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H I G H WAY

RESEARCH RECORD

NUMBER 36
General Report on
Road Research Work Done
In India during 2008-09

IRC HIGHWAY RESEARCH BOARD


Price Rs 80.00
(Packing &
Postage Extra)
WRITTEN COMMENTS ON THIS HIGHWAY RESEARCH RECORD
ARE INVITED

Edited and Published by the Secretary,


IRC Highway Research Board, New Delhi - 110 011
Printed at : India Offset Press, A-1, Mayapuri Industrial Area, New Delhi-110 064

(ii)
ISSN 0970-2598

CONTENTS

Page No.
INTRODUCTION 1
EXECUTIVE SUMMAERY 2
I. HIGHWAY PLANNING, DESIGN, MANAGEMENT, PERFORMANCE 10
EVALUATION AND INSTRUMENTATION
1. HIGHWAY PLANNING, DESIGN AND MANAGEMENT 10
SUMMARY 10
A. NEW PROJECTS 11
1. Development of Fiber Reinforced Plastic (FRP) Road Side Barriers 11
2. Preparation of Computerized Inventory of Roads for 12
Mulanthuruthy and Pampakuda Block Panchayaths in
Ernakulam District
3. Integrated Development of Rural Roads in Idukki District 13
(Under Swaminathan Package)
4. Evaluation of Operational Efficiency of Highway Network Using 14
Travel Time Reliability Measures
5. Application of Geographical Information System (GIS) in Traffic 15
Congestion Management
B. COMPLETED PROJECTS/ONGOING PROJECTS 16
1. Development of Management System for Maintenance Planning 16
and Budgeting of High Speed Corridors
2. Development of Road User Cost Models for High Speed Corridors 17
3. Development of GIS Based National Highway Information System 18
4. Development of Pavement Maintenance Management System 19
for Selected Roads in Kerala
2. PAVEMENT EVALUATION 20
SUMMARY 20
A. NEW PROJECTS 21
1. Evaluation of Serviceability of Pavement Surface of Eastern 21
and Western Express Highways in Mumbai Region

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2. Determination of Pavement Classification Number of the 21
Runway at Surat Airport and its Suitability for Use
3. Evaluation of Selected Roads of NDMC (Phase-II) for 22
Improvement Measures
B. COMPLETED PROJECTS/ONGOING PROJECTS 23
1. Evaluation of Selected MCD Roads in Division-V Area and 23
Needed Maintenance and Rehabilitation Measures
2. Investigation to Determine the Causes of Distress on 24
Mohammadpur-Dohrighat, Mohammadpur-Varanasi and
Azamgarh-Ghazipur Roads in the State of Uttar Pradesh and
Needed Remedial Measures
3. Investigation to Determine the Causes of Distress between 25
km 23.800 to km 35.000 on NH-91 and Needed Remedial Measures
4. Investigations for Review of Design of Pavement for Plant Roads 28
at DCRTPP, Yamunanagar
3. PAVEMENT PERFORMANCE 29
SUMMARY 29
A. NEW PROJECTS 30
1. Study on Rut Behaviour of Pavements and its Significance in 30
Design Methodology
B. COMPLETED PROJECTS/ONGOING PROJECTS 31
1. Pilot Study on Effect of Overloading on Road Infrastructure 31
2. Rural Roads Pavement Performance Study 32
II. PAVEMENT ENGINEERING AND PAVING MATERIALS 35
1. SOIL STABILIZATION, LOW GRADE MATERIALS AND LOW VOLUME ROADS 35
SUMMARY 35
A. COMPLETED PROJECTS/ONGOING PROJECTS 36
1. Subgrade Soil Stabilisation by Sand-Lime Pile 36
2. Study on the Effect of Commercially Available Soil Stabiliser on 36
Clay Subgrade Soil
3. Utilization of Marginal Materials for Subgrade Stabilization 37
2. FLEXIBLE PAVEMENTS 38
SUMMARY 38
A. NEW PROJECTS 39
1. Laboratory Evaluation and Field Performance of a Ready Made 39
Slurry Mix
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2. Use of Commercially Available Known Additive for Bituminous Road 39

Works
3. Utilization of Marginal Materials as an Ingredient in Bituminous Mixes 41
4. Influence of addition of Commercially Available Additive and 42
Flyash in Bitumen and Bitumen Mix Design
5. Design of flexible pavement for M.P. Road between Sector 31-32 43
and sector 36-37 (proposed Heliport) at Rohini, New Delhi
B. COMPLETED PROJECTS/ONGOING PROJECTS 44
1. Resource Mapping of Road Construction Materials in Kerala-A 44
Case Study of Pathanamthitta District
2. Study on the Use of Waste Plastics for Road Construction-An 45
Evaluation of the Roads Laid with Plastic Wastes in Kerala
3. Study on the Characterization and Utilization of Waste Plastics- 45
Green Technology
4. Advisory Inputs for the Needed Remedial Measures for 49
Rectification of Distress (Settlement) in Flexible Pavement on the
Approach Embankment of Railway Over Bridge at SAIL Township,
Rourkela
5. Study on the Effect of Using Quarry Dust and Copper Slag in 50
Sub Base
6. Development of Cold Mix Technology for Structural Layers of 50
Flexible Pavement in Different Climates
7. Demonstration of CRRI Technology through Trial Stretch by 51
Using Marble Slurry Dust in Rajsamand District
8. Development of Cold Mix Design Procedure for Dense Graded 52
Bituminous Mix (BC-II)
9. Development of Fuel Resistant Bitumen 53
3. RIGID PAVEMENTS 54
SUMMARY 54
A. COMPLETED PROJECTS/ONGOING PROJECTS 55
1. A Study on Dry Lean Concrete with Portland Pozzolana Cement 55
2. R&D Studies on Performance Evaluation of Rigid Pavements on 55
High Density Traffic Corridors Using Instrumentation Supported
by Laboratory Tests

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III. GEOTECHNICAL ENGINEERING 56
SUMMARY 56
A. NEW PROJECTS 57
1. Case Study of Ground Improvement for the Yamuna Expressway 57
Road Project
2. Construction of Unpaved Rural Road Using Jute-Synthetic Blended 59
Woven Geotextiles
3. Assessing Causes of Cracking of a Newly Built Road 61
4. Advise on Restoration of East - West Express Highway 63
Damaged by Kosi River, Nepal
5. Investigation and Remedial Measures for Landslides on Dimapur- 64
Kohima-Mao-Maram Road (NH-39) in Nagaland and Manipur States
6. Remedial Measures for Lowering Ground Water Table at Civil Airport 65
(Runway and Roads Area), Pantnagar
7. Feasibility Study on Usage of Sea Water Treated Pond Ash for 66
Road Construction
8. Design and Construction of Road Embankment and Pavement Layers 67
Using Copper Slag
B. COMPLETED PROJECTS/ONGOING PROJECTS 67
1. Study on the changes in Characteristics of Coarse/Fine Grained Soil by 67
Adding Stone Powder (Quarry Dust) and changes in CBR Values at
different Soaking Conditions of the Specimen
2. Investigation, Instrumentation and Monitoring of Kaliasaur Landslide 69
on National Highway - 58 (Uttarakhand) and Design of Remedial
Measures for its Long-Term Stability
3. Detailed Geological, Geotechnical Investigation, Instrumentation and 70
Monitoring of Amparav Landslide (Uttarakhand)
4. Engineering of Structures Against Natural and Other Disasters 71
5. Pilot Project for Construction of PMGSY Roads Using Jute Geotextiles 71
6. Design of Railway Embankment Using Coal Ash 72
IV. BRIDGE ENGINEERING 73
SUMMARY 73
A. NEW PROJECTS 74
1. Evaluation of Corrosion of Steel through Galvapulse and Gravimetric 74
Method
2. Detailed Analysis of Slopes through Finite Element Method 74

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B. COMPLETED PROJECTS/ONGOING PROJECTS 75

1. Performance Evaluation of the Four Spans of a Grade Separator and 75


Two Spans of a ROB through Load Testing Connecting National
Highways at Lucknow

2. Study on Excessive Vibration in Mahatma Gandhi Setu Bridge 77

3. Vibration Studies in the Road-Way Portion of Rajahmundry Road-cum- 78


Rail Bridge

4. Evaluation of Residual Prestress in the Mahatma Gandhi Bridge at Patna 78

5. Development of a Critical Infrastructure Information System in GIS 79


Environment for Maintenance of Bridges on National and State Highways

6. To Review the Maximum Thickness of Individual Laminate in 81


Elastomeric Bearing and Conditions of Properties and Tolerances

V. TRAFFIC & TRANSPORTATION 83

1. PLANNING AND MANAGEMENT 83

SUMMARY 83

2. SAFETY AND ENVIRONMENT 83

SUMMARY 83

A. NEW PROJECTS 84

1. Traffic Forecast and Toll Revenue Estimation for Ganga Expressway 84

2. Economic Impact of Public Transportation Development - Case Study 85


of Proposed Metro Rail in Cochin

3. Comparative Study of National Expressway -1 with NH-8 for Accident 86


Analysis from Amdavad to Vadodara

4. Road Safety Public Education for Delhi-Mumbai and Mumbai-Chennai 87


GQ Corridors

B. COMPLETED PROJECTS/ONGOING PROJECTS 88

1. Transport Plan for Commonwealth Games 2010 88

2. Integrated Transportation Plan for National Capital Region 88

3. Computation of Price Index for Stage Carriage Operations (PISCO) 90

4. Computation of Price Index for Auto and Taxi Operations (PIATO) 91

5. Road Safety Aspects for Vulnerable Group (Children) including CwD 92


(Children with Disabilities)

6. Mobile Combustion: GHG Emission Inventory for Transport Sector in India 93

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VI. RESEARCH WORK DONE IN ACADEMIC INSTITUTIONS RELATED TO 95
THESIS WORK
A. HIGHWAY PLANNING, DESIGN, MANAGEMENT, PERFORMANCE 95
EVALUATION AND INSTRUMENTATION
1. Measuring Travel Time Reliability of Road Transportation System 95
2. Analysis of Road Network Characteristics and Its Influence on Route-Choice 97
Using GPS-GIS Integration
3. Determination of Optimum Timing and Maintenance Strategies for 99
Rural Roads in Kerala
B. PAVEMENT ENGINEERING AND PAVING MATERIALS 102
1. Studies on Performance of High Volume Fly Ash Concrete for Rigid 102
Pavements
C. TRAFFIC & TRANSPORTATION 103
1. Capacity of Four Lane Divided Urban Arterial Roads 103
2. Assessing Level of Service of Two Lane Highways Using User 104
Perception and Its Comparison with Field Measurements
3. Analysis of Road Network Characteristics and its Influence on 105
Route-Choice using GPS-GIS Integration
4. Short Term Traffic Volume Prediction under Heterogeneous Conditions 107
5. Carbon Rating for Indian Cities 109
6. Social Cost and Benefit Analysis for BRT: Case Study - Delhi 110

ACKNOWLEDGEMENTS 111

LIST OF ORGANISATIONS 112

APPENDIX A: Proforma Sheet for Reporting R&D Work for the General Report 113

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GENERAL REPORT ON
ROAD RESEARCH IN INDIA 2008-2009 1

INTRODUCTION

Highway Research Record No.36 describes the General Report on Road Research Work done in
India during the year 2008-2009. This document has been prepared by compiling the progress of
research work reported by 19 Research Organisations and Academic Institutions in the country. The
names of reporting organizations have been listed at the end of the report. As the General Report on
Road Research is intended to provide information on research works carried out under various
research projects, works reported on routine investigations and laboratory/field testing have been
omitted from the document.

As per the classification, the entire material has been divided into five sections, namely, Highway
Planning, Design, Management, Performance Evaluation & Instrumentation; Pavement Engineering
& Paving Materials; Geotechnical Engineering; Bridge Engineering and Traffic & Transportation
Engineering. The projects in each section are further classified in to two broad categories namely
(i) Projects Reported First Time, i.e., New Projects and (ii) Completed Projects/On Going Projects.
The research works carried out as a part of Master and Doctoral thesis in the Academic Institutions
have also been reported separately in Section VI of the report.

The research work in each section has been reported as per the standard Proforma for the
three broad categories of projects. The Proforma along with other related information are given
in Appendix A.

Each sectional report begins with a brief overview in the form of Summary followed by a few salient
points towards channelising the discussions during the presentation of the report in the IRC Annual
Session.
2 GENERAL REPORT ON

EXECUTIVE SUMMARY

In the General report on Road Research Work done in India for the year 2008-2009, published as
Highway Research Record No. 36, the research work done by 19 organisations on various aspects
has been reported. The report has been compiled by CRRI. The R&D work reported under the
following five major areas and the research work done in Academic Institutions related to the thesis
work is reported under Section VI:

1. Highway Planning, Design, Management, Performance Evaluation and Instrumentation


2. Pavement Engineering and Paving Materials
3. Geotechnical Engineering
4. Bridge Engineering
5. Traffic & Transportation Engineering

1. Highway Planning, Design, Management, (100 km/h) of National Highways. The


Performance Evaluation and interim results shows that the laminate
Instrumentation design which has been thoroughly tested
for material characterization and finally
1.1 Highway Planning, Design and adopted for fabrication of the FRP W-beam.
Management The raw materials used for production of the
In this sub-section of Highway beam and the prescribed fabrications
Planning, Design and Management, there techniques can withstand all weather
are five reported as newly taken projects. conditions encountered in the country.
The projects reported deals with fiber Computerized Inventory of rural roads for
reinforcement of plastic road side Mulanthuruthy and Pampakuda Block
barrier on high speed highways, Panchayaths in Ernakulam District is being
computerization of inventory of roads, developed to assess the settlement level
integrated development of rural roads, travel connectivity and estimation of road length
time reliability study of road network and GIS for connectivity improvements. Similarly a
applications in traffic management issues. study has been undertaken to prepare rural
Four projects are reported as ongoing and road development plan by identifying the
completed projects. They are mainly on GIS rural roads on priority basis based on
based national highways information system appropriate socio, economic and technical
development, pavement maintenance considerations and cost-benefit analysis
management system including the use cost from among the large number of roads
study on high speed corridors. recommended by the concerned Local Self
Government Institutions in Idukki District of
A study has been initiated with an
the Kerala State.
objective to develop detail design,
specification and drawing of fiber A study has been proposed to develop an
reinforcement of plastic road side efficiency of highway network using Travel
barrier to be adopted on high speed corridor time reliability measures. The study
ROAD RESEARCH IN INDIA 2008-2009 3

proposes application of stochastic causes of distress and need measures and


simulation technique and Artificial investigation for design of plant roads.
Intelligence techniques for modelling travel
A study has been undertaken to evaluate
time distribution under various uncertainty
serviceability of pavement surface of the
factors of the road transportation system.
Eastern Express and Western Express
Geographical Information System (GIS) in Highways in Mumbai Region. The main
Traffic Congestion Management has been objective of the project is to find out the
reported as newly undertaken project to present level of adequacy with regard to skid
apply GIS functionalities in traffic resistance (surface friction), riding quality
congestions in urban areas. The (roughness index) and to provide quick
development of a GIS based CMS including corrective maintenance actions to achieve
spatial design and querying of geographic better serviceability.
coverage, dynamic segmentation, network
A project has been undertaken to
conflation and overlaying capabilities.
determination of Pavement Classification
The project on Development of Number of the Runway at Surat Airport and
Management System for Maintenance its suitability for use. The broad objective of
Planning and Budgeting of High Speed the study is to determine the safe load
Road Corridors has been undertaken to carrying capacity of the existing runway in
develop a management system for roads terms of Pavement Classification Number
and bridges under the eleventh five year (PCN) value and its suitability for use by
plan. The system will provide maintenance different types of aircrafts.
strategies and fund requirements. The study
involves calibration and adopt of HDM-4 for Two projects has been reported to evaluate
road sector and development of bridge the selected urban roads for their
maintenance and management system. It improvement measures. Field investigations
also includes updation of road user cost have been carried out as per requirements
models. Similarly, development of pavement and recommendations were proposed for
maintenance management system for improvements based on the data analysis.
selected roads using natural rubber modified Similarly, investigations for review of design
bitumen in Kerala. of pavement for plant roads have been
carried out and suggestions have been
1.2 Pavement Evaluation made as per IRC guidelines.
Three newly taken up research works have 1.3 Pavement Performance
been reported under the sub-section on
Pavement Evaluation. It mainly comprises Under this sub-section on Pavement
of evaluation of serviceability of express Performance, one new project on study of
highways in Mumbai region, rut behaviour of pavements and its
determination of pavement classification significance in design methodology has
number of the existing runway and been reported as newly taken project. Under
evaluation for improvement of urban roads. completed section, one project on pilot study
Four projects have been reported under the on effect of overloading on road
category of completed/ongoing projects. infrastructure and another on rural road
They mainly deals with evaluation and need pavement performance study has been
maintenance and rehabilitation measures, reported.
4 GENERAL REPORT ON

A new project on rut behaviour of pavements do not make any hazardous effect on the
and its significance in design methodology nearby water bodies. Field oberservations are
has been initiated with an aim to arrive at a needed to be studied.
method of determining the shift factor
2.2 Flexible Pavements
required in the fatigue equation for
pavement design. The rut depth of the Research works reported in the area of
pavement layers and vertical strain are flexible pavements include five new projects
measured under different number of load that have been taken up which are
repetitions due to a loaded single wheel with (i) Laboratory evaluation and field
different contact pressures. Different types performance of ready made slurry mix, (ii)
of sub-grades are being tested with different Use of commercially available additive for
contact pressures in order to frame up the bituminous road works, (iii) Utilization of
design curves. marginal materials as an ingredient in
bituminous mixes, (iv) Influence of
2. Pavement Engineering and Paving commercially available additive and Fly ash
Materials in bitumen and bituminous mixes and
(v) Design of flexible pavement for
2.1 Soil Stabilization, Low Grade Materials
proposed heliport at Rohini. Slurry seal is
and Low Volume Roads
the most versatile and cost effective way to
There are three projects that have been preserve and protect bituminous pavement
reported as completed. The need to develop since it extends the life of existing pavement.
lime injection technique for improving An additive/modifier of bitumen, with dosage
subgrade soil stabilization on existing of 0.1 per cent is used in high strength mixes
pavement has been highlighted. The like bituminous concrete but a detailed
optimum lime required for stabilization of performance study till failure is suggested
poor subgrade is found to be as high as 12 to be conducted.
per cent where as IRC Code recommends Marginal materials such as steel slag and
only 3-4 per cent lime. medical field plastic wastes (glucose bottles
A study on effect of commercially available and syringes) have been used in a study.
soil stabiliser on clay subgrade soil A-7-6 Maximum possible replacement of
clay type soil is attempted by using different aggregates and bitumen by using these
dosage of 4 per cent, 10 per cent and marginal materials is being attempted. It is
12 per cent. The CBR values of reported from the interim conclusions and
commercially available soil stabiliser treated supporting data that 20-30 per cent bitumen
clay soil show improvement at the initial can be saved by addition of slag. By adding
stage but thereafter CBR value decreases. 3-5 per cent biomedical plastic waste
The soil stabiliser can be used for short term bituminous mix strength can be increased
improvement of soil. by about 17-63 per cent. In bituminous
construction, 30-40 per cent aggregates can
A study on utilization of lime sludge 2 and burnt be replaced with concrete waste.
silica as marginal materials for stabilization of Commercially available additive and Fly ash
subgrade soil is reported. A 10 per cent are used in bitumen and bituminous mixes.
quantity of marginal material is recommended Softening point, penetration, ductility,
for use. Results were found to be satisfactory solubility, kinematic viscosity, thin film oven
since constituents in the marginal materials
ROAD RESEARCH IN INDIA 2008-2009 5

test, flash point, elastic recovery, specific also reported. The Marshall properties of cold
gravity and Marshall stability tests are mix specimens are found to be inferior when
conducted in the study. Use of commercially comared to that of hot mix specimens.
available additive increases softening point Indirect tensile strength of hot mix specimens
and stability. To achieve higher stability (i.e. is higher than that of cold mix specimens.
1114 kg & 1208 kg), one can use 5 per cent Indirect tensile strength is found to be
binder including 20 per cent flyash and 4.5 increasing with curing period.
per cent binder including 10 per cent flyash.
A study on demonstration of CRRI
Eight projects are reported as Technology through trial section using
completed/ongoing in the area of Flexible Marble Slurry Dust in Rajsamand is
Pavement. Resource mapping of road reported. Based on the laboratory results
construction materials is reported based on and field investigations it is recommended
34 rock quarry and 5 sand quarry samples. that marble slurry dust can be gainfully
Laboratory results show that materials are utilized in bulk for construction of pavement
available within the specified limits for road layers and also in embankments.
construction and can be used. Waste plastic
2.3 Rigid Pavements
has been used in many studies reported
earlier also. The condition of road In this section only three projects are
constructed by using waste plastic, in terms reported. A study on Dry Lean Concrete
of distress (cracks and potholes), is (DLC) using Portland Pozzolana Cement
better for the study stretches when (PPC) is reported. The strength criterion,
compared to the control section. A study on as per IRC:SP:49 is not satisfied when
characterization and utilization of waste 200 kg/m3 of PPC is used. From empirical
plastic is reported as completed, under formulae developed under the study, it is
which Plastic Coating Aggregates (PCA) are established that minimum cement content
used. PCA reduces water absorption should be 270 kg/m 3 . Performance
resulting into lesser voids in the mix. It evaluation of rigid pavements on high
improves soundness, Marshall stability but density traffic corridors using
decreases aggregate impact value and instrumentations supported by laboratory
crushing values, Los Angeles abrasion tests is currently in progress. A study on
value. Study on the effect of using quarry performance of high volume flyash concrete
dust and copper slag in sub-base is also has brought out interesting findings through
reported for which field observations are in which high proportion of cement can be
progress. No sub-base failure has been replaced in pavement quality.
observed so far. 3. Geotechnical Engineering
Development of cold mix technology for
structural layers BM+SDBC or MSS of flexible Research work reported in this area
pavement under different climates is reported encompass projects dealing with 'Ground
at three locations. Based on the study, Improvement Techniques, Use of
tentative specifications for BM, SDBC and Geosynthetics, Subgrade soil improvement/
MSS have been prepared and submitted to characteristics and landslide monitoring/
Indian Roads Congress for their finalization. remediation studies. Seven new R&D
Development of cold mix design procedure projects have been reported while Five
for dense graded bituminous mix (BC-II) is projects reported earlier have submitted
6 GENERAL REPORT ON

further progress made. safety. It also helps in planning the


maintenance scheme of bridges. CRRI has
Adoption of ground improvement techniques
completed a project in which performance
is becoming increasing imperative due to
evaluation of four spans of a grade separator
various reasons like necessity to construct
and two spans of a ROB have been
roads over soft clay deposits and
successfully completed through load testing.
liquefaction prone loose deposits of sandy/
In this project, vibration characteristics and
silty soils. A project dealing on such situation
dynamic strains by running the loaded trucks
has been reported in this year. Use of Jute
at a specific speed traffic have also been
based geosynthetics for rural road
measured to evaluate the performance of
construction is receiving special attention.
the bridge spans. Evaluation of residual
Two such projects have been reported. In
prestress is a PSC girder bridge is a complex
one of these projects, a systematic
task. SERC, Chennai has reported that a
performance evaluation of jute geotextile
novel experimental technique has been
laid and control section (without jute
developed to evaluate the residual
geotextile) is underway. Improvement of
prestress.
subgrade soil by resorting to mechanical
stabilization has been reported in one There are large number of distressed
project. Innovative design of drainage bridges in our country which require repair
measures to deal with high ground water and strengthening for efficient maintenance
table has been reported in one project. of these bridges. Towards this, a Critical
Infrastructure Information System in GIS
Landslide monitoring and design of
Environment is being developed by CRRi
remediation measures has been taken up
for maintenance of bridges. The various
at various locations by researchers. A new
modules being developed are Inventory
project taken up at NH-39 in North-East
Module, Inspection Module, and Load
underlined role of anthropological factors
Carrying Capacity Module, Maintenance/
aggravating hill slope instability problems.
Rehabilitation/Strengthening Module,
Many remedial works are often taken up at
Budgeting Module and Advance Decision
different landslide sites by executing
Support System Module. For the ease of
agencies. But after completion of civil works,
implementation, it will be attempted for
maintenance of such measures does not
Ghaziabad District. Therefore, the base map
receive the due importance. As a result the
has been prepared and verified with field
remedial measures become ineffective and
studies and the inventory data of bridges
recurrence of failure is seen after few years.
and culverts pertaining to Ghaziabad District
These facts have been highlighted in this
has been collected.
year's report. A study is also underway to
prepare draft guidelines to deal with flood Corrosion of reinforcement is a major cause
related damage to road infrastructure. of distress in bridges located in coastal
areas. A project has been initiated in CRRI
4. Bridge Engineering
to develop a correlation for loss of steel due
to corrosion using gravimetric method.
Under this section, two projects on vibration
studies on bridges have been reported by Slope failure is a very common problem in
SERC, Chennai. Evaluation of performance hilly roads during rainy season and it affects
of bridges is a major task to ensure their the normal life. A project on detailed slope
ROAD RESEARCH IN INDIA 2008-2009 7

stability analysis using FEM has been passenger traffic by public transport
undertaken by CRRI. (road & rail).
5. Traffic & Transportation The study on Computation of Price Index
for Stage Carriage Operations (PISCO)
The 1047 km long Ganga Expressway revealed that the Passenger fare for ordinary
connecting Greater Noida and Ballia is going bus services in Kerala was fixed as 55 paisa
to be developed as an 8 - lane access per kilometer as per the last bus fare
controlled facility. Traffic estimation is done permission effected in July 2008. There
through a systematic development of were fall in fuel prices and certain other cost
regional travel demand model. This is first inputs such as tyre and tube etc. The Price
of its kind in India and the methodology is Index for Stage Carriage Operations
expected to be utilized in traffic estimation (PISCO) fell to 200.80 as on January 2009
of future expressways. In order to assess prices as against 210.46 during the last fare
the sensitivity of Ganga Expressway traffic revision in July 2008. The movement of
estimates, two scenarios representing an PISCO from July 2008 to February 2009
Optimistic and Pessimistic growth potential justifies revision of ordinary fares downward
of the influence area have been prepared. by 4.55 per cent. Similarly Computation of
Sectional traffic volume in pessimistic and Price Index for Auto and Taxi Operations
optimistic cases range in 32000-50000 (PIATO) was also undertaken.
PCUs (in 2013) and goes upto 120000 -
Study on Road Safety Public Education
190000 (in 2033).
Campaign was undertaken and it was
The reduction in accidents on NH-8 after the reported that change of behaviour with a
construction of Expressway - 1 has been cultural shift for better awareness and safer
studied. Another project on Economic actions on road is possible. To achieve this
Impact of Public Transportation institutional mechanism is required to
Development - Case Study of Proposed maintain the continuity and make it a
Metro Rail in Cochin was undertaken to sustained effort, and involvement of media,
study the impact of development of public in all forms.
transport in reducing the private transport
The problems faced by Children including
demand along with the associated positive
Children with Disabilities (CwD) while using
and negative impacts to the society.
the footpaths was assessed by interviewing
The study on Integrated Transportation Plan a group of school children consisting of
for National Capital Region recommends 56 per cent females and 54 per cent males
new Expressways of length of 1245 km for with locomotors problems, mentally
Horizon Year [2032]. Some of the State challenged 24 per cent males and 11 per
Highways, MDR, and ODR will be upgraded cent females, 11 per cent deaf and blind
into National Highways. The total length of females, 11 per cent were only blind and
NH in the Horizon Year will be 1971 km 11 per cent were having any other type of
which is about 870 km more that of the Base impairment. They expressed during opinion
Year (2007). An extensive Regional Rail survey that generally they found no access
Network has also been included along with to the footpaths due to various factors for
the Regional Road Network as an integrated example the encroachment of parked
network, for assignment of intra-region vehicles, vendors, poor drainage system
8 GENERAL REPORT ON

and level differences on footpaths. regression models but according to


SURE model traffic flow will be
Study on Mobile Combustion: GHG
reduced by 356 vehicles.
Emission Inventory for Transport Sector in
India endeavors to develop a robust • A study was taken up on Analysis of
emission inventory pertaining to green Road Network Characteristics & its
house gas emissions from road influence on route-choice using
transportation sector. GPS-GIS Integration. The objective of
the study is to provide a route-
6. Research Work Done in Academic
guidance system to the users in the
Institutions Related to Thesis Work
form of Variable Message Signs
(VMS), so that the users can avoid
The salient features of some of the
taking the congested routes and plan
completed projects are:
their trips wisely. The preliminary
• A study on Measuring Travel Time analysis of this study says that 60 per
Reliability of Road Transportation cent of the respondents considered
System was carried out to measure Road-condition as the most important
the performance of Hanshin factor for choosing the desired route.
Expressway road transport network The study shows that majority of
Japan. ITS data has been used to respondents are willing to follow the
estimate the section level (500 m) VMS, depending on their installation
travel time and further path travel time patterns. Also this study suggests that
estimations by considering time slice 79per cent preferred congestion
method. This study proposed a frame information to be provided as Variable
work for travel time variation under the Message Sign (VMS). Finally, the
influence of supply side demand side study establishes the effectiveness of
and external factors and model the integrating GPS & GIS for effective
stochastic behavior of travel time route-choices among commuters.
variability under the influence of
various uncertain variables. The study
• Another study taken was taken up on
Determination of Optimum Timing and
suggests that stochastic Responsive
Maintenance Strategies for Rural
surface models well distributed
Roads in Kerala. The objectives the
between travel time 813 seconds to
study is to find out optimal
2678 seconds and also follows the
maintenance strategies for rural roads
actual travel time distribution. Also this
by carrying out life cycle cost analysis
study considered the Jointly estimated
using HDM-4. This study identifies that
models such as Seemingly Unrelated
when the IRI value is greater than 8.5,
Regression (SURE) models to model
percentage ravelled area less than 28
the indirect relationship of rain fall and
per cent and percentage area affected
traffic accident effect through traffic
by pothole is negligible, the optimal
flow on travel time variation. The study
treatment suggested was resurfacing
identified that, if there is a traffic
with premix carpet and the optimal
accident, traffic flow will be effected
time obtained was 5 years for
by 188 vehicles in that hour on Ikeda
IRI > 10 m/km and 6 years for IRI up
line by considering traditional
to 10 m/km. Similarly suggested that
ROAD RESEARCH IN INDIA 2008-2009 9

when the IRI values is greater than major difficulty while traversing along
8.5, percentage ravelled area greater the routes. 79 per cent preferred
than 28 per cent and percentage area congestion information to be provided
affected by pothole is negligible, as Variable Message Sign (VMS). The
optimum treatment suggested was study shows that majority of
resurfacing (PMC) with preliminary respondents are willing to follow the
treatment for ravelling and the optimal VMS, depending on their installation
time obtain was 5 years. patterns.
• To develop capacity standards for four • Another study on Short Term Traffic
lane divided urban roads a study was Volume Prediction under
undertaken. The results revealed that Heterogeneous Conditions was
the capacity of urban road changes undertaken to predict short term traffic
with the varying width of carriageway. volume using statistical method like
The capacity based on dynamic PCU ARIMA model.
concept for carriageway width of
• The study on Carbon Rating for Indian
7.5 m is estimated as 3069 PCU/h.
Cities recommends Public transport
• A study was undertaken for operation including the intermediate
Assessing Level of Service of Two public transport for conversion to
Lane Highways using User Perception alternate fuel, namely, CNG.
and Its Comparison with Field Urbanization strategies at national and
Measurements. The results of the state must be directed towards
study are that Level of service creation of large number of smaller
obtained from the user perception towns rather than create bigger
methods was found to be lower level metropolitan cities. Bharat stage-IV,
than that obtained from the field Bharat stage-V emissions norms be
measurement. The user perception introduced earlier than stipulated
attributes influences the determination schedule to cut CO2 emissions in the
of LOS of two lane highways country.
significantly.
• The study on Social Cost and Benefit
• A study was taken on Analysis of Road Analysis for BRT a case study of Delhi
Network Characteristics & its influence estimated that total cost of bus
on route-choice using GPS-GIS passengers before BRT is
Integration. Some of the salient Rs 8.10/h and during BRT is
findings of the study are that the Rs 5.73/h, for private vehicle
distance between the origin and users before BRT cost per hour is
destination was considered as the Rs 34.75 and during BRT it is Rs 67.14
most important factor for route-choice for while cyclist, time cost before
by 39 per cent of the respondents and BRT is Rs 0.48/h and during BRT it is
62 per cent of the respondents 0.91/h.
considered Traffic jam/delays as the
10 GENERAL REPORT ON

I. HIGHWAY PLANNING, DESIGN, MANAGEMENT, PERFORMANCE


EVALUATION AND INSTRUMENTATION

1. HIGHWAY PLANNING, DESIGN AND MANAGEMENT

SUMMARY

In this sub-section of Highway Planning, Design and Management, there are five reported as newly
taken projects. The projects reported deal with fiber reinforcement of plastic road side barrier on high
speed highways, computerization of inventory of roads, integrated development of rural roads, travel
time reliability study of road network and GIS applications in traffic management issues. Four projects
are reported as ongoing and completed projects. They are mainly on GIS based national highways
information system development, pavement maintenance management system including the road
user cost study on high speed corridors.

SALIENT POINTS FOR DISCUSSION

1. Development of Cost Effective Road Side Safety Barriers.

2. GIS Applications for Development of Road Information System.

3. Maintenance Planning and Budgeting of Road Corridors.

4. Travel Time Reliability Studies for Road Transport Network System.


ROAD RESEARCH IN INDIA 2008-2009 11

A. NEW PROJECTS b) Subsequently the laminate is


built up using 4 layers of 450 gm/
1. Development of Fiber Reinforced Plastic m2 chopped strand mat and 4
(FRP) Road Side Barriers layers of 610 gm/m 2 woven
roving of c-glass fibers. They are
Date of Start: April 2007 laid alternately.
Date of Completion: Dec 2009
c) Isopthalic resin with adequate
(i) National Highways Authority of India class amount of catalyst and
(NHAI) (R, S) accelerator is used for curing the
laminate.
(ii) IIT Kharagpur (I)
Scope and Objectives d) The average laminate thickness
is 7 mm.
(i) Detail design, specification and
e) 100 mm wide mild steel insert of
drawing of FRP barrier to be adopted
2 mm thickness put at the bolting
on high speed corridor (100 km/h) of
zone of the W-Beams to
National Highways.
enhance the shearing strengths
(ii) The raw material of FRP composite of the laminate.
should be able to withstand all weather
conditions encountered in country. (ii) The FRP W-Beam designed and
developed can be used in high speed
Methodology corridors (100 km/h) without
compromising the vehicle safety
The basic geometry of the W-Beam has not been requirements.
changed since it has been evolved over the years
through research and experience. FRP laminate (iii) The FRP W-beams produced the raw
testing was done to find the tensile strength and materials and the prescribed
modules of elasticity. Simulation of FRP W-Beam fabrications techniques can withstand
was carried out using ANSYS finite element
all weather conditions encountered in
analysis package.
the country.
FRP barriers were theoretically tested for an
impact of vehicle of 1000 kg weight moving at a Significance/Utilisation Potential
speed of 100 km/h at different angles of impact.
The final designed FRP barriers also fixed at site May be adopted in place of metal crash barrier
for assessing the performance after 1 year. along the highways like, bridge approaches, high
embankments, expressways, etc.
Interim Conclusions/Supporting Data
Report/Publications
(i) The final laminate design which has
been thoroughly tested for material (i) Interim Report
characterization and finally adopted for
fabrication of the FRP W-beam is as (ii) Final Report
under:
(iii) Report on Design, Specification and
a) A gel coat is used as the first drawing of FRP barrier
layer.
12 GENERAL REPORT ON

Further information/copy of report can be road availability, location of facilities.


obtained from • Road level data-connecting
settlements, population benefited
Dr Nisith R Mandal, Prof and Head, Department
facilities along the road.
of Ocean Engineering and Naval Architecture, IIT
Kharagpur-721 302. • Road inventory- length, width, surface
E-Mail nrm@naval.iitkgp.ernet.in type, settlements connected.
2. Preparation of Computerized Inventory • Road mapping-base maps (cadastral)
of Roads for Mulanthuruthy and provided by the Kerala State Land Use
Pampakuda Block Panchayaths in Board.
Ernakulam District These maps were further modified by Digitizing,
Mosaicing, Geo-referencing, Scaling using GIS
Date of Start: April 2008
format and development of attribute tables.
Date of Completion: March 2009
Interim Conclusions/Conclusions/Supporting
National Transportation Planning and Data
Research Centre (NATPAC),
• Assessment of settlement level
Thiruvananthapuram (R)
connectivity
Scope and Objectives • Total settlements

The scope of the study is limited to rural roads • Connected/unconnected


coming under the rural local bodies comprising • Road length required for connectivity
of Grama Panchayaths, Block Panchayaths and improvements
District Panchayaths. Within the scope, the
Significance/Utilization Potential
objectives of the study are:
Development of an authentic spatial data base
• Identification of all sub settlements
on Grama Panchayath roads together with
(wards) within each Grama
supporting information required for the
Panchayath in the study area;
development of plan documents and rural road
• Listing of all roads passing through the management system in GIS platform.
settlements (all categories);
Recommendations for Further Work/Further
• Inventory of Grama Panchayath roads Proposed Work
(roads having a minimum width of six
meters that can be developed to Updated road details along with settlement level
motorable standards and a minimum data can be used for the preparation of Road
length of 500 m); Development Plan required for PMGSY, Bharath
• Preparation of digitized road maps Nirman or NABARD funded road development
with supporting data for each Grama schemes.
Panchayath using the GIS format. Reports/Publications
Methodology Preparation of Computerized Inventory of Roads
for Mulanthuruthy and Pampakkuda Block
• Settlement level data- sub settlement
Panchayaths in Ernakulam District.
(within each Panchayath) identification,
ROAD RESEARCH IN INDIA 2008-2009 13

Further information/copy of report can be Economic & Engineering Surveys.


obtained from
• Preparation of Benefit-Cost Score:
factors considered as benefits-
The Director, National Transportation Planning
number of households/commercial
and Research Centre, Sasthra Bhavan, Pattom
establishments/public institutions/milk
Palace P. O., Thiruvananthapuram- 695 004.
collection centres, area under
3. Integrated Development of Rural Roads plantation/food/mixed crops. Factors
in Idukki District (Under Swaminathan considered for cost-length of WBM/
Package) Earthen portion, retaining wall,
quantity of earth work and span of CD
Date of Start: January 2009 structures required.

Date of Completion: March 2009 • Other factors considered in prioritizing:


Connectivity (number of Grama
National Transportation Planning and Panchayaths/sub settlements
Research Centre (NATPAC), connected & accessibility to tar road-
Thiruvananthapuram (R) road starting/ending) and bus route
availability.
Scope and Objectives
• Link Priority Index was prepared using
The scope of the study was preparation of rural the formula RPI = 10*P+5*S+
road development plan by identifying the rural 5*A+10*B+100* BCS where RPI=
roads on priority basis based on appropriate socio, Road Priority Index for a road, where
economic and technical considerations and P= Number of Grama Panchayaths
cost-benefit analysis from among the large connected, S= Number of settlements
number of roads recommended by the concerned connected, A = accessible to tar road
Local Self Government Institutions for (2, if both sides are connected and 1,
improvement under the proposed Swaminathan if only one side is connected), B= bus
Package in Idukki District of the Kerala State. route road (1 for bus route),
Methodology BCS=Benefit Cost Score.
• Finally, Phasing of projects worked out
• Discussion with District Administration on the basis of road width available,
regarding firming up the methodology. i.e., Phase-I for 8+ m width, Phase-II
• Review of the list of roads and for 6-8 m and Phase-III for 6- wide
preliminary screening. roads.

• Review of available study materials Conclusions/Supporting Data


including maps and the core network
of the District. A Methodology was formulated for
prioritizing the road projects, where all the roads in
• Reconnaissance survey and the area cannot be taken up for improvement. Total
interaction with Engineering Wing of length of roads proposed for improvement is 1973
District Administration for finalizing the km. Total 574 Roads covering a length of 1723 km
questionnaire. were surveyed for analysis and ranked according
to Benefit -Cost Score and Link Priority Index.
• Detailed Road Inventory and Socio-
14 GENERAL REPORT ON

Significance/Utilization Potential as Stochastic Response Surface


Method (SRSM), Neural Network
The methodology developed for selection of road Models and Genetic algorithms
projects can be applied elsewhere for prioritization models for modeling travel time
and ranking of similar projects for improvement. distribution in the light of demand side
factors, supply side factors and other
Limitations of Conclusions/Further Proposed
external effects of the transportation
Work
system.
Based on the roads identified and prioritized, Methodology
Detailed Project Reports to be prepared.
The following methodology is designed to meet
Reports/Publications
the proposed objectives discussed in the earlier
section:
Integrated Development of Rural Roads in Idukki
District (Under Swaminathan Package). • Review of Various Performance
Measures: Various performance
Further information/copy of report can be
measures of the transportation system
obtained from
existing around the world have to be
The Director, National Transportation Planning thoroughly studied and reviewed.
and Research Centre, Sasthra Bhavan, Pattom • Development of Frame Work for
Palace P. O., Thiruvananthapuram- 695 004. Factors Influencing Travel Time
Reliability Measures: Reliability of
4. Evaluation of Operational Efficiency of
travel time mainly varies due to various
Highway Network Using Travel Time
factors from supply side, demand side
Reliability Measures
and other external factors of
Date of Start: March 2009 transportation system. These factors
have to be discussed and a relative
Central Road Research Institute, New Delhi interrelation frame work would be
(R) discussed.
Scope and Objectives • Identification of Study Area: In this
study initially one corridor from urban
• Selection of appropriate travel time arterial road network (Delhi), one
reliability Indices for Indian Highways. corridor from National Highway and a
• Evaluate operational efficiency small road network (urban area, within
characteristics of roadway system by Delhi) will be identified for
considering travel time reliability performance measurement.
measures. • Data Collection: Various surveys are
• Prioritize various road links based on to be carried out in the proposed study
travel time reliability measures. area for collecting the necessary traffic
information, incident information.
• Application of stochastic simulation Similarly external data such as rainfall
modeling technique and Artificial intensity and fog visibility information
Intelligence modeling techniques such is to be collected from various
ROAD RESEARCH IN INDIA 2008-2009 15

Meteorological agencies related to the transportation users of the study area in terms
study area. In this study continuous of planning their travel time to reach destination
24 h data for 6 months duration would in time. Also, the travel time reliability measures
be considered for travel time developed will be useful to for improving the
estimation. regional road planning and in prioritizing the road
network for taking policy decision and budget
• Estimation of Travel Time:
allocation. Travel time reliability measures can act
Estimation of travel time plays vital role
as new tool in policy decision making not only
on travel time reliability analysis. Travel
time can be measured either by direct road network planning but also its management
measurements (floating car method, at the national level.
vehicle registration method or Probe 5. Application of Geographical Information
vehicle) or indirect measurements/ System (GIS) in Traffic Congestion
modeling (models developed based Management
on spot speed such as Instantaneous,
time slice methods). In this study the Date of Start: Feb 2009
direct measurements would be
considered for travel time estimation. Date of Completion (Targeted): Feb 2011

• Performance Evaluation of Central Road Research Institute,


Proposed Study Area: Examination New Delhi
of various reliability measures for the Scope and Objectives
study area and investigation of the
appropriate measures to passenger The objectives of the Traffic Congestion
and freight traffic. Management System (CMS) are:
• Application of SRSM and ANN • to locate and identify the congested
Simulation Model for Travel Time areas,
Distribution: Travel time variation
under various uncertainties which are • to quantify the magnitude of the
affected from supply side factors, congestion,
demand side factors and other • to provide insight into the severity of
external factors of the transportation the congestion,
system would be modeled.
• to provide insight into some of the root
• Studying Behaviour of Delay: The causes of the congestion identified,
behaviour of traffic on the proposed
road network would be modeled by • to develop a traffic congestion index
considering User Equilibrium (UE) that can describe urban arterial traffic
principle. This can be achieved by congestion in a practical manner, and
adopting the travel time reliability index • to develop a methodology to measure
instead of travel time for the road link the congestion.
in traditional UE assignment.
Methodology
Significance/Utilization Potential
A GIS has many capabilities that are appropriate
The output of present study will be more useful to to the design of a CMS. A CMS requires the
16 GENERAL REPORT ON

creation of large databases that can be used as Significance/Utilization Potential


a decision support tool for decision makers. The
sources of these data are generally very diverse The expected output of the study is a
which adds to the complexity of creating these methodology for measurement of traffic
databases. The capabilities of GIS to manage, congestion, GIS based database that can be used
manipulate, and query large spatial and attribute as a decision support tool for decision makers.
databases coupled with its capability to integrate The methodology and the database developed
data from different sources make the GIS an ideal can be used for development of traffic
platform in the implementation of a CMS. congestion mitigation policies.
Additionally, a GIS will serve as an integrating
database platform for a variety of monitoring and Limitations of Conclusions/Further Proposed
system usage programs with varied data sources. Work
A GIS-based CMS potentially has advantages
such as: There are many benefits in having a
GIS-based CMS. A GIS serves as an integrating
• The ability to graphically examine database platform for use with various modules
traffic bottle-necks or under-utilized and data sets. Having the CMS encompassed into
corridors in a transportation system; a holistic system, a GIS, could potentially allow
for the ability to model large networks in real-time,
• The ability to model large networks of the ability to graphical examine traffic conditions
real-streets, integrate data from traffic in a transportation system, and allow for the
counts, video surveillance, etc., and flexibility in managing, querying and updating the
show flows in real-time; system's large data sets. Additional benefits
include modeling traffic. This integrated system
• The capability of using video imagery should ideally provide a platform for
with GIS to provide the decision-maker technological advances as well as conforming to
with tools that better depict the nature CMS related legislation.
of the problem; and
B. COMPLETED PROJECTS/ONGOING
• The ability to assess the impact of PROJECTS
proposed traffic remedies alternatives
on traffic flow and the environment. 1. Development of Management System for
Maintenance Planning and Budgeting of
Highly developed GIS have many of the High Speed Corridors(SIP-030)
necessary tools for the successful development
of a CMS including spatial design and querying Duration: April 2007 to March 2012
of geographic coverage, dynamic segmentation,
(i) Central Road Research Institute, New
network conflation and overlaying capabilities.
Delhi ( R),
However, additional modeling functionality needs
to be developed. First, a more user friendly (ii) Council of Scientific and Industrial
interface and less complicated links to other tools Research (S)
need to be provided. The user interface of CMS Objectives and Scope
is an important element in determining how well
utilized these systems would be. This The overall objective of the study is to develop a
necessitates the creation of user-friendly systems management system towards making logical
that decision makers can easily access.
ROAD RESEARCH IN INDIA 2008-2009 17

decisions about the budget requirements and (i) Central Road Research Institute,
allocation of funds thereof, for maintenance of New Delhi (R),
pavements and bridges, based on optimal life
(ii) Council of Scientific and Industrial
cycle costs.
Research (S)
Flexible as well as rigid pavements and bridges Objectives of the Study
involving network of high speed road corridors are
included within the scope of the study. • to build database for quantifying Road
User Costs considering the spectrum
Methodology
of vehicles plying on high speed
It is proposed to implement the study through two corridors;
modules viz., (i) Road Module and (ii) Bridges • to build Road User Cost relationships
Module separately. Under road module, it is between vehicle speeds and road
proposed to apply HDM-4 software for design parameters with emphasis on
conducting strategic analysis by proper high speed corridors;
calibrations. For this purpose different road
sections are being selected for performance
• to calibrate and validate the Road User
Cost Models;
observation. A management system will be
developed through incorporation of logical • to develop a software for high speed
intervention criterion and analysis of different corridors incorporating the RUC
types of maintenance/improvement treatments/ models;
schemes. As a part of this study road user cost
• collection and analysis of Time Series
models are also being developed.
data on accidents to identify the
In the bridge module it is proposed to develop a accident prone locations on selected
Bridge Maintenance and Management System high speed corridors; and
consisting different modules includes bridge
• to conduct field studies at the identified
inventory and inspection, load carrying capacity,
Black Spots;
performance under seismic loads, rehabilitation
and retrofitting and budgeting for maintenance. Scope of the Study

Present Status and Progress (i) To conduct traffic studies


encompassing Free Speed and Speed
Selection of different road sections is under - Flow studies on 30 road sections
progress and also infrastructure for carrying out covering mainly high speed corridors
the study is being established. The development so as to bridge the data gaps that exist
of road user cost models for this study is being and thus establish relationships which
reported separately. account for changes in road widths,
vehicle technology and traffic
2. Development of Road User Cost Models
composition.
for High Speed Corridors
(ii) To carry out "User Cost Surveys"
Date of Start: December, 2007 covering about 12 cities involving
limited study of selected vehicles
Date of Completion (Targeted):
based on actual vehicle operations on
December, 2010
homogeneous routes encompassing
18 GENERAL REPORT ON

mainly the high speed inter city witnessed in the case of heavy
highway corridors. vehicles.
(iii) To review the database on which the • Speed - flow equations evolved
URUCS-2001 study relationships were through linear and BPR methods
developed with a view to establish the exhibits good statistical validity along
need for augmenting and/or altering with good R2 values.
the same to reflect changes in vehicle
• The intercept of the equations have
technology, fleet mix and prices.
increased significantly for cars and two
(iv) Collection of Time Series accident wheelers and the trend is same in
data on the identified high speed other vehicle types as well. The
corridors from secondary sources. coefficient of the equation also
changed significantly. This
Present Status and Progress
phenomenon is consistent with free
speed results.
In the last decade, Government of India has been
involved in road capacity augmentation by • It is interesting to note that the capacity
building high speed corridors to link major cities values arrived from the non-linear fit
through the implementation of various projects like namely BPR method is found to be
Golden Quadrilateral, North-South, East-West much more realistic than the linear fit.
and some Expressway Corridors. These radical This is corroborated by the fact that
changes in road network and vehicle technology the present flow on the candidate
have resulted in variations in speed - flow test sections even to the tune of
characteristics. An attempt has been made in this 5300 PCUs/h is catered for the
study to explicitly study the speed - flow average speed of the traffic stream
characteristics on high speed corridors covering ranging between 30 km/h and
both straight and curved sections. From the 60 km/h for various vehicle types.
collected data, free speed profiles and speed-flow
• Based on the finding from this study,
equations of different vehicle types on high speed
it can be concluded that the capacity
corridors have been developed and capacity
of high speed corridors (four-lane
norms would be evolved. As of now, traffic
divided carriageway) is found to be in
studies have been completed on about 14 road
the range of 6000-6500 PCUs/h.
sections and the preliminary analysis has been
completed. 3. Development of GIS based National
Highway Information System
Interim Findings/Conclusions
Date of Start: February 2006
• The free speed of different vehicle
types namely cars and two wheelers Date of Completion (Targeted):
on high speed corridors are higher as December 2010
compared to previous studies. This
clearly demonstrates the contribution (i) Central Road Research Institute,
of rapid improvements in vehicle New Delhi (R)
technologies and road design (ii) Ministry of Shipping, Road Transport
quality standards and however, no and Highways, New Delhi (S)
significant change in free speeds is
ROAD RESEARCH IN INDIA 2008-2009 19

Present Status and Progress Chhattisgarh, Gujarat, Maharashtra, Andhra


Pradesh, Tamil Nadu, Karnataka, Kerala and Goa
Status: Ongoing has been surveyed and the data is being
Year of Last Report: 2007-08 analyzed to upload in the software. The Portable
Automatic Traffic counter cum Classifier has been
Progress
procured for traffic volume survey in selected
locations of National Highways.
It is proposed to develop a GIS based database
and information system for National Highways, 4. Development of Pavement Maintenance
which will include collection and collation of Management System for Selected Roads
spatial (Geo-referenced) data and the related in Kerala
non-spatial data for about 50,000 km of National
highways except roads under NHDP Phase I Date of Start: March 2005
and II. The system will enable storing, retrieving Date of Completion (Targeted): March 2010
and updating data and present the desired
National Transportation Planning and
information related to traffic and road assets. The
Research Centre (NATPAC),
entire study comprises of the following four
Thiruvananthapuram (R)
modules:
Present Status and progress
Module I: Development of GIS Based Highways
Information System Software Status: Ongoing

Module II: Inventorisation of National Highways Year of Last Report: 2007-08


Progress
Module III: Traffic Volume and Axle Load Surveys
for National Highways Periodic data collection is almost completed. Data
analysis and modeling in progress.
Module IV: Long Term Maintenance and
Rehabilitation Strategies for National Further Findings/Supporting Data
Highways Based on HDM-4 Tool
The crack and pothole initiation and progression
The development of Web enabled GIS based data shows that the development and
National Highways Information System is being progression of distress is slow in the case of roads
developed in association with M/s. NIIT constructed using Natural Rubber Modified
Technologies Ltd. A sophisticated instrumented Bitumen.
vehicle known as Network Survey Vehicle (NSV)
Further information/copy of report can be
has been procured from ARRB to collect the
obtained from
primary data like road inventory data, distress
data, riding quality and GPS data. Using the NSV The Director, National Transportation Planning
about 32000 kms of National Highway Network and Research Centre, Sasthra Bhavan, Pattom
passing in the States - Uttar Pradesh, Haryana, Palace P. O., Thiruvananthapuram- 695 004.
Punjab, Rajasthan, Madhya Pradesh,
20 GENERAL REPORT ON

2. PAVEMENT EVALUATION

SUMMARY

Three newly taken up research works have been reported under the sub-section on Pavement
Evaluation. It mainly comprises of evaluation of serviceability of express highways in Mumbai region,
determination of pavement classification number of the existing runway and evaluation for improvement
of urban roads. Four projects have been reported under the category of completed/ongoing projects.
They mainly deals with evaluation and need maintenance and rehabilitation measures, causes of
distress and need measures and investigation for design of plant roads.

SALIENT POINTS FOR DISCUSSION

1. Evaluation of Serviceability of Pavement Surface.

2. Determination of Pavement Classification Number of the Runway.

3. Determination of Causes for Distress and Remedial Measures.


ROAD RESEARCH IN INDIA 2008-2009 21

A. NEW PROJECTS Express Highways. Surface friction


measurements were carried out using British
1. Evaluation of Serviceability of Pavement Portable Skid Resistance Tester under both dry
Surface of Eastern and Western Express and wet pavement surface conditions and were
Highways in Mumbai Region undertaken on the representative test locations/
skid prone areas covering both carriageways on
Date of Start: February 2009
both the express highways.
Date of Completion: August 2009
Findings/Conclusions
(i) Central Road Research Institute,
New Delhi (R, I) Skid resistance values obtained on the Highways
(ii) Mumbai Construction Circle, P.W.D. were much below the specified minimum values
Mumbai (S) and are very alarming particularly in view of high
traffic speeds. It is, therefore, recommended that
Scope and Objectives corrective maintenance actions should be
immediately planned and taken for improving the
The project was taken up to find out the present
riding quality and skid resistance of pavement
level of adequacy with regard to skid resistance
surfaces both on Eastern and Western Express
(surface friction) and riding quality (roughness
Highways.
index) of the Eastern Express and Western
Express Highways in Mumbai Region. Reports/Publications
Scope of work included evaluation of
Report on "Evaluation of Serviceability of
serviceability or functional quality in terms of riding Pavement Surface of Eastern and Western
quality measurements and surface friction Express Highways in Mumbai Region".
characteristics of the two Express Highways in
Mumbai Region. Further Information/copy of report can be
obtained from
Methodology
The Director, Central Road Research Institute,
Field investigations were undertaken to evaluate New Delhi.
the functional characteristics viz. surface
roughness and skid resistance of Eastern and 2. Determination of Pavement
Western Express Highways. Field works carried Classification Number of the Runway at
Surat Airport and its Suitability for Use
out included (i) Roughness Measurements using
Towed Fifth Wheel Bump Integrator (ii) Visual
Date of Start: March 2009
Assessment of Pavement Surface Condition and
(iii) skid resistance measurements by British (i) Central Road Research Institute,
Portable Skid Resistance Tester. Fifth Wheel New Delhi (R, I)
Bump integrating unit was calibrated with Dipstick, (ii) Airports Authority of India, Surat (S)
before the commencement of field surveys. The
Scope and Objectives
roughness surveys, for the entire length,
covering both up and down travel directions, were
The broad objective of the study is to determine
carried out lane wise, on all the 10 lanes (5+5 the safe load carrying capacity of the existing
lanes on each side) of both Eastern and Western runway in terms of Pavement Classification
22 GENERAL REPORT ON

Number (PCN) value and its suitability for use by over the main runway pavement, and largely on
different types of aircrafts. the most used lanes on both sides of the central
line. Similarly, FWD deflection
The scope of work under the study includes the
measurements were taken on runway ends/
following major activities/tasks:
turning pads also at representative locations, well
• Pavement deflection measurements spread over the pavement. Test pits observations
on different sub sections of the runway, for different pavement component layers were
at pre-determined loads, by using undertaken by digging test pits of 1 m x 1 m size
Falling Weight Deflectometer (FWD). at suitable locations on old runway, strengthened/
widened portion of the runway and the extended
• Assessment of pavement surface
condition through visual inspections. runway, well spread out on both sides of the
central line of runway.
• Extraction of 4" diameter cylindrical
cores. Based on the pavement's structural composition;
subgrade strength that is modulus of subgrade
• Measurement of layer thicknesses in reaction (k-value); flexural strength of concrete
the pavement structure.
for runway end and the features of aircrafts (ACN
• Test pits observations and collection values, size and movements of various aircrafts)
of subgrade soils and other road presently using the airport pavement, the
building materials used for deflections data from FWD system is being
construction of the existing runway analyzed for determining PCN for runway
pavement. pavements viz. main runway and Runway Ends.
• Laboratory evaluation of in-situ 3. Evaluation of Selected Roads of NDMC
materials and mixes retrieved from the (Phase-II) for Improvement Measures
existing pavement structure for
ascertaining the construction quality of Date of Start: February 2009
pavement component layers.
(i) Central Road Research Institute ,
• Analysis of data to estimate PCN and New Delhi (R, I)
recommend remedial measures.
(ii) New Delhi Municipal Council
Methodology (NDMC) (S)
Scope and Objectives
The runway 04/22 at Surat Airport is 2250 m x
45 m with flexible pavement and is designed to
The primary aim of the study is to evaluate some
be used by A319, A320 and A321 type of aircrafts. selected roads in NDMC area under Phase-II
The runway was put into operation on 06.05.2007 towards suggesting improvement measures
after Widening/Extension/Strengthening of needed to achieve high service standards and
runway by Airports Authority of India. Non- good quality roads.
destructive testing method by using Falling Weight
Deflectometer (FWD) has been used for the The scope of work under the study includes
(i) Visual assessment of pavement surface
evaluation of Pavement Classification Number
condition (ii) Roughness measurements using
(PCN) of runway pavement. Pavement deflection
duly calibrated Fifth Wheel Bump Integrator
measurements, by using FWD, were undertaken (iii) Structural evaluation by Benkelman Beam
at an interval of about 50 m in staggered position
ROAD RESEARCH IN INDIA 2008-2009 23

Deflection method and (iv) Classified traffic maintenance and rehabilitation measures viz.
volume studies on selected roads. resurfacing and overlays (both Flexible and Rigid
options) etc., needed to improve their present
Methodology
condition.
Field investigations were undertaken for the
evaluation of selected roads identified in NDMC Present Status and Progress
area. Assessment of pavement surface condition
was done by visual inspection. Deflection Field investigations to evaluate the existing
measurements by Benkelman Beam deflection condition of some roads in MCD area have been
method were taken at every 100 m interval in completed and included (i) Benkelman Beam
staggered manner. Roughness measurements, Deflection Measurements (ii) Roughness
using duly calibrated Fifth Wheel Bump Measurements using Towed Fifth Wheel Bump
Integrator, were taken along the outer wheel paths Integrator (iii) Visual Assessment of Pavement
for different carriageways. Classified traffic
Surface Condition (iv) Classified Traffic Volume
volume counts were recorded for 24 h round the
Surveys (v) Collation of Axle Loads Data from
clock on selected roads only. Data collected for
the project roads has been analysed and based Tata Steel Ltd. and Steel Authority of India Ltd.
on the characteristic deflections obtained on these and (vi) Test Pit Observations. Design of rigid
roads, bituminous overlays have been overlay was done by considering the in-situ
recommended. strength of subgrade soil and as per the axle load
data collated from SAIL and M/s. Tata Steel Ltd.
Interim Conclusions
Benkelman Beam deflections were taken up on
Results of Benkelman Beam deflection studies Lodhi road and Fourth Avenue road, as per CGRA
indicate that all the selected roads (except one procedure laid down in IRC: 81-1997. Based on
road) are structurally adequate and thus don't the characteristic deflections obtained on these
require any major overlay/strengthening for the roads, bituminous overlays for various roads were
next ten years. recommended. The design details about the
Dowel and Tie Bars are also given in the report,
B. COMPLETED PROJECTS/ONGOING
as per the site requirements.
PROJECTS
1. Evaluation of Selected MCD Roads in Findings/Conclusions
Division-V Area and Needed Maintenance
(i) Different types of distresses/defects,
and Rehabilitation Measures
as observed on the project roads, were
Date of Start: August 2007 recorded as affected area in terms of
percentage of total surface area.
Date of Completion (Actual): August 2008 Pavement surface condition on
(i) Central Road Research Institute, various project roads was observed to
New Delhi (R, I) be varying from fair to poor.

(ii) Municipal Corporation of Delhi (ii) The roughness data shows that the
(MCD) (S) condition of various roads in Okhla
Industrial Area is poor where as the
Scope and Objectives
condition of both Lodhi road and
To evaluate the existing condition of some roads Fourth Avenue road is fair to good.
in Division-V area towards recommending
24 GENERAL REPORT ON

(iii) The characteristic deflections obtained investigations undertaken for the three roads
on these roads are in between under three Road Maintenance Contract (RMC)
0.38 mm to 0.71 mm which implies that packages were analysed and report prepared.
these roads are structurally adequate Field investigations carried out included pavement
and that only renewal course will be surface distress surveys, test pit observations,
enough to improve upon their surface Benkelman Beam deflections, traffic volume
condition. Hence, 40 mm thick counts, axle loads survey, roughness
Bituminous Concrete (BC) is measurements and laboratory evaluation of
recommended as the renewal course. in-situ materials collected from different pavement
layers for the three roads.
(iv) Based on the traffic data collected,
laboratory evaluation of materials/ Conclusions
mixes and axle loads data collated
from steel industries near to the project 1. The existing surface profile shall be
roads (M/s. Tata Steel Ltd. and Steel corrected with either Bituminous
Authority of India Ltd.) in Okhla Macadam or Dense Bituminous
Industrial Area, the concrete Macadam, before providing the
overlay, for different roads, has been recommended structural overlay.
recommended.
2. In the submerged/ water logging / low
Reports/Publications lying areas, special attention needs to
be given in terms of raising the
Report on "Evaluation of Selected MCD Roads in pavement levels, to overcome
Division-V Area and Needed Maintenance and frequent submergence/overtopping of
Rehabilitation Measures". the pavement surface.

Further Information/copy of report can be 3. The hot mix plant shall be duly
obtained from calibrated before start of production,
so as to produce the mix of designed
The Director, Central Road Research Institute, composition. The mix composition
New Delhi. shall be regularly checked for
gradation, binder content, stability, flow
2. Investigation to Determine the Causes of and air voids.
Distress on Mohammadpur-Dohrighat,
Mohammadpur-Varanasi and Azamgarh- 4. In Dense Bituminous Macadam and
Ghazipur Roads in the State of Uttar Bituminous Concrete mixes, good
Pradesh and Needed Remedial Measures quality lime stone dust shall be used
as the filler material, as specified in
Date of Start: September 2008 MoRTH specifications.

(i) Central Road Research Institute, New 5. For construction of BM and DBM, 60/
Delhi (R, I) 70 penetration grade paving bitumen
shall be used while modified bitumen
(ii) Uttar Pradesh Public Works
shall preferably be used for
Department (UPPWD), Lucknow (S)
construction of BC layer. Appropriate
Present Status and Progress grade of modified bitumen, as indicated
Data collected from the field and laboratory in IRC: 53-2002, shall be used.
ROAD RESEARCH IN INDIA 2008-2009 25

6. The camber of road needs to be (a) Field investigations


maintained at 2.5 per cent for quick
• Assessment of pavement surface
run-off of surface water. The catch
condition through visual
pits/drains/cross drainage works
observations.
(culverts/Hume pipes etc) shall be
properly cleaned and maintained • Test pits evaluation.
regularly in order to prevent/minimize
(b) Laboratory investigations involving the
the damage to road occurring due to
engineering properties of pavement
infiltration/entry of water into the lower
materials.
pavement layers.
Methodology
Reports/Publications
The field investigation was undertaken with a view
Report on "Investigation to Determine the Causes
to carry out the structural and functional
of Distress on Mohammadpur-Dohrighat,
evaluation of pavement, including the assessment
Mohammadpur-Varanasi and Azamgarh-
Ghazipur Roads and Needed Remedial of quality of road building materials/mixes used
Measures". during the widening and strengthening works,
particularly the bituminous layers. The various
Further Information/copy of report can be activities undertaken include (i) Assessment of
obtained from pavement surface condition through visual
observations and (ii) Test pits evaluation. Based
The Director, Central Road Research Institute, upon the pavement surface condition data
New Delhi.
collected through visual survey, the locations of
3. Investigation to Determine the Causes of test pits were decided. The test pits were located
Distress between km 23.800 to on the widened portion as well as in the old
km 35.000 on NH-91 and Needed portion of carriageway. A total of four test pits-two
Remedial Measures pits on Kanpur bound carriageway and two pits
on Ghaziabad bound carriageway, measuring
Date of Start: October 2008 1.2 m x 1.2 m in size, were cut open upto the
subgrade level at these selected locations.
Date of Completion: December 2008
In-situ densities of granular subase and subgrade
(i) Central Road Research Institute,
soil were also determined by sand replacement
New Delhi (R, I)
method. The thickness of each constituent layers
(ii) U.P.Public Works Department, was measured at four spots in each test pit and
National Highways Division, average value was taken. The samples of
Ghaziabad (S) bituminous materials, granular materials, as well
as the subgrade soil were also collected from each
Scope and Objectives
test pits for detailed evaluations in CRRI
laboratory.
The broad objective of the assignment is to
evaluate the current condition of project road, Traffic data in terms of total number of
particularly km 30, 31 and 33 on NH-91 and commercial vehicles (2-axle trucks, Bus, LCV's,
suggest remedial measures needed to improve 4 axle trucks) was supplied by NH Division, P.W.D.
the road condition. Scope of work included the Ghaziabad. Since no axel load survey was
following:
26 GENERAL REPORT ON

planned under this project, the weighted average (c) The specification selected for
Vehicle Damage Factor (VDF), obtained by CRRI pavement layers, particularly the
in the past from nearby road sites, a VDF of 8.367 binder course and wearing courses
has been assumed/ considered for the project are not appropriate, as can be seen
road. from the pavement design catalogue
given in IRC: 37-2001, for this class
Present Status and Progress
of road (sub grade CBR 6 per cent and
design loading of 118 msa).
Based on the data/results obtained through the field
and laboratory investigations carried out (d) Poor intra-drainage conditions below
under this project, adequacy of total pavement the pavement layers as GSB layers
thickness provided for the project road for the are not present throughout (that is upto
prevailing conditions (that is subgrade CBR of the full formation width). The seepage
6 per cent and design loading of 118 msa in of water into the pavement layers (as
10 years) has been worked out. It is seen that the can be supported due to FMC of
thickness of bituminous layers alone in old road subgrade and GSB layers being more
portion is 400 mm. The structural thickness than OMC) coupled with high voids in
requirement of pavement is worked out using the Bituminous Macadam layer further
subgrade CBR (of 6 per cent) and calculated aggravated the situation. Wherever
cumulative standard axles (of 118 msa), as per IRC: the SDBC has been provided, the
37-2001. The additional thickness requirement, for condition of pavement surface is
5 and 10 years design life, has been worked out comparatively still good than sections
and needed remedial measures recommended. where BM has been laid as the top
layer. The pavement surface
Findings/Conclusions
condition is expected to deteriorate
further in future as the pavement
(a) The surface distress on existing
needs to be strengthened with thick
pavement was assessed quantitatively
and dense bituminous mixes, which
during the visual condition survey. The
are capable of withstanding higher
various distress forms viz. cracks and
stresses and strains, as the traffic on
patch works were observed in km 31
project road is very high due to the
at few locations and only patch work in
road section passing through highly
Kms 30 and 33 in widened portion at
industrialized area.
few locations only. However, there are
some stretches which have no distress Recommendations
also. Ghaziabad bound carriageway
has less distress as compared to The following recommendations/remedial
Kanpur bound carriageway. measures were given:

(b) Structural inadequacy of the pavement • For ensuring long term pavement
due to heavy traffic volume (7294 performance, focus now must shift to
CVPD excluding LCVs in the year the use of dense graded bituminous
2005) coupled with severe overloading mixes (such as DBM and BC) rather
(VDF of 8.367), resulted in cracking/ than the open graded and semi dense
settlement/rutting/dislodging of bituminous mixes (such as BM and
materials. SDBC). The future trend is now
ROAD RESEARCH IN INDIA 2008-2009 27

towards utilizing high modulus rut undertaken by utilizing appropriate


resistant mixes to take care of the bituminous specifications. The
problems of rutting in bituminous structural capacity of project road
layers. Rutting/settlement occur needs to be augmented by providing
broadly due to inadequacies in the mix the additional structural layers in terms
design and/or wrong selection of of DBM and BC.
bituminous mixes.
• It is proposed that SDBC work, which
• Bituminous Macadam is a highly was stalled in between, may be
permeable mix which is prone to completed on the remaining sections
rutting and water induced damage. also as of now before rehabilitation
Bituminous Macadam, though is treatment is undertaken. Therefore, it
widely used at present, but needs to is preferred to wait for one monsoon
be gradually replaced with DBM in the before the rehabilitation measures, as
coming years, because it is not cost recommended can be taken up. If it is
effective in the long run and does not not acceptable to PWD, the
perform better during the design life rehabilitation measures recommended
of a pavement subjected to heavy now may be taken up immediately so
traffic. Similarly, the use of Semi- as to prevent the existing surface from
Dense Bituminous Concrete is also further damage. Prolonged exposure
needed to be discouraged as it suffers of BM surface (which is an open
from "pessimism" voids, which have graded mix) is not at all desirable for
potential to trap water resulting into a road subjected to heavy traffic
damage due to moisture. It should be volume and overloading.
substituted by Bituminous Concrete as
• It is extremely important to extend
it is a better performing mix and is also
GSB layer right upto the formation
cost effective in the long run.
width, before taking up any bituminous
• Use of thick wearing course of 40 mm work, if the recommended
BC instead of 25 mm thick SDBC is rehabilitation treatments are to serve
recommended since the project road the intended purpose. Also, the
falls under moderate to heavy rainfall provisions for adequate drains be
area and is subjected to very heavy made since it is very much necessary
traffic volume and loading. It is, to avoid infiltration/accumulation of
therefore, very much essential to seal water into the pavement structure or
the surface from the ingress of water/ along the road, either by way of
moisture, which is achieved through seepage from the surface or on
the application of BC. account of any other reasons, for
example capillary action.
• The project road has developed
distress because it is structurally Reports/Publications
inadequate for the projected traffic
loading and thus requires major Report on "Investigation to determine the causes
strengthening/rehabilitation. The of distress between km 23.800 to km 35.000 on
rehabilitation for project road can be NH-91 and the needed remedial measures".
28 GENERAL REPORT ON

Further Information/copy of report can be The design traffic and VDF were to be assumed
obtained from based on the client's inputs. The design
verification was based on the stipulated
The Director, Central Road Research Institute, requirements as per IRC:37-2001. It was
New Delhi. concluded that the design adopted during
construction of internal road network was not in
4. Investigations for Review of Design of conformity of the requirements of IRC: 37-2001.
Pavement for Plant Roads at DCRTPP,
Yamunanagar Limitations of Conclusions

Date of Start: February 2009 The review of design was based on limited
laboratory evaluation and assumptions of certain
Date of Completion: April 2009
design factors. The performance of road
Central Road Research Institute, New Delhi pavement may be monitored.
(R,I)
Reports/Publications
Present Status and Progress
Final Report, April 2009.
Completed and detailed report submitted for
Further Information/copy of report can be
implementation of recommendations.
obtained from
Further Findings/Conclusions/Supporting
Data The Director, Central Road Research Institute,
New Delhi.
Review of pavement design was carried out based
on the field observations and laboratory studies.
ROAD RESEARCH IN INDIA 2008-2009 29

3. PAVEMENT PERFORMANCE

SUMMARY

Under this sub section Pavement Performance, one new project on study of rut behaviour of pavements
and its significance in design methodology has been reported as newly taken project. Under completed
section, one project on pilot study on effect of overloading on road infrastructure and another on rural
road pavement performance study has been reported.

SALIENT POINTS FOR DISCUSSION

1. Effect of Overloading on Road Infrastructure

2. Rut Behavior of Pavements and its Significance in Pavement Design Methodology.

3. Rural Roads Pavement Performance Study.


30 GENERAL REPORT ON

A. NEW PROJECTS (ii) Place the wheel assembly in position


that is the test wheel touching the
1. Study on Rut Behaviour of Pavements subgrade.
and its Significance in Design
Methodology (iii) Place the required amount of weights
on the loading pan provided over the
Date of Start: June 2007 test wheel, so that required contact
pressure can be attained.
Date of Completion (Targeted): May 2010
(iv) Apply the load by starting the motor
(i) NSS College of Engineering, and note the number of load
Palakkad (I) repetitions from the digital counter.
(ii) Kerala State Council for Science, (v) Note the rut measurements using a
Technology and Environment (S) Vernier depth guage of accuracy
Scope and Objectives 0.02 mm at increments of 50, 100,
500, 1000, 5000, 10000 and so on.
(i) To measure the rut depth of the
(vi) From the observations noted, the
pavement layers subjected to different
fatigue life of the pavement can be
number of load repetitions due to a
estimated.
loaded single wheel with different
contact pressures. Interim Conclusions/Supporting Data
(ii) To measure vertical strain of the
Different types of sub-grades are being tested with
pavement at different locations of the
different contact pressures in order to frame up
pavement with respect to loading
positions. the design curves.

(iii) To estimate the fatigue life of the Significance/Utilisation Potential


pavement in terms of number of load
repetitions till failure. • The set up can be successfully
performed in any type of subgrade
(iv) To arrive at a method of determining
conditions such as Compacted
the shift factor required in the fatigue
subgrade soil, Unpaved roads which
equation for pavement design.
may be reinforced or unreinforced,
Methodology Subgrade stabilised with stabilizers,
Paved roads with multiple layers of sub
To measure the rut, an instrument named as base; WBM or WMM and/or
'Single Wheel Test Track Assembly' has been set bituminous surfacing.
up at Department of Civil Engineering, NSS
• The rut depth can be measured to any
college of Engineering, with which the compacted
amount of accuracy as desired, at any
soil is tested. The methodology involved the
desired number of load repetitions with
following steps:
exact field conditions.
(i) The pavement system to be tested • Fabrication and operation of the
(subgrade with additional layers over instrument is less expensive. It is
it, if any) is to be prepared in the test simple and requires less maintenance
track simulating the field conditions.
ROAD RESEARCH IN INDIA 2008-2009 31

and less wear and tear etc. Moreover increased unless design of road
skilled supervision is not required infrastructure is upgraded.
Further information/copy of report can be • Law enforcement agencies should
obtained from take stringent actions against the truck
operators for overloading and apply
Dr. A. K. Raji/Dr. V.Sudha, Department of Civil enforcement at source of loading itself.
Engineering, NSS College of Engineering,
Palakkad, Kerala. • Setting up of weigh-in-motion stations
and empowering highway authorities
E-mail : rajiudayakumar@gmail.com
for enforcement on the axle load limits.
B. COMPLETED PROJECTS/ONGOING
PROJECTS • Encouraging the multi-axle vehicles to
carry more goods, thereby reducing
1. Pilot Study on Effect of Overloading on VDF and damages to roads and
Road Infrastructure vehicles.

Date of Start: June 2006


• Installation of Vehicle Overloading
Management System to minimise the
Date of Completion: October 2008 damages to the roads.
(i) Central Road Research Institute, • Road authorities should be advised to
New Delhi (R) design the road pavements taking into
(ii) Ministry of Road Transport and account axle load spectrum on actual
Highways, New Delhi (S) basis.

Present Status and Progress • In India, there is a need to develop an


integrated system for monitoring truck
The objective of the project is to study the effect loads and verify the truck load carrying
of overloading of trucks on pavement capacity of bridges so that they can
deterioration and its service life, performance of be classified in terms of the truck load
bridges, vehicle operating costs, fuel that can safely pass through the
consumption, cargo safety and vehicle damages. bridges.
The methodology includes some theoretical Recommendations on the study of Cargo
studies, based on the existing database, and also Safety and Vehicle Damage are:
includes experimental studies. The study has
been planned to carry out the effect on • In case of tippers no amendments in
overloading of 10 per cent, 20 per cent, and the height of load body should be
30 per cent above the legal limit. This project is permitted and OE should restrict the
completed and Final Report was submitted to load body to 14 m 3. RTOs should
MoRTH. ensure, both at the time original
registration as well as at the time of
Conclusions/Supporting Data annual inspection, no amendments in
the cubic capacity of the vehicle takes
Some of the recommendations and conclusions
place beyond 14 m3.
drawn from the pilot study are as follows:
• Overhang beyond 60 per cent of the
• Legal Axle Load Limit should not be wheel base should not be allowed as
32 GENERAL REPORT ON

per CMVR. Both at the time of original various types of road pavements, bridges and
registration as well as at the time other detailed aspects under various design,
annual inspection this should be geo-climatic and regional considerations so as to
strictly followed. RC book should determine the correct damages accused by
specifically mention the length of the overloading of trucks and cost involved. This will
vehicle registered on the RC book as
also help in determining the optimal design and
well as on the body of the vehicle.
construction standards for various types of
• In the case of Tractor-trailer combination pavements and bridges.
length of the vehicle i.e prime mover and
trailer should not be more than 18 m Recommendations for Dissemination
permitted under the law. (Revision of Codes/Specifications)

• In the case of 16.2 t vehicles height of Further it is recommended to carryout detail


load body should be restricted to one studies on the effect of overloading on various
meter only and this must be ensured
road infrastructures in different regions to
both at the time registration of vehicle
ascertain specific impacts and its implications.
by RTO as well as at the time of annual
inspection besides height being Further information/copy of the report can be
mentioned on the body of the vehicle. obtained from
• For 25 t vehicles height of the load
body should be restricted to 1.5 m only. (i) Central Road Research Institute,
This should be insured at the time of New Delhi (R)
original registration as well as at the
(ii) Ministry of Road Transport and
time of annual inspection. Besides this
Highways, New Delhi (S)
height be mentioned on the load body.
Limitations of Conclusions or Interim 2. Rural Roads Pavement Performance
Conclusions Study

The study is being conducted on pilot basis with Date of Start: July 2007
the available data on axle road spectrum. The
Date of Completion (Targeted): March
HDM-4 software has been used to find out the
2010
deterioration pattern of flexible pavements. Due to
non-availability of trucks for overloading, only one (i) National Rural Roads Development
truck has been used for field studies on fuel
Agency (R,C)
consumption and emission calculation. Operating
costs of overloaded trucks are not available with (ii) Ministry of Rural Development, Govt.
the operators. Therefore, it is recommended for of India, New Delhi (S)
further detailed studies, to establish the effect of
overloading precisely on various road Scope and Objectives
infrastructures.
The study is limited to 180 roads works, already
Recommendations for further work constructed under Pradhan Mantri Gram Sadak
Yojana, before 2006. The project proposed to
This study is proposed to have detailed long term
studies on axle load spectrum and its effect on collect one time inventory data and performance
ROAD RESEARCH IN INDIA 2008-2009 33

data after every six months over three years. The Agencies (PTAs) of NRRDA. STAs/PTAs are the
objectives defined for the study are: identified technical education institutions of repute
in different states of the country. 16 institutions
(i) To evaluate the efficacy of the current
working as STA/PTA are involved in data
design procedures for sustainability.
collection. STAs/PTAs have been requested to
(ii) To understand trends in the growth collect one time inventory data by selecting road
pattern of the traffic plying on the roads sections of 500 m each and performance data
under different socio-economic after every six months up to three years. In
environments. performance data, roughness is to be measured
with MERLIN and deflection data is to be recorded
(iii) To assess the progression of
by using Benkelman Beam. Other observations
deterioration of the pavements over a
such as shoulder condition, pothole formation,
period of time under different field
cracking etc are to be visually observed or
conditions.
measured.
(iv) To study relative performance of
Interim Conclusions/Supporting Data
different specifications vis-a-vis the
conditions associated, including cost.
1. Traffic data analysis indicates that the
(v) To establish mathematical growth rate of traffic on some of the
relationships among Pavement rates is more than 50 per cent,
Deterioration with relevant whereas in some cases the traffic
independent variables/parameters. growth rate is less than 6 per cent.

(vi) To develop Rural Road Pavement 2. Rut depth measurements indicate


functional performance models based progressive rutting during four cycles
on roughness and distress (in terms of observations, in the range of
of rutting, cracking, potholes etc.) 2.85 mm to 62 mm.
(vii) To develop Rural Road pavement 3. Roughness measurements indicate
structural performance models based progression of roughness varying in
on properties of materials and layers the range of 4 to 8 in terms of
in correlation with external factors like International Roughness Index in four
traffic, temperature and moisture. cycles of observations.
(viii) To develop Maintenance and Asset
4. Rutting is found to be in the range of
management strategies with a view to
5 to 16 mm.
have strategic investment at the
network level and optimum use of 5. Raveling area percentage is varying
available maintenance funds based on between 5 to 60 per cent and Severity
the Pavement deteriorations and traffic of cracking is low with cracking up to
growth trends. 15 per cent of the area.
Methodology
6 The characteristic deflection was
found to be in the range of 0.88 mm
Project is being implemented through State
to 1.40 mm.
Technical Agencies (STAs) and Principal Technical
34 GENERAL REPORT ON

Significance/Utilisation Potential For this purpose, it is proposed that while allowing


individual institutes to develop models with their
The study may likely to lead to review of design own approach, a nodal agency such as I.I.T.,
practices, maintenance management and help the Kharagpur is being considered for making use of
rural road sector. the data from all individual investigators and
developing global and regional level performance
Limitations of Conclusions Recommendations
model with universal data. The universal data
for Further Work/Further Proposed Work
compiled from all the institutions will have data
entries in most of the cells of matrices of soil, traffic
The Rural Roads Pavement Performance Study
and environmental conditions considered. This will
(RRPPS) was launched with the objective of
help in developing a variety of models with the
evaluating the performance of roads through a
latest approaches.
systematic and scientific measurement of the
parameters such as rutting, raveling, cracking, Reports/Publications
pot hole formation, edge breaking (Edge dipping)
etc that reflect the performance of the road. Some (i) One Paper Publiched in Indian
of the institutions are at the advanced stage and Highways.
many institutions are still in their second and third
(ii) One Paper Published in National
cycle of data collection. Though the institutes tried
Conference.
to develop mathematical models following
different approaches with the limited data Further information/copy of report can be
collected, it would be possible to develop both obtained from:
local and global models only after completion of
data collection and evaluation by all the The Director (Technical), National Rural Roads
investigators. Development Agency, New Delhi.
ROAD RESEARCH IN INDIA 2008-2009 35

II. PAVEMENT ENGINEERING AND MATERIALS

1. SOIL STABILIZATION, LOW GRADE MATERIALS


AND LOW VOLUME ROADS

SUMMARY

Research works reported in the area of Soil Stabilisation, Low Grade Materials and Low Volume
Roads relate to projects on soil stabilization, study on the effect of stabiliser on clay soil and utilization
of marginal materials for the subgrade stabilization.

There are two projects that are reported as completed. Subgrade soil stabilization by sand-lime pile is
reported. Upto 12 per cent lime is used for stabilization of poor subgrade where Ias RC Code
recommends only 3-4 per cent. Lime injection technique improves poor subgrade soil in existing
pavement. Study on the effect of stabiliser on clay subgrade soil is conducted. Different dosages of
stabiliser are used but CBR values improve initially and thereafter CBR value decreases. Stabiliser
can be used for short term improvement.

One ongoing project on utilization of marginal materials for subgrade stabilization is reported. Lime
sludge and burnt silica sand as marginal materials can be successfully used.

SALIENT POINTS FOR DISCUSSION

1. Use of Waste Materials for Stabilization of Soils.

2. Utilisation of Marginal Materials in Road Construction and for Subgrade Stabilisation


36 GENERAL REPORT ON

A. COMPLETED PROJECTS/ ONGOING Scope and Objectives


PROJECTS
To study the effect of Stabiliser on the CBR values
1. Subgrade Soil Stabilisation by of Clay soil (PRA classification).
Sand-Lime Pile
Methodology
Date of Start: June 2008
Stabiliser was added to the clay soil at 4 per cent,
Date of Completion: Dec 2008
10 per cent and 12 per cent by the weight of soil
Highways Research Station, Chennai-25 and the samples were allowed to cure. CBRs of
(R) treated soil were found on 10th, 30th, 45th, 60th
Present Status and Progress and 90th days of mixing. Atterberg's limits and
Specific Gravity were found for every sample at
Reported first time; Completed.
each cycle. The results were compared and final
Finding/Conclusion conclusions were arrived on the effect of stabiliser
in stabilising A-7-6 type clay soil.
The requirement of optimum lime to stabilise the
subgrade soil tested under the present study is Conclusion
as high as 12 per cent whereas IRC: SP:1 (Lime
stabilization) recommends 3-4 per cent lime for The CBR values of stabiliser treated A-7-6 Clay
the soil stabilisation. type soil show improvement initially, i.e. on 10th
Recommendation for Further Work day of testing. But, thereafter, CBR values
decreased with increased time from the date of
Guidelines, adopting lime injection technique, are mixing. The improvement observed is not
not presently available for the stabilisation of poor sustained permanently.
subgrade soil. If guidelines are framed for lime
injection then it will be very useful for improving Significance/Utilisation Potential
the poor sub grade soil in existing pavements.
This will tremendously reduce the cost of Stabiliser could only be used wherein short term
rectification for distressed pavements. improvements of sub grade soil are required such
as formation of temporary roads etc.
Further information/copy of report can be
obtained from Limitation of Conclusion
The Director, Highways Research Station,
Chennai-25. The study was carried out on A-7-6 Clay soil only
and the findings are applicable only to these soil
2. Study on the Effect of Commercially types. Further studies are necessary to
Available Soil Stabiliser on Clay Sub understand the effect of stabiliser on other types
Grade Soil of soils.

Date of Start: April 2008 Further information/copy of report can be


Date of Completion: Jan 2009 obtained from

Highways Research Station, Chennai-25 The Director, Highways Research Station,


(R, I, S) Chennai-25.
ROAD RESEARCH IN INDIA 2008-2009 37

3. Utilization of Marginal Materials for Progress: About 90 per cent of work has been
Subgrade Stabilization completed so far.

Date of Start: June 2007 Further Findings/Supporting Data

Date of Completion (Targeted): Soil stabilisation and replacement of aggregates


May 2010 using Steel Slag, Lime Sludge 1 (from Rubber
factory), Fly ash and Demolished Concrete Waste
N.S.S. College of Engineering, Palakkad (I).
was reported earlier. Further tests were conducted
Present Status and Progress using marginal materials such as Lime
Sludge 2 (from Textile mill industry) and Burnt
Status: Ongoing Silica Sand. Results obtained using two marginal
Year of Last Report: 2008 materials are given below:

Subgrade soil used Marginal Material Suggested addition of marginal


Used materials (from laboratory
investigations), per cent

Clayey soil with


LL= 40 per cent, PL = 28 per cent,
PI = 12, IS Classification : OI Lime Sludge 2 10
d max.=1.48 g/cc
OMC=31.5 per cent,
CBR=4.2 per cent

Red soil with


LL=47 per cent, PL = 18 per cent,
PI= 29, IS Classification: CI Burnt Silica Sand 10
d max.=1.73 g/cc
OMC=15.1 per cent,
CBR=3.65 per cent
Environmental studies for marginal materials were Reports/Publications
also conducted by using chemical analysis.
Results were found to be satisfactory since Published one Paper at 9th Kerala Science
constituents in the marginal materials do not make Congress held at Kollam and another Paper
any hazardous effect on the nearby water published at National Conference, Race-2009,
bodies.
held at CUSAT, Cochin.
Limitations of Conclusions or Interim
Further information/copy of report can be
Conclusions
obtained from
• Utilisation of other industrial wastes to
Dr. A.K.Raji/Dr. V.Sudha, Department of
be explored.
Civil Engineering, N.S.S. College of
• Conduct fatigue studies.
Engineering, Palakkad.
• Conduct field observations. e-mail : rajiudayakumar@gmail.com
38 GENERAL REPORT ON

2. FLEXIBLE PAVEMENTS

SUMMARY

Research works reported in the area of Flexible Pavement include laboratory evaluation and field
performance of ready made slurry mix; use of commercially available known additive for bituminous
road works; utilization of marginal materials as an ingredient in bituminous mixes; influence of addition
of commercially available additive and Fly ash in bitumen and bituminous mix design; and design of
flexible pavement as the new projects.

Research projects viz. utilization of waste plastic as green technology; remedial measures for
rectification of distress in flexible pavement on the approach embankment of railway over bridge at
SAIL township Rourkela; demonstration of CRRI technology using marble slurry dust;
development of cold mix design procedure for dense graded bituminous mix (BC-II) and development
of fuel resistant bitumen are reported as the completed projects.

Ongoing research projects viz. resource mapping of road construction materials; use of waste plastics
for road construction - an evaluation of roads laid with plastic wastes in Kerala; involving study on the
effect of using quarry dust and copper slag in sub-base and development of cold mix technology for
structural layers of flexible pavements in different climates are also reported.

SALIENT POINTS FOR DISCUSSION

1. Use of Cold Mixes in Structural Layers.

2. Development of Cold Mix Design Procedure for Dense Graded Bituminous Mix (BC-II).

3. Utilisation of Marginal Materials as an Ingredient in Bituminous Mixes.

4. Use of Waste Plastics for Road Construction as Green Technology.

5. Use of Commercially Available Additives and Fly Ash in Bitumen and Bituminous Mixes.

6. Demonstration of CRRI Technology for Construction of Flexible Pavement by Using Marble


Slurry Dust.
ROAD RESEARCH IN INDIA 2008-2009 39

A. NEW PROJECTS the pavement edge 6-12 inches away


from kerbing.
1. Laboratory Evaluation and Field
Performance of a Ready Made Slurry Mix
• Draw the slurry seal mix away from
the pavement edge by pulling a
Date of Start: April 2008 squeegee or brush perpendicular
through the ribbon of material at a
Date of Completion (Targeted): slight angle. Walk parallel to the
March 2010 pavement edge. Repeat the process
in the opposite direction, pulling the
Central Road Research Institute, New Delhi
excess material towards the center of
(R,I)
pavement. For best results, use the
Scope and Objectives squeegee followed by the brush.

The objective and scope of this study are given • Pour more slurry mix to maintain a
as under: working ribbon of material and
continue across the pavement until it
• Evaluation of slurry mix in laboratory. is completely covered.
• Application of slurry mix on selected Significance/Utilisation Potential
road sections in Delhi and their
performance evaluation. • Slurry seal is the most versatile and
cost effective way to preserve and
• Submission of report.
protect bituminous pavement. The
Methodology application of slurry seal significantly
extends the life of existing pavements
The following methodology has been adopted: by protecting the undersurface from
the effects of aging and environment.
• Slurry seal was evaluated in the
laboratory for different properties viz. • Slurry seal is textured, skid resistant,
Water per cent, Non-volatile per cent, flexible, waterproof, and has good
Ash of Non-volatile, Solubility of Non- cohesion which makes it economical
volatile per cent, Sp. gravity, and a hard wearing surface.
Drying Time-hours, Adhesion and
Further information/copy of report can be
Resistance to Kerosene, etc.
obtained from
• Field trials were carried out by
preparing slurry seal mix. The agitator The Director, Central Road Research Institute,
in the sealer tank should be kept on at New Delhi
all the times to ensure an uniform mix.
2. Use of Commercially Available Known
The machine should be equipped with
Additive for Bituminous Road Works
a fog bar to be used for pre-
dampening if the pavement
Date of Start: January 2009
temperature exceeds 30oC.
Date of Completion: August 2009
• Coat the edges first. Pour a continuous
ribbon of the slurry seal mix along with Gujarat Engineering Research Institute,
Vadodara (R)
40 GENERAL REPORT ON

Scope and Objectives Phase IV: (a) Compilation of


results and
• To know the effects on various analysis of data.
parameters of bitumen after addition
(b) Preparation of
of commercially available additives in
report.
bitumen viz. Penetration, Softening
point, Ductility and Specific gravity. III. Methodology adopted in the
laboratory
• To know the effects on stripping
properties of good basalt and bad (A) Materials: Following materials are
weathered stones after addition of used for the study:
additives in bitumen.
• Aggregates: coarse aggregate
• To know the effects on various and fine aggregate are used.
parameters of bituminous mixes Both the aggregates are
(Dense mix like Bituminous concrete) tested for their physical
such as Marshall stability, Marshall properties in accordance with
flow, Retained Marshall stability index, norms laid down in MoRT&H
Bulk Density, Voids in mix, Voids filled standards.
with bitumen after addition of additives
• Bitumen: 60/70 Penetration
in bitumen.
Grade Bitumen is used for the
Methodology study.

I. Representative samples of
• Modifier or Additive is used.
commercially available additives, 60/ (B) Laboratory Tests: Admixture of
70 Penetration Grade Bitumen and 60/70 Pen. Grade bitumen and 0.1
Aggregates (from Sevaliya area/ per cent commercially available
quarry) are collected. additive is prepared in the laboratory.
Using this admixture, following tests,
II. List of essential phases
on bitumen and bituminous mixes are
Phase I: Testing of coarse carried out:
aggregates and fine
(a) Bitumen tests:
aggregates for different
physical properties and (i) Penetration test : IS 1203
testing of stripping
(ii) Softening Point test :
properties.
IS 1205
Phase II: Testing of bitumen and
(iii) Ductility test : IS 1208
modified bitumen with
additive. (iv) Specific gravity test :
IS 1202
Phase III: Testing and evaluation of
bituminous concrete mix (b) Bituminous mix tests:
designs with plain
(i) Marshall Stability test
bitumen and modified
bitumen (with additive). (ii) Marshall Flow test
ROAD RESEARCH IN INDIA 2008-2009 41

(iii) Compacted Density of Mix • A detailed field performance study


(CDM) test untill failure is suggested for further
(iv) Voids analysis. work.
(v) Retained Marshall Stability
Further information/copy of report can be
Index
obtained from
Conclusions/Supporting Data
The Joint Director (Roads), Gujarat Engineering
Based on the laboratory investigations, the Research Institute, Vadodara.
following major conclusions can be drawn:
3. Utilization of Marginal Materials as an
1. Marshall Stability, Marshall Flow, Ingredient in Bituminous Mixes
Compacted density of mix and
Softening point increases. Date of Start : June 2007
2. Temperature susceptibility of the Date of Completion (Targeted) : May 2010
binder improves as the softening point
increases which will result into high (i) N.S.S. College of Engineering,
strength mixes. Palakkad (I)

3. Penetration value and ductility value (ii) Kerala State Council for Science,
decreases. Technology and Environment (S)

4. Addition of commercially available Scope and Objectives


additive makes bitumen harder with
(i) To check the suitability of some
which production of high strength
industrial wastes as aggregate in
mixes are possible.
bituminous mix and to suggest the
5. Stripping property of aggregates maximum possible replacement of
improves by using additive. aggregate with concrete waste.
Singnificance/Utilization Potential (ii) To compare the properties of
bituminous mixes using stone
High strength mixes are possible with modified aggregate blended with selected
binder which can be used for construction of wastes in the suggested
bituminous roads. proportion for different bitumen
Limitations of conclusions/further proposed contents and thereby to determine the
work optimum binder (bitumen) content
required in the mix satisfying the
• Continuous stirring of admixture of specifications.
bitumen and additive is required so as (iii) Framing up of guidelines/
to have homogenous mixture. recommendations for practical
• Material fumes were observed during applications in the light of results
mixing of bitumen and additives. obtained from pilot field studies.

• Construction of experimental stretch


using additive in bituminous wearing
course.
42 GENERAL REPORT ON

Methodology Significance/Utilisation Potential

The methodology involves the following steps: • Use of marginal materials in an eco-
friendly manner.
Step 1: Determination of maximum possible
replacement of aggregates by • Saving in conventional materials used
performing aggregate impact value for road construction.
test on different combinations of
• Cost of construction of roads can be
aggregate with wastes and
reduced.
comparing these values with the
specifications. Limitations of Conclusions/Further Proposed
Work
Step 2: Determination of optimum binder
(Bitumen) content using Marshall test. (i) Utilisation of other industrial wastes to
Interim Conclusions/Conclusions/Supporting be explored.
Data (ii) Conduct field observations.

Marginal materials such as steel slag, medical (iii) Formulate guidelines for application.
field plastic wastes (glucose bottles and syringes),
Reports/Publications
demolished concrete waste etc. were collected
to replace the aggregates used in bituminous mix
Published three Papers (i) at National conference
design. Marshall tests were conducted to find out
held at Kottayam, (ii) at Kerala Science Congress
the properties of mix and Optimum Bitumen
Content. Results obtained are reported below: held at Kollam and (iii) at International
Conference held at Pune.
• Bitumen content can be saved by
about 20-25 per cent by the addition Further information/Copy of report can be
of slag. obtained from

• By adding 3 to 5 per cent biomedical Dr. A. K. Raji/Dr. K. K. Babu, Department of Civil


plastic wastes like used syringe plastic Engineering, N.S.S. College of Engineering,
and glucose bottle plastics by weight Palakkad, Kerala
of bitumen in the bituminous mix,
e-mail : rajiudayakumar@gmail.com
strength of mix can be increased
remarkably by about 17 to 63 per cent. 4. Influence of Addition of Commercially
• In bituminous construction, the natural Available Additive and Flyash in Bitumen
stone aggregates can be replaced with and Bituminus Mix Design
concrete waste by 30 to 40 per cent.
Date of Start: June 2007
• The optimum binder requirement in
30 per cent replaced aggregate is Date of Completion: June 2008
5 per cent instead of 6 per cent which M.S. University, Vadodara (R)
would result in a saving of bitumen by
about 17 per cent. Scope and Objectives

• Marshall stability & flow tests and tests


ROAD RESEARCH IN INDIA 2008-2009 43

for determining the physical properties increases, softening point increases,


of bitumen with different percentage solubility decreases and stability
of commercially available additive and increases.
flyash.
• As the percentage of flyash increases,
• Indirect tensile strength test, wheel solubility also decrease considerably.
tracking test, frass breaking point test
• Additive has less specific gravity than
and stripping value tests for binder
the fly ash.
used in the study.
Objectives
• To achieve higher stability values (that
is 1114 kg and 1208 kg), one can use
• To study the performance of bitumen 5 per cent binder including 20 per cent
with addition of commercially available flyash and 4.5 per cent binder
additive and flyash. including 10 per cent flyash
respectively. These combinations are
• To study the performance of
economical than optimum binder
bituminous mix design with addition of
content (4.2 per cent) of 80/100.
commercially available additive and
Fly ash. • Higher stability can also be achieved
by using certain combinations that is
Methodology
4.2 per cent binder including 2 per cent
Two different types of binders were prepared by additive; 4.5 per cent binder
using various percentages of commercially including 2 per cent additive; and
available additive and flyash. 4.5 per cent binder including 4 per cent
additive, which gives stability of
1. Different percentage of commercially 1241 kg, 1256 kg & 1289 kg,
available additive (i.e. 0.5 per cent, 1 respectively.
per cent.1.5 per cent and 2.0 per cent)
were added in 80/100 grade bitumen Further information/copy of report can be
and mixing is done at 168°C for obtained from
1.5 h in mechanical stirrer.
Vaishakhi M.Shinde, Civil Engg. Deptt, Faculty
2. Different percentage of flyash (i.e. of Technology & Engg., M.S. University,
5 per cent, 10 per cent, 15 per cent Vadodara - 390023.
and 20 per cent) were added in
80/100 grade bitumen and mixing is 5. Design of Flexible Pavement for M.P.
done at 168°C for 1.5 h. Road Between Sector 31-32 and Sector
36-37 (Proposed Heliport) at Rohini, New
Softening point, penetration test, ductility, Delhi
solubility, kinematic viscosity, thin film oven test,
flash point, elastic recovery, specific gravity and Date of Start: March 2009
Marshall stability & flow tests were performed for (i) Central Road Research Institute, New
the above mentioned two types of binders. Delhi (R, I)
Conclusions (ii) Delhi Development Authority, (S)

• As the percentage of additive


44 GENERAL REPORT ON

Scope and Objectives (Upper layer; Grade 1 for close graded


granular material)
The primary objective of this assignment is to
design a flexible pavement for M.P. Road between (Lower layer; Grade 1 for coarse graded
Sector 31-32 and Sector 36-37, Phase IV & V at granular material)
Rohini, New Delhi, linking the proposed heliport. The following structural composition of flexible
pavement is also recommended for the new road
Methodology
if stage construction practice is to be adopted.
The methodology adopted includes the following: • BC - 40 mm
(i) Traffic assessment/surveys on road(s) • DBM - 100 mm
around the proposed new alignment • WMM - 250 mm
for assessing the expected • GSB - 260 mm
commercial traffic.
B. COMPLETED PROJECTS/ONGOING
(ii) Field investigations and collection of PROJECTS
subgrade samples.
(iii) Laboratory testing of soil samples 1. Resource Mapping of Road Construction
proposed to be used as subgrade for Materials in Kerala-A case Study of
the new road. Pathanamthitta District

(iv) Analysis of data/results for Date of Start: June 2008


recommending design of flexible
pavement. Date of Completion (Targeted): March 2010

Based on the data/results obtained from the field National Transportation Planning and
studies, pavement design was calculations were Research Centre (NATPAC),
done as per IRC: 37:2001. Thiruvananthapuram (R)

Present Status and Progress Present Status and Progress

Design calculations have been done and Status: Ongoing


pavement design recommended. Year of Last Report: 2008
Conclusions Progress
Structural composition of flexible pavement, Samples and data collected from 34 rock
recommended for the new road construction, for quarries and 5 sand quarries. Laboratory testing
its full design life of 15 years, is as given under: of the collected samples completed. Mapping and
analysis of the test results is in progress.
• BC - 40 mm Collection of samples from the remaining
• DBM (2 layers of 75 mm - 150 mm quarries is in progress.
thick each) Further Findings/Supporting Data
• WMM (2 layers of 125 mm - 250 mm
thick each) The laboratory test results show that the
properties of coarse aggregate and sand
• GSB (2 layers of 130 mm - 260 mm available are within the limits of specified for road
thick each) construction.
ROAD RESEARCH IN INDIA 2008-2009 45

Further information/copy of report can be Date of Completion: July 2009


obtained from
(i) Thiagarajar College of Engineering,
The Director, National Transportation Planning Madurai (R)
and Research Centre, Sasthra Bhavan, Pattom (ii) Department of Science and
Palace P. O., Thiruvananthapuram- 695 004. Technology (S)
2. Study on the Use of Waste Plastics for Present Status and Progress
Road Construction- An Evaluation of the
Roads Laid with Plastic Wastes in Kerala The project is completed. The coating of molten
Date of Start: June 2008 plastic over the surface of aggregate reduces
water absorption (Table 1). This shows that voids
Date of Completion (Targeted):
at the surface get reduced. Generally, voids
March 2010
should be less than 2 per cent. Lesser the voids
National Transportation Planning and better the quality of aggregate. Otherwise, the air
Research Centre (NATPAC), entrapped in the voids would cause oxidation of
Thiruvananthapuram (R) bitumen resulting in stripping, pothole formation,
Present Status and progress etc. Moreover, the presence of water in the voids
is detrimental to the adhesion between aggregate
Status: Ongoing and bitumen. Hence, the aggregate with lesser
voids is considered to be good for the purpose of
Year of Last Report: 2008
road construction. The coating improves
Progress: Periodic evaluation is in progress. Soundness. The coating of plastics also improves
Further Findings/Supporting Data the quality of aggregate. a) By decreasing
Aggregate Impact Value (AIV), b) By decreasing
The condition of road in terms of distress (cracks Aggregate Crushing Value (ACV) and c) By
and pothole) is better for the study stretches when decreasing Los Angeles Abrasion Value (LAAV).
compared to the control section. These observations help to conclude that
Reports/Publications plastics waste coated aggregate can be
considered more suitable for flexible pavement
Interim report has been published. construction.

Further information/copy of report can be In the above process the aggregate are coated
obtained from with plastics and then blended with bitumen. The
Plastic Coated Aggregate (PCA) is not only easy
The Director, National Transportation Planning
to prepare but also helps to use higher
and Research Centre, Sasthra Bhavan, Pattom
percentage of plastics waste for coating without
Palace P. O., Thiruvananthapuram- 695 004.
much difficulty. Result on the extraction of
3. Study on the Characterization and bitumen (Table 2) from Dry process show that the
Utilization of Waste Plastics-Green bonding in Dry process is stronger. The results
Technology (Tables 3 and 4) also show that Marshall Stability
Values (MSV) are higher and there is no
Date of Start : January 2006
46 GENERAL REPORT ON

stripping. This shows that the mix is much better The data given in Tables 3 and 4 also suggest
for use in flexible pavement. The mixing of that with the use of plastic waste coated
bitumen with plastics waste takes place at the aggregate, the quantity of bitumen needed for
surface of aggregate and at a temperature around producing a good mix can be reduced to the extent
160 deg. C. At this temperature both the plastics of 0.5 per cent by the total weight of mix which
and bitumen are in the liquid state, capable of accounts for about 10 per cent reduction in the
easy diffusion. This process is further helped by use of bitumen. This saving goes to the extent of
increase in the contact area (increased surface several hundred crores of rupees and it is a great
area). Both polymer and bitumen are similar in national saving.
chemical nature. These factors help to generate
Performance Evaluation of Roads
better adhesion/binding. Moreover, the polymer
molecules interact with the constituents of As can be inferred, the load bearing capacity of
bitumen namely asphaltene and other similar plastic road increases significantly. This is proved
compounds which results in a three dimensional by conducting various performance tests on the
internal cross-linked net work. The cross-linking roads built with plastic on different, sites at
results in strong and elastic structure. This also different times. These tests have been carried out
adds to its suitability as a blend for flexible with the guidance of National Transport Planning
pavement. The Marshall Stability values are fairly and Research Centre, Trivandrum, Kerala, India.
high and Marshall Quotient (MQ) is around 500. The tests show very good results in terms of
Flow value is in the expected range. Voids filled performance waste plastic roads as compared to
with bitumen (VFB) are expected to be around conventional roads (Table 5).
65 per cent.

Table 1 Properties of Aggregates

Stone % of Plastic Moisture Soundness AIV ACT LAR Voids


Aggregate with respect Absorption (%) (%) (%t) (%) (%)
to total (%)
weight

Without plastic 0 4 5+/- 1 25.4 26 37 4


coating

With plastic 1 2 Nil 21.20 21 32 2.2


coating

With plastic 2 1.1 Nil 18.50 20 29 1


coating

With plastic 3 Traces only Nil 17.00 18 26 Nil


coating
ROAD RESEARCH IN INDIA 2008-2009 47

Table 2 Extraction Characteristics of Polymer Coated Aggregate Bitumen Mix

Percentage of plastic added Bitumen removed Bitumen removed Bitumen removed


with respect to total weight after 5 Min. (%) after 10 Min. (%) after 15 Min. (%)

0 96.0 98.0 99.0

0.5 63.5 88.7 92.3

0.75 63.2 86.7 90.7

1.0 61.3 76.7 83.6

Table 3 Effect of Variation of Type and Plastic Content on Marshall Stability Values

Percentage Percentage Type of Stability Flow VFB M.Q


of Bitumen of Plastic Plastic (kg) x 0.25 (mm) % (kg/mm)
with respect
to total weight

4.5 0.25 PP 1600 4 53 400

4.5 0.50 PP 2000 5 55 400

4.5 0.25 LDPE 1600 4 55 400

4.5 0.50 LDPE 1750 4 55 438

4.5 0.5 PE FOAM 2000 4 58 500

4.5 0.75 PE FOAM 2250 4 56 563

4.5 1.0 PE FOAM 2650 4 56 662

Table 4 Comparative Study on MSV for PCA and PMB

Percentage Percentage Type of PCA/PMB MSV Flow VFB M.Q


of Bitumen of Plastic Plastic (kg) x 0.25 % (kg/mm)
with respect (mm)
to total weight
4.5 0.5 PP PCA 2000 5 55 400
4.5 0.5 PE foam PCA 2000 4 58 500
4.5 0.5 LDPE PCA 1750 4 55 438
4.5 0.5 PP PMB 1700 3.3 62 515
4.5 0.5 PE foam PMB 1800 3.4 66 529
4.5 0.5 LDPE PMB 1700 3.5 62 486
48 GENERAL REPORT ON

Table 5 Summary of Performance Data

Road Year Unevenness Skid Mean Rebound


laid (mm/km) number Texture Deflection
Depth (mm)
(mm)
Jambulingam Street 2002 2700 41 0.63 0.85
Veerabadhra Street 2003 3785 45 0.702.55 0.60
Vandiyur road 2004 3005 41 0.66 0.84
Vilachery Road, Mdu 2005 3891 45 0.50 0.86
Canteen Road 2006 3100 45 0.65 0.86
Plain Bitumen Road* 2007 5200 76 0.83 1.55
Tolerance Value** 2008 <4000 <65 0.6-0.8 0.5-1
* Control section road constructed with plain bitumen.
** Theoretical value for the effective performance of a good road.

Further Findings/Conclusions 5. Reduce the cost to around Rs. 20000/


km (single lane road).
As per the process (Dry process), plastics waste
6. Carry the process in-situ.
is coated over aggregates. This helps to
generate better binding of bitumen with plastics 7. Avoid disposal of plastics waste by
waste-coated aggregate due to increased incineration and land filling.
bonding and increased area of contact between
8. Generate jobs for rag pickers.
polymer and bitumen. Polymer coating also
reduces the voids; this prevents the moisture 9. Add value to plastics waste.
absorption and oxidation of bitumen by entrapped 10. Develop a technology which is eco-
air. This results in reduced rutting, raveling and friendly.
there is no pothole formation. The roads can
Studies on the performance of plastic roads
withstand heavy traffic and show better conclusively proves that it is good for heavy
durability. In a net shell, the Dry Process helps to: traffic due to better binding , increased strength
and improved surface condition for a prolonged
1. Use higher percentage of plastics
period of exposure to variations in climatic
waste. changes.
2. Reduce the need of bitumen by around
Recommendations for Further Work
10 per cent.
3. Increase the strength and Further studies on pavement technology have
performance of road. already been taken up and have been sanctioned
by Department of Science and Technology
4. Avoid the use of anti stripping agents. entitled "Characterization and utilization of
emerging flexible waste plastics-Green
ROAD RESEARCH IN INDIA 2008-2009 49

technology” with three major objectives viz. 4. Advisory Inputs for the Needed Remedial
(i) Development of polymer bitumen emulsion for Measures for Rectification of Distress
cold road laying process, (ii) Reuse of road scrap (Settlement) in Flexible Pavement on the
with polymer coating, (iii) Preparation of boards, Approach Embankment of Railway Over
blocks and iron rods with plastic coating. Bridge at SAIL Township, Rourkela

Reports/Publications Date of Start: March, 2009


1. Project Report Submitted to Department Date of Completion (Actual): May, 2009
of Science and Technology, New Delhi
Central Road Research Institute, New Delhi
on "Study on the Characterization and
(R,I)
Utilization of Waste Plastics- Green
Technology". Present Status and Progress
2. Study Report Submitted on " Studies
Completed and detailed report submitted for
on the Performance of Built Plastic Tar
implementation of recommendations.
Road" to the Central Pollution Control
Board, New Delhi. Further Findings/Conclusions/Supporting
Data
Recommendations for Dissemination/
Revision of Codes/Specifications
On the basis of observations of distress at site
1. Central Pollution Control Board, New and considering settlement occurring due to
Delhi has published combined actions of poor soil, high moisture and
on account of overloaded commercial vehicles
(a) Performance Evaluation of
Polymer Coated Bitumen Built plying on the road, the following conclusions were
Roads; Probes/121/2008-2009; drawn :
Central Pollution Control Board, 1. The pavement is weak and inadequate
New Delhi. in thickness and composition.
(b) The process has been approved 2. Water has been the main deterrent in
by Central Pollution Control the expected performance of
Board, Delhi and it has published pavement.
the process booklet under
Program objective series/ 3. The earthen embankment needs
probes/101/2005-2006. immediate make-up.

2. National Rural Roads Development 4. The surface and sub-surface drainage


Agency has published "Guidelines for requires remedies on priority basis.
the Use of Plastic Waste in Rural 5. The pavement and the overall
Roads Construction". structure is to be rehabilitated following
Further information/Copy of report can be a detailed evaluation, for long term
obtained from measures.

Dr. R. Vasudevan, Dean ECA and Professor, Limitations of Conclusions


Department of Chemistry, Thiagarajar College of
Engineering, Madurai- 625015. There are several factors involved in the
Email: deaneca@tce.edu pavement's performance. The main factors
50 GENERAL REPORT ON

being the reduced subgrade support because of Date of Completion (Targeted):


poor soil type and retained moisture, distressed December 2010
pavement surface, earthen shoulder further Central Road Research Institute, New Delhi
helping water ingress and heavy loads which (R,I)
compound the problem. On the basis of field
inspection and limited laboratory evaluation of soil Present Status and Progress
sample, the indicative conclusions with respect
Status: Ongoing
to causes of development of settlement/cracks in
the surface over the bridge and appropriate Year of Last Reporting: 2007-08
methodology to be adopted for long lasting
Progress
repairs were presented.
For the first time in India, construction of test
Recommendations for Further Work
sections with BM + SDBC or MSS using
emulsion based cold mix technology was carried
A detailed evaluation of all the factors involved in
out in different climatic conditions of India with
poor performance of pavement.
mechanized methods by using basic
Reports/Publications infrastructures such as Hot mix Plant (without
heating facility) for manufacturing of cold mixes,
Final Report, May 2009 paver for laying mixes and road roller for
compaction. Three locations, viz. (i) Dantaur-
Further information can be obtained from Khajuwala in Rajasthan in desert area, (ii) By-pass
Road -Aizawl, Mizoram, in heavy rainfall area, and
The Director, Central Road Research Institute, (iii) near Jawahar Tunnel on Jammu-Srinagar
New Delhi. National Highway (NH-1A) in J&K under cold and
snow bound areas. The marginal aggregates were
5. Study on the Effect of using Quarry Dust
used for construction of Premire Carpet (PMC) in
and Copper Slag in Sub-base
Mizoram. The performance evaluation of test
Date of Start: September 2006 sections is in currently progress.
Date of Completion (Targeted): Further Findings/Conclusions/Supporting
January 2010 Data
Present Status and Progress
From the field studies, it is inferred that binder
Field observations are in progress. No sub base course (ie BM)and wearing courses such as
failure has been observed so far. SDBC, MSS and PMC produced with bitumen
emulsion perform comparable to conventional hot
Further information/copy of report can be mixes (with paving grade bitumen). It was also
obtained from observed that due to its low viscosity, bitumen
The Director, Highway Research Station, emulsion penetrated into the cracks and helped
Chennai-25. in sealing surfacing them during tack coating
which resulted into retardation of reflective cracks
6. Development of Cold Mix Technology for on overlays. The performance of SDBC with
Structural Layers of Flexible Pavement bitumen emulsion was also found comparable to
in Different Climates that of SDBC produced with paving grade
bitumen.
Date of Start: April 2006
ROAD RESEARCH IN INDIA 2008-2009 51

Reports/Publications investigations suggest that marble


slurry dust (MSD) can be gainfully
The following tentative specifications of cold mix utilized in bulk quantities in the
technology have been developed and sent to construction of road pavement layers
Indian adoption Roads Congress for their
and also in embankments.
finalization and subsequent adoption:
• Optimum quantities of MSD to be used
1. Tentative Specification for Bituminous
in the construction of sub-grade etc.
Macadam (Base & Binder Course)
should be worked out separately for
with Cationic Bitumen Emulsion.
different soil types.
2. Tentative Specification for Semi-
Dense Bituminous Concrete Using • Use of MSD will result in the saving of
Cationic Bitumen Emulsion. natural resource viz. soil, besides the
protection of environment.
3. Tentative Specification of Mix Seal
Surfacing (Dense-Graded Premix • Economy in terms of cost of natural
Carpet) with Cationic Bitumen material (that is soil) and saving in
Emulsion. construction of subgrade.
Recommendations for Dissemination/ Recommendations for Further Work
Revision of Codes/Specifications
More demonstration stretches can be taken up
Framing of Code for Cold Mix Design of Dense
for dissemination of the technology.
Graded Mixes.
Reports/Publications
Further information/copy of report can be
obtained from
(i) A Paper entitled "Marble Slurry Dust
in Roads: An Apt solution for the
The Director, Central Road Research Institute,
Industrial Waste", published in
New Delhi.
Highway Research Bulletin No. 65,
7. Demonstration of CRRI Technology Dec. 2001;
through Trial Stretch by Using Marble
Slurry Dust in Rajsamand District (ii) A Paper entitled "Marble Slurry Waste
-A Potential Building Material",
Date of Start: April 2003 published in Indian Cement Review,
Aug. 2003;
Date of Completion: February 2009
(i) Central Road Research Institute, (iii) A paper entitled "Wollastonite and
New Delhi (R) Marble Slurry Dust - Inert Mineral
Admixtures of Concrete, published in
(ii) Department of Scientific and Industrial Highway Research Bulletin, Dec.
Research (DSIR), New Delhi (S) 2007;
Status: Completed
(iv) Report submitted to Department of
Conclusions/Supporting Data Scientific and Industrial Research
• The results of laboratory and field (DSIR) , New Delhi in Feb. 2009.
52 GENERAL REPORT ON

Recommendations for Dissemination/ (at 3, 7 and 14 days of curing at room


Revision of Codes/Specifications temperatures of 300C to 350C) as well
as of and hot mix.
To make marble industry environmentally
(v) Conducting Indirect Tensile Modulus
sustainable, development of a participatory
Test (non destructive test) on both cold
approach in the management of waste is needed. mixes (at 3, 7 & 14 days of curing at
Towards this end, construction of more room temperatures of 300C to 350C)
demonstration stretches under the supervision of and on hot mixes at 250C , 350C and
technical experts will go a long way in gaining the 500C.
users' confidence for bulk utilisation of marble
(vi) Determination of creep properties of
slurry dust in the country.
both mixes by conducting Creep Test
Further information/copy of report can be at 250C and 500C temperatures.
obtained from (vii) Cost comparison of cold and hot
mixes.
The Director, Central Road Research Institute,
Mathura Road, P.O. CRRI, New Delhi - 110 020 Proposed Methodology

8. Development of Cold Mix Design Marshall properties of dense graded Bituminous


Procedure for Dense Graded Bituminous Concrete (BC-GradeII) were determined using
Mix (BC-II) slow setting grade (SS-Grade II) emulsion. For
carrying out Marshall test, cold mix specimens
Date of Start: January 2008 are cured for 3 days at room temperatures of 300C
Date of Completion (Actual): June 2008 to 35 0C. After finding out optimum emulsion
content, the following tests were carried out on
Central Road Research Institute, New Delhi cold mix specimens after 3, 7, and 14 days of
(R,I) curing at room temperatures of 300C to 350C.. The
Scope and Objectives Static Indirect Tensile Strength of cold mix is found
out at 250C. The Indirect Tensile Modulus test is
In the present thesis work, the following carried out at 250C, 350C, and 500C. Also Creep
objectives are taken into consideration: test is carried out at 250C and 500C.
(i) Determination of basic properties of Salient Findings and Conclusions
aggregate, bitumen, bitumen
emulsion, and residual bitumen. (i) The Marshall properties of cold mix
(ii) Determination of optimum bitumen specimens are found to be inferior
content of hot mix by using Marshall when compared to that of hot mix
method of mix design. specimens.

(iii) Determination of optimum emulsion (ii) Coating obtained for the aggregates
content of cold mix by using Marshall is almost full in the case of hot mix
method of mix design. specimens. On the other hand, only
75 per cent coating is obtained for the
(iv) Determination of Indirect Tensile aggregates in case of cold mix even
Strength (destructive test) of cold mix after ensuring thorough mixing.
ROAD RESEARCH IN INDIA 2008-2009 53

(iii) Indirect tensile strength of hot mix Progress


specimens is higher than that of cold
mix specimens. Fuel resistant bitumen was developed from
conventional bitumen 80/100 using commercially
(iv) Indirect tensile strength of cold mix
modified and specific additives in R&D centre. A
specimens is found to be increasing
long chain aliphatic hydrocarbon, molecular chain
with curing period.
length 40-100 carbon atom was found useful to
Recommendations for Dissemination/ improve the fuel resistance of the Bitumen. The
Revision of Codes/Specifications developed product evaluated for fuel resistance
by immersing Marshall specimen in ATF for
Framing of Code for Cold Mix Design for Dense 24 h and the results were compared with
Graded Mixes. conventional and modified bitumen. At present,
there is no international or national specification
Further information/copy of report can be for Fuel Resistant Bitumen.
obtained from
Further Findings/Conclusions/Supporting
The Director, Central Road Research Institute, Data
New Delhi.
The developed Fuel Resistant Bitumen which
9. Development of Fuel Resistant Bitumen indicates weight loss less than 1 per cent w/w
when Marshall Specimen prepared from Fuel
Date of Start: July 2008
Resistant Bitumen (5.5 per cent) and aggregate
Date of Completion: March 2009 immersed in ATF for 24 h.

Indian Oil Corporation Ltd., Faridabad Recommendations for Dissemination/


(R, S) Revision of codes/Specifications
Present Status & Progress
A national specification for Fuel resistant bitumen
needs to be drafted for specific applications.
Status: Completed
54 GENERAL REPORT ON

3. RIGID PAVEMENTS

SUMMARY

Research works reported in the area of Rigid Pavements relate to a study on Dry Lean Concrete with
Portland Pozzalona Cement and R&D Studies on the Performance Evaluation of Rigid Pavement on
High Density Traffic Corridors Using Instrumentations Supported by Laboratory Tests. A study on
performance of high volume flyash concrete has brought out interesting findings through which high
proportion of cement can be replaced in pavement quality.

SALIENT POINTS FOR DISCUSSION

1. Use of Portland Pozzolana Cement in Dry Lean Concrete.

2. Performance Evaluation Using Instrumentation.


ROAD RESEARCH IN INDIA 2008-2009 55

A. COMPLETED PROJECTS/ ONGOING Recommendations for Further Work


PROJECTS
Further research is needed to reduce the quantity
1. A study on Dry Lean Concrete with of PPC by using some additives etc.
Portland Pozzolana Cement
Further information/copy of report can be
Date of Start: May 2008 obtained from

Date of Completion: July 2008 The Director, Central Road Research Institute,
Central Road Research Institute, New Delhi New Delhi.
(R) 2. R&D Studies on the Performance
Present Status and Progress Evaluation of Rigid Pavements on High
Density Traffic Corridors Using
Status: Completed Instrumentations Supported by
Laboratory Tests
Further Findings/Conclusions/Supporting
Data Date of Start: May 2007

• The strength criterion as per Date of Completion (Targeted):


IRC: SP:49 are not satisfied when upto December, 2009
200 kg/m 3 of Portland Pozzolona
(i) Central Road Research Institute, New
Cement (PPC) is used in the
Delhi (R)
preparation of concrete.
(ii) Ministry of Road Transport and
• From the empirical formula developed
Highways, New Delhi (S)
under the present study, it is
established that the minimum cement Present Status and Progress
should be 270 kg/m3 of concrete.
Status: Ongoing
• The optimum water content can be
found out using Vee Bee Year of Last Report: 2008
consistometer. which was found to be Progress
8 per cent by the weight of total mix.
• Curing period of 7 days is required for The work of embedment of sensors had been
achieving desired strength of DLC completed in August, 2008. The sensors were
when Portland Pozzolona Cement is embedded in concrete slabs at three different sites
used. viz. Allahabad by-pass on NH-2; Kota, Rajasthan
on NH-76; and Siliguri, West Bengal, on NH-31.
The field testing of the instrumented concrete
pavement slabs and the collection of performance
data from all the three sites is in progress.
56 GENERAL REPORT ON

III. GEOTECHNICAL ENGINEERING

SUMMARY

Research works reported in this area encompass projects dealing with 'Ground Improvement
Techniques, Use of Geosynthetics, Subgrade soil improvement/ characteristics and landslide
monitoring/ remediation studies. Seven new R&D projects have been reported while Five projects
reported earlier have submitted further progress made.

SALIENT POINTS FOR DISCUSSION

1. Role of Ground Improvement Techniques and their Selection.


2. Use of Jute Geotextiles for Rural Road Construction.
3. Flood Induced Damage to Road Infrastructure and its Remediation.
4. Anthropogenic Factors Influencing Landslide Activity.
5. Road Construction in High Water Table Areas.
ROAD RESEARCH IN INDIA 2008-2009 57

A. NEW PROJECTS owing to unexpectedly low strength of


sub-soil.
1. Case Study of Ground Improvement for
4. Difficult site for conventional
the Yamuna Expressway Road Project
improvement with removal and
Date of Start: April 2008 replacement of top problematic
layer(s).
Date of Completion (Targeted): June 2008
Analysis of the site condition and
(i) Intercontinental Consultants & recommendations for ground improvement
Technocrats Pvt. Ltd., New Delhi (R), measures proposed for progressing with
(ii) M/s. Jaypee Infratech Ltd. (S) construction are detailed here.

Scope and Objectives Methodology

The 165 km long Yamuna Expressway is a green Site observations revealed that the top layer
field project connecting Greater Noida and Agra (1 m thick) is with minimum cohesiveness and
located along the left bank of the river Yamuna, were stable due to the vegetative cover of the
and M/s. ICT Pvt. Ltd. is associated as the agricultural land. Below 1.0 m depth, the
Supervisory Consultant to the Concessionaire excavated soil was fully saturated, slushy, weak
M/s. Jaypee Infratech Ltd. The involvement is in in strength, and failed due to even little
the construction of the access controlled six lane disturbance from excavation or movement of
divided expressway. equipments. There was an unlined drainage
channel (where water was flowing at level higher
During construction, unusual site conditions were than the existing ground level) in close proximity
encountered while laying foundation of high to the alignment of the expressway. It was felt
earthen embankment, box culvert and cart track that there is potential for liquefaction in this area
between km 110.225 and km 115.003. Field
resulting in failure of any structure or high
borehole information showed SPT N-values as
embankment. This condition has been manifested
low as 0 upto a depth of 7 m in predominantly
by perennial seepage of water from the unlined
Silty Sand subsurface in saturated state. Also, the
canal through granular sub-soil and resulting in
top soil up to a depth of 5.0 m was susceptible to
total saturation of the subsoil at all times.
liquefaction, the site being located in a seismically
active area of Mathura falling under Zone IV. Since the ground water table in the adjoining area
The specific problems for which the specialized was reported to be more than 10 m below
investigation and analysis was necessitated are existing ground level and the entire terrain of the
as follows: project road belonged to the plain category, the
shallow water level referred above could not be
1. Subsurface supersaturated with justified as natural ground water table. The
parched water. observed high water level might be due to
2. Negligible load bearing capacity of the retention of seepage water around some
subsurface that could not even take impervious strata at greater depth aptly referred
load from excavator or grader. as Parched Water table.

3. Subsidence of attempted initial few Conclusions


layers of embankment fill into ground
Conclusions included the following
58 GENERAL REPORT ON

recommendations to mitigate the unusual site pre-loading and construction period.


problem: Also, the Vane Shear testing is
proposed to be conducted at each
1. For construction of embankment (up stage of pre-loading to obtain shear
to 5.0 m height), top 5.0 m soil to be strength of top soil upon improvement.
pre-loaded by providing vertical drains
with a drainage blanket on top and 5. The past case histories of sand pile
then pre-loading with embankment fill installation suggest that shear
in two stages. parameters are improved by about
1.7-2 times the initial values after the
2. IS: 15284 (Part 2) was referred to consolidation is over. Based on this
finalize on the appropriate type of assumption, the design requirement of
vertical drain as PVD preferable for SBC was projected to be achieved.
facilitating consolidation under Since most of the settlement would
surcharge load. Installation by way of take place during the period of
driven closed-end mandrel was pre-loading, the total settlement of the
suggested due to low to non-plastic embankment was estimated to be
nature of the subsoil. within permissible limit.
3. Vertical drains were designed to 6. For embankments of height more than
provide: 5 m, sub-soil parameters deeper than
10 m depth was not available for
- 500 mm diameter vertical sand
accurate estimation.
drains at a spacing of 2.0 m.
7. For lightly loaded structures like
- A drainage blanket of 0.4 m -
underpasses, culverts, etc, soil
1.0 m on top surface after
reinforcement with Stone Column was
installation of sand drains.
suggested. Detailed design was
- First stage pre-loading of 3 m carried out and the capacity of stone
embankment fill for 60 days and piles was estimated to meet the
then second stage filling of design and site requirements.
embankment up to 5 m height and
8. Maximum usage of light-weight fly-ash
duration of second stage loading
material was proposed for construction
would be minimum 120 days.
of embankment.
- Spacing of the drains was
9. Since underground seepage water
increased to 2.5 m on the projected
from the unlined canal running along
area of sloped portion of the
the expressway alignment was a prime
embankment.
factor responsible for the saturated
4. To ensure 90 per cent consolidation and slushy state of the top soil, it was
prior to laying the pavement layers, a recommended that the adjoining canal
simple instrumentation scheme prior be lined properly to prevent any
to pre-loading was proposed for further seepage before
measuring the settlement and pore implementation of the above ground
pressure at any time during improvement measures.
ROAD RESEARCH IN INDIA 2008-2009 59

Significance/Utilization Potential (i) to explore the possibility of producing


standard geotextiles using jute as a
In majority of the cases where similar site major element in conjunction with
conditions are encountered, the conventional synthetic materials having improved/
method of removal and replacement technique comparable performance property
of ground improvement is always adopted. suitable for construction of rural roads
However, economic viability for alternative ground of Indian sub-continent,
improvement methods as adopted here can also
(ii) to lay down a range of specifications
be examined. This will also develop skilled labour
of jute-based geotextiles which can
group in this area.
easily be produced in most economic
Limitations of Conclusions/ Recommendations way, and
for Further Work (iii) to evaluate the performance of the
developed geotextile in practical
The construction of stone column and sand drains
situation. For this, different types of
is a specialized task and must be done by
jute-HDPE union fabric samples were
experienced agencies. The specialized
developed in a high speed automatic
contractor also holds the onus of preparing the
weaving machine. Some important
"Good for Construction" drawings for execution
property parameters for geotextiles
of the works for ground improvement by use of were evaluated at the laboratory as per
stone column, sand blanket, leveling pad and ASTM recommendation to identify the
subsequent construction of the structure or fabric specification(s) which provides
embankment at the site. For this job, the the optimum property parameters. The
alternative ground improvement technique could mechanical property of developed
not be used due to lack of specialized labour and jute-HDPE blended geotextiles was
general engineering awareness for the same. also compared with those of the
Further information/copy of report can be conventional synthetic geotextiles
obtained from prepared from HDPE slit-film. Finally,
a field trial was carried out using our
Intercontinental Consultants & Technocrats developed geotextiles as separation-
Pvt. Ltd., New Delhi. cum-reinforcing material for making
unpaved rural road.
2. Construction of Unpaved Rural Road
Using Jute-Synthetic Blended Woven Methodology
Geotextiles
Development of Jute-Synthetic Composite
Date of Start: April 2006 Geotextiles

Date of Completion: March 2007 Jute yarns of different linear densities were
prepared for this work in conventional jute
National Institute of Research on Jute and
spinning system using a non-mineral oil based
Allied Fibre Technology, Kolkata (Indian
spinning additive. Plain-weave fabric of different
Council of Agricultural Research)
structural parameters were woven in a fully
Scope and Objectives automatic high-speed circular weaving (number
of weft carrier-4) machine. The geotextiles were
The prime objective of the reported work is
60 GENERAL REPORT ON

developed for using as separation-cum- melting of HDPE, or cutting or tearing of fabric


reinforcing material for construction of medium due the applied dynamic load were observed
volume unpaved rural road. during rolling. Use of such types of materials
(laterite stone and Murram) for construction of low
Field trial cost non-bituminous roads has been adopted as
common practice (CSIR, 2004) in India. No
Undulating road surfaces were dressed properly;
notable change in fabric appearance was
loose stray gravels were removed and the weeds
observed after the spreading of stones and
and grasses were uprooted and finally the
rolling operations.
surface of the subsoil was compacted by rolling.
Large pot-holes and sunken portions of earthen
sub-base were filled with small size (0.5-1.5 mm)
black granite granules. The earthen sub-base was
covered with the black granite granules as filling
course before laying the geotextile. The
geotextiles were folded and overlapped to permit
proper placement in the designated area. The Schematic diagram of the cross-section of the
geotextile panels were joined by overlapping the road under field trial
roll-ends 1.0 m and sides a minimum of 0.25 m Monitoring
and securing the overlap against the underlying
foundation materials with clamps and nails. It was observed that in spite of heavy rainfall,
Rectangular steel sheets with the dimension of around 216 cm during the period of June-
100 mm x 100 mm x 3 mm, having 10 mm hole at September 2006, much higher than the previous
the centre and nails of 100 mm in length were three years' average (145 cm) and a flash flood
used for clamping the geotextiles with the soil occurred around the surrounding area, no notable
surface. The geotextiles were restrained with the change in the apparent condition of the road was
clamp set as needed to prevent lifting and observed till the end of the month of November
slippage, folding, or other displacements during 2006 (EO, 2006). On physical verification of the
construction. The upstream or up-slope road in the month of June 2007, it was found that
geotextiles were placed overlapping abutted the the portion where fabric was under-laid showed
down-slope geotextiles. Base course materials an even surface without any significant marks of
were placed on the geotextiles without causing subsidence or canalization (i.e., rut/depression).
tears, punctures, or separations of overlaps. The No such defects as crack and patch marks were
geotextiles were covered with a layer of 10 cm found on the top of the road surface. On the
thick standard quality laterite gravels (size, contrary, the rest portion of the road constructed
approximately 5-7.5 cm) as the sub-grade, without the fabric, marks of ruts and cuts has been
compacted by rolling, and then finally covered with found and rupture was observed in places with
10 cm small granular lateritic stones, (commonly vibrating sensation felt in journey in vehicle
called 'Murram') and rolled again . The entire Result of CBR tests (carried out after 11 months
rolling work was done by 10 t three-wheeled road and 18 months of construction) also show notable
roller. The road was then opened for traffic. improvements in the road condition due to use of
jute-synthetic reinforcement fabric. It was
It was noted that the geotextiles could be laid observed that due to use of jute-synthetic
within less than 2 h by 6 trained labourers up to a materials, gain in strength of the road was 67 and
minimum stretch of 1 km of 3 m wide road. 73 per cent respectively over the CBR values of
Apparently, no such problems as crushing or the part of the road where geotextiles were not
ROAD RESEARCH IN INDIA 2008-2009 61

used. It is noteworthy that the In-situ CBR values 18 months where geotextile was used.
are much higher than that obtained by standard However for the rest of the road
test method at the laboratory. It is worthy to constructed without the geotextile
mention that on digging at some portions of the 5-35 mm deep ruts were visible clearly.
site, it was found that in some places the jute CBR test (conducted 11 months, and
element was partly and in other places was fully 18 months after construction) also
degraded leaving behind the HDPE tape as sub- showed a notable improvement
base strainer. However, in both the cases, a hard (67 per cent and 73 per cent
cake of soil has been formed underneath the respectively) in the road condition due
geotextiles, imparting the necessary resistance to placing of jute-synthetic geotextile.
to the downward loads of the carriages which The gain in strength of the road was
ultimately increases the longevity of the road much higher (73 per cent) due to the
surface. use of jute-HDPE blended geotextiles
than that obtained for the part of the
Conclusions/Supporting Data
road where geotextiles were not used.
Following may be concluded from the present Recommendations for Further Work/Further
study: Proposed Work
1. Jute-HDPE woven geotextiles have
1. Basic work on soil-fibre interaction
been developed. Laboratory test result
(chemical and physical) and its effect
shows that this woven geotextile can
on soil stabilization.
be suitable for use as a separation
layer as well as a reinforcing material 2. Improvement in microbial resistance
for construction of medium traffic- of jute fiber under the soil.
volume unpaved roads. The structural
Reports/Publication
parameters of the geotextile have
been optimized. The use of jute in A Paper entitled “Construction of Unpaved Rural
cross direction resulted in notable Road Using Jute-Synthetic Blended Woven
increase in modulus, breaking Geotextiles-A Case Study” authored by G. Basu,
strength, CBR puncture resistance of A.N. Roy, S.K. Bhattacharyya, S.K. Ghosh has
the geotextiles as compared to
been accepted for publication in Geotextiles and
100 per cent HDPE geotextile.
Geomembranes.
2. The blended woven geotextiles are
Further information/copy of the report
less costly than 100 per cent jute
available from
geotextiles due to the use of some
quantity of cheaper (than jute)
The Director, National Institute of Research on
synthetic material, but little costlier and
Jute and Allied Fibre Technology, (Indian Council
heavier than similar types of
of Agricultural Research), 12 Regent Park,
100 per cent HDPE fabrics.
Kolkata.
3. A field trial using the blended
geotextiles for construction of an 3. Assessing Causes of Cracking of a
unpaved lateritic road showed an even Newly Built Road
surface without any significant marks
of subsidence or rutting even after Date of Start: April2008
62 GENERAL REPORT ON

Date of Completion: May 2008 construction and had to be connected with the
sub-soil ground conditions and the environment.
(i) Intercontinental Consultants and
Subgrade soil properties with regard to their
Technocrats (ICT) Pvt. Ltd. (R)
swelling and shrinkage potential were
(ii) Ethiopian Road Agency (ERA) (S) investigated; and sub-soil moisture regime along
the road alignment was also investigated relating
Scope and Objectives to the predominant vegetation along the road.

The 93 km long Hossana-Sodo Road Upgradation Conclusions


project in Ethiopia, with ICT associating as
Supervisory Consultant to the Ethiopian Roads The locally occurring soil which was classified as
Authority (ERA), involved construction of typical red clay, having liquid limit ranging from 53 to 64
flexible pavement finished with two coat surface and plasticity index varying from 19 to 29, showed
dressing. While the work was at different stages 1.9 to 2.2 per cent swell during 4 days soaking
of completion, longitudinal cracks of considerable for CBR testing, indicating that the soil had
relatively high linear shrinkage capability.
length and width were noticed developing along
Eucalyptus trees had been planted intermittently
various stretches, mostly parallel to the center line
adjacent to the road on both sides. These trees
of the road. The cracks developed on finished
are known to need copious quantities of water for
sections, the primed surface of the base course,
growth. A 4 m high tree would, on the average
in the shoulder/embankment and the adjoining
require up to 100 l of water a day. Studies on the
natural ground over a section of about two subgrade soil showed that at locations where
kilometer length. This was seen initially during the eucalyptus trees were either absent, present in
first dry spell, and later found to be stretching to small numbers or were far away from the road,
some other reaches also during later period of the Natural Moisture Content (NMC) of the soil
dry conditions, raising doubts about quality of work varied from 22 to 36 per cent with average of 28.5
and adequacy of quality control during per cent, as compared to the locations with tall
construction. eucalyptus trees in larger numbers close to the
road having NMC in the range of 19 to
Detailed investigations were undertaken to assess 30 per cent with average of 23.5 per cent.
the causes leading to the distress and for arriving
at recommendations for actions to be taken that Investigations and analysis of the generated data
would prevent recurrence of the phenomenon in indicated that the observed cracking had resulted
future. on account of desiccation of the soil mass during
the dry spell, caused by moisture suction by roots
Methodology
of the eucalyptus trees standing nearby. The
phenomenon of surface cracking to occur at a
Distress had developed while construction of the
location, it is necessary that all of the following
road was at different stages of completion,
three parameters must be present:
involving both sections where traffic was plying
as well as the un-trafficked sections. Also, cracks (i) The soil forming sub-grade/
were observed even at areas outside the embankment and surroundings should
embankment or right of way limits, where no be a clayey soil with sufficient finer
worthwhile construction activity had taken place. fraction and having good potential for
It was, therefore, obvious that the reason for swelling and shrinkage with moisture
cracking was neither traffic, nor deficiency in fluctuations.
ROAD RESEARCH IN INDIA 2008-2009 63

(ii) Presence of vegetation in terms of Every effort should be made to see that no
mature trees that draw substantial detrimental effects occur due to the plantations
amounts of ground water in close within the road land and the surroundings.
proximity of the road in large numbers
and in dense patches. Reports/Publications

(iii) Absence of a regular source of water A Paper with the title “Case Study of Cracking of
supply to meet the water requirement a Newly Built Road” was published in Indian
of the trees. Highways, Special Number, Vol. 37 (6),
June 2009.
If any one of the three parameters is absent at
any location, the pavement at that location will Further information/copy of report can be
not suffer dry shrinkage cracking. obtained from

Significance/Utilization Potential Intercontinental Consultants & Technocrats


Pvt. Ltd., New Delhi.
To ensure that the problem of shrinkage cracking
does not occur during dry spells the following 4. Advise on Restoration of East - West
should be adhered to Express Highway Damaged By Kosi
River, Nepal
(i) Trees with high water requirement
should not be grown along the roads, Date of Start: December 2008
especially in areas with subgrade soils
having high swelling/shrinkage Date of Completion: June 2009
potential. Central Road Research Institute (R)
(ii) Such trees, especially the eucalyptus Scope and Objectives
trees, on both sides of the road within
22 m from the toe of the embankment Kosi river delta experienced excessive flood
may be cut and all the roots removed damages during 2008 monsoon. As a result, large
to ensure that the plants do not areas in Bihar (India) were inundated and lakhs
re-grow from the stumps. The 22 m, of people were affected. Kosi River originates from
as per convention, is equal to one and Nepal. In the Terai region of Nepal (Plain area
half times the height of 15 m of a bordering Nepal and India) the river banks were
matured eucalyptus tree. breached by flood waters and sections of East
(iii) Wherever some eucalyptus trees West Express Highway of Nepal were damaged.
remain standing within this zone of 22 As part of this project, a field visit was undertaken
m width, for whatever reason, and and damage caused to the road infrastructure due
those beyond the 22 m zone up to 30 to floods was assessed. The main objectives of
m should be pruned every 3-4 years the project included field inspection of the
to keep the water demand of these damaged road stretch and providing advice on
trees at a low level. road restoration/ repair measures.

Arboriculture within the road land limits, is Methodology


therefore, very important and trees and shrubs to
be planted in the area should be selected with Field inspections were carried out by the CRRI
great care based on the prevalent conditions. team and visual inspection/assessment of
64 GENERAL REPORT ON

damage to road pavements, embankments and 5. Investigation and Remedial Measures for
CD structures were carried out. Various Landslides on Dimapur-Kohima-Mao-
alternative repair measures were assessed Maram Road (NH-39) in Nagaland and
stretchwise and stability analysis of proposed Manipur States
embankments was done.
Date of Start: October 2008
Interim Conclusions/Conclusions/Supporting
Data Date of Completion: Continuing

(i) Central Road Research Institute, New


The entire road length for the purpose of
Delhi (R)
restoration was divided into several sections
according to the condition of the road. It was found (ii) Border Roads Organisation (I)
that different kind of damages were observed on Scope and Objectives
the road at different chainages (km) depending
upon the severity of the flow of flood water. Due The NH-39 forms an important arterial road for
to flooding it was observed that, box culverts had Nagaland and Manipur states. The hills along
sunk because of surging waters undercutting soil NH-39 are very fragile and experience landslides
beneath the culvert. Restoration of such culverts and subsidence which have been active since
along with increasing the number of vents was inception of this road. Due to sinking and sliding
suggested. At locations where height of the of road along NH-39, particularly during monsoon
embankment was about 1 to 2 m and where, period, traffic movement gets disrupted for months
flooding was not severe, the embankment side together. The Border Roads Organisation
slopes had been damaged by rain cuts. sponsored this project to investigate and suggest
Repairing such damages by filling and remedial measures for five chronically landslide
compaction, providing flatter slopes followed by affected sites at this road.
stone pitching to prevent recurrence of such
damages was advised. About 600 m length of the Methodology
road had been washed away due to overtopping
of flood waters. This had occurred due to low The field investigations were carried out at all the
discharge capacity of single pipe culvert at that five landslide locations and large scale base map
location which had led to flooding and consequent of 1:500 was prepared for each location. These
overtopping by flood waters. Reconstruction of base maps enable one to understand the terrain
road stretch, providing culverts of adequate and its micro details, which are important for
capacity, ensuring a flatter side slope during studying the landslides. Detailed geological,
reconstruction and side slope protection were geomorphological and geotechnical investigations
advised. of each of the referred landslide area was carried
out by CRRI team. Soil and rock samples
Reports/Publications collected during field work were tested in the CRRI
laboratory to determine their strength
A preliminary report detailing the restoration works characteristics. Based on the findings of field and
to be taken up for repairing the damages caused laboratory investigations, design of remedial
due to floods has been submitted to Government measures has been carried out.
of Nepal.
ROAD RESEARCH IN INDIA 2008-2009 65

Interim Conclusions/Conclusions/Supporting debris and excavated earth by the road


data side needs to be checked and safe
alternative sites for depositing these
• Infiltration of rain water into the hill wastes should be established. Also
slope and subsequent decrease in the steps should be taken to stop
shear strength of sub-soil, leading to quarrying uphill slopes adjoining the
slides was identified as one major road side as this will make cavities as
reason for slides. Several location well as loosen the debris material
specific measures to improve drainage leading to further erosion and
have been suggested. It was debris flow.
suggested that road side drains should
be properly constructed and
• Erosion control measures on slope
were suggested for promoting the
connected to culverts to ensure safe
growth of local vegetation to prevent
discharge of rain water on downhill
shallow slides. Since the slopes in the
slope. The damaged and blocked
slide area are devoid of vegetation and
culverts needs to be repaired
nutrients due to loss of soil cover,
immediately so that the water from the
innovative methods like application of
roadside drain should pass downward
jute geogrids/ geotextiles are required
without entering the downhill slope.
for promotion of the vegetation.
Percolation of water from crown
portion into the slope through tension • The gabion retaining walls were found
cracks is another most critical factor to have failed at different locations due
affecting the slope stability. Therefore to low bearing capacity and seepage
it was suggested to seal the tension of water/erosion of soil at the toe of
cracks visible at the surface. Further, the gabion wall. Proper design of
based on the examination of detailed gabion walls for undertaking
mapping carried out at site, it was reconstruction of retaining structures
found that depressions have was suggested.
developed at many locations. A
Reports/Publications
combination of longitudinal surface
drain, feeder drain and contour drains
A draft report detailing the restoration works to
were suggested for removal of
be taken up for repairing the damages caused
accumulated water from the
due to landslide has been submitted to BRO.
depressed areas.
6. Remedial Measures for Lowering Ground
• Anthropological factors like
Water Table at Civil Airport (Runway and
indiscriminate dumping of house hold
Roads area), Pantnagar
garbage as well as building demolition
debris; excavated earth on the road
Date of Start: April 2008
side slopes is another important
reason affecting stability of slopes. Date of Completion: December 2008
Certain drains and culverts
(i) Central Road Research Institute (R)
constructed by BRO have been
damaged and blocked due to dumping (ii) Airports Authority of India (I)
of such wastes. Dumping of demolition
66 GENERAL REPORT ON

Scope and Objectives 7. Feasibility Study on Usage of Sea Water


Treated Pond Ash for Road Construction
Marshy soil conditions and high water table are
encountered at plains situated in the foothills of Date of Start: July 2008
Himalaya. Construction of infrastructure
including airports and roads require lowering of Date of Completion: January 2009
water table to prevent water damage to (i) Central Road Research Institute (R)
bituminous pavement which may lead to
premature failure. Field investigations were (ii) Simhadri Power Project, NTPC Ltd (I)
undertaken to design suitable remedial measures Scope and Objectives
to lower ground water table at Pantnagar Airfield,
Uttarakhand. Simhadri Thermal Power Project, which is
Methodology situated near Visakhapatnam in Andhra Pradesh
state is one of the several coal based thermal
To suggest the remedial measures, detailed power plants being operated by NTPC Ltd. The
sub-soil investigations were carried out and annual ash production at Simhadri power project
disturbed as well as undisturbed soil samples were is estimated to be about 21 lakh tones. At Simhadri
tested. Suitable sub-soil drainage measures and power project, ash is being transported to the ash
capillary cut-off systems were designed. pond using sea water. To evaluate feasibility of
sea water treated pond ash utilisation in road
Interim Conclusions/Conclusions/Supporting
works, this project was taken up.
Data
Methodology
The results of the field and laboratory tests on
sub-soil indicated that water logging in the Under this project, characterisation work of pond
western edge of airport occurs mainly due to low
ash samples collected from different locations in
ground elevation and subsequent water
the ash pond was done to determine its various
collection in the area. Eventhough sandy sub-soil
physical, chemical and engineering properties.
was seen in the boreholes, lack of drainage
Pond ash sample was also subjected to
measures had led to waterlogging. It was
stabilisation using cement and strength
suggested that in case of road embankment,
properties of cement stabilised pond ash were
either of the two alternatives viz., raising the height
determined.
of the embankment and providing capillary
cut-off layer or provision of sub-surface drainage Interim Conclusions/Conclusions/Supporting
can be adopted to lower the water table. In other Data
areas where raising of embankment was not
feasible and which are at a comparatively lower Based on the results of the laboratory
elevation and prone to waterlogging during rainy investigations, it was concluded that physical and
season, sub-surface drainage measures engineering properties of sea water treated pond
(geotextile encapsulated aggregate drains) were ash are similar to physical and engineering
advocated. properties of pond ash treated with normal water
(non-saline water). However, UCS strength of
Reports/Publications
cement stabilised pond ash does not meet
A project report detailing the remedial measures specification requirements even at 8 per cent of
has been prepared and submitted to sponsoring cement addition and hence cement stabilisation
agency. is not a feasible option.
ROAD RESEARCH IN INDIA 2008-2009 67

Reports/Publications vehicles/ trucks getting bogged down even in


compacted layer, etc were faced. Hence
A project report containing details of CRRI construction of embankment core using 100
findings has been submitted to Project Sponsorer. per cent copper slag was discarded. No such
difficulties were faced while constructing trial
8. Design and Construction of Road stretch using copper slag + pond ash or copper
Embankment and Pavement Layers slag + soil mixture. Construction of embankment
Using Copper Slag with copper slag-pond ash/soil mixes is now
being carried out.
Date of Start: August 2008
Further Proposed Work
Date of Completion: Continuing
(i) Central Road Research Institute (R) Different pavement sections using copper slag are
proposed to be constructed to monitor their
(ii) Sterilite Industries (I) Pvt.Ltd.,
performance.
Tuticorin (Tamilnadu) (S)
(iii) National Highways Authority of India Reports/Publications
and the Concessionaire (I) An interim report has been submitted by CRRI to
Scope and Objectives Project Sponsorer.

B. COMPLETED PROJECTS/ONGOING
The Institute had earlier completed a laboratory
PROJECTS
feasibility study of using copper slag in different
layers of road pavement. Based on this study, one
1. Study on the Changes in Characteristics
km length of test track is being constructed on
of Coarse/Fine Grained Soil by Adding
NH-45B using copper slag in road embankment
Stone Powder (Quarry Dust) and
and pavement layers. It is proposed to construct
Changes in CBR Values at Different
four test tracks each of length 150 m, with
Soaking Conditions of the Specimen
different embankment cross sections.

Methodology Date of Start: November 2007


Date of Completion (Targeted): March 2010
To finalise the construction methodology to be
adopted, trial stretch construction was undertaken Karnataka Engineering Research Station,
using copper slag-pond ash/soil mixes. For trial Krishanarajasagara
length construction, it was decided to try three Scope and Objectives
different material combinations - 100 per cent
copper slag, copper slag (50 per cent) + Pond The pavement design is mainly depending on
ash (50 per cent) and copper slag (50 per cent) + CBR values of sub grade. The CBR value of sub
soil (50 per cent). grade decides the thickness and different
components of a pavement or in other words the
Interim Conclusions/Conclusions/Supporting
CBR value decides cost of construction. Lower
Data
the CBR value higher will be cost of construction.
There are methods or ways to improve sub grade
Trial length construction showed that when 100
penetration resistance. One of the simple way is
per cent copper slag was used, several
to lay a layer of Granular Sub Base (GSB)
construction problems like difficulty in
materials over the sub grade (apart from drainage
compaction, uneven compaction, shearing of
purposes) these GSB layer will have a higher CBR
compacted layer by truck traffic, construction
68 GENERAL REPORT ON

value (from 15 to 25 per cent) and serves as a the combination gives a higher CBR value then
sub base for other layers. The Indian Road the cost of construction could be reduced. The
Congress has specified different grades and same methodology will be applicable to the road
specifications for these GSB materials. In embankment/fill material.
general these GSB materials consist of coarse
The present study being taken with the intension
aggregates and granular materials in the range
of reducing burden on highway engineer for
of 75 mm to 0.075 mm. This may be from natural
looking economics of road construction, looking
source or manufactured in pug mills. But as seen
sources for specified materials and also in
from the schedule of rates of different departments
limiting pavement thickness.
the cost of GSB is higher. As such improvements
of sub grade by overlaying a layer of GSB, cost is Present Status and Progress
going to be higher. As such improvements of sub
grade may reduce the cost to certain extent. 1. Addition of stone dust to coarse
grained soil
If sub grade soil to certain depth is excavated
The results obtained are as follows:
mixed with a known quantity of stone dust and if

Sl Soil Soil Soil Soil Soil


No. with 5% with 10% with 30% with 40%
QD QD QD QD

1 Liquid limit (per cent) 40 40 36 34 30

2 Plastic limit (per cent) 27 26 22 23 20

3 Plasticity index 13 14 14 11 10

4 MDD (gm/cc) 1.737 1.831 1.843 1.992 2.04

5 OMC (per cent) 12.25 12 12.5 9.95 10.4

6 CBR (per cent) 4 7.50 8 11 16

Inference increase the CBR value. It is also noticed


that in spite of change in soil characteristics
The addition of stone powder (quarry dust) suitable for sub grade/sub base have been
to soil causes decrease in its liquid limit, achieved its classification remains same that
reduces plasticity characteristics, increases is SM or A2. Final conclusion will be drawn
its density and penetration resistance (CBR after conducting further studies during this
value). year.
As seen from the study report, addition of 2. Addition of stone dust to fine
40 per cent of quarry dust i.e. replacing grained soil
40 per cent soil with quarry dust could
The test results are as follows:
ROAD RESEARCH IN INDIA 2008-2009 69

Sl Soil Soil Soil Soil Soil


No. with 5% with 10% with 30% with 40%
QD QD QD QD

1 Liquid limit (per cent) 59 57 53 43 45

2 Plastic limit (per cent) 35 35 32 29 28

3 Plasticity index 24 22 21 14 17

4 MDD(gm/cc) 1.587 1.55 1.59 1.81 1.805

5 OMC (per cent) 21.6 21.15 21.5 15.7 12.4

6 CBR (per cent) 2 2 2 3 3

Observations Further information can be obtained from

As observed during studies, the additions of (i) Chief Research Officer, Soil
quarry dust causes lowering of liquid limit, Mechanics and Foundation,
plasticity index. Also, soil could be made denser Engineering Division, Karnataka
and higher resistance to penetration. But even Engineering Research Station,
with 30-40 per cent of soil replacement with stone Krishanarajasagara.
powder (quarry dust) the increase in CBR was
(ii) Director (Chief Engineer), Karnataka
only about 1 per cent (2 to 3 per cent).
Engineering Research Station,
Interim Conclusions/Supporting Data Krishanarajasagara.
2. Investigation, Instrumentation and
On the basis of studies, the addition of quarry
Monitoring of Kaliasaur Landslide on
dust to fine grained soil requires some
National Highway - 58 (Uttarakhand) and
modification in the methodology of studies. The Design of Remedial Measures for Its
method found to be suitable for coarse grained Long-Term Stability
soil may not be suitable for fine grained soil.
Date of Start: April 2007
The test data have been studied in detail and
noticed many discrepancies which required Date of Completion: Continuing
repetition of studies. Hence, it was decided to
(i) Central Road Research Institute (R),
conduct studies on fine grained soil in detail with
all other alternatives. (ii) Department of Science & Technology
(S),
This study is being conducted in parallel to above
study. Since, results obtained found to contain (iii) Border Roads Organisation
some discrepancies and also requires some Present Status and Progress
additional characteristics viz. cohesion, swelling
pressure, permeability etc to draw conclusions, it This landslide has been active for last five
was decided to continue this studies further. decades and has been causing immense
70 GENERAL REPORT ON

problems on this strategically important National distance from the faulted and folded zones.
Highway. The studies carried out so far at this
landslide consisted of evaluation of topographic Reports/Publications
parameters on a detailed scale, geological and
1. A Project Report containing work carried out
structural analysis, rock mass and slope mass
so far has been submitted to DST.
characterization, hazard micro-zonation,
geo-technical analysis and design of remedial 2. Kumar Kishor, Kimothi Shivashish, Goyal
measures for long-term stability. Geo-spatial Nitesh, Prasad, P.S., Rawat Sarita, and
analysis with the help of Remote Sensing and GIS Mathur Sudhir "Dynamic Nature of Kaliasaur
was also done in order to detect the changes Landslide: A Geomorphological Appraisal",
experienced by the terrain. Seventy five in Diamond Jubilee Conference on
pedestals have been installed in the landslide body "Landslide Management: Present Scenario
and their initial positions were recorded using and Future Directions" conducted by
DGPS (Differential Global Positioning System) for Central Building Research Institute,
the maximum possible precision to be obtained Roorkee, Uttarakhand, February 2008.
during subsequent monitoring phases. This
3. Detailed Geological, Geotechnical
landslide has been monitored thrice since the
Investigation, Instrumentation and
starting of the project. DGPS monitoring has
Monitoring of Amparav Landslide,
revealed that the vertical movement of the
(Uttarakhand)
pedestals is in the order of about 0.2 to 2 m.
Monitoring will be continued on a regular basis to
Date of Start: April 2006
record behavior of the landslide.
Date of Completion: Continuing
Zonation of the landslide area has been done on
the basis of the ranges of RMR (Rock Mass (i) Central Road Research Institute (R),
Rating) and SMR (Slope Mass Rating) and has (ii) Department of Science & Technology
shown agreement with the field conditions to fair (S),
extent. The results of the RMR and SMR
analyses have been found to be in agreement (iii) Uttarakhand Public Works
Department (I)
with the fact that rock mass in the weathered
condition earns a poor or very poor rock mass Present Status and Progress
rating. Likewise, it has been observed that the
rock mass in the vicinity of the faults and folds is Amparav Landslide is located on the
also having poor to very poor range of rock mass Kathgodam - Nainital road, 4 km before Jyolikot
rating. This is attributed to the fact that fracture on NH-87 in Kumaun Division of Uttarakhand
density increases in the vicinity of such major State. In continuation of work reported in the
discontinuities. It has been observed that rock previous year, detailed geological and
mass is having less value in the vicinity of the geotechnical studies have been carried out in
faults and thereby results in the increased Amparav Landslide and its surrounding areas. It
fracture density in the faulted zones. Safer ranges was observed that the study area is highly
of the rock mass and slope mass are at relatively susceptible for slope instability and there are three
more distant locations than the lower ranges. Such different types of failures namely, Plane/block
locations are less affected by weathering and are failure, Talus failure on the upper reaches and
also less deformed, which is attributed to their circular failure at lower reaches close to NH-87.
ROAD RESEARCH IN INDIA 2008-2009 71

Further, studies revealed that natural factors like of the landslide area whereas higher magnitude
lithology, structure, geomorphology steep slopes, movement has been recorded in the lower parts
heavy rains etc., and anthropological factors such of landslide area which can be attributed to toe
as deforestation, excessive irrigation, non erosion. In the task relating to study on flood
maintenance of old remedial measures etc. are damage to road infrastructure, collation of
playing important role for causing instability at information on flood damages to road
Amparav landslide site. The construction of civil infrastructure and details regarding measures to
engineering structures without taking be taken to minimise flood damage have been
consideration of present slope stability status is carried out. The project is currently under
also equally responsible for the slope instability progress.
in the area. Based on comprehensive studies, a
5. Pilot Project for Construction of PMGSY
set of remedial measures have been designed
Roads Using Jute Geotextiles
and suggested for controlling all type of landslides
viz. Plane failure/block, Talus failure and circular Date of Start: July 2005
failure in the Amparav area.
Date of Completion: Continuing
4. Engineering of Structures Against
(i) Central Road Research Institute (R),
Natural and Other Disasters
(ii) Jute Manufactures Development
Date of Start: July 2007 Council (S),
Date of Completion: Continuing (iii) National Rural Roads Development
Agency (I)
(i) Central Road Research Institute (R),
Present Status and Progress
(ii) Structural Engineering Research
Centre (C)
This project has been taken up as a sponsored
Present Status and Progress project supported by Jute Manufactures
Development Council (JMDC). Under this project,
Under this project, CRRI had taken up studies on five PMGSY roads in four states (Assam, M.P,
effect of landslides and floods on road Chattisgarh and Orissa), where construction work
infrastructure. In continuation of the work reported has been completed, have now been taken up
in the previous year, at Patalganga landslide on for performance monitoring. The objective of the
NH-58, specially designed 65 numbers of steel project is to study efficacy of Jute Geotextile (JGT)
pedestals have been installed in the landslide for drainage, erosion control, capillary cut-off and
affected area, and their original positions have subgrade improvement and hence performance
been marked by using DGPS. The movement of monitoring forms an important component of this
the pedestals at this landslide location can be project. Each of these PMGSY Roads, comprise
attributed to the movement of the blocks (formed of several sub-sections in which JGT of different
by dilational and shear fractures in the main body) varieties (woven, non woven and open weave),
resting on the slip surfaces on which pedestals of different strengths and rot treated as well as
were installed. The monitoring of pedestals non treated varieties have been laid to study their
showed that the vertical movement of pedestals relative performance. Control sections with out
at this site varied from 0.15 m to 4.2 m and JGT have also been constructed. A
movement is mainly shallow. Movement of lower distinguishing feature of these test roads is the
magnitude has been observed in the upper parts construction of reduced pavement thickness
72 GENERAL REPORT ON

sections where in JGT as drainage improvement Present Status and Progress


layer has been laid above subgrade. Visual
condition survey of the test sections, recording of This project has been sponsored by National
various types of distress in the pavement, Thermal Power Corporation, Ltd. In continuation
shoulder area, embankment side slopes, of work reported earlier, to investigate the
Benkelman Beam deflection studies and feasibility of pond ash as a backfill material for
determination of field CBR of subgrade soil using reinforced railway embankment, designs were
DCP test are being carried out as part of the carried out as per BS:8006. Two types of
performance observation. Besides samples of reinforced pond ash embankments were chosen
JGT are being exhumed from these test roads in the design viz. (a) Vertical Reinforced pond ash
and they are being tested for determining embankment of height 4 m and (b) Steep Slope
clogging, remaining strength characteristics, etc. (0.5H:1V) Reinforced pond ash embankment.
Performance observations would be carried out Designs were checked for both internal and
external stability considerations. Global stability
for a period of 18 months in all these roads.
of these embankments was checked for both
6. Design of Railway Embankment Using surcharge and without surcharge conditions. The
Coal Ash factor of safety values ranged between 1.13 to
1.31 with surcharge and without surcharge, FOS
Date of Start: April 2007 ranged between 2.14 to 2.41. It was concluded
that, these structures could be used in the
Date of Completion: Continuing
approaches of culvert and bridges. The designs
(i) Central Road Research Institute (R), have been communicated to NTPC to carry out
construction of trial embankment.
(ii) National Thermal Power Corporation
Ltd (S)
ROAD RESEARCH IN INDIA 2008-2009 73

IV. BRIDGE ENGINEERING

SUMMARY

Research work reported in the area of bridge engineering comprises of a variety of projects, covering
structural investigations, laboratory investigations, analytical studies and on critical infrastructure
information system for maintenance of bridges.

SALIENT POINTS FOR DISCUSSION

1. Performance Evaluation of the Four Spans of a Grade Separator and Two Spans of a ROB
through Load Testing connecting National Highways at Lucknow.

2. Study on Excessive Vibration in Mahatma Gandhi Setu Bridge.

3. Vibration Studies in the Road-Way Portion of Rajahmundry Road-cum-Rail Bridge.

4. Evaluation of Residual Prestress in the Mahatma Gandhi Bridge at Patna.

5. Development of a Critical Infrastructure Information System in GIS Environment for Maintenance


of Bridges on National and State Highways:
74 GENERAL REPORT ON

A. NEW PROJECTS showed that there has been a decrease in


compressive strength with increase in NaCl
1. Evaluation of Corrosion of Steel through content. The analysis of the corrosion current and
Galvapulse and Gravimetric Method the development of correlation between the
Date of Start: September 2007 corrosion loss determined through galvapulse and
weight loss method is in progress.
Date of Completion (Targeted):
September 2009 Significance/Utilisation Potential

Central Road Research Institute, New Delhi Galva-pulse is a non-destructive equipment to


(I) measure corrosion rate of steel reinforcement
Scope and Objectives (and subsequently loss of mass of steel) in a RCC
structure. Gravimetric method is a laboratory
To develop a correlation for loss of steel due to based method to estimate the corrosion rate (and
corrosion as measured by Galva-pulse equipment loss of steel). In this technique the steel rebar is
and gravimetric method.
extracted from the concrete specimen, after
Methodology subjecting the same to accelerated corrosion
conditions, and the corrosion rate is estimated
Concrete slab specimen of size 100 mm x 100mm from the weight loss measurements. The
x 100 mm, 50 mm x 100 mm x 230 mm and proposed technique would seek to develop a
50 mm x 100 mm x 330 mm shall be cast using correlation between the corrosion rate measured
M 20 and M 30 concrete mixes. The slab specimen through Galva-pulse and the gravimetric method
shall be embedded with 3 numbers of 10 mm dia so that the same can be used when Galva-pulse
rebars, along its width. The cover over the rebar in is employed to measure the corrosion rate is real
the entire specimen shall be 20 mm. The spacing structures.
between the rebars in the smaller and larger slab
specimen shall be 50 mm and 100 mm, Further information/copy of report can be
respectively. The concrete mixes shall be cast with obtained from
and without NaCl added to the mixing water, at
different percentages by weight of cement. The Central Road Research Institute, New Delhi.
test specimen shall be subjected to the 2. Detailed Analysis of Slopes through
accelerated corrosive conditions by alternate
Finite Element Method
dipping and drying in salt solution. All the test
specimen shall be tested for rebar corrosion by Date of Start: March 2009
Galvapulse at three months interval, and at the
end of each interval, one set of specimen shall be Date of Completion (Targated): February
broken to extract steel bar, which shall be cleaned 2010
and corrosion loss shall be determined by weight
Central Road Research Institute, New
loss. A correlation shall be developed between the
Delhi(I)
weight loss as estimated from the corrosion current
and through the actual weight measurements. Scope and Objectives

Interim Conclusions FEM (Finite Element Method) analysis of slopes


through strength reduction technique to compute
A comparison of crushing compressive strength
F.S. (Factor of Safety) of the whole slope.
with different proportions of NaCl at different ages
ROAD RESEARCH IN INDIA 2008-2009 75

Computation of stresses and displacements within Interim Conclusions


the embankment at all Gauss Integration points
Detailed Analysis by FEM is capable of zonation
and the zone of similar F.S. and its comparison
of slope with respect to F.S., hence, accurate and
with conventional method of slope stability
economic remedial measures can be suggested
analysis (Bishop's method) which can only obtain
the F.S. of the whole slope along a predefined to control the slope failure which is an
failure surface. prerequisite for uninterrupted road network
throughout the country in all seasons specially in
Methodology hilly areas.

FEM analysis of slope will be carried out in three Significance/Utilisation Potential


ways:
Slope failure is a very common problem in hilly
(i) Overall F.S. of the slope, by strength roads during rainy season and it stops the
reduction Technique. Strength normal life in those areas during this natural and
Reduction factor will be the F.S. for manmade phenomena. So smooth running of
which factor the maximum normal life is impossible without prevention of this
displacement will have a sudden jump natural phenomenon. This is possible by taking
from its previous strength reduction some preventive measures with the help of
factor. detailed analysis of slope stability, and which is
(ii) Stresses will be computed at Gauss only possible by analysis of slope through FEM.
integration points for each finite Further information/copy of report can be
element and then the F.S. will be obtained from
obtained at these points by comparing
the values of shear stresses at those Central Road Research Institute, New Delhi.
Gauss integration points with the
shear strength of the soil at those B. COMPLETED /ONGOING PROJECTS
points. From those values a zone of
similar F.S. will be identified, 1. Performance Evaluation of the Four
consequently the zone of Spans of a Grade Separator and Two
failure will be determined. Spans of a ROB through Load Testing
connecting National Highways at
(iii) The average shear stresses and shear Lucknow
strength will be computed along a
defined path from the values of Date of Start : December 2008
stresses obtained at various Gauss
integration point and hence the F.S. Date of Completion : March 2009
will be computed along any (i) Central Road Research Institute,
predefined failure path. New Delhi (R, I)
Finally on the basis of these results obtained from (ii) Public Works Department, Govt. of
FEM analysis, a comparative study will be Uttar Pradesh, Lucknow (S)
carried out with conventional method of slope
stability analysis to establish the authenticity of Scope and objectives
this method. Then a guideline will be developed
to use this method for slope stability analysis on The objective of the project was to obtain the
routine basis. response through load testing of four spans of
76 GENERAL REPORT ON

superstructure of outer carriageway of newly 3. Visual inspection of test spans carried


constructed grade separator connecting Indira out after getting them cleaned/
Nagar and Faizabad Road at Polytechnic whitewashed to remove surface dirt,
Crossing in Lucknow (UP). Also, to carry out load unevenness/roughness to observe the
test the two spans (one each Solid slab and cracks or distress during the course
Voided Slab types) of a Rail Over Bridge (ROB) of load testing.
along the same route.
4. There were some distressed areas
Methodology noticed during visual inspection of the
test spans; same were repaired before
The following methodology of work has been load testing was taken up.
adopted for this project:
5. Recorded the deflection and strains
1. It was opined that the load testing under temperature effect (24 h cycle)
protocol illustrated in IRC:SP-37 is for their compensation in final calculation
quite general in nature and in order to before structural qualification.
evaluate the structural response of 6. Tested all the bridge spans as per IRC
such kind of bridge which is having procedures, that is placement of load
curved PSC BOX Girders with higher in an incremental manner, recording
degree of super elevation present with instant and final deflection, retention
large cantilevers, the testing of the of load for 24 h, incremental removal
bridge needs to follow a rigorous of loads, instant and final recovery
exercise. Therefore, CRRI tested the after 24 h.
bridge not only for deflections and
recoveries as stipulated in IRC but also 7. Analysis and presentation of test data
evaluated the structural response duly corrected for temperature
through other performance variations as per IRC.
parameters with the help of 8. Studied the Structural response for
sophisticated testing tools other performance parameters such
simultaneously, such as vibration as dynamic strains, vibration under
signature analysis using FFT analyser application of dynamic loads by
Surface Strains through vibrating wire movement of loaded trucks at design
strain gauges and strains under speed.
dynamic vehicular loading using strain
intelliducers. Also, measured the 9. Compilation of findings and
displacements of bearings and pier submission of report.
cap under loading and unloading Conclusions/Supporting Data
stages.
2. Theoretical analysis of the bridge was The load testing results are based on the loads
carried out for the estimation of IRC applied on selected spans only and give
loading (the maximum allowable load, assessment for selected spans on qualitative
including impact factor for which the basis. The bridge authority is to follow a strict
span has been designed and limiting regime for inspection of bridge at regular interval
as specified in Appendix 5 of IRC: SP-35
deflection), their critical placement
"Guidelines for Inspection and Maintenance
pattern, etc.
ROAD RESEARCH IN INDIA 2008-2009 77

of Bridges" and inspection format as per Date of Completion : October 2008


Appendix 3 of IRC:SP-52-1999 and take
corrective actions for any distress without loss of (i) Structural Engineering Research
any time. It is also requested to regulate the traffic Centre (SERC), Chennai (R,I)
as per designated axle load with specified design
(ii) L & T - RAMBOLL Consulting
speed for this bridge. Due consideration should
Engineers Limited, Chennai (S)
also be given to check the design speed in case
traffic hazard develop on account of sharp curve. Scope and Objectives
No higher axle load other than prescribed in IRC
and under Motor Vehicle Act shall be allowed to To evaluate the dynamic characteristics of the
ply on the bridge. This being a highly curved bridge bridge for typically two spans, one span the most
coupled with higher degree of super elevation, damaged and the other least damaged.
the performance of bearings needs special
attention. A suitable enforcement mechanism is 1. Response measurement of the bridge
essential to keep structure in a good condition under controlled vehicular movement
during its service life. with a known weight of a lorry running
at various speed.
Significance/Utilization Potential
2. Ambient response measurement of
• The results of the project have been the bridge when a normal traffic
used to assess the condition of bridge consisting of passenger buses, cars
and will give be useful in maintenance and other light vehicles are passed
aspects of the bridges. through the bridge.

• The special methodology developed Methodology


for this project will be useful for
By conducting field measurement vibration data
evaluation of such kind of bridges
specially, in city flyovers where acute are collected with known control parameters. Data
curvature is unavoidable due to traffic analysis is carried out to understand and
and space constraints. establish the system parameters (that of bridge).
Having established system parameters
Reports/Publication improvements are suggested to control excessive
vibrations.
J.K. Goel, et al, "Performance Evaluation of the
Four Spans of A Grade Separator and Two Spans Conclusions/Supporting Data
of A ROB through Load Testing Connecting
National Highways at Lucknow", March 2009. Vibration levels are either unpleasant or painful
to human and "strong" to "very heavy" with
Further information/copy of report can be reference to structures.
obtained from
Significance/Utilisation Potential
Public Works Department, Govt. of Uttar Pradesh,
Lucknow. Having established that the vibration levels are
strong and based on established system
2. Study on Excessive Vibration in parameters, suitable remedial measures are
Mahatma Gandhi Setu Bridge suggested.
Date of Start : September 2008
78 GENERAL REPORT ON

Reports/Publications improvements are suggested to improve the


performance.
Lakshmanan, N., Muthumani, K., Gopalakrishnan,
N., Sathish kumar, K., Ramarao, G.V., Ravisankar, Interim Conclusions/Conclusions/Supporting
K., Parivallal, S., Kesavan and Amarprakash, Data
"Study on Excessive Vibration in Mahatma Gandhi
Vibration levels are "heavy" to "strong" with
Setu" Consultancy Report to L& T - RAMBOLL ,
reference to structures.
October 2008.
Significance/Utilisation Potential
Further information/copy of report can be
obtained from Having established that the vibration levels are
strong and based on established system
M/s. L&T Ramboll Consulting Engineers Limited, parameters suitable remedial measures are
Chennai. suggested.
3. Vibration Studies in the Road-Way Reports/Publications
Portion of Rajahmundry Road-cum-Rail
Bridge Lakshmanan, N., Muthumani, K. Gopalakrishnan,
N., Sathish kumar, K., Sreekala. R and Ramarao.
Date of Start : September 2008
G.V., "Vibration Studies in the Road Way Portion of
Date of Completion : January 2009 Rajahmundry Road-cum-Rail-Bridge" Consultancy
i) Structural Engineering Research Report to Roads & Buildings, Department, Govt. of
Centre (SERC), Chennai (R,I) Andhra Pradesh , January 2009.

ii) Roads & Buildings Department, Govt. Further information/copy of report can be
of Andhra Pradesh (S,C) obtained from
Scope and Objectives Roads & Buildings Department, Govt. of Andhra
• To ascertain the structural condition of Pradesh.
bridge;
4. Evaluation of Residual Prestress in the
• To specify the upper limit on vehicular Mahatma Gandhi Bridge at Patna
traffic on the bridge to be allowed, in
terms of both the weight and speed of Date of Start : September 2008
the vehicle;
Date of Completion (Targeted ) :
• To point out problem areas in the October 2008
bridge which require immediate
attention-by conducting dynamic test. (i) Structural Engineering Research
Centre (SERC), Chennai (R,I)
Methodology
(ii) L& T - RAMBOLL Consulting
By conducting elaborate dynamic testing on the Engineers Limited, Chennai (S)
bridge at selected spans, vibration data are
collected with known control parameters during Scope and Objectives
the movement of road traffic and train movement.
Data analysis is carried out to understand and Evaluation of residual prestress in two spans of
establish the system parameters (that of bridge). the bridge by a novel experimental technique.
Having established system parameters
ROAD RESEARCH IN INDIA 2008-2009 79

Methodology (i) Central Road Research Institute,


New Delhi ( R, I)
By using concrete core trepanning technique, the
residual prestress was determined from the strain (ii) Department of Science & Technology,
releases which were obtained at the concrete New Delhi (S)
surface due to core cutting. Scope and Objectives
Conclusions/Supporting Data
There are more than 5 lakh bridges in our
The residual prestressing forces in the country, but data base giving the important
prestressed concrete girders at different sections details of these bridges is not available. It is
were obtained for the two spans. estimated that about 25 per cent of these bridges
are in distress and needs the funds for their
Significance/Utilisation Potential strengthening. Considering that the number of
bridge assets is increasing quite rapidly, there is
The outcome of the investigation is useful to a need to develop a scientifically designed
evaluate the structural safety and also used to Critical Infrastructure Information System in GIS
design the strengthening/repair of the bridge. environment for prioritization of allocation of funds
for maintenance of Bridges of National Highways
Limitations of Conclusions and State Highways in the country. It is essential
that the allocations are used in such a way that
Estimation of residual prestress from the they yield the greatest possible benefit to society
measured strain values mainly depend on the at the lowest possible cost. The actions to be
accurate value of the modulus of elasticity of carried out must be technically correct and take
concrete. place at the correct points in time and on the right
objects. The objectives may thus be stated as
Reports/Publications
follows:
K. Ravisankar, et al, "Residual Prestress • To develop Inventory module for
Evaluation in the Mahatma Gandhi Bridge at condition of bridges in GIS
Patna", Consultancy Project Report No.621341, environment.
SERC, Chennai, October 2008.
• To develop methodology and software
Further information/copy of report can be for Inspection, Load Carrying
obtained from Capacity, Strengthening & Budgeting
for Bridge Structures.
M/s. L&T Ramboll Consulting Engineers Limited,
Chennai. • To develop an Advanced Decision
Support System module for
5. Development of a Critical Infrastructure prioritization of repairs and
Information System in GIS Environment maintenance of bridges.
For Maintenance of Bridges on National
Methodology
and State Highways
A fully developed system will comprises of :
Date of Start : February 2005
(i) Inventory Module
Date of Completion (Target) :
December 2008 To develop this module, the following
80 GENERAL REPORT ON

methodology will be adopted: (v) Budgeting Module


• Preparation of a base map of On the basis of the various possible
Ghaziabad district of UP, using alternative strengthening measures for
Survey of India Topo sheets and different components of the bridge, a
satellite data. cost effective solution to be selected
on the basis of the availability of funds.
• Road inventory for National
Highways and State Highways (vi) Advance Decision Support System
including rail network and water Module
bodies.
Prioritization of maintenance must be
• Collection of bridge related data based on carefully selected criteria
from various Government and trade-off between them. Main
agencies, such State PWD, objectives, generally expressed are to
NHAI and MoRTH etc. minimise the total risk for all bridges,
maximise the performance of a system
• Bridge inventory.
of bridges, minimise the maintenance
(ii) Inspection Module cost or to maximise the usage of
allocated budgets and to maximise the
There are three types of inspections
economic and social benefits from the
in practice e.g. routine inspection,
maintenance. The importance of each
detailed inspection and special
element for the function and safety of
inspection. The commonly occurring
the bridge and the importance of the
distresses are identified during
route is to be included in a model that
inspection of the bridges. This module
calculates the ranking point for the
include collection of data related to
bridge. This module will generate a
various inspection reports, summary
customized query system for
of maintenance work taken up from
maintenance, rehabilitation and
inception and analysis of non-
strengthening of bridges and also
destructive testing data if any.
prepare a prioritization list on the basis
(iii) Load Carrying Capacity Module of ranking and funds availability.
The system comprises of a load Interim Conclusions/Conclusions/Supporting
carrying capacity program for rating of Data
the bridges based on the inventory
data. The structure of the GIS data base for
development of critical infrastructure information
(iv) M a i n t e n a n c e / R e h a b i l i ta t i o n /
system for bridges has been prepared.
Strengthening Module
Preparation of base map and its verification
If the load carrying capacity of the
completed by undertaking field visits. Verification
bridge is less than the required one,
of location of bridges/culverts along all the NH &
various possible alternative
SH were marked on the map and upgraded.
strengthening measures for different
During the field visits, data related to latitude,
component of the bridges to be
longitude and chaingage of bridge; length of span;
considered in this module.
number of span; width of road/footpath/railing;
ROAD RESEARCH IN INDIA 2008-2009 81

width of carriage way; number of lanes; structural 6. To Review the Maximum Thickness of
ID; Road/Rail-line/River crossed etc. were Individual Laminate in Elastomeric
collected as well as the photographs taken. For Bearing and Conditions of Properties
obtaining the data related to Latitude, Longitude and Tolerances
and Chainage, GPS based data acquisition
system was used. All the relevant information Date of Start: 2003
about the bridge/culvert along with its Photograph
was uploaded into GIS database. Date of Completion: 2005

Software has been developed for estimating the National Highways Authority of India (R )
present/ future load carrying capacity and rating
Scope and Objectives
of RCC slab and RCC T-girder bridges based on
the degradation of the materials due to Chloride • Under BOT (Annuity) Project of
ingress, Carbonation and Alkali-Silica Reaction Nellore Bypass using more than 300
(ASR). bearings with individual laminate of
16 mm.
Significance/Utilization Potential
• Checking of existing acceptance of
• The outcome of the project will be criteria of property and tolerances.
used in planning the maintenance of
Methodology
the bridges.
• Computer software will be developed Design and supply installation and behaviour
which will be useful to the owner of under D.L. and L.L. including Bulging, rib
the bridges such as National Highway formation, twist, sway etc.
Authority of India (NHAI), Ministry of
Road Transport & Highways Limitations of Conclusions/Recommendation
(MOSRTH), State PWD's etc. of Further Work

Publications • Further testing on elastomeric bearing


having 16 mm Laminate may be done
Rajeev Goel, RK Garg and Ram Kumar, to improve vulcanization.
"Assessment of Present and Future Rating of
• Go for PTFE in case conditions are
Existing RCC Bridges", Accepted for publication
not changed.
in First International Conference on Advances in
Concrete, Structure, and Geotechnical Recommendations for Dissemination/
Engineering being held during October 25-27, Revision of Specifications
2009 at BITS Pilani.
In view of the observation of more than 320
Rajeev Goel et al, GPS based data acquisition of bearings it is suggested that use of 16 mm of
bridges and culverts on National and State layer should better be avoided. Instead alternative
Highway of Ghaziabad District - March 2009 design with internal layer of 12 m or less if possible
should be preferred.
Further information/copy of report can be
obtained from For use of 16 mm, the code framer may like to
review the provisions of properties and tolerances
Central Road Research Institute, New Delhi. described in Clauses 915.2, 916.3 and 917.7 and
82 GENERAL REPORT ON

making acceptance level 1 mandatory. (a) Hardness 60+5,

In case use of 16 mm is retained then the following (b) MTS 20 MPa,


modifications are suggested in the tolerance of (c) Maximum change in hardness +5,
dimensions:
(d) Maximum change in TS and
(a) Variation in thickness of internal layer elongation -10, -20 per cent
of Elastomer+/- (10 per cent) respectively,
maximum of 1 mm.
(e) Minimum Shear modulus 1 MPa
(b) Variation in thickness of steel laminate (+0.2),
+/-(5 per cent).
(f) UCS 60 MPa,
(i) With the limitation of above
16 mm layer can be either (g) Minimum Adhesive strength 10 kN/m,
15 mm or 17 mm and never (h) Elastic modulus 242+20 per cent
14 mm.
Reports/Publications
(ii) With the limitation of above the
minimum thickness will "Need to Review the Maximum Thickness of
automatically be 15 mm or more. Elastomer in Bearing" by Dr. B.P. Bagish, IRC
In this particular example internal Journal Vol. 69-2.
layer will be [{128-6x 6.3-2x7}]/5
is > 15. Further information/copy of report can be
obtained from
Over and above following modifications in the
properties of elastomer are suggested as further National Highways Authority of India, New Delhi.
safeguard:
ROAD RESEARCH IN INDIA 2008-2009 83

V. TRAFFIC & TRANSPORTATION

1. PLANNING AND MANAGEMENT

SUMMARY

Research works reported in the area of Traffic Planning and Management relate to projects on
Transportation Planning for Commonwealth Games 2010, Integrated Transportation Plan for NCR,
Computation of Price Index for Stage Carriage Operations, Computation of Price Index for Auto and
Taxi Operations. In this section there are four completed projects and two new projects.

SALIENT POINTS FOR DISCUSSION

1. Traffic Forecast and Toll Revenue Estimation.


2. Economic Impact of Public Transportation Development.
3. Integrated Regional Transportation Planning.
4. Computation of Price Index for Different Transport Modes.

2. SAFETY AND ENVIRONEMNT

SUMMARY

Research works reported in the area of Safety and Environment relate road safety Audit for vulnerable
group including children disability, comparative study for accident analysis of National Highway and
National Expressway, Road Safety Public Education for Delhi-Mumbai and Mumbai-Chennai and GHG
emission inventory for transport sector in India.

SALIENT POINTS FOR DISCUSSION

1. Road Safety Audit for Vulnerable Group.


2. GHG Emission Inventory for Transport Sector in India.
3. Accident Analysis of National Highways and Road Safety Education.
84 GENERAL REPORT ON

A. NEW PROJECTS 2. Up gradation and validation of the


observed O-D matrix from traffic
1. Traffic Forecast and Toll Revenue survey through estimation from link
Estimation for Ganga Expressway count by 'maximum likelihood
Date of Start : July, 2008 technique'.
Date of Completion: March 2009 3. Development of regional demand
(i) Intercontinental Consultants & model using CUBE5.0 software.
Technocrats Pvt. Ltd., New Delhi (R) 4. Calibration and validation of regional
(ii) M/s. Jaypee Venture Private Limited demand model.
(JVPL) (S) 5. Application of model for expressway
Scope and Objectives traffic forecast.
Conclusions
The main objectives of this study are
1. To conduct necessary traffic studies The study findings and appropriate
for assessment of traffic forecast of recommendations evolved in this study are briefly
proposed Ganga Expressway. summarized below:

2. Planning of interchanges in terms of 1. Calibrated matrices have been able to


identifying location and type of replicate the observed/estimated base
interchange facilities required: year O-D matrices with the R 2
(correlation) value between the
3. Development of tolling and revenue
observed and the modeled matrices
collection strategy for estimating total
in the range of 0.9 for all modes.
revenue generation over different
years of Expressway operations. 2. The sectional volumes on Ganga
Expressway are expected to be in the
4. Assessment and identification of
order of 40000 PCUs/day in the
tolling system requirements.
opening year of 2013 and reaches to
Methodology 150000 PCUs/day in the year 2033.

The 1047 km long Ganga Expressway 3. The sensitivity of traffic and toll
connecting Greater Noida and Ballia is going to revenue estimates with variation in the
be developed as an 8 - lane access controlled toll rates indicates that over the
facility. Ganga expressway is planned along a horizon years of 2033 and 2043, even
virgin alignment with many competing roads and with an increased toll rate of 10 to 20
the influence area of the expressway is going to per cent, the toll revenue is expected
be the central spine and potential economic base to be higher than the expected toll
for the state of Uttar Pradesh over time. revenue from the adopted rate of
Rs 1.00/PCU/km.
Methodology adopted in this study is given in the
4. In order to assess the sensitivity of
following steps:
Ganga Expressway traffic estimates,
1. Development of the coded transport two scenarios representing an
network. Optimistic and Pessimistic growth
potential of the influence area have
ROAD RESEARCH IN INDIA 2008-2009 85

been prepared. Sectional traffic Scope and objectives


volume in pessimistic and optimistic
cases range in 32000-50000 PCUs (in The scope of the study will be confined to the
2013) and goes upto 120000 -190000 economic impact of proposed Metro Rail System
(in 2033). in Cochin Region.

Significance/Utilization Potential The aim of the study is to identify the impact of


development of public transport in reducing the
The first expressway in the country being taken private transport demand along with the
up for more than 1000 km length, and traffic associated positive and negative impacts to the
estimation is done through a systematic society. The major tasks involved in the study are:
development of regional travel demand model.
This is first of its kind in India and the • Assessment of existing travel pattern,
methodology is expected to be utilized in traffic modal split and transportation
estimation of future expressways. expenditure of households.
• Assessing the role of existing public
Limitations of Conclusions/
transport system in meeting the travel
Recommendations for Further Work
demand.
The model developed is intended for the study • Identification of the most important
area only, and if needed to be adopted for other factors behind users' choice of mode
studies it can be applied after due calibration and of transport.
validation.
• Working out options for the
Reports/Publications development of an efficient public
transport system.
Consultancy Services for Traffic Forecast and Toll
• Evaluation of likely impact of the
Revenue Estimation for Ganga Expressway - Four
proposed Metro rail on the travel
Reports Submitted.
pattern and modal split.
Further information/copy of report can be • Working out the cost involved in the
obtained from: development of the Metro Rail.

Intercontinental Consultants & Technocrats • Evaluation of expected impact of the


Pvt. Ltd., New Delhi. public transport system in the overall
economy of the region (Benefits in the
2. Economic Impact of Public form of reduced travel cost, time,
Transportation Development - Case energy, congestion, pollution,
Study of Proposed Metro Rail in Cochin accidents, etc).

Date of Start : April 2008 • Provide policy recommendations.

Date of Completion : Ongoing Methodology

National Transportation Planning and Proposed methodology for the study involves the
Research Centre (NATPAC), following activities:
Thiruvananthapuram (R)
• Compilation of secondary data.
86 GENERAL REPORT ON

• Conducting primary surveys like Date of Completion (Targeted) :


Household survey and user November 2010
preference survey.
Gujarat Engineering Research Institute,
• Analysis of data. Vadodara (R)
• Development of modal split models. Scope and Objectives
• Evaluating the impact of the proposed To work out the comparative study of National
Metro rail. Expressway-1 with NH-8 from accident point of
view by analysing the accidents occurred on
• To work out the economic implication
NH-8 before the construction and after the
of development of Metro rail.
operation of Expressway-1.
• To work out policy measures.
Methodology
Interim Conclusions/Supporting data
Data collection
Data pertaining to the travel and traffic • Accident data shall have to be
characteristics of Cochin City was compiled from collected from all the Police stations
secondary sources. Public transport infrastructure of NH-8 passing from Vadodara to
and their utility pattern were assessed from the Ahmedabad.
data compiled. In addition to the above, primary
surveys were conducted to estimate the modal • Data shall have to be collected for the
shift of public transport users to the proposed period of five years before the opening
mass transport system namely Metro Rail. The of NE-1 & up to 2008 after the opening
cost and time implications of the proposed shift of NE-1 both for NH-8 & NE-1.
were being assessed to establish the economic
Data Analysis
impact of the proposed Metro Rail System.
• The data shall have to be analysed to
Significance/Utilization Potential find out the Accident Black Spots and
to suggest remedial measures for their
The proposed output from the study is expected improvement.
to present the positive economic impacts of the
mass transport system, and hence, serve as a Significance/Utilization potential
major policy initiative for the promotion of mass
By improving accident prone zones, accidents will
transport system in Kerala State.
be reduced.
Further information/copy of report can be
Limitations of Conclusions/Further Proposed
obtained from
Work
The Director, National Transportation Planning
The comparative study is carried out for accident
and Research Centre, Sasthra Bhavan, Pattom
prone locations and volume of accidents only.
Palace P. O., Thiruvananthapuram- 695 004.
Further information/copy of report can be
3. Comparative Study of National
obtained from
Expressway-1 with NH-8 for Accident
Analysis from Amdavad to Vadodara.
The Joint Director (Roads), Gujarat Engineering
Date of Start : November 2008 Research Institute, Vadodara.
ROAD RESEARCH IN INDIA 2008-2009 87

4. Road Safety Public Education for Education Campaign has been delivered in 25
Delhi-Mumbai and Mumbai-Chennai GQ selected Campaign Delivery Centres (CDCs) for
Corridors each of the D-M and M-C arm of GQ, in three
cycles of the Campaign.
Date of Start : January 2006
Significance/Utilization Potential
Date of Completion (Actual) : December
2008 Road Safety Public Education Campaign was first
initiative of its kind to be implemented in India.
(i) Intercontinental Technocrats and
The project was of great significance due to vast
Consultants Pvt. Ltd., New Delhi (R,I),
development of roads all over the country under
(ii) National Highways Authority of India the NHDP, in which high speed roads are being
(S) built and the communities along the highways
have been suddenly exposed to such high speed
Scope and Objectives
traffic.
The objectives of the project were to: Limitations of Conclusions/
Recommendations for Further Work
(i) Make community residents aware that
road safety should be a major
The main conclusion could be that change of
community concern;
behaviour with a cultural shift for better
(ii) Encourage community residents to awareness and safer actions on road is possible,
identify the specific road safety and it is more promising in the younger
problems faced by the community as generation. An institutional mechanism is required
well as their remedial measures; to maintain the continuity and make it a sustained
effort, and involvement of media, in all forms, can
(iii) Strengthen local Non-Government
increase the spread and effectiveness of the
Organizations (NGOs) and
public education.
Community Based Organizations
(CBOs) and their linkages to external Reports/Publications
institutions with a role in road safety;
and • Inception Report.

(iv) Educate community residents and the • Campaign Implementation Plan.


road users in safe use of the road and
• Midterm Evaluation Report.
actions to be taken in the event of an
accident. • Final Evaluation Report for Road
Safety Public Education.
Methodology
Further information/copy of report can be
The strategy adopted for conducting public obtained from
education, through the Road Safety Campaign,
has been to create a pool of road safety (i) Intercontinental Consultants & Technocrats
Awareness Raisers (ARs), who would act as Pvt. Ltd., New Delhi.
catalyst for initiating the process of spreading the
(ii) National Highways Authority of India,
safety message among their peers and others in
New Delhi.
their community. The Road Safety Public
88 GENERAL REPORT ON

B. COMPLETED PROJECTS/ONGOING • Final Report.


PROJECTS
Further information/copy of report can be
1. Transport Plan for Commonwealth obtained from
Games 2010
Sh. S.P Arora, Executive Director, M/s. Consulting
Date of Start : 2007 Engineering Services (I) Pvt. Ltd., New Delhi.

Date of Completion (Actual) : December 2. Integrated Transportation Plan for


2008 National Capital Region

Consulting Engineering Services (I) Pvt. Ltd, Date of Start : May 2007
New Delhi.
Consulting Engineering Services (I) Pvt. Ltd,
Conclusions/Supporting Data New Delhi.

(a) For demand modeling first the Present Status and Progress : Ongoing
population and PCTR were projected Scope and Objectives
for the year 2004 & 2010. Then
accordingly trip productions & trip • Study of existing traffic and travel
attractions were calculated for 2004 characteristics and distribution
(for whole city & its zones). patterns.
(b) Using survey OD matrix & travel time • Construction of NCR Transport Model.
matrix and estimated productions &
• Assess the level of utilization, potential
attractions for each zone, expanded
and deficiencies in the present
matrix was built for the city in 2004.
transport system.
(c) This resulted in an OD matrix in
• Assess the characteristics of the
passenger trips with city demand. This
regional road and rail network for
matrix was validated on the basis of
movement of passengers and goods
the TLFD of the Survey OD matrix.
traffic.
This matrix was converted into PCUs
by using a factor of 0.25. • Construct Regional Transport
Planning Models appropriate to
(d) Then, the regional demand for the year conditions and planning needs of NCR
2004 was added in this matrix. so as to develop alternative transport
Reports/Publications strategies for short term, medium term
and long term upto the year 2032.
• Inception Report.
• Prepare an Integrated Multi-Modal
• Draft Final Report. Transportation System for NCR with
• Report on Traffic Circulation and phased program of its implementation
Parking Plan. upto the year 2032.
• Report on Provision of Transport • Identify various project proposals, which
Services. are economically viable, socially
• Report on Specific Arrangements for acceptable, environmentally sustainable
Opening/Closing Ceremonies. and financially feasible.
ROAD RESEARCH IN INDIA 2008-2009 89

• Train and build capacity of NCRPB. plans, their evaluation and


selection based on a multi-
• Preparation of an Integrated Multi-
criteria analysis.
modal Transport System for NCR
based on forecasted road and rail Module 8: Broad assessment of social
traffic upto 2032 including passenger and environmental issues,
interchange facilities and terminals. impacts and measures.

Methodology Module 9: Detailing the selected


Transport System Plan,
Module 1: Study of NCR plans (1981 / costing, phasing and
2001 / 2021) and other prioritization.
reports related to NCR Module 10: Identification of broad
Transport System Plan. strategies for resource
Module 2: Appreciation of regional, mobilization and
physical, demographic, implementation of projects.
social, economic and Module 11: Identification of needed
environmental characteristics institutional restructuring
to evaluate their impact on covering organizational,
travel demand and transport legal, monetary and fiscal
system plan. aspects.
Module 3: Conduct of various surveys Module 12: Finalization and submission
such as traffic, highway, of report and plans.
environmental and social to Module 13: Conduct of Training
appreciate the sectoral Programme to officers and
characteristics, demand staff of NCRPB.
levels, trends of growth,
traffic movement pattern Recommendations
including proposals,
• Road Network:
constraints and potentials.
New Expressways of length 1245 km
Module 4: Conceptualization,
will be constructed for Horizon Year
construction, calibration and
[2032]. Some of the State Highways,
validation of transport
MDR, and ODR will be upgraded into
models.
National Highways. The Total length
Module 5: Conceptualization of of NH in the Horizon Year will be
alternate scenarios of 1971 km which is about 870 km more
development. that of the Base Year (2007). The total
length of MDR in Horizon Year will be
Module 6: Estimate of transport
reduced to 841 km from the total
demand levels under
length of 1210 km in the Base Year.
alternate scenarios.
The length of ODR will also be
Module 7: Conceptualization of reduced to 1725 km from the existing
alternate Integrated Multi- length of 1984 km in the Base Year.
modal Transport System
90 GENERAL REPORT ON

• Rail Network: (iii) To determine the fare structure of


various category of services of stage
An extensive Regional Rail Network
carriages and establish unit operating
has been included along with the
cost of various types of services.
Regional Road Network as an
integrated network, for assignment of Methodology
intra-region passenger traffic by public
transport (road & rail). The modal National Transportation Planning and Research
share of regional rail system has been Centre (NATPAC) brought out a Price Index for
estimated to be 12.8 per cent. The Stage Carriage Operations (PISCO) in Kerala
passenger demand by HY is State. The Index compares the movement of
1.21 million passenger trips per day. prices of operating components for any base year
Five other rail lines, within NCR, are with current year. The method has compared
proposed to strengthen the entry-level conditions for two time periods and has
connectivity of the rail system. the advantage that the movement of prices can
be assessed and the index revised in future also.
Further information/copy of report can be The index presents a clear methodology for
obtained from: taking decisions such as fare revisions.

S.P Arora, Executive Director, CES (I) Pvt. Ltd, Further Findings/Supporting Data
New Delhi.
The Passenger fare for ordinary bus services in
3. Computation of Price Index for Stage Kerala was fixed as 55 paise per kilometer as per
Carriage Operations (PISCO) the last bus fare permission effected in July 2008.
There were fall in fuel prices and certain other
Date of Start: July 1998 cost inputs such as tyre and tube etc. The Price
National Transportation Planning and Index for Stage Carriage Operations (PISCO) fell
Research Centre (NATPAC), to 200.80 as on January 2009 prices as against
210.46 during the last fare revision in July 2008.
Thiruvananthapuram (R)
The movement of PISCO from July 2008 to
Present Status and Progress: Ongoing February 2009 justifies revision of ordinary fares
downward by 4.55 per cent.
Scope and Objectives
Limitations of Interim Conclusions
The major objectives of the study are:
Computation Periodical updating of Price Index
(i) To find out the operational
for Stage Carriage Operations (PISCO) gives a
characteristics -the passenger load,
scientific basis of fare revision of Stage Carriage
passenger lead, daily collection and
Operation. The value of inputs compiled for
expenditures (fixed and V.C) of stage
PISCO refers to survey based on limited sample
carriage operations in Kerala.
basis conducted by NATPAC in 2005 and
(ii) To prepare a PISCO for understanding accurate demand forecast have not been made
the periodical movement of prices of for any particular route. Frequent fluctuations in
vehicle operating cost, and other fuel and other cost inputs and also the load and
inputs for different types of stage lead parameters could not be realistically
carriage operations. estimated. The cost of components and weights
ROAD RESEARCH IN INDIA 2008-2009 91

used for computing the values of these factors optimum utilization of capacity, which is derived
remain unaltered. from detailed analysis of life cycle behavior of
almost all important vehicle components. The
Reports/Publications
Price Index compares the movement of prices of
• Interim Report operating components for any base year with
Further Information can be obtained from current year. The method has compared entry -
level conditions for two time periods and has the
The Director, National Transportation Planning advantage that the movement of prices can be
and Research Centre, Sasthra Bhavan, Pattom assessed and the index revised in future also.
Palace P. O., Thiruvananthapuram- 695 004. The index presents a clear methodology for taking
decisions such as fare revisions.
4. Computation of Price Index for Auto and
Taxi Operations (PIATO) Further Findings/Conclusions/Supporting
Data
Date of Start: June 2006
The total cost of operation for autos is taken by
National Transportation Planning and
adding all the variable and fixed cost components.
Research Centre (NATPAC),
Thiruvananthapuram (R) As per the cost table worked out the total cost/km
for autos in the state is Rs.4.47/km as on June
Present Status & Progress 2006 prices and Rs 5.24/km as on June 2008
Status: Ongoing prices.

Year of last Report : August 2008 The total cost of operation for taxis is also taken
Scope and Objectives by adding all the variable and fixed cost
components. As per the cost table worked out for
The major objectives of the study are: taxis the total cost/km in the state is Rs.6.46/km
(i) To find out the operational as on June 2006 prices and Rs 7.4/km as on June
characteristics, the passenger load, 2008 prices.
passenger lead, daily collection and The movement of Price Indices for Auto and Taxi
expenditures (fixed and V.C) of Auto
Operations (PIATO) from 100 in June 2006 base
& Taxi operations in Kerala.
year to 117.15 for Autos and 114.48 for taxis as
(ii) To prepare a Price Indices for Auto and on mid June 2008 prices justify revision of these
Taxi Operations (PIATO) for fare upward 17 per cent for Auto and 15 per cent
understanding the periodical for Taxis.
movement of prices of operating cost,
and other inputs for different types of Limitations of Conclusions or Interim
Auto & Taxi operations. Conclusions

Methodology Computation of Periodical updating of Price


Indices for Auto and Taxi Operations (PIATO)
National Transportation Planning and Research gives a scientific basis of fare revision of Stage
Centre (NATPAC), brought out a Price Indices for Carriage Operation. The value of inputs compiled
Auto and Taxi Operations (PIATO) for the first time for PIATO refers to survey based on limited
in Kerala State. Cost table approach is adopted sample basis conducted by NATPAC in 2006 and
to compute cost of operations of vehicles under accurate demand forecast have not been made
92 GENERAL REPORT ON

for any particular route. Frequent fluctuations in and 11 per cent females, 11 per cent deaf and
fuel and other cost inputs and also the load and blind females, 11 per cent were only blind and
lead parameters could not be realistically 11 per cent were having any other type of
estimated. The cost of components and weights impairment. They expressed during opinion
used for computing the values of these factors survey that generally they found no access to the
remain unaltered. footpaths due to various factors for example, the
encroachment of parked vehicles, vendors, poor
Reports/Publications drainage system and level differences on
footpaths. These problems create lots of
Interim Reports difficulties for pedestrians especially for wheel
chair bound road users and children with other
Further Information/copy of report can be
diverse disabilities. They expressed that they
obtained from
rarely got any help from the other road users while
The Director, National Transportation Planning commuting alone on road. This shows very
and Research Centre, Sasthra Bhavan, Pattom passive attitude of the able bodied road users
Palace P. O., Thiruvananthapuram- 695 004. towards the persons with disabilities. They also
expressed during the survey that generally roads
5. Road Safety Aspects for Vulnerable are not equipped with proper street lights or
Group (Children) including CwD properly visible traffic signs, aided traffic signals
(Children with Disabilities) during commuting at night time. They were also
facing problems at bus stops as waiting areas of
Date of Start : May 2007 the bus stops were blocked by the vendors and
Date of Completion : June 2008 parked vehicles. Due to the congestion created
by such encroachments the commuters are forced
Central Road Research Institute, New to come down on the road to face traffic.
Delhi(R)
Recommendation for further work
Present Status and Progress: Completed

Conclusion/Supporting Data • Implementation of Research Findings after


Audit.
In this observational study, opinion survey
• After audit suggestions, MCD has provided
questionnaires on different road safety
ramps and accessible refuge area in the
parameters were developed to assess the desired
crossing opposite the school building.
quality for services from the user perspective and
Sidewalks also have a strip of tactile tiles
access audit of the selected school areas were
(guiding and warning) for persons with
also conducted by the CRRI team along with
Samarathyam (National Centre for Barrier Free vision impairment. This initiate was
Environment) to observe various commuting undertaken by the research team to promote
problems of school children. The questionnaires accessibility in the external environment.
were distributed among school children of AADI Report/Publication
(Action for Ability Development and Inclusion) of
various age groups who were with diverse Paper Entitled "A Study of Awareness of Road
disabilities. This sample consisted of 56 per cent Rules and Road Signs among Children in Delhi,
females and 54 per cent males with locomotor India” published in ABACUS an International
problems, mentally challenged 24 per cent males Journal of Architecture, Conservation and Urban
ROAD RESEARCH IN INDIA 2008-2009 93

Studies, Monsoon 2007, Vol 2, No. 2, page 77- significant sources of GHG emissions in India.
88. As a corollary to the inventory of GHG emissions
for transport sector, efforts are intended to be
Recommendations for Dissemination/ directed to address the uncertainties in activity
Revision of Codes/Specifications data, particularly relating to road transportation,
so as to generate robust emission inventory to
School Children were trained by the scientists of
the extent possible. The study has been taken up
the Institute for different road safety aspects, MCD
to fulfill the following objectives:
people were contacted by the team members for
highlighting different access problems with • Refine the GHG emission estimates
guidelines to minimise them. from road transport sector by
apportioning fossil fuels used in
Further information/copy of report can be
various types of road transport
obtained from
vehicles and
Traffic Engineering and Safety Division, Central • Estimate the national greenhouse gas
Road Research Institute, Mathura Road, emission inventory for transport sector
New Delhi-110 020. for the period 1995-2007.

6. Mobile Combustion: GHG Emission Further Findings/Conclusions/Supporting


Inventory for Transport Sector in India Data

Date of Start: January 2008 The different fuel types used in road
transportation sector include petrol, diesel, CNG,
Date of Completion (Targeted): December
Auto LPG (road transport) and other minor fuel
2009
types like LDO (light diesel oil) and FO (fuel oil).
Central Road Research Institute, New Delhi In addition, lubricants are also used for two-stroke
(R) engines. In railways, mostly diesel and coal have
been used as fuel in locomotives besides the
Status: On going
electricity, which is generated elsewhere and
Year of last report: 2007-08 accounted for in electricity generation sector,
hence not been accounted for here to avoid
Progress
double counting. In aviation, Aviation Turbine Fuel
(ATF) is used but for ground operations, diesel
India has an obligation to the United Nations
and other minor fuel types are used. Similarly for
Framework Convention on Climate Change
marine navigation, diesel, LDO and FO are used.
(UNFCCC) as one of its signatory to submit
national inventories of Green House Gases The category-wise fuel consumption statistics
(GHG). As part of the enabling activities for India's (activity data) are being collected and collated for
second national communication to UNFCCC, the this work. The fundamental methodologies for
Central Road Research Institute (CRRI), New estimating greenhouse gas emissions are based
Delhi has been involved in the preparations of on the IPCC Guidelines (IPCC, 1996, 2006) and
national GHG emission inventories from the the Good Practice Guidance (GPG) 2000
transportation sector. prescribed by the IPCC (IPCC, 2000). The
national emissions inventory of GHG emissions
Transport sector consisting of Rail, Road, (CO2, CH4 and N2O) and ozone precursor gases
Aviation and Navigation/Shipping is one of the (CO, Nox and NMVOC) for transport sector is
94 GENERAL REPORT ON

intended to be generated for the years 1995 Navigation/Shipping are being apportioned
through 2007 using the equivalent energy values appropriately. The national GHG emission
of fuel consumed for afore-mentioned sub- inventory time series will be generated for the
sectors. Apparent fuel consumption in road period 1995-2007.
transportation is being estimated by
The present activity is part of India's Second
apportionment of fuels to different vehicle
National Communication (SNC) to UNFCCC.
categories after addressing the uncertainty
component for the fuel sold through the network Limitations of Conclusions or Interim
of retail outlets. The final fuel consumption Conclusions
details are to be arrived at by incorporating the
information obtained through the recent all India Non-availability of activity data for 2007-08 at
surveys. The information on total consumption of present.
CNG and Auto LPG use for road transportation is
expected to be used for the reporting period. Reports/Publications
Similarly, fuel types used for other modes of
transportation viz. Rail, Civil Aviation and Initial Status Report (June 2008) and Interim
Report (January 2009).
ROAD RESEARCH IN INDIA 2008-2009 95

VI. RESEARCH PROJECTS RELATED TO THESIS FOR POST-


GRADUATION/Ph.D.

A. HIGHWAY PLANNING, DESIGN, MANAGEMENT, PERFORMANCE


EVALUATION AND INSTRUMENTATION

1. Measuring Travel Time Reliability of travel time variability. In particular the


Road Transportation System stochastic continuous random variable
effect on travel time fluctuation has to
Date of Start and Duration: October 2005 be investigated.
(Three Years)
• To analyze travel time variation under
Date of Completion: September 2008 the influence of uncertainties as a
system of sources such as factors
(i) Kobe University Kobe, Japan (R) from demand side, supply side and
external effects; and investigation of
(ii) Central Road Research Institute,
the correlations across the multiple
New Delhi (S)
equations in the system and also
Scope and Objective finding correlation among the various
sections of the study area.
• To study the necessity of travel time
reliability for India and Japan road Proposed Methodology
network and a detailed review on
various travel time reliability The methodology was designed to meet the
measurements for measuring objectives discussed in the previous section.
performance of road transport Methodology is reflected in a number of distinct
network. stages discussed as follows:

• Examining the fundamental • In the initial stage reviewed various


characteristics travel time reliability travel time reliability measures based
measures for the study area of on their method of approach such as
Hanshin Expressway road network mathematical and empirical based
and to find the relation between travel reliability measures. Further various
time reliability measures and empirical based travel time reliability
congestion measures for the study studies were reviewed in detail.
area. Several organizations which primarily
adopted various travel time reliability
• To identify the factors (Source of
measure are discussed. This stage will
Uncertainties) that will affect on travel
be knowledge base for development
time variation and development of
of the remaining stages.
structural relation between source of
uncertainties and travel time variation. • In second stage, data collection and
travel time estimation was carried out.
• Development of stochastic simulation
The key component in empirical travel
model for modeling travel time
time reliability analysis is the
distribution under multiple causes in
estimation of travel time for real data.
96 GENERAL REPORT ON

Data was collected from Hanshin contemporaneous error correlations


expressway network of Osaka - Kobe across simultaneous equation for the
area, Japan. Various indirect travel appropriate structure of
time estimation modeling approaches interdependency proposed in this and
are discussed briefly and more realistic also to study error correlation among
off-line travel time estimation method the various sections in the road
such as time slice method is discussed corridor.
in detail. The travel time estimation
Salient Findings and Conclusions
method which is adopted currently on
Hanshin express is discussed in detail.
• Various existing travel time reliability
• Travel Time reliability evaluation is studies emphasize, that travel time
done in the stage three. Statistical reliability is of utmost importance to the
range measures and various reliability public and of even greater concern
measures are examined for different than travel time itself.
routes considered in this study.
• By introduce of new information
Further, relationship between
parameter such as travel time
congestion measure and travel time
reliability performance measure is very
reliability measures was investigated.
much useful in policy assessment and
• In the fourth stage, a stochastic Budget allocation than the traditional
simulation model designed for travel congestion measures.
time distributions under various
• The share of road transport in India
sources of uncertainties. For
which was around 30 per cent and
implementation of this model peak
10 per cent in passenger and goods
travel time data of one of the route in
transport has increased to 80 per cent
the study area was considered. This
and 70 per cent from 1950 to 2005.
model was adopted for probability
Thus, the road transport has assumed
distribution of travel time estimation in
great importance in providing reliable
the light of various sources travel time
transport in moving men and material
uncertainties.
across the country also it is expected
• In final stage, an appropriate structure that the methods and the results of the
of interdependency model for travel developed country like Japan will
time fluctuation was developed. For produce guidance in establishing
implementation of this model travel time reliability for Indian Roads.
seemingly unrelated regression model Travel Time Reliability measures are
was adopted. This model was capable of measuring the variability in
developed for analyzing travel time congestion level.
variation under the effect of
• SRSM models are capable to analyze
various uncertainties such as traffic
the stochastic behavior of uncertain
flow, intensity of rain fall and road
variables and also these models are
accidents from supply side, demand
better than the deterministic models.
side and as external factor
Particularly these models are capable
respectively. The model was
in making relation between the
developed for considering
continuous random variable of
ROAD RESEARCH IN INDIA 2008-2009 97

uncertainties and travel time. and condition of road geometry for


Hanshin road networks.
• SRSM model well distributed between
travel time 813 seconds to 2678 • In this study Stochastic based models
seconds and also follows the actual (SRSM) have developed for
travel time distribution. These models continuous random variable effect on
are better than the deterministic travel time variability further these
models but the limitation of these models have to be extended for
models is that these models consider combination continuous and
the continuous random variable in discontinuous random variable impact
modelling. on travel time variability for further
increase the performance of modeling
• Jointly estimated models such as
the travel time distribution.
Seemingly Unrelated Regression
(SURE) models are more effective • For system of sources of uncertainty
than the individual equation estimated model for multiple equations and
models such as multiple regression multiple sections was developed.
models, because these models are These models are deterministic
capable to model the indirect model. Further, by incorporating the
relationship of rain fall and traffic stochastic nature of the variables the
accident effect through traffic flow on performance model will be greatly
travel time variation. improved.
• Error covariance matrix between the • To further increase the performance
multiple equations emphasizes that of travel time variability analysis other
the existence of indirect effect of rain decision making tools such as Artificial
fall and accident on travel time through Intelligence (AI), Fuzzy logic and Multi-
traffic volume. From results it was Agent System (MAS) modeling
identified that, if there is an traffic techniques need to be applied.
accident, traffic flow will be effected
Further information/copy of the report can be
by 188 vehicles in that hour on Ikeda
obtained from
line but according to SURE model
traffic flow will be reduced by 356 Central Road Research Institute, New Delhi.
vehicles.
2. Analysis of Road Network
• Relative reduction of standard error in
Characteristics & its Influence on
SURE model is less than the MLR Route-Choice using GPS-GIS Integration
model. This further indicates that
coefficients obtained by SURE model Date of Start: January 2008
are more appropriate than the MLR
model coefficients. Date of Completion: October 2008

Recommendations for Dissemination College of Engineering, Trivandrum(R)


Scope and Objectives
• Further research work is required to
evaluate the travel time variability The main objective of the study is to provide a
under the influence geometric feature route-guidance system to the users in the form of
98 GENERAL REPORT ON

Variable Message Signs (VMS) so that the users required information as Variable
can avoid taking the congested routes and plan Message Signs (VMS).
their trips wisely. In order to provide this, first the
users' response to VMS and the factors that Methodology
affect route choice decisions, such as, the effects
of mixed traffic characteristics, road geometrics (i) Collect the user's Route-choice
and roadway related factors vis-à-vis road behaviour and the major factors
surface condition on route choice behaviour etc. influencing their choice of routes for
were studied. The main objectives set out for the work-trips, by doing a questionnaire
study are: survey.

• To identify the significance of traffic & (ii) Identify the significance of various
road-geometric factors on route- road-related and traffic-related
choice behaviour of different users. factors that influence the route-choice,
as per the socio-demographic
• To conduct speed, journey time & characteristics, by means of
delay surveys along selected O-D Multinomial Logistic Regression.
Pairs on a selected case road net
work. (iii) Identify the users' requirements for the
provision of VMS (Variable Message
• To collect data pertaining to traffic Signs) display along roads from the
characteristics using hand-held GPS questionnaire survey.
for analysis & to check the accuracy
of GPS data with the conventional (iv) Collect the required traffic and road
moving car observer data in order to related characteristics by the
establish the authenticity of the GPS conventional moving-car observer
data. method and also by means of hand-
held GPS device, in order to identify
• To obtain the best route from among the efficiency of GPS for data
various alternative routes, between the collection.
selected O-D pair in the network using
ARC GIS 9.1. (v) Calculate the congestion indices of all
the selected routes between a
• To validate the ARCGIS output with the specified origin and destination.
data collected from feed back
information provided by commuters, (vi) Identify the optimum path between the
using questionnaire survey. selected OD pair in terms of the
influential factors, from ARCGIS
• To develop the significance of traffic software and validate the same with
parameters using Multi Nominal the details collected by means of
Logistic Regression model and to questionnaire survey.
develop a model for drivers'
compliance using Artificial Neural (vii) Develop an algorithm in C++ to display
Network (ANN). the required VMS information, by
finding out the least congested route.
• To develop an algorithm to predict the
congestion along the forth-coming (viii) Obtain a driver compliance model
links and provide the commuters the using Artificial Neural Network (ANN)
ROAD RESEARCH IN INDIA 2008-2009 99

for future simulation purpose for the in Trivandrum City network, were
provision of VMS display boards. 1.204 and 0.8211 along both the
directions respectively, when
Findings and Conclusions
compared with the other alternate
routes, where the values are much
• From the preliminary analysis, 60 per
less.
cent of the respondents considered
Road-condition as the most important • ARCGIS gave best alternate routes
factor for choosing the desired route. based on minimum congestion, travel
time, fuel consumption etc.
• Distance between the origin and
destination was considered as the • C++ programs were developed to
most important factor for route-choice display the required delay and
by 39 per cent of the respondents and congestion information to the users as
62 per cent of the respondents Variable Message Signs (VMS), which
considered Traffic jam/delays as the could further be used as a form of
major difficulty while traversing along route guidance to the users.
the routes.
• The minimal values of RMSE have
• 79 per cent preferred congestion been obtained for the selected ANN
information to be provided as Variable outputs.
Message Sign (VMS). The study
shows that majority of respondents are
• Finally the study establishes the
effectiveness of integrating GPS &
willing to follow the VMS, depending
GIS for effective route-choices among
on their installation patterns.
commuters.
• Multinomial Logistic Regression
Further information/copy of the report can be
suggests the significance of the major
obtained from
selected factors like Road-condition
and Distance on route-choice
Dr. M. Satyakumar, Civil Engineering Department,
behaviour according to the socio-
College of Engineering, Trivandrum.
demographic characteristics.
• From the traffic survey, the average 3. Determination of Optimum Timing and
running speed obtained using both Maintenance Strategies for Rural Roads
hand-held GPS and moving car in Kerala
observer method and distance
Date of Start: June 2008.
between the links were found to be
comparable, which shows the Date of Completion: October 2008
effectiveness of using GPS for traffic
College of Engineering, Trivandrum (R)
data collection.
Scope and Objectives
• From the present study, higher values
of congestion indices were observed
The main purpose of the study is to arrive at the
along major city corridors. It was found
appropriate type and its timing of optional
that the congestion indices along LMS-
maintenance treatment for rural roads in Kerala
Manacaud, which is a major corridor
with varying structural conditions, so that the
100 GENERAL REPORT ON

results can be useful guide to the practising needed were arrived at based on
engineers in deciding optimal maintenance policy. expert opinion.
Scope of the present study is limited to the 16
(iii) Optimum Maintenance strategy was
rural road sections each of 0.5 km length in Kerala.
determined by conducting project
The selected roads have a pavements
analysis using HDM-4.
composition of Water Bound Macadam base
course of 150 mm and Premix Carpet surface (iv) Different types of distresses observed
course of 20 mm thickness. The main objectives on the study roads were classified into
set out for the study are: ranges and optimum maintenance
treatments were suggested for the
• To arrive at optimal maintenance for
study ranges.
rural roads by carrying out life cycle
cost analysis using HDM-4 based on (v) HDM-4 does not predict the optimal
the economic indicators like Internal timing for maintenance treatment
Rate of Return (IIR). effectively for low volume roads.
Hence the methodology developed as
• To develop software for computing the
a part of NCHRP was adopted for
optimal timing for the preventive
arriving at the optimum time.
maintenance treatments for rural
roads using the approach developed (vi) In order to arrive at the optimal timing
as a part of National Cooperative for the application of the preventive
Highway Research Program treatment, obtained by doing the
(NCHRP). analysis using HDM-4, a software
programme was developed in
• To predict the optimum maintenance
Microsoft Access with a programming
strategy and the optimum time for its
language called 'Visual Basic for
application simultaneously using
Application' (VBA).
Artificial Neural Network based on the
results obtained from the analysis (vii) Prioritization of the rural road network
done using HDM-4 and the software would be complete, only when both
developed. optimum maintenance treatments and
optimum time for its application can
Methodology be predicted effectively. Hence in the
present study, the outputs from the
(i) Data collected for a period of 3 years
HDM-4 analysis and the software
was used for the present study and
developed based on the NCHRP
the data collected for the test section
method were analysed simultaneously
include pavement history data,
using Artificial Neural Network.
structural condition data and functional
condition data. Findings/Conclusions
(ii) Treatments consider for the analysis
(i) From the analysis done with HDM-4
was obtained from the preliminary
and the program developed for rural
study conduct on the pavement
roads, it was found that
condition data. Weighted average of
each distress type was arrived at and • When the IRI value is greater
these were classified into different than 8.5, percentage ravelled
ranges and the typical treatments area between zero and 28 per
ROAD RESEARCH IN INDIA 2008-2009 101

cent and percentage area • When the IRI value is less than
affected by pothole is negligible, 6, percentage ravelled area less
the optimal treatment suggested than 10 per cent and 25 per cent
was resurfacing with premix and percentage area affected by
carpet and the optimal time pothole is between 2 per cent
obtained was 5 years for IRI > and 4 per cent, the optimal
10 m/km and 6 years for IRI up treatment suggested was
to 10 m/km. patching and fog seal and the
• When the IRI values is greater optimal time obtained was 6
than 8.5, percentage ravelled years.
area greater than 28 per cent • When the IRI value is between
and percentage area affected by 6 and 8.5, percentage ravelled
pothole is negligible, optimum area less than 20 per cent and
treatment suggested was percentage area affected by
resurfacing (PMC) with pothole is between 2 per cent
preliminary treatment for and 4 per cent, the optimal
ravelling and the optimal time treatment suggested was
obtain was 5 years. patching and fog seal and the
• When the IRI values is less than optimal time obtained was 6
8.5, percentage ravelled area years.
less than 10 per cent and • When the IRI value is between
percentage area affected by 6 and 8.5, percentage ravelled
pothole is negligible, the optimal area greater than 20 per cent
treatment suggested was to and percentage area affected by
ensure proper drainage and pothole is between 2 per cent
regular intervals. and 4per cent, the optimal
• When the IRI value is less than treatment suggested was slurry
8.5, percentage ravelled area seal and the optimal time was 5
greater than 10 per cent and years for ravelling greater than
percentage area affected by 35 per cent and 6 years for
pothole is negligible, the optimal ravelling up to 35 per cent.
treatment suggested was to slurry (ii) The use of neural network to predict
and seal and the optimal time was the optimum maintenance strategy
5 year for ravelling greater than and the optimum time of application
35 per cent and 6 years for simultaneously based on the results
ravelling up to 35 per cent. obtained from analysis done using
• When the IRI value is less than HDM-4 and software developed was
6, percentage ravelled area less evaluated.
than 10 per cent and percentage (iii) The simulated output from AMM was
area affected by pothole is evaluated using RMSE and RMSE
between 2 per cent and 4 per values for prediction for optimum
cent, the optimal treatment maintenance treatment and time of
suggested was patching. application were found to be very low.
102 GENERAL REPORT ON

B. PAVEMENT ENGINEERING AND PAVING MATERIALS

1. Studies on the Performance of High • To establish the flexural fatigue


Volume Fly Ash Concrete for Rigid behavior of PQHVFAC under non
Pavements reversed constant amplitude and
compound fatigue loading.
Date of Start: April 2007
• To develop values of temperature
Date of Completion: Ongoing differentials across the thickness of
(i) P.D.A.College of Engineering, pavement slabs.
Gulbarga (Karnataka State) (I)
• To study the wheel load strains on test
(ii) All India Council for Technical stretches.
Education, New Delhi (S)
• To study the serviceability parameters
Scope and Objectives such as skid resistance and
unevenness of the pavement surface.
As a step towards making concrete construction
industry sustainable and also to address • To develop mechanistic design
environmental concerns of unutilized fly ash, it is methodology for HVFAC pavements.
necessary to do the confidence building by using
Methodology
high volume of fly ash. It can be realised through
R&D works and demonstration works, on region
In the first stage, mix proportions for PQHVFAC
wise basis, especially at sites surrounding the
source of production. The proposed project work will be established using optimum cement
will act as a mechanism for developing replacement level with low calcium fly ash. Then
specialized information regarding High Volume Fly flexural fatigue studies will be carried out on prism
Ash Concrete (HVFAC) namely understanding of specimens of size 75×100×500 mm for different
basic phenomenon, technology, and product stress ratios varying from 0.50 to 0.80. For
possibility, skill in equipment operation or flexural fatigue loading haversine wave loading
processes.etc. At the end of this project, it will will be utilized. Three types of fatigue loading i.e,
open up avenues for future research in sub-fields constant amplitude, compound loading and
such as studies on the long term performance of variable amplitude loading will be used. Besides
HVFAC pavements, corrosion, abrasion
laboratory studies, field studies will also be
resistance, environmental issues etc.. The
carried out on two instrumented test sections (one
infrastructure developed can be utilized for
with conventional concrete and another one with
similar research in other types of rigid pavements
such as Fiber Reinforced Concrete (FRC) PQHVFAC). Each test section will be 3.75 m wide,
pavements. 13.8 m in length and will be of designed thickness.
The field studies include temperature
Following are the main objectives of the measurements at four depth of pavement slab
proposed project: using thermocouples. Load respons to moving
axle loads will also be measured through strain
• Development of Pavement Quality
gages which will be embedded at two different
High Volume Fly Ash Concrete
depth.
(PQHVFAC).
ROAD RESEARCH IN INDIA 2008-2009 103

Salient Findings and Conclusions • The S-N curve exhibited a non linear
trend.
Following are the salient findings and conclusions
drawn from the studies carried out until now:
• In constant amplitude loading, the
distribution of various applied stress
• Use of high range water reducing level indicated that the probabilistic
agent, especially poly carboxylic distribution of fatigue life of HVFAC is
based is essential in developing mix different for different stress level. It
proportions for PQHVFAC. was found that the estimated shape
parameter of Wiebull distribution
• Accelerating agents are ineffective in
ranges from 0.67 to 1.08. This
giving early strength gain that is more
indicates that the shape of probabilistic
than 170 kg/m3 for HVFAC, especially
fatigue life distribution of HVFAC
at higher water contents.
depends on the level of applied stress.
• Maximum compressive strength and This effect, therefore, must be properly
flexural strength attained for HVFAC taken into account in fatigue reliability
was 49.62 MPa and 5.02 MPa analysis to secure adequate
respectively for cement replacement resistance against fatigue failure.
level of 40 per cent.
• For the compound loading level,
• Optimum percentage of cement Miner's rule was not validated.
replacement to achieve pavement
Further information can be obtained from
quality concrete (having flexural
strength of 4.0 N/mm2) was 50 per
Dr. S. S. Awanti, Professor and Head, Department
cent.
of Civil Engineering, P.D.A. College of
• The nature of failure in flexural fatigue Engineering, GULBARGA (Karnataka State).
and static flexural load was identical.

C. TRAFFIC & TRANSPORTATION

1. Capacity of Four Lane Divided Urban (ii) To study traffic flow characteristics on
Arterial Roads urban roads with varying road widths.
(iii) To develop appropriate urban traffic
Date of Start & Duration: January 2009, models using traffic flow parameters.
5 months
(iv) To determine PCU's of various types
Date of Completion: May 2009 of traffic under varying traffic condition.

School of Planning & Architecture, New (v) To develop capacity standards for four
Delhi (R) lane divided urban roads.

Scope and Objectives Scope of the study was confined to four lane
urban roads.
The objectives are: Proposed Methodology
(i) To review past studies on capacity of An in-depth literature review on capacity of urban
urban roads. roads, both in India & abroad, was carried out.
104 GENERAL REPORT ON

Fields studies were conducted at four locations • To conduct a questionnaire survey


in Delhi in peak hour namely Vasant Kunj Marg, developed to test how road users
Vandematram Marg, Shahjahan Road & Willing perceive the level of service of two lane
don Crescent Road comprising of speed, highways.
headway & lateral clearance information collected
through video recording. The date collected was • To develop a methodology based on
analysed to assess the stream traffic flow & fuzzy set theory and fuzzy clustering
composition, speed, headway of different types to define level of service on two lane
of vehicles, lateral clearance & lateral distribution highways that explicitly accounts for
of vehicles in inner & outer lane. A model to road user perception.
calculate dynamic PCU was developed & the
impact of various factors on road capacity were • To determine the level of service using
assessed. field procedure recommended in HCM
2000.
Salient Findings
• To compare the Level of Service
(i) The capacity of urban road changes assessed using user perception with
with the varying width of carriageway. that of field measurement based on
(ii) The capacity based on dynamic PCU HCM 2000.
concept for carriageway width of
Scope of the work is limited to the determination
7.5 m is estimated as 3069 PCU/h.
of the level of service of the selected three road
Recommendations stretches in Trivandrum city. Three stretches of
two lane highways of Trivandrum city namely
(i) There is a need to undertake similar
Kariyavattom-Chavadimukku, Chavadimukku-
studies incorporating effects of factors
Pongamoodu and Pongamoodu- Ulloor road
such as lateral distribution, directional
split, intersection capacity, lane stretches were selected to gauge road user's
changing behaviour on capacity. perception of LOS.

(ii) There is a need to evolve dynamic Methodology


PCU values in context of Indian
situation. (i) A road opinion survey was conducted
to determine the user's perception of
2. Assessing Level of Service of Two Lane highways. Four hundred
Highways Using User Perception and Its
questionnaires were distributed
Comparison with Field Measurements
among the road users of various
Date of Start: January 2008 categories ranging from two
wheelers, cars, auto and bus drivers.
Date of Completion: October 2008
College of Engineering, Trivandrum (R) (ii) Average speed, quality of the road and
delay experienced by the road users
Scope and Objectives were identified as the main important
The main objectives set out for the study are: attributes which contribute more.

• To identify the factors that are (iii) In order to obtain level of service of
important to road users on two lane two lane undivided highway, the
highways users. identified attributes were classified
ROAD RESEARCH IN INDIA 2008-2009 105

based on the importance level rating • Using fuzzy set approach, level of
and performance level rating. service of Kariyavattom-
Chavadimukku, Chavadimukku-
(iv) The membership functions for both
Pongamoodu and Pongamoodu-
importance and performance levels
Ulloor road stretches were obtained as
were developed using MATLAB Fuzzy
LOS C.
logic toolbox.
• LOS for the selected road stretches
(v) The Level of Service of each road
were found out by fuzzy clustering
stretches was obtained by using Fuzzy
method and it was obtained as B, C
Weighted Average (FWA) method.
and C respectively.
(vi) LOS was also determined using
• LOS was also determined using field
clustering technique. Fuzzy C means
procedures recommended in HCM
clustering was done in MATLAB. The
2000 and the values were obtained as
data obtained from the questionnaire
B, C and C respectively.
survey was used as input.
Membership grades for the three • Level of service obtained from the user
selected road stretches were perception methods was found to be
developed and corresponding LOS lower level than that obtained from the
was identified. field measurement. The user
perception attributes influences the
(vii) Level of service is assessed by the
determination of LOS of two lane
method recommended in Highway
highways significantly. This may be the
Capacity Manual 2000.
reason why the obtained LOS values
Findings and Conclusions are not in true match with that of HCM
values.
• Several attributes contributing to road
user perceptions of LOS were
• Level of service is a qualitative
measure that needs to reflect user
identified using a questionnaire survey
perception of quality of service,
and composite level of service was
comfort and convenience.
obtained by combining all attributes
together using fuzzy weighted Further information/copy of the report can be
average and fuzzy C means clustering obtained from
techniques.
Dr. M. Satyakumar, Civil Engineering Department,
• Using fuzzy set approach only the
College of Engineering, Trivandrum.
identified attributes such as speed,
delay and quality of the road section 3. Analysis of Road Network
can be considered. However, in fuzzy Characteristics & Its Influence on Route-
clustering technique, all the attributes Choice Using GPS-GIS Integration
such as age, gender, educational
level, purpose of trip etc can be Date of Start: January 2008
considered. Hence fuzzy clustering
Date of Completion: October 2008
technique gave more accurate
prediction. College of Engineering, Trivandrum (R)
106 GENERAL REPORT ON

Scope and Objectives • To develop an algorithm to predict the


congestion along the forth-coming
The main objective of the study is to provide a links and provide the commuters the
route-guidance system to the users in the form of required information as Variable
Variable Message Signs (VMS) so that the users Message Signs (VMS).
can avoid taking the congested routes and plan
their trips wisely. In order to provide this, first the Methodology
users' response to VMS and the factors that
affect route choice decisions, such as, the effects (i) Collect the user's Route-choice
of mixed traffic characteristics, road geometrics behaviour and the major factors
and roadway related factors vis-à-vis road influencing their choice of routes for
surface condition on route choice behaviour etc. work-trips, by doing a questionnaire
were studied. The main objectives set out for the survey.
study are: (ii) Identify the significance of various
road-related and traffic-related factors
• To identify the significance of traffic
that influence the route-choice,
and road-geometric factors on route-
as per the socio-demographic
choice behaviour of different users.
characteristics, by means of
• To conduct speed, journey time and Multinomial Logistic Regression.
delay surveys along selected O-D
(iii) Identify the users' requirements for the
Pairs on a selected case road net
provision of VMS (Variable Message
work.
Signs) display along roads from the
• To collect data pertaining to traffic questionnaire survey.
characteristics using hand-held GPS
(iv) Collect the required traffic and road
for analysis & to check the accuracy
related characteristics by the
of GPS data with the conventional
conventional moving-car observer
moving car observer data in order to
method and also by means of hand-
establish the authenticity of the GPS
held GPS device, in order to identify
data.
the efficiency of GPS for data
• To obtain the best route from among collection.
various alternative routes, between the
(v) Calculate the congestion indices of all
selected O-D pair in the network using
the selected routes between a
ARC GIS 9.1.
specified origin & destination.
• To validate the ARCGIS output with the
(vi) Identify the optimum path between the
data collected from feed back
selected OD pair in terms of the
information provided by commuters,
influential factors, from ARCGIS
using questionnaire survey.
software and validate the same with
• To develop the significance of traffic the details collected by means of
parameters using Multi Nominal questionnaire survey.
Logistic Regression model and to
(vii) Develop an algorithm in C++ to display
develop a model for drivers'
the required VMS information, by
compliance using Artificial Neural
finding out the least congested route.
Network (ANN).
ROAD RESEARCH IN INDIA 2008-2009 107

(xviii) Obtain a driver compliance model Manacaud, which is a major corridor


using Artificial Neural Network (ANN) in Trivandrum City network, were
for future simulation purpose for the 1.204 and 0.8211 along both the
provision of VMS display boards. directions respectively, when
compared with the other alternate
Findings and Conclusions
routes, where the values are much
less.
• From the preliminary analysis, 60 per
cent of the respondents considered • ARCGIS gave best alternate routes
Road-condition as the most important based on minimum congestion, travel
factor for choosing the desired route. time, fuel consumption etc.
• Distance between the origin and • C++ programs were developed to
destination was considered as the display the required delay and
most important factor for route-choice congestion information to the users as
by 39 per cent of the respondents and Variable Message Signs (VMS), which
62 per cent of the respondents could further be used as a form of
considered Traffic jam/delays as the route guidance to the users.
major difficulty while traversing along
the routes.
• The minimal values of RMSE have
been obtained for the selected ANN
• 79 per cent preferred congestion outputs.
information to be provided as Variable
Message Sign (VMS). The study
• Finally the study establishes the
effectiveness of integrating GPS &
shows that majority of respondents are
GIS for effective route-choices among
willing to follow the VMS, depending
commuters.
on their installation patterns.
Further information/copy of the report can be
• Multinomial Logistic Regression
obtained from
suggests the significance of the major
selected factors like Road-condition
Dr. M. Satyakumar, Civil Engineering
and Distance on route-choice
Department, College of Engineering,
behaviour according to the socio-
Trivandrum.
demographic characteristics.
4. Short Term Traffic Volume Prediction
• From the traffic survey, the average
under Heterogeneous Conditions
running speed obtained using both
hand-held GPS and moving car
Date of Start: January 2008
observer method and distance
between the links were found to be Date of Completion: October 2008
comparable, which shows the
College of Engineering, Trivandrum (R)
effectiveness of using GPS for traffic
data collection. Scope and Objectives

• From the present study, higher values Traffic volume is the basic information needed for
of congestion indices were observed all the transportation planning, traffic operation
along major city corridors. It was found and control of existing facilities, design of new
that the congestion indices along LMS-
108 GENERAL REPORT ON

facilities, etc. The efficient control of traffic on between traffic volume and the traffic
highways can produce many benefits, including parameters.
quicker journey times, fewer pollutant emissions,
(iii) Develop an ARIMA model to predict
and reduced driver stress. The traffic volume
short term traffic volume along the
prediction can be carried out to different time
selected stretch.
horizons such as long term prediction, medium
term prediction and short term prediction. Short (iv) Develop an Artificial Neural Network
term predictions are carried out mainly for ITS model for short term traffic volume
applications such as ATMS, ATIS, AVCS, APTS, prediction.
RGS, etc. The scope of the present study is (v) Develop a neuro-fuzzy model to
restricted to the traffic flow data collected over six predict short term traffic volume.
days for a period of half hour during morning off
peak and half hour during morning peak period (vi) Compare the prediction capabilities of
from Monday to Friday and next week one day the developed models.
(for validation purposes). The study deals with the (vii) Determine whether the developed
analysis of traffic volume characteristics and short models are adaptable to varying site
term prediction of traffic volume under conditions.
heterogeneous condition. Data was also collected
from three other road stretches having different Findings/Conclusions
road characteristics to study the adaptability of
• Multiple Linear Regression analysis
the developed models. The present study was
was carried out on the data collected
undertaken with the following objectives:
and models were developed with traffic
• To predict short term traffic volume volume as the dependent variable and
using statistical method like ARIMA speed and density as the independent
model. variables.
• To develop a neural network model for • ARIMA models were developed for
short term traffic volume prediction. predicting short term traffic volume.
• To develop a neuro-fuzzy model for The results show that the model is able
short term traffic volume prediction. to predict the volume close to
observed values. RMSE values were
• To compare the prediction capabilities
0.454 and 0.826 for peak and offpeak
of the models.
periods respectively.
• To examine the adaptability of the
• An Artificial Neural Network (ANN)
models to varying site conditions.
model was developed for short term
Methodology traffic volume prediction. It was also
seen that the error in prediction
(i) Identify the major factors that influence
increases with the prediction
traffic volume prediction from
interval.
literature. Collect traffic data for peak
and off peak periods by videographic • In comparing, ARIMA model
method. performed better than the ANN model
in predicting short term traffic volume.
(ii) Develop a Multiple Linear Regression
This may be due to the reason that
model to establish a relationship
ROAD RESEARCH IN INDIA 2008-2009 109

the ANN technology is data reliant and • It was also found that the neuro-fuzzy
requires a sufficient quantity of model can be adaptable and
representative data to effectively applicable to various road stretches
capture key variable relationships. The regardless of the geometrics.
main advantage of using ANN is that
Further information/copy of the report can be
it can generalize or successfully
obtained from
interpret data that they have not
previously encountered and provide a
Dr. M. Satyakumar, Civil Engineering Department,
sensible result. Further more,
College of Engineering, Trivandrum.
artificial neural network applications
can be developed and deployed 5. Carbon Rating For Indian Cities
quickly and easily with very little
programming owing to the existence Date of start & Duration: January 2009,
of a number of user-friendly ANN 5 months
software packages.
Date of Completion: May 2009
• A neuro-fuzzy model was developed
for short term traffic volume prediction. School of Planning & Architecture, New
A triangular membership function was Delhi (R)
selected. It was also seen that the Objectives
error in prediction increases with the
prediction interval. (i) To understand the standard procedure
for estimating the GHG's.
• The comparison of the results
furnished by the adaptive neuro-fuzzy (ii) To appreciate the factors that
inference system with the neural influences the emissions of GHG's in
network and ARIMA model indicate Indian cities.
that neuro-fuzzy system has (iii) To identify the role of public transport
excellent prediction capabilities with a in reduction of GHG's emission.
lower RMSE value.
(iv) To suggest suitable measures to retard
• Of the two artificial intelligence the GHG's emission through planning
techniques for predicting traffic volume and management of cities.
the neuro-fuzzy model was found to
be superior to the neural network Methodology
model. This is because the neuro- Extensive literature review was carried out to
fuzzy model integrates the advantages review GHG emissions on account of transport
of both neural networks and fuzzy sector & its implication. Secondary data was
logic. collected on selected cities with respect to
• The adaptability of ANN and neuro- population size, area, density, socio economic and
fuzzy models were examined for travel characteristics. GHG's emissions were
different road stretches. It can be estimated for case cities and its variation across
noted that neuro-fuzzy model various city typologies were studied. Impact on
maintains a low prediction error and various policy variables such as urban form,
results in a prediction output of high public transport supply vehicle ownership levels
accuracy. & travel characteristic on GHG's were assessed.
110 GENERAL REPORT ON

Findings and Conclusions Scope and Objectives

(i) To study various aspects of social cost


(i) The comparatives analysis of Indian
and benefits and associated studies
cities with varying sizes on spatial and
for different transport projects though
temporal basis indicates a rapid rate
literature review.
in CO2 emissions during the period
(1998-2008). (ii) To assess the views of various road
users using the BRT corridor.
(ii) Smaller cities have lower CO 2
(iii) To quantify the social cost and benefits
emission in relation to large cities.
for all types of road users.
(iii) CO 2 emissions are affected by The Study is limited to existing BRT corridor from
triplengths, public transport share etc. Ambedkar Nagar to Moolchand (5.8 km) and is
Recommendations based for essential trips (business, education).
Methodology
Control of CO2 emissions in large cities is only
Literature review was carried out on BRT & cost
possible with the provision of reliable public
and benefit analysis of different transport projects.
transport facilities.
Secondary data relating to modal share, land use
(i) Public transport operation including and land value, frequency and headway of Buses,
the intermediate public transport pollution, road capacity and health related data
should be considered for conversion were collected. Primary data for private vehicle
to alternate fuel, namely, CNG. passenger survey, classified volume surveys,
speed and delay, Road inventory, Pedestrian
(ii) It is recommended that urbanization survey, signal, studies etc were carried out. After
strategies at national and state must analyzing the data different social cost & benefit
be directed towards creation of large analysis of BRT was estimated.
number of smaller towns rather than Finding & Conclusion
create bigger metropolitan cities.
(i) Among all BRT users, bus passenger,
(iii) It is recommended that Bharat stage- pedestrians and cyclist are deriving
IV, Bharat stage-V emissions norms maximum benefit from BRT while
be introduced earlier than stipulated private vehicle users are put to
schedule to cut CO2 emissions in the disadvantage.
country. (ii) It is estimated that total cost of bus
passengers before BRT is Rs 8.10/h and
6. Social Cost and Benefit Analysis for BRT:
during BRT is Rs 5.73/h, for private
Case Study - Delhi
vehicle users before BRT cost per hour
is 34.75 and during BRT it is 67.14 for
Date of Start & Duration: January 2009,
while cyclist, time cost before BRT is Rs
5 months
0.48/h and during BRT it is Rs.0.91/h.
Date of Completion: May 2009 (iii) For bus passengers the benefit
(Rs/h) increases with increase in
School of Planning & Architecture, New
income. For pedestrian the average
Delhi (R)
benefit is equal for all income group.
ROAD RESEARCH IN INDIA 2008-2009 111

ACKNOWLEDGEMENTS

The Highway Research Board (HRB) of the Indian Roads Congress (IRC) expresses thanks to
Dr. S. Gangopadhyay, Director, Central Road Research Institute (CRRI), New Delhi for the
preparation of the General Report on Road Research Work Done in India during 2008-2009. The
report was prepared, compiled and edited by Shri R.C. Agarwal, Scientist, under the overall
supervision of Shri T.K. Amla, Head, Information, Liaison & Training Division, CRRI and was reviewed
by the scientists of the various R&D Divisions of CRRI. The useful suggestions received from the
scientists of R&D Divisions in compilation and editing of the report are gratefully acknowledged. The
Board also expresses its gratitude to the various research organizations and Institutes for providing
research progress reports.
112 GENERAL REPORT ON

LIST OF ORGANISATIONS

1. Central Road Research Institute, New Delhi.

2. College of Engineering, Trivandrum.

3. Consulting Engineering Services (India) Pvt. Ltd., New Delhi.

4. Gujarat Engineering Research Institute, Vadodara.

5. Highways Research Station, Chennai.

6. Indian Oil Corporation, Faridabad.

7. Intercontinental Consultants & Technocrats Pvt. Ltd., New Delhi.

8. Karnataka Engineering Research Station, Karnataka.

9. Ministry of Road Transport and Highways, New Delhi.

10. MS University, Baroda.

11. National Highways Authority of India, New Delhi.

12. National Institute of Research on Jute & Allied Fibre Technology, Kolkata.

13. National Rural Roads Development Agency, New Delhi.

14. National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram,


Kerala.

15. N.S.S. College of Engineering, Palakkad.

16. PDA College of Engineering, Gulbarga.

17. Structural Engineering Research Centre, Chennai.

18. School of Planning and Architecture, New Delhi.

19. Thiagarajar College of Engineering, Madurai.


ROAD RESEARCH IN INDIA 2008-2009 113

IRC HIGHWAY RESEARCH BOARD Appendix - A

GENERAL REPORT ON ROAD RESEARCH IN INDIA

PROFORMA SHEET FOR REPORTING R&D WORK FOR THE GENERAL REPORT

1. Please furnish the report in the specified proformae (specimen copies enclosed), 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/Completed Projects Annexure 2
Proforma C: Research Projects Related to Thesis for
Post Graduation/Ph.D. Annexure 3
2. Please furnish report, in Proforma A or B, only on those projects which have led to some significant
conclusions, 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 following codes may be used for indicating the Section and Sub-Section Codes on Each
Project Proforma:
Section Section Sub-Section Sub-Section
Code Code
Highway Planning, Design,
Management,
Performance Evaluation
and Instrumentation
Highway Planning, 1100 Design 10
Design and Management Road Transportation Management 20
Road Pavement Management 30
Maintenance Management 31
Construction Management 32
Test Track Research 40
Software Development 50
Pavement Evaluation 1200 Surface Characteristics
Riding Quality 10
Skid Resistance 20
Structural Evaluation 30
Pavement Performance 1300 Pavement Performance 10
Traffic Characteristics & Effects 20
Material Characteristics 30
Instrumentation and Micro- 1400 Instrumentation Development 10
Processor Applications Micro-Processor/Applications 20
114 GENERAL REPORT ON

Section Section Sub-Section Sub-Section


Code Code
Pavement Engg. and
Paving Materials

Soil Stabilisation, Low 2100 Soil Stabilisation 10


Grade Materials and Low Grade Materials 20
Low Volume Roads Low Volume Roads 30

Flexible Pavements 2200 Binders and Binder Improvement 10


Materials and Mixes 20
Pavement Design 30
Construction Techniques 40
Maintenance Aspects 50

Rigid Pavement 2300 As in case of Flexible Pavements Division

Geotechnical Engineering 3000 Landslides 10


Ground Improvement Techniques 20
Embankments and Slope Stability 30
Roads and Embankments in Clay Areas 40

Bridge Engineering 4000 Structural Field Investigations 10


Laboratory Investigations 20
Foundation Investigations 30
Structural Design 40

Traffic & Transportation

Planning & Management 5100 Traffic Management Studies 10


Travel Demand Forecasting 20
Transportation Planning 30
Transportation Economics 40
Public Transport Planning 50
Intelligent Transport System 60

Safety & Environment 5200 Accidents and Safety 10


Traffic Environment 20

5. PROJECT TITLE

(1) In case of Proformae A and B, please indicate the same title as reported earlier.

(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), immediately
after the project title.
ROAD RESEARCH IN INDIA 2008-2009 115

6. DATE OF START/DATE OF COMPLETION: Please 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 implementing Organisation(s).

7. LAST REPORT : Indicate the year of the last General 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) : Please indicate the name of all involved organizations, in the case of
multi-organisation project, using the following code to indicate the status of the organization with
regard to the project:

Reporting Organisation (R)


Sponsoring Organisation (S)
Coordinating Organisation (C)
Implementing Organisation (I)
If an organization has multiple status, the appropriate codes may be used together, e.g., (R,C),
(R,S).

9. SCOPE AND OBJECTIVE: Please give a concise statement. In case of multiple objective projects,
indicate each objective separately.

10. PRESENT STATUS AND PROGRESS: For Proforma B, if the project is on-going, please include
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: Please indicate selected important supporting data or illustrations of special
interest. Any correlations or charts developed may specifically be included. Please list the items
enclosed.

12. CONCLUSIONS: Please indicate significant conclusions/interim conclusion.

13. SIGNIFICANCE / UTILISATION POTENTIAL: Please highlight only special aspects. Under
"Utilisation Potential", also specifically indicate whenever the development(s) / conclusion(s) are
regarded appropriate for consideration by the IRC.

14. LIMITATIONS OF CONCLUSIONS / RECOMMENDATIONS FOR FURTHER WORK / FURTHER


PROPOSED WORK: The limitations, if any, may be specifically indicated. Other aspects may
be indicated wherever applicable.

15. REPORTS/PUBLICATIONS: Only reports/publications since last reporting may be included,


alongwith bibliographical details, in the following order:

Author(s) (Surname, followed by initial, in all capitals). Title of Paper/Article/Report/Book, Nature


of Report (e.g., M.E./Ph.D. Dissertation, Interim/Final Report), Journal or Periodical (alongwith
116 GENERAL REPORT ON

Vol. and No.) / Conference or Seminar Proceedings (alongwith the place where held) / Publishing
Organisation, Month and Year of Publication.

16. Copies of publications, if published through a source other than IRC, may please be enclosed.

17. Wherever more than one sub-items are to be reported (e.g., in case of items No. 8, 9, 13, 15,
etc. above, please 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 also be supplied on floppy/CD to
enable expeditious editing and compiling. Cooperation in this regard will be specially appreciated.
The Window MS Word Software may please be used for the purpose.

______
ROAD RESEARCH IN INDIA 2008-2009 117

Annexure 1

I R C H I G H W A Y R E S E A R C H B O A R D

PROFORMA - A

PROJECTS REPORTED FOR THE FIRST TIME

Section Code

REPORTING ORGANISATION:

1. Project Title Sub-Section Code

1.1. Date of Start

1.2. Date of Completion (Targeted/Actual)

2. Organisation(s)*

3. Scope and Objectives

4. Methodology

5. Interim Conclusions/Conclusions/Supporting Data

5.1. Significance/Utilisation Potential

5.2. Limitations of Conclusions/Recommendations for


further work/further proposed work

6. Reports/Publications

7. Further information/Copy of report


can be obtained from:

* Please indicate the appropriate organization code - (R), (S), (C), (I), (R,S), (R,C), etc. after each
organization.
118 GENERAL REPORT ON

Annexure 2

I R C H I G H W A Y R E S E A R C H B O A R D

PROFORMA - B

ON-GOING/COMPLETED PROJECTS

Section Code

REPORTING ORGANISATION:

1. Project Title Sub-Section Code

1.1. Date of Start

1.2. Date of Completion (Targeted/Actual)

2. Present Status and Progress

2.1 Status: Ongoing/Completed

2.2 Year of Last Report

2.3 Progress

3. Further Findings/Conclusions/Supporting Data

4. Limitations of Conclusions or Interim Conclusions

5. Recommendations for further Work (if completed)

6. Reports / Publications

7. Recommendations for Dissemination/


Revision of Codes/Specifications (if completed)

8. Further information/Copy of report


can be obtained from

(Presentation Material may be e-mailed to secretarygen@irc.org.in / hrb@irc.org.in )


ROAD RESEARCH IN INDIA 2008-2009 119

Annexure 3

I R C H I G H W A Y R E S E A R C H B O A R D

PROFORMA - C

RESEARCH PROJECTS RELATED TO THESIS

F O R P O S T - G R A D U A T I O N / Ph. D.

Section Code

REPORTING ORGANISATION:

1. Project Title Sub-Section Code

1.1. Date of Start and Duration

1.2. Date of Completion

2. Institution*

3. Scope and Objectives

4. Proposed Methodology (Type of Study, Laboratory/Field)

5. Salient-Findings and Conclusion(s)

6. Recommendations for Dissemination/


Revision of Codes/Specifications (if completed)

7. Further information/Copy of the report


can be obtained from

(Presentation Material may be e-mailed to secretarygen@irc.org.in / hrb@irc.org.in )


* Please indicate the appropriate organization code - (R), (S), (C), (I), (R,S), (R,C), etc.
after each organization.
120 GENERAL REPORT ON

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