
low threshold level.
♦ Axe load Data
Further information/Copy of the report can be bid fm
Chithra Prabhakaran, Thanikka (H), P.O. Rayarangoth, Vadakara, Caicut673102, Mbi: 09747353372 ph: 04962511566, e-mi ID: chithra.prabhakaran@gmai.com,
Distress
♦
Trafc Growth Data
♦
In-Situ Samples
•
Cacuations of Characteristic Deection based on BBD data
•
Identifying Homogenous Sections based on Trafc,
BBD, FWD and PCI
GENERAl REPORT ON
94 •
Cacuation of Moduus vaues based on FWD data using Evercac 5.0 software
•
Design of Overay based on deection vaues for
Using dynamic moduus vaues for 4% and 7% air voids at 40ºC and 60ºC temperatures respectivey, the Fatigue (NF) and Rutting Criteria (NR) were cacuated. The number of cumuative
6.
homogenous section •
standard axles are:
Cacuations of Pavement Condition Index (PCI) based on Distress data and given maintenance option for each section
•
Determination of Bitumen content of In-Situ samples and Grading of the same
• •
Mix Design of Hot Mix Asphat Recycing by both Marsha Mix Design and Superpave Technoogy
•
Determination of Stabiity and Fow based on Marsha Mix Design
•
Determination of Dynamic Moduus and Phase Ange based on Simpe Performance Test (SPT)
•
Rutting Criteria (NR) = 15227745279 and 1.462E+10 for 4% air voids at 40ºC using RAP and 100% Virgin mix respectively
Determination of Fatigue and Rutting Criteria using Dynamic Moduus based on IRC-37
•
Fatigue Criteria (N F) = 1.30348E+13 and 7.7367E+12 for 4% air voids at 60ºC using RAP and 100% Virgin mix respectivey
•
Rutting Criteria (NR) = 3155006281 and 4.673E+09 for 4% air voids at 60ºC using RAP 100% Virgin mix respectively
So RAP was given equa performance with 100% Virgin mix
7. RAP can be partiay or competey reused in fresh construction
Si-Fidigs d Ccusis 1.
Fatigue Criteria (NF) = 1.1968E+13 and 1.1558E+13 for 4% air voids at 40ºC using RAP and 100% Virgin mix respectivey
Design of Recycing Method based on anaysis of experimental data on In-Situ samples
•
•
divided into three homogenous sections based on
Further information/Copy of the report can be bid fm
Benkeman Beam Deection (BBD) Data, Faing Weight Deectometer (FWD) Data, Pavement Condition Index (PCI) and Trafc Criteria as
Rajesh Khanna, Sri RajaRajeshwari Winding Works, Main Road Parka, Waranga, Andhra Pradesh -
The project stretch (km 11.000 to 54.400) is
follows:
506164, Mbi: +919444359030 e-mi ID: khanna.
nani@gmai.com
•
Section 1 – km 11.000 to 27.600
•
Section 2 – km 27.600 to 39.500
Decision Support System for Maintenance Management of Low Volume Rural Roads
•
Section 3 – km 39.500 to 54.400
D f S d Dui: 20.07.2007
5.
2. The bitumen content of In-Situ samples were
Indian Institute of Technology Madras, Chennai - 600 036
found to be in the range of 3.88% to 7.64% 3. The size of the aggregates of the in-situ samples
are within the desired size range of BC ayer Grade II, as per MORT&H-Fourth revision (2001)
Scope and Objectives The following objectives are pursued in this research:
Formuation of indices for pavement condition
4. Of all the binder percentage for trial mix design, the binder percentage which lies within the
•
specication imits of MORT&H is 5.5%. Hence the binder content was xed at 5.5%
•
5. Dynamic modulus and phase angle were
•
Development of performance prediction models for low volume rural roads
7% air voids compacted sampes at 40ºC and 60ºC temperatures respectivey. These vaues
•
Development of a decision support system for optimal maintenance of low volume rural roads
were compared with 100% virgin aggregate mixed samples and the results are approximately equal
Proposed Mhdgy
cacuated for 30% RAP and 70% Virgin Aggregate mixing samples for 4% air voids and
rating using factor analysis
Custer
anaysis
appication
in
rura
road
maintenance management
The management of low volume rural roads in developing countries presents a range of challenges to
ROAD RESEARCH IN INDIA 2011-12
95
road designers and managers. Rural roads comprise over 85 percent of the road network in India and their being kept in serviceable condition is crucial to rural economy. The present study aims at developing an optimum maintenance strategy for the rural roads under
Scope and Objectives
rura road programme namey Pradhan Mantri Gram Sadak Yojana in Tiruchirappai District, Taminadu in
a country. Maintenance and up gradation of such a
India. Visual condition survey of the selected roads which includes condition of shoulders, drains, cross
drainage structures, and camber; and pavement distresses viz., potholes, crack area, edge break are
coected in 2009, 2010 and 2011. GPS coordinates and photographic images depicting the condition of the pavement are taken at every 200 m interval. An index
namey Visua Condition Index is formuated from the above measured parameters based on factor analysis.
The quaity and efciency of road network affects the quality of life, the health of the social system, and the continuity of economic and business activities of large network is a challenging task because of the logistics and constraints of resources. There is a need
to manage the network more efcienty in a scientic manner. Pavement Maintenance and Management System(PMMS) can be dened as a scientic too for managing the pavements so as to make the best possible use of resources available or to maximize
the benet of society. A we-designed geographic information system (GIS) provides a patform on which a aspects of the PMMS process can be buit.
This study aso aims at investigating the efcacy of using custer anaysis as an aiding too for Pavement Management System. K-means and latent Cass Custering were conducted for grouping the pavement
A comprehensive GIS includes procedures for data input, either from maps, aerial photographs, satellites,
sections into homogeneous clusters. Deterioration models were development for clusters separately.
and output generation, including maps, reports, and plans.
linear regression modes reating VCR with age were developed for clustered and unclustered data. Optimisation of maintenance strategies were done in
GAMS. Both the budget bound and necessary fund
surveys or other sources; data storage, retrieva, and querying; data transformation, anaysis, and modeing;
The development of a strong database is the primary
part of any PMMS.The Dynamic Segmentation (DS) capabiity of a GIS can be used to enhance PMMS.
scenarios were considered for optimization with the models with and without cluster.
Dynamic segmentation has allowed for increased
Si-Fidigs d Ccusis
segment. Application of pavement maintenance management systems requires the ability of system
The results obtained from the work reveals that the clustering can be used in categorizing the pavement
sections for efcient rura road maintenance management. From the optimisation resuts, it is seen that in the necessary fund model, the minimum budget
required to keep the pavements in a specied threshod level is less for the clustered pavement sections than that for the unclustered sections. Also, in budget
bound condition, the tota effectiveness (area under performance curve) are with the custered modeed pavement sections.
accuracy of the PMMS as the data can be dispayed to cosey reect the changing condition of a pavement
to predict future pavement conditions. Modeing of pavement performance deterioration in terms of riding comfort or pavement roughness and surface distress is
a critica engineering process in PMMS. As a primary component of a PMMS, dynamic performance prediction models are crucial for one or more of the following analyses: maintenance planning, budgeting, life-cycle analysis, multi-year optimization of maintenance works program, and authentication of design alternatives. The main focus of the study is to develop a dynamic hybrid pavement deterioration model from the database in
Further information/Copy of the report can be bid fm
ArcGIS. Four cyces of pavement condition data and the
V. Sunitha, Ph.D. Research Schoar, Transportation Engineering Division, Deptt. of Civi Engg, Indian Institute of Technoogy Madras, Chennai 600 036, Mbi: 09443302930 e-mi ID:
[email protected]
for every inspection period by coding. A deterioration model get developed to determine the pavement condition for ant time as a function of index of previous period, axle load, age of pavement, maintenance history and drainage details. The correlation between the road roughness and composite index developed also get determined.
6.
Development of Pavement Deterioration Model for the Road Networks of Trivandrum City D f S: August 2011. Date of Completion: August 2012. College of Engineering, Trivandrum (R)
required inventory data are compiled from the ArcGIS
database. In MATlAB a composite index get deveoped
The developed model is illustrated considering the study corridor in Trivandrum city. The study network was delineated into homogeneous section of 500m and the composite index gets developed with respect
to visua rating, riding comfort and free ow speed.
GENERAl REPORT ON
96
The model was developed to determine the present and future pavement condition. In this study strategy
histor y, Footpath detais, Shouder detais,
anaysis is carried by Matab coding and Hybrid Neura network. The testing of mode with na dataset shows
use, Drainage facility and Roughness
linear relation between actual and predicted values of pavement condition. The objectives of this study are: •
•
Development of database management system of selected road networks of Trivandrum city using ArcGIS software
Carriageway, Right of way, Adjacent and b) Creating a database management system in ArcGIS software. This module consists of following procedures a. Georeferencing of base map in ArcGIS b. Digitisation
of
toposheet
of
Trivandrum
Corporation. c.
Dynamic segmentation of road networks
Coection of pavement inventory data, pavement condition data, drainage data, trafc data and
i. Creating routes(i.e. inear features with
measurements)
maintenance history at four inspection periods
linear referencing & Dynamic Segmentation of
ii. Buffering of unwanted points
road network to assist development of database in ArcGIS environment
iii. Segmentation of each stretch into length of 500m
•
Deveopment of composite condition index(CI) using fuzzy ogic (CI-1)& Matab coding (CI-2)
iv. Creating
•
Attributes used: visual rating, riding comfort and
v. Display of attributes
•
free ow speed •
Development of pavement deterioration model
(Hybrid Dynamic mode) a.
It is a function of CI of previous periods, drainage, age and CSAl and maintenance history
•
Coection of roughness data using fth whee bump integrator and caibration using MERlIN for the ast inspection period
•
route events(recording attributes as data)
the
c) Development of composite condition indices by fuzzy ogic method and MATlAB Coding a.
Development of composite index by fuzzy logic
Fuzzy ogic method can be used for estimating of pavement condition rating by giving factors as input variables and
deduct vaue as output variabe. Pavement
Comparison of deveoped composite indices and
condition rating is based upon visual
Roughness
inspection of pavement condition, free ow
The scope of this study is, present study restricted to selected routes in Thiruvananthapuram corporation road network and it can be extended to full road network for its maintenance management
speed and by riding comfort. Although the relationship between pavement condition
and performance is not we dened, there is a general agreement that the ability of a
pavement to sustain trafc oads in a safe
Mhdgy
and smooth manner is adversely affected
It consists of six modules
condition rating by fuzzy logic, a model is established with input variables as visual pavement condition rating, riding comfort,
a) The development of database management system is the most important step for any pavement maintenance management system. It consists of following steps 1.
Identication of study area
2.
The network identication of pavement segments has to be done.
3.
Coection of reevant data which consists of
a.
Trafc voume, Free ow speed, pavement condition rating by visual aid, Riding comfort
, Section denition, Faciity, Maintenance
by the occurrence of distresses .For the
and free ow speed. Visua rating is cassied as excellent, v.good, good, fair, poor and
v.poor. The free ow speed is cassied as v.high, high, medium and low. The riding
comfort is cassied as v.good, good fair and poor. A range is assigned for each class as there is only crisp value input in fuzzy logic.
Output variabe wi give the na pavement condition. Fuzzy ogic is a heuristic method to obtain very good results. In the established model, triangular membership functions were trained using existing data.
ROAD RESEARCH IN INDIA 2011-12 b. Development of composite index by MATLAB coding The
procedure
consists
of
developing
composite index in Matab consists of giving
The composite index for each inspection period can be
deveoped from fuzzy ogic (CI-1) and MATlAB coding (CI-2). The index vaues get compared with the IRI vaues and the correation coefcients get determined.
input variables, pre processing of data by normalizing the input values, giving weightage
Fidigs/Ccusis
to each input, sum the condition and nay
Foowing concusions were drawn
post processing of data by normalizing the output values. Here also the input variables are visual rating, riding comfort and free
•
A strong database is created for pavement maintenance management of selected road network of Trivandrum city
•
From the trafc data, the growth rate was cacuated as 5.7% d VDF as 4.6. Cassied trafc
ow speed. The cassications aso remain same. But here the input variabes remain as such i.e. class and crisp values without any conversion to get the output index.
volume count has been noted for entire stretches.
Comparison of pavement condition changes in a inspection periods has been done. Fina pavement
d) Development of dynamic hybrid deterioration model for pavement performance analysis •
condition rating prove that in the selected network 6% are in excellent ,42% in v.good, 49% in good
This module consists of development of
deterioration mode by MATlAB coding. The model get trained and tested in Neural Network training tool. The model inputs consist of both class and crisp values. The class input consists of condition rating such as good, fair etc. The crisp values are numeric values. Hence both type of data input is done here, it can be called
and 3% in fair condition nay. •
Dynamic segmentation of road network in ArcGIS has been done by 500 m segmentation a.
•
The database gets updated with respect to inspection period, and this dataset is a direct input to program, result gets changed with respect to it. As pavement condition is dynamic in nature, the result is also dynamic with respect to the database. Hence it can be called as dynamic model.
due to the MATlAB coding of direct input of
•
both class and crisp values, it can be named
e) Determination of IRI value from roughness data The IRI vaue can be obtained using fth whee bump integrator and MERlIN. Bump Integrator
c.
The dynamic segmentation enhancing PMMS
Developed two composite indices for representing pavement condition as a function of visual rating,
crisp value inputs and input data for every segment
is a tedious job. For each inspection periods for
gives speedily a quantitative integrated evaluation of surface irregularities on an electromagnetic
each segment we have to give inputs to get the
output. But CI-2 can accommodate both cass and
counter. It gives the BI counts in cm/km. MERlIN
crisp values and once we create a database, the
e can be exported to Matab to get resut
of MERlIN-D.
Develop a hybrid dynamic deterioration model for pavement performance analysis. It gives the pavement condition for any time, t with respect to
Determine the correlation between the composite index developed and the International Roughness Index
and maintenance history. The model shows a linear relationship between the actual and predicted values of the pavement condition. The mean
caibrating other instruments ike Bump Integrator. It is get converted to IRI in m/km with the calibration
f)
It gives the Graphical display of data trends which is an effective method of communication between the system and user.
riding comfort and free ow speed by fuzzy ogic and Matab coding. Two composite indices get deveoped by Fuzzy ogic approach and BY MATlAB coding. For arge scae database CI-2 proves to be more efcient and effective.CI-1 needs
as HNN (Hybrid Neura Network) instead of Articia Neura Network.
device can be used for direct measurement of unevenness usually called Roughness or for
b.
output results more interpretable through dynamic color coding and sophisticated visualization techniques
Eventhough the training and testing is conducted in Neural Network Training tool,
For easy accessibiity of data on each segment of road network by click on to the particular point on screen. The display of each attribute gives us a sudden clear picture about its condition for any time.
as Hybrid Mode. •
97
•
previous conditions (CI), age, axe oad, drainage
GENERAl REPORT ON
98
square error is also proved to be minimum for both validation and testing. •
Coected the roughness vaues using fth whee bump integrator and MERlIN for the entire study routes.
•
The correation of CI-1 and roughness proves to be medium whie CI-2 by Matab coding proved to be more efcient as it proves to be strong.
pubicis 1.
Soumya.R.S, R.Priya and B.TuaseedharanNair (2012), “Dynamic Segmentation of Road Network for Pavement Maintenance Management System in Trivandrum City”, ‘Nationa Conference on Technoogica Trends (NCTT-2012)’, August 10-11, 2012, Coege of Engineering, Trivandrum, Keraa.
Further Information/Copy of the report can be bid fm
Dr. Priya.R, Assistant Professor, Coege of Engineering, Trivandrum. 7.
Investigating the Role of Activity Characteristics, Spatial Variation and Timing Dimension in Trip and Tour Frequency Models D f S d Dui: 17 - 07 - 2009 Date of Completion: June 2012 Indian Institute of Technology Madras, Chennai - 600 036
Scope and Objectives 1.
Propose and anayze an activity-based mode for trip frequency
found to vary across the different zones. Incorporating
spatia effect increased the goodness-of-t of the trip frequency modes signicanty. Further information/Copy of the report can be bid fm
VishnuB.,Research schoar,TransportationEngineering Division, Department of Civi Engineering, IIT Madras., Mbi : 9445069977 ph: 044-22575292, e-mi ID: vishnubaburajan@outook.com 8.
Stress Strain Analysis on Composite Structure of two Viscoelastic Layered Structures D f S d Dui: 26 - 07 - 2012 Indian Institute of Technology Madras, Chennai - 600 036
Scope and Objectives Investigate the stress strain response of composite structure of a two viscoelastic layered structures. Proposed Methodology
Co-reated anaytica soutions on the structura anaysis of two bituminous concrete layers with stress strain analysis using Abaqus software. Further information/Copy of the report can be bid fm
Seva Kumar, Research Schoar, Transportation Engineering Division, Department of Civi Engineering, IIT Madras., Mbi: 9840268028 ph: 04422575292 , e-mi ID: se
[email protected] 9.
2. Analyze of spatial dependency and spatial variation in trip frequency
Experimental Study on Properties of Pervious ConcreteandItsApplicabilityinPavement D f s d dui 15th JUlY 2011, 1 year. Date of completion 30th MAY 2012
3. Analyze the timing dimension in tour generation Attention is focused only on trip and tour generation
stages, specicay production phase. Demand dimensions considered (trip, tours and stop) on the whole day at person and household levels of aggregation. Proposed Methodology Develop trip frequency equations that capture the effect of activity characteristics and bridge the gap between the trip-based and the activity-based approach.
National Institute of Technology,Tiruchirappally Scope and Objectives The objectives of the study are as follows: •
To study the strength and permeability properties of pervious concrete by adding polymer and super plasticizer and comparing with normal concrete.
•
To determine the Young’s Moduus and Poisson’s ratio for the design mix.
Si-Fidigs d Ccusi Activity based trip frequency models perform better than the conventional trip frequency models. Trips were
•
To analyse stress of pervious concrete and
normaconcrete sab using KENPAVE software.
ROAD RESEARCH IN INDIA 2011-12 Proposed Methodology (Type of study,Laboratory/ Field)
99
Scope and Objectives The objectives of the study are as follows:
The admixtures used are Genium B233, Rheomix-141. The mix design was obtained. The tests conducted were •
Compressive strength
•
Split tensile strength
•
Fexura strength
•
Permeabiity Test
•
Young’s Moduus test.
•
To understand the engineering properties of the soil.
•
To review the enhancement of soil characteristics
using Eco base. •
To study the fatigue behaviour of soi using RBI grade 81 and Eco base
Proposed Methodology (Type of study, Laboratory/ Field)
Si-Fidigs d Ccusis
The test was conducted after 4 days soaking,which
The following are the major conclusions
gives the genera ed condition. Cayey back cotton soi showing a ower CBR vaue of 2% in soaked
1. Compressive strength of norma concrete is
condition as it is weak in sustaining penetration due to loads. The tests conducted were
38.5MPa, for pervious concrete is 27.7MPa, which is 39% less than normal concrete 2. Spit tensie strength of norma concrete is 3.9MPa,
for previous concrete is 3.4MPa, which is 15% ess than normal concrete 3. Moduus of rupture of norma concrete is 5MPa,
for pervious concrete is 4.1MPa, which is 22% ess than normal concrete 4. The experimental observations have shown an
average co-efcient of permeabiity as 0.155 cm/ sec 5. The young’s modulus of pervious and normal
concrete is 16478 N/mm2 and 27290 N/mm2 respectively. 6. The Poisson’s ratio of pervious and norma concrete is 0.21 and 0.20 respectively. respectively.
1. Atterberg’s limits 2.
liquid imit
3.
Pastic imit
4.
Standard proctor test
5.
CBR test
6.
Unconned compression test
7. Fatigue test Si-Fidigs d ccusis
Based on the comparison of the test resuts of virgin soi and the stabiised soi with RBI grade 81 and ecobase, the following conclusions are drawn, •
7. Stresses in both normal and pervious concrete slab decreases as thickness of slab increases.
from 32% to 18.5 % whereas after addition of 5% of rBI of rBI grade 81 stabilizer the clayey soil which is highly plastic become non plastic.
8. Edge stresses are more critica compared to corner and interior stresses. Further information/copy of the report can be bid fm Gourshetty Raju, Raju, M.Tech Transportation engineering and management, Department of civil engineering, NIT Trichy.Trichy Trichy .Trichy 15, e-mi ID: gourshettyraju@gmai.com
•
National Institute of Technology, Tiruchirappally
After addition of ecobase stabilizer the cbr value increased from 2% to 49% whereas after addition
of 5% grade 81 RBI the cbr vaue increased to 59%. •
After addition of ecobase stabilizer the ultimate strength of soil was increased from 2.5 kg/cm2 to 7 kg/cm2 for 3 day cured sample and 13 kg/cm2 for 7 day and 15.9 kg/cm2 for 28 day cured sample.
•
The strain at failure of specimen is more or less same even after addition of both stabilizers.
•
From experimenta studies it was found that as
10. 10 . Fati Fatigu gue e Be Beha havi viou our r St Stud udy y of Su Subg bgra rade de So Soil il with Performance Enhansers. D f s d dui 15th JUlY 2011, 1 year. D f cmpletion: cmpletion: 30th MAY 2012
After addition of ecobase stabiizer stabiizer,, OMC was reduced from 24.5% to 19 % and PI was reduced
the stress ratio increases the number of repeated loads for specimen failure is decreasing.
GENERAl REPORT ON
100 •
After addition of ecobase, at various ages of curing, the number of cycles for fatigue failure is drastically increased.
overlays and to study the effect on addition of phosphogypsum on subgrade soil. The objectives of the study are,
•
After addition of RBI grade 81, the number of cyces
p 1
drastically increased. Further information/copy of the report can be bid fm
Ramadevi K, M.Tech Transportation engineering and management, Department of civil engineering, NIT Trichy. Trichy 15, e-mi ID: konarama31@gmai.com 11. Experime Experimental ntal Inve Investig stigatio ations ns on Mod Modicat ication ion of Su Subg bgra rade de Ch Char arac acte teri rist stic ics s by Ch Chem emic ical al Addictives and Effect of Coir Geotextile on Pavement Distress in Overlays
•
To determine the effect of adding phosphogypsum to subgrade soil on its properties.
•
To nd the improvement in Caifornia Bearing Ratio (CBR) strength and Unconned Compressive (UCC) strength of subgrade soil using phosphogypsum.
•
p 2 •
To conduct laboratory experiments in order to determine the effects of coir geotextile, in the behaviour of asphalt overlays.
•
To locate the ideal position of Geo textile in overlay for mitigating permanent deformation by experimentation.
•
To model the behaviour of pavement structure with geotextile as intermediate layer between existing
D f S: August S: August 2010. Date of Completion: Completion: August August 2011. 2011. College of Engineering, Trivandrum (R) Scope and Objectives In today’s world, there is an ever increasing demand for construction due to population expansion and
pavement ayer and overay using ABAQUS
shortage of buiding materias. Utiization of various industrial wastes such as phosphogypsum not only solves environmental problems but also provides a new resource for construction industry. In the present study, an industrial by-product phosphogypsum has been used to improve the subgrade for pavement construction. About 5 tons of phosphogypsum are generated per ton of phosphoric acid production, and worldwide phosphogypsum generation is estimated to
be around 100–280 Mt per year. One of the more serious problems associated with
the use of thin overays is reective cracking. Many pavements, which are considered to be structurally sound after the construction of an overlay, prematurely exhibit a cracking pattern similar to that which existed in the underlying pavement. This propagation of an existing crack pattern, from discontinuities in the old pavement, into and through a new overlay is known
as reective cracking. This movement may be caused by either trafc oading (tire pressure) or by therma oading (expansion and contraction). Because a number of variabes are invoved in the nature of reection
To make a comparative study of results obtained before and after the addition of phosphogypsum.
software. Mhdgy The following are the overall steps followed in this investigation: p 1 •
Selection of subgrade soil.
•
Determining the engineering properties of selected soil.
•
Determining the chemical properties of additive phosphogypsum.
•
Conducting aboratory experiments.
•
Determining the increase in Caifornia Bearing Ratio (CBR) strength and Unconned Compressive (UCC) strength using phosphogypsum content in subgrade soil.
•
Make a comparative study of subgrade soi before and after using phosphogypsum content in subgrade soil.
cracking, no solution for the complete prevention of crack propagation has yet been suggested. Only retardation of crack progress is the best solution
p 2
strategy adopted so far. The commercia nite eement package ABAQUS version 6.9 is used for the stress-
•
Selection of mix materials and Geo Textiles.
strain analysis.
•
In this study, an attempt has been made to study the effects of coir geotextiles reinforcement in asphalt
Determining the properties of mix materials and Geo Textiles.
•
Construction of test specimens.
ROAD RESEARCH IN INDIA 2011-12
101
•
Conducting laboratory Experiments.
pubicis
•
Make a comparative study of resuts obtained with
Bowney John A, loui T.R & Dr. M. Satyakumar (2010), “Experimenta Investigation on Modication of Subgrade Soi Characteristics by Addition of Phosphogypsum”, ‘Nationa Conference on Technoogica Trends (NCTT2011)’, August 19-20, 2011, Coege of Engineering, Trivandrum,, Keraa. Trivandrum
and without coir geotextile. •
Results are analysed and modelling is done to determine interaction between geotextile and
overay,, using ABAQUS nite eement software. overay Fidigs/ Ccusis •
•
By the addition of phosphogypsum content in subgrade soi, showed improvement in CBR vaue and UCC strength. 10% addition of phosphogypsum is the optimum
dosage for maximum CBR vaue and UCC
Further Information/Copy of the report can be bid fm
Mr. loui T.R, Dept. of Civi Engineering, Coege of Engineering Trivandr Trivandrum um 12.
strength. •
10% Addition phosphogypsum content in the
D f S d Dui: 17-07-2009, 3 years Date of Completion: Juy 2013
ateritic soi showed an increase in CBR vaue of 23.63% compare to control specimen •
10% Addition phosphogypsum content in the
Indian Institute of Technology Madras, Chennai - 600 036
ateritic soi showed an increase in UCC strength of 49.20% compare to control specimen •
•
From experiments, 400 GSM (Gram per Square Meter) woven geotextie paced at bottom position
Scope and Objectives
of the overlay specimen showed minimum decrease in stiffness modulus compare to control specimen.
Scope:
From experiments, 400 GSM woven geotextie placed at bottom position of the overlay specimen showed maximum decrease in rut deformation compare to control specimen.
•
From experiments, Geotextie paced at bottom of
•
From experiments, 400 GSM woven geotextie specimen performed better than 740 GSM woven geotextie specimen foowed by 800 GSM non-
VG 30 binder. •
•
•
equipment at three temperatures of 20, 40 and 55oC. The test wi be carried out at unconned
condition and two connement eves of 100 kPa and 200 kPa. •
Qualitative comparison of laboratory experiment results will be carried out with rut wheel testing only.
From anaysis, coir geotextie paced in the modes
Objectives:
showed decrease in stress compare to control model.
•
Design laboratory experiments to differentiate
densication and shear ow
From anaysis, coir geotextie paced in the modes showed increase in strain compare to control model.
•
Investigate the inuence of connement pressure on densication and shear ow
From anaysis, Geotextie paced at bottom of
•
linear and noninear viscoeastic modeing of
overlay model performed better than geotextile placed at one-third from bottom in the overlay model followed by geotextile placed at middle in the overlay model. •
Superpave gyratory compacted specimens will be
tested in the Asphat Mixture Performance Test
woven geotextile specimen. •
The experimental investigation will be carried
out on bituminous concrete grade 1 mixture (as specied in MoRTH specications) and unmodied
overlay performed better than geotextile placed at one-third from bottom in the overlay followed by geotextile placed at middle in the overlay •
Experimental Investigations and Modeling of Rutting in Asphalt Concrete Mixtures
creep and recovery response of asphalt concrete mixtures •
Simulation of asphalt concrete layer to predict rut wheel testing
•
Develop qualitative comparison between rut wheel testing and creep and recovery testing
From resut drawn from experiments and anaysis it conclude that, geotextiles placed at bottom of overlay performed better than other two position.
GENERAl REPORT ON
102 Proposed Methodology
Proposed methodoogy of work invoves the foowing steps: •
Experimenta investigation incudes creep and recovery test, Fow number test, dynamic moduus test and dry wheel tracker test.
•
Constitutive modeing of the materia response wi be carried out for linear regime in the experimental data and a non linear modeling will be carried out to predict the whole creep and recovery data.
•
Rut prediction wi be carried out using Mechanistic empirical pavement design guide.
•
A qualitative comparison of the responses predicted will be carried out with the rut wheel test data.
13.
Study on Temperature Susceptibility and Aging Behaviour of Paving Grade Bitumen withDifferentFillerMaterial D f S d Dui : June 2011, 10 months Date of Completion : March 2012 National Institute of Technology Karnataka, Surathkal
Scope and Objectives The main purpose of this study was to investigate the rheological behaviour of virgin and aged asphalt
cement by addition of various er materias which are readily available. The objectives of this research work are as follows:
Si-Fidigs d Ccusis Repeated creep and recovery experiments on bituminous concrete mixtures resulted in different three stage creep responses for mixes tested at different
temperatures and connement conditions. An empirica approach was used to classify the various stages of three stage creep curve. Here primary stage was modeled using a power law, secondary stage using a straight line and tertiary stage using an exponential
a) To obtain mixing and compaction temperatures of asphat cement by adding various er materias. b) To study viscosity – temperature behaviour of asphat cement by adding various er materias. c) To study aging behaviour of the asphalt cements with various er materias. d) To study viscosity – temperature susceptibilities
function. Four types of creep curves were observed.
of virgin and aged asphalt cement mixes using
Type I curve has distinct three stages. Type II has both primary and secondary stage, but the tertiary stage
Penetration Index (PI), Pen - Vis Number (PVN) and Viscosity – Temperature Susceptibiity (VTS).
was not reached within the test duration. Creep curves having only primary stage till the end of the experiment duration was named as Type III. Type IV had a primary stage suddenly going to the tertiary stage without any distinct secondary stage.
Two plain bitumen of viscosity grade VG 20 and VG
A three stage creep curve was observed for 2 % air
at different percentages like 1, 1.5 and 2%.
void specimens when tested at both conned and unconned condition at 55 oC. A 7 % air void specimen reached a tertiary stage when tested in the unconned condition at 55 oC. However the materia did not show any distinct region of secondary stage. Aso, the 7 % air void specimen tested at conned condition coud not reach a secondary stage in the experimental time. These observations highlights the requirement of
testing a 7 % air void specimen at sufcienty ong time at conned condition, so that the materia response as experienced in the ed can be propery captured. Further information/Copy of the report can be bid fm
Neethu Roy, Ph.D. Research Schoar, Transportation Engineering Division, Department of Civi Engineering, IIT Madras, Chennai – 600 036, Mbi: 09566169941; ph: 044 22575292, e-mi ID: neethumbt@gmai. com
10 (equivaent to penetration grade 60-70 and 80-100 respectivey) were used for this research study. Four materias namey stone dust, cement, ime and y ash were used as er materias. These ers were added Rotationa viscometer (Brooked viscometer) was used to obtain viscosity values of bitumen binders at
different temperatures ed with various er materias. Viscosity test were conducted at temperatures ranging
from 80 to 180°C. Mixing and compaction temperatures of different asphalt cement mixes were obtained using viscosity – temperature graphs .Short term aging
was conducted by using thin m oven test to obtain aging characteristics of asphalt cement and how such pavements can be rapidly aged and evaluated in the laboratory.
The penetration test is conducted at 4°C and 25°C to measure the consistency of paving asphalt cement.
Penetration vaues are used to determine the temperature susceptibility of asphalt cements in terms
of Penetration Index (PI), Pen - Vis Number (PVN) and Viscosity – Temperature Susceptibiity (VTS).
ROAD RESEARCH IN INDIA 2011-12 Proposed Methdgy
•
mentioned above. Si-Fidigs d Ccusis
Foowing concusions are made based on the resuts •
•
Both in aged and unaged conditions for VG 10 and
compared to other er materias. This is due to specic surface area of stone dust is ower than other er materias.
•
There is no much difference in mixing and compaction temperature for both binders, at aged and unaged conditions.
•
From the resuts of retained penetration, for VG
Simiary, for aged VG 10 grade bitumen, y ash added at 1% is highly temperature susceptible whereas lime added at 2% is less temperature susceptible.
Simiary for VG 10 grade bitumen, y ash added at 2%, shows maximum stability and cement added at 2%, shows minimum stability against aging.
rcmmdis f Dissmii/ rvisi f Codes/Specications
From the resuts of aging index, for VG 20 grade
Cement added at 1% showed better resistant to aging for VG 20 grade bitumen. Simiary, for y ash and ime
bitumen, lime added at 2% shows maximum increase in viscosity after aging process, but cement added at 1% has less effect on viscosity with aging. •
For VG 10 grade bitumen, y ash added at 2% shows maximum increase in viscosity after aging process, but lime added at 1.5% has less effect on viscosity with aging.
•
From penetration index vaue, for VG 20 grade bitumen, lime added at 2% is highly temperature
susceptibe whereas y ash added at 1% is ess temperature susceptible, at unaged and aged condition. •
added at 2 and 1.5% respectively showed better results for VG 10 grade bitumen. So in terms of aging, for VG 20 grade bitumen, it is better to use cement added at
1% as er materia and for VG 10 grade bitumen y ash and ime added at 2 and 1.5% can be used as er material. Stone dust and lime added at 2% have less temperature susceptibility for both binders at aged and unaged conditions. So in terms of temperature susceptibility, it is
better to use stone dust added at 2% as er materia. Further information/Copy of the report can be bid fm
From penetration index vaue, for unaged VG 10 grade bitumen, lime added at 2% is highly temperature susceptible whereas cement added at 1% is less temperature susceptible. Similarly
for aged bitumen, y ash added at 2% is highy temperature susceptible whereas stone dust added at 1% is less temperature susceptible. •
From Viscosity – Temperature Susceptibiity (VTS), for unaged VG 10 grade bitumen, cement added at 1% is highly temperature susceptible whereas lime added at 2% is less temperature susceptible.
20 grade bitumen, cement added at 1% shows maximum stability against aging effect while lime added at 1% shows minimum stability against aging.
•
From Viscosity – Temperature Susceptibiity (VTS), for unaged VG 20 grade bitumen, y ash added at 1% is highly temperature susceptible whereas stone dust added at 2% is less temperature susceptible. Similarly, for aged VG 20 grade bitumen, stone dust added at 1% is highly temperature susceptible whereas stone dust added at 2% is less temperature susceptible.
VG 20 grade bitumen, stone dust added at 2% have maximum mixing and compaction temperature
•
From Pen – Vis Number (PVN), for unaged VG 10 grade bitumen, cement added at 1.5% is highly temperature susceptible whereas lime added at 2% is less temperature susceptible. Similarly, for aged VG 10 grade bitumen, lime added at 2% is highly temperature susceptible whereas stone dust added at 1% is less temperature susceptible.
Experimenta studies were conducted in laboratory as
obtained in the present investigation:
103
From Pen – Vis Number (PVN), for unaged VG 20 grade bitumen, lime added at 2% is highly temperature susceptible whereas stone dust added at 2% is less temperature susceptible. Similarly, for
Dr. A U Ravi Shankar, Professor and Head, Department of Civi Engineering, Nationa Institute of Technoogy Karnataka, Surathka, Srinivasnagar P O, Mangaore – 575025, Karnataka, Mbi : 09886525453 ph : 0824-2474000 (Ext: 3041), Fx: 0824-2474033, e-mi ID: aurshankar@gmai.com , aurshankar@ yahoo.com 14.
Dynamic Mechanical Analysis and Development of Master Curves for Bitumen Processed in India
aged VG 20 grade bitumen, y ash added at 2% is highly temperature susceptible whereas stone dust added at 1.5% is less temperature susceptible.
D f S: Juy 2009 Date of Completion: March 2012
GENERAl REPORT ON
104
Indian Institute of Technology Madras, Chennai - 600 036
•
When compared with the performance grade database for all the bitumen samples tested, samples exhibiting good temperature and shear susceptibility exhibited a wider performance grade temperature range.
•
Analysis of the 100 sample database for their
Scope and Objectives •
To conduct dynamic mechanical analysis of
unmodied binders under unaged and short-term
penetration at 25 ºC and viscosity at 60 ºC reveaed
aged conditions in the temperature range of 25 to
that samples having good temperature and shear susceptibility always had higher penetration for
75 ºC •
•
To investigate the thermo-rheological behaviour and construct master curves under unaged and short-term aged conditions and To carry out parametric analysis of the temperature and shear susceptibility parameters of unaged and aged bitumen.
Proposed Methodology
The present study focused on unmodied binders under unaged and short-term aged conditions. The mechanical characterizations were carried out using small amplitude oscillatory shear tests using
the Dynamic Shear Rheometer (DSR) in the inear
a given viscosity range. For instance, sampes having R value of 0.9 and above, shows a higher penetration value of 60 within a viscosity range of 1600-2400. Further information/Copy of the report can be bid fm
Reashma P. S., M.S. Research Schoar, Department of Civi Engineering, IIT Madras, Chennai - 600 036. Mbi: 9902417494 e-mi ID: psreashma@gmai. com 15.
viscoelastic regime. All the dynamic analysis was
carried out over a temperature range of 25-75 oC and over a frequency range of 0.5-25.5 Hz. The master
D f S d Dui: 18.12.2007, 4 years 8 months Date of Completion: 16.08.2012
curve mode proposed by Dickinson and Witt (1974) & Christensen and Anderson (1992) were used in the analysis.
Indian Institute of Technology Madras, Chennai - 600 036
Si-Fidigs d Ccusis •
All the samples tested exhibited discontinuity in
the Back diagrams in the 65-75 ºC temperature range. This was true even under short-term aged conditions. Hence, the use of time-temperature superposition for the bitumen samples tested here
is vaid ony in the temperature range of 25-55 ºC. •
•
The cross-over frequency for all the samples decreased with the aging condition. However, one cannot say the same thing about the dynamic modulus master curve under unaged and shortterm aged conditions.
binders tested.
Based on the anaysis of β and R, the air bown samples exhibited better temperature and shear susceptibility when compared to blended samples for a given aging conditions.
•
Scope and Objectives 1.
To characterize the non–Newtonian to Newtonian transition of asphalt
2. To characterize the viscoeastic uid to viscoeastic solid transition of asphalt 3.
To propose constitutive relations for asphalt at different temperatures across the transitory regimes and conduct parametric analysis
Proposed Methodology
Of all the master curve model parameters, the
parameter β as per Dickinson and Witt (1974) and the parameter R as per Christensen and Anderson (1992) were quite sensitive to the variabiity of the •
Experimental Investigation and Constitutive Modeling of the Transitory Behavior of Asphalt
Aging changes the temperature susceptibility of the material and such changes are captured by the master curve mode parameters, especiay β and R.
Experiments have been conducted in the temperature region of 20 to 160 ºC to identify the transition of asphat. Dynamic shear rheometer was used in the temperature
region of 20 to 90 ºC and rotationa viscometer was used in the temperature region of 90 to 160 ºC Si-Fidigs d Ccusis •
Asphalt exhibited non-Newtonian to Newtonian
transition in 100 to 140 ºC •
Viscoeastic soid-ike to viscoeastic uid-ike transition occurred in 20 to 50 ºC temperature region.
ROAD RESEARCH IN INDIA 2011-12 •
These transition temperature depends on processing method and aging condition of asphalt.
•
Transition was shifted to higher side on aging
17.
gmail.com 16.
Rec ycled Asphalt Pavement and Foamed Bitumen D f S d Dui: 1/01/2012 Date of Completion: Work in progress
Further information/Copy of the report can be bid fm
A. Padmarekha, G - 4 - 9, IITM, Chennai - 600 036, Mbi: +919600003735 e-mi ID: apadmarekha@
105
Indian Institute of Technology Madras, Chennai - 600 036 Scope and Objectives
RheologyofModiedBinders
To develop proper mix design procedure of recycled pavement materials with foamed asphalt.
D f S d Dui: Oct 2011 Date of Completion: June 2014
Proposed Methodology
Indian Institute of Technology Madras, Chennai - 600 036 Scope and Objectives Objective
The work will consist of the following: 1.
literature review
2.
Characterization of foamed bitumen and RAP
3.
Identication of cod mix recycing technoogy as the one with the most wide application potential with consideration of climate, location, availability of materials and equipments.
To understand the interaction of various types of
modiers with bitumen at the moecuar eve and identify how these changes wi inuence the rheoogica properties of the modied binders.
4.
Deveopment of new facts/ specications or modication of existing mix design procedure
Scope
5.
Validation
Ony three modiers PPA, CR and SBS wi be
Further information/Copy of the report can be bid fm
considered for the study. The commercially available
forms of these modiers ony wi be used. Proposed Methodology •
An
understanding
of
modication
process,
Nivedya M.K., Ph.D. Research Schoar, Transportation Engineering Division, Department of Civi Engineering, IIT Madras, Chennai - 600 036, Mbi: 9445113669 e-mi ID: nivedyamk@gmai.com
interaction mechanisms, compatibility issues and
the inuence of the modication process on the
18.
mechanical properties will be studied for three
modiers - PPA, CR and SBS. •
Using suitabe anaytica toos avaiabe, the
Rheological Investigations Bitumen and Development FoamedBitumenMixes.
on Foamed of Half-warm
D f S d Dui: 21/12/2011 Date of Completion: Work in progress
changes taking place at the molecular level will be
quantied •
Indian Institute of Technology Madras, Chennai - 600 036
Seected tests wi be performed on the modied binders to ascertain the rheological properties
It is a laboratory based study.
Scope and Objectives
Further information/Copy of the report can be bid fm
1.
Characterization of Foamed Bitumen.
2.
Develop the mix design procedure for Half-warm
Nivitha M. R., Ph.D. Research Schoar, Transportation Engineering Division, Department of Civi Engineering, IIT Madras, Chennai- 600 036, Mbi: 09585534754 e-mi ID: rite2nivi@gmai.com
foamed bitumen Mixes. Proposed Methodology
laboratory study
GENERAl REPORT ON
106
Fuh ifmin/ Copy of the report can be bid fm
2.
To study the characteristics of SMA mixes using
CRMB-55 binders and a mix using treated aggregates and VG-30.
lakshmi Roja, Ph.D. Research Schoar, Transportation Engineering Division, Deptt. of Civi Engg, Indian Institute of Technoogy, Madras, Chennai - 600 036., Mbi: 8148216544 e-mi ID: akshmiroja1988@
3.
To evauate the stabiity, ow vaue and voumetric properties of SMA mixes with CRMB-55 and treated aggregates by using Marsha Method and Superpave Gyratory Compactor.
4.
To study the indirect tensile strength, permeability,
gmail.com 19.
Performance of Stone Matrix Asphalt using CrumbRubberModiedBitumenandModied Aggregates D f S d Dui: June 2011, 10 months Date of Completion: March 2012 National Institute of Technology Karnataka, Surathkal
Scope and Objectives The scope of the present work involves the determination of various physical properties of the bitumen and
aggregates used for SMA Mix. SMA sampes are prepared by varying the binder content in Marsha Method and Superpave Gyratory Compactor (SGC). These specimens are analyzed for the density-voids
rut depth and amount of stripping of SMA mixes with CRMB-55 and treated aggregates. 5.
loads. Proposed Methodology
Experimenta studies were conducted in laboratory as mentioned in the Scope. Si-Fidigs d Ccusis On the basis of analysis of results obtained in the present investigation, the following conclusions can be made: •
and stabiity-ow. The optimum bitumen content for the mix with CRMB-55 and Terrasi treated aggregates are determined. The aboratory performances of the SMA mixes are checked for moisture susceptibility, rutting and repeated load tests. Drainage test was conducted
The resuts obtained from Marsha and SGC method provides simiar resuts. Margina difference in density vaues were observed for SMA sampes prepared by SGC method because of its compactive effort.
•
to check for the binder drainage. Permeabiity tests were conducted to study permeabe nature of SMA mixes with CRMB-55 and treated aggregates. Moisture susceptibility tests include the evaluation of Indirect Tensile Strength, Tensile Strength Ratio and boiling test for stripping. The rutting studies include determination of rutting depth by using Immersion Wheel Tracking
Device (IWTD). Repeated oad tests were carried out on SMA sampes with CRMB-55 and treated aggregates
To study the performance of SMA mixes with CRMB-55 and treated aggregates under repeated
Addition of CRMB-55and modied aggregates improves the voumetric properties of SMA. The OBCof the SMA mixes with CRMB-55 and modied aggregates were 6.2% and 6% using Marsha and SGC respectivey. From the resuts, it is cear that there is not much difference in the volumetric
properties of SMA prepared using Marsha and 80 gyrations in SGC.
to determine its fatigue life.
The SMA mixes were found to be having good stone-on-stone contact. Addition of CRMB-55 and modied aggregates decreased the draindown
Objectives:
value and hence the stabilizer additives can be avoided.
•
Disposal of waste tires is a serious environmental concern in many countries. In order to solve this environmental problem partly and at the same time to
•
improve the performance of Stone Matrix Asphat (SMA), CRMB-55 was used for the investigation. Another attempt of SMA Mix using an anti-stripping additive
•
the SMA mixprepared using modied aggregates and 10% stripping in the mix with CRMB-55.
To reduce anti-stripping by treating aggregates using anti-stripping agents.
TSR was found to be more than 80% for a the SMA mixes used in the study. Higher TSR is obtained for
SMA mix using modied aggregates which indicate
was done. The objective of the present investigation is given below: 1.
The boiling test proved that there is no stripping in
better cohesive strength of this mix as compared to
SMA mix using CRMB-55. •
Test resuts indicate that the SMA specimen using CRMB-55 is ess susceptibe to permanent
ROAD RESEARCH IN INDIA 2011-12 deformation (rutting) than that with modied aggregates. •
Repeated load test results prove that the fatigue
ife of SMA specimen using CRMB-55 was higher as compared to the fatigue ife of SMA specimen using modied aggregates. Further information/Copy of the report can be bid fm
Dr. A U Ravi Shankar, Professor and Head, Department of Civi Engineering, Nationa Institute of Technoogy Karnataka, Surathka, Srinivasnagar P O, Mangaore – 575025, Karnataka, Mbi : 09886525453 ph: 0824-2474000 (Ext: 3041) Fx: 0824-2474033, e-mi ID: aurshankar@gmai.com ,
[email protected] 20.
Performance of Stone Matrix Asphalt Using PMB 40 and PMB 70 D f S d Dui: June 2011, 10 months Date of Completion: March 2012 National Institute of Technology Karnataka, Surathkal
107
and Superpave Gyratory Compactor Specimens were prepared by varying the binder content. These specimens are analyzed for the density-voids, and
stabiity-ow. The optimum bitumen content for the mix is determined. The laboratory performances of
the Stone Matrix Asphat (SMA) mixes are checked for moisture susceptibility, rutting and repeated load Tests. Drainage test was conducted to check for the
binder drainage. Moisture susceptibiity tests incude the evaluation of Indirect Tensile Strength, Tensile Strength Ratio and boiling test for stripping. The rutting studies include determination of rutting depth
by using Immersion Whee Tracking Device (IWTD). Repeated load tests are carried out using accelerated loading instrument. Tests are carried out on Superpave
Gyratory Compactor Specimens at unsoaked condition for different stress level. Proposed Methodology
Experimenta studies were conducted in laboratory as mentioned in the Scope. Si-Fidigs d Ccusis
Scope and Objectives
On the basis of analysis of results obtained in the present investigation, the following conclusions are drawn:
The primary objective is to evaluate the engineering
Msh Sbiiy
properties of Poymer Modied Bitumen and for its potentia appication in wearing courses ike SMA. The
•
objective of the present investigation is given below: 1. To evauate the Performance of Poymer Modied
Bitumen formuations by testing Various Physica & Engineering properties. 2. Comparative study of a characteristics of Stone
Matrix Asphat (SMA) mixes, using PMB 40 and PMB 70.
Superpave Gyratory •
The OBC at 4% air voids was found to be 6.3% and 6.32% for PMB 70 and PMB 40 respectivey. The SGC Stabiity vaue at OBC for SMA mix prepared with PMB 40 was found to be 5.44% more than that of SMA mix prepared with PMB 70.
•
PMB 40 and PMB 70 binder showed very negigibe
3. To characterize the SMA mixes for different laboratory compaction efforts using the standard
Marsha Compaction (MC) method and the SuperpaveGyratory Compactor (SGC) and to evauate their stabiity, ow vaue and voumetric properties.
draindown values. This indicates that separation
4. To study the indirect tensile strength, rut depth and moisture susceptibility characteristics of Stone
of nes and bitumen noticed during transportation and placing of the mixture is restricted to a large extent.
Matrix Asphat (SMA) mixes. 5. To study the performance of Stone Matrix Asphat
•
(SMA) mixes under repeated oads.
The Tensile Strength Ratio was found to be more
than 85%. This shows that addition of PMB increases the moisture resistivity of the SMA Mix, which is due to the coating of PMB to the aggregates.
The scope of the present work involves the determination
of various physica properties of the poymer modied bitumen and aggregates used for Stone Matrix Asphat (SMA) mix. SMA is mixed with Poymer Modied Bitumen (PMB 70 and PMB 40). Marsha Specimens
Addition of PMB improves the voumetric properties of SMA.The OBC at 4% air voids was found to be 6.4% and 6.3% for PMB 70 and PMB 40 respectivey. The Marsha Stabiity vaue at OBC for SMA mix prepared with PMB 70 was found to be 3.05% more than that of SMA mix prepared with PMB 40.
•
SMA mix modied with PMB was resistant to stripping even when subjected to worst moisture conditions.
GENERAl REPORT ON
108 •
SMA mix modied with PMB showed that the mixes are impermeable.
•
PMB modied SMA mixes are ess susceptibe to permanent deformation (rutting), as the deformation obtained was ess than 2mm. Use of PMB 70 reduced the total depression depth by 46% less to
that of the mix prepared with PMB 40. •
Fatigue ife of SMA mix prepared with PMB 40 was 5.19% greater than that of SMA mix prepared with PMB 70.
Further information/Copy of the reportcan be bid fm
found out from these parameters and the next sets of experiments were carried out on mixes prepared at
OBC. Moisture susceptibility tests: The loss of adhesion of bitumen from aggregates has been studied using retained stability test, boiling test and tensile strength
ratio test. The test resuts show that the BC mixes with treated aggregates have better resistance to moisture damage than the mixes with untreated aggregates. pm dfmi: Permanent deformation or rutting potential of mixes has been studies using
Immersion Whee Tracking Device (IWTD). The test resuts show that the BC mixes with treated aggregates
Dr. A U Ravi Shankar, Professor and Head, Department of Civi Engineering, Nationa Institute of Technoogy Karnataka, Surathka, Srinivasnagar P O, Mangaore – 575025, Karnataka, Mbi : 09886525453, ph : 0824-2474000 (Ext: 3041) Fx: 0824-2474033, e-mi ID: aurshankar@gmai.com ,
[email protected]
have better resistance to rutting damage than the mixes with untreated aggregates.
21.
Performance Study Of Bituminous Concrete Using Treated Aggregates
resiient moduus of easticity, resiient Poisson’s ratio,
D f S d Dui: June 2011, 10 months Date of Completion: March 2012
with treated aggregate offer highest resilient modulus and fatigue life.
National Institute of Technology Karnataka, Surathkal
Repeated load test: The repeated load indirect tensile test has been adopted to study the fatigue life
characteristics of BC mixes. Repeated oad tests have been conducted at three different load levels. The tensile stress, tensile strain etc. has been computed. It
has been observed from the test resuts that, BC mixes
Proposed Methodology (Type of Study, Laboratory/ Field)
Experimenta studies were conducted in laboratory as
Scope and Objectives
mentioned in the Scope.
The objectives of the present work involves:
Si-Fidigs d Ccusis:
1) To investigate the performance of BC mixes with treated aggregate compacted by Superpave
Based on the resuts and discussions of experimenta investigations carried out on Bituminous Concrete
Gyratory compactor and Marsha Compactor.
mixes the following conclusions are drawn:
2) To know the effects on stripping properties on aggregates after treating aggregate with chemical.
•
in density and stability values were observed for
3) To study the moisture susceptibility characteristics
Bituminous Concrete sampes prepared by SGC
of bituminous concrete mixtures in terms of their tensile strength ratio and retained stability.
4) To study the rut depth (permanent deformation) of
method. •
The boiling test proved that there is no stripping in the mix prepared by treated aggregates.
•
The percentage retained stability obtained is increased by 11 per cent for the mixes with treated aggregate as compare to mixes with untreated aggregate.
•
When compared to the untreated mixes the ITS values for unconditioned and conditioned samples with treated aggregates increased by 6 %, 22 % respectively.
•
TSR was found to be more than 80% for all the
mixes with and without treated aggregate.
5) Study the number of cycles to crack initiation at different oad eves. (Repeated oad test). The scope of the present work involves: Msh ts: Marsha and Superpave Gyratory
Compactor Specimens were prepared by varying the binder content, with and without stabilizer and the
Properties such as Stabiity, ow, unit weight and air void content of the Bituminous Concrete mixes have been studied. Optimum Binder Content (OBC) was
The resuts obtained from Marsha and SGC method provides simiar resuts. Margina difference
BC mixes. Higher TSR vaues are obtained for
ROAD RESEARCH IN INDIA 2011-12 mixes using treated aggregates which indicate better cohesive strength of this mix as compared to normal mix. This shows that mixes with treated aggregate are not susceptible to moisture. •
•
Test results indicate that the bituminous mixes with treated aggregates are less susceptible to rutting than normal bituminous concrete mixes. It was observed that total depression depth with mixes with treated aggregate has reduced by 42% as compared to normal mixes.
Based on the skid resistance test conducted after 10000 wheel passes it was found that the surface with treated aggregates has slightly higher skid
resistance vaue (72) than conventiona mix (62). •
It was observed that the fatigue ife (number of cyces) for mixes with and without treated aggregate were 2312 and 2263 respectively. Therefore the fatigue life of treated aggregate is marginally higher than the normal mix.
that question, WMA’s advantages and disadvantages compared to traditiona HMA are expored and the question of whether WMA is a viabe paving option for cold weather conditions in general is also answered. The conclusions of this work are primarily drawn from a literature review that was conducted on warm mix asphalt to evaluate what is known about its performance.
The Zydex Warm Mix Technoogy is evauated using multiple laboratory tests to determine the effect of this additive on mixture rutting resistance and moisture
damage resistance. This verication was aso used to determine if the addition of the Zycosoi and Densicry had any tangible effect on the compaction of the
mixture. The WMA sampes were then tested for Tensie Strength Ratio (TSR) and Immersion Whee-Tracking Tests (IWT) and are compared with that of HMA. The TSR and IWT can be used to determine a mixture’s laboratory moisture susceptibility and resistance to rutting respectively.
Further information/Copy of the reportcan be bid fm
Proposed Methodology
Dr. A U Ravi Shankar, Professor and Head, Department of Civi Engineering, Nationa Institute of Technoogy Karnataka, Surathka, Srinivasnagar P O, Mangaore – 575025, Karnataka, Mbi : 09886525453 ph: 0824-2474000 (Ext: 3041) Fx: 0824-2474033, e-mi ID: aurshankar@gmai.com ,
[email protected]
mentioned above.
22.
LaboratoryInvestigationofWarmMixAsphalt Using Chemicals and Comparision with Hot Mix Asphalt (Bituminous Concrete)
Experimenta studies were conducted in laboratory as Si-Fidigs d Ccusis On the basis of analysis of results obtained in the present investigation, the following conclusions are drawn •
aggregates easiy. The Marsha Stabiity vaue at OBC for WMA was found to be 9.3% more than that of HMA. •
indicates that separation of nes and bitumen noticed during transportation and placing of the mixture is restricted to a large extent.
This study mainly deals about the properties of •
better resistance to moisture susceptibility, which is due to the coating of binder to the aggregates. • •
WMA mixes are impermeabe.
•
WMA mix exhibits ower rutting property compared to HMA because of the reduced oxidation.
•
WMA shows sighty better resistance against fatigue when compared to HMA.
The primary objective of this research is to nd out whether warm mix asphalt is a viable option for the paving industry in India. In the process of answering
WMA mix is highy resistant to stripping even when subjected to worst moisture conditions.
2. To know whether the WMA produced by Zydex
Warm Mix technoogy meets the requirements and wi it be used as the aternative for HMA.
The Tensile Strength Ratio was found to be more
than 85% for WMA. This shows that WMA exhibits
1. To compare the properties of WMA to that of HMA
for the BC grade specied by MoRT&H.
WMA binder treated with Zycosoi and Densicry showed very negligible draindown values. This
Scope and Objectives
bituminous concrete (BC) mix produced using Zydex Warm Mix Technoogy and to compare them with that of HMA.
The OBC at 4% air voids was found to be 5.5% and 5.33% for HMA and WMA respectivey as the addition of chemicals reduces the viscosity of the binder. Thus making the binder to cover the
D f S d Dui: June 2011, 10 months Date of Completion: March 2012 National Institute of Technology Karnataka, Surathkal
109
GENERAl REPORT ON
110 Cost Comparison of WMa d HMa
The use of chemicas in the preparation of WMA resuted in improved workability that can ensure a higher quality in road construction. This ensures that a higher level of compaction can be achieved with fewer roller-passes. Thus by reducing the operation cost also. The cost of HMA of BC Grade-1 per m 3 as per latest Schedule of
Rates (SOR) of Pubic Wefare Department, Karnataka state is RS 8724.00 /m3 and the cost of WMA produced by Zydex Technoogy is Rs 8479.00. The rates indicate a arge amount of difference in the costs. The WMA reduces the construction cost by 2.8% when compared
to HMA. Further information/Copy of the report can be bid fm
Dr. A U Ravi Shankar, Professor and Head, Department of Civi Engineering, Nationa Institute of Technoogy Karnataka, Surathka, Srinivasnagar P O, Mangaore – 575025, Karnataka, Mbi: 09886525453 ph: 0824-2474000 (Ext: 3041) Fx: 0824-2474033, e-mi ID: aurshankar@gmai.com ,
[email protected] 23.
Predictive Accuracy of Urban Transport Studies - A Case Study of Trivandrum and Kochi City in Kerala D f S d Dui: June 2011, 10 months Date of Completion: March 2012
iv) To
prepare general guidelines for realistic assumption and forecasting of input variables in such studies.
Proposed Methodology
Nationa Transportation Panning and Research Centre (NATPAC) has undertaken Trafc and Transport studies for a number of towns in Keraa during the ast 30 years. This incudes ve City Corporations namey: Thiruvananthapuram, Koam, Cochin, Thrissur and Kozhikode and over 30 sma and medium size towns in the state. Available data from these studies will be utilised to assess the accuracy of various parameters by comparing the study forecasts with the actual changes that have taken place. An evaluation of variations in planning variables like population growth, employment,
and use, vehice ownership, trafc voume etc wi be undertaken. The assumptions made in the study will also be critically examined and suitable recommendations
wi be made. Based on the evauation of predictive accuracy of selected parameters, a general guide line will be prepared for future use. Si Fidigs d Ccusis Sample data from 19 transport studies of Trivandrum
and Kochi city, undertaken between 1981 and 2011, were used to evaluate their predictive accuracy.The comparison of demographic and socio-economic forecasts shows a trend of overestimation while the
comparison of trafc characteristics indicates a ack of incorporation of fundamental shifts and societal changes. On an average, land use input variables
(popuation and empoyment) of both cities were I.
National Institute of Technology Karnataka, Surathkal
II.
National Transportation Planning and Research Centre (NATPAC), Trivandrum, Kerala
Scope and Objectives
The scope of study wi be conned to seected cities in Keraa State. A case study of Trivandrum and Kochi Urban Area wi be seected to anayse the variations in the forecasts made. The objectives of the study are given below:
i)
To undertake an analysis of socio-economic
variabes, trave behaviour and trafc ow pattern that has inuence on demand forecasting; ii)
To evaluate the accuracy of selected variables by comparing the study forecasts with the actual/
observed data in the seected city; iii) To critically examine the assumptions made in forecasts and the cause-effect in predictive accuracy of these variabes;
overestimated by 1 to 24 per cent for a forecasting period of 10 years. Almost all forecasts for land use types were overestimated by an average of 39 per
cent in case of Trivandrum city where for Kochi city the forecasts were underestimated by an average of
17 percent. Trafc parameters ike expected vehice popuation and trafc ow on corridors were heaviy under estimated for both cities by 13 to 94 per cent. The average income for the horizon year was not foreseen and accounted for during the modeling process. Thus an important variable like per-capita income was not for forecasted for the horizon year and the base year value taken which further led to irregularities in predicting the vehicle ownership levels and the total vehicle population of the city.This increase in the vehicle population led to an increase in the number
of trips. Therefore, there occurred a aw in the trafc ow assignment on the road network. Parameters ike land use and vehicle population were borrowed from various governmental departments instead of being forecasted by the transport planners. The development of the city and improvement in the economy was not considered during the planning. This combined with the
rapid motorization that took pace in Keraa during the
ROAD RESEARCH IN INDIA 2011-12 last two decades, resulted in large number of trips that was not accounted for during trip assignments.
111
Scope and Objectives Dynamic modulus testing was done on bituminous
Further anaysis of the data showed that an assumption
concrete mixture (BC G2) using unmodied VG 30
of zero variation from base year situation had mixed response. Such an assumption would have produced smaller errors for socio-economic variables like
binder. The test was done for six different frequencies
popuation, empoyment in case of Trivandrum City and arger errors in case of Kochi City. Assumption of zero variation woud have produced arger errors for trafc parameters. However, when the studies were ranked according to their forecast percentage variations and observed percentage variations, the rankings by
popuation and daiy trafc voume were found to be positively correlated. This implied that for these, but not for other items, transport planners as a whole were successful in predicting whether the variations or
changes appicabe to their own specic areas woud be greater or less than average, but as a group they tended to overestimate these changes.
(0.01, 0.1, 1, 5, 10, 25 Hz) at six test temperatures (5, 15, 25, 35, 45, 55 °C). The tests were done by conducting ampitude sweeps using AMPT. Objectives: 1.
To check the efcacy of dynamic moduus testing procedure provided within AMPT
2.
To evauate the inuence of data quaity statistics on dynamic modulus measurement
3.
To determine the inear viscoeastic (lVE) regime for dynamic modulus measurement
4.
To construct lissajous Pots for asphat concrete mixture
Although the results were necessarily based on studies
that started between 1981 and 2000, to aow sufcient time to have elapsed to test their predictive accuracy, many of the modeling methods used in those studies is still in use. However, no evidence could be found to suggest that the more recent studies or the more sophisticated of the studies investigated performed better than the others. The overriding factor affecting the accuracy of trip forecasts was over prediction of the growth in variables such as population, employment and under prediction of travel costs, household income and economic growth. So the errors of prediction outweighed the
errors of measurement and mode specication. There was also evidence that transport models used in the
studies contained errors of specication, particuary in their forecasting of vehice popuation and trafc voume. The possibe effect of specication errors was obscured by the dominating effect of the errors in the planning input variables.
Proposed Methodology
Experimenta Studies (Ampitude Sweep Tests) were conducted using AMPT at different temperatures for different frequencies. Seven test specimens were used each having target air voids of 4% with a tolerance of ±0.5 % and 5 % binder content. The specimens were cylindrical in shape of 165 mm height and 150 mm
diameter. Dynamic Moduus was cacuated using two existing protocos (AASHTO TP: 62 – 07 & AASHTO TP: 79 – 10) based on a inear summation mode. The maximum amplitudes of stresses and corresponding
strains were obtained using curve tting of sinusoida functions and then dynamic modulus was obtained as the ratio of maximum stress amplitude to maximum strain amplitude. Si-Fidigs d Ccusis
Dynamic Moduus is a inear viscoeastic parameter.
Further information/Copy of the report can be bid fm
Hence when measurement becomes nonlinear, the dynamic modulus starts depending on applied loads
Dr. A U Ravi Shankar, Professor and Head, Department of Civi Engineering, Nationa Institute of Technoogy Karnataka, Surathka, Srinivasnagar P O, Mangaore – 575025, Karnataka, Mbi: 09886525453 ph : 0824-2474000 (Ext: 3041) Fx: 0824-2474033, e-mi ID: aurshankar@gmai.com ,
[email protected]
regime was determined for asphalt concrete mixture
as we as corresponding strains. linear viscoeastic using AMPT to determine dynamic moduus. The study was conducted at different temperatures for different frequencies since dynamic modulus is a function of temperature and frequency. Ccusis:
24.
Measurement of Dynamic Modulus using Asphalt Mixture Performance Tester (AMPT) D f S d Dui: 02-07-2011, 1 year Date of Completion: 11-05-2012 Indian Institute of Technology Madras, Chennai - 600 036
•
lVE Regime of asphat concrete mixtures can be obtained by conducting stress amplitude sweep
tests on cyindrica specimens using AMPT •
The results obtained from study shows that for asphalt concrete mixtures, the measurement of dynamic modulus with the existing protocol
GENERAl REPORT ON
112
(AASHTO TP:79–10) is done within inear viscoelastic regime for very high temperatures like •
Si Fidigs d Ccusis
55 °C and very ow temperatures ike 5 ° C
The ndings from the study are as foows:
The nonlinear measurement of dynamic modulus is seen at intermediate temperatures like 15, 25
a) A probabilistic back-analysis approach that couples the Bayesian approach and Markov chain Monte Caro simuation was found advantageous for
and 35 ° C. For 15 and 45 ° C, the measurement
pavement failure analysis and it was seen that the
of dynamic modulus becomes nonlinear at lower frequencies •
The data quaity statistics (dqs) have greater inuence on the measurement of dynamic moduus. The measured dynamic modulus will not be correct if the value of data quality statistics obtained is above the permissible limits
parameters that contribute signicanty to pavement failure are the base modulus and bituminous layer modulus.
b) The methodology can also be extended to the case of pavements designed for a specied Factor of Safety (FOS), wherein the Bayesian back-anaysis can be used to estimate the design parameters
that wi reaize the desired FOS during the design
Further information/Copy of the report can be bid fm
Jezna Fatima, Fatimas, T. C. 11/806, Krishna Nagar, Uoor, Pattom P O, Trivandrum, Keraa, Pincode – 695004., Mbi: +91-8891512072 ph: 04712443424 , e-mi ID: jeznafatima@gmai.com 25. A Methodology for Pavement Design Evaluation and Back analysis using Markov chain Monte Carlo Simulation Indian Institute of Science, Bangalore Scope and Objectives The scope of the work is to implement the concepts
of reiabiity in exibe pavement design and anaysis using Monte Caro simuation-based M-E procedure. The objectives can be stated as follows •
period and the corresponding probability of failure can be estimated . Reports/ Publications
Diip, D.M., and Sivakumar Babu, G.l. (2013), “A Methodoogy for Pavement Design Reiabiity and Back Anaysis using Markov Chain Monte Caro Simuation”, Journa of Transportation Engineering, ASCE (accepted May 16, 2012, doi 10.1061/(ASCE) TE.1943-5436.0000455). Further information/Copy of the report can be bid fm
Dept of Civi Engg, Indian Institute of Science, Bangaore, 560012, Mbi: 9448480671 ph: 23600671, Fx : 23600404, e-mi ID: gsivakumar@gmai.com 26.
To address the need for reliability analysis in
Indian Institute of Science, Bangalore
pavement design and to consider the inuence of the uncertainties in the design parameters on the pavement performance •
Toincorporate the inherent variability as well as the model uncertainty in the mechanistic-empirical design approach
•
To study the effect of pavement failure on the design reliability through a probabilistic back-analysis, and to identify the design parameters that the most
Scope and Objectives The scope of the study includes an analysis of the rutting models used in design of asphalt pavements by mechanistic-empirical method, based on reliability theory. The objectives can be stated as follows •
signicanty contribute to premature pavement failure. Proposed Methodology The methodology proposed for the reliability analysis
of pavement structures design in the MechanisticEmpirica framework is a numerica simuation technique based on reiabiity anaysis methods incuding the First Order Reiabiity Method (FORM) and Monte Caro Simulation.
Reliability Analysis of Pavement Rutting Models
To address the need for reliability analysis in pavement design and to review the rutting models developed for design of asphalt pavements by mechanistic-empirical method, at the different
eves of specied reiabiity. •
To consider the effects of the inherent variability of the input parameters on the pavement performance and to evaluate the consequence of choosing different reliability level on the design.
Proposed Methdgy The methodology proposed for the reliability analysis of the rutting models is a numerical simulation technique
ROAD RESEARCH IN INDIA 2011-12
113
based on reliability analysis methods including the
is fast and reativey simpe; it is economica, and the
First Order Reiabiity Method (FORM) and load and Resistance Factor Design (lRFD).
materials to make it are widely available .Attempts are constantly made to improve these pavement through several programmes. As a result of these programmes,
Si Fidigs d Ccusis
asphat binder specications and asphat concrete
The ndings from the study are as foows:
mixture design methods have been completely revised and combined in a new system known as Superpave, which stands for superior performing pavements.
•
The effect of the variability of the design parameters on the pavement performance was studied through reliability analysis and it was found that variability of the thickness of the surface and base layers,
and the subgrade moduus has a signicant impact on the design reliability of pavements. •
In pavement design, the application of reliability methods in pavement design is underutilized, particularly in codes and design guides that depend heavily on empirical data and the criterion for selecting the reliability level is primarily governed by the importance of the road section. This study shows the importance of incorporating parametric uncertainty in the determination of pavement reliability through the estimation of partial factors, the drawbacks of assigning such reliability levels without the explicit consideration of the design uncertainties is highlighted.
Reports/ Publications
Diip, D.M., and Sivakumar Babu, G.l. (2012), “Reiabiity Anaysis of Pavement Rutting Modes ”, Journa of Transportation Engineering, ASCE (under review)
Extensive research continues in an attempt to optimize the superpave system and construct better performing, long lasting pavements.
Fexibe pavements are prone to various distresses such as ravelling, fatigue crack etc one of the most common method to reduce these distresses is to reinforce the
bituminous mix. Commony bers are used to reinforce the bituminous mix. Synthetic as we as natura bers could be used for reinforcement. Studies on stability,
ow and voumetric properties of FRBC reveaed that by adding bers showed varied resut which is as follows. Generally, Stability increases because addition
resistance provided by the bers. Fow decreases because ow (deformation) was resisted by bers. Air voids increases because bers absorb binder needed to coat the aggregate there by introduces a air gap between aggregates.
Present study is to investigate the effect of using bers such as Recron ber, Coir ber and Poypropyene ber on the Structura, Creep, Surface Characteristics of the bituminous mix. The objectives of this study are:
Further information/Copy of the report can be bid fm
•
Dept of Civi Engg, Indian Institute of Science, Bangaore, 560012, Mbi: 9448480671 ph: 23600671, Fx : 23600404, e-mi ID: gsivakumar@gmai.com
•
27. Application of Study on Structural Characteristics of Bituminous Mix with Added Fibres
added Recron ber, Coir ber, and Poypropyene ber To study the creep characteristics of the bituminous
mix with added Recron ber, Coir ber and Poypropyene ber •
To study the skid resistance of the mix with added
Recron ber, Coir ber and Poypropyene ber •
D f S: August 2011. Date of Completion: August 2012. College of Engineering, Trivandrum (R)
To develop a mix design for bituminous mix with
To make a comparative study of the results obtained
before and after the addition of Recron ber, Coir ber and Poypropyene ber The scope of the work is limited to laboratory investigations in the bituminous mix with added Recron
Scope and Objectives
ber, Coir ber and Poypropyene ber. The study is
Fexibe pavements are the most common pavement
also limited to stress strain characteristic and surface characteristics of bituminous concrete mix.
structure. The surface course of the structure is bituminous mixture, i.e. a mixture of graded aggregates
Mhdgy
(either we graded or gap graded) and bitumen (asphat cement). Asphat pavements are a crucia part
a)
Selection of materials
of our nation’s strategy for building a high performance transportationnetworkforthe future.Asphaltconstruction
b)
Determination of Optimum Bitumen Content
GENERAl REPORT ON
114 c)
Determination of Optimum Fiber Content ii.
Determination of Optimum Recron Fiber Content.
iii.
Determination Content.
of
Optimum
Coir
Fiber
Determination of Optimum Poypropyene Fiber Content.
iv.
d)
Ccusi
Determination of Creep Characteristics of the Bitumonous Mix using Servo Pneumatic Asphat Tester
e)
•
•
other bers •
Optimum Binder Content ♦
Optimum Binder Content(OBC) is 5.9 % by weight of aggregate blend
•
Optimum Fiber Content ♦
Optimum Recron ber Content is 0.2% by weight of aggregate blend
♦
Optimum coir ber Content is 0.3% by weight of aggregate blend
•
It was seen that skid resistance under dry and wet
conditions for mixes with added bers higher than that of control mix •
As the mix become stiffer the vertical strain are
reduced hence the deections at various points are reduced and the stiffness of the mix increases when the creep strain decreases pubicis
Savitha T Sudhakaran , R Satheesh Chandran & Satyakumar M (2012), “Study on Structura Characteristics of Bituminous Mix with Added Fibers”, ‘Nationa Conference on Technoogica Trends (NCTT2012)’, August 10-11, 2012, Coege of Engineering, Trivandrum, Keraa. Further Information/Copy of the report can be bid fm
by weight of aggregate blend
Prof R Satheesh Chandran, Associate Professor, Coege of Engineering, Trivandrum.
♦
Creep Test Resuts
28.
♦
The stiffness modulus value was increased by
♦
Optimum Poypropyene ber Content is 0.3%
♦
mix
Scope and Objectives
The stiffness modulus value was increased by
The study explores the feasibility of designing longlasting pavements based on the theory of limiting structural responses and the economic advantages of such long-lasting designs was evaluated through a
7%by the addition of 0.2% Recron ber to the mix
♦
The stiffness modulus value was increased by
4%by the addition of 0.3% poypropyene ber to the mix
Skid Resistance of the Mix ♦
Life-Cycle Cost Analysis of Long Lasting Pavements Indian Institute of Science, Bangalore
12%by the addition of 0.3% coir ber to the
•
From the ab investigations it was observed that the temperature of the mix inuences the skid resistance
Fidigs •
Bituminous mix with Coir ber shows better structural and creep characteristics than mix with
Comparison of the resuts obtained with and without the addition of the bers to the mix
Fidigs/ Ccusis
Stiffness modulus and surface characteristics of bituminous mixes can be enhanced by adding
bers
Determination of surface characteristics using
British Penduum Tester f)
The main conclusion drawn from the investigation is:
life Cyce Cost Anaysis (lCCA). The objectives of the study are •
the Hot Mix Asphat (HMA) over the granuar ayer on the critical pavement responses and overall design thickness, by designing pavements according to
Contro mix have skid resistance ower than the mixes with added bers
♦ As the temperature increases skid resistance also decreases for all the mixes
To highlight the effect of increasing the thickness of
the phiosophy foowed in IRC:37(2012). •
To examine the effect of providing stiffer base materials on the pavement design for conventional
ROAD RESEARCH IN INDIA 2011-12 pavements
(15
years)
and
ong-asting
pavements. •
To design long-lasting pavements and to perform
lCCA for a the design aternatives to highight the economic advantages of providing perpetual pavements over an equivalent conventional
pavement designed according to IRC:37(2012), over a period of 50 years. Proposed Methodology
The methodoogy proposed for the design of long lasting Pavements empoys the concepts of perpetua pavements, wherein the critical pavement responses are computed using the pavement analysis software,
KENPAVE and the economic feasibiity of the design is evaluated through a life-cycle cost analysis, using
lCCA Express. Si Fidigs d Ccusis
and evaluates the inuence of individua pavement parameters on the reliability index through a sensitivity/
easticity anaysis. The effect of changing Coefcient Of Variation (COV) in pavement parameters and varying trafc oad on the Partia Safety Factors were aso analysed. Proposed Methodology The probabilistic analysis of the pavement within the
Mechanistic-Empirica framework was carried out based on the First Order Reiabiity Method (FORM), using the software STRUREl which is capabe of determining both component and system reliability. Si Fidigs d Ccusis The following conclusions were drawn from the study
1) From the perspective of design reiabiity, the most critica parameter was identied as the surface ayer thickness as evaluated from the sensitivity/elasticity
vaues. The determination of the most signicant
The study shows that although the concept of perpetual
parameter is useful in attaining the designs with
pavements advocates the increase of HMA thickness
a target reiabiity eve or the specied reiabiity
to keep the critical strains within the threshold limits, the provision of a stable foundation and the high
stiffness base materias are equay signicant from a nancia perspective. This can be attributed to the increasing cost of asphalt in India, with the rising price of crude oil. Thus, the implementation of long-lasting pavements in India calls for development in the area of soil stabilization or the provision of treated subgrade, and the use of high stiffness base materials. Reports/ Publications
115
range since higher levels of reliability can be achieved with small variations in this parameter.
2) The study shows that whie the Partia Safety Factors are inuenced consideraby by the uncertainties in material properties such as layer thickness and
ayer modui, the variations in the trafc oad have a minimal impact on these factors. Reports/ Publications
Diip, D.M., Ravi, P and Sivakumar Babu, G.l. (2012), “life-Cyce Cost Anaysis of long lasting Pavements”, (IRC-6(13)/2012) (under review)
Diip, D.M., Ravi, P and Sivakumar Babu, G.l. (2012), “Deveopment of Partia Safety Factors for Fexibe Pavements ”, Journa of Transportation Engineering, ASCE (under review)
Further information/Copy of the report can be bid fm
Further information/Copy of the report can be bid fm
Dept of Civi Engg, Indian Institute of Science, Bangaore, 560012, Mbi: 9448480671 ph: 23600671, Fx : 23600404, e-mi ID: gsivakumar@gmai.com 29.
Development of Partial Safety Factors for FlexiblePavements Indian Institute of Science, Bangalore
Scope and Objectives
The objective of this study is to caibrate a set of Partia Safety Factors for the deterioration modes impemented in the Mechanistic-Empirica design approach developed within a system reliability framework. The study also attempts to highlight the advantages of the reliability-based design over the deterministic approach
Dept of Civi Engg, Indian Institute of Science, Bangaore, 560012, Mbi: 9448480671 ph: 23600671, Fx : 23600404, e-mi ID: gsivakumar@gmai.com 30.
Evaluation of Flexible Pavement by Kenpave Sfw f h Bdd Sis D f S d Dui: June 2011, 10 months Date of Completion: March 2012 National Institute of Technology Karnataka, Surathkal
Scope and Objectivs
The objective of present study is to design exibe pavements using nite eement method of anaysis.
GENERAl REPORT ON
116
The following different pavements subjected to different conditions have been analyzed effectively using the
Cs 1: GSB is repaced by modied soi, without
varying WBM thickness.
avaiabe software packages KENPAVE (for exibe pavements).
Cs 2: GSB is repaced by modied soi, by varying
The main objective of this research is to improve the locally available lateritic soil. Due to high silt and clay content, the soil is blended with sand and quarry dust to
Hvy vum ds:
improve its engineering properties (ll≤25%, PI≤ 6%). The soil is further strengthened by placing a coir mat
geotextie. load-settement behavior is anaysed by conducting pate oad tests. An FEM software package ‘KENPAVE’ is used to study the vertica stress, vertica
WBM thickness.
Cs 1: Moduus of easticity vaues based on subgrade strength for base and sub-base courses. Cs 2: Sub-base (GSB CBR20%) is introduced and
corresponding E vaues are used for the anaysis.
displacements and radial stress with respect to different radial coordinates. The strengthened soil is used as a
Cs 2b: Sub-base (GSB CBR25%) is introduced and
modied soi ayer above the sub-grade so as to obtain the modied thickness of pavement as given by IRC SP72-2007.
Cs 2c: Sub-base (GSB CBR30%) is introduced and
Fexibe Pavement anaysis for ow voume roads: •
The following sets of problems were performed
over the seected exibe pavements:•
•
•
•
corresponding E vaues are used for the anaysis. Ccusis f w vum ds 1.
can be a substitute for the modied soi and GSB (Granuar Sub Base). 2.
Analysis is performed on all the pavement sections subjected to stresses induced due to multiple axle loads
The vertica stress at the interface of modied soi for S1T3 is 28.09KPa, whereas for conventiona pavement it is 29.21KPa.
3.
By introducing of modied soi ayer above the sub grade, the pavement section thickness is reduced
by 75mm for S1T3 and simiar trend is observed for other combinations of trafc.
Anaysis is performed using modied soi with coir by repacing GSB and modied soi.
Anaysis using KENlAYER is performed on the standard cases from the Pavement Design Cataogues, of IRC: 37-2001.
4.
when a single axle single wheel load is applied . 5.
Cacuating moduus of easticity vaues based on Introducing modulus of elasticity of subgrade, sub-
Proposed Methodology
Experimenta studies were conducted in laboratory as mentioned above. Si-Fidigs d Ccusis
For a the ayer materias the moduus of Easticity values are given independently
for
conventional
pavement
having
thickness of 400mm when GSB is repaced by modied soi of CBR 45% the vertica stress at the interface of WBM-modied soi and modied soisubgrade is 101.5KPa and 30.6KPa respectivey. For conventiona pavement having thickness of 375mm when GSB is repaced by modied soi of CBR 60% the vertica stress at the interface of WBM-modied soi and modied soi- subgrade is 98.32KPa and 32.13 KPa respectivey.
25%, 30%.
lw vum ds:
For pavement thickness of 475mm for S2T6 the vertica stress at the interface of WBM-GSB, GSB-modied soi and modied soi-subgrade is 119.6KPa, 61.89KPa and 32.39KPa respectivey. Whereas
base and base independenty. In this case the CBR vaues of sub-base (GSB) considered are 20%,
The following conclusions are drawn:
The analysis indicates that as the number of axles increases the stress at interface of all the layers
decreases. Maximum stress vaues are observed
subgrade strength for base and sub-base courses. •
The soil blended with 50% sand and coir mat
Anaysis using KENlAYER is performed on the standard cases from the Pavement Design Cataogues, of IRC: SP: 72-2007.
Fexibe Pavement anaysis for high voume roads: •
corresponding E vaues are used for the anaysis.
6.
For pavement thickness of 300mm for S3T4 the vertica stress at the interface of WBM-GSB and GSB-subgrade is 220.92KPa and 83.69KPa respectively. Whereas for conventional pavement
having thickness of 275mm when GSB is repaced by modied soi of CBR 45% the vertica stress at the
ROAD RESEARCH IN INDIA 2011-12 interface of WBM-modied soi and modied soisubgrade is 195.4KPa and 75.47KPa respectivey. For conventiona pavement having thickness of 275mm when GSB is repaced by modied soi of CBR 60% the vertica stress at the interface of WBM-modied soi and modied soi-subgrade is 207.36KPa and 71.29 KPa respectivey. 7. When GSB ayer is repaced by modied soi without changing the thickness of WBM the stresses at interface of WBM-GSB and GSB-modied soi are not within the imits. Hence the thickness of WBM has to be changed when modied soi is repaced with GSB. 8. When GSB is repaced by modied soi and
increasing the thickness of WBM the stresses are within the imits. Therefore, when modied soi is
117
above results it is concluded that if the material
properties (E vaues) are given independenty there is reduction in pavement thickness. Further information/Copy of the report can be bid fm
Dr. A U Ravi Shankar, Professor and Head, Department of Civi Engineering, Nationa Institute of Technoogy Karnataka, Surathka, Srinivasnagar P O, Mangaore – 575025, Karnataka, Mbi: 09886525453, ph : 0824-2474000 (Ext: 3041) Fx: 0824-2474033, e-mi ID: aurshankar@gmai.com , aurshankar@ yahoo.com 31.
Experimental Investigation of the Inuence of Coir Geotextiles on Adherence Property of Bituminous Mixes
introduced as sub-base layer, then the thickness of
WBM has to be enhanced(150 to 175mm and 225 to 250mm)
D f S: January 2011. Date of Completion: August 2012.
9. When GSB is repaced by modied soi having
College of Engineering, Trivandrum (R)
CBR 45 and 60% there is a considerabe reduction in pavement section. Ccusi f high vum ds 1. When modulus of elasticity of subgrade, sub-base and base course are introduced separately in the
anaysis for a the cases (case 2a, case 2b, case 2c) there is a reduction in pavement thickness. 2. When moduus of easticity vaues of GSB are
introduced according CBR vaues (20%, 25%, 30%) the variation in thickness of pavement is negigibe. Therefore by changing GSB grades (1, 2, 3, 4) the reduction in pavement thickness is margina. Hence any grade of GSB recommended by IRC can be used. 3. The pavement thickness has reduced when E values of subgrade, sub-base and base course are given separately. 4. For case 1 for subgrade CBR of 2% with 10msa
cumuative trafc with a pavement thickness of 850mm the vertica stresses at interface of DBMGB, GB-GSB and GSB-subgrade is 146.29KPa, 56.84KPa and 13.68KPa respectivey. For case
Scope and Objectives The scope of the work is limited to laboratory
investigations by using ve types of coir geotexties coected from Charankattu Coir Mfg. co. (P). lTD, Cherthaa. The coir geotexties are cheap and easiy avaiabe. The study was imited to nding the adherence stress between the bituminous concrete mix and coir geotextiles. The other limitation of this study was that the effect of variation in temperature, even though an important factor, was not considered in this study. This is because all the adherence tests were carried out at room temperature due to the absence of temperature controlled cabinet. The objectives of this study are: •
To determine the optimum tack coat content for obtaining the highest adherence stress
•
To determine the maximum improvement in ultimate load of a pavement section when using different types of coir geotextiles
•
To determine the type of coir geotextile which gives maximum adherence stress for a particular displacement
•
To Mode the behavior of pavement structure with Coir geotexties as intermediate ayer between
2a with pavement thickness of 500mm the vertical
stresses at interface of DBM-GB, GB-GSB and GSB-subgrade is 136.27KPa, 27.42KPa and 13.46KPa respectivey and for case 2b with pavement thickness of 500mm the vertical stresses
at interface of DBM-GB, GB-GSB and GSBsubgrade is 139.47KPa, 29.52KPa and 13.23KPa respectivey. For case 2c with pavement thickness of 500mm the vertica stresses at interface of DBMGB, GB-GSB and GSB-subgrade is 142.39KPa, 31.44KPa and 13.02KPa respectivey. From the
existing pavement layer and new overlay using
Regression Mode Anaysis. Mhdgy
For conducting the test, specimens were prepared with three layers of bituminous mix with two inter layers of
GENERAl REPORT ON
118
coir geotextiles and tack coat content between them.
In this case, a new procedure was used to nd the
Prof. loui T.R, Assistant Professor, Coege of Engineering, Trivandrum.
adherence stress between bituminous mixes and coir
geotexties. This conguration does not correspond to
32.
the one used in roads. No special testing equipment was required for this test and only a static press is
needed for the testing of sampes using UTM. The Methodoogy incudes
Mix Design of Pervious Concrete – An Experimental Study Using Crushed Stone and RiverSandasFineAggregate D f S d Dui: June 2011, 10 months Date of Completion: March 2012
(a) Selection of mix materials and coir geotextiles. (b) Determining the properties of coir geotextiles and
National Institute of Technology Karnataka, Surathkal
mix materials.
(c) Preparation of test specimens with and without coir geotexties (contro specimen).
Scope and Objectives
(d) Conducting aboratory experiments.
The main objective of this investigation is to develop a
(e) A comparative study is done by using the results obtained with and without coir geotextile interface.
(f) Results were analyzed and modeling is done to determine interaction between coir geotextiles and
overay using SPSS software. Fidigs/Ccusis
Foowing concusions were drawn from the study: •
Adherence stress between pavement layers was
improved signicanty with the coir geotexties.
strong and durabe pervious cement concrete (PCC) mix using different types of ne aggregates with varying the quantity of ne aggregates. In addition, it is aso aimed to compare the properties of these PCC mixes. In the present investigation, two types of ne aggregates viz., Crushed Stone (CS) and River Sand (RS) are used. The percentage of ne aggregates used in PCC mix is 15 per cent. The properties of PCC mixes investigated are compressive strength, exura strength, abrasion resistance, permeability and clogging potential. Proposed Methodology
•
The coir geotextiles helps to reduce the displacement of overlays compared to control specimen.
Experimenta studies were conducted in laboratory as
•
The optimum tack coat content for obtaining the highest adherence stress for all types of coir
Si Fidigs d Ccusis
geotexties was 0.9Kg/m2
The major concusions drawn based on the ndings of
•
CCM 700 type coir geotexties showed maximum improvement in load carrying capacity over control specimen.
•
mentioned above.
the present investigation are as follows: •
strength, exura strength and dry unit weight are increased, where as the coefcient of permeabiity
Among the ve varieties of coir geotexties used, CCM 400 was found to be the best choice for a
and the porosity get decreased.
particular displacement. •
The maximum improvement in adherence stress
•
more cement content resulted in a minimum of 66% increase in the compressive strength. The lowest
was 3.15 times, control specimen value for a displacement ratio of 0.02.
compressive strength exhibited is 5.67 N/mm2. •
investigation of the inuence of coir geotextiles on adherence property of bituminous mixes”,
Fuh If mation/Copy of the report can be bid fm
The exura strengths of a the pervious concrete mixes tested were in the range from 1.83 to 3.8 N/mm2. This necessitates the need for special methods for design of pervious cement concrete pavements.
Abhijith R.P & loui T.R (2012), “ Experimental
‘Nationa Conference on Technoogica Trends (NCTT2012)’, August 10-11, 2012, Coege of Engineering, Trivandrum, Keraa.
The minimum cement content for any pervious
cement concrete is 230 Kg/m3. Addition of 50%
was 8.7 times and the minimum improvement
pubicis
With the increase in cement and sand content in the pervious concrete mixes, the compressive
•
Highly permeable and clog-resistant pervious concrete mix is the need for the day, to serve the purpose of pavement surface drainage. All the mixes tested had permeability in the range from
ROAD RESEARCH IN INDIA 2011-12 14 to 2.42 mm/s (1209 to 210 m/day). When, the
characteristics. Since, the diameter of stee bre
same mixes were subjected to clogging, there was
is 1 mm, there is no much difference in effect of permeability as only a little percentage amount of
a reduction in the permeabiity by 40 to 67%. A the mixes tested, even after clogging simulation, exhibited a minimum permeability of 200 m/day. •
All the pervious concrete mixes tested had porosity
in the range of 6.75 to 19.23%, irrespective of the method of computing porosity. •
•
rcmmdis f Dissmii/ rvisi f Codes/Specications
The Cantabro abrasion test performed on a the pervious concrete mixes indicate that the maximum abrasion loss recorded did not exceed 19 %. This is an indication of durable pervious concrete mix.
pavement design. Based on the resuts of the present investigation, those mixes that have a 28-day exura
A variation in the above properties between pervious
contributed in terms of gain in strength in the range
of 3.0 to 7.5N/mm2. Effects of stee ber on specimens are not separatey discussed. Since the stee bers are used, there will be some percentage improvement in strength parameters. •
stee bre is used.
Deatte (2008) presents a set of design tabes for the pervious concrete pavements, having a exura
concrete mixes containing RS and CS was found to be insignicant. Curing of concrete had certainy
•
119
Stee bres are incorporated in the pervious concrete mixes to improve their crack resistance, ductility, energy absorption and impact resistance
strengths 2.1 - 3.1 N/mm 2, as a part of light-duty
strength more than 2.1 N/mm2 can be recommended for the design of light-duty pavements or low-volume
trafc pavements. Further information/Copy of the report can be bid fm
Dr. A U Ravi Shankar, Professor and Head, Department of Civi Engineering, Nationa Institute of Technoogy Karnataka, Surathka, Srinivasnagar P O, Mangaore – 575025, Karnataka, Mbi: 09886525453 ph : 0824-2474000 (Ext: 3041) Fx: 0824-2474033, e-mi ID: aurshankar@gmai.com ,
[email protected]
120
GENERAl REPORT ON
B. GeoteCHnICal enGIneerInG SUMMarY Research work on Effect of Wheel Load on Underground Tunnels has been carried out. It was found that by decreasing the height of the soil above the tunnel, the surcharge pressure coming over the tunnel is decreasing, but if a road
comes over a tunne due to the reduction of soi thickness above the tunne, whee oads has more signicance.
SalIent poIntS For DISCUSSIon 1.
Effect of whee oad on underground tunnes
ROAD RESEARCH IN INDIA 2011-12
121
C.
reSearCH proJeCtS relateD to tHeSIS For poSt-GraDUatIon/ ph.D
Proposed Methodology (Type of study, Laboratory/ Field)
1.
Effect of Tunnels.
The model analysis was done by preparing the model,
Wheel
Load
on
Underground
D f s d dui: 15TH JUlY 2011, 1 year. Date of completion: 30th MAY 2012. National Institute of Technology, Tiruchirappalli Scope and Objectives In future development of this area above the tunnel, if it is a road when vehicles pass through it, loads of those
vehices may nay acts upon the tunne. But for the present stress calculations the tyre load effect is not considered. The load effect depends upon the height of the soil above the tunnel. At higher thickness of the soil above the tunnel, the wheel effect is minimum and at lower thickness the tyre load plays an important role for the development of stress in the tunnel lining. So the effect of wheel load should be taken into consideration. The objectives are •
To assess the wheel load stress acting over the
pavement, which nay comes to tunne, by experimenta anaysis; •
To study the effect of wheel load over the tunnel.
•
To prepare a design chart for underground tunnel, this includes the effect of wheel-soil-tunnel interaction.
•
FEM anaysis of tunne in various surfaces and loading condition.
oading test on mode and anaysing the resut. Finite element analysis was also done and the results were
obtained. Both these resuts were then compared. Salient-Findings and conclusion(s)
By decreasing the height of the soi above the tunne, the surcharge pressure coming over the tunnel is decreasing, but if a road comes over a tunnel due to the reduction of soil thickness above the tunnel, wheel
oads has more signicance. The effect of whee oad changes by various factors like height of soil, pavement
thickness etc. compared to the exibe pavement the stress value is higher in case of rigid pavement conditions and while considering the direction of wheel loading, the wheel load perpendicular to the direction of major axis of tunnel induce almost double stress than
the parae oading condition in both rigid and exibe pavement condition. Further information/copy of the report can be bid fm addss: Adarsh P R, M.Tech Transportation engineering and management, Department of civil engineering, NIT Trichy. Trichy -15, e-mi ID
adarshv2001@gmai.com
GENERAl REPORT ON
122
C. BrIDGe enGIneerInG SUMMarY Five research projects reated to thesis for post graduation have been reported. The research ndings are of importance in assessing the in-situ stress condition of PSC girder bridges, assessment of oad carrying capacity of bridges under seismic forces and their strengthening and for understanding the complex anchorage zone stresses
of PSC girder bridges.
SalIent poIntS For DISCUSSIon 1.
Techniques for in-situ stress assessment in concrete structures
2. Appication of Push over Anaysis for RC Bridges 3.
Behaviour of Strengthened RC Beams under torsion
4. Anchorage zone Stresses in Post Tensioned Girder Bridges 5.
Effect of overweight vehices on Bridges
ROAD RESEARCH IN INDIA 2011-12 C.
reSearCH proJeCtS relateD to tHeSIS For poSt-GraDUatIon/ ph.D
123
strain gages placed radially and the remaining three
paced tangentiay to the indented core. Experimenta studies were carried out to assess the existing stresses
1
DevelopmentofTechniquesforIn-SituStress Assessment in Concrete Structures D f S d Dui : Sep. 2007 Date of Completion : Dec. 2011 CSIR-Structural Engineering Research Centre, Chennai
Scope and Objectives The objective of this research is to develop experimental techniques and methodologies to assess the in-situ stress in concrete and prestressed concrete structural elements under uniaxial- and biaxial- stress conditions. Proposed Methodology
laboratory study. Si-Fidigs d Ccusis Three different techniques namely, concrete coredrilling technique, concrete core trepanning technique and concrete core-drilling strain gage technique were developed to evaluate the in-situ stress under uniaxial and biaxial stress conditions. A concrete core-drilling technique was developed by considering the practical aspects of the strain gage instrumentation using a special arrangement of electrical resistance strain gages suitably placed around the core for assessment of in-situ stress under
uniaxia stress condition. laboratory studies were conducted to evaluate the reliability of this concrete
core driing technique. Caibration constants were evaluated experimentally for the used gage length,
ocation and conguration. Comparison was aso made with coefcients evauated theoreticay. Concrete core trepanning technique was deveoped to measure in-situ stresses in concrete under bi-axial stress state. This technique employs a three element strain gage rosette to measure the strain release due to core drilling. Numerical analysis was carried
out using nite eement method for evauating the efcacy of the method. The reiabiity of this technique was established in the laboratory, by conducting experimental investigations on ten concrete specimens
with a known stress ed using the core-driing strain gage technique. Caibration constants were evauated experimentally and compared with numerical results
(Finite eement method). The appied stresses and existing stresses obtained from core drilling strain gage technique using the calibration constants were matching closely.
From the numerica studies and aboratory experiments have clearly indicated that the proposed techniques are
efcient in assessing the existing stresses. Hence, these techniques can be used for in-situ stress evaluation of in-service structures under uniaxial and biaxial stress conditions. rcmmdis f Dissmii/ rvisi f Codes/Specications The developed techniques can be used to evaluate the in-situ stress/ existing prestress in the bridges. Fuh ifmi c b bid fm The Director, CSIR- Structura Engineering Research Centre, PO Taramani, Chennai-600 113, ph : 04422549201, Fx : 044- 22541508, e-mi ID : director@ serc.res.in 2
Application of Pushover Analysis to RC Bridges D f S d Dui : Jan. 2011 Date of Completion : Jun 2011
Scope and Objectives
Standard pushover anaysis using FEMA 356 (2000) dispacement coefcient method and an improved upper bound pushover analysis method were used to analyse a bridge structure. Proposed Methodology Analytical study. Si-Fidigs d Ccusis
After 2001 Gujarat Earthquake and 2005 Kashmir Earthquake, there is a nation-wide attention to the
with known stress/strain ed.
seismic vulnerability assessment of existing buildings and bridges. The aim of the project was to carry out a
Core-driing strain gage (CDSG) technique was
seismic evauation case study for an existing RC bridge using noninear static (pushover) anaysis.
developed by suitable placement of electrical resistance strain gages around the core for assessment of insitu stress. Six strain gages were used, where three
Bridges extend horizontay with its two ends restrained and that makes the dynamic characteristics of bridges
GENERAl REPORT ON
124
different from building. Moda anaysis of a 3D bridge model reveals that it has many closely-spaced modes.
Participating mass ratio for the higher modes is very high. Therefore, pushover analysis with single load pattern may not yield correct results for a bridge model.
A 12-span existing RC bridge was seected for the case study. Standard pushover anaysis using FEMA 356 (2000) dispacement coefcient method and an improved upper bound pushover analysis method were used to analyse the structure. Some of the analysis
parameters were suitaby modied to use in a bridge structure. The evaluation results presented here shows that the selected bridge does not have the capacity to meet any of the desired performance level. rcmmdis f Dissmii/ rvisi f Codes/Specications The evaluation results presented here shows that the selected bridge does not have the capacity to meet any of the desired performance level.
respectivey. The beam- PTT-1 was strengthened using CFRP fabric strip (400 g/m 2 - Unidirectiona, thickness 0.234mm) of U-shaped 50 mm wide with spacing of 75 mm c/c. Eectrica strain gauges (120±0.4 Ω) were provided at quarter, middle and three quarter span of the beam, on top and bottom of the longitudinal reinforcement, at the centre of vertical stirrups and on
CFRP-Fabric to measure the strains during testing of the beam. During the laboratory investigations, it was
seen that the faiure of beam PTR-1 was due to crushing of concrete and yielding tension steel. The specimen
PTT-1 faied due to faiure of anchorage, debonding of the CFRP fabric strips, yieding of reinforcement provided in compression zone at mid span and nay due to crushing of the concrete. The torsional capacity
based on the strain recorded in the CFRP fabric during the experiment shows the good agreement with the
theoretica vaues. The signicant increase of twist angle of 151% and 44% was observed corresponding to cracking torque and ultimate torque respectively. The internal longitudinal steel was observed to be yielded
to both the cases. The torsiona capacity of the PTT-1 exhibited 58% enhancement of torsional capacity with
Fuh ifmi c b bid fm
the appication of CFRP fabric for strengthening. .
Kaiprasanna Sethy, (Guide: Sarkar, P.), C/o Head of Department, Department Of Civi Engineering, Nationa Institute Of Technoogy, Rourkea, Orissa – 769 008,
rcmmdis f Dissmii/ rvisi f Codes/Specications
ph : 0661 - 2462326, Fx : : 0661-2462301, e-mi ID : sarkarp@nitrk.ac.in/ www.nitrkl.ac.in
Based on the study it was concuded that the carbon FRP wrap coud be used for the strengthening of RCC beams decient in torsion after exercising proper care
3
Experimental Study of RC Beams Strengthenedwith CFRP Fabricunder Pure Torsion
in the design of the rehabilitation scheme
D f S d Dui : August 2010 Date of Completion : : Jun 2011
Head, Department of Civi Engineering, Dehi Technoogica University, Shahbad, Dauatpur, Main Bawana Road, Dehi -110 042, ph : 011-27871018,
Scope and Objectives
Fuh ifmi c b bid fm
E-mail ID :
[email protected]
The objective of the study is to understand the
behaviour of torsion decient RC rectanguar beam specimens strengthened using carbon fabric in relation to the reference beam, which is designed for torsion Also, in this study attempts were made to understand the complexity of twist angle, torque and ductility of strengthened beams. Proposed Methodology
laboratory Study Si-Fidigs d Ccusis
4.
AnalysisofAnchoragezoneStressesinPost Tensioned Girder Bridges D f S d Dui : Aug 2010 Date of Completion : Jun 2011
Scope and Objectives Anchorage zone is the most important region in a posttensioned concrete girder. In the anchorage zone the stresses are complex in nature during the application of prestressing forces. There are many factors which
inuence the bursting stresses of the anchorage zone. Torsiona faiure of a RC Beam is an undesirabe britte failure. In this study, two specimens were tested,
PTR-1 (reference beam designed for torsion ) and PTT-1 (Beam decient in torsion). The span and size of the both the beams were 1.79m and 150 x 250 mm
The scope and objective of this research is given below: 1.
Detailed study of the various methods generally adopted for the analysis of the anchorage zone
ROAD RESEARCH IN INDIA 2011-12 stresses in the post-tensioned concrete girders. Investigate the effect of the following parameters on the anchorage zone stresses:
(a) Size of the bearing pate (b) Eccentricity of the bearing pate and (c) Grade of concrete 2. Study of stresses in anchorage zone with multiple
anchorages using 2-D and 3-D nite eement analysis. Proposed Methodology Analytical study Si-Fidigs d Ccusis In this research, to study the behaviour of a rectangular
end bock different methods such as Eastic anaysis, Guyon’s method, Magne’s method and coda provisions have been used. Also, the application of 2-D and 3-D
Strut and Tie mode (STM) to compute the bursting force in the end bock has been demonstrated. Further, the nite eement anaysis of an end bock has been carried out using the software CIVIl FEM-ANSYS 11. In this FEM anaysis the end bock has been anayzed using by both 2-D and 3-D modes. The inuence of the size and eccentricity of the bearing plate, and grade of concrete on the stress distribution of the end block
has been investigated using Finite Eement Method. More compex conguration of an anchorage zone with multiple anchorages in a girder has also been studied. rcmmdis f Dissmii/ rvisi f Codes/Specications
5.
125
Effect of Overweight Vehicles on RC T Girder Bridge D f S d Dui : Juy 2010 Date of Completion : Jun 2011
Scope and Objectives The main objective of this study is to examine the effect of overweight trucks, generally plying on the road network, on the existing reinforced concrete girder bridges. Proposed Methodology Analytical study Si-Fidigs d Ccusis
Anaysis of the axe oad data of trucks pying in specic routes have been carried out to understand the extent of overloading especially in 2-axle, 3-axle and 5-axle
trucks. Subsequenty, two R. C. T-girder bridges of 21m and 25m span respectively were analysed using
the SAP 2000 software for different oads such as (i) oads specied for bridge design in IRC: 6(ii) GVW of 2 –axe truck, 3-axe truck and 5-axe truck (iii) oads carried by excessively loaded 2-axle, 3-axle and 5-axle
truck observed in specic routes, in eastern part of the country. Also, the analysis of the bridges has been extended to understand the effect of extremely heavy vehicles. rcmmdis f Dissmii/ rvisi f Codes/Specications
The ndings of this research wi provide an input for updation of live load clause in bridge design codes
The various analytical methods can be used in understanding the complex stress pattern of anchorage
zone of a PSC girder. Fuh ifmi c b bid fm
Head, Department of Civi Engineering, Nationa Institute of Technoogy Karnataka, Suratka, Mangaore 575025, ph : 0824-2474000
Fuh ifmi c b bid fm
Head, Department of Civi Engineering, Manipa Institute of Technoogy, Manipa, Karnataka-576104, ph: 0820-2571060, e-mi ID : mit@manipa.edu
126
GENERAl REPORT ON
D. TRAFFIC & TRANSPORTATION SUMMarY A tota of 46 Research projects reated to thesis for post-graduation/ PhD reported in the area of Trafc & Transportation area. Mainy these studies focused on, Trafc Engineering and management reated studies, Transportation Panning, Advanced Modeing techniques and vunerabe road user studies. These are briey in the foowing Trafc Engineering Management Related Studies: The studies include capacity analysis of three legged signalized
intersection, Evauation of Roundabouts versus Unsignaized and signaized intersections, Impact of Trafc Composition on PCU Vaues of Road Vehices, Estimation of Road User Cost of Highway Construction Zones, Adaptive Trafc Signa Contro as an ITS Measure for Urban Arterias, Traveer preferences for Advanced Traveer Information system, Trave time and congestion anaysis under heterogeneous trafc conditions and Anaysis of road accidents based on Accident Severity Index (ASI) Transportation Planning Related Studies: Appication of dynamic trafc assignment (DTA) packages under Indian
trafc conditions, Agorithms for reiabiity based optima routing and trafc assignment in stochastic transportation networks, Trave Time Reiabiity Study at Urban Corridors on Seected Route Pairs, Highway Assignment Modeing in Cube Voyager Software for Feasibiity Study of Proposed Coasta Road, GIS Based Safe Bus Stop location , land use and Transportation Panning, Deveopment of GIS Based Framework to Pan and Monitor PMGSY Roads, Dynamic trafc assignment simuation and evauation of Advanced traveer information systems. Advanced Modelling Techniques: These studies incude Appication of Muticriteria Decision Making Methods in Mode
Choice Anaysis and Deveopment of Fuzzy logic Based Performance Evauation Mode for Bus Transit. The Micro simuation Based Studies incudes Modeing Heterogeneous trafc in VISSIM and Simuation of Vehice Queuing at a To Paza Vulnerable Road User Studies: Mainy focused on the Impact of Buit Environment on Pedestrian Motor Vehice
Coision, Faciities for Pedestrians and Physicay Chaenged in Rura Highways, Micro simuation Study of the Effect of Vunerabe Road Users on Trafc Fow Characteristics, Road Safety with Emphasis on Non-Motorized Trafc
SalIent poIntS For DISCUSSIon 1.
Trafc Impacts of Construction work zones using Simuation
2.
Capacity anaysis of three egged signaized intersection
3.
Evauation of Roundabouts versus Unsignaized and signaized intersections
4.
Trave Time Reiabiity Study at Urban Corridors on Seected Route Pairs
5.
Impact of Trafc Composition on PCU Vaues of Road Vehices
6.
Study of ow characteristics at signaised intersections under heterogeneous trafc conditions
7. Mode Based Anaysis and Contro of Indian Trafc 8. Anaysing The Reation Between land Use And Trave Demand Using 3s Technoogy. 9. Appication of Muti-criteria Decision Making Methods in Mode Choice Anaysis 10. Highway Assignment Modeing in Cube Voyager Software for Feasibiity Study of Proposed Coasta Road 11. Estimation of Road User Cost of Highway Construction Zones 12. Impact of land Use on Trip Generation- A Case Study 13. Agorithms for reiabiity based optima routing and trafc assignment in stochastic transportation networks 14. Appication of Dynamic Trafc Assignment (DTA) packages under Indian trafc conditions
ROAD RESEARCH IN INDIA 2011-12
127
15. Urban Speed Management for Tiruchirappai City Using ITS 16. Adaptive Trafc Signa Contro as an ITS Measure for Urban Arterias in Chennai City
17. land use and Transportation Panning 18. Appication of Muticriteria Decision Making Methods in Mode Choice Anaysis 19. Impact Of PMGSY Roads on Socio-Economic Aspects and Trave Characteristics 20. Deveopment of GIS Based Framework to Pan and Monitor PMGSY Roads 21. GIS Based Safe Bus Stop location in Trichy City 22. Simuation of Vehice Queuing at a To Paza 23. Modeing Heterogeneous trafc in VISSIM 24. Dynamic trafc assignment simuation and evauation of Advanced traveer information systems 25. Dynamic Trafc Assignment for Muti Vehice Cass Trafc 26. Activity based trip distribution models for Indian conditions
27. The Impact of Buit Environment on Pedestrian Motor Vehice Coision 28. Algorithms on Stochastic Networks 29. Estimation of dynamic origin-destination matrices for genera networks 30. Corridor Signa Optimisation under Heterogeneous Trafc Using Custer Anaysis 31. Capacity Anaysis of Signaised intersections under Heterogeneous conditions using Area occupancy concept 32. Faciities for Pedestrians and Physicay Chaenged in Rura Highways. 33. Deveopment of Fuzzy logic Based Performance Evauation Mode for Bus Transit 34. Intercity Passenger Trave Demand Modeing and Mode Choice Anaysis for Mysore-Mangaore City Pair 35. Study of trafc characteristics under varying degrees of ane foowing 36. Congestion anaysis of heterogeneous trafc using GPS-tted probe vehices
37. Data Fusion Based Spatia Trafc Parameter Estimation and Prediction 38. Deveopment of Traveer Information and Route Guidance System Using GPS-GIS Integration 39. Traveer preferences for Advanced Traveer Information System in Trivandrum City 40. A lumped Parameter Mode-Based Approach for Estimation Of Trafc Density 41. Trave time and congestion anaysis under heterogeneous trafc conditions 42. Micro simuation Study of the Effect of Vunerabe Road Users on Trafc Fow Characteristics. 43. Road Safety with Emphasis on Non-Motorized Trafc 44. Anaysis of road accidents based on Accident Severity Index (ASI) method and GIS: 45. Studies on Safety Performance of Two-lane Rura Highways Under Mixed Trafc 46. Prediction of Roadside Poutant Concentration
GENERAl REPORT ON
128 C:
reSearCH proJeCtS relateD to tHeSIS For poSt-GraDUatIon/ ph.D
1.
StudyofTrafcImpactsofConstructionWork Zones Using Simulation
considering 15 min time interval and the above two methods will be compared with the one obtained
through VISSIM. The monetary vaue of associated
D f s d dui : February, 2009 Date of completion (Targeted): March, 2013
delay will be calculated. Si-Fidigs d ccusis •
It was observed that there was speed reduction in different category of vehicles from Stage-I to II due to the transition zones and newly laid road caused increase in speeds in stage III.
•
The speed of the vehice drops signicanty whie
National Institute of Technology, Tiruchirappalli. Scope and Objectives •
The objectives of the study are:
•
To study the trafc ow Characteristics of work zone and deveop speed-ow, speed-occupancy mode
entering the construction zone. On the basis of the results from the study, speed of the vehicle is more in the advance warning zone and decreases as it enters the approach transition zone and then decreases further in the activity zone and increases again in the terminal transition zone. The average speed of the vehicles at the transition zone of the construction area was reduced by 60 % of the speed at the advance warning area.
criteria for work zones during different stages of
Highway widening under mixed trafc condition. •
To study the effect of Speed on length, width and Surface characteristics of work zones due to lane closure.
•
•
To determine the reduction in Volume due to work zones and quantify delay associated to speed reduction in work zones corresponding to lane closure, length and percentage of heavy vehicles during different stages of construction.
•
advance warning zone and terminal transition zone
in a vehice categories at the 95% condence eve both in stage II and stage III respectively in spite of increase in mean speed in stage III.
To develop a simulation model of work zone using
VISSIM software and predict the vehice throughput,
•
Average speeds of different categories of vehicle
obtained from the VISSIM mode were found
average speed, travel time, and delay. •
A statistica anaysis conrms the differences in mean speeds are statisticay signicant in the
comparable with that obtained experimentally in all the three stages of construction.
To determine the delay road user costs of work zone.
Phases:
With the increase in length of the work zone, speed increases and after a certain length of the work zone, the speed remains constant. This particular length of the work zone beyond which the speed
phs I: work sites were identied and data coected
The critical lengths of the work zone obtained from
Mhdgy
•
The research methodology is to be carried out in three
remains constant is termed as ‘Critica length’.
in four zones (Advance Warning Zone, Approach
the VISSIM mode are 790 m and 780 m for Stage
transition zone, Work zone and Terminal transition
– II and III respectively which are more than the
ones obtained experimentay (730m and 710 m respectivey).
zone) during three stages of Construction. The trafc parameters were analysed during three stages and
their inter reationship between speed, ow, occupancy, headway, carriageway width and composition of trafc have been established. The surface charactersistics of the pavement and their relation with the speed reduction were analyzed and established. phs II: consists of Simulation modelling of work zone
in VISSIM and its Vaidation. phs III: The scenario analysis of the model is to
be done to nd the effect of varying width, ength, directiona spit and the composition of the trafc on speed, headway and delay during different stages .The capacity reduction in different stages have to estimated by the Time headway method and the Volume method
Further information/copy of the report can be bid fm
Vidya.R, Research Schoar, Transportation Engineering and Management, Department of Civi Engineering, NIT– Tiruchirappalli, Trichy-15, e-mi ID: vidyarajesh123@ gmail.com. 2.
CapacityAnalysisofThreeLeggedSignalized Intersection using Cellular Automata D f S: August 2010. Date of Completion: August 2011. College of Engineering, Trivandrum (R)
ROAD RESEARCH IN INDIA 2011-12 Scope and Objectives
•
Percentage error between the capacity obtained from ed observation and simuation output ranges from 5.75 to 10.46%
•
The validation of the simulation program has been done based on the observed and the simulated discharge at the intersection
•
The observed chi-square value is less than the
The cellular automaton concept is used to simulate the
trafc ow at a three egged signaized intersection. A Ceuar Automata (CA) mode is deveoped for the movement of the vehices under heterogeneous trafc conditions. The stopping of vehicles at the signal controlled intersection and discharge of vehicles into the intersection during green time was simulated. The lane group capacity of the intersection was determined on each of the intersection approaches. Simulation results show the ability of the model to capture most
critica chi-square vaue at 5% eve of signicance and 29 degree of freedom pubicis
important features of trafc phenomenon. •
The present study was undertaken with the following objectives: •
To deveop a CA mode for the heterogeneous trafc ow aong a two ane
•
To deveop a CA mode for the trafc ow at a three legged signalized intersection
•
To determine the approach capacity of the signalized intersection
129
Anupama Krishnan and Mrs.leema Peter (2011), “Capacity anaysis of 3-egged signaized intersection using cellular automata”, ‘National
Conference on Technoogica Trends (NCTT2011)’, August 19-21, 2011, Coege of Engineering, Trivandrum, Keraa. Further Information/Copy of the report can be bid fm
Ms. leema Peter, Dept. of Civi Engineering, Coege of Engineering Trivandrum.
Mhdgy 3. • •
Simuation of CA mode Appication of CA rues
•
Data collection
•
Simulation Output
•
Determination of approach capacity
•
Comparison of approach capacity determined using ed data and from the simuation output
•
Validation of the simulation program using chisquare test
D f S: August 2010. Date of Completion: Juy 2011. College of Engineering, Trivandrum (R) Scope and Objectives 1.
To analyse the performance of roundabouts against an unsignalized and signalized intersections under varying volumes based on certain measures of effectiveness.
2.
To obtain the trafc voume ranges at which
Fidigs/Ccusis •
To incorporate heterogeneity, NaSch model is
roundabouts perform better than unsignalized and signalized intersections.
modied by considering different types of vehices depending on their dynamic characteristics like maximum speed, acceleration and deceleration •
The lateral movement of the vehicles along the lane is also considered
•
The position of the vehicles moving along the lane is obtained from the simulation run which is an indication of the movement of the vehicles based
on the CA rues •
•
The discharge of vehicles at the signalized intersection from each approach has been obtained as the output
Capacity of each approach has been determined using HCM method.
Evaluation of Roundabouts versus Unsignalized andSignalized Intersectionsin Trivandrum City
The
performance
measures
or
measures
of
effectiveness (MOE’s) are capacity, degree of saturation, average control delay, 95th percentile queue length and
emissions (Carbon dioxide (CO2), Hydrocarbons (HC), Carbon monoxide (CO) and Nitric oxides (NOx). The present study was limited to 3-legged and 4-legged roundabouts with 2-lane approach from every direction. These two types of intersections were selected since they were the common types observed. Mhdgy i.
Identify the locations of study suitable for the study within Trivandrum city.
GENERAl REPORT ON
130 ii.
Data collection, which includes geometric measurements of the existing roundabout intersection using a measuring tape and video
•
The average control delay at an uncontrolled intersection was higher than roundabout at all volumes. Hence based on delay, performance of roundabout was better than uncontrolled intersection.
•
The average control delay of signalized intersection remained unchanged till 2000vph for 3-legged as well as 4-legged intersection and thereafter increased gradually.
•
When the trafc voume was ow, vehices at
recording for 5 days of a week to obtain the trafc details. iii. Trafc voume with proportion of turning movement
was extracted from the video. The video was played
and the tota number of specic type of vehice in each direction was obtained manually. manually. iv.. iv
Trafc voume was divided to 15min datasets (tota inet voume with proportion of each turning movements). 15min data was inputted into the SIDRA software. Hence a total of 120 datasets were obtained
v.
uncontrolled intersections produced lesser pollution than other two types of intersections. •
Geometric features measured and extracted trafc data was the input to the SIDRA software.
stopping of vehices. But at higher tota inet voumes
vi. Various performance measures were obtained
vehicles at signalized intersection produced lesser
after analysis from the SIDRA software. software.
emissions due to ordery movement of trafc and due to the absence of frequent acceleration and deceleration of vehicles.
vii. The roundabouts were replaced by hypothetical
uncontrolled and signalized intersections and its performance measures will be determined.
Comparisons were made between. a.
b.
•
viii. Roundabouts were compared with hypothetical
4143 vph while a 4-legged roundabout with 2-lane approach performed better at the total inlet volume range of 1163 to 5524 vph. pubicis •
intersections at various trafc voumes based on
Unsignaized Intersections”, ‘Nationa Conference on Technoogica Trends (NCTT-2011)’, August1921, 2011, Coege of Engineering, Trivandrum, Keraa.
ix. Trafc voume range at which roundabout has better
performance than other types of intersections was determined.
•
The capacity of uncontrolled and roundabout intersections was found to reduce with increasing inlet volume.
•
The capacity of a signalized intersection had only slight variation up to a total inlet volume of 2500vph and 3500vph for 3-legged and 4-legged roundabout respectively and thereafter increased rapidly.
•
•
The degree of saturation of uncontrolled and roundabout intersections increased with total inlet volume. The degree of saturation of signalized intersection increased rapidly till total inlet volumes for which capacity remained unchanged, then decreased and thereafter remained a constant value.
Asish Jayakumar and Mrs. Preethi P (201 (2011), 1), “Evauation of a 4-egged Roundabout with 2-ane approach versus hypothetical Signalized and
the performance measures.
Fidigs/Ccusis
A 3-legged roundabout with 2-lane approach was found to perform better than other two types
of intersections at a tota inet voume of 872 to
3-legged roundabout, 3-legged signalized intersection and 3-legged unsignalized intersection. 4-legged roundabout, 4-legged signalized intersection and 4-legged unsignalized intersection.
At lower inlet volumes, vehicles at signalized intersection produced greater emissions compared to other two types of intersection due to compulsory
4.
TravelTime TimeReliability ReliabilityStudy Studyat atUrban UrbanCorridors Corridors on Selected Route Pairs in Trivandrum City D f S: August S: August 2010. Date of Completion: Juy 2011. College of Engineering, Trivandrum (R)
Scope and Objectives
The specic objectives of this study are: •
To compute the th e Travel Time Reliability indices indice s such
as Buffer Time Index and Panning Time Index of different routes in a few selected route pairs at Trivandrum. •
To identify the most reliable routes among several selected routes connecting route pairs by comparing its reliability indices.
ROAD RESEARCH IN INDIA 2011-12 •
To model congestion on these routes by relating the reliability indices to congestion.
•
To study the inuence of various geometric and trafc factors on the variation of trave time and to
•
In both the above cases, the driver perception towards selection of reliable route was due to shorter length and good surface conditions.
•
Day wise comparison shows that the travel time on
Monday is unpredictabe than that on Wednesday.
model it. •
To predict the travel time of these routes using
•
Time Index vs Travel Time Time Index, an upward trend was found to be existing between the travel time variability and congestion.
Mhdgy Selection of study stretch – Two route pairs were
seected in this study which are Uoor- Pattom
•
Data Coection – Videographic recording and license plate matching method
•
Data Extraction – time taken to trave through
•
different routes in the route pair by car at different times of the morning peak hours •
Cacuation of Trave Time Reiabiity Indices ike Panning Time Index and Buffer Time Index
•
Comparison of TTR Indices of different routes in the route pair and nding out the reiabe route in the route pair and reliable times for travelling through these routes.
•
decreases with increase in free ow trave time and average width of the road. •
•
pubicis •
geometric and trafc factors as independent variables. •
Travel times on these routes were predicted using
Articia Neura Neura Network Fidigs/ Ccusis •
•
Surya, S, Nair., and Satyakumar, M. (2011), “Trave Time Reiabiity Study at Urban Corridors in Trivandrum Trivandr um City”, Proceedings of the 12th National Conference on Technoogica Trends, Coege of Engineering, Trivandrum, Trivandrum, pp. 387-393.
Further Information/ Copy of the report can be bid fm
From the comparison of trave time reiabiity indices cacuated for Uoor- Pattom route pair, route via Kesavadasapuram is found to be more reiabe
Dr. M. Satyakumar, Dept. of Civi Engineering, Coege of Engineering, Trivandrum Trivandrum..
than the other route in the morning peak hours.
5.
For Uoor- Pattom route pair, route via Medica Coege shows a wide variation in trave time reiabiity indices on both Monday and Wednesday. But the variation of trave time reiabiity indices for route via Kesavadasapuram on Monday and Wednesday is almost constant.
•
ANN is found to be effective in predicting the travel times on these routes. Travel time prediction models for considered routes in the route pairs
were deveoped using Articia Neura Network (ANN).
Trave Time Variabiity was modeed with Panning Time Index as the dependent variable and various
Travel time variability increases with increase in length of the link, number of secondary intersections,
trafc voume and percentage of cars increases.
congestion was estabished with Panning Time
•
A Mutipe linear Regression Mode was deveoped connecting the Panning Time Index as dependent variabe and different geometric and trafc factors as independent variables. Travel time variability
The relation between travel time reliability and Index and Travel Time Index were used as the indicators for travel time reliability and congestion respectively.
As the trafc voume of the stretch increases, variability in travel time also increases due to the uncertainty which results in the reduction of travel time reliability.
route pair and Thirumala- Vazhuthacaud Vazhuthacaud route pair •
The relation between travel time reliability and
congestion is estabished. From the pot of Panning
Articia Neura Neura Network.
•
131
From the comparison of trave time reiabiity indices calculated for Vazhuthacaud- Thirumala route pair pair,,
route via Pangode is found to be more reiabe than the other route in the morning peak hours.
Impactof Impact ofTr Traf afcC cCom ompos positi ition onon onPC PCUV UValu alues es of Road Vehicles D f S d Dui: December 2009, 3 years , Date of Completion: on-going Indian Institute of Technology Madras, Chennai - 600 036
Scope and Objectives The principal objective of the work proposed here is
to study the possibe variation of Passenger Car Unit
GENERAl REPORT ON
132
(PCU) vaues of different categories of vehicles due to changes in trafc composition, under heterogeneous trafc conditions prevaiing on Indian roads. The
Scope and Objectives
available simulation model will be used to derive
control delays.
Passenger Car Unit (PCU) vaues for different types of vehices under the prevaiing trafc condition. The effect of variation of trafc composition on PCU vaue wi be studied by deriving PCU vaues for the different
1. To study the inuence of trafc trafc composition on 2.
To study the sensitivi sensitivity ty of delays to lane widths .
3.
To assess the effect effect of lane discipline discipline at intersections
on ow characteristics.
types of vehicles for a set of vehicle composition falling over a wide range.
4.
Proposed Methodology
Proposed Methodology
The PCU vaues for the different types of vehices, at
•
Probem denition
•
Modication to simuation mode
•
Simulations runs
of the heterogeneous trafc of chosen composition for a chosen voume and composition wi be rst determined.
•
Analysis of results results
Then certain percentage of cars will be replaced by
•
various volume levels and vehicle composition, will be estimated by taking the average stream speed as the measure of performance. Accordingly, Accordingly, the stream speed
the reference vehice type in the mixed trafc stream, such that the average stream speed remains the same as before the introduction of the additional reference vehicles in the stream. This can be achieved by varying the number of the reference vehicles introduced to substitute the removed cars until the original speed
1.
introduced reference vehices wi give the PCU vaue
is aso increasing in trafc the deay of vehices
of that vehicle type. This procedure will be repeated for different volume levels and vehicle composition falling over a wide range. A recently developed microscopic
are increasing due to more space acquirement by cars, lower dissipation rate of cars compared
to two wheeers, tering of two wheeers is esser
simuation mode of highy heterogeneous trafc ow named HETEROSIM was used for the anaysis.
between gaps even if its’ composition is lesser. lesser. 2.
Si-Fidigs d Ccusis 3.
For ane foowing case, if two wheeers composition is predominant, maximum number of vehicles
crossing the stop ine at intersection is 1500 PCU. For this case, when car composition is increasing the delay of the intersection is increasing compared to two wheeler dominant composition.
Further information/Copy of the report can be bid fm
4.
Praveen P. S., ‘UPASANA’, Monvia, Kuathoor P. O., Trivandrum, Keraa., Mbi: 9445517754 / 9495558559 e-mi ID:
[email protected]
5.
D f S d Dui: 01/08/2011
For vehices with fwig, fwig , when the volume is ss h 1000 pCU the trafc composition don’t make much difference on the delay of intersection.
different vehicle categories.
Study Stud y of Fl Flow ow Ch Char arac acte teri rist stic ics s at Si Sign gnal alis ised ed Inter In tersec sectio tions ns Un Under der Het Hetero erogen geneou eous s Tr Traf afc c Conditions
For --fwig cs, cs , when the volume is less than or equal to 1500 pCU/h, the trafc composition does not make much difference on the delays at the intersection. If the volume is g h 2000 pCU/h and if cars composition
number of cars removed divided by the number of
6.
Concusions and recommendations
Si-Fidigs d Ccusis
of the trafc is obtained by simuation. Then, the
It is found that, under heterogeneous trafc conditions, for a given roadway condition and trafc composition, the PCU vaue of vehices varies signicanty with change in trafc voume and composition. Hence, it is desirabe to treat PCU as dynamic quantity for the
To develop conclusions and recommendations.
For ower voume eves, the overa deay of vehicles is greater in lane following case scenario compared to non-lane following scenario.
The dissipation of vehices in PCU per cyce from ed and simuation mode is statisticay signicant and the percentage of error between ed and simulation is 5%, which shows that the simulation model reasonably represent the heterogeneous trafc conditions.
Date of Completion: 31/05/2012
Further information/Copy of the report can be bid fm
Indian Institute of Technology Madras, Chennai - 600 036
R.V.Yogesh Kumar, s/o R.Thirupathaiah, D.No: 206-15, Anajaiah Road, , Ongoe, Prakasam District,
ROAD RESEARCH IN INDIA 2011-12 Andhra Pradesh. Pin: 523002, Mbi: 8015933632 ph: 8977365022 , e-mi ID: ravuapai.yogesh@
133
that require large scale and highly dimensional data analysis.
gmail.com The objectives are: 7.
Model Based Analysis and Control of Indian Trafc
•
To extract land use of the wards of Tiruchirappalli city using RS and GIS.
•
To nd trip generation and trip attraction of a wards
D f S d Dui: 23-12-2011 Date of Completion: 01-01-2015 Indian Institute of Technology Madras, Chennai - 600 036 Scope and Objectives
of Tiruchirappalli city using GIS, •
To estimate an origin destination matrix based on land use status.
•
To assess the performance by comparing the
assigned trafc voume with the actua trafc
1. To deveop a macroscopic trafc ow mode that can be used to characterise the Indian trafc using the fundamenta variabes speed, ow and density
volume based on link volume counts. •
To assign the estimated O-D to the existing road
network so that demand for trafc between every
along a mid block section.
pair of zones is allocated to available routes.
2. To formulate an optimum signal design using the queue length as the parameter.
•
To deveop a trave demand mode using CUBE and compare the results of the land use model with the traditional model developed using the software.
3. To model a control system that optimizes the signal
and the ow from the mode. Proposed Methodology
Proposed Methodology (Type of study, Laboratory/ Field)
Methodoogy incudes:
From the and use extracted, trip production and trip
1. Data collection
attraction are calculated by land use method and the obtained trips are compared with the base year matrix of 2003 to develop the O-D matrix for 2012. The data
2. Estimating trafc ow using density and deveoping a suitabe ow mode 3. Signa design based on the estimated trafc ow 4. Comparing the signa deveoped with the traditiona way of signal design Further information/Copy of the report can be bid fm
Vincy Verghese, Research Schoar, Department of Civi Engineering, IIT-Madras, Chennai - 600 036., Mbi: 9445117022 e-mi ID: vincyverghese@gmai.com 8.
was coected, image cassication was done, trip generation and trip attraction was found and travel demand was calculated by estimating an O-D matrix after generating trip generation and trip attraction. The obtained matrix is validated by link volumes and compared with the traditional model developed using CUBE 6. Salient-Findings and conclusion(s) •
Analysing The Relation Between Land Use And Travel Demand Using 3s Technology. D f s d dui 15th JUlY 2011, . Date of completion
30th MAY 2012
shows a RMSE of 5% •
3S technology helps in updating the land use and hence travel demand estimation will be easier compared to the traditional method since changes in land use pattern cannot be easily incorporated in the traditional model.
•
The accuracy of estimation of O0D matrix from the traditional model would have been improved if more parameters have been included, but collection of
National Institute Of Technology,Tiruchirappalli Scope and Objectives 3S technology is the integration of three technologies.
ie RS (remote sensing), GPS (Goba positioning system) and GIS (geographic information system).The motivation for incorporating 3S data into travel demand modelling stems from its apparent relevance to problems
The O-D matrix of 2012 shows an increase of almost nine times travel demand compared to the base year matrix of 2003 and the validated results
these data are very difcut when compared to the land use method.
GENERAl REPORT ON
134
Network Process using the Super Decisions
Further information/copy of the report can be bid fm
Software •
Aswathy R, M.Tech Transportation engineering and
management, Department of Civi engineering, NIT Trichy. Trichy-15, e-mi ID aarchidevi@gmai.com 9.
criteria.
Application of Multi-criteria Decision Making Methods in Mode Choice Analysis - A Case Study D f S: August 2010. Date of Completion: August 2011.
•
The fuzzy pair-wise comparison matrices with fuzzy-ratio judgments were formed according to the control hierarchy or network developed.
•
Triangular fuzzy weights were derived from fuzzy pair-wise comparison matrices.
•
After calculating the triangular fuzzy weights, the fuzzy evaluations of the alternative modes were derived.
•
The alternative modes were then ordered by using the maximum membership principle of
College of Engineering, Trivandrum (R) Scope and Objectives The objectives of this study are: •
•
•
e)
actual mode choice proportion obtained from the main questionnaire survey A gap analysis procedure was carried out using the
FAHP mode in Expert Choice software to nd out the
To carry out the sensitivity anaysis for nding out
BRTS is introduced.
To analyze the possible modal shift to a non existing ideal mode likely to be implemented in the future
The scope of this study is limited to the prediction of mode choice proportion of commuters in Trivandrum city who carry out daily work trips.
change in mode choice behaviour and the possible modal shift from other modes if an ideal mode like
Fidigs/Ccusis
Foowing concusions were drawn from the preiminary survey: •
The parameter ‘Route of travel’ is not affecting the mode choice behaviour of work trip commuters as most of them are using the same route during the trips
•
The parameter ‘Time under which journey is undertaken’ is also not affecting the mode choice behaviour of work trip commuters since they are carrying out the during the morning and evening peak hours and similar conditions exist during these hours.
Mhdgy a)
Determination of factors (criteria and sub criteria) inuencing mode choice by conducting a piot survey
b)
Vaidation of the FAHP mode and FANP mode was done by comparing the na resuts with the
To determine the mode choice priorities of commuters the effect of various factors in mode choice
•
with highest priority was chosen.
To investigate the inuence of various parameters in mode choice
•
defuzzication and the transportation mode
To determine the factors affecting mode choice
using Muti-Criteria Decision-Making (MCDM) based evauations ike Anaytic Hierarchica Process (AHP) and Anaytic Network Process (ANP)
Creation of contro hierarchy for FAHP and network for FANP invoving the criteria and sub
Main Questionnaire survey •
Factors affecting mode choice determined from the pilot survey were stated in the questionnaire.
•
Respondents were asked to compare the factors and rate them.
c)
The ratings of the various factors affecting mode choice were transformed into triangular fuzzy numbers.
d)
Execution of Fuzzy Anaytic Hierarchica Process using the Super Decisions software and Expert Choice software and execution of Fuzzy Anaytic
Foowing concusions were drawn from the FAHP and FANP modes: •
The fuzzy weights of criteria clusters showed that the socioeconomic characteristics was more important than trip and system characteristics while choosing a mode
•
Among the socio-economic characteristics, income and vehicle ownership were the main factors affecting mode choice
ROAD RESEARCH IN INDIA 2011-12 •
Similarly among trip characteristics, travel distance and travel cost were affecting mode choice than travel time
•
Among system characteristics, comfort & convenience and reliability were the main factors affecting mode choice
•
The resuts from the FAHP and FANP mode showed that the transportation mode with highest priority was bus followed by two wheeler and car.
•
•
FANP mode was more accurate compared to FAHP mode as it was more cose to actua mode choice proportion with esser RRMSE of 0.425%
and passenger trafc coming from Thane, Gujarat, Rajasthan, etc., and going to JNPT and Uran use this road. At present this road is heaviy trafcked and the commissioning of the proposed new airport in Navi
Mumbai wi further increase the trafc. The proposed coasta road is envisaged with a view to ease the trafc on the Thane-Beapur Road. The study objectives are: • •
Scope of work includes:
introduced in the city and it showed that the mode
•
choice proportion of BRTS wi be 0.421
•
The possible modal shift from bus will be greater than that from other modes to ideal mode by 24.9%
pubicis
Anu Baby & Manju V.S. (2011), “Anaysis of Mode Choice Using Fuzzy Anaytic Hierarchica Process (FAHP)- A Case Study ”, ‘Nationa Conference on Technoogica Trends (NCTT-2011)’, August 19-20, 2011, Coege of Engineering, Trivandrum, Keraa.
Economica Benets of the Proposed Coasta Road.
to an idea mode ike BRTS if an idea mode is
•
Arrive at the likey Trafc Demand for Base and Horizon year.
The gap anaysis using Expert Choice indicate there is a possible modal shift from existing modes
135
Data coection through ed surveys. Anaysis of trafc survey.
•
Travel demand analysis and modeling.
•
Caibration and vaidation of TDM
•
Trafc forecast.
•
Economic anaysis of proposed costa road.
Proposed Methodology •
Coection of panning variabes from Mumbai Metropoitan Regiona Deveopment Authority (MMRDA) for Base year.
Further Information/Copy of the report can be bid fm
•
Using the mode deveoped by MMRDA, obtain OD
Dr. Manju V.S, Assistant Professor, Coege of Engineering, Trivandrum.
•
10.
Highway Assignment Modeling in Cube Voyager Software for Feasibility Study of ProposedCoastalRoadinNaviMumbaiArea D f S d Dui : June 2011, 10 months Date of Completion : March 2012 I. National Institute Karnataka,Surathkal
of
matrix for internal zones for the base year.
of base year trave pattern from ed survey (Externa and interna trips, Trafc voumes on screen ines). •
Caibrate trave demand mode by Comparing trafc voumes obtained from ed survey and trafc voume assign in the mode.
•
validation of travel demand model for base year
•
Determination of ikey trafc on proposed costa road in base and horizon year.
Technology
II. M/s. AakarAbhinav Consultants Pvt. Ltd., Navi Mumbai Scope and Objectives
The Thane-Beapur Road which connects Navi Mumbai to Thane is used by commuters for going from Thane
city to MIDC industria area, Navi Mumbai, Panve, Pune and further to South India. The road is an important
ink between Mumbai / Thane and Industria areas of Kayan, Dombivi and Badapur. A goods trafc
Selection of screen line location and Determination
•
Compare base year and horizon year transport network with and without proposed costal road.
Si-Fidigs d Ccusis The factors affecting the choice of route selected by drivers includes the travel time, travel cost, comfort and level of service or volume to capacity ratio. In the present work described in the thesis, the trip
assignment was performed in Cube Voyager using the User Equiibrium Highway Assignment approach for 92 internal and external zones of the study area for the
GENERAl REPORT ON
136
base 2011 and horizon years 2016, 2021 and 2031. In the base year model highway assignment is performed without proposed costal road and the model is validated with existing transport network. The proposed link was then added in the validated model and the model is processed. The output obtained from analysis shown
the ikey trafc diverted from existing road to proposed road. From the trave demand mode of base year and horizon year the following conclusions are made: •
Considering the diverted trafc on proposed costa road, it can be concluded that a six lane divided arterial road is feasible.
•
Proposa of costa road wi denitey reduce the trafc on congested road in the Navi Mumbai area.
•
The proposed costa road wi serve with lOS-‘C’ for next 15 years, after 15 years the widening of
road wi be require to keep the ow steady. Major contributions of this study are: •
•
•
To estimate the delay caused by the speed reduction in construction work zone
•
To estimate the work zone impacts on travel delay and vehicle operation
•
To compute the unit cost for each impact
•
To estimate the road user cost
Proposed Methodology (Type of study, Laboratory/ Field) The project work started with the pilot study followed by selection of sites for the actual survey work in rural and urban areas. Data collection was done using
Registration Number Pate method. Then Speed and Journey time was determined and Speed-Fow curve was obtained through which delay through work zone, impacts on work zone, unit cost on each impact was found and Road user cost was estimated. Si-Fidigs d ccusis
Interna and Externa trave pattern in Study area for Passenger as we as Freight Vehices is
The conclusions derived from results are
assessed.
•
entering the construction zone. Variation of speed in the advance warning zone is less compare to the freeway speed without construction zone. The average speed of vehicle is more in the advance warning zone, decreases as it enters the approach transition zone and work zone and then increases in terminal zone. The speed of the vehicles at the transition zone was reduced by 60% compare to the advance warning area
A Standard Four Stage Trave Demand Mode is deveoped and vaidated for Navi Mumbai Area and Feasibiity of proposed ink is determined. Effect of proposed link on existing transport network is also determined.
•
The trafc on proposed ink is forecasted for horizon year 2016, 2021 and 2031.
Further information/Copy of the report can be bid fm
Dr. A U Ravi Shankar, Professor and Head, Department of Civi Engineering, Nationa Institute of Technoogy Karnataka, Surathka, Srinivasnagar P O, Mangaore – 575025, Karnataka, Mbi : 09886525453 ph: 0824-2474000 (Ext: 3041), Fx: 0824-2474033, e-mi ID: aurshankar@ gmail.com,
[email protected] 11. Estimation of Road User Cost of Highway Construction Zones
The speed of the vehices drops signicanty whie
•
With the increase in road width, as speed increases and intern it decreases the road user cost.
•
Deay cost is the most signicant factor in the road user cost. With the difference of 4 km/hr RUC is increasing at a rate of 40%. With the increase in length road user cost is increasing at a constant rate. The change of length and width of road it directly affects the travel time and vehicle operating cost.
Further information/copy of the report can be bid fm
D f s d dui 15th JUlY 2011, 1 year.
Banumathim, M.Tech Transportation engineering and
Date of completion 30th MAY 2012
management, Department of civil engineering, NIT Trichy. Trichy-15, e-mi ID: banu.gct@gmai.com
National Institute of Technology, Tiruchirappally Scope and Objectives:
Impact of Land Use on Trip Generation- A Case Study
The main objectives of this project are:
D f S: Juy 2010.
•
To deveop speed-ow reationships for construction work zone
12.
Date of Completion: Juy 2011. College of Engineering, Trivandrum (R)
ROAD RESEARCH IN INDIA 2011-12 Scope and Objecivs The process of urban development is leading to highly unsustainable urban sprawl by the migration of population from rural to urban areas and thus changing small population centres to large metropolitan cities. In the urban system, land development generates travel, and travel generates the need of new facilities, which in turn increases accessibility and attracts further development. Hence, there is a constant interrelation between land use, demography and transportation, the knowledge of which will be helpful in knowing the
generation of trafc. In the present study, an attempt was made to assess the land use characteristics of a semi urban city with the main objective to estimate the trip generation due to new basic employment.
Future deveopments wi create new empoyments in the basic sector which in turn inuences the spatia
•
block. There are plans for the expansion of Technopark. The impact of such an expansion on transportation has to be studied. Hence the scope of this work is limited
to Kazhakuttom bock in Trivandrum district. The study area will have to cater to the projected trafc. The following are the objectives of the study. •
To study the existing land use of the study area
•
To analyse the land suitability for the study area
•
To deveop a land Use Mode based on Garinlowrys’ concept
•
To analyse the impact of expansion in basic employment on trip generation
Mhdgy •
Identication of the study area- Kazhakuttom bock in Trivandrum district is selected as the study area.
•
Coection of data -Primary data ike socio-economic data, travel characteristics was collected by conducting interviews and surveys and secondary data like demographic data, employment data, existing land use network pattern etc. was also collected.
•
Analysing the land suitability of the study area
and deveopment of and use mode. By using the software ArcGIS, the land suitability for the study area was carried out to analyze suitability of development. •
A program in MATlAB was written to obtain the generated population and service employment for new basic employment.
Estimation of trip generation using TransCAD software. Category anaysis was used for estimating trip production and regression model was used for trip attraction.
Fidigs/Ccusis •
The majority of land use in the study area is
agricutura which constitutes about 69%. Forest area constitutes around 0.2% and water body constitutes around 3.4%. Residential area is about 5% of the total area. •
Weighted overay anaysis showed that about 7 % of the total area is restricted for any development. The percentage of land which is highly suitable was found to be 21%.
•
distribution of the population and service employment. The effect of new employment on trip generation has to be studied. The Technopark, a major business centre
in Trivandrum is ocated at the borders of Kazhakuttom
137
The area required for the projected number of households in the year 2020 was found to be 5.96 sq.km and the area available for development
was19.72 sq km. •
The total generated population of the study area due to a new basic employment is 2, 22, 034 which was within the maximum holding capacity.
•
Total trips produced in the study area were 19,1945 trips/day and the total trips attracted to the study
area were found to be 12,7859 trips/day. •
It was seen that by 2020, the rate of growth of trip production is about 15% and the rate of growth of
trip attraction to the study area is 7.5%. pubicis
Nivedya M.K., Manju V. S. and Sathikumar R.(2011), “GIS Based land Suitabiity Anaysis”, ‘Nationa Conference on Technoogica Trends (NCTT-2011)’, August 19-20, 2011, Coege of Engineering, Trivandrum, Keraa Further Information/Copy of the report can be bid fm
Dr.Manju V.S., Dept. of Civi Engineering, Coege of Engineering Trivandrum. 13. Algorithms for Reliability Based Optimal RoutingandTrafcAssignmentinStochastic Transportation Networks D f S d Dui: 21-06-2007, 5 years Indian Institute of Technology Madras, Chennai - 600 036 Scope and Objectives
1. Most reiabe shortest paths: To characterize the different measures of reliability at the link/path level, and
GENERAl REPORT ON
138
a. Formuate the most reliable travel time path (orp) probem on a network with random and correlated link travel times, and develop an
agorithm to sove this ORP probem; examine computational performance of algorithm on synthetic networks.. b.
proposed
Application: To model, calibrate and quantify the distribution of travel times, and apply the
deveoped ORP agorithm to the Chennai road network. 2.
Robust Shortest paths: a.
To formulate the optimal robust cost path
probem (MRCP) on a network with random
and implemented to compute the MRCP on networks with stochastic link travel times under certain correlation structures. In addition, a pruning strategy within a label correcting procedure is proposed/ implemented to relax the previously imposed restrictions on correlation structure. After implementation of the solution algorithms, computational experiments are conducted to study their performance under different network conditions and user risk preferences. In addition, the impact of distributions, variability, correlations and risk attitudes for different metrics is investigated by studying their
inuence on the MRP at varying input eves.
and correlated link travel times and propose/ implement solution algorithms to compute the optimal robust cost path under various
With regard to the tasks involved under objective three,
correation structures; to examine computationa
be proposed that iterativey uses the MRCP agorithm
performance of proposed synthetic networks.
developed
algorithms
on
b. Appication: To mode & caibrate the ow dependent distribution of link travel times, & apply the developed optimal robust path
agorithms to the Chennai road network. 3. Robust (Reiabiity Based) Trafc Assignment a. To propose a robust trafc assignment agorithm to compute the ink trafc voumes on the network resulting from individual traveler’s choice of his/her optimal most robust/reliable path.
b. To caibrate and vaidate the robust trafc assignment mode for Chennai City.
the robust trafc assignment probem is rst formuated as an equilibrium problem. A solution scheme will then under
objective
2a.
The
developed
agorithm is then appied to the Chennai network and caibrated suitaby using, (1) Secondary trave time and voume data (2) Primary data from a questionnaire based stated/revealed preference survey. Suitable
performance measures are to be then identied and the calibrated model is compared with existing static assignment models on suitable real world networks. Si-Fidigs d Ccusis Questionnaire based stated preference route choice
survey conducted (as part of Advanced Traveer Information Systems Survey) and 400 responses obtained from workers and non-workers in Chennai city.
Proposed Methodology
Development of reliability based route choice models
To address objective one and two, the various measures
was estimated for two wheeler/four wheeler users in
of reiabiity are rst identied from the iterature and their pros/cons are examined. Based on the suitabiity
Chennai city, and these estimates wi be used in the empirical application of the robust assignment model.
of the different measures for the present context, two measures of reliability, namely probability of on time
The coefcient of trave time for cars was found to be higher than that of 2 wheeers reecting the fact that
arriva (trave time reiabiity) and robust cost (weighted combination of mean and variance of path trave time)
car users accord a higher value to time than 2-wheeler
are selected. Next, the most reliable path problem
(ORP) and optima robust cost path (MRCP) probem are formulated as integer non-linear programming problems.
from SP section. The coefcient of risk aversion
users. Consequenty, car users are ess averse to risk (DORA= 2.36) compared to 2- wheeer users (1.40). The use of the robust UE mode and the signicance of modeling reliability are illustrated using a simple example of evaluating the effect of an infrastructure
Optimality criteria are subsequently established for the
improvement for the Sioux Fas Network. The two
formuated ORP/MRCP probems, based on which, rst, an efcient agorithm combining simuation and network optimization is deveoped to compute the ORP
scenarios considered are:
on networks with stochastic correlated link travel times. The algorithm is illustrated for the case of multivariate normal and multivariate log normal link travel times. Next, an algorithm that applies a label correcting procedure for the multi criteria SP probem is proposed
1. Base: Current existing network (Figure 1) 2. Aternate: Existing network + new corridor/ expressway (Infrastructure improvement) The saient ndings from the experiment are summarized below:
ROAD RESEARCH IN INDIA 2011-12 •
•
The results indicate that for the base scenario the robust user equilibrium solution has a marginally lower total system travel time with a reduction of 0.8% On the other hand, the system variance reduces
signicanty by 27%. •
RUE ow soution as a benchmark improves on both the mean travel time and travel time reliability
over the corresponding UE soution. •
Further information/Copy of the report can be bid fm
Parvathy. V.S, M.S. Schoar, Transportation Engg: Division, Department of Civi Engineering, IIT Madras Mbi: 9444401423 e-mi ID: parvathy.vino@gmai. com 15. UrbanSpeedManagementforTiruchirappalli City Using ITS
For the aternate scenario, the increase in system capacity resuts in a signicanty ower variabiity
D f s d dui 15th JUlY 2011, 1 year.
reduction at 5% whereas the reduction in mean travel time increases to 2%. •
139
Date of completion 30th MAY 2012
Thus, in both cases the RUE soution improves on both the mean travel time and the travel time variability for the empirically estimated value of the risk aversion weight w=0.45.
National Institute of Technology, Tiruchirappally Scope and Objectives
Further information/Copy of the report can be bid fm
Ravi Seshadri., Ph. D. Research Schoar, Department of Civi Engineering, IIT Madras, Chennai - 600 036, Mbi: 9884517532 ph: 044 22575292 , e-mi ID: ravi0.seshadri@gmai.com 14. Application of Dynamic Trafc Assignment (DTA) Packages Under Indian Trafc Conditions
Objectives: •
To identify and impement toos in the area of Urban Speed Management appicabe to Tiruchirappai city trafc conditions.
•
To identify accident prone sections with excessive
vehice speed for providing effective trafc management measure. •
To expore the use of ANPR cameras for vehice identication and speed detection of vehices cassied by mode.
•
To expore the use of Video Image Processing (VIP)
D f S d Dui: August 3, 2010 - 3 yrs, Date of Completion: Dec 2012 Indian Institute of Technology Madras, Chennai 600 036
techniques for estimating the speed of vehicles. •
Scope and Objectives
imits and to study the inuence of such warnings
In this research work, we propose to demonstrate
on the speed pattern.
detaied appication of DTA in Indian trafc conditions. DTA models differ in the implementation of three components: they are network loading, path adjustment
or trafc assignment, and path update. Most DTA applications have been developed for homogenous
trafc conditions. However Indian trafc conditions are highy heterogeneous. Therefore the trafc ow modeling in network loading step of DTA needs to
be suitaby caibrated for Indian trafc conditions. Caibrating the network oading step accounting for mixed trafc conditions wi be the primary objective of the proposed research work. Proposed Methodology
laboratory Si-Fidigs d Ccusi
Modes, after caibration, were abe to reproduce ed observed trave times and overa counts within reasonable accuracy
To propose appropriate technology for providing speed warnings to those users violating speed
•
To compare and analyse the effect of implementation of the ITS technology in Tiruchirappalli city.
Scope:
The study ooks forward to provide effective trafc management measure in regulating the speed of vehicles that helps in reducing the rate of fatalities within the urban centre. The focus lays on the implementation
of ow cast ITS technoogy for safe and efcient management of trafc speed in Tiruchirappai city. Proposed Methodology (Type of study, Laboratory/ Field)
Primary data’s ike Cassied Voume Count, Spot Speed Data, Speed Proing, Roadway Geometrics and Secondary Data (Accident data) were coected. From the collected data Speed-Volume-Accident Analysis
had done. From the Anaysis Speed proe and Speed
GENERAl REPORT ON
140
prediction Modes were obtained. Safety Evauation of Selected roads were done and accident locations were
identied. Urban speed management using ITS toos were done by dissemination of information through
Scope:
Trafc congestion is an ever increasing probem in towns and cities all over the world. Different approaches
VMS and Instaation and suitabiity assessment.
can be used to minimize the trafc probems in which, contro of trafc ight signa timings is one of the east
Salient-Findings and conclusion(s)
expensive and most effective means of reducing vehicular congestion in metropolitan road networks. There is a requirement to optimize the current road
•
Study has been focused on the selected urban arterial and sub arterials of Tiruchirappalli city.
mode by propery aocating the time to trafc signas.
Trafc parameters incuding cassied voume and speed were determined for the 24 roads selected for study in addition to the accident data collected. Out of 24 roads, 6 roads were considered for
the present study based on trafc and accident characteristics. •
Speed proing studies were carried out and speed proe of cars and two wheeers were erected.
•
Speed prediction models were developed for
roads with and without median. linear regression is found to be better t for roads with median and generalized linear regression model for roads without median. •
Safety level of the roads have been determined with respect to the accident severity, level of service and speed variance studies.
•
Image processing tool were employed to estimate
the speed of vehices using JAVA programming and MATlAB. Further information/copy of the report can be bid fm
Basi
(M.Tech), Transportation, engineering and management, Department of civil engineering, NIT Trichy. Trichy 15, e-mi ID bazeeb4@ gmail.com 16
Basheerudeen,
Adaptive Trafc Signal Control as an ITS Measure forUrbanArterials in ChennaiCity (Ph.D.)
Proposed Methodology (Type of study, Laboratory/ Field)
Cyce engths and phase timings of a the intersections in the study area were coected from Chennai City Trafc Poice (CCTP). The coected data were anaysed to cacuate the trafc oad in PCU/12 hour for each intersection. Using the vaues of the trafc voumes, the signa timings were designed. Trafc information is transmitted to the central computer at the control centre and is processed to determine optimal signal
timing. SCOOT performs optimization at three eves. SCOOT measures vehices at a detector ideay paced at least eight seconds of travel time upstream from the
stop ine. Every second, the centra program predicts the proe of arrivas to the signa based on the proe measured at the detector. TRANSYT was used in this study which attempts to model an approach to real-time
contro which is very simiar to SCOOT. Si-Fidigs d ccusis •
The delays could be reduced in the Study Stretch during peak hours if the signals were synchronized.
•
The time savings for the peak hour were multiplied by peak hour factor and the total number of vehicles in the stretch for obtaining the overall savings, which could be extended to the annual savings and in turn it reduces the road user cost.
•
By introducing Adaptive Road Trafc Contro system which may react dynamically based on the situation.
D f s: 26.07.2010 National Institute of Technology, Tiruchirappalli Scope and Objectives Objectives: •
To propose a system architecture best suited for
heterogeneous trafc conditions.
Further information/copy of the report can be bid fm
Naveen Kumar. S, Research Schoar, Department of Civi Engineering, Nationa Institute of Technoogy, Tiruchirappalli – 620 015., Mbi - +91 9789244563 e-mi ID - snaveenkmr16@gmai.com 17.
Land Use and Transportation Planning
•
To study the major trafc components of the system with the hep of ed data.
D f s d dui: 18.08.2009
•
To explore the feasibility of a simulator like
Date of completion (Targeted):18.08.2013
TRANSYT/ VISSIM for evauation of ATC systems.
National Institute of Technology, Tiruchirappalli.
pre-impementation
ROAD RESEARCH IN INDIA 2011-12 Scope and Objectives
141
The na outputs are used for the Transportation Panning and deveopment.
Conventiona survey and mapping techniques are expensive and time consuming for the estimation of urban expansion and such information is not available for most of the urban centers, especially in developing countries. As a result, increased research interest is being directed to the monitoring of urban growth using GIS and remote sensing techniques. GIS provides a
exibe environment for coecting, storing, dispaying and analyzing digital data necessary for change detection. In the past few years, there has been considerable infrastructural, industrial and transportation network
deveopment in Tiruchirappai City but up-to-date information reating to lU/lC are frequenty missing at the Municipa and State eve and thus, an attempt wi be made in this study to map out the status of lU/ lC of Tiruchirappai between 1992 and 2009 so as to detecting lU/lC changes and predict possibe changes
Further information/copy of the report can be bid fm
Sathees Kumar P, Research Schoar, Transportation Engineering and Management, Department of Civi Engineering, NIT –Tiruchirappai, Trichy-15., Mbi: 9486125352 e-mi ID: geosat08@gmai.com. 18.
Aplication of Multicriteria Decision Making Methods in Mode Choice Analysis - A Case Study D f S: August 2011. Date of Completion: August 2012. College of Engineering, Trivandrum (R)
Scope and Objectives
that might take place in the next nine years using both
GIS, and RS data with the hep of Markov mode. The objectives of the study are: •
To quantify the amount of development along the
study area, Tiruchirappai City, by anaysing the changes in the lU/lC, estimated using IRS and landsat imageries. •
To dene the different casses from the images for the study area based on lU/lC cassication system devised by National Remote Sensing
Agency (NRSA) for Indian conditions, by visua interpretation and by using image processing
software technoogies and to nd the cassication accuracy. •
To estimate quantitatively the spatial and temporal
changes in the lU/lC dened casses using mutidated satellite images. •
To forecast the future changes in lU/lC and integrate in to Transportation Panning.
Proposed Methodology (Type of study,Laboratory/ Field) The research methodology is divided into 5 sections. They are collection of data, pre-processing, study area
detais; image cassication and forecasting of and use and and cover change. This research addresses lU/ lC changes over a 17 year period of study, 1992 to 2009, in Tiruchirappalli city.
The creation of lU/lC maps of Tiruchirappai city for the years 1992 to 2009 were derived from three IRS
images and four muti-tempora landsat TM and ETM+ images. Markov mode is used to forecast the lU/lC changes in Tiruchirappalli city. The image processing techniques employed in this study were conducted using ERDAS Imagine 9.1 im age processing software.
Highways constructed and maintained properly play a major role in nation’s development. Among pavement components, subgrade soil is considered as an integral part of pavements as it provides support to the pavement and hence subgrade soil and its properties are important in the design of pavement structure. India is a large country with varying terrain, climatic and environmental conditions. About 33% of the total land area in India is
the Expansive sois. Most of the paces in the district of Aappuzha in the state of Keraa have pavement and foundation problems due to the presence of weak
cayey sois that are expansive in nature. Kuttanad region in Keraa is a unique agricutura area. A major portion of this area lies below mean sea level and is submerged under water for more than a month in every
year during rainy season. The soi of Kuttanad region is entirely different from normal well drained soils in their morphological, chemical and physical characteristics. Thus construction of roadbeds on or with soils, which
do not possess sufcient strength to support whee loads imposed upon them either in construction or during the service life of the pavement is a commonly encountered problem. Such jobs are challenging for engineers because of the low shear strength of the foundation soil, which causes excessive consolidation settlement and bearing capacity failure. There are plenty of natural materials available such as jute, coir, sisal, bamboo, wood, palm leaf, coconut leaf truck, coir dust, cotton and grass, etc., for being used a soil reinforcement material to improve certain
engineering properties of soi. Many researchers have explained the effect of coir reinforcement on various types of soil including expansive soils but only limited
studies have been carried out on the use of sisa bres, which is a natura bre, as soi reinforcement and hence it wi be worthwhie to investigate the efciency of reinforcement of Kuttanad cay with sisa bres, after lime stabilization. This study is intended to bring out
GENERAl REPORT ON
142
the effectiveness of chemica stabiization and bre reinforcement in clayey soils. The objective of the present study is to experimentally investigate the reinforcing effect of randomly distributed
sisa bres in Kuttanad cay. It is proposed to conduct the study after stabilizing the clay with lime. The load deformation behaviour of clay gets improved
with surface friction between bre and soi. Sand is considered as an efcient too for the same. In order to efcienty use the bres, the optimum bre content and optimum bre ength have to be obtained. Detaied investigation is to be carried out to analyse the effect of reinforcement on the compaction and hence the
strength characteristics of Kuttanad cay. The objective of the present study is to study the effect of chemical and mechanical stabilization on the
properties of Kuttanad for being used as a subgrade. •
To study variation in compaction characteristics
and CBR vaue of Kuttanad cay with the addition of •
lime
•
river sand content
•
sisa bre of varying aspect ratio and content
•
To arrive at Optimum sand and bre content and bre aspect ratio of sisa bre based on the improvement in CBR vaue
•
To study effect of stabilization on
• •
•
Swelling behaviour of clay
•
Eastic moduus of cay
5. Fidigs/Ccusis
From the resuts obtained from the experimenta programme the following conclusions were made •
Addition of ime resuted in decrease in MDD and OMC and an increase in CBR vaue.
•
Maximum vaue of OMC is attained by a sisa bre aspect ratio of 120 and bre content of 1% and minimum vaue is attained by a bre aspect ratio of 120 and bre content of 1%, irrespective of sand content.
•
CBR vaue of Kuttanad cay. •
To estimate the decrease in pavement construction cost effected due to stabilization To conduct an analytical study on the effect of
stabiization on Kuttanad cay using Finite Eement Modeing (FEM) in ANSYS 4. Mhdgy
Addition of river sand resulted in improvement in
CBR vaue improves with bre aspect ratio upto 80 and bre content of 0.75% and decrease thereafter.
•
For a xed sand content, maximum CBR increase is about 3 times for bre content of 0.75% and bre aspect ratio of 80 than bre content of 0.75% and bre aspect ratio of 60.
•
Optimum content and bre aspect ratio were 0.75% and 80 respectively.
•
CBR vaue improves with increase in sand percentage. From economica point we can adopt 7.5% as optimum sand content.
•
Both stabiization and sisa bre reinforcement resulted in potential.
•
considerable
reduction
in
Swell
Benets in terms of Construction cost, TBR and N 20 shown that sisa bre reinforcement aong with river sand and lime is an effective and economic tool for
pavement construction in Kuttanad area. pubicis
Gayathri Mohan & Binu Sara Mathew (2012), “Effect of stabiization characteristics of Kuttanad cay as a
ROAD RESEARCH IN INDIA 2011-12 subgrade soi”, ‘Nationa Conference on Technoogica Trends (NCTT-2012)’, August 10-11, 2012, Coege of Engineering, Trivandrum, Keraa. Further Information/Copy of the report can be bid fm
Dr. Binu Sara Mathew, Assistant Professor, Coege of Engineering, Trivandrum.
terms. Structura Equation Modeing (SEM) was done to generate a model for the impact study. Analysis of
Moment Structures (AMOS) was used to generate equation statements to t the modes deveoped. Si-Fidigs d ccusis
The impact assessment ed to the foowing ndings: •
19.
Impact Of PMGSY Roads on Socio-Economic Aspects and Travel Characteristics – A Case Study of Tiruchirappalli District D f s d dui: 15th JUlY 2011, 1 year.
ensured better agricutura prot and opened up new opportunities for employment. •
An overall improvement was observed in access to health facilities especially in case of emergencies.
•
The reexive comparison aso showed reguar attendance of teachers after connectivity by
PMGSY. Simiar trend was aso observed in case of visits by government ofcias.
Scope and Objectives Rural connectivity is a key component of rural
deveopment in India. The Pradhan Mantri Gram Sadhak Yojana (PMGSY) was aunched by the
• •
impact of PMGSY roads through participatory approach.
•
•
To assess the overall socio-economic impact on the lives of the rural people as a result of enhanced
rura connectivity provided through the PMGSY at the household level and village level. •
•
To assess the impact of the road on the lives of the villagers in terms of agriculture, employment, education, health, etc. To assess the impact of road construction on
nancia status and physica capita of the
Frequency of transport increased by 10 times after the proper connectivity.
Government of India to provide rural road connectivity to the unconnected rural habitations. This study aimed at assessing the socio-economic and travel characteristic The objectives of the study were as follows.
PMGSY roads have ed to an increase in the income of the households either directly or indirectly. Improved accessibility and mobility has
Date of completion: 30th MAY 2012 National Institute Of Technology, Tiruchirappalli
143
land price increased by 10 times because of the easy accessibility and subsequent availability of transport facilities. The factor analysis extracted four factors. There appear to be two orthogonal dimensions which underlie impact of the new connectivity – one
representing lOS of road infrastructure and the other representing socio economic status of road user. Further information/copy of the report can be bid fm
ABHARY E ,M.Tech Transportation engineering and management, Department of civil engineering, NIT Trichy. Trichy 15, e-mi ID: abharytcr@gmai.com
households. •
To assess the impact of road on travel characteristics of the rural people.
Proposed Methodology (Type of study, Laboratory/ Field)
The methodoogy used for data anaysis is Factor Anaysis, a statistica technique which simpies a complex data set by representing the set of variables in terms of a smaller number of hypothetical variables. The proposed impact assessment relied primarily on survey based data collection. The data collection ranged
from trafc density survey to socio economic survey of households. Within each habitation, 10 randomly
seected househods were surveyed using the reexive comparison approach. The observed variables were modelled as linear combination of factors, plus error
20. DevelopmentofGISBasedFrameworktoPlan and Monitor PMGSY Roads D f s d dui 15th JUlY 2011, 1 year. Date of completion 30th MAY 2012 National Institute of Technology, Tiruchirappally Scope and Objectives
The study aims at deveoping a database of PMGSY road network and framing a setup foe planning, monitoring and decision-making using Geographic
Information Systems (GIS) patform. ArcGIS, a reputed GIS software package is made use for the purpose. Tamil Nadu state has been considered for study.
GENERAl REPORT ON
144 The objectives of the study are: • •
To develop a Geo-database comprising habitation level data, road inventory, core network, etc. To measure the connectivity of road network by
using index parameters ike Apha, Beta, Gamma and Accessibility •
To nd the concentration and de-concentration of facilities available in all the districts using spatial
concentration parameter location Quotient •
•
centres and markets are well concentrated compared to schools. Further information/copy of the report can be bid fm addss Hemalatham, M.Tech, Transportation engineering and management, Department of civil engineering, NIT Trichy. Trichy 15, e-mi ID:
hemaatha.mohanave@gmai.com 21.
To develop a planning methodology to select a core network and roads for upgradation using network
panning based on Utiity Vaue, Road Index as recommended by PMGSY and IRC-SP 20
D f s d dui 15th JUlY 2011, 1 year.
To develop a suitable toolset having models to monitor and analyse the road network during and after the planning stage
Date of completion
Proposed Methodology (Type of study,Laboratory/ Field) The database as well as the core network was
deveoped for Nammaka, Saem, Erode, Coimbatore and Pudikottai districts of Tami Nadu state in GIS environment. The four indices were found, and they
have been ranked individuay. The signicant vaue is faciities for a the bocks of Karur, Ariyaur, Namakka, Saem, Erode and Pudikotai have been determined with the hep of location Quotient. A tooset caed Monitoring Tooset have been deveoped to monitor the PMGSY roads. Salient-Findings and conclusion(s) The four indices were found, and they have been ranked individually. If we consider all the four
indices it shows the connectivity eve in Karur, Arayakuruchi block, in Ariyalur, Ariyalur block, in
Namakka, Namakka bock, in Saem, Yercaud bock, in Erode, Thaavadi bock, in Coimbatore, Sarcarsamakuam bock, in Pudukotai, Arimamaam block has the higher connectivity compared to other blocks. The lower level connectivity in the above
mentioned respective bocks are K.Paramathi, Thirumanur, Paipaayam, Pethanaickenpaayam, Muanur, Poachi (South), Anavasa. •
•
The signicant vaue has been found for a indices for apha ranges from 0.01 to 0.094, Beta ranges from 1.02 to 1.07, Gamma ranges from 0.340 to 0.360 and Accessibiity ranges from 1.02 to 1.07. The spatial concentration of public facilities for all
the bocks of Karur, Ariyaur, Namakka, Saem, Erode and Pudikotai have been determined with the hep of location Quotient. It shows that heathcare
30th MAY 2012
National Institute Of Technology, Tiruchirappally Scope and Objectives
The present study aims at nding unsafe bus stops in Tiruchirappai city using GIS patform. Bus route from Thuvakudi to Chathram, Tiruchirappai city of state Tamil Nadu has been considered for study. The main objectives are •
To identify unsafe bus stop using GIS on a single bus route in Tiruchirappalli city.
•
To conduct preliminary survey along the selected bus route.
•
To conduct the inventory survey along the selected bus route.
•
To identify unsafe bus stops based on number of pedestrian accidents.
•
To create ogistic regression mode, to nd the
found for all indices. The spatial concentration of public
•
GIS Based Safe Bus Stop Location in Trichy City.
unsafe bus stop. •
To suggest measures to improve the safety of bus stops in the selected bus route.
Proposed Methodology (Type of study, Laboratory/ Field) Data were collected and spatial queries were performed to identify risky bus stops. The tiruchirappalli road network was obtained from google maps. The location of bus stop and road intersection were obtained from
the hand hed GPS instrument. The attributes such as the shelter, parking, obstruction and location of bus stop were obtained from ground survey. The bus route from
Thuvakudi to Chathram was digitised as poyine. The location of bus stop and road intersection was located in digitised road network map by Geo referencing. A
buffer zone with a radius of 75 m was created around each road intersection. The unsafe bus stops were found using spatial query using ArcGIS.
ROAD RESEARCH IN INDIA 2011-12
145
Si-Fidigs d ccusis
Mhdgy
The following conclusions were made from the study:
The to booth was identied for the study and the
•
Out of the 14 high risk bus stops BHEl boier and the Papannai bus stops are prone to accidents as they are near to the intersections.
•
Even though the pedestrian accidents are not high along the route, facilities should be improved to overcome the future risk.
•
Accidents generally occur near the junctions and intersections. To avoid this sign boards should be placed.
•
logistic regression mode was created to know which parameter leads to unsafe bus stops.
Further information/copy of the report can be bid fm Sandhia, M.Tech Transportation engineering and management, Department of civil engineering, NIT Trichy. Trichy 15 22. SimulationofVehicleQueuingataTollPlaza D f S: August 2011. Date of Completion: August 2012.
The objectives of the study are: •
To have a preliminary study of the system : toll collection system
•
To model the distribution of arrival pattern of the system
•
To model the distribution of service time of the system
•
To develop a simulation model of the system
•
To appy the deveoped mode to actua ed
cassied count of vehice arriva and service time were determined for every one minute. The distribution of arrival and service time were determined by checking for the various available distributions. The number of arrivals per unit time and the average service time were determined. The simulation model of the system was developed
using Queuing TooPak, version 4, an exce add-in, based on the arrival and service time distribution and the average arrival rate and service time. The arrival rate, service rate, number of servers and queue capacity were the input data to the model. System
The output of the simulation model was compared with that of the data set aside for validation purposes.
The mode was used to study the ed performance to optimize the to booths, the future to conguration required for an estimated trafc ow, with change in the vehice composition pattern etc. The ength of inuence zone of the toll booth for the present condition was studied and suggestions were given for improving it.
The inuence zone ength was identied from the queue length formed from the video data. Optimization
conditions and evaluate its performance
methods were suggested to cope with the future trafc
To suggest possible improvements to be made to the toll collection system to cope with the future
The user’s preferences for ETC were coected by
trafc growth To determine the ength of inuence zone on upstream of the system •
The video data captured was extracted and the
in the queue and in the system, average time spent in the queue and in the system, probability of empty, full and having to wait in the system were obtained as output.
Scope and Objectives
•
Video data was collected at peak morning and evening hours near the toll booth premises to determine the arrival and service time distribution. Video cameras were kept at vantage points to record the arrival patternwhich should be away from the toll booth and service pattern which should capture the service timings of vehicle approaching the toll at all the servers.
utiization, trafc intensity, average number of vehices
College of Engineering, Trivandrum (R)
•
system geometrics were determined. The number of servers, method of toll collection, whether a barrier is provided or not, toll collection rate, the peak and off peak timings at the toll booth were studied.
growth. conducting questionnaire survey by sending email to the travelers using the toll facility. The awareness, willingness and the rate at which the users were ready
to shift to ETC were determined.
To evaluate the performance of the system and to determine the users preference on the introduction
Fidigs/ Ccusis
of Eectronic To Coection (ETC)
The following conclusions were made from the study:
The study is limited to the toll booth near Akkulam
Bridge,
Kazhakuttam-
Kovaam
Thiruvananthapur am, Keraa.
NH
bypass,
•
From the performance anaysis of the system, it is found that the utilization of the system will hit 100% in the year 2013
GENERAl REPORT ON
146 •
Doubling the number of servers, re-tracking the
4.
two wheeers and introduction of Eectronic To Coection (ETC) is found to
•
The Tidal park intersection in IT corridor and Gurunanak intersection in Velachery are the intersections chosen for study
•
Drastically reduce the utilization of the system by 50%, 46% and 63% respectively
Proposed Methodology
•
Enabes the system to run safe ti 2021, 2020
1.
Data collection
and 2026 respectively
2.
Modeing in VISSIM
3.
Sensitivity Analysis
4.
Mode Caibration
5.
Mode Vaidation
Doubing the servers and introduction of ETC requires change in system conguration; hence as an immediate solution, re-tracking of the two wheelers could be implemented from the start of
inuence zone to improve the utiity •
Among the three methods- doubling the servers, re-tracking of two wheelers and introduction of
Si-Fidigs d Ccusis 1.
ETC, ETC is found to be more effective than the
found to be 15.8%. The model was validated for independent data set and error for which came to 19.9%.
other two options •
From the questionnaire survey, it is found that the system users have time saving as their main
2.
motive and are wiing to shift to ETC, even though their awareness of ETC is ess pubicis
Resmi C S and Satyakumar M (2012), “Simuation of Vehice Queuing at a To Paza”, ‘Nationa Conference on Technoogica Trends (NCTT-2012)’, August 10-11, 2012, Coege of Engineering, Trivandrum, Keraa. Further Information/Copy of the report can be bid fm
Dr. M. Satyakumar, Professor, Coege of Engineering, Trivandrum. 23.
The caibration code was abe to nd the best parameter set for the above 2 intersection models
Further information/Copy of the report can be bid fm
19 Peter Koi Sannathi Street, Tuticorin-628001, Tamilnadu,Mbi: 9819735845 ph: 04612330865, e-mi ID: siddharthsmp@gmai.com 24.
Dynamic Trafc AssignmentSimulation and Evaluation of Advanced Traveler Information Systems D f S d Dui: 18 Juy 2012
Date of Completion: June 5th, 2012
Indian Institute of Technology Madras, Chennai 600 036
To nd the parameters that affect driving behaviour and which are sensitive for Indian heterogeneous conditions. To develop code for automatic calibration of
VISSIM in Visua C++ using COM interface avaiabe in VISSIM 5.40. 3.
3.
D f S d Dui: August 2011, 10 months
Scope and Objectives
2.
Error was in Tida intersection for caibration found to be 14.8%. The model was validated for independent data set and error for which came to 16.03%.
ModellingHeterogeneousTrafcinVISSIM
Indian Institute of Technology Madras, Chennai 600 036
1.
Error was in Tida intersection for caibration
Scope and Objectives
To deveop a dynamic trafc assignment mode for Chennai and to evauate the inuence of various Advanced Traveler information systems. Proposed Methodology 1.
Network. 2.
To calibrate a DTA model for a sub network in
Chennai.
To caibrate the mode by nding optima combination of parameter values using Genetic Algorithms tool box in MATlAB.
To deveop a DTA Simuation Mode for Chennai
3.
To analyze simulation.
different
ATIS
scenarios
by
ROAD RESEARCH IN INDIA 2011-12 Fuh ifmi /Copy of the report can be bid fm
2.
DynamicTrafcAssignmentforMultiVehicle ClassTrafc D f S d Dui: Juy 2010 Date of Completion: May 2014 Indian Institute of Technology Madras, Chennai 600 036
DTA for heterogeneous trafc •
Embedding the mode into an iterative MSA based DTA algorithm
No.27/14, Chitrakuam North Street, Myapore, Chennai – 600 004, Mbi: +91 9500186087 e-mi ID: archanavenkatraj@gmai.com 25.
147
•
Check for convergence
Further information/Copy of the report can be bid fm
Ranju Mohan, Ph. D Research Schoar, Transportation Engineering Division, Department of Civi Engineering, IIT Madras, Chennai - 600 036, Mbi: 9884992976 e-mi ID: sasthamgmrm@gmai.com 26. Activity Based Trip Distribution Models for Indian Conditions
Scope and Objectives
D f S d Dui: 18 Juy 2012
1.
Indian Institute of Technology Madras, Chennai 600 036
The model will consider four types of vehicles: Two
Wheeer, Three Wheeer, light Motor Vehices (lMV), and Heavy Motor Vehices (HMV). 2.
Trafc ow wi be modeed at a macroscopic
Scope and Objectives
level to reduce the complexity of DTA algorithm. It is acceptable since the desired output from
To formuate efcient and accurate trip distribution
the ow mode in DTA is the overa stream characteristics. 3.
The solution techniques for proposed model
wi be based on MSA agorithm; however, there exist other algorithms which can give better convergence with less computational cost. The objective of this work is to develop a DTA model
for Indian Trafc Condition. More specicay, the
models which can be useful for planning transportation facilities for Indian cities. Proposed Methodology (Type of Study, Laboratory/ Field) •
activity of individual road users. •
Studying the mixed trafc ow condition and identication/seection of an existing advanced trafc ow mode that is best suited for mutipe-
the selected model – calibration of parameters
Embedding the mid-bock and node mode in a
gmail.com
Modeing mid-bock and node trafc ow using
3.
Further information/Copy of the report can be bid fm
Viswanath Gopisetty, Ph.D Research Schoar, Transportation Engineering Division, Civi Engineering Department, IIT Madras, Chennai. Mbi: 08220541914 e-mi ID: g.viswanath24@
vehicle classes. 2.
DTA algorithm, the solution techniques of which
is based on an iterative MSA procedure.
27.
Convergence check for the mode.
4.
Formuation of an equivaent of trip distribution step in four step planning process using these relationships.
objectives are: 1.
Estimation of reationships between tours and
D f s d dui 15th JUlY 2011, 1 year.
Proposed Methodology 1. Deveopment
of network heterogeneous trafc
The Impact of Built Environment on Pedestrian Motor Vehicle Collision along Tiruchirappalli CityUrbanRoadNetwork
ow
mode
•
Simulation models for mid intersections of urban network
blocks
•
Trafc data coection
•
Caibration of mode parameters
•
Merging mid block and node models
for
Date of completion 30th MAY 2012 National Institute of Technology, Tiruchirappalli.
and
Scope and Objectives: •
The study emphasises pedestrian injury and fatality to greater consideration while planning and designing the nations roadways.
GENERAl REPORT ON
148 •
it helps to understand the interplay between the built environment elements and pedestrian safety.
•
It helps in creating a better built environment for the forthcoming roadway designs.
•
This study will help to formulate research hypothesis for investigating pedestrian crashes.
•
The objectives are
•
To collect pedestrian accident data and mapping the accident spot in the base map.
• •
To identify location of high density pedestrian crashes using spatial analysis tool in Gis.
Scope and Objectives 1.
To quantify uncertainty in travel times on stochastic time dependent urban road networks using empirical data.
2.
To study robust user equilibrium deterministic and stochastic conditions
3.
To develop appropriate algorithms based on
under
uncertainty quantication to determine the robust optimal path on STD networks with link correlations.
(P.S.: Appy the proposed agorithms for trafc
To identify the clustering distance around the
assignment and ITS applications such as advanced
hotspots inuencing the pedestrian accident using
traveer information systems.)
spatial statistical tool in GIS. •
To conduct built environment audit and land use
cassication on hotspots. •
Proposed Methodology 1.
Develop algorithms to determine optimal paths on STD networks with reliability as the objective.
2.
Study Robust User equiibrium using gradient
To develop a logistic regression model.
Proposed Methodology (Type of study, Laboratory/ Field) The three years accident data of Trichy city was
coected from the trafc contro room Trichy. Mapping the accident spots in the base map and identication of high accident density ocations(hotspots) was done using the spatial analysis tool in ArcGIS 9.2.
Environment audit survey and and use cassication was done on the identied hotspots to review the presence/absence of built environment elements selected for study on that spot. Si-Fidigs d ccusis
projection algorithm and extend it to stochastic networks 3.
Determine relationship between the uncertainty
of the trave times and trafc characteristics using ed data. Further information/Copy of the report can be bid fm
Arun Prakash, Transportation Research lab, Transportation Division, Buiding Sciences Bock, Indian Institute of Technoogy Madras, Chennai - 600036 Mbi: +919884446773 e-mi ID: arunakkin@gmai. com
The kernel accident density map helped to understand the spatial distribution of pedestrian accidents in the Tiruchirappali city.80% of unknown accidents were
happened in NH. Enforcing highway patro in fu swing and xing cameras woud be hepfu to identify the accused vehicles. The examination of built environment elements in the hotspot showed that they had lack of pedestrian infrastructure. Improvement of these hotspots in terms of modifying the built environment will make it more pedestrian friendly roadways.
29.
Estimation of Dynamic Origin-Destination Matrices for General Networks D f S d Dui: Jan 2011 Indian Institute of Technology Madras, Chennai - 600 036
Scope and Objectives
Further information/copy of the report can be bid fm
To develop an OD estimation methodology that
Vinodh Kumar K R, M.Tech Transportation engineering
Proposed Methodology
and management, Department of civil engineering, NIT Trichy. Trichy 15
Bi-eve estimation of O-D trips by using buetooth data,
combines Buetooth data with trafc counts.
a priori O-D, and link counts 28.
Algorithms on Stochastic Networks D f S d Dui: 23rd Juy 2010
Further information/Copy of the report can be bid fm
Indian Institute of Technology Madras, Chennai 600 036
Karthika R. Nair, Ph. D Research Schoar, Transportation Engineering Division, Department of Civi Engineering,
ROAD RESEARCH IN INDIA 2011-12 IIT Madras., Mbi: 08608651677 e-mi
[email protected] 30.
Corridor Signal Optimisation Heterogeneous Trafc Using Analysis
149
ID:
Thus the objective of minimum deay can be satised using optimum offsets. The optimum offsets obtained in the study would result in better coordination along the
under Cluster
corridor minimising deay and number of stops. From
D f S: August 2011. Date of Completion: August 2012. College of Engineering, Trivandrum (R)
the time space diagram it can be observed that, the
efciency of bandwidth for the up and down directions were 25 and 29.2% respectively. A bandwidth of 40 to
55% is considered good. Bandwidth is imited because of the minimum green in the direction of interest. Thus based on the bandwidth objective, the system needs a thorough retiming.
Scope and Objectives
pubicis
The objectives of this study are:
Sharon Bin Rasheed & R Padmakumar. (2012), “A Critica Appraisa of Signa Coordination aong a Seected Corridor in Trivandrum City”, ‘Nationa Conference on Technoogica Trends (NCTT-2012)’, August 10-11, 2012, Coege of Engineering, Trivandrum, Keraa.
1.
To nd the speed, trave time and deay aong the study corridor, thus evauating the efciency of present signa system using GPS SMART ANTENNATM
2.
Determination of most inuentia custer using cluster analysis
3.
Determination of ideal offsets from the centroidal
speed of most inuentia custer 4.
Optimization of the offsets
Further Information/ Copy of the report can be bid fm
Dr. R. Padmakumar, Assistant Professor, Coege of Engineering, Trivandrum. 31.
The scope of the study is restricted to a selected stretch of corridor consisting of ten signalised intersections in Thiruvananthapuram city.
Capacity Analysis of Signalised Intersections Under Heterogeneous Conditions Using Area Occupancy Concept D f S: Juy 2011.
Mhdgy
Date of Completion: Juy 2012.
The methodoogy of the study is given as a ow chart.
College of Engineering, Trivandrum (R)
•
Selection of Study area
Scope and Objectives
•
Speed and travel time using GIS
The objectives of the present study are:
•
Inventory Geometric details Signal timing details
•
•
Custer Anaysis using Video data
•
Ideal offset determination
•
Annual offset optimisation
To review the studies on capacity analysis of signalized intersections under heterogeneous
trafc conditions. •
To develop a new method for determination of
dynamic PCU vaues based on area occupancy concept.
Fidigs/ Ccusis
•
approaches of different signalised intersections under study.
Based on the study it may be concuded that installation of a new signal and retiming of signals along the corridor has slightly improved the situation.
The present eve of service reects adverse signa
•
To determine the variation of PCU vaues with approach width, trafc composition and saturation ow.
•
To deveop a Mutipe linear Regression mode for prediction of saturation ow of straight trafc
progression and inadequate signal timings along the
corridor. Coordination of signas can further improve the situation, and hence optimum offsets were arrived at.
Custer anaysis, so far seems to be a reaistic soution
at approaches of signalised intersections under study.
to arrive at the cluster speeds for heterogeneous
trafc conditions. From the time space diagram, it was observed that the delay along the corridor was
reduced by 74% in the up direction down and 84% in the down direction, when optimum offsets were used.
To determine the dynamic PCU vaues for
•
To arrive at adjustment factors for approach-width, heavy vehicles, proportion of left turners and proportion of right turners.
GENERAl REPORT ON
150 •
area occupancy concept for heterogeneous trafc condition.
To derive a relationship between capacity and area occupancy of an approach to an intersection.
The scope of the work were imited to ve sensitive four legged signalised intersections under heterogeneous conditions, namely, Thiruvanmiyur and Nandanam
junction
in
Chennai,
Pattom,
Overbridge
and
•
Effect of dynamic characteristics of vehices was evident from the variation of PCU vaues.
•
The increase in proportion of a vehicle type will certainly increase the level of interaction in the
Vazhuthacaud junction in Trivandrum city. The approaches with grade were avoided as it brings in
more compexity in study. Inuence of pedestrians were also not considered.
trafc stream. •
in the trafc stream.
Mhdgy • b)
f)
Data collection was done by video capturing from a vantage point for a duration of one hour during peak period to cover all arms of the study intersection. Data extraction was done using AVS video editor vehicles, occupancy time of each vehicle while covering clearing section of intersection during
saturated time and saturation ow. of
area
occupancy
concept
for
•
Determination of area occupancy of each category vehicle
ii)
Determination of equivalent area occupancy of each category vehicle
pubicis 1.
Nath
P.R.
&
Sheea Aex
(2011),
‘Nationa Conference on Technoogica Trends (NCTT-2011)’, August 19-20, 2011, Coege of Engineering, Trivandrum, Keraa. 2.
Arsha Nath P.R. & Sheea Aex (2012), “Mdig Saturation ow under Heterogeneous conditions using Area-occupancy concept”,
each category vehicle
‘Nationa Conference on Technoogica Trends (NCTT-2012)’, August 10-11, 2012, Coege of Engineering, Trivandrum, Keraa.
iv) Estimation of dynamic PCU vaues for seected approaches of intersections under study
studied.
Arsha
“Dmii f Dymic pCU vus”,
iii) Determination of effective area occupancy of
v) Variation of PCU vaues with approach width, trafc composition and saturation ow was
Further if study extended to a wider scae considering more number of signalized intersections, reliability of results can be improved.
determination of dynamic PCU vaues i)
The saturation ow mode deveoped can be used for prediction of ows under identica trafc scenario.
and extracted data incudes cassied count of
g) Application
The simultaneous equation system automatically accounts for mutual interaction of vehicles present
Further Information/Copy of the report can be bid fm
h)
Deveopment of saturation ow mode for though trafc in SPSS
Smt. Sheea Aex, Assistant Professor, Coege of Engineering, Trivandrum.
i)
Development of adjustment factors for saturation
32.
ow j)
Validation of model and adjustment factors using
D f s d dui 15th JUlY 2011, 1 year.
MAPE vaue k)
Obtained dynamic PCU vaues were aso optimized to make the saturation ow per cyce a constant
Date of completion
value.
The obtained saturation ow which incorporates the dynamic PCU vaues deveoped using area occupancy concept can be used for capacity analysis.
Facilities for Pedestrians and Physically Challenged in Rural Highways.
30th MAY 2012
National Institute of Technology, Tiruchirappally Scope and Objectives The objectives are
Fidigs/Ccusis •
To review guidelines and standards from India and abroad on pedestrian facilities.
•
To study the difference in behaviour of different types of pedestrians.
Foowing concusions were drawn from the study: •
The present study proves that PCU vaues have dynamic nature and brings out the importance of
ROAD RESEARCH IN INDIA 2011-12 •
• •
To suggest guidelines, standards and specications for the safe path of pedestrians using innovative techniques. To provide guidelines to make it as disabled-friendly with ramps/ lifts for physically challenged. To implement inter-disciplinary concepts providing lighting and signalization.
in
Proposed Methodology (Type of study, Laboratory/ Field) This project deals with the preparation of State of the
Art report on pedestrian faciities. For this, pedestrian
far gaps in contrary to young people. When the gap size is less, people usually go for far gaps and when
the approaching vehice is one of ow PCU, peope wi go for far gaps. Further information/copy of the report can be bid fm addss Hima Abraham, M.Tech Transportation engineering and management, Department of civil engineering, NIT Trichy. Trichy 15, e-mi ID: hima_
[email protected] 33.
facilities and the guidelines followed in different countries have been collected. To analyze the crossing behavior of different types of pedestrians, gap acceptance behavior of different types of pedestrians was studied.
Development of Fuzzy Logic Based Performance Evaluation Model for Bus Transit D f S: August 2011 Date of Completion: August 2012.
Piot survey was conducted in NIT, Tiruchirappai Quarters Gate and Eectronics Stop aong NH-67 to identify the parameters to be considered. Then video
151
College of Engineering, Trivandrum (R)
survey was conducted in BHEl Training Centre and Ganesha Point considering seven parameters ike the
Scope and Objectives
age and gender of pedestrians, walking speed, group size, gap size, waiting time of the pedestrians and the
local transportation systems. The public transit system provides a better and safer environment by reducing
type of the approaching vehice. Binary logit mode was developed to arrive at the probability of accepting a
near or far gap by the pedestrians. Based on the study, it was found out that pedestrian walking speed, gap size, age and type of the approaching vehicle should be considered while selecting a pedestrian facility. Si-Fidigs d ccusis At NIT, Tiruchirappalli Quarters Gate, the pedestrian
ow is very ess and amost a casses of pedestrians are found there. The 15th percentile, average and the 85th percentile walking speeds are 0.9 m/s, 1.1 m/s and 1.4 m/s. The 15 th percentile, average and the 85th percentile gap sizes are 10 s, 13s and 14s. At
Pubic transit is an integra and important component of
congestion, and creating more efcient soution to pubic transportation probems. Fuzzy ogic is ideay suited for model development when the exact dynamics of the system are partly known and understood, but some
vague ideas and expert knowedge are avaiabe. Fuzzy logic can be used effectively in capturing the variability of the traveller’s appraisal of the different performance attributes as well as the variability in their perception to the various attribute levels. The main objective of this study was to develop a fuzzy logic model for performance evaluation of the system. This study deals
with the deveopment of rue-based fuzzy ogic (RBFl), commony used in many trafc and transportation systems appications. The RBFl uses simpe if-then rules to describe the systems input-output relations.
Eectronics Stop, it is mosty the working cass using the facility and their walking speeds are comparatively higher and the gap acceptance values are less. The 15th percentile, average and the 85th percentile walking speeds are 1.1 m/s, 1.3 m/s and 1.5 m/s. The 15th percentile, average and the 85th percentile gap sizes
The objectives of this study are: •
To identify the factors affecting the performance of bus transit system and to prioritize these performance attributes
are 7 s, 12s and 14 s. At BHEl Training Centre, the
•
To analyze the users’ rating of present performance of bus transit system
•
To develop a model to estimate the performance
average walking speed was found to be 1.3 m/s.In
BHEl Training Centre, at 10% eve of signicance gap and group size were signicant and in Ganesha Point at 10% eve of signicance waking speed and age of the pedestrian were signicant. Ganesha Point is a round-about intersection and the BHEl Training Centre is a four-egged intersection. When the waking speeds are more, people the probability of accepting a far gap is more. Similarly, old aged people will accept
index of bus transit system based on Fuzzy logic •
To nd out the inuence of the performance attributes on the performance index
The scope of this study is limited to commuters in Trivandrum city who carry out daily work trips.
GENERAl REPORT ON
152
b. Punctuality was most preferred by income groups between Rs. 10,000 to 25,000 and Rs. 25,000 to 50,000
Mhdgy
Determination of factors inuencing the performance of KSRTC by conducting a piot survey
c)
l)
i.
Factors affecting performance of KSRTC determined from the pilot survey were stated in the questionnaire. Respondents were asked to rank them
ii.
c.
Main Questionnaire survey •
b. Car owners and respondents who own both two wheeler and car are most concerned with safety
m) Analysis of survey data
Prioritization of factors for performance evauation
o)
Development of a fuzzy logic based performance evaluation model i.
Membership vaue survey
ii.
Formuation of rues
iii.
Cacuation of performance index
p)
Present performance rating survey
q)
Development of customer satisfaction index
r)
Evauation of present performance index
s)
Sensitivity Analysis
c. •
•
•
From the ranking technique, factors for the seection of KSRTC for trave were prioritised
•
The most inuencing factors affecting the performance of KSRTC in the order of priority are safety, punctuality, cost savings, service reliability and accessibility
•
Ranking by respondents of various age groups were done based on the survey data a. b.
b. Punctuaity – 8.6 c.
d. Service Reliability – 8.9 e. Accessibility – 8.5 •
Customer satisfaction index vaue was found out as 8.57
•
Performance index of KSRTC which satises the users as obtained from the model – 9.2
•
By improving safety, punctuaity and service reiabiity, KSRTC can achieve the satisfaction index cose to 9.0, which is offered by BRTS in major cities in India
respondents of age groups below 25
Keerthy Baan & Manju V.S. (2012), “Performance Evauation of Bus Transit System – A Case Study”, ‘Nationa Conference on Technoogica Trends (NCTT2012)’, August 10-11, 2012, Coege of Engineering, Trivandrum, Keraa.
Savings in cost was given rst preference of Safety was the rst preference of respondents
Ranking by respondents of various income groups were done based on the survey data a.
Cost Savings – 8.1
pubicis
of age groups between 35-50 and above 50 •
Satisfaction scores for the variables from survey results are
Punctuaity was given rst preference of
respondents of age groups between 25-35 c.
The present performance of the KSRTC was found
a. Safety – 8.7
For a economic groups, safety is the most
•
Present performance index of KSRTC was found
to be near to satisfactory both from the survey results and the developed model
Foowing concusions were drawn from the study important factor
Respondents who own neither a car nor a two wheeler are most concerned with punctuality
out as 6.64 from the fuzzy logic based performance evaluation model
Fidigs/Ccusis
•
Ranking by respondents of various vehicle ownership was done based on the survey data a. Two wheeler owners are most concerned with punctuality
Respondents were asked to rate the factors verbally.
n)
Safety was most preferred by income groups above Rs. 50,000
Cost savings was most preferred by peope of income groups below Rs.10,000
Further Information/Copy of the report can be bid fm
Dr. Manju V.S, Associate Professor, Coege of Engineering, Trivandrum.
ROAD RESEARCH IN INDIA 2011-12 34.
Intercity Passenger Travel Demand Modelling and Mode Choice Analysis for Mysore- Mangalore City Pair D f S d Dui: June 2011, 10 months
b.
Gravity model was used to estimate travel demand for multiple origins to multiple destinations, whereas for single origin to multiple destinations, multiple regression analysis was used.
c.
The R2 value of both the models is above 0.8 which indicates that the travel demand models considered are regarded as best models.
d.
Intercity travel demand is predicted using both the models. The one which shows more demand than the other will be considered for the future predictions, simultaneously the after studies can be done.
e.
The intercity travel demand depends on the degree of urbanization of cities and travel time between the cities.
f.
The model developed in this study is useful for bus transport authorities in planning for future service facilities.
g.
Bus scheduing is done manuay for the year
Date of Completion: March 2012 National Institute of Technology Karnataka, Surathkal Scope and Objectives The objective of this study is to come out with a suitable solution for attracting more number of commuters to
use the KSRTC bus service for this pair. The intercity trave between Mysore, Bangore, Hassan, Chikmagur, Mangaore and Puttur are considered. Gviy md oigi ciy: mutipe origins (a cities) Dsii ciy: mutipe destinations (a cities)
2011, 2013, 2015 and 2020. This analysis will be useful for the transport authorities for scheduling their buses in the future.
Multiple regression analysis oigi ciy: Mysore Dsii ciy: 1. Puttur, 2. Bangore, 3.
Hassan, 4. Mangaore and 5. Chikmagaur. The main aim is to plan an intercity travel that is quicker, convenient and comfortable. The following are the objectives of the study: •
To analyze the present intercity travel demand.
•
To impement the use of Gravity mode for the Bus passenger trip distribution by using boarding and alighting passenger data at corridor level.
•
To formulate multiple regression trip production model.
•
To compare the results of the Gravity model and multiple linear regression analysis.
•
To forecast the trips for the horizon year.
•
To carryout scheduing of buses and nancia
Further information/Copy of the report can be bid fm
Dr. A U Ravi Shankar, Professor and Head, Department of Civi Engineering, Nationa Institute of Technoogy Karnataka, Surathka, Srinivasnagar P O, Mangaore – 575025, Karnataka, Mbi : 09886525453, ph: 0824-2474000 (Ext: 3041) , Fx: 0824-2474033 e-mi ID: aurshankar@gmai.com , aurshankar@ yahoo.com 35. StudyofTrafcCharacteristicsUnderVarying DegreesofLaneFollowing D f S d Dui: 1/6/2011, 1 year Date of Completion: 10/6/2012 Indian Institute of Technology Madras, Chennai 600 036
analysis of intercity bus transport system. •
To carryout mode choice anaysis for MysoreMangaore route.
Scope and Objectives 1.
To employ simulation model to study the performance of a mid block section for varying degrees of lane following.
2.
To apply the above to case study mid block section.
3.
To evauate the ow characteristics for the above
Si-Fidigs d Ccusis a.
The gravity model is used appropriately for modelling trip distribution of bus passenger based on the boarding and alighting passenger data and analysis is carried out considering passenger demand along with socioeconomic factors. Gravity and multiple regression models are compared for future prediction.
153
conditions. 4.
To develop conclusions and recommendations.
GENERAl REPORT ON
154 Proposed Mhdgy
Date of Completion: 01 May 2012
The methodology to carry out the work consists of the following steps:
Indian Institute of Technology Madras, Chennai - 600 036
1.
Probem denition: probem denition phase
Scope and Objectives
gives the brief background of the study and its
2.
signicance in the Indian context, and objectives
The scope of this project work is limited to analyzing
and scope of the present work.
the inuence of vehice composition, cross roads and side friction activities on trave times (and congestion index) through probe vehices for two seected corridors in Chennai city. The primary objective of this research
Study of the state of the art: a clear understanding of the present state of the various procedures and techniques related to simulation of heterogeneous
trafc. 3.
Frame work: The genera procedura framework to be followed for measurement of the measures
of effectiveness under heterogeneous trafc conditions is formulated. 4.
overall objective is to develop relationships between
trave time/ congestion index and the inuencing factors.
The foowing ists the specic objectives of the study:
etc at the study sections of the chosen roads will be collected. The data will be collected by video
i.
Mode modication: For the measurement of the above mentioned measures of effectiveness the
avaiabe simuation mode must be modied to suit the specic requirement. 6.
congested conditions under heterogeneous trafc. The
Data coection: Data of heterogeneous trafc ow such as trafc voume, composition, speed, capturing the trafc ow on the study stretch.
5.
is to analyze travel times and delays in a corridor using primarily the probe vehicle data, especially for
Mode vaidation: This step invoves caibration and validation of the simulation model of
To evaluate travel times and delays in the selected
corridors under varying conditions of trafc. ii. iii
To develop congestion indices for road segments at different levels of congestion To model the relationship between travel time/
congestion index and the reated inuencing iv.
factors through regression analysis. To analyze the travel time characteristics vis-avis fringe conditions.
heterogeneous trafc ow for appication to the 7.
present study.
Proposed Methodology
Findings: the main ndings of the anaysis wi be
Travel time and speed data were collected by using
presented to serve as a useful reference material for transportation system planners, operators and
future researchers on this specic work.
GPS devices on probe vehices (two-wheeers, auto rickshaws and cars). The data on side roads, median openings and bus-stops without busbays were collected
Si-Fidigs d Ccusis
manuay by marking waypoints in the GPS. The data
There is a decreasing trend in capacity when the percentage of two-wheelers is reducing. The value of critical speed also increases with the increase in percentage cars in the overall composition both in
front views using SMARTY which were ater anayzed using PCViewer Software. Anaysis of trave times was done using MACROS and modeing was carried using SPSS Software.
on side friction was collected by recording the side and
non ane discipined and ane discipined ow but as expected the speeds are higher under the non lane
discipined ow. Further information/Copy of the report can be bid fm
F-4, sairam apts, mvp coony, sector-1, Visakhapatnam, Andhra Pradesh, India -530017 Mbi: 09600194796 ph: 08912782723 e-mi ID: sarishka.g@gmai. com 36. CongestionAnalysisofHeterogeneousTrafc usingGPS-ttedProbeVehicles D f S d Dui: 01 August 2011, 9
Months
Si-Fidigs d Ccusis The models provide insights into the variability of travel times across vehicle types and time periods. The developed relationships between the two dependent
variabes (trave time and congestion index) and the aforementioned independent variables were generally
ogica. The coefcient vaues and signs were aso ogica. The inuence of intersections on trave time was the most signicant factor which is evident from the fact that the variable enters the model in almost all
cases. Further, the mode resuts had improved when the voume parameter (PCU/ metre of carriageway width) had been incorporated. The modes aso expain the inuence the voume on a section of road has on
ROAD RESEARCH IN INDIA 2011-12 the individual travel times. It has been shown that side friction can have effects on performance measures
(trave time, congestion index in this study). This leads to the recommendation that travel time studies, particularly in the developing world, can include this variable. The model that considers the vehicle type and time period as variables provides insight into
the signicance of a the independent variabes. The variations in travel times and congestion index values by vehicle type are brought out by these models The ability to utilize the gaps in a congested situation exhibited by two-wheelers when compared to the other vehicle types, is highlighted by such models. rcmmdis f Dissmii
It is recommended that trave time studies (particuary deveoping word) can incude this variabe. Athough signicant resuts were obtained in modeing trave times and congestion index from trafc voumes, roadside friction and other road based parameters, further work in this area is recommended. The study is limited only to linearly regressed travel time models. Other forms of models can be considered for future work. Also, more cases studies can be considered to generalize the results.
155
is explored in this study using data fusion from multiple sources. The following are the sub-objectives of the study: •
Development of models for estimating spatial parameters based on data fusion approach
•
Comparison of data fusion mode with non-data fusion or single source model
•
Vaidation of data fusion mode using ed and simulated data
•
Sensitivity analysis of the data fusion model using simulated data
•
Caibration and vaidation of simuation software VISSIM for generating additiona data required for the models
•
Prediction of density and trave time using time series analysis
•
Development and corroboration of models using simulated data
The models were developed and corroborated using limited data samples from a small study stretch of
maximum ength 1.82 km. For deivering detaied conclusion, better data sets are required from longer
Further information/Copy of the report can be bid fm
Saranya Vijayan, T.C.-23/409(1), Vaiyasaa, Trivandrum, Keraa-695036, Mbi : 09042750060, 09895765542 ph: 0471-2478644, e-mi ID: sana. vij87@gmai.com 37.
DataFusionBasedSpatialTrafcParameter Estimation and Prediction D f S d Dui: 17.07.2009 – 23.04.2012 Date of Completion: 23.04.2012
stretches with varying trafc conditions. The data fusion model developed used data from two different sources only. The prediction models were corroborated using simulated data alone, therefore performance may vary in real condition. The developed models are independent of the study stretch characteristics and can be applied for any stretch of any length. Proposed Methodology The following are the different tasks accomplished in the present study a)
estimating and predicting spatia trafc parameters. Finay, data fusion (using mutipe data sources)
Indian Institute of Technology Madras, Chennai 600 036
approach was adopted for estimation and time series approach for prediction of parameters.
Scope and Objectives
The estimation and prediction of trafc parameters
liu rviw: A detailed literature review was carried out on different approaches of
b)
D Cci d exci: The location
Systems (ITS) appication such as Advanced Traveer Information Systems (ATIS). In this study, different
data (ow and derived space mean speed) and spatia data (trave time) were coected using video cameras and GPS equipped test vehices
models are proposed to estimate and predict two of
respectively from the selected road stretch in
are inevitable in many Intelligent Transportation
the most important spatia/lagrangian parameters – density and trave time - that are difcut to measure from the ed. Due to their spatia characteristics, a single data collection technology cannot measure both of these parameters simultaneously capturing their spatial variations. Therefore, a relatively new approach
Chennai. Data were coected on different days and time for a tota of 8.5 hours. Since the ed data collection was laborious, the additional data required were generated using the simulation
software VISSIM. Before generating the data, the parameters in VISSIM were caibrated so as to represent the ed conditions.
GENERAl REPORT ON
156 c)
Model Development and Corroboration: Two models were developed for estimating the parameters – one using data fusion approach and the other using data from only one type source. The data fusion methodology was adopted from
capable of both short-term and medium-term prediction with reasonable accuracy. The performance of the models can be improved if multiple weekdays’ data are used for developing the model.
a previous study conducted by Chu, Oh, and Recker (2005). The data fusion mode used ocation-specic ow data from video data and spatia trave time data from GPS to estimate
Further information/Copy of the report can be bid fm:
density. Whereas the single source model
estimated density using the ow and space mean speed from video data. The density estimation
was carried out using Kaman ter technique.
Asha Anand R., Pratheeksha (H), Vadama P.O., Maa, Thrissur, Keraa - 680732, Mbi: +919995186683 ph: 0480-2890833, e-mi ID: asha.r@egis-india. com
fundamenta trafc ow reation.
Development of Traveller Information and Route Guidance System Using GPS-GIS Integration
Using the simuated data, time series modes were
D f S: August 2011.
In both the cases, the average stream travel time was estimated using this density, based on
38.
developed for predicting density and travel time. The modeling was carried out in a systematic way following four major steps such as model
Date of Completion: August 2012. College of Engineering, Trivandrum (R)
identication, seection of mode, diagnosis checking, and validation. The models were developed in software R in which the parameters were estimated based on maximum likelihood approach. The developed models were Seasonal
Auto Regressive Integrated Moving Average (ARIMA) which were capabe of capturing the seasonality in the data reasonably well. d)
evui f Mds: The performances of
modes were evauated based on Mean Absoute Percentage Error (MAPE) and Root Mean Square Error (RMSE).
Scope and Objectives This study was limited to some selected corridors
in Trivandrum city. The East-Fort to Sreekaryam Origin-Destination pair was selected for the study. Two wheelers, three wheelers cars and public transit vehicles were tracked and only real-time travel time data were collected. The travel time data were collected
from Monday to Friday morning peak from 0800hrs to 1100hrs. This data was used to develop a model to predict travel time data. Also this data used for the creation of map databases for the representation of
Si-Fidigs d Ccusis
trafc congestion. The prediction mode and the map
The following are the major contributions of the study.
database were used to develop traveller information system.
Two model based approaches for estimating density and travel time were discussed and corroborated using
The objectives of this study were:
both ed and simuated data. From the resuts it was
•
observed that the data fusion approach of estimating parameters performs better than a single source model. The developed model was physically intuitive and independent of the data collection technique.
Caibration of VISSIM for the specic ocation was carried out before generating required data. These data were used for sensitivity analysis of the data fusion model and it showed that the optimum penetration rate for
best density estimate was 4% for the trafc conditions under consideration. The model performance was independent of the initial density value assumed for
To estimate the travel time for different modes
through the study route using handhed GPS •
To predict the travel time through the study area by
KAlMAN Fiter Agorithm for different modes •
To deveop map database to represent Trafc Congestion using ArcGIS
•
To develop map database for Route choice behaviour using ArcGIS Network Analyst
•
To develop softwares for Traveller Information System and Route Guidance system using Visual
Basic (VB)
starting the estimation scheme in Kaman ter. Modes were deveoped for predicting density and trave
Mhdgy
time using time series approach and corroborated using simulated data. The models captured the seasonal variations and it was observed that the models were
d)
Determination of travel time experienced by different modes namely two wheelers, three
ROAD RESEARCH IN INDIA 2011-12 wheelers, cars and public transit along the study
Traveller Information System (TIS) was deveoped
e.
route using handhed GPS
157
i.
It will display:
e)
Prediction of trave time aong the study route using Kaman Fiter agorithm for different modes
•
Travel time
f)
Vaidation of the prediction resuts using ed data
•
Distance
g)
Determination of Congestion Index to quantify
•
Trafc Congestion information for the time period considered to the end users
congestion
Graphica representation of Trafc Congestion
h)
f.
developed
along the principal study route using ArcGIS i.
Base map was prepared and digitized
ii.
Roads and junctions were created in the map
iii.
Congestion Index was added as ayers and a range was given for it so that it will show a colour change according to the range when updated.
i.
It will display: •
The shortest routes in the order of minimum travel time to be followed by the end users for the time period considered
pubicis
named as TIS (Traveer Information System)
Sreeja G S, Ani R and Satyakumar M (2011), “Estimation of Trave Time Based Congestion Index of a Sma Corridor in Trivandrum City”, Proceedings of 2nd Nationa Technoogica Congress, NATCON 2012, Keraa, pp 18-25.
ii.
The software for Route Guidance System was named as Route Guide
1.
iii.
Both softwares were deveoped in Visua Basic
Development of two softwares, one for traveller information and the other for route guidance.
i)
i.
The software for traveller information was
Fidigs/Ccusis The following conclusions were made from the study: The real time urban mobility was tracked using
a.
handhed GPS and trave time was predicted using KAlMAN Fiter
2.
Ani R, Satyakumar M and Sreeja G S (2012),“Deveopment of Trave Time Based Route Guidance System For Heterogeneous Trafc Condition – The Indian Experience”, Internationa Conference on Trafc and Transport Engineering, ICTTE Begrade 2012, Begrade (Accepted)
3.
Sreeja G S, Ani R and Satyakumar M (2012), “Trave Time Prediction & Trafc Monitoring Using GPS-GIS Integration for a Sma Corridor in Trivandrum City”, Proceedings of 13th National Conference on Technoogica Trends, Coege of Engineering Trivandrum.
wheelers, three wheelers, cars and public buses
satisfactoriy with a MAPE vaue ess than 15% i.
Since the MAPE vaue is in satisfactory imits it can be inferred that the method adopted for the prediction purpose is effective
Trafc Congestion was represented in Map
c.
Database i.
Congestion Index was determined to quantify congestion
ii.
Range of CI vaues were determined according to the percentage speed drop
Ani R, Satyakumar M and Sreeja G S (2012), “Trave Time Prediction of Different Modes using GPS-A Case Study for a Sma Corridor in Trivandrum City”, Proceedings of Nationa Conference on Recent Advances in Trafc Engineering, RATE 12, under IRC- SVNIT Coaborative Research Study, Surat Gujarat, pp 209-215.
Kaman Fiter Agorithm predicted trave time of two
b.
d.
Route Guidance System (Route Guide) was
Further Information/ Copy of the report can be bid fm
Sri. Ani R, Associate Professor, Coege of Engineering,
iii.
28 Map database were created in ArcGIS
Trivandrum.
iv.
7 Map database each for each mode
39.
Network Dataset for the study area was developed to give the shortest route i.
ArcGIS gave best alternate routes based on minimum travel time and distance
Traveller Preferences for Advanced Traveller Information System in Trivandrum City D f S: August 2010 D f Completion: August 2011
GENERAl REPORT ON
158 College of Engineering, Trivandrum (R) ScopeandObjectives
Inteigent Transportation Systems (ITS) maximise the capacity of infrastructure, reducing the need to build additional highway capacity. Advanced traveller
information systems (ATIS) is a subset of inteigent transportation systems that will be able to provide all traveller groups the opportunity to minimise trip delays by delivering accurate on demand real time information
on trafc conditions. Design of ATIS shoud be based on information requirements obtained directly from the end users of the system, to ensure the greatest
chance of inuencing their driving behaviour. In a developing country like India, a properly designed traveller information system, with the road user in mind
can reduce trafc congestion, improve navigationa performance, decrease the likelihood of an accident, reduce fuel costs and air pollution and increase driver
assessing the trip characteristics of drivers. The timings of to and fro trips, level of congestion experienced during the trips, percentage use of alternate routes and reasons for taking alternate routes of both private and commercial drivers were asked. The drivers were asked to prioritise the information, which would assist them to arrive at their destination, in a manner
perceived by the driver as most efcient. In the third section, respondents were asked for their preference to use ATIS, prioritise the sections of user services under ATIS, preferred source of information and time of information. The feedback from the questionnaire survey was statistically analyzed and then multinomial logistic models were developed to predict the user preferences with respect to the socio economic and travel characteristics. Fidigs/ Ccusis
efciency.
Though ATIS was a new technology to the road users, it was accepted by 96.3% of the private drivers and 99.6% of commercial drivers. It was seen that
The specic objectives of this study are:
information on trafc voume and deay was the most preferred information for both private and commercial
a)
To design questionnaire specicay for private drivers and commercial drivers.
b) c)
To bring out the information requirements for ATIS from the targeted road user groups. To develop mathematical models for predicting the user preferences and analyze its variation with respect to demographic and travel patterns of road users.
Methodology The population of road users in Thiruvananthapuram
city are cassied into private drivers and commercia drivers. Private motorists incude peope who commute to and from work, are business travellers, male and female drivers over 18 years, who travel for enjoyment
aso in both urban and rura settings. Commercia vehicle drivers are truck drivers and bus drivers are paid to drive on a regular basis. The survey was conducted for a sample of 364 private drivers and 250 commercial drivers. The main aim in the design of the survey was to bring out the high priority information requirements of private drivers and commercial drivers for a safe
and efcient trave. Therefore, separate questionnaires were prepared for the two road user groups. Both the questionnaires had three main sections on (i) Basic background information, (ii) Trip characteristics, (iii) Preferences for ATIS. Basic background information incuded questions regarding gender, age, educationa quaication, number of years of driving experience, etc as it signicanty impacted the route-choice behaviour of the drivers.
Both work trip and recreationa trip are considered for
drivers. Both private and commercia drivers preferred the section on trafc and road conditions as most important. Regarding the information delivery units, the
private drivers of Trivandrum city had rst preference for in vehicle units, followed by mobile phones.
Commercia drivers preferred in vehice units as their rst choice for information deivery units, foowed by on road VMS. Commercia drivers show more preference to have on road VMS than private drivers, which is the most suitable form of providing information.
Mutinomia ogistic regression modes are deveoped to predict polychotomous dependent variables based on values of a set of categorical predictor variables. Here, the user preferences of private and commercial drivers for advanced traveller information system vary with respect to their individual socio economic and travel characteristics. The demographic and travel
characteristics that signicanty contributed for the private driver preferences for ATIS are age, gender, travel time of trip, mode of transport, familiarity with residing place, percentage use of alternate routes and for the commercial driver preferences for ATIS are age, driving experience, work trip travel time, percentage use of alternate routes.
The efciency of a traveer information system for Trivandrum city can be enhanced by adhering to
these user preferences, so as to inuence their trave behaviour. These trends need to be analyzed regularly, as technology advances. pubicis •
Minu Eizabeth Mathai, Ani R., and Satyakumar M., (2011), “Traveer Preferences for Advanced
ROAD RESEARCH IN INDIA 2011-12
•
Traveller Information System in Trivandrum City”,
urban arterials in India such as existence of the
Proceedings of the 12th Nationa Conference on Technoogica Trends, Coege of Engineering,
non-uniform trafc conditions 0 due to the inuence of trafc signas, un-avaiabiity of rea time side
Trivandrum.
road data etc.
Minu Eizabeth Mathai, Ani R., and Satyakumar M., (2011), “Information requirements for Advanced
The present study corroborates the model based estimation schemes using data collected from a three
Traveller
ane urban roadway in the city of Chennai, India.
Information
System
in
Trivandrum
City”, Proceedings of Internationa Conference on Advances in Materias and Techniques for Infrastructure Development, National Institute of
Technoogy, Caicut. Further Information/Copy of the report can be bid fm
Mr. Ani. R, Dr. M Satya Kumar, Dept of Civi Engineering, Coege of Engineering, Trivandrum. 40.
159
A Lumped Parameter Model-Based Approach forEstimationOfTrafcDensity D f S d Dui: Juy 2009, 3 years Date of Completion: Juy 2012 Indian Institute of Technology Madras, Chennai - 600 036
Only one section at a time is considered here due to constraints in data collection. Once automated data collection techniques are available, the methodology can be extended to estimate density for adjoining sections simultaneously. The scope of the present study can be extended to other sections or roadways
if automated ow and speed data are avaiabe from consecutive points in those sections. Proposed Methodology
The data requirements were identied and data were coected from the study stretch in Chennai, India using video recording technique. Data extraction was carried out manually at every one minute interval. Steady state
speed-ow-density reationships (stream modes) were developed from the collected data. Then a dynamic macroscopic model was formulated based on the lumped parameter approach by incorporating the
The overall objective of this dissertation was to develop and implement a model-based scheme for
deveoped trafc stream modes. An estimation scheme was designed for estimation of trafc density using the deveoped dynamic mode and extended Kaman tering technique (EKF). The deveoped scheme was
rea-time estimation of trafc density under Indian trafc conditions, which wi be usefu for congestion
implemented and corroborated using data collected from sections along the study stretch. The proposed
management on urban arterials through ITS, using available information from location based sensors. The following sub-objectives were pursued to achieve the overall objective of this study:
scheme was ater modied to address certain issues specic to urban arterias in India.
Deveopment of suitabe trafc stream modes under Indian trafc conditions.
Rea-time estimation of trafc density is essentia for
Scope and Objectives
• •
•
•
Deveopment of a dynamic macroscopic trafc ow mode based on non-continuum approach for characterizing Indian trafc.
congestion mitigation applications using ITS. Such applications for urban arterials in India, which are not
yet equipped with automatic trafc sensors, is an area
Development of a model based scheme for the
almost untouched by most of the researchers due to limitation in data availability. Hence, methods which are less demanding in terms of data need to be explored. In
rea-time estimation of trafc density using the
recognition of this need, a simpe yet efcient method
developed macroscopic model.
of estimating density with minimal data requirement was presented in this study. This study resulted in a number of conclusions as listed below:
Coection and extraction of the required data for the implementation and corroboration of the estimation scheme.
•
Si-Fidigs d Ccusis
•
Corroboration of the proposed scheme with ed data.
•
•
Incorporation of heterogeneity in the modeling and estimation process in different ways and to evaluate the best way of incorporating heterogeneity.
Modication and corroboration of the scheme to account for certain specic issues associated with
The presented model represented an advancement of the state-of-the-art in macroscopic modeling
of heterogeneous trafc in India and appication of such modes in rea-time estimation of trafc density/congestion. •
Since there were no exhaustive trafc stream modes deveoped for the heterogeneous trafc conditions in India, the developed stream models is
GENERAl REPORT ON
160
a valuable contribution towards many applications in planning, design and effective management of road systems in India. •
The non-continuum dynamic macroscopic model proposed in this research based on the lumped parameter approach overcame many limitations
in modeing trafc using microscopic or continuum approach. •
It was found that converting heterogeneous trafc into a homogeneous equivalent using constant
•
4)
To deveop a mode to predict the trave time of other personal vehicles using the predicted bus
trave time from GPS tted pubic transit vehices and to validate the same.
5)
To quantify congestion under heterogeneous trafc conditions using the GPS data from pubic transit vehicles and to validate the same.
The focus of second objective is to use location based data alone to predict stream travel time whereas, the
vaues of PCU is a good enough representation
third, fourth and fth objective aims to use GPS data
in the proposed non-continuum macroscopic modeling approach, compared to the approaches of dynamic values of equivalents or explicitly including the different categories of vehicles in the model.
heterogeneous trafc conditions. Aso, the congestion quantication wi be based on trave time based
The mode based scheme based on Kaman ter is proved to be an adequate tool for the estimation
of trafc density in rea-time, making it usefu for
from public transit vehicles to predict stream travel time and quantify congestion. The scope of the present thesis work is restricted to urban arterials under
measures. Proposed Methodology
congestion analysis through ITS in India.
The second objective of predicting spatia trafc
This research is one of the rst exhaustive studies in the area of rea-time estimation of trafc density under Indian trafc conditions and wi be usefu for
parameters such as travel time, and density using
the real time implementation of ITS applications under Indian conditions.
data on ow, density and trave time. The lighthiWhitham-Richards (lWR) macroscopic trafc ow mode
Further information/Copy of the report can be bid fm
discretized in both space and time was employed in the estimation scheme. The resulting partial differential equations were solved numerically using the ‘forward–
•
Ajitha T., Assistant Professor, Department of Civi Engineering, Govt. Coege of Engineering Kannur, Parassinikkadavu, Kannur P. O., Keraa, Mbi : 9444973563 e-mi ID:
[email protected] 41.
Travel Time and Congestion Analysis Under HeterogeneousTrafcConditions
time backward–space’ nite difference formuation. Both inear and exponentia speed-density reations were considered and incorporated into the macroscopic model. The estimated density was corroborated with the density obtained from input-output analysis. The travel time estimates were compared with both manually
D f S d Dui: Juy 18, 2008; 4 years Date of Completion: October 2012
macroscopic model.
Scope and Objectives
The foowing specic objectives have been derived 1) To coect and anayze ocation based and spatia trafc data under heterogeneous conditions. To predict spatia trafc parameters such as travel time, and density using location based
data using a macroscopic trafc ow mode for ITS applications.
3)
conditions at selected study route to get the required
observed trave times and trave time from GPS tted probe vehices. The time series mode based on BoxJenkins Seasona ARIMA was deveoped to predict the ow vaues, which wi serve as the input for the lWR
Indian Institute of Technology Madras, Chennai 600 036
2)
ocation based data invove the videotaping of the trafc
To predict the trave time and arriva time of pubic transit vehicles using data driven and model based approaches and to validate the same.
The third objective of predicting bus travel time and arrival time involves the automatic vehicle location
(AVl) data of seven pubic transit buses reporting every 5 sec. from 8 AM to 8 PM using permanenty xed GPS units over a period of 3 months in route number 5C connecting Parrys bus depot in the northern part of Chennai, and the Taramani bus depot in the southern part of Chennai city. Before deveoping the bus arriva time prediction model using data driven and model
based approaches, the rst step is the identication of suitable input data by analyzing trip-wise, daily and weekly pattern of bus travel time through valid statistical tests. It is then followed by the development of accurate bus arrival prediction model using time series techniques like multiplicative decomposition, exponential smoothing and exponential smoothing
combined with Kaman tering technique (KFT).
ROAD RESEARCH IN INDIA 2011-12 To satisfy the fourth objective of predicting travel time of other personal vehicles in the stream using only the bus travel time, two approaches have been proposed: one based on the ratio of the section travel times of public transit to other vehicles and other one based on
161
and travel time estimates along the study route. This will make it possible to estimate these spatial parameters from limited point based data. Thus, it ultimately be helpful for the cost effective implementation of ATIS/
ATMS
appications
under
heterogeneous
trafc
the quantiabe reationship between the pubic transit
environment like India with limited automated data
and other vehicles section travel times. As the dwell time at bus stops is a unique characteristic of transit buses when compared to other vehicles in the stream,
sources. Aso, the input ow data for the macroscopic
a methodoogy has been proposed to nd the dwe times based on the approaching and departing speeds at bus stops.
model can be predicted well in advance using Seasonal
ARIMA modes. The analysis of bus travel time pattern reveals that, the previous two weeks’ same-day same-time trips and
previous three trips of the same day are most signicant
The na phase of the work is to quantify congestion
for predicting the next bus arrival time. The results
by using only the public transit buses as probes. The
show that, using signicant trips as input, exponentia smoothing combined with KFT shows better performance
congestion index (CI), one of the simpe and most widey used measures to quantify congestion is considered. The three independent variables considered are bus
when compared to exponential smoothing. In 100 out
CI after removing the dwe time and interpoating the
of 105 trips, exponentia smoothing combined with KFT method shows esser MAPE when compared to simpe
travel time for the removed portion, lane width and the presence or absence of a signalized intersection as a dummy variable. The dependent variable is the
exponential smoothing alone. The results of bus arrival time prediction shows that, both the methods was reasonably able to predict well the bus arrival time with
persona vehice(s) CI. Since there are no bus bays for
77% of the times the prediction error within the user
buses to stop at bus stops in most part of the urban roads in India, sometimes there are chances that, during peak hours, this stopping behavior of buses at bus stops could cause congestion behind. Hence the dwell times at bus stops were considered as an additional independent variable to study its effect on congestion. In this case, the four independent variables considered
acceptable range of ± 5 minutes and 50% of the times the deviation within ± 2 minutes. The results show that, with constraints such as limited data base, technical understanding, transferability etc., the classical time series methods such as exponential smoothing may be
are bus C.I cacuated using actua bus trave times after removing dwell times, dwell time, lane width and presence/absence of intersection. Regression models were developed separately for off-peak period, peak morning and peak evening period while treating three different modes, namely two-wheeler, auto and car as categorical variables. Similarly mode-wise regression models were developed treating off-peak, peak morning and peak evening period as categorical variables. Regression model considering all the modes and all the periods was also developed for three independent variables case and four independent variables case for
both constant and variabe free ow trave time. The statistica signicance of the independent variabes
considered for rea time Advanced Pubic Transportation System (APTS) impementations. The results of stream travel time prediction indicates that, the second approach based on relationship between the bus and other vehicles section travel times
performs better when compared to the rst approach which is based on the ratio of the section travel times of public transit to other vehicles. Also, 95% of the times
the deviation is within ± 4 minutes; 90% of the times, the deviation is within ± 3 minutes; 76% of the times, within ± 2 minutes and 42% of the times the deviation within ± 1 minute. This clearly shows that, the approach-2 performs better than approach-1 in estimating the other vehicles travel times. The four independent variable case for predicting
was assessed before validation. The validation involves
the persona vehice C.I shows comparativey better
the data spitting approach of randomy seecting 75%
R-square values when compared to three variables case. The basic difference between the two cases is that, in the former one, the dwell time at bus stops with associated acceleration and deceleration times is treated as an additional independent variable. It is interesting to see that, two-wheeler exhibits a low R-square value when compared to auto and car, and auto exhibits a low R-square value when compared to car. The two wheeler being the smallest mode in the stream with maximum different characteristics from bus, it shows a relatively less R-square value when compared to auto
of the samples for model development and using the remaining 25% of samples for validation by comparing the observed congestion index with the predicted congestion index of personal vehicles. Si-Fidigs d Ccusis The travel time and density estimates based on the exponential speed-density relation are better to that of the linear speed-density relation. The developed model requires only the limited location based data to provide a complete set of spatial parameters such as density
and car. lane width exhibits a negative coefcient in a the cases considered. It is logical that, when lane width
GENERAl REPORT ON
162
reduces, the capacity gets reduced and may result in an increased travel time and congestion. Intersection
presence/absence (a binary variabe which takes the vaue of 1 or 0) exhibits a positive regression coefcient in a the 7 cases considered. It is reasonabe that, when there is a signaized intersection (the vaue is 1) in a 500m section, the chances of congestion is high due
to signa deays. Based on the scatter pots between section-wise bus C.I and other vehices C.I during off-peak, morning peak and evening peak period, it is found that, during congestion in peak hours, vehicles of different categories exhibit different movement types when compared to bus, for example, two-wheelers and auto’s can traverse in the available space as the vehicle size permits them but it is not so with the passenger cars. The validation involves the data splitting approach
of randomy seecting 75% of the sampes for mode
•
To analyse the effect of vulnerable road users in
base case and horizon year trafc performance. •
To nd out the major probems associated with the section and search for the alternatives.
Proposed Methodology (Type of study,Laboratory/ Field)
Mutirun simuation is carried out with different composition and voume of the trafc, which provides the base year and horizon year trafc performance considering the mean speed and delay of the study
area. Utimatey, it serves for panning and monitoring of transportation system. Si-Fidigs d ccusis
development and using the remaining 25% of samples for validation by comparing the observed congestion index with the predicted congestion index of personal vehicles. The process of random selection was made three different times with different proportions of samples for model development and validation and the developed models were assessed for its accuracy. The results are encouraging and the proposed approach of
The following conclusions were made from the study:
predicting other vehices C.I using ony bus C.I aong
•
with the other roadway information such as lane width and intersection presence/absence could be considered for real-time display of congestion levels for Advanced
Traveer Information System (AITS) appications. Further information/Copy of the report can be bid fm
S. Vasantha Kumar, Ph.D Research Schoar, Transportation Engineering division, Dept. of Civi Engineering, IIT Madras, Chennai – 36., Mbi: +9194440 50435 ph: 0416 - 224 0435 e-mi ID:
[email protected]; vasanth.
phd@gmai.com 42.
Microsimulation Study of the Effect of Vulnerable Road Users on Trafc Flow Characteristics. D f s d dui 15th JUlY 2011, 1 year. Date of completion 30th MAY 2012
•
Increase and decrease in MTWs ony have ess effect in overall stream speed compare with all the categories of vehicles due to their accelerating/ decelerating characteristics even in the minimum lateral clearances and possibility of over taking on the same day.
The average deay per vehice (with arger dimension) increases rapidy with the increase of all categories of vehicles compared with increase of
MTWs ony. The reason behind this is, vehice with larger dimensions are having less speed, occupies the more area on road, and less accelerating/ decelerating rate. Further information/copy of the report can be bid fm
Prabesh, M.Tech Transportation engineering and management, Department of civil engineering, NIT Trichy, Trichy 15 43. RoadSafetywithEmphasisonNon-Motorized Trafc D f s d dui 15th JUlY 2011, 1 year. Date of completion 30th MAY 2012 National Institute Of Technology, Tiruchirappalli Scope and Objectives
National Institute of Technology, Tiruchirappally Scope and Objectives
Non-motorized transport has been identied as a priority area at Nationa, Provincia and loca Government
By keeping in mind the probem in the city, the objectives
levels and has the potential to become a feasible and sustainable transport mode. Non-motorized transport
are as listed below: •
To develop a simulation model for an urban road section.
aong with pubic transport has a signicant roe to pay in providing a sustainable alternative to the private motor vehicle, in reducing overall carbon emissions,
ROAD RESEARCH IN INDIA 2011-12 improving air quality and reducing congestion. A design guide is hence essential to make the non-motorized travel safe and convenient and also to encourage the use of non-motorized transport.
approximation to the distribution of accepted and rejected gaps by bicyclists. The crossing speed values are found to be less and critical gap values are high in rural highways than in sub-urban highways. This may be due to the high speed of vehicles along the rural highways.
The objectives of this project are as follows: •
To review the iterature on NMT and the guideines and specications for their safe movement on
•
The yielding percentage varies from 2 to 5% in rural highways and 12% in sub-urban highways. Hence in rural highways yielding signs must be made a must.
•
Based on inter-discipinary approach, it has been
highways. •
To suggest measures for the safe movement of
NMT ike trafc caming, street-scape improvement,
suggested to provide a 3 m wide pathway for bicyclists. Helical type over bridge crossings is also suggested.
vehicle restrictions and road space reallocation. •
•
To suggest measures to reduce the number of fatalities of vulnerable non-motorized road users along high speed corridors.
To anayse the various behaviour of NMT and suggest measures for the safe crossing of NMT at intersections along highways.
•
To suggest guideines and specications.
Proposed Methodology (Type of study, Laboratory/ Field)
Further information/copy of the report can be bid fm
Anusree S, M.Tech, Transportation engineering and management, Department of civil engineering, NIT Trichy. Trichy 15 e-mi ID: anusree4188@gmai.com 44.
An extensive review of the bicycle safety literature associated with bicycle hazards, counter measures, evaluation criteria and prioritization methods was conducted. In addition to studies conducted by various
Si-Fidigs d ccusis •
•
•
In Indian Highways the facilities provided for non-motorized transport is negligible. New and innovative measures have to be taken for the safety of non-motorized road users. The provision of dedicated cycle lanes encourages cycling and improves road safety even in cities that did not have high cycling mode shares. Where separation of different road users is not possible, ensuring safe conditions for the integrated use of the shared road space is necessary to
Analysis of Road Accidents Based on Accident Severity Index (ASI) Method and GIS: A Case Study of Trivandrum City D f S: August 2010. Date of Completion: August 2011. College of Engineering, Trivandrum (R)
state departments of transportation, FHWA, universities and research institutes, international efforts in bicycle and pedestrian safety were reviewed. At the end of the review, general design parameters for separate cycle lanes and methods for reducing speed of motorized vehicles were formulated. The gap acceptance and yielding behaviour of motorists were also studied at three different locations along a rural National Highway.
163
Scope and Objectives
Accident anaysis studies aim at the identication of high rate accident ocations and safety decient areas. Usuay, the cause of an accident may not be a singe factor. The combination of a set of factors may lead to an accident. The major contributors to the accident are population, vehicle ownership, physical features of
the road, speed of vehice, trafc voume of the road etc. The Accident Severity Index (ASI) method is used to identify the most severe road stretches by giving weightage points to accidents. The Geographical
Information System (GIS) can be used to edit, anayze, and display geographical information stored in a spatial data base. Hazardous locations on highway can easily
be identied by using GIS. In this study, an effort has been taken to identify the accident prone zones
within Trivandrum City, Keraa using GIS and Accident Severity Index (ASI) method. The present study was undertaken with the following objectives:
reduce potentia conict. •
By anaysing the crossing speed of the bicycists at three different intersections, the speed distribution corresponds to normal distribution. The natural log normal distribution was found to provide a close
•
To prioritize the road stretches using Accident
Severity Index (ASI) method •
To locate the accident spots and hot spots using
Geographica Information System (GIS)
GENERAl REPORT ON
164 Mhdgy i.
Selection of study area
ii.
Coection of data.
iii.
Preiminary anaysis of the data
iv.
Prioritizing road stretches according to severity weightage
v.
locating the accident spots and hot spots using Geographica Information System (GIS
Indian Institute of Technology Madras, Chennai 600 036 Scope and Objectives The objective of the present study is to develop a methodology for safety evaluation of Indian highways.
The specic tasks identied to achieve this objective are:
1.
characteristics data, which could be used to
deveop APMs for two-ane undivided rura
Fidigs/Ccusis •
•
highways in India.
Percentage of grievous injury occurrence is higher in Trivandrum city (56%) as we as in the accident prone stretch, Kiipaam – Pappanamcode (63%).
2.
The proportion of state highway in Trivandrum city is only 3 %. The large area of Trivandrum city is
3.
accidents on Indian highways.
accident occurrence is aso ower (1%). In NH the accident rate is 23%. •
Accident distribution based on vehicle type shows that the accident due to heavy vehicle, light commercial vehicle, 3- wheeler, 4-wheeler, and 2-wheeler is 12%, 4%, 18%, 51% respectively in Trivandrum city. The accidents due to two wheelers
are higher in the Kiipaam- Pappanamcod road stretch (41%). The pedestrian accidents were aso higher in that area (21%).
To deveop APMs for Indian highways, through statistical modelling with the data collected in the study.
the accidents are occurring in other roads, and it highway in Trivandrum city, the percentage of
To identify the various explanatory variables,
which signicanty inuence the occurrence of
connected with the other roads (80%). So most of is 76%. Because of the ower proportion of state
To coect road accident, trafc and road
4.
To develop a methodology for the safety evaluation
of Indian highways, by reducing the APMs to simpler forms of base models and multiplication factors, which can be easily employed by road safety engineers. The scope of the present study is limited to Indian rural highways, which have undivided two-lane carriageway. The study considers only those highways, which run through plain to rolling terrain. Proposed Methodology
•
Accident caused due to males and females is 81% and 19% in the Trivandrum city.
Data collection
•
More than 70% of the accidents occurred during
The study stretches for data collection were selected in such a way that maximum possible variations in the study variables were captured. Over 200 kilometres of two-lane undivided rural highways in the state of Tamil Nadu were selected based on this criterion. Road accident data for three years period were compiled
day time. •
Most of the accidents caused due to the faut of driver (75%).
pubicis
Majeesha J. and Prof. R. Satheesh Chandran (2011), “Anaysis of Road Accidents Based on Accident Severity Index (ASI) Method and GIS: A Case Study of Trivandrum City”, ‘Nationa Conference on Technoogica Trends (NCTT-2011)’, August19-20, 2011, Coege of Engineering, Trivandrum, Keraa. Further Information/Copy of the report can be bid fm
Prof. R. Satheesh Chandran, Dept. of Civi Engineering, Coege of Engineering Trivandrum. 45.
Studies on Safety Performance of Two-Lane RuralHighwaysUnderMixedTrafc D f Completion: June 2012
from poice records. Trafc, road geometric and road environment data were coected through ed surveys. The data, which were recorded for 200 m sub-sections of the highway stretches, were compiled to form the base data, giving the number of accidents and corresponding explanatory variables in each 200 m sub-section, for three years. Highway geometry, which was recorded
using vehice-mounted GPS, was processed in CAD and spines were tted on to the raw data to cacuate radius of curvature of horizontal alignment and gradient of vertical alignment. Modeling Approach
The number of road accidents in a given period (or the frequency of road accidents) can be expected to foow a discrete probabiity distribution, such as Poisson distribution. To seect the best mode specication for
ROAD RESEARCH IN INDIA 2011-12 deveopment of APMs, modes were deveoped for tota accidents in one year and the performance of the ve specications were compared. Poisson, NB and Poisson og-norma modes are xed coefcient modes, which assume that the effect of variables remain the same across all observations. These models were estimated
length of highway with road markings were found
to be the statisticay signicant expanatory variabes in these APMs. 5.
avaiabiity of data. Accident modication factors (AMF), which are mutipicative factors, were
the error term to vary across corridors and the random
developed to improve the base model prediction for the effect of variation in the explanatory variables. 95% prediction intervals were
coefcients Poisson mode assumes that the effect of variables vary across observations. The random
effects and the random coefcients modes account for
deveoped for the AMFs, which coud be used
heterogeneity in data across sites/observations. The
to assess the possible variation in the effect of these explanatory variables on road accidents.
random coefcient modes resut in a ikeihood function 6.
maximum ikeihood estimation (Sll).
Accident
prediction
modes
(APM)
into “no injury”, “minor injury”, “grievous injury” and “fatal” severity. the percentage of motorised two-wheelers, the percentage of heavy goods vehicles, the percentage of non-motorised
were
developed in the present study for two lane undivided rural highways in India, which operate
trafc, distance to off-shouder hazards, number
under mixed trafc conditions. Road accident, trafc, road geometric and road environment
of driveways per km, number of accesses per km, width of paved shoulder, width of unpaved shoulder, number of horizontal curves, gradient and the percentage length of road with markings
data were collected for a representative sample
of two-ane undivided rura highways and APMs were developed based on this data, through count data regression modelling.
2.
3.
Poisson, Poisson-gamma (negative binomia), Poisson og-norma, Poisson mode with random effects and Poisson mode with random coefcients were considered to deveop the APMs. A comparison of the mode performance was carried out and Poisson mode with random coefcients was seected as the best mode specication to deveop APMs.
were found to be the signicant expanatory variables in predicting accident severity.
7.
accidents vary across observations/sites. Based on the parameter estimates for the distribution
of these random coefcients, 95% prediction intervals were developed, which could be used to assess the possible variation in the effect of these explanatory variables on road accidents.
APMs were deveoped for predicting singe-vehice
The APMs deveoped in the present study, together with the AMFs and accident severity prediction model, provides a methodology for the safety evaluation of two-lane undivided highway in India. The models can be used to predict the expected number of road accidents on two-lane undivided highway, by collision type and severity.
The ndings from the present study wi aso hep in arriving at engineering measures to improve road safety on these highways.
Many of the expanatory variabes were found to have random coefcients in the APMs, suggesting that the effect of these variables on
4.
Accident severity prediction model was developed for the total predicted accidents. The model gives
the threshods for cassication of road accidents
Si-Fidigs d Ccusis
1.
The APMs deveoped in the study were reduced to simpler base models with minimal data requirement, for practical application under limited
by maximising the og-ikeihood functions (MlE technique). The random effects Poisson mode aows
which does not have a closed form solution. These models were estimated through simulation assisted
165
Further information/Copy of the report can be bid fm Mbi: 09945875065 e-mi ID: rrdinu@gmai.com 46.
Prediction of Concentration
Roadside
Pollutant
and multi-vehicle accidents on two-lane undivided
D f S: Juy 2010.
rura highways in India. length of highway segment, average daiy trafc, the percentage
Date of Completion: Juy 2011.
of motorised two-wheelers, the percentage of heavy goods vehicles, distance to off-shoulder hazards, number of driveways per km, width of carriageway, number of horizontal curves per km, horizontal curvature, number of vertical curves per km, gradient, number of curves per km with
College of Engineering, Trivandrum (R)
sight distance deciency, the percentage ength of highway with trafc signs and the percentage
Scope and Objectives Vehicles are now becoming the main source of air pollution in urban India. Vehicle emission has become a focus for environmental studies worldwide. The
trafc environmenta impact has then become a major
GENERAl REPORT ON
166
concern of policy makers in both developed and
•
deveoping countries. To contro and aeviate the trafc environmental impact, policies related to transportation demand control and environmental protection have been implemented in various countries. The pollutant concentration levels are an important indicator of the effects of these policies. The estimates of the pollutant concentration near road intersections are the focus of air pollution regulations. A properly validated line source model plays an important role in providing information
for better and more efcient air quaity management planning through simulation of the dispersion of vehicular pollutants near roads. Transportation systems
contribute signicanty to carbon monoxide (CO), nitrogen oxides (NOx), particuate matter (PM), and hydrocarbon (HC) emissions in urban areas. Nitrogen oxides collectively known as NO x and include nitrogen
by comparing with observed data and using statistical performance measures. Fidigs/ Ccusis •
•
Respirable suspended particulate matter and Sulphur dioxide concentration near an intersection
•
•
and
SO2
were
•
In CBD area, two wheeers contributed 31%, three wheeers 27%, four wheeers 25% and bus 17 % of CO.
•
In rural area two wheelers contributed 41%, 3W
23%, 4W 23%, and truck 14 % of CO.
•
Regression mode performed better than CAlINE4
To nd the possibe reationship between poutant concentration, trafc and meteoroogica
•
in case of all pollutants.
•
Prediction accuracy of CAlINE4 was found to be 64%, 44%, 46%, & 44.3% for CO, NO2, SO2, & RSPM respectivey.
•
Overa prediction accuracy of CAlINE4 and
To evauate the prediction accuracy of CAlINE4
To predict CO concentration with HYROAD and to compare with CAlINE4, regression mode and with To
evauate
CAlINE4,
HYROAD
and
the
Regression model for all pollutants was found to be 49.6% & 83.6% respectively. •
CAlINE 4 (Caifornia line Source) was chosen to predict roadside Carbon monoxide, Nitrogen dioxide, Respirable suspended particulate matter and Sulphur dioxide concentration near an
intersection at singe inks in Eastfort and Vithura. •
The observed ambient pollutant concentration was compared with limit prescribed by National Ambient Air Quality Standards.
•
Regression model was formed for the pollutants, with observed pollutant concentration as dependent
variabe and observed trafc voume, wind speed, wind direction and temperature as independent
variabes using SPSS.
For CO prediction, HYROAD showed 80.8% of accuracy, Regression mode, 79.6% and CAlINE4, 64%.
•
Mhdgy
HYROAD gave sight over prediction of CO by 4.5%.
Regression model based on statistical performance measures.
•
RSPM
underpredicted.
observed data. •
ocations,
Ambient Air Quaity Standards proposed by Centra Poution Contro Board.
To compare the observed values with National
and the Regression model for all pollutants by comparing with observed data. •
both
Comparing observed vaues with NAAQS, ony RSPM in Eastfort (116 μ g/m3) is exceeding the limit prescribed (80 μg/m3) by 31%.
parameters by a model. •
In
•
in East Fort and in Vithura of Trivandrum district using CAlINE4. •
In Vithura CO was underpredicted by 40% and NO2 was overpredicted by 81%.
is focussing on the following objectives.
To predict Carbon monoxide, Nitrogen dioxide,
CAlINE 4 predictions showed that in Eastfort CO was overpredicted by 11% and NO2 was overpredicted by 90%.
monoxide (NO) and nitrogen dioxide (NO2). The study •
Finay, the prediction accuracy of CAlINE4, HYROAD and the regression mode was evauated
HYROAD and Regression mode was found to be more preferred modes for CO prediction than CAlINE4.
pubicis
Radhika K., & Saini S.(2010), “Prediction of Roadside Poutant Concentration”. ‘Nationa Conference on Technoogica Trends (NCTT-2011)’, August 19- 20, 2011, Coege of Engineering, Trivandrum, Keraa. Further Information/Copy of the report can be ob id fm
Mrs. Saini S., Dept. of Civi Engineering, Coege of Engineering Trivandrum.
ROAD RESEARCH IN INDIA 2011-12
167
ACKNOWLEDGEMENTS The Highway Research Board (HRB) of the Indian Roads Congress (IRC) expresses thanks to Dr. S. Gangopadhyay, Director, Centra Road Research Institute (CRRI), New Dehi for the preparation of the Genera Report on Road Research Work Done in India during 2011-2012. The report was prepared, compied and edited by Shri T.K. Ama (Head, Information, liaison & Training) and Shri R.C. Agarwa [Sr.Technica Ofcer (3), Information, liaison & Training Division], CRRI with inputs from the scientists of the various R&D Divisions of CRRI. The useful suggestions received from the Sr. Scientists of R&D Divisions in compilation and editing of the report are
gratefuy acknowedged. The Board aso expresses its gratitude to the various research organizations and Institutes for providing research progress reports.
GENERAl REPORT ON
168
LISTOFORGANISATIONS 1.
CSIR- Centra Road Research Institute (CRRI), New Dehi
2.
Coege of Engineering, Trivandrum
3.
Cosmos Fibre Gass ltd., Faridabad
4.
Gujarat Engineering Research Institute, Vadodara
5.
Indian Institute of Science, Bangaore
6.
Indian Institute of Technoogy Madras, Chennai
7. India Poyroads Pvt. ltd. (IPPl), Gurgaon, Haryana 8.
Maharashtra Engineering Research Institute (M.E.R.I), Nashik
9.
Nationa Transportation Panning and Research Centre (NATPAC), Thiruvananthapuram
10. Nationa Institute of Technoogy, Caicut 11. National Institute of Technology, Tiruchirappalli 12. National Institute of Technology, Silchar 13. Nationa Institute of Technoogy Karnataka, Surathka 14. National Institute of Technology, Warangal 15. Structura Engineering Research Centre, Chennai 16. Syos Engineering Pvt. ltd., Dehi
17. Tiki Tar Industries (Baroda) limited, Vadodara 18. Zydex Industries, Vadodara, Gujarat
ROAD RESEARCH IN INDIA 2011-12
169
Appendix IrC HIGHWaY reSearCH BoarD General report on roaD reSearCH In InDIa PROFORMA SHEET FOR REPORTING R&D WORK FOR THE GENERAL REPORT 1. Pease furnish the report in the specied proformae (specimen copies encosed), using separate proforma for
each Project, appropriate to the Project Status, viz.: Proforma A: Projects Reported for the First Time
Annexure 1
Proforma B:
On-going/Competed Projects
Annexure 2
Proforma C:
Research Projects Reated to Thesis for Graduation/Ph.D.
Annexure 3
Proforma D:
R&D Activity Report by Consutancy Firms/Contractors/ Concessionaires
Annexure 4
2. Pease furnish report, in Proforma A or B, ony on those projects which have ed to some signicant concusions, or are expected to make R&D contribution of overall general interest. 3. Precise and concise information may be provided for EACH ITEM of the Proformae, in NOT MORE THAN 100 WORDS. Additional important information, if any, may be appended separately. 4. The foowing codes may be used for indicating the Section and Sub-Section Codes on Each Project Proforma: Sci
Sci Cd
Sub-Sci
Sub-Sci Cd
1100
Design Road Transportation Management Road Pavement Management Maintenance Management Construction Management
10 20 30 31 32
Test Track Research Software Development
40 50
Highwy pig, Dsig, Mgm, pfmc evui d Isumi
Highway Panning, Design and Management
Pavement Evauation
1200
Surface Characteristics Riding Quality Skid Resistance
10 20
Structura Evauation
30
Paveme.nt Performance
1300
Pavement Performance Trafc Characteristics & Effects Materia Characteristics
10 20 30
Instrumentation and Micro-Processor Appications
1400
Instrumentation Deveopment Micro-Processor/Appications
10 20
GENERAl REPORT ON
170 Sci
Sci Cd
Sub-Sci
Sub-Sci Cd
Soi Stabiisation, low Grade Materias and low Voume Roads
2100
Soi Stabiisation low Grade Materias low Voume Roads
10 20 30
Fexibe Pavements
2200
Binders and Binder Improvement Materias and Mixes Pavement Design Construction Techniques Maintenance Aspects
10 20 30 40 50
Rigid Pavement
2300
As in case of Fexibe Pavements Division
Gchic egiig
3000
landsides
10
Ground Improvement Techniques
20
pvm egg. d pvig Mis
Embankments and Sope Stabiity 30 Roads and Embankments in Cay Areas 40 Bidg egiig
4000
Structura Fied Investigations laboratory Investigations Foundation Investigations
10 20 30
Structural Design
40
Trafc Management Studies Trave Demand Forecasting Transportation Panning Transportation Economics Pubic Transport Panning
10 20 30 40 50
Intelligent Transport System
60
Trafc Engineering Studies
70
Accidents and Safety Trafc Environment
10 20
Trafc & Transportation
Panning & Management
Safety & Environment
5.
5100
5200
proJeCt tItle
(1) In case of Proformae A and B, pease indicate the same tite as reported earier. (2) In case of sponsored projects, please indicate the name of the sponsoring organisation and Research Scheme number (e.g., MORT&H Research Scheme R-19), immediatey after the project tite. 6.
Date oF Start/Date oF CoMpletIon: Pease indicate month and year, e.g., May, 1988. In case of sponsored Research Scheme, only the Sponsoring Organisation should report completion of the project, and not the
impementing Organisation(s). 7.
laSt report : Indicate the year of the ast Genera Report on Road Research in India (GRRRI) in which the project was reported, e.g., for GRRRI 1988-89, indicate 1988-89.
8.
ORGANISATION (S) : Pease indicate the name of a invoved organizations, in the case of muti-organisation project, using the following code to indicate the status of the organization with regard to the project:
ROAD RESEARCH IN INDIA 2011-12
171
Reporting Organisation (R) Sponsoring Organisation (S) Coordinating Organisation (C) Impementing Organisation (I) If an organization has mutipe status, the appropriate codes may be used together, e.g., (R,C), (R,S). 9. SCope anD oBJeCtIVe: Pease give a concise statement. In case of mutipe objective projects, indicate each objective separately. 10. preSent StatUS anD proGreSS: For Proforma B, if the project is on-going, pease incude a brief report on progress since the last report, and if the project is complete, please provide brief progress report for the project as a whole. 11. SUpportInG Data: Pease indicate seected important supporting data or iustrations of specia interest. Any
correations or charts deveoped may specicay be incuded. Pease ist the items encosed. 12. ConClUSIonS : Pease indicate signicant concusions/interim concusion. 13. SIGnIFICanCe / UtIlISatIon potentIal : Pease highight ony specia aspects. Under “Utiisation Poten tia”, aso specicay indicate whenever the deveopment(s) / concusion(s) are regarded appropriate for consid-
eration by the IRC.
14. lIMItatIonS oF ConClUSIonS / reCoMMenDatIonS For FUrtHer WorK / FUrtHer propoSeD WorK: The imitations, if any, may be specicay indicated. Other aspects may be indicated wherever appi cable. 15. reportS / pUBlICatIonS : Only reports/publications since last reporting may be included, alongwith bibliographical details, in the following order:
Author(s) (Surname, foowed by initia, in a capitas). Tite of Paper/Artice/Report/Book, Nature of Report (e.g., M.E./Ph.D. Dissertation, Interim/Fina Report), Journa or Periodica (aongwith Vo. and No.) / Conference or Seminar Proceedings (aongwith the pace where hed) / Pubishing Organisation, Month and Year of Pubication. The report may be provided in not more than 500-600 WORDS. 16. Copies of pubications, if pubished through a source other than IRC, may pease be encosed.
17. Wherever more than one sub-items are to be reported (e.g., in case of items No. 8, 9, 13, 15, etc. above, pease number the sub-items 1, 2, 3, …… and list them one below the other. 18. In addition to 3 typed/computer print out copies, the report may aso be suppied on oppy/CD to enabe expe-
ditious editing and compiing. Cooperation in this regard wi be speciay appreciated. The Window MS Word Software may please be used for the purpose.
GENERAl REPORT ON
172
Annexure 1
IrC
HIGHWaY
reSearCH
BoarD
proForMa - a proJeCtS reporteD For tHe FIrSt tIMe Sci Cd
reportInG orGanISatIon : Sub-Sci Cd
1
Project Title 1.1 1.2
D f S Date of Completion (Targeted/Actual)
2
Organisation(s)*
3
Scope and Objectives
4
Mhdgy
5
Interim Conclusions/Conclusions/Supporting Data 5.1 5.2
Signicance/Utilisation Potential limiis f Ccusis/rcmmdis f further work/further proposed work
6
Reports/Publications
7
Further information/Copy of report c b bid fm:
7.1 7.2 7.3
addss Mbi _______________ ph ____________ Fx _________ -mi ID:
* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.
ROAD RESEARCH IN INDIA 2011-12
173
Annexure 2
IrC HIGHWaY reSearCH BoarD proForMa - B on–GoInG / CoMpleteD proJeCtS Sci Cd
reportInG orGanISatIon : Sub-Sci Cd
1
Project Title
1.1 1.2 2
D f S Date of Completion (Targeted/Actual)
ps Sus d pgss
2.1 2.2 2.3
Status: Ongoing/Completed Year of Last Report pgss
3
Further Findings/Conclusions/Supporting Data
4
limiis f Ccusis Iim Ccusis
5
Recommendations for further Work (if completed)
6
Reports / Publications
7
rcmmdis f Dissmii/ Revision of Codes/Specications (if completed)
8
Further information/Copy of report c b bid fm:
8.1 8.2 8.3
addss Mbi _______________ ph ____________ Fx _________ e-mi ID
(Presentation Materia may be e-maied to
[email protected] /
[email protected] )
GENERAl REPORT ON
174
Annexure 3
IrC HIGHWaY reSearCH BoarD proForMa - C reSearCH proJeCtS relateD to tHeSIS For poSt - GraDUatIon / ph. D. Sci Cd
reportInG orGanISatIon: Sub-Sci Cd
1
Project Title 1.1 1.2
D f S d Dui Date of Completion
2
Institution*
3
Scope and Objectives
4
Proposed Methodology (Type of Study, Laboratory/Field)
5
Salient-Findings and Conclusion(s)
6
rcmmdis f Dissmii/ Revision of Codes/Specications (if completed)
1
Further information/Copy of the report c b bid fm:
8.1 8.2 8.3
addss Mbi _______________ ph ____________ Fx _________ e-mi ID
(Presentation Material may be e-mailed to
[email protected] /
[email protected] ) * Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.
