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RESEARCH RECORD
NUMBER 36
General Report on
Road Research Work Done
In India during 2008-09
(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
(iii)
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
(iv)
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
(v)
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
(vi)
B. COMPLETED PROJECTS/ONGOING PROJECTS 75
SUMMARY 83
SUMMARY 83
A. NEW PROJECTS 84
(vii)
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
APPENDIX A: Proforma Sheet for Reporting R&D Work for the General Report 113
(viii)
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:
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
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
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
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.
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
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
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
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.
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
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
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.
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.
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)
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.
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.
3. Utilization of Marginal Materials for Progress: About 90 per cent of work has been
Subgrade Stabilization completed so far.
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.
2. Development of Cold Mix Design Procedure for Dense Graded Bituminous Mix (BC-II).
5. Use of Commercially Available Additives and Fly Ash in Bitumen and Bituminous Mixes.
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
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
3. Penetration value and ductility value (ii) Kerala State Council for Science,
decreases. Technology and Environment (S)
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
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)
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 3 Effect of Variation of Type and Plastic Content on Marshall Stability Values
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
(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
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.
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
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.
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.
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
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.
(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
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
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.
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
3 Plasticity index 13 14 14 11 10
3 Plasticity index 24 22 21 14 17
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
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.
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.
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
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
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.
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.
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
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
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.
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
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
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
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.
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
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
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.
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
• 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
• 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
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
12. National Institute of Research on Jute & Allied Fibre Technology, Kolkata.
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
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:
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.
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.
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
Section Code
REPORTING ORGANISATION:
2. Organisation(s)*
4. Methodology
6. Reports/Publications
* 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:
2.3 Progress
6. Reports / Publications
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
F O R P O S T - G R A D U A T I O N / Ph. D.
Section Code
REPORTING ORGANISATION:
2. Institution*